JP2014231290A - Plug-in hybrid vehicle controller - Google Patents

Abstract

An engine start control device capable of shortening the time required until starter start is permitted to start an engine by a starter motor when an ignition is turned on. A drive system includes a starter motor, a horizontally installed engine, and a motor / generator, and includes a high-power battery, a capacitor, and a hybrid control module that controls charging and discharging of the capacitor as a power supply system. In the control device of the FF plug-in hybrid vehicle capable of normal external charging and rapid external charging to the high-power battery, the hybrid control module that performs starter start-up and charge / discharge control, after a predetermined time α has passed after ignition off, When the forced discharge is started and the rapid external charging is started during the forced discharge, the capacitor is started to be recharged and the starter can be started. [Selection] Figure 4

Description

  The present invention relates to a control device for a plug-in hybrid vehicle capable of both normal external charging and rapid external charging as an external charging method for a high-power battery.

  Conventionally, when the vehicle is not in use, the voltage of the power storage unit is always controlled to be between the predetermined lower limit voltage and the predetermined holding voltage, and if the vehicle recognizes the driver by the driver authentication means, the power storage unit is fully charged. A power storage device having a configuration is known (see, for example, Patent Document 1).

JP 2008-141855 A

  However, in the conventional device, after the ignition is turned off, when the driver gets out of the vehicle and performs quick external charging at the charging stand, the driver is not recognized, so that the voltage of the power storage unit is maintained at the predetermined lower limit voltage and the predetermined lower limit voltage. It is kept low so that it is between voltages. For this reason, when the driver gets into the vehicle after completion of rapid external charging and immediately starts running with the ignition turned on, the time required for charging until the power storage unit is fully charged even if the starter motor is used to start the engine. There was a problem of having to wait.

  The present invention has been made paying attention to the above problem, and provides a control device for a plug-in hybrid vehicle that can shorten the time required until starter start is permitted to start the engine with a starter motor when the ignition is on. The purpose is to do.

In order to achieve the above object, the present invention includes a starter motor, an engine, and a motor / generator in a drive system. The power supply system includes a high-power battery that is a power source of the motor / generator, a capacitor that is a power source of the starter motor, and capacitor charge / discharge control means that controls charge / discharge of the capacitor.
In the control device for a plug-in hybrid vehicle capable of both normal external charging and rapid external charging as an external charging method to the high-power battery,
An engine start control means for starting the starter by cranking the engine is provided using a starter motor using the capacitor as a power source.
The capacitor charge / discharge control means starts forced discharge of the capacitor when a predetermined time has elapsed after ignition off, and starts recharging of the capacitor when the rapid external charge is started during forced discharge. The starter start is enabled.

Therefore, when a predetermined time elapses after the ignition is turned off, the capacitor charge / discharge control means starts the forced discharge of the capacitor. When rapid external charging is started during forced discharge, recharging of the capacitor is started and a starter start is possible.
That is, when rapid external charging is started during forced discharge, it is expected that temporary charging is performed by drive-in during driving or the like. For this reason, it is predicted that the rapid running will be resumed after the quick external charging is finished. Therefore, when rapid external charging is started during forced discharge, the capacitor can be started so that the starter can be started immediately after the ignition is turned on.
As a result, when the ignition is turned on, the time required until starter start for starting the engine by the starter motor can be shortened.

1 is an overall system diagram illustrating an FF plug-in hybrid vehicle to which a control device according to a first embodiment is applied. It is a power supply circuit diagram which shows the power supply system structure centering on the starter power supply of FF plug-in hybrid vehicle to which the control apparatus of Example 1 was applied. It is a block diagram which shows the control system structure of FF plug-in hybrid vehicle to which the control apparatus of Example 1 was applied. It is a flowchart which shows the flow of the capacitor charging / discharging control process performed with the hybrid control module of Example 1. FIG.

  Hereinafter, the best mode for realizing a control device for a plug-in hybrid vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration of the FF plug-in hybrid vehicle (an example of a plug-in hybrid vehicle) to which the control device of the first embodiment is applied is “drive system configuration”, “power supply system configuration”, “control system configuration”, “capacitor charge / discharge control”. The detailed configuration will be described.

[Drive system configuration]
FIG. 1 shows the entire FF plug-in hybrid vehicle. Hereinafter, the drive system configuration of the FF plug-in hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system includes a starter motor 1 (abbreviated as “M”), a horizontal engine 2 (abbreviated as “ICE”), a first clutch 3 (abbreviated as “CL1”), and a motor / generator. 4 (abbreviation “M / G”), a second clutch 5 (abbreviation “CL2”), and a belt type continuously variable transmission 6 (abbreviation “CVT”). The output shaft of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10R and 10L via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9R and 9L. The left and right rear wheels 11R and 11L are driven wheels.

  The starter motor 1 is a cranking motor that has a gear that meshes with an engine starting gear provided on a crankshaft of the horizontally placed engine 2 and that uses a capacitor 23 (described later) as a power source to rotationally drive the crankshaft when the engine is started.

  The horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and includes an electric water pump 12 and a crankshaft rotation sensor 13 that detects reverse rotation of the horizontal engine 2.

  The first clutch 3 is a hydraulic multi-plate friction clutch that is interposed between the horizontally mounted engine 2 and the motor / generator 4, and is fully engaged / slip engaged / released by the first clutch oil pressure. The

  The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 2 through a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.

  The second clutch 5 is a wet-type multi-plate friction clutch by hydraulic operation that is interposed between the motor / generator 4 and the left and right front wheels 10R and 10L that are driving wheels. Slip fastening / release is controlled. The second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.

  The belt-type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. The belt-type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive), a sub-oil pump 15 (motor drive), and a first pressure using a line pressure generated by adjusting pump discharge pressure as a primary pressure. A control valve unit (not shown) for generating the second clutch hydraulic pressure and the transmission hydraulic pressure.

  The first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch drive system, and there are “EV mode” and “HEV mode” as main drive modes by this drive system. The “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor / generator 4 is used as a drive source. Driving in the “EV mode” is referred to as “EV driving”. . The “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the horizontal engine 2 and the motor / generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”.

  The motor / generator 4 basically includes a regenerative cooperative brake unit 16 that controls the total braking torque when the brake is operated in accordance with the regenerative operation when the brake is operated. The regenerative cooperative brake unit 16 includes a brake pedal, an electric booster, and a master cylinder, and the electric booster shares a hydraulic braking force by subtracting the regenerative braking force from the required braking force that appears in the pedal operation amount when the brake is operated. In this way, cooperative control for regenerative / hydraulic pressure is performed.

[Power system configuration]
FIG. 1 shows an entire system of an FF plug-in hybrid vehicle, and FIG. 2 shows a power supply system configuration centering on a starter power supply. Hereinafter, based on FIG.1 and FIG.2, the power supply system structure of FF plug-in hybrid vehicle is demonstrated.

  As shown in FIG. 1, the power supply system includes a high-power battery 21 as a motor / generator power supply, a 12V battery 22 as a 12V system load power supply, and a capacitor 23 as a starter power supply.

  The high-power battery 21 is a secondary battery mounted as a power source for the motor / generator 4. For example, a lithium ion battery in which a cell module in which a large number of cells are stacked is set in a battery pack case is used. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a battery temperature adjustment unit 24 having an air conditioner function, a battery charge capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.

  The high-power battery 21 and the motor / generator 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. The inverter 26 has a built-in junction box 28 in which relay circuits for supplying / cutting off / distributing strong power are integrated, and further includes a heating circuit 29, an electric air conditioner 30, and a motor controller 83 for performing power running / regenerative control. It is attached. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.

  A rapid external charging port 32 is connected to the high-power battery 21 via a DC harness 31, and a normal external charging port 35 is connected via a DC branch harness 25 ′, a charger 33, and an AC harness 34. . The charger 33 performs AC / DC conversion and voltage conversion. At the time of rapid external charging, for example, the external charging is performed by connecting the connector plug of the charging stand installed in the place of going out to the rapid external charging port 32 (rapid external charging). During normal external charging, external charging is performed by connecting a connector plug from a household power supply to the normal external charging port 35 (normal external charging), for example.

  The 12V battery 22 is a secondary battery mounted as a power source for a 12V system load 36, which is another auxiliary machine except the starter motor 1, for example, a lead battery generally mounted in an engine vehicle or the like. Is used. The high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25 ″, a DC / DC converter 37, and a battery harness 38. The DC / DC converter 37 changes the voltage of several hundred volts from the high voltage battery 21 to 12V. The DC / DC converter 37 is controlled by the hybrid control module 81 to manage the charge amount of the 12V battery 22.

  The capacitor 23 is a power storage device mounted as a dedicated power source for the starter motor 1 and has a large electrostatic capacity and has an excellent rapid charging / discharging performance (eDLC: electric Double Layer Capacitor). What is called is used. As shown in FIG. 2, the auxiliary load power supply system 39 and the capacitor 23 are connected via a battery branch harness 38 ′ provided with a fuse 40 and a capacitor charging circuit 41. The capacitor 23 and the starter motor 1 are connected via a capacitor harness 42, a resistor 43, and a relay switch 44. The capacitor 23 and the capacitor charging circuit 41 constitute a DLC unit 45, and the starter motor 1 and the relay switch 44 constitute a starter unit 46. Hereinafter, detailed configurations of the DLC unit 45 and the starter unit 46 will be described.

  As shown in FIG. 2, the DLC unit 45 includes a capacitor 23, a capacitor charging circuit 41, a spontaneous discharge switch 47, a forced discharge switch 48, a cell voltage monitor 49 (capacitor voltage detecting means), a capacitor And a temperature sensor 50.

  The capacitor 23 is configured by connecting a plurality of DLC cells in series / parallel. The spontaneous discharge switch 47, the forced discharge switch 48, and the capacitor temperature sensor 50 are provided at both ends of the plurality of DLC cells. Provided in parallel. The cell voltage monitor 49 is provided in parallel to each DLC cell so as to detect the cell voltage (= capacitor capacity) of each of the plurality of DLC cells.

  The capacitor charging circuit 41 is constituted by a DC / DC converter circuit (a combination circuit of a switching element, a choke coil, a capacitor and a diode) with a built-in semiconductor relay by a switching method. The capacitor charging circuit 41 includes a semiconductor relay 51 and a DC / DC converter 52 that are controlled by a hybrid control module 81. The semiconductor relay 51 is a non-contact relay using a semiconductor switching element. For example, as schematically shown in the lower left part of FIG. 2, a light called a photocoupler that transmits an isolated input / output space with a light signal. The configuration uses a semiconductor. The semiconductor relay 51 has a switch function for disconnecting or connecting the capacitor 23 from the auxiliary load power supply system 38. The DC / DC converter 52 subdivides the input direct current into pulse currents by a switching element and connects them to obtain a direct current output of a necessary voltage, thereby converting a 12V direct current to a 13.5V direct current and a capacitor. Has a function to switch the charging current.

  The starter unit 46 includes a starter motor 1, a relay switch 43, an electromagnetic actuator 53, and a pinion shift mechanism 54.

  The electromagnetic actuator 53 turns on the relay switch 44 and shifts the pinion 57 of the pinion shift mechanism 54 to a position where it meshes with the ring gear 58 by electromagnetic force generated by energizing the two coils 55 and 56. When the energization is cut off, the relay switch 44 is turned off and the pinion 57 is shifted to a position where the engagement with the ring gear 58 is released. The ring gear 58 is provided on the crankshaft of the horizontal engine 2. The auxiliary load power supply system 39 and the two coils 55 and 56 are connected via a battery branch harness 38 ″ provided with a starter cut-off relay 59, a HEV / IS / relay 60, and a starter relay 61. Energization / cutoff of the off relay 59 is performed by a body control module 87. Energization / cutoff of the HEV / IS / relay 60 is performed by a hybrid control module 81. Energization / cutoff of the starter relay 61 is performed by an underhood switching module. The voltage sensor 62 for relay diagnosis is provided at a position where the battery branch harness 38 "intersects.

  The pinion shift mechanism 54 has a pinion 57 provided so as to be movable in the axial direction with respect to the motor shaft of the starter motor 1, one end connected to the electromagnetic actuator 53, and the other end fitted into the shift groove of the pinion 57. Shift lever 63.

[Control system configuration]
1 shows an overall system of an FF plug-in hybrid vehicle, FIG. 2 shows a power supply system configuration centering on a starter power supply, and FIG. 3 shows a control system configuration. Hereinafter, the control system configuration of the FF plug-in hybrid vehicle will be described with reference to FIGS.

  As shown in FIGS. 1 to 3, the control system includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control unit having a function of appropriately managing the energy consumption of the entire vehicle. Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”). Have. The data communication module 85 (abbreviation: “DCM”) and the lithium battery controller 86 (abbreviation: “LBC”) are included. Furthermore, it has a body control module 87 (abbreviation: “BCM”) and an underhood switching module 88 (abbreviation: “USM”). These control means include CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) except for a LIN communication line 89 (LIN: abbreviation for “Local Interconnect Network”) that connects hybrid control module 81 and DLC unit 45. Is connected so that bidirectional information can be exchanged.

  The hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, and the like. Among these, the control performed for the purpose of driving the FF plug-in hybrid vehicle capable of external charging with high fuel efficiency is a travel mode based on the battery SOC of the high-power battery 21 (“CD mode”, “CS mode”). Selection control.

  The “CD mode (Charge Depleting mode)” is a mode in which priority is given to EV travel that consumes the power of the high-power battery 21 in principle. For example, while the battery SOC of the high-power battery 21 decreases from full SOC to set SOC. Is selected. However, HEV traveling is exceptionally performed in high-load traveling where driving force is insufficient in EV traveling. The start of the horizontal engine 2 during the selection of the “CD mode” is based on the start by the starter motor 1 (starter start), with the exception of the start by the motor / generator 4 (M / G start).

  The “CS mode (Charge Sustain mode)” is a mode in which priority is given to HEV running that maintains the power of the high-power battery 21 in principle, and is selected when the battery SOC of the high-power battery 21 is equal to or lower than the set SOC. That is, when it is necessary to maintain the battery SOC of the high-power battery 21 within a predetermined range, HEV traveling is performed by engine power generation that causes the motor / generator 4 to generate electric power by driving the lateral engine 2. The start of the horizontal engine 2 during the selection of the “CS mode” is based on the start by the motor / generator 4 (M / G start), with the exception of the start by the starter motor 1 (starter start). It should be noted that the “set SOC” that is the mode switching threshold value has hysteresis between the value when the CD mode → CS mode and the value when the CS mode → CD mode.

The hybrid control module 81 performs engine start control by the starter motor 1, charge control to the capacitor 23, and discharge control from the capacitor 23 in addition to the selection control of “CD mode” and “CS mode”. Furthermore, the following starter related control is performed.
(A) Time-saving control from engine start to starter start permission.
(B) Time shortening control from ignition on to starter start permission (Example 1).
(C) Deterioration progress suppression control of the capacitor 23.
(D) Control of countermeasures for high / low temperature of capacitor 23.
(E) Prevention of voltage sag of auxiliary equipment for vehicles.

  The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontal engine 2. The motor controller 83 performs power running control, regeneration control, and the like of the motor generator 4 by the inverter 26. The CVT control unit 84 performs engagement hydraulic pressure control of the first clutch 3, engagement hydraulic pressure control of the second clutch 5, shift hydraulic pressure control of the belt type continuously variable transmission 6, and the like. When the switch of the portable remote control key is remotely operated and the communication is established with the portable remote control key, the data communication module 85 controls, for example, lock / unlock of the charging port lid and the connector lock mechanism. The lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21. The body control module 87 performs energization / cutoff control of the starter cut-off relay 59. The under hood switching module 87 performs energization / cut-off control of the built-in starter relay 61 based on the range position signal from the inhibitor switch 94.

[Detailed configuration of capacitor charge / discharge control]
FIG. 4 shows a capacitor charge / discharge control processing flow executed by the hybrid control module 81 (capacitor charge / discharge control means). Hereinafter, each step of FIG. 4 showing the capacitor charge / discharge control processing configuration will be described.

  In step S1, it is determined whether or not the ignition switch 91 is off. If Yes (IGN OFF), the process proceeds to step S2. If No (IGN ON), the determination in step S1 is repeated.

In step S2, following the determination that the IGN is OFF in step S1, it is determined whether or not a predetermined time α has elapsed after the IGN is OFF. If Yes (predetermined time α has elapsed since IGN OFF), the process proceeds to step S3. If No (predetermined time α has not elapsed since IGN OFF), the determination in step S2 is repeated.
Here, the “predetermined time α” is set to a standby time in consideration of switching from ignition off to ignition on by the driver's change mind.

  In step S3, following the determination that the predetermined time α has elapsed after IGN OFF in step S2, the normal current 1 is selected as the discharge current, the forced discharge switch 48 is closed, and the capacitor 23 is forcibly discharged. The process proceeds to step S4.

In step S4, the capacitor voltage detected by the cell voltage monitor 49 is equal to or less than the voltage b that does not deteriorate, following the determination that the capacitor forced discharge is started in step S3 or that the rapid external charging is not started in step S6. It is determined whether or not. If Yes (capacitor voltage ≦ voltage b), the process proceeds to step S5. If No (capacitor voltage> voltage b), the process proceeds to step S6.
Here, as “the voltage b that does not deteriorate”, it was found that the deterioration does not proceed if the voltage is 1 V or less per cell of the capacitor 23. For example, when 6 cells are connected in series, the voltage b is set to 6V. The

  In step S5, following the determination that capacitor voltage ≦ voltage b in step S4, the forced discharge switch 48 is opened to terminate the forced discharge of the capacitor 23, and the process proceeds to the end of the flowchart.

  In step S6, following the determination that the capacitor voltage> the voltage b in step S4, it is determined whether or not the rapid external charging with the charging plug connected to the rapid external charging port 32 is started. If Yes (start of rapid external charging), the process proceeds to step S7. If No (rapid external charge does not start), the process returns to step S4.

  In step S7, following the determination that rapid external charging is started in step S6, recharging of the capacitor 23 is started, and the process proceeds to step S8.

  In step S8, following the start of capacitor recharging in step S7, it is determined whether or not the capacitor 23 has been fully charged. If Yes (capacitor fully charged), the process proceeds to step S9. If No (capacitor fully charged), the determination in step S8 is repeated.

  In step S9, following the determination that the capacitor is fully charged in step S8, it is determined whether or not the rapid external charging by removing the charging plug from the rapid external charging port 32 is completed. If Yes (quick external charging is completed), the process proceeds to the end of the flowchart. If No (quick external charging is not completed), the determination in step S9 is repeated.

Next, the operation will be described.
The effects of the control device for the FF plug-in hybrid vehicle of the first embodiment are as follows: [Characteristic action by the capacitor power circuit configuration], [Charge / discharge action by the capacitor power supply], [Capacitor Discharge Control Action] and [Capacitor Recharge Control Action During Rapid External Charging Intervention During Forced Discharge After IGN OFF]

[Characteristic effect of capacitor power circuit configuration]
For example, in an idle stop vehicle, when the starter motor power supply is a 12V battery, the power supply circuit configuration is a configuration in which the DLC unit 45 and the fuse 40 are removed from the capacitor power supply circuit configuration of the first embodiment. To do.

  In the case of this comparative example, the power supply of the starter motor and the vehicle auxiliary machines is shared by one 12V battery. For this reason, if the starter motor is used to start the engine when the required amount of power in the vehicle auxiliaries is high, the supply power is insufficient, and the voltage of the vehicle auxiliaries decreases suddenly at the moment of starting the engine. Low occurs.

  On the other hand, in the first embodiment, the auxiliary load power supply system 39 is configured by connecting the high-power battery 21 and the 12V battery 22 via the DC / DC converter 37. The DLC unit 45 includes a capacitor charging circuit 41 that is branched and connected from the DC / DC converter 37 and a capacitor 23 that is connected to the capacitor charging circuit 41. A capacitor power supply circuit is configured by providing a semiconductor relay 51 as a switch built in the capacitor charging circuit 41 between the auxiliary load power supply system 39 and the DLC unit 45.

  With this configuration, the 12V battery 22 and the capacitor 23 are charged with the electric power from the high-power battery 21, and the necessary power is supplied from the 12V battery 22 to the 12V system load 36, which is a vehicle auxiliary device. To supply the necessary power. That is, the starter motor 1 and the 12V system load 36 do not share the power source, and the two power sources including the 12V battery 22 and the capacitor 23 receive a charge backup by the high-power battery 21.

  And the capacitor power supply circuit is comprised by adding the DLC unit 45 (capacitor charging circuit 41 + capacitor 23), without changing the power supply circuit structure of the idle stop vehicle which is a comparative example. Thus, since the DLC unit 45 can be added in the same manner as the addition of auxiliary equipment, the control of the high-power battery 21 and the DC / DC converter 37 does not need to be changed from the control of the comparative example.

  Further, when the charge / discharge balance of the auxiliary load power supply system 39 is likely to be lost, the DLC unit 45 (capacitor charging circuit 41 + capacitor 23) can control the charging current and the auxiliary relay load by the semiconductor relay 51 as a switch. The power supply system 39 can be disconnected. For this reason, by opening the semiconductor relay 51 at the start of the starter, it is possible to prevent a voltage sag in which the voltage of the vehicle auxiliary machinery suddenly decreases. In addition, it is not necessary to change the converter capacity of the DC / DC converter 37 and the battery capacity of the 12V battery 22 from the converter capacity and battery capacity set in the comparative example.

[Charging / discharging action by capacitor power supply]
“Engine start control operation by starter motor 1”, “charge control operation to capacitor 23”, and “discharge control operation from capacitor 23” performed by hybrid control module 81 on the capacitor power supply circuit will be described.

The engine start by the starter motor 1 is based on the output of the starter start command from the hybrid control module 81. When the HEV / IS / relay 60 is energized, the relay switch 44 is turned on and the pinion 57 is shifted to a position where it engages with the ring gear 58. To do. As a result, the starter motor 1 using the capacitor 23 as a power source rotates the crankshaft of the horizontal engine 2 to start the starter, and the HEV / IS / relay 60 is cut off after a predetermined time from energization. The starter cut-off relay 59 is energized by the body control module 87 except when a vehicle condition prohibiting engine start is satisfied. Further, the starter relay 61 built in the underhood switching module 88 is energized only when the P range is selected, and is in a cut-off state when a D range other than the P range is selected.
Therefore, in principle, the engine start control by the starter motor 1 is performed by using the power of the capacitor 23 while the HEV / IS / relay 60 is energized by the starter start command under the starter start permission condition. Then, the horizontal engine 2 is started.

For charging the capacitor 23, the semiconductor relay 51 of the capacitor charging circuit 41 is closed based on the output of the charging command from the hybrid control module 81, and the capacitor charging current is selected. Thereby, the electric power from the high-power battery 21 is introduced into the capacitor 23 through the DC / DC converter 37 → the fuse 40 → the semiconductor relay 51 → the DC / DC converter 52, so that the short-time charging according to the capacitor charging current can be performed. Done. The capacitor charging current has a current 1 (for example, 15 A) as a basic current, and has a current 2 (for example, 20 A) that can be selected by changing from the current 1 as an exception.
Therefore, the charging control to the capacitor 23 uses the power from the high-power battery 21 and charges the capacitor 23 with the selected capacitor charging current while the charging command is output.

Based on the output of the natural discharge command from the hybrid control module 81, the discharge from the capacitor 23 causes the natural discharge from the capacitor 23 by closing the natural discharge switch 47 of the DLC unit 45. Further, the forced discharge from the capacitor 23 is performed by closing the forced discharge switch 48 of the DLC unit 45 based on the output of the forced discharge command from the hybrid control module 81. In the case of this forced discharge, the discharge amount per unit time is set larger than that in the case of natural discharge.
Therefore, in the forced discharge control to the capacitor 23, while the forced discharge switch 48 is closed based on the forced discharge command, the power of the capacitor 23 is converted into resistance heat, and discharge is performed in a shorter time than natural discharge. . As the capacitor discharge current, the current 1 is a basic current, and the current 2 is smaller than the current 1 as an exception.
Therefore, the forced discharge control to the capacitor 23 is discharged from the high-power battery 21 by the selected capacitor discharge current while the discharge command is output.

[Capacitor discharge control action without rapid external charge intervention during forced discharge after IGN OFF]
For example, a comparative example that controls the capacitor voltage to a voltage at which capacitor deterioration does not progress by forcibly discharging it after a predetermined time (time when switching to ignition on by change mind) has elapsed after ignition off And

  In the case of this comparative example, spontaneous discharge occurs due to the balance resistance attached to the capacitor, so that the capacitor voltage drops to almost 0 V when left for one day. For this reason, it is necessary to recharge the capacitor from 0 V to full charge when re-ignition is on, and starter start is prohibited during the charging time. In other words, the EV travel area based on starter start is narrowed.

  In order to shorten the capacitor charging time after the ignition is turned on, the charge amount of the capacitor (= capacitor voltage) is managed even when the ignition is turned off using the external charging information that is characteristic of the plug-in hybrid vehicle. Capacitor charge / discharge control.

  Here, when rapid external charging is non-intervening during forced discharge after IGN OFF, in other words, after switching to IGN OFF, if rapid external charging is started after waiting for a time exceeding the time required for forced discharge It is predicted that the vehicle will not run until the next morning because it is not a mere temporary charge but is a charge after the end of the day's running (usually the same as external charging). Therefore, when rapid external charging is not intervening during forced discharge after IGN OFF, capacitor 23 is left in a discharged state, and priority is given to prevention of capacitor deterioration. Hereinafter, based on FIG. 4, the capacitor discharge control action at the time of rapid external charge non-intervention during forced discharge after IGN OFF performed reflecting this will be described.

  First, when the predetermined time α elapses after the ignition is turned off, the process proceeds from step S1 to step S2 to step S3 to step S4 in the flowchart of FIG. 4, and the forced discharge of the capacitor 23 is started in step S3. Then, while it is determined in step S4 that capacitor voltage> voltage b and it is determined that rapid external charging has not been started, the flow from step S4 to step S6 is repeated, and forced discharge is continued. The If it is determined in step S4 that the capacitor voltage ≦ the voltage b, the process proceeds from step S4 to step S5 → the process is terminated, and the forced discharge of the capacitor 23 is terminated.

As described above, the first embodiment employs a configuration in which the capacitor 23 is forcibly discharged when a predetermined time α elapses after the ignition is turned off, and the capacitor 23 is not recharged when rapid external charging is started after the forced discharge. did.
That is, the start of rapid external charging after forced discharge is charging after the end of the day's travel, and is predicted information that the vehicle will not travel until the next morning, and the capacitor 23 is not recharged.
Therefore, when rapid external charging is started after forced discharge, priority is given to prevention of capacitor deterioration, and the life of the capacitor 23 can be extended.

In the first embodiment, after the ignition is turned off, the forced discharge of the capacitor 23 that is started when a predetermined time α elapses is performed until the voltage b at which the capacitor voltage does not deteriorate is reached, and the forced discharge is terminated when the voltage b does not deteriorate. Adopted.
That is, as long as the purpose of the forced discharge of the capacitor 23 is to prevent the capacitor deterioration, the purpose is achieved if the forced discharge is performed until the capacitor voltage reaches the voltage b at which the capacitor voltage does not deteriorate. The capacitor voltage gradually decreases to 0V.
Therefore, the forced discharge time of the capacitor 23 after the ignition is turned off can be shortened while achieving the prevention of the deterioration of the capacitor 23.

In the first embodiment, a configuration is adopted in which the predetermined time α after the ignition is turned off until the forced discharge of the capacitor 23 is started is set to a standby time in consideration of switching from the ignition off to the ignition on by the driver's change mind.
In other words, due to a change in the parking position at the parking lot, the driver may switch to ignition on immediately after stopping at a position where the ignition is turned off, and travel to a slightly distant position and stop again. In such a case, it is necessary to maintain a state where starter start is possible.
Therefore, after the ignition is turned off, the capacitor charge capacity is a capacity that allows the starter to start even when the ignition is turned off to the ignition on by the driver's change mind by waiting for a predetermined time α until the forced discharge of the capacitor 23 is started. Can remain assured.

[Capacitor recharge control action during rapid external charge intervention during forced discharge after IGN OFF]
In contrast to the non-intervention of rapid external charging during forced discharge described above, when rapid external charge intervention is performed during forced discharge after IGN OFF, for example, it is expected that temporary charging is performed during drive-in during driving. The Therefore, when rapid external charging intervenes during forced discharge, priority is given to the starter start immediately after the ignition is turned on. Hereinafter, based on FIG. 4, a capacitor recharge control operation at the time of rapid external charge intervention during forced discharge after IGN OFF performed reflecting this will be described.

  First, when the rapid external charging is performed during the forced discharge after the ignition is turned off, the process proceeds from step S1, step S2, step S3, step S4, step S6, step S7, and step S8 in the flowchart of FIG. Then, recharging of the capacitor 23 is started in step S7, and recharging of the capacitor 23 is continued until it is determined in step S8 that the capacitor is fully charged. When it is determined in step S8 that the capacitor is fully charged, the process proceeds to step S9, waits until the rapid external charging is completed, and proceeds to the end of the process.

As described above, in the first embodiment, after a predetermined time α has elapsed after the ignition is turned off, the capacitor 23 is forcibly discharged, and when rapid external charging is started during the forced discharge, the capacitor 23 starts to be recharged. And the structure which makes a starter start possible state is employ | adopted.
That is, it is predicted that the rapid driving is resumed after the rapid external charging is terminated by the rapid external charging being started during the forced discharge. Therefore, when rapid external charging is started during forced discharge, the capacitor 23 is brought into a state where starter start is possible, so that a state where starter start is possible immediately after the ignition is turned on is prepared.
As a result, when the ignition is turned on, the time required until starter start for starting the horizontally placed engine 2 by the starter motor 1 can be shortened.

The first embodiment employs a configuration in which the recharging of the capacitor 23 started during the rapid external charging is performed until the capacitor 23 is fully charged.
That is, in order to make the capacitor 23 ready for starter start, it is achieved by raising the capacitor 23 to a voltage at which starter start is possible. If there is a time interval, the capacitor voltage may become lower than the voltage at which the starter can be started due to spontaneous discharge.
On the other hand, by increasing the capacitor voltage to full charge in advance, starter start can be ensured even if there is some natural discharge after the rapid external charging is terminated and before the running is restarted.

Next, the effect will be described.
In the control device for the FF plug-in hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) The drive system has a starter motor 1, an engine (horizontal engine 2), and a motor / generator 4.
As a power supply system, a high-power battery 21 as a power source of the motor / generator 4, a capacitor 23 as a power source of the starter motor 1, and capacitor charge / discharge control means (hybrid control module 81) for controlling charge / discharge of the capacitor 23. And comprising
In the control device for a plug-in hybrid vehicle (FF plug-in hybrid vehicle) capable of both normal external charging and rapid external charging as an external charging method for the high-power battery 21,
Engine start control means (hybrid control module 81) that starts the starter by cranking the engine (horizontal engine 2) using the starter motor 1 that uses the capacitor 23 as a power source;
Capacitor voltage detection means (cell voltage monitor 49) for detecting the voltage of the capacitor 23;
The capacitor charge / discharge control means (hybrid control module 81) starts forced discharge of the capacitor 23 when a predetermined time α has elapsed after ignition off, and when the rapid external charge is started during forced discharge, Recharging of the capacitor 23 is started, and the starter can be started (FIG. 4).
For this reason, when the ignition is turned on, the time required until starter start for starting the engine (horizontal engine 2) by the starter motor 1 can be shortened.

(2) The capacitor charge / discharge control means (hybrid control module 81) starts forced discharge of the capacitor 23 when a predetermined time α elapses after the ignition is turned off, and when the rapid external charge is started after forced discharge. The capacitor 23 is not recharged (FIG. 4).
For this reason, in addition to the effect of (1), when rapid external charging is started after forced discharge, prevention of capacitor deterioration is given priority and the life of the capacitor 23 can be extended.

(3) Providing capacitor voltage detection means (cell voltage monitor 49) for detecting the voltage of the capacitor 23;
The capacitor charge / discharge control means (hybrid control module 81) performs forced discharge of the capacitor 23, which is started when a predetermined time α elapses after the ignition is turned off, until the voltage b at which the capacitor voltage does not deteriorate is reached. When b is reached, the forced discharge ends (FIG. 4).
For this reason, in addition to the effect (1) or (2), the forced discharge time of the capacitor 23 after the ignition is turned off can be reduced while achieving the prevention of the deterioration of the capacitor 23.

(4) The capacitor charge / discharge control means (hybrid control module 81) performs the recharge of the capacitor 23, which is started during the rapid external charge, until the full charge of the capacitor 23 is completed (FIG. 4).
For this reason, in addition to the effects (1) to (3), the starter start can be ensured even if there is some natural discharge after the rapid external charging is finished and before the running is restarted.

(5) The capacitor charge / discharge control means (hybrid control module 81) switches a predetermined time α from the ignition off to the ignition on by a driver's change mind after the ignition is turned off until the forced discharge of the capacitor 23 is started. Was set to a waiting time in consideration of (FIG. 4).
For this reason, in addition to the effects of (1) to (4), even if the ignition change is switched from ignition off to ignition on due to the driver's change mind, the capacitor charge capacity should remain as large as possible to start the starter. it can.

  As mentioned above, although the control apparatus of the plug-in hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a claim is a claim. Design changes and additions are allowed without departing from the gist of the invention.

  In the first embodiment, as the capacitor charge / discharge control means, forced discharge of the capacitor 23 is started when a predetermined time α elapses after the ignition is turned off. When rapid external charge is started during forced discharge, the capacitor 23 is recharged. In this example, the capacitor 23 is fully charged. However, the capacitor charge / discharge control means may be an example in which, when rapid external charging is started during forced discharge, recharging of the capacitor is started, and the capacitor voltage is changed to a starter startable voltage that allows starter start. In addition, a voltage within the range from the starter startable voltage to the full charge voltage may be used.

  In the first embodiment, as an example of capacitor charge / discharge control means, recharge and discharge control is performed using capacitor voltage information. However, the capacitor charge / discharge control means may be an example in which recharge or discharge control is performed using capacitor capacity information instead of capacitor voltage information. That is, when the capacitor capacity is Q, the capacitance is C, and the capacitor voltage is V, Q = C · V. When the capacitance C is constant, the capacitor capacity Q is proportional to the capacitor voltage V. Thus, even if capacitor capacity information is used instead of capacitor voltage information, equivalent control is achieved.

  In the first embodiment, the hybrid control module 81 is used as the capacitor charge / discharge control means. However, as the capacitor charge / discharge control means, an independent power supply system controller may be used, or an example in which a power supply system capacitor charge / discharge control unit is provided in a controller other than the hybrid control module may be used. .

  In Example 1, the example which applies the control apparatus of this invention to FF plug-in hybrid vehicle was shown. However, the control device of the present invention can be applied not only to FF plug-in hybrid vehicles but also to FR plug-in hybrid vehicles and 4WD plug-in hybrid vehicles. In short, any plug-in hybrid vehicle that includes a capacitor as a starter power source and can perform both normal external charging and rapid external charging can be applied as an external charging method for a high-power battery.

1 Starter motor 2 Horizontal engine (engine)
3 First clutch 4 Motor / generator 5 Second clutch 6 Belt type continuously variable transmissions 10R, 10L Left and right front wheels 11R, 11L Left and right rear wheels 21 High power battery 22 12V battery 23 Capacitor 32 Rapid external charging port 33 Charger 35 Normal external charging Port 37 DC / DC converter 41 Capacitor charging circuit 45 DLC unit 49 Cell voltage monitor (capacitor voltage detection means)
51 Semiconductor relay 52 DC / DC converter 81 Hybrid control module (capacitor charge / discharge control means, engine start control means)

Claims (5)

The drive system has a starter motor, an engine, and a motor / generator.
As a power supply system, a high-power battery that is a power source of the motor / generator, a capacitor that is a power source of the starter motor, and a capacitor charge / discharge control unit that controls charge / discharge of the capacitor,
As an external charging method to the high-power battery, in a control device for a plug-in hybrid vehicle capable of both normal external charging and rapid external charging,
Using a starter motor that uses the capacitor as a power source, engine start control means for cranking the engine and starting the starter is provided.
The capacitor charge / discharge control means starts forced discharge of the capacitor when a predetermined time has elapsed after ignition off, and starts recharging of the capacitor when the rapid external charge is started during forced discharge. A control device for a plug-in hybrid vehicle, characterized in that the starter can be started. In the control device for the plug-in hybrid vehicle according to claim 1,
The capacitor charge / discharge control means starts forced discharge of the capacitor when a predetermined time elapses after ignition off, and does not recharge the capacitor when the rapid external charge is started after forced discharge. Control device for plug-in hybrid vehicle. In the control device for a plug-in hybrid vehicle according to claim 1 or 2,
Capacitor voltage detection means for detecting the voltage of the capacitor is provided,
The capacitor charge / discharge control means performs forced discharge of the capacitor, which is started when a predetermined time elapses after the ignition is turned off, until the voltage at which the capacitor voltage does not deteriorate is reached, and ends the forced discharge when the voltage is not deteriorated. A control device for a plug-in hybrid vehicle. In the control device for a plug-in hybrid vehicle according to any one of claims 1 to 3,
The control device for a plug-in hybrid vehicle, wherein the capacitor charge / discharge control means performs recharge of the capacitor that is started during rapid external charge until the full charge of the capacitor is completed. In the control device of the plug-in hybrid vehicle according to any one of claims 1 to 4,
The capacitor charge / discharge control means sets a predetermined time until the forced discharge of the capacitor is started after the ignition is turned off to a standby time in consideration of switching from ignition off to ignition on by a driver's change mind. A control device for a plug-in hybrid vehicle.