JP2013024204A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle that can restrain increase in fuel consumption amount while suppressing the generation of overcharging due to factors of heating, even when intermittent operation control is performed before completion of warming-up of an engine.SOLUTION: The control device of a hybrid vehicle that is, a power management control computer 500, performs an intermittent operation control to suppress the wasteful idling operation, when the temperature of the coolant water for the engine 110 indicates a temperature equal to or more than a second reference temperature which is lower than a first reference temperature indicating the completion of the warming-up of the engine 110. The power management control computer 500 performs an ignition timing variable control in response to the battery charge remaining amount in which the more the charge remaining amount is of the battery 200, the more retarded the ignition timing is, when the engine 110 is operated only by the factors of heating until the warming-up of the engine 110 is completed.

Description

  The present invention relates to a control device for a hybrid vehicle.

  As described in Patent Document 1, some hybrid vehicles execute intermittent operation control that stops or restarts engine operation according to the state at that time. By executing such intermittent operation control, useless idling operation can be suppressed and fuel consumption can be suppressed.

JP 2010-255504 A

  By the way, even before the engine warm-up is completed, if the engine coolant temperature has risen to some extent, intermittent operation control may be performed to improve fuel efficiency. Conceivable. In this case, since the cooling water temperature during the intermittent operation control before the completion of warm-up is relatively low, the cooling water temperature decreases when the heat of the cooling water is used for heating, and the cooling water temperature performs the intermittent operation control. The engine that has been stopped through the intermittent operation control may be operated again. Thus, when the engine is operated due to the heating factor, the opportunity for stopping the engine is reduced, and the fuel consumption is increased.

  In addition, when the engine is operated due to such heating factors when the remaining amount of charge of the battery is large, the motor generator is driven along with the operation of the engine, and the generated electric power is charged to the battery. There is a risk that excessive power will be supplied to the battery, resulting in overcharging.

  The present invention has been made in view of the above circumstances, and its purpose is to suppress the occurrence of overcharge caused by heating factors even when intermittent operation control is executed before engine warm-up is completed. In addition, an object of the present invention is to provide a control device for a hybrid vehicle that can suppress an increase in fuel consumption.

In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 is an engine, an air conditioner unit that uses the heat of cooling water of the engine to heat air and uses it for heating, a generator that generates electric power by the power of the engine, and the generator A battery for storing electric power generated by the engine, and the temperature of the engine coolant is equal to or higher than a second reference temperature lower than a first reference temperature indicating that the engine has been warmed up. A control device for a hybrid vehicle that performs intermittent operation control to stop the operation of the engine or to operate the engine again in order to suppress useless idling operation, and until the engine warm-up is completed When the engine is operated only due to heating during the period, the battery charge remaining amount that retards the ignition timing as the remaining charge amount of the battery increases. Flip ignition timing as the control device for a hybrid vehicle that performs variable control.

  According to the above configuration, when the engine is operated only by the heating factor until the warm-up of the engine is completed, the ignition timing is retarded as the remaining charge of the battery increases. By retarding the ignition timing, the ratio of the energy consumed as heat among the energy generated by the combustion of the air-fuel mixture in the combustion chamber increases. As a result, the power output from the engine is reduced, and the power generated when the motor generator is driven by the engine is also reduced. Therefore, by retarding the ignition timing, it is possible to reduce the electric power charged in the battery with the operation of the engine and to suppress overcharging of the battery.

  Moreover, since the ratio of the energy consumed as heat among the energy generated by the combustion of the air-fuel mixture in the combustion chamber increases, the temperature of the engine cooling water tends to increase. As a result, even in a situation where the heat of the cooling water is used for heating and the temperature of the cooling water is likely to decrease, there is an opportunity to perform the intermittent operation control by raising the temperature of the cooling water to the second reference temperature or higher. It will be possible to secure. That is, it is possible to suppress an increase in fuel consumption due to a decrease in the chance of executing the intermittent operation control due to a decrease in the cooling water temperature and a decrease in the chance of stopping the engine.

  In short, according to the first aspect of the present invention, even when intermittent operation control is executed before engine warm-up is completed, it is possible to suppress the occurrence of overcharge caused by heating factors. At the same time, an increase in fuel consumption can be suppressed.

The schematic diagram which shows the relationship between the power management control computer which is a control apparatus of the hybrid vehicle concerning this invention, and the hybrid system which is the control object. The flowchart which shows the flow of the process which judges whether ignition timing variable control according to a battery charge remaining amount is performed. The graph which shows the relationship between the battery charge remaining amount in the ignition timing variable control according to battery charge remaining amount, and the retard amount of ignition timing.

  Hereinafter, an embodiment in which a control device for a hybrid vehicle according to the present invention is embodied as a power management control computer that performs output control of a hybrid system will be described with reference to FIGS.

  As shown in FIG. 1, the hybrid system 100 according to the present embodiment is configured by connecting an engine 110 and two motor generators 120 and 150 via a power split mechanism 130 and a reduction gear 140.

  Each of the first motor generator 120 and the second motor generator 150 is a known synchronous generator motor including a rotor having a permanent magnet embedded therein and a stator around which a three-phase coil is wound.

  The power split mechanism 130 is a planetary gear including a sun gear 131 as an external gear, a ring gear 132 having an internal gear surrounding the sun gear 131, and a plurality of planetary gears 133 meshing with both the sun gear 131 and the ring gear 132. Mechanism. Each planetary gear 133 is connected by a planetary carrier 134 and is supported so as to be capable of rotating and revolving. The planetary carrier 134 is connected to the crankshaft 111 of the engine 110 via the damper 112 as shown in the lower right of FIG. The sun gear 131 is connected to the first motor generator 120. A counter gear 160 is engaged with the ring gear 132, and the power of the ring gear 132 is transmitted to the differential 180 through the counter gear 160 and the final gear 170.

  Further, as shown in the lower left of FIG. 1, a second motor generator 150 is connected to the ring gear 132 via a reduction gear 140. The reduction gear 140 is a planetary gear mechanism that includes a sun gear 141 and a plurality of planetary gears 143, similarly to the power split mechanism 130. However, in the reduction gear 140, the planetary carrier 144 is fixed. Therefore, the planetary gear 143 of the reduction gear 140 can rotate but cannot revolve. The second motor generator 150 is connected to the sun gear 141.

  In the hybrid system 100 configured as described above, the power from the engine 110 input from the planetary carrier 134 is distributed to the sun gear 131 side and the ring gear 132 side through the power split mechanism 130. The planetary ratio, which is the ratio of the number of teeth of the sun gear 131 to the number of teeth of the ring gear 132, is “ρ”, and the power is distributed according to this planetary ratio.

  The ring gear 132 integrates the power of the engine 110 input through the power split mechanism 130 and the power of the second motor generator 150 input through the reduction gear 140 and transmits them to the differential 180. As a result, the power output from the hybrid system 100 is distributed to the left and right drive wheels 190L and 190R via the differential 180.

  First motor generator 120 and second motor generator 150 are connected to battery 200 through inverter 210 and converter 220. Inverter 210 forms a three-phase bridge circuit with six insulated gate bipolar transistors for each of first motor generator 120 and second motor generator 150. Thereby, in the inverter 210, a direct current can be converted into a three-phase alternating current or a three-phase alternating current can be converted into a direct current by turning on and off the insulated gate bipolar transistor as a semiconductor switching element. .

  Converter 220 includes a reactor and two insulated bipolar transistors. By turning on / off one of the insulated bipolar transistors, power supplied from battery 200 is boosted and supplied to inverter 210. Further, the power supplied from the inverter 210 can be stepped down and supplied to the battery 200 by turning on and off the other insulated bipolar transistor.

  Thus, the alternating current generated by first motor generator 120 is transmitted to inverter 210 and converted into a direct current by inverter 210, and the voltage is stepped down through converter 220 and then charged to battery 200.

  When engine 110 is started, a direct current supplied from battery 200 is boosted through converter 220, converted to an alternating current by inverter 210, and supplied to first motor generator 120.

  The second motor generator 150 is also connected to the battery 200 through the inverter 210 and the converter 220 in the same manner as the first motor generator 120. When starting, at low speed, or during acceleration, the DC current supplied from the battery 200 is boosted by the converter 220 and then exchanged for AC current by the inverter 210 and supplied to the second motor generator 150.

  The first motor generator 120 functions as a starter motor that cranks the engine 110 when the engine 110 is started, and functions as a generator that generates power using the power of the engine 110 during operation of the engine 110.

  Further, during steady running or acceleration, the alternating current generated by the first motor generator 120 is supplied to the second motor generator 150 via the inverter 210. When second motor generator 150 is driven by the current thus supplied, the power is transmitted to reduction gear 140. The power transmitted to the reduction gear 140 is transmitted to the drive wheels 190L and 190R via the differential 180.

  Further, during deceleration, second motor generator 150 is driven by the power transmitted from drive wheels 190L and 190R. At this time, the second motor generator 150 functions as a generator and generates power, whereby the power transmitted from the drive wheels 190L and 190R to the second motor generator 150 is converted into electric power. The electric power thus converted is converted from an alternating current to a direct current by the inverter 210, and after being stepped down through the converter 220, the battery 200 is charged.

That is, during deceleration, energy is recovered by converting kinetic energy into electrical energy and storing it in the battery 200.
Such control of the hybrid system 100 is executed based on a control signal output from the power management control computer 500. The power management control computer 500 includes a central processing unit (CPU) that performs various arithmetic processes for controlling each part of the hybrid system 100, a read-only memory (ROM) that stores control programs and data, and arithmetic processes. And a random access memory (RAM) for temporarily storing the results.

  Further, as shown in FIG. 1, a battery monitoring unit 250, a motor control unit 300, an engine control unit 400, an air conditioner control unit 600, and the like are connected to the power management control computer 500.

  The battery monitoring unit 250 receives a current value signal from a current sensor 230 provided on a power line between the battery 200 and the converter 220, a battery temperature signal from the battery temperature sensor 240, and the like. The battery monitoring unit 250 transmits data regarding the state of the battery 200 input from such sensors to the power management control computer 500 as necessary. The power management control computer 500 calculates the remaining charge of the battery 200 based on the integrated value of the detection values of the current sensor 230 transmitted from the battery monitoring unit 250.

  The motor control unit 300 controls the inverter 210 and the converter 220 according to the output request from the power management control computer 500, and controls the first motor generator 120 and the second motor generator 150. The motor control unit 300 is connected to a rotation sensor 320 for detecting the rotation speed Nm1 of the first motor generator 120 and a rotation sensor 350 for detecting the rotation speed Nm2 of the second motor generator 150. The motor control unit 300 transmits information necessary for vehicle control, such as information on the rotational speeds Nm1 and Nm2 detected by the rotation sensors 320 and 350, to the power management control computer 500.

  The engine control unit 400 performs fuel injection control, ignition timing control, intake air amount control, etc. in the engine 110 in accordance with an output request from the power management control computer 500. The engine control unit 400 is connected to an air flow meter 410 that detects an intake air amount and a crank position sensor 420 that detects an engine speed Ne that is the speed of the crankshaft 111. Further, a throttle position sensor 430 for detecting the opening of the throttle valve, a water temperature sensor 440 for detecting an engine water temperature THW that is an engine cooling water temperature, and the like are also connected. The engine control unit 400 transmits information detected by these sensors to the power management control computer 500 as necessary.

  The air conditioner control unit 600 controls the air conditioner unit 700 that blows warm air or cold air into the vehicle interior. The air conditioner unit 700 includes a blower fan for blowing warm air and cold air into the vehicle interior, an evaporator for dehumidifying and cooling the air to be blown, and the cold air dehumidified and cooled through the evaporator as heat of cooling water for the engine 110. And a heater core that is warmed by using the heater.

  In the air conditioner unit 700, the blower fan is rotated by the blower motor driven by the electric power supplied from the battery 200, thereby introducing the outside air or the inside air in the vehicle interior, and after the air passes through the evaporator and the heater core, To be blown.

  An air mix damper is provided between the evaporator and the heater core in the housing of the air conditioner unit 700. The opening degree of the air mix damper is controlled so as to adjust the amount of air guided to the heater core among the air dehumidified and cooled through the evaporator. This makes it possible to change the ratio of the air that is guided to the heater core and warmed out of the air that has been dehumidified and cooled through the evaporator, and the temperature of the air that is blown into the passenger compartment can be adjusted. Further, by changing the rotational speed of the blower motor, the amount of hot or cold air blown into the passenger compartment can be changed.

  The air conditioner control unit 600 performs the opening control of the air mix damper, the switching control of the suction port switching damper, and the rotation speed control of the blower motor. The air conditioner control unit 600 is connected to various sensors such as an inside air sensor 610 that detects the temperature in the vehicle interior, an outside air sensor 620 that detects the temperature of the outside air, and a solar radiation sensor 630 that detects the amount of solar radiation incident on the vehicle interior. .

  The air conditioner control unit 600 is connected to an air conditioner switch 640 for turning on / off the operation of the air conditioner unit 700, a temperature setting switch 650 for setting a target temperature, and the like.

  The air conditioner control unit 600 performs arithmetic processing based on signals input from these various sensors and switches. For example, the temperature of the hot or cold air blown into the vehicle interior is adjusted by controlling the opening of the air mix damper so that the temperature in the vehicle interior matches the target temperature set by the temperature setting switch 650, and the blower motor Is controlled automatically to control the amount of hot and cold air blown into the passenger compartment.

  In addition to the battery monitoring unit 250, the motor control unit 300, the engine control unit 400, and the air conditioner control unit 600, the power management control computer 500 includes an accelerator position sensor 510 that detects the amount of accelerator operation, and the shift lever operation position. A shift position sensor 520 for detecting, a vehicle speed sensor 530 for detecting the vehicle speed, and the like are connected.

  The power management control computer 500 calculates the required torque to be output to the ring gear 132 based on the accelerator operation amount and the vehicle speed, and outputs the required power corresponding to the required torque to the ring gear 132. 110, the first motor generator 120 and the second motor generator 150 are controlled.

  For example, a part of the power output from the engine 110 is used to drive the first motor generator 120, and the second motor generator 150 is driven using the power generated there to generate power for the engine 110. Power of second motor generator 150 is applied to drive drive wheels 190L and 190R. In this way, a part of the power output from the engine 110 is distributed to the first motor generator 120, and the driving is assisted by the power of the second motor generator 150, whereby the engine speed Ne is adjusted and the engine 110 is made efficient. The required power can be obtained while operating in a good driving range.

  Further, at the time of acceleration with a large required power, electric power is supplied from the battery 200 to the second motor generator 150, and the amount of assist by the second motor generator 150 is increased to output larger power.

  Further, when the remaining amount of charge of the battery 200 is small, the operation amount of the engine 110 is increased, and the power generation amount in the first motor generator 120 is increased, thereby supplying electric power to the battery 200. On the other hand, when the remaining amount of charge of battery 200 is sufficiently secured, motor operation for stopping operation of engine 110 and outputting power corresponding to the requested power from only second motor generator 150 to ring gear 132 is performed. Is also possible.

  In particular, the power management control computer 500 of the present embodiment performs intermittent operation control when the engine coolant temperature THW has risen to some extent even before the engine 110 has been warmed up. It is trying to improve. Specifically, when the first reference temperature for determining completion of warm-up is set to “80 ° C.” and the engine water temperature THW becomes “80 ° C.” or higher, warm-up of the engine 110 is completed. Judge that On the other hand, “60 ° C.” is set as the second reference temperature lower than the first reference temperature, and the engine water temperature THW is not less than “60 ° C.” even before the engine 110 is warmed up. When the vehicle is stopped, intermittent operation control for stopping the operation of the engine 110 is executed when the vehicle is stopped or when traveling at an extremely low vehicle speed.

  By the way, the engine water temperature THW during the intermittent operation control before the completion of warm-up is lower than the engine water temperature THW after the completion of warm-up. Therefore, when the heat of the cooling water is used by heating by the air conditioner unit 700, the engine water temperature THW decreases, and the engine water temperature THW becomes less than “60 ° C.”, which is out of the range where the intermittent operation control can be performed. The engine 110 that has been stopped through the intermittent operation control may be operated again.

  In addition, in order to secure heat necessary for heating, the air conditioner control unit 600 may require the power management control computer 500 to operate the engine 110. Thus, when the engine 110 is operated due to the heating factor, the opportunity for stopping the engine 110 is reduced, and the fuel consumption is increased.

  In addition, when the battery 200 has a large amount of remaining charge, when the operation according to such a heating request is performed, the first motor generator 120 is driven along with the operation of the engine 110, and the electric power generated accordingly is charged in the battery 200. Therefore, there is a possibility that excessive electric power is supplied to the battery 200 and overcharge occurs.

  Therefore, the power management control computer 500 according to the present embodiment performs ignition according to the remaining charge of the battery 200 when the engine 110 is operated only by heating factors until the warm-up of the engine 110 is completed. It is used to execute variable timing control.

Hereinafter, the ignition timing variable control according to the remaining charge of the battery 200 will be described with reference to FIGS.
The process shown in FIG. 2 is a process for determining whether or not to execute the ignition timing variable control according to the remaining charge of the battery 200. This process is performed when the power management control computer 500 is operating. Are repeatedly executed at a predetermined control period.

  When this process is started, the power management control computer 500 first determines whether or not the engine 110 is in a semi-warm-up process in step S100 as shown in FIG. Specifically, the engine water temperature THW has become equal to or higher than the second reference temperature “60 ° C.” at least once since the power management control computer 500 is operated this time, and the current engine water temperature THW is the first temperature. If the reference temperature “80 ° C.” has not been reached, it is determined that the process is a semi-warm-up process.

  If it is determined in step S100 that the engine 110 is in a semi-warm-up process (step S100: YES), the process proceeds to step S110, and the power management control computer 500 determines whether heating is “ON” or not. Judging.

  If it is determined in step S110 that the heating is “ON” (step S110: YES), the process proceeds to step S120, and the power management control computer 500 has made an engine operation request by heating. Determine whether or not. Here, the case where the operation request by heating is made is not the engine operation request due to the drive request or the engine operation request due to the decrease in the remaining charge amount of the battery 200, but the operation of the engine 110 is required only by the factor due to heating. It is a case. Specifically, when the engine 110 is requested to operate to secure the heat necessary for heating, or when the heat is used by heating, the engine water temperature THW decreases to less than “60 ° C.” and intermittently. This is a case where the engine 110 is operated because the operation control cannot be executed.

  If it is determined in step S120 that an engine operation request by heating has been made (step S120: YES), the process proceeds to step S130, and the power management control computer 500 responds to the remaining charge of the battery 200. The ignition timing variable control is executed.

  Here, the retard amount of the ignition timing is changed according to the remaining charge amount of the battery 200, and the retard amount is increased as the remaining charge amount of the battery 200 is larger as shown in FIG. In the hybrid vehicle of this embodiment, when the remaining charge amount is less than a certain amount, for example, when the remaining charge amount is less than 60%, the retardation amount is set to “0”. When the remaining charge amount is 60% or more, the retardation amount increases as the remaining charge amount increases.

  Here, the ignition timing is retarded with reference to the ignition timing at which the combustion energy of the air-fuel mixture is most efficiently converted into torque. That is, as the retard amount is increased, the actual ignition timing is moved away from the ignition timing at which torque is most efficiently obtained.

  In this way, when the ignition timing variable control according to the remaining charge of the battery 200 is executed in step S130, the power management control computer 500 once ends this process.

  On the other hand, if a negative determination is made in any of steps S100, S110, and S120 (step S110: NO, step S110: NO, step S120: NO), step S130 is skipped and the remaining charge of battery 200 is reached. This process is terminated without performing the corresponding ignition timing variable control.

(Function)
Hereinafter, the operation of the present embodiment will be described.
When the engine 110 is operated only by the heating factor until the warm-up of the engine 110 is completed, ignition timing variable control according to the remaining charge of the battery 200 is executed. Therefore, the ignition timing is retarded as the remaining charge of the battery 200 increases. By retarding the ignition timing, the ratio of the energy consumed as heat among the energy generated by the combustion of the air-fuel mixture in the combustion chamber increases. Therefore, the engine water temperature THW that is the temperature of the cooling water of the engine 110 is likely to rise. In addition, the power output from engine 110 is reduced, and the electric power generated when first motor generator 120 is driven by engine 110 is also reduced.

According to the embodiment described above, the following effects can be obtained.
(1) When the engine 110 is operated only by the heating factor until the warming-up of the engine 110 is completed, the ignition timing is retarded as the remaining charge of the battery 200 increases. By retarding the ignition timing, the ratio of the energy consumed as heat among the energy generated by the combustion of the air-fuel mixture in the combustion chamber increases. As a result, the power output from engine 110 is reduced, and the electric power generated by driving first motor generator 120 by engine 110 is also reduced. Therefore, by retarding the ignition timing, it is possible to reduce the electric power charged in the battery 200 as the engine 110 is operated, and to suppress overcharging of the battery 200.

  (2) Since the ratio of the energy consumed as heat among the energy generated by the combustion of the air-fuel mixture in the combustion chamber increases, the temperature of the cooling water of the engine 110 is likely to rise. As a result, even when the engine water temperature THW is likely to decrease because the heat of the cooling water is used for heating, the opportunity to perform the intermittent operation control by raising the engine water temperature THW to the second reference temperature or higher. Can be secured. In other words, it is possible to suppress an increase in fuel consumption due to a decrease in the opportunity to execute the intermittent operation control due to a decrease in the engine coolant temperature THW and a decrease in the opportunity to stop the engine 110.

DESCRIPTION OF SYMBOLS 100 ... Hybrid system, 110 ... Engine, 111 ... Crankshaft, 112 ... Damper, 120 ... First motor generator, 130 ... Power split mechanism, 131 ... Sun gear, 132 ... Ring gear, 133 ... Planetary gear, 134 ... Planetary carrier , 140 ... Reduction gear, 141 ... Sun gear, 143 ... Planetary gear, 144 ... Planetary carrier, 150 ... Second motor generator, 160 ... Counter gear, 170 ... Final gear, 180 ... Differential, 190L, 190R ... Drive wheel, 200 ... Battery, 210 ... Inverter, 220 ... Converter, 230 ... Battery current sensor, 240 ... Battery temperature sensor, 250 ... Battery monitoring unit, 300 ... Motor control unit, 320, 350 ... Rotation sensor , 400 ... Engine control unit, 410 ... Air flow meter, 420 ... Crank position sensor, 430 ... Throttle position sensor, 440 ... Water temperature sensor, 500 ... Power management control computer, 510 ... Accelerator position sensor, 520 ... Shift position sensor, 530 ... Vehicle speed sensor, 600 ... Air conditioner control unit, 610 ... Inside air sensor, 620 ... Outside air sensor, 630 ... Solar radiation sensor, 640 ... Air conditioner switch, 650 ... Temperature setting switch, 700 ... Air conditioner unit.

Claims (1)

An engine, an air conditioner unit that uses the heat of cooling water of the engine to heat air and uses it for heating, a generator that generates electric power using the power of the engine, and a battery that stores electric power generated by the generator And the idling operation is suppressed when the cooling water temperature of the engine is equal to or higher than a second reference temperature lower than a first reference temperature indicating that the engine has been warmed up. A control device for a hybrid vehicle that performs intermittent operation control for stopping operation of the engine or operating the engine again.
Ignition according to the remaining battery charge that retards the ignition timing as the remaining charge of the battery increases when the engine is operated only by heating factors until the warm-up of the engine is completed A control device for a hybrid vehicle that performs variable timing control.

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