JP2002262410A - Vehicle control device - Google Patents

Abstract

(57) [Summary] (Modified) [PROBLEMS] To improve exhaust performance by activating purification means early, and to extend the life of a secondary battery by uniform charging that generates power by utilizing the power of an internal combustion engine for that purpose. An electric motor that drives an internal combustion engine at the time of starting and generates electric power by using the internal combustion engine as a power source, a secondary battery that stores electric power generated by the electric motor, and a motor that operates the internal combustion engine or the electric motor in accordance with an accelerator operation amount. A control device for outputting a driving force command to at least one of the above, a means for purifying exhaust gas from the internal combustion engine, and a purification performance detecting means, wherein the secondary battery is charged with a constant current. After the voltage reaches the predetermined voltage, a constant time charging is performed for a predetermined time after the reaching of the predetermined voltage. If you need to charge the next battery equally,
If the purifying means is not activated and the output of the internal combustion engine has a margin, a means for uniformly charging is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle having a secondary battery for storing electric power generated by an electric motor driven by an internal combustion engine.

[0002]

2. Description of the Related Art A conventional apparatus provided with a secondary battery for storing electric power generated by an electric motor driven by an internal combustion engine is disclosed in Japanese Patent Application Laid-Open No. 2000-234539, for example, after the catalyst temperature becomes high. In this case, the engine was driven to supply power from an external outlet to the outside of the vehicle. However, no consideration has been given to equal charging of the secondary battery or raising the temperature of the catalyst to the activation temperature in a short time.

[0003]

In order to activate the catalyst in a short time, it is effective to operate the engine at a high output and heat the exhaust gas. As a means of using the engine output effectively, there is power generation for evenly charging the secondary battery.

[0004] The present invention relates to a method wherein the catalyst is not activated.
Aims to load the engine by generating electricity for uniform charging, heat the exhaust gas to activate the catalyst early to improve exhaust performance, and extend the life of secondary batteries by uniform charging. And

[0005]

In order to achieve the above object, the present invention provides an internal combustion engine, an electric motor that drives the internal combustion engine at the time of starting and generates electric power by using the internal combustion engine as a power source, and an electric power generator for the electric motor. A secondary battery that stores electric power, a control device that outputs a driving force command to at least one of the internal combustion engine and the electric motor in accordance with an operation amount of an accelerator, a unit that purifies exhaust substances of the internal combustion engine, and the purifying unit And a purification performance detecting means for providing the purification performance of the control device to the control device. A charging means for determining whether or not charging is required; and an output signal detecting means for determining whether or not the charging is required. The determining means determines that equal charging is necessary, and detecting by the purification performance detecting means. If the purification performance is low is obtained as comprising a uniform charging means for uniformly charging.

Further, the equalizing charging means calculates a difference obtained by subtracting a command to the internal combustion engine required for traveling from a command to the internal combustion engine having the highest power generation efficiency to obtain a command to the internal combustion engine for the uniform charging. It is provided with a means for judging whether the number is smaller and a means for prohibiting the equal charging when the number is smaller.

Further, an internal combustion engine, an electric motor for driving the internal combustion engine at the time of starting and generating electric power by using the internal combustion engine as a power source, a secondary battery for storing electric power generated by the electric motor, A control device that outputs a driving force command to at least one of the internal combustion engine and the electric motor,
A control device for a vehicle comprising: a determination unit for determining whether or not the secondary battery needs to be uniformly charged or a detection unit for detecting an output signal of the determination unit; further, the determination unit determines that the uniform charging is necessary, and When the difference between the command to the internal combustion engine having the highest power generation efficiency and the command to the internal combustion engine required for traveling is greater than the command to the internal combustion engine for the uniform charging, the equal charge to perform the uniform charge Means.

Further, the internal combustion engine has air flow control means, and the equalizing charging means is means for controlling the air flow control means in accordance with the charged amount.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIG. FIG. 1 is a main configuration diagram of a hybrid vehicle incorporating a vehicle control device according to an embodiment of the present invention.
The hybrid vehicle of the present embodiment uses an engine as an internal combustion engine (including a cylinder 19, an ignition device 20, and a piston 21) and a motor generator (MG) 1 as an electric motor as power sources via a clutch 2 and a transmission 3. To transmit the driving force to the wheels 4. The motor generator (MG) 1 is an electric motor that drives the internal combustion engine at the time of starting and generates power using the internal combustion engine as a power source.

A hybrid control unit (HCU) 5 which is a control unit of the vehicle starts and stops the hybrid vehicle system in response to a signal from a key switch 6, and controls the wheels 4 according to operation signals of an accelerator 7 and a brake 8. Engine control unit (ECU) to provide torque
9 and an inverter 10 that controls the MG 1, and outputs a command to the clutch 2.

An electric energy of a battery 11 as a secondary battery is converted into an alternating current by an inverter 10 and applied to the MG 1 to generate a driving force, thereby starting an engine connected via the belt 12 and driving the wheels 4. .

The battery 11 is a power supply such as the HCU 5, and in this embodiment, is made of a 42V lead-acid battery, that is, a combination of a plurality of cells. For this reason, if the charge and discharge are repeated, the charge state varies between cells, and if the battery is used as it is, the life of the battery 11 is shortened. In order to prevent the battery 11 from deteriorating, constant-current constant-voltage charging is performed every predetermined use time (one month in this embodiment), and uniform charging is performed to equalize the state of charge between cells.

In this embodiment, the constant current and constant voltage charging is performed by the inverter 10 receiving the equal charge command from the HCU 5. In a system in which the battery 11 is managed by another control device, the control device uses the same control device. Constant current and constant voltage charging may be performed.

When the inverter 10 receives the equal charge command, it charges with a predetermined constant current (4.2 A in this embodiment), and then the terminal voltage of the battery 11 becomes a predetermined voltage (44.1 V in this embodiment). Then, the battery is further charged at the voltage for a predetermined time (20 minutes in this embodiment). In the present embodiment, the voltage of the battery 11 is 42V, but may be a lower voltage of 24V or a higher voltage of 84V.

The engine is controlled by the ECU 9. That is, the ECU 9 determines the engine speed and the HCU 5
The target opening of the throttle 13, which is an air flow control means for adjusting the air flow to the air flow obtained from the torque command, is commanded to the throttle opening control device 14 to control the air flow. ECU
Reference numeral 9 further controls the fuel injection time of the fuel injection device 17 based on the engine cooling water temperature detected by the water temperature sensor 15 and the detection signal of the oxygen concentration sensor 16 on the exhaust side. The mixture of fuel and air is drawn into the cylinder 19 from the intake valve 18 of the engine and ignited by the ignition device 20. The piston 21 is moved by the explosion energy to drive the wheels 4 and the MG1. The combustion gas is discharged out of the exhaust valve 22,
After being purified by the catalyst 23 which is a purifying means, it is discharged into the atmosphere.

There are three operation modes of the vehicle control system of the present invention. The first operation mode is an engine start mode. In the engine start mode, the maximum torque command is given to the inverter 10 of the MG 1 to rotate the engine, and when the engine speed reaches, for example, 900 r / m, the fuel injection prohibition command to the ECU 9 is released and the engine is started. The second operation mode is an idle stop mode. In the idling stop mode, when the brake 8 is depressed in the stopped state, and the accelerator 7 is released and it is not necessary to apply the driving force to the wheels 4, the engine is stopped.
Does not consume fuel.

A case that does not correspond to any of the above two modes is a third operation mode, that is, a traveling / power generation mode. In the traveling / power generation mode, the vehicle runs or generates power using the engine as a power source when the brake 8 is released even in a traveling state or a stopped state.

Next, the operation of the hybrid vehicle is described in the above E.
This will be described with reference to the software shown in FIG. 2 incorporated in the HCU 5 that gives a command to the CU 9 and the inverter 10. This processing is 10
Execute every ms. This software includes a function as a means for judging the necessity of equal charging, a purifying performance detecting means, and a uniform charging means, which are features of the present invention.

In step 101 of FIG. 2, the operation signals of the key switch 6, the accelerator 7, and the brake 8 are input to the HCU 5, and processing such as noise removal is performed. Furthermore, HC
U5 transmits data such as a torque command, a uniform charging command, and a fuel injection prohibition command to the ECU 9 and the inverter 10. On the other hand, the HCU 5 receives the rotation speed of the MG 1 and the equal charge request flag from the inverter 10, and receives the engine rotation speed and the catalyst temperature from the ECU 9.

In step 102, the HCU 5 selects an operation mode from the above-mentioned three system operation modes based on the operation signals of the key switch 6 and the accelerator 7, and the engine speed.

In the case of the first engine start mode, the process branches to step 104 in step 103, and the processing in the engine start mode and the equalization charge command flag are cleared. In step 105, the target torque (TO) is determined from the opening degree of the accelerator 7 and the engine speed.
G1 is allocated to the target drive torque (TMO) and the engine target drive torque (TEO).

In step 106, the inverter 10 requests equal charging by the equal charge request flag. In step 107, the inverter 1 requests the equal charge by the equal charge command flag.
It is determined whether 0 is in equal charge. If the charging is requested and the battery is not being uniformly charged, the catalyst temperature is equal to or lower than a predetermined temperature (300 ° C. in this embodiment) in step 108,
Determine if 3 is not active.

If the catalyst 23 is not active, the engine driving torque (TEα) at the maximum efficiency is determined in step 109.
It is determined whether the remaining power of the engine, which is the difference between the target drive torque (TEO) of the engine and the engine, is equal to or greater than the torque required for power generation for equal charge. If true, a flag for the equal charge command is set. (TEO) is subjected to a torque required for power generation for uniform charging.

In step 111, it is determined whether the operation mode determined in step 102 is the second idle stop mode, and the equalization charge command flag is cleared. When the process branches to step 112 in the idle stop mode, the process in the idle stop mode is performed.

The engine is controlled by a command issued by the ECU 9 based on a command given from the HCU 5. Less than,
The operation will be described with reference to the software of FIG. This processing is executed every 10 ms.

In step 201 of FIG.
The ECU 9 receives signals from an oxygen concentration sensor 16 provided in the exhaust pipe and a temperature sensor 24 serving as a purification performance detecting means provided in the catalyst 23. In step 202, the engine torque command (TEO) received in the data communication with the HCU 5
And the like, and set transmission data such as engine speed and catalyst temperature.

In step 203, the target opening of the throttle 13 for controlling the air flow rate is obtained from the detected engine speed and the given engine torque command (TEO), and output to the throttle control device 14.

In step 204, a target fuel injection pulse width is calculated. However, when the fuel injection prohibition command is issued, the target injection pulse width is set to zero. The control of the fuel injection device 17 according to the target injection pulse width is performed by another interrupt process. In step 205, the ECU 9 controls the intake valve 18 and the exhaust valve 22.

Next, the operation of the inverter 10 for controlling the MG1 will be described. MG1 is controlled by a command issued by inverter 10 based on a command given from HCU5. Hereinafter, the operation will be described with reference to the software shown in FIG. This processing is executed every 10 ms.

In step 301, the signal of the temperature of MG 1 and the voltage and current of the battery 11 are input to the inverter 10. In step 302, data such as the target drive torque (TMO) of the MG1 and the uniform charge command received in the data communication with the HCU 5 are fetched, and transmission data such as a request for a uniform charge and a torque limit associated with a temperature rise of the MG1 are set.

At step 303, it is determined whether or not an equal charge command has been issued from the HCU 5.
In step 4, constant current and constant voltage control are performed in accordance with the above-described uniform charging pattern, and a torque command to MG1 is obtained. Further, at the end of the equal charge, the equal charge request is cleared.

In step 305, the target drive torque (TMO) given from the HCU 5 or in step 30
A current command value to MG1 is obtained based on the torque command obtained in step 4. Control of MG1 according to the current command value is performed by another interrupt process.

At step 306, it is determined whether or not the elapsed time from the end of the previous equivalent charging is 2.7 million seconds, that is, one month, and if one month or more has elapsed, an equal charging request is set.

When MG1 is a DC motor, a process for applying a voltage for obtaining a required torque is performed.

With the above-described processing, when the temperature of the catalyst 23 is low, power is generated for uniform charging and a load is applied to the engine. Therefore, the catalyst can be quickly activated by the heat of the exhaust gas, and the exhaust performance can be improved. In addition, there is an effect that the life of the battery 11 can be extended by regular equal charging.

Further, when the driving force of the engine used for traveling is large and there is no remaining power, there is also an effect that power generation for equal charging is not performed and deterioration of traveling performance due to application of a load to the engine can be prevented.

[0037]

According to the present invention, both early activation of the catalyst and uniform charging of the secondary battery can be performed without impairing the running performance of the vehicle, and the exhaust performance and the service life of the secondary battery can be improved. effective.

[Brief description of the drawings]

FIG. 1 is a main configuration diagram of a hybrid vehicle incorporating a vehicle control device as an embodiment of the present invention.

FIG. 2 is a flowchart of software incorporated in a control device for a hybrid vehicle as an embodiment of the present invention.

FIG. 3 is a flowchart of software incorporated in a control device for an engine of a hybrid vehicle as an embodiment of the present invention.

FIG. 4 is a flowchart of software incorporated in an inverter for controlling a motor generator of a hybrid vehicle as an embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Motor generator (MG) 2 ... Clutch 3 ... Transmission 4 ... Wheels 5 ... Hybrid control unit (HCU) 6 ... Key switch 7 ... Accelerator 8 ... Brake 9 ... Engine control unit (ECU) 10 ... Inverter 11 ... Battery DESCRIPTION OF SYMBOLS 12 ... Belt 13 ... Throttle 14 ... Throttle opening control device 15 ... Water temperature sensor 16 ... Oxygen concentration sensor 17 ... Fuel injection device 18 ... Intake valve 19 ... Cylinder 20 ... Ignition device 21 ... Piston 22 ... Exhaust valve 23 ... Catalyst 24 ... Catalyst temperature sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/06 F02D 29/06 F 5H030 41/04 310G 5H115 41/04 310 H01M 10/44 A H01M 10 / 44 H02J 7/00 PH02J 7/00 7/14 A 7/14 B60K 9/00 EF term (reference) 3G091 AA02 AA14 AA17 AA23 AA28 AB01 BA03 BA24 BA32 CB02 CB03 CB05 CB07 CB08 DA01 DA02 DA08 DB10 EA00 EA01 EA07 EA16 EA16 EA18 EA26 EA28 EA30 EA34 FA02 FA04 FA06 FA12 FA13 FB02 FC04 FC07 HA36 HA39 3G093 AA04 AA07 AA16 BA20 CA01 CA04 CA05 CA10 DA00 DA01 DA05 DA06 DA11 DB15 DB19 EA05 EA09 EB08 EC02 FA03 FA07 3G301 HA01 KA01 HA27 ND03 ND04 NE24 PD01A PD02Z PD12Z PE01Z PE08Z PF12A PF12Z PG01Z 5G003 AA07 BA01 CA03 DA12 FA06 GB06 5G060 AA04 CA13 5H030 AA03 AS08 BB10 FF43 FF51 FF52 5H115 PA15 PC06 PG04 PI14 PI16 PI29 PO02 PO06 PO09 PO17 PU22 PU23 PU25 PU29 PV09 QE01 QN03 RB08 RE02 RE05 RE06 SE04 SE05 SE08 TE02 TE08 TO05 TO21 TO23 TO30 TR19 TU16 TU17

Claims (4)

[Claims] An internal combustion engine, an electric motor that drives the internal combustion engine at the time of starting and generates electric power by using the internal combustion engine as a power source,
A secondary battery that stores the generated power of the electric motor, a control device that outputs a driving force command to at least one of the internal combustion engine or the electric motor in accordance with an operation amount of an accelerator, and a unit that purifies exhaust emissions of the internal combustion engine. A purifying performance detecting means for giving the purifying performance of the purifying means to the control device. The control device for a vehicle, comprising: A constant-charge necessity determining means for performing constant-current charging in the vicinity; and an output signal detecting means of the necessity-determining means. The necessity-determining means determines that uniform charging is required, and the purifying performance is determined. A control device for a vehicle, comprising: a uniform charging unit that performs uniform charging when the purification performance detected by the detecting unit is low. 2. The vehicle control device according to claim 1, wherein the equalizing charging means calculates a difference obtained by subtracting a command to the internal combustion engine necessary for traveling from a command to the internal combustion engine having a maximum power generation efficiency. A control device for a vehicle, comprising: means for judging whether the number is smaller than a command to the internal combustion engine for equal charging, and means for inhibiting the equal charging when the number is smaller. 3. An internal combustion engine, an electric motor that drives the internal combustion engine at start-up, and generates electric power by using the internal combustion engine as a power source.
A control device for a vehicle, comprising: a secondary battery that stores power generated by the electric motor; and a control device that outputs a driving force command to at least one of the internal combustion engine and the electric motor in accordance with an operation amount of an accelerator. Means for determining whether or not equal charging of the secondary battery is necessary or means for detecting an output signal of the determining means, further comprising a command to the internal combustion engine which determines that equal charging is necessary and has a maximum power generation efficiency. A vehicle charging control unit for performing equal charging when a difference obtained by subtracting a command to the internal combustion engine necessary for traveling from the vehicle is larger than a command to the internal combustion engine for the uniform charging. apparatus. 4. The control device for a vehicle according to claim 1, wherein said internal combustion engine has an air flow control means, and said equal charging means controls said air flow control according to a charge amount. A control device for a vehicle, which is means for controlling the means.