JP2000108873A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance energy recovering efficiency while preventing a slip of a wheel by actuating an energy recovering means when a slip rate of the wheel exceeds a prescribed value at braking time. SOLUTION: A judgment is made on whether or not a slip rate is not less than a prescribed value (S2). When the slip rate is not less than the prescribed value, an ABS control condition is realized. When it is not a split road (NO in S4) and is not a low μ road (NO in S6), a judgment is made on whether or not a storage quantity of a battery is not less than a prescribed value (S8). When the storage quantity is small, brake fluid pressure is reduced so as to become smaller than a target value (S10). ON/OFF control (S12) by a pulse of regenerative braking and feedback control (S14) by pressurization/release of the brake fluid pressure are synchronously performed. That is, braking and electric power recovery are performed by repeating pressurization/release of the brake fluid pressure by ON of the regenerative braking, and the brake fluid pressure is released by OFF of the regenerative braking so that the slip rate is converged in a desired value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art An ABS (anti-skid brake system) detects whether a wheel is likely to be locked from a slip ratio of a wheel when a driver operates a brake, and releases the brake fluid pressure of the wheel when this state is detected. This is a system that suppresses wheel lock by weakening the braking force, and is mounted on hybrid vehicles as well as ordinary vehicles.

[0003]

However, a hybrid vehicle has a characteristic that a driving motor is used as a generator at the time of deceleration to recover electric energy and charge a battery, which is not a feature of a normal vehicle. Yes, ABS
When the output torque of the engine is reduced by control, it is desirable to be able to recover waste energy in a normal automobile in order to improve fuel efficiency. There is no prior art that focuses on performing ABS control while efficiently recovering energy in ABS control mounted on a hybrid vehicle.

[0004] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hybrid vehicle that can improve energy recovery efficiency while preventing wheels from slipping.

[0005]

Means for Solving the Problems In order to solve the above problems and achieve the object, a hybrid vehicle according to the present invention has the following arrangement. In other words, in a hub lid vehicle that runs using both a driving motor that generates a driving force by electric power of a battery and an engine that generates a driving force by an internal combustion engine, when a slip ratio of a wheel exceeds a predetermined value during braking,
A slip restraining means for reducing the brake pressure of the wheel to suppress the locking of the wheel; and an energy recovering means for recovering electric energy via the drive motor and charging the battery during deceleration. When the slip ratio exceeds a predetermined value, the energy recovery means is operated.

Preferably, at an initial stage when the slip ratio of the wheel exceeds a predetermined value, the braking pressure is reduced, and then the energy recovery means is operated.

[0007] Preferably, when the slip ratio of the wheels exceeds a predetermined value during running on a split road having different friction coefficients on the road surface where the left and right wheels contact the ground, the operation of the energy recovery means is suppressed, The braking pressure is reduced by the suppression means.

[0008] Preferably, the energy recovery means is operated in synchronization with the slip suppression means.

Preferably, when the energy recovery means is operated, the slip suppressing means reduces the braking pressure so that the slip ratio is significantly lower than a predetermined value, and the energy recovery means reduces the braking pressure to the reduced braking pressure. Regenerative braking force is applied.

[0010] Preferably, when the driver's braking force is reduced, the slip suppressing means is preferentially operated and the energy recovery means is continuously operated.

Preferably, after the operation of the slip suppressing means, the energy recovery means is continuously operated until acceleration.

[0012]

As described above, according to the first aspect of the present invention, when the slip ratio of the wheel exceeds a predetermined value, the energy recovery means is operated to prevent the wheel from slipping and recover the energy. Efficiency can be increased.

According to the second aspect of the present invention, the brake pressure is reduced in the initial stage when the slip ratio of the wheel exceeds a predetermined value, and thereafter the energy recovery means is operated, whereby the brake fluid pressure is reduced by the reduction in the brake fluid pressure. Power can be recovered while supplementing the power with regenerative braking.

According to the third aspect of the present invention, when the slip ratio of the wheels exceeds a predetermined value during traveling on a split road where the friction coefficient of the road surface on which the left and right wheels contact the ground is different, the operation of the energy recovery means is suppressed. By reducing the braking pressure by the slip suppressing means, it is possible to prevent the wheels from easily slipping and becoming unstable.

According to the fourth aspect of the present invention, the energy recovery means is operated in synchronism with the slip suppression means, so that the operation of the energy recovery means repeatedly pressurizes / releases the brake fluid pressure, thereby providing braking and power. The slip ratio can be converged to the target value while the brake fluid pressure is released and the wheel speed is detected while the energy recovery means is not operated by performing recovery.

According to the fifth aspect of the present invention, when the energy recovery means is operated, the slip suppressing means reduces the braking pressure so that the slip ratio falls below a predetermined value, and the energy recovery means reduces the braking pressure to the reduced braking pressure. By applying the regenerative braking force, the braking force reduced by the reduction in the brake fluid pressure can be compensated for by the regenerative braking.

According to the sixth aspect of the present invention, when the driver's brake operation force is reduced, the slip suppressing means is activated with priority and the energy recovery means is continuously activated, thereby making it possible, for example, to go downhill. Thus, even if the slip suppression means stops, it is possible to prevent the braking force from being lost and the vehicle speed from rapidly increasing.

According to the seventh aspect of the present invention, after the slip suppressing means is operated, the energy recovery means is continuously operated until acceleration, so that, for example, even if the slip suppressing means stops on a downhill, the braking force is reduced. And a sudden increase in vehicle speed can be prevented.

[0019]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 1, the hybrid vehicle of the present embodiment has a power unit for generating a driving force and a driving motor 2 driven by electric power supplied from a battery 3 and a liquid fuel such as gasoline. The vehicle travels using the engine 1 driven by the explosive force, and travels only with the travel motor 2, travels only with the engine, or travels with both the travel motor 2 and the engine 1 according to the travel state of the vehicle described later. Running is realized.

The engine 1 transmits a driving force to an automatic transmission 7 by engaging a clutch 6 via a torque converter 5. The automatic transmission 7 converts the driving force input from the engine 1 into a predetermined torque and a predetermined number of revolutions in accordance with a traveling state (or by a driver's operation), and transmits the converted torque via a gear train 9 and a differential mechanism 8. The power is transmitted to the driving wheels 11 and 12. Also,
The engine 1 drives a generator 4 to charge the battery 3.

The traveling motor 2 is driven by electric power supplied from the battery 3, and transmits a driving force to driving wheels 11 and 12 via a gear train 9.

The engine 1 is mounted, for example, of a type that delays the valve closing timing of a fuel-efficient valve. The traveling motor 2 is, for example, an IPM synchronous motor having a maximum output of 20 kW. A battery with an output of 10 kW is used. As the battery 3, for example, a nickel-metal hydride battery with a maximum output of 30 kW is mounted.

The overall control ECU 100 includes a CPU, a ROM,
It comprises a RAM, an interface circuit, an inverter circuit and the like, controls the ignition timing and fuel injection amount of the engine 1, and controls the output torque and the number of revolutions of the traveling motor 2 by changing the torque of the engine 1 and shifting the automatic transmission 7. Control to absorb shock. Further, the overall control ECU 100 controls the electric power generated by the generator 4 when the engine 1 operates to supply the electric power to the traveling motor 2 and charge the battery 3. Further, the overall control ECU 100 sends the air conditioning device 5
After receiving the operation signal and the stop signal of 0, the electric power of the battery 3 and the electric power collected from the traveling motor 2 are adjusted to a predetermined voltage (for example, 100 V) by the inverter 15 as described later, and then the compressor motor 51 and the auxiliary equipment are controlled. Motor 61
To supply.

When the air conditioner switch 52 is turned on by the occupant, the air conditioner control ECU 200 outputs an operation signal of the air conditioner 50 to the general control ECU 100 and also controls the air conditioner 50 and the compressor motor 5 so as to maintain the set temperature.
Control 1 When the air conditioning switch 52 is turned off by the occupant, the air conditioning control ECU 200 outputs a stop signal of the air conditioner 50 to the overall control ECU 100 and stops the control of the air conditioner 50 and the compressor motor 51.

The generator 4 is normally supplied with electric power from the battery 3 when the engine is started, and causes the engine to crank.

The hybrid vehicle of this embodiment has AB
S is mounted. The ABS includes brake devices 21 to 24 disposed on wheels 11 to 14 and brake devices 2 to 24, respectively.
Slip control EC to control brake fluid pressure to 1 to 24
U300. The slip control ECU 300 detects whether or not the wheels are likely to be locked from the slip ratio of each wheel when the driver operates the brake, and when this state is detected, the release and pressurization of the brake fluid pressure of the wheels are repeated to repeat the wheel press. Feedback control is performed to the target slip ratio while suppressing lock.

Further, a traction system is mounted on the hybrid vehicle of the present embodiment. In the traction system, the overall control ECU 100 controls the driving wheels 11, 1
2 and the wheel speed change amounts (rates) of the driven wheels 13 and 14, it is detected whether or not the driving wheels are likely to slip, and when this state is detected, the output torque of the engine or the driving motor is reduced, or By increasing the brake fluid pressure to increase the braking force, the driving wheels are prevented from slipping during acceleration. [Mechanical Configuration of ABS] FIG.
FIG. 3 is a block diagram showing a mechanical configuration of S.

As shown in FIG. 2, in the hybrid vehicle of the present embodiment, left and right front wheels 11 and 12 are drive wheels, and left and right rear wheels 13 and 14 are driven wheels.

Each of the wheels 11 to 14 is provided with a disk 21a to 24a that rotates integrally with the wheel and a caliper 21b to 24b that brakes the rotation of the disk 21a to 24a by receiving a braking pressure. Apparatus 21-24
Is provided.

The brake control system for operating the brake devices 21 to 24 includes a main booster 27 and a sub-booster 47 for increasing the depression force of the brake pedal 26 by the driver, and the depression force increased by the boosters 27 and 47. And a master cylinder 28 that generates a braking pressure according to the The front wheel brake pressure supply line 29 extending from the master cylinder 28 is branched into a left front wheel brake pressure supply line 29a and a right front wheel brake pressure supply line 29b, and the calipers 21a, 2
2b. Left front wheel braking pressure supply line 29
a includes an electromagnetic on-off valve 30a and an electromagnetic relief valve 30b.
And a second valve unit 31 including an electromagnetic on-off valve 31a and an electromagnetic relief valve 31b is provided on the right front wheel braking pressure supply line 29b.

A third valve unit 32 comprising an electromagnetic on-off valve 32a and an electromagnetic relief valve 32b is connected to a rear wheel braking pressure supply line 62 extending from the master cylinder 28.
And a fourth valve unit 33 including an electromagnetic on-off valve 33a and an electromagnetic relief valve 33b. The rear wheel braking pressure supply line 62 branches into a left rear wheel braking pressure supply line 62a and a right rear wheel braking pressure supply line 62b downstream of the third and fourth valve units 32 and 33. , Caliper 23 of each brake device 23, 24
a, 24b.

In this embodiment, the first valve unit 30
, A second channel for adjusting the braking pressure of the brake device 21 of the right front wheel 12 by operating the second valve unit 31, and a third valve for adjusting the braking pressure of the brake device 21 of the left front wheel 11 by the operation of A third channel for adjusting the braking pressure of the braking device 23 of the left rear wheel 13 by operating the unit 32, and a fourth channel for adjusting the braking pressure of the braking device 24 of the right rear wheel 14 by operating the fourth valve unit 33. , And these channels are controlled independently of each other. And the first
The fourth valve units 30 to 33 adjust the braking pressure.

A slip control ECU 300 for controlling the first to fourth channels is provided with a brake state signal from a brake sensor 35 for detecting whether or not the brake pedal 26 is depressed, a stepping amount and a stepping speed of the brake pedal, and a vehicle speed. The vehicle speed signal from the sensor 71 and the wheel speed signals from the wheel speed sensors 37 to 40 for detecting the rotation speeds of the wheels 11 to 14 are input, and the ABS control is performed in parallel for each channel. I have.

The slip control ECU 300 controls each wheel 11
The braking pressure of each wheel 11 to 14 is increased or decreased by the first to fourth valve units 30 to 33 in accordance with a predetermined ABS control start threshold value based on the wheel speeds of the first to fourth valve units 30 to 33. The opening and closing valves 30a to 33a and the relief valves 30b to 33b are controlled to open and close by duty control. In addition, the relief valves 30b to 33
The brake fluid discharged from b is returned to the reservoir tank 28a of the master cylinder 28 via a drain line (not shown).

The above ABS is also applied at the time of traction control for increasing the brake fluid pressure of the wheels.

Next, the control of the engine, the generator, the traction motor and the battery under the main conditions will be described with reference to Table 1 below. In Table 1, "power running" means a state in which a driving torque is being output.

[0038]

[Table 1]

[During Stop] As shown in Table 1, when the vehicle is stopped, the engine 1, the generator 4, and the traveling motor 2 are stopped. However, the engine is operated when the engine is cold and when the charged amount of the battery is low, and the generator 4 is driven to generate power during the operation of the engine and charges the battery 3. [Slow Start] As shown in Table 1, during slow start, the engine 1 and the generator 4 are stopped, and the traveling motor 2 outputs a driving torque. [At Sudden Start] As shown in Table 1, at the time of sudden start, the generator 4 and the traveling motor 2 output drive torque, and the engine 1
Is operated at high output after starting. The battery 3 discharges to the generator 4 and the traveling motor 2. [At the time of engine start] As shown in Table 1, at the time of engine start, the generator 1 outputs a driving torque to crank the engine 1 and the engine 1 is started. Battery 3 discharges to generator 4. [During steady low-load running] As shown in Table 1, during steady low-load running, the engine 1 and the generator 4 are stopped, and the running motor 2 outputs driving torque. The battery 3 discharges to the traveling motor 2. However, the engine 1 is operated when the engine is cold and when the charged amount of the battery is low, and the generator 4 is driven to generate power during the operation of the engine and charges the battery 3. [During Steady Medium Load Travel] As shown in Table 1, during steady middle load travel, the traveling motor 2 is set to no output, and the engine 1
Is operated in a high efficiency region, and the battery 3 is
, The generator 4 charges the battery 3. [During Steady High Load Running] As shown in Table 1, during steady high load running, the engine 1 is operated at high output, and the generator 4 and the running motor 2 output drive torque. The battery 3 discharges to the generator 4 and the traveling motor 2. However, the generator 4 charges the battery 3 when the battery charge is low. [During Rapid Acceleration] As shown in Table 1, at the time of rapid acceleration, the engine 1 is operated at a high output, and the generator 4 and the traveling motor 2 output driving torque for traveling. The battery 3 discharges to the generator 4 and the traveling motor 2. [During deceleration (during regenerative braking)] As shown in Table 1, during deceleration, the engine 1 and the generator 4 are stopped, and the traveling motor 2 regenerates electric power as a generator to charge the battery 3.

Next, referring to FIGS. 3 to 8, a description will be given of a driving force transmission mode according to the running state of the hybrid vehicle of the present embodiment. [Starting and Running at Low Speed] As shown in FIG. 3, during starting and running at low speed, the engine & motor control ECU 100 drives only the running motor 2, and the driving force of the running motor 2 is transmitted via the gear train 9. The power is transmitted to the driving wheels 11 and 12. In addition, the traveling by the traveling motor 2 is also performed during the low-speed traveling after the start. [At the time of acceleration] As shown in FIG.
The motor control ECU 100 includes the engine 1 and the traveling motor 2
Are transmitted to the driving wheels 11 and 12 together with the driving force of the engine 1 and the traveling motor 2. [During Steady Travel] As shown in FIG. 5, during steady traveling, the engine & motor control ECU 100 drives only the engine 1 and transmits the driving force from the engine 1 to the drive wheels 11 and 12 via the gear train 9. . The time of steady running is a running in the region where the engine speed is the highest in fuel efficiency at about 2000 to 3000 rpm. [During deceleration (during regenerative braking)] As shown in FIG. 6, during deceleration, the clutch 6 is released, and the driving force of the drive wheels 11, 12 is regenerated to the traveling motor 2 via the gear train 9,
The battery 3 is charged by the traveling motor 2 serving as a drive source. [During steady running & charging] As shown in FIG.
At the time of charging, the clutch 6 is engaged, the driving force is transmitted from the engine 1 to the driving wheels 11 and 12 via the gear train 9, and the engine 1 drives the generator 4 to charge the battery 3. [At the time of charging] As shown in FIG.
Is released to prevent the driving force from being transmitted from the engine 1 to the automatic transmission 7, and the engine 1 drives the generator 4 to charge the battery 3. [Electrical Configuration of Hybrid Vehicle] FIG. 9 is a block diagram showing the electrical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 9, the overall control ECU 100
Includes a signal from a vehicle speed sensor 101 for detecting a vehicle speed, and an engine speed sensor 10 for detecting a speed of the engine 1.
2, voltage sensor 10 supplied to engine 1
3, a signal from a throttle opening sensor 104 for detecting the opening of a throttle valve of the engine 1, a signal from a gasoline remaining amount sensor 105, and a signal from a remaining amount sensor 106 for detecting the remaining amount of the battery 3. A signal, a signal from a shift range sensor 107 for detecting a shift range by a select lever, and an accelerator stroke sensor 10 for detecting an amount of depression of an accelerator pedal by a driver.
8 and other sensors, such as a signal from an oil temperature sensor that detects the operating oil temperature of the automatic transmission 4, and controls the ignition timing and the fuel injection amount for the engine 1, It controls the amount of power supplied to the traveling motor 2 and the like. Further, the general control ECU 100 uses the various sensor signals to obtain data on the operating state of the vehicle, vehicle speed, engine speed, voltage, remaining gasoline, remaining power of the battery,
The display unit 16 such as an LCD displays the shift range, the power supply system, and the like.
Display via.

The slip control ECU 300 is a general control EC.
U100 is bidirectionally communicable, receives wheel speed signals from wheel speed sensors 37 to 40, and calculates the slip amount (rate) of each wheel from the vehicle speed estimated from each wheel speed and the current wheel speed. ) Is calculated, and when the slip ratio deviates from a predetermined value, feedback control is performed while repeating release and pressurization of the braking pressure in parallel for each channel so as to converge to the target slip ratio. Outputs an ABS control signal to the overall control ECU 100 in conjunction with the control.
When the overall control ECU 100 receives the ABS control signal from the slip control ECU 300, it performs regenerative braking pulse control for the traveling motor 2 shown in FIG.

Further, the general control ECU 100 controls the driving wheels 1
Based on the wheel speed change amounts (rates) of the driven wheels 1 and 12 and the driven wheels 13 and 14, it is detected whether or not the driving wheels are likely to slip. When this state is detected, the output torque of the engine or the driving motor is reduced. Alternatively, the braking pressure is increased in parallel for each channel so as to converge to the target slip ratio, thereby suppressing the slip of the driving wheels during acceleration. [ABS Control] Next, the ABS control of the hybrid vehicle of the present embodiment will be described.

FIG. 10 is a flowchart showing ABS control by the general control ECU and the slip control ECU of the present embodiment.

As shown in FIG. 10, in step S2,
The slip control ECU 300 determines whether the slip ratio of each of the wheels 11 to 14 is equal to or greater than a predetermined value. If it is equal to or greater than the predetermined value in step S2 (YES in step S2), it is determined whether the ABS control condition is satisfied and the vehicle is on a split road in step S4. If it is not a split road in step S4 (NO in step S4), a friction coefficient μ of the road surface is determined in step S6.
Is smaller than or equal to a predetermined value μ1. If the road is not a low μ road in step S6 (NO in step S6), step S
At 8, it is determined whether or not the charged amount of the battery 3 is equal to or more than a predetermined value. When the storage amount is small in step S8 (step S8
In step S10, the brake fluid pressure is reduced by a predetermined amount so as to be smaller than the target value. Step S1
2. In S14, on / off control by regenerative braking pulse and feedback control by pressurization / release of brake fluid pressure are performed in synchronization. That is, as shown in FIG. 11, in step S12, the power is recovered while regenerative braking compensates for the braking force reduced by the reduction in the brake fluid pressure. However, if the regenerative braking is still performed, the braking force becomes excessive, Since the locking of the wheels cannot be avoided, the brake fluid pressure is repeatedly applied / released when the regenerative braking is on to perform braking and power recovery, and the brake fluid pressure is released when the regenerative braking is off to detect the wheel speed. The slip ratio is made to converge to the target value.

In step S16, it is determined whether or not the amount of brake fluid pressure that can be reduced is equal to or greater than a predetermined value. Step S1
If the possible decompression amount is equal to or more than the predetermined value in step 6 (step S1
Then, the process proceeds to step S18. Step S18
Then, feedback control is performed in the next steps S20 and S22, and the regenerative braking is continuously performed until the driver depresses the accelerator pedal to accelerate the vehicle, that is, until the driver's brake operation force is reduced. Continue collection. As a result, even if the ABS ends on a downhill, for example, it is possible to prevent the braking force from being lost and the vehicle speed from suddenly increasing.

If the possible amount of pressure reduction is not equal to or greater than the predetermined value in step S16 (NO in step S16), the regenerative braking force acts even if the brake fluid pressure is reduced, and there is a possibility of slipping especially on a low μ road. Therefore, the process proceeds to step S24 and A
End the BS control.

In step S20, it is determined whether or not the amount of change in wheel speed has become equal to or less than the target value. If the wheel speed change amount does not become equal to or less than the target value in step S20 (step S2).
(NO at 0), and returns to step S12 to synchronize the on / off control of the regenerative braking and the pressurization / release of the brake fluid pressure to bring the slip rate closer to the target value.

If the amount of change in the wheel speed has become equal to or less than the target value in step S20 (YES in step S20), it is determined in step S22 whether or not the driver depresses the accelerator pedal to accelerate. If the vehicle is accelerated in step S22 (YES in step S22), the ABS control is terminated and the control returns to the normal regenerative braking. If the vehicle has not been accelerated in step S22 (NO in step S22), the process returns to step S18 to continue regenerative braking.

If the road is a split road in step S4 (YES in step S4) or if the road is a low μ road in step S6 (YES in step S6), the wheels are likely to slip and become unstable, so that regenerative braking is not performed. , Step S
In step S24, feedback control is normally performed by releasing / pressurizing the brake fluid pressure. In step S26, feedback control is performed until the wheel speed change amount becomes equal to or less than the target value.

If it is determined in step S8 that the charged amount of the battery 3 is equal to or more than the predetermined value (YES in step S8), it is not necessary to charge the battery 3. In order to suppress the slip more quickly than in the regenerative braking, in step S26 the brake fluid Feedback control by pressurizing / releasing the pressure is performed, and the feedback control is executed in step S28 until the amount of change in the wheel speed becomes equal to or less than the target value.

As described above, in this embodiment, when the wheel slips during the braking operation, the vehicle does not become unstable even when regenerative braking is applied, and the regenerative braking is performed when the condition that the charged amount is small is satisfied. Since the braking and the feedback control of the braking pressure are linked to perform the slip suppression and the battery charging, it is possible to execute the ABS control while improving the energy recovery efficiency.

It should be noted that the present invention can be applied to a modification or modification of the above embodiment without departing from the spirit thereof.

[0054]

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid vehicle according to an embodiment.

FIG. 2 is a diagram showing a mechanical configuration of an ABS.

FIG. 3 is a diagram illustrating a transmission form of a driving force when the hybrid vehicle according to the embodiment starts and runs at a low speed.

FIG. 4 is a diagram illustrating a driving force transmission mode during acceleration of the hybrid vehicle according to the embodiment.

FIG. 5 is a diagram illustrating a transmission form of driving force during steady running of the hybrid vehicle according to the present embodiment.

FIG. 6 is a diagram illustrating a form of transmission of driving force during deceleration of the hybrid vehicle according to the present embodiment.

FIG. 7 shows a steady running & of the hybrid vehicle of the present embodiment.
It is a figure explaining the transmission form of the driving force at the time of charge.

FIG. 8 is a diagram illustrating a transmission form of a driving force during charging of the hybrid vehicle according to the present embodiment.

FIG. 9 is a block diagram showing an electric configuration of the hybrid vehicle according to the embodiment.

FIG. 10 is a flowchart illustrating ABS control of the hybrid vehicle according to the present embodiment.

FIG. 11 is a diagram showing a relationship between a regenerative braking force and a braking force due to brake fluid pressure in ABS control.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Traveling motor 3 Battery 4 Generator

Continuing from the front page (72) Inventor Hideo Katsuta 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation (72) Inventor Nobuhide Seo 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation ( 72) Inventor Masahiro Tsuchiya 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima F-term (reference) 3D046 AA09 BB25 BB28 CC02 CC04 CC06 CC06 HH02 HH23 HH36 HH48 JJ06 JJ11 3G093 AA05 AA07 AA16 AB00 BA01 CB06 DB00 DB02 DB02 DB17 DB18 EB04 FA04 FA11 FA14 FB02 5H115 PA12 PG04 PI16 PI22 PI29 PI30 PO17 PU01 PU22 PU24 PU25 PU28 QA01 QE01 QE02 QE08 QE10 QE14 QH02 QH03 QI04 QI07 QN03 RB08 RE05 SE04 SE05 SJ13 TB01 TE02 TO02 TO02 TO02 TO02

Claims (7)

[Claims] When a slip ratio of a wheel exceeds a predetermined value at the time of braking, in a hub lid vehicle that runs using both a driving motor that generates driving force by electric power of a battery and an engine that generates driving force by an internal combustion engine, A slip restraining means for reducing the braking pressure of the wheel to suppress the locking of the wheel; and an energy recovering means for recovering electric energy via the drive motor and charging the battery during deceleration. A hybrid vehicle that activates the energy recovery means when the slip ratio of the vehicle exceeds a predetermined value. 2. The hybrid vehicle according to claim 1, wherein the braking pressure is reduced in an initial stage when the slip ratio of the wheel exceeds a predetermined value, and then the energy recovery unit is operated. 3. When the slip ratio of a wheel exceeds a predetermined value while traveling on a split road having different friction coefficients on a road surface on which the left and right wheels contact the ground, the operation of the energy recovery means is suppressed,
The hybrid vehicle according to claim 1, wherein a braking pressure is reduced by the slip suppression unit. 4. The hybrid vehicle according to claim 1, wherein the energy recovery unit is operated in synchronization with the slip suppression unit. 5. When the energy recovery means is activated, the slip suppression means reduces the braking pressure so that the slip ratio falls below a predetermined value, and the reduced braking pressure is applied to the regenerative braking force of the energy recovery means. The hybrid vehicle according to claim 4, wherein the following is added. 6. The system according to claim 1, wherein when the driver's braking force is alleviated, the slip suppressing means is operated with priority, and the energy recovery means is operated continuously. The hybrid vehicle according to claim 1. 7. The hybrid vehicle according to claim 1, wherein, after the operation of the slip suppression unit, the energy recovery unit is continuously operated until acceleration.