JP2008179262A - Warming-up controller - Google Patents

Warming-up controller Download PDF

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JP2008179262A
JP2008179262A JP2007014409A JP2007014409A JP2008179262A JP 2008179262 A JP2008179262 A JP 2008179262A JP 2007014409 A JP2007014409 A JP 2007014409A JP 2007014409 A JP2007014409 A JP 2007014409A JP 2008179262 A JP2008179262 A JP 2008179262A
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warm
power generation
control
engine
battery
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Yuuki Fujita
勇樹 藤田
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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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

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  • Exhaust Gas After Treatment (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To quickly raise an exhaust temperature even when a battery reaches a full-charged condition. <P>SOLUTION: A load for an engine 2 is made high to carry out warming-up (step S3) by increasing electric power generation torque, when the exhaust temperature is lower than a lower limit value (determination in a step S1 is "No"), for the purpose of activating an exhaust emission control catalyst. The electric power generation torque is limited therein when an SOC reaches an upper limit (determination in a step S2 is "No"), because generated electric power is charged to the battery 9, a gear ratio is changed to an acceleration side (steps S5, S6), and the warming-up is executed thereby while preventing overcharge of the battery 9. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、暖機制御装置に関するものである。   The present invention relates to a warm-up control device.

排気浄化触媒を備えた車両では、この触媒を活性化させるために、排気温度の上昇を要求されることがあり、このような要求に対して、ハイブリッド車両では、発電負荷を上昇させることでエンジンの暖機を行い、排気温度の速やかな上昇を図るものがあった（特許文献１参照）。
特開２００５−６１２３４号公報 In a vehicle equipped with an exhaust purification catalyst, an increase in exhaust temperature may be required to activate the catalyst. In response to such a request, in a hybrid vehicle, an engine is generated by increasing a power generation load. Have been warmed up to increase the exhaust temperature quickly (see Patent Document 1).
JP 2005-61234 A

しかしながら、バッテリが満充電に達すると（飽和状態）、過充電を避けるために、発電を制限せざるを得ないので、暖機を行うことができない。
本発明の課題は、バッテリが満充電に達しても、排気温度の速やかな上昇を可能にすることである。 However, when the battery reaches full charge (saturated state), it is impossible to warm up because power generation must be limited to avoid overcharging.
An object of the present invention is to enable a rapid increase in exhaust temperature even when a battery reaches full charge.

上記課題を解決するために、本発明に係る暖機制御装置は、エンジンの動力で発電する発電機と、発電機の電力を充電可能なバッテリと、エンジンと車輪の間に介装された変速機とを備え、エンジンの排気温度を上昇させる必要があるときに、バッテリの充電量に応じて、発電機の発電負荷を増加させる発電制御、及び変速機の変速比を増速側に変更する変速制御の何れか一方又は双方を行うことを特徴とする。   In order to solve the above-described problems, a warm-up control device according to the present invention includes a generator that generates power using engine power, a battery that can charge the power of the generator, and a shift that is interposed between the engine and wheels. When the exhaust temperature of the engine needs to be raised, the power generation control for increasing the power generation load of the generator and the transmission gear ratio are changed to the speed increasing side according to the charge amount of the battery. One or both of the shift control are performed.

本発明によれば、発電負荷の増加だけではなく、変速比の変更によっても、エンジンに対する負荷を高めて暖機を行うことができる。したがって、バッテリの充電量に応じて、発電負荷の増加による暖機か、変速比の変更による暖機か、又は両方による暖機かを選択することで、バッテリが満充電に達しても、排気温度の速やかな上昇が可能になる。   According to the present invention, it is possible to warm up by increasing the load on the engine not only by increasing the power generation load but also by changing the gear ratio. Therefore, even if the battery reaches full charge by selecting warm-up due to an increase in power generation load, warm-up due to change in gear ratio, or both, depending on the battery charge amount, A rapid increase in temperature is possible.

以下、本発明の実施形態を図面に基づいて説明する。
図１は、ＨＥＶ（Hybrid Electric Vehicle）の概略構成であり、前輪１ＦＬ・１ＦＲをエンジン２で駆動し、後輪１ＲＬ・１ＲＲを電動モータ３で駆動可能なハイブリッド車両である。
エンジン２の出力は、無段変速式の自動変速機４を介して前輪１ＦＬ・１ＦＲに伝達され、電動モータ３の出力は、減速機５、クラッチ６を順に介して後輪１ＲＬ・１ＲＲに伝達される。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of a HEV (Hybrid Electric Vehicle), which is a hybrid vehicle in which front wheels 1FL and 1FR are driven by an engine 2 and rear wheels 1RL and 1RR are driven by an electric motor 3.
The output of the engine 2 is transmitted to the front wheels 1FL and 1FR via the continuously variable automatic transmission 4, and the output of the electric motor 3 is transmitted to the rear wheels 1RL and 1RR via the speed reducer 5 and the clutch 6 in this order. Is done.

エンジン２の出力は、ベルト７を介して発電機８にも伝達される。発電機８は、エンジンの動力で発電し、その電力は、電動モータ３に直接供給するか、バッテリ９に充電する。
電動モータ３は、力行及び回生が可能で、力行時には、発電機８の電力、又はバッテリ９の電力によって後輪１ＲＬ・１ＲＲを駆動し、回生時には、回転状態にある後輪１ＲＬ・１ＲＲの回転エネルギによってバッテリ９を充電する。これらはコントローラ１０によって制御され、通常、速やかな加速要求があるときや前輪のスリップ傾向を検知したとき力行運転となり、減速要求や制動操作があるときに回生運転となる。 The output of the engine 2 is also transmitted to the generator 8 via the belt 7. The generator 8 generates power using engine power, and the electric power is supplied directly to the electric motor 3 or charged to the battery 9.
The electric motor 3 is capable of power running and regeneration. During power running, the rear wheels 1RL and 1RR are driven by the power of the generator 8 or the battery 9, and during regeneration, the rear wheels 1RL and 1RR are rotated. The battery 9 is charged with energy. These are controlled by the controller 10, and are usually a power running operation when there is a quick acceleration request or when a slip tendency of the front wheels is detected, and a regenerative operation when there is a deceleration request or a braking operation.

発電機８は、界磁電流に応じて発電トルク（負荷トルク）を調整でき、通常、必要とされる発電電力に応じて、コントローラ１０によって制御される。
自動変速機４は、通常、運転者による変速操作や、車速及びアクセル開度に応じて、コントローラ１０によって制御される。
エンジン２の排気経路には、触媒コンバータ１１を設け、排気ガスを浄化する。
コントローラ１０には、バッテリ９の充電量（ＳＯＣ）と、エンジン冷却水の温度とを入力する。 The generator 8 can adjust the power generation torque (load torque) according to the field current, and is normally controlled by the controller 10 according to the required generated power.
The automatic transmission 4 is normally controlled by the controller 10 in accordance with a shift operation by the driver, the vehicle speed, and the accelerator opening.
A catalytic converter 11 is provided in the exhaust path of the engine 2 to purify the exhaust gas.
The controller 10 receives the charge amount (SOC) of the battery 9 and the engine coolant temperature.

次に、コントローラ１０で実行する暖機制御処理を、図２のフローチャートに従って説明する。
ステップＳ１では、冷却水の温度から排気温度を推定し、この排気温度が下限値（例えば３５０℃）よりも高いか否かを判定する。排気温度が下限値より高ければ、触媒の浄化能力は十分であると判断して、そのまま所定のメインプログラムに復帰する。一方、排気温度が下限値より低ければ、触媒の浄化能力が低く、排気温度を上昇させる必要があると判断してステップＳ２に移行する。 Next, the warm-up control process executed by the controller 10 will be described with reference to the flowchart of FIG.
In step S1, the exhaust temperature is estimated from the temperature of the cooling water, and it is determined whether or not the exhaust temperature is higher than a lower limit value (eg, 350 ° C.). If the exhaust gas temperature is higher than the lower limit value, it is determined that the catalyst purification capacity is sufficient, and the process returns to the predetermined main program as it is. On the other hand, if the exhaust gas temperature is lower than the lower limit value, it is determined that the catalyst purification capacity is low and it is necessary to raise the exhaust gas temperature, and the routine proceeds to step S2.

ステップＳ２では、バッテリ９のＳＯＣが上限値（例えば８０％）未満であるか否かを判定する。ＳＯＣが上限値より低ければ、満充電ではないと判断してステップＳ３に移行する。一方、ＳＯＣが上限値より高ければ、満充電に達していると判断してステップＳ５に移行する。
ステップＳ３では、発電機８の発電トルクを所定値Ｔｇまで増加させ、エンジン２に対する負荷を高める。ここでは、所定値Ｔｇまで増加させているが、一定量だけ増加させてもよいし、排気温度と下限値との差分に応じた量だけ増加させてもよい。 In step S2, it is determined whether or not the SOC of the battery 9 is less than an upper limit value (for example, 80%). If the SOC is lower than the upper limit value, it is determined that the battery is not fully charged, and the process proceeds to step S3. On the other hand, if the SOC is higher than the upper limit value, it is determined that the battery is fully charged, and the process proceeds to step S5.
In step S3, the power generation torque of the generator 8 is increased to a predetermined value Tg, and the load on the engine 2 is increased. Here, it is increased to a predetermined value Tg, but it may be increased by a certain amount, or may be increased by an amount corresponding to the difference between the exhaust temperature and the lower limit value.

続くステップＳ４では、エンジン２に対する負荷を増加させた分だけ、電動モータ３の駆動トルクを増加させてから所定のメインプログラムに復帰する。
一方、ステップＳ５では、発電機８の発電トルクをΔＴだけ減少させる。ここでは、演算周期毎にΔＴずつ減少させているが、一度に所定値まで減少させてもよいし、発電自体を停止してもよい。 In the subsequent step S4, the drive torque of the electric motor 3 is increased by the amount corresponding to the increase in the load on the engine 2, and then the process returns to the predetermined main program.
On the other hand, in step S5, the power generation torque of the generator 8 is decreased by ΔT. Here, ΔT is decreased every calculation cycle, but it may be decreased to a predetermined value at a time, or power generation itself may be stopped.

続くステップＳ６では、ΔＴに相当する分だけ、エンジン２に対する負荷が増加するように、自動変速機４の変速比を増速側に変更してから前記ステップＳ４に移行する。有段式の変速機であれば、少なくともΔＴ分はエンジン２に対する負荷が増加するようにシフトアップする。
以上より、ステップＳ１〜Ｓ３、Ｓ５、Ｓ６の処理が「暖機手段」に対応し、ステップＳ４の処理が「力行手段」に対応する。 In the subsequent step S6, the gear ratio of the automatic transmission 4 is changed to the speed increasing side so that the load on the engine 2 is increased by an amount corresponding to ΔT, and then the process proceeds to step S4. In the case of a stepped transmission, the gear is shifted up so that the load on the engine 2 increases at least by ΔT.
From the above, the processes of steps S1 to S3, S5, and S6 correspond to “warming-up means”, and the process of step S4 corresponds to “powering means”.

次に、作用効果について説明する。
エンジン始動直後は、触媒の温度が低く、これでは所望の浄化作用を得ることができないので、排気温度を速やかに上昇させて、触媒を温め、これを活性化させたい。
そのため、排気温度が下限値よりも低いときに（ステップＳ１の判定が“No”）、図３に示すように、発電トルクを増加させて、エンジン２に対する負荷を高めて暖機を行う（ステップＳ３）。このとき、発電電力はバッテリ９へと充電されるが、ＳＯＣが満充電に達してしまうと、過充電を避けるために、発電自体を停止せざるを得ないので、暖機を行うことができない。 Next, operational effects will be described.
Immediately after starting the engine, the temperature of the catalyst is low, so that the desired purification action cannot be obtained. Therefore, it is desired to quickly raise the exhaust temperature to warm the catalyst and activate it.
Therefore, when the exhaust gas temperature is lower than the lower limit (the determination in step S1 is “No”), as shown in FIG. 3, the power generation torque is increased to increase the load on the engine 2 and warm up (step S1). S3). At this time, the generated power is charged into the battery 9, but if the SOC reaches full charge, the power generation itself must be stopped in order to avoid overcharging, so that warm-up cannot be performed. .

それで、ＳＯＣが上限値に達したら（ステップＳ２の判定が“No”）、発電トルクを制限すると共に、変速比を増速側に変更する（ステップＳ５、Ｓ６）。これにより、バッテリ９の過充電を防ぎつつ、エンジン２に対する負荷を高めて暖機を行うことができる。したがって、排気温度の速やかな上昇が可能になる。
また、発電トルクの減少量ΔＴに相当する分だけ、エンジン２に対する負荷が増加するように、変速比を増速側に変更する。これにより、エンジン２に対する負荷を一定に維持し、過不足なくエンジン２に対する負荷を増加させて、最適な暖機を行うことができる。 Thus, when the SOC reaches the upper limit value (determination in Step S2 is “No”), the power generation torque is limited and the gear ratio is changed to the speed increasing side (Steps S5 and S6). Thereby, warming up can be performed by increasing the load on the engine 2 while preventing overcharging of the battery 9. Therefore, the exhaust temperature can be quickly increased.
Further, the gear ratio is changed to the speed increasing side so that the load on the engine 2 is increased by an amount corresponding to the reduction amount ΔT of the power generation torque. Thereby, the load with respect to the engine 2 can be maintained constant, the load with respect to the engine 2 can be increased without excess and deficiency, and optimal warm-up can be performed.

また、発電トルクの増加であれ、変速比の増速側への変更であれ、エンジン２に対する負荷を増加させた分だけ、駆動力が低下することになる。それで、エンジン２に対する負荷が増加した分だけ、電動モータ３のモータトルクを増加させる（ステップＳ４）。これにより、車両の総駆動力を一定に維持できるので、運転者に違和感を与えることがない。
こうして、排気温度が下限値まで上昇したら（ステップＳ１の判定が“Yes”）、上記のような発電制御や変速制御を解除し、暖機を終了する。すなわち、発電トルクも変速比も通常状態に戻され、発電負荷であれば必要とされる発電電力に応じて制御され、変速比であれば運転者の変速操作や車速及びアクセル開度に応じて制御される。これにより、無用な暖機を最小限に抑制することができる。 Further, whether the power generation torque is increased or the gear ratio is changed to the speed increasing side, the driving force is reduced by the amount of increase in the load on the engine 2. Therefore, the motor torque of the electric motor 3 is increased by the amount that the load on the engine 2 has increased (step S4). As a result, the total driving force of the vehicle can be maintained constant, so that the driver does not feel uncomfortable.
Thus, when the exhaust gas temperature rises to the lower limit (the determination in step S1 is “Yes”), the power generation control and the shift control as described above are canceled, and the warm-up is terminated. That is, both the power generation torque and the gear ratio are returned to the normal state, and if the load is a power generation load, it is controlled according to the required generated power. Be controlled. Thereby, unnecessary warm-up can be suppressed to the minimum.

なお、運転者のアクセル操作量が所定量を超えたときにも、上記のような発電制御や変速制御を解除し、暖機を終了する。この所定量とは、比較的大きなアクセル開度である。すなわち、運転者が大きな加速を要求しているときには、それ自体が高負荷となるため、上記のような暖機は必要ないからである。但し、アクセル操作量が所定量を下回った時点で、未だ排気温度が下限値より低ければ、再び暖機を行えばよい。   Even when the accelerator operation amount of the driver exceeds a predetermined amount, the power generation control and the shift control as described above are canceled and the warm-up is ended. This predetermined amount is a relatively large accelerator opening. That is, when the driver is demanding a large acceleration, the load itself is high, so the warm-up as described above is not necessary. However, if the exhaust gas temperature is still lower than the lower limit value when the accelerator operation amount falls below the predetermined amount, warm-up may be performed again.

また、暖機を開始してから所定時間（例えば１分）が経過したときにも、上記のような発電制御や変速制御を解除し、暖機を終了するようにしてもよい。
また、エンジン冷却水の温度から排気温度を推定しているが、触媒コンバータ１１の近傍に排気温度センサを設け、直接検出してもよい。
また、１台の電動モータ３で後輪１ＲＬ・１ＲＲを駆動する１モータ方式のパワートレインとしているが、２台の電動モータで夫々の車輪を駆動する２モータ方式や、モータそのものを駆動輪とするホイールインモータ方式であってもよい。 Also, when a predetermined time (for example, 1 minute) has elapsed since the start of warm-up, the power generation control and the shift control as described above may be canceled and the warm-up may be terminated.
Further, although the exhaust temperature is estimated from the temperature of the engine coolant, an exhaust temperature sensor may be provided in the vicinity of the catalytic converter 11 and detected directly.
Moreover, although it is set as the 1-motor system power train which drives rear-wheel 1RL * 1RR with the one electric motor 3, the two-motor system which drives each wheel with two electric motors, or the motor itself as a driving wheel. A wheel-in motor system may be used.

ＨＥＶの概略構成である。It is a schematic structure of HEV. 暖機制御処理を示すフローチャートである。It is a flowchart which shows a warm-up control process. タイムチャートである。It is a time chart.

符号の説明Explanation of symbols

２ エンジン
３ 電動モータ
４ 自動変速機
８ 発電機
９ バッテリ
１０ コントローラ
１１ 触媒コンバータ 2 Engine 3 Electric motor 4 Automatic transmission 8 Generator 9 Battery 10 Controller 11 Catalytic converter

Claims (6)

エンジンの動力で発電する発電機と、該発電機の電力を充電可能なバッテリと、前記エンジンと車輪の間に介装された変速機と、前記エンジンの排気温度を上昇させる必要があるときに、前記バッテリの充電量に応じて、前記発電機の発電負荷を増加させる発電制御及び前記変速機の変速比を増速側に変更する変速制御の何れか一方又は双方を行う暖機手段と、を備えることを特徴とする暖機制御装置。   When it is necessary to raise the exhaust temperature of the engine, a generator that generates electric power from the engine, a battery that can charge the electric power of the generator, a transmission that is interposed between the engine and the wheels, and the engine A warm-up means for performing either one or both of power generation control for increasing the power generation load of the generator and shift control for changing the transmission gear ratio to the speed-increasing side according to the amount of charge of the battery; A warm-up control device comprising: 前記暖機手段は、前記バッテリの充電量が所定量未満であれば、前記発電制御のみを行い、前記バッテリの充電量が前記所定量以上であれば、前記発電制御を制限すると共に、前記変速制御を行うことを特徴とする請求項１に記載の暖機制御装置。   The warm-up means performs only the power generation control if the charge amount of the battery is less than a predetermined amount, and restricts the power generation control if the charge amount of the battery is equal to or greater than the predetermined amount, and The warm-up control apparatus according to claim 1, wherein control is performed. 前記暖機手段は、前記発電機の発電負荷を減少させることで前記発電制御を制限すると共に、当該発電負荷の減少量に応じて、前記変速機の変速比を増速側に変更することで前記変速制御を行うことを特徴とする請求項２に記載の暖機制御装置。   The warm-up means limits the power generation control by reducing the power generation load of the generator, and changes the transmission gear ratio to the speed increasing side according to the amount of decrease in the power generation load. The warm-up control apparatus according to claim 2, wherein the shift control is performed. 前記バッテリの電力で車輪を駆動可能な電動機と、前記暖機手段が行う前記発電制御及び前記変速制御によって、前記エンジンに対する負荷が増加する分だけ、前記電動機の駆動力を増加させる力行手段と、を備えることを特徴とする請求項１〜３の何れか一項に記載の暖機制御装置。   An electric motor capable of driving the wheels with electric power of the battery, and a power running means for increasing the driving force of the electric motor by the amount of increase in the load on the engine by the power generation control and the shift control performed by the warm-up means; The warm-up control device according to any one of claims 1 to 3, further comprising: 前記暖機手段は、前記エンジンの排気温度が所定温度まで上昇したら、前記発電制御及び前記変速制御を解除することを特徴とする請求項１〜４の何れか一項に記載の暖機制御装置。   The warm-up control device according to any one of claims 1 to 4, wherein the warm-up unit cancels the power generation control and the shift control when the exhaust temperature of the engine rises to a predetermined temperature. . 前記暖機手段は、運転者のアクセル操作量が所定量を超えたら、前記発電制御及び前記変速制御を解除することを特徴とする請求項１〜５の何れか一項に記載の暖機制御装置。   The warm-up control according to any one of claims 1 to 5, wherein the warm-up unit cancels the power generation control and the shift control when a driver's accelerator operation amount exceeds a predetermined amount. apparatus.
JP2007014409A 2007-01-25 2007-01-25 Warming-up controller Pending JP2008179262A (en)

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Cited By (4)

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JP2010208394A (en) * 2009-03-09 2010-09-24 Nissan Motor Co Ltd Hybrid vehicle
JP2017019465A (en) * 2015-07-14 2017-01-26 マツダ株式会社 Control device of vehicle
JP2017094985A (en) * 2015-11-26 2017-06-01 いすゞ自動車株式会社 Hybrid vehicle and method for controlling the same
CN107614853A (en) * 2015-06-01 2018-01-19 帝伯爱尔株式会社 The automobile using accumulating system and its control method of vehicle with waste gas purification apparatus

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010208394A (en) * 2009-03-09 2010-09-24 Nissan Motor Co Ltd Hybrid vehicle
CN107614853A (en) * 2015-06-01 2018-01-19 帝伯爱尔株式会社 The automobile using accumulating system and its control method of vehicle with waste gas purification apparatus
CN107614853B (en) * 2015-06-01 2020-12-29 帝伯爱尔株式会社 Automotive power storage system for vehicle having exhaust gas purification device and control method thereof
JP2017019465A (en) * 2015-07-14 2017-01-26 マツダ株式会社 Control device of vehicle
JP2017094985A (en) * 2015-11-26 2017-06-01 いすゞ自動車株式会社 Hybrid vehicle and method for controlling the same
WO2017090639A1 (en) * 2015-11-26 2017-06-01 いすゞ自動車株式会社 Hybrid electric vehicle and method of controlling same

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