JP2004092569A - Auxiliary machine drive control device of hybrid vehicle - Google Patents

Auxiliary machine drive control device of hybrid vehicle Download PDF

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JP2004092569A
JP2004092569A JP2002256874A JP2002256874A JP2004092569A JP 2004092569 A JP2004092569 A JP 2004092569A JP 2002256874 A JP2002256874 A JP 2002256874A JP 2002256874 A JP2002256874 A JP 2002256874A JP 2004092569 A JP2004092569 A JP 2004092569A
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internal combustion
combustion engine
electric motor
vehicle
control device
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JP3788411B2 (en
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Sanetaka Takeo
竹尾　実高
Yusuke Horii
堀井　裕介
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Mitsubishi Fuso Truck and Bus Corp
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    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide stable operation of an auxiliary machine of a hybrid vehicle. <P>SOLUTION: A hybrid vehicle provided with an internal combustion engine and a motor to drive the auxiliary machine independently from drive of the internal combustion engine; and a control means to control operation of the internal combustion engine and the motor has a revolution detecting means to detect the number of revolutions of the motor; and a running state detecting means to detect whether a vehicle is in a running state. When the number of revolutions of the motor is below a predetermined value, the internal combustion engine is operated, and when the internal combustion engine is stopped control is performed based on the motor operation rather than the vehicle running state. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】本発明は、ハイブリッド車両の補機駆動制御装置に関する。
【０００２】
【従来の技術】例えば、シリーズ式のハイブリッド車両では、バッテリに蓄えた電力でモータを駆動し、バッテリの電力が所定量まで低下すると、発電機をエンジンで駆動して、発電された電力でモータを駆動、さらにはバッテリを充電しながら走行する。
【０００３】
【特許文献１】
特開２００１−２０４１０４号公報
【０００４】こうしたハイブリッド車には、通常車両用エンジンを用いているものがある。その場合、ハイブリッド車両におけるエンジン補機の駆動系は、通常車両用エンジンで採用されている構造、すなわちエンジンのクランク出力でエンジン補機をベルト駆動する方式が採られることになる。ところで、このようなエンジン補機のうち、例えば油圧式パワーステアリングシステムのパワーステアリングポンプや、エアブレーキシステムのエアコンプレッサは、エンジン停止に伴いその作動を停止すると、パワーステアリングやエアブレーキが機能しなくなり、車両の走行に支障を来すことになる。このためエンジン停止時においてもパワーステアリングやエアブレーキを機能させることができるよう、前述のパワーステアリングポンプ、エアコンプレッサとは別物で同一機能を有するパワーステアリングポンプ、エアーコンプレッサを補機駆動用モータで駆動する構成を採用することが検討されている。この場合、補機はエンジンが作動しているときはエンジンにより駆動され、補機駆動用モータが作動しているときは補機駆動用モータで駆動されることになる。
【０００５】ところで、このようなハイブリッド車両は、内燃機関の作動・停止条件や、補機駆動用モータの作動・停止条件をそれぞれ予め設定しておき、内燃機関や補機駆動用モータの作動を制御している。
【０００６】
【発明が解決しようとする課題】しかしながら従来は、内燃機関と補機駆動用モータとの作動状況の関係に配慮することなく内燃機関や補機駆動用モータの作動・停止を別々にしか制御していないので、車両走行中に機械的要因、コイル温度上昇などにより補機駆動用モータが停止した場合や、補機駆動用モータ制御部の故障、制御通信回路の途絶等により補機駆動用モータが作動しない場合などには、内燃機関と補機駆動用モータとが共に停止してしまうことになる。そしてこのような事態が起こった場合、車両走行に必要な補機の駆動ができなくなり、例えば補機がパワーステアリングポンプである場合は操舵力が急激に過大となるなど、走行に支障をきたすおそれがある。
本発明の目的は、内燃機関と補機駆動装置を備えたハイブリッド車両において、走行時に必要な補機の駆動を、常に確保することにある。
【０００７】
【課題を解決するための手段およびその作用】上記目的を達成するため、請求項１における発明では、内燃機関と、同内燃機関による補機駆動とは別に補機を駆動する電動機と、前記内燃機関及び前記電動機の作動を制御する制御手段とを備えたハイブリッド車両において、前記電動機の回転数を検出する回転数検出手段を更に備え、前記制御手段は、前記電動機の回転数が所定値を下回りかつ前記電動機の作動条件が成立している時は前記内燃機関を作動させる。これにより、電動機の故障などが起こった場合でも内燃機関を的確に作動させることで補機の作動を確保する。
【０００８】請求項２における発明では、内燃機関と同内燃機関による補機駆動とは別に補機を駆動する電動機と、前記内燃機関及び前記電動機の作動を制御する制御手段とを備えたハイブリッド車両において、前記電動機の回転数検出手段と、前記車両が走行状態であるか否かを検出する走行状態検出手段とを更に備え、前記制御手段は、前記走行状態検出手段により車両が走行状態であることが検出されかつ前記電動機の回転数が所定値を下回っていることが検出される時は、前記内燃機関を作動させる。これにより、車両走行中に電動機の故障などが起こった場合でも内燃機関を的確に作動させることで補機の作動を確保する。
【０００９】請求項３における発明では、内燃機関と、同内燃機関による補機駆動とは別に補機を駆動する電動機と、前記内燃機関及び前記電動機の作動を制御する制御手段とを備えたハイブリッド車両において、前記車両が走行状態であるか否かを検出する走行状態検出手段を更に備え、前記制御手段は、前記内燃機関の停止条件が成立しかつ車両が走行状態であることが検出されている時は前記電動機を作動させることで、車両走行中に内燃機関を停止させる場合は電動機を作動させる。これにより、走行に必要である補機の作動を確保する。
【００１０】請求項４における発明では、請求項１ないし３において、前記補機が、パワーステアリングポンプとエアブレーキ装置のエアコンプレッサとの少なくとも一つを含む。これにより、車両走行中に必要な補機であるパワーステアリング装置とエアブレーキ装置の作動を確保する。
【発明の実施の形態】以下、本発明の実施の形態を図に基づいて説明する。図１は本発明に係るハイブリッド車両の補機駆動装置を適用したハイブリッド車両の構成を示す図である。
【００１１】図１に示すハイブリッド車両は、２台の駆動用モータ４ａ、４ｂを備えており、両駆動用モータ４ａ、４ｂの駆動力は、減速機６、ディファレンシャルギヤ７を介して駆動輪８に伝達される。駆動用モータ４ａ、４ｂは、インバータ３ａとインバータ３ｂを介して電池５に接続される。インバータ３ａは一方の駆動用モータ４ａと発電機２と電池５に接続され、駆動用モータ４ａ及び発電機２の作動状態を調整可能に構成されている。また、インバータ３ｂは駆動用モータ４ｂと補機駆動用モータ９とに接続され、駆動用モータ４ｂと補機駆動用モータ９の作動状態を調整可能に構成されている。発電機２を駆動するエンジン（内燃機関）１には、図示しないエアーコンプレッサ、パワーステアリングポンプ等の補機が接続され、エンジン１の運転時に駆動される。なお、エアーコンプレッサは、エアブレーキやエアサスペンション等に供給するエアー圧を発生させるものである。
【００１２】エンジン１により駆動される発電機２から取り出された電力は、インバータ３ａを介して電池５を充電、あるいは駆動用モータ４ａを駆動し、電池５からの電力がインバータ３ｂを介して駆動用モータ４ｂを駆動する。エンジン１の停止時は、電池５に蓄えられていた電力がインバータ３ａ、３ｂを介して駆動用モータ４ａ、４ｂと電動機を成す補機駆動用モータ９とに供給され、各モータが駆動される。補機駆動用モータ９の駆動によってパワーステアリングポンプ１０とエアーコンプレッサ１１とが駆動する。パワーステアリングポンプ１０とエアーコンプレッサ１１は、エンジン１に接続される前述の図示しないパワーステアリングポンプ、エアーコンプレッサとは別物で同一機能を有する。
【００１３】制御手段を成すＭＧ制御装置１５は、インバータ３ａ、３ｂに接続されて、駆動用モータ４ａ、４ｂ、補機駆動用モータ９及び発電機２の作動を制御する。このＭＧ制御装置１５と、エンジン１を制御するエンジンコントロール装置１２と、電池５を制御する電池コントロール装置１３と、ハイブリッド車両を全体的に制御するシステム制御装置１４とは、通信回線を介して互いに接続されている。
【００１４】ＭＧ制御装置１５は、補機駆動用モータ９及び駆動用モータ４ａ、４ｂの作動を制御するほか、所定の条件に基づいてエンジン１の作動・停止を決定している。また、システム制御装置１４は所定の条件に基づいて補機駆動用モータ９の作動・停止を決定し、その結果の指令を通信回線を介してＭＧ制御装置１５に出力している。ＭＧ制御装置１５は、システム制御装置１４からの指令に基づいて補機駆動用モータ９の作動を制御すると共に、エンジン１の作動を制御し、また補機駆動用モータ９の回転数を検出する補機駆動用モータ回転数検出装置１６（回転数検出手段）からの検出信号を基に補機駆動用モータ９の回転数を判定する。駆動用モータ４ａ、４ｂには、駆動用モータ４ａまたは４ｂの回転数より車速を検出することで、車両が走行状態であるか否かを検出する走行状態検出装置１７（走行状態検出手段）が設けられており、検出された車速はＭＧ制御装置１５に出力される。
【００１５】次にエンジン１と補機駆動用モータ９の作動・停止制御について説明する。図２に図１のＭＧ制御装置１５におけるエンジン１の作動・停止判定制御のフローチャートを示す。
まずステップ１０１（以降、ステップをＳと省略）でエンジン１の作動・停止許可を判定し、作動許可と判定されたならばＳ１０６に進みエンジン１を作動する。Ｓ１０１で停止許可と判定されたならばＳ１０２に進み、走行状態検出装置１７にて車速が検知されているか否かを判定する。Ｓ１０２で車速の有無を判定するのは、車両が走行中であるか否かを判定するためである。Ｓ１０２において車速が検出された場合はＳ１０４に進み、Ｓ１０２において車速が検出されなかった場合はＳ１０３に進む。Ｓ１０３においては、システム制御装置１４より送られる補機駆動用モータ９の作動要求が判断され、補機駆動用モータ９の作動要求が判定された場合はＳ１０４に進み、作動要求が判定されなかった場合はＳ１０５に進みエンジン１を停止させる。Ｓ１０４に進んだ場合は、補機駆動用モータ９の回転数が所定値（Ｎｒｐｍ）以上か否かを判断し、所定値以上の場合はＳ１０５に進みエンジン１を停止させ、所定値を下回っていた場合はＳ１０６に進みエンジン１を始動させる。
【００１６】Ｓ１０１によりエンジン停止許可と判定される状況下で、Ｓ１０２において車速が検出されるにもかかわらず、Ｓ１０４において補機駆動用モータ９の回転数が所定値を下回っていると判定される場合や、Ｓ１０２において車速検出手段１７より車速が検出されなくともＳ１０３において補機駆動用モータ９の作動要求が有り、かつＳ１０４において補機駆動用モータ９の回転数が所定値を下回っていると判断される場合は、正常であれば発生し得ない状況が発生していることになり、補機駆動用モータ９が機械要因やコイル温度上昇などにより故障したと考えられるため、Ｓ１０６によってエンジン１が始動される。すなわち、補機駆動用モータ９の故障は、車両走行に必要な補機であるパワーステアリングポンプやエアーコンプレッサが正常に作動しない事態を招くため、補機駆動用モータ９の故障による不都合を、図２に示す制御によってエンジン駆動の補機を作動させることで防ぐことができる。
【００１７】一方、補機駆動用モータ９の作動・停止の決定は、図１におけるシステム制御装置１４で行っており、システム制御装置１４によって決定された結果が通信回線を介してＭＧ制御装置１５に出力され、インバータ３ａを介して補機駆動用モータ９の作動を制御する。システム制御装置１４は補機駆動用モータ９の作動・停止を判定するにあたって必要な情報をＭＧ制御装置１５から受け取っている。図３に図１のＭＧ制御装置１５における補機駆動用モータ９の作動・停止制御のフローチャートを示す。
【００１８】まずＳ２０１において、システム制御装置１４による補機駆動用モータ９に対する作動要求の有無が判定される。Ｓ２０１で作動要求が有りと判定された場合はＳ２０５に進み、ＭＧ制御装置１５により補機駆動用モータ９を作動させる。Ｓ２０１で作動要求が判定されなかった場合はＳ２０２に進み、エンジン１の作動・停止許可の状況が判定される。Ｓ２０２で、エンジン１の作動許可が判定されるとＳ２０４に進み補機駆動用モータ９は停止される。Ｓ２０２でエンジン１の停止許可が判定されるとＳ２０３に進み走行状態検出装置１７から出力された車速の有無が判定される。Ｓ２０３において走行状態検出装置１７により、車速が無しと判定された場合はＳ２０４に進み補機駆動用モータ９が停止され、車速有りと判定された場合はＳ２０５に進み補機駆動用モータ９を作動させる。
【００１９】Ｓ２０１により補機駆動用モータ作動要求が判定されない状況下で、Ｓ２０２においてエンジン１の停止が許可され、かつＳ２０３において車速が有りと判定された場合は、正常であれば発生し得ない状況が発生していることになり、システム制御装置１４の故障や通信回線の途絶が起こったと考えられるため、ＭＧ制御装置１５はＳ２０５において補機駆動用モータ９を作動させる。これにより、走行中にエンジン１が停止する前に補機駆動用モータ９を作動させることができるため、エンジン１と補機駆動用モータ９とが走行中に同時に停止することが防止され、安定した補機の作動を確保される。
【００２０】上記実施形態のＭＧ制御装置１５によるエンジン１の作動・停止制御によれば、機械的要因やコイル温度上昇等による補機駆動用モータ９の故障や、通信回路の途絶等が発生して、エンジン１の停止が許可されて補機駆動用モータ９が作動すべき状態であるにもかかわらず、補機駆動用モータ９の作動が確認されない事態が発生した場合は、エンジン１を作動させて補機を駆動するため、補機の作動を確保することができる。また、補機駆動用モータ９の回転数が所定値（例えば８００ｒｐｍ）を下回った場合にエンジン１が作動するため、補機駆動用モータ９の停止からエンジン１が作動する間に補機の機器能力が一時的に低下するような不都合が発生することも防止できる。
【００２１】また、上記実施形態のＭＧ制御装置１５による補機駆動用モータ９の作動・停止制御によれば、システム制御装置１４の故障や通信回路の途絶等が発生して、補機駆動用モータ９に対する作動要求が無くエンジン１の停止が許可されているにもかかわらず車速が検出されるような事態が発生した場合には補機駆動用モータ９を作動させるため、安定した補機の作動を確保できる。
なお、本発明は上記実施形態に何ら限定されるものではなく、例えば補機はエアサスペンション用のコンプレッサ等でも良い。また、上記制御装置はシリーズ式ハイブリッド自動車だけでなく、パラレル式ハイブリッド自動車に適用しても良い。
【００２２】
【発明の効果】請求項１の発明によれば、電動機の作動条件が成立しているにもかかわらず電動機の回転数が所定値を下回っている場合は内燃機関を作動させて内燃機関により補機を駆動するので、機械要因やコイル温度上昇などによる電動機の故障が起こった場合でも、安定した補機の作動を確保することができるし、電動機が停止する前に内燃機関を作動させることができるので、一時的に補機の能力が低下するような事態も防止できる。
【００２３】請求項２の発明によれば、車両が走行状態であるにもかかわらず電動機の回転数が所定値を下回っている場合は、内燃機関を作動させて内燃機関により補機を駆動するので、機械要因やコイル温度上昇などによる電動機の故障が起こった場合でも、安定した補機の作動を確保することができるし、電動機が停止する前に内燃機関を作動させることができるので、一時的に補機の能力が低下するような事態も防止できると共に、運転者に違和感を持たせない。
【００２４】請求項３の発明によれば、内燃機関の停止条件が成立している状況で車両が走行状態であることが検出される場合は電動機を作動させて補機を駆動するので、内燃機関が不適切に停止をするような場合に電動機を適切に作動させて、安定した補機の作動を確保できる。
【００２５】請求項４の発明によれば、補機がパワーステアリングポンプやエアーコンプレッサであるため、車両走行中に必要であるパワーステアリング装置やエアブレーキ装置の作動を確保することができる。
【図面の簡単な説明】
【図１】本発明の実施形態におけるハイブリッド車両の構成図である。
【図２】本発明の実施形態におけるハイブリッド車両のＭＧ制御装置によるエンジン作動・停止制御を示すフローチャートである。
【図３】本発明の実施形態におけるハイブリッド車両のＭＧ制御装置による補機駆動用モータ作動・停止判定を示すフローチャートである。
【符号の説明】
１　　　　　　エンジン
２　　　　　　発電機
３ａ，３ｂ　インバータ
４ａ，４ｂ　駆動用モータ
５　　　　　　電池
６　　　　　　減速機
７　　　　　　ディファレンシャルギヤ
８　　　　　　駆動輪
９　　　　　　補機駆動用モータ
１０　　　　　　パワーステアリングポンプ
１１　　　　　　エアーコンプレッサ
１２　　　　　　エンジンコントロール
１３　　　　　　電池コントロール
１４　　　　　　システム制御装置
１５　　　　　　ＭＧ制御装置
１６　　　　　　補機駆動用モータ回転数検出装置
１７　　　　　　走行状態検出装置[0001]
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary drive control device for a hybrid vehicle.
[0002]
2. Description of the Related Art For example, in a series type hybrid vehicle, a motor is driven by electric power stored in a battery, and when the electric power of the battery decreases to a predetermined amount, a generator is driven by an engine, and the electric power generated by the motor is used. , And travel while charging the battery.
[0003]
[Patent Document 1]
[0004] Some of these hybrid vehicles use an ordinary vehicle engine. In this case, the drive system of the engine accessories in the hybrid vehicle adopts a structure usually employed in a vehicle engine, that is, a system in which the engine accessories are belt-driven by the crank output of the engine. By the way, among such engine accessories, for example, a power steering pump of a hydraulic power steering system and an air compressor of an air brake system stop operating when the engine is stopped, so that the power steering and the air brake do not function. This will hinder the running of the vehicle. For this reason, the power steering pump and the air compressor, which are different from the power steering pump and the air compressor described above and have the same functions, are driven by the auxiliary drive motor so that the power steering and the air brake can function even when the engine is stopped. The adoption of such a configuration is being considered. In this case, the accessory is driven by the engine when the engine is operating, and is driven by the accessory driving motor when the accessory driving motor is operating.
By the way, in such a hybrid vehicle, the operation / stop condition of the internal combustion engine and the operation / stop condition of the accessory drive motor are set in advance, and the operation of the internal combustion engine and the accessory drive motor is controlled. Controlling.
[0006]
Conventionally, however, the operation and stop of the internal combustion engine and the auxiliary drive motor are controlled separately without considering the relationship between the operation of the internal combustion engine and the auxiliary drive motor. If the auxiliary drive motor stops due to mechanical factors, coil temperature rise, etc. while the vehicle is running, the auxiliary drive motor may be stopped due to a malfunction of the auxiliary drive motor control unit, interruption of the control communication circuit, etc. If the engine does not operate, for example, both the internal combustion engine and the accessory drive motor will stop. When such a situation occurs, it becomes impossible to drive the auxiliary equipment necessary for traveling of the vehicle, and for example, when the auxiliary equipment is a power steering pump, the steering force is suddenly excessively increased, which may hinder the traveling. There is.
It is an object of the present invention to always ensure the necessary driving of auxiliary equipment during traveling in a hybrid vehicle including an internal combustion engine and an auxiliary equipment driving device.
[0007]
In order to achieve the above object, according to the first aspect of the present invention, there is provided an internal combustion engine, an electric motor for driving an auxiliary machine separately from the auxiliary machine driven by the internal combustion engine, and A hybrid vehicle comprising an engine and control means for controlling the operation of the electric motor, further comprising a rotation speed detecting means for detecting a rotation speed of the electric motor, wherein the control means makes the rotation speed of the electric motor fall below a predetermined value. When the operating condition of the electric motor is satisfied, the internal combustion engine is operated. Thus, even when a failure of the electric motor occurs, the operation of the auxiliary machine is ensured by appropriately operating the internal combustion engine.
[0008] In the invention according to claim 2, a hybrid vehicle comprising an internal combustion engine, an electric motor for driving the auxiliary machine separately from the driving of the auxiliary machine by the internal combustion engine, and control means for controlling the operation of the internal combustion engine and the electric motor. , Further comprising: a rotation speed detection unit for the electric motor; and a traveling state detection unit for detecting whether the vehicle is in a traveling state, wherein the control unit determines that the vehicle is traveling by the traveling state detection unit. When it is detected that the rotation speed of the electric motor is lower than a predetermined value, the internal combustion engine is operated. Thereby, even when a failure of the electric motor or the like occurs while the vehicle is running, the operation of the auxiliary machine is ensured by appropriately operating the internal combustion engine.
According to a third aspect of the present invention, there is provided a hybrid including an internal combustion engine, an electric motor for driving the auxiliary machine separately from the driving of the auxiliary machine by the internal combustion engine, and control means for controlling the operation of the internal combustion engine and the electric motor. The vehicle further includes a traveling state detection unit that detects whether the vehicle is in a traveling state, and the control unit detects that the stop condition of the internal combustion engine is satisfied and the vehicle is in a traveling state. When the internal combustion engine is stopped while the vehicle is running, the electric motor is operated. Thereby, the operation of the auxiliary equipment necessary for traveling is ensured.
[0010] In the invention according to claim 4, in claims 1 to 3, the auxiliary machine includes at least one of a power steering pump and an air compressor of an air brake device. As a result, the operation of the power steering device and the air brake device, which are necessary accessories during traveling of the vehicle, is ensured.
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a configuration of a hybrid vehicle to which an auxiliary device driving device for a hybrid vehicle according to the present invention is applied.
The hybrid vehicle shown in FIG. 1 is provided with two drive motors 4a and 4b, and the driving force of both drive motors 4a and 4b is supplied to the drive wheels 8 via a speed reducer 6 and a differential gear 7. Is transmitted to. The driving motors 4a and 4b are connected to the battery 5 via the inverters 3a and 3b. The inverter 3a is connected to one drive motor 4a, the generator 2 and the battery 5, and is configured to be able to adjust the operation states of the drive motor 4a and the generator 2. The inverter 3b is connected to the drive motor 4b and the accessory drive motor 9, and is configured to be able to adjust the operation states of the drive motor 4b and the accessory drive motor 9. An auxiliary device such as an air compressor and a power steering pump (not shown) is connected to an engine (internal combustion engine) 1 that drives the generator 2 and is driven when the engine 1 is operating. The air compressor generates air pressure to be supplied to an air brake, an air suspension, and the like.
The electric power extracted from the generator 2 driven by the engine 1 charges the battery 5 via the inverter 3a or drives the driving motor 4a, and the electric power from the battery 5 is driven via the inverter 3b. Drive motor 4b. When the engine 1 is stopped, the electric power stored in the battery 5 is supplied to the driving motors 4a and 4b and the accessory driving motor 9 forming an electric motor via the inverters 3a and 3b, and each motor is driven. . The power steering pump 10 and the air compressor 11 are driven by the driving of the accessory driving motor 9. The power steering pump 10 and the air compressor 11 are different from the power steering pump and the air compressor (not shown) connected to the engine 1 and have the same functions.
An MG control device 15 serving as control means is connected to the inverters 3a and 3b, and controls the operations of the drive motors 4a and 4b, the accessory drive motor 9 and the generator 2. The MG control device 15, the engine control device 12 for controlling the engine 1, the battery control device 13 for controlling the battery 5, and the system control device 14 for controlling the entire hybrid vehicle are mutually connected via a communication line. It is connected.
The MG control device 15 controls the operation of the accessory driving motor 9 and the driving motors 4a and 4b, and also determines the operation / stop of the engine 1 based on predetermined conditions. Further, the system control device 14 determines the operation / stop of the auxiliary device driving motor 9 based on a predetermined condition, and outputs a result command to the MG control device 15 via a communication line. The MG control device 15 controls the operation of the accessory driving motor 9 based on a command from the system control device 14, controls the operation of the engine 1, and detects the rotation speed of the accessory driving motor 9. The rotation speed of the accessory driving motor 9 is determined based on a detection signal from the accessory driving motor rotation speed detecting device 16 (rotation speed detecting means). The driving motors 4a and 4b are provided with a driving state detecting device 17 (driving state detecting means) for detecting whether or not the vehicle is in a driving state by detecting the vehicle speed from the rotation speed of the driving motor 4a or 4b. The detected vehicle speed is output to the MG control device 15.
Next, the operation / stop control of the engine 1 and the accessory driving motor 9 will be described. FIG. 2 shows a flowchart of the operation / stop determination control of the engine 1 in the MG control device 15 of FIG.
First, in step 101 (hereinafter, step is abbreviated as S), the permission of the operation / stop of the engine 1 is determined. If it is determined that the stop is permitted in S101, the process proceeds to S102, and it is determined whether or not the traveling state detection device 17 detects the vehicle speed. The reason for determining the presence or absence of the vehicle speed in S102 is to determine whether or not the vehicle is running. When the vehicle speed is detected in S102, the process proceeds to S104, and when the vehicle speed is not detected in S102, the process proceeds to S103. In S103, the operation request of the auxiliary device driving motor 9 sent from the system controller 14 is determined. If the operation request of the auxiliary device driving motor 9 is determined, the process proceeds to S104, and the operation request is not determined. In this case, the process proceeds to S105 and the engine 1 is stopped. When the process proceeds to S104, it is determined whether or not the rotation speed of the accessory driving motor 9 is equal to or greater than a predetermined value (Nrpm). If so, the routine proceeds to S106, where the engine 1 is started.
In a situation where it is determined in S101 that the engine stop is permitted, it is determined in S104 that the rotation speed of the auxiliary drive motor 9 is lower than a predetermined value despite the vehicle speed being detected in S102. In some cases, even if the vehicle speed is not detected by the vehicle speed detecting means 17 in S102, if there is a request to operate the accessory driving motor 9 in S103 and if the rotation speed of the accessory driving motor 9 is lower than the predetermined value in S104. If it is determined that it is normal, a situation that cannot occur is considered to have occurred, and it is considered that the accessory driving motor 9 has failed due to mechanical factors, coil temperature rise, and the like. Is started. In other words, the failure of the accessory driving motor 9 causes a situation in which the power steering pump and the air compressor, which are the accessories necessary for running the vehicle, do not operate properly. This can be prevented by operating the engine-driven auxiliary machine by the control shown in FIG.
On the other hand, the operation / stop of the accessory driving motor 9 is determined by the system controller 14 shown in FIG. 1, and the result determined by the system controller 14 is transmitted to the MG controller 15 via a communication line. , And controls the operation of the accessory driving motor 9 via the inverter 3a. The system control device 14 receives information necessary for determining the operation / stop of the accessory driving motor 9 from the MG control device 15. FIG. 3 shows a flowchart of the operation / stop control of the accessory driving motor 9 in the MG control device 15 of FIG.
First, in step S201, it is determined whether or not the system controller 14 has issued an operation request for the accessory driving motor 9. If it is determined in S201 that there is an operation request, the process proceeds to S205, in which the MG control device 15 operates the accessory driving motor 9. If the operation request is not determined in S201, the process proceeds to S202, and the status of permission to operate / stop the engine 1 is determined. In S202, when it is determined that the operation of the engine 1 is permitted, the process proceeds to S204, and the accessory driving motor 9 is stopped. If it is determined in step S202 that the stop of the engine 1 is permitted, the process proceeds to step S203, and it is determined whether the vehicle speed output from the traveling state detection device 17 exists. In S203, when the traveling state detecting device 17 determines that the vehicle speed is not present, the process proceeds to S204, in which the accessory driving motor 9 is stopped. When it is determined that the vehicle speed is present, the process proceeds to S205, in which the accessory driving motor 9 is operated. Let it.
In a situation where the request for actuation of the auxiliary device driving motor is not made in S201, if the stop of the engine 1 is permitted in S202 and the vehicle speed is judged to be present in S203, it cannot occur if it is normal. Since the situation has occurred and it is considered that the system controller 14 has failed or the communication line has been interrupted, the MG controller 15 operates the accessory drive motor 9 in S205. Accordingly, the auxiliary device driving motor 9 can be operated before the engine 1 stops during traveling, so that the engine 1 and the auxiliary device driving motor 9 are prevented from stopping at the same time during traveling, and stable. The operation of the auxiliary equipment is ensured.
According to the start / stop control of the engine 1 by the MG control device 15 of the above-described embodiment, a failure of the accessory driving motor 9 due to a mechanical factor, a rise in coil temperature, etc., a break in the communication circuit, and the like occur. In a case where the operation of the accessory driving motor 9 is not confirmed even though the stop of the engine 1 is permitted and the operation of the accessory driving motor 9 is to be performed, the engine 1 is started. Since the accessory is driven in this manner, the operation of the accessory can be ensured. The engine 1 operates when the rotation speed of the accessory driving motor 9 falls below a predetermined value (for example, 800 rpm). It is also possible to prevent the inconvenience that the capability temporarily decreases.
Further, according to the operation / stop control of the accessory driving motor 9 by the MG control device 15 of the above-described embodiment, the failure of the system control device 14 or the interruption of the communication circuit and the like occur. In the event that the vehicle speed is detected even though there is no operation request for the motor 9 and the stop of the engine 1 is permitted, the auxiliary device driving motor 9 is operated. Operation can be secured.
Note that the present invention is not limited to the above-described embodiment. For example, the auxiliary device may be a compressor for an air suspension. The control device may be applied not only to a series hybrid vehicle but also to a parallel hybrid vehicle.
[0022]
According to the first aspect of the present invention, when the rotation speed of the motor is lower than the predetermined value even though the operation condition of the motor is satisfied, the internal combustion engine is operated and supplemented by the internal combustion engine. Since the machine is driven, stable operation of auxiliary equipment can be ensured even if a failure of the motor occurs due to mechanical factors or increased coil temperature, and the internal combustion engine can be started before the motor stops. Therefore, it is possible to prevent a situation where the capacity of the auxiliary machine is temporarily reduced.
According to the second aspect of the present invention, when the rotational speed of the electric motor is lower than the predetermined value despite the fact that the vehicle is in a running state, the internal combustion engine is operated and the auxiliary machine is driven by the internal combustion engine. Therefore, even if a failure of the motor occurs due to a mechanical factor or an increase in coil temperature, stable operation of the auxiliary machine can be ensured, and the internal combustion engine can be operated before the motor stops, so It is possible to prevent a situation in which the performance of the auxiliary equipment is deteriorated, and to prevent the driver from feeling uncomfortable.
According to the third aspect of the present invention, when it is detected that the vehicle is in a running state in a state where the stop condition of the internal combustion engine is satisfied, the electric motor is operated to drive the auxiliary equipment. In the case where the engine stops improperly, the electric motor is appropriately operated to ensure stable operation of the auxiliary machine.
According to the fourth aspect of the present invention, since the auxiliary device is a power steering pump or an air compressor, it is possible to ensure the operation of the power steering device and the air brake device required during traveling of the vehicle.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating engine operation / stop control by an MG control device for a hybrid vehicle according to an embodiment of the present invention.
FIG. 3 is a flowchart illustrating a determination of an operation / stop of an auxiliary device driving motor by an MG control device of the hybrid vehicle according to the embodiment of the present invention.
[Explanation of symbols]
Reference Signs List 1 engine 2 generators 3a, 3b inverters 4a, 4b driving motor 5 battery 6 reduction gear 7 differential gear 8 driving wheels 9 auxiliary driving motor 10 power steering pump 11 air compressor 12 engine control 13 battery control 14 system control device 15 MG control device 16 Auxiliary drive motor rotation speed detection device 17 Running state detection device

Claims (4)

内燃機関と、同内燃機関による補機駆動とは別に補機を駆動する電動機と、前記内燃機関及び前記電動機の作動を制御する制御手段とを備えたハイブリッド車両において、
前記電動機の回転数を検出する回転数検出手段を更に備え、
前記制御手段は、前記電動機の作動条件が成立しかつ前記回転数検出手段により前記電動機の回転数が所定値を下回っていることが検出される時は前記内燃機関を作動させるよう構成されている
ことを特徴としたハイブリッド車両の補機駆動制御装置。An internal combustion engine, an electric motor that drives an auxiliary machine separately from the auxiliary machine drive by the internal combustion engine, and a hybrid vehicle including a control unit that controls operations of the internal combustion engine and the electric motor,
Further provided is a rotation speed detecting means for detecting the rotation speed of the electric motor,
The control means is configured to operate the internal combustion engine when the operating condition of the electric motor is satisfied and the rotational speed detecting means detects that the rotational speed of the electric motor is lower than a predetermined value. An auxiliary drive control device for a hybrid vehicle, comprising: 内燃機関と、同内燃機関による補機駆動とは別に補機を駆動する電動機と、前記内燃機関及び前記電動機の作動を制御する制御手段とを備えたハイブリッド車両において、
前記電動機の回転数を検出する回転数検出手段と、前記車両が走行状態であるか否かを検出する走行状態検出手段とを更に備え、
前記制御手段は、前記走行状態検出手段により車両が走行状態であることが検出されかつ前記回転数検出手段により前記電動機の回転数が所定値を下回っていることが検出される時は前記内燃機関を作動させるよう構成されている
ことを特徴としたハイブリッド車両の補機駆動制御装置。An internal combustion engine, an electric motor that drives an auxiliary machine separately from the auxiliary machine drive by the internal combustion engine, and a hybrid vehicle including a control unit that controls operations of the internal combustion engine and the electric motor,
A rotation speed detection unit that detects a rotation speed of the electric motor; and a traveling state detection unit that detects whether the vehicle is in a traveling state.
The control means is configured to control the internal combustion engine when the traveling state detecting means detects that the vehicle is in a traveling state and the rotational speed detecting means detects that the rotational speed of the electric motor is lower than a predetermined value. Auxiliary device drive control device for a hybrid vehicle, characterized in that the control device is configured to operate. 内燃機関と、同内燃機関による補機駆動とは別に補機を駆動する電動機と、前記内燃機関及び前記電動機の作動を制御する制御手段とを備えたハイブリッド車両において、
前記車両が走行状態であるか否かを検出する走行状態検出手段を更に備え、
前記制御手段は、前記内燃機関の停止条件が成立しかつ前記走行状態検出手段により車両が走行状態であることが検出されている時は前記電動機を作動させるよう構成されている
ことを特徴としたハイブリッド車両の補機駆動制御装置。An internal combustion engine, an electric motor that drives an auxiliary machine separately from the auxiliary machine drive by the internal combustion engine, and a hybrid vehicle including a control unit that controls operations of the internal combustion engine and the electric motor,
The vehicle further includes a traveling state detection unit that detects whether the vehicle is in a traveling state,
The control unit is configured to operate the electric motor when a stop condition of the internal combustion engine is satisfied and the traveling state detection unit detects that the vehicle is in a traveling state. Auxiliary drive control device for hybrid vehicles. 前記補機が、パワーステアリングポンプとエアブレーキ装置のエアコンプレッサとの少なくとも一つを含むことを特徴とする請求項１ないし３に記載のハイブリッド車両の補機駆動制御装置。The accessory drive control device for a hybrid vehicle according to any one of claims 1 to 3, wherein the accessory includes at least one of a power steering pump and an air compressor of an air brake device.
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JP2012056571A (en) * 2006-02-21 2012-03-22 Clean Emissions Technologies Inc Electric traction
JP2012086591A (en) * 2010-10-15 2012-05-10 Mitsubishi Electric Corp Series hybrid vehicle control system
JP2015077823A (en) * 2013-10-15 2015-04-23 日野自動車株式会社 Control device of vehicle
JP2016037230A (en) * 2014-08-08 2016-03-22 日野自動車株式会社 Brake system of hybrid vehicle
US9457792B2 (en) 2006-03-14 2016-10-04 Clean Emissions Technologies, Inc. Retrofitting a vehicle drive train
US9631528B2 (en) 2009-09-03 2017-04-25 Clean Emissions Technologies, Inc. Vehicle reduced emission deployment
US9758146B2 (en) 2008-04-01 2017-09-12 Clean Emissions Technologies, Inc. Dual mode clutch pedal for vehicle

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012056571A (en) * 2006-02-21 2012-03-22 Clean Emissions Technologies Inc Electric traction
US9457792B2 (en) 2006-03-14 2016-10-04 Clean Emissions Technologies, Inc. Retrofitting a vehicle drive train
US9758146B2 (en) 2008-04-01 2017-09-12 Clean Emissions Technologies, Inc. Dual mode clutch pedal for vehicle
US9631528B2 (en) 2009-09-03 2017-04-25 Clean Emissions Technologies, Inc. Vehicle reduced emission deployment
JP2012086591A (en) * 2010-10-15 2012-05-10 Mitsubishi Electric Corp Series hybrid vehicle control system
CN102452393A (en) * 2010-10-15 2012-05-16 三菱电机株式会社 Control system for series-type hybrid vehicle
JP2015077823A (en) * 2013-10-15 2015-04-23 日野自動車株式会社 Control device of vehicle
JP2016037230A (en) * 2014-08-08 2016-03-22 日野自動車株式会社 Brake system of hybrid vehicle

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