JP2007176392A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of realizing high-speed or high-load driving while restraining deterioration in fuel consumption and emission. <P>SOLUTION: The hybrid vehicle 100 comprises a motor generator MG2 for driving wheels 2, an engine 4 used together with the motor generator MG2 for driving the wheels 2, and a control unit 60 which controls to switch an EV mode for making a vehicle drive while the engine 4 is stopped and a HV mode for making the vehicle drive while an internal combustion engine operates. The control unit 60 predicts timing for switching from the EV mode to the HV mode, and sets up preparations for operating the engine 4 prior to the predicted timing. The control unit 60 preferably makes the engine 4 set up a warm-up operation as preparations. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle that uses a rotary electric machine and an internal combustion engine in combination to drive wheels.

  In recent years, hybrid vehicles have attracted a great deal of attention as environmentally friendly vehicles. A hybrid vehicle is a vehicle that uses a power storage device (battery), an inverter, and an electric motor (motor) driven by the inverter in addition to a conventional engine.

  In such a hybrid vehicle, when the state of charge of the power storage device becomes smaller than a predetermined value, or when the vehicle is required to be accelerated or run at a high speed, the vehicle is driven with the engine running. Runs in hybrid vehicle (HV) mode, and runs in an electric vehicle (EV) mode in which the vehicle is run only with a motor while the engine is stopped when starting or when the power storage device is sufficiently charged There is something.

  In such a vehicle, there may be a case where start and stop are repeated even when the engine is running. However, if the engine is operated at a high load while the engine and its surroundings are not sufficiently warmed up, there is a risk of reducing emissions and fuel consumption.

Japanese Patent Laid-Open No. 2005-146910 (Patent Document 1) provides a catalyst heater around a catalyst that purifies exhaust gas, warms the catalyst while the vehicle is operating in the EV mode, and warms the catalyst. It discloses a vehicle that shifts to the HV mode after the machine is finished.
JP 2005-146910 A JP 2004-324613 A JP 2002-156031 A JP 2002245455 A JP 2003-269208 A

  In recent years, a hybrid vehicle in which a driver can be charged from the outside has been studied. In such a vehicle, the charging capacity of the power storage device to be mounted is set large, and the power storage device is charged with, for example, commercial power or power obtained by solar power generation. Then, it is considered that there are more cases where the vehicle is usually driven only by the output of the motor. When the state of charge of the battery is sufficient, the engine is operated only under specific conditions such as when traveling at a high speed or when traveling in a high load state.

  However, if the engine or catalyst is warmed up after high-speed driving or high-load driving is required, a time delay occurs with respect to the driver's request and the vehicle is not responsive. End up.

  On the other hand, if the engine is operated at a high load while the engine and catalyst are not sufficiently warmed up, combustion is poor and fuel consumption and emissions are deteriorated. Moreover, there is a problem that the engine may break down due to seizure or the like due to insufficient circulation of the lubricating oil.

  An object of the present invention is to provide a hybrid vehicle capable of realizing high speed or high load operation while suppressing deterioration of fuel consumption and emission.

  In summary, the present invention is a hybrid vehicle, which is a rotating electric machine that drives wheels, an internal combustion engine that is used in combination with the rotating electric machine to drive the wheels, and an EV that runs the vehicle with the internal combustion engine stopped. And a control device that performs control to switch between the mode and the HV mode in which the vehicle is driven while the internal combustion engine is operated. The control device predicts a switching timing for switching from the EV mode to the HV mode, and commands preparation for operating the internal combustion engine before the predicted switching timing.

  Preferably, the hybrid vehicle further includes an information device that communicates with the outside of the vehicle and obtains information related to traveling of the vehicle. The control device predicts switching timing based on information obtained by the information equipment.

  More preferably, the information device communicates with a toll collection device installed at the entrance / exit of the expressway, and gives the control device as information that the point where the hybrid vehicle enters from the outside of the expressway to the expressway is near.

  More preferably, the information device is a car navigation device that guides a travel route of a hybrid vehicle from road map information. The control device predicts the timing for switching from the EV mode to the HV mode from the expected time when the vehicle travels instructed by the car navigation device, and when there is a portion that needs to travel in the HV mode.

  More preferably, the information device is a car navigation device that guides a travel route of a hybrid vehicle from road map information and receives traffic jam information. The control device has a portion that requires traveling in the HV mode on the traveling route instructed by the car navigation device, and when the car navigation device determines that the current position is a traffic jam point, the traffic jam section The timing for switching from the EV mode to the HV mode is predicted from the expected time of exiting from the above.

Preferably, the control device causes the internal combustion engine to perform a warm-up operation as preparation.
Preferably, the hybrid vehicle further includes a catalyst device that purifies exhaust from the internal combustion engine. As a preparation, the control device causes the catalyst device to be preheated.

  Preferably, the hybrid vehicle includes a drive unit that drives the rotating electrical machine, a first cooling system that cools the drive unit, a second cooling unit that cools the internal combustion engine and that is operated independently of the first cooling system. And a cooling system.

  Preferably, the hybrid vehicle further includes a power storage device that supplies electric power to the rotating electrical machine and that can be externally charged by the driver.

  ADVANTAGE OF THE INVENTION According to this invention, the hybrid vehicle which can implement | achieve a high speed or high load driving | running can be implement | achieved, suppressing the deterioration of a fuel consumption or an emission.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

FIG. 1 is a block diagram showing a configuration of a vehicle 100 according to an embodiment of the present invention.
Referring to FIG. 1, vehicle 100 is attached to engine 4, air cleaner 5 provided on the intake side of engine 4, air flow meter 6, electronic control throttle 7, intake passage 8, and engine 4. And a temperature sensor 15 that measures the temperature of the cooling water flowing through the four cooling water passages.

  An air flow meter 6 is disposed downstream of the air cleaner 5. The air flow meter 6 is a sensor that detects the amount of intake air flowing through the intake passage. An electronic control throttle 7 is provided downstream of the air flow meter 6. In the vicinity of the electronic control throttle 7, a throttle sensor (not shown) for detecting the rotation of the throttle and an idle switch that is turned on when the electronic control throttle is fully closed are arranged.

  A fuel injection valve for injecting fuel into an intake port of an internal combustion engine (not shown) is disposed downstream of the electronic control throttle 7.

  Vehicle 100 further includes an exhaust passage 9 connected to the exhaust side of engine 4, an air-fuel ratio sensor 11, and a three-way catalyst 12. The three-way catalyst 12 can store a certain amount of oxygen. If the exhaust gas contains unburned components such as HC (hydrocarbon) and CO (carbon monoxide), the stored oxygen When the exhaust gas contains an oxidizing component such as NOx (nitrogen oxide), they can be reduced and the oxygen released by the reduction can be occluded. The exhaust gas discharged from the exhaust passage 9 is purified by being processed inside the three-way catalyst 12. The performance of the three-way catalyst is maximized by being heated to an appropriate temperature by warming up.

  Hybrid vehicle 100 further includes a battery B <b> 1, a boost converter 10 that boosts DC power output from battery B <b> 1, and inverters 20 and 30 that exchange DC power with boost converter 10.

  Hybrid vehicle 100 further includes damper 13, power distribution mechanism 3 that is a planetary gear, motor generator MG <b> 1 that receives power from engine 4 through damper 13 and power distribution mechanism 3, and rotation to the power distribution mechanism. And a motor generator MG2 to which a shaft is connected. Inverters 20 and 30 are connected to motor generators MG1 and MG2 and perform conversion between AC power and DC power from the booster circuit.

  The power distribution mechanism is configured such that the rotation of the remaining one rotation shaft is naturally determined when the rotation of two of the three rotation shafts of the planetary gear is determined. Accordingly, the vehicle speed is controlled by controlling the power generation amount of the motor generator MG1 and driving the motor generator MG2 while operating the engine 4 in the most efficient region, thereby realizing an overall energy efficient vehicle. Yes.

  Boost converter 10 boosts the DC voltage received from battery B 1 and supplies the boosted DC voltage to inverters 20 and 30. Inverters 20 and 30 convert the supplied DC voltage into AC voltage, and drive-control motor generator MG1 when the engine is started. Further, after the engine is started, AC power generated by motor generator MG1 is converted to DC by inverters 20 and 30, and further converted to a voltage suitable for charging battery B1 by boost converter 10 to charge battery B1.

  Inverters 20 and 30 drive motor generator MG2. Motor generator MG2 assists engine 4 to drive wheels 2. At the time of braking, motor generator MG2 performs a regenerative operation and converts the rotational energy of the wheels into electric energy. The obtained electric energy is returned to battery B1 via inverters 20 and 30 and boost converter 10.

  The vehicle 100 can further communicate with a control device 60 that controls the engine 4, the inverters 20, 30 and the boost converter 10, and a toll collection device installed at the entrance / exit of the expressway. And an ETC & car navigation device 58 for guiding the travel route of the vehicle. The ETC & car navigation device 58 is an information device that communicates with the outside of the vehicle and obtains information related to the travel of the vehicle. As this information, the ETC & car navigation device 58 communicates with a toll collection device installed at the entrance and exit of the expressway from The control device 60 is notified that the point where the hybrid vehicle enters is near, or the current position of the vehicle is identified by communicating with the satellite by GPS, and the travel route of the hybrid vehicle is determined from the road map information to the control device 60. I will inform you.

  Control device 60 includes an engine ECU 61 and a hybrid (HV) ECU 62. The engine ECU 61 receives engine information such as the engine speed NE and engine torque TE from the engine 4 and outputs engine control signals such as throttle rotation, ignition timing, and injection amount to the engine 4. Further, the engine ECU 61 acquires the catalyst temperature from a temperature sensor provided in the three-way catalyst 12.

  HVECU 62 controls inverters 20 and 30 and boost converter 10 to control motor generators MG1 and MG2, and obtains battery information such as battery temperature TB and state of charge SOC from battery B1.

  The hybrid vehicle 100 is configured to be connectable to an external power supply 55 such as a commercial power supply or solar power generation, and can charge the battery B1 from the external power supply 55.

  As described above, hybrid vehicle 100 causes vehicle to travel with motor generator MG2 driving wheel 2, engine 4 used in combination with motor generator MG2 for driving wheel 2, and with engine 4 stopped. And a control device 60 that performs control to switch between the EV mode and the HV mode in which the vehicle is driven while the internal combustion engine is operated. And the control apparatus 60 estimates the timing which switches from EV mode to HV mode based on the information obtained from the information apparatus which communicates with the exterior of a vehicle and obtains the information regarding driving | running | working of vehicles, such as the ETC & car navigation apparatus 58. Then, in consideration of the time required for preparation for operating the engine 4, the control device 60 instructs the engine 4 to prepare for operation before the predicted timing. Preferably, control device 60 causes engine 4 to perform a warm-up operation as this preparation. When the warm-up catalyst temperature is low, the three-way catalyst 12 may be preheated by a catalyst heater (not shown) as a preparation.

  FIG. 2 is a circuit diagram showing in detail the periphery of the inverter and the boost converter in hybrid vehicle 100 shown in FIG.

  Referring to FIG. 2, vehicle 100 includes a battery unit BU, a boost converter 10, inverters 20 and 30, power supply lines PL1 and PL2, a ground line SL, U-phase lines UL1 and UL2, and a V-phase. Lines VL 1 and VL 2, W-phase lines WL 1 and WL 2, motor generators MG 1 and MG 2, engine 4, power distribution mechanism 3, and wheels 2 are included.

  The vehicle 100 is a hybrid vehicle that uses both a motor and an engine for driving wheels.

  Power distribution mechanism 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power distribution mechanism, a planetary gear mechanism having three rotation shafts, that is, a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively. For example, the engine 4 and the motor generators MG1 and MG2 can be mechanically connected to the power distribution mechanism 3 by making the rotor of the motor generator MG1 hollow and passing the crankshaft of the engine 4 through the center thereof.

  The rotating shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear and a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power distribution mechanism 3.

  Motor generator MG1 operates as a generator driven by the engine and is incorporated in the hybrid vehicle as an electric motor that can start the engine, and motor generator MG2 drives the drive wheels of the hybrid vehicle. As an electric motor, it is installed in a hybrid vehicle.

  Motor generators MG1 and MG2 are, for example, three-phase AC synchronous motors. Motor generator MG1 includes a three-phase coil including a U-phase coil U1, a V-phase coil V1, and a W-phase coil W1 as a stator coil. Motor generator MG2 includes a three-phase coil including a U-phase coil U2, a V-phase coil V2, and a W-phase coil W2 as a stator coil.

  Motor generator MG1 generates a three-phase AC voltage using the engine output, and outputs the generated three-phase AC voltage to inverter 20. Motor generator MG1 generates a driving force by the three-phase AC voltage received from inverter 20, and starts the engine.

  Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC voltage received from inverter 30. Motor generator MG2 generates a three-phase AC voltage and outputs it to inverter 30 during regenerative braking of the vehicle.

  Battery unit BU includes a battery B1 that is a power storage device having a negative electrode connected to ground line SL, a voltage sensor 70 that measures the voltage of battery B1, and a current sensor 84 that measures the current of battery B1. Motor generators MG1 and MG2, inverters 20 and 30, and boost converter 10 that supplies a boosted voltage to inverters 20 and 30 correspond to vehicle loads.

  As the battery B1, for example, a secondary battery such as nickel metal hydride, lithium ion, or a lead storage battery can be used. Further, a storage capacitor such as a large-capacity electric double layer capacitor can be used instead of the battery B1.

  Battery unit BU outputs a DC voltage output from battery B <b> 1 to boost converter 10. Further, the battery B1 inside the battery unit BU is charged by the DC voltage output from the boost converter 10.

  Boost converter 10 includes a reactor L, npn transistors Q1 and Q2, and diodes D1 and D2. Reactor L has one end connected to power supply line PL1, and the other end connected to the connection point of npn transistors Q1 and Q2. Npn transistors Q1 and Q2 are connected in series between power supply line PL2 and ground line SL, and receive signal PWC from control device 60 as a base. Diodes D1 and D2 are connected between the collectors and emitters of npn transistors Q1 and Q2, respectively, so that current flows from the emitter side to the collector side.

  For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn-type transistor described above and the npn-type transistor described below, and a power MOSFET (metal oxide semiconductor field) is used instead of the npn-type transistor. -effect transistor) or the like can be used.

  Inverter 20 includes a U-phase arm 22, a V-phase arm 24 and a W-phase arm 26. U-phase arm 22, V-phase arm 24, and W-phase arm 26 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 22 includes npn transistors Q11 and Q12 connected in series, V-phase arm 24 includes npn transistors Q13 and Q14 connected in series, and W-phase arm 26 is connected in series. Npn transistors Q15 and Q16. Between the collector and emitter of each of the npn transistors Q11 to Q16, diodes D11 to D16 for passing a current from the emitter side to the collector side are respectively connected. The connection point of each npn transistor in each phase arm is connected to a coil end different from neutral point N1 of each phase coil of motor generator MG1 via U, V, W phase lines UL1, VL1, WL1, respectively. Is done.

  Inverter 30 includes a U-phase arm 32, a V-phase arm 34 and a W-phase arm 36. U-phase arm 32, V-phase arm 34, and W-phase arm 36 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 32 includes npn-type transistors Q21 and Q22 connected in series, V-phase arm 34 includes npn-type transistors Q23 and Q24 connected in series, and W-phase arm 36 is connected in series. Npn transistors Q25 and Q26. Between the collector and emitter of each of the npn transistors Q21 to Q26, diodes D21 to D26 that flow current from the emitter side to the collector side are respectively connected. Also in inverter 30, the connection point of each npn transistor in each phase arm is different from neutral point N2 of each phase coil of motor generator MG2 via U, V, W phase lines UL2, VL2, WL2. Each is connected to the coil end.

  Vehicle 100 further includes capacitors C1 and C2, relay circuit 40, connector 50, control device 60, AC lines ACL1 and ACL2, voltage sensors 72 to 74, and current sensors 80 and 82.

  Capacitor C1 is connected between power supply line PL1 and ground line SL, and reduces the influence on battery B1 and boost converter 10 due to voltage fluctuation. Voltage VL between power supply line PL1 and ground line SL is measured by voltage sensor 73.

  Capacitor C2 is connected between power supply line PL2 and ground line SL, and reduces the influence on inverters 20 and 30 and boost converter 10 due to voltage fluctuation. Voltage VH between power supply line PL2 and ground line SL is measured by voltage sensor 72.

  Boost converter 10 boosts a DC voltage supplied from battery unit BU via power supply line PL1, and outputs the boosted voltage to power supply line PL2. More specifically, boost converter 10 accumulates magnetic field energy in reactor L based on a signal PWC from control device 60, and flows the current flowing in accordance with the switching operation of npn transistor Q2, and stores the accumulated energy in npn. The step-up operation is performed by discharging the current by flowing the current to the power supply line PL2 through the diode D1 in synchronization with the timing when the type transistor Q2 is turned off.

  Boost converter 10 lowers the DC voltage received from one or both of inverters 20 and 30 via power supply line PL2 to the voltage level of battery unit BU based on signal PWC from control device 60. The battery inside the unit BU is charged.

  Inverter 20 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage based on signal PWM1 from control device 60, and drives motor generator MG1.

  Thereby, motor generator MG1 is driven to generate torque specified by torque command value TR1. Inverter 20 receives the output from the engine and converts the three-phase AC voltage generated by motor generator MG1 into a DC voltage based on signal PWM1 from control device 60, and the converted DC voltage is supplied to power supply line PL2. Output.

  Inverter 30 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage based on signal PWM2 from control device 60, and drives motor generator MG2.

  Thereby, motor generator MG2 is driven so as to generate torque specified by torque command value TR2. Inverter 30 also generates a three-phase AC voltage generated by motor generator MG2 in response to rotational force from the drive shaft during regenerative braking of the hybrid vehicle on which vehicle 100 is mounted, based on signal PWM2 from control device 60. The voltage is converted to a voltage, and the converted DC voltage is output to power supply line PL2.

  Note that regenerative braking here refers to braking that involves regenerative power generation when the driver operating the hybrid vehicle performs a foot brake operation, or the foot brake is not operated, but regenerative braking is performed by turning off the accelerator pedal while driving. This includes decelerating (or stopping acceleration) the vehicle while generating electricity.

  Relay circuit 40 includes relays RY1 and RY2. As relays RY1 and RY2, for example, mechanical contact relays can be used, but semiconductor relays may also be used. The relay RY1 is provided between the AC line ACL1 and the connector 50, and is turned on / off according to a control signal CNTL from the control device 60. Relay RY2 is provided between AC line ACL2 and connector 50, and is turned ON / OFF in response to control signal CNTL from control device 60.

  Relay circuit 40 connects / disconnects AC lines ACL 1, ACL 2 and connector 50 in accordance with control signal CNTL from control device 60. That is, when the relay circuit 40 receives the control signal CNTL at the H (logic high) level from the control device 60, the relay circuit 40 electrically connects the AC lines ACL1 and ACL2 to the connector 50, and from the control device 60 to the L (logic low) level. When the control signal CNTL is received, the AC lines ACL1 and ACL2 are electrically disconnected from the connector 50.

  Connector 50 is a terminal for inputting an AC voltage from external external power supply 55 between neutral points N1 and N2 of motor generators MG1 and MG2. As this AC voltage, for example, AC 100V can be input from a commercial power line for household use. The voltage input to the connector 50 is measured by the voltage sensor 74 and the measured value is transmitted to the control device 60.

  Voltage sensor 70 detects battery voltage VB1 of battery B1, and outputs the detected battery voltage VB1 to control device 60. Voltage sensor 73 detects the voltage across capacitor C1, that is, input voltage VL of boost converter 10, and outputs the detected voltage VL to control device 60. Voltage sensor 72 detects the voltage across capacitor C2, that is, output voltage VH of boost converter 10 (corresponding to the input voltage of inverters 20 and 30; the same applies hereinafter), and the detected voltage VH is detected by control device 60. Output to.

  Current sensor 80 detects motor current MCRT1 flowing through motor generator MG1, and outputs the detected motor current MCRT1 to control device 60. Current sensor 82 detects motor current MCRT2 flowing through motor generator MG2, and outputs the detected motor current MCRT2 to control device 60.

  Control device 60 includes torque command values TR1 and TR2 and motor rotational speeds MRN1 and MRN2 of motor generators MG1 and MG2 output from an externally provided ECU (Electronic Control Unit), voltage VL from voltage sensor 73, and voltage sensor. Based on voltage VH from 72, a signal PWC for driving boost converter 10 is generated, and the generated signal PWC is output to boost converter 10.

  Control device 60 generates signal PWM1 for driving motor generator MG1 based on voltage VH, motor current MCRT1 of motor generator MG1 and torque command value TR1, and outputs the generated signal PWM1 to inverter 20. To do. Further, control device 60 generates a signal PWM2 for driving motor generator MG2 based on voltage VH, motor current MCRT2 and torque command value TR2 of motor generator MG2, and outputs the generated signal PWM2 to inverter 30. To do.

  Here, control device 60 uses a signal for commercial power supplied between neutral points N1 and N2 of motor generators MG1 and MG2 based on signal IG from ignition switch (or ignition key) and state of charge SOC of battery B1. Signals PWM1 and PWM2 for controlling inverters 20 and 30 are generated so that battery B1 is charged from the AC voltage.

  Further, control device 60 determines whether charging is possible from the outside based on the state of charge SOC of battery B1, and when it is determined that charging is possible, outputs control signal CNTL at H level to relay circuit 40. On the other hand, when control device 60 determines that battery B1 is almost fully charged and cannot be charged, control device 60 outputs control signal CNTL at L level to relay circuit 40, and signal IG indicates a stopped state. Inverters 20 and 30 are stopped.

  Vehicle 100 further includes an EV drive switch 52. The EV drive switch 52 is a switch for setting the EV drive mode, and operates the engine for the purpose of reducing noise in a densely populated residential area at midnight or early morning and reducing exhaust gas in an indoor parking lot or a garage. This is a switch for setting to an EV drive mode that can be reduced and run only by a motor.

  This EV drive mode is performed when the EV drive switch 52 is set to the off state, when the state of charge of the battery becomes a specified value or less, when the vehicle speed exceeds a predetermined speed, or when the accelerator opening degree is It is automatically canceled when the specified value is exceeded.

  Vehicle 100 further includes a touch display that displays the vehicle status and also functions as an input device for a car navigation system or the like.

  Further, the control device 60 has a built-in memory 57 that can read and write data. The control device 60 may be realized by a plurality of computers such as an engine ECU and an HVECU as shown in FIG.

[Explanation of charging from outside the vehicle]
Next, a method for generating a DC charging voltage from AC voltage VAC of external power supply 55 in vehicle 100 will be described.

  When charging from outside the vehicle, controller 60 is in phase with U-phase arm 22 (or 32), V-phase arm 24 (or 34) and W-phase arm 26 (or 36) of inverter 20 (or 30). Npn transistors Q11 to Q16 (or Q21 to Q26) are turned ON / OFF so that the AC current flows.

  When alternating current of the same phase flows through the U, V, and W phase coils, no rotational torque is generated in motor generators MG1 and MG2. The inverters 20 and 30 are coordinated to convert the AC voltage VAC into a DC charging voltage.

FIG. 3 is a simplified diagram of the circuit diagram of FIG.
In FIG. 3, the U-phase arm of inverters 20 and 30 in FIG. 2 is shown as a representative. A U-phase coil is shown as a representative of the three-phase coils of the motor generator.

  If the U phase is described as a representative, the same phase current flows through each phase coil, so the other two phase circuits also operate in the same manner as the U phase. As can be seen from FIG. 3, the set of U-phase coil U <b> 1 and U-phase arm 22 and the set of U-phase coil U <b> 2 and U-phase arm 32 have the same configuration as that of boost converter 10. Therefore, it is possible not only to convert an AC voltage of 100 V, for example, into a DC voltage, but also to further increase the voltage to a battery charging voltage of, for example, about 200 V.

FIG. 4 is a diagram illustrating a control state of the transistor during charging.
3 and 4, first, when voltage VAC> 0, that is, when voltage VM1 on line ACL1 is higher than voltage VM2 on line ACL2, transistor Q1 of the boost converter is turned on and transistor Q2 is turned off. It is said. Thus, boost converter 10 can flow a charging current from power supply line PL2 toward power supply line PL1.

  In the first inverter, the transistor Q12 is switched at a cycle and a duty ratio corresponding to the voltage VAC, and the transistor Q11 is controlled to be in an OFF state or a switching state in which the transistor Q11 is turned on in synchronization with the conduction of the diode D11. At this time, in the second inverter, the transistor Q21 is turned off and the transistor Q22 is controlled to be turned on.

  If voltage VAC> 0, in the ON state of transistor Q12, a current flows through the path of coil U1, transistor Q12, diode D22, and coil U2. At this time, the energy accumulated in the coils U1 and U2 is released when the transistor Q12 is turned off, and a current flows to the power supply line PL2 via the diode D11. In order to reduce the loss due to the diode D11, the transistor Q11 may be turned on in synchronization with the conduction period of the diode D11. Based on the values of voltage VAC and voltage VH, the boost ratio is obtained, and the switching cycle and duty ratio of transistor Q12 are determined.

  Next, when voltage VAC <0, that is, voltage VM1 on line ACL1 is lower than voltage VM2 on line ACL2, transistor Q1 of the boost converter is turned on and transistor Q2 is turned off. Thus, boost converter 10 can flow a charging current from power supply line PL2 toward power supply line PL1.

  In the second inverter, the transistor Q22 is switched at a cycle and a duty ratio corresponding to the voltage VAC, and the transistor Q21 is controlled to be in an OFF state or a switching state in which the transistor Q21 is turned on in synchronization with the conduction of the diode D21. At this time, in the first inverter, the transistor Q11 is turned off and the transistor Q12 is controlled to be turned on.

  If voltage VAC <0, in the ON state of transistor Q22, current flows through the path of coil U2, transistor Q22, diode D12, and coil U1. At this time, the energy stored in the coils U1 and U2 is released when the transistor Q22 is turned off, and a current flows to the power supply line PL2 via the diode D21. In order to reduce the loss due to the diode D21, the transistor Q21 may be turned on in synchronization with the conduction period of the diode D21. At this time, the step-up ratio is obtained based on the values of the voltage VAC and the voltage VH, and the switching cycle and the duty ratio of the transistor Q22 are determined.

  FIG. 5 is a flowchart showing a control structure of a program relating to the determination of the start of charging performed by control device 60 of FIG. The processing of this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIGS. 2 and 5, first in step S <b> 1, control device 60 determines whether or not signal IG is in an OFF state. If the signal IG is not in the OFF state in step S1, it is inappropriate to connect the charging cable to the vehicle to perform charging, so the process proceeds to step S6, and the control is transferred to the main routine.

  If the signal IG is in the OFF state in step S1, it is determined that charging is appropriate and the process proceeds to step S2. In step S2, the voltage VAC is measured by the voltage sensor 74. If no AC voltage is observed, it is considered that the charging cable is not connected to the socket of connector 50, so the process proceeds to step S6 without performing the charging process, and the control is moved to the main routine.

  On the other hand, if an AC voltage is observed as voltage VAC in step S2, the process proceeds to step S3. In step S3, it is determined whether or not the state of charge SOC (B1) of the battery B1 is smaller than a threshold value Sth (F1) indicating a fully charged state.

  If SOC (B1) <Sth (F1) is satisfied, the process proceeds to step S4 because it is in a chargeable state. In step S4, relays RY1 and RY2 are controlled from a non-conducting state to a conducting state, and control device 60 performs coordinated control of the two inverters to charge battery B1.

  When SOC (B1) <Sth (F1) is not established in step S3, battery B1 is in a fully charged state, so there is no need to charge, and the process proceeds to step S5. In step S5, a charge stop process is performed. Specifically, inverters 20 and 30 are stopped, relays RY1 and RY2 are opened, and input of AC power to vehicle 100 is blocked. Then, the process proceeds to step S6, and the control is returned to the main routine.

[Description of cooling system]
FIG. 6 is a block diagram showing a cooling system of the hybrid vehicle drive device of the present embodiment.

  Referring to FIG. 6, radiator 140 for cooling engine 4, motor generators MG1, MG2 and inverters 20, 30 is internally divided into radiator 106 for cooling the engine system and radiator 128 for cooling the hybrid system. ing.

  Cooling water is sent to the cylinder block 112 and the cylinder head 102 by the water pump 110. The water pump 110 is a mechanical pump that rotates by the rotation of the crankshaft of the engine. Therefore, when the engine is in motion, the cooling water flows as described above and the engine is kept at an appropriate temperature.

  When engine warm-up is still insufficient, the thermostat valve 108 selects the bypass flow path 114 rather than the passage from the radiator 106, so that the cooling water sent from the water pump 110 causes the cylinder block 112 and the cylinder head 102 to flow. Via, it returns from the bypass flow path 114 to the water pump 110.

  In extreme cold, hot water from the cylinder head 102 is passed through a water passage provided in the throttle body 116. Further, the cooling water warmed after passing through the cylinder head 102 is also guided to the heater 118. Thereby, the heat from the engine 4 is also used for heating the passenger compartment.

  On the other hand, when the engine is sufficiently warmed up, the thermostat valve 108 switches the inlet from the bypass flow path 114 to the flow path side from the radiator 106. As a result, the cooling water delivered from the water pump 110 flows in the order of the cylinder block 112, the cylinder head 102, the flow path 104, and the radiator 106, and is returned to the water pump 110 via the thermostat valve 108.

  As described above, the cooling water passage is provided in the cylinder block 112, and the cooling water flows around the four cylinders from the intake side to the exhaust side as indicated by arrows in FIG. In this way, the cylinder block 112 of the engine is maintained at an appropriate temperature by circulating the cooling water.

  On the other hand, for the hybrid system, the electric water pump 124 is driven by the control device as necessary. The cooling water delivered from the electric water pump 124 is guided to the flow path 126 through the motor generators MG1 and MG2, and is radiated by the radiator 128. Then, the cooling water that has passed through the radiator 128 is guided to the flow path 130 to cool the inverters 20 and 30. Then, after further passing through the reservoir tank 122, the cooling water returns to the electric water pump 124.

[Engine warm-up start control]
FIG. 7 is a flowchart for illustrating engine warm-up operation start control executed by control device 60.

  Referring to FIG. 1 and FIG. 7, when the process is first started, control device 60 determines a highway in step S <b> 1. This highway determination may be performed by the engine ECU 61 of FIG.

  Specifically, for example, the car navigation device may detect that the vehicle has passed through the toll gate portion of the highway and notify the control device 60 that the highway is about to enter. Further, the control device 60 detects that the ETC & car navigation device 58 is about to enter the highway and determines the highway. For example, it may be determined that the ETC device will enter the expressway in response to the ETC device communicating with the toll collection device at the toll gate on the expressway. Predicting highway entry by transmission and reception with an ETC gate is even more reliable than car navigation.

  While it is determined in step S1 that the vehicle does not travel on the highway, the process proceeds to step S4 and the control is returned to the main routine. On the other hand, if it is determined in step S1 that the vehicle will enter the expressway, the process proceeds to step S2.

  In step S2, it is determined whether or not the engine water temperature detected by the temperature sensor 15 is lower than a predetermined determination value. If engine water temperature <determination value is not satisfied, that is, if the engine is already warmed up, the process proceeds to step S4, and the control is moved to the main routine.

  On the other hand, if the engine water temperature is smaller than the determination value, the process proceeds to step S3 and an engine control signal is sent from the engine ECU 61 to the engine 4 and the engine 4 is cranked from the HVECU 62 to the inverters 20 and 30. An instruction to control motor generators MG1, MG2 is issued.

  If there is enough time to enter the expressway, the time required to increase the water temperature by warm-up from the observed engine water temperature to the engine water temperature at which warm-up is completed That is, the timing for starting engine warm-up may be set in consideration of the time required for preparation for engine operation. Further, the timing for starting the engine warm-up may be set based on the temperature of the three-way catalyst 12 instead of or in addition to the engine water temperature.

  FIG. 8 is a waveform diagram for explaining the operation when the process of the flowchart of FIG. 7 is executed.

  Referring to FIG. 8, it is first assumed that the highway approach determination in step S1 of FIG. 7 is made at time t1. Then, the engine is started and the operation is started at a constant load as shown in the waveform A2. Along with this, the engine water temperature gradually rises as shown by waveform A1, and reaches a water temperature condition, for example, 40 ° C. at time t2. Until this water temperature condition is satisfied, the engine operation with a constant load is performed as shown in the waveform A2. When the engine water temperature becomes equal to or higher than the water temperature condition at time t2, the engine is operated with the engine load according to the driver's request after time t2.

  The catalyst activation temperature is generally said to be about the catalyst bed temperature of about 350 ° C. For example, the catalyst warm-up takes approximately 20 seconds after the engine is started until the catalyst warm-up is completed under the condition of the outside air temperature of 25 ° C. Complete. Further, the completion of warming up until the engine water temperature reaches 40 ° C., for example, is considered to be about 60 seconds from the start of the engine. Therefore, if the distance from the toll gate to the main line merge is about 500 to 600 m, it is considered sufficient when traveling to the merge point at a speed of 40 km / h.

  On the other hand, even if the high speed determination is made, if it is determined in step S2 of FIG. 7 that the engine water temperature has already increased as shown by waveform B1, the driver is actually driven until time t2, as shown by waveform B2. The engine is not started until the request reaches a state where the engine needs to be driven. In this case, the engine is started as indicated by waveform B2 at time t2.

  Note that the warming up of the catalyst may be controlled to be preheated with electric power by providing a heater or the like in the vicinity of the catalyst without rotating the engine.

  FIG. 9 is a diagram for explaining another control of the engine warm-up start that is executed by the control device 60.

  Referring to FIG. 9, for example, when the vehicle is involved in a traffic jam while traveling on a highway, the processing of this flowchart is executed. First, in step S11, a predicted traffic jam passage time is calculated using car navigation, and it is determined whether or not this is smaller than a predetermined determination value.

  If the estimated traffic passage time is not smaller than the determination value in step S11, it is considered that low-speed driving still continues and it is not necessary to perform HV driving. In this case, the process proceeds to step S14, and the control is moved to the main routine.

  On the other hand, if it is determined in step S11 that the estimated traffic congestion passing time is smaller than the determination value, the process proceeds to step S12. In step S12, it is determined whether the engine water temperature is lower than a determination value, and it is determined whether the engine needs to be warmed up.

  If the engine water temperature is equal to or higher than the determination value, the engine has been warmed up, and there is no need to start the engine and start warming up. Therefore, the process proceeds to step S14, and the control is moved to the main routine. On the other hand, if the engine water temperature is lower than the determination value in step S12, the process proceeds to step S13. In step S13, control device 60 transmits engine control information to engine 4 and instructs inverters 20 and 30 to crank the engine. When the process of step S13 ends, control is transferred to the main routine in step S14.

  For example, if there is enough time to eliminate congestion on an expressway, the water temperature is increased by warming up from the observed engine water temperature to the engine water temperature at which the warm-up is completed. The timing for starting engine warm-up may be set in consideration of the time required for the engine, that is, the time required for preparation for engine operation. Further, the timing for starting the engine warm-up may be set based on the temperature of the three-way catalyst 12 instead of or in addition to the engine water temperature.

  FIG. 10 is a waveform diagram for explaining the operation when the process of the flowchart of FIG. 9 is executed.

  In FIG. 10, it is assumed that the vehicle is in a state where it is determined that the vehicle is congested in response to the fact that it has been involved in the traffic while driving on the expressway and the speed has decreased. Then, the traffic jam estimated time is determined from the current vehicle position with reference to traffic information such as VICS obtained from the car navigation device. For example, the estimated traffic passage time is calculated based on the required time when traveling at the current speed from the current position to the congestion end point.

  In addition, the time required for warming up after the engine is started is calculated in advance by, for example, calculating the temperature increase range from the current engine water temperature so that the water temperature condition satisfies 40 ° C. ).

  And the magnitude comparison of the traffic jam estimated time and judgment value of step S11 of FIG. 9 is performed. Until time t1 in FIG. 10, the estimated traffic congestion passing time is greater than or equal to the determination value, but at time t1 the expected traffic congestion passing time is less than the determination value.

  At time t1, the engine water temperature is further compared with a determination value (for example, 40 ° C.) in step S12 of FIG. When the water temperature is lower than the determination value of the water temperature condition as shown in the waveform C1, the process proceeds from step S12 to step S13, and the control device 60 starts the engine at time t1.

  Then, as shown in the waveform C1, the engine water temperature starts to rise gradually, and the engine load is operated at a constant load as shown in the waveform C2 until the engine water temperature reaches a water temperature condition, for example, 40 ° C. Even if the congestion is resolved at time t2, the constant load operation is continued until the water temperature satisfies the water temperature condition as shown in the waveform C1. When the engine water temperature satisfies the water temperature condition at time t3, operation is performed with the engine load according to the driver's request after time t3.

  On the other hand, when the engine water temperature is higher than a predetermined water temperature condition when a traffic jam occurs, control is performed as indicated by waveforms D1 and D2.

  In other words, the EV traveling is continued and the engine is not started until the scheduled time for traffic jam resolution at time t2. Then, the engine is started for the first time at the time t2 when the scheduled time for traffic jam elimination is reached, and thereafter the engine is operated with the engine load according to the driver's request. The engine water temperature starts to rise with this operation.

  As described above, in the present embodiment, when the hybrid vehicle is predicted to shift to the hybrid mode by the car navigation system, the ETC device, or the like during EV traveling, the engine is warmed up in advance to thereby reduce the emission. Can be prevented.

  The present invention is not limited to a vehicle that can be charged from the outside. However, in a hybrid vehicle, when the EV travelable distance is dramatically increased, specifically, a large-capacity battery is mounted. This is especially effective when charging is possible from the outside.

  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.

1 is a block diagram showing a configuration of a vehicle 100 according to an embodiment of the present invention. FIG. 2 is a circuit diagram showing in detail the periphery of an inverter and a boost converter in hybrid vehicle 100 shown in FIG. 1. It is the figure which simplified and showed the circuit diagram of FIG. 2 in the part regarding charge. It is the figure which showed the control state of the transistor at the time of charge. FIG. 3 is a flowchart showing a control structure of a program related to determination of charging start performed by control device 60 of FIG. It is a block diagram which shows the cooling system of the drive device of the hybrid vehicle of this Embodiment. 4 is a flowchart for illustrating engine warm-up start control executed by control device 60. FIG. 8 is a waveform diagram for explaining an operation when the process of the flowchart of FIG. 7 is executed. It is a figure for demonstrating other control of the engine warm-up start performed with the control apparatus 60. FIG. It is a wave form diagram for demonstrating operation | movement when the process of the flowchart of FIG. 9 is performed.

Explanation of symbols

  2 wheels, 3 power distribution mechanism, 4 engine, 5 air cleaner, 6 air flow meter, 7 electronic throttle, 8 intake passage, 9 exhaust passage, 10 boost converter, 11 air-fuel ratio sensor, 12 three-way catalyst, 13 damper, 15 temperature Sensor, 20, 30 Inverter, 22, 32 U-phase arm, 24, 34 V-phase arm, 26, 36 W-phase arm, 40 Relay circuit, 50 connector, 52 Drive switch, 55 External power supply, 57 Memory, 58 Car navigation system , 60 control device, 70, 72 to 74 voltage sensor, 80, 82, 84 current sensor, 100 hybrid vehicle, 102 cylinder head, 104, 126, 130 flow path, 106, 128, 140 radiator, 108 thermostat valve, 110 water Pump, 112 Linda block, 114 bypass passage, 116 throttle body, 118 heater, 122 reservoir tank, 124 electric water pump, ACL1, ACL2 line, B1 battery, BU battery unit, C1, C2 capacitor, D1, D2, D11 to D16, D21 ~ D26 Diode, 61 Engine ECU, L reactor, MG1, MG2 Motor generator, PL1, PL2 Power line, Q1, Q2, Q11-Q16, Q21-Q26 Transistor, RY1, RY2 relay, SL ground line, U1, U2 U phase Coil, UL1, UL2 U phase line, V1, V2 V phase coil, VL1, VL2 V phase line, W1, W2 W phase coil, WL1, WL2 W phase line.

Claims (9)

A rotating electric machine that drives the wheels;
An internal combustion engine used in combination with the rotating electrical machine to drive the wheels;
A control device that performs control to switch between an EV mode in which the vehicle is driven while the internal combustion engine is stopped and an HV mode in which the vehicle is driven while the internal combustion engine is operated;
The control device predicts a switching timing for switching from the EV mode to the HV mode, and commands a preparation for operating the internal combustion engine before the predicted switching timing. It further comprises an information device that communicates with the outside of the vehicle and obtains information related to vehicle travel,
The hybrid vehicle according to claim 1, wherein the control device predicts the switching timing based on the information obtained by the information device.   The information device communicates with a toll collection device installed at an entrance / exit of an expressway, and gives the information to the control device that the point where the hybrid vehicle enters from the outside of the expressway to the expressway is near. The hybrid vehicle described in 1. The information device is a car navigation device that guides a travel route of the hybrid vehicle from road map information,
The control device is configured to switch the EV mode to the HV mode from an expected time to reach the portion when there is a portion that needs to travel in the HV mode on the travel route instructed by the car navigation device. The hybrid vehicle according to claim 2, wherein The information device is a car navigation device that guides a travel route of the hybrid vehicle from road map information and receives traffic information,
The control device includes a portion that requires traveling in the HV mode on the travel route instructed by the car navigation device, and the car navigation device determines that the current position is a traffic jam point. The hybrid vehicle according to claim 2, wherein the timing for switching from the EV mode to the HV mode is predicted from an expected time when the vehicle exits a traffic jam section.   The hybrid vehicle according to claim 1, wherein the control device causes the internal combustion engine to perform a warm-up operation as the preparation. A catalyst device for purifying exhaust from the internal combustion engine;
The hybrid vehicle according to claim 1, wherein the control device causes the catalyst device to be preheated as the preparation. A drive unit for driving the rotating electrical machine;
A first cooling system for cooling the drive unit;
The hybrid vehicle according to claim 1, further comprising: a second cooling system that cools the internal combustion engine and is operated independently of the first cooling system.   The hybrid vehicle according to any one of claims 1 to 8, further comprising a power storage device that supplies electric power to the rotating electrical machine and that can be externally charged by a driver.

Images