JP2019098993A - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- JP2019098993A JP2019098993A JP2017233274A JP2017233274A JP2019098993A JP 2019098993 A JP2019098993 A JP 2019098993A JP 2017233274 A JP2017233274 A JP 2017233274A JP 2017233274 A JP2017233274 A JP 2017233274A JP 2019098993 A JP2019098993 A JP 2019098993A
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- charging
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- 238000002485 combustion reaction Methods 0.000 claims abstract description 72
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- 230000007246 mechanism Effects 0.000 description 23
- 238000004891 communication Methods 0.000 description 14
- 230000004048 modification Effects 0.000 description 10
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- 238000010586 diagram Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 239000000446 fuel Substances 0.000 description 5
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
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- 239000000567 combustion gas Substances 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
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Classifications
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Abstract
Description
≪車両の構成≫
図1は、第一実施形態に係る制御装置を搭載するハイブリッド車両1を概略的に示す図である。図1に示したように、車両1は、内燃機関10と、第1電動発電機12と、第2電動発電機14と、動力分割機構16と、を備える。加えて、車両1は、第1電動発電機12及び第2電動発電機14に電気的に接続されたパワーコントロールユニット(PCU)18と、PCU18に電気的に接続されたバッテリ20と、車両側コネクタ22とを備える。
次に、出力制御部42によって行われる内燃機関10の出力及び電動発電機12、14の出力の制御方法について説明する。出力制御部42は、第1モードと第2モードとの2つの運転モードにて内燃機関10及び電動発電機12、14を制御する。
次に、図3及び図4を参照して、本実施形態のSOCの制御について説明する。図3は、充電拠点までの距離及びSOCと運転モードとの関係を示す図である。なお、以下の説明では、説明を分かりやすくするために、上述した第1モードがEVモードであり、第2モードがHVモードである場合を例にとって説明する。
ところで、ドライバは、例えば車両1が自宅等の充電拠点に到着した場合であっても、車両1を外部電源70に接続しないことがある。このように、充電拠点において外部電源70への接続が行われない場合、目標SOCが低い値に設定されていると、車両1は、次回、SOCが低い値の状態でその充電拠点から走り出すことになる。このようにSOCが低い値の状態で車両1の走行が行われると、電動機の出力を制限することが必要になり、よって車両1の十分な動力性能を得ることができなくなってしまう。
ここで、本実施形態の車両1では、ECU40は、各充電拠点毎に目標SOCを設定する目標SOC設定部43を備える。そして、目標SOC設定部43は、各充電拠点毎に、車両1が充電拠点に到達したときにその充電拠点において外部電源70によるバッテリ20の充電が行われる可能性(以下、「充電可能性」という)を推定する。加えて、目標SOC設定部43は、推定された充電可能性が相対的に高い場合には、推定された充電可能性が相対的に低い場合に比べて、目標SOCを低く設定するようにしている。
図7は、各充電拠点における目標SOCを算出する目標SOC算出制御の制御ルーチンを示すフローチャートである。図示した制御ルーチンは一定時間間隔毎、或いは各充電拠点における外部充電頻度が更新される毎に実行される。
次に、図9を参照して、第一実施形態の変形例について説明する。上述した第一実施形態では、車両1が充電拠点に到着したときのSOCとは無関係に外部充電頻度を算出していた。しかしながら、例えば、車両1がバッテリ20の充電後、短距離の移動を行ってから充電拠点に戻るような場合には、車両1が充電拠点に到着したときのSOCは高い。このように充電拠点到着時におけるSOCが高いと、ユーザはその充電拠点においてバッテリ20の充電を行う必要性を感じない。したがって、このような場合には、充電拠点における充電が行われない可能性が高い。
次に、図10及び図11を参照して、第二実施形態に係るハイブリッド車両について説明する。第二実施形態に係るハイブリッド車両1の構成及び制御は、基本的に第一実施形態に係るハイブリッド車両1の構成及び制御と同様である。そこで、以下では、第一実施形態に係るハイブリッド車両と異なる部分を中心に説明する。
図10は、各充電拠点における目標SOCを算出する目標SOC算出制御の制御ルーチンを示すフローチャートである。図示した制御ルーチンは一定時間間隔毎、又は或いは各充電拠点における外部充電頻度が更新される毎に実行される。
Frr=Nrc/(Nrc+Nrn) …(1)
Frf=Nfc/(Nfc+Nfn) …(2)
Frb=(Nrc+Nfc)/(Nrc+Nrn+Nfc+Nfn) …(3)
Cr=Frr/Frb…(4)
Cf=Frf/Frb…(5)
次に、図12〜図14を参照して、第二実施形態の変形例について説明する。本変形例に係る車両1では、充電拠点における充電可能性が或る程度以上低い状況下では、目標SOCを一律に比較的大きな値に設定するようにしている。これにより、車両1が充電拠点から再出発する際に電動発電機12、14の出力制限が必要になる可能性をより確実に低減することができる。
次に、第三実施形態に係るハイブリッド車両について説明する。第三実施形態に係るハイブリッド車両1の構成及び制御は、基本的に第一実施形態及び第二実施形態に係るハイブリッド車両1の構成及び制御と同様である。そこで、以下では、第一実施形態及び第二実施形態に係るハイブリッド車両と異なる部分を中心に説明する。
次に、図16を参照して、第四実施形態に係るハイブリッド車両について説明する。第四実施形態に係るハイブリッド車両1の構成及び制御は、基本的に第一実施形態から第三実施形態に係るハイブリッド車両1の構成及び制御と同様である。そこで、以下では、第一実施形態から第三実施形態に係るハイブリッド車両と異なる部分を中心に説明する。
10 内燃機関
12 第1電動発電機
14 第2電動発電機
16 動力分割機構
18 パワーコントロールユニット(PCU)
20 バッテリ
22 車両側コネクタ
40 ECU
70 外部電源
72 外部コネクタ
Claims (6)
- 内燃機関と、電動機と、該電動機に接続されたバッテリとを備え、
内燃機関の出力によって発電された電力を前記バッテリに充電することができ、該バッテリから供給される電力によって前記電動機を駆動することができ、且つ外部電源によって前記バッテリへ充電することができるように構成されたハイブリッド車両を制御するハイブリッド車両の制御装置であって、
前記内燃機関の出力及び前記電動機の出力を制御する出力制御部と、
前記車両が所定の充電拠点に到達したときの前記バッテリの充電率の目標値である目標充電率を設定する目標充電率設定部と、を備え、
前記出力制御部は、前記車両が前記充電拠点外を走行している場合に、前記車両が前記充電拠点に到達するときの充電率が前記目標充電率となるように前記内燃機関及び前記電動機の出力を制御し、
前記目標充電率設定部は、前記車両が前記充電拠点に到達したときに該充電拠点において外部電源によるバッテリの充電が行われる可能性である充電可能性を推定すると共に、該推定された充電可能性が相対的に高い場合には、該推定された充電可能性が相対的に低い場合に比べて、前記目標充電率を低く設定するように構成される、ハイブリッド車両の制御装置。 - 前記充電可能性は前記車両が過去に前記充電拠点に停車していたときに前記外部電源によって前記バッテリへの充電が行われた履歴である充電履歴に基づいて推定される、請求項1に記載のハイブリッド車両の制御装置。
履歴=頻度、 - 前記充電履歴は前記車両が過去に前記充電拠点に停車していたときに前記外部電源によって前記バッテリへの充電が行われた頻度である外部充電頻度を含み、
前記目標充電率設定部は、前記外部充電頻度が高いほど前記目標充電率を低く設定するように構成される、請求項2に記載のハイブリッド車両の制御装置。 - 前記外部充電頻度は、前記車両が前記充電拠点に到着したときの充電率が予め定められた所定値以下であった場合に、前記充電拠点に停車していたときに前記外部電源によって前記バッテリへの充電が行われた頻度である、請求項3に記載のハイブリッド車両の制御装置。
- 前記充電履歴は、前記車両が過去に前記充電拠点に停車されたときの日中の時間帯、曜日、天候、ドライバ、乗車人数のうちの少なくとも一つが異なる複数の車両環境状態毎の外部充電頻度を含み、
前記目標充電率設定部は、現在の又は前記充電拠点に車両が到着すると予想される時の車両環境状態を取得すると共に、該取得された車両環境状態が、相対的に外部充電頻度が高い車両環境状態であるときには、相対的に外部充電頻度が低い車両環境状態であるときに比べて、前記目標充電率を低く設定するように構成される、請求項3又は4に記載のハイブリッド車両の制御装置。 - 前記充電可能性は、現在又は前記充電拠点に車両が到着すると予想される時の現在地又は前記充電拠点における天候に基づいて推定される、請求項1〜5のいずれか1項に記載のハイブリッド車両の制御装置。
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US10668916B2 (en) | 2020-06-02 |
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BR102018067307A2 (pt) | 2019-06-25 |
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JP6897528B2 (ja) | 2021-06-30 |
CN109878496A (zh) | 2019-06-14 |
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