JP2011189889A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle for satisfying the request of a user to power performance under the consideration of the residual capacity of a capacitor. <P>SOLUTION: This hybrid vehicle includes: a residual capacity determination part which determines the residual capacity of a capacitor; an operation part which is made operable by a user; an output control part which controls the output of a motor to be increased in a powerful assist mode according to the operation of the operation part by the user and the residual capacity of the capacitor; and a charging control part which controls the capacitor to be charged according to the operation of the operation part by the user and the residual capacity of the capacitor. When it is determined that the residual capacity of the capacitor is less than a threshold when the operation part is operated, the charging control part controls the capacitor to be charged, and a display part displays that the residual capacity of the capacitor is less than a prescribed value, and when it is determined that the residual capacity of the capacitor is equal to or more than a first threshold when the operation part is operated, the output control part controls the output of the motor to be increased. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle.

  The hybrid vehicle travels by driving with an electric motor and / or an internal combustion engine as a power source. In such a hybrid vehicle, a technique is known in which an electric motor assists as necessary when traveling using an internal combustion engine as a power source. For example, Patent Document 1 describes that when an operation means such as a pattern select switch is operated by a user, the amount of assist torque by the electric motor is increased.

Japanese Patent No. 3097559

  According to Patent Document 1, it is possible to satisfy a user's request for power performance. However, in order to increase the amount of assist torque by the electric motor, it is necessary to consume a large amount of electric power of the battery, and there is a possibility that sufficient assist torque cannot be obtained depending on the remaining capacity (SOC: State Of Charge) of the battery.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a hybrid vehicle that can satisfy a user's acceleration request while considering the remaining capacity of the battery.

  In order to achieve the above object, an invention according to claim 1 is directed to an internal combustion engine (for example, an engine 6 in an embodiment described later), an electric motor (for example, a motor 7 in an embodiment described later), and electric power to the electric motor. In a hybrid vehicle that is driven by at least one of the internal combustion engine and the electric motor, for example, a remaining capacity determination unit that determines the remaining capacity of the capacitor (for example, a battery 3 in an embodiment described later) ECU 5 in an embodiment described later), an operation unit that can be operated by a user (for example, a button 9 in an embodiment described later), an operation of the operation unit by the user, and a remaining capacity of the battery An output control unit that controls to increase the output of the electric motor in the powerful assist mode (for example, an ECU in an embodiment described later) ) And a charge control unit (for example, ECU 5 in an embodiment described later) that controls charging of the battery according to the operation of the operation unit by the user and the remaining capacity of the battery, When it is determined that the remaining capacity of the battery is less than a threshold at the time when the operation unit is operated, the charge control unit controls to charge the battery and the remaining capacity of the battery is a predetermined value. Is displayed on a display unit (for example, display unit 10 in the embodiment described later), and when the operation unit is operated, it is determined that the remaining capacity of the battery is equal to or more than the first threshold value. In this case, the output control unit controls to increase the output of the electric motor.

  The invention according to claim 2 is characterized in that, in the hybrid vehicle according to claim 1, the output control unit changes the shift map to emphasize acceleration in response to an operation of the operation unit by the user.

  According to a third aspect of the present invention, in the hybrid vehicle according to the second aspect of the present invention, the transmission includes two transmission portions (for example, a first main shaft 11 and a second intermediate shaft 16 in an embodiment described later), It is connected to any one of the speed change parts, and when the speed change map is changed to emphasize acceleration, the speed change part to which the electric motor is connected is preferentially used.

  According to a fourth aspect of the present invention, in the hybrid vehicle according to the first aspect, a second electric motor that is not connected to the transmission unit is provided at the rear of the hybrid vehicle, and when the operation unit is operated, When it is determined that the capacity is greater than or equal to the first threshold value, the output control unit increases the output of the second electric motor.

  According to a fifth aspect of the invention, in the hybrid vehicle according to the first aspect, the charge control unit controls the battery to be charged according to the operation of the operation unit by the user and the remaining capacity of the battery. Thereafter, when it is determined that the remaining capacity of the battery is equal to or greater than the first threshold value, the charge control unit indicates that the remaining capacity of the capacitor is equal to or greater than the first threshold value. It is characterized by displaying.

  According to a sixth aspect of the invention, in the hybrid vehicle of the fifth aspect, the charge control unit charges the battery by at least one of an increase in the regeneration amount and an increase in the output of the internal combustion engine. To do.

  According to a seventh aspect of the present invention, in the hybrid vehicle according to the sixth aspect of the present invention, the output control unit controls the motor according to the strong assist mode according to the operation of the operation unit by the user and the remaining capacity of the battery. When it is determined that the remaining capacity of the battery has become less than a second threshold after controlling to increase the output, the output control unit ends the strong assist mode and the remaining capacity of the battery is It is characterized by displaying on the said display part that it became less than 2 threshold values.

  The invention according to claim 8 is characterized in that, in the hybrid vehicle according to claim 1, the strong assist mode is terminated in response to an operation of the operation unit by the user.

  According to the first aspect of the present invention, when the SOC of the battery is greater than or equal to the first threshold value, the output of the electric motor is increased by the strong assist mode, so that the user's acceleration request can be satisfied. Further, when the SOC of the battery is less than the first threshold value, the SOC of the battery is increased by performing charge control of the battery, so that it is possible to prepare for the execution of the strong assist mode. Moreover, since it is displayed that the SOC of the battery is less than the predetermined value, the convenience for the user can be improved.

  According to the second aspect of the present invention, the shift map can be changed to emphasize acceleration according to the operation of the operation unit, and therefore, acceleration-oriented traveling can be performed according to the user's request.

  According to the third aspect of the present invention, when the shift map is changed to emphasize acceleration, the shift unit to which the electric motor is connected is preferentially used, so that acceleration-oriented travel can be performed efficiently.

  According to the invention of claim 4, since the output of the second electric motor arranged at the rear of the vehicle is increased, the user's acceleration request can be satisfied.

  According to the invention of claim 5, since it is displayed that the SOC of the battery has become equal to or higher than the first threshold value due to charging, the convenience for the user can be improved.

  According to the sixth aspect of the present invention, since the battery is charged by increasing the regenerative amount, driving the internal combustion engine, and suppressing the use of electricity, the SOC of the battery can be rapidly increased.

  According to the seventh aspect of the present invention, when the SOC of the battery drops below the second threshold value, the strong assist mode is terminated, so the SOC of the battery does not drop extremely. Further, since the end of the powerful assist mode is displayed, the convenience for the user can be improved.

  According to the eighth aspect of the present invention, the strong assist mode can be ended in accordance with the operation of the operation unit, and thus control according to the user's request is possible.

1 is a schematic diagram illustrating a hybrid vehicle according to a first embodiment of the present invention. It is explanatory drawing which shows the structure of the display part of a button. It is a flowchart which shows operation | movement of the hybrid vehicle of 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of charge control. It is the schematic which shows the hybrid vehicle of 2nd Embodiment of this invention.

  Embodiments of a hybrid vehicle according to the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

<First Embodiment>
As shown in FIG. 1, the hybrid vehicle 1 according to the first embodiment is for driving drive wheels DW and DW (driven parts) via axles 9 and 9, and is an engine 6 that is a drive source. And a motor 7, a transmission 20 as a speed reduction mechanism for transmitting power to the drive wheels DW and DW, and a planetary gear mechanism 30 constituting a part of the transmission 20.

  The engine 6 is, for example, a gasoline engine, and the crankshaft 6a of the engine 6 is provided with a first clutch 41 (first connection / disconnection means) and a second clutch 42 (second connection / disconnection means) of the transmission 20. ing.

  The motor 7 is a three-phase brushless DC motor (hereinafter also referred to as an IPM motor), a stator 71 composed of 3n armatures 71a, and a rotor arranged to face the stator 71. 72. Each armature 71a is composed of an iron core 71b and a coil 71c wound around the iron core 71b. The armature 71a is fixed to a case (not shown) and is arranged at substantially equal intervals in the circumferential direction around the rotation axis. It is out. The 3n coils 71c constitute n sets of U-phase, V-phase, and W-phase three-phase coils.

  The rotor 72 has n permanent magnets 72a arranged at substantially equal intervals around the rotation axis, and the polarities of two adjacent permanent magnets 72a are different from each other. The fixed portion for fixing the rotor yoke 72b holding each permanent magnet 72a has a hollow cylindrical shape made of a soft magnetic material (for example, iron), and is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later. The sun gear 32 of the planetary gear mechanism 30 is connected. Thereby, the rotor 72 is configured to be rotatable integrally with the sun gear 32 of the planetary gear mechanism 30.

  The planetary gear mechanism 30 includes a sun gear 32, a ring gear 35 that is arranged coaxially with the sun gear 32 and that surrounds the sun gear 32, and a planetary gear 34 that meshes with the sun gear 32 and the ring gear 35. And a carrier 36 that supports the planetary gear 34 so as to be capable of rotating and revolving. In this way, the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.

  The ring gear 35 is provided with a synchro lock mechanism 61 having a synchronization mechanism and configured to stop (lock) rotation of the ring gear 35.

  The transmission 20 is a so-called twin clutch transmission including the first clutch 41 and the second clutch 42, the planetary gear mechanism 30, and a plurality of transmission gear groups.

  More specifically, the transmission 20 includes a first main shaft 11 (first transmission portion) disposed on the same axis (rotation axis A1) as the crankshaft 6a of the engine 6, a second main shaft 12, and a connecting shaft. 13, a counter shaft 14 rotatable around a rotation axis B1 arranged parallel to the rotation axis A1, and a first intermediate shaft 15 rotatable around a rotation axis C1 arranged parallel to the rotation axis A1. The second intermediate shaft 16 (second transmission unit) that is rotatable around the rotation axis D1 arranged in parallel with the rotation axis A1 and the rotation axis E1 arranged in parallel with the rotation axis A1 are rotatable. A reverse shaft 17 is provided.

  The first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and a sun gear 32 of the planetary gear mechanism 30 and a rotor 72 of the motor 7 are attached to the side opposite to the engine 6 side. Accordingly, the first main shaft 11 is selectively connected to the crankshaft 6 a of the engine 6 by the first clutch 41 and directly connected to the motor 7 so that the power of the engine 6 and / or the motor 7 is transmitted to the sun gear 32. It is configured.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the engine 6 side. The second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27a is integrally attached to the opposite side to the engine 6 side. Accordingly, the second main shaft 12 is selectively connected to the crankshaft 6a of the engine 6 by the second clutch 42, and the power of the engine 6 is transmitted to the idle drive gear 27a.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the side opposite to the engine 6. Further, a third speed drive gear 23 a is integrally attached to the connecting shaft 13 on the engine 6 side, and a carrier 36 of the planetary gear mechanism 30 is attached to the opposite side to the engine 6 side. Therefore, the carrier 36 attached to the connecting shaft 13 by the revolution of the planetary gear 34 and the third speed drive gear 23a are configured to be integrally rotatable.

  Further, the first main shaft 11 is rotatable relative to the first main shaft 11 between a third speed drive gear 23 a attached to the connecting shaft 13 and an idle drive gear 27 a attached to the second main shaft 12. A fifth driven gear 25a is provided, and a reverse driven gear 28b that rotates integrally with the first main shaft 11 is attached. Further, a first main shaft 11 and a third speed drive gear 23a or a fifth speed drive gear 25a are connected or released between the third speed drive gear 23a and the fifth speed drive gear 25a. A shift shifter 51 (first synchronization device) is provided. When the first speed-shifting shifter 51 is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally and in-gear at the fifth speed connection position. Sometimes, the first main shaft 11 and the fifth speed drive gear 25a rotate integrally, and when the first speed change shifter 51 is in the neutral position, the first main shaft 11 has the third speed drive gear 23a and the fifth speed drive gear 25a. It rotates relative to the drive gear 25a. When the first main shaft 11 and the third speed drive gear 23a rotate together, the sun gear 32 attached to the first main shaft 11 and the carrier 36 connected to the third speed drive gear 23a by the connection shaft 13 are While rotating integrally, the ring gear 35 also rotates integrally, and the planetary gear mechanism 30 becomes integral.

  A first idle driven gear 27b that meshes with an idle drive gear 27a attached to the second main shaft 12 is attached to the first intermediate shaft 15 so as to be integrally rotatable.

  A second idle driven gear 27c that meshes with a first idle driven gear 27b attached to the first intermediate shaft 15 is attached to the second intermediate shaft 16 so as to be integrally rotatable. The second idle driven gear 27c constitutes the first idle gear train 27A together with the idle drive gear 27a and the first idle driven gear 27b described above. The second intermediate shaft 16 is rotatable relative to the second intermediate shaft 16 at positions corresponding to the third speed drive gear 23a and the fifth speed drive gear 25a provided around the first main shaft 11, respectively. A second speed drive gear 22a and a fourth speed drive gear 24a are provided. Further, the second intermediate shaft 16 includes a second intermediate shaft 16 and a second speed drive gear 22a or a fourth speed drive gear 24a between the second speed drive gear 22a and the fourth speed drive gear 24a. Is provided with a second shifter 52 (second synchronizer). When the second shifter 52 is in-gear at the second speed connection position, the second intermediate shaft 16 and the second speed drive gear 22a rotate together, and the second shifter 52 is in the fourth speed. When in-gearing at the connecting position, the second intermediate shaft 16 and the fourth speed drive gear 24a rotate together, and when the second shifter shifter 52 is in the neutral position, the second intermediate shaft 16 is in the second speed. The drive gear 22a and the fourth speed drive gear 24a rotate relative to each other.

A first shared driven gear 23b, a second shared driven gear 24b, a parking gear 21, and a final gear 26a are attached to the counter shaft 14 in order from the side opposite to the engine 6 side so as to be integrally rotatable.
Here, the first shared driven gear 23b meshes with the third speed drive gear 23a attached to the connecting shaft 13 to form the third speed gear pair 23 together with the third speed drive gear 23a, The second speed gear pair 22 is configured together with the second speed drive gear 22a by meshing with the second speed drive gear 22a provided on the intermediate shaft 16.
The second shared driven gear 24b meshes with the fifth speed drive gear 25a provided on the first main shaft 11 to form the fifth speed gear pair 25 together with the fifth speed drive gear 25a, and the second intermediate shaft. 16 is engaged with a fourth speed drive gear 24a to constitute a fourth speed gear pair 24 together with the fourth speed drive gear 24a.
The final gear 26 a meshes with the differential gear mechanism 8, and the differential gear mechanism 8 is connected to the drive wheels DW and DW via the drive shafts 4 and 4. Therefore, the power transmitted to the counter shaft 14 is output from the final gear 26a to the differential gear mechanism 8, the drive shafts 4 and 4, and the drive wheels DW and DW.

  A third idle driven gear 27d that meshes with a first idle driven gear 27b attached to the first intermediate shaft 15 is attached to the reverse shaft 17 so as to be integrally rotatable. The third idle driven gear 27d constitutes a second idle gear train 27B together with the above-described idle drive gear 27a and first idle driven gear 27b. The reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b attached to the first main shaft 11 so as to be rotatable relative to the reverse shaft 17. The reverse drive gear 28a constitutes the reverse gear train 28 together with the reverse driven gear 28b. Further, a reverse shifter 53 for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the opposite side of the reverse drive gear 28a from the engine 6 side. When the reverse shifter 53 is in-gear at the reverse connection position, the reverse shaft 17 and the reverse drive gear 28a rotate together. When the reverse shifter 53 is at the neutral position, the reverse shaft 17 and the reverse drive The gear 28a rotates relative to the gear 28a.

  The first shifter 51, the second shifter 52, and the reverse shifter 53 use a clutch mechanism having a synchronization mechanism (synchronizer mechanism) for matching the shaft to be connected and the rotational speed of the gear.

  The transmission 20 configured as described above has an odd-numbered gear group including a third-speed drive gear 23a and a fifth-speed drive gear 25a on the first main shaft 11 which is one of the two transmission shafts. An even-stage gear group including a second-speed drive gear 22a and a fourth-speed drive gear 24a is provided on the second intermediate shaft 16, which is the other of the two transmission shafts.

With the above configuration, the hybrid vehicle 1 of the present embodiment has the following first to fifth transmission paths.
(1) In the first transmission path, the crankshaft 6a of the engine 6 includes the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, and the third speed gear pair 23 (third speed drive gear 23a, first common use). This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 4 and 4. Here, the reduction gear ratio of the planetary gear mechanism 30 is set so that the engine torque transmitted to the drive wheels DW and DW via the first transmission path corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third speed gear pair 23 is set to be equivalent to the first speed.

(2) In the second transmission path, the crankshaft 6a of the engine 6 has the second main shaft 12, the first idle gear train 27A (the idle drive gear 27a, the first idle driven gear 27b, the second idle driven gear 27c), the second 2 intermediate shaft 16, second speed gear pair 22 (second speed drive gear 22a, first shared driven gear 23b) or fourth speed gear pair 24 (fourth speed drive gear 24a, second shared driven gear) 24b), a transmission path connected to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 4 and 4.

(3) In the third transmission path, the crankshaft 6a of the engine 6 is used for the first main shaft 11, the third speed gear pair 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed. Through the gear pair 25 (the fifth speed drive gear 25a and the second shared driven gear 24b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 4 and 4, without the planetary gear mechanism 30. And a transmission path coupled to the drive wheels DW and DW.

(4) In the fourth transmission path, the motor 7 is connected to the planetary gear mechanism 30 or the third speed gear pair 23 (third speed drive gear 23a, first shared driven gear 23b) or fifth speed gear pair 25 ( 5th speed drive gear 25a, second shared driven gear 24b), counter shaft 14, final gear 26a, differential gear mechanism 8, and transmission path connected to drive wheels DW and DW via drive shafts 4 and 4 It is. Via the fourth transmission path, with the first and second clutches 41 and 42 disconnected, the synchro lock mechanism 61 is locked and the first shifter 51 is set to neutral so that the first speed EV travel is performed. Then, the lock of the synchro lock mechanism 61 is released and the first shifter shifter 51 is in-geared at the third connection position so that the third speed EV travel is performed. The lock of the synchro lock mechanism 61 is released and the first shifter shifter 51 is released. Is in-geared at the fifth connection position, so that the fifth speed EV traveling is performed.

(5) In the fifth transmission path, the crankshaft 6a of the engine 6 is connected to the second main shaft 12, the second idle gear train 27B (idle drive gear 27a, first idle driven gear 27b, third idle driven gear 27d), reverse Shaft 17, reverse gear train 28 (reverse drive gear 28a, reverse driven gear 28b), planetary gear mechanism 30, connecting shaft 13, third speed gear pair 23 (third speed drive gear 23a, first common use) This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 4 and 4.

  In the hybrid vehicle 1 of the present embodiment, the motor 7 is connected to the battery 3 via a power control unit (hereinafter referred to as PDU) 2 that controls the operation thereof, and the power supply from the battery 3 and the battery 3 are connected. The energy regeneration is performed through PDU2. That is, the motor 7 is driven by electric power supplied from the battery 3 via the PDU 2, generates electric power by the power of the engine 6, and generates regenerative electric power by rotation of the drive wheels DW and DW during deceleration traveling. As a result, the battery 3 can be charged (energy recovery). Further, the PDU 2 is connected to an electric control unit (hereinafter referred to as ECU) 5.

  The ECU 5 is a control device for performing various controls of the entire vehicle. The ECU 5 includes an acceleration request, a braking request, an engine rotation speed, a motor rotation speed, a motor temperature, the rotation speeds of the first and second main shafts 11 and 12, While the rotation speed, vehicle speed, shift position, SOC, etc. of the counter shaft 14 and the like are input, the ECU 5 receives a signal for controlling the engine 6, a signal for controlling the motor 7, and the power generation state / charge state / discharge state of the battery 3 , A signal for controlling the first and second shift shifters 51 and 52, the reverse shifter 53, a signal for controlling the lock of the synchro lock mechanism 61, and the like are output. Further, the ECU 5 performs charging control of the battery 3 as will be described later.

  The hybrid vehicle 1 configured as described above controls the connection and disconnection of the first and second clutches 41 and 42 and controls the connection positions of the first shifter 51, the second shifter 52, and the reverse shifter 53. By doing so, the engine 6 can perform the first to fifth speed traveling and the reverse traveling. Further, by controlling the connection positions of the first and second shifter shifters 51 and 52 while the engine 6 is running, the motor 7 assists and regenerates, and further the engine 6 is started by the motor 7 during idling. Or the battery 3 can be charged. The hybrid vehicle 1 can also perform EV travel using the motor 7.

  The SOC of the battery 3 is controlled so as to take a value between a predetermined upper limit value (upper limit SOC) and a lower limit value (lower limit SOC). Normally, the SOC of the battery 3 is approximately halfway between the upper limit SOC and the lower limit SOC (hereinafter, target). (Referred to as SOC). When the SOC of the battery 3 is a value in the vicinity of the target SOC, normal assist by the motor 7 is possible, while there is a margin up to the upper limit SOC, so it is easy to accept the regenerated power. Normally, the ECU 5 controls charging / discharging so as not to exceed the upper limit SOC, and performs control so that charging is performed when the SOC falls below the lower limit SOC.

  The hybrid vehicle 1 of 1st Embodiment is provided with the button 9 arrange | positioned at the operation panel not shown in front of a driver's seat, for example. The button 9 can be operated by the user, and the user can press the button 9 when further acceleration is desired. When the button 9 is pressed, the ECU 5 performs charge control, which will be described later, and output control of the motor in the strong assist mode according to the SOC value of the battery 3 at the time when the button 9 is pressed, and accelerates the shift map. Switch to emphasis.

  FIG. 2 shows an example of the button 9. The button 9 has a display unit 10 that can display information related to the current state of the vehicle and the SOC of the battery 3 by color change or blinking. The display unit 10 is configured by a letter “R” that can be lit and blinked in various colors using, for example, a built-in LED. The display unit 10 is normally lit in green (FIG. 2A).

  When the button 9 is pressed during normal operation, the color of the display unit 10 changes according to the SOC of the battery 3. When the SOC of the battery 3 at the time when the button 9 is pressed is less than the predetermined first threshold value, the display unit 10 changes to blue (FIG. 2B). When the SOC of the battery 3 at the time when the button 9 is pressed is less than the first threshold value, the ECU 5 performs charging so that the SOC of the battery 3 reaches the first threshold value. The battery 3 is charged by driving the engine and increasing the regeneration amount.

  Here, the first threshold value is an arbitrary value that is not less than the target SOC and less than the upper limit SOC. As described above, the SOC of the battery 3 is normally controlled to be a value near the target SOC. However, in the strong assist mode, the motor 7 performs more assist than normal, so the SOC of the battery 3 is Is no longer normal. As a result, the strong assist mode may be performed only for a short time, and the user's request may not be satisfied. In order to prevent such a situation, in this embodiment, before executing the strong assist mode, the battery 3 is charged until the SOC becomes equal to or higher than the first threshold value that is greater than the target SOC. The first threshold value is preferably a value close to the upper limit SOC.

  Normally, the engine 6 controls the rotational speed and torque so that the fuel efficiency is the best for the required output according to the accelerator opening according to the BSFC (Brake Specific Fuel Consumption) map regarding the rotational speed of the engine. Has been. When charging the battery 3, the ECU 5 controls the engine 6 so that an output higher than the required output corresponding to the accelerator opening is obtained. That is, at the time of charging, a predetermined output value that is higher than the required output corresponding to the accelerator opening is set, and the rotation speed and torque of the engine 6 that provides the best fuel efficiency with respect to the output value are set according to the BSFC map. By controlling the engine 6 in this way, a predetermined output value higher than the required output can be obtained. The required output is used for driving the vehicle, and the surplus is used to generate electric power by the motor 7, thereby generating the PDU2. Thus, the battery 3 can be charged.

  During deceleration traveling, the motor 7 regenerates power by the rotation of the drive wheels DW and DW, and the battery 3 is charged via the PDU 2. In normal times, such regenerative power generation is also performed so that the SOC of the battery 3 becomes a value near the target SOC. However, when charging is performed by operating the button 9, control is performed so that regenerative power generation is possible until the SOC of the battery 3 reaches the first threshold value.

  While the battery 3 is being charged, the ECU 5 indicates to the user by the display unit 10 that the battery 3 is being charged. While the battery 3 is being charged, the display unit 10 blinks in blue (FIG. 2C).

  When the SOC of the battery 3 reaches the first threshold value due to charging, the ECU 5 ends the charging of the battery 3 and indicates to the user by the display unit 10 that the SOC of the battery 3 has reached the first threshold value. . At this time, the display unit 10 is lit red (FIG. 2D). If the button 9 is not pressed for a predetermined time after charging is completed, the display unit 10 returns to the green lighting indicating the normal state.

  When the SOC of the battery 3 is equal to or higher than the first threshold when the button 9 is pressed, the ECU 5 has the SOC of the battery 3 equal to or higher than the first threshold and can travel in the powerful output mode. This is indicated to the user by the display unit 10. At this time, the display unit 10 is lit red (FIG. 2D). Then, the ECU 5 controls the vehicle 7 to travel in the strong assist mode by increasing the output of the motor 7 and indicates on the display unit 10 that the vehicle is traveling in the strong assist mode. At this time, the display unit 10 blinks red (FIG. 2 (e)).

  When traveling with the output of the motor 7 increased in the powerful assist mode, the SOC of the battery 3 decreases. As a result, when the SOC of the battery 3 becomes less than the predetermined second threshold value, the ECU 5 ends the strong assist mode and returns the output of the motor 7 to the normal state. Here, the second threshold value is an arbitrary value lower than the first threshold value, may be a value between the target SOC and the lower limit SOC, or may be the lower limit SOC itself.

  Even if the SOC of the battery 3 has decreased to the second threshold value, if the SOC has decreased to a predetermined value, the ECU 5 will end the strong assist mode soon because the SOC has decreased. Can be displayed on the display unit 10. At this time, the display unit 10 blinks yellow, for example (FIG. 2 (f)). When the button 9 is pressed again in this state, the ECU 5 ends the strong assist mode and displays that the SOC is less than the first threshold value by lighting the display unit 10 in blue, Move on to charge control. When the SOC of the battery 3 becomes less than the second threshold value, the ECU 5 ends the strong assist mode, returns the output of the motor 7 to normal, and returns the display unit 10 to green lighting.

  Regardless of the SOC value of the battery 3, when the button 9 is pressed, the ECU 5 changes the shift map to emphasize acceleration. Changing the shift map to emphasize acceleration is performed by switching to the next lower shift stage. As a result, the rotational speed of the engine 6 is increased and the torque is reduced, so that it is possible to meet the user's acceleration request. In addition, when the shift map is changed to emphasize acceleration, the gear stage to which the motor 3 is connected is used in order to improve the efficiency when assisting with the motor 3. As described above, the rotor 72 of the motor 7 is attached to the first main shaft 11 on the side opposite to the engine 6 side, and the third-speed drive gear 23a and the fifth-speed drive gear 23a are mounted on the first main shaft 11. An odd-numbered gear group composed of the drive gear 25a is provided. Therefore, the ECU 5 controls to preferentially use the third speed drive gear 23a or the fifth speed drive gear 25a when the shift map is changed to emphasize acceleration.

  FIG. 3 is a flowchart for explaining the operation of the control device of the present embodiment. First, the ECU 5 determines whether or not the button 9 has been pressed (step S11). If the button 9 is not pressed, the process ends. When the button 9 is pressed, the ECU 5 changes the shift map to emphasize acceleration (step 12). Next, the ECU 5 determines whether or not the SOC of the battery 3 is greater than or equal to the first threshold value (step S13). When it is determined that the SOC of the battery 3 is less than the first threshold value, the ECU 5 displays on the display unit 10 that the SOC of the battery 3 is less than the first threshold value (step S14). At this time, the display unit 10 is lit in blue. Next, the ECU 5 performs charge control of the battery 3 (step S15).

  FIG. 4 is a flowchart for explaining the operation of charging control of the battery 3. First, the ECU 5 controls the battery 3 to be charged, and displays on the display unit 10 that the battery 3 is being charged (step S31). At this time, the display unit 10 blinks in blue.

  While charging the battery 3, the ECU 5 determines whether or not the SOC of the battery 3 has reached the first threshold value (step S32). When the SOC of the battery 3 is less than the first threshold value, charging is continued. When it is determined that the SOC of the battery 3 has reached the first threshold value or more, the ECU 5 ends the charging of the battery 3 and displays on the display unit 10 that the charging of the battery 3 has been completed (step). S33). At this time, the display unit 10 is lit red. After the charging is completed and the SOC reaches a predetermined value, if the user does not press the button 9 again within a predetermined time, the display on the display unit 10 is returned to green (step S34), and the process is completed. To do.

  Returning to FIG. 3, when it is determined in step S <b> 13 that the SOC of battery 3 is equal to or greater than the first threshold value, ECU 5 displays that the SOC of battery 3 is equal to or greater than the first threshold value. 10 (step S16). At this time, the display unit 10 is lit red. Next, the ECU 5 controls to increase the output of the motor 7 in the strong assist mode (step S17).

  While performing the strong assist mode, the ECU 5 determines whether or not the SOC of the battery 3 has decreased below the second threshold value (step S18). When the SOC of the battery 3 is equal to or greater than the second threshold value, the strong assist mode is continued. If the SOC of the battery 3 has dropped below the second threshold value, the ECU 5 ends the strong assist mode (step S19). ECU5 returns the display of the display part 10 to green lighting (step S20), and a process is complete | finished.

  In the first embodiment described above, the SOC of the battery 3 and the state of the vehicle are displayed to the user only by the display unit 10, but may be displayed by voice or the like.

  As described above, according to the hybrid vehicle 1 according to the first embodiment, when the SOC of the battery 3 is equal to or higher than the first threshold value, the output of the motor 7 is increased in the strong assist mode. Can meet the demands of acceleration. Further, when the SOC of the battery 3 is less than the first threshold value, the SOC of the battery 3 is increased by performing the charging control of the battery 3, so that it is possible to prepare for the execution of the strong assist mode. In addition, since the shift map can be changed to emphasize acceleration according to the operation of the button 9, it is possible to perform acceleration-oriented travel according to the user's request. Further, since the display of the SOC of the battery 3 and the state of the vehicle is performed, the convenience for the user can be improved.

Second Embodiment
Next, a hybrid vehicle 1A according to a second embodiment will be described with reference to FIG. The hybrid vehicle 1A includes a sixth gear pair 96 and a seventh gear pair 97 in addition to the planetary gear mechanism 30 and the second to fifth gear pairs 22 to 25 in the transmission 20A. This is different from the hybrid vehicle 1 of the first embodiment. Hereinafter, only the difference between the hybrid vehicle 1A and the hybrid vehicle 1 described above will be described.

  The first main shaft 11 is provided with a seventh speed drive gear 97a between the third speed drive gear 23a and the fifth speed drive gear 25a so as to be rotatable relative to the first main shaft 11. The first main shaft 11 and the third speed drive gear 23a or the seventh speed drive gear 97a are connected or released between the third speed drive gear 23a and the seventh speed drive gear 97a. A shifter for shifting 51A is provided, and for the third shift that connects or releases the first main shaft 11 and the fifth speed drive gear 25a between the seventh speed drive gear 97a and the fifth speed drive gear 25a. A shifter 51B is provided. When the first speed-shifting shifter 51A is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally and in-gear at the seventh speed connection position. Sometimes, the first main shaft 11 and the seventh speed drive gear 97a rotate integrally, and when the first shift shifter 51A is in the neutral position, the first main shaft 11 is connected to the third speed drive gear 23a and the seventh speed drive gear. It rotates relative to the drive gear 97a. When the third shifter 51B is in-gear at the fifth-speed connection position, the first main shaft 11 and the fifth-speed drive gear 25a are connected to rotate integrally, and the third shifter 51B is in the neutral position. The first main shaft 11 rotates relative to the fifth speed drive gear 25a.

  The second intermediate shaft 16 is provided with a sixth speed drive gear 96a that is rotatable relative to the second intermediate shaft 16 between the second speed drive gear 22a and the fourth speed drive gear 24a. Further, the second intermediate shaft 16 and the second speed driving gear 22a or the sixth speed driving gear 96a are connected or released between the second speed driving gear 22a and the sixth speed driving gear 96a. A second shifter 52A is provided to connect or release the second intermediate shaft 16 and the fourth speed drive gear 24a between the sixth speed drive gear 96a and the fourth speed drive gear 24a. A shifter for shifting 52B is provided. When the second speed-shifting shifter 52A is in-gear at the second-speed connection position, the second intermediate shaft 16 and the second-speed drive gear 22a are connected to rotate integrally, and the sixth-speed connection position is in-gear at the sixth-speed connection position. When the second intermediate shaft 16 and the sixth speed driving gear 96a rotate together, and the second speed change shifter 52A is in the neutral position, the second intermediate shaft 16 and the second speed driving gear 22a It rotates relative to the 6-speed drive gear 96a. Further, when the fourth shifter 52B is in-gear at the fourth speed connecting position, the second intermediate shaft 16 and the fourth speed drive gear 24a are connected to rotate integrally, and the fourth shifter 52B is neutral. When in position, the second intermediate shaft 16 rotates relative to the fourth speed drive gear 24a.

A third shared driven gear 96b is integrally attached to the counter shaft 14 between the first shared driven gear 23b and the second shared driven gear 24b.
Here, the third shared driven gear 96b meshes with a seventh speed drive gear 97a provided on the first main shaft 11 to form a seventh speed gear pair 97 together with the seventh speed drive gear 97a. A sixth speed gear pair 26 is configured together with the sixth speed drive gear 96a by meshing with a sixth speed drive gear 96a provided on the second intermediate shaft 16.

  Then, the second shift shifter 52A can be in the sixth gear by engaging the second clutch 42 in the in-gear state at the sixth speed connection position, and the first shift shifter 51A can By engaging the first clutch 41 in the in-gear state at the speed connection position, the seventh speed traveling can be performed, and the motor 7 can assist or charge each.

  The hybrid vehicle 1A configured as described above can travel in EV in the 7th EV mode in addition to the 1st EV mode, the 3rd EV mode, and the 5th EV mode.

  In the hybrid vehicle 1A of the second embodiment, the engine 6 and the motor 7 are arranged at the front part of the vehicle, while a second motor (not shown) is arranged at the rear part of the vehicle. The second motor is driven by the electric power of the battery 3 in the same manner as the motor 7, but is not connected to the transmission 20A, and is normally driven only when starting or traveling on a slope. In the second embodiment, when the SOC of the battery 3 when the button 9 is pressed is equal to or greater than the threshold value, the ECU 5 increases the output of the second motor in the strong assist mode. This makes it possible to further satisfy the user's acceleration request.

  In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably. For example, in the above description, a hybrid vehicle equipped with a twin clutch transmission is described, but a vehicle equipped with a continuously variable transmission (CVT) may be used. If the button 9 is operated during execution of the strong assist mode, the ECU 5 may end the strong assist mode and return the output of the motor 7 to the normal state. As a result, control according to the user's request becomes possible.

1, 1A Hybrid vehicle 3 Battery (capacitor)
5 ECU
6 Engine (Internal combustion engine)
7 Motor (electric motor)
9 button (operation unit)
10 Display section

Claims (8)

In a hybrid vehicle comprising an internal combustion engine, an electric motor, and a capacitor that supplies electric power to the electric motor, and driven by at least one of the internal combustion engine and the electric motor,
A remaining capacity determination unit that determines the remaining capacity of the battery;
An operation unit that can be operated by a user;
An output control unit that controls to increase the output of the electric motor in a powerful assist mode according to the operation of the operation unit by the user and the remaining capacity of the battery;
A charge control unit that controls charging of the battery according to an operation of the operation unit by the user and a remaining capacity of the battery;
When it is determined that the remaining capacity of the battery is less than a threshold at the time when the operation unit is operated, the charge control unit controls to charge the battery and the remaining capacity of the battery is predetermined. Display on the display that it is less than the value,
When it is determined that the remaining capacity of the battery is greater than or equal to the first threshold value when the operation unit is operated, the output control unit controls to increase the output of the electric motor. A hybrid vehicle.   The hybrid vehicle according to claim 1, wherein the output control unit changes the shift map to emphasize acceleration in accordance with an operation of the operation unit by the user. With two transmissions,
The electric motor is connected to one of the two transmission units;
The hybrid vehicle according to claim 2, wherein when the shift map is changed to emphasize acceleration, the shift unit connected to the electric motor is preferentially used. A second electric motor not connected to the transmission unit at the rear of the hybrid vehicle;
When it is determined that the remaining capacity of the battery is greater than or equal to the first threshold value when the operation unit is operated, the output control unit controls to increase the output of the second electric motor. The hybrid vehicle according to claim 1.   After the charging control unit controls to charge the battery according to the operation of the operation unit by the user and the remaining capacity of the battery, the remaining capacity of the battery becomes equal to or higher than the first threshold value. 2. The hybrid vehicle according to claim 1, wherein, when determined, the charging control unit displays on the display unit that a remaining capacity of the battery is equal to or greater than the first threshold value.   6. The hybrid vehicle according to claim 5, wherein the charge control unit performs control so as to charge the battery by at least one of an increase in a regeneration amount and an increase in the output of the internal combustion engine.   After the output control unit controls to increase the output of the electric motor in the strong assist mode according to the operation of the operation unit by the user and the remaining capacity of the capacitor, the remaining capacity of the capacitor is second. When it is determined that the threshold value is less than the threshold value, the output control unit ends the strong assist mode and displays on the display unit that the remaining capacity of the battery is less than a second threshold value. The hybrid vehicle according to claim 6, characterized in that:   2. The hybrid vehicle according to claim 1, wherein the powerful assist mode is terminated in response to an operation of the operation unit by the user.

Images