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WO2008143312A1 - Dispositif de commande de véhicule hybride - Google Patents

Dispositif de commande de véhicule hybride Download PDF

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Publication number
WO2008143312A1
WO2008143312A1 PCT/JP2008/059413 JP2008059413W WO2008143312A1 WO 2008143312 A1 WO2008143312 A1 WO 2008143312A1 JP 2008059413 W JP2008059413 W JP 2008059413W WO 2008143312 A1 WO2008143312 A1 WO 2008143312A1
Authority
WO
WIPO (PCT)
Prior art keywords
hybrid vehicle
engine
time
control device
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2008/059413
Other languages
English (en)
Japanese (ja)
Inventor
Yu Oe
Kazunari Izumi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of WO2008143312A1 publication Critical patent/WO2008143312A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0416—Arrangement in the rear part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/089—Layout of the fuel vapour installation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/007—Layout or arrangement of systems for feeding fuel characterised by its use in vehicles, in stationary plants or in small engines, e.g. hand held tools
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a control device for a hybrid vehicle, and more particularly, to a control device for a hybrid vehicle that can appropriately determine the replacement timing of consumables related to an engine.
  • Automobiles include consumables such as tires and engine oil.
  • replacement standards are set for consumables.
  • engine oil replacement standards are set based on distance traveled or usage period.
  • oil filters and air cleaners are generally timed for replacement based on distance traveled.
  • Japanese Laid-Open Patent Publication No. 2 0 0 5-1 5 3 6 8 2 discloses a determination method for notifying the driver of the determination result when it is determined that it is time to replace a consumable for a vehicle. This determination method is based on the steps of calculating the travel distance from the vehicle speed sensor, accumulating the travel distance, the reference distance associated with the vehicle consumable to be measured, and the cumulative travel distance. A step of determining the replacement time of the device and a step of notifying the determination result.
  • a hybrid vehicle is a vehicle that uses a DC power source, an inverter, and a motor driven by an inverter as a power source in addition to a conventional engine.
  • a hybrid vehicle has been proposed in which a DC power source can be charged using an external power source to extend the distance that can be driven only by the motor output.
  • An object of the present invention is to provide a control device for a hybrid vehicle capable of appropriately determining the replacement time of engine-related consumables.
  • the present invention is a hybrid vehicle control device including a motor that drives a vehicle and an internal combustion engine that executes at least one of driving the vehicle and supplying power to the motor.
  • the control device includes a mode setting unit and a control unit.
  • the mode setting unit sets the operation mode of the hybrid vehicle to at least one of a first mode in which the internal combustion engine is operated and a second mode in which the internal combustion engine is stopped and the motor is operated.
  • the control unit controls the internal combustion engine and the motor according to the setting result of the mode setting unit.
  • the control unit determines the replacement timing of the consumables related to the internal combustion engine based on the operation results of the internal combustion engine.
  • the hybrid vehicle further includes a power storage device that supplies electric power to the motor, and a connection unit configured to be able to electrically connect the power storage device to a power source outside the hybrid vehicle.
  • control unit determines whether the current time corresponds to the replacement time based on the operation results.
  • the operation result is a cumulative value of the operation time of the internal combustion engine.
  • the operation result is a cumulative value of the distance traveled by the hybrid vehicle driven by the internal combustion engine.
  • control unit calculates the time required for the state of the consumables from reaching the predetermined replacement condition from the current time based on the operation results, and determines the replacement time using the calculated time. To do.
  • control device further includes a storage unit.
  • the storage unit stores data including the travel time of the hybrid vehicle, the time when the hybrid vehicle traveled during the travel time, and the operation time of the internal combustion engine during the travel time as data representing the past travel results of the hybrid vehicle.
  • the control unit reads out data from the storage unit, and calculates an operation time of the internal combustion engine per predetermined period as an operation result based on the read-out data.
  • the control device further includes a storage unit.
  • the storage unit is a hybrid
  • the data representing the past driving results of the hybrid vehicle is as follows: Hybrid early iwj 3 ⁇ 4; JTF B,
  • the hybrid vehicle travels by the driving of the internal combustion engine during the operational timing and the travel distance of the hybrid vehicle corresponding to the operational timing. Data including the measured distance is stored.
  • the control unit reads the data from the storage unit, and calculates the travel distance of the hybrid vehicle per predetermined period by driving the internal combustion engine as the operation result based on the read data.
  • the consumable is engine oil.
  • the consumable item is an oil filter.
  • the consumable item is an air filter.
  • the consumable is a spark plug.
  • the operation performance is the number of operations of the internal combustion engine in which the operation time of the internal combustion engine is less than a predetermined time.
  • the control unit determines that the current time corresponds to the replacement time when the number of operations reaches a predetermined value.
  • the consumable is a spark plug.
  • the operation performance is the number of operations of the internal combustion engine in which the travel distance when the hybrid vehicle travels by driving the internal combustion engine is less than a predetermined distance.
  • the control unit determines that the current time corresponds to the replacement time when the number of operations reaches a predetermined value.
  • control device further includes a display unit that displays a determination result of the control unit. Therefore, according to the present invention, it is possible to appropriately determine the replacement time for engine-related consumables in a hybrid vehicle.
  • a display unit that displays a determination result of the control unit. Therefore, according to the present invention, it is possible to appropriately determine the replacement time for engine-related consumables in a hybrid vehicle.
  • FIG. 1 is a diagram illustrating a main configuration of a hybrid vehicle 1 including the control device for a hybrid vehicle according to the first embodiment.
  • FIG. 2 is a diagram showing the control device 14 of FIG. 1 and peripheral devices related to the control device 14.
  • FIG. 3 is a diagram illustrating functional blocks of the control device 14.
  • FIG. 4 is a diagram showing a configuration of data stored in storage unit 66 in FIG.
  • FIG. 5 is a schematic diagram for explaining the periphery of the engine 2.
  • Figure 6 shows the decision of the replacement period for engine-related consumables by the hybrid controller 62. It is a flowchart showing regular processing.
  • FIG. 7 is a flowchart showing a modification of the flowchart of FIG.
  • FIG. 8 is a flowchart showing a process for determining the replacement timing of engine-related consumables by the hybrid vehicle control apparatus according to the second embodiment.
  • FIG. 9 is a flowchart showing a modification of the flowchart of FIG.
  • FIG. 10 is a functional block diagram of the hybrid vehicle control device according to the third embodiment.
  • FIG. 11 is a flowchart for explaining the determination process of the ignition brag replacement time by the control device 14 shown in FIG.
  • FIG. 12 is a flowchart showing a modification of the flowchart of FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is a diagram illustrating a main configuration of a hybrid vehicle 1 including the control device for a hybrid vehicle according to the first embodiment.
  • the hybrid vehicle 1 is a vehicle including an engine and a motor as power sources.
  • hybrid vehicle 1 includes front wheels 2 OR and 2 0, rear wheels 2 2 R and 2 2 L, engine 2, planetary gear 1 6, differential gear 1 8, and gears 4 and 6. Including.
  • the hybrid vehicle 1 further includes a battery B, a booster unit 3 2 that boosts the DC power output from the battery B, an inverter 3 6 that transfers DC power between the booster unit 3 2, and a planetary gear 16.
  • Motor generator MG 1 coupled with engine 2 through the main power generator for generating power, and motor generator MG 2 having a rotating shaft connected to planetary gear 16.
  • Inverter 36 is connected to motor generators MG 1 and MG 2 and performs conversion between AC power and DC power from booster unit 32.
  • Planetary gear 16 has first to third rotation shafts.
  • the first axis of rotation is the engine
  • the second rotating shaft is connected to the motor generator MG 1 and the concave shaft is connected to the motor generator MG 2. '
  • a gear 4 is attached to the third rotating shaft, and the gear 4 drives the gear 6 to transmit power to the differential gear 18.
  • the differential gear 1 8 transmits the power received from the gear 6 to the front wheels 2 OR, 20 L and transmits the rotational force of the front wheels 2 OR, 20 L via the gears 6, 4 to the third rotating shaft of the planetary gear. To communicate.
  • Planetary gear 16 plays a role of dividing power between engine 2 and motor generators MG 1 and MG 2. That is, if the rotation of two of the three rotation shafts of the planetary gear 16 is determined, the rotation of the remaining one rotation shaft is forcibly determined. Therefore, the vehicle speed is controlled by driving the motor generator MG 2 by controlling the power generation amount of the motor generator MG 1 while operating the engine 2 in the most efficient region, and as a whole an energy efficient vehicle Is realized.
  • a reduction gear that decelerates the rotation of motor generator MG 2 and transmits it to planetary gear 16 may be provided, or a transmission gear that can change the reduction ratio of the reduction gear may be provided.
  • Battery B which is a power storage device, includes, for example, a secondary battery such as Nikkenore hydrogen or lithium ion, and supplies DC power to unit 32 and is charged by DC power from booster unit 32. .
  • the power storage device mounted on the hybrid vehicle 1 may be, for example, an electric double layer capacitor.
  • Booster unit 32 boosts the DC voltage received from battery B and supplies the boosted DC voltage to inverter 36.
  • Inverter 36 converts the supplied DC voltage into AC voltage, and controls the motor generator MG 1 when the engine is started. After the engine is started, the AC power generated by motor generator MG 1 is converted to DC by inverter 36, and is converted to a voltage suitable for charging battery B by booster unit 32, and battery B is charged. .
  • Inverter 36 drives motor generator MG2.
  • Motor generator MG 2 assists engine 2 to drive front wheels 2 OR and 20 L.
  • the motor generator performs regenerative operation and converts the wheel rotation speed to “ 1 ”, and the resulting electric energy is transferred to the battery B via the inverter 3 6 and the boost unit 3 2.
  • Battery B is a string-and-battery battery and includes a plurality of battery units B 0 to B n connected in series between the boost unit 3 2 and battery B and the system main relays 2 8, 3 0 is provided, and the high voltage is cut off when the vehicle is not in operation.
  • Hybrid vehicle 1 further includes a charging device 25 and a connector 26.
  • the cable 4 3 is connected to an AC power source 4 1 and a connector 26 located outside the hybrid vehicle 1.
  • An AC voltage (for example, AC 100 0 V) from the AC power supply 41 is input to the charging device 25 via the cable 43 and the connector 26.
  • the charging device 25 converts the AC voltage from the AC power source 41 into a DC voltage suitable for charging the battery B, and supplies the DC voltage to the battery B.
  • the terminal device 40 is connected to the cable 43.
  • the terminal device 40 outputs the information acquired from the server 45 via the network NW to the cable 43.
  • the charging device 25 outputs the information (information transmitted by the server 45) received via the cable 43 to the control device 14.
  • This information includes, for example, the date and time when charging of the hybrid vehicle 1 is started.
  • the charging method for battery B is not limited to the method shown in FIG.
  • the charging device 25 may be provided outside the hybrid vehicle 1, and the connector 26 may be provided in the hybrid vehicle 1. In such a charging mode, the DC voltage from the charging device 25 is directly input to the battery B.
  • Hybrid vehicle 1 further includes a control device 14.
  • the control device 14 controls the engine 2, the inverter 36, the booster unit 3.2, and the system main relays 28 and 30 in accordance with the driver's instructions and the outputs from various sensors installed on the vehicle. Do.
  • the hybrid vehicle 1 is configured to be rechargeable from the outside. Specifically, the hybrid vehicle 1 can electrically connect the battery B that supplies electric power to the motor generators MG 1 and MG 2 and the battery B and the AC power source 41 to charge the battery B from the outside of the vehicle. And a configured connector 26.
  • the charging device 25 is not limited to being installed inside the hybrid vehicle 1 but may be installed outside the hybrid vehicle 1. In such hybrid vehicles, the area of electric vehicle travel can be expanded.
  • FIG. 2 is a diagram showing the control device 14 of FIG. 1 and peripheral devices related to the control device 14.
  • the control device 14 can be realized by hardware or software. Referring to FIG. 2, control device 14 obtains the state of charge (SC) of battery ⁇ ⁇ by integrating the charge / discharge current of battery B. The control device 14 performs slot-nore control of the engine 2 and detects the engine speed of the engine 2.
  • SC state of charge
  • the control device 14 obtains information on the destination set by the occupant from the display unit 48 including the touch display.
  • the control device 14 grasps the current position of the vehicle using the GPS antenna 50 and the gyro sensor 52, and displays the current position on the display unit 48 so as to overlap the road map data.
  • the control device 14 further performs a navigation operation to search for and display a travel route from the current position to the destination.
  • the control device 14 calculates an output (required power) required by the driver based on the output signal A cc of the accelerator position sensor 4 2 and the vehicle speed V detected by the vehicle speed sensor. In addition to the driver's required power, the control unit 14 calculates the required driving force (total power) in consideration of the charging state S0C of battery B, and requests the engine speed and engine speed. The power to be calculated is further calculated. The control device 14 performs throttle control of the engine 2 based on the required rotational speed and the required power.
  • the control device 14 calculates the driver required torque according to the running state of the vehicle, drives the motor generator MG 2 to the inverter 36, and generates power to the motor generator MG 1 as necessary. Make it.
  • the driving force of the engine 2 is divided into a part for directly driving the wheels and a part for driving the motor generator MG 1.
  • the sum of the driving power of motor generator MG2 and the direct driving power of the engine is the driving power of the vehicle.
  • the vehicle travel mode is set to an EV travel mode (electric vehicle travel mode) in which the vehicle travels only with the driving force of motor generator MG2.
  • the EV mode is suitable for reducing noise in densely populated residential areas in the middle of the night and early in the morning, and reducing exhaust gas in indoor parking lots and garages.
  • a normal driving mode in which the engine 2 is in an operating state is referred to as a HV (hybrid vehicle) driving mode.
  • EV priority switch 4 6 is turned off, 2) battery charge state S0C falls below a predetermined value, 3) vehicle speed is a predetermined value (for example, 55 km / h) 4) Accelerator opening is automatically exceeded when any of the conditions is met.
  • engine 2 When the drive mode is the HV drive mode, engine 2 operates.
  • the output of engine 2 is divided into the driving force of front wheels 2 O R, 20 L and the driving force for power generation in motor generator MG 1.
  • Electric power generated by motor generator MG 1 is used to drive motor generator MG 2. Therefore, during normal driving, the output from the engine 2 is assisted by the output from the motor generator MG 2 to drive the front wheels 2 O R and 20 L. Further, at the time of high acceleration, the electric power supplied from battery B is further used for driving motor generator MG 1, and the driving forces of front wheels 20 R and 20 L are further increased.
  • engine 2 not only drives the vehicle, but also supplies power to motor generator MG 2 by driving motor generator MG 1.
  • This “power” is obtained by converting the mechanical power output from the engine 2 into electric power for driving the motor generator MG 2 by the motor generator MG 1.
  • the control unit 14 determines the replacement time of consumables related to the engine 2 (for example, engine oil, oil filter, air cleaner, spark plug, etc.), and if it is determined that the replacement time has arrived, the consumables Information that prompts replacement is displayed on display section 48. This information is displayed by a message or a symbol, for example.
  • consumables related to the engine 2 for example, engine oil, oil filter, air cleaner, spark plug, etc.
  • FIG. 3 is a diagram illustrating functional blocks of the control device 14.
  • FIG. 3 shows devices related to processing for determining the replacement timing of engine-related consumables among the peripheral devices of control device 14 shown in FIG.
  • control device 14 includes hybrid control unit 6 2 and a travel mode setting.
  • a fixed part 6 4 and a storage part 6 6 are included.
  • the hybrid control unit 62 determines the replacement timing of engine-related consumables based on the operation results of the engine 2.
  • the hybrid control unit 62 determines that the present time is the time for replacement of consumables, it outputs information for prompting replacement of the consumables to the display unit 48.
  • Display unit 48 displays information received from hybrid control unit 62.
  • the travel mode setting unit 6 4 sends the output signal A cc from the accelerator position sensor 4 2, the vehicle speed V detected by the vehicle speed sensor 4 4, and the EV priority switch 4 6, and the driver selects the EV travel mode. Based on the information indicating whether or not, the traveling mode of the hybrid vehicle 1 is set to one of the EV traveling mode and the HV traveling mode.
  • the travel mode setting unit 64 outputs the set travel mode information to the hybrid control unit 62.
  • the storage unit 6 6 stores information necessary for the hybrid control unit 62 to calculate the operation performance of the engine 2. Specifically, the storage unit 66 stores the travel time (vehicle operation time) of the hybrid vehicle 1 for each trip and the vehicle travel distance for each trip. The storage unit 6 6 further stores the engine operating time for each trip and the travel distance of the hybrid vehicle 1 corresponding to the operating time.
  • the storage unit 66 holds these pieces of information.
  • the storage unit 6 6 includes a nonvolatile storage device (for example, a flash memory).
  • the storage unit 66 may be a volatile semiconductor memory to which power is supplied by a backup power source (not shown).
  • FIG. 4 is a diagram showing a configuration of data stored in storage unit 66 in FIG. Referring to Fig. 4, the data are as follows: (1) Date and time of each trip (start time), (2) Vehicle operating time in each trip, (3) Vehicle travel distance in each trip, (4) Each trip It consists of five items: engine operating time in trip, and (5) engine mileage in each trip.
  • the hybrid controller 62 will use the data shown in Figure 4. Read and generate initial values required for processing. Further, at the end of the trigger, the hybrid control unit 62 stores the value of each item in the storage unit 66.
  • the “engine travel distance” means a travel distance when the hybrid vehicle 1 travels by driving the engine 2.
  • the charging device 25 shown in FIG. 1 acquires the current date and time, that is, the charging start date and time by being connected to the terminal device 40 (server 45) via the cable 43.
  • the trip start date and time is calculated by the control device 14 measuring the time based on the charge start date and time.
  • the engine operating time is calculated by measuring the period during which the hybrid control unit 62 is operating the engine 2.
  • the engine travel distance is calculated by measuring the travel distance of the hybrid vehicle 1 during the engine operation period by the hybrid control unit 62.
  • FIG. 5 is a schematic diagram for explaining the periphery of the engine 2.
  • hybrid vehicle 1 includes an engine 2.
  • the engine 2 includes an intake passage 1 1 1 for introducing intake air into the cylinder head and an exhaust passage 1 1 3 for exhausting air from the cylinder head.
  • An air cleaner 1 0 2, an air flow meter 1 0 4, an intake air temperature sensor 1 0 6, and a throttle valve 1 0 7 are provided in order from the upstream side of the intake passage 1 1 1.
  • the opening degree of the throttle valve 10 7 is controlled by the electronic control throttle 10 8.
  • An indicator 110 for injecting fuel is provided near the intake valve of the intake passage 1 1 1.
  • the engine 2 further includes a biston 1 1 4 that moves up and down a cylinder provided in the cylinder block, a crank position sensor 1 4 3 that detects rotation of a crankshaft that rotates according to the up and down of the piston 1 1 4, It includes a knock sensor 1 4 4 that detects the occurrence of knocking by detecting the vibration of the mouth plug, and a water temperature sensor 1 4 8 that is attached to the cooling water passage of the cylinder mouth hook.
  • the hybrid vehicle 1 further includes a hybrid control unit 6 2 and an acceleration position sensor 4 2.
  • the hybrid control unit 62 has an accelerator position In response to the output of the sensor 4 2, the electronically controlled throttle 1 0 8 is controlled to reduce the air volume, and the ignition coil 1 1 2 is instructed to ignite according to the crank angle obtained from the crank position sensor 1 4 3. And output the fuel injection timing to the injector 1 1 0.
  • the hybrid control unit 62 corrects the fuel injection amount, air amount, and ignition timing according to the outputs of the intake air temperature sensor 10 6, knock sensor 1 4 4, air-fuel ratio sensor 1 4 5, and oxygen sensor 1 4 6. To do.
  • Hybrid vehicle 1 further includes a fuel tank 1 8 0 for storing fuel FL, a pump 1 8 6, a charcoal canister 1 8 9, and a canister purge vacuum switching valve 1 9 1.
  • the fuel FL sucked up by the pump 1 8 6 through the passage 1 85 is pressurized and sent to the passage 1 8 7.
  • the injector 110 is opened at a predetermined timing, the fuel FL is injected into the intake passage 111.
  • the fuel vapor evaporated in the fuel tank 180 is adsorbed by the activated carbon inside the charcoal canister 1889 via the passageway 1888.
  • the canister purge VSV (vacuum switching valve) 1 9 1 is opened by the hybrid controller 6 2 and the adsorbed fuel vapor passes through the passages 1 90 and 1 9 2 and is taken into the intake passage 1 1 1 To be released.
  • the lid 1 8 1 opens.
  • the fuel cap 1 8 2 is removed, and the fuel FL is supplied to the fuel supply path 1 8 3 from a fuel supply device such as a gas station.
  • Oil pan 1 that stores engine oil 1 5 0 (lubricating oil) at the bottom of engine 2
  • Engine oil 1 5 0 is pumped up by oil pump 1 5 4.
  • the engine oil 1 5 0 pumped up by the oil pump 1 5 4 passes through an oil filter 1 5 6 for adsorbing foreign matter contained therein, and is supplied as each component ⁇ "of the engine 2.
  • the oil pump 15 4 may be a mechanical oil pump that is mechanically coupled to the crankshaft of the engine 2 and discharges oil into the oil passage using the driving force of the engine 2 or may be provided separately.
  • An electric pump driven independently of the operation of the engine 2 by a power source may be used.
  • the oil supplied to each component of engine 2 drops in the gap in engine 2 or flows down along the inner wall of engine 2. Return to oil pan 1 5 2.
  • Fig. 5 schematically shows the circulation of engine oil 150.
  • FIG. 6 is a flowchart showing a process for determining the replacement timing of engine-related consumables by the hybrid control unit 62.
  • hybrid control unit 62 when the process is started in response to activation of hybrid vehicle 1, hybrid control unit 62 generates an initial value of the engine operating time (step S1). Specifically, the hybrid control unit 62 reads the engine operation time data (see FIG. 4) stored in the storage unit 66, and calculates the total (cumulative value) of past engine operation times. The cumulative value of the calculated engine operation time becomes the initial value of the engine operation time.
  • the hybrid control unit 62 determines whether or not the travel mode of the hybrid vehicle 1 is the HV travel mode based on the information from the travel mode setting unit 64 (step S2).
  • the traveling mode is the HV traveling mode (YES in step S2)
  • hybrid control unit 62 adds the engine operating time to the calculated initial value.
  • the traveling mode of the hybrid vehicle 1 is the HV traveling mode
  • the engine operation time is equal to the operation time of the hybrid vehicle 1.
  • the initial value is a value indicated in seconds, for example, the hybrid control unit 62 increases the value of the engine operating time by one every second.
  • step S4 the hybrid control unit 62 determines whether or not the engine operating time has reached a predetermined time. If it is determined in step S2 that the travel mode of hybrid vehicle 1 is not the HV travel mode (NO in step S2), the process of step S4 is also performed. The case where the driving mode of the hybrid vehicle 1 is not the HV driving mode is the case of the EV driving mode.
  • hybrid control unit 62 determines that the current time is the time for replacement of engine-related consumables. Therefore, the hybrid control unit 62 sends information indicating that it is time to replace engine-related consumables to the display unit 48, and displays the information on the display unit 48 (step S5).
  • Engine-related consumables includes engine oil, oil filters, and air cleaners. However, engine-related consumables are limited to these. It is not specified.
  • step S4 the hybrid control unit 62 determines whether or not the engine operating time has reached a specified value (predetermined period) of the usage period of each of the plurality of consumables.
  • the specified value of the usage period of each consumable is stored in advance in the storage unit 66, for example.
  • the hybrid control unit 62 outputs a specified value from the storage unit 66 at the start of the processing of the flowchart shown in FIG.
  • step S6 When the process of step S5 is executed, or when the engine operating time has not reached the predetermined time (NO in step S4), the process of step S6 is executed. In step S6, the hybrid control unit 62 determines whether or not the driver has instructed the hybrid vehicle 1 to stop. If stop of hybrid vehicle 1 is not instructed (NO in step S 6), the process goes to step S 2.
  • step S6 when the stop of the hybrid vehicle 1 is instructed (YES in step S6), the hybrid control unit 62 stores the engine operating time in the current trip in the storage unit 66 (step S7). Further, in step S 7, the hybrid control unit 62 stores other information (date and time, vehicle operation time, vehicle travel distance, engine travel distance) related to the current trip in the storage unit 66. When the process of step S7 ends, the entire process ends.
  • the replacement time of engine-related consumables also depends on the engine mileage.
  • the hybrid control unit 62 uses the cumulative engine travel distance as the engine performance record.
  • FIG. 7 is a flowchart showing a modification of the flowchart of FIG. Referring to FIG. 7 and FIG. 6, in the flowchart of FIG. It differs from the flowchart in Fig. 6 in that it is executed. Note that the processing of steps S 1 A, S 3 A, and S 4 A is obtained by replacing “engine operating time” with “engine running distance” in the processing of the corresponding step in the flowchart of FIG. In step S 7 A The hybrid control unit 6 2 also stores the engine travel ife separation on this trip and other information related to this trip (date and time, vehicle operation time, vehicle travel distance, engine operation time) 6 6 Save to.
  • the control device 14 includes the travel mode setting unit 64 and the hybrid control unit 62.
  • the driving mode setting unit 6 4 sets the driving mode of the hybrid vehicle 1 based on the accelerator opening or the vehicle speed, the HV driving mode for driving the hybrid vehicle 1 by operating at least the engine 2, and the engine 2 It is set to one of the EV traveling mode in which the hybrid vehicle 1 is caused to travel by stopping and operating the motor generator MG2.
  • Hybrid control unit 62 controls engine 2 and motor generator MG2 in accordance with the setting result of travel mode setting unit 64.
  • the hybrid control unit 6 2 controls the motor generator MG 2 by controlling the inverter 36 that drives the motor generator MG 2.
  • the hybrid control unit 62 determines the replacement time of consumables related to the engine 2 based on the operation results of the engine 2 (engine operating time or engine mileage). As a result, even when the hybrid vehicle is driven in the EV driving mode, it is possible to appropriately determine the replacement timing of the engine-related consumables. Therefore, for example, it is possible to solve problems (such as user expenses) caused by exchanging consumables with a low degree of deterioration with new ones.
  • the hybrid vehicle of the first embodiment (a vehicle that can travel a relatively long distance in the EV travel mode by being configured to be rechargeable from the outside), there are many opportunities to drive the vehicle in the EV travel mode. is expected. Therefore, if the replacement period for engine-related consumables is determined based on the vehicle travel time or vehicle travel distance, it may not be possible to easily determine the appropriate replacement period for engine-related consumables. .
  • such a problem can be solved.
  • the data stored in the storage unit 66 may be a cumulative value of engine operating time (or a cumulative value of engine travel distance). In this case, it is not necessary to store the data for each trip in the storage unit 66, so it is stored in the storage unit 66. The size of data to be processed can be reduced. Further, since the hybrid control unit 62 does not need to accumulate the engine operating time (or engine travel distance), the calculation load on the hybrid control unit 62 can be reduced.
  • control device for the hybrid vehicle is the same as the configuration of control device 14 shown in FIG.
  • the configuration of the hybrid vehicle provided with the control device is the same as the configuration of the hybrid vehicle 1 shown in FIG.
  • the hybrid control unit 62 calculates the time from the present time until the state of the consumables reaches a state where a predetermined replacement condition is satisfied, based on the performance of the engine. The hybrid control unit 62 determines the replacement time based on the calculation result.
  • the information that the hybrid control unit 62 displays on the display unit 48 is, for example, information that one month after the current time is the replacement period for consumables. Therefore, the driver can grasp in advance the replacement period of the consumables, so that the hybrid vehicle 1 can be operated as before until the replacement period of the consumables, and preparations for replacement of the consumables are made. I can do it. Therefore, according to the second embodiment, user convenience can be improved as compared with the first embodiment.
  • FIG. 8 is a flowchart showing a process for determining the replacement timing of engine-related consumables by the hybrid vehicle control apparatus according to the second embodiment.
  • hybrid control unit 62 acquires information relating to the current date (step S 1 1).
  • the hybrid control unit 6 2 acquires information related to the current date by the control device 14 measuring time based on the charging start date and time.
  • the hybrid control unit 62 reads out the vehicle operation time and engine operation time of each trip from the storage unit 66 (step S 1 2). Next, the hybrid controller 6 2 Accumulate the engine operating time for each trip (step S 1 3). Subsequently, the hybrid controller 62 starts measuring the vehicle operating time (step S 14).
  • the hybrid control unit 62 determines whether or not the traveling mode of the hybrid vehicle 1 is the HV mode based on the information from the traveling mode setting unit 64 (step S15). When the driving mode is the HV driving mode (YES in step S15), the noise control unit 62 adds the current engine operating time to the accumulated engine operating time obtained by the processing in step S13. Add (step S 1 6). .
  • step S 17 the process of step S 17 is performed. If the travel mode is the EV travel mode in step S 15, that is, if the travel mode is not the HV travel mode (NO in step S 15), the process proceeds to step S 17.
  • step S 17 the hybrid controller 62 determines whether or not the difference between the recommended use period of the engine-related consumables (the specified value of the use period) and the engine operating time is within a predetermined value.
  • the recommended period of use is the period of use of consumables until the condition of the consumables reaches a predetermined replacement condition.
  • the recommended usage period is determined for each consumable, for example. If the difference between the recommended usage period and the engine operating time is within the specified value (YES in step S 17), the process proceeds to step S 18; otherwise (NO in step S 17) Advances to step S 2 0.
  • step S 17 the predetermined value used in the determination process in step S 17 can be appropriately determined. If the process of step S 17 is not performed, the replacement time may be displayed on the display unit 48 immediately after the consumable is replaced. However, by performing the process of step S 17, it is possible to appropriately determine the timing for displaying the consumable replacement period.
  • step S 18 the hybrid control unit 62 predicts the consumable replacement period from the engine operating time per predetermined period (for example, one month). Specifically, the hybrid control unit 62 reads the vehicle operation time and the engine operation time of each trip stored in the storage unit 66, and calculates the ratio of the engine operation time to the vehicle operation time. Next, the hybrid controller 62 calculates the engine operating time per predetermined period by multiplying the ratio by the vehicle operating time per predetermined period. And Accordingly, the hybrid control unit 62 predicts that the replacement period of the consumables is, for example, one month after the current time based on the calculation result and the difference between the recommended use period of the consumables and the engine operation time.
  • the hybrid control unit 62 predicts that the replacement period of the consumables is, for example, one month after the current time based on the calculation result and the difference between the recommended use period of the consumables and the engine operation time.
  • the hybrid control unit 62 causes the display unit 48 to display the replacement time of the consumables obtained in step S18 (step S19). When the process of step S19 ends, the process proceeds to step S20.
  • step S20 the hybrid control unit 62 determines whether or not the driver has instructed the hybrid vehicle 1 to stop. If stop of hybrid vehicle 1 is not instructed (NO in step S20), the process returns to step S15. When stop of hybrid vehicle 1 is instructed (YES in step S20), hybrid control unit 62 ends the measurement of vehicle operating time (step S2
  • the hybrid control unit 62 saves the engine operation time, vehicle operation time, and 3-addition information (date / time) in this trip in the storage unit 66 (step S 2
  • step S 22 the hybrid control unit 62 further stores other information related to the current trip (vehicle travel distance and engine travel distance) in the storage unit 66.
  • the process of step S22 ends, the entire process ends.
  • the hybrid control unit 62 determines the replacement time of the consumables related to the engine based on the engine travel distance per predetermined period.
  • FIG. 9 is a flowchart showing a modification of the flowchart of FIG. Referring to FIG. 9 and FIG. 8, the flowchart of FIG. 9 shows steps S 12 A, SI 3 instead of steps S 12, S 13, S 14, S 16, S 17, S 18, S 21, S 22. It differs from the flowchart in Fig. 8 in that the processing of A, S 14 A, S 16 A, S 17 A, S 18 A, S 21 A, and S 22 A is executed.
  • steps S 12 A to S 14 A, S 16A to S 18A, and S 21A is performed by setting “engine operating time” in the processing of the corresponding step of the flowchart of FIG.
  • step S 17A the value of the engine mileage (recommended mileage) is used as a consumable replacement standard.
  • step S 22 A the hybrid control unit 62 The engine travel distance, vehicle travel distance, and date information (date and time) are stored in the storage unit 66.
  • step S 2 2 A the hybrid control unit 6 2 further stores other information (vehicle operation time and engine operation time) related to the current trip in the storage unit 6 6.
  • the hybrid control unit 6 2 uses the engine operation time per predetermined period or the engine travel distance per predetermined period (the hybrid vehicle 1 travels using the power of the engine 2 as the engine operation results).
  • the replacement period of engine-related consumables is determined based on the distance converted into the distance per predetermined period.
  • user convenience can be improved.
  • the date information acquisition method according to Embodiments 1 and 2 is not limited to being calculated based on the charging start date and time acquired via the charging device.
  • the hybrid control unit 62 may acquire date information at an appropriate timing by receiving radio broadcast radio waves or television broadcast radio waves.
  • the hybrid control unit 62 may acquire date information from the clock.
  • the hybrid control unit 62 may acquire the date information by receiving a radio wave (a radio signal including time information) received by the radio timepiece.
  • the hybrid control unit determines the replacement timing of the spark plug.
  • the ignition brag is included in the engine-related consumables.
  • a spark plug is used on the assumption that no replacement is required.
  • the frequency of running the hybrid vehicle in EV driving mode is high, there is a high possibility that the engine will stop immediately even if the engine starts. If the engine starts and stops immediately, carbon generated by fuel combustion may adhere to the spark plug electrode.
  • An example of an engine that starts only for a short time is an operation at the start of a hybrid vehicle that travels in the EV travel mode. If the driver depresses the accelerator pedal when the hybrid vehicle starts, the engine will start because the drive mode is set to the HV drive mode. However, if the hybrid vehicle is running on a congested road, for example, the driver immediately returns the accelerator pedal to adjust the speed. If such an accelerator pedal is operated, the engine will stop immediately after starting.
  • the hybrid control unit counts the number of engine operations where the engine operation time is less than a predetermined time.
  • the count value of the engine operation frequency becomes the engine operation result.
  • the hybrid control unit determines that the current time corresponds to the spark plug replacement time.
  • the time when the ignition bracket needs to be replaced or cleaned is collectively referred to as the “ignition bracket replacement period”.
  • FIG. 10 is a functional block diagram of the hybrid vehicle control device according to the third embodiment.
  • control device 14 includes a hybrid control unit 6 2, a travel mode setting unit 6 4, and a storage unit 6 6.
  • the hybrid control unit 62 counts the number of engine operations at which the engine operation time is less than the predetermined time.
  • the hybrid control unit 62 stores the count value C N T in the storage unit 66 and reads the count value C N T from the storage unit 66.
  • control device 14 shown in FIG. 10 Since other points of control device 14 shown in FIG. 10 are the same as those of control device 14 shown in FIG. 3, the following description will not be repeated. Further, the configuration of the hybrid vehicle including the control device 14 shown in FIG. 10 is the same as the configuration of the hybrid vehicle 1 shown in FIG.
  • FIG. 11 is a flowchart for explaining the determination process of the ignition brag replacement time by the control device 14 shown in FIG. Referring to FIGS. 11 and 10, when the process is started, hybrid control unit 62 reads the initial value of count value CNT from storage unit 66 (step S 3 1). The hybrid control unit 62 determines whether or not the HV driving mode is started based on the information from the driving mode setting unit 64 (step S 32). The start of HV driving mode means that the engine has started.
  • step S32 When the HV drive mode is started (YES in step S32), the hybrid controller 62 starts measuring the engine operating time (step S33). If the HV drive mode has not been started, in other words, if the drive mode is the EV drive mode (NO in step S32), the hybrid control unit 62 executes the process of step S40 described later.
  • step S34 the hybrid control unit 62 determines whether or not the HV running mode has ended, that is, whether or not the engine 2 has stopped. If the HV drive mode has not ended (NO in step S34), the process of step S33 is repeated. When the HV driving mode is completed (YES in step S34), the process proceeds to step S35.
  • step S35 the hybrid control unit 62 determines whether the engine operating time is less than a specified value (for example, several minutes).
  • a specified value for example, several minutes.
  • the specified value may vary depending on the ignition bracket engine 2 installed in the hybrid vehicle 1. This specified value is obtained by experiment, for example.
  • hybrid control unit 62 increments count value CNT by one (step S36). If the engine operating time is longer than the specified value (NO in step S35), the hybrid controller 62 does not change the count value CNT (step S37).
  • step S38 is executed.
  • the hybrid control unit 62 determines whether or not the count value C NTN is equal to or greater than a predetermined value (step S38). If the count value CNT is greater than or equal to the predetermined value (YES in step S38), the hybrid control unit 62 determines that the current time is the time for replacing the spark plug, and provides information indicating that the time for replacing the ignition plug has come. Send to display section 48.
  • the display unit 48 receives the information from the hybrid control unit 62 and displays that it is time to replace the ignition plug (step S39).
  • step S40 If the count value CNT is less than the predetermined value in step S38 (NO in step S38), the process of step S40 is executed. Step S Even when the process of 39 is completed, the process of step S40 is executed. Step S
  • the hybrid controller 62 determines whether or not the driver has instructed the hybrid vehicle 1 to stop. When hybrid vehicle 1 is not instructed to stop
  • step S40 processing returns to step S32.
  • hybrid control unit 62 stores count value CNT in storage unit 66 (step S41).
  • the hybrid control unit 62 determines whether or not the present time corresponds to the spark plug replacement time based on the number of engine operations when the engine travel distance is less than the predetermined distance.
  • FIG. 12 is a flowchart showing a modification of the flowchart of FIG. Referring to FIG. 12 and FIG. 11, the flowchart of FIG. 12 is that steps S 3 3 A and S 3 5 A are executed instead of steps S 3 3 and S 3 5, respectively. It differs from the flowchart in Fig. 11.
  • steps S 3 3 A and S 3 5 A is obtained by replacing “engine operating time” with “engine running distance” in the processing of the corresponding step in the flowchart of FIG.
  • the specified value used for the processing in step S 3 5 A can be obtained by experiment, for example.
  • the travel distance of the hybrid vehicle until the exhaust temperature rises to a predetermined temperature can be used as the standard.
  • the hybrid control unit 62 determines that the number of engine operations in which the engine operation time is less than the specified value (or the number of engine operations in which the engine travel distance is less than the specified value) Based on this, it is determined whether or not the present time corresponds to the replacement time of the ignition plug.
  • the replacement timing of the spark plug can be determined appropriately. Therefore, for example, since the spark plug can be replaced or cleaned before the running of the hybrid vehicle is affected, the hybrid vehicle can be kept in an appropriate state.
  • the display processing related to the replacement time of consumables is, for example, It is canceled by the user's reset operation.
  • the determination regarding replacement of engine-related consumables may be performed by combining the engine operation time and the engine travel distance. In other words, either when the engine operating time reaches a predetermined time or when the engine mileage reaches a predetermined distance, the hybrid controller 62 determines whether to replace the engine-related consumables. Good.
  • the display unit that displays the replacement time of the consumables is also used as the display unit of the navigation system.
  • the display unit for displaying information on the replacement period of consumables may be a meter panel. There are no particular restrictions on the display method or display device of information regarding the replacement period of consumables.
  • the present invention is applied to a series / parallel type hybrid system in which the power of the engine can be divided and transmitted to the axle and the generator by the power split mechanism.
  • the present invention can be applied to a series hybrid vehicle in which an engine is used only for driving a generator and an axle driving force is generated only by a motor that uses electric power generated by the generator.
  • series-type hybrid vehicles when a motor is driven in response to a drive request, the battery alone may not provide enough power to the motor.
  • the generator is generated by starting the engine, and the sum of the battery power and the power from the generator is supplied to the motor.
  • the engine also starts when the battery's S0C drops.
  • the present invention can also be applied to a parallel type hybrid vehicle in which wheels are directly driven by an engine and a motor.
  • the motor assists the engine power and also functions as a generator that charges the battery.
  • a parallel hybrid vehicle can run while charging a battery with a generator.
  • Both the series-type hybrid vehicle and the para-resole type hybrid vehicle have an operation mode in which the engine is activated, and an operation mode in which the engine is stopped and the motor is activated. Therefore, the present invention can be applied to these automobiles.
  • the embodiment disclosed this time should be considered as illustrative in all points and not restrictive.
  • the scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un dispositif de commande (14) d'un véhicule hybride qui comporte une unité de réglage de mode de déplacement (64) et une unité de commande hybride (62). L'unité de réglage de mode de déplacement (64) sélectionne comme mode de déplacement du véhicule hybride l'un parmi un mode de déplacement HV, dans lequel le véhicule hybride est amené à se déplacer au moins par le fonctionnement d'un moteur (2) selon la position d'appui d'accélérateur ou de la vitesse du véhicule, et un mode de déplacement EV, dans lequel le véhicule hybride est amené à se déplacer par le fonctionnement d'un moteur-générateur tout en arrêtant le moteur (2). L'unité de commande hybride (62) commande le moteur et le moteur-générateur selon le résultat de la sélection par l'unité de réglage de mode de déplacement (64). L'unité de commande hybride (62) détermine quand les pièces usées ayant rapport au moteur (2) doivent être remplacées, selon le journal de fonctionnement du moteur (2).
PCT/JP2008/059413 2007-05-17 2008-05-15 Dispositif de commande de véhicule hybride Ceased WO2008143312A1 (fr)

Applications Claiming Priority (2)

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JP2007-132003 2007-05-17
JP2007132003A JP2008285011A (ja) 2007-05-17 2007-05-17 ハイブリッド車両の制御装置

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Cited By (3)

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US7980342B2 (en) 2008-06-27 2011-07-19 Ford Global Technologies, Llc Plug-in hybrid electric vehicle
US8177006B2 (en) 2009-05-28 2012-05-15 Ford Global Technologies, Llc Plug-in hybrid electric vehicle
CN112499509A (zh) * 2020-12-04 2021-03-16 西华大学 一种汽车监测用平台式提升装置

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JP5278614B2 (ja) 2010-06-25 2013-09-04 トヨタ自動車株式会社 ハイブリッド車両およびその制御方法
WO2011161814A1 (fr) 2010-06-25 2011-12-29 トヨタ自動車株式会社 Véhicule à propulsion électrique et son procédé de commande
RU2017122165A (ru) 2014-11-25 2018-12-26 Ямаха Хацудоки Кабусики Кайся Система подачи тока, система подачи электрической мощности и устройство управления
JP2016196822A (ja) * 2015-04-02 2016-11-24 トヨタ自動車株式会社 内燃機関の制御装置
US10293804B2 (en) * 2016-05-19 2019-05-21 GM Global Technology Operations LLC Hybrid vehicle engine starter systems and methods
JP6790805B2 (ja) * 2016-12-26 2020-11-25 トヨタ自動車株式会社 ハイブリッド車両
JP7517212B2 (ja) * 2021-03-17 2024-07-17 トヨタ自動車株式会社 エアクリーナの交換時期設定装置及びエアクリーナの交換時期設定方法
JP7616117B2 (ja) 2022-02-21 2025-01-17 三菱自動車工業株式会社 オイル管理システム

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JP2000247164A (ja) * 1999-02-26 2000-09-12 Nissan Motor Co Ltd ハイブリッド車両の表示装置

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JP2000199420A (ja) * 1998-12-28 2000-07-18 Toyota Motor Corp 内燃機関の劣化検出装置
JP2000247164A (ja) * 1999-02-26 2000-09-12 Nissan Motor Co Ltd ハイブリッド車両の表示装置

Cited By (6)

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Publication number Priority date Publication date Assignee Title
US7980342B2 (en) 2008-06-27 2011-07-19 Ford Global Technologies, Llc Plug-in hybrid electric vehicle
US8047313B2 (en) 2008-06-27 2011-11-01 Ford Global Technologies, Llc Plug-in hybrid electric vehicle
US8177006B2 (en) 2009-05-28 2012-05-15 Ford Global Technologies, Llc Plug-in hybrid electric vehicle
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CN112499509A (zh) * 2020-12-04 2021-03-16 西华大学 一种汽车监测用平台式提升装置
CN112499509B (zh) * 2020-12-04 2021-07-27 西华大学 一种汽车监测用平台式提升装置

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