JPH08322108A - Hybrid vehicle - Google Patents

Abstract

PURPOSE: To use electric power of a generator efficiently and to make engine sounds agree with running feeling in a hybrid vehicle, wherein the generator is linked to the engine, a part of the output from the engine is transmitted to the generator and the remaining power is directly transmitted to an output shaft. CONSTITUTION: When an acceleration opening α is a specified value or less, a brake B is engaged, and the number of rotation of a generator is fixed. Since it is not required to conduct a current through a generator 3, the loss in the generator can be prevented. Meanwhile, the larger the acceleration opening αis, the larger the dissipation power of a motor 4 becomes. Therefore, when αis larger than the specified value, the brake B is released, the number of rotation of the generator 3 is increased in proportion to αand the amount of power generation is increased. Then, the electric power C, which is generated with the generator 3 in correspondence with a required requested load, is directly consumed with the motor 4. Thus, the reduction in efficiency caused by the charging and discharging of a battery 43 is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle that travels with a motor and an internal combustion engine as driving force.

[0002]

2. Description of the Related Art A conventional engine that can easily supply fuel,
Hybrid vehicles have been proposed that utilize a motor that uses clean electrical energy. This hybrid vehicle includes a series type that uses the engine for power generation to charge the battery, a parallel type that connects the engine to the drive system of the vehicle, and a combination of the parallel type and the series type (Siripara type). is there. In particular, as a Siripara type hybrid vehicle, as shown in FIG. 13, a generator is connected to the engine to generate a part of the output from the engine,
A hybrid vehicle has been proposed in which the rest is directly output to the output shaft (USP3566717). In this hybrid vehicle, the electric power (B) from the battery causes the motor to generate a driving force, and the electric power (A) from the generator, which is a part of the engine driving force, charges the battery. According to this hybrid vehicle, the engine can be used in a high-efficiency region, and the energy generated by the engine is not used for power generation as in a series-type hybrid vehicle, so that fuel consumption can be improved. Further, since the engine can be operated in a steady state, exhaust gas can be reduced.

[0003]

However, in the hybrid vehicle described in the above publication, since the electric power generated by the generator is used in the motor after being charged in the battery once, the energy accompanying the charging and discharging of the battery is lost. Was there. Also,
Regardless of the running of the vehicle, when the SOC decreases, the rotation speed of the generator is increased to increase the amount of power generation. For this reason,
Suddenly the engine speed increased and the engine sound changed, which was different from the driving feeling of the driver.

Therefore, the present invention efficiently uses the electric power from the generator in a hybrid vehicle in which the generator is connected to the engine, and a part of the output from the engine is transmitted to the generator and the rest is directly transmitted to the output shaft. A first object of the present invention is to provide a hybrid vehicle capable of doing so. A second object is to provide a hybrid vehicle in which the engine sound matches the driving feeling.

[0005]

According to a first aspect of the present invention, a hybrid vehicle in which an output from at least one of an engine and a motor is transmitted to an output shaft and the output of the engine is transmitted to a generator and the output shaft. A power supply device that supplies electric power to the motor and is charged by the generator and the motor, a required load determining means for determining a required load for driving the vehicle, and the required load. According to the increase in the required load determined by the determination means, the generator control means for increasing the rotation speed of the generator, and the electric power generated by the generator under the control of the generator control means to the motor. The above-mentioned object is achieved by providing a supplying means for supplying directly and a hybrid vehicle. According to a second aspect of the present invention, in the hybrid vehicle according to the first aspect, the required load determining means is an accelerator opening degree indicating a driving force requirement of the vehicle, an output of the motor, and a remaining amount of the power supply device. Judgment is based on at least one of the factors. According to the invention of claim 3, claim 1
Alternatively, in the hybrid vehicle according to the second aspect, the generator control means sets an upper limit on the rate of change of the generator rotation speed. According to a fourth aspect of the present invention, in the hybrid vehicle according to any one of the first to third aspects, the generator control means includes fixing means for fixing the rotation of the generator, and the fixing means is provided. Means fixes the rotation of the generator when the required load judged by the required load judging means is less than or equal to a predetermined value.

[0006]

In the hybrid vehicle according to the first aspect of the present invention, the required load determining means determines the required load for driving the vehicle, and the generator control means increases the generator rotational speed in response to the increase in the required load. Let The electric power generated by the generator is directly supplied to the motor by the supply means. Claim 2
In the described hybrid vehicle, at least one of the accelerator opening degree, the motor output, and the battery output is used as the required load determination means. In the hybrid vehicle according to the third aspect, the generator control means controls the generator rotation speed within a range in which the rate of change of the generator rotation speed does not exceed the upper limit. In the hybrid vehicle according to the fourth aspect, the rotation of the generator is fixed by the fixing means when the required load determined by the required load determination means is less than or equal to a predetermined value.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a hybrid vehicle of the present invention will be described in detail below with reference to FIGS.
FIG. 1 is a skeleton diagram (bone diagram) showing an arrangement of drive devices for a hybrid vehicle. As shown in FIG. 1, the drive device for a hybrid vehicle includes an engine (EG) 1, a planetary gear 2, a generator (generator G) 3, a motor (M) 4, and a differential gear 5, and has a four-axis configuration. It has become. Engine 1 as the first axis
A planetary gear 2 and a generator 3 are arranged on the output shaft 7 of the. In the planetary gear 2, the carrier 22 is connected to the output shaft 7 of the engine 1, the sun gear 21 is connected to the input shaft 9 of the generator 3, and the ring gear 23 is connected to the output shaft 2.
4 and the output shaft 24 is connected to the first counter drive gear 11. In the generator 3, a brake B as a fixing means is connected to the other end of the input shaft 9, and the rotation of the generator 3 and the rotation of the sun gear 21 are fixed by turning on the brake B. It is like this. A second counter drive gear 15 is connected to the output shaft 13 of the motor 4 as the second shaft. A counter driven gear 33 and a differential pinion gear 35 are held on the counter shaft 31 serving as the third shaft, and the counter driven gear 33 includes the first counter drive gear 1
The first and second counter drive gears 15 are meshed with each other.
The differential gear 5 is driven via a differential ring gear 37 having a fourth shaft, and the differential ring gear 37 and the differential pinion gear 35 mesh with each other.

The planetary gear 2 is a differential gear, and it is the rotation speed of the sun gear 21 that determines the output rotation speed of the ring gear 23 with respect to the input rotation speed of the carrier 22. That is, the rotation speed of the sun gear 21 can be controlled by controlling the load torque of the generator 3. For example, when the sun gear 21 is freely rotated, the carrier 22
Rotation of the ring gear 23 is absorbed by the sun gear 21.
Is stopped so that output rotation does not occur. In the planetary gear 2, the input torque of the carrier 22 is a combined torque of the reaction torque of the generator 3 and the output shaft torque. That is, the output from the engine 1 is the carrier 2
2 and the generator 3 is input to the sun gear 21.
The output torque of the engine 1 is output from the ring gear 23 and is output to the drive wheels via the counter gear at a gear ratio set based on the engine efficiency. The output of the motor 4 is output to the drive wheels via the counter gear based on the gear ratio with good motor efficiency.

FIG. 2 shows the structure of a control unit of such a hybrid vehicle. As shown in FIG. 2, the hybrid vehicle has a drive system 40, a sensor system 41 for detecting the states of the drive system 40 and other parts, and a drive system 40.
The control system 42 which controls each part is provided. Drive system 40
Has an engine 1, a generator 3, a brake B, a motor 4, and a battery 43. Under the control of the motor control device 423, the battery 43 supplies electric power to the motor 4 and is charged with regenerative electric power from the motor 4 and electric power of the generator 3. The power generated by the generator 3 is charged in the battery,
It is directly used to drive the motor 4 under the control of the motor control device 423. The motor control device 423 in this case functions as a supply means. The brake B is connected to the generator 3 and fixes the rotation of the generator 3. The sensor system 41 includes an accelerator sensor 411 that detects an accelerator opening degree α indicating a degree of demand for a vehicle driving force of a driver,
Vehicle speed sensor 412 for detecting vehicle speed V, generator speed sensor 413 for detecting speed NG of generator 3, engine 1
Engine speed sensor 41 for detecting the engine speed memory E
4 is provided. In addition, the sensor 41 is a third
In this embodiment, the battery state sensor 415 for detecting the state of the battery 43 is provided. The battery state sensor 415 indicates the state of charge of the battery 43 as the state of charge remaining SO
C is detected.

The control system 42 includes an engine controller 421 for controlling the engine 1, a generator controller 422 for controlling the generator 3, a motor controller 423 for controlling the motor 4,
And a brake actuator 4 for controlling the brake B
25 are provided. The control system 42 includes an engine control device 421, a generator control device 422, and a motor control device 42.
3, and a vehicle control device 424 that controls the entire vehicle by supplying control instructions and control values to the brake actuator 425. This vehicle control device 424
Is realized by a microcomputer provided with, for example, a CPU (central processing unit), a ROM (read only memory) in which various programs and data are stored, a RAM (random access memory) used as a working area, and the like. To be done.

The vehicle controller 424 turns on an ignition key (not shown) with respect to the engine controller 421.
The ON / OFF signal of the engine according to ON / OFF is supplied. Further, the vehicle control device 424 supplies the motor control device 423 with a torque TM * according to the accelerator opening α from the accelerator sensor 411 and the vehicle speed V from the vehicle speed sensor 412. Further, the correction torque ΔTM required for the motor 4 to absorb the torque fluctuation caused by the driving of the engine 1 and the generator 3 is controlled by the motor control device 423.
Supply to.

The correction torque ΔTM is calculated as follows. When the generator inertia is InG and the generator angular acceleration (rotational change rate) is αG, the sun gear torque TS acting on the sun gear 21 is TS = TG + InG · αG. If the rotation change rate αG is very small, TS =
It becomes TG. When the number of teeth of the ring gear 23 is twice that of the sun gear 21, the ring gear torque TR is twice the generator torque TG, and the sun gear torque ΔTM to be absorbed by the motor 4 is ΔT when the counter gear ratio is i.
M = 2 · i · TS = 2 · i · (TG + InG · αG).

Further, the vehicle control device 424 supplies the target rotation speed NG * of the generator 3 to the generator control device 422. The target speed NG * is determined as a function NG * = f (α) of the accelerator opening α from the accelerator sensor 411, as shown in FIG. That is, the target speed NG * is determined to be large in proportion to the accelerator opening α when the accelerator opening α> 20%, and NG * when α ≦ 20%.
= 0 is decided. Further, the vehicle control device 424 outputs an ON signal to the brake actuator 425 when fixing the rotation of the generator 3 and an OFF signal when rotating the generator 3.

Then, the engine control device 421 controls the throttle opening θ according to the ON signal supplied from the vehicle control device 422 and the engine speed NE supplied from the engine speed sensor 414. 1
Is designed to control the output of. Generator control device 4
22 controls the current (torque) IG so that the target speed NG * is achieved. The motor control device 423 sets the motor 4 such that TM = TM * -ΔTM when the correction torque ΔTM is supplied from the vehicle control device 424, and TM = TM * when the correction torque ΔTM is not supplied. Current (torque) IM is controlled. As a result, the output torque is not affected by the torque of the generator 3 and the engine 1, and the torque TM * that is always determined is increased. The brake actuator 425 engages and disengages the brake B in accordance with an ON / OFF signal supplied from the vehicle control device 424.

Next, the operation of each control unit according to the embodiment configured as described above will be described. Outline of Operation In this embodiment, the accelerator opening α is used as the required load. When the accelerator opening α is less than or equal to a predetermined value, the brake B is engaged to fix the generator rotation speed. As a result, it is not necessary to supply a current to the generator 3, so that loss in the generator 3 can be prevented. On the other hand, the higher the required load required (the larger the accelerator opening α), the greater the power consumption of the motor 4. Therefore, when the accelerator opening α is equal to or larger than a predetermined value, the brake B is opened, and the rotation speed of the generator 3 is increased in proportion to the accelerator opening α to increase the amount of power generation. Then, as shown in FIG. 4, the electric power (C) generated by the generator 3 in accordance with the required load required is directly consumed by the motor 4. This prevents the efficiency from decreasing due to charging and discharging of the battery 43.

Details of Operation FIG. 5 shows details of the operation by each control unit. The vehicle control unit 324 first inputs the accelerator opening α as a required load from the accelerator sensor 411 (step 11), and determines whether it is 20% or less (step 1).
2). When the accelerator opening α is 20% or less, the vehicle control unit 424 determines whether the brake B is already in the ON state, and if it is in the ON state (step 13; Y), the state is maintained as it is, Return to the main routine.

When the brake B is not in the ON state, that is, when the accelerator opening is 20% or less and the brake is in the OFF state (step 13; N), it is safe to stop the rotation of the generator 3. to decide. That is, the generator 3
It is determined whether or not the absolute value | NG | of the rotation speed NG of is greater than or equal to the allowable value ΔNG * of the error of the generator rotation speed NG (step 14). When | NG | is larger than the allowable value ΔNG * (step 14; Y), the vehicle control device 424 sets the target rotation speed NG * of the generator 3 to NG * = 0 according to FIG. 3 (step 15), and After supplying to the generator control device 3 (step 16), the process returns to the main routine. On the other hand, when | NG | is equal to or less than the allowable value ΔNG * (step 14; N), the vehicle control device 424 supplies the ON signal to the brake actuator 425,
The brake actuator 425 engages the brake B (step 17) and returns to the main routine. The rotation of the generator 3 is fixed by the engagement of the brake B.

Thus, if | NG | ≧ ΔNG *,
Even if the accelerator opening α is 20% or less, the brake B is not turned on immediately and the rotation speed NG of the generator 3 is reduced to the allowable value ΔNG * or less until the target rotation speed NG * = 0. The impact that occurs can be reduced.

When the accelerator opening α input in step 11 is larger than 20% (step 12; N), the vehicle control device 424 determines whether the brake B is in the ON state (step 18). When the brake B is in the OFF state (step 18; N), the vehicle control device 424 determines the target rotational speed NG of the generator 3 from the accelerator opening α according to FIG.
* Is determined (step 19), and this is used as the generator control device 3
To the main routine (step 16).

On the other hand, when the brake B is in the ON state (step 18; Y), the vehicle control device 424 holds the rotational speed of the generator 3, so that the torque TG of the generator 3 is set by the engine torque TE. The value TG * is held (step 20). After that, the vehicle control device 424 releases the engagement of the brake B by supplying the OFF signal to the brake actuator 424 (step 21).
In step 20, TG = TG * is set in order to prevent the rotation of the engine 1 from suddenly increasing and the exhaust gas from increasing. That is, the accelerator opening α is 2
If it is larger than 0% and the brake B at that time is ON (step 18; Y), the brake B is turned OFF.
(Hybrid traveling), and it is in a state where it is desired to set the rotation speed NG of the generator 3 to the generator rotation speed NG * according to the accelerator opening α. However, if the brake B is suddenly turned off regardless of the number of revolutions NG of the generator 3, the rotation of the engine 1 may suddenly increase and exhaust gas may be discharged. For this reason,
In order to maintain the rotation speed of the generator 3, the generator torque TG * determined in advance by the engine torque at that time is previously increased. After that, by turning off the brake B, the generator 3 which is an element of the reaction force of the engine 1 functions to suppress the sudden rise of the engine 1, and the exhaust gas is prevented from being discharged.
Further, when the generator control device is configured by the rotation speed command instead of the torque command value, by setting the generator rotation speed target value NG * to NG * = 0 in step 20,
The same effect can be obtained.

Next, the operation of each part of the drive system 40 by the control operation of the control system 40 will be described with reference to the time chart shown in FIG. As shown in FIG. 6, the accelerator opening degree α, which was zero when the accelerator was depressed, is the time t1.
Becomes α1 at (a), changes to α2 at time t2 (b),
After that, it will be described separately when it becomes zero again at time t3 (c). The accelerator opening degrees α1 and α2 are both 2
It shall be larger than 0%.

(A) When the accelerator is depressed (α = α1) When the accelerator is depressed at time t1, the generator torque T
G is held at the set value TG * (indicated by a dotted line A in the figure. The same applies hereinafter). At this time, the brake B is maintained in the ON state (dotted line B). Then, after TG = TG *, at time t12, the brake is turned off, and at the same time, the generator speed NG increases (dotted line C). Then, as the generator torque TG increases, the generator rotational speed NG also increases (dotted line D), and | NG-NG * 1 | <with respect to the target rotational speed NG * 1 obtained from the accelerator opening α1 according to FIG.
When ΔNG * (allowable value of error) is reached, the rotation increase of the generator 1 is stopped. After that, the generator speed NG is maintained at the target value NG * 1 (dotted line E) until the accelerator opening α1 changes.

(B) When the accelerator opening α changes (α
1 → α2) When the accelerator opening α changes to α2 at time t2, as shown in FIG.
The generator rotation speed NG is gradually changed to the target rotation speed NG * 2 corresponding to α2 obtained according to (dotted line F). When the generator speed NG falls within the range of the error allowable value ΔNG * with respect to the target speed NG *, the target speed NG * is held (dotted line G).

(C) The accelerator opening α is a set value (20%)
When the accelerator opening becomes zero at time t3, the generator rotational speed NG is gradually decreased until the target rotational speed NG * = 0 corresponding to the accelerator opening α = 0 (dotted line H). After the generator 3 is stopped or within the range of the allowable error value ΔNG *, the brake B is turned on (dotted line I), and then the control of the generator 3 is ended (dotted line J).

In the above operation of the drive system 40,
Since the engine, generator and output shaft are connected by a planetary gear, engine speed NE and generator speed N
The relationship between G and the output shaft rotation speed NOUT is expressed by the following expression (1) when a and b are constants. NE = a.NG + b.NOUT (1) Here, when the brake B is ON and the rotation of the generator 3 is fixed, NG = 0, so NE is proportional to NOUT, and NE = b.NOUT. Becomes And brake B
Is turned off and the rotation speed of the generator 3 is released,
The increment of the engine speed NE will be proportional to the generator speed NG.

Next, the second embodiment will be described. First
In the embodiment, the target speed NG * is set according to the accelerator opening α.
The generator speed NG is changed so that the change rate ΔNG of the generator speed NG is changed in the second embodiment.
The upper limit is set to. That is, the generator control device 422 calculates the change rate ΔNG while sequentially inputting the value of the generator rotation speed NG, and determines the upper limit change rate ΔNG.
The target rotation speed NG is gradually adjusted so that it does not exceed MAX.
Up to * In the time chart shown in FIG. 6, the change rate ΔNG is the upper limit change rate ΔNG in the dotted lines D, F, and H.
Target speeds NGα1 and NGα so as not to exceed MAX
Change to 2, 0.

FIG. 7 shows the upper limit change rate ΔNGMA of the generator 3.
It represents X. As shown in FIG. 7, the upper limit change rate ΔNGMAX is determined so as to increase as the value of the accelerator opening α increases. The upper limit change rate Δ
NGMAX is not calculated as a function of the accelerator opening α,
It may be a constant value. According to the second embodiment, the rate of change ΔNG in the rotational speed of the generator 3 is suppressed to the upper limit value or less, so that it is possible to prevent the exhaust gas amount of the engine 1 from increasing.

Next, a third embodiment will be described. First
In the embodiment, when determining the target speed NG * of the generator 3, NG * = f (α) is a function of only the accelerator opening α.
3, the target rotational speed NG * is calculated as a function of the accelerator opening α and the remaining charge SOC of the battery 43. FIG. 8 shows target speed NG *, accelerator opening α, and remaining charge SO
It shows the relationship of C. As shown in this figure, the target rotational speed NG * is determined so that it becomes smaller as the accelerator opening α becomes smaller and becomes larger as the remaining charge SOC becomes smaller. And, the brake B is turned ON / OF
The accelerator opening α for performing F is also changed according to the remaining capacity SOC of the battery 43. That is, in step 12 of FIG. 5, when SOC = 80%, the accelerator opening α
If ≦ 60%, the process proceeds to step 13. Also, SO
In the case of C = 60%, in the case of accelerator opening α ≦ 20%, S
In the case of OC = 40% and 20%, if the accelerator opening α = 0%, the process proceeds to step 13.

Next, a fourth embodiment will be described. First
In the embodiment, the value of the accelerator opening α is used as the required load required, but in the fourth embodiment, the motor output is used as the required load required. FIG. 9 shows the target speed NG *
And the motor torque command value IM (current value) and the vehicle speed V are represented. The motor output is proportional to the motor torque and the rotation speed (vehicle speed). Therefore, as shown in FIG. 9, the target rotation speed NG * of the generator is set to be higher as the motor torque command value IM and the vehicle speed V are higher. The vehicle control device 424 obtains the target rotation speed NG * from the motor torque command value IM supplied from the motor control device 423 to the motor 4 and the vehicle speed V from the vehicle speed sensor 412 according to the map in FIG. Supply to the device 422. In the fourth embodiment, whether or not the brake B is turned ON / OFF is determined by the value of the motor torque IM.
The value IM is changed according to the vehicle speed V, as in the third embodiment. That is, in step 12 of FIG.
When the vehicle speed is V = 0 km / h, the motor torque command value IM ≦
If it is 80 A, the process proceeds to step 13. Similarly, when vehicle speed V = 40 km / h, IM ≦ 40 A, vehicle speed 70 km
In the case of / h, IM ≦ 20A, and in the case of vehicle speed V = 100 km / h, IM ≦ 8A, and the process proceeds to step 13.

Next, a fifth embodiment will be described. In the fifth embodiment as well, the motor output is used as the required load required in the same manner as in the fourth embodiment, but in the present embodiment, the required electric power PM of the motor 4 is calculated and the target rotational speed is calculated as a function of the electric power PM. NG * is calculated. Vehicle control device 424
Indicates the accelerator opening α and the vehicle speed V by the accelerator sensor 41.
1 and the vehicle speed sensor 412. Then, the motor output torque TM is calculated as a function T of the accelerator opening α and the vehicle speed V.
It is determined from FIG. 10 with M = f (α, V). And
The motor speed NM is read from a motor speed sensor (not shown), and the required electric power PM of the motor 4 is calculated by the formula PM = TM.
Calculate from × NM. The vehicle control device 424 uses the calculated required power PM according to FIG. 11 to set the target rotation speed NG *.
To calculate. In the case of this embodiment, the brake B is turned ON / O.
Whether or not to perform FF is determined based on the value of motor required power PM.

In the fourth and fifth embodiments described above, the motor output is used as the required load other than the accelerator opening α, but the output of the battery 43 may be used instead. As the battery output 43, for example, the battery current IB or the battery voltage drop amount VB may be used. In this case, the battery state sensor 415 in FIG. 2 detects the battery power IB and the battery voltage drop amount VB, respectively.

Next, a sixth embodiment will be described. FIG.
FIG. 2 is a skeleton diagram showing an arrangement of drive devices for a hybrid vehicle in the second embodiment. The same components as those of the first embodiment shown in FIG. 1 are designated by the same reference numerals and the description thereof will be omitted as appropriate. As shown in FIG. 12, in the second embodiment, the output shaft 7b of the engine 1 is connected to the stator 51 of the generator 3b (not held in the case), and the rotor 52 of the generator 3b is connected to the output shaft. 53
It is connected to. The motor 4b is also connected to the output shaft 53. The counter drive gear 11 is connected to the output shaft 53, and the counter driven gear 33 of the counter shaft 31 is connected to the counter drive gear 54.
Are meshed. The generator 3b has a first unit shown in FIG.
A clutch C functioning as a fixing unit is arranged as a brake B in the above embodiment. The clutch C is connected to the stator 51 and the rotor 52. By turning on this clutch, the rotation of the generator 3 and the rotation of the sun gear 21 are fixed. The control described in the first to fifth embodiments can also be applied to the configuration of the sixth embodiment. In the case of the sixth embodiment, the engine speed N
In equation (1) showing the relationship among E, the generator speed NG, and the output shaft speed NOUT, the constant b is b = 1.

The present invention is not limited to the embodiments described above, and various modifications can be made. For example, in the first embodiment, the configuration in which the engine and the generator are connected to the output shaft via the planetary gear has been described. However, in the present invention, the engine and the generator are connected to the output shaft via another actuating gear such as a bevel gear. You may do it.

According to each embodiment described above, the generator 3
Since the electric power generated in step 3 is directly used by the motor 4, the efficiency is improved because it does not pass through the battery 43. Moreover, since the amount of electric power passing through the battery 43 can be reduced, the life of the battery 43 is improved. Further, since the rotation speed of the engine 1 rises when the load is high, the engine sound is more consistent with the driving feeling, and the driving feeling becomes natural. Furthermore, when rotating the oil pump (O / P) in the engine,
Since the O / P speed increases as the load increases, the amount of oil for lubrication and cooling can be increased.

Further, in the embodiment, the case where the battery 43 is used as a power supply device for exchanging electric power with the motor 4 has been described, but in the present invention, other power supply devices such as a capacitor, a flywheel battery, and Oil (empty)
Other power supply devices such as a pressure accumulator may be used. 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, and 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 drives the flywheel with a motor coaxially arranged on the flywheel.
It is a battery that exchanges electric power by regenerating. The rotational speed of the flywheel is used as the residual power capacity (SOC) when the flywheel battery is used as a power supply device. The oil (pneumatic) 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. Oil (pneumatic) pressure is used as the residual power capacity (SOC) when the hydraulic (pneumatic) accumulator power supply device is used.

[0036]

According to the present invention, in a hybrid vehicle in which the generator is connected to the engine, a part of the output from the engine is transmitted to the generator and the rest is directly transmitted to the output shaft, the power generated by the generator can be efficiently used. Can be used for Also,
The engine sound can be similar to that of running.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing a drive device array of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a configuration diagram of a control unit of the hybrid vehicle.

FIG. 3 is an explanatory diagram showing a relationship between a target rotational speed NG * of the hybrid vehicle and a throttle opening α according to the same.

FIG. 4 is an explanatory diagram showing a state of electric power in the hybrid vehicle.

FIG. 5 is a flowchart showing the details of the operation of each control unit in the hybrid vehicle.

FIG. 6 is a time chart showing the operation of each part of the drive system of the hybrid vehicle.

FIG. 7 is an explanatory diagram showing the relationship between the upper limit change rate ΔNGMAX of the generator and the accelerator opening α in the second embodiment of the present invention.

FIG. 8 is a graph showing a target speed NG * of the generator, an accelerator opening α, and a state of charge SOC in a third embodiment of the present invention.
It is explanatory drawing which shows the relationship of.

FIG. 9 is an explanatory diagram showing a relationship among a target rotation speed NG * of a generator, a motor torque command value IM and a vehicle speed V in a fourth embodiment of the present invention.

FIG. 10 is an explanatory diagram showing a relationship between a motor torque TM and an accelerator opening α in a fifth embodiment of the present invention.

FIG. 11 is an explanatory diagram showing the relationship between the target rotation speed NG * of the generator and the required electric power PM of the motor in the fifth embodiment of the present invention.

FIG. 12 is a skeleton diagram showing a drive device array of a hybrid vehicle according to a fifth embodiment of the present invention.

FIG. 13 is an explanatory diagram showing a state of electric power in a conventional hybrid vehicle.

[Explanation of symbols]

 1 engine 2 planetary gear 21 sun gear 22 carrier 23 ring gear 24 output shaft 3 generator 4 motor 5 differential gear 11 first counter drive gear 15 second counter drive gear 31 counter shaft 33 counter driven gear 35 differential pinion gear 40 drive system 41 sensor system 411 accelerator Sensor 412 Vehicle speed sensor 413 Generator rotation speed sensor 414 Engine rotation speed sensor 415 Battery state sensor 42 Control system 421 Engine control device 422 Generator control device 423 Motor control device 424 Vehicle control device 425 Brake actuator 43 Battery B Brake C clutch

Claims (4)

[Claims] 1. A hybrid vehicle in which the output from at least one of an engine and a motor is transmitted to an output shaft, and the output of the engine is transmitted to a generator and the output shaft, and the electric power is supplied to the motor. A power supply device charged by the generator and the motor; a required load determining means for determining a required load for driving a vehicle; and an increase in the required load determined by the required load determining means. Accordingly, a generator control means for increasing the rotation speed of the generator, and a supply means for directly supplying the electric power generated by the generator to the motor under the control of the generator control means. Characteristic hybrid vehicle. 2. The required load determining means determines from at least one of an accelerator opening indicating a driving force request of the vehicle, an output of the motor, and a remaining amount of the power supply device. The hybrid vehicle according to claim 1. 3. The hybrid vehicle according to claim 1, wherein the generator control means sets an upper limit on the rate of change of the generator rotation speed. 4. The generator control means includes fixing means for fixing the rotation of the generator, and the fixing means is provided when the required load required by the required load determining means is less than a predetermined value. 4. The rotation of the generator is fixed, and the rotation of the generator is fixed.
The hybrid vehicle according to claim 1.