JP2000295707A - Power generation control device of hybrid electric automobile - Google Patents

Power generation control device of hybrid electric automobile

Info

Publication number
JP2000295707A
JP2000295707A JP11094597A JP9459799A JP2000295707A JP 2000295707 A JP2000295707 A JP 2000295707A JP 11094597 A JP11094597 A JP 11094597A JP 9459799 A JP9459799 A JP 9459799A JP 2000295707 A JP2000295707 A JP 2000295707A
Authority
JP
Japan
Prior art keywords
power generation
power
state
battery
generator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP11094597A
Other languages
Japanese (ja)
Other versions
JP3527861B2 (en
Inventor
Yusuke Horii
裕介 堀井
Nobuaki Takeda
信章 武田
Sadao Imai
貞雄 今井
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Aichi Corp
Original Assignee
Mitsubishi Motors Corp
Aichi Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp, Aichi Corp filed Critical Mitsubishi Motors Corp
Priority to JP09459799A priority Critical patent/JP3527861B2/en
Publication of JP2000295707A publication Critical patent/JP2000295707A/en
Application granted granted Critical
Publication of JP3527861B2 publication Critical patent/JP3527861B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage systems for electromobility, e.g. batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Landscapes

  • Control Of Eletrric Generators (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a power generation control device of a hybrid electric automobile for the work capable of more reducing noise in the case of a working mode. SOLUTION: When a vehicle is in the state of running, power generation with a generator 8 is started when the residual capacity of a battery detected by a battery residual capacity detector 13 is at most 60%. When a power taking- out device 5 taking out the driving power of a motor as the power for work is in the state that working is possible, power generation with the generator 8 is started when the residual capacity of the battery is at most 35%. When the power taking-out device 5 is in the state of standby, the generator 8 is so controlled that power generation is forbidden until the residual capacity of the battery becomes 30% or less.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【0001】[0001]

【発明の属する技術分野】本発明はハイブリッド電気自
動車の発電制御装置に関する。
The present invention relates to a power generation control device for a hybrid electric vehicle.

【0002】[0002]

【従来の技術】車両の駆動系を駆動するモータと発電機
を駆動するエンジンとを備えたシリーズ式のハイブリッ
ド電気自動車では、バッテリ残存容量に基づいて発電モ
ードを切り換えるのが一般的である。即ち、バッテリ残
存容量が所定値以下になるまでは発電機による発電は行
わず、バッテリからの供給電力によってモータを駆動す
ることにより走行し(バッテリ走行モード)、バッテリ
残存容量が所定値以下になったときにエンジンを始動し
て発電機を駆動することにより発電を開始し、この発電
電力でモータを駆動して走行する(ハイブリッド走行モ
ード)。
2. Description of the Related Art In a series hybrid electric vehicle including a motor for driving a drive system of a vehicle and an engine for driving a generator, a power generation mode is generally switched based on a remaining battery capacity. In other words, the generator does not generate power until the remaining battery capacity becomes equal to or less than the predetermined value, and the vehicle runs by driving the motor with the electric power supplied from the battery (battery running mode). At this time, the engine is started and the generator is driven to start power generation, and the generated power drives the motor to run (hybrid running mode).

【0003】かかるハイブリッド電気自動車は、低燃
費、低排出ガスであることに加え、モータ駆動であるこ
とから、通常のエンジン駆動車に比べて低騒音であると
いう特徴を有している。
[0003] Such a hybrid electric vehicle is characterized by low noise and low noise compared to a normal engine driven vehicle because it is driven by a motor in addition to low fuel consumption and low exhaust gas.

【0004】[0004]

【発明が解決しようとする課題】上記のようにハイブリ
ッド電気自動車は低騒音であることに着目して、現在、
低騒音化の要望が高い作業用特装車のハイブリッド電気
自動車化についても研究・開発が進められている。この
作業用特装車では、モータの駆動力を動力取り出し装置
により作業用として取り出すことにより、所定の作業を
行う。
Attention has been paid to the fact that the hybrid electric vehicle has low noise as described above.
Research and development is also underway on the development of hybrid electric vehicles for specially equipped work vehicles, for which there is a high demand for low noise. In this work specially-equipped vehicle, predetermined work is performed by taking out the driving force of the motor as work for use by the power take-out device.

【0005】そして、この作業用特装車のハイブリッド
電気自動車化に際しては、作業用特装車は作業現場で長
時間停車して作業を行う場合もあること等から、作業モ
ード時、即ち、動力取り出し装置が作動可能状態(待機
状態及び作動状態)にあるときの更なる低騒音化を図る
ことが望まれている。
[0005] When the specially equipped work vehicle is converted to a hybrid electric vehicle, the specially equipped work vehicle may be stopped at the work site for a long time to perform work. It is desired to further reduce noise when in the enabled state (standby state and operating state).

【0006】従って本発明は、作業モード時の更なる低
騒音化を図ることができる作業用のハイブリッド電気自
動車の発電制御装置を提供することを課題とする。
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a power generation control device for a working hybrid electric vehicle that can further reduce noise in the working mode.

【0007】なお、特開平7−309144号公報に
は、動力取り出し装置(PTO)を備えた電気自動車が
開示されているが、発電制御に関する記載はない。
Japanese Patent Application Laid-Open No. 7-309144 discloses an electric vehicle provided with a power take-out device (PTO), but does not describe power generation control.

【0008】[0008]

【課題を解決するための手段】上記課題を解決する第1
発明のハイブリッド電気自動車の発電制御装置は、エン
ジンにより駆動されて電力を発生する発電機と、上記発
電機で発生した電力を蓄積するバッテリと、上記バッテ
リ又は上記発電機からの電力により作動して車両の駆動
系を駆動するモータと、上記モータと上記車両の駆動輪
との間に介装され上記モータの駆動力を作業用として取
り出す動力取り出し装置と、上記バッテリの残存容量を
検出するバッテリ残存容量検出手段と、上記車両が走行
状態にあるときには、上記バッテリ残存容量検出手段に
より検出したバッテリ残存容量が第1の所定値以下のと
きに上記発電機による発電を開始するとともに、上記動
力取り出し装置が作業可能状態にあるときには、上記バ
ッテリ残存容量が上記第1の所定値とは異なる第2の所
定値以下のときに上記発電機による発電を開始する制御
手段とを有することを特徴とする。
Means for Solving the Problems A first method for solving the above problems is described below.
A power generation control device for a hybrid electric vehicle according to the present invention is configured to operate with a generator driven by an engine to generate power, a battery storing power generated by the generator, and power from the battery or the generator. A motor for driving a drive system of a vehicle, a power take-out device interposed between the motor and the drive wheels of the vehicle to take out the driving force of the motor for work, and a remaining battery for detecting a remaining capacity of the battery Capacity detection means, and when the vehicle is in a running state, when the remaining battery capacity detected by the remaining battery capacity detection means is equal to or less than a first predetermined value, power generation by the generator is started, and Is in the operable state when the remaining battery charge is equal to or less than a second predetermined value different from the first predetermined value. And having a control means for starting the power generation by the serial generator.

【0009】また、第2発明のハイブリッド電気自動車
の発電制御装置は、第1発明のハイブリッド電気自動車
の発電制御装置において、上記動力取り出し装置の作業
可能状態は待機状態と作動状態とを有し、上記制御手段
は、上記動力取り出し装置が待機状態にあるとき、上記
バッテリ残存容量が上記第2の所定値よりも小さい第3
の所定値以下になるまで上記発電機による発電を禁止す
ることを特徴とする。
A power generation control device for a hybrid electric vehicle according to a second invention is the power generation control device for a hybrid electric vehicle according to the first invention, wherein the operable state of the power take-out device has a standby state and an operating state; When the power take-out device is in a standby state, the control means may control a third state in which the remaining battery charge is smaller than the second predetermined value.
The power generation by the generator is prohibited until the predetermined value becomes equal to or less than a predetermined value.

【0010】[0010]

【発明の実施の形態】以下、本発明の実施の形態を図面
に基づき詳細に説明する。
Embodiments of the present invention will be described below in detail with reference to the drawings.

【0011】図1は本発明の実施の形態に係るハイブリ
ッド電気自動車の発電制御装置の構成図、図2は走行モ
ード時のバッテリ残存容量と発電状態の関係を示す説明
図、図3は作業モード時のバッテリ残存容量と発電状態
の関係を示す説明図、図4、図5は発電制御のフローチ
ャートである。
FIG. 1 is a configuration diagram of a power generation control device for a hybrid electric vehicle according to an embodiment of the present invention, FIG. 2 is an explanatory diagram showing a relationship between a state of charge of a battery and a power generation state in a driving mode, and FIG. FIG. 4 is an explanatory diagram showing the relationship between the state of charge of the battery and the state of power generation, and FIGS. 4 and 5 are flowcharts of power generation control.

【0012】<構成>図1に示すように、本ハイブリッ
ド電気自動車は、車両の駆動系を駆動するための2台の
交流誘導モータ1と、発電用のエンジン2とを備えたシ
リーズ式のものである。モータ1と駆動輪4との間には
減速機3が介装されており、この減速機3やプロペラシ
ャフト6等を介して、モータ1の駆動力が駆動輪4に伝
達される。減速機3は複数の変速段を備えたもの(変速
機)、或いは、単に一定の減速のみを行うものである。
<Structure> As shown in FIG. 1, the present hybrid electric vehicle is of a series type including two AC induction motors 1 for driving a drive system of the vehicle and an engine 2 for power generation. It is. A speed reducer 3 is interposed between the motor 1 and the drive wheels 4, and the driving force of the motor 1 is transmitted to the drive wheels 4 via the speed reducer 3, the propeller shaft 6, and the like. The speed reducer 3 is provided with a plurality of shift speeds (transmission), or simply performs a constant speed reduction.

【0013】また、減速機3にはモータ1の駆動力を作
業用として取り出すために動力取り出し装置5が設けら
れている。モータ1の駆動力をこの動力取り出し装置5
へ出力するかプロペラシャフト6へ出力するかは、油圧
駆動等のアクチュエータ7によって切り換えられるよう
になっている。
The speed reducer 3 is provided with a power take-out device 5 for taking out the driving force of the motor 1 for work. The driving force of the motor 1 is transferred to the power take-out device 5.
Output to the propeller shaft 6 or output to the propeller shaft 6 is switched by an actuator 7 such as a hydraulic drive.

【0014】即ち、走行モードから作業モードに切り換
えるためにドライバーがモード切り換えスイッチ12を
操作すると、このモード切り換えスイッチ12から出力
される切り換え信号Sに基づいて、制御装置であるEC
U11では、アクチュエータ7へ切り換え制御信号を出
力し、モータ1の駆動力の出力先をプロペラシャフト6
から動力取り出し装置5へと切り換える。動力取り出し
装置5に切り換えたときには、モータ1の駆動力により
図示しない油圧ポンプが駆動されて図示しない上物架装
物が作動し、所定の作業を行うことができる。
That is, when the driver operates the mode changeover switch 12 to switch from the running mode to the work mode, the control device EC is controlled based on the changeover signal S output from the mode changeover switch 12.
In U11, a switching control signal is output to the actuator 7, and the output destination of the driving force of the motor 1 is set to the propeller shaft 6
To the power take-out device 5. When switching to the power take-out device 5, the hydraulic pump (not shown) is driven by the driving force of the motor 1 to operate the upper frame (not shown), thereby performing a predetermined operation.

【0015】一方、エンジン2には発電機8が接続され
ており、エンジン2の駆動よって発電機8が発電する。
この発電電力はモータ1に供給されると同時にバッテリ
9にも蓄積される。即ち、モータ1の駆動電力は、イン
バータ10を介して、バッテリ9又は発電機8から供給
される。
On the other hand, a generator 8 is connected to the engine 2, and the generator 8 generates power by driving the engine 2.
This generated power is supplied to the motor 1 and stored in the battery 9 at the same time. That is, the driving power of the motor 1 is supplied from the battery 9 or the generator 8 via the inverter 10.

【0016】また、ECU11には車速V、モータ回転
数N、モータ消費電力P、バッテリ残存容量SOCなど
も入力される。車速Vは減速機3の出力側に設けられた
車速検出器15によって検出され、モータ回転数Nはモ
ータ1に設けられた回転数検出器16によって検出され
る。モータ消費電力Pはバッテリ9又は発電機8からモ
ータ1に供給される電力であり、電力検出器14によっ
て検出される。バッテリ残存容量SOCはバッテリ9の
残存容量であり、電流積算法や電流電圧特性法等による
バッテリ残存容量検出器13によって検出される。
The ECU 11 is also supplied with a vehicle speed V, a motor speed N, a motor power consumption P, a state of charge SOC, and the like. The vehicle speed V is detected by a vehicle speed detector 15 provided on the output side of the speed reducer 3, and the motor rotation speed N is detected by a rotation speed detector 16 provided on the motor 1. The motor power consumption P is power supplied from the battery 9 or the generator 8 to the motor 1 and is detected by the power detector 14. The state of charge SOC is the state of charge of the battery 9 and is detected by the state-of-charge detector 13 using a current integration method, a current-voltage characteristic method, or the like.

【0017】そして、本ハイブリッド電気自動車では、
ECU11によって走行モード時及び作業モード時に図
2〜図5に示すような発電制御が行われる。
In this hybrid electric vehicle,
The power generation control as shown in FIGS. 2 to 5 is performed by the ECU 11 in the traveling mode and the work mode.

【0018】即ち、走行モード時には、図2に示すよう
に、バッテリ残存容量SOCが60%以下になるまでは
バッテリ走行モードとして発電は行わず、バッテリ残存
容量SOCが60%以下になったときに第1ハイブリッ
ド走行モードとし、エンジン2を始動させて発電機8に
よる発電を開始する。この第1ハイブリッド走行モード
では、車速Vやモータ消費電力Pに応じて発電量を0,
10,20,30kWに変える(通常発電)。バッテリ
残存容量SOCが更に低下して30%以下になったとき
には第2ハイブリッド走行モードとする。この第2ハイ
ブリッド走行モードでは、車速Vやモータ消費電力Pに
応じて発電量を10,20,30kWに変える(緊急発
電)。
That is, in the running mode, as shown in FIG. 2, power generation is not performed in the battery running mode until the state of charge of the battery SOC becomes 60% or less. The first hybrid driving mode is set, the engine 2 is started, and power generation by the generator 8 is started. In the first hybrid driving mode, the amount of power generation is set to 0, 0 according to the vehicle speed V and the motor power consumption P.
Change to 10, 20, 30 kW (normal power generation). When the state of charge of the battery SOC further decreases to 30% or less, the second hybrid drive mode is set. In the second hybrid traveling mode, the power generation amount is changed to 10, 20, and 30 kW according to the vehicle speed V and the motor power consumption P (emergency power generation).

【0019】なお、バッテリ残存容量SOCが回復して
40%以上になれば第2ハイブリッド走行モードから第
1ハイブリッド走行モードに切り換え、65%以上にな
れば第1ハイブリッド走行モードからバッテリ走行モー
ドに切り換える。
When the state of charge SOC recovers and becomes 40% or more, the second hybrid drive mode is switched to the first hybrid drive mode, and when it becomes 65% or more, the first hybrid drive mode is switched to the battery drive mode. .

【0020】一方、作業モード時、即ち、動力取り出し
装置5が作動可能状態(待機状態及び作動状態)にある
ときには、図3に示すように、バッテリ残存容量SOC
が35%以下になるまでは発電停止モードとし、全く発
電は行わない。そして、バッテリ残存容量SOCが35
%以下になったときに第1発電モードとし、発電を開始
する。なお、35%とは作業終了後の走行に影響を及ぼ
さない程度の値である。
On the other hand, in the work mode, that is, when the power take-out device 5 is in an operable state (standby state and operating state), as shown in FIG.
Until 35% or less, the power generation stop mode is set, and no power generation is performed. Then, the remaining battery capacity SOC becomes 35
%, The first power generation mode is set, and power generation is started. It should be noted that 35% is a value that does not affect running after the work is completed.

【0021】この第1発電モード(SOC30〜35
%)では、図4のフローチャートに示すように、モータ
回転数Nがゼロか否かによってモータ1が駆動状態か停
止状態かを判定し(S1)、モータ1が駆動状態であれ
ばエンジン2を作動させて10kWの発電を行う(S
2)。一方、モータ1が停止状態であれば、エンジン2
も停止させて発電を停止する(S3)。即ち、バッテリ
残存容量SOCが30%以下になるまで発電機8による
発電を禁止する。
This first power generation mode (SOCs 30 to 35)
%), As shown in the flowchart of FIG. 4, it is determined whether the motor 1 is in a driving state or a stopped state based on whether or not the motor speed N is zero (S1). To generate 10 kW of power (S
2). On the other hand, if the motor 1 is stopped, the engine 2
Is also stopped to stop power generation (S3). That is, the power generation by the generator 8 is prohibited until the battery remaining capacity SOC becomes 30% or less.

【0022】つまり、第1発電モードではモータ1の駆
動/停止(動力取り出し装置5の作動/待機)に応じ
て、エンジン2を駆動/停止(発電ON/OFF)す
る。なお、発電を停止するには10秒間のアイドリング
状態を経てから停止する。
That is, in the first power generation mode, the engine 2 is driven / stopped (power generation ON / OFF) according to the drive / stop of the motor 1 (operation / standby of the power take-out device 5). In order to stop the power generation, the operation is stopped after an idling state for 10 seconds.

【0023】または、この第1発電モードでは、図5の
フローチャートに示すような発電制御を行ってもよい。
即ち、モータ回転数Nがゼロか否かによってモータ1が
駆動状態か停止状態かを判定し(S11)、モータ1が
駆動状態であれば更にモータ回転数Nが所定値以上か否
かによって高回転か低回転かを判定する(S12)。モ
ータ回転数Nが高回転であればエンジン2も高回転にし
て発電量を10kWとし(S13)、モータ回転数Nが
低回転であればエンジン2も低回転にして発電量を5k
Wとする(S14)。一方、ステップS11の判定の結
果、モータ1が停止状態であれば、エンジン2も停止さ
せる(S15)。即ち、バッテリ残存容量SOCが30
%以下になるまで発電機8による発電を禁止する。
Alternatively, in the first power generation mode, power generation control as shown in the flowchart of FIG. 5 may be performed.
That is, it is determined whether the motor 1 is in a driving state or a stopped state based on whether or not the motor rotation speed N is zero (S11). It is determined whether the rotation is low or low (S12). If the motor rotation speed N is high, the engine 2 is also rotated at a high speed to generate 10 kW (S13). If the motor rotation speed N is low, the engine 2 is also rotated at a low speed and the power generation amount is 5k.
W (S14). On the other hand, if the result of determination in step S11 is that motor 1 is in a stopped state, engine 2 is also stopped (S15). That is, the remaining battery charge SOC is 30
%, The power generation by the generator 8 is prohibited.

【0024】つまり、この場合にはモータ1の駆動/停
止(動力取り出し装置5の作動/待機)に応じてエンジ
ン2を駆動/停止(発電ON/OFF)するとともに、
モータ回転数Nに応じてエンジン2の回転数も変えて発
電量を変える。
That is, in this case, the engine 2 is driven / stopped (power generation ON / OFF) according to the drive / stop of the motor 1 (operation / standby of the power take-out device 5), and
The power generation amount is also changed by changing the rotation speed of the engine 2 according to the motor rotation speed N.

【0025】なお、バッテリ残存容量SOCが更に低下
して30%以下になった場合には第2発電モードとし、
10kWの連続発電を行う。第1発電モードにおける発
電量は予想される作業パターンを考慮して設定されてい
るため、通常はバッテリ残存容量SOCが30%まで低
下することはないと考えられるが、予想外の作業パター
ンで作業が行われた場合、即ち、予想以上に頻繁にモー
タ1の駆動/停止(エンジン2の駆動/停止)が繰り返
された場合には、エンジン2を始動して実際に発電され
るまである程度の時間遅れがあることから、バッテリ残
存容量SOCが低下してしまう虞がある。そこで、この
ような場合を考慮して、バッテリ残存容量SOCが30
%以下になったときには10kWの連続発電を行うよう
にしている。但し、この10kWの発電量はできるだけ
低騒音化を図るために必要最小限の値となっている。
When the state of charge of the battery SOC is further reduced to 30% or less, the second power generation mode is set.
A continuous power generation of 10 kW is performed. Since the power generation amount in the first power generation mode is set in consideration of the expected work pattern, it is generally considered that the state of charge of the battery SOC does not decrease to 30%. Is performed, that is, when driving / stopping of the motor 1 (driving / stopping of the engine 2) is repeated more frequently than expected, it takes a certain time until the engine 2 is started and power is actually generated. Due to the delay, the remaining battery capacity SOC may be reduced. Therefore, in consideration of such a case, the state of charge of the battery SOC becomes 30%.
%, The power is continuously generated at 10 kW. However, the power generation amount of 10 kW is a minimum value required to reduce the noise as much as possible.

【0026】なお、図3に示すようにバッテリ残存容量
SOCが回復して35%以上になれば第2発電モードか
ら第1発電モードに切り換え、40%以上になれば第1
発電モードから発電停止モードに切り換える。
As shown in FIG. 3, the state of charge is switched from the second power generation mode to the first power generation mode when the state of charge of the battery SOC recovers and becomes 35% or more.
The mode is switched from the power generation mode to the power generation stop mode.

【0027】<作用・効果>以上のように、本実施の形
態の発電制御装置によれば、車両が走行状態にあるとき
(走行モード時)には、バッテリ残存容量検出器13に
より検出したバッテリ残存容量SOCが第1の所定値で
ある60%以下のときに発電機8による発電を開始する
とともに、動力取り出し装置5が作業可能状態にあると
き(作業モード時)には、バッテリ残存容量SOCが上
記第1の所定値とは異なる第2の所定値である35%以
下のときに発電機8による発電を開始する。
<Operation / Effect> As described above, according to the power generation control device of the present embodiment, when the vehicle is in the traveling state (during the traveling mode), the battery detected by the battery remaining capacity detector 13 is used. When the state of charge SOC is equal to or less than the first predetermined value of 60%, power generation by the generator 8 is started, and when the power take-out device 5 is in a workable state (in a work mode), the state of charge of the battery SOC Is less than or equal to a second predetermined value different from the first predetermined value of 35%, power generation by the generator 8 is started.

【0028】このため、車両が走行状態にあるときには
走行を重視してバッテリ残存容量SOCが60%以下に
なった時点で発電を開始するのに対して、動力取り出し
装置5が作業可能状態にあるときには走行は重視せず、
発電を開始するバッテリ残存容量の設定値を変え(ここ
では35%)、できる限り発電をしない方向で発電制御
を行うことができるので非常に低騒音での作業が可能と
なる。
For this reason, when the vehicle is in a running state, power generation is started when the state of charge of the battery SOC is reduced to 60% or less with emphasis on running, whereas the power take-out device 5 is in a workable state. Sometimes driving is not important,
The set value of the battery remaining capacity at which power generation is started is changed (here, 35%), and power generation control can be performed in a direction in which power generation is not performed as much as possible, so that work with very low noise can be performed.

【0029】また、動力取り出し装置5が待機状態にあ
るときには、バッテリ残存容量SOCが上記第2の所定
値よりも小さい第3の所定値である30%以下になるま
で発電機8による発電を禁止するため、より低騒音での
作業が可能となる。
When the power take-off device 5 is in the standby state, the power generation by the generator 8 is prohibited until the state of charge of the battery SOC becomes equal to or less than 30%, which is the third predetermined value smaller than the second predetermined value. Therefore, work with lower noise can be performed.

【0030】また、図5のように、第1発電モード時に
モータ回転数Nに応じてエンジン2の回転数を変えて発
電量を変えるようにした場合には、エンジン回転数の低
下により更に低騒音化を図ることができる。
As shown in FIG. 5, when the power generation amount is changed by changing the rotation speed of the engine 2 in accordance with the motor rotation speed N in the first power generation mode, the engine rotation speed is further reduced. Noise can be reduced.

【0031】更には、動力取り出し装置5の待機状態と
作動状態(モータ1の停止状態と駆動状態)に応じてエ
ンジン2の作動と停止とが行われるため、作業者にとっ
て作業時のエンジン作動音のフィーリングがよい。
Further, since the operation and stop of the engine 2 are performed in accordance with the standby state and the operation state (the stop state and the drive state of the motor 1) of the power take-out device 5, the engine operation sound for the worker at the time of work is performed. Feeling is good.

【0032】つまり、図6に示すように、バッテリ残存
容量SOCが30%以下になるまで発電を禁止し、30
%以下になった時点で10kWの連続発電を行うことも
考えられるが、この場合には、バッテリ残存容量SOC
が30%以下になると、動力取り出し装置5の状態に係
わらず、常時、エンジン2が作動して発電を行うことに
なるため、動力取り出し装置の作動/待機に応じてエン
ジン回転数が上昇/アイドルに変化するエンジン駆動の
作業用特装車に比べて、エンジン作動音に対するフィー
リングが悪い。これに対して上記の場合には、通常、第
1発電モード(SOC30〜35%)において作業が行
われ、この第1発電モードでは動力取り出し装置5の作
動/待機に応じてエンジン2を駆動/停止するため、エ
ンジン作動音のフィーリングがよい。
That is, as shown in FIG. 6, power generation is prohibited until the state of charge of the battery SOC becomes 30% or less.
%, It is conceivable to perform continuous power generation of 10 kW, but in this case, the remaining battery capacity SOC
Is 30% or less, the engine 2 always operates to generate power regardless of the state of the power take-out device 5, so that the engine speed increases / idle according to the operation / standby of the power take-out device. The feeling of engine operation noise is worse than that of a specially equipped working vehicle driven by an engine. On the other hand, in the above case, work is normally performed in the first power generation mode (SOC 30 to 35%). In the first power generation mode, the engine 2 is driven / operated according to the operation / standby of the power take-out device 5. Because it stops, the feeling of the engine operation sound is good.

【0033】[0033]

【発明の効果】以上、発明の実施の形態とともに具体的
に説明したように、第1発明のハイブリッド電気自動車
の発電制御装置によれば、車両が走行状態にあるときに
は、バッテリ残存容量検出手段により検出したバッテリ
残存容量が第1の所定値以下のときに発電機による発電
を開始するとともに、動力取り出し装置が作業可能状態
にあるときには、バッテリ残存容量が上記第1の所定値
とは異なる第2の所定値以下のときに発電機による発電
を開始する。
As described above in detail with the embodiments of the present invention, according to the power generation control device for a hybrid electric vehicle of the first invention, when the vehicle is in a running state, the battery remaining capacity detecting means is used. When the detected remaining capacity of the battery is equal to or less than the first predetermined value, the power generation by the generator is started, and when the power take-out device is in the operable state, the second remaining capacity is different from the first predetermined value. When the value is equal to or less than the predetermined value, power generation by the generator is started.

【0034】このため、車両が走行状態にあるときには
走行を重視してバッテリ残存容量が第1の所定値以下に
なった時点で発電を開始するのに対して、動力取り出し
装置が作業可能状態にあるときには走行は重視せず、発
電を開始するバッテリ残存容量の設定値を変え、できる
限り発電をしない方向で発電制御を行うことができるの
で非常に低騒音での作業が可能となる。
For this reason, when the vehicle is in the running state, the power generation is started when the battery remaining capacity becomes equal to or less than the first predetermined value with emphasis placed on running, whereas the power take-out device is brought into the operable state. In some cases, running is not emphasized, and the power generation control can be performed in a direction in which power generation is not performed as much as possible by changing the set value of the battery remaining capacity at which power generation is started, so that work with extremely low noise can be performed.

【0035】また、第2発明のハイブリッド電気自動車
の発電制御装置によれば、動力取り出し装置の作業可能
状態には待機状態と作動状態とがあり、動力取り出し装
置が待機状態にあるときには、バッテリ残存容量が上記
第2の所定値よりも小さい第3の所定値以下になるまで
発電機による発電を禁止するため、より低騒音での作業
が可能となる。
According to the power generation control device for a hybrid electric vehicle of the second invention, the operable state of the power take-out device includes a standby state and an operating state. Since the power generation by the generator is prohibited until the capacity becomes equal to or less than the third predetermined value smaller than the second predetermined value, work with lower noise can be performed.

【図面の簡単な説明】[Brief description of the drawings]

【図1】本発明の実施の形態に係るハイブリッド電気自
動車の発電制御装置の構成図である。
FIG. 1 is a configuration diagram of a power generation control device for a hybrid electric vehicle according to an embodiment of the present invention.

【図2】走行モード時のバッテリ残存容量と発電状態の
関係を示す説明図である。
FIG. 2 is an explanatory diagram showing a relationship between a state of charge of a battery and a state of power generation in a traveling mode.

【図3】作業モード時のバッテリ残存容量と発電状態の
関係を示す説明図である。
FIG. 3 is an explanatory diagram showing a relationship between a state of charge of a battery and a state of power generation in a work mode.

【図4】発電制御のフローチャートである。FIG. 4 is a flowchart of power generation control.

【図5】他の発電制御のフローチャートである。FIG. 5 is a flowchart of another power generation control.

【図6】作業モード時の他のバッテリ残存容量と発電状
態の関係を示す説明図である。
FIG. 6 is an explanatory diagram showing the relationship between the remaining battery capacity and the power generation state in the work mode.

【符号の説明】[Explanation of symbols]

1 モータ 2 エンジン 3 減速機 4 駆動輪 5 動力取り出し装置 6 プロペラシャフト 7 アクチュエータ 8 発電機 9 バッテリ 10 インバータ 11 ECU 12 モード切り換えスイッチ 13 バッテリ残存容量検出器 DESCRIPTION OF SYMBOLS 1 Motor 2 Engine 3 Reduction gear 4 Driving wheel 5 Power take-out device 6 Propeller shaft 7 Actuator 8 Generator 9 Battery 10 Inverter 11 ECU 12 Mode changeover switch 13 Battery remaining capacity detector

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 FI テーマコート゛(参考) H02J 7/14 H02P 9/04 L H02P 9/04 B60K 9/00 E (72)発明者 武田 信章 東京都港区芝五丁目33番8号 三菱自動車 工業株式会社内 (72)発明者 今井 貞雄 東京都港区芝五丁目33番8号 三菱自動車 工業株式会社内 Fターム(参考) 3G093 AA04 AA15 BA32 DB00 DB01 DB23 EB09 FA11 FB05 5G060 AA05 BA02 DB07 5H115 PA05 PG04 PI16 PI22 PI29 PU01 PU24 PU26 RB08 RB11 RE01 RE02 SE02 SE05 TB01 TI02 TO14 TR19 TU20 5H590 AA06 CA07 CA23 CB01 CE05 HA01 HA06 HA27 ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) H02J 7/14 H02P 9/04 L H02P 9/04 B60K 9/00 E (72) Inventor Nobuaki Takeda Tokyo 5-33-8 Shiba, Minato-ku, Mitsubishi Motors Corporation (72) Inventor Sadao Imai 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation F-term (reference) 3G093 AA04 AA15 BA32 DB00 DB01 DB23 EB09 FA11 FB05 5G060 AA05 BA02 DB07 5H115 PA05 PG04 PI16 PI22 PI29 PU01 PU24 PU26 RB08 RB11 RE01 RE02 SE02 SE05 TB01 TI02 TO14 TR19 TU20 5H590 AA06 CA07 CA23 CB01 CE05 HA01 HA06 HA27

Claims (2)

【特許請求の範囲】[Claims] 【請求項1】 エンジンにより駆動されて電力を発生す
る発電機と、 上記発電機で発生した電力を蓄積するバッテリと、 上記バッテリ又は上記発電機からの電力により作動して
車両の駆動系を駆動するモータと、 上記モータと上記車両の駆動輪との間に介装され上記モ
ータの駆動力を作業用として取り出す動力取り出し装置
と、 上記バッテリの残存容量を検出するバッテリ残存容量検
出手段と、 上記車両が走行状態にあるときには、上記バッテリ残存
容量検出手段により検出したバッテリ残存容量が第1の
所定値以下のときに上記発電機による発電を開始すると
ともに、上記動力取り出し装置が作業可能状態にあると
きには、上記バッテリ残存容量が上記第1の所定値とは
異なる第2の所定値以下のときに上記発電機による発電
を開始する制御手段とを有することを特徴とするハイブ
リッド電気自動車の発電制御装置。
An electric generator driven by an engine to generate electric power, a battery for storing electric power generated by the electric generator, and a drive system for driving a vehicle driven by electric power from the battery or the electric generator. A power take-out device interposed between the motor and the driving wheels of the vehicle to take out the driving force of the motor for work; a battery remaining capacity detecting means for detecting the remaining capacity of the battery; When the vehicle is in a running state, when the battery remaining capacity detected by the battery remaining capacity detecting means is equal to or less than a first predetermined value, power generation by the generator is started and the power take-out device is in a workable state. In some cases, when the remaining battery charge is equal to or less than a second predetermined value different from the first predetermined value, power generation by the generator is started. Power generation control apparatus for a hybrid electric vehicle; and a control means.
【請求項2】 請求項1に記載するハイブリッド電気自
動車の発電制御装置において、 上記動力取り出し装置の作業可能状態は待機状態と作動
状態とを有し、 上記制御手段は、上記動力取り出し装置が待機状態にあ
るとき、上記バッテリ残存容量が上記第2の所定値より
も小さい第3の所定値以下になるまで上記発電機による
発電を禁止することを特徴とするハイブリッド電気自動
車の発電制御装置。
2. The power generation control device for a hybrid electric vehicle according to claim 1, wherein the operable state of the power take-out device has a standby state and an operating state, and the control means includes a step of setting the power take-off device to be in a standby state. A power generation control device for a hybrid electric vehicle, wherein when in a state, the power generation by the power generator is prohibited until the remaining battery capacity becomes equal to or less than a third predetermined value smaller than the second predetermined value.
JP09459799A 1999-04-01 1999-04-01 Power generation control device for hybrid electric vehicle Expired - Fee Related JP3527861B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP09459799A JP3527861B2 (en) 1999-04-01 1999-04-01 Power generation control device for hybrid electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP09459799A JP3527861B2 (en) 1999-04-01 1999-04-01 Power generation control device for hybrid electric vehicle

Publications (2)

Publication Number Publication Date
JP2000295707A true JP2000295707A (en) 2000-10-20
JP3527861B2 JP3527861B2 (en) 2004-05-17

Family

ID=14114690

Family Applications (1)

Application Number Title Priority Date Filing Date
JP09459799A Expired - Fee Related JP3527861B2 (en) 1999-04-01 1999-04-01 Power generation control device for hybrid electric vehicle

Country Status (1)

Country Link
JP (1) JP3527861B2 (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007062639A (en) * 2005-09-01 2007-03-15 Toyota Motor Corp Hybrid vehicle
JP2007269249A (en) * 2006-03-31 2007-10-18 Daihatsu Motor Co Ltd Traveling power switching control method for vehicle
US7463958B2 (en) 2002-07-08 2008-12-09 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus and vehicle control method
JP2011234458A (en) * 2010-04-26 2011-11-17 Honda Motor Co Ltd Output controller of hybrid type engine generator
JP2011230678A (en) * 2010-04-28 2011-11-17 Toyota Motor Corp Control device for vehicle
JP2012030683A (en) * 2010-07-30 2012-02-16 Mitsubishi Motors Corp Driving system of hybrid vehicle
JP2014121950A (en) * 2012-12-21 2014-07-03 Hino Motors Ltd Control apparatus, vehicle, and control method
WO2014156392A1 (en) * 2013-03-26 2014-10-02 本田技研工業株式会社 Internal combustion engine control device and internal combustion engine control method
JP2016148272A (en) * 2015-02-12 2016-08-18 トヨタ自動車株式会社 Idling stop control device
ITUA20161902A1 (en) * 2016-03-22 2017-09-22 Iveco Magirus HYBRID TRANSMISSION SYSTEM FOR AN INDUSTRIAL VEHICLE WITH A MECHANICALLY DRIVEN AUXILIARY DEVICE
WO2019116571A1 (en) * 2017-12-15 2019-06-20 日産自動車株式会社 Hybrid vehicle control method and hybrid vehicle control device
DE112015005097B4 (en) 2014-11-10 2023-12-14 cs-consultancy e.U. Method for operating a device for supplying energy to an electrical consumer in an isolated operation and a corresponding device

Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7463958B2 (en) 2002-07-08 2008-12-09 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus and vehicle control method
JP2007062639A (en) * 2005-09-01 2007-03-15 Toyota Motor Corp Hybrid vehicle
JP4517984B2 (en) * 2005-09-01 2010-08-04 トヨタ自動車株式会社 Hybrid car
US7847495B2 (en) 2005-09-01 2010-12-07 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and method of controlling the same
JP2007269249A (en) * 2006-03-31 2007-10-18 Daihatsu Motor Co Ltd Traveling power switching control method for vehicle
JP4514725B2 (en) * 2006-03-31 2010-07-28 ダイハツ工業株式会社 Vehicle driving power switching control method
JP2011234458A (en) * 2010-04-26 2011-11-17 Honda Motor Co Ltd Output controller of hybrid type engine generator
JP2011230678A (en) * 2010-04-28 2011-11-17 Toyota Motor Corp Control device for vehicle
JP2012030683A (en) * 2010-07-30 2012-02-16 Mitsubishi Motors Corp Driving system of hybrid vehicle
JP2014121950A (en) * 2012-12-21 2014-07-03 Hino Motors Ltd Control apparatus, vehicle, and control method
JP5919434B2 (en) * 2013-03-26 2016-05-18 本田技研工業株式会社 Internal combustion engine control device and internal combustion engine control method
WO2014156392A1 (en) * 2013-03-26 2014-10-02 本田技研工業株式会社 Internal combustion engine control device and internal combustion engine control method
US9522674B2 (en) 2013-03-26 2016-12-20 Honda Motor Co., Ltd. Internal combustion engine control device and internal combustion engine control method
JPWO2014156392A1 (en) * 2013-03-26 2017-02-16 本田技研工業株式会社 Internal combustion engine control device and internal combustion engine control method
CN105189229B (en) * 2013-03-26 2017-09-22 本田技研工业株式会社 Combustion engine control and internal combustion engine control method
CN105189229A (en) * 2013-03-26 2015-12-23 本田技研工业株式会社 Internal combustion engine control device and internal combustion engine control method
DE112015005097B4 (en) 2014-11-10 2023-12-14 cs-consultancy e.U. Method for operating a device for supplying energy to an electrical consumer in an isolated operation and a corresponding device
JP2016148272A (en) * 2015-02-12 2016-08-18 トヨタ自動車株式会社 Idling stop control device
ITUA20161902A1 (en) * 2016-03-22 2017-09-22 Iveco Magirus HYBRID TRANSMISSION SYSTEM FOR AN INDUSTRIAL VEHICLE WITH A MECHANICALLY DRIVEN AUXILIARY DEVICE
KR20200088876A (en) * 2017-12-15 2020-07-23 닛산 지도우샤 가부시키가이샤 Method for controlling hybrid vehicle and control device for hybrid vehicle
EP3725624A4 (en) * 2017-12-15 2021-01-06 Nissan Motor Co., Ltd. Hybrid vehicle control method and hybrid vehicle control device
JPWO2019116571A1 (en) * 2017-12-15 2021-02-12 日産自動車株式会社 Hybrid vehicle control method and hybrid vehicle control device
KR102285650B1 (en) 2017-12-15 2021-08-06 닛산 지도우샤 가부시키가이샤 Hybrid vehicle control method and hybrid vehicle control device
RU2754998C1 (en) * 2017-12-15 2021-09-08 Ниссан Мотор Ко., Лтд. Method and apparatus for controlling engine of hybrid vehicle
WO2019116571A1 (en) * 2017-12-15 2019-06-20 日産自動車株式会社 Hybrid vehicle control method and hybrid vehicle control device

Also Published As

Publication number Publication date
JP3527861B2 (en) 2004-05-17

Similar Documents

Publication Publication Date Title
JP2794272B2 (en) Hybrid vehicle and hybrid vehicle control method
JP3381708B2 (en) VEHICLE, POWER SUPPLY SYSTEM CONTROL DEVICE, POWER SUPPLY SYSTEM CONTROL METHOD, AND VEHICLE START-UP CONTROL METHOD
US6405818B1 (en) Hybrid electric vehicle with limited operation strategy
US7594491B2 (en) Internal combustion engine start controller
JP3812570B2 (en) Drive device for hybrid vehicle
JP2001152901A (en) Engine starting control device for vehicle
JP2000023307A (en) Battery control device of hybrid vehicle
JP2000343965A (en) Hybrid vehicle
JP2006141158A (en) Control device for vehicle
JP2001065385A (en) Control device for hybrid vehicle
US9193348B2 (en) Vehicle and control method for vehicle
JP2000295707A (en) Power generation control device of hybrid electric automobile
JPWO2018047224A1 (en) Control method and control apparatus for hybrid vehicle
JP2000297669A (en) Control device of hybrid vehicle
JP2001008309A (en) Power generation apparatus of hybrid vehicle
JP2004096932A (en) Controller of hybrid vehicle
JP2008094238A (en) Controller for hybrid car
JP2008001301A (en) Controller of hybrid vehicle
JP3478132B2 (en) Drive control device for parallel hybrid vehicle
JP2001320806A (en) Moving object and controlling method thereof
JP3585392B2 (en) Hybrid vehicle
JP5515334B2 (en) Control device for hybrid vehicle
JP2005102425A (en) Driving device for vehicle
JP3544116B2 (en) Drive
JP3370265B2 (en) Hybrid vehicle

Legal Events

Date Code Title Description
TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20040217

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20040223

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

S531 Written request for registration of change of domicile

Free format text: JAPANESE INTERMEDIATE CODE: R313531

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

S531 Written request for registration of change of domicile

Free format text: JAPANESE INTERMEDIATE CODE: R313531

R371 Transfer withdrawn

Free format text: JAPANESE INTERMEDIATE CODE: R371

S531 Written request for registration of change of domicile

Free format text: JAPANESE INTERMEDIATE CODE: R313531

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20090227

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20090227

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100227

Year of fee payment: 6

LAPS Cancellation because of no payment of annual fees