JP6068821B2 - Hybrid vehicle and control method thereof - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor as drive sources, and a control method thereof. In particular, the present invention relates to a technique for determining whether or not various controls can be performed according to the actual amount of electricity stored in a capacitor.

  Recently, a hybrid type vehicle that further includes an electric motor (hereinafter referred to as “motor”) in addition to an internal combustion engine (hereinafter referred to as “engine”) as a drive source is known. A hybrid vehicle is equipped with a capacitor for driving a motor, for recovering regenerative energy obtained by decelerating and regenerating the motor, and for operating an electrical component such as an air conditioner. . The capacitor has a characteristic that the maximum electric capacity that can be stored (hereinafter simply referred to as a chargeable capacity) decreases due to deterioration over time.

  When the battery deteriorates, it becomes impossible to optimally use the motor and the engine in accordance with the driving situation, so that the usage ratio of the engine is increased and the fuel efficiency characteristic of the hybrid vehicle is impaired. In addition, in the combination with a stepped transmission, when a motor is used for rotation synchronization control at the time of shifting, a situation in which merchantability is impaired such as an increase in shifting time may be caused. Therefore, conventionally, in order to promote early replacement of a deteriorated capacitor, for example, a battery (corresponding to a capacitor) is informed of the degree of deterioration of a battery as in the device described in Patent Document 1 shown below. ing.

  Furthermore, when driving the motor or using the motor as a generator, it is necessary to consider the actual amount of electricity stored in the capacitor. Therefore, the chargeable capacity of the battery is divided into at least a normal use area, an overdischarge area, and a plurality of areas (also referred to as zones) of the overcharge area, and different control is performed for each area according to the actual charge amount of the battery. In the past, there has been known one that performs the above (for example, see Patent Document 2 shown below).

JP 2007-274806 A JP 2000-175306 A

  By the way, when the storage capacity of the battery is reduced due to deterioration over time, if each area remains in the allocated range based on the storage capacity before storage of the battery, control according to the actual storage capacity of the battery is appropriate. Therefore, the substantial allocation range of each area becomes smaller as the chargeable capacity decreases. However, as the allocation range of each region becomes smaller, movement between different regions may occur with a slight change in the actual amount of storage, and control switching is likely to occur more frequently as the deterioration of the capacitor progresses. For example, because the control is frequently switched due to small fluctuations in the actual power storage amount due to the use of electrical equipment that is not related to operating conditions, before the target control assigned to that zone is completed When a zone change occurs, a problem arises because the purpose cannot be achieved.

  The present invention has been made in view of the above points, and in a hybrid vehicle further including an electric motor in addition to an internal combustion engine as a drive source, switching of control is frequently performed when the chargeable capacity is reduced due to deterioration of the battery. It is an object of the present invention to provide a hybrid vehicle capable of suppressing the occurrence and capable of performing a control capable of traveling while ensuring the merchantability even when the capacity capable of storing power is significantly reduced, and a control method therefor.

Hybrid vehicle according to the present invention, an internal combustion engine and an electric motor as a power source, a capacitor capable of exchanging electric power between said electric motor, and the actual storage amount deriving unit that derives the actual storage amount of the capacitor, wherein Degradation detecting means for detecting degradation of the accumulable capacity of the battery, and dividing the accumulable capacity of the battery into at least two or more areas, and each area includes one or more control related to charge / discharge of the battery Determining whether or not it is possible to perform the determination of the area based on an actual storage amount of the battery, an area specifying unit that reduces at least one of the divided areas in accordance with detection of deterioration by the deterioration detection unit ; in a hybrid vehicle provided with a determining means for determining a control carried out according to a defined performed whether the discriminated area, the capacitor in response to the detection of deterioration by the deterioration detecting means Estimate the electrostatic capacity, and further comprising a changing means changes the partitioning of the region according to the available storage capacity and the estimated, the integration of at least one of said reduced area according to the degree of degradation to other regions To do.

According to the present invention, whether or not to perform one or more controls related to charging / discharging of the battery is divided into at least two areas, and at least one of the divided areas is detected according to detection of deterioration of the chargeable capacity. while decreasing the power storage capacity of the storage battery is estimated in response to the detection of deterioration of the power storage capacity of the battery, and change the partitioning of the region according to the available storage capacity and the estimated at least one depending on the degree of degradation The reduced area is integrated with another area. That is, the areas are integrated and thinned out. Based on the determination of the area based on the actual amount of electricity stored in the capacitor and determining the control to be performed according to the availability specified in the determined area, the capacity that can be stored decreases as the capacitor deteriorates. However, by thinning out the regions, it becomes difficult to cause switching of control accompanying the movement between the regions based on the fluctuation of the actual amount of power stored in the capacitor. In this way, in a hybrid vehicle that further includes an electric motor in addition to the internal combustion engine as a drive source, frequent switching of control can be suppressed when the chargeable capacity is reduced due to deterioration of the battery.

A control method for a hybrid vehicle according to the present invention includes an internal combustion engine and an electric motor as power sources, and a capacitor capable of transferring power between the motor, and detects deterioration of a chargeable capacity of the capacitor. The chargeable capacity of the battery is divided into areas corresponding to the actual power storage amount of 3 or more of the battery, and one or more controls related to charging / discharging of the battery are defined in each area. The at least one divided area is reduced in response to detection of deterioration of the chargeable capacity, the area is determined based on the actual storage amount of the capacitor, and according to the implementation availability specified for the determined area a method of controlling a hybrid vehicle which determines the control implementation to estimate the power storage capacity of the capacitor in response to the detection of deterioration of the power storage capacity of the capacitor, the available storage capacity that is the estimated In response to a decrease in the accumulable capacity of the battery so as to leave two areas where notification is given that the vehicle has been lowered to a certain value or less, and the control of whether or not the control of running the vehicle is performed only by driving the internal combustion engine is left. The division of the area is changed , and at least one of the reduced areas is integrated with another area according to the degree of deterioration . As a result, in a hybrid vehicle that further includes an electric motor in addition to the internal combustion engine as a drive source, frequent switching of control can be suppressed when the chargeable capacity is reduced due to deterioration of the battery.

  According to the present invention, whether or not to perform one or more controls related to charging / discharging of the battery is defined for at least two or more areas, but at least one area is determined according to the deterioration of the chargeable capacity of the battery. Since the change to be integrated into this area is performed, there is an effect that it is possible to suppress frequent switching of control when the chargeable capacity is reduced due to deterioration of the battery. In addition, there is an effect that the optimal control according to the decrease in the chargeable capacity can be reassigned by changing the regulation of the control for each region according to the drop in the chargeable capacity of the battery.

1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. FIG. 2 is a skeleton diagram showing an embodiment of the transmission shown in FIG. 1. It is a functional block diagram of an electronic control unit for explaining change control of a control regulation area. It is a conceptual diagram which shows the control prescription | regulation area | region before battery deterioration. It is explanatory drawing of a control regulation area | region. It is a conceptual diagram which shows the control regulation area | region after changing according to deterioration of a battery. It is a conceptual diagram which shows the control regulation area | region after changing according to the further deterioration of a battery.

  Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

  First, the configuration of the vehicle in the present embodiment will be described. FIG. 1 is a schematic diagram illustrating a configuration example of a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 of the present embodiment is a hybrid vehicle equipped with an internal combustion engine 2 and an electric motor 3 as drive sources, and further includes a battery 20 for supplying electric power to the electric motor 3. , A transmission 4 (transmission), a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels WR and WL. Here, the electric motor 3 is a motor and includes a motor generator, and the battery 20 is a capacitor and includes a capacitor. The internal combustion engine 2 is an engine, and includes a diesel engine, a turbo engine, and the like. The rotational driving force of the engine 2 and the motor 3 is transmitted to the left and right drive wheels WR and WL via the transmission 4, the differential mechanism 5 and the drive shafts 6R and 6L.

  The vehicle 1 includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, and the battery 20, respectively. The electronic control unit 10 includes a CPU, a ROM, a RAM, an input / output interface, and the like. The microcomputer realizes predetermined control according to various control programs stored in the ROM while using a temporary storage function of the RAM. It is.

  The electronic control unit 10 performs control for EV travel using only the motor 3 as a drive source according to various operating conditions, control for engine independent travel using only the engine 2 as a drive source, Control necessary for various operations such as control for HEV traveling using both of the motors 3 as drive sources is performed. Further, the electronic control unit 10 performs “control map change control according to deterioration of the battery” as control related to the present invention, and the motor 3 is controlled based on this control map (see FIGS. 4, 6, and 7). By determining whether or not to perform control related to charging / discharging, control according to the actual amount of power stored in the battery 20 can be performed.

  The electronic control unit 10 is not only configured as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3, and a battery ECU for controlling the battery 20 A plurality of ECUs such as an AT-ECU for controlling the transmission 4 may be used. The electronic control unit 10 of this embodiment controls the engine 2 and the motor 3, the battery 20, and the transmission 4.

  The engine 2 is an internal combustion engine that generates a driving force for running the vehicle 1 by mixing a fuel such as gasoline with air and burning it. The motor 3 functions as a motor that generates driving force for running the vehicle 1 using the electric energy of the battery 20 when the engine 2 and the motor 3 collaborate or when only the motor 3 is run alone. In addition, when the vehicle 1 is decelerated, it functions as a generator that generates electric power by regeneration of the motor 3. During regeneration of the motor 3, the battery 20 is charged with electric power (regenerative energy) generated by the motor 3.

  Next, an embodiment of the configuration of the transmission 4 will be described. FIG. 2 is a skeleton diagram showing an embodiment of the transmission 4. However, here, as an example, it is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and a dry dual clutch transmission (DCT) is shown as an example.

  The transmission 4 includes a crankshaft (not shown) that forms the engine output shaft of the engine 2 and an inner main shaft 100 (first input shaft) that is connected to the motor 3, and an outer that forms the outer cylinder of the inner main shaft 100. A main shaft 101 (second input shaft), a secondary shaft 400 (second input shaft) parallel to the inner main shaft 100, an idle gear 300, a reverse shaft 500, and a counter shaft that is parallel to these shafts and forms an output shaft 200 is provided.

  Among these shafts, the outer main shaft 101 is always engaged with the reverse shaft 500 and the secondary shaft 400 via the idle gear 300, and the counter shaft 200 is further always engaged with the differential mechanism 5 (not shown in FIG. 3). Be placed.

  Further, the transmission 4 includes a first clutch C1 for odd-numbered stages and a second clutch C2 for even-numbered stages as a synchronization device. The first and second clutches C1 and C2 are dry clutches. The first clutch C1 is coupled to the inner main shaft 100 (first input shaft). The second clutch C2 is coupled to the outer main shaft 101 (a part of the second input shaft), and the reverse shaft 500 and the secondary shaft 400 (first shaft) from the gear 48 fixed on the outer main shaft 101 via the idle gear 300. 2 part of the input shaft).

  A planetary gear mechanism 70 is fixedly disposed at a predetermined position from the motor 3 of the inner main shaft 100 (first input shaft). The sun gear 71 of the planetary gear mechanism 70 is the rotor of the motor 3 and the carrier 73 is the third-speed drive gear 43. Are connected to each. The ring gear 75 is releasably fixed to a stationary part such as a transmission case by the first speed synchromesh mechanism 41. On the outer periphery of the inner main shaft 100 (first input shaft), in order from the left side in FIG. 3, a carrier 73 of a planetary gear mechanism 70 serving as a first speed drive gear, a third speed drive gear 43, a seventh speed drive gear 47, A fifth speed drive gear 45 is arranged. The third speed drive gear 43, the seventh speed drive gear 47, and the fifth speed drive gear 45 are rotatable relative to the inner main shaft 100, and the gear 43 is connected to the carrier 73 of the planetary gear mechanism 70 as described above. Has been. Further, on the inner main shaft 100, a 3-7 speed synchromesh mechanism (selector mechanism) 81 is provided between the 3rd speed drive gear 43 and the 7th speed drive gear 47 so as to be slidable in the axial direction. Corresponding to the high-speed drive gear 45, a 5-speed synchromesh mechanism (selector mechanism) 82 is provided to be slidable in the axial direction. The synchromesh mechanism (selector mechanism) corresponding to the desired gear stage is slid to insert the gear stage synchronism, whereby the gear stage is connected to the inner main shaft 100 (first input shaft). These gears and synchromesh mechanisms provided in association with the inner main shaft 100 (first input shaft) constitute a first transmission mechanism for realizing odd-numbered shift stages. Each drive gear of the first speed change mechanism meshes with a corresponding driven gear provided on the counter shaft 200 to drive the counter shaft 200 to rotate.

  On the outer periphery of the secondary shaft 400 (second input shaft), the second-speed drive gear 42, the sixth-speed drive gear 46, and the fourth-speed drive gear 44 are relatively rotatably arranged in order from the left side in FIG. . Further, on the secondary shaft 400, a 2-6 speed synchromesh mechanism 83 is provided between the 2nd speed drive gear 42 and the 6th speed drive gear 46 so as to be slidable in the axial direction. Correspondingly, a 4-speed synchromesh mechanism (selector mechanism) 84 is provided to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft 400 (second input shaft) by sliding the synchromesh mechanism (selector mechanism) corresponding to the desired gear stage to insert the synchromesh of the gear stage. These gears and synchromesh mechanisms provided in association with the secondary shaft 400 (second input shaft) constitute a second speed change mechanism for realizing an even number of speeds. Each drive gear of the second speed change mechanism also meshes with a corresponding driven gear provided on the countershaft 200 to drive the countershaft 200 to rotate. The gear 49 fixed to the secondary shaft 400 is coupled to the idle gear 300, and is coupled from the idle gear 300 to the second clutch C2 via the outer main shaft 101.

  In the first speed change mechanism, when an arbitrary speed is selected, the gear corresponding to the speed is synchronized and the gear is connected to the inner main shaft 100 (first input shaft). Means. Further, in the first speed change mechanism, to realize a speed stage (or drive gear stage) for running the engine means that the speed stage (or drive gear stage) is selected as described above (with synchronization). This means that the corresponding first clutch C1 is engaged to connect the inner main shaft 100 (first input shaft) to the engine output shaft.

  Similarly, in the second speed change mechanism, when an arbitrary certain speed is selected, the gear corresponding to the speed is synchronized and the gear is connected to the secondary shaft 400 (second input shaft). Means. Further, in this second speed change mechanism, to realize a speed stage (or drive gear stage) for running the engine means that the speed stage (or drive gear stage) is selected as described above (with synchronization). This means that the corresponding second clutch C2 is engaged to connect the secondary shaft 400 (second input shaft) to the engine output shaft.

  A reverse drive gear 57 is disposed on the outer periphery of the reverse shaft 500 so as to be relatively rotatable. On the reverse shaft 500, a reverse synchromesh mechanism 85 is slidably provided in the axial direction corresponding to the reverse drive gear 57, and a gear 50 that engages with the idle gear 300 is fixed. In reverse running, the synchromesh mechanism 85 is synchronized and the second clutch C2 is engaged, so that the rotation of the second clutch C2 is transmitted to the reverse shaft 500 via the outer main shaft 101 and the idle gear 300. Then, the reverse drive gear 57 is rotated. The reverse drive gear 57 meshes with the gear 56 on the inner main shaft 100, and when the reverse drive gear 57 rotates, the inner main shaft 100 rotates in the direction opposite to that during forward movement. Further, when traveling in reverse, the first-speed synchromesh mechanism 41 is selected to lock the ring gear 75, and the reverse rotation of the inner main shaft 100 is performed from the carrier 73 of the planetary gear mechanism 70 via the gear 43 connected thereto. It is transmitted to the countershaft 200.

  On the countershaft 200, in order from the left side in FIG. 2, a 2-3 speed driven gear 51, a 6-7 speed driven gear 52, a 4-5 speed driven gear 53, a parking gear 54, and a final drive gear are arranged. 55 is fixedly arranged. The final drive gear 55 meshes with a differential ring gear (not shown) of the differential mechanism 5, whereby the rotation of the output shaft of the countershaft 200 is applied to the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. Communicated. Further, the ring gear 75 of the planetary gear mechanism 70 is provided with a first-speed synchromesh mechanism 41 that engages the ring gear 75 with a gear case in order to stop the rotation of the ring gear 75.

  When the synchromesh of the 2-6 speed synchromesh mechanism 83 is slid leftward, the 2nd speed drive gear 42 is coupled to the secondary shaft 400, and when slid rightward, the 6th speed drive gear 46 is coupled to the secondary shaft 400. . When the synchromesh of the 4-speed synchromesh mechanism 84 is slid rightward, the 4-speed drive gear 44 is coupled to the secondary shaft 400. By engaging the second clutch C2 with the even-numbered drive gear stage selected in this way, the transmission 4 is set to an even-numbered gear stage (second speed, fourth speed, or sixth speed).

  When the synchromesh of the 3-7 speed synchromesh mechanism 81 is slid to the left, the 3rd speed drive gear 43 is coupled to the inner main shaft 100 to select the 3rd speed, and when it is slid to the right, the 7th speed is driven. The gear 47 is coupled to the inner main shaft 100 to select the seventh speed. When the synchromesh of the 5-speed synchromesh mechanism 82 is slid in the right direction, the 5-speed drive gear 45 is coupled to the inner main shaft 100, and the 5-speed gear stage is selected. When the synchromesh mechanism 81, 82 has not selected any gear 43, 47, 45 and the first-speed synchromesh mechanism 41 engages the ring gear 75 with the gear case, the rotation of the carrier 73 of the planetary mechanism 70 is performed. Is transmitted to the countershaft 200 through the gear 43 connected to the first gear, and the first gear is selected. By engaging the first clutch C1 with an odd drive gear selected, the transmission 4 is set to an odd gear (1st, 3rd, 5th, or 7th).

  Further, the transmission 4 is provided with an electric air-conditioning compressor AC incorporating an electric motor (not shown) different from the motor 3 and an oil pump OP. The compressor AC for an electric air conditioner operates as the built-in motor is driven by the electric energy of the battery 20 that is also a power source of the motor 3. The oil pump OP is mounted on the oil pump drive shaft 90 so as to be integrally rotatable. An oil pump drive driven gear 91 that meshes with the reverse drive gear 57 is attached to the oil pump drive shaft 90, and the power of the engine 2 and / or the motor 3 that rotates the inner main shaft 100 via these gears. Is transmitted.

  Determination of the shift speed to be realized in the transmission 4 and control for realizing the shift speed (selection of the shift speed in the first speed change mechanism and the second speed change mechanism, that is, synchro switching control, first clutch and second speed change) The control of clutch engagement and non-engagement etc.) is executed by the electronic control unit 10 in accordance with the driver's instruction and driving conditions.

  Next, an example of control control area change control executed by the electronic control unit 10 will be described with reference to FIGS. FIG. 3 is a functional block diagram of the electronic control unit 10 for explaining the control regulation region change control. FIG. 4 is a conceptual diagram showing a control regulation area before battery deterioration. FIG. 5 is an explanatory diagram of the control regulation area. In the figure, the horizontal axis represents the accumulated usage time of the battery 20, and the vertical axis represents the chargeable capacity of the battery 20. Further, FIG. 6 is a conceptual diagram showing the control regulation region after being changed according to the deterioration of the battery, and FIG. 7 is a conceptual diagram showing the control regulation region after being changed according to the further deterioration of the battery. .

  The deterioration detection unit 10a detects the deterioration of the battery 20. The deterioration detection of the battery 20 is performed by, for example, comparing a request voltage requested for output to the battery 20 and a motor output voltage actually output from the motor 3, and the deterioration of the battery 20 is advanced as the difference is larger. Or the longer the accumulated usage time of the battery 20 is, the more the battery 20 is detected to be deteriorated. As shown in FIG. 5, since the battery 20 gradually decreases from 100% at the initial stage of manufacture, when the deterioration detection unit 10a detects the deterioration of the battery 20, a deterioration detection signal corresponding to the degree of deterioration of the battery 20 is displayed in the region. This is sent to the control threshold value changing unit 10b.

  The region control threshold value changing unit 10b estimates the chargeable capacity of the battery 20 based on the deterioration detection signal sent from the deterioration detection unit 10a, and the control specification region (the control region definition unit 10c defines according to the estimated chargeable capacity) Control to change the classification of (to be described later). In the present embodiment, at least one region (zone) according to the storage capacity (initial capacity) before battery deterioration is changed according to the degree of deterioration of the storage capacity of the battery 20, so that at least one Merge areas into other areas.

  The control region defining unit 10c divides the chargeable capacity of the battery 20 into a plurality of regions corresponding to the actual amount of power stored in the battery 20, and whether or not to implement one or more controls related to charging / discharging of the battery 20 for each region. Is specified. In the control regulation area before the battery deterioration shown in FIG. 4, the normal use area (intermediate area) area 2 to area 4 (for example, 15% to 80% of the actual power storage amount is allocated) is used as a temporary base. Area 5 (for example, real power storage amount of 8% to 15% is allocated), and further, area 6 that is an overdischarge region (for example, real power storage amount of 0% to 8% is allocated), and region 2 The storage capacity of the battery 20 is divided into a plurality of areas corresponding to the actual power storage amount so as to be partitioned into an overcharge region 1 (for example, an actual power storage amount of 80% to 100% is allocated). Yes.

  Then, as shown in FIG. 4, for example, the control area defining unit 10c performs control related to charge prohibition and regenerative restriction in area 1, standard control on the discharge side in area 2, standard control in area 3, and Whether or not to perform standard control on the charging side, control relating to discharge restriction in region 5, control relating to prohibition of discharge and control allowing only engine start-up is specified in region 6, respectively.

  When the characteristic points of the control regulation area shown in FIG. 4 are listed, the areas 2 to 4 which are normal use areas (standard control areas) are regulated to switch both discharge restriction and charge restriction control. Between the two regions (region 1 and region 5). Specifically, in the areas 1 and 5, there is a regulation for switching whether or not the control of traveling the vehicle according to only the driving of the motor 3 is performed. That is, the region 1 and the region 5 are regions that are secured in order to perform control in consideration of charging / discharging of the battery 20 in order to secure the minimum travel.

  In addition, the normal use area is, for example, an area 4 to which 15% to 35% of the actual power storage amount is allocated in order from the smallest actual power storage amount, for example, an area 3 to which 70% to 70% of the actual power storage amount is allocated, for example, 70 % To 80% are divided into three areas, area 2. Thus, by subdividing the normal use area, it is possible to achieve both fuel efficiency and driving performance. Furthermore, a region for hysteresis is provided at the boundary of each zone (see FIG. 5), and this region for hysteresis is a zone that is different from the upper and lower zones when the actual charged amount of the battery 20 increases and decreases. It may come to belong to.

  The control definition region defined by the control region definition unit 10c varies according to the change control by the region control threshold value changing unit 10b. As shown in FIG. 5, during the accumulated usage time t0 to t1, the actual charged amount of the battery 20 decreases from 100% at the initial stage of manufacture to about 60 to 50%, for example, due to aging degradation. In this case, the region 1 and the regions 2 to 4 are fluctuated with the same reduction width or a reduction width appropriately set according to the decrease in the chargeable capacity of the battery 20 due to deterioration over time. Maintains the initial state without fluctuation. Therefore, the control defining area remains the same as that shown in FIG. By using the control regulation region shown in FIG. 4, it is possible to continue the control by the normal operation that achieves both the fuel efficiency and the running performance within the limited capacity that can be stored. However, since the actual amount of actual power allocated to each zone is different from the initial time, it becomes a percentage (%) of the capacity that can be stored at that time. Will be done.

  After the cumulative usage time t1 when the aging of the battery 20 has progressed, the region 2 and the region 3 that are divided into regions 2 and 4 that are closer to the region 1 and have the larger actual storage amount are the ones with the smaller actual storage amount. It is integrated into the area 4 divided into. Further, in the subsequent cumulative usage times t1 to t2, the region 4 is changed in accordance with a decrease in the chargeable capacity due to aging deterioration.

  As shown in FIG. 6, the control regulation region in this case is based on the region 4 which is the normal use region (intermediate region), the region 5 which is the temporary use region below it, and the overdischarge region below it. The chargeable capacity of the battery 20 is divided into a plurality of areas so as to be divided into the area 6 and the area 1 that is an overcharge area on the area 4. However, unlike the control regulation area before deterioration shown in FIG. 4, the normal use area is not divided into a plurality of areas, and is composed of only one area. As described above, by using the control defining area shown in FIG. 6 in which the area 2 and the area 3 are integrated into the area 4, it is possible to perform control by the limited operation that limits the control that can be performed compared to the normal operation. This prevents frequent switching of control in accordance with fluctuations in the actual amount of power stored in the battery 20. In particular, it is preferable to integrate at least one region into another region so as not to limit the power used to synchronize the rotational speed of the motor 3 with the rotational speed of the engine 2 at the time of shifting. Even in this case, the initial time is secured for the region 5 and the region 6 without being changed.

  Further, after the cumulative usage time t2 in which the aging of the battery 20 has progressed, the region 4 and the region 5 that are divided into the smaller real storage amount are changed to the region 1 that is divided into the larger actual storage amount. Integrate. In the subsequent cumulative usage time t2 to t3, the region 1 is changed in accordance with the decrease in the chargeable capacity accompanying the aging deterioration. The initial time for the region 6 is secured without being changed.

  As shown in FIG. 7, the storage capacity of the battery 20 is divided into two regions so that the control regulation region after the change in this case is divided into a region 1 that is an overcharge region and a region 6 that is an overdischarge region. Only classify. In this case, the initial state of the region 6 is secured without being changed, but the region 5 is integrated into the region 1. In this way, when the battery 20 is extremely deteriorated, the storage capacity of the battery 20 can be remarkably stored by using the control regulation area shown in FIG. Even when the vehicle travels down, it is possible to control the vehicle to travel only by driving the engine, thereby ensuring the minimum travel. In other words, even if the chargeable capacity of the battery 20 is extremely reduced, the area is changed so that the two areas where the control of whether or not the control of running the vehicle is performed only by driving the engine remain.

  Returning to the description of FIG. 3, the determination unit 10 d determines a region based on the actual storage amount of the battery 20 in accordance with the control regulation region (see FIGS. 4, 6, and 7), and determines the determined region. The control to be executed is determined in accordance with the execution availability specified in the above. For example, in FIG. 5, when the accumulated usage time t0 to t1, the control map shown in FIG. 4 is used. When the cumulative usage time t1 to t2, the control map shown in FIG. In accordance with the control map shown in FIG. 4, whether or not various types of control can be performed is determined according to the actual storage amount of the battery 20 at that time, and the control that can be performed is determined. The actual storage amount of the battery 20 is derived by the actual storage amount deriving unit 10f based on the voltage value related to the battery 20, the magnitude of the charge / discharge current flowing through the battery 20, the temperature of the motor 3, and the like.

  The control unit 10e controls the engine 2, the motor 3, and the transmission 4 in order to execute the feasible control determined by the determination unit 10d. Even if the controllable unit 10e remarkably reduces the chargeable capacity of the battery 20, the determining unit 10d changes the control regulation region so that the vehicle can be controlled only by driving the engine 2. Specifically, it is possible to perform push control that starts the engine 2 by at least the driving force of the motor 3, or idle control that prohibits the stop of the engine 2 while not transmitting at least the driving force of the engine 2 to the driving wheels. The determination unit 10d may change the control regulation area so that it is possible.

  Further, the control unit 10e controls notifying means (not shown) so as to notify the driver when the accumulable capacity is reduced to a predetermined value or less as the battery 20 deteriorates. When the chargeable capacity has decreased to such an extent that the notification by the notification means is performed, the determination unit 10d has two regions (regions) for switching whether or not the control of traveling the vehicle according to the driving of the motor 3 is performed. It is preferable to change the control regulation area as described above, leaving at least 1 and area 6). Further, the control unit 10e performs control for operating an electrical component such as an air conditioner.

  As described above, in the present embodiment, in response to the deterioration of the battery 20 with respect to the control regulation region that defines whether or not one or more controls related to charging / discharging of the battery 20 are performed for each of at least two regions. The control defining area is changed so that at least one area is integrated with another area. That is, a part of the control regulation area is thinned out. Since the determination of the area is performed based on the actual amount of power stored in the battery 20 and the control to be performed is determined according to the feasibility specified in the determined area, even if the chargeable capacity of the battery 20 is reduced, the control is performed. According to the thinning out of the prescribed area, the switching of the control accompanying the movement between the areas based on the fluctuation of the actual storage amount of the battery 20 is less likely to occur than before the thinning out of the area. In addition, when the capacity that can be stored in the battery 20 is extremely reduced, only the region 1 and the region 6 that are defined to switch whether or not the control of running the vehicle according to only the driving of the engine 2 is performed are left. The area was integrated. In this way, in a hybrid vehicle that further includes the motor 3 in addition to the engine 2 as a drive source, even if the chargeable capacity is reduced due to the deterioration of the battery 20, switching of various controls related to charging / discharging of the motor 3 is performed. Does not occur frequently, it is possible to travel with assured merchantability. Further, by changing the regulation of the control for each region in accordance with the decrease in the chargeable capacity of the battery, it is possible to reassign the optimal control according to the decrease in the chargeable capacity.

  As mentioned above, although an example of embodiment was demonstrated based on drawing, this invention is not limited to this, It cannot be overemphasized that various embodiment is possible. For example, a plurality of control maps (maps corresponding to the control regulation areas shown in FIGS. 4, 6, and 7) that differ depending on the chargeable capacity of the battery 20 are prepared in advance, and the control area base unit 10 c performs area control. According to the change control by the threshold changing unit 10b, the present invention can be realized even by changing the control map referred to when the determining unit 10d determines whether or not to implement by selecting a control map from time to time. Of course.

  In the above-described embodiment, the dual clutch transmission 4 is shown as the transmission, but the invention is not limited to this. As a minimum configuration, a shift having an input shaft connected to the rotating shaft of the motor, an output shaft connected to the drive wheel side, and one or more synchronization devices installed between the input shaft and the output shaft And any other transmission that can transmit the driving force of at least one of the engine and the motor to the drive wheels by switching and setting a plurality of shift speeds. May be.

1 Hybrid vehicle 2 Internal combustion engine
3 Electric motor
4 Transmission (transmission)
5 Differential Mechanism 6R, 6L Drive Shaft 7R, 7L Drive Wheel 10 Electronic Control Unit 10a Degradation Detection Unit 10b Region Control Threshold Change Unit 10c Control Region Definition Unit 10d Determination Unit 10e Control Unit 10f Actual Power Storage Derivation Unit 20 Battery 70 Planetary Gear Mechanism 71 Sun gear 72, 74 Planetary gear 73 Carrier 75 Ring gear 90 Oil pump drive shaft 100 Inner main shaft 101 Outer main shaft 200 Counter shaft 300 Idle gear 400 Secondary shaft 500 Reverse shaft AC Air conditioner compressor C Clutch C1 First clutch C2 Second clutch M Control Map OP Oil pump

Claims (8)

An internal combustion engine and a motor as a power source;
A battery capable of transferring power to and from the motor;
An actual storage amount deriving unit for deriving an actual storage amount of the capacitor;
A deterioration detecting means for detecting deterioration of a chargeable capacity of the battery;
The chargeable capacity of the battery is divided into at least two or more areas, and each area defines whether or not one or more controls related to charging / discharging of the battery can be performed, and the at least one divided area is An area defining portion that decreases in accordance with the detection of deterioration by the deterioration detecting means;
In a hybrid vehicle comprising: a determination unit that determines the area based on an actual storage amount of the capacitor and determines a control to be performed according to whether or not the determined area is implemented;
The storage capacity of the battery is estimated according to the detection of the deterioration by the deterioration detection means, and the region classification is changed according to the estimated storage capacity, and at least one of the reduced areas is changed according to the degree of deterioration. A hybrid vehicle comprising: a changing unit integrated into the area.   The changing means includes at least a normal use region corresponding to an actual storage amount of the capacitor, an overdischarge region having a smaller actual storage amount than the normal use region, and an overcharge region having a larger actual storage amount than the normal use region. The hybrid vehicle according to claim 1, wherein the normal use area is integrated with another area. The change means integrates at least one area into another area in one or more normal use areas sandwiched between two areas where switching between the discharge restriction and the charge restriction control is performed. the hybrid vehicle according to claim 1, characterized in that. The hybrid vehicle according to any one of claims 1 to 3, wherein the changing unit integrates at least one region into another region including a region for hysteresis secured in each region . Further comprising notifying means for notifying that the chargeable capacity of the capacitor has decreased to a predetermined value or less;
The region defining unit divides the chargeable capacity of the capacitor into three or more regions,
When the notification by the notification unit is performed, the changing unit leaves at least one region so as to leave two regions in which the switching of whether or not the control of traveling the vehicle according to the driving of the internal combustion engine is performed is left. The hybrid vehicle according to claim 1, wherein the vehicle is integrated into any one of the regions . At least the coupled to a rotary shaft of the motor input shaft, and the driving wheel output shaft connected to the side, the disposed between the input shaft and the output shaft when setting the gear stage of the multiple Including one or a plurality of synchronizers that synchronize the rotation of the input shaft side and the output shaft side, and switching and setting a plurality of shift speeds to thereby drive at least one of the internal combustion engine and the electric motor. A transmission capable of transmitting to the drive wheels;
And further comprising control means for controlling the transmission, the internal combustion engine, and the electric motor,
The hybrid vehicle according to any one of claims 1 to 5, wherein the changing unit integrates at least one region into another region so as not to limit the electric power used by the synchronization device during a shift. An internal combustion engine and a motor as a power source;
A battery capable of transferring power to and from the motor;
A deterioration detecting means for detecting deterioration of a chargeable capacity of the battery;
The chargeable capacity of the capacitor is at least a normal use region corresponding to the actual charge amount of the capacitor, an overdischarge region having a smaller actual charge amount than the normal use region, and an overcharge region having a larger actual charge amount than the normal use region And stipulating whether or not to implement one or more controls related to charging / discharging of the capacitor in each region, and reducing at least one region divided according to detection of deterioration of the chargeable capacity, In a hybrid vehicle comprising: a determination unit that determines the area based on an actual storage amount of the capacitor and determines a control to be performed according to whether or not the determined area is implemented;
The storage capacity of the battery is estimated according to the detection of deterioration by the deterioration detection means, and the region classification is changed so that only the overdischarge region and the overcharge region are left according to the estimated storage capacity. A hybrid vehicle comprising: changing means for integrating at least one of the reduced areas into another area according to the degree of deterioration. An internal combustion engine and a motor as a power source, and a capacitor capable of transferring power between the motor, detecting deterioration of a chargeable capacity of the capacitor, and setting the chargeable capacity of the capacitor to three or more The area is divided into areas corresponding to the actual amount of electricity stored in the battery, and each area is defined as to whether or not to implement one or more controls related to charging / discharging of the battery, and at least one of the divided areas is defined as the chargeable capacity. In the control method of a hybrid vehicle, which decreases according to detection of deterioration, determines the region based on the actual amount of power stored in the capacitor, and determines the control to be performed according to whether the determined region is specified.
In response to detecting the deterioration of the chargeable capacity of the battery, the chargeable capacity of the battery is estimated, a notification is given that the estimated chargeable capacity has dropped below a predetermined value, and the vehicle is driven only by driving the internal combustion engine. In order to leave two areas for switching whether or not to perform control for traveling, the classification of the areas is changed according to a decrease in the chargeable capacity of the battery, and at least one of the reductions according to the degree of deterioration A method for controlling a hybrid vehicle, characterized in that a region is integrated with another region.

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