CN113353054B - Hybrid vehicle, method for controlling exhaust power of hybrid vehicle, and storage medium - Google Patents
Hybrid vehicle, method for controlling exhaust power of hybrid vehicle, and storage medium Download PDFInfo
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- CN113353054B CN113353054B CN202110212147.7A CN202110212147A CN113353054B CN 113353054 B CN113353054 B CN 113353054B CN 202110212147 A CN202110212147 A CN 202110212147A CN 113353054 B CN113353054 B CN 113353054B
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- 238000000034 method Methods 0.000 title claims abstract description 21
- 239000002699 waste material Substances 0.000 claims abstract description 65
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- 238000011069 regeneration method Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 239000007789 gas Substances 0.000 description 3
- PXHVJJICTQNCMI-UHFFFAOYSA-N Nickel Chemical compound [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
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- 230000000694 effects Effects 0.000 description 2
- 239000011521 glass Substances 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
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- 238000002485 combustion reaction Methods 0.000 description 1
- 238000006731 degradation reaction Methods 0.000 description 1
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- 238000010438 heat treatment Methods 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
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- 229910001416 lithium ion Inorganic materials 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
- B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a hybrid vehicle, a waste electric control method thereof and a storage medium, which can rapidly reduce the rotation of an engine even if a battery is close to a full charge state during non-driving. A hybrid vehicle that runs by using the driving force of at least one of an engine (133) and a motor (109) is provided with: a battery (101) that can be charged and discharged; a generator (111) capable of regenerating the rotation of the engine; a plurality of electrical components (127) that operate using the power of the battery; and a management control unit (119) that regenerates the generator when stopping the engine, thereby reducing the rotational speed of the engine, and prohibits the stop control when the remaining capacity of the battery exhibits a value near full charge, and when the vehicle speed (VP) of the vehicle is equal to or less than a predetermined value and the remaining capacity (SOC) of the battery exceeds a first predetermined value (A), the management control unit (119) executes a first waste electric control that operates unused electrical components.
Description
Technical Field
The present invention relates to a hybrid vehicle that performs waste electric control for protecting a battery, a waste electric control method thereof, and a storage medium.
Background
An HEV (Hybrid Electrical Vehicle; hereinafter referred to as a hybrid vehicle) includes a motor (electric motor) and an engine (internal combustion engine), and runs by driving force of the motor or the engine, or both, according to a running state of the vehicle. In the case of running with a motor, regenerative braking is used in which the motor is operated as a generator (generator) at the time of deceleration in order to obtain a braking force equivalent to that of an engine brake. The regenerative energy generated during the regenerative braking is used for charging the battery, but in the case where the battery exceeds the allowable charge amount, it is necessary to perform the waste electric control for absorbing the regenerative energy by another method in order to protect the battery. In the method disclosed in patent document 1, when the voltage of the battery is equal to or higher than a predetermined value, the generator is operated as a motor, and the engine connected to the generator is used as a load, thereby absorbing regenerative energy.
In the method disclosed in patent document 2, the switching of the regenerative energy absorbing method during deceleration is focused on giving uncomfortable feeling to the driver's deceleration feeling, and in order to eliminate the uncomfortable feeling, three types of waste electric methods including battery charging, generator driving, and both of them are determined based on the charging rate and braking force of the battery.
[ Prior Art literature ]
[ patent literature ]
[ patent document 1] Japanese patent laid-open No. 04-322105
[ patent document 2] Japanese patent No. 5826402 publication
Disclosure of Invention
[ problem to be solved by the invention ]
The waste electric control disclosed in the patent document assumes that the deceleration during running or the regeneration in a downhill slope continues for a long period of time, and the situation in which the regenerative braking is not active can be avoided by performing the waste electric so that the battery is not fully charged. Therefore, the waste electric control does not function in a non-running state at the time of stopping or in the vicinity of 0km in the vehicle speed. In particular, in the cold period, depending on the warm-up control or the heating request of the engine to be started, the battery may be fully charged even when the vehicle is stopped. In this case, in order to prevent degradation of the battery caused by overcharge, regeneration of the generator for stopping the engine is prohibited. When the regeneration prohibition state is set, the generator torque is not applied, so that the engine is not immediately stopped but gradually lowered even if the engine stop request is made. Fig. 1 shows a decrease in the engine speed at this time.
As shown in fig. 1, when the capacity of the battery exceeds the threshold th and regeneration is prohibited and an engine stop request is made in this state, the rotation speed Ne of the engine gradually decreases because the generator torque is not applied as described above. When the engine rotation speed Ne falls to the resonance region 10, the vehicle body resonates with the engine vibration to generate abnormal vibration sound (hereinafter referred to as rattling sound). When the engine rotation speed Ne leaves the resonance region 10, the rattling noise becomes small, but the engine rotation speed Ne gradually decreases, so that the time in the resonance region 10 becomes long, and the rattling noise is generated during this time.
The invention aims to provide a hybrid vehicle, a waste electric control method and a storage medium thereof, which can rapidly reduce the rotation of an engine even if a battery is close to a full charge state during non-driving.
[ means of solving the problems ]
According to a first embodiment of the present invention, there is provided a hybrid vehicle that travels using driving force of at least one of an engine and a motor, the hybrid vehicle including: a battery capable of charge and discharge; a generator capable of regenerating rotation of the engine; a plurality of electrical components that operate using the power of the battery; and a control unit that performs stop control for regenerating the generator when stopping the engine, thereby reducing the rotational speed of the engine, and performs control for prohibiting the stop control when the remaining capacity of the battery shows a value near full charge, and performs first waste electric control for operating at least one unused electric component of the plurality of electric components when the vehicle speed of the vehicle is a prescribed value or less and the remaining capacity of the battery exceeds a first prescribed value. This prevents full charge of the battery when the vehicle speed is not greater than a predetermined value in a non-running state (during a stop or a warm-up state), and further ensures the available capacity of the battery required for stopping the engine.
When the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery is equal to or less than the first predetermined value, the generator may be regenerated to stop the rotation of the engine if a stop request of the engine is made. Thus, if an engine stop request such as ignition OFF (ignition OFF) is made, the rotation of the engine can be immediately reduced.
When the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds the first predetermined value, a second waste electric control for driving the generator as a motor may be executed if a stop request of the engine is made. Thus, when an engine stop request such as ignition off is made, the remaining capacity of the battery can be quickly reduced to a first predetermined value or less.
When the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds a second predetermined value that is greater than the first predetermined value, a second waste electric control to drive the generator as a motor may be executed. Thus, more powerful waste electricity can be performed when the remaining capacity of the battery approaches full charge.
The first exhaust gas control may be executed during a period from when the engine is started to when the vehicle speed is the prescribed value or less. Further, the first exhaust gas control may be executed only during the warm-up control of the vehicle and during a period from when the engine is started to when the vehicle speed is equal to or less than the predetermined value. Thus, even if the warming-up control is performed in the non-running state by ignition ON (ignition ON), overcharge of the battery capacity can be avoided.
The plurality of electrical components are desirably components that are not noticeable to a user of the vehicle even when operating. This prevents the user's attention from being turned to the waste electric action.
According to a second embodiment of the present invention, there is provided a method of controlling electric power consumption of a hybrid vehicle that runs by using driving force of at least one of an engine and a motor, including: a battery capable of charge and discharge; a generator capable of regenerating rotation of the engine; a plurality of electrical components that operate using the power of the battery; and a control unit that performs stop control for regenerating the generator when stopping the engine, thereby reducing the rotational speed of the engine, and performs control for prohibiting the stop control when the remaining capacity of the battery shows a value near full charge, wherein the electric power waste control method detects a vehicle speed of the hybrid vehicle, detects the remaining capacity of the battery, and selects at least one electric component that is not used among the plurality of electric components when the vehicle speed is equal to or less than a prescribed value and the remaining capacity of the battery exceeds a first prescribed value, and causes the at least one electric component to operate to execute electric power waste of the battery. This prevents full charge of the battery when the vehicle speed is not greater than a predetermined value in a non-running state (during a stop or a warm-up state), and further ensures the available capacity of the battery required for stopping the engine.
When the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds the first predetermined value, the generator may be driven as a motor to perform the discharging of the battery if the stop request of the engine is made. Thus, when an engine stop request such as ignition off is made, the remaining capacity of the battery can be quickly reduced to a first predetermined value or less.
According to a third embodiment of the present invention, there is provided a storage medium storing a program for causing a control unit in a hybrid vehicle that runs by driving force of at least one of an engine and a motor to function as a waste electric control device, the storage medium including: a battery capable of charge and discharge; a generator capable of regenerating rotation of the engine; and a plurality of electrical parts that are operated using the electric power of the battery, the program realizing the following functions by the control unit: a function of detecting a vehicle speed of the hybrid vehicle; a function of detecting a remaining capacity of the battery; a function of selecting at least one unused electric component among the plurality of electric components when the vehicle speed is equal to or less than a predetermined value and a remaining capacity of the battery exceeds a first predetermined value; and operating the at least one electrical component to perform a function of waste electricity of the battery. This prevents full charge of the battery when the vehicle speed is not greater than a predetermined value in a non-running state (during a stop or a warm-up state), and further ensures the available capacity of the battery required for stopping the engine.
[ Effect of the invention ]
As described above, according to the present invention, even when the battery is near the full charge state during non-running, the rotation of the engine can be rapidly reduced, and thus rattling caused by resonance when the engine is stopped can be prevented.
Drawings
Fig. 1 is a timing chart for explaining vibration caused by resonance and generation of an in-vehicle rattle when waste electric control according to the background art is applied.
Fig. 2 is a block diagram schematically showing an example of the internal structure of a hybrid vehicle to which the electric power cancellation control method according to an embodiment of the present invention is applied.
Fig. 3 is a block diagram illustrating a power supply system used in the waste electric control method according to the present embodiment.
Fig. 4 is a timing chart for explaining vibration caused by resonance and generation of a rattling sound in a vehicle when the waste electric control method according to the present embodiment is applied.
Fig. 5 is a flowchart showing a waste electric control method according to the present embodiment.
Fig. 6 is a flowchart showing a weak electricity waste method among the electricity waste control methods according to the present embodiment.
[ description of symbols ]
101: battery cell
103: inverter
103a: power converter
103b: converter for auxiliary machine
105: inverter with a power supply
107: inverter with a power supply
109: motor with a motor housing
111: electric generator
113: engine with a motor
117: vehicle speed sensor
119: management control unit
127: electric parts (auxiliary machinery)
Detailed Description
1. Summary of the embodiments
According to the embodiment of the present invention, if the remaining capacity of the battery exceeds a predetermined value during non-travel (during stop or warm-up control), the unused electric components are operated to perform electric power off. This prevents full charge of the battery during the stop or warm-up, and can ensure the usable capacity of the battery required for stopping the engine. If there is an engine stop request (ignition off), the electric power may be wasted to drive the generator by the motor.
If there is a desired capacity available in the battery, generator torque can be applied when the engine is stopped. Therefore, if the engine is stopped after the available capacity of the battery required for stopping the engine is ensured, the generator torque can be applied to stop the rotation of the engine immediately. Thus, the period of the rattling noise caused by resonance at the time of engine stop can be greatly shortened, and the uncomfortable feeling of the rattling noise can be removed from the body feeling of the occupant.
Hereinafter, an embodiment of the present invention will be described with reference to a series/parallel (series/parallel) hybrid vehicle as an example. The series/parallel system is a system in which a transmission system of driving force is switched to either a series system in which driving force of a motor is used for running and an engine is used for power generation, or a parallel system in which driving force of either or both of the motor and the engine is used for running. The present invention is not limited to the series/parallel mode, and can be applied to both the series mode and the parallel mode.
2. One embodiment is
2.1 Integral structure)
In fig. 2, the hybrid vehicle has a battery 101, a converter 103, an inverter 105, and an inverter 107 as a power supply system. The inverter 103 is connected to a dc-side terminal of the inverter 105, and a three-phase ac-side terminal of the inverter 105 is connected to the motor 109. The inverter 103 is connected to a dc-side terminal of the inverter 107, and a three-phase ac-side terminal of the inverter 107 is connected to the generator 111.
The battery 101 includes a plurality of battery cells connected in series, for example, to supply a high voltage of 100V to 200V. Each battery cell is, for example, a lithium ion battery, a nickel hydrogen battery, or the like. The inverter 103 boosts or reduces the dc output voltage of the battery 101 in a dc state as described later.
During traveling operation, inverter 105 converts the dc power from inverter 103 into three-phase ac and supplies the three-phase ac to motor 109. In addition, during the regenerative operation of the motor 109, the inverter 105 converts the three-phase ac input from the motor 109 into dc and outputs the dc to the inverter 103.
The generator 111 is driven by the power of the engine 113 and generates three-phase alternating-current power. The three-phase ac power generated by the generator 111 is converted into dc power by the inverter 107, and the dc power is charged into the battery 101 by the converter 103 or is converted into three-phase ac power by the inverter 105 and supplied to the motor 109. In the waste electric control described later, electric power is input to the generator 111 through the inverter 107, and the generator is operated as a motor with the engine 113 as a load.
The motor 109 generates power for running the vehicle. The torque generated by the motor 109 is transmitted to the driving wheels 123 and 125 via the gear 115 and the drive shaft 121. In addition, the motor 109 operates as a generator during regenerative braking.
The gear 115 is, for example, a primary fixed gear having a specific gear ratio, and converts the driving force from the motor 109 into a rotational speed and a torque corresponding to the specific gear ratio and transmits the rotational speed and the torque to the drive shaft 121. In the present embodiment, the driving force of the engine 113 can be transmitted to the driving wheels 123 and 125 via the gear 115 and the drive shaft 121 by connecting the clutch CL. The vehicle speed sensor 117 detects a running speed of the vehicle (vehicle speed VP), and outputs a detection signal indicating the vehicle speed VP to the management control unit 119. In addition, the rotational speed of the motor 109 may be used instead of the vehicle speed VP.
The management control unit 119 receives input of detection signals indicating the vehicle speed VP, a remaining capacity (State of Charge) indicating a State of the battery 101, ignition on/off requiring start/stop of the engine, an accelerator pedal opening (AP (accelerator pedal) opening) corresponding to an acceleration operation by a driver of the vehicle, a brake pedal depression force (BRK depression force) corresponding to a brake operation by the driver, and a shift range (also referred to as "shift position"), respectively, to execute various controls of the motor/engine including the waste electric control according to the present embodiment.
Further, various electric components (hereinafter, referred to as auxiliary machines) 127, each of which consumes electric power, are mounted in the hybrid vehicle. Examples of the auxiliary unit 127 include front/rear glass heaters, heated rear view mirrors (heated door mirror), seat heaters, welcome lamps (welcome lamps), and the like, and may be provided with colored lamps such as rear view mirror footlamps, underfloor lamps, floor/emblems, and the like. The auxiliary machine 127 can be used as an electric power consumption component for waste electric power, which will be described below.
The management control unit 119 functions as a waste electric control device that performs waste electric control according to the present embodiment, in addition to performing existing motor/engine control. As is well known, when decelerating a vehicle, the motor 109 is subjected to regenerative control in order to obtain the braking force of the vehicle, and the regenerative energy generated at this time is utilized as at least one of charging of the battery 101 and driving (waste electric power) of the generator 111 that loads the engine 113.
In addition, according to the present embodiment, the management control unit 119 monitors the vehicle speed VP and the battery capacity SOC to determine whether the vehicle is in a non-running state in which the vehicle is stopped or is in a near-stopped state, and whether the SOC value of the battery 101 is near a full charge state. If the battery is in a state of near full charge during non-traveling, the electric power consumption control by the auxiliary machine 127 and/or the existing electric power consumption control for driving the generator 111 are/is performed so that the battery 101 becomes equal to or larger than the available capacity required for stopping the engine.
In fig. 3, the inverter 103 includes a power inverter 103a connected to dc side terminals of the inverter 105 and the inverter 107, and an auxiliary machine inverter 103b selectively supplying dc power to a plurality (n) of auxiliary machines (1) to (n). The auxiliary inverter 103b is, for example, a direct current-direct current (DC-DC) inverter, and the management control unit 119 can control whether or not the auxiliary inverters 103b individually supply electric power to the auxiliary devices (1) to (n).
The auxiliary machinery inverter 103b selectively energizes the auxiliary machinery which is not easy to notice the energization by the user and is not used under the control of the management control unit 119. The auxiliary devices to which the user is less likely to notice the current flow are, for example, heaters such as the front and rear glass heaters, and unnoticeable lamps, and the auxiliary devices may be determined in advance. In this way, by selecting an auxiliary device that is not noticeable even when energized to consume electric power, even when the vehicle is warming up during non-traveling, a decrease or an increase in the remaining capacity of battery 101 can be suppressed.
Further, the management control unit 119 includes a read-only memory (ROM) or the like capable of being rewritten, and is capable of writing/rewriting programs and data. Hereinafter, the waste electric control according to the present embodiment will be described in detail.
2.2 Electric waste control
Referring to fig. 4 to 6, the waste electric control according to the present embodiment will be described in detail.
First, as shown in fig. 4, two different thresholds a (first predetermined value) and B (second predetermined value) related to the battery capacity SOC are preset in the management control unit 119. The lower threshold a is a reference indicating whether or not the battery has a required available capacity when the engine is stopped, and if the battery does not have the required available capacity, the use of the waste electric power (hereinafter, referred to as weak waste electric power) of the auxiliary machine 127 is started. As described above, the higher threshold B is a reference indicating that the battery is in a fully charged state, and is a reference for starting normal electric power waste (hereinafter referred to as strong electric power waste) that is executed during regenerative braking such as deceleration or downhill.
In general, the strong off-state is performed to protect the battery 101 from the overcharge caused by the regenerative power generated during regenerative braking at the time of deceleration or downhill, etc., and therefore the threshold B is set to start earlier than the actual full charge. Therefore, the battery 101 is not actually fully charged, but the threshold B represents a state close to the fully charged state.
In contrast, the weak off-state is performed in order to ensure a necessary usable capacity of the battery at the time of stopping the engine even when the vehicle is not running (in a stopped state or in a state slower than a predetermined speed) in the warm-up state, or in order to easily ensure the usable capacity. Therefore, the threshold ase:Sub>A is set to ase:Sub>A value lower than the threshold B, and the difference (B-ase:Sub>A) is ase:Sub>A value that can ensure at least the available capacity of the battery required for stopping the engine.
In fig. 4, for example, when the engine is started in a cold period and is in a warm state and stopped, the generated power generated by the generator 111 is charged into the battery 101, and the battery capacity SOC is increasing. When it is detected at time t11 that battery capacity SOC exceeds threshold a, management control section 119 outputs a request for electric power waste to auxiliary machine inverter 103b, and selects an unused auxiliary machine to start weak electric power waste (time t 11). The battery capacity SOC may be reduced to a value equal to or less than the threshold value a by the weak electric power waste, but if the battery capacity SOC continues to rise and exceeds the threshold value B, the strong electric power waste is executed.
In fig. 4, it is set that ignition off is sensed at time t12 in the execution of weak electricity waste. When the engine stop request is sensed at time t12, management control section 119 executes strong electric power cutoff even if battery capacity SOC does not reach threshold B. That is, the generator 111 is operated as a motor by receiving discharge power from the battery 101 through the inverter 107, and is charged with waste power by rotating the engine 113, which has been turned off by ignition, at the same rotation speed Ne as a load. By thus executing the weak electric power waste and the strong electric power waste in parallel, the battery capacity SOC is reduced, and becomes lower than the threshold value a at time t 13.
The management control unit 119 executes the engine stop if it senses at time t13 that the battery capacity SOC becomes lower than the threshold a. That is, the generator 111 is operated as a generator by the rotation of the engine 113, and the battery 101 is charged with the generated regenerative electric power. At this time, the torque of the generator 111 rapidly decreases the rotation speed Ne of the engine 113 and stops. In the conventional technique shown in fig. 1, if the battery is in a fully charged state, regeneration is prohibited, and therefore the generator torque is not active, and therefore a long time is required from the start of the engine stop request to the stop of the engine, but according to the present embodiment, the rotation of the engine 113 is immediately stopped by applying the generator torque. Thus, the generation of a rattling sound caused by resonance can be substantially prevented. As an example, in the conventional technique shown in fig. 1, about 1.5 seconds is required until the engine is stopped, but in the present embodiment, the stop is performed within 0.3 seconds.
2.3 Waste electric control flow
The waste electric control may be realized by writing a program to the management control unit 119. Hereinafter, a waste electric control flow according to the present embodiment will be described with reference to fig. 5 and 6.
First, the threshold a and threshold B related to the battery capacity SOC and the threshold TH1 related to the vehicle speed VP are preset in the management control unit 119. The vehicle speed threshold TH1 is a vehicle speed to such an extent that the vehicle can be regarded as a substantially stopped state, and a speed smaller than the threshold TH1 is set to a non-running state.
In fig. 5, management control section 119 monitors a shift range and vehicle speed VP to determine whether the vehicle is in a non-running state (act 201). Specifically, when the shift range is P or N, or the vehicle speed VP is smaller than the threshold TH1, the non-running state is determined. Then, if the vehicle is in the non-running state (YES in act 201), management control section 119 determines whether engine 113 is operating (act 202). If engine 113 is in operation (YES in act 202), management control section 119 determines whether or not current battery capacity SOC is greater than threshold value a (act 203).
When current battery capacity SOC is greater than threshold value a (YES in act 203), management control section 119 starts to use the waste electric power of the auxiliary machine (act 204), and then determines whether current battery capacity SOC is greater than threshold value B (act 205). When current battery capacity SOC is greater than threshold value B (YES in act 205), management control section 119 starts to perform strong electric power waste (act 206). If current battery capacity SOC is equal to or less than threshold value B (NO in act 205), management control section 119 determines whether or not there is an engine stop request (ignition off) (act 207). If there is an engine stop request (YES in act 207), management control section 119 suspends execution of the engine stop (act 208) and starts to perform strong electric power cut (act 206). After the start of the strong off-state (act 206) or if there is NO engine stop request (NO in act 207), the management control unit 119 returns control to act 203 to determine whether or not the current battery capacity SOC is greater than the threshold a.
When current battery capacity SOC is equal to or smaller than threshold value a (NO in act 203), management control section 119 determines whether or not there is an engine stop request (ignition off) (act 209). If there is an engine stop request (YES in act 209), the management control unit 119 executes the suspended engine stop (act 210) and ends the waste electric power (act 211). If there is NO request for stopping the engine (NO in act 209), the engine is not stopped. If the vehicle is moving at a speed equal to or higher than the threshold TH1 (NO in act 201), or if the engine is stopped (NO in act 202), the exhaust gas control according to the present embodiment is not executed.
In fig. 6, when the weak electric power waste starts (act 204 of fig. 5), management control section 119 selects an auxiliary machine currently not used among a plurality of predetermined auxiliary machines (1) to (n) (act 301), and controls auxiliary machine inverter 103b so that the selected auxiliary machine operates to perform electric power waste (act 302).
2.4 Effects of (1)
As described above, according to the embodiment of the present invention, if the battery capacity SOC exceeds the threshold a in the non-running state during the stop or warm-up, the unused auxiliary machine is operated to execute the electric power discharge. This prevents full charge of the battery during the stop or warm-up, and ensures the available capacity of the battery required for stopping the engine.
In addition, when an engine stop request (ignition off) is made during execution of waste electricity by the auxiliary machine, the generator is driven by the motor to execute the waste electricity, and the engine is stopped after the available capacity of the battery required for stopping the engine is ensured. Thus, the engine can be immediately stopped by applying the generator torque, and the occurrence of rattling noise due to resonance at the time of stopping the engine can be substantially prevented.
As described above, the auxiliary machine which is hardly noticeable to the user is operated in the weak electric power consumption, the engine 113 is maintained at a constant rotation speed by the motor drive of the generator 111 in the strong electric power consumption, and the rotation of the engine 113 is immediately reduced by the regeneration of the generator 111 in the engine stop. Therefore, the rotation speed of engine 113 is controlled only by generator 111 during the whole period of power generation, power exhaustion and stop at the generator torque shown in fig. 4, and thus, the user's uncomfortable feeling can be eliminated.
The embodiments of the present invention have been described above, but the present invention is not limited to the embodiments, and various modifications are possible within the scope of the technical ideas described in the claims, the specification, and the drawings.
Claims (9)
1. A hybrid vehicle that travels using driving force of at least one of an engine and a motor, the hybrid vehicle comprising:
a battery capable of charge and discharge;
a generator capable of regenerating rotation of the engine;
a plurality of electrical components that operate using the power of the battery; and
a control unit that performs a stop control of regenerating the generator to thereby reduce a rotation speed of the engine when stopping the engine, and performs a control of prohibiting the stop control in a case where a remaining capacity of the battery shows a value near full charge,
when the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds a first predetermined value, the control unit executes first waste electric control for operating at least one unused electric component of the plurality of electric components,
the control unit executes a second waste electric control that drives the generator as a motor when a vehicle speed of the vehicle is a prescribed value or less and a remaining capacity of the battery exceeds a second prescribed value that is larger than the first prescribed value.
2. The hybrid vehicle according to claim 1, wherein the control unit regenerates the generator to stop rotation of the engine when there is a request for stopping the engine when a vehicle speed of the vehicle is equal to or less than a predetermined value and a remaining capacity of the battery is equal to or less than the first predetermined value.
3. The hybrid vehicle according to claim 1, wherein the control unit executes the second waste electric control that drives the generator as a motor if there is a stop request of the engine when a vehicle speed of the vehicle is a prescribed value or less and a remaining capacity of the battery exceeds the first prescribed value.
4. The hybrid vehicle according to claim 1, characterized in that the control unit executes the first exhaust gas control during a period from when the engine is started to when the vehicle speed is the prescribed value or less.
5. The hybrid vehicle according to claim 1, characterized in that the control unit executes the first exhaust gas control only during warming-up control of the vehicle and from when the engine is started until the vehicle speed is the prescribed value or less.
6. The hybrid vehicle of any of claims 1-5, wherein the plurality of electrical components are components that are not readily noticeable to a user of the vehicle even when operating.
7. A method of controlling exhaust power of a hybrid vehicle that runs using driving force of at least one of an engine and a motor, comprising: a battery capable of charge and discharge; a generator capable of regenerating rotation of the engine; a plurality of electrical components that operate using the power of the battery; and a control unit that performs stop control for regenerating the generator to thereby reduce the rotation speed of the engine when stopping the engine, and performs control for prohibiting the stop control in a case where the remaining capacity of the battery shows a value near full charge, the exhaust electric control method being characterized in that,
the vehicle speed of the hybrid vehicle is detected,
the remaining capacity of the battery is detected,
when the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds a first predetermined value, at least one unused electric component among the plurality of electric components is selected,
operating the at least one electrical component to perform the waste electrical power of the battery,
when the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds a second predetermined value that is greater than the first predetermined value, the generator is driven as a waste electric power of the motor.
8. The method according to claim 7, wherein when a vehicle speed of the vehicle is equal to or less than a predetermined value and a remaining capacity of the battery exceeds the first predetermined value, the generator is driven as a motor to perform the waste electric power of the battery if a stop request of the engine is made.
9. A storage medium storing a program for causing a control unit in a hybrid vehicle that runs using driving force of at least one of an engine and a motor to function as a waste electric control device, comprising: a battery capable of charge and discharge; a generator capable of regenerating rotation of the engine; and a plurality of electrical components operated using the power of the battery, the program characterized in that,
the following functions are realized by the control unit:
a function of detecting a vehicle speed of the hybrid vehicle;
a function of detecting a remaining capacity of the battery;
a function of selecting at least one unused electric component among the plurality of electric components when the vehicle speed is equal to or less than a predetermined value and a remaining capacity of the battery exceeds a first predetermined value; and
operating the at least one electrical component to perform a function of waste electricity of the battery,
and when the vehicle speed is equal to or less than a predetermined value and the remaining capacity of the battery exceeds a second predetermined value that is greater than the first predetermined value, performing a function of driving the generator as waste electric power of the motor.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-036559 | 2020-03-04 | ||
| JP2020036559A JP2021138242A (en) | 2020-03-04 | 2020-03-04 | Hybrid vehicle and method for controlling waste of electricity thereof |
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| CN113353054B true CN113353054B (en) | 2023-12-08 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103596798A (en) * | 2011-06-07 | 2014-02-19 | 丰田自动车株式会社 | Electric vehicle and method for controlling electric vehicle |
| CN105569855A (en) * | 2014-10-30 | 2016-05-11 | Ge延巴赫两合无限公司 | Method for operating a combustion engine |
| CN107303904A (en) * | 2016-04-20 | 2017-10-31 | 丰田自动车株式会社 | Motor vehicle driven by mixed power |
| CN109072790A (en) * | 2016-05-10 | 2018-12-21 | 株式会社电装 | Engine control system |
| CN110821702A (en) * | 2018-08-07 | 2020-02-21 | 丰田自动车株式会社 | Control device for internal combustion engine |
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2020
- 2020-03-04 JP JP2020036559A patent/JP2021138242A/en active Pending
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- 2021-02-25 CN CN202110212147.7A patent/CN113353054B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103596798A (en) * | 2011-06-07 | 2014-02-19 | 丰田自动车株式会社 | Electric vehicle and method for controlling electric vehicle |
| CN105569855A (en) * | 2014-10-30 | 2016-05-11 | Ge延巴赫两合无限公司 | Method for operating a combustion engine |
| CN107303904A (en) * | 2016-04-20 | 2017-10-31 | 丰田自动车株式会社 | Motor vehicle driven by mixed power |
| CN109072790A (en) * | 2016-05-10 | 2018-12-21 | 株式会社电装 | Engine control system |
| CN110821702A (en) * | 2018-08-07 | 2020-02-21 | 丰田自动车株式会社 | Control device for internal combustion engine |
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| JP2021138242A (en) | 2021-09-16 |
| CN113353054A (en) | 2021-09-07 |
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