JP2002238104A - Hybrid electric vehicle - Google Patents

Abstract

(57) Abstract: Energy loss is reduced by suppressing the input and output of energy to and from a battery 3. A control means for starting and stopping the engine 1 according to the motor output and controlling the engine 1 so that the power output of the generator 9 does not exceed the motor output is provided. Is directly supplied to the motor 5, and the energy loss is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a generator driven by an engine and a hybrid electric vehicle driven by a motor powered by a battery.

[0002]

2. Description of the Related Art Conventionally, in a series hybrid electric vehicle, a generator connected to an output shaft of an engine to convert the output of the engine into electric power, and a battery charged by the power output of the generator are connected to a motor. Have been. In addition, the motor is a differential,
It is connected to a wheel drive system member composed of a drive shaft and the like.

When the required output of the motor or the actual output of the motor (hereinafter referred to as motor output) is detected, if the charging rate of the battery is sufficient, the power corresponding to the motor output is taken out of the battery and the motor is output. Supplied to On the other hand, when the charge rate of the battery decreases and falls below a predetermined lower limit, the engine is started as shown in FIG. 7, and the output of the engine is converted into electric power by the generator and supplied to the battery. This prevents the battery charging rate from becoming lower than the predetermined lower limit. And
While the battery charging rate reaches the predetermined upper limit, the engine operation state is continued, and when the battery charging rate reaches the upper limit, the engine is stopped.

In the above-described operating state of the engine, the engine is maintained at a relatively efficient and substantially constant rotational speed, and a generator connected to the output shaft of the engine can obtain a predetermined power output. Is controlled as follows. At this time, the entire power output of the generator is not always supplied to the battery, but is directly supplied to the motor without passing through the battery depending on the magnitude of the motor output.

More specifically, when the power output of the generator in the engine operating state is A (kW), and the motor output is 0 (kW), that is, when the vehicle is stopped, etc.,
All the power output of the generator is supplied to the battery for charging.

When the motor output is larger than 0 (kW) and A
When the driving state is smaller than (kW), that is, when the driving state of the vehicle is from low load to medium load, the power generation output of the generator is supplied to the motor, while the motor output is subtracted from the power generation output A (kW). Excess power is charged to the battery.

[0007] When the motor output is A (kW) or more,
That is, when the driving state of the vehicle is high, almost all of the power output of the generator is directly supplied to the motor, and the shortage of the motor output is compensated for by the output from the battery.

Here, considering the power transmission path from the generator to the motor, the power output from the generator is directly charged to the motor without passing through the battery, rather than being supplied to the motor after the battery is charged. The power supply is more energy efficient because there is no energy loss due to conversion of the power to heat when inputting / outputting power to / from the battery. Therefore, in order to reduce the above-mentioned energy loss and increase the overall energy efficiency, it is better to reduce the frequency of charging and discharging of the battery as much as possible.

However, the conventional hybrid electric vehicle has a problem that the energy efficiency as a whole is not always high because no consideration is given to reducing the frequency of battery charging and discharging.

As means for improving the energy efficiency, Japanese Patent Application Laid-Open No. 9-98515 discloses a method of detecting the running state of a vehicle based on the frequency distribution and the average power of the required power of the vehicle, and responding to the running state. A technique is disclosed in which the generator output is controlled so as to have three stages of constant low power, constant middle power, and constant high power, thereby reducing energy loss due to charging. According to this technology, as shown in FIG. 8, by controlling the operation of the engine even when the battery is not being charged, the power supply to the motor is performed not only by the battery but also by the generator connected to the engine. The amount of discharge decreases, and at the same time, the frequency of battery charging and discharging also decreases.

[0011]

However, in the above conventional example, when it is detected from the frequency distribution of the required power of the motor that the driving state of the vehicle is high, for example, the power output of the generator is high. It is controlled to be kept constant. Accordingly, in the region indicated by the hatched portion in FIG. 8 where the motor output is lower than the generator output, the output of the generator is charged to the battery even though the battery is not being charged. However, there is a problem that the energy efficiency is still not high.

The present invention has been made to solve the above problems, and has as its object to improve energy efficiency as a whole by reducing energy loss.

[0013]

According to a first aspect of the present invention, there is provided a hybrid electric vehicle that starts and stops an engine according to a motor output.
Since there is provided control means for controlling at least one of the engine and the generator so that the power generation output of the generator does not exceed the motor output, the power generation output of the generator is directly supplied to the motor, and energy loss is reduced.

[0014] In the hybrid electric vehicle according to the second aspect, the engine is started when it is determined that the output of the motor is substantially equal to or greater than the first predetermined output value, and the power generation output of the generator is substantially equal to the first output value. At least one of the engine and the generator is controlled to have a predetermined output value, and the motor output is smaller than a second predetermined output value that is equal to or lower than the first predetermined output value. Since the control means for stopping the engine is provided when it is determined that the power generation has been stopped, the engine is operated in a region where the power generation output of the generator is substantially directly supplied to the motor, and the energy loss is reduced.

[0015] In the hybrid electric vehicle according to the third aspect, when the motor output becomes equal to or more than a reference output value that is substantially larger than the first predetermined output value,
Since at least one of the engine and the generator is controlled so that the power output of the generator becomes the reference output value, the area where the power output of the generator is directly supplied to the motor is expanded.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to FIGS.

FIG. 1 shows an overall configuration diagram of a hybrid electric vehicle according to an embodiment of the present invention. A hybrid electric vehicle according to the present invention is a so-called series hybrid electric vehicle, in which a controller 7 is connected to the engine 1, the number of revolutions of the engine 1 is controlled by the controller 7, and a generator is provided on an output shaft of the engine 1. 9 is connected to convert the output of the engine 1 into electric power.

The generator 9 is connected to the battery 3 so that the generated power can be charged in the battery 3. Further, the generator 9 is also connected to the motor 5 so that the power output of the generator 9 can be supplied directly to the motor 5 without passing through the battery 3.

The battery 3 is connected to the generator 9 as described above.
Is connected to the motor 5 so that power can be supplied to the motor 5 at the time of discharging, while the power generated by the generator 9 and the wheel drive system member 17 at the time of charging.
Is supplied to the battery 3 to be charged. The charging rate of the battery 3 is detected by the battery sensor 11 and monitored by the controller 7, and the charging and discharging of the battery 3 is controlled by the controller 7.

As described above, the motor 5 communicably connected to the generator 9 and the battery 3 is communicably connected to the wheel drive system member 17 including the differential 13, the drive shaft 15, and the like. The output thereof is controlled by the controller 7 so that the power corresponding to the above is transmitted to the wheel drive system member 17.

Next, the controller 7 for controlling the engine 1, the battery 3, the motor 5 and the like will be described in detail with reference to FIG.

A vehicle speed sensor 21 for detecting a vehicle speed and an accelerator opening sensor 23 for detecting an amount of depression of an accelerator pedal by an occupant are connected to a motor output detecting unit 25 (motor output detecting means), so that a required output of the motor 5 is obtained. Is calculated. The motor output detection unit 25 is connected to the motor 5, and the operation state of the motor 5 is controlled based on the required output.

The above-mentioned battery sensor 11 connected to the battery 3 for detecting the charging rate of the battery 3 and the motor output detection unit 25 are connected to a control unit 31 (control means). Thereby, the control unit 31 compares the required output of the motor 5 calculated by the motor output detection unit 25, the charging rate of the battery 3 detected by the battery sensor 11, and a predetermined output value stored in advance. The start or stop timing of the engine 1 is determined based on the timing. In this embodiment, the accelerator opening sensor 23 is used.
Although the required output of the motor 5 calculated based on such inputs is input to the control unit 31, the actual output of the motor 5 may be actually detected and input to the control unit 31. That is, either the required output of the motor or the actual output of the motor may be used as the output of the motor.

Further, the control unit 31 is connected to the engine 1 and sends an engine start command or an engine stop command to a throttle actuator and an injector (not shown) of the engine 1 based on the above-mentioned determination of starting or stopping the engine 1. Output. The control unit 31 is also connected to the generator 9, and compares the predetermined output value with the power generation output of the generator 9 to control the engine 1.
, And inputs from various sensors such as an engine speed sensor and a throttle opening sensor (not shown),
The output to the throttle actuator, the injector, and the like is feedback-controlled so that the rotation speed of the engine 1 becomes the target rotation speed. In the first embodiment, the power generation output of the generator 9 is controlled to a predetermined output value by performing feedback control of the rotation speed of the engine 1. However, the present invention is not limited to this. By controlling only the output of the generator 9, feedback control may be performed so that the power generation output of the generator 9 becomes a predetermined output value, or by controlling both the rotation speed of the engine 1 and the exciting current of the generator 9, Control may be performed so that the power generation output becomes a predetermined output value.

An operation state of the hybrid electric vehicle according to the first embodiment of the present invention having such a configuration will be described with reference to flowcharts of FIGS.

First, when control is started, step S1 is executed.
At 0, it is determined whether or not the engine 1 is operating, based on inputs from the throttle opening sensor, the injector, and the like. Here, when it is determined that the engine 1 is not operating, the process proceeds to a routine for determining whether or not the engine 1 should be started.
Is determined to be operating, the routine proceeds to a routine for determining whether to stop the engine 1 or not.

First, in step S10, it is determined that the engine 1 is not operating, and a routine for determining whether to start the engine 1 (steps S20 to S5).
0) will be described.

In step S20, the controller 31 determines whether or not the battery charging rate is equal to or less than a predetermined lower limit a% based on an input from the battery sensor 11. When it is determined that the battery charging rate is a% or less, it is determined that the battery 3 needs to be charged immediately, and the process proceeds to step S50. After the continuous operation flag of the engine 1 is turned on, the process proceeds to step S40. Then, the control unit 31 outputs an engine start command to the engine 1 and returns. As a result, the engine 1 is started, and the power output of the generator 9 connected to the engine 1 is
To be charged.

On the other hand, if it is determined in step S20 that the charging rate of the battery 3 is not less than a%, that is, the battery charging rate has not decreased to the predetermined lower limit, the process proceeds to step S30.

In step S30, the control unit 31 determines whether or not the required output of the motor 5 input from the motor output detection unit 25 is equal to or larger than the first predetermined output value αm (kW). Here, the required output of the motor 5 is αm (k
W) When it is determined that it is not more than the above, the routine returns with the engine stopped.

On the other hand, if it is determined in step S30 that the required output of the motor 5 is substantially equal to or greater than the first predetermined output value αm (kW), the process proceeds to step S40, where the control unit 31 starts the engine 1 with respect to the engine 1. Output command and return. As a result, the engine 1 is started, and the control unit 31 controls the power output of the generator 9 to be the first predetermined output value αm (kW).

As described above, if it is determined in step S20 that the battery charge rate is equal to or lower than the predetermined lower limit a%, the process proceeds to step S50, where the continuous operation flag of the engine 1 is turned on, and then in step S40 the engine 1 Was started. Therefore, when the battery charge rate falls below the predetermined lower limit value, the engine 1 is continuously operated until the battery charge rate reaches the predetermined upper limit value in a routine described later. Thus, the life of the battery 3 is ensured. The lower limit a% may be appropriately determined according to the performance of the battery 3 and the like.

Although not shown in the flowchart, when the engine 1 is continuously operated as described above, the motor 5
When the high load operation state in which both the generator output and the battery output are supplied to the motor 5 continues for a long time, it is necessary to increase the engine output to prevent a decrease in the battery charging rate.

Next, a routine for determining whether to stop the engine 1 (from step S110 to step S1)
50) will be described with reference to FIG.

When it is determined in step S10 that the engine 1 is operating, the process proceeds to step S110, where it is determined whether the continuous operation flag of the engine 1 is ON. Here, when it is determined that the continuous operation flag of the engine 1 is ON, the process proceeds to step S140, and when it is determined in step S110 that the continuous operation flag of the engine 1 is not ON, the process proceeds to step S120.

When it is determined in step S110 that the continuous operation flag of the engine 1 is ON, that is, in step S20 described above, the battery charging rate becomes equal to or lower than the predetermined lower limit a%, and the routine proceeds to step S50, where the engine is continuously operated. When the flag is set to ON and the engine 1 is in the continuous operation state, the process proceeds to step S140, and the control unit 31 determines whether the battery charging rate is equal to or more than a predetermined upper limit b% based on the input of the battery sensor 11. Is done. If it is determined that the battery charge rate is not equal to or greater than b%, that is, it does not reach the predetermined upper limit, it is determined that continuous operation of the engine 1 should be continued, and the engine 1 is kept operating. To return. On the other hand, if it is determined in step S140 that the charging rate of battery 3 is equal to or higher than the predetermined upper limit b%, it is determined that engine 1 should be stopped because battery 3 has been sufficiently charged, and the process proceeds to step S150. Then, after turning off the continuous operation flag of the engine 1, the process proceeds to step S130 to stop the engine 1 and return. Thus, the continuous operation state of the engine 1 ends.

On the other hand, in step S110, it is determined that the continuous operation flag of engine 1 is not ON, and step S120 is performed.
When the process proceeds to the step (c), the required output of the motor 5 input from the motor output detection unit 25 in the control unit 31 is changed to the second predetermined output value αn.
(KW) or more is determined. Then, when it is determined that the required output of the motor 5 is equal to or more than the second predetermined output value αn (kW), it is determined that the engine 1 operating state should be continued, and the routine returns with the engine 1 operating state. . If it is determined in step S120 that the required output of the motor 5 is smaller than the second predetermined output value αn (kW), the process proceeds to step S130, and the control unit 31 outputs an engine stop instruction to the engine 1. Then, the engine 1 is stopped and the process returns. In the first embodiment, the value of the first predetermined output value αm (kW) and the second
The value of the predetermined output value αn (kW) is set to the same value.

As described above, when it is determined in step S110 that the engine continuous operation flag is ON, that is, in step S20, the battery charge rate becomes equal to or lower than the predetermined lower limit a%, and the engine 1 enters the continuous operation state. If the charging rate of the battery 3 is higher than the predetermined upper limit value b in step S140.
% To charge the battery 3 until it reaches
Is continuously operated, and when it is determined that the charging rate of the battery 3 is equal to or higher than the predetermined upper limit value b%, step S1 is performed.
Since the process proceeds to 30 and the engine 1 is stopped, overcharging of the battery 3 is prevented, and the life of the battery 3 is improved. The predetermined upper limit b% may be appropriately determined according to the performance of the battery 3 as in the case of the predetermined lower limit a%.

If it is determined in step S20 that the battery charge rate is greater than a% and that the required output of the motor 5 is equal to or greater than the first predetermined output value αm (kW) in step S30, the engine 1 is turned off. When the engine is started, the power generation output of the generator 9 is controlled to be the first predetermined output value αm (kW), the engine continuous operation flag is determined to be OFF in step S110, and the required output of the motor 5 is determined in step S120. Is smaller than the second predetermined output value αn (kW), the engine 1 is stopped.
When the engine 1 is started other than during the continuous operation of the engine 1, the power output of the generator 9 accompanying the operation of the engine 1 is prevented from exceeding the required output of the motor 5. Therefore, the power output of the generator 9 accompanying the operation of the engine is:
The power is supplied directly to the motor 5 without passing through the battery 3.

FIG. 5 is a characteristic diagram showing the relationship between the required output of the motor 5, the output of the generator 9, and the charging rate of the battery 3 according to the first embodiment of the present invention. At the point A in the figure, since the charging rate of the battery 3 has become lower than the predetermined lower limit a%, the engine 1 is started, and the engine continuous operation state is started. As a result, the charging rate of the battery increases. At the point B in the figure, the charging rate of the battery 3 becomes larger than the predetermined upper limit b%, the engine 1 is stopped, and the engine continuous operation state ends. At point C in the figure,
The engine 1 is started because the charging rate of the battery 3 is larger than the predetermined lower limit a% and the required motor output is equal to or more than the first predetermined output value αm (kW). At the point D in the figure, the required motor output further increases to the second predetermined output value αn (k
The engine is stopped because it is smaller than W). As described above, in the hybrid electric vehicle of the present invention, the engine 1 is started and stopped according to the required output of the motor 5 even when the engine 1 is not continuously operated. Therefore, the amount of battery discharge is reduced by the power generation output of the generator 9, so that the frequency of battery charge / discharge with large energy loss is reduced, and the energy efficiency is improved.

Further, when the engine 1 is operated other than during the continuous operation of the engine 1 as shown by the hatched portion in FIG. 5, the power generation output of the generator 9 driven by the engine 1 is changed as described above. The power output of the generator 9 is supplied directly to the motor 5 without passing through the battery 3 without exceeding the required output. As a result, the power output of the generator 9 accompanying the operation of the engine is supplied to the motor 5 with almost no energy loss.
The power output of the generator 9 is effectively used, and the energy efficiency as a whole is improved.

In the first embodiment of the present invention, a first predetermined output value αm (kW) which is a threshold value for determining whether or not to start the engine 1 in step S30, and whether or not to stop the engine 1 in step S120. The second predetermined output value α which is a threshold value of whether or not
n (kW) is the same value, but the second predetermined output value α
The value of n (kW) may be set lower than the value of the first predetermined output value αm (kW) to prevent hunting.
That is, when it is determined in step S30 that the required motor output is equal to or greater than the first predetermined output value αm (kW), the engine is started in step S40, and in step S120.
If it is determined that the required motor output is smaller than the second predetermined output value αn (kW) lower than the first predetermined output value αm (kW), the engine 1 is stopped. The occurrence of the hunting phenomenon in which the start / stop of No. 1 is repeated is suppressed. In this case, the difference between the first predetermined output value αm (kW) and the second predetermined output value αn (kW) is appropriately determined according to the magnitude of vibration, noise, and the like accompanying the start / stop of the engine 1. Good. Specifically, if the vibration, noise, and the like accompanying the start / stop of the engine 1 are sufficiently small, the values of αm and αn may be the same as in the first embodiment, and the vibration, noise, and the like may be used. Is relatively large, the difference between αm and αn may be set so that the start / stop of the engine 1 is not repeated in a short time. Also,
The value of the second predetermined output value αn (kW) may be variable according to the state of the engine. Preferably, the first predetermined output value αm
The smaller the difference between (kW) and the second predetermined output value αn (kW), the smaller the energy loss due to the charging of the battery 3 due to the generated output of the generator 9 exceeding the required motor output.

Further, in order to prevent the hunting, if the motor required output is determined to be equal to or more than the first predetermined output value αm (kW) in step S30 and the engine 1 is started in step S40, at least a predetermined Time β
During the period (s), the engine 1 may not be stopped.

The first predetermined output value αm (kW) is
In consideration of the fuel efficiency of the engine 1 and the power generation efficiency of the generator 9, the value may be set to the value with the highest energy efficiency as a whole. Further, the first predetermined output value αm (kW)
May be variable according to the driving state of the vehicle instead of a fixed value. That is, the temperature and the like of the engine 1 and the generator 9 are detected, the operating point of the engine 1 and the generator 9 which changes with the highest energy efficiency is calculated based on the detection result, and the predetermined output value is determined according to the operating point. αm
(KW) may be changed.

In the above embodiment, the engine 1 is started when the required output of the motor 5 becomes equal to or more than the first predetermined output value αm, and the power generation output of the generator 9 becomes the first predetermined output value αm. However, the control is not limited to this. If the power output of the generator 9 is equal to or less than the required output of the motor 5, the power output is not used for charging the battery 3. Energy loss can be suppressed. Therefore, the power output of the generator 9 may be set so as not to exceed the required output of the motor 5. Preferably, the lower the power generation output of the generator 9 is, the more the discharge amount of the battery 3 increases and the frequency of charging / discharging of the battery 3 increases, so that the power generation output of the generator 9 is controlled by the motor as in the first embodiment described above. When the required output is set to be substantially the same as the required output of No. 5, the energy efficiency is most improved.

Hereinafter, a second embodiment of the present invention will be described in detail. FIG. 6 shows the required output of the motor 5 of the second embodiment,
And the relationship between the power output of the generator 9 and the power output. In the second embodiment of the present invention, a reference output value α2 (kW) (α1 ≦ α2) is set in addition to the predetermined output value α1 (kW). Other configurations and the like are the same as those in the first embodiment, and thus description thereof is omitted.

First, at a point E in FIG. 6, the engine 1 is started and the generator 9 is started because the required output of the motor 5 is substantially equal to or more than the predetermined output value α1 (kW) in a state other than the continuous operation of the engine 1. Is the predetermined output value α1
(KW).

At the point F in the figure, since the required output of the motor 5 became larger than the reference output value α2 (kW) after the engine 1 was started, the output of the engine 1 was increased by the The engine 1 is controlled such that the power generation output of the engine 1 becomes the second predetermined value α2 (kW). At this time, by increasing the exciting current of the generator 9 together with the output of the engine 1 or by increasing the exciting current of the generator 9 only while keeping the output of the engine 1 unchanged, the power generation output of the generator 9 is reduced to the second predetermined value α2. (KW).

At point G in the figure, the required output of the motor 5 is smaller than the reference output value α2 (kW), so that the power generation output of the generator 9 is controlled to the predetermined output value α1 (kW). At point H in the drawing, the engine 1 is stopped because the required output of the motor 5 has become smaller than the predetermined output value α1 (kW).

With this configuration, as indicated by the hatched portion in FIG. 6, the area where the power output of the generator 9 based on the output of the engine 1 is directly supplied to the motor is expanded. For this reason, the battery 3
, The frequency of battery charging and discharging is reduced, and the energy efficiency is improved.

In the second embodiment, the reference output value is set to one. However, the present invention is not limited to this. A plurality of reference output values may be set. The predetermined output value and the reference output value may be configured to be variable according to the vehicle driving state or the like. Further, similarly to the first embodiment, a configuration may be adopted in which at least one of the predetermined output value α1 and the reference output value α2 is set with a hysteresis to prevent the occurrence of a hunting phenomenon. Further, the power generation output of the generator 9 is reduced to a predetermined output value α1 (k
W) and the reference output value α2 (kW), and may be set lower than the predetermined output value α1 (kW) and the reference output value α2 (kW).

[0052]

As described in detail in the embodiments of the present invention, according to the hybrid electric vehicle of the first aspect of the present invention, starting of the engine according to the motor output,
While performing the stop, since the control means for controlling at least one of the engine or the generator so that the power output of the generator does not exceed the motor output, the power output of the generator is directly supplied to the motor,
Energy efficiency is improved.

According to the hybrid electric vehicle of the present invention, when it is determined that the output of the motor is substantially equal to or greater than the first predetermined output value, the engine is started, and the power output of the generator is generated. Controls at least one of the engine and the generator such that the motor output is substantially equal to the first predetermined output value, and the second predetermined value whose motor output is equal to or lower than the first predetermined output value. Since the control means for stopping the engine when it is determined that the output value is smaller than the output value is provided, the engine is operated in a region where the power output of the generator is substantially directly supplied to the motor, and the energy loss is reduced.

[0054] In the hybrid electric vehicle according to the third aspect, when the motor output becomes equal to or greater than a reference output value that is substantially larger than the predetermined output value, the control means may generate the power output of the generator. Since at least one of the engine and the generator is controlled so as to have the reference output value, the area where the power output of the generator is directly supplied to the motor is expanded, and the energy efficiency is further improved.

[0055]

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a hybrid electric vehicle according to an embodiment of the present invention.

FIG. 2 is a control block diagram of the hybrid electric vehicle according to the embodiment of the present invention.

FIG. 3 is a control flowchart of the hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 4 is a control flowchart of the hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 5 is a characteristic diagram of a motor output and a generator generation output of the hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 6 is a characteristic diagram of a motor output and a generator power output of a hybrid electric vehicle according to a second embodiment of the present invention.

FIG. 7 shows a motor output of a conventional hybrid electric vehicle,
It is a characteristic view of generator power generation output.

FIG. 8 shows a motor output of a conventional hybrid electric vehicle,
It is a characteristic view of generator power generation output.

[Explanation of symbols]

 Engine 3 Battery 5 Motor 7 Controller 9 Generator 25 Motor output detection unit 31 Control unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) F02D 29/06 B60K 9/00 EF term (reference) 3G092 AC02 AC03 CA01 EA08 EA18 EC01 FA24 HA06X HA06Z HB01X HB01Z HE06X HF01X HF02Z HF08Z HF21Z 3G093 AA07 BA21 BA22 DA06 DB19 DB28 EA01 EB09 FA08 5H115 PA11 PC06 PG04 PI16 PU26 QN03 QN04 QN06 QN09 RE01 RE02 RE03 RE05 RE06 SE02 SE03 SE05 TB01 TE02 TE03 TO01 TO21 TO21

Claims (3)

[Claims] An engine, a generator driven by the engine, a battery connected to the generator so as to be able to transmit electric power, a motor for driving a vehicle powered by the generator and the battery, Motor output detection means for detecting the output,
Control means for starting and stopping the engine in accordance with the motor output and controlling at least one of the engine and the generator so that the power generation output of the generator does not exceed the motor output. Hybrid electric vehicle. 2. An engine, a generator driven by the engine, a battery connected to the generator so as to be able to transmit electric power, a motor for driving a vehicle powered by the generator and the battery, and Motor output detection means for detecting the output,
When it is determined that the output of the motor is substantially equal to or more than the first predetermined output value, the engine is started, and at least the engine or the generator is set so that the power generation output of the generator becomes substantially the first predetermined output value. Control means for controlling one of the motors and stopping the engine when it is determined that the motor output is the same as the first predetermined output value or smaller than a second predetermined output value lower than the first predetermined output value A hybrid electric vehicle comprising: 3. The engine according to claim 2, wherein the control unit is configured to control the engine so that a power generation output of the generator becomes the reference output value when the motor output becomes equal to or more than a reference output value that is substantially larger than the first predetermined output value. The hybrid electric vehicle according to claim 2, wherein at least one of the generators is controlled.