JP2006057583A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the exhaust of gas whose amount surpasses the purifying capability of a catalyst during warm-up. <P>SOLUTION: A hybrid ECU executes a program which includes a step (S104) of calculating the SOC of a battery when there is a request for preliminary air conditioning operation (YES in S100), a step (S108) of prohibiting the preliminary air conditioning operation if the SOC does not satisfy the conditions of being greater than SOC (Y%) required for executing warm-up travel (NO in S104), and a step (S110) of informing an occupant of prohibiting the preliminary air conditioning operation. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device capable of traveling by a driving force generated by an electric motor.

  Conventionally, a so-called hybrid vehicle that travels by driving force from at least one of an engine and a motor is known. In this hybrid vehicle, the engine and the motor are selectively used in accordance with the traveling state of the vehicle so as to make use of the characteristics of the engine and the motor. There is a need for such a hybrid vehicle to perform air conditioning even when the engine is stopped.

  Japanese Laid-Open Patent Publication No. 9-76740 (Patent Document 1) discloses a hybrid vehicle that can perform cooling while the engine is stopped. The hybrid vehicle described in Patent Document 1 is driven by the driving engine (engine) that uses fuel, the battery for traveling, the motor driving device that drives the motor by the electric power charged in the battery, and the electric power of the battery for traveling. Cooling device.

According to the hybrid vehicle described in this publication, the cooling device is driven using the electric power of the traveling battery. Therefore, cooling can be performed even when the drive engine is stopped.
Japanese Patent Laid-Open No. 9-76740

  By the way, in the hybrid vehicle, since the engine is driven by burning fuel, the exhaust gas is not exhausted, and a catalyst for purifying the exhaust gas is required. In addition, in order for this catalyst to exhibit the exhaust gas purification action, it needs to be sufficiently warmed, for example, when the engine is started after a long stop, a warm-up is required to raise the temperature of the catalyst. It is known that During catalyst warm-up, the engine is controlled so that exhaust gas within a range in which the warm-up catalyst can be purified is discharged. At this time, the driving force generated by the engine is not used for traveling of the vehicle, and the vehicle travels by the driving force generated by the motor supplied with power from the battery.

  However, in the hybrid vehicle described in Japanese Patent Laid-Open No. 9-76740, the battery power is consumed by driving the cooling device while the engine is stopped. Therefore, there is a possibility that the remaining capacity of the battery is lower than the remaining capacity necessary for driving the vehicle by the motor. If the remaining capacity of the battery is lower than the remaining capacity required for running the vehicle by the motor, the engine must be driven with the output required for running the vehicle even when the catalyst is warming up. Therefore, there has been a problem that exhaust gas in an amount exceeding the purification capacity of the catalyst during warm-up may be discharged.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that prevents an amount of gas exceeding the purifying capacity of a warming-up catalyst from being discharged. Is to provide.

  Moreover, the objective of this invention is providing the control apparatus of the vehicle which a passenger | crew can grasp | ascertain the state of a vehicle.

  The vehicle control device according to the first invention is equipped with an electric motor that generates a driving force, a power storage mechanism that supplies electric power to the electric motor, and a catalyst that purifies the gas discharged when the driving force is generated by the vehicle. A control device for a vehicle. The control device includes means for determining whether or not the catalyst needs to be warmed up, and when the vehicle is running while the power is supplied from the power storage mechanism when it is determined that the catalyst needs to be warmed up. Control means for controlling an auxiliary machine operated by electric power supplied from the power storage mechanism based on a predetermined condition regarding whether or not the exhaust performance of the engine can be ensured.

  According to the first invention, when it is determined that the catalyst needs to be warmed up, the predetermined condition regarding whether or not the exhaust performance during traveling of the vehicle supplied with electric power from the power storage mechanism can be ensured. Based on the above, the auxiliary machine operated by the electric power supplied from the power storage mechanism is controlled. For example, when the condition that the remaining capacity of the power storage mechanism is larger than a predetermined remaining capacity is not satisfied, the operation of the air conditioner is prohibited. As a result, it is possible to suppress the remaining capacity of the power storage mechanism from becoming smaller than the remaining capacity required to drive the vehicle by the electric motor while the catalyst is warmed up. Therefore, the vehicle can be driven by the driving force generated by the electric motor while the catalyst is warmed up. Therefore, for example, in the case of a hybrid vehicle equipped with an engine, an electric motor, and a power storage mechanism, it is possible to suppress the output of the engine from being used for traveling of the vehicle while the catalyst is warmed up. Therefore, during the warming up of the catalyst, the amount of gas (exhaust gas) generated by driving the engine can be suppressed. In addition, if the fuel cell vehicle is equipped with a fuel cell, a reformer, and a catalyst for purifying gas (especially CO) generated when hydrogen is taken out by the reformer, the fuel is kept during the warm-up of the catalyst. It is possible to suppress consumption of electric power generated by the battery for traveling of the vehicle. Therefore, the amount of power generated by the fuel cell can be suppressed, and the amount of hydrogen taken out by the reformer can be suppressed. Therefore, the amount of gas (especially CO) generated when taking out hydrogen can be suppressed. As a result, in any case, it is possible to provide a vehicle control device that prevents an amount of gas that exceeds the purification capacity of the warming-up catalyst from being discharged.

  In the vehicle control apparatus according to the second invention, in addition to the configuration of the first invention, the predetermined condition is a condition that the remaining capacity of the power storage mechanism is larger than the predetermined remaining capacity. The control means includes means for prohibiting the operation of the auxiliary machine when the condition is not satisfied.

  According to the second invention, when the condition that the remaining capacity of the power storage mechanism is larger than the predetermined remaining capacity is not satisfied, the operation of the air conditioner is prohibited. As a result, it is possible to suppress the remaining capacity of the power storage mechanism from becoming smaller than the remaining capacity required to drive the vehicle by the electric motor supplied with power from the power storage mechanism while the catalyst is warming up. Therefore, the vehicle can be driven by the driving force generated by the electric motor while the catalyst is warmed up. Therefore, for example, in the case of a hybrid vehicle equipped with an engine, an electric motor, and a power storage mechanism, it is possible to suppress the output of the engine from being used for traveling of the vehicle while the catalyst is warmed up. Therefore, during the warming up of the catalyst, the amount of gas (exhaust gas) generated by driving the engine can be suppressed. In addition, if the fuel cell vehicle is equipped with a fuel cell, a reformer, and a catalyst for purifying gas (especially CO) generated when hydrogen is taken out by the reformer, the fuel is kept during the warm-up of the catalyst. It is possible to suppress consumption of electric power generated by the battery for traveling of the vehicle. Therefore, the amount of power generated by the fuel cell can be suppressed, and the amount of hydrogen taken out by the reformer can be suppressed. Therefore, the amount of gas (especially CO) generated when taking out hydrogen can be suppressed.

  In the vehicle control device according to the third invention, in addition to the configuration of the second invention, the control device notifies the occupant that the operation of the auxiliary machine is prohibited when the operation of the auxiliary machine is prohibited. Means for further comprising:

  According to the third invention, when the operation of the auxiliary machine is prohibited, the passenger is notified of the fact. Thereby, the control apparatus of the vehicle which a passenger | crew can grasp | ascertain the state of a vehicle can be provided.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects of the invention, the vehicle is equipped with an engine that generates driving force. The catalyst purifies the gas exhausted from the engine.

  According to the fourth aspect of the present invention, in a vehicle that uses an engine as a driving force source, it is possible to prevent an amount of gas that exceeds the purification capacity of the warming-up catalyst from being discharged.

  In the vehicle control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the auxiliary device is an air conditioner.

  According to the fifth aspect of the present invention, in a vehicle provided with an air conditioner, it is possible to prevent an amount of gas exceeding the purification capacity of the warming-up catalyst from being discharged.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to a first embodiment of the present invention will be described with reference to FIG. This vehicle includes an engine 100, an MG (Motor Generator) (1) 200, a PCU (Power Control Unit) 300, a battery 400, an MG (2) 500, a hybrid ECU (Electronic Control Unit) 600, an A / C (Air Conditioner) _ECU 700 and A / C unit 702 are included. The control device according to the embodiment of the present invention is realized by a program executed by hybrid ECU 600, for example.

  In the present embodiment, the vehicle will be described using a hybrid vehicle equipped with engine 100, but a fuel cell vehicle equipped with a fuel cell, an electric vehicle, or the like may be used instead of the hybrid vehicle.

  Engine 100 burns an air-fuel mixture of fuel and air to rotate a crankshaft (not shown) to generate driving force. The driving force generated by the engine 100 is divided into two paths by the power split mechanism 102. One is a path for driving the wheel 106 via the speed reducer 104. The other is a path for driving MG (1) 200 to generate power.

  The engine 100 is connected to an exhaust pipe that discharges exhaust gas generated by burning fuel. The exhaust pipe is provided with a catalyst 108 for purifying exhaust gas. The catalyst 108 is a so-called three-way catalyst that oxidizes hydrocarbons and carbon monoxide to carbon dioxide and moisture and reduces nitrogen oxides. In order for this catalyst 108 to exert a purification action, it needs to be sufficiently warmed up, and when the engine 100 is started after a long period of stoppage or the like, the temperature of the catalyst 108 is low, so warm air that raises the temperature is necessary. is there. In the present embodiment, whether or not the catalyst 108 needs to be warmed is determined based on the catalyst temperature TC.

  For this purpose, a catalyst temperature sensor 602 is provided on the exhaust pipe and in the vicinity of the catalyst 108. The catalyst temperature sensor 602 is connected to the hybrid ECU 600, and transmits a signal representing the catalyst temperature TC to the hybrid ECU 600. When the catalyst temperature TC is lower than a predetermined temperature, it is determined that the catalyst 108 needs to be warmed up.

  Whether the catalyst 108 needs to be warmed up is determined by, for example, the elapsed time from the start of an ignition switch (not shown), the engine water temperature, or the elapsed time since the system started to operate. You may discriminate | determine by measuring.

  In addition, the hybrid vehicle according to the present embodiment includes engine 100 and catalyst 108. Instead, these are generated, for example, when a fuel cell, a reformer, and hydrogen are taken out by the reformer. A catalyst for purifying gas (especially CO) may be provided.

  MG (1) 200 is driven by the power of engine 100 divided by power split device 102 to generate power. The electric power generated by MG (1) 200 is selectively used according to the driving state of the vehicle and the state of charge (SOC: State Of Charge) of battery 400. For example, during normal traveling or sudden acceleration, the electric power generated by MG (1) 200 is supplied to MG (2) 500 via PCU 300.

  On the other hand, when the SOC of battery 400 is lower than a predetermined value, the power generated by MG (1) 200 is converted from AC power to DC power by inverter 302 of PCU 300, and the voltage is adjusted by converter 304. And then stored in the battery 400.

  The battery 400 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. Note that a capacitor may be used instead of the battery 400.

MG (2) 500 is a three-phase AC rotating electric machine. MG (2) 500 is driven by at least one of the electric power stored in battery 400 and the electric power generated by MG (1) 200. The driving force of MG (2) 500 is applied to wheel 10 via reduction gear 104.
6 Thereby, MG (2) 500 assists engine 100 to cause the vehicle to travel, or causes the vehicle to travel only by the driving force from MG (2) 500.

  During regenerative braking of the vehicle, the MG (2) 500 is driven by the wheels 106 via the speed reducer 104, and the MG (2) 500 is operated as a generator. Thereby, MG (2) 500 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by MG (2) 500 is stored in battery 400 via inverter 302 and converter 304.

  Hybrid ECU 600 performs arithmetic processing based on catalyst temperature TC, vehicle operating state, accelerator opening, rate of change in accelerator opening, shift position, SOC and temperature of battery 400, maps and programs stored in memory, and the like. . Thereby, hybrid ECU 600 controls the devices mounted on the vehicle so that the vehicle is in a desired driving state.

  When it is determined that the catalyst temperature TC is lower than a predetermined temperature and the catalyst 108 needs to be warmed up, the hybrid ECU 600 starts the engine 100 and causes the exhaust gas exhausted by the engine 100 to cause the catalyst 108 to be discharged. While warming up, warm-up running is performed in which the vehicle runs with the driving force from MG (2) 500 supplied with power from battery 400.

  If the SOC of battery 400 decreases to X% (for example, 40%) while the hybrid vehicle is traveling, it is determined that power cannot be supplied from battery 400 to MG (2) 500. In this case, the hybrid vehicle is driven only by the driving force of engine 100 without supplying electric power from battery 400 to MG (2) 500. At this time, MG (1) 200 is driven by engine 100, and the electric power generated by MG (1) 200 is stored in battery 400.

  Hybrid ECU 600 and A / C_ECU 700 are connected so that signals can be transmitted and received between them. An A / C unit 702 is connected to the A / C_ECU 700. The A / C_ECU 700 controls the A / C unit 702 according to the vehicle interior temperature detected by the vehicle interior temperature sensor 706 and the operation state of the switch 708 operated by the passenger. From the A / C unit 702, air at the blowing temperature set by the A / C_ECU 700 is blown out. The A / C_ECU 700 determines the voltage for driving the A / C fan 704 stepwise based on the vehicle interior temperature.

  In addition, A / C_ECU 700 calculates the rotation speed of compressor 800 that is driven when A / C unit 702 performs the cooling operation. Note that a known technique may be used as a method for calculating the rotation speed of the compressor 800, and therefore, detailed description thereof will not be repeated here.

  The calculated rotation speed of the compressor 800 is transmitted from the A / C_ECU 700 to the hybrid ECU 600. Hybrid ECU 600 controls A / C inverter 802 connected to battery 400 so that the rotation speed of compressor 800 becomes the calculated rotation speed. The compressor 800 is driven by power supplied from the battery 400 via the A / C inverter 802. When the compressor 800 is driven and the refrigerant is compressed, the A / C unit 702 performs a cooling operation. In addition, you may comprise so that the A / C unit 702 may perform heating operation using the electric power supplied from the battery 400.

  The A / C unit 702 can be operated not only when the occupant operates the switch 708 from the passenger compartment but also when the transmitter 900 is operated from outside the vehicle. In order to receive a signal transmitted from the transmitter 900, a receiver 902 is connected to the A / C_ECU 700. By these transmitter 900 and receiver 902, pre-air conditioning for performing a cooling operation or a heating operation is performed before an occupant gets into the vehicle.

  The pre-air conditioning is prohibited when a predetermined condition is not satisfied. When pre-air conditioning is prohibited, an indicator lamp 1000 in a combination meter (not shown) is used to notify the passenger that pre-air conditioning is prohibited. In this case, the occupant can grasp that the pre-air-conditioning is prohibited when getting into the vehicle.

  The method of notifying that pre-air conditioning is prohibited is not limited to this, and other information may be displayed on the display on the dash panel or the display of the car navigation system. Moreover, you may make it alert | report that the pre air conditioning was prohibited by the sound. Further, lamps provided on the switches of the A / C unit 702 and the transmitter 900 may be turned on or blinked.

  With reference to FIG. 2, a control structure of a program executed by hybrid ECU 600 in the vehicle control apparatus according to the present embodiment will be described.

  In step (hereinafter step is abbreviated as S) 100, hybrid ECU 600 determines whether or not there is a pre-air conditioning operation request based on a signal transmitted from A / C_ECU 700. If there is an operation request for pre-air conditioning (YES in S100), the process proceeds to S102. If not (NO in S100), this process ends.

  In S102, hybrid ECU 600 calculates the SOC of battery 400. The SOC is calculated based on the integrated value of the charge / discharge current value of the battery 400. Note that a known technique may be used for the SOC calculation method, and therefore, detailed description thereof will not be repeated here.

  In S104, hybrid ECU 600 determines whether or not SOC of battery 400 is greater than Y% (for example, 50%). Here, Y% is set to a value such that the SOC of the battery 400 does not fall below X% when the warm-up ends even if the SOC of the battery 400 decreases during the warm-up running. Is done. Specifically, the hybrid vehicle is tested by combining various travel patterns such as long-time stop, slow acceleration, and rapid acceleration to obtain the amount of decrease in the SOC of the battery 400 that is reduced by the end of warm-up, This is a value obtained by adding the amount to the lower limit (X%) at which the battery 400 can supply power. If SOC of battery 400 is greater than Y% (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S108.

  In S106, hybrid ECU 600 permits pre-air conditioning. At this time, hybrid ECU 600 transmits a signal indicating permission of pre-air conditioning to A / C_ECU 700. Thereby, A / C_ECU 700 controls A / C unit 702 so that pre-air-conditioning operates.

  In S108, hybrid ECU 600 prohibits pre-air conditioning. At this time, hybrid ECU 600 transmits a signal indicating prohibition of pre-air conditioning to A / C_ECU 700. Thereby, A / C_ECU 700 controls A / C unit 702 not to perform pre-air conditioning or to stop.

  In S110, hybrid ECU 600 turns on indicator lamp 1000 in the combination meter (not shown) to notify the occupant that the pre-air conditioning operation is prohibited.

  An operation of hybrid ECU 600 of the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  When transmitter 900 is operated and the pre-air-conditioning operation is requested while the vehicle system is stopped (YES in S100), the SOC of battery 400 is calculated (S102), and whether or not the SOC is greater than Y%. Is determined (S104).

  If SOC of battery 400 is greater than Y% (YES in S104), pre-air conditioning is permitted (S106), and a signal indicating permission is transmitted to A / C_ECU 700. Thereby, the A / C unit 702 is controlled to operate the pre-air conditioning.

  On the other hand, when the pre-air conditioning operation is requested (YES in S100), the SOC is already less than Y% (NO in S104), or the SOC is reduced to less than Y% by pre-air conditioning. (NO in S104), pre-air conditioning is prohibited (S108). Thereby, reduction of SOC is suppressed and electric power required for performing warm-up running can be secured. The SOC (Y%), which is a threshold value for prohibiting pre-air conditioning, may have hysteresis between when pre-air conditioning is started and when pre-air conditioning is stopped.

  When the pre-air conditioning operation is prohibited (S108), the indicator lamp 1000 is turned on to notify the passenger that the pre-air conditioning operation is prohibited (S110). Thus, when the passenger gets into the vehicle, the occupant can grasp that the power of the battery 400 is insufficient and the pre-air conditioning is prohibited.

  As described above, the hybrid ECU of the control device according to the present embodiment prohibits the pre-air-conditioning operation when the SOC of the battery does not satisfy the condition that it is larger than the SOC required for warm-up running. Thereby, reduction of SOC can be suppressed and electric power required for performing warm-up running can be secured. Therefore, during the warming up of the catalyst, it is not necessary to spend the driving force generated in the engine for traveling, and the output of the engine can be suppressed to an output necessary for warming up the catalyst. As a result, exhaust of an amount of exhaust gas exceeding the purification capacity of the catalyst can be suppressed.

  The catalyst that needs to be warmed up includes a catalyst that reforms a hydrocarbon-based fuel into hydrogen gas and purifies a gas discharged from a reformer for supplying to the engine or the fuel cell.

  Furthermore, in the above-described embodiment, whether or not pre-air conditioning can be operated is determined according to the SOC of the battery. In addition to pre-air conditioning, whether or not auxiliary equipment such as an anti-theft alarm device is operated depends on the SOC. It may be determined.

  Furthermore, in the above-described embodiment, the hybrid ECU determines whether or not pre-air conditioning can be operated. Alternatively, the A / C_ECU may determine whether or not pre-air conditioning can be operated.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is the control block diagram which showed the structure of the hybrid vehicle carrying the control apparatus which concerns on this Embodiment. It is the flowchart which showed the control structure of the program which hybrid ECU of the control apparatus which concerns on this Embodiment performs.

Explanation of symbols

  100 Engine, 102 Power split mechanism, 104 Reducer, 106 Wheel, 108 Catalyst, 200 MG (1), 300 PCU, 302 Inverter, 304 Converter, 400 Battery, 500 MG (2), 600 Hybrid ECU, 602 Catalyst temperature sensor , 700 A / C_ECU, 702 A / C unit, 704 A / C fan, 706 indoor temperature sensor, 708 switch, 800 compressor, 802 A / C inverter, 900 transmitter, 902 receiver, 1000 indicator lamp.

Claims (5)

A vehicle control device equipped with an electric motor for generating a driving force, a power storage mechanism for supplying electric power to the electric motor, and a catalyst for purifying a gas exhausted when the driving force of the vehicle is generated,
Means for determining whether the catalyst needs to be warmed up;
When it is determined that the catalyst needs to be warmed up, based on a predetermined condition regarding whether or not the exhaust performance during traveling of the vehicle supplied with electric power from the power storage mechanism can be secured, And a control means for controlling an auxiliary device that operates with electric power supplied from the power storage mechanism. The predetermined condition is a condition that a remaining capacity of the power storage mechanism is larger than a predetermined remaining capacity,
The vehicle control device according to claim 1, wherein the control unit includes a unit for prohibiting the operation of the auxiliary machine when the condition is not satisfied.   The vehicle control device according to claim 2, wherein the control device further includes means for notifying a driver that the operation of the auxiliary machine is prohibited when the operation of the auxiliary machine is prohibited. . The vehicle is equipped with an engine that generates driving force,
The vehicle control device according to claim 1, wherein the catalyst purifies a gas discharged from the engine.   The vehicle control device according to claim 1, wherein the auxiliary machine is an air conditioner.

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