Vehicle

Abstract

A vehicle improves the power generation efficiency at the time of parking. The vehicle (1) is provided with: an ISG (generator) (5) connected to an engine (3); a power transmission device (7) that transmits power of the engine (3) to a drive wheel (9); a clutch (210) provided to the power transmission device (7) and capable of switching between a combined state in which power of the engine (3) is transmitted to the drive wheel (9) and a combined release state in which power of the engine (3) is not transmitted to the drive wheel (9); and a power generation control section (105) that drives the engine (3), causes the ISG (5) to generate power using power of the engine (3), and switches the clutch (210) to the combined release state in a case where it is possible to judge that the driver has an idea of a parking scheduled time or more.

Description

Technical Field

[0001] This invention relates to vehicles. Background Technology

[0002] Previously, there were technologies that used the power of an engine in a vehicle to generate electricity (for example, see Patent Document 1).

[0003] Patent Document 1: Japanese Patent Application Publication No. 2016-068740 Summary of the Invention

[0004] Such power generation sometimes occurs when the machine is shut down. However, power generation during shutdown results in various losses, and there is a desire to improve the efficiency of power generation during shutdown.

[0005] The purpose of this invention is to provide a vehicle that can improve power generation efficiency when the vehicle is parked.

[0006] To solve the above-mentioned problems, the vehicle of the present invention includes: an engine; a generator connected to the engine; a power transmission device that transmits the engine's power to the drive wheels; a clutch disposed in the power transmission device and capable of switching between an engaged state in which the engine's power is transmitted to the drive wheels and an unengaged state in which the engine's power is not transmitted to the drive wheels; and a power generation control unit that drives the engine, uses the engine's power to generate electricity from the generator, and switches the clutch to an engaged / unengaged state when it is determined that the driver intends to stop for a predetermined period of time or more.

[0007] Yes, the vehicle also has a gear shift lever. In addition to the parking, reverse, neutral, and drive gears, the gear shift lever also has a gear that is different from the parking, reverse, neutral, and drive gears, namely a generator-specific gear. Situations that can determine that the driver intends to stop for more than the predetermined time include when the gear shift lever is in the generator-specific gear.

[0008] It is possible that the parking gear, reverse gear, neutral gear, and drive gear are configured on a first path extending in a predetermined extension direction, and the generator-specific gear is configured on a second path extending from the first path in a direction intersecting the extension direction.

[0009] Alternatively, the vehicle may also have a rotation limiting part that locks the rotation of at least one of the drive wheels and the power transmission device, and when the rotation limiting part is unlocked, the gear shift to the generator-dedicated gear is prohibited.

[0010] To solve the above-mentioned problems, the vehicle of the present invention includes: an engine; a generator connected to the engine; a power transmission device that transmits the engine's power to the drive wheels; a clutch disposed in the power transmission device and capable of switching between an engaged state in which the engine's power is transmitted to the drive wheels and an disengaged state in which the engine's power is not transmitted to the drive wheels; a gear shift lever that, in addition to having a parking gear, a reverse gear, a neutral gear, and a drive gear, also has a gear different from the parking gear, reverse gear, neutral gear, and drive gear, namely a generator-specific gear; and a generator control unit that drives the engine and uses the engine's power to generate electricity from the generator, wherein when the gear shift lever is in the generator-specific gear, the clutch switches to an engaged / disengaged state.

[0011] According to the present invention, the power generation efficiency during shutdown can be improved. Attached Figure Description

[0012] Figure 1 This is a diagram showing the structure of the vehicle.

[0013] Figure 2 This is a first diagram showing the structure of the clutch mechanism according to this embodiment.

[0014] Figure 3 This is a second figure showing the structure of the clutch mechanism according to this embodiment.

[0015] Figure 4 This is a diagram showing the structure of the shift lever in this embodiment.

[0016] Figure 5 This is a diagram showing the structure of a modified shift lever.

[0017] Figure 6 This is a flowchart illustrating the power generation control process.

[0018] (Explanation of reference numerals in the attached diagram)

[0019] 1 vehicle

[0020] 3 Engines

[0021] 5 ISG (Generator)

[0022] 7. Power transmission device

[0023] 9 drive wheels

[0024] 11 Torque Converter

[0025] 13 Mechanical oil pump (oil pump)

[0026] 105 Power Generation Control Department

[0027] 110 Parking Lock Lever (Rotation Restriction Part)

[0028] 120 Parking Brake (Rotation Limiting Part)

[0029] 200 Clutch Mechanism

[0030] 210 Clutch

[0031] 220 Clutch Drive Unit

[0032] 230 Gear Shift Lever Detailed Implementation

[0033] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in these embodiments are merely illustrative for ease of understanding and are not intended to limit the invention, except where specifically excluded. Furthermore, in this specification and the accompanying drawings, elements having substantially the same function or structure are labeled with the same reference numerals, thereby omitting redundant descriptions; additionally, elements not directly related to the present invention are omitted from the illustrations.

[0034] Figure 1 This is a diagram showing the structure of vehicle 1. (As shown) Figure 1 As shown, vehicle 1 includes engine 3, ISG (Integrated Starter Generator) 5, power transmission device 7, drive wheels (wheels) 9 and vehicle control device 100.

[0035] Engine 3 is, for example, a reciprocating engine, which uses the combustion pressure in the combustion chamber to make the piston move back and forth, thereby rotating the crankshaft 3a. The crankshaft 3a is connected to the power transmission device 7.

[0036] ISG 5 is a generator with a motor function. ISG 5 has a rotating shaft 5a connected to the crankshaft 3a of engine 3 via a drive belt. ISG 5 functions as both a starter and a generator, starting (restarting) engine 3 and generating electricity using the power of engine 3.

[0037] The power transmission device 7 includes a torque converter 11, a mechanical oil pump 13, a first gear train 15, a continuously variable transmission 17, a second gear train 19, a forward / reverse switching device 21, a third gear train 23, and a clutch mechanism 200. The power transmission device 7 transmits the power of the engine 3 to the drive wheels 9.

[0038] The torque converter 11 includes a front cover 25, a pump impeller 27, a turbine 29, a turbine shaft 31, a pump shaft 33, a stator 35, and a clutch disc 37. Oil is sealed inside the torque converter 11.

[0039] The front cover 25 is connected to the crankshaft 3a and rotates integrally with the crankshaft 3a. The pump impeller 27 is fixed to the inner surface of the front cover 25. The turbine 29 is arranged inside the front cover 25 facing the pump impeller 27.

[0040] Multiple blades are provided on the pump impeller 27 and the turbine 29. The turbine 29 is connected to the turbine shaft 31 and rotates integrally with the turbine shaft 31.

[0041] The pump shaft 33 is formed into a hollow cylindrical shape and is connected to the pump impeller 27. The pump shaft 33 and the pump impeller 27 rotate integrally. The turbine shaft 31 passes through the interior of the pump shaft 33 in a separate state. The stator 35 is disposed on the inner circumferential side between the pump impeller 27 and the turbine 29.

[0042] If the crankshaft 3a rotates, the front cover 25 and the pump impeller 27 rotate together with the crankshaft 3a. If the pump impeller 27 rotates, oil is delivered to the outer circumference of the pump impeller 27 and moves along the inner circumference of the front cover 25 toward the turbine 29.

[0043] Oil flowing into turbine 29 causes turbine 29 to rotate. If turbine 29 rotates, turbine shaft 31 rotates together with turbine 29. Thus, power is transmitted from crankshaft 3a to turbine shaft 31.

[0044] The stator 35 delivers oil from the turbine 29 to the pump impeller 27. The stator 35 also causes the oil to flow back to the pump impeller 27, promoting its rotation. As a result, the torque converter 11 can amplify the torque transmitted from the input side (crankshaft 3a side) to the output side (turbine shaft 31 side).

[0045] The clutch disc 37 is fixed to the turbine shaft 31. The clutch disc 37 is positioned facing the inner surface of the front cover 25. When the clutch disc 37 is pressed against the inner surface of the front cover 25 by hydraulic pressure, the crankshaft 3a and the turbine shaft 31 are directly connected. This improves the efficiency of the transmission of driving force from the crankshaft 3a to the turbine shaft 31.

[0046] The clutch disc 37 is configured to abut against the inner surface of the front cover 25. By controlling the hydraulic pressure, the pressing force of the clutch disc 37 against the inner surface of the front cover 25 is controlled. As the pressing force decreases, the clutch disc 37 slides and abuts against the inner surface of the front cover 25. Thus, the clutch disc 37 can adjust the power transmitted from the crankshaft 3a to the turbine shaft 31.

[0047] Figure 2 This is a first figure showing the structure of the clutch mechanism 200 of this embodiment. Figure 3 This is a second figure showing the structure of the clutch mechanism 200 according to this embodiment. Figure 2 and Figure 3As shown, in this embodiment, the turbine shaft 31 is divided into a first turbine shaft 31a and a second turbine shaft 31b. The first turbine shaft 31a is connected to the turbine 29, and the second turbine shaft 31b is connected to the first gear train 15. Additionally, the pump shaft 33 is divided into a first pump shaft 33a and a second pump shaft 33b. The first pump shaft 33a is connected to the pump impeller 27, and the second pump shaft 33b is connected to the rotating shaft 13a of the mechanical oil pump 13 via a drive belt.

[0048] The clutch mechanism 200 includes a clutch 210 and a clutch drive unit 220. The clutch 210 has a cylindrical shape, with internal teeth formed on its inner circumferential surface and external teeth formed on its outer circumferential surface. External teeth are formed on the outer circumferential surfaces of the first turbine shaft 31a and the second turbine shaft 31b, which can mesh with the internal teeth of the clutch 210. In addition, internal teeth are formed on the inner circumferential surfaces of the first pump shaft 33a and the second pump shaft 33b, which can mesh with the external teeth of the clutch 210.

[0049] The clutch drive unit 220 is connected to the clutch 210 and is configured to move the clutch 210 axially along the turbine shaft 31. In this embodiment, the clutch drive unit 220 includes a motor, which enables the clutch 210 to move automatically axially. However, the motor is not a necessary component in the clutch drive unit 220, and it may be omitted. The clutch drive unit 220 includes a gear shift lever 230. The clutch 210 is configured to move axially according to the operation of the gear shift lever 230. Therefore, the driver can manually move the clutch 210 axially by operating the gear shift lever 230.

[0050] exist Figure 2 The image shows the initial state of the clutch 210 before it is moved by the clutch drive unit 220. (See image for details.) Figure 2 As shown, the internal teeth of clutch 210 mesh with the external teeth of the first turbine shaft 31a and the second turbine shaft 31b, and the external teeth of clutch 210 mesh with the internal teeth of the first pump shaft 33a and the second pump shaft 33b. Therefore, when clutch 210 is engaged, clutch 210 can transmit the rotational force of the first turbine shaft 31a to the second turbine shaft 31b. Additionally, clutch 210 can transmit the rotational force of the first pump shaft 33a to the second pump shaft 33b. As a result, clutch 210 can transmit power from engine 3 to mechanical oil pump 13 and the first gear train 15.

[0051] On the other hand, Figure 3 The image shows the state of the clutch 210 after it has moved via the clutch drive unit 220. (See image for details.) Figure 3As shown, if clutch 210 moves axially from its initial state, the engagement between the internal teeth of clutch 210 and the external teeth of the second turbine shaft 31b is disengaged. Furthermore, the engagement between the external teeth of clutch 210 and the internal teeth of the second pump shaft 33b is also disengaged. Therefore, in the disengaged state, clutch 210 cannot transmit the rotational force of the first turbine shaft 31a to the second turbine shaft 31b. Additionally, clutch 210 cannot transmit the rotational force of the first pump shaft 33a to the second pump shaft 33b. Consequently, clutch 210 cannot transmit power from the engine 3 to the mechanical oil pump 13 and the first gear train 15.

[0052] The mechanical oil pump 13 has a rotating shaft 13a connected to the pump shaft 33 via a drive belt. The mechanical oil pump 13 is driven to rotate by the power input from the engine 3 via the pump shaft 33, generating oil pressure. The generated oil pressure is supplied, for example, to the continuously variable transmission 17.

[0053] The first gear train 15 connects the turbine shaft 31 to the drive shaft 39. The first gear train 15 reduces the rotational speed of the turbine shaft 31 and transmits it to the drive shaft 39.

[0054] The continuously variable transmission 17 includes a drive shaft 39, a driven shaft 41, a drive pulley 43, a driven pulley 45, and a belt 47. The drive shaft 39 is connected to a first gear train 15, and the driven shaft 41 is connected to a second gear train 19. The driven shaft 41 is configured to be substantially parallel to the drive shaft 39.

[0055] The drive pulley 43 is connected to the drive shaft 39 and rotates integrally with the drive shaft 39. The driven pulley 45 is connected to the driven shaft 41 and rotates integrally with the driven shaft 41.

[0056] Belt 47 is a chain belt formed by connecting ring plates with pins. Belt 47 can be, for example, a metal belt consisting of multiple sections (elements) held by two rings. Belt 47 is mounted between the drive pulley 43 and the driven pulley 45, transmitting power between them.

[0057] The drive pulley 43 includes a fixed pulley 43a and a movable pulley 43b. The fixed pulley 43a is configured to face the movable pulley 43b axially toward the drive shaft 39. The fixed pulley 43a and the movable pulley 43b have opposing surfaces 43c. The opposing surfaces 43c are generally conical in shape. A groove for mounting the belt 47 is formed by the opposing surfaces 43c. The movable pulley 43b is configured such that the axial position of the drive shaft 39 is changed by the oil pressure supplied from the mechanical oil pump 13.

[0058] The driven pulley 45 includes a fixed pulley 45a and a movable pulley 45b. The fixed pulley 45a is positioned opposite the movable pulley 45b in the axial direction of the driven shaft 41. The fixed pulley 45a and the movable pulley 45b have opposing surfaces 45c. The opposing surfaces 45c are generally conical in shape. A groove for mounting the belt 47 is formed by the opposing surfaces 45c. The movable pulley 45b is configured such that the axial position of the driven shaft 41 is changed by the oil pressure supplied from the mechanical oil pump 13.

[0059] Thus, the drive pulley 43 is configured to change the relative spacing between the fixed pulley 43a and the movable pulley 43b, and the driven pulley 45 is configured to change the relative spacing between the fixed pulley 45a and the movable pulley 45b. The relative spacing between the opposing surfaces 43c and 45c is narrower towards the inner radial side and wider towards the outer radial side. Therefore, if the movable pulleys 43b and 45b move axially, the position of the support belt 47 changes radially.

[0060] Regarding the drive pulley 43, the wider the interval between the opposing surfaces 43c, the more the position of the belt 47 moves radially inward, and the smaller the winding diameter of the belt 47 becomes. Regarding the drive pulley 43, the narrower the interval between the opposing surfaces 43c, the more the position of the belt 47 moves radially outward, and the larger the winding diameter of the belt 47 becomes.

[0061] Similarly, regarding the driven pulley 45, the wider the interval between the opposing surfaces 45c, the more the position of the belt 47 moves radially inward, and the smaller the winding diameter of the belt 47. Regarding the driven pulley 45, the narrower the interval between the opposing surfaces 45c, the more the position of the belt 47 moves radially outward, and the larger the winding diameter of the belt 47.

[0062] In this way, the continuously variable transmission 17 allows the gear ratio between the drive shaft 39 and the driven shaft 41 to change continuously (steplessly). The continuously variable transmission 17 transmits the power from the engine 3 to the drive wheel 9 side by means of the torque converter 11 and the first gear train 15.

[0063] The second gear train 19 connects the driven shaft 41 and the gear shaft 49. The second gear train 19 reduces the rotational speed of the driven shaft 41 and transmits it to the gear shaft 49.

[0064] A forward / reverse switching device 21 is provided on the gear shaft 49 and positioned between the second gear train 19 and the third gear train 23. The forward / reverse switching device 21 includes a double-pinion planetary gear train 21a, an input clutch (forward clutch) 21b, and a reverse brake 21c. When the input clutch 21b and the reverse brake 21c are disengaged, the forward / reverse switching device 21 is in neutral, cutting off power transmission between the gear shaft 49 and the drive pinion shaft 51. Conversely, when the input clutch 21b is engaged and the reverse brake 21c is disengaged, the forward / reverse switching device 21 transmits power from the gear shaft 49 to the drive pinion shaft 51. Furthermore, when the input clutch 21b is disengaged and the reverse brake 21c is engaged, the forward / reverse switching device 21 transmits power from the gear shaft 49 to the drive pinion shaft 51 in the reverse direction.

[0065] The third gear train 23 connects the gear shaft 49 and the drive pinion shaft 51. The third gear train 23 reduces the rotational speed of the gear shaft 49 and transmits it to the drive pinion shaft 51.

[0066] The drive pinion shaft 51 is connected to the drive wheel 9 via the differential 53 and the axle half shaft 55. The driving force transmitted from the driven shaft 41 is transmitted to the drive wheel 9 via the second gear train 19, the forward / reverse switching device 21, the third gear train 23, the drive pinion shaft 51, the differential 53, and the axle half shaft 55.

[0067] The power transmission device 7 of this embodiment includes a parking gear (not shown) and a parking lock lever (rotation limiting part) 110. The parking gear is provided in any one of the turbine shaft 31, drive shaft 39, driven shaft 41, gear shaft 49, and drive pinion shaft 51. The parking lock lever 110 is configured to engage with the parking gear, and when engaged with the parking gear, it locks the rotation of the shaft on which the parking gear is mounted.

[0068] In addition, a parking brake (rotation limiting part) 120 is provided in the vehicle 1 of this embodiment. The parking brake 120 is, for example, a handle, which locks the rotation of the drive wheel 9 when the handle is lifted.

[0069] The vehicle control unit 100 is a microcomputer that includes a central processing unit (CPU), ROM (read-only memory) storing programs, and RAM (random access memory) serving as the working area, and comprehensively controls the entire vehicle 1. In this embodiment, the vehicle control unit 100 performs the functions of a signal acquisition unit 101, a clutch control unit 103, a power generation control unit 105, and a determination unit 107.

[0070] The vehicle control unit 100 is equipped with a parking brake sensor 130, a suppression switch 140, a GNSS (Global Navigation Satellite System) receiver 150, and a battery status detection sensor 160. The parking brake sensor 130 detects the operating status of the parking brake 120 and outputs a detection signal (parking brake signal) indicating the operating status of the parking brake 120 to the vehicle control unit 100. The suppression switch 140 detects the gear position of the gear shift lever 230 and outputs a detection signal indicating the gear position to the vehicle control unit 100. The GNSS receiver 150 detects the latitude and longitude of the vehicle 1 and outputs a detection signal indicating the location of the vehicle 1 to the vehicle control unit 100. The battery status detection sensor 160 detects the state of charge (SOC), discharge performance (SOF), and remaining capacity (SOH) of the battery (not shown) installed in the vehicle 1 and outputs a detection signal indicating the battery status to the vehicle control unit 100.

[0071] The signal acquisition unit 101 acquires detection signals output from various sensors. Specifically, the signal acquisition unit 101 acquires detection signals output from the parking brake sensor 130, the suppression switch 140, the GNSS receiver 150, and the battery status detection sensor 160.

[0072] The clutch control unit 103 controls the motor of the clutch drive unit 220, and controls and drives the clutch 210. The clutch control unit 103 controls the clutch 210 to switch between an engaged state and an unengaged state. As will be described later, if the determination unit 107 determines that the driver intends to stop for more than the predetermined time, the clutch control unit 103 controls the clutch 210 to the unengaged state.

[0073] For example, when the battery charging rate is less than a predetermined value, the power generation control unit 105 drives the engine 3 and uses the power of the engine 3 to generate electricity for the ISG 5.

[0074] The determination unit 107 determines whether the driver intends to stop for more than a predetermined time. For example, if the rotation of the shaft of the power transmission device 7 is locked by the parking lock lever 110, the determination unit 107 determines that the driver intends to stop for more than a predetermined time. Additionally, if the rotation of the drive wheel 9 is locked by the parking brake 120, the determination unit 107 determines that the driver intends to stop for more than a predetermined time. Furthermore, the determination unit 107 determines whether the driver intends to stop for more than a predetermined time based on the position information of the vehicle 1. As an example, the determination unit 107 determines that the driver intends to stop for more than a predetermined time when the vehicle 1 is in a parking lot.

[0075] However, there are existing technologies that use the engine's power to generate electricity in vehicles. Such power generation sometimes occurs when the vehicle is stationary. However, power generation during stationary periods incurs various losses, and there is a desire to improve the efficiency of power generation during this time.

[0076] Therefore, the vehicle 1 in this embodiment is equipped with a dedicated power generation gear. When the gear is in the dedicated power generation gear, the clutch 210 changes from an engaged state to an unengaged state. Furthermore, power generation can be performed even when the clutch 210 is in an unengaged state and the battery charge rate is less than a predetermined value.

[0077] Figure 4 This is a diagram showing the structure of the shift lever 230 in this embodiment. Figure 4 As shown, the gear shift lever 230 is configured to switch between a generator-specific gear 230a, a parking gear (P gear) 230b, a reverse gear (R gear) 230c, a neutral gear (N gear) 230d, and a drive gear (D gear) 230e. Thus, in this embodiment, the gear shift lever 230, in addition to having P gear 230b, R gear 230c, N gear 230d, and D gear 230e, also has a generator-specific gear 230a. The generator-specific gear 230a is a different gear from P gear 230b, R gear 230c, N gear 230d, and D gear 230e.

[0078] P gear 230b, R gear 230c, N gear 230d, and D gear 230e are arranged on a first path 240 extending in a predetermined extension direction D1. On the other hand, a generator-dedicated gear 230a is arranged on a second path 250 extending from the first path 240 in a direction D2 intersecting the extension direction D1. This reduces the likelihood of the driver accidentally shifting the gear lever 230 to the generator-dedicated gear 230a.

[0079] In this embodiment, the generator-dedicated gear 230a is configured such that it cannot be switched without using the P gear 230b. When the gear is in the P gear 230b, it can be determined that the driver of vehicle 1 intends to stop for a predetermined period of time or more. When it is determined that the driver intends to stop for a predetermined period of time or more, the clutch 210 is switched to the disengaged state. Here, the situation where it is determined that the driver intends to stop for a predetermined period of time or more includes when the gear shift lever 230 is switched to the generator-dedicated gear 230a.

[0080] However, this is not the only limitation; the generator-dedicated gear 230a can be configured to be switched via gears other than the P gear 230b. In this embodiment, switching to the generator-dedicated gear 230a is permitted when the rotation of at least one of the drive wheel 9 and the power transmission device 7 is locked by the rotation limiting parts 110 and 120. In other words, switching to the generator-dedicated gear 230a is prohibited when the locks on the rotation limiting parts 110 and 120 are released. This suppresses the deterioration of the vehicle 1's restart responsiveness when the locks on the rotation limiting parts 110 and 120 are released.

[0081] like Figure 4 As shown, the switching path from P gear 230b to generator gear 230a, i.e., the second path 250, is L-shaped. However, it is not limited to this; the switching path to generator gear 230a can also be S-shaped, Z-shaped, or other shapes.

[0082] Figure 5 This is a diagram showing the structure of a modified shift lever 230. (See diagram for example.) Figure 5 As shown, the switching path to the dedicated power generation gear 230a, i.e., the second path 250A, is U-shaped. By setting the switching path shape to a U-shape, compared to setting it to a U-shape... Figure 4 Compared to the L-shaped design shown, this design can reduce driver error.

[0083] exist Figure 4 and Figure 5 In the P gear position 230b, the parking lock lever 110 engages with the parking gear, locking the rotation of the shaft of the power transmission device 7. This allows the vehicle 1 to remain continuously parked when the driver leaves the parking position. Furthermore, in the generator-dedicated gear position 230a, the parking lock lever 110 remains engaged with the parking gear, allowing the vehicle 1 to be parked. In principle, the clutch 210 is engaged in the P gear position 230b. However, this is not a limitation; the clutch 210 can also be disengaged in the P gear position 230b. For example, the clutch 210 can be disengaged in the P gear position 230b when the vehicle 1 is in a parking lot or when the parking brake 120 is engaged.

[0084] In this embodiment, when the shift lever 230 moves from the P gear position 230b to the generator-dedicated gear position 230a, the clutch 210 moves in conjunction with the shift lever 230. Figure 2 The binding state shown transforms into Figure 3 The engagement / disengagement state is shown. That is, when the gear shift lever 230 is in the generator-dedicated gear 230a, the clutch 210 switches to the disengagement state. Furthermore, when the gear shift lever 230 moves from the generator-dedicated gear 230a to the P gear 230b, the clutch 210 moves in conjunction with the movement of the gear shift lever 230. Figure 3 The union-dissolution state shown transforms into Figure 2 The binding state shown.

[0085] The power generation control unit 105 determines the gear position based on the detection signal from the suppression switch 140. Additionally, the power generation control unit 105 determines whether the battery's state of charge (SOC) is less than a predetermined value based on the detection signal from the battery state detection sensor 160.

[0086] Furthermore, the power generation control unit 105 allows power generation when the battery charging rate is less than a predetermined value and the gear is in the dedicated power generation gear 230a or P gear 230b. Power generation is achieved by driving the ISG 5 with the power of the engine 3 to charge the battery. Additionally, the power generation control unit 105 also allows power generation when the parking brake 120 is engaged. In other words, the power generation control unit 105 allows power generation when the vehicle is parked and the rotation of the drive wheel 9 or the shaft of the power transmission device 7 is locked. Preferably, the power generation control unit 105 allows power generation when the clutch 210 is in the disengaged state.

[0087] Next, the power generation control process performed by the power generation control unit 105 when the vehicle is parked will be explained. Figure 6 This is a flowchart of the power generation control process.

[0088] like Figure 6 As shown, the power generation control unit 105 determines whether the battery charging rate is less than a predetermined value (step S101). If the charging rate is less than the predetermined value (yes in step S101), the power generation control unit 105 determines whether the gear is the dedicated power generation gear 230a (step S103). If the gear is the dedicated power generation gear 230a, the clutch 210 is engaged from the gear position by manual operation of the gear shift lever 230. Figure 2 The binding state shown is driven as Figure 3 The connection is released as shown. In this state, the power generation control unit 105 drives the engine 3, and the power of the engine 3 drives the ISG 5 to generate electricity (step S105). The power generation control unit 105 determines whether the battery charging rate is above a predetermined value (step S107). If the charging rate is below the predetermined value (no in step S107), the power generation control unit 105 executes the processes of steps S103 and S105 again. On the other hand, if the battery charging rate is above the predetermined value (no in step S101, yes in step S107), the power generation control process ends.

[0089] If the gear is not the dedicated power generation gear 230a (No in step S103), the power generation control unit 105 determines whether the gear is P gear 230b (step S109). If the gear is P gear 230b (Yes in step S109), the power generation control unit 105 determines whether the current location of vehicle 1 is a parking lot based on the detection signal from the GNSS receiver 150 (step S111). On the other hand, if the gear is not P gear 230b (No in step S109), the power generation control unit 105 terminates the power generation control process.

[0090] If the current location is a parking lot (as in step S111), the clutch control unit 103 drives the motor of the clutch drive unit 220 to disengage the clutch 210. Figure 2 The associated state is driven by Figure 3 The process transitions from the decoupled state shown in step S113 to step S105.

[0091] If the current location is not a parking lot (No in step S111), the power generation control unit 105 determines whether the parking brake 120 is engaged based on the detection signal from the parking brake sensor 130 (step S115). If the parking brake 120 is engaged (Yes in step S115), the process proceeds to step S113. On the other hand, if the parking brake 120 is not engaged (No in step S115), the power generation control unit 105 terminates the power generation control process.

[0092] As explained above, in this embodiment, the clutch 210 switches from an engaged state to an unengaged state when it is determined that the driver intends to park for a predetermined period of time or longer. Furthermore, when the battery charging rate is less than a predetermined value, the power generation control unit 105 drives the engine 3 and the ISG 5 to generate electricity. This improves the power generation efficiency when the vehicle 1 is parked.

[0093] Furthermore, the clutch mechanism 200 is positioned in the power transmission path between the torque converter 11 and the mechanical oil pump 13 and the first gear train 15. Therefore, during the power generation process of the ISG 5, power from the engine 3 is transmitted from the torque converter 11 to the mechanical oil pump 13 and the first gear train 15. This reduces energy losses such as frictional losses, churning losses, and oil pressure losses that occur after the mechanical oil pump 13 and the first gear train 15. As a result, the reduction in the power generation efficiency of the ISG 5 can be suppressed.

[0094] Here, when the power transmission path between the torque converter 11, the mechanical oil pump 13, and the first gear train 15 is cut off by the clutch mechanism 200, the restart responsiveness of the vehicle 1 deteriorates. Therefore, the clutch mechanism 200 is disengaged only when the driver intends to keep the vehicle 1 parked for a predetermined time or longer.

[0095] Furthermore, in this embodiment, energy consumption can be reduced by manually operating the clutch 210 via the shift lever 230 compared to driving the clutch 210 via a motor.

[0096] The above is with reference to the appendix. Figure 1 While the preferred embodiments of the present invention have been described, it is not intended that the invention be limited to these embodiments. Anyone skilled in the art will readily conceive of various modifications or alterations within the scope of the claims, and these modifications or alterations are also naturally within the technical scope of the present invention.

[0097] In the above embodiments, an example was described where the clutch mechanism 200 is disposed in the power transmission path between the torque converter 11, the mechanical oil pump 13, and the first gear train 15. However, it is not limited to this, and the clutch mechanism 200 can be disposed in any power transmission path between the engine 3 and the drive wheel 9. For example, the clutch mechanism 200 can be disposed in the power transmission path between the crankshaft 3a and the torque converter 11.

Claims

1. A vehicle, comprising: engine; A generator, connected to the engine; A power transmission device that transmits the power of the engine to the drive wheels; A mechanical oil pump and gear system are installed in the power transmission device; The clutch is located on the engine side of the power transmission device relative to the mechanical oil pump and the gear system, and is capable of switching between an engaged state in which the engine's power is transmitted to the drive wheel and an disengaged state in which the engine's power is not transmitted to the drive wheel. The gear shift lever, in addition to having parking, reverse, neutral, and drive gears, also has a gear different from the parking, reverse, neutral, and drive gears, namely a dedicated generator gear; and The power generation control unit drives the engine and uses the engine's power to power the generator to produce electricity. The parking gear, the reverse gear, the neutral gear, and the drive gear are arranged on a first path extending in a predetermined direction. The dedicated power generation gear is positioned on a second path extending from the parking gear in the first path in a direction intersecting the extending direction. When the gear position of the gear shift lever becomes the dedicated power generation gear position, the clutch switches to the disengaged state.

2. The vehicle according to claim 1, wherein, The gear shift lever cannot be switched to the generator gear without going through the parking gear position.

3. The vehicle according to claim 1, wherein, The second path is U-shaped.

4. The vehicle according to claim 1, wherein, The vehicle also includes a rotation limiting part that locks the rotation of at least one of the drive wheels and the power transmission device. When the lock of the rotation restriction part is released, the gear shifting to the power generation gear is prohibited.

Images