JP3447433B2 - Hybrid vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Conventionally, a hybrid vehicle has been proposed in which the exhaust gas emitted is cleaner by assisting the engine with a motor. In this hybrid vehicle, the sharing of use of the engine and the motor is controlled by detecting the vehicle drive state such as the accelerator opening and the vehicle speed. By the way, in the conventional hybrid vehicle, when the battery is charged, the generated electric power generated by the engine driving torque and the regenerative electric power at the time of braking are charged. In that case, for example, the drive torque of the engine is changed according to the remaining battery level to prevent overcharging. That is, as shown in the engine efficiency map of FIG.
When the remaining battery level is small, the throttle opening is set so that it is in the most efficient A range, and when the remaining battery level is large, the throttle opening is set in the B range where torque is smaller than in the A range. It is set. In addition, in FIG. 8, reference numeral 60 indicates an equal efficiency line. As shown in FIG. 9, for example, when the battery remaining amount increases, the throttle opening is switched when the battery remaining amount exceeds 70% and the maximum power generation amount is changed from the area A of 25 A to the maximum power generation amount of 12 A.
If the battery level decreases to 60% or less when the battery level decreases after switching to the B range,
I am trying to switch to the area.

FIG. 10 shows the relationship between the required torque of the vehicle and the throttle opening. As shown in FIG. 10, when the required torque is large, the throttle opening is set in the A range, and when the required torque is small, the throttle opening is set in the A range or the B range according to the remaining battery level.

FIG. 11 is an explanatory diagram showing an example of the relationship among the accelerator opening, engine output and motor output in a conventional hybrid vehicle. As shown in FIG. 11, in the conventional hybrid vehicle, the engine output is constant (throttle opening is in the area A) when the accelerator opening is other than 0%, and the motor output changes according to the accelerator opening. . As indicated by reference numeral 71, when the engine brake is used to decelerate, the motor output decreases and the drive state changes to the power generation state. As indicated by reference numeral 72, when the accelerator opening becomes 0%, the motor output reaches the minimum level. Become.

Thereafter, as indicated by reference numeral 73, the throttle opening is set so as to be in the region B when the remaining battery amount is large, and the engine output is reduced. At this time, as indicated by reference numeral 74, the motor output increases as much as the engine output decreases. After that, when the accelerator pedal is depressed and the accelerator opening increases, the engine output remains low at first, so that the motor output first increases as indicated by reference numeral 75. Thereafter, while the engine output increases, as shown by the reference numeral 76, the increase of the motor output is stopped, and after the engine output becomes constant, the motor output increases again according to the increase of the accelerator opening.

[0006]

However, in the conventional hybrid vehicle as described above, since the B range in which the engine efficiency is low is used when the battery level is high, the fuel consumption of the vehicle is reduced and the exhaust gas is increased. There was a problem of being connected.

The present invention has been made to solve the above problems, and provides a hybrid vehicle capable of preventing overcharging of a battery while improving fuel efficiency and reducing exhaust gas. The purpose is to

[0008]

According to a first aspect of the present invention, in a hybrid vehicle including a motor for generating a driving force of a vehicle and an engine, and traveling by at least one driving force, the rotation of the engine is applied to wheels. Communicate
A clutch, an accelerator opening detection means for detecting an accelerator opening, a battery residual quantity detecting means for detecting a battery residual quantity, and a state in which the engine is not required to be driven based on the accelerator opening detected by the accelerator opening detecting means. If the battery remaining amount detected by the battery remaining amount detecting means is less than or equal to a predetermined value, the battery is charged by the generated power by the engine driving torque, and the battery remaining amount detecting means detects The hybrid vehicle is provided with engine control means for putting the engine into a standby state when the remaining battery level exceeds a predetermined value, and the clutch is controlled by the engine control means.
The engine is started and then engaged to achieve the above purpose. According to another aspect of the present invention, in a hybrid vehicle that includes a motor that generates a driving force of the vehicle and an engine, and that travels by at least one of the driving forces, an accelerator opening detection unit that detects an accelerator opening and a predetermined past time period. The average output detection means for detecting the average output of the vehicle and the average output detection means when it is determined that the engine is not driven based on the accelerator opening detected by the accelerator opening detection means. When the output exceeds a predetermined value, the battery is charged by the electric power generated by the driving torque of the engine, and when the average output detected by the average output detecting means is less than the predetermined value, the engine control means puts the engine in a standby state. In order to achieve the above object. According to another aspect of the invention, in a hybrid vehicle that includes a motor that generates a driving force of a vehicle and an engine, and that travels by at least one driving force,
The accelerator opening detection means for detecting the accelerator opening, the weight increase detection means for detecting the weight increase of the vehicle, and the accelerator opening detected by the accelerator opening detection means that the engine does not need to be driven. If it is determined that the weight increase amount detected by the weight increase amount detecting means exceeds the predetermined value, the battery is charged by the electric power generated by the driving torque of the engine, and the weight increase amount detected by the weight increase amount detecting means is The hybrid vehicle is equipped with an engine control means for keeping the engine in a standby state when the value is equal to or less than a predetermined value.

According to a fourth aspect of the present invention, in the hybrid vehicle according to any one of the first to third aspects, when the engine control means puts the engine in a standby state, the engine is stopped. Alternatively, it is configured to be in an idling state. According to a fifth aspect of the present invention, in the hybrid vehicle according to any one of the first to fourth aspects, a torque required while the engine is in a standby state by the engine control means is further provided. Is provided to the motor.

[0010]

In the hybrid vehicle according to the first aspect of the present invention, when the engine control means determines that the engine does not need to be driven based on the accelerator opening detected by the accelerator opening detecting means, the engine residual quantity detecting means detects the remaining battery capacity. When the detected battery remaining amount is less than or equal to a predetermined value, the battery is charged by the electric power generated by the driving torque of the engine, and when the battery remaining amount detected by the battery remaining amount detecting means exceeds the predetermined value, the engine is placed in a standby state. . Then, the engine is controlled by the engine control means.
After being started, the clutch that transmits the rotation of the engine to the wheels
Is engaged. In the hybrid vehicle according to claim 2, the engine control means determines the average detected by the average output detection means when it is determined that the engine is not required to be driven based on the accelerator opening detected by the accelerator opening detection means. When the output exceeds a predetermined value, the battery is charged by the electric power generated by the driving torque of the engine, and when the average output detected by the average output detecting means is less than the predetermined value, the engine is placed in a standby state. In the hybrid vehicle according to claim 3, the engine control means detects the weight increase amount detection means when it is determined that the engine is not required to be driven based on the accelerator opening degree detected by the accelerator opening degree detection means. When the weight increase amount exceeds a predetermined value, the battery is charged by the electric power generated by the engine drive torque, and when the weight increase amount detected by the weight increase amount detecting means is equal to or less than the predetermined value, the engine is placed in a standby state.

According to another aspect of the hybrid vehicle, the engine control means stops the engine or puts it in an idling state when the engine is in a standby state. Claim 5
In the hybrid vehicle described above, the motor control unit causes the motor to output a required torque while the engine control unit puts the engine in a standby state.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the hybrid vehicle of the present invention will be described in detail below with reference to the drawings. 1 to 5 relate to a first embodiment of the present invention. FIG. 1 shows a cross section of a schematic configuration of a drive portion in a hybrid vehicle according to this embodiment. This Figure 1
As shown in FIG. 1, the hybrid vehicle of the present embodiment has an internal combustion engine (hereinafter, simply referred to as an engine) 1 and an electric motor (hereinafter, simply referred to as a motor) 10 on the downstream side of transmission.
A two-speed automatic transmission 9 including an underdrive mechanism (U / D) is connected.

In the bonnet part of a hybrid vehicle,
An engine 1 such as gasoline or diesel is mounted sideways, and a converter housing 2 is fixedly connected to the engine 1 and a transaxle case 3 and a motor case 5 are integrally fixed. . A torque converter 6, an input clutch 7, a second speed automatic transmission 9 and a motor 10 are arranged in alignment with the engine output shaft 1a, and a differential device 11 is further arranged below the torque converter 6, and these devices are integrated with each other. It is housed in cases (housings) 2, 3, and 5 connected to.

Torque converter 6 which is a fluid transmission device
Is arranged in the converter housing 2 and has a pump impeller 12, a turbine runner 13, a stator 15 and a lockup clutch 16. The pump impeller 12 is connected to the engine output shaft 1a,
Output sides of the turbine runner 13 and the lockup clutch 16 are connected to an input shaft 17. In addition, the stator 15
Are supported on the one-way clutch 19, and the inner race of the one-way clutch 19 is fixed to the housing 2. A hydraulic pump 20 is arranged between the torque converter 6 and the input clutch 7, and a drive gear portion of the hydraulic pump 20 is connected to the pump impeller 12. The input clutch 7 is composed of a hydraulic wet multi-plate clutch, the input side of which is connected to the input shaft 17,
Further, its output side is connected to an intermediate shaft 21 extending toward the automatic transmission 9. A sleeve-shaped output shaft 22 is rotatably fitted on the intermediate shaft 21.
A counter drive gear 23 is fixed to one end of 2 adjacent to the input clutch 7.

The two-speed automatic transmission 9 is provided with an underdrive mechanism (U / D) having a single planetary gear unit 25 which constitutes a transmission gear unit, its ring gear R is connected to the intermediate shaft 21, and its carrier CR is It is connected to the output shaft 22. Further, a direct clutch C2 that constitutes an engaging means is interposed between the carrier CR and the sun gear S, and a low speed brake B that also constitutes an engaging means between the sun gear S and the case 3. Also, the one-way clutch F is interposed.

On the other hand, the motor 10 can be constituted by a brushless DC motor, an induction motor, a DC shunt motor, etc., and is arranged in the motor case 5. The motor 10 has a flat stator 26 and a flat rotor 27. The stator 26 is fixed to the inner wall of the motor case 5 and has a coil 28 wound around it.
7 is connected to the ring gear R of the planetary gear unit 25 together with the intermediate shaft 21. Therefore, the motor 10 has a large cylindrical hollow portion A extending in the axial direction at the center thereof, and the second speed automatic transmission 9 is arranged in the hollow portion A over a part of the axle case 3. Has been done.

A counter shaft 29 and a differential device 11 are arranged below the transaxle case 3, and a counter driven gear 30 and a pinion 31 which mesh with the drive gear 23 are fixed to the counter shaft 29. The differential device 11 has a ring gear 32 that meshes with the pinion 31.
The torque from 2 is transmitted to the left and right front wheels 33a and 33b according to the load torque.

Now, the operation of the drive portion shown in FIG. 1 will be described. When the input clutch 7 is in the engaged state, the input shaft 17 and the intermediate shaft 21 are connected and function as a parallel type hybrid vehicle. The rotation of the engine output shaft 1a is transmitted to the torque converter 6, transmitted to the input shaft 17 via the oil flow or the lockup clutch 16, and further transmitted to the intermediate shaft 21 via the input clutch 7. Therefore, although the output characteristic of the engine 1 is low at low rotation speed, the torque converter 6 automatically and smoothly increases the torque to smoothly and reliably start, accelerate, and climb the mountain. You can

The rotation of the intermediate shaft 21 is shifted to the second speed by the automatic transmission 9 based on the throttle opening and the vehicle speed and transmitted to the output shaft 22. That is, in the first speed state,
The direct clutch C2 is disengaged and the one-way clutch F is in the locked state. In this state, the intermediate shaft 2
The rotation of 1 is transmitted to the ring gear R, and further, based on the sun gear S in the locked state, the carrier CR is decelerated while rotating the pinion P, and the decelerated rotation (U / D) is the output shaft 2
2 is transmitted. During engine braking (coast), the brake B is engaged and the sun gear S
To stop.

Then, in the second speed state, the direct clutch C2 is engaged. In this state, the sun gear S and the carrier CR are integrated by the clutch C2, and the gear unit 25 integrally rotates. Therefore, the rotation of the intermediate shaft 21 is directly transmitted to the output shaft 22. Then, the rotation of the output shaft 22 is transmitted from the counter drive gear 23 to the driven gear 30, and further transmitted to the differential device 11 via the differential drive pinion 32. Further, the differential device 11
Transmits differential rotation to the left and right front wheels 33a and 33b, respectively. Further, the rotation of the engine output shaft 1a is transmitted to the hydraulic pump 20 via the converter case, and the hydraulic pump 20 generates a predetermined hydraulic pressure.

On the other hand, when the input clutch 7 is open, the input shaft 17 and the intermediate shaft 21 are disengaged, and the motor 10
Thus, the intermediate shaft 21 is rotated, and the rotation of the intermediate shaft 21 is changed by the automatic transmission 9 and transmitted to the output shaft 22.

FIG. 2 is a block diagram showing the configuration of the circuit portion of the hybrid vehicle according to this embodiment. The hybrid vehicle of this embodiment includes a control unit 40 for controlling the overall operation of the vehicle. The control unit 40 includes a CPU (central processing unit) 51 that performs various controls.
ROM is connected to 51 via a bus line 52 such as a data bus
(Read only memory) 53, RAM (random
Access memory) 54, clock 55, output I / F
The (interface) unit 56 and the input I / F unit 57 are connected to each other. The ROM 53 stores various programs and data for the CPU 51 to determine the traveling state and the like based on various signals input from the input I / F unit 57 and to appropriately control each unit. RAM54 is R
CP according to programs and data stored in OM53
U51 is a working memory for performing processing, and temporarily stores various signals input from the input I / F unit 57 and control signals output from the output I / F unit 56. The clock 55 is used to keep time.

The output I / F section 56 includes a clutch controller 41 for controlling engagement and disengagement of the clutch 7, a brake controller 44 for controlling engagement and disengagement of the brake B,
An engine controller 42 for driving the starter at the time of starting, adjusting the opening of the throttle valve during driving, controlling the output of the motor 10, and controlling the regenerative charging of the battery are connected to the motor controller 43, respectively. There is. On the other hand, in the input I / F section 57,
A first rotation sensor 45 for detecting the rotation speed of the engine output shaft 1a, that is, the rotation speed of the clutch 7 on the input side, the intermediate shaft 2
No. 1 rotation speed, that is, the second rotation sensor 46 that detects the rotation speed on the output side of the clutch 7, a vehicle speed sensor 47 that detects the rotation speed of the output shaft 22, an accelerator sensor 48 that detects the depression amount of the accelerator 38, and a brake pedal. Brake sensor 49 for detecting the depression amount of 39, battery voltage,
Remaining battery level sensors 50 that detect the remaining battery level from the current or the like are connected to each other.

Next, the operation of the hybrid vehicle according to this embodiment will be described. FIG. 3 is a flowchart showing the operation of the main routine for controlling the overall operation of the hybrid vehicle. In this operation, first, the CP of the control unit 40
After U51 performs the initial setting (step 101), the vehicle information such as the outputs of the sensors 45 to 50 is read (step 102), and the battery remaining amount is calculated (step 10).
3). As a method of calculating the battery remaining amount, there are a method of integrating input / output power, a method of measuring battery voltage, a method of measuring specific gravity, and the like.

Next, it is determined whether the accelerator opening is 0% (step 104). When the accelerator opening is 0% (step 104; Y), it is determined whether the battery remaining amount exceeds a predetermined value (step 105). When the remaining battery amount does not exceed the predetermined value (N), the engine controller 42 sets the throttle opening to the highest efficiency point in the area A in the engine efficiency map shown in FIG. The output command is output to the motor controller 43 (step 108) and the process returns to step 102. On the other hand, when the remaining battery amount exceeds the predetermined value (step 105; Y), the engine controller 42 cuts off the fuel sent to the engine 1 (step 107), stops the engine 1, and proceeds to step 108. move on. If the accelerator opening is not 0% in step 104 (N), the process proceeds to step 108 as it is.

FIG. 4 shows a predetermined value when it is judged in step 105 of FIG. 3 whether or not the remaining battery amount exceeds the predetermined value. As shown in FIG. 4, the predetermined value is, for example, 70% when the battery remaining amount increases and 60% when the battery remaining amount decreases. That is, when the remaining battery amount increases, when the remaining battery amount exceeds 70%, the throttle opening is switched from the state set in the area A to the fuel cut state. On the other hand, when the battery remaining amount decreases, when the battery remaining amount becomes 60% or less, the fuel cut state is switched to the state in which the throttle opening is set in the A region.

FIG. 5 is an explanatory diagram showing an example of the relationship between the accelerator opening, the engine output and the motor output in this embodiment. As shown in FIG. 5, in this embodiment, when the accelerator opening is other than 0%, the engine output is constant (throttle opening is in the area A), and the motor output changes according to the accelerator opening. As indicated by the reference numeral 81, when the engine brake is used to decelerate, the motor output decreases and the drive state changes to the power generation state. As indicated by the reference numeral 82, when the accelerator opening becomes 0%, the battery remaining amount becomes predetermined. If the value is exceeded, fuel cut is performed and engine 1
Is stopped. The clutch 7 is mechanically disengaged before the engine 1 is stopped. During that time, the shortage of the output torque of the engine 1 is output on the motor 10 side. The output torque of the engine 1 is obtained from a torque sensor, a throttle opening, an engine speed, and a change in the engine speed, and the motor 10 outputs an extra torque corresponding to that.

The engine 1 is restarted when the accelerator is depressed again. After the engine 1 is restarted, the clutch 7 is engaged and the total output of the engine 1 and the motor 10 is output. Also, when the clutch 7 is engaged,
The output ratio of the motor 10 is reduced, and the engine output and the motor output are output at a predetermined ratio. Therefore, FIG.
Although the engine output greatly changes at the time points indicated by the symbols a and b in FIG. 1, the motor output is determined so as to cancel the change, so that the occurrence of shock at the time points indicated by a and b is prevented.

As described above, in the present embodiment, when the accelerator opening is 0% and the remaining battery amount exceeds the predetermined value, the fuel sent to the engine 1 is cut and the engine 1 is stopped. Since the battery is not charged while the engine 1 is stopped, overcharging of the battery can be prevented. When the accelerator opening is 0% and the remaining battery amount is equal to or less than the predetermined value, the engine 1 always
It is driven in the area A in FIG. 8, and the battery is charged by the electric power generated by the engine 1. Since the engine 1 is driven in the most efficient A range, the fuel consumption is improved and the exhaust gas is reduced.

FIG. 6 is a flowchart showing the operation of the main routine for controlling the overall operation of the hybrid vehicle according to the second embodiment of the present invention. In this embodiment, instead of controlling the engine 1 according to the remaining battery level as in the first embodiment, the engine 1 is controlled according to the average output of the vehicle in a predetermined past time. In this embodiment, first, the CPU 51 of the control unit 40 performs initial setting (step 201), then reads vehicle information such as outputs of the sensors 45 to 50 (step 202), and past X seconds (for example, 300 seconds). The average output of the vehicle during the period is calculated (step 203).

Next, it is determined whether the accelerator opening is 0% (step 204). When the accelerator opening is 0% (step 204; Y), it is determined whether or not the average output exceeds a predetermined value (step 205). When the average output exceeds the predetermined value (step 205; Y), the throttle opening is set by the engine controller 42 to the highest efficiency point in the area A in the engine efficiency map shown in FIG. 8 (step 206). , Outputs a motor output command to the motor controller 43 (step 208),
Return to step 202. On the other hand, when the average output does not exceed the predetermined value (step 205; N), the engine controller 42 cuts off the fuel sent to the engine 1 (step 207), stops the engine 1 and proceeds to step 208. . If the accelerator opening is not 0% in step 204 (N), the process directly proceeds to step 208.

As described above, in this embodiment, when the accelerator opening is 0% and the average output does not exceed the predetermined value, it is determined that the driving load is small and the battery consumption is small, and the engine 1 is sent. When the fuel output is cut and the average output exceeds the predetermined value, it is determined that the driving load is large and the battery consumption is large, and the engine 1 is driven in the area A in FIG. To charge the battery. The average output can be obtained from the vehicle speed and the accelerator opening, the engine speed and the motor output value, the torque sensor, and the like. Other configurations, operations and effects are similar to those of the first embodiment.

FIG. 7 is a flow chart showing the operation of the main routine for controlling the overall operation of the hybrid vehicle according to the third embodiment of the present invention. In the present embodiment, instead of controlling the engine 1 according to the remaining battery level as in the first embodiment, the weight change amount of the vehicle, that is, the weight increase amount of the vehicle from the state where the load is 0, is changed. The engine 1 is controlled. In this embodiment, first, the CPU 51 of the control unit 40 performs initial setting (step 301), then reads vehicle information such as outputs of the sensors 45 to 50 (step 302), and calculates the amount of change in vehicle weight. (Step 303). Next, it is determined whether the accelerator opening is 0% (step 304).

When the accelerator opening is 0% (step 30
4; Y) determines whether or not the amount of change in vehicle weight exceeds a predetermined value (step 305). If the weight change amount of the vehicle exceeds the predetermined value (step 305; Y),
The throttle opening is set by the engine controller 42,
In the engine efficiency map shown in FIG. 8, the maximum efficiency point in the area A is set (step 306), and the motor output command is output to the motor controller 43 (step 30).
8) and returns to step 302. On the other hand, when the amount of change in vehicle weight does not exceed the predetermined value (step 305; N)
Cuts the fuel sent to the engine 1 by the engine controller 42 (step 307),
The engine 1 is stopped and the process proceeds to step 308. Also,
When the accelerator opening is not 0% in step 304 (N), the process proceeds to step 308 as it is.

As described above, in this embodiment, when the accelerator opening is 0% and the weight change amount of the vehicle does not exceed the predetermined value, it is determined that the driving load is small and the battery consumption is small, and the engine is When the fuel sent to 1 is cut and the weight change amount of the vehicle exceeds a predetermined value,
When it is determined that the driving load is large and the battery consumption is large, the engine 1 is driven in the area A in FIG. 8, and the battery is charged by the electric power generated by the engine 1. In addition,
The amount of change in weight of the vehicle can be obtained from, for example, a sensor that detects the amount of flexure of the suspension, the amount of flexure of the suspension at rest is detected by this sensor, and the amount of flexure is obtained. Other configurations, operations and effects are similar to those of the first embodiment.

The present invention is not limited to the above-described embodiments. For example, instead of stopping the engine 1 by the fuel cut in each of the above-mentioned embodiments, the engine 1 may be brought into an idling state.

Further, in the embodiment, the case where the battery is used as the power source for transmitting and receiving the electric power to and from the motor 10 has been described. It may be used as a battery of the invention. As the capacitor, for example, an electric double layer capacitor having a large capacity per unit volume, a low resistance and a large output density,
Other capacitors are used. When a capacitor is used as the power supply device, the voltage value of the capacitor is used as the remaining power capacity (SOC). The flywheel battery is a battery that exchanges electric power by driving and regenerating the flywheel with a motor coaxially arranged on the flywheel. The rotational speed of the flywheel is used as the remaining power capacity (SOC) when the flywheel battery is used as a power supply device. The oil (pneumatic) pressure accumulator is a battery that transfers electric power by moving oil (pneumatic) pressure in and out of the accumulator by an oil (pneumatic) pressure pump connected to the accumulator. Remaining power capacity (SOC) when used as a power supply device for this hydraulic (pneumatic) accumulator
As for, oil (pneumatic) pressure is used.

[0038]

According to the hybrid vehicle of the first aspect of the present invention, when it is determined that the engine is not required to be driven, when the remaining battery capacity is equal to or less than the predetermined value, the electric power generated by the drive torque of the engine is used. Since the battery is charged and the engine is put in the standby state when the remaining battery amount exceeds a predetermined value, it is possible to prevent fuel from being overcharged while improving fuel efficiency and reducing exhaust gas. Also, after the engine is started,
The clutch that transmits the rotation of the engine to the wheels is engaged
As a result, shocks at engine start are prevented.
Be stopped. According to the hybrid vehicle of the invention described in claim 2, when it is determined that the engine does not need to be driven, when the average output of the vehicle exceeds the predetermined value in the past predetermined time, the generated electric power by the drive torque of the engine is used. Since the battery is charged and the engine is put in the standby state when the average output is less than or equal to the predetermined value, it is possible to prevent fuel from being overcharged while improving fuel efficiency and reducing exhaust gas. According to the hybrid vehicle of the third aspect of the present invention, when it is determined that the engine does not need to be driven, when the weight increase amount of the vehicle exceeds a predetermined value, the battery is charged by the electric power generated by the driving torque of the engine. When the weight increase amount of the vehicle is equal to or less than the predetermined value, the engine is placed in the standby state, so that it is possible to prevent fuel from overcharging while improving fuel efficiency and reducing exhaust gas.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing a schematic configuration of a drive portion of a hybrid vehicle according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of a circuit portion of the hybrid vehicle of the above.

FIG. 3 is a flowchart showing the operation of a main routine for controlling the overall operation of the hybrid vehicle.

FIG. 4 is an explanatory diagram showing a predetermined value in the case of determining whether or not the remaining battery level exceeds a predetermined value.

FIG. 5 is an explanatory diagram showing an example of a relationship between an accelerator opening degree, an engine output and a motor output.

FIG. 6 is a flowchart showing an operation of a main routine for controlling the overall operation of the hybrid vehicle according to the second embodiment of the present invention.

FIG. 7 is a flowchart showing an operation of a main routine for controlling the overall operation of the hybrid vehicle according to the third embodiment of the present invention.

FIG. 8 is an explanatory diagram showing an engine efficiency map.

FIG. 9 is an explanatory diagram for explaining switching of a throttle opening degree in a conventional hybrid vehicle.

FIG. 10 is an explanatory diagram showing a relationship between a vehicle required torque and a throttle opening degree in a conventional hybrid vehicle.

FIG. 11 is an explanatory diagram showing an example of a relationship between an accelerator opening, an engine output, and a motor output in a conventional hybrid vehicle.

[Explanation of symbols]

1 engine 10 motors 40 control unit 42 Engine controller 43 Motor controller 48 accelerator sensor 50 Battery level sensor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification symbol FI F02D 29/02 F02D 29/02 D (56) References JP-A-59-204402 (JP, A) JP-A-7-95703 ( JP, A) JP-A-6-165309 (JP, A) JP-A-5-59973 (JP, A) Actual development 5-72544 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 11/14 B60K 6/04 F02D 29/02

Claims (5)

(57) [Claims] 1. A hybrid vehicle including a motor for generating a driving force of a vehicle and an engine, the hybrid vehicle traveling by at least one driving force, a clutch for transmitting the rotation of the engine to wheels, and an accelerator for detecting an accelerator opening degree. The opening degree detection means, the battery remaining amount detection means for detecting the remaining battery level, and the remaining battery level when it is determined that the engine is not required to be driven based on the accelerator opening degree detected by the accelerator opening degree detection means. When the battery remaining amount detected by the amount detecting means is less than or equal to a predetermined value, the battery is charged by the electric power generated by the engine driving torque, and when the battery remaining amount detected by the battery remaining amount detecting means exceeds the predetermined value, the engine is the an engine control unit for a standby state, the clutch, the Wherein d by engine control means
A hybrid vehicle in which the engine is engaged and then engaged . 2. A hybrid vehicle including a motor for generating a driving force of a vehicle and an engine, the hybrid vehicle traveling by at least one of the driving forces, an accelerator opening detecting means for detecting an accelerator opening, and a vehicle for a predetermined time in the past. An average output detected by the average output detecting means for detecting an average output, and an average output detected by the average output detecting means when it is determined that the engine is not required to be driven based on the accelerator opening detected by the accelerator opening detecting means. Is greater than a predetermined value, the battery is charged by the electric power generated by the driving torque of the engine, and when the average output detected by the average output detecting means is less than the predetermined value, the engine control means is provided to put the engine in a standby state. A hybrid vehicle characterized in that 3. A hybrid vehicle including a motor for generating a driving force of a vehicle and an engine, the hybrid vehicle traveling by at least one of the driving forces, an accelerator opening detecting means for detecting an accelerator opening, and an increase amount of the vehicle. The weight increase amount detecting means for detecting, and the weight increase amount detected by the weight increase amount detecting means when it is determined that the engine is not required to be driven based on the accelerator opening degree detected by the accelerator opening degree detecting means. When exceeds a predetermined value, the battery is charged by the electric power generated by the engine drive torque,
A hybrid vehicle comprising: an engine control unit that puts the engine in a standby state when the weight increase amount detected by the weight increase amount detection unit is equal to or less than a predetermined value. 4. The engine control means sets the engine to a stop state or an idling state when the engine is in a standby state, according to any one of claims 1 to 3. Hybrid vehicle. 5. The motor control means for outputting a required torque to a motor while the engine is kept in a standby state by the engine control means, as claimed in any one of claims 1 to 4. A hybrid vehicle according to claim 1.