JP3209127B2 - Power generation control device for hybrid electric vehicle - Google Patents
Power generation control device for hybrid electric vehicleInfo
- Publication number
- JP3209127B2 JP3209127B2 JP00059497A JP59497A JP3209127B2 JP 3209127 B2 JP3209127 B2 JP 3209127B2 JP 00059497 A JP00059497 A JP 00059497A JP 59497 A JP59497 A JP 59497A JP 3209127 B2 JP3209127 B2 JP 3209127B2
- Authority
- JP
- Japan
- Prior art keywords
- battery
- power generation
- power
- generator
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000010248 power generation Methods 0.000 title claims description 55
- 230000007423 decrease Effects 0.000 description 9
- 230000003247 decreasing effect Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 230000010354 integration Effects 0.000 description 2
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000003792 electrolyte Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
-
- 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using 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
- Y02T10/62—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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Eletrric Generators (AREA)
- Tests Of Electric Status Of Batteries (AREA)
- Hybrid Electric Vehicles (AREA)
- Secondary Cells (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Description
【0001】[0001]
【発明の属する技術分野】本発明はハイブリッド型電気
自動車の発電制御装置に関し、特に、停車時における発
電制御の技術に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power generation control apparatus for a hybrid electric vehicle, and more particularly to a power generation control technique when the vehicle stops.
【0002】[0002]
【従来の技術】近年、低公害や省エネルギーの観点から
電気自動車についての技術開発が進んでおり、中でも、
車両駆動用モータの電力供給源として、また、バッテリ
の充電器としてエンジン駆動の発電機を備える、いわゆ
るハイブリッド型電気自動車が注目されている。そし
て、かかるハイブリッド型電気自動車には、駆動用モー
タ出力よりも少ない出力の発電機が用いられることが多
い。2. Description of the Related Art In recent years, technical development of electric vehicles has been advanced from the viewpoint of low pollution and energy saving.
A so-called hybrid electric vehicle including an engine-driven generator as a power supply source of a vehicle drive motor and a battery charger has attracted attention. In such a hybrid electric vehicle, a generator having an output smaller than the output of the driving motor is often used.
【0003】このため、停車時やコーストダウン時等の
ように車両駆動用のモータ負荷が軽いときに発電を行う
などの、バッテリの蓄電状態(SOC)値の低下を防ぐ
種々の工夫がなされている。特に、停車時にはエンジン
騒音が気にならない範囲(数kw程度)で発電機を駆動
してバッテリを充電し、SOC値を回復させるという制
御が採用されている。すなわち、停車中にはエンジン騒
音の観点から許容される最大出力で発電を行い、SOC
値が予め設定する値に達するまでその充電を続けてい
る。For this reason, various measures have been taken to prevent a decrease in the state of charge (SOC) of the battery, such as generating electricity when the motor load for driving the vehicle is light, such as when the vehicle is stopped or coasting down. I have. In particular, a control is employed in which the generator is driven to charge the battery and recover the SOC value within a range (about several kw) where the engine noise is not a concern when the vehicle is stopped. That is, while the vehicle is stopped, power is generated at the maximum output allowable from the viewpoint of engine noise, and the SOC
The charging is continued until the value reaches a preset value.
【0004】一方、車両に搭載されるバッテリでは、電
解液から発生するガスの量が充電の終期に急増する、い
わゆるガッシングが生じる。そして、このガッシングを
回避するため、バッテリの端子間電圧が予め定めるガス
発生電圧を超えた場合にガッシングが発生すると推定
し、発電を5秒間停止させ、その後発電を再開させると
いう制御が採用されている。On the other hand, in a battery mounted on a vehicle, so-called gassing occurs, in which the amount of gas generated from the electrolyte rapidly increases at the end of charging. In order to avoid this gassing, a control is adopted in which it is estimated that gassing will occur when the voltage between the terminals of the battery exceeds a predetermined gas generation voltage, power generation is stopped for 5 seconds, and then power generation is restarted. I have.
【0005】[0005]
【発明が解決しようとする課題】しかし、冬場の朝など
のバッテリ温度の低いときや、バッテリが劣化したとき
には、バッテリの内部抵抗が増大してバッテリの端子間
電圧が上昇しやすい。したがって、停車中に発電を行っ
ている際にバッテリの端子間電圧がガス発生電圧を超え
た場合、発電を5秒間停止させて、その後発電を再開さ
せても、その5秒間の間に殆どバッテリの電力消費がな
されていないため、また直ぐにバッテリの端子間電圧が
予め定めるガス発生電圧を超えてしまう。このため、い
わゆるハンチング現象が生じ、発電機の駆動用エンジン
の燃費が低下するのみならず、搭乗者に不快感を与える
という問題が生じる。However, when the battery temperature is low, such as in the morning of winter, or when the battery has deteriorated, the internal resistance of the battery increases and the voltage across the terminals of the battery tends to increase. Therefore, when the voltage between the terminals of the battery exceeds the gas generation voltage during power generation while the vehicle is stopped, even if power generation is stopped for 5 seconds and then power generation is restarted, almost Since the power consumption is not performed, the voltage between the terminals of the battery immediately exceeds the predetermined gas generation voltage. For this reason, a so-called hunting phenomenon occurs, and not only does the fuel efficiency of the driving engine of the generator decrease, but also a problem arises that the passenger is uncomfortable.
【0006】本発明は上記課題にかんがみてなされたも
のであって、車両停車中の発電機の駆動用エンジンのハ
ンチング現象を回避することのできるハイブリッド型電
気自動車の発電制御装置を提供することを課題とする。SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a power generation control device for a hybrid electric vehicle which can avoid a hunting phenomenon of a driving engine of a generator while the vehicle is stopped. Make it an issue.
【0007】[0007]
【課題を解決するための手段】上記課題を解決するため
に、本発明は、エンジンにより駆動される発電機と、該
発電機による発電電力を受け入れるとともに車両駆動用
モータに電力を供給するバッテリと、を備えるハイブリ
ッド型電気自動車の発電制御装置であって、前記バッテ
リのガッシングの発生の有無を判断するガッシング判断
手段と、停車時に該ガッシングが発生した旨が判断され
る場合に、前記発電機による前記バッテリへの電力供給
を制限する電力供給制限手段と、該電力供給制限手段に
よる電力供給の制限後、前記バッテリの蓄電状態が所定
量以上低下したことを判断する蓄電状態低下判断手段
と、該低下が判断される場合に、前記電力供給制限手段
による電力供給の制限を解除する電力供給制限解除手段
と、を備えることを特徴とする。SUMMARY OF THE INVENTION In order to solve the above problems, the present invention provides a generator driven by an engine, a battery for receiving power generated by the generator and supplying power to a vehicle drive motor. A power generation control device for a hybrid electric vehicle, comprising: a gassing determination unit configured to determine whether gassing of the battery has occurred; and a generator configured to determine that the gassing has occurred when the vehicle is stopped. Power supply limiting means for limiting power supply to the battery; and
After restriction of the power supply, the state of charge of the battery is given by
Wherein a power storage state reduction determining means for determining that it has decreased more than the amount, if under low is determined, in that it comprises a power supply limit canceling means for canceling the limitation of the power supply by the power supply limiting means And
【0008】本発明によれば、まず、前記ガッシング判
断手段は、バッテリの端子間電圧、バッテリのSOC
値、またはガスセンサからの信号などに基づいてバッテ
リのガッシングの発生の有無を判断する。そして、ガッ
シングが生じたと判断されれば、前記電力供給制限手段
は、発電機を駆動するエンジンの回転数を低下させ、又
はエンジンを低下させるなどして、前記発電機による前
記バッテリへの電力供給を制限する。その後、前記蓄電
状態低下判断手段が、バッテリへ供給される電流の積算
によって、或いはモータの消費電力量等に基づいて、直
接又は間接的に前記バッテリの蓄電状態が所定量以上低
下したことを判断する。そして、前記バッテリの蓄電状
態の低下が判断される場合に、前記電力供給制限解除手
段は、前記バッテリの電力供給の制限を解除する。According to the present invention, first, the gassing judging means includes the voltage between the terminals of the battery, the SOC of the battery.
The presence or absence of battery gassing is determined based on the value or a signal from the gas sensor. Then, if it is determined that gassing has occurred, the power supply limiting unit reduces the number of revolutions of the engine that drives the generator, or reduces the engine to supply power to the battery by the generator. Restrict. Thereafter, the storage state reduction determining unit directly or indirectly lowers the storage state of the battery by a predetermined amount or more based on the integration of the current supplied to the battery or based on the power consumption of the motor or the like. Determine what you have done. Then, when the low under charge state of the battery is determined, the power supply restriction releasing means releases the restriction of the power supply of the battery.
【0009】こうすれば、特に制限のない前記バッテリ
への電力供給が前記バッテリが満充電の状態で再開され
ることがない。この結果、本発明によれば、車両停車中
の発電機の駆動用エンジンのハンチング現象を回避する
ことができ、発電機の駆動用エンジンの燃費を向上させ
ることができる。また、エンジン音によって搭乗者へ不
快感を与えることを回避することができる。With this configuration, power supply to the battery, which is not particularly limited, is not restarted when the battery is fully charged. As a result, according to the present invention, it is possible to avoid the hunting phenomenon of the engine for driving the generator while the vehicle is stopped, and to improve the fuel efficiency of the engine for driving the generator. In addition, it is possible to prevent the passenger from feeling uncomfortable due to the engine sound.
【0010】尚、本発明の望ましい態様の一つとして、
前記蓄電状態低下判断手段を、車両の走行状態の履歴に
基づいて蓄電状態の低下を判断するよう構成してもよ
い。こうすれば、電流積算などに比して少ない誤差で簡
易にバッテリの蓄電状態の低下を判断することができ
る。[0010] Incidentally, as one of the desirable embodiments of the present invention,
The storage state reduction determining means may be configured to determine a reduction in the storage state based on a history of the running state of the vehicle. With this configuration, it is possible to easily determine a decrease in the state of charge of the battery with a small error compared to current integration or the like.
【0011】[0011]
【発明の実施の形態】以下、本発明の実施の形態につい
て図面に基づき詳細に説明する。Embodiments of the present invention will be described below in detail with reference to the drawings.
【0012】図1には、ハイブリッド型電気自動車のシ
ステム構成が示されている。エンジン10により発電機
12が駆動され、発電された電力によって、インバータ
14を介してモータ16が駆動される。また、発電機1
2により発電される電力がモータ16で消費される電力
より少ない場合、バッテリ18に蓄えられた電力がさら
に加えられてモータ16が駆動される。モータ16の回
転は減速機20を介して車輪22に伝達され、車両が駆
動される。また、車両の制動には、機械式のブレーキに
よる制動の他に、モータ16を発電機として作用するよ
うにインバータ14を制御し、発電された電力をバッテ
リ18に充電する、いわゆる回生制動が用いられる。FIG. 1 shows a system configuration of a hybrid electric vehicle. The generator 10 is driven by the engine 10, and the generated power drives the motor 16 via the inverter 14. Also, the generator 1
When the electric power generated by the motor 2 is smaller than the electric power consumed by the motor 16, the electric power stored in the battery 18 is further added to drive the motor 16. The rotation of the motor 16 is transmitted to the wheels 22 via the speed reducer 20, and the vehicle is driven. In addition to braking by a mechanical brake, so-called regenerative braking that controls the inverter 14 so that the motor 16 acts as a generator and charges the battery 18 with the generated power is used for braking the vehicle. Can be
【0013】こうした各部の動作制御は、図に示す各電
子制御装置(ECU)により行われる。EV−ECU2
4は、図示しないアクセルペダルやブレーキペダルの操
作量およびモータ16の回転数などに基づきインバータ
14を制御して、モータ16を所望の回転数および所望
のトルクで運転させる。発電機ECU26は、基本的に
はモータ16の消費する電力に見合った電力を発生する
ように発電機12とエンジン10の制御を行うが、バッ
テリECU30から入力されるSOC値に基づいて、バ
ッテリ18の蓄電状態が低下していると判断した場合に
は、その低下分を補充すべくバッテリ18への電力供給
を行う。そして、このとき、バッテリECU30から入
力されるバッテリ18の端子間電圧VBが予め設定する
ガス発生電圧VBmax を超える場合には、バッテリ18
への電力供給を制限する制御を行う。尚、エンジン10
は、燃費を良好に保ち、また、エミッションをできるだ
け低いレベルに抑えるために、通常はスロットルバルブ
28が全開の状態(WOT)で運転される。このため、
発電機ECU26は、原則として、発電機12に供給す
る界磁電流のみを制御することにより発電量の制御を行
っている。そして、効率上スロットル操作が必要な場合
にのみ、スロットルバルブ28の開度を操作することと
している。The operation control of each section is performed by each electronic control unit (ECU) shown in the figure. EV-ECU2
Reference numeral 4 controls the inverter 14 based on the operation amount of an accelerator pedal or a brake pedal (not shown) and the rotation speed of the motor 16 to operate the motor 16 at a desired rotation speed and a desired torque. The generator ECU 26 basically controls the generator 12 and the engine 10 so as to generate electric power corresponding to the electric power consumed by the motor 16, and based on the SOC value input from the battery ECU 30, If it is determined that the power storage state of the battery 18 has decreased, the power supply to the battery 18 is performed to supplement the decrease. At this time, when the terminal voltage VB of the battery 18 input from the battery ECU 30 exceeds the gas generation voltage VBmax set in advance, the battery 18
Control to limit power supply to the The engine 10
The throttle valve 28 is normally operated with the throttle valve 28 fully open (WOT) in order to maintain good fuel economy and to keep emissions at the lowest possible level. For this reason,
The generator ECU 26 controls the amount of power generation by controlling only the field current supplied to the generator 12 in principle. Then, only when the throttle operation is necessary for efficiency, the opening degree of the throttle valve 28 is operated.
【0014】以下、かかる構成を有するハイブリッド型
電気自動車における発電機ECU26の発電制御処理に
ついて、図2乃至図3のフロー図に基づいて、さらに詳
しく説明する。Hereinafter, the power generation control process of the generator ECU 26 in the hybrid electric vehicle having such a configuration will be described in more detail with reference to the flowcharts of FIGS.
【0015】これらの図に示す処理の実行に当たって
は、発電機ECU26に設けられる図示しないメモリ
に、発電機12による発電を禁止すべき旨を表す発電禁
止フラグfpginh と、発電機12に最小出力で発電すべ
き旨を指示する最小発電指示フラグfpgmin と、発電機
12が後述する制御によってバッテリ18に電力供給を
停止した時点での該バッテリ18のSOC値を記憶する
変数SOCSTOPの記憶領域が確保される。In executing the processing shown in these figures, a power generation prohibition flag fpginh indicating that power generation by the generator 12 is to be prohibited is stored in a memory (not shown) provided in the A storage area for a minimum power generation instruction flag fpgmin for instructing power generation and a variable SOCSTOP for storing the SOC value of the battery 18 at the time when the power supply to the battery 18 is stopped by the control described later is secured. You.
【0016】まず、発電機ECU26は、EV−ECU
24から入力される車速が一定の速度に達しているか否
かを判断し、これにより、車両が停車中であるかを判断
する(S1)。そして、車両が停車中であれば、バッテ
リECU30から入力されるバッテリ18のSOC値が
発電が許可される上限のSOC値未満であるか否かを判
断し(S2)、上限値以上であれば、バッテリ18が充
電不要であるとして0kw発電を行うようエンジン10
乃至発電機12を制御する(S3)。一方、車両が停車
中でなければ(S1)、図3に基づいて後に説明するよ
うに、発電制限の解除へ向けた処理を行う。また、バッ
テリ18のSOC値が発電が許可される上限値未満であ
れば(S2)、次に発電禁止フラグfpginh の値が1で
あるか否かを判断する(S4)。そして、発電禁止フラ
グfpginh の値が1であり、発電機12による発電を禁
止すべき旨が指示されていれば、0kw発電を行うよう
エンジン10乃至発電機12を制御する(S5)。ま
た、発電禁止フラグfpginhの値が0であり、発電機1
2による発電が禁止されていなければ、次に、最小発電
指示フラグfpgmin の値が1であるか否かを判断する
(S6)。First, the generator ECU 26 is an EV-ECU.
It is determined whether or not the vehicle speed input from 24 has reached a certain speed, thereby determining whether or not the vehicle is stopped (S1). If the vehicle is stopped, it is determined whether or not the SOC value of battery 18 input from battery ECU 30 is less than the upper limit SOC value at which power generation is permitted (S2). The engine 10 is configured to perform 0 kW power generation on the assumption that the battery 18 does not need to be charged.
Then, the generator 12 is controlled (S3). On the other hand, if the vehicle is not stopped (S1), a process for canceling the power generation restriction is performed as described later with reference to FIG. If the SOC value of the battery 18 is less than the upper limit value at which power generation is permitted (S2), it is determined whether the value of the power generation prohibition flag fpginh is 1 (S4). If the value of the power generation prohibition flag fpginh is 1 and it is instructed that power generation by the generator 12 should be prohibited, the engine 10 to the generator 12 are controlled to generate 0 kW power (S5). Also, the value of the power generation prohibition flag fpginh is 0, and the generator 1
If the power generation by No. 2 is not prohibited, it is next determined whether or not the value of the minimum power generation instruction flag fpgmin is 1 (S6).
【0017】最小発電指示フラグfpgmin の値が1であ
れば、エンジン10及び発電機12が行うことのできる
最小出力(ここでは3kwとする)での発電を行うよう
エンジン10乃至発電機12を制御する(S7)。この
際、バッテリ18の端子間電圧VBがガス発生電圧VB
max を超えた旨の信号が前記バッテリECU30から入
力されれば(S8)、その後の発電を一旦停止すべく、
発電禁止フラグfpginh の値として1を記憶するととも
に(S9)、バッテリECU30から入力されるその時
点でのバッテリ18のSOC値を変数SOCSTOPの
値として記憶する(S10)。一方、バッテリ18の端
子間電圧VBがガス発生電圧VBmax を超えていない場
合は(S8)、そのまま最小発電を維持する。If the value of the minimum power generation instruction flag fpgmin is 1, the engine 10 to the generator 12 are controlled so as to generate power at the minimum output (here, 3 kW) that the engine 10 and the generator 12 can perform. (S7). At this time, the voltage VB between the terminals of the battery 18 becomes the gas generation voltage VB.
If a signal indicating that the power generation has exceeded the maximum is input from the battery ECU 30 (S8), in order to temporarily stop the subsequent power generation,
1 is stored as the value of the power generation prohibition flag fpginh (S9), and the current SOC value of the battery 18 input from the battery ECU 30 is stored as the value of the variable SOCSTOP (S10). On the other hand, if the terminal voltage VB of the battery 18 does not exceed the gas generation voltage VBmax (S8), the minimum power generation is maintained.
【0018】また、最小発電指示フラグfpgmin の値が
0であれば(S6)、エンジン騒音の観点から停車時に
許される最大出力(ここでは7kwとする)での発電を
行うようエンジン10乃至発電機12を制御する(S1
1)。この際、バッテリ18の端子間電圧VBがガス発
生電圧VBmax を超えた旨の信号が前記バッテリECU
30から入力されれば(S12)、その後の発電を最小
出力に制限すべく、最小発電指示フラグfpgmin の値と
して1を記憶する(S13)。On the other hand, if the value of the minimum power generation instruction flag fpgmin is 0 (S6), the engine 10 through the generator 10 generate electric power at the maximum output (here, 7 kW) permitted when the vehicle is stopped from the viewpoint of engine noise. 12 (S1
1). At this time, a signal indicating that the inter-terminal voltage VB of the battery 18 has exceeded the gas generation voltage VBmax is output from the battery ECU.
If it is input from S30 (S12), 1 is stored as the value of the minimum power generation instruction flag fpgmin in order to limit the subsequent power generation to the minimum output (S13).
【0019】次に、車両走行開始後(図2のS1参照)
における発電機ECU26の発電制御について、図3
(a)に示すフロー図に基づいて説明する。同図に示す
ように、発電機ECU26は、まず、バッテリECU3
0から入力されるSOC値が既にメモリに記憶している
変数SOCSTOPの値から一定値を減算したものより
も小さいか否かを判断する(S101,図2のS10参
照)。そして、小さければ、一定量のバッテリ18の電
力消費があったものと判断して、最小発電指示フラグf
pgmin 、発電禁止フラグfpginh 、及び変数SOCST
OPの値を0にリセットし(S102)、走行時に通常
行われる発電に復帰する(S103)。また、SOC値
が変数SOCSTOPの値から一定値を減算したものよ
りも大きい場合には、走行時になされる通常の発電より
も出力を抑えた発電を行うようエンジン10乃至発電機
12を制御する(S104)。以上の処理によれば、バ
ッテリECU30から入力されるSOC値に基づいてバ
ッテリ18の蓄電状態の低下を判断し、その結果に基づ
いて発電機12によるバッテリ18への電力供給の制限
を解除することができる。Next, after the vehicle starts running (see S1 in FIG. 2).
The power generation control of the generator ECU 26 in FIG.
Description will be made based on the flowchart shown in FIG. As shown in the figure, the generator ECU 26 firstly operates the battery ECU 3.
It is determined whether the SOC value input from 0 is smaller than a value obtained by subtracting a constant value from the value of the variable SOCSTOP already stored in the memory (S101, see S10 in FIG. 2). If it is smaller, it is determined that a certain amount of power of the battery 18 has been consumed, and the minimum power generation instruction flag f
pgmin, power generation prohibition flag fpginh, and variable SOCST
The value of OP is reset to 0 (S102), and returns to the power generation normally performed during traveling (S103). When the SOC value is larger than a value obtained by subtracting a constant value from the value of the variable SOCSTOP, the engine 10 to the generator 12 are controlled so as to generate power with a lower output than normal power generation performed during traveling ( S104). According to the above-described processing, it is determined that the power storage state of battery 18 has decreased based on the SOC value input from battery ECU 30, and the restriction on power supply to battery 18 by generator 12 is released based on the result. Can be.
【0020】以上説明したハイブリッド型電気自動車の
発電制御処理によれば、停車中にバッテリ18の端子間
電圧VBがガス発生電圧VBmax を超えた場合、まず、
最小出力での発電が行われる。その後、再びバッテリ1
8の端子間電圧VBがガス発生電圧VBmax を超えた場
合には、発電機12により0kw発電が行われる。ま
た、車両が走行を開始した後も通常の発電は直ちに再開
されず、出力を抑えた発電が行われる。こうして、停車
中にガッシングの発生が有った場合に、発電機12によ
るバッテリ18への電力供給が制限される。According to the power generation control process of the hybrid electric vehicle described above, when the terminal voltage VB of the battery 18 exceeds the gas generation voltage VBmax while the vehicle is stopped, first,
Power generation with minimum output is performed. After that, the battery 1 again
When the terminal voltage VB exceeds the gas generation voltage VBmax, the generator 12 generates 0 kW power. Further, even after the vehicle starts running, normal power generation is not restarted immediately, and power generation with suppressed output is performed. In this way, when gassing occurs while the vehicle is stopped, power supply to the battery 18 by the generator 12 is limited.
【0021】かかる電力供給の制限はバッテリ18の蓄
電状態が低下するまで行われ、所定量以上バッテリ18
の蓄電状態が低下すれば電力供給の制限が解除され、再
び発電機12によるバッテリ18への通常の電力供給が
再開される。こうすれば、バッテリ18が満充電の状態
で制限のないバッテリ18への電力供給が再開されるこ
とがない。この結果、車両停車中のエンジン10のハン
チング現象を回避することができ、エンジン10の燃費
を向上させることができる。さらに、エンジン10の音
によって搭乗者へ不快感を与えることを回避することが
できる。The power supply is limited until the state of charge of the battery 18 is reduced.
When the power storage state of the battery 18 decreases, the power supply restriction is released, and the normal power supply to the battery 18 by the generator 12 is resumed. In this way, the power supply to the unlimited battery 18 is not restarted when the battery 18 is fully charged. As a result, the hunting phenomenon of the engine 10 while the vehicle is stopped can be avoided, and the fuel efficiency of the engine 10 can be improved. Further, it is possible to prevent the sound of the engine 10 from giving the passenger discomfort.
【0022】なお、以上説明したハイブリッド型電気自
動車の発電制御処理は種々の変形実施が可能である。例
えば、上記説明では、SOC値に基づくバッテリ18の
蓄電状態の低下を判断したが、代わりに、図3(b)に
示すように車両の走行状態の履歴に基づいてバッテリの
蓄電状態の低下を判断してもよい。同図に示されるフロ
ー図によれば、発電機ECU26は、まず、EV−EC
U24から入力される車速に基づいて車両が一定以上の
速度で一定時間走行しているか否かを判断する(S20
1)。そして、車両が一定以上の速度で一定時間走行し
ていれば、一定量のバッテリ18の電力消費が有ったも
のと判断し、最小発電指示フラグfpgmin 及び発電禁止
フラグfpginh の値を0にリセットするとともに(S2
02)、走行時になされる通常の発電に復帰する(S2
03)。一方、車両が一定以上の速度で一定時間走行し
ていなければ、走行時になされる通常の発電よりも出力
を抑えた発電を行うようエンジン10乃至発電機12を
制御する(S204)。こうすれば、車両の走行状態の
履歴に基づいてバッテリ18の蓄電状態の低下を間接的
に判断し、その結果に基づいて発電機12によるバッテ
リ18への電力供給の制限を解除することができる。The power generation control process of the hybrid electric vehicle described above can be implemented in various modifications. For example, in the above description, a decrease in the state of charge of the battery 18 based on the SOC value is determined. Instead, the decrease in the state of charge of the battery 18 is determined based on the running state history of the vehicle, as shown in FIG. You may decide. According to the flowchart shown in the figure, the generator ECU 26 first sets the EV-EC
Based on the vehicle speed input from U24, it is determined whether the vehicle is running at a speed equal to or higher than a certain speed for a certain time (S20).
1). If the vehicle has been running at a speed higher than a certain speed for a certain period of time, it is determined that a certain amount of power has been consumed by the battery 18, and the values of the minimum power generation instruction flag fpgmin and the power generation prohibition flag fpginh are reset to 0. (S2
02), return to normal power generation performed during traveling (S2)
03). On the other hand, if the vehicle has not traveled at a speed equal to or higher than a certain speed for a certain time, the engine 10 to the generator 12 are controlled so as to generate power at a lower output than normal power generated during running (S204). In this way, it is possible to indirectly determine a decrease in the state of charge of the battery 18 based on the history of the running state of the vehicle, and release the restriction on the power supply to the battery 18 by the generator 12 based on the result. .
【0023】あるいは、図3(c)に示すように車両走
行開始後一定時間経過するとバッテリ18の蓄電状態が
低下したと推定してもよい。同図の制御処理の実行に当
たっては、発電機ECU26に設けられる図示しないメ
モリに車両が走行が再開されてからの経過時間を表す変
数tpgの記憶領域がさらに確保され、初期値として0が
格納される。そして、発電機ECU26は、車両が走行
を開始すると(図2,S1)、まず、変数tpgの値を調
べて車両走行開始後一定時間経過しているか否かを判断
する(S301)。そして、一定時間経過していなけれ
ば、変数tpgの値に一定数を加算し(S302)、走行
時の通常の発電よりも出力を抑えた発電を行うようエン
ジン10乃至発電機12を制御する(S303)。一
方、車両走行開始後一定時間が経過していれば(S30
1)、最小発電指示フラグfpgminと、発電禁止フラグ
fpginhと、変数tpgに0を格納してリセットし(S3
04)、バッテリ18の蓄電状態が低下したと判断し
て、発電機12によるバッテリ18への電力供給の制限
を解除し、通常通りの発電に復帰する(S305)。こ
うしても、バッテリ18の蓄電状態の低下を簡易に判断
して、発電機12によるバッテリ18への電力供給の制
限を解除することができる。Alternatively, as shown in FIG. 3C, it may be estimated that the state of charge of the battery 18 has decreased after a certain period of time has elapsed after the start of vehicle running. In the execution of the control processing of the figure, a storage area for a variable tpg representing the elapsed time since the vehicle restarted traveling is further secured in a memory (not shown) provided in the generator ECU 26, and 0 is stored as an initial value. You. When the vehicle starts running (S1 in FIG. 2), the generator ECU 26 first checks the value of the variable tpg to determine whether or not a predetermined time has elapsed after the start of the vehicle running (S301). If the predetermined time has not elapsed, a certain number is added to the value of the variable tpg (S302), and the engine 10 to the generator 12 are controlled so as to perform power generation with a lower output than normal power generation during running (S302). S303). On the other hand, if a certain period of time has elapsed after the start of traveling of the vehicle (S30)
1) Store 0 in the minimum power generation instruction flag fpgmin, the power generation prohibition flag fpginh, and the variable tpg and reset them (S3).
04), it is determined that the storage state of the battery 18 has decreased, and the restriction on the power supply to the battery 18 by the generator 12 is released, and the power generation returns to the normal power generation (S305). Even in this case, it is possible to easily determine a decrease in the state of charge of the battery 18 and release the restriction on the power supply to the battery 18 by the generator 12.
【図1】 本ハイブリッド型電気自動車のシステム構成
を示す図である。FIG. 1 is a diagram showing a system configuration of the present hybrid electric vehicle.
【図2】 発電機ECUの処理を説明するフロー図であ
る。FIG. 2 is a flowchart illustrating processing of a generator ECU.
【図3】 発電機ECUの処理を説明するフロー図であ
る。FIG. 3 is a flowchart illustrating processing of a generator ECU.
10 エンジン、12 発電機、16 モータ、18
バッテリ、24 EV−ECU、26 発電機ECU、
30 バッテリECU。10 engine, 12 generator, 16 motor, 18
Battery, 24 EV-ECU, 26 generator ECU,
30 Battery ECU.
フロントページの続き (58)調査した分野(Int.Cl.7,DB名) B60L 7/00 - 13/00 B60K 6/02 B60L 3/00 G01R 31/36 H01M 10/48 Continuation of the front page (58) Field surveyed (Int. Cl. 7 , DB name) B60L 7 /00-13/00 B60K 6/02 B60L 3/00 G01R 31/36 H01M 10/48
Claims (2)
発電機による発電電力を受け入れるとともに車両駆動用
モータに電力を供給するバッテリと、を備えるハイブリ
ッド型電気自動車の発電制御装置であって、 前記バッテリのガッシングの発生の有無を判断するガッ
シング判断手段と、 停車時に該ガッシングが発生した旨が判断される場合
に、前記発電機による前記バッテリへの電力供給を制限
する電力供給制限手段と、該電力供給制限手段による電力供給の制限後、 前記バッ
テリの蓄電状態が所定量以上低下したことを判断する蓄
電状態低下判断手段と、該低 下が判断される場合に、前記電力供給制限手段によ
る電力供給の制限を解除する電力供給制限解除手段と、 を備えることを特徴とする発電制御装置。1. A power generation control device for a hybrid electric vehicle, comprising: a generator driven by an engine; and a battery that receives power generated by the generator and supplies power to a vehicle drive motor, a gassing determination means for determining occurrence of gassing of the battery, when the fact that the gassing has occurred is determined when the vehicle is stopped, and the power supply limiting means for limiting the power supply to the battery by the generator, the after restriction of the power supply by the power supply limiting means, a charge state reduction determining means for determining that the state of charge of the battery has dropped more than a predetermined amount, when under low is determined, the power by the power supply limiting means A power supply control device comprising: a power supply restriction release unit that releases a supply restriction.
て、 前記蓄電状態低下判断手段は、 車両の走行状態の履歴に基づいて蓄電状態の低下を判断
することを特徴とする発電制御装置。2. The power generation control device according to claim 1, wherein the storage state reduction determination unit determines the reduction in the power storage state based on a history of a running state of the vehicle.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP00059497A JP3209127B2 (en) | 1997-01-07 | 1997-01-07 | Power generation control device for hybrid electric vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP00059497A JP3209127B2 (en) | 1997-01-07 | 1997-01-07 | Power generation control device for hybrid electric vehicle |
Publications (2)
Publication Number | Publication Date |
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JPH10201009A JPH10201009A (en) | 1998-07-31 |
JP3209127B2 true JP3209127B2 (en) | 2001-09-17 |
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JP00059497A Expired - Lifetime JP3209127B2 (en) | 1997-01-07 | 1997-01-07 | Power generation control device for hybrid electric vehicle |
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JP2001231108A (en) * | 2000-02-14 | 2001-08-24 | Yamaha Motor Co Ltd | Charging device for motor-driven vehicle |
JP2007191097A (en) * | 2006-01-20 | 2007-08-02 | Fujitsu Ten Ltd | Vehicle control device and vehicle control method |
JP5659941B2 (en) * | 2011-04-26 | 2015-01-28 | トヨタ自動車株式会社 | Charge control device |
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