JP2017077807A - Hybrid vehicle and controlling method for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle that can discharge a traveling battery without difficulty during a stop of the vehicle when the hybrid vehicle is stopped, a charged amount of the traveling battery is almost full and thus regenerative control at the next traveling is impossible, and a controlling method therefor.SOLUTION: A hybrid vehicle comprises a hybrid ECU that has discharge control means for driving an engine 2 with motoring of a traveling motor and performing control for discharging of a traveling battery, and executes the discharge control means when an HEV 1 is in a stop state and a charged amount of the traveling battery is determined to be equal to a predetermined discharge determination value DL or higher.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a hybrid vehicle that easily discharges the traveling battery while the vehicle is stopped when the hybrid vehicle is in a stopped state and the charging amount of the traveling battery is close to full charge and cannot be charged during the next traveling. It relates to a control method.

  2. Description of the Related Art In recent years, hybrid vehicles using an engine and a traveling motor in combination as a power source and traveling with one or both driving forces have attracted attention from the viewpoint of improving fuel efficiency and environmental measures.

  In a hybrid vehicle, an engine and a travel motor are directly connected to each other, the electric power generated by driving the generator with the engine is stored in the travel battery, and the electric power stored in the travel battery is supplied to the travel motor. There is a series-type hybrid vehicle configured to obtain a driving force for traveling.

  On the other hand, the driving battery is charged by the engine in the same way as the hybrid vehicle of the series system described above, but not only by the driving motor, but only by the engine or by both the engine and the driving motor. There is also a parallel type hybrid vehicle configured as described above.

  In the parallel hybrid vehicle, an apparatus has been proposed in which an engine and a travel motor are connected during idling of the hybrid vehicle, and the torque of the engine during idling is transmitted to the travel motor to control the regenerative control of the travel motor (for example, Patent Documents 1 and 2).

  These hybrid vehicles, for example, when driving down a slope, regeneratively control a traveling motor to apply a braking torque to a drive shaft such as a propeller shaft and to generate electric power generated when the braking torque is applied. It is configured to charge the battery.

  However, when the traveling battery is fully charged, problems such as a significant decrease in the life of the traveling battery occur. Therefore, when the battery for traveling is nearly fully charged, the regenerative control itself must be suppressed, and as a result, the braking torque that should be applied to the drive shaft is insufficient. The insufficient braking torque is compensated by engine brake or the like. However, when the engine brake is frequently used, a feeling of shock and engine noise increase, and drivability deteriorates.

  In other words, when the amount of charge of the traveling battery is small, it is necessary to recharge the traveling motor by the engine during idling and charge the traveling battery, but if the charging battery is charged more than necessary, It becomes impossible to charge the electric power generated by the regenerative control during the next traveling. As a result, regenerative control is suppressed, and the necessary braking torque may be insufficient.

  Therefore, forced charge / discharge control means for controlling the running motor to forcibly charge or discharge the running battery when the remaining capacity of the running battery is out of the predetermined allowable range during running, and running while the vehicle is stopped. There has been proposed a hybrid vehicle including a remaining capacity control unit that alternately generates a small torque on a regeneration side and a driving side in a motor to maintain a remaining capacity of a traveling battery within a predetermined allowable range (for example, Patent Documents). 3).

  In this hybrid vehicle, the remaining capacity of the traveling battery is maintained within a predetermined allowable range, thereby avoiding forced charging or forced discharging with low energy efficiency. However, for example, when the hybrid vehicle stops immediately after regenerative control at the time of deceleration for a long time or the like, there is a possibility that the charge amount of the traveling battery is close to full charge.

  In that case, in the hybrid vehicle described above, while the vehicle is stopped, the charge amount of the traveling battery can only be changed with a small amount of change, and discharge that avoids a state near full charge cannot be performed. As a result, when the travel motor needs to be regeneratively controlled immediately after the start of the next travel, the regenerative control itself must be suppressed, resulting in a shortage of braking torque that should be applied to the drive shaft. To do.

JP 2005-538303 A JP 2010-115943 A JP 2012-116394 A

  The present invention has been made in view of the above problems, and the problem is that the hybrid vehicle is in a stopped state, the charge amount of the travel battery is close to full charge, and charging cannot be performed at the next travel time. An object of the present invention is to provide a hybrid vehicle and a method for controlling the hybrid vehicle that can easily discharge the battery for traveling while the vehicle is stopped.

  A hybrid vehicle of the present invention for solving the above problems includes an engine, a travel motor that is regeneratively and power-running controlled by an inverter, and a drive shaft that transmits the driving force from the engine by power-running the travel motor. In a hybrid vehicle comprising: a control device that applies a driving force to the vehicle, performs regenerative control of the travel motor, applies a braking force to the drive shaft, and performs control to charge the generated battery with the generated power When the control device determines that the charge amount of the traveling battery is equal to or greater than a predetermined discharge determination value when the hybrid vehicle is stopped, the engine is motored by the traveling motor, It is characterized by having discharge control means for performing control for discharging the battery for traveling.

  Here, the stop state refers to a state where the hybrid vehicle is stopped in a state where the drive torque of the engine and the travel motor is not transmitted to the drive shaft of the hybrid vehicle. For example, the state of the transmission is set to neutral or parking lock.

  In addition, the predetermined discharge determination value is a value that can determine a state in which the charge amount of the driving battery is close to full charge and cannot be charged at the next driving, and the stop of the hybrid vehicle is started. Or when the hybrid vehicle is stopped, the discharge determination value is used to determine whether or not the traveling battery needs to be discharged.

  According to this configuration, when the hybrid vehicle is in a stopped state and the charge amount of the travel battery is close to full charge and cannot be charged during the next travel, the travel motor drives the engine to drive the vehicle. The power charged in the battery can be consumed.

  As a result, the traveling battery is discharged without difficulty while the hybrid vehicle is stopped, and the amount of charge of the traveling battery is reduced, so that the full charge of the traveling battery can be avoided. In addition, since there is a margin in the charge capacity of the battery for traveling, it becomes possible to charge the electric power generated by the regenerative control of the traveling motor during the next traveling, and sufficient braking torque can be generated, improving drivability. be able to.

  The hybrid vehicle includes an engine clutch provided between the engine and the drive shaft, and a motor clutch provided between the travel motor and the drive shaft, and the hybrid vehicle stops. In a state, when both the engine clutch and the motor clutch are connected, torque is transmitted from one of the engine and the travel motor to the other, and the control device Discharge determination means for determining whether or not the charge amount of the traveling battery is equal to or greater than a predetermined discharge determination value, fuel supply stop means for controlling to stop fuel supply to the engine, the engine clutch, and the motor A torque transmission path connecting means for controlling both of the clutches to be in a connected state, the hybrid vehicle being in a stopped state, and When the engine is in an idling state, the discharge determination unit is implemented, and when it is determined that the charge amount of the traveling battery is equal to or greater than the discharge determination value, the fuel supply stop unit and the torque transmission path connection It is desirable that the discharge control means is implemented after the means is implemented. According to this configuration, during the idling operation of the engine, the battery for traveling is discharged by discharging the battery for traveling when the amount of charge of the battery for traveling is close to full charge and cannot be charged during the next traveling. Can be fully charged and the next regeneration performance can be secured.

  In addition, by stopping the fuel supply to the engine during idling operation and driving the engine by the traveling motor, the fuel consumed during idling of the engine can be suppressed, and the fuel consumption can be improved. Can do.

  Furthermore, the hybrid vehicle control method according to the present invention for solving the above-described problems provides a driving force to a drive shaft that transmits a driving force from an engine by powering a traveling motor that is regenerated and powered by an inverter. In the hybrid vehicle control method for regenerating the travel motor to apply braking force to the drive shaft and charging the generated battery to the travel battery, the travel battery is in a stopped state. When it is determined that the amount of charge is equal to or greater than a predetermined discharge determination value, the traveling motor is motored by the traveling motor to discharge the traveling battery.

  In addition, in the above hybrid vehicle control method, when it is determined that the charge amount of the traveling battery is equal to or greater than the discharge determination value when the hybrid vehicle is stopped and the engine is idling. The fuel supply to the engine is stopped, and the engine and the travel motor are connected so that torque can be transmitted from the travel motor to the engine, and then the engine is motored by the travel motor. Thus, it is desirable to discharge the traveling battery.

  According to the present invention, when the hybrid vehicle is in a stopped state and the charge amount of the traveling battery is close to full charge and cannot be charged at the next traveling, the engine is motored by the traveling motor to drive the vehicle. The power charged in the battery can be consumed.

  As a result, the traveling battery is discharged without difficulty while the hybrid vehicle is stopped, and the amount of charge of the traveling battery is reduced, so that the full charge of the traveling battery can be avoided. In addition, since there is a margin in the charging capacity of the battery for traveling, it is possible to charge the electric power generated by the regenerative control of the traveling motor during the next traveling, and it is possible to generate sufficient braking torque and improve drivability. Can be improved.

  In addition, by stopping the fuel supply to the engine during idling operation and driving the engine by the traveling motor, the fuel consumed during idling of the engine can be suppressed, and the fuel consumption can be improved. Can do.

It is a block diagram which shows the control system of the hybrid vehicle of embodiment which concerns on this invention. It is the schematic which shows an example of a structure of the transmission of FIG. It is a block diagram which shows the structure of the control apparatus of FIG. It is a figure which shows an example of the charge amount of the battery for driving | running | working shown in FIG. It is a flowchart which shows the discharge control method of the hybrid vehicle of embodiment which concerns on this invention. It is a figure which shows the other example of the charge amount of the battery for driving | running | working shown in FIG.

  Hereinafter, a hybrid vehicle and a control method thereof according to an embodiment of the present invention will be described with reference to the drawings. In the following embodiment, a parallel type hybrid vehicle that generates a driving force by combining an engine and a traveling motor will be described as an example. However, the present invention can also be applied to a series type hybrid vehicle.

  First, a hybrid vehicle (hereinafter referred to as HV) 1 according to an embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, the HV 1 includes a diesel engine (hereinafter referred to as an engine) 2 and a travel motor 3, and a travel battery 6 is electrically connected to the travel motor 3 through an inverter 4 and a relay circuit 5. ing.

  The HV 1 includes a fluid coupling 7, a hydraulic multi-plate clutch (hereinafter referred to as an engine clutch) 8, a transmission (transmission) 9, a propeller shaft (drive shaft) 10, a differential 11, and a drive shaft 12. The driving force of the engine 2 is transmitted by these driving mechanisms to drive the driving wheels 13.

  In addition, power is supplied to a starter 14 that applies initial torque to the engine 2, a hydraulic pump 15 that supplies hydraulic pressure to a power steering (not shown), a headlamp (not shown), and an in-vehicle air conditioner (not shown). A generator 17 for charging the auxiliary battery 16 is provided.

  The hydraulic pump 15 and the generator 17 are driven by the engine 2. When the hydraulic pump 15 and the generator 17 need to be driven even when the HV 1 is stopped, the engine 2 is operated in an idling state. Is driving.

  Further, the HV 1 serves as a mechanism for transmitting driving torque from the traveling motor 3 to the propeller shaft 10 and transmitting braking torque from the propeller shaft 10 to the traveling motor 3, as a traveling motor gear section 18, a traveling motor output shaft 19, and a PTO. (Power input / output mechanism) 20 is provided, and the PTO 20 is provided with a slave dog clutch (motor clutch; hereinafter referred to as a dog clutch) 21.

As shown in FIG. 2, the transmission 9 includes an input shaft 22, a counter shaft 23, and an output shaft 24. The driving force input from the input shaft 22 is transmitted to the counter shaft 23 and provided on the counter shaft 23. It is configured to output from the output shaft 24 to the propeller shaft 10 via the first gear group 25 and the second gear group 26 provided on the output shaft 24.

  The PTO 20 includes a solenoid valve 27 and a dog clutch 21. When the current is stopped in the coil 28 of the solenoid valve 27, the plunger 29 moves to the right in the figure, the dog clutch 21 joined to the plunger 29 is disconnected, and the traveling motor output shaft 19 is disconnected from the counter shaft 23. On the other hand, when the current of the coil 28 is passed, the plunger 29 is moved leftward in the figure by the spring 30, the dog clutch 21 is connected, and the counter shaft 23 and the travel motor output shaft 19 are connected.

  When the engine clutch 8 is connected to the HV 1, the driving torque is transmitted to the propeller shaft 10 by the engine 2 to drive the propeller shaft 10. When the dog clutch 21 is connected and the running motor 3 is power-controlled, driving torque is applied to the propeller shaft 10. On the other hand, when the traveling motor 3 is regeneratively controlled, braking torque is applied to the propeller shaft 10 and regenerative control is performed. The generated power is configured to be charged in the traveling battery 6.

  The HV 1 is in a stopped state, that is, the driver operates the shift lever (not shown) to the neutral (N) position or the parking (P) position, and the driving force is transmitted from the engine 2 to the propeller shaft 10. When the engine clutch 8 and the dog clutch 21 are connected, the engine 2 and the travel motor 3 are connected so that torque can be transmitted from one of the engine 2 and the travel motor 3 to the other. The

  In order to control the HV1 having the above configuration, the HV1 includes an engine ECU (engine control device) 32, a transmission ECU (transmission control device) 33, a hybrid ECU (hybrid control device) 34, and a brake ECU ( Brake control device) 35. Moreover, each ECU32-35 is mutually connected in parallel by the vehicle-mounted network 36, and is comprised so that information may be sent mutually.

  Then, an accelerator opening signal of the accelerator pedal 37, a shift signal of the shift lever 38, a brake signal of the brake pedal 39, a motor torque signal of the inverter 4, and the like are sent to the ECUs 32 to 35.

  Based on these signals, the engine ECU 32 controls the driving of the engine 2, the transmission ECU 33 controls the shift device 40 for connecting / disconnecting the engine clutch 8 and the speed change operation of the transmission 9, and the hybrid ECU 34 The driving of the battery 6 for traveling is controlled, the connection / disconnection of the dog clutch 21 is controlled, and the brake ECU 35 controls the operation of the ABS and the like.

  In addition, the HV 1 includes a motor ECU 41 that controls the inverter 4 in response to a command from the hybrid ECU 34, and a traveling battery ECU 42 that manages the charge amount and voltage of the traveling battery 6. In addition, a cooling system 43 that cools the traveling motor 3 and the inverter 4 with cooling water is provided, and the cooling system 43 includes a pump 44, a radiator 45, and a cooling fan 46. The cooling fan 46 is configured to cool the traveling battery 6.

  The above configuration is an example, and the HV 1 exemplified in the embodiment is not limited to the above configuration, but is a hybrid vehicle, and the drive torque from the engine 2 and the travel motor 3 is transmitted to the propeller shaft 10 by the transmission 9. Even if the transmission is not performed, it is sufficient if the engine clutch 8 and the dog clutch 21 are respectively connected so that torque can be transmitted from one of the engine 2 and the traveling motor 3 to the other.

  Of the parallel type HV1 described above, the traveling motor 3 is mainly used as an assist in the case where the vehicle weight is particularly heavy and the propeller shaft 10 requires a large braking torque, such as downhill on a slope. It is used. Therefore, a significant increase in vehicle weight is suppressed by reducing the charging capacity of the battery 6 for traveling and reducing the weight. However, by reducing the charging capacity of the traveling battery 6, the charging amount of the traveling battery 6 is small, and the frequency at which the battery is almost fully charged increases.

  As shown in FIG. 3, in the HV1 of the present invention, the hybrid ECU 34 operates as a program with an operating state determination means M1, a discharge determination means M2, a fuel supply stop means M3, a torque transmission path connection means M4, and a discharge control means. It is configured with M5.

  Further, the hybrid ECU 34 is configured to implement the discharge control means M5 when it is determined that the charge amount of the traveling battery 6 is equal to or greater than a predetermined discharge determination value DL when the HV1 is stopped. More specifically, the driving state determination means M1 determines that HV1 is in a stopped state and the engine 2 is in an idling state, and the discharge determination means M2 determines that the charge amount of the traveling battery 6 is greater than or equal to the discharge determination value DL. When determined to be necessary, the fuel supply stop means M3 and the torque transmission path connection means M4 are implemented, and then the discharge control means M5 is implemented.

  The driving state determination means M1 is a means for determining the driving state of the HV1 and the engine 2. Based on information sent from the ECUs 32 to 35 via the in-vehicle network 36, whether or not the HV1 is stopped and whether the engine 2 is idling. It is a means for judging whether or not the state.

  The stopped state of HV1 is a state in which the transmission 9 is stopped without being transmitted from the engine 2 and the traveling motor 3 to the propeller shaft 10 when the transmission 9 is in the neutral (N) or parking lock (P) state.

  The idling state of the engine 2 is a state in which fuel is supplied and the engine 2 is driven, but the engine clutch 8 is disconnected and no driving torque is transmitted to the propeller shaft 10. The idling state of the engine 2 is performed to drive the hydraulic pump 15 and the generator 17, and is performed, for example, while the HV1 is stopped or traveling on a downhill.

  In addition to the above configuration, in order to suppress the fuel consumed in the idling state of the engine 2, when the vehicle is stopped for a long time, the fuel supply to the engine 2 is cut to completely An idling stop mechanism for stopping may be provided.

  The discharge determination unit M2 receives information on the travel battery 6 detected by the travel battery ECU 42, for example, information on the charge amount, temperature, voltage, etc., and the charge amount of the travel battery 6 is discharged in a predetermined amount. It is means for determining whether or not the determination value DL is equal to or greater than, and means for determining whether or not the traveling battery 6 needs to be discharged.

As shown in FIG. 4, the discharge determination value DL here is set to be close to full charge when the charge amount of the battery 6 for travel is zero when the charge amount is zero and when the full charge is 100%. Preferably, the braking torque is required for the next travel, and even if the travel motor 3 is regeneratively controlled, the power generated by the regenerative control may be set to a chargeable charge amount.
In this embodiment, the discharge determination value DL is set to 60% charge.

  Further, when the discharge determination means M2 is configured to be executed when the HV1 stops, for example, the HV1 performs regenerative control when the vehicle is decelerated for a long time, and the charge amount of the traveling battery 6 is determined. Can be determined immediately after the HV1 stops.

  Furthermore, it may be configured to be performed while the HV1 is stopped, and in that case, it is suitable for the case where the traveling battery 6 is configured to be charged while the HV1 is stopped.

  As shown in FIG. 3, the fuel supply stop unit M3 is a unit that performs control to stop driving of the engine 2 when the discharge control unit M5 is performed. In this embodiment, the engine ECU 32 is connected to the in-vehicle network 36. This is means for instructing so-called fuel cut to stop the supply of fuel to the engine 2 via.

  When the discharge control means M5 is implemented, the torque transmission path connecting means M4 makes both the engine clutch 8 and the dog clutch 21 in a connected state so that the torque can be transmitted from the engine 2 and the traveling motor 3 from one to the other. In this embodiment, a solenoid valve is used to instruct the transmission ECU 33 to connect the engine clutch 8 via the in-vehicle network 36 and to connect the dog clutch 21. 27 is a means for controlling 27.

  The discharge control means M5 is a means for instructing the motor ECU 41 to perform power running control of the travel motor 3 by the inverter 4. The driving state determination means M1 determines that the HV1 is in a stopped state and the engine 2 is in an idling state. This is a means that is performed when it is determined by the discharge determination means M2 that the charge amount of the traveling battery 6 is greater than or equal to the discharge determination value DL. When the discharge control means M5 is implemented, the traveling motor 3 is power-running, the engine 2 stopped by the traveling motor 3 is motored, and the traveling battery 6 is discharged.

  Next, the control method of this HV1 is demonstrated, referring the flowchart of FIG. First, the driving state determination means M1 performs step S10 for determining whether the HV1 is in a stopped state. In this step S10, it is only necessary to determine whether the HV1 is stopped based on information such as an accelerator opening signal, a shift signal, a brake signal, and a motor torque signal sent to each of the ECUs 32-35. The determination method is not limited.

  If it is determined in step S10 that HV1 is not in a stopped state, that is, the vehicle is traveling, the process proceeds to step S70. On the other hand, if it is determined that the HV1 is in the stopped state, the driving state determination means M1 performs step S20 to determine whether or not the engine 2 is in the idling state. In step S20, it is determined from the fuel injection control information of the engine ECU 32 whether the engine 2 is idling or idling stopped.

  If it is determined in step S20 that the engine 2 is in the idling stop state, the process proceeds to step S70. On the other hand, when it is determined that the engine 2 is in the idling state, the discharge determination unit M2 next performs step S30 of determining whether or not the charge amount of the traveling battery 6 is equal to or greater than the discharge determination value DL. In this step S30, when the charge amount of the traveling battery 6 is close to full charge and when the traveling motor 3 is regeneratively controlled during the next traveling, it is determined that the power generated by the regenerative control cannot be charged. That is, it is determined whether or not the traveling battery 6 needs to be discharged.

If the charge amount is smaller than the discharge determination value DL in step S30, the process proceeds to step S70. On the other hand, if the charge amount is greater than or equal to the discharge determination value DL, the discharge control means M5 next performs step S40 for determining whether or not preparation for discharge control is complete. Here, the discharge control preparation means that the supply of fuel to the engine 2 is stopped by the fuel supply stop means M3, the engine 2 is stopped, and the engine clutch 8 and the dog clutch 21 are stopped by the torque transmission path connection means M4. Both are connected, and the engine 2 and the traveling motor 3 are connected so that torque can be transmitted from the traveling motor 3 to the engine 2.

  If it is determined in step S40 that the discharge control preparation is completed, the process proceeds to step S60. On the other hand, if it is determined that the preparation for discharge has not been completed, the fuel supply stop means M3 and the torque transmission path connection means M4 are then implemented, and step S50 is completed to complete preparation for discharge control.

  Next, the discharge control means M5 performs power running control of the traveling motor 3, performs motoring drive of the engine 2 by the traveling motor 3, and performs step S60 for discharging the traveling battery 6. When discharging of the traveling battery 6 is started in step S60, the process returns to step S10.

  If any one of Steps S10 to S30 is negative, next, the discharge control means M5 performs Step S70 for determining whether or not the discharge control is being performed. If it is determined in step S70 that the discharge control is not being performed, the discharge control method is completed. On the other hand, when it is determined that the discharge control is being performed, the control method is completed by performing step S80 for ending the discharge control and step S90 for releasing the preparation for the discharge control.

  In steps S70 to S90, for example, when the running battery 6 is discharged and the charge amount of the running battery 6 becomes smaller than the discharge determination value DL, the engine 2 is maintained in the idling state. The fuel is supplied to the engine 2 to drive the engine 2 to maintain the idling state, and the engine clutch 8 and the dog clutch 21 are disconnected to stop the vehicle.

  According to this control method, when the HV1 is in a stopped state and the charge amount of the traveling battery 6 is almost fully charged and cannot be charged at the next traveling, the engine 2 is motored by the traveling motor 3. The electric power charged in the traveling battery 6 can be consumed.

  As a result, the traveling battery 6 can be prevented from being fully charged and deterioration of the traveling battery 6 can be suppressed, and even if braking torque is required for the next traveling, Since there is a sufficient charge capacity, the traveling motor 3 can be regeneratively controlled.

  In addition, even if the fuel supply to the engine 2 during idling is stopped, the engine 2 can be motored by the traveling motor 3 so that the engine 2 can be in an idling state, and fuel consumption during idling can be reduced. This can suppress the fuel consumption.

  In particular, when it is necessary to drive auxiliary equipment such as the hydraulic pump 15 and the generator 17 even while the HV 1 is stopped, the fuel consumed in idling the engine 2 is reduced, which is effective.

  In addition, in the above control method, it is determined in step S10 that the HV1 has stopped, and in step S30, it is determined whether the traveling battery 6 needs to be discharged. When the vehicle stops later, that is, when the vehicle stops immediately after regenerative control during deceleration, for example, it can be determined whether or not the traveling battery 6 needs to be discharged immediately. Thereby, it can avoid that the charge amount of the battery 6 for driving | running | working becomes a full charge, can prevent overcharge, and can suppress degradation of the battery 6 for driving | running | working.

  In the above control method, whether or not the engine 2 is in the idling state is determined in step S20. However, even if the idling is stopped without performing step S20, the HV1 is in the stopped state, and the traveling battery 6 The discharge control means M5 may be implemented when it is determined that the amount of charge is equal to or greater than the discharge determination value.

  Further, when it is determined that the charging amount of the traveling battery 6 is equal to or less than a predetermined charging determination value CL while the HV1 is stopped, the traveling battery 6 is charged using the idling operation of the engine 2. You may comprise as follows. In this case, when it is determined that the engine 2 is idling, the torque transmission path connecting means M4 is implemented to connect the engine 2 and the travel motor 3. Then, the regeneration control means is implemented to regeneratively control the traveling motor 3, the traveling motor 3 is driven by the engine 2, and the traveling battery 6 is charged.

  As shown in FIG. 6, the charge determination value CL is a charge amount set close to zero when the charge amount of the traveling battery 6 is zero and the charge amount is 100%. Preferably, when the HV 1 travels and driving torque is required, even if the traveling motor 3 is subjected to power running control, the charging amount may be set to cover the power consumed by the power running control. For example, the charge determination value CL is set to a charge amount of 20%.

  In this way, the charge determination value CL that needs to be charged and the discharge determination value DL that needs to be discharged are provided as the charge amount of the traveling battery 6, and the charge amount of the traveling battery 6 can be determined when the HV 1 is stopped or stopped. By performing charging / discharging of the traveling battery 6 so as to be between the charging determination value CL and the discharging determination value DL, deterioration of the traveling battery 6 can be suppressed. Even when the driving torque of the traveling motor 3 or the braking torque is required immediately after traveling from the stop, there is a margin in the charge amount of the traveling battery 6. It is possible to cope with the case, and the operability of the HV1 can be improved.

  In the flowchart shown in FIG. 5 described above, when the charge amount of the traveling battery 6 is equal to or higher than the discharge determination value DL when the HV1 is stopped, the discharge control means M5 is implemented, and the charge amount of the traveling battery 6 is determined to be the discharge determination value DL. The travel battery 6 is discharged until it becomes smaller than that, but the charge amount of the travel battery 6 may be made to approach the discharge determination value DL, and it is not always necessary to perform control until the discharge battery falls below the discharge determination value DL. .

  The hybrid vehicle of the present invention travels when the hybrid vehicle is in a stopped state and the charge amount of the travel battery is close to full charge, or when the power generated by the regenerative control at the next travel cannot be charged. The motor can be driven by the motor to consume the electric power charged in the traveling battery. As a result, the battery for driving is discharged without difficulty, so it is possible to avoid the full charge of the battery for driving and to secure the next regeneration performance, so it is suitable for hybrid vehicles, especially large hybrid vehicles with heavy vehicle weight such as trucks. Can be used.

1 HV (hybrid vehicle)
2 Engine 3 Traveling motor 4 Inverter 6 Battery for traveling 8 Engine clutch 9 Transmission (transmission)
10 Propeller shaft (drive shaft)
21 Dog clutch (motor clutch)
34 Hybrid ECU (control device)
DL Discharge determination value M1 Operating state determination means M2 Discharge determination means M3 Engine stop means M4 Torque transmission path connection means M5 Discharge control means

Claims (4)

An engine, a travel motor that is regeneratively and power-running controlled by an inverter, power-running the travel motor, applying a driving force to a drive shaft that transmits the driving force from the engine, and regeneratively controlling the travel motor. In addition, a hybrid vehicle including a control device that applies a braking force to the drive shaft and performs control to charge the generated power to a traveling battery.
When the control device determines that the charge amount of the traveling battery is equal to or higher than a predetermined discharge determination value when the hybrid vehicle is stopped, the engine is motored by the traveling motor, A hybrid vehicle comprising discharge control means for performing control for discharging a traveling battery. An engine clutch provided between the engine and the drive shaft; and a motor clutch provided between the travel motor and the drive shaft; and when the hybrid vehicle is stopped, the engine clutch When both the motor clutches are in the connected state, it is configured so that torque can be transmitted from one of the engine and the travel motor to the other,
A discharge determination means for determining whether or not a charge amount of the traveling battery is equal to or greater than a predetermined discharge determination value; a fuel supply stop means for performing control to stop fuel supply to the engine; A torque transmission path connecting means for performing control for bringing both the engine clutch and the motor clutch into a connected state;
When the hybrid vehicle is in a stopped state and the engine is in an idling state, the discharge determination means is implemented, and when it is determined that the charge amount of the traveling battery is equal to or greater than the discharge determination value, the fuel supply is performed. The hybrid vehicle according to claim 1, wherein the discharge control unit is implemented after the stop unit and the torque transmission path connection unit are implemented. Powering a traveling motor that is regenerative and powering controlled by an inverter, applying a driving force to a driving shaft that transmits driving force from an engine, regenerating the traveling motor, and applying a braking force to the driving shaft In the hybrid vehicle control method for charging the traveling battery with the generated electric power,
When the hybrid vehicle is in a stopped state and the charge amount of the traveling battery is determined to be equal to or greater than a predetermined discharge determination value, the engine is motored by the traveling motor to discharge the traveling battery. A control method for a hybrid vehicle, characterized in that:   When the hybrid vehicle is in a stopped state and the engine is in an idling state, when it is determined that the charge amount of the traveling battery is equal to or greater than the discharge determination value, the fuel supply to the engine is stopped, and Connecting the engine and the travel motor so that torque can be transmitted from the travel motor to the engine, and then driving the engine by the travel motor to discharge the travel battery. The method for controlling a hybrid vehicle according to claim 3, wherein: