CN113442903B - 车辆的控制装置以及控制方法 - Google Patents
车辆的控制装置以及控制方法 Download PDFInfo
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- CN113442903B CN113442903B CN202110307686.9A CN202110307686A CN113442903B CN 113442903 B CN113442903 B CN 113442903B CN 202110307686 A CN202110307686 A CN 202110307686A CN 113442903 B CN113442903 B CN 113442903B
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Classifications
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- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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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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- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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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
- B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/24—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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Abstract
本公开涉及一种车辆的控制装置以及控制方法。车辆的控制装置被配置为:在电池的充电率为阈值以下的情况下,执行将使用内燃机的驱动力通过电动发电机进行发电而产生的电力充电至电池的充电控制。控制装置还被配置为进行:获取电池的温度;在作为从内燃机的起动时起至内燃机的预热完成为止的期间的预热期间将所述阈值设定为第一阈值;在所述预热期间结束时将所述阈值设定为比所述第一阈值高的第二阈值;以及在所述电池的温度为第一温度的情况下,与所述电池的温度为比所述第一温度高的第二温度的情况相比,将所述第二阈值设定得更高。
Description
技术领域
本公开涉及一种车辆的控制装置以及控制方法。
背景技术
日本特开2007-230476号公报所记载的车辆具备内燃机和电动发电机来作为车辆的驱动源。车辆具备蓄存使用内燃机的驱动力通过电动发电机进行发电而产生的电力的电池。
在从内燃机的起动时起至预热完成为止的期间,该内燃机的温度较低,因此从内燃机排出的颗粒物的量较多。特别是,当能从电池供给至电动发电机的电量少时,车辆行驶所需的车辆请求输出中的、内燃机的输出的比例增加,因此从该内燃机排出的颗粒物的量进一步变多。
发明内容
在本公开的一个方案中,提供一种车辆的控制装置。所述车辆具备:内燃机;电动发电机;以及电池,被配置为蓄存使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力。所述控制装置具备充电控制部,所述充电控制部被配置为:在所述电池的充电率为阈值以下的情况下,执行将使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力充电至所述电池的充电控制。所述控制装置还具备:获取部,被配置为获取所述电池的温度;以及设定部,被配置为在作为从所述内燃机的起动时起至所述内燃机的预热完成为止的期间的预热期间将所述阈值设定为第一阈值,并且在所述预热期间结束时将所述阈值设定为比所述第一阈值高的第二阈值。所述设定部被配置为:在由所述获取部获取的所述电池的温度为第一温度的情况下,与所述电池的温度为比所述第一温度高的第二温度的情况相比,将所述第二阈值设定得更高。
在本公开的另一个方案中,提供一种车辆的控制方法。所述车辆具备:内燃机;电动发电机;以及电池,被配置为蓄存使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力。所述控制方法包括:在所述电池的充电率为阈值以下的情况下,执行将使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力充电至所述电池的充电控制;获取所述电池的温度;在作为从所述内燃机的起动时起至所述内燃机的预热完成为止的期间的预热期间将所述阈值设定为第一阈值;在所述预热期间结束时将所述阈值设定为比所述第一阈值高的第二阈值;以及在所述电池的温度为第一温度的情况下,与所述电池的温度为比所述第一温度高的第二温度的情况相比,将所述第二阈值设定得更高。
在执行充电控制的情况下,与不执行充电控制的情况相比,车辆行驶所需的车辆请求输出中的、内燃机的输出的比例增加,因此从该内燃机排出的颗粒物的量变多。对于这点,根据上述构成,第一阈值比第二阈值低,因此,与内燃机的预热期间结束的情况相比,在内燃机的预热期间不易执行充电控制。
再者,在电池的温度低的情况下,与电池的温度高的情况相比,能从电池供给至电动发电机的电力量变少。因此,在电池的温度低的情况下,与电池的温度高的情况相比,电池的充电率被计算得更低。并且,在内燃机的预热期间电池的充电率为第一阈值以下的情况下,执行充电控制。对于这点,根据上述构成,在电池的温度低的情况下,与电池的温度高的情况相比,使第二阈值升高,因此,在之后的内燃机的预热期间,电池的充电率不易成为第一阈值以下。由此,会抑制车辆行驶所需的车辆请求输出中的、内燃机的输出的比例随着在内燃机的预热期间执行充电控制而增加。其结果是,能抑制在内燃机的预热期间从内燃机排出的颗粒物的量变多。
附图说明
图1是车辆的概略构成图。
图2是表示充电率下限值的通常时设定控制的流程图。
图3是表示充电率下限值的预热时设定控制的流程图。
图4是表示一个实施方式的作用的时间图。
图5是表示比较例的作用的时间图。
具体实施方式
以下,根据图1~图5对本公开的一个实施方式进行说明。首先,对车辆100的概略构成进行说明。
如图1所示,车辆100具备火花点火式的内燃机10。车辆100具备作为兼具电动机和发电机这双方的功能的两台电动发电机的第一电动发电机71和第二电动发电机72。因此,车辆100是具备内燃机10和电动发电机71、72这两种驱动源的所谓的混合动力车辆。
内燃机10具备:多个气缸11、曲轴12、进气通路21、节气门22、多个燃料喷射阀23、多个点火装置24、排气通路26、三效催化剂27以及过滤器28。
在气缸11中,燃料与进气的混合气燃烧。内燃机10具备四个气缸11。进气通路21连接于气缸11。进气通路21中的下游侧的部分分支为四个部分,分支出的四个部分分别连接于对应的气缸11。进气通路21从内燃机10的外部向各气缸11导入进气。
节气门22配置于进气通路21中的、比分支出的部分靠上游侧的部分。节气门22对在进气通路21中流通的进气的量进行调整。
燃料喷射阀23分别配置于进气通路21中的、分支出的四个部分。内燃机10与四个气缸对应地具备四个燃料喷射阀23。燃料喷射阀23将从未图示的燃料箱供给的燃料喷射至进气通路21。按每个气缸11配置有点火装置24。即,内燃机10具备四个点火装置24。点火装置24通过火花放电对燃料与进气的混合气进行点火。
排气通路26连接于气缸11。排气通路26中的上游侧的部分分支为四个部分,分支出的四个部分分别连接于对应的气缸11。排气通路26从各气缸11向内燃机10的外部排出排气。
三效催化剂27配置于排气通路26中的、比分支出的部分靠下游侧的部分。三效催化剂27对在排气通路26中流通的排气进行净化。过滤器28配置于在排气通路26中比三效催化剂27靠下游侧的部分。过滤器28对在排气通路26中流通的排气所包含的颗粒物进行捕集。
曲轴12与配置于各气缸11的未图示的活塞连结。曲轴12通过气缸11内的混合气的燃烧来进行旋转。
车辆100具备电池75、第一变换器76以及第二变换器77。在第一电动发电机71和第二电动发电机72作为发电机发挥功能的情况下,电池75蓄存第一电动发电机71和第二电动发电机72进行发电而产生的电力。在第一电动发电机71和第二电动发电机72作为电动机发挥功能的情况下,电池75对第一电动发电机71和第二电动发电机72供给电力。
第一变换器76对第一电动发电机71与电池75之间的电力的授受量进行调整。第二变换器77对第二电动发电机72与电池75之间的电力的授受量进行调整。
车辆100具备第一行星齿轮机构40、齿圈轴45、第二行星齿轮机构50、自动变速器61、减速机构62、差动机构63以及多个驱动轮64。
第一行星齿轮机构40具备太阳轮41、齿圈42、多个小齿轮43以及轮架44。太阳轮41是外齿轮。太阳轮41连接于第一电动发电机71。齿圈42是内齿轮,与太阳轮41配置于同轴上。在太阳轮41与齿圈42之间配置有多个小齿轮43。各小齿轮43与太阳轮41和齿圈42这双方啮合。轮架44在小齿轮43自转和公转自如的状态下支承小齿轮43。轮架44连接于曲轴12。
齿圈轴45连接于齿圈42。自动变速器61连接于齿圈轴45。自动变速器61经由减速机构62和差动机构63连接于驱动轮64。自动变速器61是具备多个行星齿轮机构的有级式自动变速器。自动变速器61通过变更变速挡来切换变速比。
第二行星齿轮机构50具备太阳轮51、齿圈52、多个小齿轮53、轮架54以及壳体55。太阳轮51是外齿轮。太阳轮51连接于第二电动发电机72。齿圈52是内齿轮,与太阳轮51配置于同轴上。齿圈52连接于齿圈轴45。在太阳轮51与齿圈52之间配置有多个小齿轮53。各小齿轮53与太阳轮51和齿圈52这双方啮合。轮架54在小齿轮53自转自如的状态下支承小齿轮53。轮架54固定于壳体55。因此,小齿轮53成为不能公转的状态。
车辆100具备:空气流量计81、水温传感器82、进气温度传感器83、曲轴转角传感器84、加速器位置传感器85、车速传感器86、电流传感器87、电压传感器88以及温度传感器89。
空气流量计81检测作为每单位时间在进气通路21中流通的进气的量的吸入空气量GA。水温传感器82检测作为在内燃机10的各部分中流通的冷却水的温度的冷却水温度THW。进气温度传感器83检测作为在进气通路21中流通的进气的温度的进气温度THA。曲轴转角传感器84检测作为曲轴12的旋转角的曲轴转角SC。加速器位置传感器85检测作为驾驶员所操作的加速踏板的操作量的加速器操作量ACP。车速传感器86检测作为车辆100的速度的车速SP。电流传感器87检测作为输入至电池75/从电池75输出的电流的电流IB。电压传感器88检测作为电池75的端子间电压的电压VB。温度传感器89检测作为电池75的温度的电池温度TB。
车辆100具备控制装置200。表示吸入空气量GA的信号从空气流量计81输入至控制装置200。表示冷却水温度THW的信号从水温传感器82输入至控制装置200。表示进气温度THA的信号从进气温度传感器83输入至控制装置200。表示曲轴转角SC的信号从曲轴转角传感器84输入至控制装置200。表示加速器操作量ACP的信号从加速器位置传感器85输入至控制装置200。表示车速SP的信号从车速传感器86输入至控制装置200。表示电流IB的信号从电流传感器87输入至控制装置200。表示电压VB的信号从电压传感器88输入至控制装置200。表示电池温度TB的信号从温度传感器89输入至控制装置200。
控制装置200基于曲轴转角SC来计算作为曲轴12的每单位时间的转数的发动机转速NE。控制装置200基于发动机转速NE和吸入空气量GA来计算发动机负荷率KL。在此,发动机负荷率KL表示:当前的气缸流入空气量相对于在当前的发动机转速NE下在将节气门22设为全开的状态下使内燃机10稳定运转时的气缸流入空气量的比率。需要说明的是,气缸流入空气量是指在进气冲程中流入各气缸11的进气的量。
控制装置200基于进气的填充效率、发动机转速NE等内燃机10的运转状态来计算作为三效催化剂27的温度的催化剂温度TSC。控制装置200基于进气的填充效率、发动机转速NE等内燃机10的运转状态来计算作为过滤器28的温度的过滤器温度TF。控制装置200基于发动机转速NE、发动机负荷率KL以及过滤器温度TF来计算作为过滤器28中的颗粒物的堆积量的PM(Particulate Matter:颗粒物)堆积量PS。
当PM堆积量PS达到预先确定的再生规定值而产生再生请求时,控制装置200执行如下再生控制:提高过滤器28的温度,在过滤器28中使颗粒物燃烧从而使该过滤器28的颗粒物减少。通过执行再生控制,会抑制产生由颗粒物引起的过滤器28的堵塞。
控制装置200具备控制部210、获取部220以及设定部230。控制部210根据车辆100的状态来控制内燃机10、第一电动发电机71以及第二电动发电机72。需要说明的是,在后文对控制部210所执行的具体控制进行叙述。
获取部220获取电流IB、电压VB以及电池温度TB。获取部220基于电流IB、电压VB以及电池温度TB来计算电池75的充电率SOC(State of Charge:荷电状态)。与从电池75输出的电流IB相比,输入至电池75的电流IB越大,由获取部220计算出的充电率SOC越高。电压VB越高,由获取部220计算出的充电率SOC越高。电池温度TB越低,由获取部220计算出的充电率SOC越低。
充电率SOC由以下的式1表示。
式1:充电率SOC[%]=电池的剩余容量[Ah]/电池的满充电容量[Ah]×100[%]
控制部210执行电池75的充电控制,使得电池75的充电率SOC成为充电率上限值SOCH与充电率下限值SOCL之间的范围的值。在后文对充电控制进行叙述。充电率上限值SOCH例如为60%。此外,充电率下限值SOCL由设定部230根据内燃机10的运转状态来设定。需要说明的是,获取部220在一定期间存储获取到的电池温度TB。
设定部230选择性地设定第一下限值A和第二下限值B来作为充电率下限值SOCL。第一下限值A是在作为从内燃机10的起动时起至该内燃机10的预热完成为止的期间的预热期间设定的充电率下限值SOCL。第一下限值A的初始值例如为30%。此外,内燃机10的预热期间的具体例是从在气缸11中混合气的燃烧开始起至催化剂温度TSC上升为在三效催化剂27对排气进行净化所需的规定的温度为止的期间。第二下限值B是在内燃机10的预热期间结束时设定的充电率下限值SOCL。第二下限值B的初始值被确定为比第一下限值A的初始值高的值,例如为40%。第一下限值A相当于第一阈值。此外,第二下限值B相当于第二阈值。
在本实施方式中,设定部230在除了从内燃机10的起动时起至该内燃机10的驱动结束为止的期间以外的期间,将充电率下限值SOCL设定为与第一下限值A的初始值相同的值。
接着,对控制部210所进行的车辆100的控制进行说明。
控制部210基于加速器操作量ACP和车速SP来计算作为车辆100行驶所需的输出的请求值的车辆请求输出。控制部210根据车辆请求输出、充电率SOC等来决定内燃机10、第一电动发电机71以及第二电动发电机72的转矩分配。控制部210基于内燃机10、第一电动发电机71以及第二电动发电机72的转矩分配来控制内燃机10的输出以及第一电动发电机71和第二电动发电机72的动力运行/再生。
在车辆100行驶的情况下,控制部210选择EV模式和HV模式中的任一方来作为车辆100的行驶模式。EV模式是指通过第一电动发电机71的驱动力和/或第二电动发电机72的驱动力来使车辆100行驶而不驱动内燃机10的模式。此外,HV模式是指除了第一电动发电机71和/或第二电动发电机72的驱动力之外还通过内燃机10的驱动力来使车辆100行驶的模式。
在充电率SOC比充电率下限值SOCL高的情况下,即在电池75的剩余容量具有充足的余量的情况下,控制部210在车辆100的起步时和轻负荷行驶时选择EV模式。
另一方面,在充电率SOC为充电率下限值SOCL以下的情况下,控制部210选择HV模式。在该情况下,控制部210驱动内燃机10并通过内燃机10的驱动力来驱动第一电动发电机71,由此进行发电。并且,控制部210执行将通过第一电动发电机71进行发电而产生的电力充电至电池75的充电控制。此外,控制部210通过内燃机10的驱动力的一部分和第二电动发电机72的驱动力来使车辆100行驶。
此外,即使在充电率SOC比充电率下限值SOCL高的情况下,控制部210在以下的情况下也选择HV模式。例如,在车速SP超过EV模式的上限速度时、车辆100的高负荷行驶被请求时、车辆100的紧急加速被请求时、需要内燃机10的起动时等,控制部210选择HV模式。需要说明的是,在起动内燃机10时,控制部210通过第一电动发电机71的驱动力来使曲轴12旋转,由此起动内燃机10。
在车辆100的减速被请求的情况下,控制部210使内燃机10停止。并且,控制部210使第二电动发电机72作为发电机发挥功能,并将通过第二电动发电机72进行发电而产生的电力充电至电池75。
在车辆100停止的情况下,控制部210根据充电率SOC的大小来切换车辆100的停车时的控制。具体而言,在充电率SOC比充电率下限值SOCL高的情况下,控制部210不驱动内燃机10、第一电动发电机71以及第二电动发电机72。另一方面,在充电率SOC为充电率下限值SOCL以下的情况下,控制部210驱动内燃机10,并使用内燃机10的驱动力来驱动第一电动发电机71,由此进行发电。并且,控制部210执行将通过第一电动发电机71进行发电而产生的电力充电至电池75的充电控制。
在内燃机10的预热被请求的情况下,控制部210选择HV模式。并且,控制部210持续选择HV模式直至内燃机10的预热完成为止,通过持续驱动内燃机10来完成内燃机10的预热。
控制装置200可以配置为包括按照计算机程序(软件)执行各种处理的一个以上处理器的电路(circuitry)。需要说明的是,控制装置200也可以配置为包括执行各种处理中的至少一部分处理的面向特定用途的集成电路(ASIC)等一个以上专用硬件电路的电路,也可以配置为包括上述的一个以上处理器与一个以上专用硬件电路的组合的电路。处理器包括CPU以及RAM和ROM等存储器。存储器储存有被配置为使CPU执行处理的程序代码或指令。存储器即计算机可读介质包括能通过通用计算机或专用计算机访问的所有介质。
接着,参照图2,对控制装置200所执行的充电率下限值SOCL的通常时设定控制进行说明。在从内燃机10的起动时起至该内燃机10的驱动结束为止的期间中的、不处于内燃机10的预热期间的情况下,控制装置200反复执行通常时设定控制。
如图2所示,当开始通常时设定控制时,控制装置200推进步骤S11的处理。在步骤S11中,设定部230获取由获取部220在当前的行程内获取到的电池温度TB中的、最低的电池温度TB。行程是指从按下起动开关来使控制装置200开始动作起至按下起动开关来使控制装置200结束动作为止的期间。之后,设定部230将处理推进至步骤S12。
在步骤S12中,设定部230判定PM堆积量PS是否为预先确定的判定值以上。判定值被设定为比产生过滤器28的再生请求的再生规定值小一定值的值。在PM堆积量PS为判定值以上的情况下,与PM堆积量PS小于判定值的情况相比,过滤器28的PM堆积量PS变多,可以说是产生由颗粒物引起的过滤器28的堵塞的可能性高的状况。在步骤S12中,设定部230在判定为PM堆积量PS为预先确定的判定值以上的情况下(S12:是),将处理推进至步骤S13。另一方面,在步骤S12中,设定部230在判定为PM堆积量PS小于预先确定的判定值的情况下(S12:否),将处理推进至步骤S16。
在步骤S16中,设定部230设定第二下限值B的初始值(一定值)来作为充电率下限值SOCL。之后,设定部230结束本次的通常时设定控制。
如上所述,在步骤S12中,设定部230在判定为PM堆积量PS为预先确定的判定值以上的情况下(S12:是),将处理推进至步骤S13。
在步骤S13中,设定部230基于在步骤S11中获取到的最低的电池温度TB来校正第二下限值B。例如在步骤S13的处理的时间点的电池温度TB比在步骤S11中获取到的最低的电池温度TB高的情况下,之后电池温度TB可能会逐渐降低并降低至在步骤S11中获取到的最低的电池温度TB。并且,当电池温度TB变低时,在该时间点计算出的电池75的充电率SOC变低。因此,预见到之后电池75的充电率SOC会降低,使充电率下限值SOCL升高来提高当前的电池75的充电率SOC是有效的。在设定部230存储有将电池温度TB与第二下限值B建立了对应的设定映射图。需要说明的是,设定映射图可以通过预先进行实验等来获得。设定部230参照设定映射图,并基于在步骤S11中获取到的最低的电池温度TB来计算校正后的第二下限值B。由设定部230计算出的校正后的第二下限值B比第二下限值B的初始值高。即,校正后的第二下限值B是从第二下限值B的初始值校正为比第二下限值B的初始值高的值。此外,在步骤S11中获取到的最低的电池温度TB越低,由设定部230计算出的校正后的第二下限值B越高。之后,设定部230将处理推进至步骤S14。
在步骤S14中,设定部230设定校正后的第二下限值B来作为充电率下限值SOCL。即,在步骤S14中设定的充电率下限值SOCL比在步骤S16中设定的充电率下限值SOCL高。之后,设定部230结束本次通常时设定控制。
接着,参照图3,对控制装置200所执行的充电率下限值SOCL的预热时设定控制进行说明。在处于内燃机10的预热期间的情况下,控制装置200反复执行预热时设定控制。
如图3所示,当开始预热时设定控制时,控制装置200推进步骤S21的处理。在步骤S21中,设定部230获取由获取部220获取到的电池温度TB中的、步骤S21的处理时间点的最新的电池温度TB。之后,设定部230将处理推进至步骤S22。
在步骤S22中,设定部230判定在步骤S21中获取到的电池温度TB是否为预先确定的基准温度以下。在步骤S21中获取到的电池温度TB越低,在该时间点计算出的电池75的充电率SOC越降低。并且,当电池75的充电率SOC降低时,电池75的充电率SOC成为充电率下限值SOCL以下从而执行充电控制的可能性高。因此,基准温度被预先确定为用于判定是否处于当前的电池温度TB降低从而容易执行充电控制的状况的值,例如为“0”℃。在步骤S22中,设定部230在判定为电池温度TB为预先确定的基准温度以下的情况下(S22:是),将处理推进至步骤S23。另一方面,在步骤S22中,设定部230在判定为电池温度TB比预先确定的基准温度高的情况下(S22:否),将处理推进至步骤S26。
在步骤S26中,设定部230设定第一下限值A的初始值(一定值)来作为充电率下限值SOCL。之后,设定部230结束本次的预热时设定控制。
如上所述,在步骤S22中,设定部230在判定为电池温度TB为预先确定的基准温度以下的情况下(S22:是),将处理推进至步骤S23。
在步骤S23中,设定部230基于在步骤S21中获取到的电池温度TB来校正第一下限值A。由设定部230计算出的校正后的第一下限值A比第一下限值A的初始值低。此外,电池温度TB越低,由设定部230计算出的校正后的第一下限值A越低。
在步骤S24中,设定部230设定校正后的第一下限值A来作为充电率下限值SOCL。即,在步骤S24中设定的充电率下限值SOCL比在步骤S26中设定的充电率下限值SOCL低。之后,设定部230结束本次的预热时设定控制。
接着,参照图5,对用于与本件实施方式比较的比较例进行说明。在图5的比较例中,设为充电率下限值SOCL被设定为恒定的值,例如被设定为30%。需要说明的是,在图5中,从时刻t61起至时刻t64为止的期间表示在特定的一个行程内的车辆100的动作,从时刻t71起至时刻t74为止的期间表示在其下一个行程内的车辆100的动作。
当在时刻t61选择EV模式时,如项目(c)所示,从电池75向第二电动发电机72供给电力从而第二电动发电机72作为电动机发挥功能。在从时刻t61起至时刻t64为止的期间,从电池75向第二电动发电机72持续供给电力,由此,如项目(g)所示,电池75的充电率SOC逐渐降低。
当在时刻t61之后选择HV模式时,通过第一电动发电机71来使曲轴12旋转,由此,如项目(a)所示,在时刻t62,内燃机10起动。于是,在时刻t62以后,如项目(d)所示,为了使三效催化剂27的温度上升,即为了使内燃机10的预热完成,内燃机10持续驱动。
在从时刻t61起至时刻t64为止的期间,从电池75向第二电动发电机72供给电力,因此,如项目(f)所示,时刻t64的电池温度TB变得较高。并且,在从时刻t64起至时刻t71为止的期间,输入至电池75/从电池75输出的电力为零,因此,如项目(f)所示,在时刻t64以后,电池温度TB逐渐降低,时刻t71的电池温度TB比时刻t64的电池温度TB低。当电池温度TB这样降低时,能从电池75供给至第一电动发电机和第二电动发电机71、72的电力变少。并且,电池温度TB越低,计算出的充电率SOC越低。即,时刻t71的充电率SOC比时刻t64的充电率SOC低。并且,时刻t71的充电率SOC与充电率下限值SOCL之差与时刻t64的充电率SOC与充电率下限值SOCL之差相比变小。其结果是,如果充电率下限值SOCL的值是恒定的,则在时刻t71比在时刻t64更容易执行充电控制。
并且,当在时刻t71选择EV模式时,如项目(c)所示,从电池75向第二电动发电机72供给电力从而第二电动发电机72作为电动机发挥功能。于是,在从时刻t71起至时刻t72为止的期间,从电池75向第二电动发电机72持续供给电力,由此,如项目(g)所示,电池75的充电率SOC逐渐降低。
当在时刻t71之后选择HV模式时,通过第一电动发电机71来使曲轴12旋转,由此,如项目(a)所示,在时刻t72,内燃机10起动。在紧接着时刻t72之后,气缸11的温度低从而燃料不易气化。因此,在从时刻t72起至时刻t73为止的期间即在内燃机10的预热期间从气缸11每单位时间排出的颗粒物的量与从时刻t73起至时刻t74为止的期间即内燃机10的预热期间结束后的期间相比容易变多。需要说明的是,在从时刻t72起至时刻t73为止的期间,该气缸11的温度由于气缸11中的混合气的燃烧而逐渐上升,因此从气缸11每单位时间排出的颗粒物的量逐渐减少。
而且,如项目(g)所示,当在时刻t72充电率SOC降低至充电率下限值SOCL时,如项目(b)所示,执行将使用内燃机10的驱动力通过第一电动发电机71进行发电而产生的电力充电至电池75的充电控制。此时,车辆请求输出中的、内燃机10的输出比例增加,并且第二电动发电机72的输出比例降低。于是,如项目(a)所示,执行充电控制的情况下的内燃机10的输出与不执行充电控制的情况相比变大,供给至气缸11内的燃料的量变多。并且,如项目(e)所示,在从时刻t72起至时刻t73为止的预热期间,从气缸11每单位时间排出的颗粒物的量变得特别多。在该情况下,过滤器28的PM堆积量PS由于从气缸11排出的颗粒物而容易变多。其结果是,在预热期间,恐怕会产生由颗粒物引起的过滤器28的堵塞。
接着,参照图4,对本实施方式的作用进行说明。需要说明的是,在图4中,从时刻t11起至时刻t14为止的期间表示在特定的一个行程内的车辆100的动作,从时刻t21起至时刻t24为止的期间表示在其下一个行程内的车辆100的动作。此外,在图4所示的例子中,设为PM堆积量PS成为预先确定的判定值以上。
当在时刻t11选择EV模式时,如项目(c)所示,从电池75向第二电动发电机72供给电力从而第二电动发电机72作为电动机发挥功能。在从时刻t11起至时刻t13为止的期间,从电池75向第二电动发电机72持续供给电力,由此,如项目(g)所示,电池75的充电率SOC逐渐降低。
当在时刻t11之后选择HV模式时,通过第一电动发电机71来使曲轴12旋转,由此,如项目(a)所示,在时刻t12,内燃机10起动。于是,在时刻t12以后,如项目(d)所示,为了使三效催化剂27的温度上升,即为了使预热完成,内燃机10持续驱动。
如项目(g)所示,在内燃机10的预热期间结束后,在时刻t13,设定比第一下限值A高的第二下限值B来作为充电率下限值SOCL。于是,如项目(b)所示,在从时刻t13起至时刻t14为止的期间,即在内燃机10的预热期间结束的期间,充电率SOC成为第二下限值B以下,由此执行充电控制。如此,在内燃机10的预热期间结束的期间,与充电率下限值SOCL持续被设定为恒定的值、例如持续被设定为第一下限值A的初始值的情况相比,充电率SOC随着充电率下限值SOCL升高而提高。
之后,当在从时刻t14起至时刻t21为止的期间电池温度TB降低时,如项目(g)所示,时刻t21的充电率SOC比时刻t14的充电率SOC低。并且,在从时刻t21起至时刻t22为止的期间,从电池75向第二电动发电机72持续供给电力,由此电池75的充电率SOC降低。即,时刻t22的充电率SOC比时刻t21的充电率SOC更低。不过,在从时刻t22起至时刻t23为止的预热期间,设定比在预热期间结束时设定的第二下限值B小的第一下限值A来作为充电率下限值SOCL。因此,如项目(g)所示,在时刻t22,充电率SOC与充电率下限值SOCL之差与设定第二下限值B来作为充电率下限值SOCL的情况相比更大。由此,在从时刻t22起至时刻t23为止的预热期间,充电率SOC不易成为充电率下限值SOCL,不易执行充电控制。
再者,电池温度TB越低,能从电池75供给的电力越少。因此,电池温度TB越低,计算出的充电率SOC越低。即,时刻t21的电池温度TB越低,在时刻t21计算出的充电率SOC越低。假设在从时刻t13起至时刻t14为止的期间始终设定第二下限值B的初始值来作为充电率下限值SOCL的情况下,在时刻t21计算出的充电率SOC会由于时刻t21的电池温度TB而过度变低。在该情况下,即使在从时刻t13起至时刻t14为止的期间充电率SOC变得比第二下限值B大,在从时刻t22起至时刻t23为止的预热期间,有时充电率SOC也会成为充电率下限值SOCL以下从而执行充电控制。
在此,预测为:在从时刻t11起至时刻t14为止的期间由获取部220获取到的电池温度TB越低,时刻t21的电池温度TB越低。因此,在本实施方式中,预见到在从时刻t11起至时刻t14为止的期间由获取部220获取到的电池温度TB越低则时刻t21的电池温度TB越低,第二下限值B被校正为高的值。即,被设定为从时刻t13起至时刻t14为止的期间的充电率下限值SOCL的第二下限值B升高。因此,即使在时刻t21充电率SOC随着电池温度TB变低而变低,与始终设定第二下限值B的初始值(固定值)来作为充电率下限值SOCL的情况相比,在时刻t21计算出的充电率SOC也更高。于是,从时刻t22起至时刻t23为止的预热期间的充电率SOC也会变高,因此会抑制在该预热期间执行充电控制。由此,会抑制在预热期间车辆100行驶所需的车辆请求输出中的、内燃机10的输出的比例增加。
对本实施方式的效果进行说明。
(1)通过抑制在内燃机10的预热期间执行充电控制,如图4的项目(e)所示,能抑制在内燃机10的预热期间从内燃机10的气缸11每单位时间排出的颗粒物的量变多。
(2)预测为:如果车辆100行驶的地域、时间段相同,则在从时刻t11起至时刻t14为止的本次的行程内获取的电池温度TB与在从时刻t22起至时刻t23为止的下一次的预热期间的电池温度TB之间不会产生大的偏离。因此,如图4的项目(f)所示,从时刻t11起至时刻t14为止的当前的行程内的电池温度TB的最低温度比从时刻t22起至时刻t23为止的下一次的预热期间的电池温度TB低的可能性高。因此,在本实施方式中,基于作为被预测为比下一次的预热期间的电池温度TB低的温度的当前的行程内的电池温度TB的最低温度来校正第二下限值B。由此,假定了能从电池75供给的电量变得更少的状况而能提高电池75的充电率SOC。
(3)根据内燃机10被起动的时刻等,从时刻t22起至时刻t23为止的预热期间的电池温度TB有时会比从时刻t11起至时刻t14为止的行程内的电池温度TB低。在该情况下,即使随着基于从时刻t11起至时刻t14为止的行程内的电池温度TB而使从时刻t13起至时刻t14为止的预热期间的第二下限值B升高来提高电池75的充电率SOC,也可能有时会在从时刻t22起至时刻t23为止的预热期间执行充电控制。
对于这点,在本实施方式中,在从时刻t22起至时刻t23为止的预热期间,在当前的电池温度TB为基准温度以下的情况下,设定比第一下限值A的初始值低的校正后的第一下限值A来作为充电率下限值SOCL。即,根据从时刻t22起至时刻t23为止的预热期间的电池温度TB来降低充电率下限值SOCL。由此,能抑制在从时刻t22起至时刻t23为止的预热期间电池75的充电率SOC成为充电率下限值SOCL以下从而执行充电控制。
(4)在通常时设定控制中,也可以是,无论PM堆积量PS是否为预先确定的判定值以上,即无论是否处于产生由颗粒物引起的过滤器28的堵塞的可能性高的状况,都设定比第二下限值B的初始值高的校正后的第二下限值B来作为充电率下限值SOCL。但是,在设定校正后的第二下限值B来作为充电率下限值SOCL的情况下,与设定第二下限值B的初始值来作为充电率下限值SOCL的情况相比,更容易频繁地执行充电控制。
在此,即使随着在内燃机10的预热期间执行充电控制而从内燃机10的气缸11每单位时间排出的颗粒物的量变多,如果是PM堆积量PS少的情况,则其影响也较小。因此,在本实施方式中,在PM堆积量PS小于预先确定的判定值的情况下,即在产生由颗粒物引起的过滤器28的堵塞的可能性低的状况下,设定比校正后的第二下限值B低的第二下限值B的初始值来作为充电率下限值SOCL。由此,能抑制在产生由颗粒物引起的过滤器28的堵塞的可能性低的状况下频繁地执行充电控制。
本实施方式可以如以下这样变更来实施。本实施方式和以下的变更例可以在技术上不矛盾的范围内相互组合来实施。
·在上述实施方式中,通常时设定控制可以变更。例如,步骤S13中的第二下限值B的校正处理可以变更。作为具体例,设定部230判定电池温度TB是否为预先确定的判定温度以下。并且,设定部230可以在电池温度TB为预先确定的判定温度以下的情况下,计算通过对第二下限值B的初始值加上预先确定的一定值而得到的值来作为校正后的第二下限值B。
·此外,例如,也可以省略步骤S12的处理。在该情况下,设定部230与PM堆积量PS无关地基于电池温度TB来校正第二下限值B即可。需要说明的是,在该构成中,可以省略步骤S16的处理。
·步骤S11的处理中的电池温度TB的获取处理可以变更。如上所述,通过从电池75供给电力或者将电力充电至电池75,电池温度TB具有逐渐上升的倾向。因此,由获取部220在一个行程内获取的多个电池温度TB中的、最初获取的电池温度TB成为最低的温度的可能性高。因此,在步骤S11中,设定部230也可以获取在一个行程内获取的多个电池温度TB中的、最初获取的电池温度TB。需要说明的是,在该构成中,获取部220仅存储在一个行程内获取的多个电池温度TB中的、最初获取的电池温度TB即可。
·在上述实施方式中,预热时设定控制可以变更。例如,步骤S23中的第一下限值A的校正处理可以变更。作为具体例,设定部230可以计算通过从第一下限值A的初始值减去预先确定的一定值而得到的值来作为校正后的第一下限值A。
·此外,例如,步骤S22中的基准温度可以适当变更。
·而且,例如,也可以省略步骤S22的处理。在该情况下,设定部230基于电池温度TB来校正第一下限值A即可。并且,设定部230始终设定校正后的第一下限值A来作为充电率下限值SOCL即可。需要说明的是,在该构成中,可以省略步骤S26的处理。
·在上述实施方式中,预热时设定控制也可以省略。即使在该情况下,如果通过通常时设定控制预先提高充电率SOC,则也能抑制在下一次的内燃机10的预热期间执行充电控制。
·在上述实施方式中,车辆无需具备两台电动发电机,具备至少一台电动发电机即可。并且,该车辆成为至少一台电动发电机能使用内燃机的驱动力来发出电力的构成即可。
Claims (4)
1.一种车辆的控制装置,其中,
所述车辆具备:内燃机;电动发电机;以及电池,被配置为蓄存使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力,
所述控制装置具备:
充电控制部,被配置为在所述电池的充电率为阈值以下的情况下,执行将使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力充电至所述电池的充电控制;
获取部,被配置为获取所述电池的温度;以及
设定部,被配置为在作为从所述内燃机的起动时起至所述内燃机的预热完成为止的期间的预热期间将所述阈值设定为第一阈值,并且在所述预热期间结束时将所述阈值设定为比所述第一阈值高的第二阈值,
所述设定部被配置为:在由所述获取部获取的所述电池的温度为第一温度的情况下,与所述电池的温度为比所述第一温度高的第二温度的情况相比,将所述第二阈值设定得更高,基于由所述获取部在当前的行程内获取到的所述电池的温度中的、最低的所述电池的温度来设定所述第二阈值。
2.根据权利要求1所述的车辆的控制装置,其中,
所述设定部被配置为:在所述电池的温度为第三温度的情况下,与所述电池的温度为比所述第三温度高的第四温度的情况相比,将所述第一阈值设定得更低。
3.根据权利要求1或2所述的车辆的控制装置,其中,
所述车辆具备过滤器,所述过滤器被配置为对所述内燃机的排气所包含的颗粒物进行捕集,
所述设定部被配置为:
在作为堆积于所述过滤器的颗粒物的量的颗粒物堆积量为判定值以上的情况下,基于由所述获取部获取的所述电池的温度来设定所述第二阈值,
另一方面,在所述颗粒物堆积量小于所述判定值的情况下,将所述第二阈值设定为初始值,
所述初始值比在所述颗粒物堆积量为所述判定值以上的情况下设定的第二阈值低。
4.一种车辆的控制方法,其中,
所述车辆具备:内燃机;电动发电机;以及电池,被配置为蓄存使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力,
所述控制方法包括:
在所述电池的充电率为阈值以下的情况下,执行将使用所述内燃机的驱动力通过所述电动发电机进行发电而产生的电力充电至所述电池的充电控制;
获取所述电池的温度;
在作为从所述内燃机的起动时起至所述内燃机的预热完成为止的期间的预热期间将所述阈值设定为第一阈值;
在所述预热期间结束时将所述阈值设定为比所述第一阈值高的第二阈值;以及
在所述电池的温度为第一温度的情况下,与所述电池的温度为比所述第一温度高的第二温度的情况相比,将所述第二阈值设定得更高,
基于在当前的行程内获取到的所述电池的温度中的、最低的所述电池的温度来设定所述第二阈值。
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