JP2004282999A - Controlling equipment and control method of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control charging/discharging amounts in order to protect a battery in accordance with the conditions of over-discharge of the battery. <P>SOLUTION: The controlling equipment of the hybrid vehicle is provided with an engine 1, a motor 2 directly connected to the engine 1 to generate auxiliary driving power, a battery 3 supplying electric power to the motor 2 additionally to be charged with electric energy obtained by operating the motor 2 as a generator, a contactor 11 intermittently performing supply of a current between the battery 3 and the motor 2, an electric load with electric power supplied by generated power of the motor 2 and the battery 3, an engine stopping means for stopping the engine 1 by a prescribed operation condition, a mode discrimination means for discriminating whether the engine 1 is placed in an idling operation condition or in a stopped condition, and a battery protection means, restarting the engine 1 in the case of detecting over-discharge of the battery 3 when the engine 1 is discriminated to be in a stopped condition by the mode discrimination means and cutting the contactor 11 in the case of a further over-discharge. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device and a control method for controlling a charge / discharge amount of a battery for protecting a battery mounted on a hybrid vehicle.

2. Description of the Related Art Conventionally, a hybrid vehicle provided with a motor in addition to an engine as a power source for traveling has been known. Hybrid vehicles include series hybrid vehicles and parallel hybrid vehicles. A series hybrid vehicle is a vehicle in which a motor is driven by using a power output of a generator driven by an engine or the like, and wheels are driven by the motor.
Therefore, since the engine and the wheels are not mechanically connected, the engine can be operated at a substantially constant speed in a high fuel consumption and low emission rotation speed region, and a better fuel efficiency and lower emission than the conventional engine vehicle can be obtained. realizable.

On the other hand, in a parallel hybrid vehicle, a motor connected to the engine assists the drive shaft of the engine, and the electric energy obtained by using the motor as a generator is charged in a power storage device. The electrical energy is also used for electrical components in vehicles.
Therefore, since the driving load of the engine can be reduced, better fuel economy and lower emission can be realized as compared with the conventional engine vehicle.

In the parallel hybrid vehicle, a motor that assists the output of the engine is directly connected to the output shaft of the engine, and this motor functions as a generator during deceleration or the like to store power in a battery or the like (for example, see Patent Document 1). ), Or a type in which a driving force can be generated by one or both of an engine and a motor and a generator is separately provided.
In such a hybrid vehicle, various controls are performed such as, for example, assisting the output of the engine by a motor during acceleration and charging a battery or the like by deceleration regeneration during deceleration. (Hereinafter referred to as the remaining battery capacity) to meet the driver's requirements.
JP-A-5-49101

  By the way, a battery used in a hybrid vehicle is configured to supply a shortage of electric power to electric components when electric power supplied to electric components provided in the vehicle exceeds electric power generated by a motor. Therefore, when the engine is in the idle rotation state, the electric power consumed by the electric components easily exceeds the electric power generated by the motor, and there is a problem that the battery is apt to be overdischarged. Furthermore, if the battery of the hybrid vehicle is in an over-discharged state, it is necessary to run only by the engine, which causes a problem that fuel efficiency deteriorates and power performance deteriorates.

  The present invention has been made in view of such circumstances, and a hybrid vehicle that detects an overdischarge state of a battery and controls a charge / discharge amount for battery protection according to the detected overdischarge state. Are provided.

The invention according to claim 1 includes an engine (for example, the engine 1 in the embodiment) that outputs a propulsion force of a vehicle and a motor (for example, an engine that is directly connected to the engine and generates an auxiliary driving force that assists the output of the engine). 2) and a battery for supplying electric power to the motor and charging electric energy obtained by operating the motor as a generator when an auxiliary driving force is not required (for example, battery 3 in the embodiment). A contactor (for example, the main contactor 11 in the embodiment) for intermittently supplying current between the battery and the motor, and an electric load (for example, in the embodiment) generated by the motor and an electric power supplied by the battery. Electrical components (not shown)) and an engine stopping means for stopping the engine under predetermined operating conditions. (For example, the engine control device 4 in the embodiment), a mode determination unit (for example, a mode determination unit 52 in the embodiment) that determines whether the engine is in an idling operation state or a stopped state, and the engine is stopped by the mode determination unit. When it is determined that the battery is over-discharged, the engine is restarted when over-discharge of the battery is detected, and when over-discharge proceeds, the battery protector disconnects the contactor (for example, charging and discharging in the embodiment). And a control unit 54).
With this configuration, when overdischarge of the battery is detected when the engine is determined to be in a stopped state, the engine is restarted, so that power generation by the motor can be restarted, and the generated power is transferred to the battery. Can be stored. Further, if the overdischarge proceeds further, the contactor is disconnected, so that the discharge from the battery can be completely stopped, and the overdischarge of the battery can be prevented from progressing.

According to a second aspect of the present invention, in the first aspect of the present invention, when the battery protection unit detects overdischarge of the battery when the mode determination unit determines that the engine is in an idling operation state, When the idling speed of the engine is increased and the overdischarge further proceeds, the power supply to the electric load is stopped.
With this configuration, when overdischarge of the battery is detected while the engine is determined to be in the idling operation state, the engine idle speed is increased, so that the amount of power generated by the motor can be increased, and Power can be supplemented. In addition, when overdischarge proceeds further, the power supply to the electric load is stopped, so that the load on the battery can be reduced, and all of the power generated by the motor can be used for charging the battery. Overdischarge can be recovered.

According to a third aspect of the present invention, there is provided an engine (for example, the engine 1 in the embodiment) that outputs a propulsive force of a vehicle, and a motor (for example, an engine that is directly connected to the engine and generates an auxiliary driving force that assists the output of the engine). 2) and a battery for supplying electric power to the motor and charging electric energy obtained by operating the motor as a generator when an auxiliary driving force is not required (for example, battery 3 in the embodiment). A contactor (for example, the main contactor 11 in the embodiment) for intermittently supplying current between the battery and the motor, and an electric load (for example, in the embodiment) generated by the motor and an electric power supplied by the battery. (Not shown), and a hybrid for stopping the engine under predetermined operating conditions. In the method for controlling a vehicle, it is determined whether the engine is in an idling operation state or a stopped state. If overdischarge of the battery is detected when the engine is determined to be in the stopped state, the engine is restarted, and further overdischarged. The control method of the hybrid vehicle is characterized by disconnecting the contactor when the vehicle travels.
With this configuration, when overdischarge of the battery is detected when the engine is determined to be in a stopped state, the engine is restarted, so that power generation by the motor can be restarted, and the generated power is transferred to the battery. Can be stored. Further, if the overdischarge proceeds further, the contactor is disconnected, so that the discharge from the battery can be completely stopped, and the overdischarge of the battery can be prevented from progressing.

According to the first aspect of the invention, when overdischarge of the battery is detected when the engine is determined to be in the stopped state, the engine is restarted, so that power generation by the motor is restarted and the generated power is transferred to the battery. Since the contactor is disconnected when overdischarge proceeds further, the discharge from the battery can be completely stopped, and the overdischarge of the battery can be prevented from progressing. That is, in accordance with the overdischarge state of the battery in the engine stop state, “restart of power generation by restarting the engine” and “complete discharge stop by cutting off all electric loads connected to the battery” are performed stepwise. Thus, overdischarge of the battery can be prevented.
As a result, it is possible to obtain an effect that deterioration of fuel efficiency and power performance can be prevented.

  According to the invention according to claim 2, when overdischarging of the battery is detected while the engine is determined to be in the idling operation state, the idle speed of the engine is increased. The power supply to the electric load is stopped when the overdischarge proceeds further, so that the load on the battery can be reduced, and all the electric power generated by the motor is used for charging the battery. And can recover the overdischarge of the battery. That is, in accordance with the over-discharge state of the battery in the idle operation state, by "stepping up the amount of power generation by increasing the idle speed" and "cutting off the electric load by stopping the converter for supplying to the electrical components" in a stepwise manner, Overdischarge of the battery can be prevented.

According to the third aspect of the present invention, when overdischarge of the battery is detected when the engine is determined to be in the stopped state, the engine is restarted. Since the contactor is disconnected when overdischarge proceeds further, the discharge from the battery can be completely stopped, and the overdischarge of the battery can be prevented from progressing. That is, in accordance with the overdischarge state of the battery in the engine stop state, “restart of power generation by restarting the engine” and “complete discharge stop by cutting off all electric loads connected to the battery” are performed stepwise. Thus, overdischarge of the battery can be prevented.
As a result, it is possible to obtain an effect that deterioration of fuel efficiency and power performance can be prevented.

Hereinafter, a control device and a control method for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing the overall configuration of a parallel hybrid vehicle, which is a type of hybrid vehicle according to one embodiment of the present invention. In this figure, reference numeral 1 denotes an engine operated by the combustion energy of fuel, and reference numeral 2 denotes a motor used in combination with the engine and operated by electric energy. The driving force of both the engine 1 and the motor 2 is transmitted to driving wheels (not shown) via a transmission (not shown) composed of an automatic transmission or a manual transmission. Further, when the hybrid vehicle is decelerated, the driving force is transmitted from the drive wheels to the motor 2, and the motor 2 functions as a generator and recovers kinetic energy of the vehicle body as electric energy.

  Reference numeral 3 denotes a battery that supplies electric power to the motor 2 and charges electric energy obtained by operating the motor as a generator when no driving force is required. Here, for example, the battery 3 is configured as a high-voltage battery by connecting a plurality of cells in series with a plurality of cells connected in series as one unit. Here, it is assumed that the battery 3 can obtain a voltage of 144 [V] by connecting 120 batteries of 1.2 [V] in series. Further, a temperature sensor 19 is attached to a module constituting the battery 3.

  Reference numeral 4 denotes an engine control device, which monitors the engine speed, the vehicle speed, and the like at predetermined intervals, and determines an operation mode such as motor regeneration, assist, and deceleration from these results. Further, the engine control device 4 determines the assist / regeneration amount at the same time corresponding to the above-described operation mode, and outputs information on the operation mode and the assist / regeneration amount to the motor control device 5. Upon receiving the above information from the engine control device 4, the motor control device 5 controls the power drive unit 7 and the like for driving / regenerating the motor 2 as instructed.

Reference numeral 6 denotes a battery control device, which calculates the remaining battery capacity of the battery 3. In the following description, the remaining battery capacity is expressed using a percentage as a ratio to a fully charged state of the battery 3. The battery control device 6 also controls the cooling fan 18 installed in the battery box that houses the battery 3 so that the temperature of the battery 3 becomes equal to or lower than a predetermined value in order to protect the battery 3.
The engine control device 4, the motor control device 5, and the battery control device 6 are configured by a CPU (Central Processing Unit) and a memory, and realize the functions by executing a program for realizing the functions of the control device. .

  Reference numeral 7 denotes a power drive unit, which is configured by connecting two switching elements in series and three in parallel. The switching elements inside the power drive unit 7 are turned on and off by the motor control device 5, whereby the DC component of the high voltage system supplied from the battery 3 to the power drive unit 7 is supplied to the motor 2 via the three-phase line. You.

  Reference numeral 9 denotes a 12-volt battery for driving various accessories, and the 12-volt battery 9 is connected to the battery 3 via the converter 8. Converter 8 steps down the voltage from battery 3 and supplies it to 12V battery 9. Reference numeral 10 denotes a precharge contactor, reference numeral 11 denotes a main contactor, and the battery 3 and the power drive unit 7 are connected via these contactors. On / off control of the precharge contactor 10 and the main contactor 11 is performed by the motor control device 5.

  Reference numeral 12 denotes a sensor for detecting the position and the number of rotations of the motor 2, and reference numeral 13 denotes a current sensor for detecting a current flowing through the three-phase line. The detection values of these sensors 12 and 13 are input to the motor control device 5.

Reference numeral 14 denotes a voltage sensor that detects the voltage of the input section of the power drive unit 7, and reference numeral 15 denotes a current sensor that detects a current input to the power drive unit 7. Reference numeral 16 denotes a voltage sensor that detects the voltage on the battery 3 side. The voltage value and the current value detected by the voltage sensors 14, 16 and the current sensor 15 are input to the motor control device 5.
Reference numeral 17 denotes a battery-side current sensor that detects a current flowing through the battery 3 via a contactor. The detected current value is input to the battery control device 6.

  As described above, the sensors 14 to 16 detect the voltage and current on the battery 3 side via the contactors 10 and 11 and the voltage and current on the power drive unit 7 side via the contactor. Further, the current detected by the current sensor 15 has a value obtained by subtracting the current flowing through the converter 8.

Next, the operation of each control device of the hybrid vehicle having the above configuration will be briefly described.
First, the battery control device 6 calculates the remaining battery charge based on the input / output current, voltage, temperature and the like on the battery 3 side, and outputs the value to the motor control device 5. The motor control device 5 outputs the received remaining battery charge to the engine control device 4.
The engine control device 5 determines the operation mode (assist, regeneration, start, deceleration, idle, etc.) and the required power in the motor 2 based on the remaining battery charge, the engine speed, the throttle opening, the engine torque, the actual torque of the motor, and the like. Then, the operation mode and the required power are output to the motor control device 5.

  When the motor control device 5 receives the operation mode and the required power from the engine control device 4, the power on the input side of the power drive unit 7 (the voltage sensor 14 and the current sensor 15 in FIG. 1) during assist and deceleration is Feedback control is performed so that the required power is received from the engine control device 5. On the other hand, during the cruise, the motor control device 5 performs feedback control so that the power value of the battery 3 (the voltage sensor 16 and the current sensor 17 in FIG. 1) becomes the required power. When the power is calculated in this way, the motor control device 5 controls the power drive unit 7 according to the calculated power.

Next, when receiving the actual power from the power drive unit 7, the motor control device 5 outputs the actual torque converted from the actual power to the engine control device 4.
The engine control device 4, the motor control device 5, and the battery control device 6 control the engine 1, the motor 2, and the battery 3 by performing the above-described processing at predetermined timing as needed, and drive the hybrid vehicle.

  Next, the control device will be described with reference to FIG. FIG. 2 is a block diagram illustrating a configuration of the control device. In FIG. 2, reference numeral 51 denotes an overdischarge detection unit that detects whether the battery 3 is in an overdischarge state based on the voltage and the remaining capacity of the battery 3. Reference numeral 52 denotes a mode determination unit that determines the current operation mode of the hybrid vehicle based on the mode information output from the engine control device 4. Reference numeral 53a is a determination map in which countermeasures to be taken on the battery 3 in the overdischarge state of the battery 3 in the idle mode are defined. Reference numeral 53b is a determination map in which countermeasures to be taken on the battery 3 in the overdischarge state of the battery 3 in the idle stop mode are defined.

Reference numeral 54 denotes a charge / discharge control unit that takes measures for protecting the battery 3 with reference to the determination maps 53a and 53b. Reference numeral 55 denotes a contactor control unit that performs ON / OFF control of the main contactor 11. Reference numeral 56 denotes a converter control unit that controls start / stop of the converter 8. Reference numeral 57 denotes an engine speed setting unit that instructs the engine control device 4 to increase or restart the idle speed of the engine 1.
The overdischarge detection unit 51, the mode determination unit 52, the determination maps 53a and 53b, the charge / discharge control unit 54, the contactor control unit 55, the converter control unit 56, and the engine speed setting unit 57 shown in FIG. It is provided inside the motor control device 5 shown in FIG.

  Next, the operation of the control device shown in FIG. 2 will be described with reference to FIGS. FIG. 3 is a flowchart showing the operation of the mode determining unit 52 shown in FIG. FIG. 4 is a flowchart showing the operation of the overdischarge detection unit 51 shown in FIG. FIG. 5 is a flowchart showing the operation of the charge / discharge control unit 54 shown in FIG. 6 and 7 are explanatory diagrams showing the configuration of the determination maps 53a and 53b shown in FIG.

First, the determination maps 53a and 53b will be described with reference to FIGS.
FIG. 6 is a determination map 53b that is referred to when the operation mode is the idle stop mode, and defines an operation according to the remaining battery charge or the battery voltage. In this example, it is defined that the engine 1 is restarted when the remaining battery capacity is 20% or the battery voltage falls below 120V. Further, the main contactor 11 is defined to be turned off when the remaining battery capacity is 10% or the battery voltage falls below 108V.

  FIG. 7 shows a determination map 53a which is referred to when the operation mode is the idle mode, and defines an operation according to the remaining battery capacity or the battery voltage, similarly to the determination map 53b. In this example, it is defined that the idle speed of the engine 1 is increased when the remaining battery capacity is 20% or the battery voltage is lower than 120 V. Further, it is defined that the converter 8 is stopped when the remaining battery charge is 10% or the battery voltage is lower than 108 V.

Next, an operation in which the mode determination unit 52 performs the mode determination will be described with reference to FIG.
First, the mode determining unit 52 reads mode information output from the engine control device 4 (step S1). The operation modes of the hybrid vehicle include modes such as assist, regeneration, start, deceleration, idle, and idle stop. The idle mode is a mode when the engine 1 is idling, and the idle stop mode is a mode in which the fuel supplied to the engine 1 is cut off when a predetermined condition is satisfied in the idle mode. Is the mode to stop. The engine control device 4 selects one of these operation modes according to the driving condition of the vehicle, and notifies the motor control device 5 of the selected operation mode. In response to this, the motor control device 5 controls the motor 2 according to the operation mode. Here, the read mode information is the same as the information notified from the engine control device 4 to control the motor 2.

  Next, the mode determining unit 52 determines what the read mode is (Step S2). If the result of this determination is idle mode or idle stop mode, the operation proceeds to step S3, and if it is any other operation mode, the operation returns to step S1.

  If the result of determination in step S2 is that the mode is the idle mode or the idle stop mode, the result is notified to the overdischarge detection unit 51 and the charge / discharge control unit 54 (step S3). The content to be notified at this time is notified so that it can be determined whether the mode is the idle mode or the idle stop mode.

  As described above, the mode determination unit 52 determines whether the overdischarge detection unit 51 is in the idle mode or the idle stop mode in which the rotation speed of the engine 1 is equal to or lower than the idle rotation speed and the amount of power generated by the motor 2 is small. And the current operation mode to the charge / discharge control unit 54. The mode determining unit 52 repeatedly performs the operation shown in FIG.

Next, an operation in which the overdischarge detection unit 51 detects the overdischarge state of the battery 3 will be described with reference to FIG.
First, the overdischarge detection unit 51 reads the current operation mode output from the mode determination unit 52 (Step S11). The operation mode read here is an idle mode or an idle stop mode because the output of the mode determination unit 52 is read.

  Next, the overdischarge detection unit 51 determines what the read operation mode is (Step S12). If the result of this determination is that the mode is the idle mode, the map used for the determination is switched to the determination map 53a corresponding to the idle mode (step S13). On the other hand, if the mode is the idle stop mode, the map used for the determination is switched to the determination map 53b corresponding to the idle stop mode (step S14).

  Next, the overdischarge detection unit 51 reads the voltage of the battery 3 and the remaining battery capacity notified from the battery control device 6 (Step S15). The output of the voltage sensor 16 is used as the voltage of the battery 3.

  Next, the overdischarge detection unit 51 detects the overdischarge state of the battery 3 from the determination map 53a or 53b that has been switched to either at the present time and the read battery voltage and remaining battery charge (step S16). ). The determination of overdischarge of the battery 3 is performed by determining whether the remaining battery capacity notified from the battery control device 6 or the voltage value detected by the voltage sensor 16 is a predetermined value (for example, when the remaining battery capacity is 20% and the battery voltage is 120V), it is determined that the battery is overdischarged.

  As a result of the detection in step S16, it is determined whether the battery 3 is in an overdischarged state (step S17). If the result of this determination is not overdischarge, processing returns to step S11 and the above-described processing is repeated.

  If the result of determination in step S17 is that the battery 3 is in an overdischarged state, the overdischarge detection unit 51 notifies the overdischarged state of the battery 3 to the charge / discharge control unit 54 (step S18). The content notified here is the remaining battery capacity at the present time, and is a value of 20 to 0%. Further, even when the overdischarge is detected based on the battery voltage, the battery is replaced with the remaining battery capacity corresponding to the battery voltage and notified.

  As described above, the over-discharge detection unit 51 determines whether the current operation mode is the idle mode or the idle stop mode based on the determination map 53a referred to during the idle mode and the determination map 53b referred to during the idle stop mode. The over-discharge state of the battery 3 is detected according to this determination map, and the detected state is notified to the charge / discharge control unit 54. Note that the overdischarge detection unit 51 repeatedly executes the operation shown in FIG.

Next, an operation of the charge / discharge control unit 54 for protecting the battery 3 will be described with reference to FIG.
First, the charge / discharge control unit 54 reads the state of overdischarge output from the overdischarge detection unit 51 (Step S21). Subsequently, the charge / discharge control unit 54 determines whether or not the read content is a notification indicating an overdischarge state (step S22). If the result of this determination is that the content does not indicate an overdischarge state, the charge / discharge control unit 54 returns to step S21 and waits until there is a notification indicating the overdischarge state.

  Next, when the content notified from the overdischarge detection unit 51 is a content indicating the overdischarge state, the charge / discharge control unit 54 reads the current mode output from the mode determination unit 52. Subsequently, the charge / discharge control unit 54 switches the determination map 53a or the determination map 53b according to the read operation mode (Steps S24, S25, S26).

  Next, the charge / discharge control unit 54 refers to the determination map 53a or 53b switched in step S25 or S26, and takes measures for battery protection according to the overdischarge state (step S27). The measures to be taken on the battery 3 differ depending on the current operation mode. In the idle stop mode, when the remaining battery charge is 20% or less, the engine 1 is restarted to restart the power generation by the motor 2. This is performed by the charge / discharge control unit 54 instructing the engine speed setting unit 57 to restart the engine. In response to the instruction, the engine speed setting unit 57 sets the idle speed and notifies the engine control device 4 of the engine restart. As a result, the power generation by the motor 2 is restarted, so that the power generated here can be stored in the battery 3.

  However, the engine 1 cannot be restarted unless the transmission is neutral and the conditions for ensuring safety at the time of engine restart, such as when the clutch is disengaged, are not met, so that the clutch remains connected by the driver. In such a case, the engine 1 cannot be restarted. Therefore, when the engine 1 cannot be restarted despite the instruction to restart the engine, and the remaining battery capacity becomes 10% or less, the main contactor 11 is turned off to discharge the battery 3. Stop completely. This is performed by the charge / discharge control unit 54 issuing an instruction to the contactor control unit 55 to turn off the main contactor 11. Upon receiving the instruction, the contactor control unit 55 outputs a signal for turning off the main contactor 11, whereby the main contactor 11 is turned off. As a result, since the discharge from the battery 3 is completely stopped, further overdischarge of the battery 3 can be prevented.

  As described above, as the remaining battery capacity decreases in the idle stop mode, “restart of power generation by restarting the engine” and “complete discharge stop by cutting off all electric loads connected to the battery” are performed stepwise. Thus, overdischarge of the battery 3 can be prevented. When the remaining battery capacity is recovered, "contactor ON" and "idle stop" are performed stepwise.

  On the other hand, in the idle mode, when the remaining battery charge is equal to or less than 20%, the motor power generation amount is increased by increasing the idle speed. This is performed by the charge / discharge control unit 54 instructing the engine speed setting unit 57 to increase the idle speed. In response to the instruction, the engine speed setting section 57 sets the idle speed and notifies the engine control device 4 of the idle speed. This makes up for the lack of power.

  Further, when the remaining battery charge further decreases to 10% or less, the electric load of the battery 3 is cut off by stopping the converter 8 in addition to increasing the idle speed. This is performed by the charge / discharge control unit 54 instructing the converter control unit 56 to stop the converter 8. Upon receiving this instruction, converter control unit 56 outputs a stop signal to converter 8, whereby converter 8 stops. While the converter 8 is stopped, the supply of electric power to the electrical components is stopped. During this time, the necessary electric power is supplied from the 12V battery 9. Thus, the load on the battery 3 can be reduced. However, since the main contactor 11 is ON, the electric power generated by the motor 2 when the engine 1 is idling can be stored in the battery 3.

As described above, as the remaining battery capacity in the idle mode decreases, “increase in the amount of power generation due to increase in idle speed” and “disconnection of the electric load by stopping the converter for supplying to electrical components” are performed stepwise. Thus, overdischarge of the battery 3 can be prevented. When the remaining battery capacity is recovered, "start converter" and "initialize idle speed" are performed stepwise.
The charge / discharge control unit 54 repeatedly executes the operation shown in FIG.

It is a block diagram showing composition of a control device of a hybrid vehicle. FIG. 3 is a block diagram illustrating a configuration of a control device. 3 is a flowchart illustrating an operation of a mode determination unit 52 illustrated in FIG. 3 is a flowchart illustrating an operation of the overdischarge detection unit 51 illustrated in FIG. 3 is a flowchart showing the operation of the charge / discharge control unit 54 shown in FIG. FIG. 3 is an explanatory diagram illustrating a configuration of a determination map 53a illustrated in FIG. FIG. 3 is an explanatory diagram showing a configuration of a determination map 53b shown in FIG.

Explanation of reference numerals

1 ... engine,
2 ... motor,
3 ... battery,
4 ... Engine control device,
5 ... motor control device,
8 ... Converter,
11 ・ ・ ・ Main contactor,
51 ... overdischarge detection unit,
52 ··· Mode discrimination unit
53a, 53b ... judgment map,
54 ・ ・ ・ Charging / discharging control unit,
55 ··· Contactor control unit
56: converter control unit,
57 ... engine speed setting section.

Claims (3)

An engine that outputs the propulsion of the vehicle,
A motor that is directly connected to the engine and generates an auxiliary driving force that assists the output of the engine;
A battery that supplies electric power to the motor and charges electric energy obtained by operating the motor as a generator when auxiliary driving force is not required,
A contactor for intermittently supplying current between the battery and the motor;
An electric load that is generated by the motor and supplied by the battery;
Engine stopping means for stopping the engine according to predetermined operating conditions;
Mode determination means for determining whether the engine is in an idling operation state or a stopped state,
Battery protection means for restarting the engine if overdischarge of the battery is detected when the engine is determined to be in a stopped state by the mode determination means, and disconnecting the contactor if overdischarge proceeds further When,
A control device for a hybrid vehicle, comprising:   The battery protection unit, when detecting overdischarge of the battery when the engine is determined to be in an idling operation state by the mode determination unit, increases the idle speed of the engine, and further increases the overdischarge. The control device for a hybrid vehicle according to claim 1, wherein the power supply to the electric load is stopped. An engine that outputs a propulsive force of the vehicle, a motor that is directly connected to the engine and generates an auxiliary driving force that assists the output of the engine, and supplies power to the motor and the motor when no auxiliary driving force is required. A battery for charging electric energy obtained by operating as a generator, a contactor for interrupting current supply between the battery and the motor, an electric load generated by the motor and an electric load supplied by the battery; A method for controlling a hybrid vehicle that stops the engine according to a predetermined operating condition,
It is determined whether the engine is in an idling operation state or a stopped state, and when the engine is determined to be in the stopped state, if the overdischarge of the battery is detected, the engine is restarted. And a method for controlling a hybrid vehicle, comprising disconnecting the contactor.

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