JP3786841B2 - Self-propelled vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a self-propelled vehicle capable of making the most of generating capability of a solar battery, without causing complication of a structure while decreasing a risk of over-discharge of a battery. SOLUTION: In this self-propelled vehicle comprising an electric motor 4 for driving running, a battery 17 for supplying driving power to the electric motor 4, an engine 2 of outputting power for driving running, and a vehicle control part 6 for controlling the driving status of the vehicle, the power generated by the solar battery 30 is formed so as to charge the battery 17, and the operation of the electric motor 4 and the operation of the engine 2 are controlled, so that the charging status of a battery 17 reaches the target charging status, if the charging status of the battery 17 is lower than the high charging status, and the output of the engine 2 is reduced so as to discharge the battery 17, if the charging status of the battery 17 is higher than the high charging status.

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to an electric motor for driving driving, a battery for supplying driving electric power to the electric motor, and an engine for outputting driving driving power.AndThe present invention also relates to a self-propelled vehicle provided with driving control means for managing driving of the vehicle.
[0002]
[Prior art]
The self-propelled vehicle having the above configuration includes, for example, an electric motor for driving driving and an engine that outputs driving power for driving, and the driving power is driven in parallel using the power of the engine and the power of the electric motor. Type hybrid vehicle and an engine-driven generator driven by the power of the engine as the power generation means, the battery is charged by the generator, and an electric motor for driving driving by the electric power from the battery There are a series type hybrid vehicle for driving the vehicle, a fuel cell type electric vehicle in which a fuel cell is mounted as the power generation means, and an electric motor for driving driving is driven by electric power from the fuel cell. Incidentally, in any of these types of vehicles, at the time of traveling deceleration, the battery is charged using regenerative electric power from the electric motor.
[0003]
And in such a self-propelled vehicle, conventionally, a technique has been proposed that includes a solar cell to reduce the load on the power generation means.
For example, as disclosed in Japanese Patent Application Laid-Open No. 8-251711, a hybrid vehicle including an electric motor and an engine is configured to charge a battery with a charging current generated by a solar cell. When the charging voltage is lower than the set value, charging from the solar cell is performed, but when the charging voltage of the battery exceeds the set value, current control is performed so that charging from the solar cell to the battery is not performed. (Hereinafter referred to as the first prior art).
That is, in the first prior art, when the charging voltage of the battery is lower than the set value, the battery is charged by the solar cell, and when the charging voltage of the battery exceeds the set value, the solar cell is charged. The power generation current generated by is not configured to flow as a charging current.
[0004]
By the way, in the said 1st prior art, since the charge by a solar cell is performed when the charge voltage of a battery is lower than a setting value, the electric power generated by a solar cell can be used effectively, but the charge voltage of a battery is high. Since the generated power of the solar cell is not used sometimes, there is a disadvantage that the power generation capability of the solar cell cannot be effectively used.
[0005]
In the configuration of the first prior art, the setting value, which is a criterion for determining whether or not to perform charging by the solar cell, is set to a low value in advance, and the power generation capacity of the solar cell is used as effectively as possible. However, with this configuration, when the vehicle is running, the battery charging voltage may be too low and power may be insufficient. Then, for example, in a configuration in which the generator is driven by the engine and the battery is charged, there are disadvantages such as an increase in fuel consumption in the engine that drives the generator.
[0006]
Therefore, as a configuration for solving the above disadvantages, for example, there is a configuration disclosed in Japanese Patent Laid-Open No. 2000-253504.
That is, in a hybrid vehicle configured to control the start / stop of a generator that is an example of power generation means so that the charge amount of the battery becomes a preset target charge amount, power is generated by a solar cell. The battery is configured so that the charging current can always be charged. The power generation state of the solar cell, specifically, time information, weather information such as humidity and atmospheric pressure of the day, and the direction and inclination of the vehicle The target charge amount is changed based on various information such as attitude information. For example, when the output of the solar cell is predicted to be low, the target charge amount is set to a high value, and when the output of the solar cell is predicted to be high, the target charge amount is set to a low value. This is because the electric motor can be driven in an appropriate state even when the output of the solar cell is low, and when the output of the solar cell is high, the power generated by the solar cell increases. By setting it low, the power generated by the solar battery can be appropriately charged. (Hereinafter referred to as the second prior art).
[0007]
[Problems to be solved by the invention]
In the second prior art, the power generation current generated by the solar cell always flows as a charging current, and the fuel consumption in the power generation means is suppressed by making maximum use of the power generation capability of the solar cell. In this second prior art, there is still room for improvement in the following aspects.
That is, according to the above configuration, in order to predict the output of the solar cell, various information such as time information, weather information such as humidity and atmospheric pressure of the day, and attitude information such as vehicle direction and inclination angle, etc. And the target charge amount is changed based on the various detection information. Various detection means for detecting such various information are necessary, and the number of parts increases accordingly. There is a disadvantage that the configuration becomes complicated.
[0008]
The present invention has been made paying attention to such a point, and its purpose is to maximize the power generation capability of the solar cell without incurring the complexity of the configuration such as providing a configuration for detecting the power generation state of the solar cell. It is to provide a self-propelled vehicle that can be used to the limit.
[0009]
[Means for Solving the Problems]
  According to the first aspect of the present invention, there is provided an electric motor for driving driving, a battery for supplying driving electric power to the electric motor, an engine for outputting driving driving power, and an operation control means for managing driving of the vehicle. In the provided self-propelled vehicle, a solar battery is provided, and the battery is configured to charge the power generated by the solar battery, and the operation control means is preset with a charge state of the battery. Maintaining the target state for managing the operation of the electric motor and the operation of the engine so that the state of charge of the battery becomes a target state of charge set lower than the state of high charge when the state is lower than the high state of charge. When the operation control is executed and the state of charge of the battery is higher than the state of high charge, the discharge of the battery is promoted.RunImmediately after starting the line, the upper limit value of the traveling speed of the vehicle driven only by the electric motor is increased to a speed faster than the set speed in the target state maintaining operation control, and the output of the engine is increased compared to the target state maintaining operation control. In the state of decreasing, the operation of the electric motor and the discharge amount increasing operation control for managing the operation of the engine are executed.
[0010]
That is, a solar cell is provided, and the power generated by the solar cell is configured to be charged to the battery, and the solar cell always generates power while it is exposed to light. Then, the battery is continuously charged.
[0011]
  The driving control means for controlling the driving of the vehicle becomes the target charging state in which the charging state of the battery is set lower than the high charging state when the charging state of the battery is lower than the preset high charging state. The operation of the electric motor as well as the engineMoveThe target state maintenance operation control to be managed is executed. That is, when the charge state of the battery is lower than the high charge state, it is considered that the power charged by the solar battery is properly consumed by the power consumption of the vehicle. The driving state of the vehicle is controlled so that the charging state becomes a preset target charging state, and an appropriate charging state is maintained.
[0012]
  When the state of charge of the battery is higher than the preset high state of charge, the operation control means reduces the engine output more than the target state maintenance operation control so as to promote battery discharge.RuOperation of the electric motor and engine operation.MoveThe discharge amount increase operation control to be managed is executed. In other words, when the state of charge of the battery is higher than the state of high charge, charging by solar cells is excessive compared to vehicle power consumption simply by executing the target state maintenance operation control as described above. In this case, the power consumption of the electric motor is increased by decreasing the engine output and increasing the driving power of the electric motor.RuThis increases the power consumption from the battery.
  In this way, even when the output of the solar cell is large, the operation can be continued in a state where the power consumption from the battery is increased.
  And when the output of the solar cell is reduced, the battery state of charge returns to the state of executing the target state maintenance operation control when the state of charge of the battery becomes lower than the high state of charge. Operation is controlled so that
[0014]
And charging to the battery by the solar cell is always in an executable state, and the control state is changed depending on the battery charging state regardless of the power generation state of the solar cell, so the power generation state of the solar cell is detected. A configuration for doing so is not necessary, and the configuration is not complicated.
[0015]
Therefore, it is possible to provide a self-propelled vehicle that can make maximum use of the power generation capability of the solar cell without complicating the configuration such as providing a configuration for detecting the power generation state of the solar cell. It was.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
[Reference example]
  Hereinafter, a hybrid vehicle as an example of a self-propelled vehicle according to the present invention will be described with reference to the drawings.
  FIG. 1 shows a system configuration of a hybrid vehicle as an example of a self-propelled vehicle. This hybrid vehicle is provided with a drive unit K in which a planetary gear mechanism 1, an engine 2, a generator 3, an electric motor 4 and the like, which will be described later, are integrally assembled, and this drive unit K is used as a traveling device. It is comprised so that the driving force for driving | running | working which drives the left and right front wheels 5 may be generated. And this hybrid vehicle is provided with the solar cell 30, and it is comprised by this solar cell 30 so that the battery mounted in a vehicle may be charged so that it may mention later. Although not described in detail, the solar cell 30 is mounted in a state where it can receive sunlight on a hood or roof of a vehicle.
[0017]
Next, the configuration of the drive unit K will be described.
As shown in FIG. 2, the engine 2, the electric motor 4, and the generator 3 are each mechanically coupled via a planetary gear mechanism 1, and the planetary gear mechanism 1 rotates around the central axis. A sun gear 18, three planetary pinion gears 19 that revolve around the central axis while rotating by engaging with the outer periphery of the sun gear 18, and a ring gear 20 that rotates while engaging with each planetary pinion gear 19 on the outer periphery thereof. The three planetary pinion gears 19 are supported by a carrier 21 and integrally revolved around a central axis.
For this planetary gear mechanism 1, the output shaft 2 a of the engine 2 is coupled to the carrier 21, the drive shaft 3 a of the generator 3 is coupled to the sun gear 18, and the drive shaft 4 a of the electric motor 4 is connected via the counter gear 22. Coupled to the ring gear 20. The drive shaft 4 a of the electric motor 4 is coupled to the left and right front wheels 5 via a counter gear 22 and a differential gear 23. That is, the electric motor 4 and each front wheel 5 are in a state of interlocking connection and are always in a state of rotating in synchronization.
[0018]
In the planetary gear mechanism 1 configured as described above, of the three shafts coupled to the gears, that is, the output shaft 2a of the engine 2, the drive shaft 3a of the generator 3, and the drive shaft 4a of the electric motor 4 When the rotational states (rotational speed, rotational torque, etc.) of the two shafts are determined, the rotational state of the remaining one shaft is uniquely determined.
The relationship between the rotational speeds of these can be represented by a collinear chart as shown in FIG. If each gear is in a stopped state (zero speed), the state shown by the characteristic line L1 in the figure is obtained. Then, in a motor running state where the engine 2 is driven only by the electric motor 4 while the engine 2 is stopped, the electric motor 4 is rotationally driven in the forward direction as indicated by a characteristic line L2 in the figure. At this time, the engine 2 is stopped and the generator 3 is in a free rotation state opposite to the power generation direction.
When the engine 2 is started in the motor running state, as indicated by a characteristic line L3 in the figure, the generator 3 is caused to function as an electric motor and is driven at a set rotational speed to start the engine 2. When the engine 2 is started, as indicated by a characteristic line L4 in the figure, the generator 3 is maintained in a rotation stopped state, and thereafter is driven to run by the power of the engine 2 and the power of the electric motor 4. When the battery 17 needs to be charged, the generator 3 can be driven to generate power by increasing the rotational speed of the engine 2 as shown by the characteristic line L5 in the figure.
[0019]
Thus, the relationship among the rotational speeds of the output shaft of the engine 2, the drive shaft of the generator 3, and the drive shaft of the electric motor 4 is always defined as a straight line on the alignment chart. The generator 3 and the electric motor 4 are each composed of an AC synchronous motor, and can control the rotation direction and the rotation speed by adjusting the supply direction and current value of the drive current to these, and the drive unit K has a configuration capable of changing the traveling speed steplessly.
[0020]
Next, a control configuration for the drive unit K in this hybrid vehicle will be described.
As shown in FIG. 3, a vehicle control unit 6 that controls the overall operation of the vehicle, a motor control unit 7 that controls the operation of the electric motor 4 based on control information from the vehicle control unit 6, a vehicle A generator control unit 8 that controls the operation of the generator 3 based on control information from the control unit 6, an output of the engine 2 based on control information from the vehicle control unit 6, specifically, an electronic throttle valve The engine control unit 10 that automatically adjusts the throttle opening 9 and the fuel injection amount of an injector (not shown) is provided, and the accelerator operation amount detection sensor S1 that detects the operation amount of the accelerator operation tool 11 and the brake operation tool 13 are provided. The brake operation amount detection sensor S2 for detecting the operation amount (operation pressure) of the vehicle, the shift position sensor S3 for detecting the position of the shift position lever 15, and the rotational speed of the axle of the front wheel 5. And a vehicle speed sensor S4, which detects the vehicle speed Te, various detection information by the charging state detector S5 or the like for detecting the state of charge of the battery are configured to be input to the vehicle control unit 6.
[0021]
The position of the shift position lever 15 includes “P” (parking position), “R” (reverse travel position), “N” (neutral position), “D” (forward travel position), and “B” (braking force). The forward traveling position where a large amount acts on) is appropriately switched by the driver according to the driving situation.
[0022]
Driving power for the electric motor 4, the generator 3, and the control units is supplied from a battery 17, and the battery 17 is charged by the generated power from the generator 3 and the electric motor 4 as described later. The battery 30 is also charged by the generated power.
[0023]
Then, the vehicle control unit 6 drives for driving such as information on the operation amount of the accelerator operation tool 11, information on the operation amount of the brake operation tool 13, information on the position of the shift position lever 15, information detected by the vehicle speed sensor S4, and the like. Based on the force adjustment information and the battery required power information obtained from the state of charge of the battery detected by the charge state detection unit S5, the determination process for determining whether or not to start the engine and the required driving force for the drive unit K are determined. It is configured to execute a required process, an output process for causing the drive unit K to output a required driving force, and the like. In the output process, the vehicle control unit 6 outputs control information to the motor control unit 7, the generator control unit 8, and the engine control unit 10 so that the drive unit K outputs the required driving force, The outputs of the engine 2, the generator 3, and the electric motor 4 are controlled.
[0024]
Hereinafter, the control contents in the respective operation modes in each operation stage from the state where the vehicle is stopped until the vehicle starts to run and then decelerates to stop will be briefly described.
When the battery is sufficiently charged and does not need to be charged, the accelerator is released from the stop state (corresponding to the characteristic line L1 in FIG. 4) in which the engine 2, the electric motor 4, and the generator 3 stop rotating. When the stepping operation is performed, first, the vehicle is started by generating a driving torque for forward traveling in the electric motor 4 with the engine 2 stopped (corresponding to the characteristic line L2 in FIG. 4).
When the traveling speed exceeds the set speed (about 10 km / h) and the driving force of the engine 2 is necessary, the generator 2 is rotationally driven to start the engine 2 (corresponding to the characteristic line L3 in FIG. 4). . That is, the vehicle control unit 6 obtains a target rotational speed necessary for starting the engine 2 and commands the target rotational speed command information to the generator control unit 8, and the generator control unit 8 sets the corresponding target rotational speed to the target rotational speed. Thus, the drive current value for the generator 3 is controlled. When it is determined by the generator control unit 8 that the generator 3 is in the state of generating regenerative braking torque from the state of generating driving torque, the start of the engine 2 is confirmed. If it is not necessary to charge the battery, the rotation of the generator 3 is stopped (corresponding to the characteristic line L4 in FIG. 4).
[0025]
When it is determined that charging is necessary due to a decrease in the state of charge of the battery 17 while the vehicle is traveling, the generator 3 is driven by the power of the engine 2 to generate power and charge the battery 17 (see FIG. 4). Corresponding to the characteristic line L5). Although not shown, when it is determined that the battery 17 needs to be charged while the vehicle is stopped, that is, when the electric motor 4 is stopped, the engine 2 is started and the power of the engine 2 is increased. To drive the generator 3 to generate electricity.
[0026]
After the engine 2 is started, as will be described in detail later, the throttle opening and the fuel injection amount with respect to the engine 2 are in line with the optimum fuel consumption line that maximizes the driving efficiency with respect to changes in the engine speed. The electronic throttle valve 9 and the injector are automatically adjusted so as to change.
During traveling of the vehicle, the electric motor 4 outputs a traveling driving force that is insufficient with the driving force of the engine based on the optimum fuel efficiency line as described above. If the vehicle speed is high, the target current value for generating the regenerative braking force is obtained, and the current amount is adjusted and controlled so that the current supplied from the electric motor 4 to the battery 17 becomes the target current value. At this time, the electric motor 4 functions as a generator, and the generated power is stored in the battery 17.
[0027]
The driving of the vehicle is managed by the adjustment processing of the driving force for the driving unit K as described above, and the vehicle control unit 6, the motor control unit 7, the generator control unit 8, and the engine control unit 10 respectively. A control means H is configured as a management control means for managing the driving of the vehicle.
The control contents of the control means H will be described with reference to the drawings. First, as shown in FIG. 5, information on the operation amount of the accelerator operating tool 11 detected by the accelerator operation amount detection sensor S1, brake operation, and the like. Information on the operation amount of the brake operating tool 13 detected by the amount detection sensor S2, information on the position of the shift position lever 15 detected by the shift position sensor S3, vehicle speed detection information detected by the vehicle speed sensor S4, charging Processing for taking in each of the detection information of the state detection unit S5 and determining which one of the various driving modes as described above is based on the various information. In addition, based on the above various detection information, the throttle target opening, motor torque, and generator target rotational speed can be obtained from the required driving force by calculation. Calculation of the value, or to start the engine 2, performs arithmetic processing including judging whether processing such as is necessary or to stop.
[0028]
Then, based on the result calculated in the calculation process, the engine start process for starting the engine 2 and the optimum fuel consumption as described above so as to obtain the driving force required according to each operation mode as described above. In the state where the throttle opening is adjusted according to the line, engine output processing for adjusting the output of the engine 2 and the output of the electric motor 4 are adjusted so that the operation state required according to each operation mode as described above is obtained. Each of the motor output process to be performed and the generator output process to adjust the output of the generator 3 so as to be in an operation state required according to the operation mode. A series of these processes corresponds to the travel driving force adjustment process.
[0029]
When the state of charge SOC of the battery 17 is lower than the preset high charge state Y, the vehicle control unit 6 sets the target state of charge X in which the state of charge SOC of the battery 17 is set lower than the high charge state Y. When the target state maintaining operation control for managing the operation of the electric motor 4 and the operation of the engine 2 is executed and the state of charge SOC of the battery 17 is higher than the high state of charge Y, the target state maintaining operation control is performed. The discharge amount increasing operation control for managing the operation of the electric motor 4 and the operation of the engine 2 is executed so that the output of the engine 2 is reduced and the battery 17 is discharged.
[0030]
Next, the target state maintaining operation control will be specifically described.
As shown in FIG. 9, for example, a change characteristic of the required driving force for the drive unit K with respect to a change in the vehicle speed when the shift position lever 15 is in the “D” position is set in advance, and the vehicle control unit 6 performs this characteristic. Based on the above, the required driving force for traveling is obtained. A line q1 shown in FIG. 9 (a) shows a change in the required driving force with respect to a change in the vehicle speed corresponding to a value when the accelerator operation amount becomes maximum (fully open), and the accelerator operation amount changes. The change rate of the required driving force is preset as a characteristic as shown in FIG. From these characteristics, the required driving force corresponding to the vehicle speed at that time is a change rate (%) based on the value for the vehicle speed obtained from the line q1 shown in FIG. 9 (a) and the detected value of the accelerator operation amount. It is calculated by the product of
[0031]
In the characteristics shown in FIG. 9, the positive (+) side indicates that the target traveling direction is the forward direction, that is, the required driving force for forward traveling, and the required driving force for forward traveling in the upper side in the figure. Indicates that it will be large. Further, the negative (−) side indicates that the target driving direction is the required driving force in the direction opposite to the forward direction, and the lower side in the figure indicates that the required driving force in the opposite direction increases. A line q2 in FIG. 6 shows a change characteristic of the required driving force when the accelerator operation amount is minimum (fully closed) and the brake operation amount is minimum, and a line q3 in FIG. The change characteristic of the required driving force when the operation amount becomes maximum is shown.
[0032]
When the accelerator and the brake are not operated, the required driving force is obtained using this line q2. As apparent from the line q2, when the vehicle speed is higher than the set vehicle speed and the accelerator is fully closed, the required driving force on the negative (−) side, that is, the required driving force in the direction opposite to the instructed traveling direction. As is clear from the lines q2 and q3, the required driving force on the negative (−) side is set to increase as the brake operation amount increases.
[0033]
Then, as shown in FIG. 10, the battery required power change characteristic that prescribes the power to be charged or the power to be discharged in the battery 17 with respect to the battery state SOC detected by the charge state detection unit S5 is set in advance. A required battery power at that time from the current state of charge SOC of the battery 17 detected by the charge state detection unit S5, a value obtained by converting the required battery power into a required power for the drive unit K, and the accelerator The final required drive force is obtained by adding together the required drive force for traveling obtained based on the operation amount, the brake operation amount, and the like.
[0034]
In FIG. 10, when the battery required power is positive (+), the upper side indicates that the battery needs to discharge more power, and on the negative (−) side, the lower battery side needs to increase the charge amount of the battery. If the battery power requirement is positive (+), charging is not necessary, so the power requirement for the drive unit (engine) is small. If the battery power requirement is negative (-), charging is not required. Necessary and required power for the drive unit (engine) increases.
[0035]
The vehicle control unit 6 first determines whether or not it is necessary to start the engine 2 from the required driving force obtained as described above, and obtains the required engine required output if necessary. If the SOC of the battery 17 is larger than the SOC in the target charging state X (the charging state where the required battery power is “0”) and the vehicle speed is equal to or lower than the set vehicle speed (10 km / h), the engine 2 is turned on. The drive by the electric motor 4 is performed without starting.
Next, the procedure of various target value calculation processing will be described with reference to FIG.
When the charge state of the battery 17 is lower than the target charge state X or when the engine 2 is started when the vehicle speed exceeds the set vehicle speed (10 km / h), the battery 17 is preset as shown in FIG. The engine target rotation speed that maximizes the operating efficiency with respect to the engine required output is obtained from the change characteristics. Then, as shown in FIG. 8, the change characteristic of the target throttle opening with respect to the engine target rotational speed of the engine 2 set in advance along the point where the operating efficiency of the engine 2 is high, that is, the optimum fuel consumption line is set. The target throttle opening at that time is obtained from the engine target rotational speed and the optimum fuel efficiency line. Information on the obtained target throttle opening degree is commanded to the engine control unit 10.
The engine control unit 10 adjusts the opening of the electronic throttle valve 9 so that the actual throttle opening becomes the calculated target throttle opening. Although not shown, the intake air amount and the fuel injection amount corresponding to the engine speed are also obtained and automatically adjusted so as to obtain the corresponding fuel injection amount.
[0036]
On the other hand, the target rotational speed of the generator 3 is obtained from the engine target rotational speed obtained as described above and the vehicle speed information at that time, and control information is sent to the generator control unit 8 so as to be the target rotational speed. Command. However, since the generator target rotation speed obtained here is a negative value, that is, when the generator target rotation speed is obtained as a value lower than “0” in FIG. 4, it functions as an electric motor. Except for special circumstances such as when the engine 2 is started, the hydraulic brake device 31 that mechanically blocks the rotation of the generator 3 is operated to stop the rotation without instructing information to the generator control unit 8. It is like that. When stopping the rotation, the engine target rotation speed is again calculated from the vehicle speed information, and the target throttle opening with high operating efficiency of the engine 2 is calculated from the calculated value and the optimum fuel consumption line. Asking for.
[0037]
Further, a running performance characteristic of the vehicle in which a torque distribution ratio between the electric motor 4 and the engine 2 with respect to a change in the vehicle speed is set in advance, and the electric power is obtained from the information on the required driving force, the information on the vehicle speed, and the running performance characteristic. A motor torque to be output by the motor 4 is calculated. For example, all the driving force is output by the electric motor 4 if the vehicle speed is lower than the set vehicle speed, or when the vehicle is traveling beyond the set vehicle speed, the output of the engine 2 is insufficient for the required driving force. The necessary motor torque is obtained so that the electric motor 4 can output, and drive control of the electric motor 4 is performed.
[0038]
If the required battery output is large on the negative (charging) side, the driving force required for charging is added to the required driving force for driving, so that the generator target rotational speed becomes a positive value and driven from the generator. If the battery 17 is charged and the battery request output is large on the positive (discharge) side, the generator 3 is stopped, and the electric motor 4 is driven by the power of the battery 17. Will be discharged.
Accordingly, the operations of the electric motor 4 and the engine 2 are controlled so that the state of charge SOC of the battery 17 becomes the target state of charge X.
The above operation corresponds to the target state maintenance operation control.
[0039]
Next, the discharge amount increasing operation control will be described.
When the state of charge SOC of the battery 17 becomes higher than the state of high charge Y, the drive control is performed so that the electric motor 4 always outputs all of the driving force of the vehicle regardless of the vehicle speed.
That is, since the battery is always charged by the solar cell 30 as described above, when only the target state maintenance operation control as described above is executed, the state of charge of the battery 17 is Although there is a possibility that it will be too much for consumption, when the state of charge SOC of the battery 17 becomes higher than the high state of charge Y, all the driving power of the vehicle is output by the electric motor 4 and the engine 2 is stopped. Power consumption is increased by driving in an operation mode that increases the power consumption by the electric motor 4.
When the battery charge state SOC is lower than the high charge state Y by executing the discharge amount increasing operation control, the target state maintaining operation control is executed, and the charge state SOC of the battery 17 is the target charge. The operation of the electric motor 4 and the engine 2 is controlled so as to be in the state X.
[0040]
The above control operation has been described with respect to the case where the shift position lever 15 is in the “D” position, but other command positions such as the “B” position and the “R” position. However, similar processing is executed. However, if the command position for traveling is different in this way, different characteristics are used as a change characteristic of the required driving force with respect to a change in the vehicle speed. For example, in the “B” position, a larger value is set for the reverse traveling driving force when the accelerator is fully closed than in the “D” position, but the details thereof are omitted. To do.
[0041]
In the above configuration, the engine 2 functions as an engine that outputs motive power for driving and drives the generator 3. Therefore, the generator and the engine 2 operate with fuel. It functions as power generation means G that generates power for charging the battery 17.
[0042]
[ActualForm]
[0043]
  Reference example aboveIn the above, as an example of the discharge amount increasing operation control, a configuration in which all the driving force of the vehicle is output by the electric motor is illustrated.In this embodiment, runningControl form in which the upper limit value of the traveling speed of the vehicle driven only by the electric motor immediately after the start of the line is raised to a speed higher than 10 km / h, for example, several tens km / h in the target state maintenance operation controlIt has become.
[0045]
[Another embodiment]
(1)the aboveReference exampleIn the above, the driving means drives the front wheels, but the invention is not limited to this. However, it is not limited to such a configuration, and various transmission mechanisms can be used.
[Brief description of the drawings]
1 is a schematic configuration diagram.
FIG. 2 is a diagram showing a drive unit
[Fig. 3] Control block diagram
FIG. 4 is a collinear diagram showing the operating state of the drive unit.
FIG. 5 is a flowchart of the control operation.
FIG. 6 is a diagram showing a target value calculation processing procedure;
[Fig. 7] Engine speed characteristics
FIG. 8 is a diagram showing an optimum fuel consumption line
FIG. 9 is a diagram showing the required driving force
FIG. 10 shows characteristics of required battery power.Figure
[Explanation of symbols]
  2 Engine
  4 Electric motor
  17 battery
  30 Taiyopond
H            Operating state control means

Claims (1)

An electric motor for driving, and
A battery for supplying electric power to the electric motor;
An engine that outputs power for driving, and
A self-propelled vehicle equipped with driving control means for managing driving of the vehicle,
A solar cell is provided, and is configured to charge the battery with electric power generated by the solar cell,
The operation control means is
When the state of charge of the battery is lower than a preset high state of charge,
The operation of the electric motor and the target state maintenance operation control for managing the operation of the engine are performed so that the state of charge of the battery becomes a target state of charge set lower than the state of high charge,
And, when the state of charge of the battery is higher than the high state of charge, so as to facilitate the discharge of the battery, the target state the upper limit of the running speed of the vehicle to be driven only by the electric motor immediately after the run line start The amount of discharge for managing the operation of the electric motor and the operation of the engine in a state in which the output of the engine is decreased more than the target state maintenance operation control by increasing to a speed faster than the set speed in the maintenance operation control. A self-propelled vehicle configured to perform increased driving control.

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