CN107399240A - 混合动力汽车 - Google Patents

混合动力汽车 Download PDF

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Publication number
CN107399240A
CN107399240A CN201710191604.2A CN201710191604A CN107399240A CN 107399240 A CN107399240 A CN 107399240A CN 201710191604 A CN201710191604 A CN 201710191604A CN 107399240 A CN107399240 A CN 107399240A
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China
Prior art keywords
charging
chance
external charging
control unit
hybrid vehicle
Prior art date
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Pending
Application number
CN201710191604.2A
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English (en)
Inventor
市川真士
武内博明
石田龙太
荒川广明
木野村茂树
桥元庆太
鱼谷昭夫
香川和之
木下裕介
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of CN107399240A publication Critical patent/CN107399240A/zh
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • 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
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    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
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Abstract

本发明涉及混合动力汽车，将在规定期间内能够驻车于自家住宅停车场、充电站并进行外部充电的机会计数为机会次数(S200)，并且将相同的规定期间内的能够进行外部充电的机会中进行了外部充电的情况计数为充电次数(S210)。然后，通过将充电次数除以机会次数来运算充电频率并进行存储(S220)。充电频率为在规定期间内进行了外部充电的次数相对于能够进行外部充电的机会的次数的比率，因此成为能够更恰当地判断外部充电的利用状况的指标。其结果是，能够更恰当地执行催促外部充电的各种处理。

Description

混合动力汽车
技术领域
本发明涉及混合动力汽车，详细而言，涉及进行蓄电池的充电和向燃料罐的供油的混合动力汽车。
背景技术
以往，作为这种混合动力汽车，提出了在与对蓄电池进行外部充电之后的内燃机的燃料使用量对应的参数的变化达到规定值时对电动机及内燃机的输出中的至少一方进行限制的结构(例如，参照日本特开平8-19114)。在该混合动力汽车中，在参数的变化达到规定值时对电动机及内燃机的输出中的至少一方进行限制，由此向驾驶员催促外部充电，促进不依赖于内燃机的行驶，从而可保留能够在紧急时通过内燃机行驶的余裕量并充分获得电动汽车的作为本来目的的大气污染的抑制效果。
发明内容
然而，在上述的混合动力汽车中，由于使用了与对蓄电池进行外部充电之后的内燃机的燃料使用量对应的参数，所以产生无法恰当地判断未伴着内燃机的运转而进行行驶的电动行驶以何种程度进行或者外部充电以何种程度适当地进行的情况。
本发明的混合动力汽车提供能够更恰当地判断外部充电的利用状况的指标。
本发明的方式的混合动力汽车具备：发动机；燃料罐，向所述发动机供给燃料；电动机；蓄电池，能够向所述电动机供给电力；充电器，能够进行使用外部电源对所述蓄电池进行充电的外部充电；以及控制单元，所述混合动力汽车的特征在于，所述控制单元在规定期间内对作为车辆处于能够进行所述外部充电的状态的充电机会的次数的机会次数和作为车辆进行了所述外部充电的次数的充电次数进行计数，作为所述充电次数相对于所述机会次数的比率而运算并存储充电频率。
本发明的方式也可以如下那样定义。
一种混合动力汽车，具备：
发动机；
燃料罐，向所述发动机供给燃料；
电动机；
蓄电池，向所述电动机供给电力；
充电器，进行使用外部电源对所述蓄电池进行充电的外部充电；以及
电子控制单元，
i)所述电子控制单元将在规定期间内车辆处于能够进行所述外部充电的状态的充电机会的次数计数为机会次数，
ii)所述电子控制单元将在所述规定期间内车辆进行了所述外部充电的次数计数为充电次数，
iii)所述电子控制单元运算所述充电次数相对于所述机会次数的比率并存储为充电频率。
在该本发明的方式的混合动力汽车中，在规定期间内对作为充电机会的次数的机会次数和充电次数进行计数，作为充电次数相对于机会次数的比率(充电次数/机会次数)而运算并存储充电频率。这样运算并存储的充电频率越大则能够判断为越促进外部充电的利用，因此成为能够更恰当地判断外部充电的利用状况的指标。在此，作为“规定期间”，可使用如一个月或两个月那样的时间上预先确定的期间、或者如20次出行的期间或30次出行的期间那样的机会上预先确定的期间等。
在这样的本发明的方式的混合动力汽车中，所述控制装置可以将车辆驻车于自家住宅停车场及/或充电站的次数计数为所述机会次数。这样，充电频率成为在规定期间内与驻车于自家住宅停车场或充电站的次数相对的充电次数，能够更恰当地判断在自家住宅停车场或充电站的外部充电的利用状况。
并且，在本发明的方式的混合动力汽车中，所述控制装置可以将车辆驻车于距自家住宅规定距离内的充电站的次数计数为所述机会次数，所述控制装置也可以将车辆驻车于预先登记的充电站的次数计数为所述机会次数。这样，充电频率成为在规定期间内与驻车于距自家住宅规定距离内的充电站的次数相对的充电次数或者与驻车于预先登记的充电站的次数相对的充电次数，由此能够更恰当地判断在距自家住宅规定距离内的充电站的外部充电的利用状况或在预先登记的充电站的外部充电的利用状况。
附图说明
本发明的实施方式的特征、优点、技术及工业意义通过参照附图如下来描述，相同的标号表示相同的元件，其中，
图1是表示作为本发明的实施例的混合动力汽车的结构的概略的结构图。
图2是表示由HVECU执行的充电日期存储处理例程的一例的流程图。
图3是表示由HVECU执行的充电频率运算处理例程的一例的流程图。
图4是表示变形例的混合动力汽车的结构的概略的结构图。
具体实施方式
接着，使用实施例来说明用于实施本发明的方式。
图1是表示作为本发明的实施例的混合动力汽车20的结构的概略的结构图。如图示那样，实施例的混合动力汽车20具备发动机22、行星齿轮30、电动机MG1、MG2、变换器41、42、蓄电池50、充电器60、混合动力用电子控制单元(以下称为“HVECU”)70。
发动机22构成为以来自燃料罐25的汽油、轻油等为燃料来输出动力的内燃机。该发动机22由发动机用电子控制单元(以下称为“发动机ECU”)24进行运转控制。
虽然未图示，但是发动机ECU24构成为以CPU为中心的微处理器，除了CPU以外，还具备存储处理程序的ROM和暂时存储数据的RAM、输入输出端口、通信端口。经由输入端口向发动机ECU24输入对发动机22进行运转控制所需要的来自各种传感器的信号，例如来自对发动机22的曲轴26的旋转位置进行检测的曲轴位置传感器23的曲轴角θcr等。从发动机ECU24经由输出端口输出用于对发动机22进行运转控制的各种控制信号。发动机ECU24经由通信端口与HVECU70连接。需要说明的是，发动机ECU24基于来自曲轴位置传感器23的曲轴角θcr来运算发动机22的转速Ne。
行星齿轮30构成为单小齿轮式的行星齿轮机构。在行星齿轮30的太阳轮上连接有电动机MG1的转子。在行星齿轮30的齿圈上连接有经由差动齿轮37连结于驱动轮38a、38b的驱动轴36。在行星齿轮30的行星轮架上经由减震器28连接有发动机22的曲轴26。
电动机MG1构成为例如同步发电电动机，如上述那样，转子连接于行星齿轮30的太阳轮。电动机MG2构成为例如同步发电电动机，转子连接于驱动轴36。变换器41、42经由电力线54与蓄电池50连接。通过电动机用电子控制单元(以下称为“电动机ECU”)40对变换器41、42的未图示的多个开关元件进行开关控制，由此对电动机MG1、MG2进行旋转驱动。
虽然未图示，但是电动机ECU40构成为以CPU为中心的微处理器，除了CPU以外，还具备存储处理程序的ROM和暂时存储数据的RAM、输入输出端口、通信端口。经由输入端口向电动机ECU40输入对电动机MG1、MG2进行驱动控制所需要的来自各种传感器的信号，例如来自对电动机MG1、MG2的转子的旋转位置进行检测的旋转位置检测传感器43、44的旋转位置θm1、θm2等。从电动机ECU40经由输出端口输出向变换器41、42的未图示的多个开关元件的开关控制信号等。电动机ECU40经由通信端口与HVECU70连接。电动机ECU40基于来自旋转位置检测传感器43、44的电动机MG1、MG2的转子的旋转位置θm1、θm2来运算电动机MG1、MG2的转速Nm1、Nm2。
蓄电池50构成为例如锂离子二次电池或镍氢二次电池。该蓄电池50如上述那样经由电力线54与变换器41、42连接。蓄电池50由蓄电池用电子控制单元(以下称为“蓄电池ECU”)52管理。
虽然未图示，但是蓄电池ECU52构成为以CPU为中心的微处理器，除了CPU以外，还具备存储处理程序的ROM和暂时存储数据的RAM、输入输出端口、通信端口。经由输入端口向蓄电池ECU52输入对蓄电池50进行管理所需要的来自各种传感器的信号，例如来自在蓄电池50的端子间设置的电压传感器51a的电池电压Vb、来自安装于蓄电池50的输出端子的电流传感器51b的电池电流Ib等。蓄电池ECU52经由通信端口与HVECU70连接。蓄电池ECU52基于来自电流传感器51b的电池电流Ib的累计值来运算蓄电比例SOC。蓄电比例SOC是能够从蓄电池50放电的电力的容量相对于蓄电池50的总容量的比例。
充电器60连接于电力线54，构成为能够在电源插头61在自家住宅或充电站等充电点处连接于家庭用电源、工业用电源等外部电源69时进行使用来自外部电源69的电力对蓄电池50进行充电的外部充电。
导航装置90具备：主体，内置控制部，该控制部具有存储地图信息等的硬盘等存储媒介、输入输出端口、通信端口等；GPS天线，接收与车辆的当前地相关的信息；以及触控面板式的显示器，显示与车辆的当前地相关的信息、到目的地为止的行驶路径等各种信息，并且能够输入操作者的各种指示。在此，在地图信息中，将服务信息(例如观光信息、停车场、充电站等)、每个预先确定的行驶区间(例如信号机间、交叉点间等)的道路信息等进行数据库化来存储，道路信息包括距离信息、宽度信息、地域信息(市区、郊外)、类别信息(一般道路、高速道路)、坡度信息、法定速度、信号机的数目等。并且，作为服务信息，可以对自家住宅停车场或期望的地点进行地点登记。导航装置90在由操作者设定了目的地时，基于地图信息、车辆的当前地和目的地来检索从车辆的当前地到目的地为止的行驶路径，并且将检索的行驶路径向显示器输出来进行路径引导。需要说明的是，该导航装置90也运算行驶路径中的路径信息(例如到目的地为止的剩余距离Ln、目的地的方位Dn等)。
虽然未图示，但是HVECU70构成为以CPU为中心的微处理器，除了CPU以外，还具备存储处理程序的ROM、暂时存储数据的RAM、闪存72、输入输出端口、通信端口。经由输入端口向HVECU70输入来自各种传感器的信号。作为向HVECU70输入的信号，可列举例如来自点火开关80的点火信号、来自档位传感器82的档位SP、来自加速器踏板位置传感器84的加速器开度Acc、来自制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V等。并且，还可列举来自安装于燃料罐25的燃料表25a的燃料量Qf、来自安装于电源插头61并判定电源插头61是否连接于外部电源69的连接开关62的连接信号SWC等。从HVECU70经由输出端口输出向充电器60的控制信号等。如上述那样，HVECU70经由通信端口与发动机ECU24、电动机ECU40、蓄电池ECU52连接。需要说明的是，HVECU70在向燃料罐25供油时基于来自燃料表25a的燃料量Qf来计算供油量Qin。
在这样构成的实施例的混合动力汽车20中，以CD(Charge Depleting：电量消耗)模式或CS(Charge Sustaining：电量维持)模式来进行混合动力行驶(HV行驶)或电动行驶(EV行驶)。在此，CD模式是与CS模式相比使EV行驶更优先的模式。HV行驶是伴着发动机22的运转而进行行驶的模式。EV行驶是未伴着发动机22的运转而进行行驶的模式。
在实施例中，在自家住宅、充电站等充电点处系统断开(系统停止)并停车时，若电源插头61连接于外部电源69，则HVECU70以使用来自外部电源69的电力对蓄电池50进行充电的方式控制充电器60。并且，在系统接通(系统启动)时蓄电池50的蓄电比例SOC大于阈值Shv1(例如45％、50％、55％等)时，在蓄电池50的蓄电比例SOC达到阈值Shv2(例如25％、30％、35％等)以下之前，以CD模式进行行驶，在蓄电池50的蓄电比例SOC达到阈值Shv2以下之后，以CS模式进行行驶，直至系统断开为止。并且，在系统接通时蓄电池50的蓄电比例SOC为阈值Shv1以下时，以CS模式进行行驶，直至系统断开为止。
接着，说明这样构成的实施例的混合动力汽车20的动作，尤其是运算作为利用充电器60的蓄电池50的充电(外部充电)的利用指标的充电频率Fchg并存储时的动作。图2是表示由HVECU70执行的充电日期存储处理例程的一例的流程图，图3是表示由HVECU70执行的充电频率运算处理例程的一例的流程图。在实施例中，充电日期存储处理例程及充电频率运算处理例程在停车并系统断开(系统停止)之后系统接通(系统启动)时执行。以下，按顺序进行说明。
执行充电日期存储处理例程时，HVECU70首先从导航装置90取得驻车的位置(步骤S100)，判定取得的驻车的位置是否为自家住宅停车场或者是否为充电站(步骤S110)。在驻车的位置既不是自家住宅停车场也不是充电站时，判断为驻车于不能进行外部充电的场所，结束本例程。另一方面，在驻车的位置为自家住宅停车场或者为充电站时，判断为驻车于能够进行外部充电的场所，将该日期存储于在闪存72中预先确定的驻车日期存储区域(步骤S120)。然后，判定是否进行了外部充电(步骤S130)。是否进行了外部充电的判定可以通过如下方式来进行：是否根据来自连接开关62的连接信号SWC而充电器60的电源插头61连接于外部电源69，且蓄电池50的蓄电比例SOC比系统断开时增加。在进行了外部充电时，将该日期存储于在闪存72中预先确定的充电日期存储区域(步骤S140)，结束本例程，在未进行外部充电时，不进行日期的存储而结束本例程。
执行充电频率运算处理例程时，HVECU70首先从闪存72的驻车日期存储区域检索规定期间(例如到30天前为止的期间、到30次前的出行为止的期间等)内的日期，将该数目计数为机会次数Copp(步骤S200)。接着，从闪存72的充电日期存储区域检索相同的期间(规定期间)内的日期，将该数目计数为充电次数Cchg(步骤S210)。然后，将充电次数Cchg除以机会次数Copp来运算充电频率Fchg并存储于闪存72的规定区域(步骤S220)。充电频率Fchg成为在规定期间内进行了外部充电的次数相对于能够进行外部充电的机会的次数的比率，因此可判断出该比率越大则越促进外部充电的利用，因此可成为能够更恰当地判断外部充电的利用状况的指标。这样运算充电频率Fchg并进行存储后，将充电频率Fchg与阈值Fref进行比较(步骤S230)，在充电频率Fchg为阈值Fref以上时，判断为外部充电的利用状况良好，结束本例程。在充电频率Fchg小于阈值Fref时，判断为外部充电的利用状况不令人满意，实施催促外部充电的某种处理，例如进行“请使用外部电源进行充电”的广播等通知处理、对行驶所需要的转矩进行限制等功能限制处理等(步骤S240)，结束本例程。
在以上说明的实施例的混合动力汽车20中，求出对在规定期间内驻车于自家住宅停车场、充电站而能够进行外部充电的机会进行计数的机会次数Copp和对在相同的规定期间内的能够进行外部充电的机会中进行了外部充电的情况进行计数的充电次数Cchg。并且，通过将充电次数Cchg除以机会次数Copp来运算充电频率Fchg并进行存储。充电频率Fchg为在规定期间内进行了外部充电的次数相对于能够进行外部充电的机会的次数的比率，因此成为能够更恰当地判断外部充电的利用状况的指标。其结果是，能够更恰当地执行催促外部充电的各种处理。
在实施例的混合动力汽车20中，作为对机会次数Copp进行计数的驻车位置，设定了自家住宅停车场和充电站，但是也可以设定为自家住宅停车场和距自家住宅规定距离(例如3km或5km等)内的充电站，还可以设定为作为日常进行充电的场所而预先登记的充电站。
在实施例的混合动力汽车20中，具备将电源插头61与外部电源69连接来对蓄电池50进行充电的充电器60，但是也可以具备以非接触的方式接受来自外部电源69的电力来对蓄电池50进行充电的充电器。
在实施例的混合动力汽车20中，发动机22、电动机MG1、驱动轴36连接于行星齿轮30，并且电动机MG2连接于驱动轴36。如图4的变形例的混合动力汽车220所例示的那样，也可以形成为电动机MG经由变速器230连接于与驱动轮38a、38b连接的驱动轴36并且发动机22经由离合器229连接于电动机MG的旋转轴的结构，将来自发动机22的动力经由电动机MG的旋转轴和变速器230向驱动轴36输出并且将来自电动机MG的动力经由变速器230向驱动轴输出。并且，也可以形成为所谓串联式混合动力汽车的结构。即，只要是具备发动机、电动机、蓄电池和与外部电源连接并对蓄电池进行充电的充电器的混合动力汽车即可，可以形成为任何结构。
说明实施例的主要的要素与发明内容一栏中记载的发明的主要的要素之间的对应关系。在实施例中，发动机22相当于“发动机”，燃料罐25相当于“燃料罐”，电动机MG2相当于“电动机”，蓄电池50相当于“蓄电池”，充电器60相当于“充电器”，执行图2的充电日期存储处理例程和图3的充电频率运算处理例程的HVECU70相当于“控制装置”。
需要说明的是，实施例的主要的要素与发明内容一栏中记载的发明的主要的要素之间的对应关系是具体地说明用于实施例实施发明内容一栏中记载的发明的方式的一例，因此并不限定发明内容一栏中记载的发明的要素。即，关于发明内容一栏中记载的发明的解释应基于该栏的记载来进行，实施例只不过是发明内容一栏中记载的发明的具体性的一例。
以上，使用实施例来说明了用于实施本发明的方式，但是本发明并不受这样的实施例任何限定，在不脱离本发明的主旨的范围内能够以各种方式实施，这是不言而喻的。
本发明能够利用于混合动力汽车的制造产业等。

Claims (4)

1.一种混合动力汽车，具备：
发动机；
燃料罐，向所述发动机供给燃料；
电动机；
蓄电池，向所述电动机供给电力；
充电器，进行使用外部电源对所述蓄电池进行充电的外部充电；以及
电子控制单元，
i)所述电子控制单元将在规定期间内车辆处于能够进行所述外部充电的状态的充电机会的次数计数为机会次数，
ii)所述电子控制单元将在所述规定期间内车辆进行了所述外部充电的次数计数为充电次数，
iii)所述电子控制单元运算所述充电次数相对于所述机会次数的比率并存储为充电频率。
2.根据权利要求1所述的混合动力汽车，其中，
所述电子控制单元将车辆停车于自家住宅停车场的次数及停车于充电站的次数中的至少一个次数计数为所述机会次数。
3.根据权利要求1所述的混合动力汽车，其中，
所述电子控制单元将车辆停车于距自家住宅规定距离内的充电站的次数计数为所述机会次数。
4.根据权利要求1所述的混合动力汽车，其中，
所述电子控制单元将车辆停车于预先登记的充电站的次数计数为所述机会次数。
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