JPH0976740A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform cooling even during stop of an engine by providing a cooling device driven by power of a battery for running, monitoring the condition of the battery, and reducing the consumed power for the cooling device when the capacity of the battery becomes lower than a set value. SOLUTION: A battery 70 is loaded between the right and left wheels 67b, 67a of the rear part of a vehicle. A hybrid drive unit 2 and a cooling unit 40 are arranged in an engine room. The cooling unit 40 is controlled by an ECU(engine control unit) 50 controlling the hybrid drive unit 2 and an internal combustion engine 1. A compressor is driven by power supplied from the battery 70. The cooling unit 40 uses power of the battery 70 at running, the power is consumed in the condition of not starting the internal combustion engine 1, and when the remaining capacity of the battery becomes lower than a set value and the battery capacity remains, cooling is continued by driving the cooling unit 40 in an energy saving condition.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle that can run on a drive engine that uses fuel and electric power stored in a battery.

[0002]

2. Description of the Related Art Currently, research is being conducted on various types of hybrid vehicles. One type uses an engine as an auxiliary machine. In this type, in general, the vehicle runs on a battery as much as the capacity allows, and when the capacity of the battery is insufficient, or when the motor accelerates when the driving force is insufficient, the engine assists the motor.

On the other hand, there is a type in which a motor is used as an auxiliary machine of an engine. In this type, the engine is controlled to be most efficient, and the motor assists the engine during acceleration when the load on the engine becomes heavy.

[0004]

However, in the hybrid vehicle of the prior art, the compressor of the air control device is driven by the engine as in a normal automobile. For this reason, like the conventional automobile, it was not possible to perform cooling while the engine was stopped.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a hybrid vehicle capable of cooling even when the engine is stopped.

[0006]

To achieve the above object, in a hybrid vehicle according to a first aspect of the present invention, a motor is driven by a drive engine using fuel, a battery for running, and electric power charged in the battery. A gist of the present invention is a hybrid vehicle having a motor drive device, which comprises a cooling device driven by the electric power of the battery for traveling.

In order to achieve the above object, in the hybrid vehicle according to the second aspect, a drive engine for driving traveling wheels by using fuel, a battery for traveling, and electric power generation by electric power charged in the battery. A hybrid vehicle including: a motor generator that rotates a machine to drive traveling wheels, and a motor / generator control device that charges the battery by generating power by a motor generator by a force applied to the drive engine and / or the traveling wheels. The cooling device that is driven by using the electric power of the battery for traveling and the state of the battery are monitored, and when the capacity of the battery becomes lower than a preset first value, the cooling device Status monitoring means for gradually reducing power consumption,
The summary is that

In a third aspect of the present invention, the gist of the second aspect is that the state monitoring means stops the cooling device when the capacity of the battery becomes lower than a second preset value.

According to a fourth aspect, in the first to third aspects,
The gist of the present invention is to provide a remote control device for activating the cooling device from outside the vehicle.

According to a fifth aspect, in the first to fourth aspects,
The gist is that a timer device for starting the cooling device is provided.

[0011]

In the structure of the first aspect, the cooling device is driven by using the electric power of the battery for traveling, so that the cooling can be performed even when the driving engine is stopped.

According to the second aspect of the invention, the state monitoring means monitors the state of the battery and gradually reduces the power consumption by the cooling device when the capacity of the battery becomes lower than the preset first value. The cooling can be performed without burdening the battery.

According to the third aspect of the present invention, the state monitoring means monitors the state of the battery, and when the capacity of the battery becomes lower than the preset second value, the cooling device is stopped. Cooling can be done without overuse.

According to the structure of claim 4, the cooling device can be activated from outside the vehicle by operating the remote control device.

In the fifth aspect of the invention, the cooling device can be activated at a desired time by setting the time in the timer device.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. FIG. 1 is a plan view showing the arrangement of each element of the hybrid vehicle HV. In the front part of the vehicle, the so-called engine room, the torque converter 5,
A hybrid drive unit 2 including an automatic transmission 6 and an electric motor 7 and an internal combustion engine 1 are arranged laterally, and are connected to a differential device 9 via an output portion protruding from a substantially central portion. The differential device 9 is located substantially in the center of the left and right axle shafts 65a and 65b, and the left and right front wheels 66 are provided via the axles of the same length.
It is interlocked with a and 66b. A battery 70 is mounted between the left and right rear wheels 67a and 67b at the rear of the vehicle.

On the other hand, in the engine room, in addition to the hybrid drive unit 2, a cooling unit 40 is further provided.
Is arranged. The cooling unit 40 is controlled by an ECU (engine control unit) 50 that controls the hybrid drive unit 2 and the internal combustion engine 1. The cooling unit 40 is operated by a cooling control device 52, and the compressor is driven by electric power supplied from a battery 70 as described later. In addition, the cooling control device 52 is provided with a receiving device 54 for operating the cooling unit 40 from outside the vehicle.

FIG. 2 is an explanatory view showing the outline of the drive system of the hybrid vehicle according to the first embodiment of the present invention. An internal combustion engine 1 such as gasoline or diesel is laterally mounted in a front portion (so-called engine room) of the hybrid vehicle, and further connected to the internal combustion engine 1 to form a portion corresponding to a conventional automatic transmission. A hybrid unit 2 according to the invention is installed. The internal combustion engine 1
As the above, it is preferable to use a lean burn engine (lean air-fuel engine). The hybrid unit 2 is
It has an integral case in which a torque converter 5, a 3-speed automatic transmission 6 and an electric motor 7 are arranged in alignment with the engine output shaft 1a, and a differential device 9 is further below the torque converter 5. Are arranged and the integral case is fixed to the side of the internal combustion engine 1.

The torque converter 5 is a pump 1 connected to an engine crankshaft (engine output shaft) 1a.
0, a turbine 12 connected to an input shaft 11 of a transmission 6, and a stator 15 connected to a fixed portion via a one-way clutch 13, and a pump housing (not shown) and an input shaft 11 A lock-up clutch 16 is interposed between and. Therefore, the torque converter 5 conducts from the engine crankshaft 1a to the input shaft 11 in the automatic transmission 6 through the oil flow in the torque converter 5 or the mechanical connection by the lockup clutch 16. A pump (not shown) is installed between the automatic transmission 6 and the torque converter 5.

In the third speed automatic transmission 6, a reverse portion 20, an output portion 21, a planetary gear unit portion 22 and a clutch portion 23 are arranged in this order from the engine output portion toward the outer side in the axial direction, and the input shaft 11 is further provided. The hollow shaft 25 is rotatably supported by being fitted therein.

The planetary gear unit 22 comprises a single planetary gear 26 and a dual planetary gear 27. The single planetary gear 26 supports a sun gear S1 formed on the hollow shaft 25, a ring gear R1, and a pinion P1 meshing with these gears. The dual planetary gear 27 includes a sun gear S2 and a ring gear R formed on the hollow shaft 25.
2 and a carrier CR1 that supports a first pinion P2 that meshes with the sun gear S2 and a second pinion P3 that meshes with the ring gear R2 so as to mesh with each other. The planetary gears 26 and 27 are the sun gear S.
1 and S2 are formed on the hollow shaft 53 and integrally rotate, and the carrier CR1 is also integrally formed. Further, the first pinion P1 and the second pinion P2 are supported by the same shaft.

The reverse drive unit 20 has a second clutch C2 and a first brake B1. On the other hand, the output unit 21
Is located at a substantially central portion of the hybrid unit 2 and includes an output (counter drive) gear 35.

The one-way clutch F1 is arranged in the axial direction between the dual planetary gear 27 and the case partition wall, and the ring gear R of the dual planetary gear 27.
It is arranged approximately inward of 2. A second brake B2 is interposed between the outer circumference of the ring gear R2 and the case.
The clutch unit 23 includes a first (forward) clutch C1 and is arranged at the rear end portion of the automatic transmission 6.

An electric motor 7 is arranged on the rear end side of the automatic transmission 6 opposite to the torque converter 5. The electric motor 7 is composed of a brushless DC motor, an induction motor, a DC shunt motor, and the like, and is arranged at the axially rearmost end apart from the internal combustion engine 1. The electric motor 7 has a stator 45 and a rotor 46. The stator 45 is fixed to the inner wall of the motor case and is wound with a coil or is made of a permanent magnet such as ferrite or rare earth.

A counter driven gear 61 and a small gear 62 which mesh with the output (counter drive) gear 35 are fixed to the counter shaft 60, and the differential device 9 has a ring gear 63 which meshes with the small gear. Have Further, in the differential device 9, the rotation from the ring gear is differentially and branched and transmitted to the front wheels 66a and 66b via the left and right axle shafts 65a and 65b, respectively.

Next, the operation of the drive system of this embodiment will be described. In general use of the hybrid vehicle HV, the internal combustion engine 1 is rotated in a constant load range in which efficiency is high and exhaust gas is clean, and the internal combustion engine 1 is driven by load fluctuations according to running conditions. The electric motor 7 is appropriately driven so that the electric motor 7 assists the output insufficient. Therefore, when the vehicle starts that requires a large driving force,
The input switching clutch C3 is in the connected state. In this state, the output from the internal combustion engine 1 is the torque converter 5
And transmitted to the rotor 46 of the electric motor 7 via the input shaft 11 of the transmission 6 and the input switching clutch C3,
Moreover, the electric motor 7 is in a predetermined output state in order to assist the power that is insufficient in the internal combustion engine 1, and the power based on the electric energy from the battery 70 is added to the rotor 46. Then, both outputs from the internal combustion engine 1 and the electric motor 7 are integrated and further transmitted to the front wheels 66a and 66b via an automatic transmission 6 which is further appropriately shifted (described later).

When the vehicle is in a cruising state and the power consumption is reduced, the output from the electric motor 7 is correspondingly reduced, and the power supply circuit to the electric motor 7 is cut off.
The rotor 46 is in the idling state, and the vehicle is rotated only by the power from the internal combustion engine 1 rotating in the efficiency state. When the vehicle is traveling at high speed and the power from the internal combustion engine 1 is insufficient, the electric motor 7 is driven again by a command from the control unit to assist the power corresponding to the shortage.

In the coasting state due to deceleration, stop, downhill, etc., that is, in the reverse driving state in which power is transmitted from the wheels to the engine side, the input switching clutch C3 is disengaged and switched to the regenerative braking circuit of the electric motor 7. To be Then, the inertial energy of the vehicle is converted into electric energy by the regenerative braking circuit of the electric motor 7 and stored in the battery 70. At this time, the internal combustion engine 1 is in the idling state.

As shown in FIG. 3, in the first speed (1ST) state, the first (forward) clutch C1 is engaged. Then
The rotation of the input member 42 is transmitted to the (small) ring gear R1 of the single planetary gear 26 via the clutch C1, and in this state, the (large) ring gear R2 of the dual planetary gear 27 is connected to the first one-way clutch F1.
The rotation is blocked by the sun gears S1 and S2.
The common carrier CR1 is significantly decelerated in the positive direction while idling in the reverse direction, and the rotation is taken out from the output gear 35.

In the second speed (2ND) state, when the first (second) brake B1 is actuated in addition to the connection of the first clutch C1, the rotation of the sun gears S1 and S2 is stopped by the brake B1. The rotation of the small ring R1 from 42 causes the carrier CR1 to rotate in the forward direction at the reverse speed while idling in the positive direction of the large ring gear R2 of the dual planetary gear 27, and the rotation is taken out to the output gear 35 as the second speed.

In the third speed (3RD) state, the second (direct) clutch C2 is connected in addition to the connection of the first (forward) clutch C1. Then, the input member 4
2 rotations through the first clutch C1 to the small ring gear R
1, the rotation of the input shaft 11 is transmitted to the sun gears S1 and S2 via the second clutch C2, and
Since the input switching clutch C3 is in the connected state, the input member 42 and the input shaft 11 are rotating in the same manner, so that both planetary gears 26 and 27 rotate integrally, and the carrier CR1.
The rotation at the same speed as that of the input member 42 is taken out from the output gear 35 via.

Further, in the reverse (REV) range, the second clutch C2 and the second (1ST reverse) brake B2 are operated. Then, the rotation of the input shaft 11 that is rotating with the input member 42 is transmitted to the sun gears S1 and S2 via the clutch C2, and in this state, the large ring gear R2 of the dual planetary gear 27 is braked by the second brake B2. Since it is fixed, the carrier CR1 also reverses while the small ring gear R1 of the single planetary gear 26 reverses, and the reverse rotation of the carrier causes the output gear 35 to rotate.
Taken out.

Further, in the first speed state on the coast or the like, the one-way clutch F1 becomes free, but when the second brake B2 operates in addition to the connection of the first clutch C1, the large ring gear R2 is fixed by the brake B2. And the first speed state is maintained. Further, in the second speed, the third speed, and the reverse, the one-way clutch is not used, and therefore, the gear is maintained at the gear even in the coast state. Therefore, the electric motor 7 during the coast described above
The regenerative braking function by is always maintained.

The rotation of the output gear 35 due to each of the above-described shift speeds is decelerated through the gears 61, 62, 63, and the differential device 9 causes the left and right axle shafts 6 to rotate.
5a, 65b and front wheels 66a, 66b.

Next, the structure of the cooling unit 40 of the hybrid vehicle according to the embodiment will be described with reference to FIG. The cooling unit 40 includes a motor 41 that is driven by the electric power of the battery 70 to pump the refrigerant, and a condenser 43 that condenses the pumped refrigerant.
And a receiver dryer 44 for liquefying the condensed refrigerant
An expansion valve 47 and an evaporator 48 for cooling the air sent into the vehicle. The air cooled by the evaporator 48 is introduced into the vehicle compartment through a duct (not shown). The motor that drives the compressor 41 is driven in two modes, a normal mode and an energy saving mode that saves power consumption, as described later.

In order to operate this cooling unit 40,
The control panel 52a arranged on the end surface of the cooling control device 52 on the passenger compartment side will be described with reference to FIG. The control panel 52a includes an on switch 52c for turning on the cooling and an off switch 52 for turning off the cooling.
In addition to d, a reservation switch 52e for presetting the start of cooling, a time setting switch 52g for setting a reservation time in hours, and a minute setting switch 52h for setting in minutes.
Are arranged, and the time set by the reservation switch 52e is displayed on the display device 52b. Furthermore, a room temperature setting volume 52f for setting the room temperature, an air conditioner switch 52k for driving the cooling unit 40 with normal power consumption, and an economy switch 52k for cooling with reduced power consumption are arranged. ing.

Next, the control of the cooling unit 40 by the ECU 50 shown in FIG. 1 will be described with reference to the flowcharts of FIGS. 6 to 8. FIG. 6 shows a main routine of control of the cooling unit 40 by the ECU 50. ECU5
0, first, is the ignition key turned off,
That is, it is determined whether the internal combustion engine 1 has been started (S12). Here, when the ignition key is turned off (Yes in S12), it is instructed by the transmitter (not shown) to start cooling from the outside of the vehicle, that is, the receiving device shown in FIG. At 54, it is determined whether a cooling activation signal is received (S14).

If the start of cooling is not instructed from outside the vehicle (No in S14), it is determined whether the reservation setting described above with reference to FIG. 5 has been made (S16).
That is, when the driver leaves the hybrid vehicle, the cooling is started in anticipation of the returning time, and the reservation switch 52e described above with reference to FIG. 5 can be restarted so that the inside of the vehicle is cooled. Time setting switch 52g,
The minute setting switch 52h is operated to determine whether or not cooling is reserved. Here, if the reservation setting has been made (Yes in S16), after the reservation timer is counted (S
18), it is determined whether the set time has been reached (S20). On the other hand, until the reserved time is reached (S20 is No), it is determined whether or not the start of the cooling unit 40 is instructed by the ON switch 52c shown in FIG. 5 (S22). Then, unless the on switch 52c is operated (No in S22), the process proceeds to step 24, and the air conditioner (cooling unit 40) control at the time of IG off described later is performed.

On the other hand, when the transmitter instructs the hybrid vehicle that is stopped from outside the vehicle to start cooling (Yes in S14) and when the set cooling start time is reached (Yes in S20). ) That is, when the cooling unit 40 is started in the state where there is no person in the vehicle, a stop flag for stopping the cooling is set after a lapse of a predetermined time (S25), and the process proceeds to step 26. Further, when the start of the cooling unit 40 is instructed by the ON switch 52c (Yes in S22), the process proceeds to step 26, the air conditioner flag for starting the cooling is set, the process proceeds to step 24, and the IG is turned off. Control the air conditioner.

Here, the air conditioner control at the time of turning off the IG in step 24 will be described in detail with reference to FIG. 7 showing a subroutine of the processing. The ECU 50 first determines whether the air conditioner flag is set (S3).
2). Here, as described above, the instruction from outside the vehicle (S14
Yes), when the reserved time comes (Yes in S20),
When the air conditioner flag is set by operating the on switch 52c (Yes in S22) (Y in S32).
es), and then it is determined whether the stop flag is set (S34).

After determining whether or not the stop operation flag is set (S34), the remaining amount of the battery 70 is determined (S38). If the remaining battery amount is higher than the first set value (S38: Yes), air conditioner (cooling unit 4)
0) is instructed to drive with normal power consumption (S
42). Here, the electric power of the battery 70 is used when traveling,
Alternatively, when the cooling unit 40 is operated in a state where the internal combustion engine 1 is not started to consume electric power and the remaining battery amount becomes lower than the first set value (No in S38),
Next, it is determined whether the second set value is lower than the first set value or more (S40). Then, when the battery capacity is more than the second set value (Yes in S40), the air conditioner is continuously cooled by the energy-saving drive that consumes less power (S).
44).

Then, the operation of the cooling unit 40 without operating the internal combustion engine 1 further consumes electric power,
When the battery remaining amount becomes lower than the second set value (No in S40), the air conditioner is stopped to avoid further power consumption (S46). As described above, the hybrid vehicle of the present embodiment is configured to perform the cooling without switching the control of the air conditioner according to the remaining amount of the battery, without imposing an excessive load on the battery 70 even when the internal combustion engine 1 is stopped.

On the other hand, when the cooling flag is set to start the cooling unit 40 in the state where no one is in the vehicle, it is determined whether or not the locking flag is set in step 34. Then, the ECU 50 determines whether 30 minutes have elapsed since the cooling unit 40 was started (S36). Here, until 30 minutes have passed (S36
No), the process proceeds to step 38, and the cooling unit 40 is driven according to the remaining battery level as described above. On the other hand, 3
When 0 minutes have passed (Yes in S36), the air conditioner is stopped (S46). Thereby, when it takes time to return to the hybrid vehicle after the transmitter issues an instruction to start the cooling unit 40, or when the reservation is set but the hybrid vehicle cannot be returned, the battery 7
Prevent the consumption of zero.

Returning to FIG. 6, the processing in the ECU 50 during startup of the internal combustion engine 1 will be described. First,
While the internal combustion engine 1 is being started, the determination in step 12 as to whether the IG is off is No, and the process proceeds to step 28, in which the vehicle-driven electric motor 7 described above with reference to FIGS. 2 to 3 is controlled. In parallel, air conditioner control is performed when the IG is on (S30). The air conditioner control when the IG is turned on in step 30 will be described with reference to FIG. 8 showing a subroutine of the process.

First, it is determined whether or not the hybrid vehicle is running (vehicle speed = 0) (S52). Here, when traveling (No in S52), it is determined whether the on switch 52c shown in FIG. 5 is operated (S54). Here, when the on switch 52c is not operated (or the off switch 52d). (When is operated) is (S54
No), the air conditioner (cooling unit 40) is stopped (S64). On the other hand, when the ON switch 52c is operated (Yes in S54), the capacity of the battery 70 is the first
It is determined whether or not the remaining value is higher than the set value (S56). Here, when the battery remaining amount is equal to or more than the first set value (S5
6 is Yes), and commands the normal drive of the air conditioner (S6)
2).

On the other hand, when the remaining amount of the battery is less than the first set value (No in S56), it is determined whether the current applied to the electric motor 7 shown in FIG. 1 is the set value or more (S58). That is, as described above, for example, it is determined whether the hybrid vehicle is accelerating and the driving force generated by the electric motor 7 is being applied to the internal combustion engine 1 side. Here, if the hybrid vehicle is traveling at a constant speed and the current is less than the set value (No in S58), the energy saving drive of the air conditioner is instructed (S60). On the other hand, if the hybrid vehicle is accelerating and the current to the electric motor 7 is equal to or greater than the set value (S58 is Y
es), until the amount of electricity to the electric motor 7 decreases,
The air conditioner is temporarily stopped (S64).

Here, when the hybrid vehicle is stopped, the determination as to whether the vehicle speed of the switch 52 is 0 is Yes, and when the air conditioner switch is on (S66 is Yes).
s), it is determined whether the capacity of the battery 70 is more than the first set value (S68). Here, when the remaining battery level is equal to or higher than the first set value (Yes in S68), the normal drive of the air conditioner is instructed (S70).

On the other hand, when the remaining amount of the battery is less than the first set value (No in S68), the internal combustion engine 1 causes the electric motor 7 to generate electric power to charge the battery 70 and supply power to the cooling unit 40 side. Is supplied (S72).
Then, a command is issued to drive the air conditioner to save energy (S74). This prevents the battery capacity from dropping below a certain level.

As described above, in the above embodiment, the cooling unit 40 is driven by using the electric power of the traveling battery 70, so that the cooling can be performed even when the internal combustion engine 1 is stopped. Particularly, since the compressor 41 is not directly driven by the internal combustion engine 1, it is possible to perform cooling without sacrificing fuel economy and acceleration performance. In particular, even if the law prohibits idling for a predetermined time or longer while the vehicle is stopped, the hybrid vehicle of the present invention can continue cooling.

Further, since the remaining amount of the battery 70 is monitored and the energy saving drive and the cooling stop are performed according to the remaining amount, the cooling can be performed without burdening the battery.

Further, by operating the remote control device, the cooling device can be started from outside the vehicle without starting the internal combustion engine 1, and the internal combustion engine 1 is stopped by setting the time in the timer device. The cooling device can be activated at a desired time while keeping the above condition. Therefore, compared to starting the internal combustion engine 1 and cooling it, the risk of theft and the like is low and the operation is safe.

Furthermore, the hybrid vehicle of the above embodiment is advantageous in terms of weight and price as compared with the case where an engine generator is mounted to drive an air conditioner. Further, as compared with replacing the alternator with a large capacity one, it is possible to avoid an increase in the load on the internal combustion engine 1, so that fuel efficiency does not deteriorate. Further, in this embodiment, since the electric motor 7 generates electric power, the alternator for the internal combustion engine 1 can be omitted. Further, in this embodiment, the battery 7
Since the cooling unit 40 is driven at 0, the efficiency is high in that the compressor can be driven at a constant rotation speed as compared with driving the compressor by the internal combustion engine 1 whose rotation speed constantly changes.

In the above-mentioned embodiment, the hybrid vehicle using the motor as the auxiliary engine of the internal combustion engine 1 has been described as an example, but the present invention is also suitable for the hybrid vehicle using the internal combustion engine as the auxiliary machine of the motor. It goes without saying that it can be applied to. Further, in the above embodiment,
An example of starting the cooling unit 40 from a dedicated transmitter using radio waves or light rays has been given, but instead of this, for example,
The cooling control device 52 can be accessed by an automobile telephone and the cooling unit 40 can be controlled by operating a specific key of the telephone. Furthermore, in step 56 and step 68 described above, the same value as the first set value which is the judgment value of step 38 is used, but it is also possible to set different values to these.

[Brief description of drawings]

FIG. 1 is a plan view of a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a configuration of a hybrid vehicle according to an embodiment.

FIG. 3 is a table for explaining a shift operation of a hybrid vehicle.

FIG. 4 is an explanatory diagram showing a configuration of a cooling unit.

FIG. 5 is a front view of a control panel of the cooling control device.

FIG. 6 is a flowchart showing a main routine of a cooling unit control by the ECU.

FIG. 7 is a flowchart showing a subroutine of air conditioner control when the IG is turned off shown in FIG.

FIG. 8 is a flowchart showing a subroutine of air conditioner control when the IG is turned on shown in FIG.

[Explanation of symbols]

 1 Internal Combustion Engine 5 Torque Converter 6 Automatic Transmission 7 Motor 40 Cooling Unit 50 ECU 52 Cooling Control Device 54 Receiver

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Masao Kawai 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Equus Research Co., Ltd. (72) Inventor Takahiro Iwami 2-19-19 Sotokanda, Chiyoda-ku, Tokyo No. 12 Stock company Equus Research

Claims (5)

[Claims] 1. A hybrid vehicle having a drive engine that uses fuel, a battery for traveling, and a motor drive device that drives a motor by electric power charged in the battery, wherein the electric power of the battery for traveling is used. A hybrid vehicle comprising a driven cooling device. 2. A drive engine for driving traveling wheels using fuel, a battery for traveling, and a motor / generator rotated by electric power charged in the battery to drive the traveling wheels, and the drive. A hybrid vehicle comprising: a motor-generator control device that charges a battery by generating power with a motor-generator by a force applied to an engine and / or running wheels, the cooling being driven by using the electric power of the battery for running. An apparatus and a state monitoring unit that monitors the state of the battery and gradually decreases the power consumption of the cooling device when the capacity of the battery becomes lower than a preset first value. Hybrid vehicle. 3. The hybrid vehicle according to claim 2, wherein the state monitoring unit stops the cooling device when the capacity of the battery becomes lower than a preset second value. 4. The remote control device for activating the cooling device from outside the vehicle is provided.
The hybrid vehicle according to any one of 1. 5. The hybrid vehicle according to claim 1, further comprising a timer device that starts the cooling device.