JP2008183975A - Control apparatus of vehicle equipped with dual-fuel engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve early temperature rising of a battery while suppressing deterioration of fuel consumption as much as possible at the time of cold starting of a vehicle in a hybrid vehicle provided with a dual fuel engine capable of switching hydrogen as fuel to be used and gasoline whose engine torque at the time of usage is large compared with the hydrogen. <P>SOLUTION: A battery temperature sensor is provided, then a drive control of the engine is performed so that charge or discharge of a battery is executed by a battery controller when temperature detected by the battery temperature sensor is not higher than a predetermined setting temperature (YES in the step SB13), and the fuel used for the engine is made to be the gasoline when the charge of the battery is performed (NO in the step SB15), while the fuel to be used for the engine is made to be the hydrogen when the discharge of the battery is performed (YES in the step SB15). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention belongs to a technical field related to a control device for a vehicle including a dual fuel engine.

  2. Description of the Related Art Conventionally, in a hybrid vehicle including an engine and at least a motor that is driven by being supplied with electric power from a battery, a technique for quickly raising the battery temperature at the time of cold start is known. For example, in the hybrid vehicle shown in Patent Document 1, both the engine and the motor are used as power sources, and the power distribution is changed as necessary to drive the battery detected by the battery temperature sensor. When the temperature is lower than the predetermined temperature, the engine power is reduced by a predetermined amount, and the battery is discharged so that the motor power is increased by the decrease, and the discharged power is supplied to the motor. When the temperature is higher than the temperature, the power of the engine is increased by a predetermined amount, and the generator is driven using the increased power and the generated power is supplied to the battery to promote (execute) charging of the battery. Thereby, the temperature of the battery is increased.

On the other hand, in order to improve the exhaust emission of an automobile, a dual fuel engine is known that can be used by switching two fuels having different engine torques when used under the same engine operating conditions. For example, in Patent Document 2, it is possible to switch between CNG (first fuel) and gasoline fuel (second fuel) having a larger engine torque under the same engine operating conditions than CNG.
JP 2003-293807 A JP 2001-268714 A

  However, in the hybrid vehicle shown in Patent Document 1 described above, the power (output) of the engine is increased or decreased in order to promote the charging / discharging of the battery, so the engine is forced to operate in a region where energy efficiency is poor. As a result, there is a problem that the fuel consumption of the vehicle deteriorates.

  Moreover, in the hybrid vehicle shown in the above-mentioned patent document 1, it is conceivable to mount the dual fuel engine shown in the above-mentioned patent document 2 in order to improve the exhaust emission. If an attempt is made to accelerate the charging / discharging of the battery by increasing or decreasing the engine power, there is a problem that the fuel consumption of the vehicle deteriorates, and there is room for improvement.

  The present invention has been made in view of the above points, and an object of the present invention is to devise a configuration and a control method for a hybrid vehicle equipped with a dual fuel engine so as to cool the vehicle. The purpose is to increase the temperature of the battery early while suppressing deterioration of fuel consumption as much as possible at the time of start-up.

  In order to achieve the above object, in the present invention, battery temperature detection means for detecting the temperature of a battery, and battery temperature drop detected by the battery temperature detection means is lower than a predetermined threshold temperature. Battery charge / discharge control means for controlling the charge / discharge of the battery so that the power for driving the driving wheels of the vehicle is constant, and charging / discharging of the battery by the battery charge / discharge control means when the battery temperature decreases. Engine operation control means for controlling the operation of the engine so as to be executed, and when the battery charge / discharge control means is caused to discharge the battery, the first fuel is used as fuel and the battery is charged. When the engine is operated, the second fuel having a larger engine torque than that of the first fuel is used as the fuel. And to perform operation control of the engine by the control means.

  Specifically, in the first aspect of the invention, the first fuel and the second fuel having a larger engine torque when used under the same engine operating conditions than the first fuel can be used as the fuel used. The present invention is directed to a vehicle control apparatus equipped with a dual fuel engine.

  And a generator that can be driven by the engine, a battery that is charged with at least power generated from the generator, and is connected to a drive wheel of the vehicle, and receives power from at least one of the generator and the battery. , A motor for driving the driving wheel, battery temperature detection means for detecting the temperature of the battery, and a battery whose temperature detected by the battery temperature detection means is lower than a predetermined threshold temperature When the generated power of the generator is lower than the required power required for the motor in order to obtain the required power required for driving the drive wheels at the time of temperature drop, the power corresponding to the lower power Is discharged from the battery and supplied to the motor, while when the generated power of the generator exceeds the required power, Battery charging / discharging control means for charging the battery by supplying the electric power exceeding the amount from the generator to the battery, and charging or discharging of the battery by the battery charging / discharging control means when the battery temperature drops Engine operation control means for controlling the operation of the engine so as to execute the engine, and the engine operation control means uses the second fuel when charging the battery by the battery charge / discharge control means. On the other hand, when discharging the battery by the battery charge / discharge control means, the engine is controlled to operate using the first fuel as a used fuel.

  With the above configuration, in the series-type hybrid vehicle in which the engine is exclusively used for power generation and travels using only the motor as the driving source, the temperature of the battery detected by the battery temperature detecting means is lower than a predetermined threshold temperature. In such a case (when the battery temperature is low), engine operation control is performed by the engine operation control means so that the battery charge / discharge control means is charged or discharged.

  Specifically, when the engine operation control means causes the battery charge / discharge control means to charge the battery when the battery temperature is lowered (hereinafter referred to as battery charge time), the engine operation control means The engine operation control is performed using the second fuel as the fuel to be used so that the generated power of the machine exceeds the required power of the motor. As a result, the amount of power exceeding the battery charge / discharge control means is supplied from the generator. The battery is supplied to charge the battery.

  Further, when the engine operation control means causes the battery charge / discharge control means to discharge the battery (hereinafter referred to as “battery discharge”), the engine operation control means causes the generated power of the generator to reduce the required power of the motor. As a result, the operation control of the engine is executed using the first fuel as the fuel to be lower, and as a result, the battery charge / discharge control means discharges the lower power from the battery and supplies the discharged power to the motor. As a result, the battery is discharged.

  Accordingly, when the temperature detected by the battery temperature detecting means is lower than a predetermined threshold temperature at the time of cold start, etc., the battery is charged and discharged and the battery is operated frequently so that the battery is It is possible to raise the temperature quickly.

  In addition, as described above, the fuel used by the engine at the time of battery charging is the second fuel, and the fuel used by the engine at the time of battery discharge is the first fuel. Compared to the case where the battery is charged or discharged by the battery charge / discharge control means by increasing / decreasing the power generated by the generator while the used fuel is fixed to one of the first fuel and the second fuel. The fuel consumption of the vehicle can be improved.

  That is, when the power generated in the generator is compared between the case where the first fuel is used fuel and the case where the second fuel is used fuel, the combined efficiency of the engine and the generator becomes the highest efficiency in each case. When the engine is operated as described above, the generated power is usually lower in the case where the first fuel is used fuel because the engine torque is lower. In other words, when the power generated by the generator is relatively low, the combination efficiency is higher when engine operation control is performed using the first fuel as compared to when the second fuel is used. Can be improved. For this reason, in the present invention, when the battery is discharged, which requires that the power generated by the generator be relatively low, the engine operation control means uses the engine fuel as the first fuel, while the power generated by the generator. When charging the battery, it is necessary to make the battery relatively high, so that the operating fuel is controlled by using the engine fuel as the second fuel, so that the fuel used is fixed to one of the first fuel and the second fuel. Compared with the case where charging / discharging of a battery is performed in the state which carried out, the fall of the said combination efficiency can be suppressed.

  Therefore, when the battery temperature is low, such as at the time of cold start, the battery charge / discharge control means executes charge / discharge of the battery while suppressing deterioration of the combined efficiency and preventing deterioration of the fuel consumption of the vehicle. Early temperature increase can be achieved. Therefore, the temperature of the battery can be raised to its operating temperature range (more than the lower limit temperature of the operating temperature range) at an early stage to increase the charge / discharge efficiency of the battery, thereby further improving fuel efficiency. It becomes possible.

  The combined efficiency of the engine and the generator is a value calculated by the product of the thermal efficiency of the engine and the power generation efficiency of the generator.

  In the invention of claim 2, a dual fuel engine that can be used by switching between the first fuel and the second fuel having a larger engine torque when used under the same engine operating condition than the first fuel is used. It is intended for a vehicle control device provided.

  A generator that can be driven by the engine, a battery that is charged with at least power generated from the generator, and connected to the driving wheels of the vehicle, together with the engine that is supplied with power from the battery. A motor capable of transmitting power to the drive wheel; battery temperature detecting means for detecting the temperature of the battery; and battery temperature at which the battery temperature detected by the battery temperature detecting means is lower than a predetermined threshold temperature. When the power of the engine is lower than the required power required for driving the drive wheels at the time of reduction, the battery is discharged so that the power of the lower power can be covered by the power of the motor. While the discharge power is supplied to the motor, when the power of the engine exceeds the required power, the power is exceeded. Battery charge / discharge control means for charging the battery by driving the generator with the power of the minute and supplying the generated power of the generator to the battery, and the battery charge / discharge control when the battery temperature drops Engine operation control means for controlling the operation of the engine so that the battery is charged or discharged by the means, and the engine operation control means is configured to execute the charging of the battery by the battery charge / discharge control means. The second fuel is used as fuel for use, and when the battery is discharged by the battery charge / discharge control means, operation control of the engine is performed using the first fuel as fuel for use. It shall be.

  With the above configuration, in a so-called parallel type hybrid vehicle that can travel using both the engine and the motor as drive sources, if the temperature detected by the battery temperature detecting means is lower than a predetermined threshold temperature (battery temperature drop) In some cases, engine operation control is performed by the engine operation control means so that the battery charge / discharge control means is charged or discharged.

  Specifically, when the engine operation control unit causes the battery charge / discharge control unit to charge the battery when the battery temperature decreases, the engine operation control unit causes the engine power to drive the drive wheels. The engine operation control is executed using the second fuel as a fuel to exceed the required power required for the vehicle (hereinafter referred to as the required power of the vehicle). As a result, the battery charge / discharge control means exceeds the engine power. The motive power of the minute is distributed to the generator, and the generated power of the generator is supplied to the battery, whereby the battery is charged.

  In addition, when the engine operation control means causes the battery charge / discharge control means to discharge the battery, the engine operation control means uses the first fuel so that the engine power falls below the required power of the vehicle. As a result, the battery charge / discharge control means performs discharge from the battery to the motor so that the lower power can be supplied by the motor power.

  Therefore, similarly to the first aspect of the invention, when the battery temperature is low, such as at the time of cold start, the reduction of the thermal efficiency of the engine (the combined efficiency of the engine and the generator in the first aspect of the invention) is suppressed. Thus, it is possible to quickly raise the battery temperature while preventing deterioration of the fuel consumption of the vehicle.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the battery storage amount detection means for detecting the storage amount of the battery is provided, and the engine operation control means is configured to detect the battery when the battery temperature decreases. When the storage amount detected by the storage amount detection means is less than or equal to the first predetermined storage amount, the battery charge / discharge control means executes charging of the battery, while the storage amount detected by the battery storage amount detection means The engine is configured to control the operation of the battery so as to cause the battery charge / discharge control means to discharge the battery when the second predetermined power storage amount is higher than the first predetermined power storage amount. To do.

  As a result, when the battery storage temperature is lowered and the storage amount detected by the battery storage amount detection means is less than or equal to the first predetermined storage amount, the battery charge / discharge control means is charged. In addition, when the charged amount detected by the battery charged amount detecting means is greater than or equal to the second predetermined charged amount, the engine operation control means causes the engine to be discharged so that the battery charge / discharge control means is discharged. Operation control is executed.

  Accordingly, after the battery charge / discharge control means is charged and reaches the first predetermined charge amount when the charge amount of the battery is equal to or less than the first predetermined charge amount, the charge amount of the battery is the first predetermined charge amount. When attempting to fall below the charged amount, the battery is charged, while trying to exceed the second specified charged amount causes the battery to be discharged. As a result, the charged amount of the battery is greater than or equal to the first predetermined charged amount. (2) It is kept below a predetermined charged amount.

  Similarly, after the battery charge / discharge control means has performed the discharge and reached the second predetermined charge amount when the charge amount of the battery is equal to or greater than the second predetermined charge amount, the charge amount of the battery is the first charge amount. It is kept above the second predetermined power storage amount above the predetermined power storage amount.

  For this reason, when the battery temperature is lowered, it is possible to prevent the amount of electricity stored in the battery from decreasing until it becomes impossible to discharge or increasing until it becomes impossible to charge. It is possible to reliably charge or discharge the battery and to quickly raise the temperature of the battery.

  In the invention of claim 4, in the invention of claim 3, an exhaust gas purification catalyst is provided in the exhaust passage of the engine, and a catalyst temperature detecting means for detecting the temperature of the catalyst; When the temperature of the catalyst detected by the catalyst temperature detecting means is lower than a predetermined set temperature, the first predetermined charged amount and the second predetermined charged amount are reduced compared to when the catalyst temperature is equal to or higher than the set temperature. It is assumed that a predetermined power storage amount correcting means is provided.

  Thus, when the temperature of the catalyst detected by the catalyst temperature detecting means is lower than a predetermined set temperature, the predetermined power storage amount correcting means causes the first predetermined charge to be higher than when the catalyst temperature is equal to or higher than the set temperature. The power storage amount and the second predetermined power storage amount can be reduced.

  Therefore, for example, when the set temperature is set to the activation temperature of the catalyst, when the catalyst temperature is lower than the activation temperature, the first predetermined charged amount and the second predetermined charge are compared to when the catalyst temperature is higher than the activation temperature. The amount of electricity stored decreases.

  Therefore, when the catalyst temperature is lower than the activation temperature, the first predetermined power storage amount is decreased, whereby the battery charge / discharge control means performs charging of the battery (the power storage amount is the first predetermined power storage amount). The following area) is narrower than when the catalyst temperature is equal to or higher than the activation temperature, while the battery charge / discharge control means executes the battery discharge by the battery charge / discharge control means when the second predetermined charge amount is reduced (charge amount) Is larger than the second predetermined charged amount). In other words, when the catalyst temperature is lower than the activation temperature, the region in which the engine operation control is performed using the second fuel as a use fuel decreases, while the region in which the engine operation control is performed using the first fuel as a use fuel. Will increase.

  For this reason, by adopting a fuel with less exhaust emission than the second fuel as the first fuel, it is possible to quickly raise the battery temperature while suppressing the generation of exhaust emission when the catalyst temperature is lower than the activation temperature. Is possible.

  According to the invention of claim 5, in the invention of any one of claims 1 to 4, the first fuel is hydrogen, and the second fuel is gasoline.

  According to this, by using gasoline as the second fuel, the engine torque during use under the same engine operating conditions can be increased as compared with the case where hydrogen is used as the first fuel. Further, by using hydrogen as the first fuel, it is possible to suppress the generation of exhaust emissions under the same engine operating conditions as compared with the case where gasoline is used as the second fuel.

  As described above, according to the control apparatus for a vehicle equipped with the dual fuel engine of the present invention, the engine is used exclusively for power generation and travels using only the motor as a drive source. When the battery temperature is low, it is possible to raise the battery temperature quickly while suppressing deterioration of the fuel consumption of the vehicle as much as possible, thereby improving the operating efficiency of the battery and further improving the fuel consumption of the vehicle.

  Further, according to the control apparatus for a vehicle including another dual fuel engine of the present invention, the same operation and effect can be obtained in a parallel hybrid vehicle that can travel using both the engine and the motor as drive sources.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 is a schematic configuration diagram of a vehicle 1 including a dual fuel engine (hereinafter referred to as an engine) 11 on which a control device according to an embodiment of the present invention is mounted. The vehicle 1 includes an engine 11 and a motor 17 as power sources. The engine 11 is used only for power generation, and all the power for moving the vehicle 1 depends on an AC motor 17 (hereinafter referred to as a motor 17). It is a series hybrid vehicle. In addition to the engine 11 and the motor 17, the vehicle 1 includes a high voltage battery 12 (hereinafter referred to as a battery 12), a generator 13 as a generator (alternator) driven by the engine 11, and a generator 13. An AC-DC converter 20a that converts AC power generated at the DC to DC power, and a DC-AC converter 20b that converts AC power supplied from at least one of the AC-DC converter 20a and the battery 12 to DC power. I have. The AC-DC converter 20a and the DC-AC converter 20b are connected in series with each other in a state where the AC-DC converter 20a is connected to the generator 13 and the DC-AC converter 20b is connected to the motor 17, A power path 40 for supplying power from the battery 12 is connected to a connection line between the AC-DC converter 20a and the DC-AC converter 20b.

  Further, the battery 12 is provided with a battery temperature sensor 35 as battery temperature detection means for detecting the temperature of the battery 12.

    The engine 11 is configured to be able to switch between hydrogen (corresponding to the first fuel) and gasoline (corresponding to the second fuel), which has a larger engine torque when used under the same operating conditions than hydrogen, as the fuel used. Has been.

  That is, as shown in FIG. 3, the engine torque under the same engine operating conditions, that is, at the same engine speed and throttle opening, is greater when gasoline is used as fuel than when hydrogen is used. . For this reason, when driving the motor 17 with electric power from the generator 13 driven by the engine 11, such as during high torque operation and medium torque operation, which will be described later, hydrogen is used as fuel by using gasoline as fuel. As compared with the case, the rotor (not shown) of the generator 13 can be rotated at high speed with high torque, and as a result, more electric power can be supplied to the motor 17. Accordingly, the output torque of the motor 17 is also larger when gasoline is used as fuel, compared to when hydrogen is used as fuel, at the same engine speed and throttle opening. This can also be read from an operation map (see FIG. 8) of the engine 11 described later.

  As shown in FIG. 2, the engine 11 includes a rotor housing chamber (hereinafter referred to as a cylinder) 23 surrounded by a bowl-shaped rotor housing having a trochoid inner peripheral surface and a side housing. It is configured to be accommodated, and three working chambers are defined on the outer peripheral side of the rotor 24. Although not shown, the engine 11 is integrated with two rotor housings sandwiched between three side housings, and the rotors 24 and 24 are accommodated in two cylinders 23 and 23 formed therebetween, respectively. FIG. 2 shows the two rotors 23 and 23 in an expanded state.

  Each of the rotors 24 rotates while rotating around the eccentric shaft 25 in a state where seal portions respectively disposed at three tops of the outer periphery of the rotor 24 are in contact with the inner surface of the trochoid of the rotor housing. Revolves around 25 axes. Then, while the rotor 24 makes one rotation, the working chambers formed between the tops of the rotor 24 move in the circumferential direction, and the intake, compression, expansion (combustion), and exhaust strokes are performed. Is generated from the eccentric shaft 25 via the rotor 24.

  Each cylinder 23 of the engine 11 is provided with two spark plugs 14, 14. The two spark plugs 14, 14 are respectively disposed near the minor axis of the rotor housing, The cylinders 23 are each provided with two hydrogen injection injectors 4 for directly injecting hydrogen supplied from the hydrogen fuel tank 16 (see FIG. 1) into the cylinder (one in each cylinder 23 in FIG. 2). 2), the two injectors 4 provided in each cylinder 23 are arranged in the axial direction of the eccentric shaft 25 in the vicinity of the long axis of the rotor housing.

  In addition, the intake passage 2 communicates with each cylinder 23 so as to communicate with the working chamber in the intake stroke, and the exhaust passage 29 communicates with the working chamber in the exhaust stroke. The intake passage 2 is one on the upstream side, but is divided into two on the downstream side and communicates with the working chambers of the cylinders 23. Further, an exhaust purification device 30 using a three-way catalyst (catalyst) is disposed in the middle of the exhaust passage 29 in order to purify harmful components such as HC, CO, NOx in the exhaust gas. That is, an exhaust gas purification catalyst is provided in the exhaust passage 29 of the engine 11.

  Further, the exhaust purification device 30 is provided with a catalyst temperature sensor 36 as a catalyst temperature detecting means for detecting the temperature of the catalyst.

  A throttle valve 22 that is driven by an actuator 21 such as a stepping motor and adjusts the cross-sectional area (valve opening) of the passage 2 is disposed upstream of the branch portion of the intake passage 2. Downstream of the section, gasoline injectors 5 and 5 for injecting gasoline supplied from the gasoline fuel tank 15 (see FIG. 1) into the intake passage 2 (branched portion) are arranged. Yes.

  The ignition plug 14, the actuator 21 of the throttle valve 22, and the injectors 4 and 5 for hydrogen and gasoline injection are controlled by a powertrain control module 6 (hereinafter referred to as PCM 6) as engine operation control means. It has become so.

  That is, each spark plug 14 is ignited at a predetermined timing according to the rotational position of the rotor 24. The actuator 21 of the throttle valve 22 is controlled by the PCM 6 according to the output signal of the accelerator opening sensor 33 (see FIG. 2) that detects the amount of depression of the accelerator pedal (accelerator opening) of the occupant of the vehicle 1. The opening degree of the valve 22 is adjusted. That is, the opening value of the throttle valve 22 corresponds to the output value of the throttle opening sensor 33 (in this embodiment, the actuator 21 also serves as an actuator 21) that detects the opening. And adjust to a predetermined value. Further, the injector 4 for hydrogen injection injects hydrogen into the cylinder 23 (working chamber) at a predetermined timing according to the rotational position of the rotor 24 when the fuel used is hydrogen, and the injector 5 for gasoline injection. Injects gasoline into the intake passage 2 at a predetermined timing according to the rotational position of the rotor 24 when the fuel used is gasoline.

  The motor 17 is controlled by a motor controller 27 (see FIG. 2), which will be described later, which operates in response to a control signal from the PCM 6, and is connected to both drive wheels 18 via a differential gear 19. ing.

  When the temperature of the battery 12 is equal to or higher than a predetermined high efficiency temperature (threshold temperature) (when the battery temperature detected by the battery temperature sensor 35 is determined to be equal to or higher than the high efficiency temperature) ), When the required power required for driving the drive wheels 18 (hereinafter referred to as vehicle required power) is low, such as during constant speed operation of the vehicle 1, that is, the output torque required for the motor 17 (hereinafter referred to as the motor). During low-torque operation or vehicle start-up with a low required torque), the vehicle is driven by electric power supplied from the battery 12 (EV traveling), and is driven by electric power supplied from the generator 13 driven by the engine 11 during medium-torque operation. (See FIGS. 4 and 5), when the vehicle power requirement is high, such as during sudden acceleration, that is, during high torque operation with a high motor requirement torque. Driven by electric power supplied from both the battery 12 and the generator 13 only when the fuel used gin 11 is hydrogen (see FIG. 5). In the following description, a state where power is supplied from the battery 12 to the motor 17 during the high torque operation is referred to as a battery assist state. The vehicle required power is calculated by the PCM 6 based on a vehicle speed detected by a vehicle speed sensor 32 described later and an accelerator opening detected by an accelerator opening sensor 33.

  Further, the motor 17 is in a state where the temperature of the battery 12 is lower than the high efficiency temperature (when the temperature detected by the battery temperature sensor 35 is determined to be lower than the high efficiency temperature in the PCM 6). As will be described later, power is supplied from the battery 12 and the generator 13 in a timely manner so that charging / discharging of the battery 12 is performed (promoted) regardless of the operation pattern classification such as low, medium, and high torque operation. Receive and operate.

  The high-efficiency temperature is, for example, a lower limit value of an operating temperature range of the battery 12 (a predetermined temperature range of the battery 12 so that the battery 12 becomes equal to or higher than a predetermined charging / discharging efficiency without being damaged). can do. Specifically, in this embodiment, the operating temperature range of the battery 12 is 10 ° C. or more and 35 ° C. or less, and the high efficiency temperature is set to 10 ° C., which is the lower limit value of the operating temperature range. .

  The battery 12 is controlled in operation by a battery controller 28 (see FIG. 2), which will be described later, which operates in response to a control signal from the PCM 6. That is, the charging / discharging operation and charging / discharging power of the battery 12 are controlled by the battery controller 28, and the battery 12 is detected by the battery temperature sensor 35 in the PCM 6 when the temperature is equal to or higher than the high efficiency temperature. When it is determined that the temperature is higher than or equal to the high efficiency temperature), the motor 17 is discharged by receiving a necessary signal from the battery controller 28 during the low torque operation and the high torque operation. While supplying predetermined power, when the amount of electricity stored is insufficient (when it is determined by the PCM 6 that the amount of electricity stored is equal to or less than the predetermined amount), power is supplied from the generator 13 based on a signal from the battery controller 28. To be charged. As will be described later, the battery 12 charges and discharges when the battery temperature decreases, regardless of the operation pattern classification such as low, medium, and high torque operation.

  The power generation amount of the generator 13 is controlled by a later-described generator controller 26 that operates in response to a control signal from the PCM 6.

  The AC-DC converter 20 a and the DC-AC converter 20 b are controlled by the motor controller 27 and the battery controller 28 to perform power conversion among the battery 12, the generator 13, and the motor 17.

  Each signal is input to the PCM 6 from a battery current / voltage sensor 31, a vehicle speed sensor 32, an accelerator opening sensor 33, a fuel changeover switch 34, a battery temperature sensor 35, and a catalyst temperature sensor 36.

  The PCM 6 controls the generator controller 26, the motor controller 27, the battery controller 28, and the devices of the engine 11 such as the injectors 4 and 5 based on the input signals by outputting necessary signals.

  The battery current / voltage sensor 31 detects the current intensity and voltage of the battery 12. When the battery current / voltage sensor 31 detects the current intensity and voltage of the battery 12, the battery current / voltage sensor 31 outputs a detection signal to the PCM 6. When the PCM 6 receives the detection signal from the battery current / voltage sensor 31, the PCM 6 calculates the storage amount of the battery 12 and the charge / discharge amount of the battery 12.

  The accelerator opening sensor 33 detects the opening of an accelerator (not shown) of the vehicle 1 and outputs a detection signal to the PCM 6 when the accelerator opening is detected.

  The vehicle speed sensor 32 detects the vehicle speed of the vehicle 1 and outputs a detection signal to the PCM 6 when the vehicle speed is detected.

  The fuel changeover switch 34 is for selecting a fuel required by the occupant as the fuel to be used (hereinafter referred to as occupant required fuel) from gasoline and hydrogen, and is a navigation provided on an instrument panel (not shown). An occupant is displayed on the touch panel display 74 (see FIG. 9A) of the apparatus so that instructions can be given. As shown in FIG. 9A, the fuel changeover switch 34 includes a hydrogen selection button 34a for selecting hydrogen and a gasoline selection button 34b for selecting gasoline. When the passenger touches and selects one of 34a and 34b with his / her finger, the selection signal corresponding to the selected button 34a or 34b is continuously output to the PCM 6. Specifically, for example, when the hydrogen selection button 34a is selected, the fuel changeover switch 34 continuously outputs a selection signal corresponding to the button 34a to the PCM 6, and after the selection, the gasoline selection button 34b. When is newly selected, the selection signal is switched to a signal corresponding to the gasoline selection button 34b and continuously output to the PCM 6. The PCM 6 receives the selection signal from the fuel changeover switch 34 and identifies the occupant demand fuel. Specifically, when the PCM 6 receives a selection signal corresponding to the hydrogen selection button 34a, it identifies that the occupant demand fuel is hydrogen, and when it receives a selection signal corresponding to the gasoline selection button 34b, The required fuel is identified as gasoline.

  The motor controller 27 controls the power conversion of the AC-DC converter 20a and the DC-AC converter 20b based on a control signal from the PCM 6 so that the power supplied from the battery 12 and the generator 13 is AC with a predetermined frequency. This is converted into electric power, thereby controlling the rotation speed and torque of the motor 17.

  Specifically, the motor controller 27 outputs necessary control signals to the AC-DC converter 20a and the DC-AC converter 20b during the medium torque operation and the high torque operation, thereby generating the generator 13. The AC power generated in step 1 is once converted into DC power by the AC-DC converter 20a, and then again converted from DC power to AC power of a predetermined frequency by the DC-AC converter 20b and supplied to the motor 17.

  In addition, the motor controller 27 outputs a necessary control signal to the DC-AC converter 20b during the low torque operation or the high torque operation, so that the DC power discharged from the battery 12 is supplied to the DC-AC. The converter 20 b converts the AC power into a predetermined frequency and supplies it to the motor 17.

  The battery controller 28 controls the charge / discharge operation of the battery 12 and its charge / discharge power based on a control signal from the PCM 6.

  Specifically, when charging the battery 12, the battery controller 28 outputs the necessary control signal to the AC-DC converter 20 a so that the AC power generated by the generator 13 is The AC-DC converter 20 a converts it into DC power having a predetermined voltage and supplies it to the battery 12 through the power path 40.

  The generator controller 26 controls the generated power of the generator 13 by controlling the target load torque applied to the generator 13 based on the control signal from the PCM 6. This target load torque is calculated by PCM6. Specifically, the target load torque is calculated from an operation map (see FIG. 8) of the engine 11 which will be described later, based on the power generation amount required for the generator 13. The target load torque usually coincides with the engine torque.

  Information regarding the operation map is stored in advance in the PCM 6, and this operation map is shown in FIG. Line g and line h are operation lines of the engine 11 when hydrogen and gasoline are used as fuels, respectively, and the combined efficiency of the engine 11 and the generator 13 is the best in generating a predetermined amount of power in the generator 13. It is preset so that Here, in the region where the engine speed is lower than about 4000 rpm, the line g is located above the line h. That is, except for the battery assist state, the engine torque when the engine 11 is operated using gasoline as the used fuel is larger at the same engine speed than when the engine 11 is operated using hydrogen.

  Line R and Line Q are lines indicating the maximum engine torque when hydrogen and gasoline are used as fuel for the engine 11, respectively, and the maximum engine torque line Q when gasoline is used as fuel is It is located above the maximum engine torque line R when hydrogen is used as the fuel. That is, the maximum engine torque at the same engine speed is greater when the engine 11 is operated using gasoline as the fuel than when hydrogen 11 is used.

  Here, the operating line g of the engine 11 when hydrogen is used as the fuel is a line where the engine speed is constant (4000 rpm in the present embodiment) at the intersection with the maximum torque line R. The line with a constant rotation speed corresponds to the battery assist state (the state at the time of high torque operation) in which power is supplied from the battery 12 to the motor 17 when the power generation amount by the generator 13 reaches the limit. . The operation line g of the engine 11 when gasoline is used as a fuel does not have a line with a constant rotation speed as described above. That is, when the engine 11 is operated using gasoline as the fuel used, the engine torque is higher than that when hydrogen is used as the fuel. Therefore, battery assist is not performed and the generated power from the generator 13 driven by the engine 11 is not generated. Only the power supplied to the motor 17 is covered.

A plurality of lines P arranged in the vertical direction are equal output lines of the motor 17 and indicate lines where the output of the motor 17 is constant, that is, lines supplied with power to the motor 17 are constant. Therefore, except for the battery assist state, it can be said that the plurality of lines P are equal power generation amount lines in which the generated power (power generation amount) of the generator 13 is constant. Here, each line P corresponds to a line of the generated power Pn (kw) of the generator 13, and the generated power increases as the line located on the upper side, that is, the subscript n increases. That is, P ₁ <P ₂ <P ₃ ... <P _n . Further, P _n −P _n−1 = Pk (constant). In the following description, the line P is referred to as an equal power generation amount line of the generator 13.

Further, a plurality of lines η _h and η _g drawn concentrically indicate lines having a constant combination efficiency when hydrogen and gasoline are used as fuels for the engine 11, respectively. As the subscript n (in FIG. 4, only n = 1 to 6) is increased, the efficiency is lowered. That is, η ₁ <η ₂ <η ₃ ..., Η _n .

Here, the point D on the operation line g corresponds to an engine operation state in which the combined efficiency becomes the maximum efficiency η ₁ when gasoline is used as fuel, and the generated power of the generator 13 in this state is P ₇ ( kw). Further, point B on the operation line h corresponds to an engine operation state in which the combined efficiency becomes the maximum efficiency η ₁ when hydrogen is used as fuel, and the generated power of the generator 13 in this state is P ₄ (kw ). When gasoline is used as the fuel for the engine 11, as shown in the operation line g, the combination efficiency also decreases as the engine torque decreases in the region where the generated power is P ₇ (kw) or less. Further, when hydrogen is used as the fuel for the engine 11, as shown in the operation line h, the combination efficiency also decreases as the engine torque decreases in the region where the generated power is P ₄ (kw) or less.

  The PCM 6 calculates the vehicle required power necessary for driving the drive wheels 18 based on detection signals from the accelerator opening sensor 33 (see FIG. 2) and the vehicle speed sensor 32, and obtains the vehicle required power. The required power required for the motor 17 (hereinafter referred to as motor required power) is calculated. Further, the PCM 6 calculates a target supply power (required power required for the motor 17) to be supplied to the motor 17 in order to obtain the required motor power.

  When the generated power of the generator 13 is lower than the calculated target supply power at the time of the battery temperature drop, the PCM 6 outputs a control signal necessary for the battery controller 28 to reduce the generated power. When the generated electric power of the generator 13 exceeds the target supply electric power while the electric power corresponding to the electric power is discharged from the battery 12 and supplied to the motor 17, the increased electric power is supplied from the generator 13 to the battery 12. To charge the battery 12. Thus, the battery controller 28 constitutes a battery charge / discharge control means.

  Further, the PCM 6 controls the operation of the engine 11 using one of hydrogen (first fuel) and gasoline (second fuel) as the fuel to be used when the battery temperature is lowered, thereby charging the battery 12 by the battery controller 28 or The discharge can be executed.

  Further, when the battery temperature is lowered, the PCM 6 uses gasoline as a fuel when charging the battery 12 by the battery controller 28, and uses hydrogen as a fuel as a fuel when discharging the battery 12. 11 operation control is performed. In this embodiment, as will be described later, the PCM 6 is configured to discharge the battery 12 when the battery temperature is lowered. However, the present invention is not limited to this, and the battery 12 is charged. You may make it make it.

  Next, specific processing operations for the operation control processing of the engine 11 and the motor 17 in the PCM 6 will be described with reference to FIGS. 6 and 7.

  First, in the first step S1, detection signals output from the vehicle speed sensor 32, accelerator opening sensor 33, and battery current / voltage sensor 31, and a selection signal output from the fuel changeover switch 34 are read.

  In step S2, the vehicle required power is calculated based on the detection signal read in step 1.

  In step S3, the motor required power is calculated based on the vehicle required power calculated in step S2, and the target supply power to the motor 17 necessary to obtain the motor required power is determined.

  In step S <b> 4, the storage amount of the battery 12 is calculated based on the detection signal read from the battery current / voltage sensor 31.

  In step S5, the target generated power of the generator 13 is determined based on the target supply power to the motor 17 calculated in step 3 and step 4 and the storage amount of the battery 12, and the battery 12 to the motor 17 is determined. Determine the power to be taken out. As described above, the target generated power in the generator 13 is 0 kW during the low torque operation, and the carry-out power from the battery 12 is 0 kW during the medium torque operation.

  In step S6, it is determined whether or not there is a power generation request to the generator 13. That is, it is determined whether or not the target generated power of the generator 13 determined in step S5 is greater than 0 kW. If this determination is YES, the process proceeds to step S6, and if it is NO, the process proceeds to step S10.

  In step S7, the occupant request fuel is identified based on the selection signal from the fuel changeover switch 34 read in step 1.

  In step S8, the target engine torque and the target engine speed are determined from the occupant request fuel identified in step S7 and the target generated power of the generator 13 determined in step S5.

Specifically, for example, when the passenger required fuel is identified as gasoline and the determined target generated power of the generator 13 (target supplied power to the motor 17) is P ₆ kw, the operation map shown in FIG. from as an operation condition required for the a point engine 11 which is the point of intersection between the equal power generation amount line P of generated power becomes P ₆ of operating line g and the generator 13 of the engine 11 when the fuel using gasoline It is, is determined as the engine torque N _a and the engine speed R _a is the target engine torque and the target engine speed, respectively _{(approximately} 3000rpm in the present embodiment) corresponding to the operating state of the point a.

  In step S9, the fuel injection amount and the required intake air amount are determined from the target engine torque and the target engine speed determined in step S7. A control signal corresponding to the fuel injection amount is output to the injectors 4 and 5 corresponding to the occupant-required fuel, and the throttle valve opening corresponding to the necessary intake air amount is set to the actuator 21. Output necessary control signals. A control signal is output to the generator controller 26 so that the load torque of the generator 13 is equal to the target engine torque.

  In step S <b> 10, it is determined whether or not the battery 12 is requested to supply power to the motor 17. That is, it is determined whether the carry-out power determined in step S5 is larger than 0. If this determination is YES, the process proceeds to step S11, and if NO, the process proceeds to step SA12 (see FIG. 7). .

  In step S <b> 11, the determined carry-out power is supplied from the battery 12 to the motor 17.

  In step SA12, the detection signal output from the battery temperature sensor 35 and the selection signal output from the fuel changeover switch 34 are read.

  In step SA13, the temperature of the battery 12 is calculated based on the detection signal read in step SA12, and it is determined whether or not the calculated temperature of the battery 12 is lower than the high efficiency temperature. If this determination is YES In step SA14, if NO, the process proceeds to step SA22.

  In step SA14, it is determined whether or not the engine 11 is operating using gasoline as fuel. If this determination is YES, the process proceeds to step SA15, and if this determination is NO, the process proceeds to step SA16. The determination of the used fuel may be performed based on, for example, the used fuel information stored in the PCM 6, or any one of the injector 4 for hydrogen injection and the injector 5 for gasoline injection. , 5 may be performed by determining whether or not the device is operating.

  In step SA15, the fuel used for the engine 11 is switched from gasoline to hydrogen.

  In step SA16, the target discharge power of the battery 12 is determined. Here, the target discharge power is sufficient to increase the temperature of the battery 12. The target discharge power is set to be higher than the carry-out power when it is determined in step S10 that there is carry-out power from the battery 12 (YES in step S10).

  In step SA17, the target generated power of the generator 13 is determined. Specifically, the target generated power is determined by subtracting the target discharge power from the target supply power to the motor 17 determined in step SA3. That is, the target generated power of the generator 13 = (target supply power to the motor 17) − (target discharge power from the battery 12). That is, the target generated power of the generator 13 is determined to be lower than the target supply power to the motor 17 by the target discharge power.

  In step SA18, the target engine torque and the target engine speed are calculated from the target generated power of the generator 13.

Specifically, for example, in step SA14, as described above, the operating state of the engine 11 is point A on the operating line g indicated in the operating map (see FIG. 8) (the target supply power to the motor 17 is P If the target discharge power Ph = 2 × Pk (kw) at the operation point determined to be ₆ ), the target generated power of the generator 13 is P ₄ (= P ₆ -Ph). kw.

Therefore, an operation in which the engine 11 is required to have a point B, which is an intersection of the operation line h of the engine 11 when hydrogen is used as fuel, and the equal power generation amount line P where the generated power of the generator 13 is P ₄ (kw). It is determined as a state, _{(approximately} 2500rpm in the present embodiment) engine torque N _B and the engine speed R _B corresponding to the point B is determined as the target engine torque and the target engine speed, respectively.

  In step SA19, the fuel injection amount and the required intake air amount are determined from the target engine torque and the target engine speed determined in step SA18, and the fuel injection amount is set for the injectors 4 and 5 corresponding to the fuel used. A corresponding control signal is output, and a control signal is output to the actuator 21 of the throttle valve 22 so that the throttle valve opening degree corresponding to the required intake air amount is obtained.

  In step SA20, switching of fuel by the fuel switch 34 is prohibited. Specifically, the selection signal from the fuel changeover switch 34 is ignored when determining the operating state of the engine 11. Simultaneously with the prohibition of the fuel switching, the gasoline selection button 34b on the display 74 is not displayed so that the occupant of the vehicle 1 recognizes that it is impossible to select the gasoline (FIG. 9 ( b)).

  In step SA21, power equal to the target discharge power determined in step SA16 is supplied from the battery 12 to the motor 17. Specifically, by outputting a necessary control signal to the battery controller 28, the battery 12 is discharged with a power equal to the target discharge power, and a necessary control signal is also output to the motor controller 27. As a result, the electric power discharged from the battery 12 is converted into AC power having a predetermined frequency by the DC-AC converter 20 b and supplied to the motor 17.

  On the other hand, in step SA22 which proceeds when NO in step SA13, the selection signal output from the fuel changeover switch 34 is read.

  In step SA23, the occupant demand fuel is identified based on the selection signal read in step SA22, and the identified occupant demand fuel is returned as the use fuel.

As described above, in the first embodiment, the PCM 6 controls the operation of the engine 11 using hydrogen as a fuel so that the battery 12 is discharged when the battery temperature decreases (YES in step SA13). It is configured. Thereby, it is possible to charge the battery 12 and to quickly raise the battery 12 while suppressing a decrease in the combined efficiency of the engine 11 and the generator 13 as much as possible. Specifically, for example, when the operation control of the engine 11 is performed using gasoline as a fuel in a state corresponding to the point A on the operation line g shown in the operation map (see FIG. 8), the battery In order to cause the battery 12 to be discharged when the battery temperature is lowered by the controller 28, the generated power of the generator 13 is reduced by the target discharge power Ph (= 2 × Pk) kw while the fuel used in the engine 11 is fixed to gasoline. intoxicated to the operating state of the engine 11, the combined efficiency in the power generation and the operation line g is a point E is an intersection of an equal amount of power generation line P of P _{4 (kw)} is substantially eta ₄ . On the other hand, if the fuel used in the engine 11 is switched from gasoline to hydrogen and the generated power of the generator 13 is reduced by Ph (kw), the operating state of the engine 11 is that the operating line h and the generated power are P ₄ (kw). ) And the point B that is the intersection with the equal power generation amount line P, the combined efficiency at that time is η ₁ and is larger than the efficiency η ₄ .

(Embodiment 2)
FIG. 10 shows a second embodiment of the present invention, in which the operation control processing of the engine 11 and the motor 17 in the PCM 6 is different from that of the first embodiment. In the present embodiment, the hardware configuration such as the engine 11 is the same as that of the first embodiment. That is, the PCM 6 switches and executes charging / discharging of the battery 12 by the battery controller 28 according to the amount of charge of the battery 12 when the battery temperature is lowered. That is, the PCM 6 controls the operation of the engine 11 using gasoline as the fuel to be used for charging the battery 12 when the stored amount of the battery 12 is less than or equal to the first predetermined stored amount. When the electric energy is equal to or higher than the second predetermined electric storage amount set higher than the first predetermined electric storage amount, operation of the engine 11 is controlled using hydrogen as a fuel to be discharged so that the battery 12 is discharged. In the present embodiment, the first predetermined power storage amount and the second predetermined power storage amount are set to 40% and 50% with respect to the capacity (maximum power storage amount) of the battery 12, respectively.

  Next, specific processing operations regarding the operation control processing of the engine 11 and the motor 17 in the PCM 6 according to the second embodiment will be described with reference to the drawings.

  Steps S1 to S11 are the same as those in the first embodiment, and a description thereof will be omitted.

  In step SB12 following step S11, the detection signal output from the battery temperature sensor 35 is read, and the used fuel information (for example, the operation signals of the injectors 4 and 5) is read.

  In step SB13, the temperature of the battery 12 is calculated based on the detection signal read in step SB12, and it is determined whether or not the calculated temperature of the battery 12 is less than the high efficiency temperature. If this determination is YES In step SB14, in the case of NO, the process proceeds to step SB25, and the subsequent steps are executed.

  In step SB14, the charged amount of the battery 12 is calculated based on the detection signal read from the battery current / voltage sensor 31.

  In step SB15, it is determined whether or not the charged amount of the battery 12 is larger than the first predetermined charged amount. If this determination is YES, the process proceeds to step SB16, and if NO, the process proceeds to step SB27.

  In step SB16, it is determined whether or not the charged amount of the battery 12 is greater than or equal to the second predetermined charged amount. If this determination is YES, the process proceeds to step SB17, and if NO, the process proceeds to step SB35 (see FIG. 12). move on.

  Steps SB17 to SB26 are the same as steps SA14 to SA23 in the first embodiment, and a description thereof is omitted.

  In step SB27, which advances to NO in step SB15, it is determined whether or not the engine 11 is operating with hydrogen as the used fuel. If this determination is YES, the process proceeds to step SB28, and if NO, the process proceeds to step SB28. Proceed to SB29.

  In step SB28, the fuel used for the engine 11 is switched from hydrogen to gasoline.

  In step SB29, the target charging power of the battery 12 is determined. This target charging power is sufficient to increase the temperature of the battery 12.

  In step SB30, the target generated power of the generator 13 is determined (calculated). Specifically, the target generated power is calculated by the sum of the target supply power to the motor 17 determined in step SA3 and the target charge power of the battery 12. That is, the target generated power of the generator 13 = the target supply power to the motor 17 + the target discharge power of the battery 12.

  In step SB31, the target engine torque and the target engine speed are determined from the target generated power of the generator 13.

Specifically, for example, in step SB27, the operating state of the engine 11 is a point C on the operating line h using hydrogen as the fuel shown in the operating map (see FIG. 8) (target supply power to the motor 17). If there was in P ₅ a is determined operating point as), assuming that an interval) kw of the target charging electric power Pj = 2 × Pk (equal power generation amount line, the target generated power of the generator 13 is P ₇ (= P ₅ + Ph) kw.

Accordingly, an operation in which the engine 11 is required to have a point D, which is an intersection of the operation line g of the engine 11 when gasoline is used as fuel, and the equal power generation amount line P where the generated power of the generator 13 becomes P ₇ (kw). The engine torque N _D and the engine speed R _D (approximately 3300 rpm in this embodiment) corresponding to the point D are determined as the target engine torque and the target engine speed, respectively.

  In step SB32, the fuel injection amount and the required intake air amount are determined from the target engine torque and the target engine speed determined in step SB31, and the fuel injection amount for the injectors 4 and 5 corresponding to the occupant-requested fuel. Is output to the actuator 21 of the throttle valve 22 so that the throttle valve opening degree corresponding to the necessary intake air amount is obtained.

  In step SB33, fuel switching by the fuel switching switch 34 is prohibited.

  In step SB34, power equal to the target charging power is supplied from the generator 13 to the battery 12 to charge the battery 12. Specifically, by outputting a necessary control signal to the battery controller 28, necessary power (power equal to the target charging power) among the generated power of the generator 13 is supplied to the battery 12.

  In step SB35 (see FIG. 12), which advances to NO in step SB16, it is determined whether or not the fuel used in the engine 11 is hydrogen. If this determination is YES, the process proceeds to step SB18. Proceed to SB29.

  As described above, in the second embodiment, the PCM 6 uses gasoline as the fuel to be used when the battery controller 28 charges the battery 12 when the battery temperature decreases (when YES in step SB13). When the battery 12 is discharged, the operation of the engine 11 is controlled using hydrogen as a fuel. Accordingly, it is possible to charge the battery 12 and to quickly raise the battery 12 while further reliably suppressing a decrease in the combined efficiency of the engine 11 and the generator 13. Specifically, for example, when the operation control of the engine 11 is performed using gasoline as a fuel in a state corresponding to the point A on the operation line g shown in the operation map (see FIG. 8), the battery When the battery 28 is discharged when the battery temperature is lowered by the controller 28, the fuel used in the engine 11 is switched to hydrogen and the operating state of the engine 11 is changed to the point B, so that Similarly, a decrease in the combination efficiency can be suppressed as much as possible.

Further, for example, when the operation control of the engine 11 is performed using hydrogen as a fuel in a state corresponding to the point C on the operation line h shown in the operation map, the battery controller 28 at the time when the battery temperature is decreased. In order to charge the battery 12, if the generated power of the generator 13 is increased by the target charging power Pj (= 2 × Pk) kw while the fuel used in the engine 11 is fixed to hydrogen, the operation of the engine 11 is performed. The state is point F, which is the intersection of the operation line h and the equal power generation amount line P whose generated power is P _{7 (} kw), and the combined efficiency at that time is approximately η ₄ . However, in Embodiment 2 described above, the fuel used in the engine 11 is switched from hydrogen to gasoline and the generated power of the generator 13 is increased by Ph (kw). Therefore, the operating state of the engine 11 is the operating line. The point D is the intersection of g and the generated power P ₇ (kw) with the equal power generation amount line P. The combined efficiency at that time is η ₁ and is larger than the efficiency η ₄ . Accordingly, the decrease in the combination efficiency is suppressed and the decrease in fuel consumption of the vehicle 1 is suppressed, so that the battery 12 is quickly heated, thereby improving the charge / discharge efficiency of the battery 12 and further increasing the fuel consumption of the vehicle 1. It is possible to improve.

  In the second embodiment, the PCM 6 determines that the charged amount of the battery 12 is equal to or less than the first predetermined charged amount when the battery temperature is lowered (YES in step SB13) (NO in step SB15). When the battery 12 is charged by the battery controller 28, and when it is determined that the stored amount of the battery 12 is greater than or equal to the second predetermined stored amount (YES in step SB16), the battery 12 The battery 12 is heated by discharging. Then, when the PCM 6 determines that the storage amount of the battery 12 is greater than the first predetermined storage amount and less than the second predetermined storage amount at the time of the battery temperature drop (NO in step SB16), When the fuel used by the engine 11 at the time of the determination is gasoline (when NO at step SB35), the battery controller 28 charges the battery 12 by controlling the operation of the engine 11 using the gasoline as the fuel. On the other hand, when the fuel used for the engine 11 at the time of the determination is hydrogen (YES in step SB35), the operation of the engine 11 is controlled using the hydrogen as the fuel used to discharge the battery 12. Is configured to execute.

  As a result, when the battery temperature is lowered, the battery 12 can be charged / discharged while keeping the charged amount of the battery 12 at an appropriate amount, so that the battery 12 can be quickly heated. That is, for example, when the battery temperature is lowered (when YES in step SB13), the PCM 6 causes the battery 12 to be discharged when it is determined that the stored amount of the battery 12 is larger than the second predetermined stored amount. (See FIG. 11 (ii)), the operation control of the engine 11 is executed with the fuel used as hydrogen, and as a result, the charged amount of the battery 12 begins to gradually decrease and eventually reaches the second predetermined charged amount (FIG. 11 ( i)). Even after the arrival, the PCM 6 maintains the battery 12 without changing the fuel used as long as the stored amount of the battery 12 is larger than the first predetermined stored amount and less than the second predetermined stored amount. The operation of the engine 11 is controlled so as to execute the discharge. As a result, the storage amount of the battery 12 decreases and eventually reaches the first predetermined storage amount. Then, the PCM 6 determines that the charged amount of the battery 12 is equal to or less than the first predetermined charged amount (determined NO in SB15) and switches the fuel to be used from hydrogen to gasoline (step SB25). Operation control of the engine 11 is performed so that charging of 12 is executed. Thus, the storage amount of the battery 12 starts to increase and eventually reaches the second predetermined storage amount. The PCM 6 determines that the amount of electricity stored in the battery 12 is equal to or greater than the second predetermined amount of electricity (determined as YES in step SB16) and switches the fuel to be used again from gasoline to hydrogen (step SB18). The operation control of the engine 11 is executed so that the 12 discharges are executed.

  In this way, once the storage amount of the battery 12 reaches the first predetermined storage amount by discharging, the increase and decrease are repeated between the first predetermined storage amount and the second predetermined storage amount. As shown in FIG. 11 (iii), due to charging / discharging of the battery 12, the temperature of the battery 12 gradually increases and eventually reaches the high efficiency temperature. After the arrival, as described above, charging / discharging of the battery 12 is performed according to an operation pattern such as low, medium, and high torque operation.

  Similarly, when the PCM 6 determines that the charged amount of the battery 12 is equal to or less than the first predetermined charged amount when the catalyst temperature decreases (when YES at step SB) (when NO at step SB15). Then, the operation control of the engine 11 is performed using gasoline as the fuel to be charged so that the battery 12 is charged. As a result, the charged amount of the battery 12 gradually increases and reaches the second predetermined charged amount. Then, once the storage amount of the battery 12 reaches the second predetermined storage amount by charging, the increase and decrease are repeated between the first predetermined storage amount and the second predetermined storage amount.

  Therefore, when the battery temperature decreases, the battery controller 28 charges or discharges the battery 12 while preventing the amount of power stored in the battery 12 from decreasing until it becomes undischargeable or increasing until it becomes unchargeable. It is possible to perform the temperature increase of the battery 12 with certainty.

(Embodiment 3)
FIG. 12 shows a third embodiment of the present invention, in which the method for determining the first predetermined charged amount and the second predetermined charged amount of the battery 12 is different from that of the second embodiment. In the present embodiment, the hardware configuration such as the engine 11 is the same as that of the second embodiment. That is, the PCM 6 calculates the first predetermined charged amount and the second predetermined charged amount based on the temperature (catalyst temperature) detected by the catalyst temperature sensor 36 (see FIG. 1) provided in the exhaust passage of the engine 11. It is determined (step SC13). Specifically, when the temperature detected by the catalyst temperature sensor 36 is lower than a predetermined set temperature (in this embodiment, the catalyst activation temperature), the PCM 6 In comparison, the first predetermined power storage amount and the second predetermined power storage amount are reduced. The PCM 6 constitutes a predetermined charged amount correcting means.

  Hereinafter, specific processing operations regarding the operation control processing of the engine 11 and the motor 17 in the PCM 6 according to the third embodiment will be described with reference to the drawings.

  Steps prior to step SC12 are the same as steps S1 to S11 in the first and second embodiments, and a description thereof will be omitted.

  In step SC12, detection signals output from the battery temperature sensor 35 and the catalyst temperature sensor 36 are read.

  In step SC13, the catalyst temperature is detected (estimated) based on the detection signal from the catalyst temperature sensor 36, and the first predetermined charged amount and the second predetermined charged amount of the battery 12 are determined from the detected catalyst temperature. Specifically, for example, when the catalyst temperature is equal to or higher than the activation temperature (350 ° C. in the present embodiment), the first predetermined charged amount is set to 40% with respect to the maximum charged amount of the battery 12, and the second While the predetermined power storage amount is 50%, when the catalyst temperature is lower than the activation temperature, the first predetermined power storage amount is 30% and the second predetermined power storage amount is 40%.

  Steps SC14 and subsequent steps are the same as steps SB13 and subsequent steps in the second embodiment, and a description thereof is omitted.

  As described above, in Embodiment 3, the PCM 6 is configured to decrease the first predetermined charged amount and the second predetermined charged amount when it is determined that the catalyst temperature is lower than the activation temperature (step SC13). . As a result, the storage amount region (the region corresponding to e1 in FIG. 11) in which charging of the battery 12 is performed when the battery temperature decreases is narrower than when the catalyst temperature is equal to or higher than the activation temperature, while the battery 12 is discharged. The storage amount area to be executed (area corresponding to e2 in FIG. 11) is expanded. In other words, when the catalyst temperature is lower than the activation temperature, the area where the operation control of the engine 11 is performed using gasoline as a fuel decreases, while the engine 11 uses hydrogen, which has less exhaust emissions than the gasoline, as a fuel. The area where the operation control is performed increases.

  For this reason, when the catalyst temperature is lower than the activation temperature when the battery temperature is lowered, it is possible to quickly raise the battery 12 while suppressing the reduction in fuel consumption of the vehicle 1 as much as possible while suppressing the generation of exhaust emissions. Become.

(Embodiment 4)
FIG. 13 shows a fourth embodiment of the present invention in which the configuration of the vehicle 1 is different from those of the first to third embodiments. In addition, the same code | symbol is attached | subjected about the component substantially the same as FIG. 1, and the detailed description is abbreviate | omitted suitably. That is, the vehicle 1 is a so-called series / parallel hybrid vehicle capable of driving the drive wheels 18 by both the engine 11 and the motor 17.

  Specifically, the vehicle 1 includes an engine 11 coupled to drive wheels 18, a generator 13 as a generator that can be driven by the engine 11, and a battery that is charged with at least power generated by the generator 13. 12, a motor 17 that is connected to the drive wheel 18 and that is supplied with electric power from the battery 12 and can transmit power to the drive wheel 18 together with the engine 11, and an inverter / converter that performs conversion control of charge / discharge power of the battery 12 20 (corresponding to the AC-DC converter 20a and the DC-AC converter 20b).

  Here, the engine 11 is connected to the drive wheel 18 via a power distribution mechanism 50. The power distribution mechanism 50 is controlled by the PCM 6 to divide the power from the engine 11 to generate the generator 13 and This is transmitted to the drive wheel 18.

  The PCM 6 supplies the power distribution mechanism 50 and the differential gear 19 from the power of the engine 11, that is, the eccentric shaft 25 of the engine 11, with respect to the required vehicle power required for driving the drive wheels 18 when the battery temperature decreases. When the power transmitted to the driving wheel 18 is lower than the power of the motor 17 (the power transmitted from the motor output shaft to the driving wheel 18 through the differential gear 19). ), The battery 12 is discharged by outputting a necessary control signal to the battery controller 28 to supply the discharge power to the motor 17, while the power of the engine 11 is increased with respect to the vehicle required power. If the generator 13 is driven, the generator 13 is driven by the increased power. The generated power of the monitor the generator 13 to charge of the battery 12 by supplying the battery 12.

  Further, the PCM 6 controls the operation of the engine using one of hydrogen and gasoline as the fuel to be used so that the battery controller 28 performs charging or discharging of the battery 12 when the battery temperature decreases.

  The PCM 6 uses gasoline as a fuel when charging the battery 12 when the battery temperature is lowered by the battery controller 28, while using hydrogen as a fuel as the engine 11 when discharging the battery 12. It is comprised so that operation control of this may be performed.

  The specific control process of the operation control process of the engine 11 and the motor 17 in the PCM 6 is not essentially different from the first to third embodiments. That is, in the flowchart showing the control processing of the PCM 6 in each of the first to third embodiments, the target generated power of the generator 13 may be read as the target power of the engine 11. A method for determining the target power will be described. That is, when the PCM 6 causes the battery controller 28 to discharge the battery 12, the target power is calculated from the target discharge power of the battery 12 by the product of the motor assist power (target discharge power and the mechanical efficiency of the motor 17. Is calculated by subtracting the motor assist power from the vehicle required power calculated in step S2.

  The target power is the generator driving power to be supplied to the generator 13 in order to obtain the target charging power of the battery 12 when the PCM 6 performs the charging of the battery 12 by the battery controller 28 (the target charging power is generated by the generator 13). Is calculated by adding the generator driving power to the vehicle required power calculated in step S2.

Note that the operation map shown in FIG. 8, the combination efficiency constant line eta _g, eta thermal efficiency constant line eta _g of _h the engine _11, and eta _h, an equal amount of power generation line P power (output of the engine 11 of the generator 13 ) May be referred to as a constant line.

  In the control device for the vehicle 1 (series / parallel hybrid vehicle) including the dual fuel engine 11 according to the fourth embodiment of the present invention configured as described above, the same operational effects as those of the first to third embodiments are obtained. Can do.

(Other embodiments)
The configuration of the present invention is not limited to the above embodiment, but includes various other configurations. That is, in the first to third embodiments, the AC power generated by the generator 13 is once converted into DC power by the AC-DC converter 20a. However, the present invention is not limited to this. For example, the AC-DC converter 20 a may be eliminated and the AC power generated by the generator 13 may be directly supplied to the motor 17.

  The present invention is useful for a control device of a hybrid vehicle including a dual fuel engine.

It is a figure showing the whole hybrid vehicle composition provided with the dual fuel engine by which the control device concerning the embodiment of the present invention is carried. It is a schematic block diagram which shows the control apparatus of the hybrid vehicle provided with the dual fuel engine. It is a figure which shows the relationship between a throttle opening and the maximum output torque of an engine. It is a driving | running map of a vehicle when the temperature of a battery is more than preset temperature, and uses the fuel of an engine as gasoline. It is a driving | operation map of a vehicle when the fuel used for an engine is hydrogen when the temperature of a battery is more than preset temperature. It is a flowchart which shows the first half part of the operation control process of an engine and a motor in a powertrain control module. It is a flowchart which shows the second half part of the operation control process of an engine and a motor in a powertrain control module. It is a map which shows an example of the operation line of a dual fuel engine. It is a figure which shows an example of the change of the fuel changeover switch displayed on the display of a navigation apparatus. FIG. 8 is a diagram corresponding to FIG. FIG. 6 is a graph for explaining the charging / discharging operation of the battery when the battery temperature drops, wherein (i) is a graph showing a change in the amount of charge of the battery accompanying charging / discharging of the battery, and (ii) is a graph showing the required power of the motor. A graph (iii) showing a change in the generated power of the generator 13 and a change in the power supplied from the battery to the motor accompanying charging / discharging of the battery under a constant condition is a graph showing a change in battery temperature accompanying charging / discharging of the battery. It is. FIG. 8 is a diagram corresponding to FIG. FIG. 6 is a view corresponding to FIG.

Explanation of symbols

1 Vehicle 6 Powertrain control module (engine operation control means)
(Predetermined storage amount correction means)
11 Dual fuel engine 12 Battery 13 Generator (generator)
17 motor 18 drive wheel 28 battery controller (battery charge / discharge control means)
29 Engine exhaust passage 31 Battery current / voltage sensor (battery storage amount detection means)
35 Battery temperature sensor 36 Catalyst temperature sensor (catalyst temperature detection means)

Claims (5)

A control device for a vehicle having a dual fuel engine that can be used by switching between a first fuel and a second fuel that has a larger engine torque when used under the same engine operating conditions than the first fuel. There,
A generator that can be driven by the engine;
A battery that is charged with at least power generated from the generator;
A motor coupled to the drive wheels of the vehicle and powered by at least one of the generator and the battery to drive the drive wheels;
Battery temperature detecting means for detecting the temperature of the battery;
When the battery temperature detected by the battery temperature detecting means is lower than a predetermined threshold temperature, the required power required for the motor is obtained to obtain the required power required for driving the drive wheels. On the other hand, when the generated power of the generator is lower, the lower power is discharged from the battery and supplied to the motor, while the generated power of the generator exceeds the required power. Battery charge / discharge control means for charging the battery by supplying the excess power from the generator to the battery.
Engine operation control means for controlling the operation of the engine so as to cause the battery charge / discharge control means to charge or discharge the battery when the battery temperature decreases,
The engine operation control means uses the second fuel as a use fuel when the battery charge / discharge control means performs charging of the battery, while the battery charge / discharge control means executes discharge of the battery. The control apparatus for a vehicle equipped with a dual fuel engine is configured to control the operation of the engine using the first fuel as a used fuel. A control device for a vehicle having a dual fuel engine that can be used by switching between a first fuel and a second fuel that has a larger engine torque when used under the same engine operating conditions than the first fuel. There,
A generator that can be driven by the engine;
A battery that is charged with at least power generated from the generator;
A motor that is coupled to the drive wheels of the vehicle and that is supplied with electric power from the battery and can transmit power to the drive wheels together with the engine;
Battery temperature detecting means for detecting the temperature of the battery;
When the power of the engine is lower than the required power required for driving the drive wheels when the battery temperature detected by the battery temperature detecting means is lower than the predetermined threshold temperature. When the power of the engine is higher than the required power, while discharging the battery and supplying the discharged power to the motor so that the lower power can be supplied by the power of the motor, Battery charge / discharge control means for charging the battery by driving the generator with the power of the excess and supplying the generated power of the generator to the battery;
Engine operation control means for controlling the operation of the engine so as to cause the battery charge / discharge control means to charge or discharge the battery when the battery temperature decreases,
The engine operation control means uses the second fuel as a use fuel when the battery charge / discharge control means performs charging of the battery, while the battery charge / discharge control means executes discharge of the battery. The control apparatus for a vehicle equipped with a dual fuel engine is configured to control the operation of the engine using the first fuel as a used fuel. In the control apparatus of the vehicle provided with the dual fuel engine according to claim 1 or 2,
Battery storage amount detection means for detecting the storage amount of the battery,
The engine operation control means causes the battery charge / discharge control means to charge the battery when the battery charge is detected and the charge amount detected by the battery charge amount detection means is equal to or less than a first predetermined charge amount. On the other hand, when the storage amount detected by the battery storage amount detection unit is equal to or greater than the second predetermined storage amount set higher than the first predetermined storage amount, the battery charge / discharge control unit executes discharge of the battery. Thus, the control apparatus for a vehicle including a dual fuel engine is configured to control the operation of the engine. In the control apparatus of the vehicle provided with the dual fuel engine according to claim 3,
An exhaust gas purification catalyst is provided in the exhaust passage of the engine,
Catalyst temperature detecting means for detecting the temperature of the catalyst;
When the temperature of the catalyst detected by the catalyst temperature detecting means is lower than a predetermined set temperature, the first predetermined charged amount and the second predetermined stored amount are compared to when the temperature of the catalyst is equal to or higher than the set temperature. A control apparatus for a vehicle including a dual fuel engine, comprising: a predetermined power storage amount correcting means for reducing the power storage capacity. In the control apparatus of the vehicle provided with the dual fuel engine according to any one of claims 1 to 4,
The vehicle control apparatus having a dual fuel engine, wherein the first fuel is hydrogen and the second fuel is gasoline.

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