CN108238036B - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

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Publication number
CN108238036B
CN108238036B CN201711213208.1A CN201711213208A CN108238036B CN 108238036 B CN108238036 B CN 108238036B CN 201711213208 A CN201711213208 A CN 201711213208A CN 108238036 B CN108238036 B CN 108238036B
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China
Prior art keywords
internal combustion
combustion engine
engine
state
power
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CN201711213208.1A
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Chinese (zh)
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CN108238036A (en
Inventor
曾布川靖
千速健太
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • 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
    • 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
    • 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
    • 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 ; 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 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 ; 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—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 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 electric energy storing means, e.g. batteries or capacitors
    • 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 ; 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
    • 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 ; 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 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 ; 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • 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
    • 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
    • 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 ; 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • B60L2240/421—Speed
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/72—Electric energy management in electromobility

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

Abstract

Provided is a hybrid vehicle capable of preventing the vehicle from stopping against the intention of a driver even when a ring member is cut. In a hybrid vehicle, an ECU stops operation of an engine and performs EV traveling by power of an ISG, and when the rotation speed of the engine falls below a threshold value N1 at the time of the EV traveling, driving of a starter and starting of the engine by fuel injection are performed. The rotation speed of the threshold N1 is higher than that in the stopped state.

Description

Hybrid vehicle
Technical Field
The present invention relates to a hybrid vehicle.
Background
A vehicle described in patent document 1 is known as a conventional hybrid vehicle. The hybrid vehicle described in patent document 1 includes an abnormality determination device that determines that the power transmission unit is abnormal when the engine speed detected by the engine speed detection device is equal to or less than a predetermined value and no abnormality of the motor generator is detected by the motor abnormality detection device despite the motor generator control device generating a signal to start the motor generator. The hybrid vehicle described in patent document 1 includes a starter device that starts a starter to restart the engine when the abnormality determination device determines that the power transmission unit is abnormal.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 2004-124914
Disclosure of Invention
Problems to be solved by the invention
However, in the vehicle described in patent document 1, when an abnormality occurs in the power transmission unit when the hybrid vehicle travels using the power of the motor generator, the abnormality cannot be determined. Therefore, in the vehicle described in patent document 1, when an abnormality occurs in the power transmission unit, the vehicle may be stopped against the will of the driver.
The present invention has been made in view of the above-described problems, and an object thereof is to provide a hybrid vehicle capable of preventing the vehicle from stopping against the intention of the driver even when the annular member is cut.
Means for solving the problems
A hybrid vehicle is provided with: an internal combustion engine; a motor driven by electric power; a starter that starts the internal combustion engine; and a rotational speed detection unit that detects a rotational speed of the internal combustion engine, wherein the electric motor and the internal combustion engine are coupled to each other via a flexible transmission mechanism having an annular member and are capable of transmitting power to each other, and the internal combustion engine is rotated by the electric motor when the electric motor rotates, and the hybrid vehicle is characterized by comprising a control unit that controls the internal combustion engine, the electric motor, and the starter, wherein the control unit stops operation of the internal combustion engine and performs EV running in which the internal combustion engine is driven by the power of the electric motor, and wherein the control unit performs driving of the starter and fuel injection to start the internal combustion engine when the rotational speed of the internal combustion engine falls below a 1 st threshold value during the EV running, and wherein the rotational speed of the 1 st threshold value is higher than the rotational speed in a stopped state.
Effects of the invention
As described above, according to the present invention, even when the annular member is cut, the vehicle can be prevented from being stopped against the driver's will.
Drawings
Fig. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention.
Fig. 2-1 is a diagram showing a state 1 in which electric power is supplied from the ISG to the lead battery and electric power is supplied from the lithium battery to the lithium battery load, in the switching unit of the hybrid vehicle according to the embodiment of the present invention.
Fig. 2-2 is a diagram showing a state 2 of the switching unit of the hybrid vehicle according to the embodiment of the present invention, in which electric power is supplied from the lithium battery to the ISG and electric power is supplied from the lead battery to the lithium battery load.
Fig. 3 is a flowchart illustrating an operation of the ECU of the hybrid vehicle according to the embodiment of the present invention.
Description of the reference numerals
10 hybrid vehicle
20 engines (internal combustion engine)
21 crankshaft belt wheel (Flexible transmission mechanism)
27 crank angle sensor (rotation speed detector)
40 ISG (Motor)
42 belt (Ring component, flexible transmission mechanism)
41 Belt wheel (Flexible transmission mechanism)
50 ECU (control unit)
60 switching part
71 lead battery (1 st power supply)
72 lithium battery (2 nd power supply)
Detailed Description
A hybrid vehicle according to an embodiment of the present invention includes: an internal combustion engine; a motor driven by electric power; a starter that starts the internal combustion engine; and a rotational speed detection unit that detects a rotational speed of the internal combustion engine, the electric motor and the internal combustion engine being coupled via a flexible transmission mechanism having an annular member and being capable of transmitting power to each other, the internal combustion engine being rotated by the electric motor when the electric motor is rotated, wherein the hybrid vehicle is characterized by comprising a control unit that controls the internal combustion engine, the electric motor, and the starter, wherein the control unit stops operation of the internal combustion engine and performs EV running in which the internal combustion engine is driven by the power of the electric motor, wherein during the EV running, when the rotational speed of the internal combustion engine falls below a 1 st threshold value, driving of the starter and fuel injection starting of the internal combustion engine are performed, and wherein the rotational speed of the 1 st threshold value is higher than the rotational speed in the stopped state. Thus, the hybrid vehicle according to the embodiment of the present invention can prevent the vehicle from being stopped against the driver's will even when the annular member is cut.
Examples
Hereinafter, a hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings. Fig. 1 to 3 are diagrams illustrating a hybrid vehicle according to an embodiment of the present invention.
As shown in fig. 1, the hybrid vehicle 10 includes: an engine 20, a transmission 30, wheels 12, and an ECU (Electronic Control Unit) 50 that comprehensively controls the hybrid vehicle 10. The engine 20 of the present embodiment constitutes an internal combustion engine of the invention. The ECU50 of the present embodiment constitutes the control section of the present invention.
A plurality of cylinders are formed in the engine 20. In the present embodiment, the engine 20 is configured to perform a series of 4 strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder. The engine 20 is provided with an intake pipe 22 for introducing air into a combustion chamber, not shown.
A throttle valve 23 is provided in the intake pipe 22, and the throttle valve 23 adjusts the amount of air (intake air amount) passing through the intake pipe 22. The throttle valve 23 includes an electrically controlled throttle valve that is opened and closed by an unillustrated motor. The throttle valve 23 is electrically connected to the ECU50, and its throttle opening is controlled by the ECU 50.
The engine 20 includes, for each cylinder: an injector 24 that injects fuel into the combustion chamber through an intake port, not shown; and an ignition plug 25 that ignites the mixture gas in the combustion chamber. The injector 24 and the ignition plug 25 are electrically connected to the ECU 50. The fuel injection amount and the fuel injection timing of the injector 24, the ignition timing of the ignition plug 25, and the discharge amount are controlled by the ECU 50.
The engine 20 is provided with a crank angle sensor 27, and the crank angle sensor 27 detects the engine speed based on the rotational position of the crankshaft 20A and sends a detection signal to the ECU 50. The crank angle sensor 27 constitutes a rotational speed detecting portion of the present invention.
The transmission 30 changes the speed of the rotation transmitted from the engine 20, and drives the wheels 12 via the drive shaft 11. The transmission 30 includes a torque converter, a transmission mechanism, and a differential mechanism, which are not shown.
The torque converter converts rotation transmitted from the engine 20 into torque by the action of the working fluid to amplify the torque. The torque converter is provided with a lock-up clutch, not shown. When the lock-up clutch is released, power is mutually transmitted between the engine 20 and the transmission mechanism through the working fluid. When the lock-up clutch is engaged, power is directly transmitted between the engine 20 and the transmission mechanism through the lock-up clutch.
The Transmission mechanism includes a CVT (Continuously Variable Transmission) and Continuously automatically shifts gears by 1 set of pulleys on which a metal belt is wound. The change of the gear ratio of the transmission 30 and the engagement or release of the lockup clutch are controlled by the ECU 50.
The transmission mechanism may be an automatic transmission (so-called step AT) that performs speed change in stages using a planetary gear mechanism. The differential mechanism is coupled to the left and right drive shafts 11, and transmits the power shifted by the shift mechanism to the left and right drive shafts 11 to enable differential rotation.
The Transmission 30 may be an AMT (Automated Manual Transmission). The AMT is an automatic transmission that automatically shifts gears by adding an actuator to a manual transmission including a parallel-axis gear mechanism. In the case where the transmission 30 is an AMT, a dry single disc clutch is provided in the transmission 30 instead of the torque converter.
In addition, the Transmission 30 may also be a DCT (Dual Clutch Transmission). A DCT is one type of step-variable automatic transmission, having 2 systems of gears, each with a clutch.
The hybrid vehicle 10 includes an accelerator opening sensor 13A, and the accelerator opening sensor 13A detects an operation amount of an accelerator pedal 13 (hereinafter, simply referred to as "accelerator opening") and transmits a detection signal to the ECU 50.
The hybrid vehicle 10 includes a brake stroke sensor 14A, and the brake stroke sensor 14A detects an operation amount of the brake pedal 14 (hereinafter, simply referred to as a "brake stroke") and transmits a detection signal to the ECU 50.
The hybrid vehicle 10 includes a vehicle speed sensor 12A, and the vehicle speed sensor 12A detects a vehicle speed based on the rotation speed of the wheels 12 and transmits a detection signal to the ECU 50. Further, in the ECU50 or other controller, when calculating the slip ratio of each wheel 12 with respect to the vehicle speed, the detection signal of the vehicle speed sensor 12A is used.
The hybrid vehicle 10 is provided with a starter 26. The starter 26 includes a motor, not shown, and a pinion gear fixed to a rotation shaft of the motor. On the other hand, a disk-shaped drive plate is fixed to one end of a crankshaft 20A of the engine 20, and a ring gear is provided on an outer peripheral portion of the drive plate. Starter 26 drives the motor in accordance with an instruction from ECU50, and causes the pinion gear to mesh with the ring gear to rotate the ring gear, thereby starting engine 20. In this way, the starter 26 starts the engine 20 through a gear mechanism including a pinion gear and a ring gear.
The hybrid vehicle 10 is provided with an ISG (Integrated Starter Generator) 40. The ISG40 is a rotating electrical machine that integrates a starter that starts the engine 20 and a generator that generates electrical power. The ISG40 has a function of a generator that generates electric power by using power from outside and a function of a motor that generates power by being supplied with electric power. The ISG40 constitutes the motor of the present invention.
The ISG40 is coupled to the engine 20 via a flexible transmission mechanism including the pulley 41, the crankshaft pulley 21, and the belt 42, and transmits power to and from the engine 20. More specifically, the ISG40 includes a rotating shaft 40A, and the pulley 41 is fixed to the rotating shaft 40A. A crankshaft pulley 21 is fixed to the other end of the crankshaft 20A of the engine 20. A belt 42 as an endless member is wound around the crankshaft pulley 21 and the pulley 41. Further, as the flexible transmission mechanism, a sprocket and a chain may be used, and the endless member in this case is a chain.
The ISG40 is driven as a motor to rotate the crankshaft 20A and start the engine 20. Here, the hybrid vehicle 10 of the embodiment includes the ISG40 and the starter 26 as a starting device of the engine 20. The starter 26 is mainly used for cold start of the engine 20 based on a driver's starting operation, and the ISG40 is mainly used for restart of the engine 20 from an idle stop.
Although the ISG40 can also perform cold start of the engine 20, the hybrid vehicle 10 includes the starter 26 for reliable cold start of the engine 20. For example, in winter in cold regions, etc., there may be a case where it is difficult to perform cold start of the engine 20 by the power of the ISG40 due to an increase in the viscosity of the lubricating oil, or a case where the ISG40 fails. In view of this, the hybrid vehicle 10 is provided with both the ISG40 and the starter 26 as the starting device.
The power generated by the power running of the ISG40 is transmitted to the wheels 1 through the crankshaft 20A of the engine 20, the transmission 30, and the drive shaft 11.
The rotation of the wheels 12 is transmitted to the ISG40 through the drive shaft 11, the transmission 30, and the crankshaft 20A of the engine 20, and is used for regeneration (power generation) of the ISG 40.
Therefore, the hybrid vehicle 10 can realize not only running using only the power (engine torque) of the engine 20 (hereinafter also referred to as engine running) but also running in which the engine 20 is assisted by the power (motor torque) of the ISG 40.
The hybrid vehicle 10 can travel using only the power of the ISG40 (hereinafter also referred to as EV travel) while the operation of the engine 20 is stopped without injecting fuel into the engine 20. Further, during EV running, the engine 20 is rotated by the ISG 40.
In this way, the hybrid vehicle 10 constitutes a parallel hybrid system that can run using at least one of the power of the engine 20 and the power of the ISG 40.
The hybrid vehicle 10 includes a lead battery 71 as a 1 st power source and a lithium battery 72 as a 2 nd power source. The lead battery 71 and the lithium battery 72 include rechargeable secondary batteries. The number of the single batteries and the like are set so that the lead battery 71 and the lithium battery 72 generate an output voltage of about 12V.
The lead battery 71 includes a lead secondary battery using lead as an electrode. The lithium battery 72 includes a lithium ion secondary battery that performs discharge and charge by reciprocating lithium ions between a positive electrode and a negative electrode.
The lead battery 71 has a characteristic of releasing a larger current in a short time than the lithium battery 72.
The lithium battery 72 has a characteristic of being able to be repeatedly charged and discharged more times than the lead battery 71. In addition, the lithium battery 72 has a characteristic of being capable of being charged in a short time as compared with the lead battery 71. In addition, the lithium battery 72 has characteristics of high output and high energy density as compared with the lead battery 71.
The lead battery 71 is provided with a state-of-charge detection unit 71A, and the state-of-charge detection unit 71A detects an inter-terminal voltage, an ambient temperature, or an input/output current of the lead battery 71 and outputs a detection signal to the ECU 50. The ECU50 detects the state of charge from the inter-terminal voltage, the ambient temperature, or the input/output current of the lead battery 71.
Lithium battery 72 is provided with a state of charge detection unit 72A, and state of charge detection unit 72A detects an inter-terminal voltage, an ambient temperature, or an input/output current of lithium battery 72 and outputs a detection signal to ECU 50. The ECU50 detects the state of charge from the inter-terminal voltage, the ambient temperature, or the input/output current of the lithium battery 72. The state of charge (SOC) of the lead battery 71 and the lithium battery 72 is managed by the ECU 50.
The hybrid vehicle 10 includes a lead battery load 16 and a lithium battery load 17 as electric loads.
The lead battery load 16 is an electrical load to which electric power is supplied mainly from the lead battery 71. The lead battery load 16 includes a stability control device for preventing the vehicle from slipping, an electric power steering control device, not shown, for electrically assisting the operation force of the steering wheel, a headlight, an air blowing fan, and the like. The lead battery load 16 includes, for example, a wiper not shown and an electric cooling fan that sends cold air to a heat sink not shown. The lead battery load 16 is an electric load that consumes more electric power than the lithium battery load 17 or is used for a while.
The lithium battery load 17 is an electric load to which electric power is supplied mainly from the lithium battery 72. The lithium battery load 17 also includes a lamp and a meter of an instrument panel, not shown, and a car navigation system. The lithium battery load 17 is an electric load that consumes less electric power than the lead battery load 16.
The hybrid vehicle 10 includes a switching unit 60, and the switching unit 60 switches the power supply state among the lead battery 71, the lithium battery 72, the lead battery load 16, the lithium battery load 17, and the ISG 40. The switching unit 60 includes a mechanical Relay, a semiconductor Relay (also referred to as a SSR: Solid State Relay), and the like, and is controlled by the ECU 50.
The switching unit 60 is connected to cables 61, 62, 63, and 64. The cable 61 connects the switching unit 60, the lead battery 71, the lead battery load 16, and the starter 26 in parallel. The cable 62 connects the switching unit 60 to the lithium battery. The cable 63 connects the switching unit 60 to the lithium battery load 17. A cable 64 connects the switch 60 to the ISG 40.
Thus, the lead battery load 16 and the starter 26 are often supplied with power from the lead battery 71. On the other hand, in the present embodiment, the power supply state is switched in such a manner that the lithium battery load 17 is selectively supplied with power from one of the lithium battery 72 or the lead battery 71. In addition, the power supply state is switched so that power is selectively supplied to the ISG40 from one of the lithium battery 72 and the lead battery 71.
In fig. 2-1 and 2-2, the switch 60 has switches SW1, SW2, SW3, and SW 4. The switches SW1, SW2, SW3, and SW4 are in a connected state when in a closed state and in an disconnected state when in an open state.
The switch SW1 connects or disconnects the cable 61 to the cable 64. Thus, the switch SW1 connects or disconnects the lead battery 71 to the ISG 40.
The switch SW2 connects or disconnects the cable 61 to the cable 63. Thus, the switch SW2 connects or disconnects the lead battery 71 to the lithium battery load 17.
Switch SW3 connects or disconnects cable 62 to cable 64. Thus, the switch SW3 connects or disconnects the lithium battery 72 to the ISG 40.
The switch SW4 connects or disconnects the cable 62 to the cable 63. Thus, the switch SW4 connects or disconnects the lithium battery 72 to the lithium battery load 17.
The switching unit 60 is brought into the 1 st state shown in fig. 2-1, and in this 1 st state, the switches SW1 and SW4 are closed, and the switches SW2 and SW3 are opened. When switching unit 60 is in state 1, electric power is supplied from ISG40 to lead battery 71, and electric power is supplied from lithium battery 72 to lithium battery load 17.
In addition, the switching unit 60 is in the 2 nd state shown in fig. 2-2, and in the 2 nd state, the switches SW1 and SW4 are opened, and the switches SW2 and SW3 are closed. When the switching unit 60 is in the 2 nd state, electric power is supplied from the lithium battery 72 to the ISG40, and electric power is supplied from the lead battery 71 to the lithium battery load 17.
The ECU50 includes a computer Unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash Memory for storing backup data, an input port, and an output port.
Various constants, various maps, and the like are stored in the ROM of the computer unit, and a program for causing the computer unit to function as the ECU50 is stored. That is, the CPU executes the programs stored in the ROM using the RAM as a work area, and thereby these computer units function as the ECU50 of the present embodiment.
Various sensors including the crank angle sensor 27, the accelerator opening sensor 13A, the brake stroke sensor 14A, the vehicle speed sensor 12A, and the state of charge detection units 71A and 72A described above are connected to the input port of the ECU 50. In the present embodiment, the engine 20 and the ISG40 are coupled by the belt 42 and can transmit power to each other. The ECU50 indirectly detects the rotation speed of the ISG40 through the crank angle sensor 27.
To the output port of the ECU50, various control object classes including various devices such as the throttle valve 23, the injector 24, the ignition plug 25, the switching unit 60, the ISG40, and the starter 26 are connected. The ECU50 controls various control object classes based on information obtained from various sensor classes.
When a predetermined EV condition is satisfied, ECU50 performs EV running in which hybrid vehicle 10 is driven by ISG 40. The EV conditions include, for example, the SOC of the lead battery 71 and the lithium battery 72 being greater than a predetermined value, the accelerator opening being "0", and the like.
During EV running, the ECU50 sets the switching unit 60 to the 2 nd state shown in fig. 2-2. During EV running, the ISG40 is driven using electric power of the lithium battery 72.
Here, in the case where the belt 42 is cut off during EV running, the rotation of the ISG40 cannot be transmitted to the engine 20, and therefore the hybrid vehicle 10 may stop against the driver's will.
Therefore, in the present embodiment, the ECU50 monitors the engine speed during EV running, and performs the action described later based on the comparison result between the engine speed and the thresholds N1 and N2, thereby preventing the vehicle from stopping against the driver's will.
Here, the rotation speed of the threshold N1 is higher than the rotation speed in the stopped state. The rotation speed in the stopped state is 0 rpm. The threshold N1 corresponds to the 1 st threshold of the present invention. The threshold N1 is set to 200rpm in the present embodiment.
The threshold N2 is set to be greater than the 1 st threshold N1. The rotation speed of the 2 nd threshold is equal to or higher than the lower limit value of the rotation speed at which the engine 20 can be started by fuel injection. The threshold N2 corresponds to the 2 nd threshold of the present invention. The threshold N2 is set to 600rpm in the present embodiment.
When the engine speed falls below a threshold value N2(600rpm) during EV running, ECU50 causes switch 60 to transition from state 2 to state 1.
When switching unit 60 shifts from state 2 to state 1 and the rotation speed of engine 20 increases, ECU50 starts engine 20 by fuel injection and executes engine running that runs using the power of engine 20.
When the engine speed drops below N1(200rpm) during EV running, ECU50 drives starter 26 and injects fuel to start engine 20.
The parking prevention operation of the ECU50 of the hybrid vehicle 10 configured as described above will be described with reference to the flowchart shown in fig. 3.
In fig. 3, the ECU50 determines in step S1 whether the engine speed has dropped below a threshold N2 during EV running. The ECU50 repeats step S1 until it is determined that the engine speed has dropped below the threshold N2.
In the case where the engine speed falls below the threshold N2 in step S1, the ECU50 switches the battery that supplies electric power to the ISG40 from the lithium battery 72 to the lead battery 71 in step S2. In addition, the ECU50 performs fuel injection to the engine 20 in step S2.
When the engine speed has increased by supplying electric power from the lead battery 71 to the ISG40 in step S2, the ECU50 determines that the belt 42 is not broken, and the cause is a decrease in the output of the SOC of the lithium battery 72, or the like.
When the engine speed has increased by performing the fuel injection in step S2, ECU50 performs the engine running.
In step S3, the ECU50 determines whether the engine speed has dropped below the threshold N1 and 0.5 second has elapsed. If the engine speed does not fall below the threshold N1 or if 0.5 seconds have not elapsed since falling below the threshold N1, the ECU50 returns to step S1.
When the engine speed drops below the threshold N1 and 0.5 seconds have elapsed in step S3, the ECU50 starts the engine 20 by driving the starter 26 in step S4. After that, the ECU50 executes engine running.
As described above, in the hybrid vehicle 10 of the embodiment, the ECU50 stops the operation of the engine 20 to perform the EV running by the power running of the ISG40, and when the rotation speed of the engine 20 falls below the threshold N1 during the EV running, the engine 20 is started by driving the starter 26 and injecting fuel. The rotation speed of the threshold N1 is higher than that in the stopped state.
Accordingly, when the rotation speed of engine 20 during EV running falls below threshold N1, engine 20 can be started by driving starter 26 and performing fuel injection.
Therefore, it is possible to avoid occurrence of engine stall when the engine 20 is lowered to 0rpm, which is the rotation speed in the stopped state, and to continue traveling using the driving torque of the engine 20.
As a result, even when the annular member is cut, the vehicle can be prevented from being stopped against the intention of the driver.
In the hybrid vehicle 10 of the embodiment, when the EV running is performed with the switch 60 in the 2 nd state, the ECU50 causes the switch 60 to transition from the 2 nd state to the 1 st state when the rotation speed of the engine 20 decreases to or below the threshold N2 that is greater than the threshold N1.
Thus, when the switching unit 60 is shifted to the 1 st state and the rotation speed of the engine 20 is not increased, it can be confirmed that the cause is the cutting of the belt 42. When the switching unit 60 is shifted to the 1 st state to increase the rotation speed of the engine 20, it can be confirmed that the reason for this is a decrease in the SOC of the lithium battery 72.
As a result, it can be confirmed whether or not the decrease in the rotational speed of the engine 20 is caused by the cutting of the belt 42.
In the hybrid vehicle 10 of the embodiment, when the switching unit 60 shifts from the 2 nd state to the 1 st state and the rotation speed of the engine 20 increases, the ECU50 starts the engine 20 by fuel injection to perform engine running that runs by the power of the engine 20.
Accordingly, when the switching unit 60 shifts from the 2 nd state to the 1 st state and the rotation speed of the engine 20 increases, the belt 42 is not cut, and therefore, the ISG40 can generate electric power by performing engine running. Therefore, overdischarge of the lead battery and the lithium battery 72 as the power source can be prevented.
In the hybrid vehicle 10 of the embodiment, the lead battery 71 has a characteristic of releasing a larger current in a shorter time than the lithium battery 72, and the lithium battery 72 has a characteristic of being able to be repeatedly charged and discharged more times than the lead battery 71.
Thus, the characteristics of the lead battery 71 and the lithium battery 72 are different from each other, and thus an appropriate power supply state can be formed according to circumstances.
In the hybrid vehicle 10 of the embodiment, the rotation speed of the threshold N2 is equal to or higher than the lower limit value of the rotation speed at which the engine 20 can be started by fuel injection.
Thus, when the rotation speed of engine 20 during EV running falls below threshold N2, engine 20 can be started by fuel injection. Therefore, it is not necessary for the driver to perform a starting operation with an ignition key or the like in order to restart the engine 20 whose rotation has been stopped.
Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included within the claims.

Claims (5)

1. A hybrid vehicle is provided with: an internal combustion engine; a motor driven by electric power; a starter that starts the internal combustion engine; and a rotational speed detection unit that detects a rotational speed of the internal combustion engine,
the electric motor and the internal combustion engine are coupled to each other by a flexible transmission mechanism having an annular member and are capable of transmitting power to each other, and the internal combustion engine is rotated by the electric motor when the electric motor is rotated,
comprises a control unit for controlling the internal combustion engine, the electric motor, and the starter,
the control unit performs EV running in which the operation of the internal combustion engine is stopped and the electric motor runs by power,
in the EV running, when the rotation speed of the internal combustion engine rotated by the electric motor via the annular member drops to or below a 1 st threshold value, the internal combustion engine is started by driving the starter and injecting fuel, and the engine running by the power of the internal combustion engine is performed,
the rotation speed of the 1 st threshold is higher than the rotation speed in the stopped state to prevent the vehicle from being stopped against the driver's will when the annular member is cut.
2. The hybrid vehicle according to claim 1, characterized by being provided with:
a 1 st power supply and a 2 nd power supply; and
a switching unit for switching a power supply state between the 1 st power source and the motor and a power supply state between the 2 nd power source and the motor,
the switching part is formed as follows:
a 1 st state in which electric power is supplied from the 1 st power supply to the motor; and
a 2 nd state in which power is supplied from the 2 nd power supply to the motor,
the control unit causes the switching unit to transition from the 2 nd state to the 1 st state when the rotation speed of the internal combustion engine decreases to a 2 nd threshold value or less that is greater than the 1 st threshold value during the EV running in which the switching unit is in the 2 nd state.
3. The hybrid vehicle according to claim 2,
when the switching unit is shifted from the 2 nd state to the 1 st state and the rotation speed of the internal combustion engine is increased,
the internal combustion engine is started by fuel injection, and engine running is performed by the power of the internal combustion engine.
4. The hybrid vehicle according to claim 3,
the 1 st power supply has a characteristic of discharging a larger current in a short time than the 2 nd power supply,
the 2 nd power supply has a characteristic that the repeated charge and discharge can be performed more times than the 1 st power supply.
5. The hybrid vehicle according to any one of claims 2 to 4,
the rotation speed of the 2 nd threshold is equal to or higher than a lower limit value of a rotation speed at which the internal combustion engine can be started by fuel injection.
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