JP2018030474A - Hybrid automobile - Google Patents

Abstract

An unintended vehicle behavior is suppressed during scavenging control. In a hybrid vehicle including an engine and a motor capable of motoring the engine, when the ignition is turned off, the engine coolant temperature is less than a predetermined temperature, and the engine operation duration is less than a predetermined time. In this case, scavenging control is executed in which the engine is motored by the motor while the fuel injection is stopped. During the execution of the scavenging control, at least the acceptance of the travel start instruction is prohibited. As a result, unintended vehicle behavior based on control mismatch or the like can be suppressed during scavenging control. [Selection] Figure 2

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as this type of hybrid vehicle, when the engine is stopped when it is determined that the engine is in a cold state, one that stops the engine after scavenging the combustion chamber of the engine has been proposed ( For example, see Patent Document 1). In this automobile, scavenging is performed when the engine in the cold state is stopped to remove moisture in the combustion chamber, and moisture adheres to the spark plug while the engine is stopped. Prevents the decline.

JP 2008-80914 A

  However, in the above-described hybrid vehicle, if the engine is restarted during the scavenging control before the engine is stopped, control failure due to restart of some electronic control units included in the control device or communication between the respective electronic control units. Matching may occur and unintended vehicle behavior may occur.

  The main purpose of the hybrid vehicle of the present invention is to suppress unintended vehicle behavior during scavenging control.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine,
A motor capable of motoring the engine;
If the engine coolant temperature is less than a predetermined temperature when the ignition is turned off and the engine operation duration is less than a predetermined time, the motor is motored by the motor in a state where fuel injection is stopped. A control device for performing scavenging control,
A hybrid vehicle comprising:
The control device prohibits at least reception of a travel start instruction during execution of the scavenging control,
It is characterized by that.

  In the hybrid vehicle according to the present invention, when the engine cooling water temperature is lower than a predetermined temperature when the ignition is turned off and the operation duration time of the engine is shorter than a predetermined time, the fuel injection is stopped and the engine is stopped. The scavenging control motored by the motor is executed. Thereby, inconvenience due to moisture remaining in the combustion chamber when the engine is cold, for example, freezing of the valve, freezing of the plug, generation of rust, and the like can be suppressed. During the execution of the scavenging control, at least the reception of the travel start instruction is prohibited. As a result, some of the electronic control units included in the control device are not restarted during the scavenging control, and communication between the electronic control units accompanying the restart is not performed. The control mismatch which arises can be suppressed and generation | occurrence | production of the unintended vehicle behavior resulting from a control mismatch can be prevented. Here, “at least prohibiting acceptance of a travel start instruction” includes an instruction prohibiting a system activation instruction by ignition on as a higher order instruction.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is a flowchart showing an example of an ignition off process executed by an HVECU 70.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as “HVECU”). 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . The engine ECU 24 receives signals from various sensors necessary to control the operation of the engine 22, for example, the crank angle θcr from the crank position sensor 23a that detects the rotational position of the crankshaft 26 of the engine 22, and the flow of cooling water. The coolant temperature Tw from the temperature sensor 23b attached to the road is inputted from the input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23a, or measures the time (operation duration) Ton during which the engine 22 is continuously operated. Yes.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51 a installed between terminals of the battery 50, a battery current Ib from a current sensor 51 b attached to an output terminal of the battery 50, and a battery 50. The battery temperature Tb from the temperature sensor 51c attached to can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal IG from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. In addition, the engine 22 and the motors MG1, MG2 are controlled to operate. As operation modes of the engine 22 and the motors MG1, MG2, there are the following modes (1) to (3).
(1) Torque conversion operation mode: The engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motors MG1 and MG2. (2) Charging / discharging operation mode: sum of required power and electric power necessary for charging / discharging of the battery 50. In this mode, the motor MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36. The engine 22 is operated and controlled so that the power suitable for the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 is charged with the battery 50 by the planetary gear 30 and the motors MG1 and MG2. The motors MG1 and MG2 are driven so that the torque is converted by the motor and the required power is output to the drive shaft 36. Gosuru mode (3) motor drive mode: stop the operation of the engine 22, required power to drive control of the motor MG2 to be outputted to the drive shaft 36 mode

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the operation of the engine 22 is stopped at the time of cold such as 0 ° C. or lower or −10 ° C. or lower will be described. FIG. 2 is a flowchart showing an example of ignition-off time processing executed by the HVECU 70. This ignition-off process is repeatedly executed while the engine 22 is in operation.

  When the ignition-off process is executed, the HVECU 70 first determines whether the ignition switch 80 is operated to turn off the ignition (IG-OFF) (step S100). If the ignition is not turned off, do nothing. The process ends without

  When it is determined that the ignition has been turned off, the cooling water temperature Tw, the operation duration time Ton of the engine 22 and the engine ECU 24 are input by communication (step S110), and it is determined whether or not the cooling water temperature Tw is less than the threshold value Twref (step S110). S120), it is determined whether or not the operation continuation time Ton is less than the threshold value Tonref (step S130). Here, the threshold value Twref is a temperature lower than the temperature at which the engine 22 is warmed up, and the threshold value Toref is a time shorter than the time required to complete the warming up of the engine 22.

  When it is determined that the cooling water temperature Tw is less than the threshold value Twref and the operation continuation time Ton is less than the threshold value Tonref, the ignition switch 80 is prohibited from accepting an ignition-on (IG-ON) operation (step S140). Then, scavenging control for motoring the engine 22 with the fuel injection stopped is executed (step S150). This scavenging control eliminates moisture in the combustion chamber when cold and suppresses inconveniences (such as freezing of spark plugs and generation of rust due to moisture) due to moisture remaining in the combustion chamber while the engine is stopped. Done. When the scavenging control is finished, a stop process for stopping the operation of the engine 22 or a sequence for stopping the system is executed (step S160), and the ignition switch 80 is allowed to accept the operation of the ignition on (IG-ON) (cancellation of prohibition). (Step S170), and this process is terminated. As described above, since the acceptance of the ignition-on (IG-ON) operation during the scavenging control is prohibited, inconveniences when the ignition is turned on during the scavenging control, for example, the motor ECU 40, the battery ECU 52, etc. It is possible to suppress inconveniences such as unintended vehicle behavior based on control mismatch due to activation or communication between these units.

  If it is determined in step S120 that the coolant temperature Tw is equal to or greater than the threshold value Twref, or if it is determined in step S130 that the operation duration time Ton is equal to or greater than the threshold value Tonref, it is determined that the scavenging control is unnecessary, and the engine 22 is immediately operated. A stop process for stopping and a sequence for stopping the system are executed (step S160), and the ignition switch 80 is allowed to accept an ignition-on (IG-ON) operation (step S170), and the process ends.

  In the hybrid vehicle 20 of the embodiment described above, the scavenging control is executed when the coolant temperature Tw of the engine 22 is less than the threshold value Twref and the operation duration time Ton of the engine 22 is less than the threshold value Tonref. During execution of this scavenging control, the ignition switch 80 is prohibited from accepting an ignition-on (IG-ON) operation. As a result, inconvenience when the ignition is turned on during scavenging control, for example, unintended vehicle behavior based on control mismatch due to restart of the motor ECU 40 or battery ECU 52 during scavenging control or communication between these units. Inconvenience such as can be suppressed.

  In the hybrid vehicle 20 of the embodiment, while the scavenging control is being performed, the reception of the ignition on (IG-ON) operation by the ignition switch 80 is prohibited, but “ignition on” or “ready on” is performed. Regardless of how it is called, it suffices as long as it prohibits at least the instruction to start traveling.

  In the embodiment, the hybrid vehicle 20 includes the engine 22, the two motors MG <b> 1 and MG <b> 2, and the planetary gear 30. However, any configuration may be used as long as the hybrid vehicle includes an engine and a motor that motors the engine.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 Hybrid Vehicle, 22 Engine, 23a Crank Position Sensor, 23b Temperature Sensor, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary Gear, 36 Drive Shaft, 38 Differential Gear, 39a, 39b Drive Wheel 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 Electric Power Line, 70 Hybrid Electronic Control Unit (HVECU), 80 Ignition Switch, 81 Shift Lever, 82 Shift Position Sensor, 83 Accelerator Pedal, 84 Cell pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

Engine,
A motor capable of motoring the engine;
If the engine coolant temperature is less than a predetermined temperature when the ignition is turned off and the engine operation duration is less than a predetermined time, the motor is motored by the motor in a state where fuel injection is stopped. A control device for performing scavenging control,
A hybrid vehicle comprising:
The control device prohibits reception of a travel start instruction at least during the scavenging control.
A hybrid vehicle characterized by that.

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