CN112550273A - Hybrid vehicle and control method thereof - Google Patents

Hybrid vehicle and control method thereof Download PDF

Info

Publication number
CN112550273A
CN112550273A CN202010939788.8A CN202010939788A CN112550273A CN 112550273 A CN112550273 A CN 112550273A CN 202010939788 A CN202010939788 A CN 202010939788A CN 112550273 A CN112550273 A CN 112550273A
Authority
CN
China
Prior art keywords
output
engine
hybrid vehicle
battery pack
temperature
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.)
Granted
Application number
CN202010939788.8A
Other languages
Chinese (zh)
Other versions
CN112550273B (en
Inventor
田中信行
久保和树
中村公人
藤本健大
押野敬之
内田义宏
辻幸一
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 CN112550273A publication Critical patent/CN112550273A/en
Application granted granted Critical
Publication of CN112550273B publication Critical patent/CN112550273B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • 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
    • B60K6/24—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 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
    • B60K6/26—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 ; 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 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 ; 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • 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
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • 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
    • B60W2510/068—Engine exhaust temperature
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/246—Temperature
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/12—Catalyst or filter state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/05—Cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • Y02T10/70—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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Human Computer Interaction (AREA)
  • Toxicology (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a hybrid vehicle and a control method thereof. A vehicle (100) is provided with: an engine (1); an exhaust pipe (21) that discharges exhaust gas from the engine (1); a battery pack (7) disposed in the vicinity of the exhaust pipe (21); and an ECU (10) that executes control for not causing the battery pack (7) to be charged and discharged and output suppression control for suppressing the output of the engine (1) during limp-home running of the vehicle (100). The output suppression control is control for maintaining the engine (1) in an output-capable state when the catalyst temperature exceeds a threshold value, and suppressing the output of the engine (1) as compared with when the catalyst temperature is lower than the threshold value.

Description

Hybrid vehicle and control method thereof
Technical Field
The present disclosure relates to a hybrid vehicle and a control method thereof, and more particularly to a technique for controlling an engine mounted on the hybrid vehicle.
Background
In recent years, the spread of hybrid vehicles is progressing. A hybrid vehicle is mounted with a battery pack for traveling, and a technique for protecting the battery pack is proposed. For example, in a hybrid vehicle disclosed in japanese patent application laid-open No. 2008-239079, when an abnormality of a battery pack is detected, the battery pack is electrically disconnected from an electric load including a motor generator, and the vehicle travels using an engine as a drive source. In this hybrid vehicle, when further abnormality of the battery pack is detected during such limp-home running, the engine-based running is prohibited.
Disclosure of Invention
When a relatively large battery pack is mounted on a hybrid vehicle, it is required to secure a mounting space for the battery pack. In such a case, it is conceivable to dispose the battery pack outside the vehicle interior of the hybrid vehicle instead of disposing the battery pack inside the vehicle interior of the hybrid vehicle.
When the battery pack is disposed outside the vehicle compartment, particularly in the vicinity of the exhaust passage from the engine, the temperature of the battery pack may increase due to the battery pack being heated by radiant heat from the exhaust passage. When the temperature of the battery pack excessively rises, there is a possibility that the travel of the hybrid vehicle has to be interrupted from the viewpoint of battery pack protection. Therefore, it is desirable to appropriately protect the battery pack while maintaining a state in which the hybrid vehicle can travel.
(1) A hybrid vehicle according to an aspect of the present disclosure includes: an engine; an exhaust passage that discharges exhaust gas from the engine; a battery pack disposed in the vicinity of the exhaust passage; and a control device. The control device executes control for not causing the battery pack to be charged and discharged and output suppression control for suppressing the output of the engine during limp-home running of the hybrid vehicle. The output suppression control is control for maintaining the engine in an output-capable state when the estimated temperature of the battery pack exceeds the threshold value, and suppressing the output of the engine as compared with a case where the estimated temperature is lower than the threshold value.
(2) The hybrid vehicle further includes a drive device for a travel motor of the hybrid vehicle, and a relay electrically connected between the battery pack and the drive device. The control device opens the relay so that the battery pack is electrically disconnected from the drive device during the limp-home running.
(3) The exhaust passage includes a catalyst that purifies exhaust gas. The hybrid vehicle is further provided with a sensor that outputs the temperature of the catalyst. The control device uses the temperature of the catalyst as the estimated temperature.
(4) The exhaust passage includes a catalyst that purifies exhaust gas. The hybrid vehicle is further provided with a sensor that outputs an operating state of the engine. The control device estimates the temperature of the catalyst based on the output from the sensor, and uses the estimated temperature as the estimated temperature.
(5) The battery pack includes a battery pack, a cooling device configured to cool the battery pack, and devices configured not to be cooled by the cooling device. The hybrid vehicle further includes a sensor that outputs the temperature of the battery pack as an estimated temperature.
In the configurations of the above (1) to (5), in the output suppression control, when the estimated temperature (the temperature of the catalyst or the temperature of the battery pack) exceeds the threshold value, the engine is maintained in the state in which the output is possible, and the output of the engine is suppressed as compared with a case where the estimated temperature is lower than the threshold value. In particular, since the hybrid vehicle travels only by the output of the engine in a state where the battery pack is electrically disconnected from the drive device, the radiation heat from the exhaust passage increases, and the temperature increase range of the battery pack is highly likely to increase. Since further temperature rise of the exhaust passage is suppressed with the output suppression of the engine, it is possible to prevent excessive temperature rise of the battery pack (or devices in the battery pack) caused by radiant heat from the exhaust passage. Therefore, according to the configurations (1) to (5), the battery pack can be protected while maintaining the state in which the hybrid vehicle can travel.
(6) The control device executes the output suppression control when a state in which the estimated temperature exceeds the threshold value continues for longer than a first predetermined time.
When the estimated temperature rise is a temporary rise, an excessive temperature rise of the battery pack does not occur. Therefore, in the configuration of the above (6), the execution of the output suppression control is limited to the case where the state in which the estimated temperature exceeds the threshold value continues. This makes it possible to avoid excessive engine output suppression that does not contribute to the prevention of temperature rise in the battery pack.
(7) The control device delays the start of execution of the output suppression control in a case where the speed of the hybrid vehicle is faster than the first predetermined speed, as compared to a case where the speed of the hybrid vehicle is slower than the first predetermined speed.
The faster the vehicle speed, the stronger the traveling wind blowing on the battery pack. When the speed of the vehicle is higher than the first predetermined speed, the battery pack is sufficiently cooled by the traveling wind, and therefore it is desirable to determine the execution start timing of the output suppression control in consideration of the cooling effect. According to the configuration of the above (7), when the speed of the vehicle is higher than the first predetermined speed, the start of the execution of the output suppression control is delayed compared to when the speed of the vehicle is lower than the first predetermined speed. Thereby, it is possible to prevent the output suppression control from being executed despite the battery pack being cooled.
(8) The control device stops the output suppression control when the estimated temperature becomes lower than another threshold value lower than the threshold value after the output of the engine is suppressed.
When the estimated temperature becomes lower than the other threshold value, that is, when the estimated temperature decreases, excessive temperature increase of the battery pack is prevented, so that the output suppression control is stopped (canceled). Thus, according to the configuration of (8), the running performance of the hybrid vehicle can be recovered.
(9) The control device stops the output suppression control when a state in which the estimated temperature is lower than the other threshold value continues longer than the second predetermined time after the output of the engine is suppressed.
If the output suppression control is stopped although the estimated temperature is temporarily decreased, there is a possibility that an excessive temperature increase of the battery pack cannot be prevented. Therefore, in the configuration of the above (8), the case where the output suppression control is stopped is limited to the case where the state where the estimated temperature is lower than the other threshold value continues. This can more reliably prevent excessive temperature rise of the battery pack.
(10) When the speed of the hybrid vehicle is higher than the second predetermined speed, the control device advances the stop of the output suppression control as compared to when the speed of the hybrid vehicle is lower than the second predetermined speed.
According to the configuration of (10) above, when the speed of the vehicle is higher than the second predetermined speed, the stop of the output suppression control is made earlier than when the speed of the vehicle is lower than the second predetermined speed. Thereby, it is possible to prevent the output suppression control from being continued despite the battery pack being cooled.
(11) The higher the estimated temperature is, the greater the degree of suppression of the output of the engine by the control device is.
The higher the estimated temperature, the greater the radiant heat from the exhaust passage, and the higher the possibility that the temperature rise range of the battery pack becomes large. Therefore, in the configuration of the above (11), the higher the estimated temperature is, the greater the degree of suppression of the output of the engine is made. This can more reliably prevent excessive temperature rise of the battery pack.
(12) The faster the vehicle speed of the hybrid vehicle is, the smaller the degree of suppression of the output of the engine by the control device is.
The faster the vehicle speed of the hybrid vehicle, the stronger the traveling wind blowing on the battery pack, and therefore the greater the amount of heat radiated from the battery pack. In this way, the temperature of the battery pack is less likely to rise due to radiant heat from the exhaust passage, and therefore the necessity of suppressing the output of the engine is reduced. Therefore, in the configuration of the above (12), the higher the vehicle speed, the smaller the degree of suppression of the output of the engine. This can prevent an excessive decrease in the running performance of the hybrid vehicle.
(13) The control device further includes a notification device that notifies a user of the hybrid vehicle that the output suppression control is being executed, during execution of the output suppression control.
According to the configuration of (13) described above, the user who has received the report recognizes that the output suppression control is being executed, and thus the sense of incongruity of the user associated with the decrease in the traveling performance of the hybrid vehicle can be reduced.
(14) The output suppression control is control for reducing the upper limit output of the engine when the estimated temperature exceeds the threshold value, as compared with when the estimated temperature is lower than the threshold value.
(15) The output suppression control is control for reducing the required output corresponding to the same accelerator opening degree when the estimated temperature exceeds the threshold value, as compared with a case where the estimated temperature is lower than the threshold value.
According to the configurations of (14) and (15), the output suppression control is realized by utilizing the decrease in the upper limit output or the required output of the engine, and thus the excessive temperature rise of the battery pack can be prevented.
(16) A hybrid vehicle according to another aspect of the present disclosure includes: an engine; an exhaust passage that includes a catalyst for purifying exhaust gas from the engine and discharges the purified exhaust gas; a battery pack disposed in the vicinity of the exhaust passage; and a control device. The control device executes control for not causing the battery pack to be charged and discharged and output suppression control for suppressing the output of the engine during limp-home running of the hybrid vehicle. The output suppression control is control for maintaining the engine in an output-capable state when the state in which the temperature of the catalyst exceeds the threshold continues for longer than the predetermined time, and suppressing the output of the engine as compared with the case in which the temperature of the catalyst is lower than the threshold.
According to the configuration of the above item (16), the battery pack can be protected while maintaining the state in which the hybrid vehicle can travel, as in the configuration of the above item (1).
(17) In a control method of a hybrid vehicle according to still another aspect of the present disclosure, the hybrid vehicle includes an engine, an exhaust passage that discharges exhaust gas from the engine, and a battery pack that is disposed in the vicinity of the exhaust passage. The control method of the hybrid vehicle includes first and second steps. The first step is a step of detecting the estimated temperature of the battery pack. The second step is a step of suppressing the output of the engine compared to a case where the estimated temperature is lower than the threshold value while maintaining the engine in an output-enabled state when the estimated temperature exceeds the threshold value without causing the battery pack to be charged and discharged during limp-home running of the hybrid vehicle.
According to the method of the above (17), the battery pack can be protected while maintaining the state in which the hybrid vehicle can travel, as in the configuration of the above (1).
The above and other objects, features, aspects and advantages of the present invention will become apparent from the following detailed description of the present invention, which is to be read in connection with the accompanying drawings.
Drawings
Fig. 1 is a block diagram schematically showing the overall configuration of a vehicle according to embodiment 1.
Fig. 2 is a diagram showing an example of the arrangement of the engine, the exhaust pipe, and the battery pack.
Fig. 3 is a diagram for explaining an example of the output suppression control.
Fig. 4 is a diagram for explaining another example of the output suppression control.
Fig. 5 is a timing chart for explaining the output control of the engine in embodiment 1.
Fig. 6 is a flowchart showing flag control of the engine in embodiment 1.
Fig. 7 is a flowchart showing output control of the engine in embodiment 1.
Fig. 8 is a graph for explaining the catalyst temperature dependence of the upper limit output and the vehicle speed dependence.
Fig. 9 is a flowchart showing the output suppression control in modification 1 of embodiment 1.
Fig. 10 is a diagram for explaining an example of the output suppression control in modification 2 of embodiment 1.
Fig. 11 is a block diagram schematically showing the overall configuration of a hybrid vehicle according to embodiment 2.
Fig. 12 is a flowchart showing the flag control of the engine in embodiment 2.
Fig. 13 is a timing chart for explaining the output control of the engine in embodiment 3.
Fig. 14 is a flowchart showing flag control of the engine in embodiment 3.
Fig. 15 is a flowchart showing output control of the engine in embodiment 3.
Detailed Description
Hereinafter, the present embodiment will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions are denoted by the same reference numerals, and description thereof will not be repeated.
[ embodiment 1]
< Structure of hybrid vehicle >
Fig. 1 is a block diagram schematically showing the overall configuration of a hybrid vehicle according to embodiment 1. Referring to fig. 1, in the present embodiment, the Vehicle 100 is a Hybrid Vehicle (HV). However, the Vehicle 100 may be a Plug-in Hybrid Vehicle (PHV) that can be charged with electric power from outside the Vehicle.
The vehicle 100 includes: an engine 1, an exhaust System 2, a first Motor Generator (MG) 31, a second MG32, a Power distribution device 33, an output shaft 41, a drive wheel 42, a Power Control Unit (PCU) 5, a System Main Relay (SMR) 6, a battery pack 7, a Human Machine Interface (HMI) 8, an accelerator position sensor 91, a vehicle speed sensor 92, and an Electronic Control Unit (ECU) 10. The ECU10 includes: a hybrid ECU101, an engine ECU102, and a battery ECU 103.
Engine 1 combusts fuel and outputs power based on a control signal from engine ECU 102. The engine 1 is, for example, a gasoline engine or a diesel engine. When the engine 1 is started by cranking of the first MG31, power is supplied to at least one of the first MG31 and the output shaft 41 via the power split device 33.
The exhaust system 2 discharges exhaust gas from the engine 1 to the outside of the vehicle. The exhaust system 2 includes an exhaust pipe 21 and a catalyst temperature sensor 22. Exhaust pipe 21 is provided with catalyst device 211, trap 212, and muffler 213 along the flow path of the exhaust gas.
The catalyst device 211 oxidizes unburned components (for example, Hydrocarbons (HC) or carbon monoxide (CO)) contained in exhaust gas discharged from the engine 1, and reduces oxidized components (for example, nitrogen oxides (NOx)). The trap 212 traps Particulate Matter (PM) discharged from the engine 1. The trap 212 is a GPF (Gasoline Particulate trap) in the case where the engine 1 is a Gasoline engine, and a DPF (Diesel Particulate trap) in the case where the engine 1 is a Diesel engine. Muffler 213 reduces sound (exhaust sound) generated when exhaust gas is discharged to the outside of the vehicle. Exhaust pipe 21 corresponds to an "exhaust passage" in the present disclosure.
Catalyst temperature sensor 22 detects a bed temperature of the catalyst (hereinafter also referred to as "catalyst temperature Tc") included in catalyst device 211, and outputs the detection result to engine ECU 102.
The first MG31 and the second MG32 are each an ac rotating electrical machine, and are, for example, three-phase ac permanent magnet type synchronous motors. The first MG31 can generate electric power using the power of the engine 1 received via the power split device 33. For example, when the SOC (State Of Charge) Of battery pack 7 reaches a predetermined lower limit value, engine 1 is started and power generation is performed by first MG 31. The electric power generated by the first MG31 is voltage-converted by the PCU5 and stored in the battery pack 7 or directly supplied to the second MG 32.
The second MG32 generates driving force using at least one of the electric power stored in the battery pack 7 and the electric power generated by the first MG 31. The driving force of the second MG32 is transmitted to the drive wheels 42 via the output shaft 41. At the time of braking of the vehicle 100, the second MG32 is driven by the drive wheels 42, and therefore the second MG32 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by the second MG32 is stored in the battery pack 7.
The power split device 33 is configured to be able to split the driving force generated by the engine 1 into power for driving the driving wheels 42 and power for driving the first MG 31. The power distribution device 33 is, for example, a planetary gear mechanism, and includes a sun gear S, planetary gears P, a ring gear R, and a carrier C.
The PCU5 converts the high-voltage dc power supplied from the battery pack 7 into ac power and outputs it to the first MG31 and/or the second MG32 based on a control signal from the hybrid ECU 101. Thereby, the first MG31 and/or the second MG32 are driven. In addition, the PCU5 converts ac power generated by the first MG31 and/or the second MG32 into dc power and outputs the dc power to the battery pack 7. Thereby, the battery pack 7 is charged. In addition, the PCU5 can also drive the second MG32 with electric power generated by the first MG 31.
The SMR6 is electrically connected between the PCU5 and the battery pack 7. The SMR6 electrically connects the battery pack 7 to the PCU5 or electrically disconnects the battery pack 7 from the PCU5 based on a control signal from the hybrid ECU 101.
The battery pack 7 stores high-voltage dc power for driving the first MG31 and/or the second MG 32. The battery pack 7 includes a battery pack 71. Each of the unit cells constituting the battery pack is a secondary battery such as a nickel-metal hydride battery or a lithium ion secondary battery.
HMI8 transmits and receives signals to and from hybrid ECU101, and provides various information related to vehicle 100 to a user (typically, a driver) of vehicle 100 or receives an operation by the user. The HMI8 includes an instrument panel, a head-up display, a display with a touch panel of a car navigation system, a smart speaker, and the like, all of which are not shown.
The accelerator position sensor 91 detects the amount of depression of the accelerator pedal by the user as the accelerator opening Acc, and outputs the detection result to the hybrid ECU 101. The vehicle speed sensor 92 detects the rotation speed of the output shaft 41 as a vehicle speed V, and outputs the detection result to the hybrid ECU 101.
The hybrid ECU101, the engine ECU102, and the battery ECU103 each have a CPU (Central Processing Unit), a memory, and an input/output port (not shown) built therein. Each ECU executes predetermined arithmetic processing based on information stored in the memory and data from the corresponding sensor. The hybrid ECU101, the engine ECU102, and the battery ECU103 are connected by a communication line 19. The hybrid ECU101 integrally controls the entire vehicle 100 by bidirectionally communicating with the engine ECU102 and the battery ECU 103.
More specifically, hybrid ECU101 calculates a driving force (user-requested power) requested by the user for vehicle 100 based on accelerator opening Acc, vehicle speed V, and the like. The hybrid ECU101 generates an engine command signal and outputs the engine command signal to the engine ECU102, and generates a first MG command signal and a second MG command signal and outputs the first MG command signal and the second MG command signal to the PCU5 so that the user requests power to be transmitted to the drive wheels 42. Thus, engine ECU102 controls the output of engine 1 (specifically, the throttle opening, the ignition timing, the fuel injection amount, and the like) so that the engine power becomes the power indicated by the engine command signal. The PCU5 controls the outputs (specifically, the energization amounts and the like) of the first MG31 and the second MG32, respectively, in accordance with the first MG command signal and the second MG command signal from the hybrid ECU 101.
In the present embodiment, the hybrid ECU101 controls the vehicle 100 to perform limp-home running (fail-safe running) without using the electric power of the battery pack 7 when some abnormality (overvoltage or the like) occurs in the battery pack 7. Hereinafter, this limp-home running is referred to as "battery-less running". During the battery-less travel, the hybrid ECU101 electrically disconnects the battery pack 7 from the PCU5 by controlling the SMR6 to be off (open state). This state is referred to as a "no battery state". The hybrid ECU101 runs the vehicle 100 using the output from the engine 1 in a battery-less state. The hybrid ECU101 may also cause the vehicle 100 to travel by driving the second MG32 with electric power generated by the first MG31 using the output of the engine 1 in the battery-less state.
In addition, the ECU10 is divided into three cells in fig. 1, but the ECU10 does not necessarily have to be divided. Conversely, the ECU10 may be divided into more (four or more) units for each function. Hereinafter, for the sake of simplicity of description, the hybrid ECU101, the engine ECU102, and the battery ECU103 may be abbreviated as the ECU10 without being particularly distinguished.
< arrangement of Battery pack >
Fig. 2 is a diagram showing an example of the arrangement of engine 1, exhaust pipe 21, and battery pack 7. Fig. 2 shows a bottom view of the vehicle 100 as viewed from below. Referring to fig. 2, engine 1 is disposed in an engine compartment in front of vehicle 100. A muffler 213 is disposed behind the vehicle 100. Exhaust pipe 21 is arranged along the front-rear direction of vehicle 100.
In this example, battery pack 7 is mounted under the floor outside the vehicle compartment and is disposed near exhaust pipe 21. Since the interval between battery pack 7 and exhaust pipe 21 is narrow, exhaust heat from engine 1 is radiated from exhaust pipe 21 to heat battery pack 7 during traveling of vehicle 100. The temperature rise of the battery pack 7 may also occur during the battery-less travel of the vehicle 100.
In the bottom view shown in fig. 2, battery pack 7 is disposed on the right side in the drawing, and exhaust pipe 21 is disposed on the left side. However, battery pack 7 may be disposed at any position that can receive the influence of radiant heat from exhaust pipe 21. The arrangement of battery pack 7 and exhaust pipe 21 is not particularly limited to the arrangement shown in fig. 2.
< output suppression control >
In the present embodiment, "output suppression control" is executed to suppress the output of the engine 1 as compared with the normal state in order to continue the battery-less travel of the vehicle 100 and appropriately protect the battery pack 7 from the exhaust heat of the engine 1. By executing the output suppression control, heat radiation from exhaust pipe 21 to battery pack 7 is suppressed as compared with non-execution of the output suppression control (at the time of normal operation), and therefore, a temperature increase of battery pack 7 is less likely to occur. As a result, the battery pack 7 can be protected from excessive temperature rise of the battery pack 7.
Fig. 3 is a diagram for explaining an example of the output suppression control. The output of the engine 1 is controlled to be lower than the required output Preq for the engine 1 or an upper limit value of the output of the engine 1 (hereinafter, also referred to as "upper limit output Plim").
In fig. 3 and fig. 4 described later, the upper limit output Plim is set in accordance with the catalyst temperature Tc. The horizontal axis represents the catalyst temperature Tc, and the vertical axis represents the upper limit output Plim. The correspondence relationship between the catalyst temperature Tc and the upper limit output Plim as shown in fig. 3 is predetermined and stored as the map MP1 in the memory of the ECU 10. Alternatively, the correspondence relationship as shown in fig. 4 is stored as map MP2 in the memory of ECU 10. The ECU10 can determine the upper limit output Plim from the catalyst temperature Tc by referring to the map MP1 or the map MP 2.
In the example shown in fig. 3, the catalyst temperature Tc is divided into four temperature zones. The four temperature ranges are a temperature range lower than T1, a temperature range from T1 to T2, a temperature range from T2 to T3, and a temperature range from T3.
In the temperature region lower than T1, the output of the engine 1 is not limited by the upper limit output Plim (i.e., the output suppression control is not executed), which is P0 (e.g., P0 ═ 131 kW). On the other hand, the output suppression control is executed in the temperature region above T1. In a temperature region above T1 and below T2, the upper limit output Plim is P1 (e.g., P1 is 70 kW). In a temperature region above T2 and below T3, the upper limit output Plim is P2 (e.g., P2 is 60 kW). In the temperature range above T3, the upper limit output Plim is P3 (e.g., P3 is 50 kW).
In this way, the output suppression control is executed in the temperature range of T1 or more, and the degree of decrease in the upper limit output Plim increases as the catalyst temperature Tc becomes higher. As described above, in comparison with the non-execution of the output suppression control, the greater the degree of decrease in the upper limit output Plim, the more easily the output of the engine 1 reaches the upper limit output Plim and is limited by the upper limit output Plim. This reduces the exhaust heat of engine 1, and accordingly, the radiation heat from exhaust pipe 21 is also reduced, and the effect of suppressing the temperature rise of catalyst temperature Tc is increased. Therefore, the battery pack 7 can be protected more effectively from excessive temperature rise. On the other hand, in a stage where the catalyst temperature Tc does not greatly increase (in a case where the catalyst temperature Tc is in a temperature range of T1 or more and less than T2, or the like), the degree of decrease in the upper limit output Plim is relatively small, whereby the limp-home running performance of the vehicle 100 can be ensured.
In fig. 3, the catalyst temperature Tc is divided into four temperature ranges for illustration. The catalyst temperature Tc may be divided into two temperature regions. In this case, the catalyst temperature Tc is divided into a temperature region in which the output suppression control is executed and a temperature region in which the output suppression control is not executed. Alternatively, the catalyst temperature Tc may be divided into three or more temperature zones.
Fig. 4 is a diagram for explaining another example of the output suppression control. In the example shown in fig. 4, in the temperature range of T1 or more, the upper limit output Plim linearly decreases as the catalyst temperature Tc increases.
As described above, the output of the engine 1 may be suppressed in any manner as long as the upper limit output Plim monotonically decreases as the catalyst temperature Tc increases, and is not limited to the stepwise change shown in fig. 3. The upper limit output Plim may vary linearly as shown in fig. 4, or may vary in a curve (not shown).
< time map of engine control >
Fig. 5 is a timing chart for explaining the output control of the engine 1 in embodiment 1. Referring to fig. 5, the horizontal axis represents elapsed time. The vertical axis shows the catalyst temperature Tc, the value of the high temperature counter, the value of the cooling counter, the ON/OFF of the high temperature determination flag, the ON/OFF of the cooling determination flag, and the ON/OFF of the output suppression request in this order from the upper side.
The catalyst temperature Tc is defined by a first threshold TH1 for determining that the catalyst temperature Tc is high and a second threshold TH2 for determining that the catalyst temperature Tc is a normal temperature. For example, the first threshold TH1 is 900 ℃ and the second threshold TH2 is 700 ℃.
The value of the high temperature counter (hereinafter referred to as "high temperature count value X1") is defined with a first reference value REF1 for determining that the catalyst temperature Tc is high. The value of the cool-down counter (hereinafter referred to as "cool-down count value X2") is defined with a second reference value REF2 for determining that the catalyst temperature Tc has cooled down. For example, the high temperature count value X1 is a count value corresponding to four hours, and the cool count value X2 is a count value corresponding to one hour.
The output suppression request is a request to be output from the hybrid ECU101 to the engine ECU102 when the hybrid ECU101 determines that the output suppression of the engine 1 is required. The engine ECU102 controls the engine 1 so as to suppress the output of the engine 1 in response to an output suppression request from the hybrid ECU 101.
In the example shown in fig. 5, the vehicle 100 is running without a battery at time t 10. The catalyst temperature Tc at the time t10 is a temperature between the first threshold TH1 and the second threshold TH 2. The high temperature count value X1 and the cooling count value X2 are both 0. The high temperature determination flag and the cooling determination flag are OFF, respectively. In addition, the output suppression request is also OFF.
As the output from the engine 1 continues, the catalyst temperature Tc rises, exceeding the first threshold TH1 at time t 11. Thus, the high temperature count value X1 increases while the catalyst temperature Tc exceeds the first threshold value TH 1.
The increment of the high temperature count value X1 continues, and the high temperature count value X1 reaches the first reference value REF1 at time t 12. When the catalyst temperature Tc continues to be a high temperature equal to or higher than the first threshold value TH1, the battery pack 7 is highly likely to be a high temperature due to the influence of the radiant heat from the exhaust pipe 21. Therefore, the high temperature determination flag is switched from OFF to ON. When the high temperature determination flag is ON, an output suppression request is output from the hybrid ECU101 to the engine ECU 102.
When the engine ECU102 receives the output suppression request from the hybrid ECU101, the upper limit output Plim of the engine 1 is reduced (see fig. 3 or 4) as compared to before the reception of the output suppression request.
As the output of the engine 1 decreases, the catalyst temperature Tc decreases, and at time t13, the catalyst temperature Tc decreases to the second threshold TH2 or less. In this way, the cooling count value X2 is increased while the catalyst temperature Tc is lower than the second threshold value TH 2.
When the cooling count value X2 reaches the second reference value REF2 at time t14, the cooling determination flag is switched from OFF to ON. Thereby, the output of the output suppression request from the hybrid ECU101 to the engine ECU102 is stopped (the output suppression control is cancelled). Then, the high temperature count value X1 and the cooling count value X2 are reset, and the high temperature determination flag and the cooling determination flag are turned OFF (time t 15).
In addition, the catalyst temperature Tc corresponds to the "estimated temperature" of the present disclosure. In the example shown in fig. 5, the first threshold TH1 corresponds to the "threshold" of the present disclosure, and the period from the time t11 to the time t12 corresponds to the "first predetermined time" of the present disclosure. However, as shown in the flowchart to be described later, in the present disclosure, the "state in which the estimated temperature exceeds the threshold value continues for longer than the first predetermined time" is not limited to the catalyst temperature Tc always exceeding the first threshold value TH 1. The catalyst temperature Tc may be not lower than the second threshold TH2, and may be changed within a temperature range between the first threshold TH1 and the second threshold TH 2. When the catalyst temperature Tc exceeds the first threshold value TH1 intermittently in this way, the integrated value of the time during which the catalyst temperature Tc exceeds the first threshold value TH1 can be referred to as "first predetermined time" in the present disclosure.
The second threshold TH2 corresponds to the "other threshold" of the present disclosure, and the period from the time t13 to the time t14 corresponds to the "second predetermined time" of the present disclosure. The "second predetermined time" may be an integrated value of the time during which the catalyst temperature Tc is lower than the second threshold value TH2, as in the case of the "first predetermined time".
< flow chart of Engine control >
Fig. 6 is a flowchart showing flag control of the engine 1 in embodiment 1. The flowcharts shown in fig. 6 and fig. 12 and 14 described later are realized by calling a program stored in advance in a memory of ECU10 from a main routine (not shown) at a predetermined control cycle. However, it is also possible to construct dedicated hardware (electronic circuit) to realize processing of a part or all of the steps. Hereinafter, each step is omitted as "S".
Referring to fig. 6, in S101, the ECU10 determines whether the vehicle 100 is running without a battery. If vehicle 100 is not running without a battery (no in S101), the process returns to the main routine.
When the vehicle 100 is running without a battery (yes in S101), the ECU10 acquires the catalyst temperature Tc detected by the catalyst temperature sensor 22 (S102). The catalyst temperature Tc obtained during a certain period is used for determining the upper limit output Plim, and is therefore temporarily stored in the memory of the ECU 10.
In S103, the ECU10 determines whether the catalyst temperature Tc is the first threshold TH1 or more. The first threshold value TH1 is predetermined based on the correspondence relationship between the catalyst temperature Tc and the temperature of the battery pack 7. More specifically, the temperature of battery pack 7 does not necessarily drop immediately due to the heat capacities of exhaust pipe 21 and battery pack 7 even if the output of engine 1 is suppressed. Thus, the correspondence relationship between the catalyst temperature Tc and the temperature of the battery pack 7 is obtained through experiments, taking into account the time lag (time lag) that occurs from the start of the output suppression of the engine 1 to the start of the temperature drop of the battery pack 7. From the viewpoint of protecting the battery pack 7, it is desirable that the temperature of the battery pack 7 not cause a further temperature increase. The catalyst temperature Tc corresponding to the determined temperature can be set to the first threshold value TH 1.
When the catalyst temperature Tc is equal to or higher than the first threshold value TH1 (yes in S103), the ECU10 increments the high temperature count value X1 (S104) (see time t11 in fig. 5). In addition, the ECU10 resets the cooling count value X2 to 0.
In S105, the ECU10 determines whether or not the high temperature count value X1 is equal to or greater than a first reference value REF 1. The first reference value REF1 can be defined as follows. There is a time lag between the rise in the catalyst temperature Tc and the rise in the temperature of the battery pack 7, and when the rise in the catalyst temperature Tc is a temporary rise, an excessive temperature rise of the battery pack 7 does not occur. Therefore, a period (for example, four hours) during which the state in which the catalyst temperature Tc is equal to or higher than the first threshold value TH1 continues and the temperature rise of the battery pack 7 due to this may become significant is found through experiments. Then, the obtained period is divided by the control cycle of the series of processes.
In the case where the high temperature count value X1 is smaller than the first reference value REF1 (no in S105), the ECU10 returns the process to the main routine. In this way, the increase of the high temperature count value X1 continues while the catalyst temperature Tc is equal to or higher than the first threshold value TH 1. When the high temperature count value X1 becomes equal to or greater than the first reference value REF1 (yes in S105), the ECU10 switches the high temperature determination flag from OFF to ON (S106) (see time t12 in fig. 5). Thereby, the output suppression control is executed. The ECU10 starts the output suppression control when the output suppression control is not executed, and continues the output suppression control when the output suppression control is executed.
If the catalyst temperature Tc detected in S102 is lower than the first threshold value TH1 (no in S103), the ECU10 moves the process to S107 and determines whether the high temperature determination flag is ON. The determination at S103 as no is not limited to the case where the catalyst temperature Tc is increased and the high temperature determination flag is turned ON, and the catalyst temperature Tc is decreased as the output suppression control is executed. In the case where the output suppression control is not executed (in the case where the catalyst temperature Tc does not rise to or above the first threshold TH1 or in the case where the catalyst temperature Tc rises but falls even if the output suppression control is not executed because the catalyst temperature Tc is temporary, or the like), it is possible to make a determination in S103 whether or not the catalyst temperature Tc has fallen.
If the high temperature determination flag is OFF (no in S107), the ECU10 holds the high temperature count value X1 and the cooling count value X2 (S108). Then, the process returns to the main routine.
If the high temperature determination flag is ON (yes in S107), the ECU10 determines whether the catalyst temperature Tc is equal to or lower than the second threshold TH2 (S109). As the second threshold TH2, a catalyst temperature Tc at which it is experimentally confirmed that the temperature of the battery pack 7 is decreased to a temperature at which the battery pack 7 can be protected can be defined.
While the catalyst temperature Tc exceeds the second threshold TH2 (no in S109) during execution of the output suppression control, the cooling count value X2 is maintained. The high temperature count value X1 is also not reset and is held at the value halfway through the count (S114). Then, the ECU10 returns the process to the main routine.
When the catalyst temperature Tc becomes the second threshold value TH2 or less (yes in S109), the ECU10 increments the cooling count value X2 (S110) (see time t13 in fig. 5).
In S111, the ECU10 determines whether the cooling count value X2 is equal to or greater than the second reference value REF 2. The second reference value REF2 is set by dividing a period (for example, one hour) during which it can be determined that the decrease in the catalyst temperature Tc is not a temporary decrease by the control cycle of the process.
In the case where the cooling count value X2 is smaller than the second reference value REF2 (no in S111), the ECU10 returns the process to the main routine. In this way, while the catalyst temperature Tc is equal to or higher than the second threshold value TH2, the increase of the cooling count value X2 continues until the cooling count value X2 reaches the second reference value REF 2. When the cooling count value X2 becomes equal to or greater than the second reference value REF2 (yes in S111), the ECU10 switches the cooling determination flag from OFF to ON (S112) (see time t14 in fig. 5). Thereby, the output suppression control is stopped (the suppression of the output is released). Then, the ECU10 turns OFF the high temperature determination flag and the cooling determination flag, and resets the high temperature count value X1 and the cooling count value X2 (S113) (see time t15 in fig. 5).
Fig. 7 is a flowchart showing output control of the engine 1 in embodiment 1. Referring to fig. 7, in S201, the ECU10 calculates a provisional value of the required output Preq for the engine 1 based on the accelerator opening Acc detected by the accelerator position sensor 91 and the vehicle speed V detected by the vehicle speed sensor 92.
In S202, the ECU10 determines whether the high temperature determination flag is ON. When the high temperature determination flag is OFF and the output suppression control is not executed (no in S202), the ECU10 determines the required output Preq calculated in S201 as the required output for the engine 1 (S210).
If the high temperature determination flag is ON (yes in S202), the ECU10 determines whether the cooling determination flag is ON (S203). When the high temperature determination flag is ON and the cooling determination flag is OFF (no in S203), the ECU10 advances the process to S206.
In S206, the ECU10 reads the catalyst temperature Tc stored in the memory, and calculates the average value of the catalyst temperature Tc in the latest predetermined period (for example, one hour).
In S207, the ECU10 determines the upper limit output Plim corresponding to the average value of the catalyst temperature Tc by referring to the map MP1 (see fig. 3). The ECU10 may use the map MP2 instead of the map MP1 (see fig. 4).
In S208, the ECU10 compares the required output Preq calculated in S201 with the upper limit output Plim, and sets the lower of the required output Preq and the upper limit output Plim as a determination value of the required output Preq of the engine 1.
In S209, the ECU10 controls the HMI8 in such a manner as to report that the output suppression control is being executed. The user who receives the report recognizes that the output of the engine 1 is being suppressed, and thus the sense of incongruity of the user due to the reduction in the limp-home running performance can be reduced.
When the cooling determination flag is ON in S203 (yes in S203), the catalyst temperature Tc is continuously decreased by the output suppression control. Therefore, the ECU10 determines the required output Preq calculated in S201 as the required output for the engine 1 as usual (S204).
In S205, the ECU10 controls the HMI8 in such a manner as to report that the output suppression control is stopped. Thus, the user can understand the reason why the output of the engine 1 is increased, and thus the sense of incongruity of the user due to the recovery of the limp home running performance can be reduced.
As described above, in embodiment 1, when the catalyst temperature Tc exceeds the first threshold value TH1 during the battery-less travel of the vehicle 100, the output of the engine 1 is decreased as compared to before the catalyst temperature Tc exceeds the first threshold value TH 1. As the engine output decreases, the temperature of exhaust pipe 21 decreases, and thereby the radiant heat from exhaust pipe 21 decreases, and the temperature increase of battery pack 7 is suppressed. Therefore, according to embodiment 1, it is possible to continue the battery-less travel of vehicle 100 and protect battery pack 7.
The "estimated temperature" in the present disclosure is not limited to the catalyst temperature Tc (the bed temperature of the catalyst), and may be, for example, the temperature of the exhaust gas flowing through the exhaust pipe 21. The engine temperature that can be estimated from the operating state of engine 1 and the driving force of vehicle 100 may be set to the "estimated temperature". Alternatively, the catalyst temperature Tc that can be estimated from the operating state of the engine 1 and the driving force of the vehicle 100 may be set to the "estimated temperature". The ECU10 can determine the operating state of the engine 1 by a known method based on outputs from the accelerator position sensor 91, the vehicle speed sensor 92, the engine speed sensor, the air flow sensor, the intake pressure sensor (none of which are shown), and the like.
In fig. 6, the output suppression control is executed during the battery-less travel of vehicle 100. During the battery-less travel, the vehicle 100 travels only by the output of the engine 1, and therefore the required output Preq for the engine 1 becomes large. As a result, the radiant heat from exhaust pipe 21 is greater than during normal running, and the temperature of battery pack 7 is more likely to increase in magnitude. Thus, the output suppression control is effective particularly for preventing the temperature of the battery pack 7 from rising during the battery-less travel.
[ modification 1 of embodiment 1]
In embodiment 1, an example in which the degree of suppression of the output of the engine 1 is defined according to the catalyst temperature Tc is described (see fig. 3 and 4). In modification 1 of embodiment 1, an example will be described in which the degree of suppression of the output of the engine 1 depends on the vehicle speed V in addition to the catalyst temperature Tc.
In the configuration in which battery pack 7 is disposed on the bottom surface of vehicle 100 outside the vehicle compartment (see fig. 2), the higher the vehicle speed V of vehicle 100, the stronger the traveling wind blowing on battery pack 7, and the greater the amount of heat dissipated from battery pack 7. This makes it less likely that the temperature of battery pack 7 increases due to radiant heat from exhaust pipe 21. As a result, the necessity of suppressing the output of the engine 1 is reduced.
Fig. 8 is a graph for explaining the catalyst temperature dependence of the upper limit output Plim and the vehicle speed dependence. In fig. 8, the horizontal axis represents the vehicle speed V, and the vertical axis represents the upper limit output Plim of the engine 1. V1 to V3 are velocities belonging to a low-speed or medium-speed region (for example, a speed region lower than 60km per hour).
As shown in the map MP3 in fig. 8, in the case where the vehicle speed V is equal to or less than the predetermined speed V1 to V3, the upper limit output Plim depends on the catalyst temperature Tc (the higher the catalyst temperature Tc, the lower the upper limit output Plim), and does not depend on the vehicle speed V.
However, in a high speed region of the vehicle speed V (for example, a speed region of 60km or more per hour), the upper limit output Plim depends on both the catalyst temperature Tc and the vehicle speed V. The higher the catalyst temperature Tc, the lower the upper limit output Plim, while the higher the vehicle speed V, the higher the upper limit output Plim.
Fig. 9 is a flowchart showing output control of the engine 1 in modification 1 of embodiment 1. The overall flowchart of the output control of the engine 1 in modification 1 of embodiment 1 is the same as the flowchart (see fig. 6) described in embodiment 1, and therefore, the description thereof will not be repeated. The flowchart shown in fig. 9 differs from the flowchart in embodiment 1 (see fig. 7) in that it further includes the processing of S306B and in that it includes the processing of S307 instead of the processing of S207.
Referring to fig. 9, when the high temperature determination flag is ON and the cooling determination flag is OFF (no in S303), the ECU10 calculates an average value of the catalyst temperature Tc in the latest predetermined period (for example, one hour) (S306A).
In S306B, the ECU10 calculates the average value of the vehicle speed V in another predetermined period (for example, several minutes) that is the latest.
In S307, the ECU10 determines the upper limit output Plim corresponding to the combination of the average value of the catalyst temperature Tc and the average value of the vehicle speed V by referring to the map MP3 (see fig. 8).
In S308, the ECU10 compares the required output Preq tentatively calculated in S301 with the upper limit output Plim determined in S307, and determines the lower one of the required output Preq and the upper limit output Plim as the required output Preq for the engine 1.
As described above, in modification 1 of embodiment 1, the output of the engine 1 in the output suppression control is set in accordance with the vehicle speed V in addition to the catalyst temperature Tc. As the vehicle speed V of the vehicle 100 is faster, the cooling effect of the battery pack 7 by the traveling wind to the battery pack 7 is higher. Therefore, when vehicle speed V of vehicle 100 is higher than a predetermined speed (any one of V1 to V3 in fig. 8), the degree of suppression of the output of engine 1 can be reduced as compared to when vehicle speed V is lower than the predetermined speed. Thus, according to modification 1 of embodiment 1, the battery-less running performance of vehicle 100 can be improved as compared with embodiment 1.
[ modification 2 of embodiment 1]
In embodiment 1 and modification 1, it is described that the upper limit output Plim of the engine 1 is decreased during execution of the output suppression control as compared with non-execution of the output suppression control. In modification 2 of embodiment 1, a configuration will be described in which the output suppression control is realized by changing the required output Preq of the engine 1.
Fig. 10 is a diagram for explaining an example of the output suppression control in modification 2 of embodiment 1. Referring to fig. 10, the horizontal axis represents the accelerator opening Acc. The vertical axis represents the required output Preq to the engine 1.
When the output suppression control is not executed, a linear relationship shown by a one-dot chain line exists between the accelerator opening Acc and the requested output Preq. In contrast, in the example shown in fig. 10, during execution of the output suppression control, the degree of increase (i.e., the slope of a straight line) of the required output Preq accompanying an increase in the accelerator opening Acc is reduced in a temperature range of T1 or more (see a solid line). In other words, at the time of execution of the output suppression control, the required output Preq corresponding to the same accelerator opening Acc is reduced as compared to the time of non-execution of the output suppression control.
In this way, the output of the engine 1 is not limited to the reduction of the upper limit output Plim, and the required output Preq may be reduced. As described above, the output of the engine 1 is controlled to be lower than the required output Preq and the upper limit output Plim, and therefore, the output of the engine 1 can be suppressed by the decrease in the required output Preq. In modification 2 of embodiment 1 as well, as in modification 1 and modification 1, it is possible to protect battery pack 7 from an excessive temperature rise while maintaining a state in which vehicle 100 can run without a battery.
Although not shown, in the output suppression control in modification 2 of embodiment 1, the vehicle speed dependency described in modification 1 of embodiment 1 may be set to have a relationship between the accelerator opening Acc and the required output Preq. More specifically, within the range of the required output Preq during the non-execution of the output suppression control, the higher the vehicle speed V, the higher the required output Preq corresponding to the same accelerator opening Acc.
[ embodiment 2]
In embodiment 1, the control for starting and stopping the output suppression control in accordance with the catalyst temperature Tc is described. However, the determination of whether to execute the output suppression control is not necessarily based on the catalyst temperature Tc. In embodiment 2, the output suppression control based on the temperature of the battery pack 7 will be described.
Fig. 11 is a block diagram schematically showing the overall configuration of a hybrid vehicle according to embodiment 2. Referring to fig. 11, in embodiment 2, the battery ECU103 is provided inside the battery pack 7. In addition to the battery pack 71, the battery pack 7 includes a cooling system 72, a junction box 73, and a battery temperature sensor 74. The other configurations of vehicle 200 are the same as those of vehicle 100 in embodiment 1, and therefore detailed description thereof will not be repeated.
The cooling system 72 cools the battery pack 71 by circulating a cooling liquid (not shown). However, the cooling system 72 may be air-cooled, as well as liquid-cooled.
Terminal box 73 is a protective box for terminals such as connection and branching of a wire harness (not shown) provided in battery pack 7.
The battery temperature sensor 74 detects the temperature of the assembled battery 71 (hereinafter also referred to as "battery temperature Tb"), and outputs the detection result to the battery ECU 103.
The battery pack 71 is cooled by the cooling system 72, while the terminal box 73 and the battery ECU103 are not cooled by the cooling system 72. Therefore, the temperature of the battery pack 71 (battery temperature Tb) detected by the battery temperature sensor 74 does not necessarily match the temperatures of the terminal block 73 and the battery ECU 103. Therefore, the battery pack 71 may be at a low temperature but the temperature of the terminal box 73 and the battery ECU103 may be at a high temperature. In addition, a time lag may occur between the battery temperature Tb and the temperatures of the terminal block 73 and the battery ECU 103. In this way, the high temperature determination flag and the low temperature determination flag set in consideration of the time lag are used.
In addition, the terminal box 73 and the battery ECU103 correspond to "devices" of the present disclosure. Although not shown, the "devices" include a maintenance plug for inspection of the battery pack 7, a fuse for measures against overcurrent of the battery pack 71, a small ECU (satellite ECU) for voltage detection of the battery pack 71, and the like.
Fig. 12 is a flowchart showing flag control of engine 1 in embodiment 2. Referring to fig. 12, during the battery-less travel of vehicle 100 (yes in S401), ECU10 acquires battery temperature Tb detected by battery temperature sensor 74 (S402).
If battery temperature Tb is equal to or higher than third threshold TH3 (corresponding to the "threshold" of the present disclosure) (yes in S403), ECU10 advances the process to S404. The processing in S404 to S406 is equivalent to the corresponding processing in embodiment 1 (see fig. 6), except that the high temperature count value X3 and the cool count value X4 are used instead of the high temperature count value X1 and the cool count value X2, respectively, and the third reference value REF3 is used instead of the first reference value REF 1. The high temperature count value X3, the cooling count value X4, and the third reference value REF3 can be defined in advance based on the correspondence relationship between the battery temperature Tb and the temperatures of the terminal block 73 and the battery ECU103 (whether or not there is a cooling effect of the cooling system 72). As a specific means of the output suppression control (S406), the same means as those of embodiment 1 and modifications 1 and 2 thereof can be adopted in embodiment 2 (see fig. 3, 4, 8, or 10).
When battery temperature Tb becomes equal to or lower than fourth threshold TH4 (corresponding to "other threshold" in the present disclosure) (yes in S409) during the ON period of the high temperature determination flag (yes in S407), ECU10 advances the process to S410. The processing in S410 to S413 is similar to the corresponding processing in embodiment 1 (see fig. 6) except that the fourth reference value REF4 is used instead of the second reference value REF 2.
As described above, in embodiment 2, when the battery temperature Tb exceeds the third threshold value TH3 during the battery-less travel of the vehicle 100, the output of the engine 1 is decreased as compared to before the battery temperature Tb exceeds the third threshold value TH 3. Since the battery pack 7 is not charged and discharged during the battery-less travel, the temperature rise of the battery pack 7 during the battery-less travel is considered to be caused by the radiant heat from the exhaust pipe 21. Therefore, it is possible to estimate the presence or absence of a temperature increase of the battery pack 7 due to radiant heat from the temperature of the battery pack 7. The output of engine 1 is suppressed, and the temperature of exhaust pipe 21 is lowered, whereby the radiant heat from exhaust pipe 21 is reduced, and the temperature increase of battery pack 7 is suppressed. Therefore, according to embodiment 2, battery-less running of vehicle 100 can be continued and battery pack 7 can be protected, as in embodiment 1.
[ embodiment 3]
In embodiment 1, an example in which two kinds of counters (a high-temperature counter and a cooling counter) are used is described. In embodiment 3, an example in which two kinds of counters are combined into one counter (which is also referred to as a high-temperature counter) will be described. The configuration of the hybrid vehicle of embodiment 3 is the same as that of vehicle 100 in embodiment 1 (see fig. 1 and 2), and therefore detailed description thereof will not be repeated.
< time map of engine control >
Fig. 13 is a timing chart for explaining output control of the engine 1 in embodiment 3. Referring to fig. 13, the horizontal axis represents elapsed time. The vertical axis represents the vehicle speed V, the catalyst temperature Tc, the value of the high temperature counter, the ON/OFF of the high temperature determination flag, and the ON/OFF of the output suppression request in this order from the upper side. In comparison with embodiment 1, in embodiment 3, the cooling counter and the cooling determination flag are deleted.
Since the higher the vehicle speed V, the stronger the traveling wind received by the vehicle 100, the more easily the battery pack 7 disposed outside the vehicle compartment is cooled. Therefore, in embodiment 3, when the vehicle speed V is equal to or less than a predetermined upper limit speed UL (for example, UL is 50km per hour), it is considered that the battery pack 7 may become high-temperature and the high-temperature counter may be incremented (the high-temperature count value is incremented). In the example shown in fig. 13, the vehicle speed V is always lower than the upper limit speed UL.
The catalyst temperature Tc is defined by a first threshold TH1 for determining that the catalyst temperature Tc is high and a second threshold TH2 for determining that the catalyst temperature Tc is a normal temperature. The value of the high temperature counter (hereinafter referred to as "high temperature count value Y") defines a first determination value DET1 for determining that the catalyst temperature Tc is high and a second determination value DET2 for determining that the catalyst temperature Tc is lowered to a normal temperature (the catalyst is cooled).
In the example shown in fig. 13, the vehicle 100 is also running without a battery at time t 20. The catalyst temperature Tc at the time t20 is a temperature between the first threshold TH1 and the second threshold TH 2. The high temperature count value Y is 0. The high temperature determination flag is OFF. In addition, the output suppression request is also OFF.
The output from the engine 1 continues, and the catalyst temperature Tc rises to exceed the first threshold TH1 at time t 21. In this way, the high temperature count value Y is incremented while the catalyst temperature Tc exceeds the first threshold value TH 1.
The increment of the high temperature count value Y continues, and the high temperature count value Y reaches the first determination value DET1 at time t 22. In this case, the high temperature determination flag is switched from OFF to ON because there is a high possibility that battery pack 7 is at a high temperature due to radiant heat from exhaust pipe 21. Along with this, the hybrid ECU101 outputs an output suppression request to the engine ECU 102. The engine ECU102 decreases the upper limit output Plim of the engine 1 in response to the output suppression request from the hybrid ECU 101.
As the output of the engine 1 decreases, the catalyst temperature Tc decreases, and at time t23, the catalyst temperature Tc decreases to the second threshold TH2 or less. In this way, the high temperature count value Y is decremented while the catalyst temperature Tc is lower than the second threshold value TH 2.
When the high temperature count value Y reaches the second determination value DET2 (where DET2< DET1) at time t24, the high temperature determination flag switches from ON to OFF. Thereby, the output of the output suppression request from the hybrid ECU101 to the engine ECU102 is stopped (the output suppression control is cancelled). Then, the high temperature count value Y is reset (time t 25).
In the example shown in fig. 13, the period during which the catalyst temperature Tc exceeds the first threshold value TH1, i.e., the period from the time t21 to the time t22, corresponds to the "first predetermined time" of the present disclosure. As described in embodiment 1, when the catalyst temperature Tc intermittently exceeds the first threshold value TH1, the integrated value of the time during which the catalyst temperature Tc exceeds the first threshold value TH1 can be referred to as "first predetermined time" in the present disclosure. In addition, the period from the time t23 to the time t24 in which the catalyst temperature Tc is lower than the second threshold TH2 corresponds to "second predetermined time" of the present disclosure. The "second predetermined time" may also be an integrated value of the time during which the catalyst temperature Tc is lower than the second threshold value TH 2.
< flow chart of Engine control >
Fig. 14 is a flowchart showing flag control of the engine 1 in embodiment 3. Although not shown in the drawing due to the relationship of the paper, ECU10 first determines whether or not vehicle 100 is running without a battery. When the vehicle 100 is not running without a battery, the ECU10 returns the process to the main routine.
When the vehicle 100 is running without a battery, the ECU10 obtains the catalyst temperature Tc from the catalyst temperature sensor 22 (S501). Then, the ECU10 determines whether the catalyst temperature Tc is equal to or higher than a first threshold TH1 (S502). When the catalyst temperature Tc is equal to or higher than the first threshold value TH1 (yes in S504), the ECU10 advances the process to S503.
In S503, ECU100 determines whether vehicle speed V is equal to or lower than upper limit speed UL. When vehicle speed V is equal to or lower than upper limit speed UL (yes in S503), the cooling effect of the traveling wind on battery pack 7 is relatively small. Therefore, the ECU10 advances the process to S504 to increment the high temperature count value Y (see time t21 in fig. 13).
In S505, the ECU10 determines whether the high temperature count value Y is the first determination value DET1 or more. The first determination value DET1 can be defined similarly to the first reference value.
In the case where the high temperature count value Y is smaller than the first determination value DET1 (no in S505), the ECU10 returns the process to the main routine. In this way, the increase in the high temperature count value Y continues while the catalyst temperature Tc is equal to or higher than the first threshold value TH 1. When the high temperature count value Y becomes equal to or greater than the first determination value DET1 (yes in S505), the ECU10 switches the high temperature determination flag from OFF to ON (S506) (see time t22 in fig. 13). Thereby, the output suppression control is executed.
If the catalyst temperature Tc acquired in S502 is lower than the first threshold value TH1 (no in S502), or if the catalyst temperature Tc is equal to or higher than the first threshold value TH1 but the vehicle speed V is higher than the upper limit speed UL (yes in S502 and no in S503), the ECU10 moves the process to S507 and determines whether or not the high temperature determination flag is ON. If the high temperature determination flag is OFF (no in S507), ECU10 holds high temperature count value Y (S508). Then, the process returns to the main routine.
If the high temperature determination flag is ON (yes in S507), the ECU10 determines whether the catalyst temperature Tc is equal to or lower than the second threshold TH2 (S509). When the catalyst temperature Tc becomes equal to or lower than the second threshold value TH2 (yes in S509), the ECU10 decrements the high temperature count value Y (S510) (refer to time t23 in fig. 13).
When the catalyst temperature Tc exceeds the second threshold value TH2 but the vehicle speed V is higher than the upper limit speed UL (no in S509 and yes in S513), the ECU10 decrements the high temperature count value Y in consideration of the cooling effect of the running wind on the battery pack 7 (S510).
On the other hand, the ECU10 holds the high temperature count value Y (S514) while the catalyst temperature Tc exceeds the second threshold value TH2 and the vehicle speed V is equal to or less than the upper limit speed UL (no in S509 and no in S513) during execution of the output suppression control. Then, the ECU10 returns the process to the main routine.
In S511, the ECU10 determines whether the high temperature count value Y is the second determination value DET2 or less. The second determination value DET2 can be defined similarly to the second reference value REF 2.
In the case where the high temperature count value Y is greater than the second determination value DET2 (no in S511), the ECU10 returns the process to the main routine. In this way, while the catalyst temperature Tc is equal to or higher than the second threshold value TH2 and the vehicle speed V is equal to or lower than the upper limit speed UL, the decrementation of the high temperature count value Y continues until the high temperature count value Y reaches the second determination value DET 2. When the high temperature count value Y becomes equal to or less than the second determination value DET2 (yes in S511), the ECU10 switches the high temperature determination flag from ON to OFF (S512) (see time t24 in fig. 13). Thereby, the output suppression control is stopped (the suppression of the output is released). Although not shown in fig. 14, ECU10 then resets high temperature count value Y (see time t25 in fig. 13).
In this way, when the vehicle speed V is higher than the upper limit speed UL, the ECU10 holds the high temperature count value Y. That is, when the vehicle speed V is higher than the upper limit speed UL, the ECU10 delays the start of execution of the output suppression control as compared to when the vehicle speed V is lower than the upper limit speed UL. Thereby, it is possible to avoid a situation in which execution of the output suppression control is unnecessarily started despite the battery pack 7 being cooled by the traveling wind.
When the vehicle speed V is higher than the upper limit speed UL, the ECU10 decrements the high temperature count value Y even if the catalyst temperature Tc exceeds the second threshold value TH 2. That is, when the vehicle speed V is higher than the upper limit speed UL, the ECU10 advances the stop of the output suppression control as compared to when the vehicle speed V is lower than the upper limit speed UL. This can avoid a situation in which the output suppression control is unnecessarily continued although the battery pack 7 is being cooled by the traveling wind.
In addition, in the above example, the upper limit speed UL (the "first predetermined speed" of the present disclosure) used in the determination of whether to increment the high temperature count value Y is equal to the upper limit speed UL (the "second predetermined speed") used in the determination of whether to decrement the high temperature count value Y. However, the "first predetermined speed" and the "second predetermined speed" of the present disclosure may also be speeds different from each other.
In fig. 14, the high temperature count value Y is held when the vehicle speed V is higher than the upper limit speed UL (see S508), but the high temperature count value Y may be decremented. When the vehicle speed V is higher than the upper limit speed UL, the high temperature count value Y is decremented regardless of the catalyst temperature Tc, so that the output suppression control can be stopped early and the running performance of the vehicle 100 can be recovered. However, if importance is attached to the protection of the battery pack 7, it is preferable to maintain the high temperature count value Y even when the vehicle speed V is higher than the upper limit speed UL.
Fig. 15 is a flowchart showing output control of the engine 1 in embodiment 3. Referring to fig. 15, in S601, ECU10 calculates a provisional value of requested output Preq for engine 1 based on accelerator opening Acc and vehicle speed V.
In S602, the ECU10 determines whether the high temperature determination flag is ON. When the high temperature determination flag is OFF (no in S602), the ECU10 determines the required output Preq as the required output for the engine 1 (S603).
When the high temperature determination flag is ON (yes in S602), the ECU10 reads the catalyst temperature Tc stored in the memory, and calculates the average value of the catalyst temperature Tc in the latest predetermined period (S604).
In S605, the ECU10 determines the upper limit output Plim corresponding to the average value of the catalyst temperature Tc by referring to the map MP1 or the map MP2 (see fig. 3, 4, and the like).
In S606, the ECU10 compares the required output Preq with the upper limit output Plim, and sets the lower of the required output Preq and the upper limit output Plim as a determination value of the required output Preq of the engine 1.
In S607, the ECU10 controls the HMI8 in such a manner as to report that it is the execution of the output suppression control. The user who receives the report recognizes that the output of the engine 1 is being suppressed, and thus the sense of incongruity of the user due to the reduction in the limp-home running performance can be reduced.
As described above, in embodiment 3, only one counter is used instead of two counters. Even if the counters are integrated as described above, similarly to embodiment 1, by lowering the output of the engine 1 when the catalyst temperature Tc exceeds the first threshold value TH1 during the battery-less travel of the vehicle 100, the radiant heat from the exhaust pipe 21 can be reduced, and the temperature increase of the battery pack 7 can be suppressed. Therefore, also in embodiment 3, battery pack 7 can be protected while continuing the battery-less travel of vehicle 100.
In embodiment 3, when the vehicle speed V is equal to or less than the upper limit speed UL, the high temperature count value Y is incremented (S505) or decremented (S511). By thus taking into account the influence of the traveling wind on the cooling of the battery pack 7 and adding the vehicle speed V to the determination condition of the increment/decrement of the high temperature count value Y, it is possible to prevent the output suppression control from being executed although the battery pack 7 is being cooled. As a result, a decrease in the traveling performance of vehicle 100 due to unnecessary output suppression control can be prevented.
In embodiment 3, as in modification 1 of embodiment 1, the degree of suppression of the output of the engine 1 may depend on the vehicle speed V in addition to the catalyst temperature Tc. In addition, although fig. 15 illustrates an example in which the upper limit output Plim of the engine 1 is decreased, the output suppression control may be realized by changing the required output Preq of the engine 1 as described in modification 2 of embodiment 1.
In fig. 13 to 15, the output suppression control based on the catalyst temperature Tc is described. However, as described in embodiment 2, in embodiment 3 (that is, even in the case where only one counter is used), the output suppression control based on the temperature of the battery pack 7 may be performed as described in embodiment 2.
While the embodiments of the present invention have been described, the embodiments disclosed herein are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is indicated by the claims, and all changes that come within the meaning and range of equivalency of the claims are intended to be embraced therein.

Claims (17)

1. A hybrid vehicle is provided with:
an engine;
an exhaust passage that discharges exhaust gas from the engine;
a battery pack disposed in the vicinity of the exhaust passage; and
a control device that executes control for not causing the battery pack to be charged and discharged and output suppression control for suppressing an output of the engine during limp home running of the hybrid vehicle,
the output suppression control is control for maintaining the engine in an output-capable state when the estimated temperature of the battery pack exceeds a threshold value, and suppressing the output of the engine as compared with a case where the estimated temperature is lower than the threshold value.
2. The hybrid vehicle according to claim 1, wherein,
the hybrid vehicle further includes:
a drive device for a running motor of the hybrid vehicle; and
a relay electrically connected between the battery pack and the driving device,
the control device opens the relay so that the battery pack is electrically disconnected from the drive device during the limp-home running.
3. The hybrid vehicle according to claim 1 or 2, wherein,
the exhaust passage contains a catalyst that purifies the exhaust gas,
the hybrid vehicle is further provided with a sensor that outputs a temperature of the catalyst,
the control means uses the temperature of the catalyst as the estimated temperature.
4. The hybrid vehicle according to claim 1 or 2, wherein,
the exhaust passage contains a catalyst that purifies the exhaust gas,
the hybrid vehicle further includes a sensor that outputs an operating state of the engine,
the control device estimates the temperature of the catalyst based on the output from the sensor, and uses the estimated temperature as the estimated temperature.
5. The hybrid vehicle according to claim 1 or 2, wherein,
the battery pack includes:
a battery pack;
a cooling device configured to cool the battery pack; and
a device class configured not to be cooled by the cooling device,
the hybrid vehicle further includes a sensor that outputs a temperature of the battery pack as the estimated temperature.
6. The hybrid vehicle according to any one of claims 1 to 5,
the control device executes the output suppression control when a state in which the estimated temperature exceeds the threshold value continues for longer than a first predetermined time.
7. The hybrid vehicle according to any one of claims 1 to 6,
the control device delays the start of execution of the output suppression control in comparison with a case where the speed of the hybrid vehicle is slower than a first predetermined speed, in a case where the speed of the hybrid vehicle is faster than the first predetermined speed.
8. The hybrid vehicle according to any one of claims 1 to 7,
the control device may stop the output suppression control when the estimated temperature becomes lower than another threshold value lower than the threshold value after execution of the output suppression of the engine is started.
9. The hybrid vehicle according to claim 8, wherein,
the control device may stop the output suppression control when a state in which the estimated temperature is lower than the other threshold continues for longer than a second predetermined time after execution of the output suppression of the engine is started.
10. The hybrid vehicle according to any one of claims 1 to 9,
the control device may advance the stop of the output suppression control in a case where the speed of the hybrid vehicle is higher than a second predetermined speed, as compared to a case where the speed of the hybrid vehicle is lower than the second predetermined speed.
11. The hybrid vehicle according to any one of claims 1 to 10,
the control device may increase the degree of suppression of the output of the engine as the estimated temperature increases.
12. The hybrid vehicle according to claim 11, wherein,
the control device reduces the degree of suppression of the output of the engine as the vehicle speed of the hybrid vehicle is higher.
13. The hybrid vehicle according to any one of claims 1 to 12,
the hybrid vehicle further includes a notification device that notifies a user of the hybrid vehicle that the output suppression control is being executed while the output suppression control is being executed.
14. The hybrid vehicle according to any one of claims 1 to 13,
the output suppression control is control for reducing the upper limit output of the engine when the estimated temperature exceeds the threshold value, as compared with when the estimated temperature is lower than the threshold value.
15. The hybrid vehicle according to any one of claims 1 to 13,
the output suppression control is control for reducing the required output corresponding to the same accelerator opening degree when the estimated temperature exceeds the threshold value, as compared with a case where the estimated temperature is lower than the threshold value.
16. A hybrid vehicle is provided with:
an engine;
an exhaust passage that includes a catalyst for purifying exhaust gas from the engine and discharges the purified exhaust gas;
a battery pack disposed in the vicinity of the exhaust passage; and
a control device that executes control for not causing the battery pack to be charged and discharged and output suppression control for suppressing an output of the engine during limp home running of the hybrid vehicle,
the output suppression control is control that maintains the engine in an output-capable state when a state in which the temperature of the catalyst exceeds a threshold continues for longer than a predetermined time and suppresses the output of the engine as compared to a case in which the temperature of the catalyst is lower than the threshold.
17. A control method of a hybrid vehicle,
the hybrid vehicle is provided with:
an engine;
an exhaust passage that discharges exhaust gas from the engine; and
a battery pack disposed in the vicinity of the exhaust passage,
the control method of the hybrid vehicle includes the steps of:
detecting an estimated temperature of the battery pack; and
during limp-home running of the hybrid vehicle, the battery pack is not charged and discharged, and when the estimated temperature exceeds a threshold value, the engine is maintained in an output-capable state and the output of the engine is suppressed as compared with a case where the estimated temperature is lower than the threshold value.
CN202010939788.8A 2019-09-10 2020-09-09 Hybrid vehicle and control method thereof Active CN112550273B (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2019164358 2019-09-10
JP2019-164358 2019-09-10
JP2019-231890 2019-12-23
JP2019231890A JP7272261B2 (en) 2019-09-10 2019-12-23 hybrid vehicle

Publications (2)

Publication Number Publication Date
CN112550273A true CN112550273A (en) 2021-03-26
CN112550273B CN112550273B (en) 2024-05-28

Family

ID=74877582

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010939788.8A Active CN112550273B (en) 2019-09-10 2020-09-09 Hybrid vehicle and control method thereof

Country Status (2)

Country Link
JP (1) JP7272261B2 (en)
CN (1) CN112550273B (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007168789A (en) * 2007-02-14 2007-07-05 Toyota Motor Corp Controller of hybrid car
KR100861883B1 (en) * 2007-11-21 2008-10-09 대성전기공업 주식회사 An apparatus for preventing a car from damage on double parking
JP2009126330A (en) * 2007-11-22 2009-06-11 Toyota Motor Corp Hybrid vehicle, control method for it, and driving device
CN101529068A (en) * 2006-10-25 2009-09-09 丰田自动车株式会社 Hybrid vehicle and method for controling the same
CN102341286A (en) * 2009-03-06 2012-02-01 丰田自动车株式会社 Hybrid Vehicle Controller And Control Method
JP2016132263A (en) * 2015-01-15 2016-07-25 トヨタ自動車株式会社 Hybrid automobile
US20180086334A1 (en) * 2016-09-29 2018-03-29 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of hybrid vehicle

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5293058B2 (en) 2008-10-01 2013-09-18 株式会社三洋物産 Game machine
CN102271979B (en) * 2009-01-14 2014-03-26 丰田自动车株式会社 Device for controlling hybrid vehicle and method for controlling hybrid vehicle
JP5110155B2 (en) * 2010-11-24 2012-12-26 トヨタ自動車株式会社 VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101529068A (en) * 2006-10-25 2009-09-09 丰田自动车株式会社 Hybrid vehicle and method for controling the same
JP2007168789A (en) * 2007-02-14 2007-07-05 Toyota Motor Corp Controller of hybrid car
KR100861883B1 (en) * 2007-11-21 2008-10-09 대성전기공업 주식회사 An apparatus for preventing a car from damage on double parking
JP2009126330A (en) * 2007-11-22 2009-06-11 Toyota Motor Corp Hybrid vehicle, control method for it, and driving device
CN102341286A (en) * 2009-03-06 2012-02-01 丰田自动车株式会社 Hybrid Vehicle Controller And Control Method
JP2016132263A (en) * 2015-01-15 2016-07-25 トヨタ自動車株式会社 Hybrid automobile
US20180086334A1 (en) * 2016-09-29 2018-03-29 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of hybrid vehicle

Also Published As

Publication number Publication date
CN112550273B (en) 2024-05-28
JP2021046186A (en) 2021-03-25
JP7272261B2 (en) 2023-05-12

Similar Documents

Publication Publication Date Title
JP6011541B2 (en) Charge control device and charge control method
US10381695B2 (en) Cooling system for secondary battery
JP3843956B2 (en) In-vehicle battery fan control method and fan control device
CN111479734B (en) Control method and control device for hybrid vehicle
US9028366B2 (en) Vehicle and method for controlling vehicle
US20110320082A1 (en) Hybrid vehicle controller and control method
US20130030634A1 (en) Control device for hybrid vehicle, and hybrid vehicle incorporating control device
US9014891B2 (en) Control device for hybrid vehicle, and hybrid vehicle incorporating control device
US20110000725A1 (en) Hybrid vehicle
JP4321641B2 (en) Hybrid vehicle, control method of hybrid vehicle, and computer-readable recording program for causing computer to execute the control method
JP2006197717A (en) Power output device, vehicle therewith, and control method therefor
JP3918663B2 (en) Vehicle control device, control method, program for realizing the method, and recording medium recording the program
US20190184975A1 (en) Hybrid vehicle control method and control device
JP5556636B2 (en) Electric vehicle and its abnormality determination method
JP5842899B2 (en) HYBRID VEHICLE, HYBRID VEHICLE CONTROL METHOD, AND ENGINE CONTROL DEVICE
JP2009248889A (en) Battery temperature control device
KR102382447B1 (en) Hybrid vehicle and method for controlling the same
JP2010183676A (en) Device and method for controlling vehicle
JP2004229447A (en) Power unit for vehicle
JP6476936B2 (en) Drive control device
JP2017169363A (en) Controlling apparatus for vehicle
CN112550273B (en) Hybrid vehicle and control method thereof
JP3455145B2 (en) Hybrid vehicle fan control device
JP2013082367A (en) Electric vehicle control device
JP2023046517A (en) Vehicle and method for charging vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant