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  • 专利说明
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    • 专利摘要:
    CONTROL DEVICE FOR A HYBRID VEHICLE A control system is provided to control a water vehicle including: an internal combustion engine; an electric motor to start the internal combustion engine; an inverter (35) to control the electric motor; a clutch to selectively connect and disconnect power transmission between the internal combustion engine and the electric motor; and a battery (3) to supply power to the electric motor. The control device includes: a voltage detection unit to detect the battery voltage (30); a voltage control unit for controlling the battery output (30) according to a first power value currently available in the battery limit voltage range (30); and an internal combustion engine starting unit to engage the clutch to start the engine (10) while controlling the inverter (35) according to the battery output (30) which in turn is controlled by the engine control unit voltage.
    公开号:BR112013010301B1
    申请号:R112013010301-9
    申请日:2011-10-12
    公开日:2020-10-13
    发明作者:Yoshimasa Toki
    申请人:Nissan Motor Co. Ltd.；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to a control device for a hybrid vehicle.
    [002] The present application claims priority based on a Japanese patent application no. 2010-241796 filed on October 28, 2010, and incorporates here the content described in the application above in this application as a reference to form a part of it for the designated states in which incorporation by reference in the application is permitted. Background art
    [003] As is known from JP 2008 062745 A, in an engine start control system for a hybrid vehicle equipped with at least one powertrain, an engine to start the powertrain, an inverter to control the engine, and a battery to supply power to the engine through the reverse, such technology is known to control the speed of rotation of the engine so that the available output power exceeds the power required at the time of engine starting based on the available output power or the output of potential power with the battery and the battery power needed to start the engine, the former being calculated based on data indicating a relationship between a battery temperature, residual battery capacity, battery temperature detected by a temperature sensor battery capacity and battery capacity detected by a battery controller. (Patent document 1). Prior Art Documents Patent Literature Patent Literature 1: Publication of Japanese Open Patent Application no. 2008-62745 Summary of the invention Problem to be solved by the invention
    [004] However, the potential output power calculated in conventional technology refers to a power value that can be transmitted on a stable basis for a predetermined period of time (equivalent to the “value of several seconds” used generically in the control of power), and this power value (value of several seconds is also used for comparison with the required power. Since this power value (value of several seconds) indicates, as described above, the power value that can be transmitted on a stable basis for the predetermined time, this is less than the power value that can be transmitted momentarily (instantaneous value).
    [005] When comparing with the power required by using the power value (value of several seconds) like this, despite the fact that the power value (instantaneous value) exceeds the required power, since the power value ( several seconds) falls below the required power, there is a risk of excessively decreasing a target engine speed. As the target engine speed decreases, the engine start reliability deteriorates with the risk of a longer period of time until the engine start operation ends. Obviously, with the extended period of time to complete starting the engine, the possibility that the predetermined time for stable power output assumed based on the power value (value of several seconds) will also exceed so that the reliability of the engine start engine will be further reduced.
    [006] The problem that the present invention must solve is to improve the reliability of the engine starting for a vehicle in which the engine is started by an electric motor driven by power supply from the battery. Mechanism to solve the problem
    [007] The present invention solves the above problem by starting the internal combustion engine by controlling the inverter while controlling the battery output by a voltage control unit according to a first power value that can be transmitted at the current moment in the limit voltage or battery holding voltage. Effect of the invention
    [008] In accordance with the present invention, the reliability of the engine start will be improved. Brief description of the drawings
    [009] Figure 1 is a block diagram showing a general configuration of a hybrid vehicle in an embodiment according to the present invention.
    [010] Figure 2 is a diagram showing a power package of a hybrid vehicle of another embodiment according to the present invention.
    [011] Figure 3 is a diagram showing a power package for a hybrid vehicle in yet another embodiment according to the present invention.
    [012] Figure 4 is a control block diagram showing the details of the unified control unit in figure 1.
    [013] Figure 5a is a flow chart showing a control procedure in the unified control unit in figure 1.
    [014] Figure 5b is a flow chart showing a control procedure in the unified control unit in figure 1.
    [015] Way to carry out the invention
    [016] The hybrid vehicle 1 that incorporates the modality control system according to the present invention is a parallel system vehicle using a plurality of power sources such as an internal combustion engine and an electrically driven generator. As shown in figure 1, the hybrid vehicle 1 in this modality is equipped with an internal combustion engine (hereinafter referred to as “engine”), first clutch 15, electrically driven generator 20 (hereinafter “engine / generator”), second clutch 25, battery 30, inverter 35, automatic transmission 40, propeller shaft 51, differential gear unit 53 and left and right steering wheels 53, 54.
    [017] Engine 10 is one of the drive source that transmits drive energy from burning gasoline, light oil, etc., and a throttle valve opening or fuel injection amount from the fuel injection valve. fuel, etc., is controlled based on the control signal from the engine control unit 70.
    [018] The first clutch 15 is arranged between the output shaft of the engine 10 and the rotating shaft of the engine / generator 20, and is thus selectively connected and disconnected (ON / OFF operation) for power transmission between the engine 10 and the engine / generator 20. As an example of the first clutch 15, a wet multi-plate clutch can be enumerated to continuously control the hydraulic flow rate and hydraulic pressure by means of a linear solenoid.
    [019] In the first clutch 15, hydraulic pressure of hydraulic unit 16 is controlled based on the control signal from unified control unit 60, and clutch plates of the first clutch 15 will thus be connected (including connection under slipped state) or released. It is also possible to employ a dry clutch for the first clutch 15.
    [020] Motor / generator 20 is a synchronous type motor / generator in which permanent magnets are incorporated into a rotor and stator coils are wound around the stator. This motor / generator 20 is additionally provided with the rotation angle sensor 21 as a resolver that detects a rotation angle of the rotor. The rotation speed of the motor / generator is controlled according to the drive frequency of the inverter 35, where a ratio of the drive frequency of the inverter 35 has a rotation speed ratio (speed ratio) while the energy supplied from the inverter 108 it serves as the driving power of the motor / generator 20. The motor / generator 20 functions not only as an electric motor but also as a generator.
    [021] On the other hand, when the rotor is rotated by external force, the generator motor 20 generates AC power by causing an electromotive force at both ends of the stator coils (regeneration). The AC power generated by the generator motor 20 is converted into DC energy by the inverter 35, and is then charged to the battery 30. In addition, the generator motor 20 can generate a negative torque during regeneration and thus performs a braking function with relation to the steering wheel as well.
    [022] The generator motor 20 is also equipped with the function of the starter motor, to start the motor 10, by supplying power to the generator motor 20 from battery 30, turning of the motor 10 is performed by operating the generator motor 20.
    [023] Example battery 30 is listed by assembled batteries connected in series or parallel, as a plurality of secondary lithium-ion battery or secondary nickel-hydrogen battery. A current voltage sensor 31 and a temperature sensor 32 to estimate the internal resistance are attached to the battery 30, respectively, and these detection outputs are transmitted to the motor control unit 80.
    [024] Arranged between the engine / generator 20 and the left / right steering wheels 54 is a second clutch 25 to selectively connect and disconnect (ON / OFF operation) power transmission between the motor / generator 20 and the left / right steering wheels 54. The second clutch 25 can be formed, as in the case of the first clutch 15, by a wet multi-plate clutch, for example. In the second clutch 25, hydraulic pressure of the hydraulic pressure unit 26 is controlled according to the control signal of a transmission control unit 90, the clutch plates of the second clutch 25 will be connected in this way (including a sliding connection) ) or released.
    [025] Automatic transmission 40 is formed by a step transmission in which a plurality of speed ratios such as seven forward speed ratios and one forward speed ratio are switched stepwise, depending on the vehicle speed and degree of openness. accelerator or similar. The automatic transmission speed ratio 40 is controlled based on a control signal from the transmission control unit 90.
    [026] The second clutch 25 can be commonly used, as shown in figure 1, with one or a few elements among the plurality of frictional engagement elements that are fixed at each automatic transmission speed ratio 40. Alternatively, the second clutch 25 can be separately supplied from automatic transmission 40. For example, as shown in figure 2, the second clutch 25 can be a dedicated clutch arranged between the motor / generator output shaft 20 and automatic transmission input shaft 40. In addition, as shown in figure 3, the second clutch 25 can be a dedicated clutch arranged between the automatic transmission output shaft 40 and drive shaft input shaft 51. Note that figures 2 and 3 show hybrid vehicle configurations in other modalities and different configurations of the power set are the same as figure 1, only the parts related to the power set are shown.
    [027] Note that since an automatic transmission in conventional stage can be used automatic transmission 40 of the present modality, its detailed structure is omitted. However, when configuring the second clutch 25 using several friction hitch elements from a plurality of friction hitch elements that are engaged or clamped at each automatic transmission speed ratio, these friction hitch elements will be selected to be connected at the current speed ratio of the friction coupling elements in the automatic transmission 40.
    [028] In addition, the automatic transmission 40 is not particularly limited to the staggered automatic transmission with seven forward and reverse speed ratios as described above, and can be a five-speed forward and reverse transmission. In addition, when the friction engagement element in the automatic transmission 40 is not commonly used as the second clutch 25, a continuously variable transmission is also applicable.
    [029] Returning to figure 1, the output shaft of the automatic transmission 40 is connected to the left and right steering wheels 54 through a drive shaft 51, a differential gear unit 52 and left and right drive shaft 53. In addition , reference 55 in figure 1 indicates left and right steering wheel. In addition, in figures 1 to 3, although a hybrid vehicle with drive on the rear wheels is illustrated, it is also possible to apply to the hybrid vehicle with drive on four wheels or with drive on the front wheels.
    [030] The hybrid vehicle in the present modality is capable of being switched between various driving modes as described below by setting engine 10 and / or generator engine 20 as the driving source. In other words, the respective actuation or displacement modes are switched below according to and depending on the engaged / slid / released states of the first and second clutches 15, 25.
    [031] In a travel or drive mode using the engine / generator (hereinafter referred to as EV drive mode), the first clutch 15 is released with the second clutch 25 engaged so that the vehicle travels with engine / generator power 20 only as a power source.
    [032] In a drive or drive mode using the engine (hereinafter referred to as HEV drive mode), both the first and the second clutch are engaged to propel the vehicle using power from at least the engine 10.
    [033] In addition to the EV and HEV drive modes above, another travel mode can be provided, that is, a sliding drive mode using the engine, in which the vehicle is propelled by power including that of engine 10 with the first clutch 15 engaged and the second clutch maintained in a slipped state (hereinafter referred to as WSC drive mode, wet start clutch). The WSC drive mode is operable to obtain a sliding displacement of the vehicle particularly when the charge state (SOC) of the battery 30 is low or when the cooling water temperature of the engine 10 is low.
    [034] Note that when switching to HEV drive mode from the EV drive motor, the first clutch 15 that has been released is fixed to allow the engine to start using the generator motor torque 20.
    [035] In addition, during the HEV drive mode, a motor drive mode, motor-assisted drive mode and displacement with generation are provided respectively.
    [036] In engine drive mode, drive wheels 54 are propelled using engine 10 only as a power source without operating generator engine 20. In engine-assisted drive mode, both engine 10 and generator engine 20 are driven to drive drive wheels 54 using both as a power source. Finally, when traveling with the generation mode, the vehicle travels by driving the drive wheels 54 using the engine 10 as a power source while charging the battery 30 for allowing the engine / generator to function as a generator.
    [037] Note that, in addition to the modes described above, in a stopped state of the vehicle, the control can additionally be switched to a generation mode in which engine power 10 is used to allow the engine / generator to function as a generator for charging battery 30 or to supply power to electrical equipment.
    [038] As shown in figure 1, the control system of the hybrid vehicle 1 in the present mode is equipped with a unified control unit 60, engine control unit 70, engine control unit 80, and a control unit transmission units 90. These control units 60, 70, 80, 90 are connected to each other via CAN communication, for example.
    [039] The engine control unit 70 controls the degree of opening of the electronic control choke to obtain the target engine torque calculated by the integrated or unified control unit 60. An amount of intake air according to the opening choke is introduced into engine 10 and the amount of intake air is measured by an air flow meter (not shown) arranged upstream of the electronic control choke. The engine control unit 70 controls the fuel injection using a fuel injector based on the amount of intake air and engine rotation speed detected by a crank angle sensor (not shown) and additionally controls the ignition timing using a spark plug. Please note that information on motor rotation speed Ne, motor torque Te is transmitted to the unified controller 60 via the CAN communication line.
    [040] The motor control unit 80 receives information from the rotation angle sensor 21 disposed in the motor / generator 20 and transmits to the inverter 35 a command to control a motor / generator operating point 20 (speed of rotation of the motor). motor Nm, motor torque Tm) to control the drive frequency of the inverter 35 so that a target rotation speed and a target torque calculated by the unified control unit 60 can be acquired. In addition, the motor control unit 80 calculates and controls a battery charge state (SOC) 30 based on the current and voltage values detected by the current / voltage sensor 31. This battery SOC information is used as engine / generator control information 20 and sent to the unified control unit 60 via the CAN communication line.
    [041] Furthermore, the motor control unit 80 estimates the motor / generator torque Tm based on the current value flowing in the motor / generator (based on the current value signal a distinction is made between a control torque motor drive and regenerative control torque). Information about this motor / generator torque Tm will be transmitted to the unified control unit 60 via CAN communication. In addition, the motor control unit 80 transmits a battery temperature detected by temperature sensor 32 to the unified control unit 60.
    [042] The transmission control unit 90 receives sensor information from the throttle opening sensor 91, a vehicle speed sensor 92, second clutch hydraulic pressure sensor 93, inhibitor switch 94 that transmits a signal corresponding to the driver operated gear lever position, and transmits to the hydraulic unit 26 an instruction to control the engagement and release of the second clutch 25 based on a second clutch control instruction from the unified control unit 60. Note that information regarding the APO accelerator opening, VSP vehicle speed, and inhibitor switch is transmitted to the control unit 60 via CAN communication.
    [043] By controlling the energy consumption of the hybrid vehicle in general 1, the unified control unit 60 is responsible for the function to propel the hybrid vehicle 1 efficiently. The control unit 60 obtains sensor information from the output speed sensor of the second clutch 61 to detect output speed N2 of the second clutch 25, torque sensor of the second clutch 62 to detect the torque capacity of transmission TcL2 of the second clutch 25, hydraulic brake pressure sensor 63, temperature sensor 64 to detect a temperature of the second clutch 25, and sensor G 65 to detect longitudinal and lateral acceleration of the vehicle. In addition to this information, the unified controller 60 additionally receives sensor signals via CAN communication.
    [044] Additionally, the unified control unit 60 performs, based on this information, an operation control of the engine 10 by the control instruction for the engine control unit 70, an operation control of the engine / generator 20 by the control instruction. for the motor control unit 80, automatic transmission operation control 40 by the control signal for the transmission control unit 90, a first clutch engage / release control 15 by a control instruction for hydraulic unit 16 of the first clutch 15, and second clutch engagement / release control 25 by a control signal to the hydraulic unit 26.
    [045] In addition, the control unit 60 receives signals responsive to the ignition key being turned on by the driver or an idle release condition being met. In addition, in a stopped vehicle state or when the vehicle is started under low load, with the proviso that predetermined automatic stopping conditions of the engine are met (that is, the vehicle speed is below a predetermined vehicle speed, quantity acceleration depression is below a predetermined amount, etc.), engine 10 will automatically stop to further reduce fuel consumption and exhaust emissions.
    [046] Now, the description of the control performed by the unified control unit 60 is described.
    [047] Figure 4 is a control block diagram showing the details of the unified control unit 60. As shown in figure 4, the unified control unit 60 includes a voltage control unit 601, power control unit 602 , motor starting unit 603 and speed adjustment unit 604.
    [048] The voltage control unit 601 controls battery power output 30 depending on the detected battery voltage 30 detected by the voltage sensor 31, battery temperature and battery degradation state. With respect to the voltage control unit 601, an upper limit voltage and lower limit voltage are respectively adjusted, and the battery voltage 30 will be controlled in a safe voltage range between the lower limit and upper limit voltage. The upper or lower limit indicates a restrictive voltage at which the battery 30 can be used safely.
    [049] As described above, the motor control unit 80 adjusts the drive frequency of the inverter 35 in response to a request to the generator motor 20 in relation to an instructed target torque of the unified control unit 60. To operate the inverter 35 at that drive frequency, the battery discharge current 30 flows from the battery 30 to the inverter 35.
    [050] If the detected voltage of battery 30 is higher than the lower limit voltage, a current corresponding to the trigger frequency setting is discharged from battery 30. That is, without limiting the power of battery 30 to the limit voltages , the voltage control unit 601 allows to supply battery power 30 to the inverter 35. On the other hand, when the battery detection voltage 30 is reduced and reaches the lower limit voltage, the voltage control unit 601 does not discharge the current corresponding to the activation frequency from the battery 30, but limits the discharge current of the battery 30 to thereby control the battery detection voltage 30 so as not to fall below the lower limit voltage. In addition, when the battery detection voltage 30 decreases further and falls below the lower limit voltage, the voltage control unit 601 further limits the current discharged from the battery 30. In other words, the voltage control unit 301 does not it has a restriction on the transmissible or available output power of the battery 30 when the detection voltage of the battery 30 is higher than the lower limit value and transmits the power corresponding to the inverter drive frequency of the battery 30. On the other hand, when battery detection voltage 30 is at or below the lower limit voltage, so battery power 30 will be limited and power that is lower than the power available with battery 30 will be transmitted. In this way, the voltage control unit 601 controls the battery output 30 by comparing the battery detection voltage 30 with the lower limit voltage as a restrictive voltage and according to the comparison results.
    [051] When charging the battery 30 by regenerative operation of the motor / generator 20, the voltage control unit 601 controls the input voltage of the battery 30, according to the comparison result between the battery detection voltage 30 and the upper limit voltage. In other words, when the battery detection voltage 30 is lower than the upper limit voltage, the voltage control unit 601 does not present any restrictions on power derived from the regenerative engine / generator operation and supply to the battery 30. When the battery detection voltage 30 reaches the upper limit voltage, the voltage control unit 601 controls to decrease the charging voltage for battery 30 to thereby present a restriction on power due to motor / generator 20 while controlling the input power of the battery 30.
    [052] Based on battery status 30, power control unit 602 refers to a map stored in advance and calculates a battery output 30, and subsequently controls the battery output 30 so that the output corresponding to the frequency of drive drive can be transmitted from battery 30 to drive 35. Power control unit 602 uses battery charge status (SOC) 30, battery temperature 30, and degree of battery deterioration 30, etc., as representative of battery status 30. Battery SOC 30 can be calculated by current and voltage detected by current sensor and voltage sensor 31, respectively, while battery temperature 30 is detectable by temperature sensor 32. The map stored in power control unit 602 refers to battery output power 30 with respect to SOC, battery temperature 30 and deterioration. In addition, the power control unit 602 refers to the map stored therein for calculating battery output power 30 based on the calculated SOC and detected temperature.
    [053] Here, the output power calculated with reference to the map by the power control unit 602 indicates a power that is either transmissible or available from the battery 30 (value of two seconds, for example) for a predetermined time (two seconds, for example). example). Therefore, when power is required from battery 30 that exceeds the power calculated by the power control unit 602, control is performed by the power control unit 602 to not transmit power that exceeds the calculated power of the battery 30. In addition, the power control unit 602 uses a map to calculate the power that is transmissible for a predetermined time. Thus, when the calculated power is required for a longer time than the predetermined time, it may happen that the calculated power will not be transmitted from the battery 30.
    [054] The internal combustion engine starter unit 603 starts engine 10 based on the start signal to start engine 10 by starting engine generator 20 through engine control unit 80. When the ignition key (not shown) has been switched on, the start signal to start engine 10 is transmitted from the switch to receive by engine control unit 80. In addition, the internal combustion engine start unit 603 also starts engine 10 when transitioning from the EV drive mode to the HEV drive mode, and when transitioning the EV drive motor to a mode in which the vehicle is propelled by the engine only, note that switching in the drive mode is controlled by the drive unit unified control 60 depending on the accelerator opening and vehicle speed.
    [055] The rotation speed adjustment unit 603 adjusts the rotation speed of the motor / generator 20 when turning to start the motor 10. In addition, the rotation speed adjustment unit 603 decreases the rotation speed of the motor. / generator 20 and thereby decreases the power required to start engine 10 when the power value (instantaneous value) calculated by valve control unit 601 is lower than the power required to start engine 10.
    [056] Now, a description of control is made when starting motor 10 by reference to figures 1 and 4. First, the unified control unit 60, in response to receiving a start signal to start motor 10 a starting from the state in which the battery SOC 30 is low and in a stopped state of the vehicle, it controls the battery power 30 by the voltage control unit 60. In addition, the unified control unit 60 detects a battery temperature 30 by temperature sensor 32. With the unified control unit 60, a threshold temperature is set to switch the lower limit voltage. In addition, when the battery temperature 30 is higher than the lower limit temperature, the voltage control unit 601 controls battery 30 without decreasing the previously set lower limit voltage while at battery temperature 30 being lower than than the threshold temperature to switch the lower limit voltage, then the voltage control unit 60 controls the battery 30 by lowering the previously set lower limit voltage.
    [057] It should be noted here that when the temperature of the battery 30 is lower than the threshold temperature to switch the lower limit voltage, as a characteristic of the battery 30, the characteristics IV (voltage-current characteristics) indicate the characteristic with descending convex shape. Therefore, when the battery output voltage is decreased, the battery discharge current 30 will be even higher so that the battery power 30 corresponding to the voltage and current product will be higher than the power before the voltage decrease. voltage.
    [058] On the other hand, when the battery temperature 30 is higher than the threshold temperature (as in the room temperature state), the decrease in battery output voltage 30 will lead to the higher battery power 30, even so the amount of power increase is small compared to the state in which the battery temperature 30 is low. In addition, even if the voltage range ensures battery safety 30, when battery 30 would be discharged at low temperature, battery deterioration 30 will be accelerated. Thus, the threshold temperature is selected to be the temperature at which the increase in power will be expected to decrease the voltage in view of the battery characteristics 30 involved. Therefore, when the battery temperature 30 is higher than the threshold temperature, the voltage control unit 601 does not reduce the lower limit voltage. In this way, shortening of battery life 30 is avoided. When the battery temperature 30 is lower than the threshold temperature, the voltage control unit 601 can increase the battery power 30 by lowering the lower limit voltage.
    [059] In addition, the voltage control unit 601 calculates an instantly transmissible or available power value (instantaneous value) with battery 30 based on the voltage sensor detection voltage 31 and the current that can be discharged from the battery 30 , and compares the power value (instantaneous value) calculated by the calculation and the power required to start engine 10. When the calculated power value (instantaneous value) is higher than the power required to start engine 10, the voltage control unit 601 supplies the battery power 30 to the engine / generator 20, and the internal combustion engine starter unit 603 engages clutch 15 to thereby start engine 10. On the other hand, when the calculated power is lower than the power required to start engine 10, the speed adjustment unit 604 slows down the engine speed to allow the power value (instantaneous value) to higher than the power required to start engine 10, then the internal combustion engine starter unit 602 engages clutch 15 to start engine 10.
    [060] Motor control unit 80 adjusts the drive frequency to start motor 10 and controls inverter 35. In addition, when the battery detection voltage 30 is higher than the lower limit voltage, the voltage control unit 60 has no restriction on battery power 30, so the power will be transmitted according to the set activation frequency.
    [061] If the engine detonated or exploded completely before battery voltage 30 reached the lower limit voltage, since regeneration by generator engine 20 using engine power 10 can now be used to charge battery 30, battery voltage 30 can be maintained higher than the lower limit voltage. On the other hand, in response to the motor 10 being turned and the battery voltage being thereby decreased to reach the lower limit voltage, then the voltage control unit 601 limits the battery's output power 30 and controls such that the battery voltage 30 will not fall below the lowest voltage value. In this instance, once the motor 10 is already being turned, the motor 10 can be continuously turned over even at the power required to start the motor 10.
    [062] Incidentally, in the case of starting engine 10 by power control using the map, power control unit 602 calculates the transmissible or potential power (value of several seconds) that is available for a predetermined time, as described above . Therefore, despite the situation in which the power value (instantaneous value) that is available momentarily or instantly is higher than the required power, as the power value (value of several seconds) is below the required power, there was a possibility that the target engine's rotation speed is forced to be decreased more than necessary. As the speed of rotation of the target motor decreases the required length of time until timing in which the motor 10 is detonated fully from turning. In this way, the reliability of starting the engine will be reduced and the time to complete starting the engine is extended. Needless to say, when the time to complete engine start is extended, the power value (value of several seconds) calculated by the power control unit 602 may not be transmitted to engine 10 on a continuous basis until the engine start is complete. motor. In addition, in a situation in which the rotation speed for starting engine 10 is adjusted lower by the rotation speed adjustment unit 604, the certainty that the number of fuel injections will be increased until complete combustion of independent rotation or autonomous with reduced engine starting reliability, it is even difficult to retain precisely the time required until complete combustion. Therefore, the accuracy with which to estimate the power required to start engine 10 is deteriorated.
    [063] In addition, for vehicle control sensors used in power control by power control unit 602 or a CPU as used in unified control unit 60, battery status 30 may not necessarily be accurately estimated, so that the calculated power may differ from the actual battery power 30, or the actual battery output period is possibly longer than the predetermined period of the calculated power value. Therefore, the accuracy of the calculated power is deteriorated with respect to the effective output power of the battery 30.
    [064] More specifically, when the starter motor 10 through power control, the motor rotation speed has been set to an excessively lower speed, or the motor cannot actually be started despite the calculation predicting a successful start .
    [065] As described above, since motor 10 is broken by battery output 30 which is controlled by voltage control unit 601, motor 10 can be broken by supplying the power actually available with battery 30 to the motor / generator 20 until battery voltage 30 reaches the lower limit voltage. In the present mode, in response to the ignition key operation by the driver calling to start the engine 10, for example, the battery power control 30 by the power control unit 602 is prohibited while the battery output is controlled by the unit voltage control unit 601 only to start engine 10 in this way.
    [066] In addition, through the tension control, based on the comparison between the power value (instantaneous value) and the required power value, and for executing the rotation speed adjustment by the rotation speed adjustment unit 604 , the engine / generator rotation speed 20 for starting engine 10 will be suppressed from being adjusted excessively lower than necessary. In this way, by adjusting the rotation speed by the power value (instantaneous value) while controlling the output in the upper and lower limit voltage range, the starting reliability of the motor can be significantly improved.
    [067] Now, using figures 5a and 5b, the control procedures of the control system in the hybrid vehicle in the present modality are described. Figures 5a and 5b show flowcharts respectively showing a control procedure in the control system of the hybrid vehicle.
    [068] After the operation of the present control system is initiated, in step S1, the driver turns on the ignition key, and the unified control unit 60 receives a start signal to start engine 10. In step S2, the unified control unit 60 controls the output of battery 30 by voltage control unit 601. In step S3, voltage control unit 601 detects an open circuit voltage across battery 30 using voltage sensor 31 to compare with a predetermined threshold voltage (Vx). The predetermined threshold voltage (Vx) is adjusted in advance to protect the battery 30. When the battery open circuit voltage 30 is higher than the threshold voltage (Vx), control proceeds to step S4. On the other hand, when the open circuit voltage of the battery 10 is lower than the threshold voltage (Vx), the voltage control unit 601 restrains from starting the motor 10 in step S31, however it lights a warning lamp not shown and thereby alert the occupant.
    [069] In step S4, the unified control unit 60 compares a detected temperature (T) of battery 30, which is detected by temperature sensor 32 and a threshold temperature (TL) adjusted in advance. When the detected temperature (T) is equal to or greater than the threshold value (TL) the control proceeds to step S41 in figure 5b. on the other hand, at the detected temperature (T) being lower than the threshold temperature (TL), the control proceeds to step S5.
    [070] First, a control procedure is described following step S5. In step S5, the unified control unit 60 adjusts the previously set lower limit voltage (VL) to a lower limit voltage (VL1) lower than the lower limit voltage (VL). Note that the lower limit voltage (VL) represents such a lower limit voltage value in which the battery 30 can be used safely in a normal temperature condition where the temperature of the battery 30 is higher than the threshold temperature TL. In addition, the lower limit voltage (VL1) represents such a lower limit voltage value in which the battery 30 can be used safely in a low temperature condition in which a battery temperature 30 is lower than the temperature lower limit (TL).
    [071] In step S6, the voltage control unit 601 supplies the power to battery 30 needed to start engine 10, and the internal combustion engine starter unit 603 turns engine 10. In step S7, the unit Unified control unit 60 determines, based on a signal transmitted from the engine control unit 70, whether a complete combustion indicator indicating complete or self-sustained combustion is on or not. The engine control unit 70 controls an engine state 10 based on engine speed 10. When the engine speed 10 is higher than a predetermined speed at which full combustion is assumed, then the engine control unit 70 sets the full combustion flare ON while at the rotational speed being lower than the threshold rotational speed at which combustion or full blast is established, the engine control unit 780 turns off the flare complete combustion.
    [072] When the complete combustion indicator is in an OFF state, in step S71, the unified control unit 60 determines whether or not a predetermined time has elapsed after receiving the start signal. When the predetermined time has elapsed (time-out), the control of this mode will end. Thus, when the engine cannot be fully detonated and operated independently, then battery discharge 30 will be inhibited. On the other hand, unless the predetermined time has elapsed, control proceeds to step S72. In step S72, the voltage control unit 601 compares the detected battery voltage 30 with the lower limit voltage (VL1). When the detected voltage exceeds the lower limit voltage (VL1), the voltage control unit 601 continues to supply the current output energy to the motor / generator 20 thereby turning the motor 10 over, and control returns to step S6. On the other hand, when the detected voltage is lower than the lower limit voltage (VL1), or when the detected voltage decreases and reaches the lower limit voltage (VL1), then the voltage control unit 601 decreases the power battery 30 and controls battery 30 in order to raise the battery voltage 30 higher than the lower limit voltage (VL1), and the control returns to step S7.
    [073] When the complete combustion indicator is switched on in step S7 the unified control unit 60 now controls the battery power 30 by the power control unit 602. In this way, while driving the vehicle, control is done by the control unit of power 602 to thereby stabilize the behavior of the vehicle. In step S9, the unified control unit 60 compares the battery detection voltage 30 with the lower limit voltage (VL). More specifically, a determination is made as to whether the battery detection voltage 30 exceeds higher than the lower limit voltage (VL) before being set to the lower limit voltage (VL1) in step S5. In step S91, when the battery detection voltage 30 is lower than the lower limit voltage (VL), the battery is charged and control returns to step S8. When battery 30 is used continuously for a long time at low voltage, deterioration is accelerated. Therefore, after the engine has fully or completely detonated, battery 30 will be charged using engine power 10 to increase battery voltage 30. Note that battery voltage 30 may be higher than the lower limit voltage (VL) due to the release of the discharge charge imposed on the battery 30, the control process in step S91, therefore it is not necessarily required, however such control can be carried out so as not to impose a discharge charge on the battery 30. When the detection voltage battery voltage 30 is higher than the lower limit voltage (VL), the unified control unit returns the lower limit voltage (VL1) to the lower limit voltage (VL) (step S10), and the control of the current mode ends.
    [074] Next, in step S4, in a situation in which the detected temperature (T) is equal to or greater than a threshold temperature (TL), the control or procedure routine following step S41 is now described with reference to figure 5b. in step S41, the voltage control unit 601 compares the power required to start engine 10 with the output power (instantaneous value) of battery 30. When the output power (instantaneous value) of battery 30 exceeds the power of required output, control proceeds to step S43. On the other hand, when the output power (instantaneous value) is below the required power, then the rotation speed adjustment unit 604 decreases the rotation speed of the motor / generator 20 to start the motor 10 in step S42. In this way, the power required to start engine 10 will be lower. Note that the rotation speed adjustment unit 604 can decrease the rotation speed in steps, or alternatively the rotation speed adjustment unit 604 can decrease to the rotation speed at which the required power corresponds to the output power.
    [075] In step S43, voltage control unit 601 provides the power required to start engine 10 to battery 30, while internal combustion starter 603 turns engine 10. In step S44, unified controller 60 determines whether the full combustion indicator is set to ON or not. In case the complete combustion indicator is OFF, in step S441, the unified control unit 60 determines whether the waiting time has expired or not. When the waiting time is confirmed, the control of this mode ends. Thus, when the combustion of the engine is not completed by the battery outlet 30, the discharge of the battery 30 is prohibited. Unless the waiting time has expired, in step S442, the voltage control unit 601 compares the battery detection voltage 30 with the lower limit voltage (VL). When the sensing voltage is greater than the lower limit voltage (VL), the voltage control unit 601 continuously supplies the current output power to the motor / generator 20 and turns the motor 10 over and the control returns to step S44. On the other hand, when the detection voltage is lower than the lower limit voltage (VL), or when the detection voltage decreases to reach the lower limit voltage (VL), then the voltage control unit 601 decreases the power of battery 30 (step S443), controls battery 30 so that the voltage across battery 30 will be higher than the lower limit voltage (VL), and control returns to step S44.
    [076] When the complete combustion indicator is turned on in step S44, in step S45, the unified controller 60 controls the battery power 30 by the power control unit 602 and ends the control of the present mode.
    [077] As described above, in the present embodiment, the voltage control unit 601 controls the battery output 309 according to the result of comparison between the detection voltage of the voltage sensor 31 and a battery limit voltage 30, and according to the battery output 30 controlled by the voltage control unit 601, the inverter 35 is controlled to start the motor 10. In this way, the battery 30 can be controlled in a safety voltage range to thereby give engine start and power can be efficiently transmitted up to the battery voltage limit value 30. As a result, the range of use of battery condition can be increased. In addition, to continue with the voltage control while curbing the power control, the total battery energy 30 can be used for turning operation and thus can expand the conditions of enabling the engine to start 10.
    [078] Furthermore, in the present mode, when starting engine 10, the battery output 30 is controlled by the voltage control unit 601, and the battery output control by the power control unit 602 is prohibited in any way. that the power control unit 602 does not perform power control. Therefore, when starting engine 10, the rotation speed adjustment is possible using the output power value (instantaneous value) available with the battery instantly or momentarily, which would lead to a higher probability of complete combustion of the engine 10 In addition, even with the prolonged time between engine turning 10 and complete combustion, battery 30 can actually deliver available or transmissible power to complete combustion on a continuous basis in the upper and lower limit range.
    [079] In addition, in the present mode, when the battery detection voltage 30 is lower than the lower limit voltage (VL or VL1), the battery output 30 is limited. In this way, it is possible to prevent the detection voltage from further decreasing to the excess battery discharged state.
    [080] In addition, when the battery power output 30 is lower than the power required to start engine 10, the engine / generator rotation speed for starting engine 10 is reduced. In this way, the power required to start the motor 10 can be decreased and in this way the motor 10 can be turned.
    [081] Additionally, when the battery detection temperature 30 detected by temperature sensor 32 is lower than the threshold value (TL), the voltage control unit 601 adjusts the lower limit voltage (VL) to a voltage lower limit (VL1). Thus, in battery 30 being at a lower temperature, by lowering the lower limit voltage (VL), the battery output 30 can be raised. As a result, the battery condition usage range 30 can be expanded.
    [082] In addition, in the present mode, after lowering the lower limit voltage to lower limit voltage (VL1), when the battery voltage 30 is higher than the lower limit voltage (VL), the control returns to lower limit voltage (VL1) for the lower limit voltage (VL). Thus, in a low voltage range, the battery 30 can be prevented from being used for a long time in the lower voltage region so that the battery protection 30 can be obtained.
    [083] In addition, in the present mode, in response to receiving a start signal to start engine 10, voltage control unit 601 controls battery 30 and upon receiving a signal indicating complete combustion of engine 10, the power control unit 602 controls battery 30. Therefore, when starting engine 10, power can be derived up to the battery lower limit voltage 30 so that the battery usage range 30 can be expanded. Also, after complete combustion of engine 10, the battery voltage 30 can be increased by engine power 10, so that, even under power control, the battery voltage 30 can be maintained in a safe voltage range. In this way, battery 30 is protected while extending battery life and stabilizing the vehicle's operation.
    [084] Furthermore, in the present mode, when the engine may not be fully detonated by the battery outlet 30, the discharge of the battery 30 will be prohibited. In this way, battery 30 will be prevented from being over-discharged.
    [085] Note that in the present mode, after the engine 10 has been fully detonated, the power control unit 602 can control the battery 30 accompanied by control by the voltage control unit 601. Furthermore, in the present mode, in response the driver turns on the ignition key and the control receives a start signal to start engine 10, voltage control unit 601, voltage control takes place. However, when driving the vehicle, when starting the engine during transition from EV drive mode to HEV drive mode, or from EV drive mode to motor drive mode only, such voltage control by the drive control unit voltage 601 can be performed. In addition, in the state in which the vehicle is stopped at traffic lights, etc., for example, when starting engine 10, the voltage control unit 601 can perform a voltage control. In addition, only when the ignition key is turned on by the driver and a start signal to start the engine is received, the voltage control by the voltage control unit 601 can be performed.
    [086] Additionally, in the present mode, before receiving a start signal to start the engine 10, when the power control by the power control unit 602 was performed, after receiving the start signal to start the engine, change can be made from power control to voltage control by the voltage control unit 601.
    [087] In addition, with respect to voltage detection by voltage sensor 32, when a plurality of unit cells are incorporated into battery 30, motor control unit 80 can monitor respective cell voltages and a total group voltage battery containing the plurality of unit cells. In this case, the limit voltage can be provided with respect to each cell voltage and the group voltage in general, respectively. By controlling the plurality of battery cell voltages and that of the battery group in general, in step S4, the lower limit voltage of each cell can be decreased or such lower limit voltage will be decreased with respect to the cell indicating a lower voltage .
    [088] Regarding the control procedure in the control unit of this modality, strict compliance with those shown in figure 5 is not necessary, however each step can be replaced, or some of the steps can be omitted.
    [089] Note that, in steps S71 and S441, when the control ends with a waiting time, repetitive engine start operations 10 can lead to excess battery discharge 30. So, for example, when trying to start the engine 10 a predetermined number of unsuccessful times to start the engine, such control to restrain a fresh start can be performed.
    [090] In addition, when the battery voltage 30 is lower than a predetermined voltage, the reset operation can be slowed down. The predetermined voltage can be adjusted at which load will be applied to the battery by restarting the engine and the battery 30 would be over-discharged.
    [091] The engine described above 10 corresponds to the internal combustion engine according to the present invention, the engine / generator 20 corresponds to the engine according to the present invention, the first clutch CL1 corresponds to the clutch according to the present invention, the voltage sensor 31 corresponds to the voltage detection unit according to the present invention. The voltage control unit 601 corresponds to the voltage control unit, the power control unit 602 corresponds to the power control unit, the internal combustion engine starter unit 603 corresponds to the internal combustion engine starter unit , the speed adjustment unit 604 corresponds to the speed adjustment unit, the temperature sensor 32 corresponds to the temperature detection unit. The lower limit voltage (VL) corresponds to the first lower voltage limit according to the present invention while the lower limit voltage (VL1) corresponds to the second lower limit voltage according to the present invention. Reference signals description 1 hybrid vehicle 10 engine 15 first clutch 20 generator engine 25 second clutch 30 battery 35 inverter 40 automatic transmission 60 integrated control unit 601 voltage control unit 602 power control unit 603 engine start unit internal combustion 604 rotation speed adjustment unit 70 engine control unit 80 engine control unit 90 transmission control unit
    权利要求:
    Claims (6)
    [0001]
    1. Control system of a hybrid vehicle (1) including an internal combustion engine (10), an electric motor (20) to start the internal combustion engine (10), an inverter (35) to control the engine ( 20), a clutch (15) to selectively connect and disconnect the power transmission between the internal combustion engine (10) and the electric motor (20), and a battery (30) to supply electrical power to the engine (20) , CHARACTERIZED by the fact that it comprises: a voltage detection unit (31) that detects a battery voltage (30); a voltage control unit (601) that controls the battery voltage (30) over a previously set threshold voltage range and calculates a first currently available battery power value (30) based on the battery voltage (30) detected by the voltage detection unit (31); a power control unit (602) that calculates a second value of available power stably from current timing for a predetermined time based on battery conditions (30) and, according to the calculation results, controls the output the battery (30); an internal combustion engine starter unit (603) that engages the clutch (15) and starts the internal combustion engine (10) by controlling the inverter (35) based on the battery output (30) which is controlled by the tension control unit (601); and a rotational speed adjustment unit (604) that adjusts a rotational speed of the engine (20) when starting the internal combustion engine (10); in which at the start of the internal combustion engine (10), the rotation speed adjustment unit (604), when the first power value is lower than the power value required to start the internal combustion engine ( 10), decreases the rotation speed setting so that the first power value is higher than the required value, and the power control unit (602) avoids controlling the battery output (30) according to the second power value and additionally comprises means of controlling the electric vehicle mode configured so that the value of the motor driving torque is preserved for the transition to the HEV mode by starting the motor using the generator motor torque.
    [0002]
    2. Control system of a hybrid vehicle (1), according to claim 1, CHARACTERIZED by the fact that: the voltage control unit (601) has a restriction on the battery output (30) when the detection voltage is lower than a battery lower limit voltage (30).
    [0003]
    3. Control system of a hybrid vehicle (1), according to claim 1 or 2, CHARACTERIZED by the fact that: the voltage control unit (601) controls the battery (30) when it receives a start signal for start the internal combustion engine (10); and the power control unit (602) controls the battery (30) when it receives a signal indicating the end of combustion of the internal combustion engine (10).
    [0004]
    Control system for a hybrid vehicle (1), according to any one of claims 1 to 3, CHARACTERIZED by the fact that it also comprises a temperature detection unit (32) that detects a battery temperature (30 ), where the voltage control unit (601) adjusts and changes from a first lower limit voltage to a second lower lower limit voltage than the first limit voltage when the temperature detected by the temperature sensing unit ( 32) is lower than a predetermined temperature.
    [0005]
    5. Control system of a hybrid vehicle (1), according to claim 4, CHARACTERIZED by the fact that the voltage control unit (601) changes from the second lower limit voltage to the first lower limit voltage when The detection voltage of the voltage detection unit (31) becomes higher than the first lower limit voltage after having adjusted to the second lower limit voltage.
    [0006]
    6. Control system of a hybrid vehicle (1), according to any one of claims 1 to 5, CHARACTERIZED by the fact that the voltage control unit (601) inhibits the discharge of the battery (30) when the end of combustion of the internal combustion engine (10) is not possible.
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-30| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-03-31| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-10-13| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 12/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010241796|2010-10-28|
    JP2010-241796|2010-10-28|
    PCT/JP2011/073391|WO2012056881A1|2010-10-28|2011-10-12|Hybrid vehicle control device|
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