JP2000110602A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely start an engine even though the remaining capacity of a battery is low and at the same time to reduce the costs of components. SOLUTION: When a main battery 3 is exhausted, at first an external connection terminal 16 is connected with an external power source 18 such as a battery on another vehicle in order to charge a subbattery from the external power source 18 through the terminal 16. After the subbattery 16 is sufficiently charged for driving a generator 4, power is fed into the generator 4 from the subbattery 17, and accordingly, the generator 4 cranks an engine 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a hybrid vehicle.

[0002]

2. Description of the Related Art A hybrid vehicle does not have an engine start motor (cell motor) mounted on a reciprocating engine vehicle or the like, but instead drives a generator to start the engine. The generator (main generator) is driven by the engine to charge a battery (main battery) for driving the drive motor.

The main battery has a feature that the stored power is apt to decrease when left for several months because of its structure to supply a large electric power to the driving motor. On the other hand, in a hybrid vehicle, particularly, it is necessary to start the engine instantaneously during traveling, so that a large torque is required for starting the engine, and therefore, a large electric power needs to be supplied to the main battery. Therefore, conventionally, an engine is started by driving a main generator capable of generating a large torque instantaneously. Also, in order to prevent a situation in which the amount of stored power in the main battery is small and the main generator cannot crank the engine, a sub-battery for starting the engine and a sub-generator for charging the sub-battery are provided in a trunk room or the like. The sub-battery is charged for a predetermined time by the sub-generator, and the main generator is driven by the electric power of the sub-battery to start the engine.

[0004]

However, in the conventional configuration, it is necessary to wait about 10 minutes until the sub-battery is charged by the sub-generator, so that the driver feels troublesome. In addition, there is a problem that the cost is increased since a separate sub-battery and sub-generator are required.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to enable the engine to be started in a short time without waiting for the battery to be completely charged, even when the amount of stored power of the battery is small and the generator cannot be driven. Another object of the present invention is to provide a hybrid vehicle that can reduce parts costs.

[0006]

Means for Solving the Problems In order to solve the above problems and achieve the object, a hybrid vehicle according to the present invention has the following arrangement. That is, in a hybrid vehicle that runs using both a driving motor that generates driving force by electric power of a battery and an engine that generates driving force by an internal combustion engine, first charging means driven by the engine to charge the battery; Second charging means for charging a battery from a connection terminal provided in the vehicle to receive power supply from outside.

Preferably, in a hub-riding vehicle that runs using both a driving motor that generates driving force by battery power and an engine that generates driving force by an internal combustion engine, the engine is driven by a generator driven by the engine. Starting means for starting the engine and a second means for starting the engine by a generator driven by electric power from a connection terminal provided on the vehicle for receiving power supply from outside.
Starting means.

Preferably, the second charging means charges the battery via a booster circuit for boosting a voltage supplied from the outside to a predetermined voltage.

Preferably, the second starting means drives the generator via a booster circuit for boosting a voltage supplied from the outside to a predetermined voltage.

Preferably, the second charging means is provided with a battery dedicated to driving the generator, and charges the battery.

[0011] Preferably, the engine control is corrected so that the load at the time of starting the engine is reduced.

Preferably, when the engine is started, the generator is supplied with electric power obtained by combining the first starting means and the second starting means.

Preferably, the connection terminal is provided in an engine room, and is protected by a cover for preventing exposure to the outside.

Preferably, the apparatus further comprises a backflow prevention circuit for flowing a current in one direction from the connection terminal to the generator or the driving battery.

[0015]

As described above, according to the first aspect of the present invention, the battery is charged from the connection terminal provided in the vehicle in order to receive power supply from the outside. Even when the vehicle cannot be driven, the engine can be started reliably and the cost of parts can be reduced.

According to the second aspect of the present invention, since the engine is started by the generator driven by the power from the connection terminal provided in the vehicle in order to receive the power supply from the outside, the power storage amount of the battery is small and the power is generated. Even when the machine cannot be driven, the engine can be started in a short time without waiting for the battery to be charged, and the cost of parts can be reduced.

According to the third aspect of the present invention, the second charging means supplies a large voltage by charging the battery via the boosting circuit for boosting the voltage supplied from the outside to a predetermined voltage, thereby charging the battery. To make the engine easier to start.

According to the fourth aspect of the present invention, the second starting means drives the generator through the booster circuit for boosting the voltage supplied from the outside to a predetermined voltage, so that the external power supply voltage is used for charging the battery. It can be converted to the required voltage and charged.

According to the fifth aspect of the present invention, the second charging means is provided with a battery dedicated to driving the generator, and by charging this battery, small and quick charging becomes possible.

According to the sixth aspect of the present invention, the startability of the engine can be improved by correcting the engine control in a direction in which the load at the time of starting the engine is reduced.

According to the seventh aspect of the present invention, when the engine is started, the generator is supplied with the combined power of the first starting means and the second starting means, so that the amount of supplied power is increased even slightly. To make it easier to start the engine.

According to the eighth aspect of the present invention, the connection terminals are provided in the engine room and protected by the cover for inhibiting the exposure to the outside, thereby preventing electric shock and the like.

According to the ninth aspect of the present invention, a backflow preventing circuit for flowing a current in one direction from the connection terminal to the generator or the driving battery is further provided, thereby preventing a backflow of current from the main battery or the like to the external power supply. As a result, battery discharge and the like can be suppressed.

[0024]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 1, the hybrid vehicle according to the present embodiment includes a traveling motor 2 driven by electric power supplied from a main battery 3 and a gasoline or the like as a power unit for generating a driving force. The vehicle travels using the engine 1 driven by the explosive force of the liquid fuel, and travels only by the travel travel motor 2, travels only by the engine, or travels according to the travel state of the vehicle described later. Traveling by both the motor 2 and the engine 1 is realized.

The engine 1 transmits a driving force to an automatic transmission 7 through engagement of a clutch 6 via a torque converter 5. The automatic transmission 7 converts the driving force input from the engine 1 into a predetermined torque and rotation speed according to a traveling state (or by a driver's operation), and converts the driving force through a gear train 11 and a differential mechanism 8. The power is transmitted to the driving wheels 9 and 10. Also,
The engine 1 drives a generator 4 to charge the main battery 3.

The traveling motor 2 is a main battery 3
Driven by the electric power supplied from the gear train 11
The driving force is transmitted to the driving wheels 9 and 10 via the.

The engine 1 is mounted, for example, of a type that delays the closing timing of a fuel-efficient valve. The running motor 2 is, for example, an IPM synchronous motor having a maximum output of 20 kW. For example, maximum output 10
The main battery 3 is mounted with, for example, a nickel hydrogen battery having a maximum output of 30 kW.

The general control ECU 100 includes a CPU, a ROM,
It comprises a RAM, an interface circuit, an inverter circuit and the like, controls the ignition timing and fuel injection amount of the engine 1, and controls the output torque and the number of revolutions of the traveling motor 2 by changing the torque of the engine 1 and shifting the automatic transmission 7. Control to absorb shock. Further, the overall control ECU 100 controls the electric power generated by the generator 4 when the engine 1 operates to supply the electric power to the traveling motor 2 and charge the battery. Furthermore, general control E
The CU 100 sends the air conditioner 50
After the operation signal and the stop signal are received, the electric power of the main battery 3 and the electric power collected from the traveling motor 2 are adjusted to a predetermined voltage (for example, 100 V) by the inverter 12 as described later, and then the compressor motor 51 and the accessories are controlled. Supply motor 61.

The air conditioning control ECU 200 outputs an operation signal of the air conditioner 50 to the general control ECU 100 when the air conditioner switch 42 is turned on by the occupant, and also controls the air conditioner 50 and the compressor motor 5 so as to maintain the set temperature.
Control 1 In addition, when the air conditioning switch 42 is turned off by the occupant, the air conditioning control ECU 200 outputs a stop signal of the air conditioner 50 to the general control ECU 100 and stops the control of the air conditioner 50 and the compressor motor 51.

The generator 4 is normally supplied with electric power from the main battery 3 when the engine is started to crank the engine.

Further, an external connection terminal 16 is connected to the general control ECU 100 via a booster circuit 15 that boosts, for example, 12V to 24V. The external connection terminal 16 can be connected to a 12V battery of another vehicle such as a hybrid vehicle or an electric vehicle in addition to a gasoline vehicle, for example. The external connection terminal 16 is disposed in the engine room, and is protected by a cover 16a that prohibits exposure to the outside in order to prevent an electric shock or the like. Between the general control ECU 100 and the booster circuit 15, there is provided a backflow prevention circuit 14 for flowing a current in one direction from the external connection terminal 16 to the general control ECU 100. As a result, the backflow of the current from the main battery or the like to the external power supply can be prevented, and the discharge of the battery can be suppressed. In order to supply power to another hybrid vehicle, a bidirectional flow may be enabled so that a current also flows from the main battery 3 to the external connection terminal 16. Also,
Either a cover or a backflow prevention circuit may be provided.

In addition, a sub-battery 17 that is charged by receiving power supply from an external vehicle or the like via an external connection terminal 16 is connected to the central control ECU 100. The sub-battery 16 is smaller than the main battery 3 and drives the generator 4 when the amount of power stored in the main battery 3 is small and the engine cannot be started. As a result, the small sub-battery is charged, so that rapid charging is possible. At the time of starting the engine, the generator 4 may be supplied with electric power obtained by adding the main battery 3 and the sub-battery 17, or may be connected to the generator 4 from the external connection terminal 16 without mounting the sub-battery 17. Power may be supplied directly.

Next, control of the engine, the generator, the traction motor and the battery under the main conditions will be described with reference to Table 1 below. In Table 1, "power running" means a state in which a driving torque is being output.

[0035]

[Table 1]

[During Stop] As shown in Table 1, when the vehicle is stopped, the engine 1, the generator 4, and the traveling motor 2 are stopped. However, the engine is operated when the engine is cold and when the charged amount of the battery is low, and the generator 4 is driven to generate power during the operation of the engine and charges the battery 3. [Slow Start] As shown in Table 1, during slow start, the engine 1 and the generator 4 are stopped, and the traveling motor 2 outputs a driving torque. [At Sudden Start] As shown in Table 1, at the time of sudden start, the generator 4 and the traveling motor 2 output drive torque, and the engine 1
Is operated at high output after starting. The battery 3 discharges to the generator 4 and the traveling motor 2. [At the time of engine start] As shown in Table 1, at the time of engine start, the generator 1 outputs a driving torque to crank the engine 1 and the engine 1 is started. Battery 3 discharges to generator 4. [During steady low-load running] As shown in Table 1, during steady low-load running, the engine 1 and the generator 4 are stopped, and the running motor 2 outputs driving torque. The battery 3 discharges to the traveling motor 2. However, the engine 1 is operated when the engine is cold and when the charged amount of the battery is low, and the generator 4 is driven to generate power during the operation of the engine and charges the battery 3. [During Steady Medium Load Travel] As shown in Table 1, during steady middle load travel, the traveling motor 2 is set to no output, and the engine 1
Is operated in a high efficiency region, and the battery 3 is
, The generator 4 charges the battery 3. [During Steady High Load Running] As shown in Table 1, during steady high load running, the engine 1 is operated at high output, and the generator 4 and the running motor 2 output drive torque. The battery 3 discharges to the generator 4 and the traveling motor 2. However, the generator 4 charges the battery 3 when the battery charge is low. [During Rapid Acceleration] As shown in Table 1, at the time of rapid acceleration, the engine 1 is operated at a high output, and the generator 4 and the traveling motor 2 output driving torque for traveling. The battery 3 discharges to the generator 4 and the traveling motor 2. [During deceleration (during regenerative braking)] As shown in Table 1, during deceleration, the engine 1 and the generator 4 are stopped, and the traveling motor 2 regenerates electric power as a generator to charge the battery 3.

Next, referring to FIGS. 2 to 7, a description will be given of a driving force transmission mode according to the running state of the hybrid vehicle of the present embodiment. [Starting and Running at Low Speed] As shown in FIG. The power is transmitted to the driving wheels 9 and 10. In addition, the traveling by the traveling motor 2 is also performed during the low-speed traveling after the start. [At the time of acceleration] As shown in FIG.
The motor control ECU 100 includes the engine 1 and the traveling motor 2
Are transmitted to the driving wheels 9 and 10 together with the driving force of the engine 1 and the traveling motor 2. [During Steady Traveling] As shown in FIG. 4, during steady running, the engine & motor control ECU 100 drives only the engine 1 and transmits the driving force from the engine 1 to the driving wheels 9 and 10 via the gear train 11. . The time of steady running is a running in the region where the engine speed is the highest in fuel efficiency at about 2000 to 3000 rpm. [During deceleration] As shown in FIG.
And the driving force of the driving wheels 9 and 10 is reduced to the gear train 1
1 is regenerated by the traveling motor 2 via the traveling motor 2
Serves as a driving source to charge the main battery 3. [During steady running & charging] As shown in FIG.
At the time of charging, the clutch 6 is engaged, the driving force is transmitted from the engine 1 to the drive wheels 9 and 10 via the gear train 11, and the engine 1 drives the generator 4 to charge the main battery 3. [At the time of charging] As shown in FIG.
To prevent transmission of the driving force from the engine 1 to the automatic transmission 7, and the engine 1 drives the generator 4 to charge the main battery 3.

Next, referring to FIGS. 8 to 10, a description will be given of a mode of transmitting the driving force at the time of starting the engine. [Normal Time] As shown in FIG. 8, at the time of normal time, that is, when the main battery 3 has a sufficient power storage amount to drive the generator 4, the general control ECU 100 supplies power from the main battery 3 to the generator 4. Then, the generator 4 cranks the engine 1. [When the storage amount of the main battery is small] As shown in FIG. 9, when the main battery 3 does not have a sufficient storage amount to drive the generator 4 (when the battery runs out), first the other vehicle The external connection terminal 16 is connected to an external power supply 18 such as a battery.
The sub-battery 17 is charged by supplying power from an external power supply 18 via the power supply. The sub-battery 16 is connected to the generator 4
Is charged enough to drive the sub-battery 17
Supplies power to the generator 4, and the generator 4 cranks the engine 1.

The power of the sub-battery 17 is almost completely discharged when the engine is started once. However, when the sub-battery 17 has a sufficient storage capacity for some reason, such as when the sub-battery 17 is charged but not used (the sub-battery 17). The power is supplied from the sub-battery 17 to the generator 4 directly without connecting to the external power supply (with the battery 17 being started once).

When the engine is started, a small amount of power remaining in the main battery 3 and the sub-battery 17
May be supplied to the generator 4. This makes it easy to start the engine even if the amount of supplied electric power is slightly increased. [Regenerative Start Mode] As shown in FIG. 10, as another method for starting the engine, the vehicle is driven by driving the drive motor 2 with a small amount of electric power remaining in the main battery 3 and is driven at a predetermined vehicle speed or higher. Then, the brake regeneration is performed, and the regenerated power is supplied to the generator 4 to drive the generator 4 to crank the engine 1. [Electrical Configuration of Hybrid Vehicle] FIG. 11 is a block diagram showing the electrical configuration of the hybrid electric vehicle of the present embodiment.

As shown in FIG. 11, the overall control ECU 10
0 is a signal from the vehicle speed sensor 101 for detecting the vehicle speed;
Engine speed sensor 1 for detecting the speed of engine 1
02, voltage sensor 1 supplied to engine 1
03, a signal from a throttle opening sensor 104 for detecting the opening of a throttle valve of the engine 1, a signal from a gasoline remaining amount sensor 105, and a main battery 3.
, A signal from a shift range sensor 107 for detecting a shift range by a select lever, and a pedal depression amount sensor 108 for detecting a depression amount of an accelerator pedal by a driver. And a signal from an oil temperature sensor that detects the operating oil temperature of the automatic transmission 4 as the sensor 109, and controls the ignition timing and the fuel injection amount for the engine 1 while traveling. It controls the amount of power supply to the motor 2 for use. The overall control ECU 100 displays data on the operating state of the vehicle from the various sensor signals, the vehicle speed, the engine speed, the voltage, the gasoline remaining amount, the remaining battery charge amount, the shift range, the power supply system, and the like on a display unit such as an LCD. 13 is displayed. [Control at the time of engine start] Next, the operation of the general control ECU at the time of engine start of the hybrid vehicle according to the present embodiment will be described.

FIG. 12 is a flowchart showing the operation of the general control ECU and the air conditioning control ECU when the air conditioner of this embodiment is operating.

As shown in FIG. 12, in step S2,
The general control ECU 100 determines whether or not the ignition switch has been turned on. If the ignition switch is turned on in step S2 (YE in step S2)
S), In step S4, it is determined whether or not the charged amount of the main battery 3 is equal to or more than a predetermined value, that is, whether or not the main battery 3 has a sufficient charged amount to drive the generator 4. Step S
If the power storage amount is sufficient in step 4 (YES in step S4), the engine is normally started in step S5.

On the other hand, if the power storage amount is insufficient at step S4 (NO at step S4), at step S6, a message, lamp, or the like is displayed to the occupant indicating that the power storage amount of main battery 3 is insufficient and the engine cannot be started. I do.

In step S8, the contents of engine control are corrected by reducing the load at the time of starting the engine, for example, by delaying the ignition timing, stopping the overlap, and reducing the compression ratio. As a result, the engine start is prioritized over the reduction of noise and vibration at the time of engine start, and the startability can be improved. In step S10, it is determined whether or not the external connection terminal 16 has been connected.
If connected to the external connection terminal 16 in step S10 (YES in step S10), the sub-battery 17 is charged in step S12. Although the sub-battery 17 can be charged in a few seconds to a few minutes, the sub-battery 17 may be constantly charged when the engine is started or while the vehicle is running, even when the amount of power stored in the main battery 3 is small. Good.

In step S14, the charged amount of the sub-battery 17 is equal to or greater than a predetermined value, that is, the sub-battery 17
It is determined whether or not the battery has been charged to a sufficient amount of power to drive the. If the charged amount is sufficient in step S14 (YES in step S14), a message, lamp, or the like is displayed to the occupant that the engine can be started in step S16.

On the other hand, if the power storage amount is insufficient at step S14 (NO at step S14), at step S18, FIG.
Then, the process proceeds to the regenerative start mode described above, and the engine is started in the regenerative start mode.

The processing from steps S10 to S14 may be replaced with the processing for directly supplying power from the sub-battery 17 to the generator 4 without connecting to the external power supply described with reference to FIG.

As described above, according to the engine start of the present embodiment, the engine can be started in a short time even when the power storage amount of the main battery 3 is small and the generator cannot be driven.
Parts costs can also be reduced.

It should be noted that the present invention can be applied to a modification or modification of the above embodiment without departing from the spirit thereof.

[0051]

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid vehicle according to an embodiment.

FIG. 2 is a diagram illustrating a transmission form of driving force when the hybrid vehicle according to the embodiment starts and runs at a low speed.

FIG. 3 is a diagram illustrating a form of transmission of driving force during acceleration of the hybrid vehicle according to the embodiment.

FIG. 4 is a diagram illustrating a transmission form of driving force during steady running of the hybrid vehicle according to the present embodiment.

FIG. 5 is a diagram illustrating a transmission form of a driving force during deceleration of the hybrid vehicle according to the embodiment.

FIG. 6 is a diagram showing the steady running of the hybrid vehicle according to the embodiment;
It is a figure explaining the transmission form of the driving force at the time of charge.

FIG. 7 is a diagram illustrating a driving force transmission mode during charging of the hybrid vehicle according to the embodiment.

FIG. 8 is a diagram illustrating a transmission form of a driving force at the time of starting the engine of the hybrid vehicle according to the embodiment.

FIG. 9 is a diagram illustrating a form of transmission of driving force when the engine of the hybrid vehicle according to the embodiment is started.

FIG. 10 is a diagram illustrating a form of transmission of driving force when the engine of the hybrid vehicle according to the embodiment is started.

FIG. 11 is a block diagram showing an electric configuration of the hybrid vehicle according to the embodiment.

FIG. 12 is a flowchart illustrating a control method when starting the engine of the hybrid vehicle according to the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Running motor 3 Main battery 4 Generator 16 External connection terminal 17 Sub battery

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification FI FI Theme Court ゛ (Reference) F02N 11/08 F02N 11/08 L (72) Inventor Tohru Shiraishi 3-1, Fuchu-cho, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Yasushi Matsubara Hiroshima Pref., 3-1 Fuchu-cho Shinchi, Aki-gun Mazda Co., Ltd. (72) Inventor Kenji Morimoto 3-1 Hiroshima Pref. ) Inventor Ichiho Dozono 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima F-term (reference) 3G093 AA05 AA07 AA16 BA00 BA24 CA01 DB00 EA00 EA13 EA15 EB00 EC02 FA11 FB02 5H115 PG04 PI15 PI16 PI22 PI29 PI30 PO17 PU01 PU22 PU24 PU25 QA01 QI04 RE01 SE04 SE05 TE02 TE03 TI02 TO05 TO21 TU17

Claims (9)

[Claims] 1. A hub lid vehicle that runs using both a driving motor that generates driving force by electric power of a battery and an engine that generates driving force by an internal combustion engine, wherein a first battery driven by the engine charges the battery.
A hybrid vehicle comprising: charging means; and second charging means for charging a battery from a connection terminal provided on the vehicle to receive power supply from outside. 2. A hub-lid vehicle that runs using both a driving motor that generates driving force by electric power of a battery and an engine that generates driving force by an internal combustion engine, wherein the engine is started by a generator driven by the engine. A hybrid vehicle comprising: first starting means; and second starting means for starting an engine by a generator driven by electric power from a connection terminal provided on a vehicle for receiving power supply from outside. . 3. The hybrid vehicle according to claim 1, wherein the second charging unit charges the battery via a booster circuit that boosts a voltage supplied from the outside to a predetermined voltage. 4. The hybrid vehicle according to claim 2, wherein said second starting means drives a generator via a booster circuit for boosting a voltage supplied from the outside to a predetermined voltage. 5. The hybrid vehicle according to claim 1, wherein the second charging means is provided with a battery dedicated to driving the generator, and charges the battery. 6. The hybrid vehicle according to claim 2, wherein the engine control is corrected in a direction in which a load at the time of starting the engine is reduced. 7. The hybrid vehicle according to claim 2, wherein at the time of starting the engine, electric power obtained by combining the first starting means and the second starting means is supplied to the generator. 8. The hybrid vehicle according to claim 1, wherein the connection terminal is provided in an engine room and protected by a cover that prohibits exposure to the outside. 9. The hybrid vehicle according to claim 1, further comprising a backflow prevention circuit for flowing a current in one direction from the connection terminal to the generator or the drive-only battery.