CN105636847A - 混合动力车辆的控制装置 - Google Patents
混合动力车辆的控制装置 Download PDFInfo
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- CN105636847A CN105636847A CN201380080154.XA CN201380080154A CN105636847A CN 105636847 A CN105636847 A CN 105636847A CN 201380080154 A CN201380080154 A CN 201380080154A CN 105636847 A CN105636847 A CN 105636847A
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- Prior art keywords
- electric power
- motor
- forceful electric
- battery
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Classifications
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
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- F02N2011/0881—Components of the circuit not provided for by previous groups
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02N2300/20—Control related aspects of engine starting characterised by the control method
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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Abstract
确保车辆起动和辅机电池的耐久性并实现辅机电池的小型化。搭载有起动马达(1)、横置发动机(2)、电动发电机(4)、强电电池(21)以及从强电电池(21)通过DC/DC转换器(37)而被充电的12V电池(22)。在该FF混合动力车辆中设置有在车辆起动时对DC/DC转换器(37)的动作开始定时进行控制的混合控制组件(81)。当接通点火开关(91)时,在使被***安装于电动发电机(4)与强电电池(21)之间的强电继电器(21a)连接之后,在强电电池可输出电力为规定值以上的情况下,该混合控制组件(81)使DC/DC转换器(37)的动作开始。
Description
技术领域
本发明涉及一种搭载有起动马达、发动机、强电马达、强电电池以及从强电电池通过DC/DC转换器而被充电的辅机电池的混合动力车辆的控制装置。
背景技术
以往,已知有具备起动马达、发动机、强电马达、强电电池以及从强电电池通过DC/DC转换器而被充电的辅机电池的混合动力车辆的控制装置(例如,参照专利文献1)。
专利文献1:日本特开2000-253507号公报
发明内容
发明要解决的问题
然而,在现有装置中,在液压确保、离合器接合等起动前准备完成的时间点(ReadyON),使DC/DC转换器的动作开始。因此,存在以下问题:在起动前准备完成之前辅机负荷高的情况下,有可能辅机电池电压低于各控制器的动作电压而无法起动,另外,即使能够起动,也有可能对辅机电池造成损坏从而耐久性下降。
本发明是着眼于上述问题而完成的,其目的在于提供一种能够确保车辆起动和辅机电池的耐久性并能够实现辅机电池的小型化的混合动力车辆的控制装置。
用于解决问题的方案
为了达到上述目的,本发明在驱动***中具备起动马达、发动机、离合器以及强电马达。
搭载有作为所述强电马达的电源的强电电池、作为所述起动马达的电源的辅机电池以及配置在将所述强电电池与所述辅机电池连接的中途位置的DC/DC转换器。
从所述强电电池通过所述DC/DC转换器对所述辅机电池进行充电。
在该混合动力车辆中设置有DC/DC动作定时控制单元,该DC/DC动作定时控制单元在车辆起动时对所述DC/DC转换器的动作开始定时进行控制。
当接通起动开关时,所述DC/DC动作定时控制单元在使被***安装于所述强电马达与所述强电电池之间的强电继电器连接之后,在强电电池可输出电力为规定值以上的情况下,使所述DC/DC转换器的动作开始。
发明的效果
因此,当接通起动开关时,在使被***安装于强电马达与强电电池之间的强电继电器连接之后,在强电电池可输出电力为规定值以上的情况下,使DC/DC转换器的动作开始。
即,在使强电继电器连接之后,当强电电池可输出电力为规定值以上时,从强电电池通过DC/DC转换器对辅机电池进行充电。因此,即使在辅机负荷高的情况下,也不会使辅机电池电压低于各控制器的动作电压,从而能够确保车辆起动。另外,由于在车辆起动时辅机电池的充电容量有余裕而辅机电池不会受到损坏。
而且,通过在起动前准备完成之前的强电继电器的连接时间点使DC/DC转换器的动作开始,由此作为辅机电池的容量设计,不需要考虑在起动前准备区域由于辅机负荷等而消耗的容量部分。因此,能够使辅机电池的容量小,换言之,能够使辅机电池小型。
其结果,能够确保车辆起动以及辅机电池的耐久性,并且能够实现辅机电池的小型化。
附图说明
图1是表示应用了实施例1的控制装置的FF混合动力车辆的整体***图。
图2是表示由实施例1的混合控制组件执行的DC/DC动作定时控制处理的流程的流程图。
图3A是表示实施例1的DC/DC动作定时控制处理中的用于在HEV起动时判定DC/DC转换器动作的MG启动阈值的图。
图3B是表示实施例1的DC/DC动作定时控制处理中的用于在HEV起动时判定DC/DC转换器动作的起动器启动阈值的图。
图4是表示实施例1的C/DC动作定时控制处理中的EV起动、HEV起动(通过强电马达来启动发动机)、HEV起动(通过起动马达来启动发动机)、DC/DC动作标志、发动机旋转、马达旋转、强电电池可输出电力的各特性的时间图。
具体实施方式
以下,根据附图所示的实施例1说明用于实现本发明的混合动力车辆的控制装置的最佳方式。
实施例1
首先,对结构进行说明。
将应用了实施例1的控制装置的FF混合动力车辆(混合动力车辆的一例)的结构分为“整体***结构”、“DC/DC动作定时控制的详细结构”进行说明。
[整体***结构]
图1示出FF混合动力车辆的整体***。以下,根据图1说明FF混合动力车辆的整体***结构。
作为FF混合动力车辆的驱动***,如图1所示,具备起动马达1、横置发动机2、第一离合器3(简称“CL1”)、电动发电机4(简称“MG”)、第二离合器5(简称“CL2”)以及皮带式无级变速机6(简称“CVT”)。皮带式无级变速机6的输出轴经由终减速齿轮传动机构7、差动齿轮8以及左右驱动轴9L、9R与左右前轮10L、10R驱动连结。此外,左右后轮11L、11R设为从动轮。
所述起动马达1是动力输出轴转动马达,具有与在横置发动机2的曲轴设置的发动机启动用齿轮相啮合的齿轮,在发动机启动时驱动曲轴进行旋转。
所述横置发动机2是将曲轴方向设为车宽方向而配置在前部车厢的发动机,具有电动水泵12以及检测横置发动机2的反转的曲轴旋转传感器13。该横置发动机2具有由将12V电池22作为电源的起动马达1转动发动机的动力输出轴的“起动器启动模式”以及使第一离合器3滑动接合并且由电动发电机4转动发动机的动力输出轴的“MG启动模式”来作为启动方式。在低温条件(发动机水温、强电电池温度、T/M油温为规定值以下)、或高温条件(马达温度、强电电池温度为规定值以上)中的任一个条件成立时选择“起动器启动模式”。在起动器启动以外的条件下的发动机启动时选择“MG启动模式”。
所述第一离合器3是被***安装于横置发动机2与电动发电机4之间的基于液压动作的常开的干式多板摩擦离合器,利用第一离合器液压来控制完全接合/滑动接合/断开。
所述电动发电机4是经由第一离合器3与横置发动机2连结的三相交流的永磁体型同步马达。该电动发电机4将后述的强电电池21作为电源,在起动线圈上经由AC电气配线27连接逆变器26,该逆变器26在动力运转时将直流转换为三相交流,在再生时将三相交流转换为直流。
所述第二离合器5是***安装于电动发电机4与作为驱动轮的左右前轮10L、10R之间的基于液压动作的湿式的多板摩擦离合器,利用第二离合器液压来控制完全接合/滑动接合/断开。实施例1的第二离合器5借用设置于由行星齿轮构成的皮带式无级变速机6的前进后退切换机构的前进离合器5a和后退制动器5b。也就是说,在前进行驶时,将前进离合器5a设为第二离合器5,在后退行驶时,将后退制动器5b设为第二离合器5。
所述皮带式无级变速机6是利用给主油室和副油室的变速液压改变皮带的卷绕直径来获得无级的变速比的变速机。在该皮带式无级变速机6中具有主油泵14(机械驱动)、副油泵15(马达驱动)以及将通过调整来自主油泵14的泵排出压力而生成的管线液压PL作为源压力来产生第一离合器液压、第二离合器液压以及变速液压的未图示的控制阀部件。此外,主油泵14被电动发电机4的马达轴(=变速机输入轴)驱动而旋转。副油泵15被用作主要产生润滑冷却用油的辅助泵。
由所述第一离合器3、电动发电机4以及第二离合器5构成单马达和双离合器的驱动***,作为该驱动***的主要的驱动方式,具有“EV模式”、“HEV模式”以及“HEVWSC模式”。“EV模式”是将第一离合器3断开并将第二离合器5接合而使驱动源仅具有电动发电机4的电动汽车模式,将“EV模式”下的行驶称为“EV行驶”。“HEV模式”是将两个离合器3、5接合而使驱动源具有横置发动机2和电动发电机4的混合动力车模式,将“HEV模式”下的行驶称为“HEV行驶”。“HEVWSC模式”是在“HEV模式”中对电动发电机4控制马达转速并将第二离合器5以相当于请求驱动力的容量进行滑动接合的CL2滑动接合模式。由于在驱动***中不具有如液力变矩器那样的旋转差吸收部件,而在“HEV模式”下的从停车起的起步区域等中选择该“HEVWSC模式”,以通过CL2滑动接合来吸收横置发动机2(怠速转速以上)与左右前轮10L、10R的旋转差。
此外,图1的再生协调制动部件16是在制动操作时随着原则上进行再生动作而控制总制动扭矩的设备。该再生协调制动部件16具备制动踏板、利用横置发动机2的吸气负压的负压增压器以及主缸。而且,在制动操作时,进行再生部分/液压部分的协调控制使得通过液压制动力来分担从基于加速踏板操作量的请求制动力减去再生制动力后的部分。
作为FF混合动力车辆的电源***,如图1所示,具备作为电动发电机电源的强电电池21以及作为12V系负载电源的12V电池22(辅机电池)。
所述强电电池21是作为电动发电机4的电源而搭载的二次电池,例如使用将由大量电池单元构成的电池组件设定在电池组盒内的锂离子电池。在该强电电池21中内置有将进行强电的供给/切断/分配的继电器电路集成得到的接线盒,还附设有具有电池冷却功能的冷却风扇部件24以及监视电池充电容量(电池SOC)、电池温度的锂电池控制器86。此外,在所述接线盒内具有将电动发电机4与强电电池21切断的强电继电器21a。
所述强电电池21与电动发电机4经由DC电气配线25、逆变器26以及AC电气配线27连接。在逆变器26中附设有进行动力运转/再生控制的马达控制器83。也就是说,逆变器26在通过强电电池21的放电来驱动电动发电机4的动力运转时,将来自DC电气配线25的直流转换为给AC电气配线27的三相交流。另外,在通过电动发电机4的发电来对强电电池21进行充电的再生时,将来自AC电气配线27的三相交流转换为给DC电气配线25的直流。
所述12V电池22是作为起动马达1和辅机类即12V系负载的电源而搭载的二次电池,例如使用发动机车辆等中搭载的铅蓄电池。强电电池21与12V电池22经由DC分支电气配线25a、DC/DC转换器37以及电池电气配线38连接。DC/DC转换器37将来自强电电池21的数百伏特电压转换为12V,设为通过由混合控制组件81控制该DC/DC转换器37来管理12V电池22的充电量的结构。
作为FF混合动力车辆的控制***,如图1所示那样具备混合控制组件81(简称:“HCM”)作为承担适当地管理车辆整体的消耗能量的功能的综合控制单元。作为与该混合控制组件81连接的控制单元,具有发动机控制组件82(简称:“ECM”)、马达控制器83(简称:“MC”)、CVT控制部件84(简称:“CVTCU”)以及锂电池控制器86(简称:“LBC”)。包括混合控制组件81在内的这些控制单元通过CAN通信线90(CAN为“ControllerAreaNetwork(控制器局域网)”的简称)以能够双向交换信息的方式连接。
所述混合控制组件81根据来自各控制单元、点火开关91(起动开关)、加速踏板开度传感器92、车速传感器93等的输入信息进行各种控制。发动机控制组件82进行横置发动机2的燃料喷射控制、点火控制、燃料切断控制等。马达控制器83通过逆变器26进行电动发电机4的动力运转控制、再生控制等。CVT控制部件84进行第一离合器3的接合液压控制、第二离合器5的接合液压控制、皮带式无级变速机6的变速液压控制等。锂电池控制器86对强电电池21的电池SOC、电池温度等进行管理。
[DC/DC动作定时控制的详细结构]
图2示出由混合控制组件81执行的DC/DC动作定时控制处理流程(DC/DC动作定时控制单元)。以下,对于表示DC/DC动作定时控制处理结构的图2的各步骤进行说明。该流程根据点火开关91的接通而启动,按规定的控制周期(例如10msec)反复执行,根据判定出DC/DC转换器动作而结束。此外,ReadyON之后必使DC/DC转换器37的动作开始。
在步骤S01中,从锂电池控制器86接收强电电池可输出电力的信息,并进入步骤S02。
在此,根据强电电池21的SOC、温度等,由锂电池控制器86运算强电电池可输出电力。
在步骤S02中,继步骤S01中接收强电电池可输出电力之后,判断是否强电继电器21a连接。在“是”(强电继电器连接)的情况下进入步骤S03,在“否”(强电继电器切断)的情况下结束。
在步骤S03中,继步骤S02中判断为强电继电器连接之后,判断是否为HEV起动。在“是”(HEV起动)的情况下进入步骤S04,在“否”(EV起动)的情况下进入步骤S05。
在此,在判断为HEV起动时,包含选择“起动器启动模式”和“MG启动模式”中的哪一个发动机启动模式来作为横置发动机2的启动方式时的判断来进行。
在步骤S04中,继步骤S03中判断为HEV起动之后,判断在步骤S01中接收到的本次的强电电池可输出电力是否为规定值以上。在“是”(强电电池可输出电力≥规定值)的情况下进入步骤S05,在“否”(强电电池可输出电力<规定值)的情况下结束。
在此,强电电池可输出电力的判断根据HEV起动时的发动机启动方式是“起动器启动模式”还是“MG启动模式”而不同。
在选择“起动器启动模式”时,在强电电池可输出电力如图3B所示那样为将第一离合器3接合等所需的电力、辅机负荷电力以及余裕部分相加得到的起动器启动阈值以上的情况下,在步骤S04中判断为“是”。
在选择“MG启动模式”时,在强电电池可输出电力如图3A所示那样为将横置发动机2启动和第一离合器3接合等所需的电力、辅机负荷电力以及余裕部分相加得到的MG启动阈值以上的情况下,在步骤S04中判断为“是”。
在步骤S05中,继步骤S03中判断为EV起动、或在步骤S04中判断为强电电池可输出电力≥规定值之后,根据DC/DC转换器动作判定,使DC/DC转换器37的动作开始,并结束处理。
接着,对作用进行说明。
将实施例1的FF混合动力车辆的控制装置的作用分为[DC/DC动作定时控制作用]、[基于起动器启动的HEV起动时的DC/DC转换器动作判定作用]、[基于MG启动的HEV起动时的DC/DC转换器动作判定作用]、[EV起动时的DC/DC转换器动作判定作用]进行说明。
[DC/DC动作定时控制作用]
根据图2所示的流程图说明使DC/DC转换器37的动作开始的DC/DC动作定时控制作用。
首先,在接通点火开关91之后,在强电继电器21a被切断的期间,重复进行图2的流程图中的步骤S01→步骤S02→结束的流程。在步骤S02中,从锂电池控制器86接收强电电池可输出电力的信息。
然后,在判断出EV起动时,当强电继电器21a被连接时,进行图2的流程图中的步骤S01→步骤S02→步骤S03→步骤S05→结束。即,在EV起动时,当强电继电器21a被连接时,立即进行DC/DC转换器动作判定,使DC/DC转换器37的动作开始。
另一方面,在判断出HEV起动时,当强电继电器21a被连接时,进行图2的流程图中的步骤S01→步骤S02→步骤S03→步骤S04,在步骤S04中,判断本次接收到的强电电池可输出电力是否为规定值以上。在判断为强电电池可输出电力<规定值的期间,重复进行从步骤S04至结束的流程。然后,当判断为强电电池可输出电力≥规定值时,进行从步骤S04至步骤S05→结束,在步骤S05中,根据DC/DC转换器动作判定,使DC/DC转换器37的动作开始。
即,在基于起动器启动的HEV起动时,在强电电池可输出电力为将第一离合器3接合等所需的电力、辅机负荷电力以及余裕部分相加得到的起动器启动阈值(图3B)以上的情况下,使DC/DC转换器37的动作开始。另一方面,在基于MG启动的HEV起动时,在强电电池可输出电力为将横置发动机2启动和第一离合器3接合等所需的电力、辅机负荷电力以及余裕部分相加得到的MG启动阈值(图3A)以上的情况下,使DC/DC转换器37的动作开始。
如上所述,在实施例1中,采用了以下结构:当接通点火开关91时,在使被***安装于电动发电机4与强电电池21之间的强电继电器21a连接之后,在强电电池可输出电力为规定值以上的情况下,使DC/DC转换器37的动作开始。
即,在使强电继电器21a连接之后,当强电电池可输出电力为规定值以上时,从强电电池21通过DC/DC转换器37对12V电池22进行充电。因此,即使在辅机负荷高的情况下,也不会使12V电池电压低于各控制器的动作电压,从而能够确保车辆起动。另外,由于在车辆起动时12V电池22的充电容量具有余裕而12V电池22不会受到损坏。
而且,通过在起动前准备完成之前的强电继电器21a的连接时间点使DC/DC转换器37的动作开始,由此作为12V电池22的容量设计,不需要考虑在起动前准备区域由于辅机负荷等而消耗的容量部分。因此,能够使12V电池22的容量小,换言之,能够使12V电池22小型。
其结果,能够确保车辆起动以及12V电池22的耐久性,并且能够实现12V电池22的小型化。而且,由于能够使12V电池22小型化,从而能够在搭载有起动马达1、横置发动机2、皮带式无级变速机6等的前部的动力部件车厢内搭载12V电池22。由此,与将辅机电池搭载于远离起动马达的后部车厢等的情况相比,配线紧凑,还能够降低成本。
[基于起动器启动的HEV起动时的DC/DC转换器动作判定作用]
根据图4所示的流程图说明基于起动器启动的HEV起动时的DC/DC转换器动作判定作用。
当在时刻t1接通点火开关91时,在时刻t2~时刻t3的IGNON待机期间进行是EV起动还是HEV起动的起动判定。在时刻t3~时刻t4的起动器控制期间,进行通过起动马达1使横置发动机2的动力输出轴转动而启动的起动器启动。在该起动器启动中,如时刻t3~时刻t4的发动机旋转特性所示那样,发生变动的同时发动机转速上升,在时刻t4完成发动机启动。在时刻t4~时刻t5的强电连接期间,在发动机启动完成之后,强电继电器21a被连接,电动发电机4与强电电池21经由DC电气配线25连接。
当到达确认出强电继电器21a连接的时刻t5时,判断强电电池可输出电力是否为起动器启动阈值以上。然后,如果判断为强电电池可输出电力≥起动器启动阈值,则在时刻t5将DC/DC动作标志从关(OFF)切换为开(ON),使DC/DC转换器37的动作开始。另一方面,在时刻t5判断为强电电池可输出电力<起动器启动阈值的情况下,在成为ReadyON的时刻t6将DC/DC动作标志从关切换为开,使DC/DC转换器37的动作开始。此外,起动器启动阈值为不包含发动机启动所需的电力的低的值,因此在除了例外的状况以外的大部分的情况下,在时刻t5判断为强电电池可输出电力≥起动器启动阈值。
在时刻t5~时刻t6的起动前准备期间,通过由电动发电机4的驱动引起机械油泵14运转来确保第一离合器3的液压,进行向将第一离合器3接合的HEV模式的转变控制。在该起动前准备中,如时刻t5~时刻t6的发动机旋转/马达旋转特性所示那样,在时刻t5之后马达转速上升,从即将到第一离合器3的接合完成的时刻t6之前起,发动机旋转与马达旋转进行同步旋转。当到达时刻t6时,成为表示起动前准备完成的ReadyON。
如上所述,在实施例1中,采用了以下结构:当“起动器启动模式”被选择作为发动机启动方式时,在使强电继电器21a连接之后,在强电电池可输出电力为起动器启动阈值以上的情况下,使DC/DC转换器37的动作开始。
即,在使强电继电器21a连接之前的起动器控制期间(t3~t4),使用12V电池22驱动起动马达1,进行起动器启动。因此,在使强电继电器21a连接的时间点,12V电池22的充电容量由于马达消耗而减少。
对于此,不是等到成为表示起动前准备完成的ReadyON,而是在使强电继电器21a连接之后,当强电电池可输出电力≥起动器启动阈值这样的条件成立时,使DC/DC转换器37的动作开始。
因而,在基于起动器启动的HEV起动时,通过从强电继电器21a的连接定时起开始从强电电池21通过DC/DC转换器37对12V电池22进行充电,由此能够提前地响应良好地弥补由于起动器启动所消耗的容量。其结果,在紧随ReadyON之后,即使辅机负荷增大,也能够通过12V电池22的充电容量来进行应对。
[基于MG启动的HEV起动时的DC/DC转换器动作判定作用]
根据图4的时间图说明基于MG启动的HEV起动时的DC/DC转换器动作判定作用。
当在时刻t1接通点火开关91时,在时刻t2~时刻t3的IGNON待机期间,进行是EV起动还是HEV起动的起动判定。在MG启动的情况下,在时刻t3~时刻t4的起动器控制期间不进行任何处理。在时刻t4~时刻t5的强电连接期间,强电继电器21a被连接,电动发电机4与强电电池21经由DC电气配线25连接。
当到达确认出强电继电器21a连接的时刻t5时,判断强电电池可输出电力是否为MG启动阈值以上。然后,如果判断为强电电池可输出电力≥MG启动阈值,则在时刻t5将DC/DC动作标志从关切换为开,使DC/DC转换器37的动作开始。另一方面,在时刻t5判断为强电电池可输出电力<MG启动阈值的情况下,在成为ReadyON的时刻t6将DC/DC动作标志从关切换为开,使DC/DC转换器37的动作开始。
在时刻t5~时刻t6的起动前准备期间,通过由电动发电机4的驱动引起机械油泵14运转来确保第一离合器3的液压。之后,通过将第一离合器3滑动接合,由此根据由电动发电机4使横置发动机2的动力输出轴转动而启动的MG启动来进行向HEV模式的转变控制。在该起动前准备中,如时刻t5~时刻t6的发动机旋转/马达旋转特性所示那样,在时刻t5之后马达转速上升,当MG启动完成而将第一离合器3接合时,发动机旋转与马达旋转一致。当到达时刻t6时,成为表示起动前准备完成的ReadyON。此外,在成为ReadyON的时刻t6使DC/DC转换器37的动作开始的情况下,由于强电电池可输出电力低,而从时刻t6起转变为由横置发动机2发电并行驶的发动机发电行驶模式。
如上所述,在实施例1中,采用了以下结构:当“MG启动模式”被选择作为发动机启动方式时,在使强电继电器21a连接之后,在强电电池可输出电力为MG启动阈值以上的情况下,使DC/DC转换器37的动作开始。
即,当“MG启动模式”被选择时,在使强电继电器21a连接之后的起动前准备期间(t5~t6),使用强电电池21驱动电动发电机4,进行MG启动。因此,需要事先考虑在使强电继电器21a连接的时间点通过MG启动而从强电电池21消耗的充电容量。
对于此,在使强电继电器21a连接的时间点,当强电电池可输出电力≥MG启动阈值这样的条件成立时,使DC/DC转换器37的动作开始。另一方面,在使强电继电器21a连接的时间点,当强电电池可输出电力<MG启动阈值时,在等到成为ReadyON而进行DC/DC转换器37的动作。
因而,在基于MG启动的HEV起动时,在强电电池可输出电力包括MG启动的电力而有余裕的情况下,无需等待成为ReadyON,而能够提前整顿对12V电池22的充电体制。而且,在强电电池可输出电力包括MG启动的电力而没有余裕的情况下,在等到成为ReadyON而进行DC/DC转换器37的动作,由此能够使MG启动优先。
[EV起动时的DC/DC转换器动作判定作用]
根据图4所示的时间图说明EV起动时的DC/DC转换器动作判定作用。
当在时刻t1接通点火开关91时,在时刻t2~时刻t3的IGNON待机期间进行是EV起动还是HEV起动的起动判定。在EV起动的情况下,在时刻t3~时刻t4的起动器控制期间不进行任何处理。在时刻t4~时刻t5的强电连接期间,强电继电器21a被连接,电动发电机4与强电电池21经由DC电气配线25连接。
当到达确认出强电继电器21a连接的时刻t5时,不对强电电池可输出电力进行判断,而在时刻t5将DC/DC动作标志从关切换为开,使DC/DC转换器37的动作开始。在时刻t5~时刻t6的起动前准备期间,通过由电动发电机4的驱动引起机械油泵14运转来确保第一离合器3的液压,当到达时刻t6时,成为表示起动前准备完成的ReadyON。
如上所述,在实施例1中,采用了如下结构:当判定出仅将电动发电机4作为驱动源的EV起动时,在紧随使强电继电器21a连接之后,使DC/DC转换器37的动作开始。
即,在EV起动的情况下,当使强电继电器21a连接时,不等待成为表示起动前准备完成的ReadyON,而使DC/DC转换器37的动作开始。
因而,在EV起动时,在强电继电器21a的连接定时,能够从强电电池21通过DC/DC转换器37对12V电池22进行充电,由此紧随使强电继电器21a连接之后,即使辅机负荷增大,也能够确保12V电池22的充电容量。
接着,对效果进行说明。
在实施例1的FF混合动力车辆的控制装置中,能够获得下述列举的效果。
(1)一种FF混合动力车辆的控制装置,该FF混合动力车辆在驱动***中具备起动马达1、发动机(横置发动机2)、离合器(第一离合器3)以及强电马达(电动发电机4),
搭载有作为所述强电马达(电动发电机4)的电源的强电电池21、作为所述起动马达1的电源的辅机电池(12V电池22)以及配置在将所述强电电池21与所述辅机电池(12V电池22)连接的中途位置的DC/DC转换器37,
从所述强电电池21通过所述DC/DC转换器37对所述辅机电池(12V电池22)进行充电,
在该FF混合动力车辆的控制装置中,
设置有在车辆起动时对所述DC/DC转换器37的动作开始定时进行控制的DC/DC动作定时控制单元(混合控制组件81),
当接通起动开关(点火开关91)时,在使被***安装于所述强电马达(电动发电机4)与所述强电电池21之间的强电继电器21a连接之后,在强电电池可输出电力为规定值以上的情况下,所述DC/DC动作定时控制单元(混合控制组件81、图2)使所述DC/DC转换器37的动作开始。
因此,能够确保车辆起动和辅机电池(12V电池22)的耐久性,并且能够实现辅机电池(12V电池22)的小型化。
(2)设置有发动机启动控制单元(混合控制组件81),该发动机启动控制单元(混合控制组件81)具有起动器启动模式,在该起动器启动模式下,在接通所述起动开关(点火开关91)之后,当判定出将所述发动机(横置发动机2)和所述强电马达(电动发电机4)作为驱动源的HEV起动时,通过所述起动马达1启动所述发动机(横置发动机2),
当所述起动器启动模式被选择作为发动机启动方式时,在使被***安装于所述强电马达(电动发电机4)与所述强电电池21之间的强电继电器21a连接之后,在强电电池可输出电力为起动器启动阈值以上的情况下,所述DC/DC动作定时控制单元(混合控制组件81、图2)使所述DC/DC转换器37的动作开始,该起动器启动阈值是将所述离合器(第一离合器3)接合等所需的电力、辅机负荷电力以及余裕部分相加得到的阈值。
因此,除了(1)的效果以外,还具有以下效果:在基于起动器启动的HEV起动时,通过从强电继电器21a的连接定时起开始从强电电池21通过DC/DC转换器37对辅机电池(12V电池22)进行充电,由此能够提前地响应良好地弥补起动器启动所消耗的容量。
(3)所述发动机启动控制单元(混合控制组件81)具有马达启动模式(MG启动模式),在该马达启动模式(MG启动模式)下,当判定出将所述发动机(横置发动机2)和所述强电马达(电动发电机4)作为驱动源的HEV起动、且所述强电继电器21a被连接时,通过所述强电马达(电动发电机4)经由所述离合器(第一离合器3)转动发动机的动力输出轴来启动所述发动机(横置发动机2),
当所述马达启动模式被选择作为发动机启动方式时,在使被***安装于所述强电马达(电动发电机4)与所述强电电池21之间的强电继电器21a连接之后,在强电电池可输出电力为马达启动阈值(MG启动阈值)以上的情况下,所述DC/DC动作定时控制单元(混合控制组件81、图2)使所述DC/DC转换器37的动作开始,该马达启动阈值(MG启动阈值)是将所述发动机(横置发动机2)启动和所述离合器(第一离合器3)接合等所需的电力、辅机负荷电力以及余裕部分相加得到的阈值。
因此,除了(2)的效果以外,还具有以下效果:在基于MG启动的HEV起动时,在强电电池可输出电力包括MG启动的电力而有余裕的情况下,能够提前整顿对辅机电池(12V电池22)的充电体制,并且在强电电池可输出电力包括MG启动的电力而没有余裕的情况下,在等到成为ReadyON而进行DC/DC转换器37的动作,由此能够使MG启动优先。
(4)在接通所述起动开关(点火开关91)之后,当判定出仅将所述强电马达(电动发电机4)作为驱动源的EV起动时,紧随使被***安装于所述强电马达(电动发电机4)与所述强电电池21之间的强电继电器21a连接之后,所述DC/DC动作定时控制单元(混合控制组件81、图2)使所述DC/DC转换器37的动作开始。
因此,除了(1)~(3)的效果以外,还具有以下效果:在EV起动时,在强电继电器21a的连接定时,能够从强电电池21通过DC/DC转换器37对辅机电池(12V电池22)充电,由此在紧随强电继电器21a连接之后,即使辅机负荷增大,也能够确保辅机电池(12V电池22)的充电容量。
以上,根据实施例1说明了本发明的混合动力车辆的控制装置,但是具体的结构并不限于该实施例1,只要不脱离权利要求书的各项权利要求所涉及的发明的宗旨,就允许设计的变更、追加等。
在实施例1中,示出了具有“起动器启动模式”和“MG启动模式”作为发动机启动控制单元的例子。但是,作为发动机启动控制单元,可以仅具有“起动器启动模式”,也可以仅具有“MG启动模式”。
在实施例1中,示出了将本发明的控制装置应用于FF混合动力车辆的例子。但是,本发明的控制装置不限于FF混合动力车辆,也能够应用于FR混合动力车辆、4WD混合动力车辆。总之,只要是搭载有起动马达、发动机、强电马达、强电电池以及从强电电池通过DC/DC转换器而被充电的辅机电池的混合动力车辆就能够应用。
Claims (4)
1.一种混合动力车辆的控制装置,该混合动力车辆在驱动***中具备起动马达、发动机、离合器以及强电马达,搭载有作为所述强电马达的电源的强电电池、作为所述起动马达的电源的辅机电池以及配置在将所述强电电池与所述辅机电池连接的中途位置的DC/DC转换器,并从所述强电电池通过所述DC/DC转换器对所述辅机电池进行充电,
该混合动力车辆的控制装置的特征在于,设置有DC/DC动作定时控制单元,该DC/DC动作定时控制单元在车辆起动时对所述DC/DC转换器的动作开始定时进行控制,
当接通起动开关时,所述DC/DC动作定时控制单元在使被***安装于所述强电马达与所述强电电池之间的强电继电器连接之后,在强电电池可输出电力为规定值以上的情况下,使所述DC/DC转换器的动作开始。
2.根据权利要求1所述的混合动力车辆的控制装置,其特征在于,
设置有发动机启动控制单元,该发动机启动控制单元具有起动器启动模式,在该起动器启动模式下,在接通所述起动开关之后,当判定出将所述发动机和所述强电马达作为驱动源的HEV起动时,通过所述起动马达启动所述发动机,
当所述起动器启动模式被选择作为发动机启动方式时,在使被***安装于所述强电马达与所述强电电池之间的强电继电器连接之后,在强电电池可输出电力为起动器启动阈值以上的情况下,所述DC/DC动作定时控制单元使所述DC/DC转换器的动作开始,该起动器启动阈值是将所述离合器接合等所需的电力、辅机负荷电力以及余裕部分相加得到的阈值。
3.根据权利要求2所述的混合动力车辆的控制装置,其特征在于,
所述发动机启动控制单元具有马达启动模式,在该马达启动模式下,当判定出将所述发动机和所述强电马达作为驱动源的HEV起动、且所述强电继电器被连接时,通过所述强电马达经由所述离合器转动发动机的动力输出轴来启动所述发动机,
当所述马达启动模式被选择作为发动机启动方式时,在使被***安装于所述强电马达与所述强电电池之间的强电继电器连接之后,在强电电池可输出电力为马达启动阈值以上的情况下,所述DC/DC动作定时控制单元使所述DC/DC转换器的动作开始,该马达启动阈值是将所述发动机启动和所述离合器接合等所需的电力、辅机负荷电力以及余裕部分相加得到的阈值。
4.根据权利要求1至3中的任一项所述的混合动力车辆的控制装置,其特征在于,
在接通所述起动开关之后,当判定出仅将所述强电马达作为驱动源的EV起动时,紧随使被***安装于所述强电马达与所述强电电池之间的强电继电器连接之后,所述DC/DC动作定时控制单元使所述DC/DC转换器的动作开始。
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