WO2014174551A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
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- WO2014174551A1 WO2014174551A1 PCT/JP2013/002820 JP2013002820W WO2014174551A1 WO 2014174551 A1 WO2014174551 A1 WO 2014174551A1 JP 2013002820 W JP2013002820 W JP 2013002820W WO 2014174551 A1 WO2014174551 A1 WO 2014174551A1
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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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
- B60W10/04—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
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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
- B60W10/04—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
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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
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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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
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
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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
- 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
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/246—Temperature
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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
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
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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
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
- B60W2530/12—Catalyst or filter state
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
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- B60W2710/242—Energy storage means for electrical energy
- B60W2710/248—Current for loading or unloading
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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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- 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
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/907—Electricity storage, e.g. battery, capacitor
Definitions
- the present invention relates to a control device for a hybrid vehicle including a traveling motor driven by electric power supplied from a power supply device and an internal combustion engine.
- Hybrid vehicles can travel using either or both of an internal combustion engine and a traveling motor as a drive source.
- the engine can be stopped and run using only the motor as a drive source, or both the internal combustion engine and the motor can be run as drive sources.
- the power supply device can charge power generated by regenerative braking when the vehicle is decelerated, power generated by the internal combustion engine, and the like.
- lithium metal may be deposited on the surface of the negative electrode depending on usage. Since the deposition of lithium metal may cause a decrease in battery performance, control is performed to adjust (limit) the input permission power to the power supply device in order to suppress the deposition of lithium metal.
- the regenerative braking force (regenerative brake) by the motor is reduced, and the engine brake due to the rotational resistance of the engine is correspondingly reduced. It is necessary to apply a large braking force.
- the braking force by the engine brake acts greatly, the number of revolutions of the engine increases, and the amount of exhaust gas and air supplied from the engine to the exhaust gas purification catalyst increases. An increase in the amount of exhaust gas or air discharged to the exhaust gas purification catalyst may promote deterioration of the exhaust gas purification catalyst.
- the vehicle control device of the present invention is a control device for a hybrid vehicle that includes an engine, a vehicle driving motor, and a battery that supplies electric power to the driving motor.
- the vehicle control device includes a controller that controls the input of the battery while updating the allowable input current value, which is the maximum current value that allows the input of the battery, according to the state of the battery.
- the controller does not limit the input of the battery according to the allowable input current value when the degree of deterioration of the catalyst is larger than the first predetermined value and the degree of battery deterioration of the battery is smaller than the second predetermined value. Can be controlled.
- the controller controls to limit the input of the battery according to the allowable input current value when the degree of deterioration of the catalyst is smaller than the first predetermined value or when the degree of battery deterioration is larger than the second predetermined value. can do.
- the controller determines whether or not the engine speed detected by the speed sensor exceeds a predetermined engine speed threshold, the time when the engine is driven exceeding the engine speed threshold, and the engine speed threshold. Or the deterioration degree of the catalyst can be calculated based on the difference rotational speed between the engine speed and the engine speed threshold when the engine speed threshold is exceeded.
- the engine speed threshold value is a threshold value for identifying a state in which the deterioration of the catalyst is promoted as the engine speed increases by applying the braking force by the engine brake.
- the battery can be composed of a lithium ion secondary battery.
- the controller can control to set the allowable input current value so that the negative electrode potential of the lithium ion secondary battery does not become equal to or lower than the reference potential that defines the deposition of lithium metal.
- the control method of the present invention includes an allowable input current value that is a maximum current value that allows battery input in a hybrid vehicle including an engine, a vehicle driving motor, and a battery that supplies power to the driving motor.
- a control method for controlling the input of the battery while updating the battery according to the state of the battery In this control method, when the braking force by the engine brake and the regenerative braking force by the traveling motor are applied to the vehicle at the time of deceleration of the vehicle, whether or not the deterioration degree of the engine exhaust gas purification catalyst is greater than a predetermined value. And a step of controlling not to limit the input of the battery according to the allowable input current value when it is determined that the degree of deterioration of the catalyst is larger than a predetermined value.
- control is performed so as not to limit the input of the battery in accordance with the allowable input current value when the deterioration degree of the catalyst cannot allow the acceleration of deterioration. Therefore, the regenerative braking force at the time of vehicle deceleration increases, and the braking force of the engine brake can be suppressed low. For this reason, it is possible to suppress the deterioration of the catalyst.
- FIG. 1 is a configuration block diagram of a hybrid vehicle of Example 1.
- FIG. It is a figure which shows the structural example of the battery system mounted in the hybrid vehicle of Example 1.
- FIG. It is a figure which shows the change of the positive electrode potential according to SOC of the battery mounted in the hybrid vehicle of Example 1, and a negative electrode potential.
- FIG. 3 is a diagram for explaining a process for limiting the allowable input power of the battery according to the first embodiment. It is a figure which shows the relationship between the battery temperature of Example 1, and an input limiting value. It is a figure which shows the relationship between SOC of Example 1, and an input limiting value. It is a figure which shows the relationship between the engine speed of Example 1, and catalyst deterioration.
- FIG. 1 It is a figure which shows the relationship between the rotation speed of an engine in consideration of the catalyst deterioration for exhaust gas purification of Example 1, and the input limitation of a battery. It is a figure which shows the processing flow which controls the input restriction
- FIG. 1 is a configuration block diagram of a hybrid vehicle of this embodiment.
- a hybrid vehicle will be described as an example, the vehicle control device of the present embodiment can also be applied to a plug-in hybrid vehicle having an external charging function from an external power source.
- the hybrid vehicle 100 includes an engine 1, a first MG (Motor Generator) 2, a second MG 3, a power distribution mechanism 4, a transmission (such as a continuously variable transmission and a reduction gear) 5, and a battery 6.
- MG Motor Generator
- MG 3 Battery Management Entity
- a power distribution mechanism 4 a transmission (such as a continuously variable transmission and a reduction gear) 5, and a battery 6.
- the output shaft of the engine 1 is connected to the power distribution mechanism 4.
- the power distribution mechanism 4 is connected to the input shaft of the transmission 5 and the input shaft of the first MG (power generation motor) 2.
- the output shaft of the transmission 5 is connected to a differential gear (differential device) 8 of the drive wheel 7, and the power of the engine 1 is transmitted to the drive wheel 7 via the power distribution mechanism 4.
- the output shaft of the transmission 5 is connected to the output shaft of the second MG (traveling motor) 3.
- the power of the second MG 3 is transmitted to the drive wheels 7 via the transmission 5.
- the power distribution mechanism 4 divides the power generated by the engine 1 into two paths, transmits the power generated by the engine 1 to the first MG 2, and transmits the power generated by the engine 1 to the first MG 2. And a second path for generating power.
- the power distribution mechanism 4 is controlled by a vehicle control device 10 to be described later.
- the vehicle control device 10 performs first and second paths according to travel control using the driving force of the engine 1 and charge control to the battery 6. Control the power transmitted to each and the ratio.
- the battery 6 is a power supply device that supplies power to the second MG 3.
- the DC power of the battery 6 is converted into AC power by the inverter 9 and supplied to the second NG 3.
- the second MG 3 is an AC motor such as a three-phase synchronous motor or a three-phase induction motor.
- the inverter 9 converts the DC power output from the battery 6 into AC power, and outputs the AC power to the second MG 3.
- Second MG 3 receives the AC power output from inverter 9 and generates kinetic energy for running hybrid vehicle 100. The kinetic energy generated by the second MG 3 is transmitted to the drive wheels 7 via the transmission 5.
- Second MG 3 operates as a generator (generator), and converts kinetic energy generated during braking of hybrid vehicle 100 into electric energy (AC power).
- the second MG 3 of the present embodiment is a driving source for vehicle travel that is driven by electric power supplied from the battery 6 and operates as a regenerative brake that converts braking energy into electric power.
- the electric power (regenerative energy) generated by the second MG 3 is stored in the battery 6 via the inverter 9.
- Inverter 9 converts AC power generated by second MG 3 into DC power, and outputs DC power (regenerative power) to battery 6.
- the battery 6 is connected to the inverter 9, but the present invention is not limited to this.
- the battery 6 can be connected to the booster circuit, and the booster circuit can be connected to the inverter 9.
- the booster circuit By using the booster circuit, the output voltage of the battery 6 can be boosted.
- the booster circuit can step down the output voltage from the inverter 9 to the battery 6.
- the electric power generated by the first MG 2 can be supplied as it is to drive the second MG 3 or can be supplied as electric power stored in the battery 6.
- the first MG2 is controlled in accordance with the SOC (State of Charge) of the battery 6, the required output of the hybrid vehicle 100, etc.
- the second MG3 is the electric power stored in the battery 6 and the electric power generated by the first MG2.
- the drive control can be performed by either or both of the electric power.
- Engine 1 is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine.
- the engine 1 is provided with a rotation speed sensor 12 of the engine 1.
- the rotation speed sensor 12 detects the rotation speed of the engine 1 and outputs the detected rotation speed (or a signal indicating the rotation speed) of the engine 1 to the engine control device 11.
- the accelerator position sensor 14 detects the accelerator opening (the amount by which the accelerator pedal is depressed) and outputs it to the vehicle control device 10.
- the purification device 13 includes an exhaust gas purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).
- the exhaust gas purification catalyst of the purification device 13 can be composed of an oxidation catalyst such as platinum (Pt) or palladium (Pd), a reduction catalyst such as rhodium (Rh), a promoter such as ceria (CeO 2 ), or the like. .
- CO and HC contained in the exhaust gas are purified by water (H 2 O) and carbon dioxide (CO 2 ) by the action of the oxidation catalyst, and NOx contained in the exhaust gas is nitrogen (N 2 ) and by the action of the reduction catalyst. Purified to oxygen (O 2 ).
- the engine control device 11 is an engine ECU that controls the engine 1 based on an engine control signal from the vehicle control device 10.
- the engine control device 11 is connected to a vehicle control device 10 that is a main controller that controls the entire vehicle.
- the engine control device 11 takes in the fuel injection amount and intake air of the engine 1 so as to operate at the target rotation speed and target torque determined by the vehicle control device 10 based on the detection values of various sensors such as the rotation speed sensor 12. Controls air volume, ignition timing, etc.
- the battery 6 is an assembled battery having a plurality of unit cells 61 electrically connected in series.
- FIG. 2 is a diagram illustrating a configuration example of a battery system mounted on the hybrid vehicle 100 of the present embodiment.
- a non-aqueous secondary battery such as a lithium ion secondary battery can be used.
- the number of the single cells 61 can be appropriately set based on the required output of the battery 6 and the like.
- all the unit cells 61 are connected in series, but the battery 6 may include a plurality of unit cells 61 connected in parallel.
- the positive electrode of the unit cell 61 is formed of a material that can occlude and release ions (for example, lithium ions).
- a positive electrode material for example, lithium cobaltate or lithium manganate can be used.
- the negative electrode of the unit cell 61 is formed of a material that can occlude and release ions (for example, lithium ions).
- the negative electrode material for example, carbon can be used.
- the current sensor 63 detects the current flowing through the battery 6 and outputs the detection result to the vehicle control device 10.
- the current sensor 63 is provided on the positive line PL connected to the positive terminal of the battery 6, but the present invention is not limited to this.
- the current sensor 63 only needs to detect the current flowing through the battery 6, and the position where the current sensor 63 is provided can be set as appropriate.
- the current sensor 63 can be provided on the negative electrode line NL connected to the negative electrode terminal of the battery 6.
- a plurality of current sensors 63 can also be used.
- the capacitor 65 is connected to the positive electrode line PL and the negative electrode line NL, and smoothes voltage fluctuation between the positive electrode line PL and the negative electrode line NL.
- the vehicle control device 10 When the battery 6 is connected to the inverter 9, the vehicle control device 10 first switches the system main relays SMR-B and SMR-P from off to on. As a result, a current flows through the current limiting resistor R.
- the vehicle control device 10 switches the system main relay SMR-P from on to off after switching the system main relay SMR-G from off to on. Thereby, the connection between the battery 6 and the inverter 9 is completed, and the battery system shown in FIG. 2 is in a start-up state (Ready-On).
- the vehicle control device 10 is input with information on the ignition switch on / off (IG-ON / IG-OFF) of the hybrid vehicle 100.
- the vehicle control device 10 activates the battery system in response to the ignition switch being switched from OFF to ON.
- the vehicle control device 10 switches the system main relays SMR-B and SMR-G from on to off. As a result, the connection between the battery 6 and the inverter 9 is cut off, and the battery system enters a stopped state (Ready-Off).
- the vehicle control device 10 which is a main controller that controls the entire vehicle, generates a required driving force based on a required vehicle output required for the entire hybrid vehicle 100, for example, an accelerator pedal depression amount detected by the accelerator position sensor 14.
- the output control of the engine 1 and the input / output control of the battery 6 are performed in accordance with the calculated vehicle required output.
- the vehicle control device 10 of this embodiment functions as a battery ECU that controls the SOC and the deterioration state of the battery 6 and controls the charge / discharge operation of the battery 6.
- the structure which provided battery ECU separately from the vehicle control apparatus 10 may be sufficient.
- each control device of the vehicle control device 10 and the engine control device 11 can be configured by one control device, and the vehicle control device 10 as a main controller is configured individually by the engine control device 11. It can also comprise so that each function of battery ECU (battery control apparatus) may be provided.
- the first MG2 and the second MG3 are provided with rotational position sensors for detecting the rotational position (angle) of a motor (not shown).
- first MG 2 and second MG 3 are connected to battery 6 via inverter 9, and inverter 9 is connected to first MG 2 and second MG 3, and battery 6 according to a control signal from vehicle control device 10. Bidirectional power conversion between the two.
- the vehicle control device 10 controls power conversion in the inverter 9 so that the output torque of the first MG2 and the output torque of the second MG3 match the respective torque command values.
- the current I and the voltage V are respectively the monitoring unit 62 and It is detected by the current sensor 63. These detection results are output to the vehicle control device 10. Further, the detected temperature of the battery 6 is also output to the vehicle control device 10 as a detection result appropriately detected by the temperature sensor 64.
- the vehicle control device 10 can include a memory 10a as shown in FIG.
- the memory 10a stores the detected values of the monitoring unit 62, the current sensor 63, and the temperature sensor 64, calculated values such as SOC and full charge capacity calculated using the detected values, and various information used for charge / discharge control. I remember it.
- the memory 10 a can also be configured as an individual storage area externally connected to the vehicle control device 10. That is, the memory 10 a can be configured to be built in or externally attached to the vehicle control device 10.
- the vehicle control apparatus 10 selects a drive supply source according to the driving
- the hybrid vehicle travel control is performed using only the second MG 3 as a drive source without using the drive force from the engine 1 (with the engine 1 stopped). (EV travel mode) is performed. Even in the case of traveling control of a hybrid vehicle using only the second MG 3 as a drive source, the engine 1 can be driven to perform power generation control by the first MG 2.
- traveling control using the engine 1 as a drive source is performed.
- the vehicle control device 10 can perform the travel control (HV travel mode) of the hybrid vehicle using only the engine 1 or both the engine 1 and the second MG 3 as drive sources.
- the vehicle control device 10 calculates the vehicle request output required for the entire hybrid vehicle 100, automatically selects the drive source according to the driving state, and controls the engine 1 via the engine control device 11. Meanwhile, charging / discharging control of the battery 6 is performed, and traveling control of the vehicle using driving force from one or both of the engine 1 and the second MG 3 is performed.
- the voltage value VB of the cell 61 increases.
- the voltage value VB of the unit cell 61 is the difference between the positive electrode potential and the negative electrode potential. Therefore, as the cell 61 is charged, the positive electrode potential increases and the negative electrode potential decreases.
- the negative electrode potential is lower than a reference potential (for example, 0 [V])
- lithium metal may be deposited on the surface of the negative electrode.
- the overvoltage is a voltage change amount associated with the internal resistance of the unit cell 61. If the energization of the unit cell 61 is stopped, the overvoltage decreases.
- the voltage value VB (CCV: Closed Circuit Voltage) of the unit cell 61 increases by the amount of the overvoltage with respect to the open voltage value (OCV: Open Circuit Voltage) of the unit cell 61. For this reason, the negative electrode potential may be lower than the reference potential depending on the overvoltage.
- an allowable input current value is set so that the input current value (charging current value) of the unit cell 61 (battery 6) does not exceed the allowable input current value.
- the allowable input current value is the maximum current value that is allowed when the unit cell 61 is charged.
- the allowable input current value is set as described below, and the allowable input current value setting process is performed by the vehicle control device 10.
- Ilim [0] is the maximum allowable input current value that can suppress the deposition of lithium metal within a unit time when charging is performed from a state where there is no charge / discharge history.
- the allowable input current value Ilim [0] can be obtained in advance by experiments or the like, and information regarding the allowable input current value Ilim [0] can be stored in the memory 10a.
- the second term on the right side of the above formula (1) is expressed as a function F of the current value IB, the battery temperature TB, and SOC (State of Charge). For this reason, the value of the function F is calculated by specifying the current value IB, the battery temperature TB, and the SOC.
- current value IB, battery temperature TB, and SOC values at time t are used, respectively.
- SOC shows the ratio of the present charge capacity with respect to a full charge capacity.
- the value of the second term on the right side of the above equation (1) indicates the amount by which the allowable input current value Ilim is decreased per unit time. Subtracted from the current value Ilim [0].
- the value of the second term on the right side of the above equation (1) is the amount by which the allowable input current value Ilim is increased (recovered) per unit time. And is added to the allowable input current value Ilim [0].
- the function f depends on the current value IB, the battery temperature TB, and the SOC. That is, the value of the second term on the right side of the formula (2) can be calculated by specifying the current value IB, the battery temperature TB, and the SOC.
- current value IB, battery temperature TB, and SOC values at time t are used, respectively.
- the third term on the right side of the above equation (2) is expressed by the function g of the battery temperature TB and the SOC and the allowable input current values Ilim [0] and Ilim [t ⁇ 1]. Further, as shown in the above equation (3), the function g is expressed as a coefficient ⁇ , and the coefficient ⁇ depends on the battery temperature TB and the SOC. For this reason, the coefficient ⁇ corresponding to the battery temperature TB and the SOC can be specified by obtaining in advance a map showing the correspondence relationship between the coefficient ⁇ and the battery temperature TB and the SOC. As battery temperature TB and SOC, values at time t are used, respectively.
- a map indicating the correspondence between the coefficient ⁇ , the battery temperature TB, and the SOC can be stored in the memory 10a.
- the value of the third term on the right side of the above equation (2) indicates the amount (recovery amount) by which the allowable input current value Ilim is increased (recovered) per unit time when the battery 6 is left unattended.
- the value of the third term on the right side of the above equation (2) is added to the allowable input current value Ilim [t ⁇ 1].
- the allowable input current value Ilim [t] is 0 [A]
- lithium ions in the negative electrode active material in the unit cell 61 are saturated. Therefore, the value of “Ilim [0] ⁇ Ilim [t]” indicates the amount of lithium ions in the negative electrode active material.
- the amount of recovery described above can be increased in accordance with a decrease in the amount of lithium ions in the negative electrode active material.
- the limiting control of the charging power of the battery 6 of the present embodiment using the allowable input current value Ilim [t] set in this way can be performed as follows.
- the allowable input current value Ilim [t] is calculated at a predetermined cycle when the battery 6 is being charged / discharged or when the battery 6 is left unattended. That is, the allowable input current value Ilim [t] is updated each time a predetermined time corresponding to the interval between time t and time “t ⁇ 1” elapses.
- the allowable input current value Ilim [t] is used only when charging of the battery 6 is controlled.
- the vehicle control device 10 controls input / output (charging / discharging) of the battery 6 based on the allowable input current value Ilim [t].
- the input limit value (power) Win [t] is set, and the input of the battery 6 is set so that the input power of the battery 6 does not exceed the input limit value Win [t].
- the input limit value Win [t] can be set as described below, for example.
- FIG. 4 is a diagram showing the relationship between the current value IB of the battery 6 and the input limit value Win [t] in the lithium deposition suppression control.
- the vehicle control device 10 calculates the input current limit value Itag based on the allowable input current value Ilim [t].
- the input current limit value Itag is a value for specifying the input limit value Win [t]. Specifically, as shown in FIG. 4, the vehicle control device 10 calculates the input current limit value Itag by offsetting the allowable input current value Ilim [t] by a predetermined amount toward 0 [A]. To do. Thereby, the input current limit value Itag becomes a value closer to 0 [A] than the allowable input current value Ilim [t], and the input of the battery 6 is easily limited.
- the current value IB can be made difficult to exceed the allowable input current value Ilim [t].
- the input limit of the battery 6 is started when the current value IB reaches the input current limit value Itag.
- the current value IB exceeds the input current limit value Itag due to a control delay or the like, it is possible to suppress the current value IB from reaching the allowable input current value Ilim [t].
- the vehicle control device 10 calculates the input limit value Win [t] based on the input current limit value Itag. If the input current limit value Itag is set, the input limit value Win [t] can be set. When the input limit value Win [t] is set, the vehicle control device 10 adjusts the torque command of the second MG 3 so that the input power of the battery 6 is equal to or less than the input limit value Win [t].
- the input limit value Win [t] can be calculated based on the following formula (4).
- SWin [t] is an upper limit value of the input limit value Win set in advance in consideration of the input characteristics of the battery 6 and the like. Information regarding the input limit value SWin [t] can be stored in the memory 10a.
- the input limit value SWin [t] can be changed according to, for example, the battery temperature TB or the SOC.
- FIG. 5 is a diagram showing the relationship between the battery temperature TB of the battery 6 and the input limit value SWin [t].
- the vertical axis represents the input limit value of the battery 6
- the horizontal axis represents the battery temperature TB of the battery 6.
- FIG. 6 is a diagram showing the relationship between the SOC of the battery 6 and the input limit value SWin [t].
- the vertical axis represents the input limit value of the battery 6
- the horizontal axis represents the SOC of the battery 6.
- the input limit value SWin [t] can be set to become smaller as the temperature becomes higher at a high temperature.
- the reason why the upper limit value is gradually reduced in this manner is that charging when the battery temperature TB is high is due to the fact that charging efficiency is reduced and temperature rise associated with the reduction in charging efficiency is taken into account.
- the input restriction is applied as the battery temperature TB decreases so that a large current does not flow at low temperatures.
- the value SWin [t] can be set to be small.
- the input limit value SWin [t] can be set smaller as the SOC of the battery 6 increases.
- the input limit value SWin [t] set according to the battery temperature TB and SOC of the battery 6 is used as the base (upper limit value) of the input limit value of the battery 6, and the allowable input current value Ilim [t] is set.
- the vehicle control device 10 updates the allowable input current value (input limit value SWin) according to the battery temperature TB or / and SOC of the battery 6 and controls the input of the battery 6 and the allowable input current value.
- the second input control for controlling the input of the battery 6 is performed while the input current value Ilim [t] is updated according to the state of charge of the battery 6.
- the input limit value SWin [t] is the maximum value (upper limit value) of input power allowed for the battery 6, and the input limit value Win [t] set based on the allowable input current value Ilim [t].
- t] is an input limit value that is further restricted (smaller as an absolute value) within a range that does not exceed the input limit value SWin [t].
- Kp and Ki represent preset gains.
- Itag1 and Itag2 indicate input current limit values and correspond to the above-described input current limit value Itag.
- two input current limit values Itag1 and Itag2 are set as the input current limit value Itag.
- the input current limit values Itag1 and Itag2 may be equal to each other or different from each other.
- the battery deterioration degree Db indicates the degree of excess input power with respect to the input limit value Win [t] for suppressing lithium metal deposition.
- the number of times the regenerative power is input exceeding the input limit value Win [t] may be calculated as the battery deterioration level Db.
- the battery degradation degree Db of the present embodiment is the time when regenerative power is input exceeding the input limit value Win [t] when the input of regenerative power exceeding the input limit value Win [t] of the battery 6 is allowed, Number of times the regenerative power is input exceeding the input limit value Win [t], or the amount of regenerative power input exceeding the input limit value Win [t] (input exceeding the input limit value Win [t] It is possible to calculate based on any one of the regenerative electric energy and the input power difference value Win [t]) or any combination thereof.
- threshold values are set for each of the catalyst deterioration degree Ds and the battery deterioration degree Db.
- the input limit value Win [t] of the battery 6 for suppressing lithium metal deposition is increased by a certain amount.
- the vehicle control device 10 performs calculation processing and setting processing of the allowable input current value Ilim [t] and the input limit value Win [t] from when the ignition switch is turned on to when it is turned off.
- the rotational speed of the engine 1 output from the rotational speed sensor 12 is acquired via the engine control device 11 or directly.
- the vehicle control device 10 calculates the time during which the engine 1 is driven at a rotational speed exceeding the threshold value P, and calculates the time during which the engine 1 is driven at the rotational speed that exceeds the threshold value P.
- the degree of catalyst deterioration Ds ( ⁇ t or ⁇ Ds) (Cumulative value) is calculated (S101).
- the vehicle control device 10 determines whether or not the medium deterioration degree Ds is larger than the threshold value Cs and the battery deterioration degree Db is smaller than the threshold value Cb (S102). At this time, if the input limit value is changed from Win [t] to TWin [t] in consideration of the degree of catalyst deterioration and there is no history of regenerative power input, that is, a certain amount of Win [t] is released. Thus, when regenerative power has not been input beyond Win “t”, an initial value (for example, 0) can be used as the battery deterioration degree Db.
- an initial value for example, 0
- the vehicle control device 10 determines the input limit value Win [
- the input limit value TWin [t] larger than the input limit value Win [t] is set as an input limit value by releasing a certain amount of t] (S103). For example, it can be set to SWin [t] which is the upper limit value of the input limit value set according to the battery temperature TB and SOC of the battery 6. Note that TWin [t] is SWin [t], but is not limited thereto. TWin [t] can be appropriately set within the range of Win [t] ⁇ TWin [t] ⁇ SWin [t].
- the vehicle control device 10 measures each input time of the excess regenerative power with respect to the input limit value Win [t] as the input limit value Win [t] is released by a certain amount during vehicle deceleration when the accelerator pedal is turned off. Then, the measured input times are accumulated to calculate the battery deterioration degree Db (S104).
- the vehicle control device 10 acquires a current value IB and a voltage value VB that are detection values of the monitoring unit 62 and the current sensor 63.
- the regenerative power is monitored based on the acquired current value IB and voltage value VB, and the time when the regenerative power exceeding the input limit value Win [t] is input is measured.
- a battery deterioration degree Db (a cumulative value of ⁇ t or ⁇ Db) is calculated.
- an upper limit can be set in advance for the catalyst deterioration degree Ds.
- the degree of catalyst deterioration assumed after 10 years of use as the use limit can be determined as the upper limit value.
- the threshold value Cs of the catalyst deterioration degree Ds can be arbitrarily set based on, for example, the upper limit value of the catalyst deterioration degree.
- the threshold value Cs can be a fixed value or a variable value (for example, a value according to the current number of years of use).
- the upper limit of the battery deterioration degree Db can be set in advance.
- the battery performance degradation amount (degradation amount) assumed after use for 10 years can be defined as the upper limit value.
- the threshold value Cb of the battery deterioration degree Db can be arbitrarily set based on the upper limit value of the battery deterioration degree, for example.
- the threshold value Cb can also be a fixed value or a variable value (for example, a value according to the current years of use).
- FIG. 10 shows the input restriction of the battery 6 of the hybrid vehicle 100 to which the process of varying the input restriction value Win [t] for suppressing lithium metal precipitation shown in FIG. It is a figure which shows the processing flow. The process shown in FIG. 10 is executed by the vehicle control device 10.
- step S ⁇ b> 301 the vehicle control device 10 detects the voltage VB of the battery 6 based on the output of the monitoring unit 62. Further, the vehicle control device 10 detects the current value IB of the battery 6 based on the output of the current sensor 63. Furthermore, the vehicle control device 10 detects the battery temperature TB of the battery 6 based on the output of the temperature sensor 64.
- step S307 If it is determined that the current value IB does not exceed the input current limit value Itag, the process proceeds to step S307, and the vehicle control device 10 does not change the input limit value set in SWin [t], and does not change the input limit value.
- the input / output (charge / discharge) of the battery 6 is controlled with the value SWin [t].
- step S308 calculates Win [t] based on the input current limit value Itag, and sets Win [t] as the upper limit of the input limit value.
- the regenerative power input control is performed.
- the vehicle control device 10 proceeds to step S307 and is calculated based on the input current limit value Itag.
- Win [t] is increased by a certain amount. For example, it can be set to SWin [t] (> Win [t]).
- the input limit value Win for suppressing the deposition of lithium metal without opening a certain amount of the input limit value. While performing charging control of regenerative power based on [t], the braking force by the engine brake due to the limited amount of regenerative power received is applied without considering the degree of catalyst degradation.
- the input limit value is released by a certain amount and the regenerative power is reduced. Input control of regenerative electric power is performed to increase the amount of acceptance and suppress the promotion of catalyst deterioration.
- the input of the regenerative power is limited to Win [t] on the assumption that further deterioration of the battery performance cannot be allowed. That is, even if the degree of catalyst deterioration exceeds the threshold value Cs, priority is given to suppressing the deterioration of battery performance of the battery 6, allowing the deterioration of the catalyst to be promoted and suppressing lithium metal deposition. Input control for regenerative power.
- the input power is not limited to Win [t] in order to suppress the deterioration of the catalyst, but as described above.
- the input restriction according to the battery temperature TB and SOC of the battery 6 is performed.
- the engine 1 can be stopped.
- control for releasing a certain amount of the input limit value is not performed in order to suppress the deterioration of the catalyst.
- the degree of battery deterioration is calculated for each of the above-described deterioration modes of the battery 6 (the first deterioration mode based on lithium metal deposition and the second deterioration mode based on high-rate deterioration). It is also possible to perform regenerative power input control in consideration of the degree of catalyst degradation until the value exceeds. It is also possible to perform control to perform input control of regenerative power in consideration of the degree of battery deterioration by calculating the degree of battery deterioration by adding the degree of battery deterioration calculated for each deterioration mode. Further, wear deterioration due to aging due to use of the battery 6 can be considered as the degree of battery deterioration.
- the battery deterioration degree of wear deterioration corresponding to the years of use (usage frequency) of the battery 6 is defined in advance in a map, and the deterioration degree of wear deterioration is added to the battery deterioration degree calculated in each deterioration mode.
- the battery deterioration degree Ds of the battery 6 can also be used.
- the input control based on SWin [t] is such that the input power decreases as the temperature rises at a high temperature, and as the SOC of the battery 6 as shown in FIG.
- the limit value can be limited to a smaller value from SWin [t].
- Swin [t] based on the battery temperature TB becomes Win [t] that is further limited according to the SOC of the battery 6, and therefore, Win [t] that is further limited according to the SOC in consideration of catalyst deterioration promotion. t] can be controlled to release a certain amount.
- Win [t] in which SWin [t] based on the SOC of the battery 6 is further limited in accordance with the battery temperature of the battery 6, can be controlled so as to open a certain amount in consideration of catalyst deterioration promotion. .
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Abstract
Description
図1から図10は、実施例1を示す図である。図1は、本実施例のハイブリッド車両(Hybrid Vehicle)の構成ブロック図である。なお、ハイブリッド車両を一例に説明するが、本実施例の車両の制御装置は、外部電源からの外部充電機能を備えているプラグインハイブリッド車両(Plug-in Hybrid Vehicle)にも適用できる。
Claims (8)
- エンジンと、車両の走行用モータと、前記走行用モータに電力を供給するバッテリとを備えたハイブリッド車両の制御装置であって、
前記バッテリの入力を許容する最大の電流値である許容入力電流値を前記バッテリの状態に応じて更新しながら、前記バッテリの入力を制御するコントローラを有し、
前記コントローラは、
車両減速時においてエンジンブレーキによる制動力及び前記走行用モータによる回生制動力が車両に作用する際に、前記エンジンの排気ガス浄化用の触媒の劣化度合いが所定値よりも大きい場合に、前記許容入力電流値に応じた前記バッテリの入力の制限を行わないように制御することを特徴とする車両制御装置。 - 前記コントローラは、前記触媒の劣化度合いが第1所定値よりも大きく、かつ前記バッテリの電池劣化度合いが第2所定値よりも小さい場合に、前記許容入力電流値に応じた前記バッテリの入力の制限を行わないように制御することを特徴とする請求項1に記載の車両制御装置。
- 前記コントローラは、前記触媒の劣化度合いが第1所定値よりも小さい場合、又は前記電池劣化度合いが第2所定値よりも大きい場合は、前記許容入力電流値に応じた前記バッテリの入力の制限を行うように制御することを特徴とする請求項2に記載の車両制御装置。
- 前記コントローラは、前記許容入力電流値を前記バッテリの温度又は/及びSOCに応じて更新しながら、前記バッテリの入力を制御する第1入力制御と、前記許容入力電流値を前記バッテリの充電状態に応じて更新しながら、前記バッテリの入力を制御する第2入力制御と、を遂行するとともに、
前記第2入力制御における許容入力電流値に応じた前記バッテリの入力の制限を行わないように制御し、前記第1入力制御における許容入力電流値に基づく前記バッテリの入力制限値を超えない範囲で、前記第2入力制御における許容入力電流値に基づく前記バッテリの入力制限値を超える回生電力の入力を許容することを特徴とする請求項1から3のいずれか1つに記載の車両制御装置。 - 前記コントローラは、回転数センサによって検出された前記エンジンの回転数が、所定のエンジン回転数閾値を超えたか否かを判別し、前記エンジン回転数閾値を超えて前記エンジンが駆動された時間、前記エンジン回転数閾値を超えた回数、または、前記エンジン回転数閾値を超えた際の前記エンジンの回転数と前記エンジン回転数閾値との間の差分回転数に基づいて、前記触媒の劣化度合いを算出し、
前記エンジン回転数閾値は、前記エンジンブレーキによる制動力を作用させることで前記エンジンの回転数が増加することに伴って前記触媒の劣化が促進される状態を識別するための閾値であることを特徴とする請求項1から4のいずれか1つに記載の車両制御装置。 - 前記コントローラは、前記許容入力電流値に基づく前記バッテリの入力制限値を超える回生電力の入力を許容した際の、前記入力制限値を超えて回生電力が入力された時間、前記入力制限値を超えて回生電力が入力された回数、または、前記入力制限値を超えて入力された回生電力量に基づいて、前記電池劣化度合いを算出することを特徴とする請求項1から5のいずれか1つに記載の車両制御装置。
- 前記バッテリは、リチウムイオン二次電池であり、
前記コントローラは、前記リチウムイオン二次電池の負極電位が、リチウム金属の析出を規定する基準電位以下とならないように、前記許容入力電流値を設定することを特徴とする請求項1から6のいずれか1つに記載の電池システム。 - エンジンと、車両の走行用モータと、前記走行用モータに電力を供給するバッテリとを備えたハイブリッド車両において、前記バッテリの入力を許容する最大の電流値である許容入力電流値を前記バッテリの状態に応じて更新しながら、前記バッテリの入力を制御する制御方法であって、
車両減速時においてエンジンブレーキによる制動力及び前記走行用モータによる回生制動力が車両に作用する際に、前記エンジンの排気ガス浄化用の触媒の劣化度合いが所定値よりも大きいか否かを判別するステップと、
前記触媒の劣化度合いが所定値よりも大きいと判別された場合に、前記許容入力電流値に応じた前記バッテリの入力の制限を行わないように制御するステップと、
を含むことを特徴とする制御方法。
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FR3040158A1 (fr) * | 2015-08-17 | 2017-02-24 | Peugeot Citroen Automobiles Sa | Procede de repartition d’une consigne d’assistance de couple d’une fonction de depollution thermique pour un vehicule hybride |
EP3138713A1 (en) * | 2015-09-03 | 2017-03-08 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle |
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JP6445190B2 (ja) * | 2016-01-27 | 2018-12-26 | 日立オートモティブシステムズ株式会社 | 電池制御装置 |
US10829106B2 (en) * | 2018-10-02 | 2020-11-10 | Ford Global Technologies, Llc | Method and system for improving drivability of PHEV having low traction battery discharge limits |
KR102439598B1 (ko) * | 2018-10-25 | 2022-09-05 | 주식회사 엘지에너지솔루션 | 이차 전지의 내부 가스 발생 가속 구간 판단 방법 |
JPWO2020213709A1 (ja) * | 2019-04-19 | 2020-10-22 | ||
WO2023133696A1 (zh) * | 2022-01-11 | 2023-07-20 | 东莞新能安科技有限公司 | 电化学装置管理方法、充电装置、电池***及电子设备 |
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- 2013-04-25 US US14/786,260 patent/US9758155B2/en active Active
- 2013-04-25 WO PCT/JP2013/002820 patent/WO2014174551A1/ja active Application Filing
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FR3040158A1 (fr) * | 2015-08-17 | 2017-02-24 | Peugeot Citroen Automobiles Sa | Procede de repartition d’une consigne d’assistance de couple d’une fonction de depollution thermique pour un vehicule hybride |
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EP3138713A1 (en) * | 2015-09-03 | 2017-03-08 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle |
Also Published As
Publication number | Publication date |
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US20160137186A1 (en) | 2016-05-19 |
DE112013006995T5 (de) | 2016-03-10 |
CN105142948B (zh) | 2018-01-30 |
CN105142948A (zh) | 2015-12-09 |
JP6056965B2 (ja) | 2017-01-11 |
JPWO2014174551A1 (ja) | 2017-02-23 |
DE112013006995B4 (de) | 2023-10-26 |
US9758155B2 (en) | 2017-09-12 |
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