JP2010167898A - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

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Publication number
JP2010167898A
JP2010167898A JP2009012006A JP2009012006A JP2010167898A JP 2010167898 A JP2010167898 A JP 2010167898A JP 2009012006 A JP2009012006 A JP 2009012006A JP 2009012006 A JP2009012006 A JP 2009012006A JP 2010167898 A JP2010167898 A JP 2010167898A
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Japan
Prior art keywords
power
vehicle
engine
hybrid vehicle
device
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Pending
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JP2009012006A
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Japanese (ja)
Inventor
Wanleng Ang
Yoshitoku Fujitake
Shinji Ichikawa
Shingo Ieda
Kenji Itagaki
Yoshikazu Kataoka
Taira Kikuchi
Atsushi Mizutani
Kenji Murasato
Susumu Sasaki
Hiroki Sawada
Yukihiro Yamamoto
将 佐々木
真吾 家田
幸宏 山本
真士 市川
健次 村里
憲治 板垣
篤志 水谷
遠齢 洪
博樹 澤田
義和 片岡
平 菊池
良徳 藤竹
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
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Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2009012006A priority Critical patent/JP2010167898A/en
Publication of JP2010167898A publication Critical patent/JP2010167898A/en
Pending legal-status Critical Current

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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7038Energy storage management
    • Y02T10/7044Controlling the battery or capacitor state of charge
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7216DC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies related to electric vehicle charging
    • Y02T90/12Electric charging stations
    • Y02T90/122Electric charging stations by inductive energy transmission

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle with improved fuel economy. <P>SOLUTION: A vehicle 100 includes: an engine 176; a motor generator 172 generating electricity by drive power from the engine 176; power receiving devices (110, 120, 130, 140) receiving electricity in non-contact manner from a power supply devices installed corresponding to predetermined blocks; a power storage device 150; a motor generator 174 for generating drive power of the vehicle 100; and a vehicle ECU 180 for charging the power storage device 150 by operating the engine 176 and the motor generator 172 when SOC of the power storage device becomes lower than a predetermined lower limit value. The vehicle ECU 180 stops the engine 176 when the power receiving device starts receiving electricity from the power supply device when the vehicle 100 enters a predetermined block and the SOC of the power storage device 150 is smaller than the predetermined lower limit value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle.

  In recent years, hybrid vehicles have attracted much attention as environmentally friendly vehicles. Generally, a hybrid vehicle is equipped with a power storage device and a motor as its power source in addition to an internal combustion engine (engine). The motor generates driving force of the vehicle when electric power is supplied from the power storage device. In a hybrid vehicle, an engine is generally used to drive a generator for charging a power storage device and / or to generate a driving force for driving the hybrid vehicle.

  Technologies for improving the fuel efficiency of hybrid vehicles have been proposed so far. For example, Japanese Patent Laying-Open No. 2007-125913 (Patent Document 1) discloses a hybrid control device for improving fuel efficiency in a situation where a hybrid vehicle travels at a low speed such as traffic congestion. This control device increases the required charging power of the secondary battery in the traffic jam control mode as compared with the normal control mode. As a result, since the power storage device is charged in a short time, traveling by only the motor becomes possible. Furthermore, it becomes possible to improve the operating efficiency of the engine. Therefore, fuel consumption can be improved.

JP 2007-125913 A JP 2008-168671 A JP 2004-23959 A JP 2007-55473 A JP 2007-223458 A

  In a conventional hybrid vehicle, it is necessary to operate the engine when charging the power storage device while the vehicle is running. However, when the engine is operated only for the purpose of charging the power storage device, the engine operates in a light load state, so that the engine operation efficiency may be lowered. Japanese Patent Application Laid-Open No. 2007-125913 (Patent Document 1) discloses a control method for operating an engine in a region where the engine efficiency is high, and it is preferable that the fuel consumption can be further reduced.

  An object of the present invention is to provide a hybrid vehicle capable of improving fuel consumption.

  In summary, the present invention is a hybrid vehicle corresponding to an internal combustion engine that generates power, a first rotating electric machine that can generate electric power using power from the internal combustion engine, and a predetermined section in which the hybrid vehicle can pass. A power receiving device that can receive power in a contactless manner with the power feeding device, a power storage device that can be charged with power supplied from at least one of the first rotating electrical machine and the power receiving device, and the power storage device The second rotating electrical machine that generates electric power to drive the hybrid vehicle, and the internal combustion engine and the first rotating electrical machine are operated when the state value indicating the state of charge of the power storage device falls below a predetermined lower limit value. And a control device that charges the power storage device. The control device stops the internal combustion engine when the power receiving device starts to receive power from the power feeding device when the hybrid vehicle enters a predetermined section and the state value is smaller than the predetermined lower limit value.

  Preferably, when the internal combustion engine stops before the hybrid vehicle enters the predetermined section, the control device prohibits starting of the internal combustion engine while the power receiving device receives power from the power feeding device.

  Preferably, when the state value falls below a predetermined lower limit value, the control device performs internal combustion for power generation by the first rotating electric machine until the state value reaches a predetermined target value that is larger than the predetermined lower limit value. Operate the engine continuously.

  Preferably, the hybrid vehicle further includes a display device that receives and displays information indicating that the power receiving device is receiving power from the power supply device from the control device.

  Preferably, the hybrid vehicle further includes a power split device that splits the power generated by the internal combustion engine into two and transmits the power to the first rotating electric machine and the drive wheels. The control device controls the power generated from the internal combustion engine and the drive power generated from the second rotating electrical machine according to the required power of the hybrid vehicle.

  According to the present invention, the fuel efficiency of a hybrid vehicle can be improved.

1 is a schematic configuration diagram of a vehicle 100 according to an embodiment of the present invention. It is a block diagram which shows the power train structure of the vehicle 100 shown in FIG. It is a figure for demonstrating the principle of the power transmission by the resonance method. It is the figure which showed the relationship between the distance from an electric current source (magnetic current source), and the intensity | strength of an electromagnetic field. FIG. 2 is a functional block diagram illustrating a configuration of a travel control system of vehicle 100 included in vehicle ECU 180. It is a figure for demonstrating control of the engine by this Embodiment. It is a figure showing a control structure of a program executed by vehicle ECU 180.

  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 schematic configuration diagram of a vehicle 100 according to an embodiment of the present invention. Specifically, FIG. 1 shows a configuration for charging a power storage device mounted on vehicle 100 with an external power supply device while vehicle 100 is running or stopped.

  Referring to FIG. 1, vehicle 100 is configured to be able to receive power from power supply apparatus 200 without contacting power supply apparatus 200. Specifically, vehicle 100 includes a secondary self-resonant coil 110, a secondary coil 120, a rectifier 130, a DC / DC converter 140, and a power storage device 150. Vehicle 100 further includes a power control unit (hereinafter also referred to as “PCU (Power Control Unit)”) 160, a motor 170, a vehicle ECU (Electronic Control Unit) 180, and a communication device 190. On the other hand, power supply device 200 includes AC power supply 210, high-frequency power driver 220, primary coil 230, primary self-resonant coil 240, communication device 250, and ECU 260.

  Secondary self-resonant coil 110, secondary coil 120, rectifier 130, and DC / DC converter 140 constitute a power receiving device that receives power supplied from power feeding device 200.

  Primary self-resonant coil 240 of power supply device 200 is disposed near the ground. Secondary self-resonant coil 110 is disposed in the lower part of the vehicle body. However, if the power feeding device 200 is disposed above the vehicle, the secondary self-resonant coil 110 may be disposed at the upper part of the vehicle body.

  The secondary self-resonant coil 110 is an LC resonant coil whose both ends are open (not connected), and receives power from the power feeder 200 by resonating with a primary self-resonant coil 240 (described later) of the power feeder 200 via an electromagnetic field. To do. The capacitance component of the secondary self-resonant coil 110 is the stray capacitance of the coil, but capacitors connected to both ends of the coil may be provided.

  The secondary self-resonant coil 110 and the secondary self-resonant coil 240 are connected to the primary self-resonant coil 240 and the secondary self-resonant coil 240 based on the distance from the primary self-resonant coil 240 or the resonance frequency of the primary self-resonant coil 240 and secondary self-resonant coil 110. The number of turns is appropriately set so that the Q value (for example, Q> 100) indicating the resonance intensity with the self-resonant coil 110 and κ indicating the degree of coupling increase.

  The secondary coil 120 is disposed coaxially with the secondary self-resonant coil 110 and can be magnetically coupled to the secondary self-resonant coil 110 by electromagnetic induction. The secondary coil 120 takes out the electric power received by the secondary self-resonant coil 110 by electromagnetic induction and outputs it to the rectifier 130. The rectifier 130 rectifies the AC power extracted by the secondary coil 120.

  DC / DC converter 140 converts the power rectified by rectifier 130 into a voltage level of power storage device 150 based on a control signal from vehicle ECU 180 and outputs the voltage to power storage device 150. Note that when vehicle 100 receives power from power supply device 200 while vehicle 100 is traveling (in this case, power supply device 200 may be disposed above or on the side of the vehicle, for example), DC / DC converter 140. May convert the power rectified by the rectifier 130 into a system voltage and supply it directly to the PCU 160.

  The power storage device 150 is a rechargeable DC power source, and is composed of, for example, a secondary battery such as lithium ion or nickel metal hydride. The power storage device 150 stores power supplied from the DC / DC converter 140 and also stores regenerative power generated by the motor 170. Then, power storage device 150 supplies the stored power to PCU 160. Note that a large-capacity capacitor can also be used as the power storage device 150. The power storage device 150 may be any power buffer as long as it temporarily stores the power supplied from the power supply device 200 and the regenerative power from the motor 170 and can supply the stored power to the PCU 160.

  PCU 160 drives motor 170 with power output from power storage device 150 or power directly supplied from DC / DC converter 140. PCU 160 also rectifies the regenerative power generated by motor 170 and outputs the rectified power to power storage device 150 to charge power storage device 150. The motor 170 is driven by the PCU 160 to generate a vehicle driving force and output it to driving wheels. Motor 170 generates electricity using kinetic energy received from driving wheels or an engine (not shown), and outputs the generated regenerative power to PCU 160.

  When vehicle 100 receives power from power supply apparatus 200, vehicle ECU 180 controls DC / DC converter 140 to control the voltage between rectifier 130 and DC / DC converter 140 to a predetermined target voltage.

  In addition, vehicle ECU 180 controls PCU 160 based on the traveling state of the vehicle and the state of charge of power storage device 150 when the vehicle is traveling. Communication device 190 is a communication interface for performing wireless communication with power supply device 200 outside the vehicle.

  Next, the configuration of the power supply apparatus 200 will be described. AC power supply 210 is a power supply external to the vehicle, for example, a system power supply. The high frequency power driver 220 converts power received from the AC power source 210 into high frequency power, and supplies the converted high frequency power to the primary coil 230. Note that the frequency of the high-frequency power generated by the high-frequency power driver 220 is, for example, 1M to 10 and several MHz.

  Primary coil 230 is arranged coaxially with primary self-resonant coil 240 and can be magnetically coupled to primary self-resonant coil 240 by electromagnetic induction. The primary coil 230 feeds high-frequency power supplied from the high-frequency power driver 220 to the primary self-resonant coil 240 by electromagnetic induction.

  Primary self-resonant coil 240 is disposed near the ground, but may be disposed above the vehicle when power is supplied to vehicle 100 from above the vehicle. The primary self-resonant coil 240 is also an LC resonant coil whose both ends are open (not connected), and transmits power to the vehicle 100 by resonating with the secondary self-resonant coil 110 of the vehicle 100 via an electromagnetic field. The capacitance component of the primary self-resonant coil 240 is also the stray capacitance of the coil, but capacitors connected to both ends of the coil may be provided.

  The primary self-resonant coil 240 also has a Q value (for example, Q> 100 based on the distance from the secondary self-resonant coil 110 of the vehicle 100, the resonance frequency of the primary self-resonant coil 240 and the secondary self-resonant coil 110, etc. ) And the degree of coupling κ and the like are appropriately set such that the number of turns is increased.

  Communication device 250 is a communication interface for performing wireless communication with vehicle 100 as a power supply destination. For example, ECU 260 controls high-frequency power driver 220 so that the received power of vehicle 100 becomes a target value. Specifically, ECU 260 acquires the received power of vehicle 100 and its target value from vehicle 100 by communication device 250, and controls the output of high-frequency power driver 220 so that the received power of vehicle 100 matches the target value. . In addition, ECU 260 can transmit the impedance value of power supply apparatus 200 to vehicle 100.

  FIG. 2 is a block diagram showing a power train configuration of vehicle 100 shown in FIG. Referring to FIG. 2, vehicle 100 includes a power storage device 150, a system main relay SMR1, a boost converter 162, inverters 164 and 166, motor generators 172 and 174, an engine 176, a power split device 177, Drive wheel 178. Further, the vehicle 100 includes a secondary self-resonant coil 110, a secondary coil 120, a rectifier 130, a DC / DC converter 140, a system main relay SMR2, a vehicle ECU 180, a communication device (I / F in the figure). ) 190, voltage sensors 191, 192, current sensors 193, 194, and a display device 195.

  Vehicle 100 is a hybrid vehicle equipped with engine 176 and motor generator 174 as power sources. The engine 176 is an internal combustion engine that generates power by burning fuel such as gasoline.

  Engine 176 and motor generators 172 and 174 are connected to power split device 177. Vehicle 100 travels with a driving force generated by at least one of engine 176 and motor generator 174. The power generated by the engine 176 is divided into two paths by the power split device 177. That is, one of the two paths is a path transmitted to the drive wheel 178 and the other of the two paths is a path transmitted to the motor generator 172.

  Motor generator 172 is an AC rotating electric machine, and includes, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. Motor generator 172 generates power using the kinetic energy of engine 176 divided by power split device 177. For example, when a value indicating the state of charge of power storage device 150 (hereinafter also referred to as “SOC”) becomes lower than a predetermined value, engine 176 is started and motor generator 172 generates power, and power storage device 150 is Charged.

  The motor generator 174 is also an AC rotating electric machine, and is composed of, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor, like the motor generator 172. Motor generator 174 generates a driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by motor generator 172. Then, the driving force of motor generator 174 is transmitted to driving wheel 178.

  When the vehicle is braked or the acceleration of the vehicle is reduced on the down slope, the mechanical energy stored in the vehicle as kinetic energy or positional energy is used to drive the motor generator 174 via the drive wheels 178, and the motor generator 174 operates as a generator. Thus, motor generator 174 operates as a regenerative brake that converts running energy into electric power and generates braking force. The electric power generated by motor generator 174 is stored in power storage device 150. Motor generator 174 corresponds to motor 170 in FIG.

  Power split device 177 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be able to rotate and is coupled to the crankshaft of the engine 176. The sun gear is coupled to the rotation shaft of motor generator 172. The ring gear is connected to the rotation shaft of motor generator 174 and drive wheel 178.

  System main relay SMR1 is arranged between power storage device 150 and boost converter 162. System main relay SMR1 electrically connects power storage device 150 to boost converter 162 when signal SE1 from vehicle ECU 180 is activated, and boosts power storage device 150 and boosts when signal SE1 is deactivated. The electric circuit between the converter 162 and the converter 162 is cut off.

  Boost converter 162 boosts the voltage output from power storage device 150 based on signal PWC from vehicle ECU 180, and outputs the boosted voltage to positive line PL2. Boost converter 162 is formed of, for example, a DC chopper circuit.

  Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively. Inverter 164 drives motor generator 172 based on signal PWI 1 from vehicle ECU 180, and inverter 166 drives motor generator 174 based on signal PWI 2 from vehicle ECU 180. Inverters 164 and 166 are formed of, for example, a three-phase bridge circuit.

  Boost converter 162 and inverters 164 and 166 correspond to PCU 160 in FIG.

  The secondary self-resonant coil 110, the secondary coil 120, the rectifier 130, and the DC / DC converter 140 are as described in FIG. System main relay SMR <b> 2 is arranged between DC / DC converter 140 and power storage device 150. System main relay SMR2 electrically connects power storage device 150 to DC / DC converter 140 when signal SE2 from vehicle ECU 180 is activated, and power storage device 150 and DC when signal SE2 is deactivated. The electric circuit to / from DC converter 140 is interrupted.

  Voltage sensor 191 detects voltage VB of power storage device 150 and outputs the detected value to vehicle ECU 180. Current sensor 193 detects current IB input / output to power storage device 150 and outputs the detected value to vehicle ECU 180.

  Voltage sensor 192 detects voltage VH between rectifier 130 and DC / DC converter 140 and outputs the detected value to vehicle ECU 180. Current sensor 194 detects current I1 output from rectifier 130, and outputs the detected value to vehicle ECU 180.

  Vehicle ECU 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on the accelerator opening, vehicle speed, and other signals from each sensor, and the generated signals PWC, PWI1, and PWI2 are output to boost converter 162 and inverters 164 and 166, respectively. Further, vehicle ECU 180 controls engine 176.

  Based on the detection value (voltage VB) of voltage sensor 191 and the detection value (current IB) of current sensor 193, vehicle ECU 180 determines the SOC of power storage device 150, input upper limit power Win indicating the upper limit value of charging power, and discharge An output upper limit power Wout indicating an upper limit value of power is set. For example, the SOC is defined as 100% when power storage device 150 is fully charged, and is defined as 0% when power storage device 150 is completely discharged.

  Further, when the vehicle is traveling, vehicle ECU 180 activates signal SE1 to turn on system main relay SMR1, and deactivates signal SE2 to turn off system main relay SMR2. On the other hand, when receiving power from power supply apparatus 200 outside the vehicle, vehicle ECU 180 deactivates signal SE1 to turn off system main relay SMR1, and activates signal SE2 to turn on system main relay SMR2.

  When vehicle 100 can receive power from power feeding device 200 (see FIG. 1) during its travel, vehicle ECU 180 activates signals SE1 and SE2 to turn on system main relays SMR1 and SMR2. May be.

  The vehicle ECU 180 detects that the power receiving device has received power from the power feeding device 200 based on the detection value (current I1) of the current sensor 194. In this case, vehicle ECU 180 outputs information indicating that the power receiving device receives power from power supply device 200 to display device 195. Display device 195 displays information from vehicle ECU 180 to notify the occupant of vehicle 100 that the power receiving device is receiving power from power supply device 200. The display device 195 is, for example, a liquid crystal display, but is not particularly limited as long as it can display information indicating that power is being received from the power feeding device.

The power feeding device 200 performs non-contact power feeding to the vehicle 100 by a resonance method.
FIG. 3 is a diagram for explaining the principle of power transmission by the resonance method. Referring to FIG. 3, in this resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil via an electromagnetic field.

  Specifically, the primary coil 320 is connected to the high frequency power supply 310, and 1 M to 10 and several MHz high frequency power is supplied to the primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator having its own inductance and stray capacitance, and resonates with a secondary self-resonant coil 340 having the same resonance frequency as the primary self-resonant coil 330 via an electromagnetic field (near field). . Then, energy (electric power) moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 340 is taken out by the secondary coil 350 that is magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction and supplied to the load 360. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity between the primary self-resonant coil 330 and the secondary self-resonant coil 340 is greater than 100, for example.

  1 will be described. The AC power supply 210 and the high frequency power driver 220 in FIG. 1 correspond to the high frequency power supply 310 in FIG. Also, the primary coil 230 and the primary self-resonant coil 240 in FIG. 1 correspond to the primary coil 320 and the primary self-resonant coil 330 in FIG. 3, respectively, and the secondary self-resonant coil 110 and the secondary coil 120 in FIG. This corresponds to the secondary self-resonant coil 340 and the secondary coil 350 in FIG. In addition, the rectifier 130 and the subsequent parts in FIG.

  FIG. 4 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field. Referring to FIG. 4, the electromagnetic field is composed of three components. A curve k1 is a component inversely proportional to the distance from the wave source, and is referred to as a “radiating electric field”. A curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induced electric field”. The curve k3 is a component that is inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic field”.

  The “electrostatic field” is a region where the intensity of the electromagnetic wave suddenly decreases with the distance from the wave source. In the resonance method, energy (electric power) is utilized by using the near field (evanescent field) in which this “electrostatic field” is dominant. Is transmitted. That is, by resonating a pair of resonators having the same natural frequency (for example, a pair of LC resonance coils) in a near field where the “electrostatic field” is dominant, Energy (electric power) is transmitted to the resonator (secondary self-resonant coil). Since this “electrostatic field” does not propagate energy far away, the resonance method can transmit power with less energy loss than electromagnetic waves that transmit energy (electric power) by “radiant electric field” that propagates energy far away. it can.

<About travel control by vehicle ECU>
FIG. 5 is a functional block diagram illustrating a configuration of a travel control system of vehicle 100 included in vehicle ECU 180. More specifically, FIG. 5 shows a control configuration related to power distribution control between engine 176 and motor generators 172 and 174. Each functional block shown in FIG. 5 can be realized by execution of a predetermined program stored in advance by vehicle ECU 180 and / or arithmetic processing by an electronic circuit (hardware) in vehicle ECU 180.

  Referring to FIG. 5, vehicle ECU 180 includes a travel control unit 181, a total power calculation unit 182, inverter control units 183 and 184, and an engine control unit 185.

  The total power calculation unit 182 calculates the required power (total required power Pttl) of the entire vehicle 100 based on the vehicle speed and the operation amount of an accelerator pedal (not shown). Depending on the vehicle situation, the power for generating the charging power of the power storage device (charging power generated by motor generator 172), that is, the engine output may be required. It is assumed that the total required power Pttl can include such power.

  Travel control unit 181 receives input upper limit power Win of power storage device 150, output upper limit power Wout of power storage device 150, total required power Pttl from total power calculation unit 182, and regenerative brake request during brake pedal operation. Thus, torque command values Tqcom1 and Tqcom2 as motor control commands are generated. At this time, traveling control unit 181 generates torque command values Tqcom1 and Tqcom2 so that the total input power (output power) of motor generators 172 and 174 does not exceed input upper limit power Win (output upper limit power Wout).

  Furthermore, traveling control unit 181 distributes the vehicle driving power by motor generator 174 and the vehicle driving power by engine 176 so that total required power Pttl is ensured. In particular, the electric power stored in the externally charged power storage device is used to the maximum to suppress the operation of the engine 176, or the vehicle driving power by the engine 176 corresponds to a region where the engine 176 can operate with high efficiency. Thus, the vehicle travel with high fuel efficiency is realized.

  Inverter control unit 183 generates signal PWI1 for controlling inverter 164 based on torque command value Tqcom1 and motor current value MCRT1 of motor generator 172. Similarly, inverter control unit 184 generates signal PWI2 for controlling inverter 166 based on torque command value Tqcom2 and motor current value MCRT2 of motor generator 174.

  The travel control unit 181 generates an engine control command Ecom according to the set value of the vehicle driving power by the set engine. The engine control unit 185 controls the engine 176 according to the engine control command Ecom.

  When vehicle 100 is in a travel mode (EV mode) in which the vehicle travels actively using power stored in power storage device 150, total required power Pttl is equal to or lower than output upper limit power Wout of power storage device 150. Sometimes, the vehicle travels only by the vehicle driving power by the motor generator 174 without operating the engine 176. When total required power Pttl exceeds output upper limit power Wout, engine 176 is started.

  When the power stored in power storage device 150 is consumed by motor generator 174 and the state of charge of power storage device 150 deteriorates, it is difficult to maintain the EV mode. In this case, the traveling mode is switched from the EV mode to the HV mode. In the HV mode, the driving power distribution between the engine 176 and the motor generator 174 is controlled. In this case, engine 176 is preferentially used for traveling of vehicle 100.

  In an engine operating region where the operating efficiency of the engine 176 is good, the vehicle 100 travels mainly using the output of the engine 176. The power of engine 176 is divided by power split device 177 into a path that is transmitted to drive wheels 178 and a path that is transmitted to motor generator 172. Electric power generated by the motor generator 172 is supplied to the motor generator 174 via the inverter 166. Thereby, motor generator 174 generates power to assist the power of engine 176. Note that the power generation amount of the motor generator 172 in this case is the minimum power generation amount in order to improve the operating efficiency of the engine 176.

  When the vehicle 100 starts or when the vehicle 100 is lightly loaded, if the power storage device is in a good charge state, the vehicle 100 is started and driven only by the driving force of the motor generator 174. In this case, since engine 176 stops, motor generator 172 does not generate power. However, when the state of charge of power storage device 150 deteriorates, motor generator 172 generates power for charging power storage device 150 by starting engine 176.

  Therefore, in the HV mode, the engine 176 may intermittently operate. However, intermittent operation of engine 176 is prohibited when SOC of power storage device 150 falls below a predetermined lower limit value in HV mode. In this case, vehicle ECU 180 continuously operates engine 176 in order to continue power generation by motor generator 172 until the SOC reaches a predetermined target value. It should be noted that this target value is set to be larger than the lower limit value in order to prevent engine 176 from repeatedly starting and stopping.

  When the SOC of power storage device 150 falls below the lower limit, for example, when the vehicle is temporarily stopped, or the vehicle can be advanced only by the vehicle driving power generated by motor generator 174. Even in such a case, the engine 176 is operated to generate power by the motor generator 172. In these cases, since the engine 176 is in a light load state, the operating efficiency of the engine 176 is greatly reduced. Furthermore, if the light load operation of engine 176 is continued until the SOC reaches a predetermined target value, the fuel consumption of vehicle 100 may be reduced.

  In the present embodiment, in order to suppress a reduction in fuel consumption of vehicle 100, the engine is controlled as described below when the SOC of the power storage device is low.

<Control of engine when SOC of power storage device is low>
FIG. 6 is a diagram for explaining engine control according to the present embodiment.

  Referring to FIG. 6, power feeding device 200 is arranged in power feeding area 400 as a predetermined traveling section located before the intersection. That is, the power supply area 400 is a section through which the vehicle can pass. In FIG. 6, the length of the power supply area 400 (the length in the traveling direction of the vehicle) is shown as approximately the length of three vehicles, but the length of the power supply area 400 is not particularly limited. .

  Vehicles 101, 102, 103, and 104 pass through power feeding area 400 in order. Each of vehicles 101-104 has the same configuration as vehicle 100 shown in FIGS. Therefore, each of the vehicles 101 to 104 can receive power from the power supply apparatus 200.

  Since the vehicles 101, 102, and 103 among the vehicles 101 to 104 are passing through the power supply area 400 (may stop in the power supply area 400), they can receive power from the power supply apparatus 200. Each of vehicles 101, 102, and 103 stops engine 176 when the SOC of power storage device 150 falls below the lower limit value and power supply from power supply device 200 is started.

  On the other hand, since vehicle 104 travels outside power feeding area 400, it cannot receive power from power feeding device 200. Therefore, when SOC of power storage device 150 is below the lower limit value, vehicle 104 starts engine 176 for power generation by motor generator 172. When vehicle 104 enters power supply area 400 and vehicle 104 starts to receive power from power supply device 200 and SOC of power storage device 150 is below the lower limit value, vehicle 104 stops engine 176. Let

  If the SOC of power storage device 150 is below the lower limit even after the vehicle has passed power feeding area 400, engine 176 is started again.

  In the section before the intersection, there is a possibility that the vehicle may temporarily stop for waiting for a signal or may start at a low speed. In these cases, even if the engine is operated, the power is used for power generation by the motor generator 172. However, since the engine is in a light load state, the operating efficiency of the engine is reduced.

  According to the present embodiment, the engine stops when the SOC of power storage device 150 falls below the lower limit value and the supply of power from power supply device 200 is started. As a result, the frequency of inefficient power generation (power generation that reduces the fuel consumption of the engine 176) can be reduced, so that the fuel consumption of the vehicle can be improved.

  FIG. 7 is a diagram showing a control structure of a program executed by vehicle ECU 180. The processing of this flowchart is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 7 and 2, in step S <b> 1, vehicle ECU 180 confirms the SOC of power storage device 150. Subsequently, in step S <b> 2, vehicle ECU 180 determines whether or not power generation by continuous operation of engine 176 is necessary based on the SOC of power storage device 150. Specifically, vehicle ECU 180 prohibits intermittent operation of engine 176 and requires power generation of motor generator 172 by continuous operation of engine 176 when the SOC of power storage device 150 falls below a predetermined lower limit value. judge. In this case (YES in step S2), the process proceeds to step S3. On the other hand, when the SOC of power storage device 150 is equal to or greater than the predetermined lower limit (NO in step S2), the process returns to the main routine.

  Once the continuous operation of engine 176 is started, the motor by the continuous operation of engine 176 is performed until the SOC of power storage device 150 recovers to a predetermined target value (this target value is greater than the lower limit value). It is determined that power generation by generator 172 is necessary.

  In step S3, vehicle ECU 180 determines whether or not external power reception is being executed. When the power receiving device (secondary self-resonant coil 110, secondary coil 120, rectifier 130, DC / DC converter 140) receives power from the power feeding device 200, a current is output from the rectifier 130 and the current is detected by the current sensor 194. Is detected. Based on the detection value of current sensor 194, vehicle ECU 180 determines whether or not external power reception is being performed.

  If it is determined that external power reception is being performed (YES in step S3), the process proceeds to step S4. On the other hand, when it is determined that external power reception is not being executed (NO in step S3), the process returns to the main routine.

  In step S4, vehicle ECU 180 causes display device 195 to display information indicating that the power receiving device is being charged. Specifically, vehicle ECU 180 outputs information indicating that the power receiving device is receiving power from power supply device 200 to display device 195. Display device 195 displays information from vehicle ECU 180.

  In step S5, vehicle ECU 180 determines whether engine 176 is operating. For example, vehicle ECU 180 determines that engine 176 is operating when engine 176 has a positive rotation speed. On the other hand, vehicle ECU 180 determines that engine 176 is stopped when engine 176 has a rotational speed of zero. When it is determined that engine 176 is operating (YES in step S5), vehicle ECU 180 stops engine 176 (step S6). On the other hand, when it is determined that engine 176 is not operating (NO in step S5), vehicle ECU 180 prohibits engine start for recovering the SOC (step S7).

  When the process of step S6 or S7 ends, the entire process is returned to the main routine.

  According to the present embodiment, when SOC of power storage device 150 does not fall below a predetermined lower limit value (NO in step S2), power generation of motor generator 172 by continuous operation of engine 176 is not executed. On the other hand, when SOC of power storage device 150 falls below a predetermined lower limit (YES in step S2), motor generator 172 generates power by continuous operation of engine 176.

  If power reception from power supply device 200 provided outside the vehicle is not executed (NO in step S3), the process returns to the main routine. In this case, the motor generator 172 generates power by the continuous operation of the engine 176. Thereby, power storage device 150 is charged.

  When vehicle 100 is located outside the power supply area, power reception by the power receiving device is not executed. In this case (NO in step S3), the operation of engine 176 is continued. In this case, engine 176 operates continuously until the SOC of power storage device 150 reaches a predetermined target value (NO in step S2).

  When power receiving device starts to receive power from power feeding device 200 due to vehicle 100 entering the power feeding area (YES in step S3), vehicle ECU 180 indicates that the power receiving device receives power from power feeding device 200. Information is displayed on the display device 195 (step S4). Accordingly, the occupant can grasp that the vehicle 100 has entered the power feeding area, and can suppress the occupant from feeling uncomfortable with the engine 176 being stopped.

  Subsequently, vehicle ECU 180 determines whether engine 176 is operating (step S5). When the vehicle 100 enters the power supply range, the vehicle 100 can receive power from the power supply device 200. When the engine 176 is operating in a light load state, it is preferable to stop the engine 176 from the viewpoint of improving fuel consumption. Therefore, it is determined whether engine 176 is operating. When engine 176 is operating (YES in step S5), vehicle ECU 180 stops engine 176 (step S6). As a result, it is possible to avoid operating the engine 176 with low efficiency for the power generation of the motor generator 172. Furthermore, since it is prohibited to operate the engine 176 with low efficiency, fuel consumption can be improved.

  When engine 176 is not operating, that is, when engine 176 is stopped (NO in step S5), vehicle ECU 180 prohibits starting of engine 176 (step S7). By prohibiting engine 176 from starting, engine 176 can be prevented from operating at low efficiency due to power generation by motor generator 172. Therefore, fuel efficiency can be improved even in this case.

  In this embodiment, an example in which the resonance method is used as a power transmission method has been described. However, the vehicle of the present invention only needs to be configured to be able to supply power from the outside of the vehicle while traveling and stopped. There is no need to be limited to applying power supply only. For example, a power transmission method using electromagnetic induction or a power transmission method using electromagnetic waves may be applied to the present invention as a method for supplying power to the vehicle from the outside of the vehicle while traveling and stopping.

  In this embodiment, the number of power storage devices mounted on the vehicle is one, but the present invention is also applicable to a vehicle including a plurality of power storage devices.

  In the above description, the power supply area installed near the intersection is shown as the power supply area, but the installation location of the power supply area is not particularly limited.

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

  100 to 104 vehicle, 110, 340 secondary self-resonant coil, 120, 350 secondary coil, 130 rectifier, 140 DC / DC converter, 150 power storage device, 162 boost converter, 164, 166 inverter, 170 motor, 172, 174 motor Generator, 176 Engine, 177 Power split device, 178 Drive wheel, 180 Vehicle ECU, 181 Travel control unit, 182 Total power calculation unit, 183, 184 Inverter control unit, 185 Engine control unit, 190, 250 Communication device, 191, 192 Voltage sensor, 193, 194 Current sensor, 195 Display device, 200 Power supply device, 210 AC power source, 220 High frequency power driver, 230, 320 Primary coil, 240, 330 Primary self-resonant coil, 310 High frequency power source 360 load, 400 power supply area, k1~k3 curve, PL2 positive line, SMR1, SMR2 system main relay, SMR2 system main relay.

Claims (5)

  1. A hybrid vehicle,
    An internal combustion engine that generates power;
    A first rotating electric machine capable of generating electric power from the power from the internal combustion engine;
    From a power supply device installed corresponding to a predetermined section through which the hybrid vehicle can pass, a power reception device capable of receiving power without contact with the power supply device;
    A power storage device that can be charged by power supplied from at least one of the first rotating electrical machine and the power receiving device;
    A second rotating electrical machine that generates driving power of the hybrid vehicle using electric power stored in the power storage device;
    A control device that charges the power storage device by operating the internal combustion engine and the first rotating electrical machine when a state value indicating a state of charge of the power storage device falls below a predetermined lower limit;
    The control device, when the hybrid vehicle enters the predetermined section, the power receiving device starts to receive power from the power supply device, and the state value is smaller than the predetermined lower limit value, A hybrid vehicle for stopping the internal combustion engine.
  2.   When the internal combustion engine is stopped before the hybrid vehicle enters the predetermined section, the control device prohibits starting of the internal combustion engine while the power receiving device receives power from the power feeding device. The hybrid vehicle according to claim 1.
  3.   When the state value falls below a predetermined lower limit value, the control device is configured to generate power by the first rotating electrical machine until the state value reaches a predetermined target value that is greater than the predetermined lower limit value. The hybrid vehicle according to claim 1, wherein the internal combustion engine is continuously operated.
  4. The hybrid vehicle
    4. The hybrid vehicle according to claim 1, further comprising a display device that receives and displays information indicating that the power receiving device is receiving power from the power feeding device from the control device. 5.
  5. The hybrid vehicle
    A power split device that splits the power generated by the internal combustion engine into two and transmits the power to the first rotating electrical machine and drive wheels;
    5. The control device according to claim 1, wherein the control device controls the power generated from the internal combustion engine and the drive power generated from the second rotating electric machine according to a required power of the hybrid vehicle. The hybrid vehicle of any one of Claims.
JP2009012006A 2009-01-22 2009-01-22 Hybrid vehicle Pending JP2010167898A (en)

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