JP2000270408A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle which does not need a test device for testing the state of battery deterioration, and can check the battery on the vehicle. SOLUTION: A motor 4 which is interconnected with the output shaft of an engine 1 and is used for starting the engine 1 is installed. Torque Te of the engine 1 and torque Tm of the motor 4 are controlled, and the engine 1 is set as a load, the motor 4 is driven, and a battery 7 is discharged. Here, a battery current I and a battery voltage V are detected by a current sensor 10 and a voltage sensor 11. In a battery controller 12, an I-V characteristic of the battery 7 is calculated on the basis of the current I and the voltage V.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an engine and / or an engine.
Alternatively, the present invention relates to a hybrid vehicle that runs by the driving force of an electric motor.

[0002]

A hybrid electric vehicle (hereinafter, referred to as a hybrid vehicle) which includes an internal combustion engine and an electric motor as a driving source for driving, and runs by using both or one of the driving powers is known. Have been. A hybrid vehicle is equipped with a secondary battery for driving an electric motor. However, the battery performance of this secondary battery deteriorates if it is used for a long period of time.

In order to check the state of deterioration of a battery, it is necessary to first remove the battery from the vehicle and conduct a discharge test using a separately prepared discharge test device.
Therefore, operations such as (a) removal of the battery, (b) setting to the test device, and (c) installation of the battery after the test occur along with the discharge test, which takes time for the inspection and requires a certain number of workers. Needed. Furthermore, a discharge test device had to be separately prepared.

[0004] It is an object of the present invention to provide a hybrid vehicle that does not require a test device for testing the state of deterioration of a battery, and that can check the state of deterioration of a battery in a vehicle.

[0005]

An embodiment of the present invention will be described with reference to FIG. (1) The invention of claim 1 is applied to a hybrid vehicle having a traveling motor 2 driven by an engine 1 and a traveling battery 7, and an engine starting motor 4 connected to an output shaft of the engine 1; (A) by controlling the torque Te and the torque Tm of the motor 4 for starting the engine.
Control to perform one of discharge control in which the engine 1 is driven by the battery 7 to drive the engine start motor 4 and (b) charge control in which the engine 1 rotates the engine start motor 4 to charge the battery 7 Means 1
5 and a current sensor 10 for detecting the battery current I during any of the discharge control and the charge control.
A voltage sensor 11 for detecting a battery voltage V during any one of a discharge control and a charge control;
Each detection value I, V of the current sensor 10 and the voltage sensor 11
The above-mentioned object is achieved by providing a calculating means 12 for calculating the IV characteristic of the battery 7 based on the above. (2) In the hybrid vehicle according to the first aspect of the present invention, in the hybrid vehicle according to the first aspect, the storage unit 12a in which the initial characteristics of the battery 7 are stored in advance, and the battery characteristics are obtained from the initial characteristics and the IV characteristics calculated by the arithmetic unit 12. 7 is provided. (3) In the invention of claim 3, in the hybrid vehicle according to claim 1 or 2, the cooling means 17 for cooling the engine 1 with a cooling liquid and the temperature sensor 16 for detecting the temperature T of the cooling liquid. The control means 15 performs one of discharge control and charge control when the temperature T detected by the temperature sensor 16 becomes equal to or higher than a predetermined temperature indicating a stable operation state of the engine 1. (4) According to a fourth aspect of the present invention, in the hybrid vehicle according to any one of the first to third aspects, the engine 1 and the driving wheels 6 of the vehicle are controlled during one of the discharge control and the charge control. Release means 3 for releasing the connection with. (5) According to the fifth aspect of the invention, in the hybrid vehicle according to any one of the first to fourth aspects, the engine 1 is provided after one of the discharge control and the charge control is completed.
The charging means (9, 13, 14, 15) for rotating the engine starting motor 4 to charge the battery 7 to a predetermined charged state in which the vehicle can travel is provided.

In the section of the means for solving the above-mentioned problems, which explains the configuration of the present invention, the drawings of the embodiments of the present invention are used in order to make the present invention easier to understand. However, the present invention is not limited to the embodiment.

[0007]

According to the first to fifth aspects of the present invention,
(a) performing one of discharge control of driving the engine starting motor with the driving battery using the engine as a load and (b) charging control of charging the driving battery by rotating the engine starting motor with the engine, Battery IV based on battery current and voltage at that time
Since the characteristics are calculated, the deterioration state of the battery can be checked from the IV characteristics while the traveling battery is mounted on the vehicle. According to the second aspect of the present invention, the determination of battery deterioration is performed while the running battery is mounted on the vehicle, so that the deteriorated battery can be replaced based on the determination result. In the invention of claim 3,
Before performing either the discharge control or the charge control, the warm-up operation is performed until the engine is in a stable operation state, so that stable current and voltage values can be obtained, and more accurate I and I values can be obtained.
V characteristics can be obtained. According to the fourth aspect of the invention, the connection between the engine and the drive wheels is released during one of the discharge control and the charge control, so that the vehicle does not start. In the invention of claim 5,
After the end of either one of the discharge control and the charge control, the battery is charged to a predetermined charged state in which the vehicle can travel, so that the vehicle can be driven immediately after charging.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a block diagram showing a main configuration of a parallel hybrid vehicle, and shows only parts related to the present embodiment.
The vehicle shown in FIG. 1 includes an engine 1 and a traveling motor 2, and an output shaft of the engine 1 is connected to an input shaft of a clutch 3 and an output shaft of an engine starting motor 4, while an output shaft of the clutch 3 is It is connected to the output shaft of the motor 2. The driving force of the engine 1 and / or the motor 2 is transmitted to driving wheels 6 via a driving system 5, and the driving system 5 includes a continuously variable transmission, a reduction gear, a differential, and the like. .

Reference numeral 7 denotes a running battery for supplying electric power to the motor 2, and this battery 7 is also used for driving the motor 4 for starting the engine. The DC power of the battery 7 is converted into AC power by the inverters 8 and 9 and supplied to the motors 2 and 4, respectively. AC motors such as a three-phase synchronous motor and a three-phase induction motor are used for these motors 2 and 4. The starting motor 4 is used for starting the engine, and also used for charging the battery 7 by rotating the motor 4 with the engine 1. When the motor 4 is driven and the battery 7 is
Are charged by the current sensor 10 and the voltage sensor 11, respectively, and their detection signals are sent to the battery controller 12.
The battery controller 12 manages the state of charge and the state of deterioration of the battery 7 and controls the charging and discharging of the battery 7. Data necessary for battery management and the like is stored in the storage unit 12a of the battery controller 12.

Reference numeral 13 denotes an engine control unit for controlling the engine 1; and 14, a motor control unit for controlling the motor 4 via the inverter 9. The engine control unit 13 and the motor control unit 14 are main controllers for controlling the entire vehicle. 15. The main controller 15 has a temperature sensor 16 for detecting the temperature T of the cooling water circulating in the water jacket 17 of the engine 1, a switch SW1 for starting the vehicle, and a switch SW2 for instructing a battery diagnosis mode (details will be described later). Is connected.

The hybrid vehicle according to the present embodiment has a battery diagnosis mode. When the switch SW2 is turned on, the battery diagnosis mode is set. The battery 4 is discharged by rotating the motor 4 with the engine 1 as a load, and the deterioration state of the battery 7 is determined based on the current value I and the voltage value V at that time. Diagnose and store the results. The diagnosis of the deterioration state and the storage of the result are performed by the battery controller 12. The main controller 15 calculates the engine torque Te and the motor torque Tm in the battery diagnosis mode, and transmits them to the engine control unit 13 and the motor control unit 14. The engine control unit 13 and the motor control unit 14 receiving these signals
Means that the torques of the engine 1 and the motor 4 are Te,
The engine 1 and the motor 4 are controlled so as to reach Tm.

FIG. 2 is a flowchart showing a procedure of a battery diagnosis executed by the main controller 15. The details of the battery diagnosis will be described with reference to FIG. The flowchart of FIG. 2 starts when the vehicle start switch SW1 is turned on. In step S1, the starter motor 4 is driven to start the engine 1. In step S2, the cooling water temperature T of the engine 1 is set to a predetermined set value Ts.
This is a step of determining whether or not the above has been completed, that is, whether or not the warm-up of the engine 1 has been completed. If it is determined that T ≧ Ts, the process proceeds to step S3.

Step S3 is a step for judging whether or not the switch SW2 is turned on and the battery diagnostic mode is instructed. If it is judged that the switch SW2 is turned on, the process proceeds to step S4, and if it is judged that it is off, the process proceeds to step S4. The process proceeds to S11 and shifts to normal control. Note that the normal control in step S11 is a control other than the battery diagnosis mode, and includes running control of a vehicle and charging / discharging control of a battery during running. However, this normal control is not related to the present invention. Therefore, the detailed description is omitted.

In step S4, power generation control is started, the clutch 3 is released, the engine 1 rotates the starter motor 4, and the motor 4 generates power to charge the battery 7. In this power generation control, the engine 1 and the motor 4 use the engine torque Te and the torque of the motor 4.
Tm is controlled so that “Te> Tm” and the engine 1 has a constant rotation speed Ne. At this time, the battery charging power P is represented by the following equation (1).

[Equation 1] P = (Te−Tm) · Ne (1)

Step S5 is a charge state SO of the battery 7.
This is a step for determining whether or not C (state of charge) has reached 100%, that is, whether or not the battery 7 has been fully charged. If the SOC is determined to be 100%, the process proceeds to step S6, where the engine torque is increased. The power generation control is stopped by controlling Te and the motor torque Tm so that “Te = Tm”. Controlling as “Te = Tm” results in “P = 0” as can be seen from equation (1).

The following step S7 is a routine for performing discharge control, in which the engine torque Te and the motor torque Tm are set to "Te".
<Tm ”and the engine 1 and the motor 4 are controlled such that the engine 1 has a constant rotation speed Ne. As a result, the motor 4 is driven to rotate by the battery 7 and discharge is performed with a constant discharge power. Although the details of the discharge control routine will be described later, in the discharge control routine, the IV characteristic of the battery 7 is calculated from the current value I and the voltage value V during the discharge detected by the current sensor 10 and the voltage sensor 11. .

When the discharge control routine of step S7 is completed, the process proceeds to step S8, and power generation control is started. In this power generation control, the engine torque Te and the motor torque
Engine 1 and motor 4 so that Tm becomes “Te <Tm”
Control. Step S9 is a step for determining whether or not the SOC is 50% or more. If it is determined that “SOC ≧ 50%” after starting the power generation in step S8, the process proceeds to step S10 to stop the power generation control. . The processes in steps S8 to S10 described above are provided for the purpose of rotating the motor 4 by the engine 1 and charging the battery 7 to a charged state in which the vehicle can travel after the discharge control in step S7 is completed. is there.

When the power generation control is stopped in step S10 and the battery diagnosis mode (a series of processes from step S4 to step S10) is completed, the process proceeds to step S11 to shift to normal control. The following step S12 is a step for determining whether or not the switch SW1 has been turned off. When it is determined that the switch SW1 has been turned off, the series of processing in FIG. 2 ends, and when it is determined that the switch SW1 has been turned on, the process returns to step S3.

[Explanation of Discharge Control Routine] FIG. 3 is a flowchart showing the processing procedure of the discharge control routine in step S7 described above, and FIG. 4 is a diagram showing an example of a discharge pattern at the time of discharge control. In FIG. 4, the vertical axis represents power “−P” during discharge control, and the horizontal axis represents time from the start of discharge control. At the time of the discharge control, the power P calculated using the equation (1) is a negative value, so that the discharge power is represented by -P, and the vertical axis in FIG. 4 represents "-P". In the discharge pattern shown in FIG. 4, three types of SOC (10
(0%, 60%, 30%) with four types of discharge powers -P1 to -P4.

The voltage V and the current I are detected by the voltage sensor 11 and the current sensor 10 during each discharge, and based on the data, the SOC is 100%, 60%, and 30% (hereinafter, these SOCs are referred to in order. IV when S (1), S (2), S (3))
Calculate the characteristics. Note that the discharge power−P at SOC = S (1)
When the discharge of 4 is completed, the discharge is adjusted (discharge at −P4) until the SOC becomes S (2), and then the discharge control is performed at SOC = S (2). For example, the SOC at the time when the discharge (discharge time Δt) of the discharge power−P4 in SOC = S (1) is completed is 90%
If so, the discharge is performed at the discharge power-P4 until the SOC becomes SOC = 60% in the next measurement. In the example of FIG. 4, the case where m = 4 and n = 3 when the discharge power is represented by -Pm and the SOC is represented by S (n) is shown, but m and n are not limited to these.

In the discharge control routine of FIG. 3, variables m and n are set to 1 in step S71.
Next, if the discharge is started at the discharge power -Pm in step S72, the discharging (I, V) is performed in step S73.
Sample the data. Step S74 is a step for judging whether or not a predetermined time Δt has elapsed since the start of discharging with the discharge power -Pm. If YES is determined, the process proceeds to step S75, and if NO is determined, the process returns to step S72. Regarding the above (I, V) data sampling, a plurality of data may be sampled at appropriate time intervals, or only one data may be sampled when I and V are stabilized. Alternatively, a plurality of (I, V) data may be sampled, and an average of them may be used as data for obtaining an IV characteristic described later.

Step S75 is a step for determining whether or not the variable m has become 4, that is, whether or not all the discharges by the discharge powers -P1 to -P4 have been completed. Proceeding to step S78, m = m + 1 is set, and then returning to step S72 to perform discharge with the discharge power -Pm of m set in step S78. On the other hand, step S
If it is determined to be YES at 75, that is, if the discharge by the discharge power -P4 is completed, the process proceeds to step S76 to calculate the IV characteristic. The (I, V) data sampling and the calculation of the IV characteristics described above are performed by the battery controller 1.
2 is performed. The method for calculating the IV characteristics will be described later.

The following step S77 is a step for judging whether or not the variable n has become 3, that is, whether or not the discharge control for all SOC = S (1), S (2), S (3) has been completed. If YES is determined, the discharge control routine is terminated and the process proceeds to step S8 in FIG. On the other hand, if NO is determined in the step S77, the process proceeds to a step S79 to set the SOC to S
Adjustment discharge is performed so as to change from (n) to S (n + 1). And
If SOC = S (n + 1) in the discharge adjustment in step S79, the flow advances to step S80 to set the variable n to n + 1 and the variable m
Is set to 1 and the process returns to step S72.

FIG. 5 is a diagram showing an IV characteristic straight line obtained by the discharge control. The vertical axis represents the voltage V and the horizontal axis represents the current I. In FIG. 5, the mark * indicates data when SOC = S (1) = 100%, and similarly the mark ● indicates SOC = S (2) = 60%,
Marks represent data when SOC = S (3) = 30%. L1 is an IV characteristic line obtained by linearly approximating the * data, L2 is an IV characteristic line obtained by linearly approximating the ● data, and L3 is a linear approximation of the ○ data. It is the obtained IV characteristic line. The slopes of the IV characteristic lines L1, L2, and L3 represent the internal resistance of the battery 7 when SOC = S (1), S (2), and S (3), respectively, and each internal resistance is represented by R1, R2, and R3.
If (R1 <R2 <R3), the internal resistance increases as the SOC decreases.

There is a certain correlation between the state of deterioration of the battery 7 and the internal resistance R, and the internal resistance generally increases as the deterioration proceeds. Therefore, the internal resistance value of the battery 7 in the initial state, that is, the initial data (R01, R02, R03) is previously input to the battery controller 12, and the initial data (R01, R02, R03) and the above-described discharge control are obtained. The deterioration diagnosis of the battery 7 is performed based on the internal resistance values (R1, R2, R3). For example, (R01, R02, R03) and (R1, R2, R3)
Diagnosis of deterioration from the difference between
The future deterioration can be predicted from the difference between the vehicle running distance and the period after the replacement of the vehicle and the internal resistance. These diagnoses are performed by the battery controller 12, and the diagnostic results, initial data (R01, R02, R03) and calculated data (R1, R1,
R2, R3) are storage units 12a of the battery controller 12.
Is stored.

Also, the deterioration diagnosis is not performed by the battery controller 12, but the calculated data (R1, R2, R3) stored in the battery controller 12 is called during the periodic inspection of the vehicle, and the calculated data is initialized (R01, R02, R03). ), The deterioration state of the battery 7 may be diagnosed.
In the above-described embodiment, the battery 7 is discharged and the deterioration diagnosis is performed based on the discharge data obtained at that time. However, instead of the discharge control, the motor 4 is driven to rotate by the engine 1 to charge the battery 7. Perform charge control
The deterioration diagnosis may be performed using the (I, V) data at the time of charging. The charge pattern at this time is similar to the discharge pattern shown in FIG.

As described above, the hybrid vehicle of the present embodiment has the following advantages. (1) Since the IV characteristics of the battery can be obtained while the battery is mounted on the vehicle, the work of attaching and detaching the battery at the time of checking the battery as in the related art can be omitted, and there is no need to prepare a separate discharge tester. Further, there is no restriction on the place and time for performing the battery check, and the check can be performed at any time, so that the state of deterioration of the battery that changes with time can be correctly grasped. (2) Also, since the calculated IV characteristic data and the deterioration diagnosis result based on the data are stored in the storage unit 12a, the battery may be replaced at the time of a periodic inspection or the like based on the data or the diagnosis result. In addition, the battery replacement operation is simplified. (3) Since the warm-up operation of the engine is performed before performing the charge / discharge control, the engine torque Te is stable, accurate (I, V) data can be obtained, and highly accurate IV characteristics can be obtained. Can be.

In the above-described embodiment, a parallel hybrid vehicle has been described as an example. However, the present invention is similarly applied to a series hybrid vehicle including a driving motor and an engine used only for charging a driving battery. Can be. When applied to a series hybrid vehicle, an AC motor is used as a battery charging generator, and the motor is used for starting the engine and charging and discharging the battery. Then, at the time of discharge control, the motor is driven by the power of the battery using the engine as a load, and at the time of power generation control in which the battery is charged by the motor, the motor is rotationally driven by the engine.

In the correspondence between the above-described embodiment and the elements in the claims, the main controller 15 controls the battery, the battery controller 12 calculates the calculating means and the determining means, the water jacket 17 controls the cooling means, and the clutch 3 controls the cooling means. Release means are respectively constituted, and the inverter 9,
The engine control unit 13, the motor control unit 14, and the main controller 15 constitute a charging unit.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a main configuration of a parallel hybrid vehicle.

FIG. 2 is a flowchart showing a procedure of battery diagnosis.

FIG. 3 is a flowchart showing a processing procedure of a discharge control routine.

FIG. 4 is a diagram showing a discharge pattern.

FIG. 5 is a diagram showing an IV characteristic straight line.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Running motor 3 Clutch 4 Engine starting motor 5 Drive system 6 Driving wheel 7 Running battery 8,9 Inverter 10 Current sensor 11 Voltage sensor 12 Battery controller 13 Engine control unit 14 Motor control unit 15 Main controller 16 Temperature sensor 17 Water jacket SW1, SW2 switch

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 11/14 F02D 29/02 D 5H115 F02D 29/02 F02N 11/04 C F02N 11/04 G01R 31/36 A G01R 31/36 H02J 7/00 P H02J 7/00 Q B60K 9/00 EF term (reference) 2G016 CA03 CB06 CB12 CB21 CB31 CC03 CC06 CC07 CC12 CC23 CF06 3D039 AA01 AA02 AB27 AD02 3D041 AA00 AB00 AD00 AD3 AE09 AE03 AE03AE AA06 AA07 AA16 BA16 CA01 CA03 DA05 DB00 DB19 DB20 DB23 EA03 EB02 FA11 5G003 AA07 BA01 CA01 CA11 CB07 DA07 EA05 FA06 GB06 GC05 5H115 PC06 PG04 PI16 PI22 PO01 PO06 PO10 PU01 PU21 PU24 QN03 TI05 TI06 TR19

Claims (5)

[Claims] 1. A hybrid vehicle having an engine and a running motor driven by a running battery, comprising: an engine starting motor connected to an output shaft of the engine; and a torque of the engine and a torque of the engine starting motor. (A) discharge control for driving the engine starting motor by the battery using the engine as a load, and (b) charging for rotating the engine starting motor by the engine to charge the battery. Control means for performing one of the controls; a current sensor for detecting a battery current during the discharge control and the charge control; and a battery voltage during the discharge control and the charge control. Voltage sensor for detecting the current, and the detection of each of the current sensor and the voltage sensor Hybrid vehicle, characterized by comprising calculating means for calculating the IV characteristic of the battery based on. 2. The hybrid vehicle according to claim 1, wherein a deterioration of the battery is determined from a storage unit in which initial characteristics of the battery are stored in advance, and the IV characteristics calculated by the arithmetic unit. A hybrid vehicle provided with a determination unit that performs the determination. 3. The hybrid vehicle according to claim 1, further comprising: a cooling unit that cools the engine with a cooling liquid; and a temperature sensor that detects a temperature of the cooling liquid. A hybrid vehicle, wherein one of the discharge control and the charge control is performed when a temperature detected by the temperature sensor becomes equal to or higher than a predetermined temperature indicating a stable operation state of the engine. 4. The hybrid vehicle according to claim 1, wherein the connection between the engine and driving wheels of the vehicle is performed during one of the discharge control and the charge control. A hybrid vehicle provided with a releasing means for releasing. 5. The hybrid vehicle according to claim 1, wherein the engine start motor is rotated by the engine after one of the discharge control and the charge control is completed. A hybrid vehicle provided with charging means for charging the battery to a predetermined charged state in which the vehicle can travel.