vehicle

Abstract

To improve efficiency in power generation at the time of stopping a vehicle.SOLUTION: A vehicle 1 comprises: an ISG (a power generator) 5 connected to an engine 3; a power transmission device 7 that transmits power of the engine 3 to a driving wheel 9; a clutch 210 which is provided in the power transmission device 7, and can be switched between an engagement state in which the power of the engine 3 is transmitted to the driving wheel 9 and a disengagement state in which the power of the engine 3 is not transmitted to the driving wheel 9; and a power generation control part 105 that drives the engine 3 and makes the ISG 5 generate electric power using the power of the engine 3. The clutch 210 is switched to the disengagement state when it is determined that a driver intends to stop the vehicle for a predetermined time or more.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] BACKGROUND ART Conventionally, there is a technology for generating electricity using engine power in a vehicle (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-068740 Summary of the Invention [Problem to be solved by the invention]

[0004] Such power generation is sometimes performed when the train is stopped. However, various losses occur when generating power while the train is stopped, and therefore it has been desired to improve the power generation efficiency when the train is stopped.

[0005] An object of the present invention is to provide a vehicle that can improve power generation efficiency when the vehicle is stopped. [Means for solving the problem]

[0006] In order to solve the above problems, the vehicle of the present invention comprises an engine, a generator connected to the engine, a power transmission device that transmits engine power to drive wheels, a mechanical oil pump and a gear train provided in the power transmission device, a clutch that is provided on the engine side of the power transmission device with respect to the mechanical oil pump and the gear train and that is switchable between an engaged state in which engine power is transmitted to drive wheels and a disengaged state in which engine power is not transmitted to drive wheels, a shift lever that has as shift positions a parking range, a reverse range, a neutral range, a drive range, and in addition to a power generation-only range that is different from the parking range, reverse range, neutral range, and drive range, and a power generation control unit that drives the engine and causes the generator to generate power using the engine power, the parking range, reverse range, neutral range, and drive range are arranged on a first path extending in a predetermined extension direction, and the power generation range is arranged on a second path extending from the parking range of the first path in a direction intersecting the extension direction, The clutch is switched to a disengaged state when the shift lever is in a power generation-only range.

[0008] The second path was U-shaped. That's fine.

[0009] The vehicle may further include a rotation restricting unit that locks the rotation of at least one of the drive wheels and the power transmission device, and when the lock by the rotation restricting unit is released, switching of the shift position to the power generation-only range may be prohibited. [Effects of the Invention]

[0011] According to the present invention, it is possible to improve the power generation efficiency when the vehicle is stopped. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram showing the configuration of a vehicle. [Figure 2] FIG. 2 is a first diagram showing the configuration of the clutch mechanism according to this embodiment. [Figure 3] FIG. 3 is a second diagram showing the configuration of the clutch mechanism according to this embodiment. [Figure 4] FIG. 4 is a diagram showing the configuration of the shift lever according to this embodiment. [Figure 5] FIG. 5 is a diagram showing the configuration of a shift lever according to a modified example. [Figure 6] FIG. 6 is a flowchart of the power generation control process. DETAILED DESCRIPTION OF THE INVENTION

[0013] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Dimensions, materials, and other specific values ​​shown in the embodiments are merely examples for facilitating understanding of the invention and, unless otherwise specified, do not limit the present invention. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0014] Fig. 1 is a diagram showing the configuration of a vehicle 1. As shown in Fig. 1, the vehicle 1 includes an engine 3, an ISG (integrated starter generator) 5, a power transmission device 7, drive wheels (wheels) 9, and a vehicle control device 100.

[0015] The engine 3 is, for example, a reciprocating engine, and the combustion pressure in the combustion chamber causes a piston to reciprocate, thereby rotating a crankshaft 3a. The crankshaft 3a is connected to a power transmission device .

[0016] The ISG 5 is a generator with a motor function. The ISG 5 has a rotating shaft 5a connected to the crankshaft 3a of the engine 3 via a pulley belt. The ISG 5 functions as both a starter and a generator, and starts (restarts) the engine 3 and generates electricity using the power of the engine 3.

[0017] 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.

[0018] The torque converter 11 includes a front cover 25, a pump impeller 27, a turbine liner 29, a turbine shaft 31, a pump shaft 33, a stator 35, and a clutch plate 37. The torque converter 11 is filled with oil.

[0019] 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 liner 29 is disposed within the front cover 25 so as to face the pump impeller 27.

[0020] A large number of blades are provided on the pump impeller 27 and the turbine liner 29. The turbine liner 29 is connected to a turbine shaft 31 and rotates integrally therewith.

[0021] The pump shaft 33 is formed in a hollow cylindrical shape and is connected to the pump impeller 27. The pump shaft 33 rotates integrally with the pump impeller 27. The turbine shaft 31 is inserted into the pump shaft 33 at a distance. The stator 35 is disposed on the inner circumferential surface side between the pump impeller 27 and the turbine liner 29.

[0022] When the crankshaft 3a rotates, the front cover 25 and the pump impeller 27 rotate integrally with the crankshaft 3a. When the pump impeller 27 rotates, oil is sent to the outer periphery of the pump impeller 27 and moves along the inner periphery of the front cover 25 toward the turbine liner 29.

[0023] The oil that has flowed into the turbine liner 29 rotates the turbine liner 29. When the turbine liner 29 rotates, the turbine shaft 31 rotates integrally with the turbine liner 29. As a result, power is transmitted from the crankshaft 3 a to the turbine shaft 31.

[0024] The stator 35 sends oil from the turbine liner 29 toward the pump impeller 27. The stator 35 returns the oil to the pump impeller 27, promoting the rotation of the pump impeller 27. This enables the torque converter 11 to amplify the torque transmitted from the input side (crankshaft 3a side) to the output side (turbine shaft 31 side).

[0025] The clutch plate 37 is fixed to the turbine shaft 31. The clutch plate 37 is disposed facing the inner surface of the front cover 25. When the clutch plate 37 is hydraulically pressed against the inner surface of the front cover 25, it directly connects the crankshaft 3a and the turbine shaft 31. This improves the transmission efficiency of the driving force transmitted from the crankshaft 3a to the turbine shaft 31.

[0026] The clutch plates 37 are configured to be able to come into contact with the inner surface of the front cover 25, and the pressing force against the inner surface of the front cover 25 is controlled by controlling the hydraulic pressure. As the pressing force decreases, the clutch plates 37 come into contact with the inner surface of the front cover 25 while sliding. This allows the clutch plates 37 to adjust the power transmitted from the crankshaft 3a to the turbine shaft 31.

[0027] FIG. 2 is a first diagram showing the configuration of the clutch mechanism 200 according to this embodiment. FIG. 3 is a second diagram showing the configuration of the clutch mechanism 200 according to this embodiment. As shown in FIGS. 2 and 3, the turbine shaft 31 according to this embodiment is divided into a first turbine shaft 31a and a second turbine shaft 31b. The first turbine shaft 31a is connected to the turbine liner 29, and the second turbine shaft 31b is connected to the first gear train 15. 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 rotary shaft 13a of the mechanical oil pump 13 via a pulley belt.

[0028] Clutch mechanism 200 includes a clutch 210 and a clutch drive unit 220. 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 first turbine shaft 31a and second turbine shaft 31b, and are engageable with the internal teeth of clutch 210. Furthermore, internal teeth are formed on the inner circumferential surfaces of first pump shaft 33a and second pump shaft 33b, and are engageable with the external teeth of clutch 210.

[0029] The clutch drive unit 220 is coupled to the clutch 210 and is configured to be able to move the clutch 210 in the axial direction of the turbine shaft 31. In this embodiment, the clutch drive unit 220 is provided with a motor and is configured to be able to automatically move the clutch 210 in the axial direction by the motor. However, the motor is not an essential component of the clutch drive unit 220, and the clutch drive unit 220 does not necessarily have to be provided with a motor. The clutch drive unit 220 includes a shift lever 230. The clutch 210 is configured to be able to move in the axial direction in response to operation of the shift lever 230. Therefore, the clutch 210 may be moved manually in the axial direction by operating the shift lever 230 by the driver.

[0030] FIG. 2 shows the initial state of the clutch 210 before it is moved by the clutch driver 220. As shown in FIG. 2, the internal teeth of the clutch 210 are engaged with the external teeth of the first turbine shaft 31a and the second turbine shaft 31b, and the external teeth of the clutch 210 are engaged with the internal teeth of the first pump shaft 33a and the second pump shaft 33b. Therefore, when the clutch 210 is engaged, the clutch 210 can transmit the rotational force of the first turbine shaft 31a to the second turbine shaft 31b. Furthermore, the clutch 210 can transmit the rotational force of the first pump shaft 33a to the second pump shaft 33b. As a result, the clutch 210 can transmit power from the engine 3 to the mechanical oil pump 13 and the first gear train 15.

[0031] On the other hand, FIG. 3 shows a state after the clutch 210 has been moved by the clutch driver 220. As shown in FIG. 3, when the clutch 210 moves axially from the initial state, the internal teeth of the clutch 210 are disengaged from the external teeth of the second turbine shaft 31b. Furthermore, the external teeth of the clutch 210 are disengaged from the internal teeth of the second pump shaft 33b. Therefore, in the disengaged state, the clutch 210 is unable to transmit the rotational force of the first turbine shaft 31a to the second turbine shaft 31b. Furthermore, the clutch 210 is unable to transmit the rotational force of the first pump shaft 33a to the second pump shaft 33b. As a result, the clutch 210 is unable to transmit power from the engine 3 to the mechanical oil pump 13 and the first gear train 15.

[0032] The mechanical oil pump 13 includes a rotary shaft 13a connected to a pump shaft 33 via a pulley belt. The mechanical oil pump 13 is driven to rotate by the power of the engine 3 input via the pump shaft 33, and generates hydraulic pressure. The generated hydraulic pressure is supplied to the continuously variable transmission 17, for example.

[0033] The first gear train 15 connects the turbine shaft 31 and the primary shaft 39. The first gear train 15 reduces the rotational speed of the turbine shaft 31 and transmits it to the primary shaft 39.

[0034] The continuously variable transmission 17 includes a primary shaft 39, a secondary shaft 41, a primary pulley 43, a secondary pulley 45, and a belt 47. The primary shaft 39 is connected to the first gear train 15, and the secondary shaft 41 is connected to the second gear train 19. The secondary shaft 41 is disposed approximately parallel to the primary shaft 39.

[0035] The primary pulley 43 is connected to the primary shaft 39 and rotates integrally with the primary shaft 39. The secondary pulley 45 is connected to the secondary shaft 41 and rotates integrally with the secondary shaft 41.

[0036] Belt 47 is a chain belt in which link plates are connected by pins. However, belt 47 may also be a metal belt in which multiple links (elements) are sandwiched between two rings. Belt 47 is stretched between primary pulley 43 and secondary pulley 45, and transmits power between primary pulley 43 and secondary pulley 45.

[0037] The primary pulley 43 includes a fixed sheave 43a and a movable sheave 43b. The fixed sheave 43a is disposed opposite the movable sheave 43b in the axial direction of the primary shaft 39. The fixed sheave 43a and the movable sheave 43b include opposing surfaces 43c that face each other. The opposing surface 43c has a generally conical shape. The opposing surface 43c forms a groove through which the belt 47 is passed. The movable sheave 43b is configured so that its position in the axial direction of the primary shaft 39 can be changed by the hydraulic pressure of the oil supplied from the mechanical oil pump 13.

[0038] The secondary pulley 45 includes a fixed sheave 45a and a movable sheave 45b. The fixed sheave 45a is disposed opposite the movable sheave 45b in the axial direction of the secondary shaft 41. The fixed sheave 45a and the movable sheave 45b include opposing surfaces 45c that face each other. The opposing surface 45c has a generally conical shape. The opposing surface 45c forms a groove through which the belt 47 is passed. The movable sheave 45b is configured so that its position in the axial direction of the secondary shaft 41 can be changed by the hydraulic pressure of the oil supplied from the mechanical oil pump 13.

[0039] In this way, the primary pulley 43 is configured so that the distance between the fixed sheave 43a and the movable sheave 43b is variable, and the secondary pulley 45 is configured so that the distance between the fixed sheave 45a and the movable sheave 45b is variable. The distance between the opposing surfaces 43c and 45c becomes narrower toward the inside in the radial direction and wider toward the outside in the radial direction. Therefore, when the movable sheave 43b and the movable sheave 45b move in the axial direction, the position around which the belt 47 is looped changes in the radial direction.

[0040] As the distance between the opposing surfaces 43c of the primary pulley 43 increases, the position where the belt 47 is looped moves radially inward, thereby reducing the winding diameter of the belt 47. As the distance between the opposing surfaces 43c of the primary pulley 43 decreases, the position where the belt 47 is looped moves radially outward, thereby reducing the winding diameter of the belt 47.

[0041] Similarly, as the distance between the opposing surfaces 45c of the secondary pulley 45 increases, the position where the belt 47 is looped moves radially inward, thereby reducing the winding diameter of the belt 47. As the distance between the opposing surfaces 45c of the secondary pulley 45 decreases, the position where the belt 47 is looped moves radially outward, thereby reducing the winding diameter of the belt 47.

[0042] In this way, the continuously variable transmission 17 continuously (steplessly) changes the gear ratio between the primary shaft 39 and the secondary shaft 41. The continuously variable transmission 17 transmits the power transmitted from the engine 3 to the drive wheels 9 via the torque converter 11 and the first gear train 15.

[0043] The second gear train 19 connects the secondary shaft 41 and the gear shaft 49. The second gear train 19 reduces the rotational speed of the secondary shaft 41 and transmits it to the gear shaft 49.

[0044] The forward / reverse switching device 21 is provided on the gear shaft 49 and disposed 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 a neutral state and cuts off the transmission of power between the gear shaft 49 and the drive pinion shaft 51. 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. 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 a reversed state.

[0045] 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.

[0046] The drive pinion shaft 51 is connected to the drive wheels 9 via a differential 53 and an axle shaft 55. The driving force transmitted from the secondary shaft 41 is transmitted to the drive wheels 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 shaft 55.

[0047] The power transmission device 7 of this embodiment is provided with a parking gear (not shown) and a parking lock pole (rotation restricting portion) 110. The parking gear is provided on any of the turbine shaft 31, the primary shaft 39, the secondary shaft 41, the gear shaft 49, and the drive pinion shaft 51. The parking lock pole 110 is configured to be engageable with the parking gear, and when engaged with the parking gear, locks the rotation of the shaft to which the parking gear is attached.

[0048] The vehicle 1 of this embodiment is also provided with a parking brake (rotation restricting unit) 120. The parking brake 120 is configured by, for example, a lever, and locks the rotation of the drive wheels 9 when the lever is pulled up.

[0049] The vehicle control device 100 is a microcomputer including a central processing unit (CPU), a ROM storing programs and the like, a RAM as a work area, and the like, and controls the entire vehicle 1. In this embodiment, the vehicle control device 100 functions as a signal acquisition unit 101, a clutch control unit 103, a power generation control unit 105, and a determination unit 107.

[0050] The vehicle control device 100 is connected to a parking brake sensor 130, an inhibitor switch 140, a GNSS (Global Navigation Satellite System) receiver 150, and a battery state detection sensor 160. The parking brake sensor 130 detects the operating state of the parking brake 120 and outputs a detection signal (parking brake signal) indicating the operating state of the parking brake 120 to the vehicle control device 100. The inhibitor switch 140 detects the shift position of the shift lever 230 and outputs a detection signal indicating the shift position to the vehicle control device 100. The GNSS receiver 150 detects the position of the vehicle 1, such as the latitude and longitude, and outputs a detection signal indicating the position of the vehicle 1 to the vehicle control device 100. The battery state detection sensor 160 detects the state of charge (SOC), discharge capability (SOF), remaining capacity (SOH), and other conditions of a battery (not shown) mounted on the vehicle 1, and outputs a detection signal indicating the state of the battery to the vehicle control device 100.

[0051] 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 inhibitor switch 140, the GNSS receiver 150, and the battery state detection sensor 160.

[0052] Clutch control unit 103 controls the motor of clutch drive unit 220 to drive and control clutch 210. Clutch control unit 103 controls clutch 210 to switch between an engaged state and a disengaged state. Clutch control unit 103 controls clutch 210 to the disengaged state when determination unit 107 determines that the driver intends to stop the vehicle for a predetermined period of time or longer, as will be described later.

[0053] For example, when the charging rate of the battery is less than a predetermined value, the power generation control unit 105 drives the engine 3 and causes the ISG 5 to generate power using the power of the engine 3.

[0054] The determination unit 107 determines whether the driver has the intention to stop the vehicle for a predetermined time or longer. For example, when the rotation of the shaft of the power transmission device 7 is locked by the parking lock pole 110, the determination unit 107 determines that the driver has the intention to stop the vehicle for a predetermined time or longer. Furthermore, for example, when the rotation of the drive wheels 9 is locked by the parking brake 120, the determination unit 107 determines that the driver has the intention to stop the vehicle for a predetermined time or longer. Furthermore, the determination unit 107 determines whether the driver has the intention to stop the vehicle for a predetermined time or longer based on the position information of the vehicle 1. As an example, when the vehicle 1 is located in a parking lot, the determination unit 107 determines that the driver has the intention to stop the vehicle for a predetermined time or longer.

[0055] Conventionally, there is a technology for generating electricity using engine power in a vehicle. Such power generation is sometimes performed while the vehicle is stopped. However, various losses occur when generating electricity while the vehicle is stopped, and therefore, there is a need to improve the efficiency of power generation while the vehicle is stopped.

[0056] Therefore, the vehicle 1 of this embodiment is provided with a power generation-dedicated shift position as a shift position, and when the shift position is in the power generation-dedicated shift position, the clutch 210 is shifted from an engaged state to a disengaged state. When the clutch 210 is in the disengaged state and the battery charge rate is less than a predetermined value, power generation is possible.

[0057] FIG. 4 is a diagram showing the configuration of the shift lever 230 according to this embodiment. As shown in FIG. 4, the shift lever 230 is configured to be switchable among a power generation-only range 230a, a parking range (P range) 230b, a reverse range (R range) 230c, a neutral range (N range) 230d, and a drive range (D range) 230e. As described above, in this embodiment, the shift lever 230 has a power generation-only range 230a as a shift position in addition to the P range 230b, the R range 230c, the N range 230d, and the D range 230e. The power generation-only range 230a is a range different from the P range 230b, the R range 230c, the N range 230d, and the D range 230e.

[0058] The P range 230b, the R range 230c, the N range 230d, and the D range 230e are arranged on a first path 240 that extends in a predetermined extension direction D1. On the other hand, the power generation range 230a is arranged on a second path 250 that extends from the first path 240 in a direction D2 that intersects with the extension direction D1. This reduces the chance of a passenger accidentally switching the shift lever 230 to the power generation range 230a.

[0059] In this embodiment, the power generation range 230a is configured so that it cannot be switched without passing through the P range 230b. Here, when the shift position is in the P range 230b, it can be determined that the driver of the vehicle 1 intends to stop the vehicle for a predetermined period of time or longer. The clutch 210 is switched to a disengaged state when it can be determined that the driver intends to stop the vehicle for a predetermined period of time or longer. Here, when it can be determined that the driver intends to stop the vehicle for a predetermined period of time or longer, it can be determined that the shift position of the shift lever 230 is switched to the power generation range 230a.

[0060] However, without being limited to this, the power generation range 230a may be configured to be switchable via a range other than the P range 230b. In this embodiment, when the rotation of at least one of the drive wheels 9 and the power transmission device 7 is locked by the rotation restricting units 110, 120, switching to the power generation range 230a is permitted. In other words, when the lock by the rotation restricting units 110, 120 is released, switching to the power generation range 230a is prohibited. This makes it possible to suppress deterioration in the restart responsiveness of the vehicle 1 when the rotation restricting units 110, 120 are unlocked.

[0061] 4, the second path 250, which is the path for switching from the P range 230b to the power generation range 230a, is L-shaped. However, the path for switching to the power generation range 230a is not limited to this, and may be other shapes such as S-shaped or Z-shaped.

[0062] Fig. 5 is a diagram showing the configuration of a shift lever 230 according to a modified example. As shown in Fig. 5, the second path 250A, which is the path for switching to the power generation-only range 230a, is U-shaped. By making the switching path U-shaped, it is possible to further reduce erroneous operation by the driver compared to the L-shape shown in Fig. 3.

[0063] 4 and 5, in the P range 230b, the parking lock pole 110 described above engages with the parking gear, and rotation of the shaft of the power transmission device 7 is locked. This allows the vehicle 1 to be continuously stopped when the driver moves away from the vehicle 1 and parking. Note that even in the power generation-only range 230a, the engagement between the parking lock pole 110 and the parking gear is maintained, allowing the vehicle 1 to be parked. In principle, the clutch 210 is in an engaged state in the P range 230b. However, this is not limited thereto, and the clutch 210 may be switched to a disengaged state in the P range 230b. For example, the clutch 210 may be switched to a disengaged state in the P range 230b when the vehicle 1 is positioned in a parking lot or when the parking brake 120 is activated.

[0064] In this embodiment, when the shift lever 230 moves from the P range 230b to the power generation range 230a, the clutch 210 shifts from the engaged state shown in Fig. 2 to the disengaged state shown in Fig. 3 in conjunction with the movement of the shift lever 230. In other words, the clutch 210 switches to the disengaged state when the shift position of the shift lever 230 is in the power generation range 230a. Furthermore, when the shift lever 230 moves from the power generation range 230a to the P range 230b, the clutch 210 shifts from the disengaged state shown in Fig. 3 to the engaged state shown in Fig. 2 in conjunction with the movement of the shift lever 230.

[0065] The power generation control unit 105 determines the shift position based on the detection signal of the inhibitor switch 140. The power generation control unit 105 also determines based on the detection signal of the battery state detection sensor 160 whether the state of charge (SOC) of the battery is less than a predetermined value.

[0066] The power generation control unit 105 permits power generation when the battery's charging rate is below a predetermined value and the shift position is in the power generation-only range 230a or the P range 230b, and drives the ISG 5 to generate power using the power of the engine 3, thereby charging the battery. The power generation control unit 105 also permits power generation when the parking brake 120 is applied. In other words, the power generation control unit 105 permits power generation when the vehicle is parked and the rotation of the drive wheels 9 and the shaft of the power transmission device 7 is locked. Preferably, the power generation control unit 105 permits power generation when the clutch 210 is in a disengaged state.

[0067] Next, a description will be given of the power generation control process executed by the power generation control unit 105 during parking. Fig. 6 is a flowchart of the power generation control process.

[0068] As shown in FIG. 6, the power generation control unit 105 determines whether the charging rate of the battery 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 shift position is in the power generation range 230a (step S103). If the shift position is in the power generation range 230a, the clutch 210 is driven from the engaged state shown in FIG. 2 to the disengaged state shown in FIG. 3 by manual operation of the shift lever 230. In this state, the power generation control unit 105 drives the engine 3 and generates power to drive the ISG 5 using the power of the engine 3 (step S105). The power generation control unit 105 determines whether the charging rate of the battery is equal to or greater than a predetermined value (step S107). If the charging rate is less than 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 charging rate of the battery is equal to or higher than the predetermined value (NO in step S101, YES in step S107), the power generation control unit 105 ends the power generation control process.

[0069] If the shift position is not in the power generation dedicated range 230a (NO in step S103), the power generation control unit 105 determines whether or not the shift position is in the P range 230b (step S109). If the shift position is in the P range 230b (YES in step S109), the power generation control unit 105 determines whether or not the current position of the vehicle 1 is a parking lot, based on the detection signal of the GNSS receiver 150 (step S111). On the other hand, if the shift position is not in the P range 230b (NO in step S109), the power generation control unit 105 ends the power generation control process.

[0070] If the current location is a parking lot (YES in step S111), the clutch control unit 103 drives the motor of the clutch drive unit 220 to drive the clutch 210 from the engaged state shown in FIG. 2 to the disengaged state shown in FIG. 3 (step S113), and proceeds to processing in step S105.

[0071] 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 activated based on the detection signal of the parking brake sensor 130 (step S115). If the parking brake 120 is activated (YES in step S115), the process proceeds to step S113. On the other hand, if the parking brake 120 is not activated (NO in step S115), the power generation control unit 105 ends the power generation control process.

[0072] As described above, the clutch 210 of this embodiment switches from an engaged state to a disengaged state when it is determined that the driver intends to park the vehicle for a predetermined period of time or longer. Then, when the battery charge rate is less than a predetermined value, the power generation control unit 105 drives the engine 3 to drive the ISG 5 for power generation. This improves the power generation efficiency when generating power while the vehicle 1 is parked.

[0073] Furthermore, the clutch mechanism 200 is provided in the power transmission path between the torque converter 11 and the mechanical oil pump 13 and first gear train 15. Therefore, while the ISG 5 is running for generating electricity, power from the engine 3 is not transmitted from the torque converter 11 to the mechanical oil pump 13 and first gear train 15. This reduces energy losses such as friction loss, stirring loss, and hydraulic loss that occur after the mechanical oil pump 13 and first gear train 15. As a result, it is possible to suppress a decrease in the power generation efficiency of the ISG 5.

[0074] Here, if the power transmission path between the torque converter 11 and the mechanical oil pump 13 and the first gear train 15 is separated by the clutch mechanism 200, a problem occurs in that the restart responsiveness of the vehicle 1 deteriorates. For this reason, the clutch mechanism 200 is configured to be disengaged only when the driver indicates his / her intention to park the vehicle 1 continuously for a predetermined period of time or more during parking.

[0075] Furthermore, in this embodiment, when the clutch 210 is driven by manually operating the shift lever 230, energy consumption can be reduced compared to when the clutch 210 is driven by a motor.

[0076] While the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that such modifications and alterations also fall within the technical scope of the present invention.

[0077] In the above embodiment, an example has been described in which the clutch mechanism 200 is provided in the power transmission path between the torque converter 11 and the mechanical oil pump 13 and the first gear train 15. However, this is not limiting, and the clutch mechanism 200 may be provided in any power transmission path between the engine 3 and the drive wheels 9. For example, the clutch mechanism 200 may be provided in the power transmission path between the crankshaft 3 a and the torque converter 11. [Explanation of symbols]

[0078] 1 vehicle 3 Engine 5 ISG (generator) 7 Power transmission device 9 drive wheels 11 Torque converter 13 Mechanical oil pump (oil pump) 105 Power generation control unit 110 Parking lock pole (rotation control part) 120 Parking brake (rotation control part) 200 Clutch mechanism 210 Clutch 220 Clutch drive unit 230 Shift Lever

Claims

1. The engine and a generator connected to the engine; a power transmission device that transmits power from the engine to drive wheels; a mechanical oil pump and a gear train provided in the power transmission device; a clutch in the power transmission device that is provided on the engine side with respect to the mechanical oil pump and the gear train, and that is switchable between an engaged state in which the power of the engine is transmitted to the drive wheels and a disengaged state in which the power of the engine is not transmitted to the drive wheels; a shift lever having, as a shift position, a parking range, a reverse range, a neutral range, a drive range, and in addition a power generation range which is different from the parking range, the reverse range, the neutral range, and the drive range; a power generation control unit that drives the engine and causes the generator to generate power using the power of the engine; Equipped with the parking range, the reverse range, the neutral range, and the drive range are arranged on a first path extending in a predetermined extension direction, the power generation range is disposed on a second path extending from the parking range of the first path in a direction intersecting the extension direction, the clutch is switched to the disengaged state when the shift position of the shift lever is in the power generation-only range; vehicle.

2. The second path is U-shaped. The vehicle of claim 1 .

3. a rotation restricting unit that locks the rotation of at least one of the drive wheel and the power transmission device, When the lock by the rotation restricting unit is released, switching of the shift position to the power generation dedicated range is prohibited.

3. A vehicle according to claim 1 or 2.

Images