JP3812134B2 - Charge control method for hybrid vehicle - Google Patents

Charge control method for hybrid vehicle Download PDF

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Publication number
JP3812134B2
JP3812134B2 JP09581998A JP9581998A JP3812134B2 JP 3812134 B2 JP3812134 B2 JP 3812134B2 JP 09581998 A JP09581998 A JP 09581998A JP 9581998 A JP9581998 A JP 9581998A JP 3812134 B2 JP3812134 B2 JP 3812134B2
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power
battery
engine
charge
limit value
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JPH11299004A (en
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誠志 中村
豊 多賀
正弥 天野
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Toyota Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明はハイブリッド車、特にパラレルハイブリッド車における充電制御方法の改良に関する。
【０００２】
【従来の技術】
従来より、パラレルハイブリッド車においては、バッテリの充電状態（ＳＯＣ）を監視し、このＳＯＣが所定値に対して大きいか小さいかによりモータを力行モードあるいは回生モードのいずれで運転するかを決定していた。これにより、バッテリのＳＯＣを所定値に維持するように制御していた。
【０００３】
図６には、上記従来のハイブリッド車の充電制御方法の例が示される。図６においては、目標のＳＯＣに対して、これより高いＳＯＣ１とこれより低いＳＯＣ２との間でバッテリの充電状態を制御している。目標ＳＯＣより実際のＳＯＣが高い領域では、実際のＳＯＣの値に応じてバッテリからモータに電力を供給し放電を行う。他方、目標ＳＯＣよりも実際のＳＯＣが低い領域では、実際のＳＯＣの状態に応じてモータの回生によりバッテリの充電を行っていた。
【０００４】
【発明が解決しようとする課題】
しかし、上記従来のハイブリッド車の充電制御方法においては、バッテリのＳＯＣが目標ＳＯＣより高い場合には常時放電を行い、目標ＳＯＣより低い場合には常時充電を行っていた。したがって、目標ＳＯＣよりも低い場合には、エンジンの出力が低く動作効率があまりよくない状態においてもモータを回生モードで運転する必要があったので、燃費の悪化を招くという問題があった。
【０００５】
また、回生制動によりバッテリに充電される電力量が多くなると、バッテリのＳＯＣが目標ＳＯＣより高くなり、回生制動エネルギを捨てなければならない場合もあった。
【０００６】
本発明は、上記従来の課題に鑑みなされたものであり、その目的は、エンジンの燃費を向上させつつ、バッテリのＳＯＣを目標範囲内に維持することができるハイブリッド車の充電制御方法を提供することにある。
【０００７】
【課題を解決するための手段】
上記目的を達成するために、本発明は、バッテリの充電状態に応じて、バッテリの充電制御を行うハイブリッド車の充電制御方法であって、前記充電制御は、バッテリの充電状態に関する所定の上限値、所定の第１の下限値、および第１の下限値より低い所定の第２の下限値に基づき行われ、前記充電状態が前記上限値を超えた場合には、エンジンを走行パワーより低いパワーで運転し、バッテリからモータに電力を供給することによりモータを力行モードで運転し、前記充電状態が前記第１の下限値超、前記上限値以下の範囲にある場合には、エンジンを走行パワーで運転し、前記充電状態が前記第１の下限値以下、前記第２の下限値以上の範囲にあり、かつ、エンジンが所定値より高いパワーで運転中の場合は、エンジンを走行パワーより高いパワーで運転しながらモータを回生モードで運転し、前記充電状態が前記第１の下限値以下、前記第２の下限値以上の範囲にあり、かつ、エンジンが所定値以下の走行パワーで運転中の場合は、エンジンを走行パワーで運転し、前記充電状態が前記第２下限値より低下した場合には、エンジンを走行パワーより高いパワーで運転しながらモータを回生モードで運転することを特徴とする。
【０００９】
【発明の実施の形態】
以下、本発明の実施の形態（以下実施形態という）を、図面にしたがって説明する。
【００１０】
図１には、本発明に係るハイブリッド車の充電制御方法を実施するためのパラレルハイブリッド車の構成例が示される。図１において、モータ１０は、モータ制御装置１２により力行モード及び回生モードが制御され、バッテリ１４との間で電力の授受を行う。また、車両の駆動源としてはモータ１０の他にエンジン１６が搭載されている。モータ１０及びエンジン１６の駆動力は、クラッチＣｉ、クラッチＣｄを介してプラネタリギア１８に伝達され、この駆動力がＣＶＴ変速機２０及び減速機２２を介して駆動輪２４に伝達される。
【００１１】
図２には、このようなパラレルハイブリッド車における制御方法が示される。図２において、バッテリ１４のＳＯＣは、所定の制御範囲であるＳＯＣ１とＳＯＣ２との間で維持されるように制御が行われる。このＳＯＣ１とＳＯＣ２との範囲では、さらに所定の下限値α％と所定の上限値β％とが設定されており、バッテリ１４のＳＯＣがα％より低い領域と、α％とβ％の間の領域と、β％より高い領域とのいずれにあるかにより異なる制御方法が実行される。
【００１２】
すなわち、バッテリ１４のＳＯＣがα％よりも低い場合には、エンジン１６を走行に必要なパワーより高いパワーで運転しながら、モータ制御装置１２によりモータ１４を回生モードで運転するように制御する。これにより、モータ１０による回生パワーがバッテリ１４の充電に使用され、ＳＯＣが増加するように補正が行われる。また、バッテリ１４のＳＯＣがα％とβ％との間にある場合には、車両はエンジン１６のパワーのみで走行する。すなわち、エンジン１６が走行パワーで運転され、モータ１０はエンジン１６により回転させられているだけであり、運転状態にない。尚、制動時にはモータ１０は回生モードとなって、制動時の回生によりバッテリ１４が充電される。この場合、バッテリ１４のＳＯＣは特に制御されず、成り行きで推移する。したがって、ＳＯＣがα％とβ％との間にあるときは、ＳＯＣの補正が行われず、補正不感帯となっている。さらに、バッテリ１４のＳＯＣがβ％よりも高い場合には、エンジン１６は必要な走行パワーより低いパワーで運転され、そのぶんバッテリ１４からモータ１０に電力が供給され、モータ１０が力行モードで運転される。これにより、バッテリ１４に蓄えられた電力が消費され、バッテリ１４のＳＯＣが下がるように補正される。
【００１３】
図３には以上の制御動作のフローチャートが示される。図３において、アクセル開度が設定されると（Ｓ１）、それに基づいて車両の走行に要求されるパワー（Ｐｐ）が算出される（Ｓ２）。次に、バッテリ１４のＳＯＣが上述したα％とβ％との間にあるか否かが確認される（Ｓ３）。
【００１４】
Ｓ３において、バッテリ１４のＳＯＣがα％よりも小さい場合には（Ｓ４）、エンジン１６のパワーＰｅがＰｅ＝Ｐｐ＋Ｐｃｈｇとして算出される。この場合Ｐｃｈｇは、バッテリ１４のＳＯＣを補正するためにモータ１０を回生モードで運転するのに必要なパワー（充電補正パワー）である。すなわち、この状態では、エンジン１６は、走行パワーＰｐよりもバッテリ１４の充電補正パワーＰｃｈｇだけ高いパワーで運転されることになる（Ｓ５）。
【００１５】
他方、バッテリ１４のＳＯＣがβ％よりも高い場合には（Ｓ６）、エンジン１６のパワーＰｅは、Ｐｅ＝Ｐｐ−Ｐｃｈｇとして算出される。この場合には、モータ１０に対してバッテリ１４からＰｃｈｇ分の電力が供給され、力行モードで運転される。このため、エンジン１６は、走行に必要なパワーＰｐよりもバッテリ１４の充電補正パワーＰｃｈｇ分だけ低い出力となるように運転されることになる（Ｓ７）。
【００１６】
以上のように、エンジン１６が発生するパワーＰｅをＳ５、Ｓ７のように制御することにより、バッテリ１４のＳＯＣがα％より小さい場合にはモータ１０の回生によりバッテリ１４を充電してＳＯＣを上げ、ＳＯＣがβ％よりも大きい場合にはモータ１０にバッテリ１４から電力を供給することによりバッテリ１４のＳＯＣを下げるように制御している。
【００１７】
また、Ｓ３において、バッテリ１４のＳＯＣがα％とβ％との間にある場合には、エンジン１６の出力するパワーＰｅと走行に必要なパワーＰｐとを同じ値とする（Ｓ８）。この場合には、モータ１０はエンジン１６により回転させられているだけであり、運転状態にはない。尚、制動時にはモータ１０は回生モードで運転され、制動時の回生エネルギがバッテリ１４に充電されるように制御される。この場合には、上述したように、バッテリ１４のＳＯＣとして特に目標値は設定されず、成り行きで制御される。
【００１８】
以上のようにして算出されたエンジン１６の出力Ｐｅに応じてエンジンの動作点が算出される（Ｓ９）。また、同時に、バッテリ１４の充電補正パワーＰｃｈｇに応じてモータ１０の動作点も算出される（Ｓ１０）。このようにして算出されたエンジン動作点及びモータ動作点に応じてモータ１０及びエンジン１６が運転され、発生した駆動力がＣＶＴ変速機２０により変速制御される（Ｓ１１）。また、同時にその他の処理も行われる（Ｓ１２）。
【００１９】
図４には、以上に述べたバッテリ１４のＳＯＣの制御の説明図が示される。図４において、バッテリのＳＯＣがα％とβ％との間では、バッテリ１４のＳＯＣの補正は行われず、制動時におけるモータ１０による回生により、成り行きでバッテリ１４が充電される状態となる。このように、バッテリ１４のＳＯＣ補正に不感帯（α％とβ％との間）を設けることにより、ＳＯＣを上昇させる必要があまり高くないときにはエンジン１６のパワーによるバッテリ１４の充電は行われない。このため、エンジン１６の出力が小さく動作効率があまり高くないときまで、無理にバッテリ１４の充電を行わずに済むので、エンジン１６の燃費を悪化させることを抑制できる。
【００２０】
また、ＳＯＣがα％よりも低い場合には、上述したように、エンジン１６のパワーが走行パワーＰｐよりもバッテリ１４の充電補正パワーＰｃｈｇだけ高いパワーで運転される。これにより、モータ１０の回生によりバッテリ１４が充電され、ＳＯＣの回復が図られる。これにより、エンジン１６の動作点が中負荷あるいは高負荷域でなるべく高いパワーとなるように制御され、エンジンの動作効率の高い点でバッテリ１４の充電補正を行わせることができる。これにより、エンジン１６の燃費を向上させることができる。
【００２１】
さらに、バッテリ１４のＳＯＣがβ％よりも高い場合には、エンジン１６のパワーＰｅが、走行に必要なパワーＰｐよりも充電補正パワーＰｃｈｇだけ低いパワーで運転され、この分バッテリ１４からモータ１０に電力が供給されて、バッテリ１４のＳＯＣの減少が図られる。これにより、回生制動エネルギを極力バッテリ１４に蓄電できるので、回生制動エネルギを捨てることを防止できる。
【００２２】
図５には、本発明に係るハイブリッド車の充電制御方法の変形例が示される。図５においては、バッテリ１４のＳＯＣがβ％より大きい場合の制御は図４と同様である。これに対して、バッテリ１４の下限値としては、所定の第１の下限値α1％と第２の下限値α2％とが設定されている。本変形例においては、バッテリ１４のＳＯＣがα1％とα2％との間にある場合には、エンジン１６のパワーＰｅが所定値より高い状態で運転されているときにのみ、エンジン１６によるバッテリ１４の充電補正が行われる。この場合は、エンジン１６のパワーＰｅをさらに充電補正パワーＰｃｈｇだけ高くし、モータ１０の回生によりバッテリ１４を充電する。したがって、この場合にはエンジン１６のパワーＰｅが所定値より高く動作効率が高いときのみ充電補正が行われることになる。
【００２３】
また、バッテリ１４のＳＯＣがα2％よりも低くなった場合には、エンジン１６を、そのときの走行に必要なパワーＰｐと充電補正パワーＰｃｈｇの和のパワーで運転し、モータ１０を回生モードで運転する。したがって、この場合には車両の走行に必要なパワーＰｐが低い場合にも、エンジンパワーＰｅを高くしてモータ１０の回生によりバッテリ１４を充電することとなる。
【００２４】
このような構成とすることにより、バッテリ１４のＳＯＣに応じてエンジン１６とモータ１０との運転をよりきめ細かく制御することができる。これにより、エンジン１６の燃費をさらに向上させることができる。
【００２５】
【発明の効果】
以上説明したように、本発明によれば、従来に比べ充電状態がより低くなる値までモータによる回生を行わず、下限値まで低下したときにエンジンの運転状態が中負荷あるいは高負荷域の効率のよい領域でモータによる回生が行われるように制御している。これにより、エンジンの燃費を向上させることができる。
【００２６】
また、バッテリの充電状態に応じて下限値を２段階に設定し、これに基づいてモータとエンジンとをきめ細かく制御するので、さらに燃費を向上させることができる。
【図面の簡単な説明】
【図１】 本発明に係るハイブリッド車の充電制御方法を実施するパラレルハイブリッド車の構成図である。
【図２】 本発明に係るハイブリッド車の充電制御方法の説明図である。
【図３】 図２に示されたハイブリッド車の充電制御方法の工程のフロー図である。
【図４】 本発明に係るハイブリッド車の充電制御方法の説明図である。
【図５】 本発明に係るハイブリッド車の充電制御方法の変形例の説明図である。
【図６】 従来におけるハイブリッド車の充電制御方法の説明図である。
【符号の説明】
１０ モータ、１２ モータ制御装置、１４ バッテリ、１６ エンジン、１８ プラネタリギア、２０ ＣＶＴ変速機、２２ 減速機、２４ 駆動輪。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improvement in a charging control method in a hybrid vehicle, particularly a parallel hybrid vehicle.
[0002]
[Prior art]
Conventionally, in a parallel hybrid vehicle, the state of charge (SOC) of the battery is monitored, and it is determined whether the motor is operated in the power running mode or the regenerative mode depending on whether this SOC is larger or smaller than a predetermined value. It was. Thereby, the SOC of the battery is controlled to be maintained at a predetermined value.
[0003]
FIG. 6 shows an example of the conventional hybrid vehicle charging control method. In FIG. 6, the state of charge of the battery is controlled between a higher SOC1 and a lower SOC2 with respect to the target SOC. In a region where the actual SOC is higher than the target SOC, electric power is supplied from the battery to the motor according to the actual SOC value, and discharging is performed. On the other hand, in a region where the actual SOC is lower than the target SOC, the battery is charged by regeneration of the motor according to the actual SOC state.
[0004]
[Problems to be solved by the invention]
However, in the conventional hybrid vehicle charge control method, the battery is always discharged when the battery SOC is higher than the target SOC, and the battery is always charged when the battery SOC is lower than the target SOC. Therefore, when the SOC is lower than the target SOC, it is necessary to operate the motor in the regenerative mode even in a state where the engine output is low and the operation efficiency is not very good.
[0005]
Further, when the amount of electric power charged in the battery by regenerative braking increases, the SOC of the battery becomes higher than the target SOC, and the regenerative braking energy may have to be discarded.
[0006]
The present invention has been made in view of the above-described conventional problems, and an object thereof is to provide a charge control method for a hybrid vehicle that can maintain the SOC of the battery within a target range while improving the fuel consumption of the engine. There is.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a charge control method for a hybrid vehicle that performs battery charge control according to a battery charge state, wherein the charge control is a predetermined upper limit value related to the battery charge state. , A predetermined first lower limit value, and a predetermined second lower limit value lower than the first lower limit value. When the state of charge exceeds the upper limit value, the engine is operated at a power lower than the running power. When the motor is operated in a power running mode by supplying electric power from the battery to the motor, and the charge state is in the range above the first lower limit value and below the upper limit value, If the state of charge is in the range of the first lower limit value or more and the second lower limit value or more, and the engine is operating at a power higher than a predetermined value, the engine should be driven with running power. The motor is operated in a regenerative mode while operating at a high power, and the state of charge is in the range of the first lower limit value or lower and the second lower limit value or higher, and the engine is operated at a driving power of a predetermined value or lower. When the engine is running, the engine is operated with traveling power, and when the state of charge is lower than the second lower limit value, the motor is operated in the regeneration mode while the engine is operated with higher power than the traveling power. And
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.
[0010]
FIG. 1 shows a configuration example of a parallel hybrid vehicle for carrying out the hybrid vehicle charging control method according to the present invention. In FIG. 1, the motor 10 is controlled in the power running mode and the regeneration mode by the motor control device 12, and exchanges power with the battery 14. In addition to the motor 10, an engine 16 is mounted as a vehicle drive source. The driving force of the motor 10 and the engine 16 is transmitted to the planetary gear 18 via the clutch Ci and the clutch Cd, and this driving force is transmitted to the driving wheel 24 via the CVT transmission 20 and the speed reducer 22.
[0011]
FIG. 2 shows a control method in such a parallel hybrid vehicle. In FIG. 2, the SOC of the battery 14 is controlled so as to be maintained between SOC1 and SOC2 that are a predetermined control range. In the range of SOC1 and SOC2, a predetermined lower limit value α% and a predetermined upper limit value β% are further set, and an area where the SOC of the battery 14 is lower than α% and between α% and β% A different control method is executed depending on whether the region is higher than β%.
[0012]
That is, when the SOC of the battery 14 is lower than α%, the motor control device 12 controls the motor 14 to operate in the regenerative mode while operating the engine 16 at a power higher than that required for traveling. Thereby, the regenerative power by the motor 10 is used for charging the battery 14, and correction is performed so that the SOC increases. When the SOC of battery 14 is between α% and β%, the vehicle travels only with the power of engine 16. That is, the engine 16 is operated with traveling power, and the motor 10 is only rotated by the engine 16 and is not in an operating state. During braking, the motor 10 is in a regeneration mode, and the battery 14 is charged by regeneration during braking. In this case, the SOC of the battery 14 is not particularly controlled and changes according to the course. Therefore, when the SOC is between α% and β%, the SOC is not corrected and a correction dead zone is obtained. Further, when the SOC of the battery 14 is higher than β%, the engine 16 is operated at a power lower than the required traveling power, and the electric power is supplied from the battery 14 to the motor 10, and the motor 10 is operated in the power running mode. Is done. Thereby, the electric power stored in the battery 14 is consumed, and the SOC of the battery 14 is corrected to be lowered.
[0013]
FIG. 3 shows a flowchart of the above control operation. In FIG. 3, when the accelerator opening is set (S1), the power (Pp) required for traveling of the vehicle is calculated based on the accelerator opening (S2). Next, it is confirmed whether or not the SOC of the battery 14 is between α% and β% (S3).
[0014]
In S3, when the SOC of the battery 14 is smaller than α% (S4), the power Pe of the engine 16 is calculated as Pe = Pp + Pchg. In this case, Pchg is power (charge correction power) necessary to operate the motor 10 in the regeneration mode in order to correct the SOC of the battery 14. That is, in this state, the engine 16 is operated at a power that is higher than the traveling power Pp by the charge correction power Pchg of the battery 14 (S5).
[0015]
On the other hand, when the SOC of the battery 14 is higher than β% (S6), the power Pe of the engine 16 is calculated as Pe = Pp−Pchg. In this case, electric power corresponding to Pchg is supplied from the battery 14 to the motor 10, and the motor 10 is operated in the power running mode. Therefore, the engine 16 is operated so as to have an output that is lower than the power Pp required for traveling by the charge correction power Pchg of the battery 14 (S7).
[0016]
As described above, by controlling the power Pe generated by the engine 16 as S5 and S7, when the SOC of the battery 14 is smaller than α%, the battery 14 is charged by regeneration of the motor 10 to increase the SOC. When the SOC is larger than β%, the electric power is supplied from the battery 14 to the motor 10 to control the SOC of the battery 14 to be lowered.
[0017]
In S3, when the SOC of the battery 14 is between α% and β%, the power Pe output from the engine 16 and the power Pp required for traveling are set to the same value (S8). In this case, the motor 10 is only rotated by the engine 16 and is not in an operating state. During braking, the motor 10 is operated in the regeneration mode, and the battery 14 is controlled so that the regenerative energy during braking is charged. In this case, as described above, the target value is not particularly set as the SOC of the battery 14, and is controlled according to the course.
[0018]
The operating point of the engine is calculated according to the output Pe of the engine 16 calculated as described above (S9). At the same time, the operating point of the motor 10 is calculated according to the charge correction power Pchg of the battery 14 (S10). The motor 10 and the engine 16 are operated according to the engine operating point and the motor operating point calculated in this way, and the generated driving force is controlled to be shifted by the CVT transmission 20 (S11). At the same time, other processes are performed (S12).
[0019]
FIG. 4 shows an explanatory diagram of the control of the SOC of the battery 14 described above. In FIG. 4, when the SOC of the battery is between α% and β%, the SOC of the battery 14 is not corrected, and the battery 14 is recharged due to regeneration by the motor 10 during braking. Thus, by providing a dead zone (between α% and β%) for the SOC correction of the battery 14, the battery 14 is not charged by the power of the engine 16 when it is not necessary to raise the SOC. For this reason, since it is not necessary to charge the battery 14 forcibly until the output of the engine 16 is small and the operation efficiency is not so high, it is possible to suppress deterioration of the fuel consumption of the engine 16.
[0020]
Further, when the SOC is lower than α%, as described above, the engine 16 is operated at a power higher than the traveling power Pp by the charge correction power Pchg of the battery 14. Thereby, the battery 14 is charged by the regeneration of the motor 10, and the SOC is recovered. Thus, the operating point of the engine 16 is controlled to be as high as possible in the middle load or high load region, and the charging correction of the battery 14 can be performed at a point where the engine operating efficiency is high. Thereby, the fuel consumption of the engine 16 can be improved.
[0021]
Further, when the SOC of the battery 14 is higher than β%, the power Pe of the engine 16 is operated at a power that is lower than the power Pp required for traveling by the charge correction power Pchg, and from this, the battery 14 moves to the motor 10. Electric power is supplied, and the SOC of the battery 14 is reduced. Thereby, since regenerative braking energy can be stored in the battery 14 as much as possible, it is possible to prevent the regenerative braking energy from being discarded.
[0022]
FIG. 5 shows a modification of the hybrid vehicle charging control method according to the present invention. In FIG. 5, the control when the SOC of the battery 14 is larger than β% is the same as in FIG. On the other hand, as the lower limit value of the battery 14, a predetermined first lower limit value α 1 % and a second lower limit value α 2 % are set. In this modification, when the SOC of the battery 14 is between α 1 % and α 2 %, only when the power Pe of the engine 16 is operated in a state higher than a predetermined value, Charging correction of the battery 14 is performed. In this case, the power Pe of the engine 16 is further increased by the charge correction power Pchg, and the battery 14 is charged by regeneration of the motor 10. Accordingly, in this case, charge correction is performed only when the power Pe of the engine 16 is higher than a predetermined value and the operation efficiency is high.
[0023]
When the SOC of the battery 14 is lower than α 2 %, the engine 16 is operated with the sum of the power Pp required for traveling at that time and the charge correction power Pchg, and the motor 10 is operated in the regeneration mode. Drive on. Therefore, in this case, even when the power Pp required for running the vehicle is low, the engine 14 is increased and the battery 14 is charged by regeneration of the motor 10.
[0024]
With such a configuration, the operation of the engine 16 and the motor 10 can be controlled more finely according to the SOC of the battery 14. Thereby, the fuel consumption of the engine 16 can be further improved.
[0025]
【The invention's effect】
As described above, according to the present invention, the regenerative operation by the motor is not performed to a value at which the state of charge is lower than in the conventional case, and the engine operating state is in the middle load or high load region efficiency when it is reduced to the lower limit value. The motor is controlled so that regeneration is performed in a good area. Thereby, the fuel consumption of the engine can be improved.
[0026]
Moreover, since the lower limit value is set in two stages according to the state of charge of the battery and the motor and engine are finely controlled based on this, the fuel consumption can be further improved.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a parallel hybrid vehicle that implements a charge control method for a hybrid vehicle according to the present invention.
FIG. 2 is an explanatory diagram of a charge control method for a hybrid vehicle according to the present invention.
FIG. 3 is a flowchart of the process of the hybrid vehicle charging control method shown in FIG. 2;
FIG. 4 is an explanatory diagram of a charge control method for a hybrid vehicle according to the present invention.
FIG. 5 is an explanatory diagram of a modification of the charge control method for a hybrid vehicle according to the present invention.
FIG. 6 is an explanatory diagram of a conventional charge control method for a hybrid vehicle.
[Explanation of symbols]
10 motor, 12 motor control device, 14 battery, 16 engine, 18 planetary gear, 20 CVT transmission, 22 speed reducer, 24 drive wheels.

Claims (1)

バッテリの充電状態に応じて、バッテリの充電制御を行うハイブリッド車の充電制御方法であって、
前記充電制御は、バッテリの充電状態に関する所定の上限値、所定の第１の下限値、および第１の下限値より低い所定の第２の下限値に基づき行われ、
前記充電状態が前記上限値を超えた場合には、エンジンを走行パワーより低いパワーで運転し、バッテリからモータに電力を供給することによりモータを力行モードで運転し、
前記充電状態が前記第１の下限値超、前記上限値以下の範囲にある場合には、エンジンを走行パワーで運転し、
前記充電状態が前記第１の下限値以下、前記第２の下限値以上の範囲にあり、かつ、エンジンが所定値より高いパワーで運転中の場合は、エンジンを走行パワーより高いパワーで運転しながらモータを回生モードで運転し、
前記充電状態が前記第１の下限値以下、前記第２の下限値以上の範囲にあり、かつ、エンジンが所定値以下のパワーで運転中の場合は、エンジンを走行パワーで運転し、
前記充電状態が前記第２下限値より低下した場合には、エンジンを走行パワーより高いパワーで運転しながらモータを回生モードで運転する、
ことを特徴とするハイブリッド車の充電制御方法。 A charge control method for a hybrid vehicle that performs charge control of a battery according to a charge state of the battery,
The charging control is performed based on a predetermined upper limit value, a predetermined first lower limit value, and a predetermined second lower limit value lower than the first lower limit value regarding the state of charge of the battery,
When the state of charge exceeds the upper limit, the engine is operated at a power lower than the running power, the motor is operated in a power running mode by supplying power from the battery to the motor,
When the state of charge is in the range of the first lower limit value and the upper limit value or less, the engine is operated with running power,
When the state of charge is in the range of the first lower limit value or less and the second lower limit value or more and the engine is operating at a power higher than a predetermined value, the engine is operated at a power higher than the running power. While driving the motor in regenerative mode,
If the state of charge is in the range of the first lower limit value or less and the second lower limit value or more, and the engine is operating at a power of a predetermined value or less, the engine is operated with running power,
When the state of charge is lower than the second lower limit value, the motor is operated in the regeneration mode while the engine is operated at a power higher than the traveling power.
A charge control method for a hybrid vehicle.
JP09581998A 1998-04-08 1998-04-08 Charge control method for hybrid vehicle Expired - Fee Related JP3812134B2 (en)

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