JP2006262588A - Traction controller unit for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traction controller capable of eliminating slippages, using a simple structure, in a hybrid vehicle which transmits engine power and drive-motor power to a driving wheel via the same driving shaft. <P>SOLUTION: In step S1, a slip amount R is detected. In step S2, it is determined that the slip amount R exceeds an allowable slip amount Rref. In step S3, it is determined that the vehicle is in a step other than one during series running. In step S4, a power generated amount of an ACG starter 21a is increased, and the engine 20 is loaded. This lowers the driving force to perform traction control (1) for eliminating slippages. If slippages are not eliminated, even by the traction control (1), a step is taken for moving to step S7 and traction control (2) that utilizes a driving motor 21b is performed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a traction control device that eliminates slippage of drive wheels when a vehicle starts or travels, and more particularly to a traction control device suitable for a hybrid vehicle in which an engine and a drive motor are provided.

  Conventionally, when a vehicle travels on a road surface with a low coefficient of friction such as an icy road, a snowy road, or a mud road, the slip of the drive wheel that occurs when the vehicle starts or accelerates is eliminated, and the vehicle starts and accelerates. A traction control device for improving is known. The slip of the driving wheel is eliminated by applying a braking force or by reducing the output of the engine.

As a technique for reducing the output of the engine at the time of a slip, Patent Document 1 discloses a traction control device that stops the fuel supply to the engine that drives the wheels. Patent Document 2 discloses a traction control device that reduces engine output by retarding the ignition timing of the engine. Regarding hybrid vehicles, Patent Document 3 discloses that in a hybrid vehicle in which front wheels are driven by an engine and a drive motor is connected to rear wheels, when a slip occurs in the front wheels, energy is generated in a generator driven by the engine. In addition, a technique for reducing the driving force of the front wheels and supplying the energy generated by the generator to the driving motor to bring it into a four-wheel driving state is disclosed.
JP-A-10-35329 Japanese Patent Application Laid-Open No. 08-232697 JP 2001-63392 A

  For hybrid vehicles, only the motor is used as the motive power, and the engine is used only as power generation power for the generator. The series hybrid system is used in combination with the motor and the engine as the motive power for the vehicle. A “parallel hybrid system” and a “series / parallel system” in which the series hybrid system and the parallel hybrid system are selectively used or used in combination depending on the situation are generally known.

  Among these, especially in vehicles adopting the series hybrid system, there are many mechanisms in which the power of the engine and the power of the drive motor are transmitted from the same drive shaft to the drive wheels. It is difficult to eliminate the slip by switching from the state to the four-wheel drive state.

  Further, as in the case of the traction control disclosed in Patent Document 1, in order to stop the fuel supply to the engine, a fuel cutoff valve must be provided separately, and it cannot be used when the motor is running. Yet another configuration must be provided. Similarly, since the traction control disclosed in Patent Document 2 cannot be used during motor travel, another configuration must be provided for motor travel.

  The object of the present invention is to solve the above-described problems of the prior art and eliminate slipping with a simple configuration in a hybrid vehicle in which engine power and drive motor power are transmitted to the drive wheels via the same drive shaft. An object of the present invention is to provide a traction control device that can be used.

In order to achieve the above object, the present invention provides an engine, a transmission mechanism that transmits power of the engine to drive wheels, a generator that generates power using the power of the engine, and the drive wheels. In the traction control device for a hybrid vehicle that travels with the power of at least one of the engine and the drive motor, the following means are provided.
(1) It includes slip detection means for detecting a slip state of the vehicle, and control means for controlling output characteristics of at least one of the generator and the drive motor when a predetermined slip state is detected. .
(2) It has a first travel mode that travels with the power of the drive motor and a second travel mode that travels with the power of the engine, and when the control means detects a predetermined slip state in the first travel mode, One of the control for reducing the output of the drive motor and the control for causing the drive motor to function as a generator are executed.
(3) A first traveling mode that travels by the power of the drive motor and a second traveling mode that travels by the power of the engine are provided, and the control means detects a predetermined slip state in the second traveling mode. The power generation amount of the generator is increased.
(4) The control means makes the drive motor function as a generator when the slip state is not resolved even if the power generation amount of the generator is increased.
(5) The slip detection means detects the amount of slip based on the means for detecting the rotational speed of the driven wheel, the means for detecting the rotational speed of the drive motor, the rotational speed of the driven wheel and the rotational speed of the drive motor. And means for calculating.
(6) When the means for monitoring the state of charge of the battery and the generator and the drive motor function as a generator, if the remaining charge of the battery is sufficient, the generated energy is consumed by an electrical load other than the battery. And charging limiting means.

According to the present invention, the following effects are achieved.
(1) According to the invention of claim 1, in the hybrid vehicle in which the power of the engine and the power of the drive motor are transmitted to the drive wheels via the same drive shaft, the output characteristics of the existing generator and drive motor are Since the driving force is reduced by changing, the traction control can be performed only by changing the control of the generator and the driving motor without adding a mechanical configuration.
(2) According to the invention of claim 2, the traction control can be performed by using the drive motor even during the series hybrid traveling in which the generator is always in the power generation state and the generator cannot be used for the traction control. .
(3) According to the invention of claim 3, traction control using a generator can be performed even while traveling with the power of the engine.
(4) According to the invention of claim 4, even when traction control using a generator is not sufficient during traveling with the power of the engine, reliable slip prevention can be achieved by using traction control using a drive motor together. It becomes possible.
(5) According to the invention of claim 5, with respect to the drive wheel, the rotation speed can be obtained by using an existing sensor for detecting the rotation of the drive motor without separately providing a sensor for detecting the rotation speed. become.
(6) According to the invention of claim 6, even when the battery is in a fully charged state, the power generation energy of the generator and the drive motor can be consumed by an electric load other than the battery, so that regenerative braking on the drive wheels becomes possible .

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of an embodiment of a hybrid vehicle to which the traction control of the present invention is applied. Here, a scooter type motorcycle will be described as an example.

  The hybrid vehicle has a front fork 1 that pivotally supports a front wheel WF in front of the vehicle body. The front fork 1 is pivotally supported by a head pipe 2 and can be steered by operating a handle 3. A down pipe 4 is attached rearward and downward from the head pipe 2, and an intermediate frame 5 extends substantially horizontally from the lower end of the down pipe 4. Further, a rear frame 6 is formed rearward and upward from the rear end of the intermediate frame 5.

  One end of a power unit 11 including a power source is pivotally attached to the body frame 10 thus configured. The power unit 11 has a rear wheel WR, which is a driving wheel, rotatably attached to the other end on the rear side thereof, and is suspended by a rear cushion attached to the rear frame 6.

  The outer periphery of the vehicle body frame 10 is covered with a vehicle body cover 13, and a seat 14 on which a passenger sits is fixed to the rear and upper surface of the vehicle body cover 13. A step floor 15 on which a passenger puts his / her foot is formed in front of the seat 14. A storage box 100 that functions as a utility space for storing helmets, luggage, and the like is provided below the seat 14.

  FIG. 2 is a block diagram showing the system configuration of the hybrid vehicle described above. The power unit 11 is connected to the engine 20, an ACG starter 21a functioning as an engine starter and a generator, and a crankshaft 22. A continuously variable transmission (power transmission means) 23 for transmitting the power of 20 to the rear wheel WR, a transmission motor 77 for changing the transmission ratio of the continuously variable transmission 23, and inputs of the crankshaft 22 and the continuously variable transmission 23. A starting clutch 40 for connecting / disconnecting power transmission to / from the shaft, a drive motor 21b functioning as an electric motor or a generator, and the power of the engine 20 and the drive motor 21b are transmitted from the drive shaft 60 to the rear wheel WR side. A one-way clutch 44 that does not transmit power from the rear wheel WR to the engine 20 side, and a speed reduction mechanism 69 that decelerates the output of the drive shaft 60 and transmits it to the rear wheel WR. It has. The power of the engine 20 is transmitted from the crankshaft 22 to the rear wheel WR via the start clutch 40, the continuously variable transmission 23, the one-way clutch 44, the drive shaft 60, and the speed reduction mechanism 69. On the other hand, the power from the drive motor 21 b is transmitted to the rear wheel WR via the drive shaft 60 and the speed reduction mechanism 69.

  A battery 74 is connected to the ACG starter 21a and the drive motor 21b. The battery 74 supplies drive energy to the motors 21a and 21b when the drive motor 21b functions as an electric motor and when the ACG starter 21a functions as a starter. The ACG starter 21a and the drive motor 21b When functioning as, the power generation energy is configured to be charged.

  A throttle valve 17 that controls the amount of air is rotatably provided in the intake pipe 16 of the engine 20. The throttle valve 17 rotates according to the operation amount of a throttle grip (not shown) operated by the passenger. Between the throttle valve 17 and the engine 20, an injector 18 for injecting fuel and a negative pressure sensor 19 for detecting negative pressure in the intake pipe are disposed. A catalyzer 45 is attached to the exhaust pipe 15 of the engine 20. The catalyzer 45 is equipped with a heater 12 for activating it.

  The rotational speed of the front wheel FW is detected by the rotational speed sensor 36. The rotational speed of the drive motor 21b is detected by a rotational speed sensor 37. The terminal voltage and / or charge / discharge current of the battery 74 is detected by the battery sensor 38.

  In the electronic control unit 7, the slip detector 7 d is obtained from the rotational speed Nf of the front wheel FW detected by the sensor 36, the rotational speed of the drive motor 21 b detected by the sensor 37, and the reduction ratio of the speed reduction mechanism 69. The slip amount R is detected based on the difference or ratio with the rotation speed Nr of the wheel RW. The battery monitoring unit 7 a monitors the remaining charge of the battery 74 based on the detection result of the battery sensor 38. When the detection result of the slip amount R exceeds a predetermined amount, the traction control unit 7b controls the ACG starter 21a and the drive motor 21b to cancel the slip. The charge limiter 7c causes the catalyzer heater 12 to consume the generated energy output from the ACG starter 21a or the drive motor 21b when the remaining charge of the battery is sufficient.

  FIG. 3 is a cross-sectional view showing a configuration of the power unit 11, and the same reference numerals as those described above represent the same or equivalent parts.

  The engine 20 includes a piston 25 connected to a crankshaft 22 via a connecting rod 24. The piston 25 is slidable within a cylinder 27 provided in the cylinder block 26, and the cylinder block 26 is disposed so that the axis of the cylinder 27 is substantially horizontal. A cylinder head 28 is fixed to the front surface of the cylinder block 26, and a combustion chamber 20a in which the air-fuel mixture is combusted by the cylinder head 28, the cylinder 27, and the piston 25 is formed.

  The cylinder head 28 is provided with a valve (not shown) for controlling intake or exhaust of the air-fuel mixture into the combustion chamber 20a, and an ignition plug 29. The opening and closing of the valve is controlled by the rotation of the cam shaft 30 that is pivotally supported by the cylinder head 28. The camshaft 30 includes a driven sprocket 31 on one end side, and an endless cam chain 33 is stretched between the driven sprocket 31 and a drive sprocket 32 provided at one end of the crankshaft 22. A water pump 34 that cools the engine 20 is provided at one end of the camshaft 30. The water pump 34 is attached such that its rotating shaft 35 rotates integrally with the cam shaft 30. Therefore, when the camshaft 30 rotates, the water pump 34 can be operated.

  A stator case 49 is connected to the right side in the vehicle width direction of the crankcase 48 that supports the crankshaft 22, and an ACG starter 21a is accommodated therein. The ACG starter 21 a is a so-called outer rotor type motor, and its stator includes a coil 51 in which a conductive wire is wound around a tooth 50 fixed to a stator case 49. On the other hand, the outer rotor 52 is fixed to the crankshaft 22 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 53 is disposed on the inner peripheral surface of the outer rotor 52. A fan 54 a for cooling the ACG starter 21 a is attached to the outer rotor 52. When the fan 54 a rotates in synchronization with the crankshaft 22, a cooling formed on the side surface 55 a of the cover 55 of the stator case 49. Cooling air is taken in from the wind inlet 39.

  A transmission case 59 is connected to the left side of the crankcase 48 in the vehicle width direction, and a drive side is connected to the crankshaft 22 via a fan 54 b fixed to the left end portion of the crankshaft 22 and a starting clutch 40. The continuously variable transmission 23 and the drive motor 21b connected to the driven side of the continuously variable transmission 23 are housed. The rotation speed of the drive motor 21b is detected by the sensor 37. The fan 54b cools the starting clutch 40, the continuously variable transmission 23, and the drive motor 21b accommodated in the transmission case 59, and is on the same side as the drive motor 21b with respect to the continuously variable transmission 23. In the embodiment, both are arranged on the left side in the vehicle width direction.

  A cooling air intake 59a is formed on the vehicle body front side and left side of the transmission case 59, and when the fan 54b rotates in synchronization with the crankshaft 22, the transmission case is provided from the cooling air intake 59a located in the vicinity of the fan 54b. Outside air is taken into 59, and the starting clutch 40, the drive motor 21b, and the continuously variable transmission 23 are forcibly cooled.

  The continuously variable transmission 23 has a drive-side transmission pulley 58 attached via a starting clutch 40 to the left end of the crankshaft 22 protruding from the crankcase 48 in the vehicle width direction, and an axis parallel to the crankshaft 22. A belt constructed by winding an endless V-belt (endless belt) 63 between a drive shaft 60 supported by a transmission case 59 and a driven transmission pulley 62 mounted via a one-way clutch 44. It is a converter.

  As shown in the enlarged view of the main part of FIG. 4, the drive-side transmission pulley 58 is attached to the crankshaft 22 via the sleeve 58d so as to be rotatable in the circumferential direction, and is fixed to the sleeve 58d. A side fixed pulley half 58a and a drive side movable pulley half 58c attached to the sleeve 58d so as to be slidable in the axial direction but not rotatable in the circumferential direction are provided. A transmission ring 57 is rotatably attached to the drive-side movable pulley half 58 c via a bearing 56.

  A gear 61 is formed on the outer peripheral large diameter portion of the transmission ring 57 along the circumferential direction, and a trapezoidal screw 65 is formed on the inner periphery along the axial direction. The trapezoidal screw 65 meshes with a trapezoidal screw 67 that is rotatable in the circumferential direction with respect to the sleeve 58d via a bearing 66 but is non-slidable in the axial direction. A worm wheel 75 meshes with the gear 61 of the transmission ring 57, and a worm gear 76 connected to a rotating shaft of a transmission motor 77 that controls the transmission ratio meshes with the worm wheel 75. An endless 5-belt 63 is wound around a belt groove having a substantially V-shaped cross section formed between the driving-side fixed pulley half 58a and the driving-side movable pulley half 58c.

  When changing the transmission ratio of the continuously variable transmission 23, the transmission motor 77 is driven in a direction corresponding to the increase / decrease of the transmission ratio. The driving force of the speed change motor 77 is transmitted to the gear 61 of the speed change ring 57 via the worm gear 76 and the worm wheel 75 to rotate the speed change ring 57. Since the transmission ring 57 meshes with the sleeve 58d via trapezoidal screws 65 and 67, if the rotation direction is the upshift direction, the transmission ring 57 moves on the crankshaft 22 to the left in the figure, As a result, the drive-side movable pulley half 58c slides toward the drive-side fixed pulley half 58a.

  The drive-side movable pulley half 58c approaches the drive-side fixed pulley half 58a by the amount of sliding, and the groove width of the drive-side transmission pulley 58 decreases, so that the drive-side transmission pulley 58 and the 5-belt 63 contact each other. The position shifts radially outward of the drive side transmission pulley 58, and the winding diameter of the five belt 63 increases. Accordingly, since the groove width of the driven transmission pulley 62 increases, the winding diameter (transmission pitch diameter) of the V-belt 63 continuously changes according to the number of rotations of the crankshaft 22, and the gear ratio is automatically set. Change in a stepless manner.

  The starting clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 58d, an outer plate 40b fixed to the left end portion of the crankshaft 22, and a radially outer side of the outer plate 40b via a weight 40c. And a spring 40e for urging the shoe 40d radially inward.

  When the engine rotation speed, that is, the rotation speed of the crankshaft 22 is a predetermined value (for example, 3000 rpm) or less, power transmission between the crankshaft 22 and the continuously variable transmission 23 is interrupted by the start clutch 40. When the engine speed increases and the crankshaft 22 speed exceeds the predetermined value, the centrifugal force acting on the weight 40c resists the elastic force acting radially inward by the spring 40e, and the weight 40c moves radially outward. As a result, the shoe 40d presses the inner peripheral surface of the outer case 40a with a force equal to or greater than a predetermined value. As a result, the rotation of the crankshaft 22 is transmitted to the sleeve 58d through the outer case 40a, and the drive side transmission pulley 58 fixed to the sleeve 58d is driven.

  Returning to FIG. 3, the drive motor 21 b functions as a motor when assisting the output of the engine 20, and converts the rotation of the drive shaft 60 into electric energy and regeneratively charges the battery 74. Also works.

  The speed reduction mechanism 69 is provided in a transmission chamber 70 connected to the right side of the rear end portion of the transmission case 59, and includes an intermediate shaft 73 supported in parallel with the drive shaft 60 and the axle 68 of the rear wheel WR, and is driven. A first reduction gear pair 71, 71 formed at the right end portion of the shaft 60 and the central portion of the intermediate shaft 73, and a second reduction gear formed at the right end portion of the intermediate shaft 73 and the left end portion of the axle 68, respectively. A pair 72 and 72 are provided. With such a configuration, the rotation of the drive shaft 60 is decelerated at a predetermined reduction ratio, and is transmitted to the axle 68 of the rear wheel WR that is pivotally supported in parallel therewith.

  In the hybrid vehicle having the above configuration, when starting the engine, the crankshaft 22 is rotated using the ACG starter 21a on the crankshaft 22. At this time, the starting clutch 40 is not connected, and power transmission from the crankshaft 22 to the continuously variable transmission 23 is interrupted.

  When the rotational speed of the crankshaft 22 exceeds a predetermined value (for example, 3000 rpm) corresponding to the operation amount of the throttle grip, the rotational power of the crankshaft 22 is transmitted via the start clutch 40 to the continuously variable transmission 23, the one-way clutch. 44 and the speed reduction mechanism 69 to drive the rear wheel WR. At the time of this start, it is also possible to operate the drive motor 21b by supplying power from the battery 74 and assist the rotation of the drive shaft 60 by engine power.

  Further, instead of starting by the engine 20, starting by only the drive motor 21b is possible. In this case, since the rotation of the drive shaft 60 by the drive motor 21b is not transmitted to the driven transmission pulley 62 by the one-way clutch 44, the continuously variable transmission 23 is not driven. Thereby, when driving | running | working driving the rear-wheel WR only with the drive motor 21b, energy transmission efficiency improves.

  When the vehicle is running only with the engine 20, when the load is large, such as during acceleration or high speed, the driving of the engine can be assisted by the drive motor 21b. At this time, the rotational power of the crankshaft 22 due to the reciprocating motion of the piston 25 is transmitted to the drive shaft 60 via the start clutch 40, the continuously variable transmission 23, and the one-way clutch 44, and the power from the drive motor 21b. The combined power drives the rear wheel WR via the speed reduction mechanism 69. On the contrary, when the vehicle is traveling only by the drive motor 21b, the engine 20 can assist the motor traveling.

  When traveling at a constant speed (cruise traveling) using only the drive motor 21b as a power source, even if the engine 20 is driven, if it is less than or equal to the connection rotational speed of the start clutch 40 (the above predetermined value), Power generation by the ACG starter 21a can be performed without driving the continuously variable transmission 23.

  When traveling at a constant speed with only the drive motor 21b as the power source, the power transmission from the drive motor 21b to the rear wheel WR is performed without driving the continuously variable transmission 23. Excellent.

  At the time of deceleration, the one-way clutch 44 does not transmit the rotation of the drive shaft 60 to the driven transmission pulley 62 of the continuously variable transmission 23, so that the rotation of the axle 68 can be reduced without driving the continuously variable transmission 23. It is possible to regenerate directly to the drive motor 21b via 69. That is, during the regenerative operation from the rear wheel WR to the drive motor 21b, the power transmitted from the rear wheel WR to the drive motor 21b is not consumed for driving the continuously variable transmission 23, so the charging efficiency during regeneration is improved. To do.

  FIG. 5 is a flowchart showing a traction control procedure performed by the traction control unit 7b.

  In step S1, the slip amount R is detected by the slip amount detector 7d. In step S2, the detected slip amount R is compared with an allowable slip amount Rfef. The allowable slip amount Rfef is set in advance to an appropriate value for efficiently transmitting power from the drive wheel to the road surface. If the slip amount R exceeds the allowable slip amount Rfef, the slip amount R is determined to be excessive. Then, the process proceeds to step S3. In step S <b> 3, it is determined whether or not a series traveling is being performed in which the ACG starter 21 a is generated by the engine 20 and the drive motor 21 b is driven by the generated current of the ACG starter 21 a. If the vehicle is not traveling in series, that is, if it is traveling with the power of the engine 20, the process proceeds to step S4. In step S4, traction control (1) is performed in which the power generation amount of the ACG starter 21a is increased to apply a load to the engine 20, thereby reducing the driving force and eliminating the slip.

  FIG. 6 is a diagram showing the procedure of traction control (1) performed in step S4. In step S41, the remaining charge Vbat of the battery 74 is detected by the battery monitoring unit 7a. In step S42, the remaining charge Vbat is compared with an overcharge threshold Vref. If the remaining charge Vbat exceeds the overcharge threshold Vref, the process proceeds to step S43 in order to consume the generated energy other than battery charging. In step S43, the heater 12 for activating the catalyzer 45 is turned on by the charge limiting unit 7c. In step S44, the energization timing of the ACG starter 21a is temporarily retarded according to the slip amount R, and the load of the engine is increased by increasing the power generation amount of the ACG starter 21a using the magnetizing action. Since the energy generated by the ACG starter 21a is consumed by the heater 12 of the catalyzer 45, a sufficient regenerative braking force can be generated in the ACG starter 21a even when the battery 74 is fully charged. In step S45, the heater 12 is turned off in synchronization with the end of the temporary regenerative power generation.

  FIG. 9 is a timing chart of the traction control (1) performed in the step S4. The slip starts at the time t1, and the slip amount R exceeds the allowable slip amount Rfef at the time t2, which is detected in the step S2. Then, the traction control (1) shown in FIG. 6 is started. In step S44, when the energization timing of the ACG starter 21a is temporarily retarded and the engine load increases, the driving force of the rear wheels RW decreases and the slip goes in the cancellation direction.

  Returning to FIG. 5, in step S5, the slip amount R is detected again, and in step S6, it is determined whether the slip amount R is excessive in the same manner as described above. If it is determined that the slip amount R is still excessive, the process proceeds to step S7, where traction control (2) using the drive motor 21b is performed.

  FIG. 7 is a diagram showing the procedure of the traction control (2) performed in step S7. In step S71, the remaining charge Vbat of the battery 74 is detected, and in step S72, the drive motor 21b is performing the assist travel. It is determined whether or not. If it is not during the assist running, the process proceeds to step S73, and the remaining charge Vbat is compared with the overcharge threshold Vref. If the remaining charge Vbat exceeds the overcharge threshold Vref, the process proceeds to step S74 in order to consume the generated energy other than battery charging.

  In step S74, the heater 12 for activating the catalyzer 45 is energized. In step S75, the drive motor 21b is temporarily caused to function as a generator, and the engine load is increased using the regenerative braking force. The regenerative energy is consumed by the heater 12 of the catalyzer 45. In step S76, the heater 12 is turned off in synchronization with the end of the temporary regenerative power generation. On the other hand, if it is determined in step S72 that the assist travel is being performed, the process proceeds to step S77, and the assist amount of the drive motor 21b is reduced according to the slip amount R.

  FIG. 10 is a timing chart of the traction control (2) performed in step S7. If the slip is not eliminated even though the first traction control (1) is executed at the time t2, At t3, the traction control (2) in FIG. 7 is started. When the drive motor 21b functions as a generator in step S75, or when the assist amount of the drive motor 21b is reduced in step S77, the driving force of the rear wheel RW is reduced and the slip is resolved.

  Returning to FIG. 5, if it is determined in step S3 that the vehicle is traveling in series, the process proceeds to step S8, and traction control (3) using the drive motor 21b is performed.

  FIG. 8 is a diagram showing the procedure of the traction control (3) performed in step S8. In step S81, the remaining charge Vbat of the battery 74 is detected, and in step S82, the drive motor 21b applies driving force. It is determined whether or not output is in progress. If it is during inertial running or regenerative braking when the drive motor 21b does not output a driving force, the process proceeds to step S83, and the remaining charge Vbat is compared with the overcharge threshold Vref. If the remaining charge Vbat exceeds the overcharge threshold Vref, the process proceeds to step S84 in order to consume the generated energy other than battery charging.

  In step S84, the heater 12 for activating the catalyzer 45 is energized. In step S85, the energization timing of the drive motor 21b is temporarily retarded according to the slip amount R, and the load on the engine is increased by increasing the power generation amount of the drive motor 21b using a magnetizing action. The regenerative energy is consumed by the heater 12 of the catalyzer 45. In step S86, the heater 12 is turned off in synchronization with the end of the temporary regenerative power generation. On the other hand, if it is determined in step S82 that the driving force is being output, the process proceeds to step S87, where the driving force of the driving motor 21b is reduced according to the slip amount R.

  FIG. 11 is a timing chart of the traction control (3) performed in step S8. The slip starts at time t1, and the slip amount R exceeds the allowable slip amount Rfef at time t2, which is detected in step S2. Then, the traction control (3) in FIG. 8 is started. When the drive motor 21b functions as a generator in step S85 or the drive force of the drive motor 21b is reduced in step S87, the drive force of the rear wheel RW is reduced and the slip is resolved.

It is a side view of a hybrid vehicle to which the traction control of the present invention is applied. 1 is a block diagram showing a system configuration of a hybrid vehicle. 2 is a cross-sectional view showing a configuration of a power unit 11. FIG. It is an enlarged view of the principal part of FIG. It is the flowchart which showed the procedure of traction control. It is a flowchart of traction control using an ACG starter. It is a flowchart of the traction control using a drive motor. It is a flowchart of the traction control using a drive motor at the time of series hybrid travel. It is a timing chart of traction control using an ACG starter. It is a timing chart of traction control using a drive motor. It is a timing chart of traction control using a drive motor at the time of series hybrid travel.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Power unit, 20 ... Engine, 21a ... ACG starter, 21b ... Drive motor, 23 ... Continuously variable transmission

Claims (6)

Engine,
A transmission mechanism for transmitting the power of the engine to drive wheels;
A generator for generating electric power from the engine;
A drive motor connected to the drive wheel and generating power by the output of the generator;
In the traction control device for a hybrid vehicle that travels with the power of at least one of the engine and the drive motor,
Slip detection means for detecting the slip state of the vehicle;
A traction control device for a hybrid vehicle, comprising: control means for controlling output characteristics of at least one of the generator and the drive motor when a predetermined slip state is detected. A first traveling mode for traveling with the power of the drive motor; and a second traveling mode for traveling with the power of the engine;
When the predetermined slip state is detected in the first traveling mode, the control means executes either control for reducing the output of the drive motor or control for causing the drive motor to function as a generator. The traction control device for a hybrid vehicle according to claim 1. A first traveling mode for traveling with the power of the drive motor; and a second traveling mode for traveling with the power of the engine;
2. The traction control device for a hybrid vehicle according to claim 1, wherein the control unit increases a power generation amount of the generator when a predetermined slip state is detected in the second traveling mode. 3.   4. The traction control device for a hybrid vehicle according to claim 3, wherein the control unit causes the drive motor to function as a generator when the slip state is not resolved even if the power generation amount of the generator is increased. 5. . The slip detection means includes
Means for detecting the rotational speed of the driven wheel;
Means for detecting the rotational speed of the drive motor;
The traction control device for a hybrid vehicle according to any one of claims 1 to 4, further comprising means for calculating a slip amount based on a rotational speed of the driven wheel and a rotational speed of the drive motor. Means for monitoring the state of charge of the battery;
And a charge limiting means for consuming the generated energy by an electric load other than the battery when the remaining charge of the battery is sufficient when the generator and the drive motor function as a generator by the control means. A hybrid vehicle traction control device.

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