JP2014108641A - Control apparatus for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide, for a hybrid vehicle in which a driver can select a mode of giving priority to a fuel consumption of an engine or a mode of giving priority to a power consumption of a battery, a control apparatus for performing control resulting in a cruising range extension in any running mode selected by the driver.SOLUTION: A control apparatus for a hybrid vehicle comprises a battery for storing power generated by a generator driven by an engine, a motor which operates by receiving stored power in the battery or generated power of the generator, a driving wheel driven by at least one of an output of the engine and an output of the motor, and control means which includes an inverter and a control unit. The control means controls actions of the engine, the generator and the battery to lower a charge amount of the battery to a first charge amount C1 when the charge amount of the battery is larger than the first charge amount C1 during running in a running mode of giving priority to a fuel consumption of the engine.

Description

  The present invention relates to a hybrid vehicle including an engine, a generator that is driven by the engine to generate electric power, a battery that charges the generated electric power, and a motor that operates by receiving the charging electric power of the battery or the electric power generated by the generator. The present invention relates to a control device.

  In general, a hybrid vehicle includes an engine and a motor, and is driven by at least one of an engine output or a motor output.

  In a so-called series-type hybrid vehicle, power is generated by a generator by driving an engine, and the motor is operated by receiving the power generated by the generator. The power generated by the generator is also transmitted to the battery, and the charging power for the battery is also supplied to the motor. The vehicle is driven by the output of the motor.

  On the other hand, in a so-called parallel type hybrid vehicle, power is generated by a generator (including a motor capable of operating as a generator, a so-called motor generator) by driving an engine, and a battery is charged by the generated power from the generator. Operates exclusively upon receiving the charging power of the battery. The vehicle is driven by the output of the motor and the output of the engine.

  For example, in Patent Document 1, in the parallel hybrid vehicle, a travel mode that preferentially consumes battery power and a travel mode that basically consumes fuel by the engine are selected according to the state of the vehicle. Technology is disclosed.

  In general, in hybrid vehicles and electric vehicles, there is a method (so-called range extender method) that travels while consuming battery power as much as possible and uses an engine to supplement the cruising distance.

JP 2010-241396 A

  By the way, there is a vehicle that can switch between a driving mode that prioritizes engine fuel consumption (referred to as a first mode) and a driving mode that prioritizes battery power consumption (referred to as a second mode) depending on the occupant's selection. To do.

  At this time, for example, in the case of a series type hybrid vehicle, in the first mode, the motor operates mainly by receiving power generated by the generator driven by the engine, and in the second mode, the motor mainly receives charging power of the battery. Control that operates is conceivable.

  In the case of a parallel hybrid vehicle, in the first mode, for example, the vehicle travels mainly by driving the engine, and in the second mode, the motor operates mainly by receiving the charging power of the battery. Control can be considered.

  Here, a vehicle generally equipped with a battery employs a so-called deceleration regeneration (regenerative braking) method in which a motor is operated as a generator during deceleration and electric power generated by the motor is supplied to the battery.

  When the vehicle is capable of switching between the first mode and the second mode and the occupant has selected the first mode, the battery charge (excessive charge) exceeding the maximum charge voltage may occur in the fully charged state of the battery. From the viewpoint of preventing (charging), the above-described deceleration regeneration cannot be used. As a result, there is a problem that extension of the cruising distance is hindered.

In addition, when power is generated by the engine within the range that does not exceed the maximum charging voltage of the battery while using deceleration regeneration, the number of engine start / stop times per unit mileage may increase. There nitrogen oxides emitted in a unit travel distance (hereinafter, NO _x hereinafter) is also considered the problem of increasing the amount.

Therefore, the present invention provides a vehicle in which the occupant can switch between a travel mode that prioritizes engine fuel consumption or a travel mode that prioritizes battery power consumption, even when the occupant selects any travel mode. , the basic object of providing a control apparatus for a hybrid vehicle for controlling leading to extended and NO _x emissions increased suppression of cruising distance.

  In order to solve this problem, a control apparatus for a hybrid vehicle according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
An engine, a generator driven by the engine, a battery for charging electric power generated by the generator, a motor that operates by receiving charging power of the battery or generated electric power of the generator, an output of the engine, or the A control apparatus for a hybrid vehicle including drive wheels driven by at least one of motor outputs, wherein the first mode prioritizes fuel consumption of the engine or the second mode prioritizes power consumption of the battery. The switching means that can be switched by selecting one of the travel modes, the charge amount detection means that detects the charge amount of the battery, and the first mode is selected by the switch means, and the charge amount detection When the battery charge amount detected by the means is higher than the first predetermined value, the battery charge amount decreases to the first predetermined value. To set the target battery charge, and having a control means for controlling the operation of the engine, the generator and the battery.

  Here, the first predetermined value is a battery charge amount capable of charging the power generation amount accompanying the deceleration regeneration. The generator means a generator capable of operating as a motor in the case of a so-called parallel type hybrid vehicle.

The invention according to claim 2 is the invention according to claim 1,
The hybrid vehicle control device includes an engine output range setting means for setting an output range of the engine, and an engine start / stop for estimating the number of engine start / stop times per unit travel distance according to the battery charge amount and the engine output range. The number of times estimation means is included, and the control means sets the first predetermined value so that the number of engine start / stops estimated by the engine start / stop number of times estimation means falls below a predetermined number of times value.

The invention according to claim 3 is the invention according to claim 1 or 2,
The control device of the hybrid vehicle has temperature detection means for detecting the temperature of the battery, and the control means changes the first predetermined value according to the battery temperature detected by the temperature detection means. Features.

Further, the invention according to claim 4 is the invention according to any one of claims 1 to 3,
When the first mode is selected by the switching unit and the battery charge amount detected by the charge amount detection unit is lower than the first predetermined value, the control unit is configured to select the first mode. A battery charge amount or the first predetermined value is set as the target battery charge amount, and operations of the engine, the generator, and the battery are controlled so that the battery charge amount is maintained at the target battery charge amount. .

The invention according to claim 5 is the invention according to any one of claims 1 to 4,
When the second mode is selected by the switching means, the control means maintains the second mode until the battery charge amount decreases and reaches a second predetermined value, and the battery charge amount is 2 After reaching the predetermined value, the second predetermined value is set to the target battery charge amount so that the vehicle travels in the first mode and the battery charge amount is maintained at the second predetermined value. The operation of the engine, generator and battery is controlled.

  Here, the second predetermined value is determined so that, even if the maximum driving force is requested by the occupant when the vehicle travels in the first mode after the battery charge amount reaches the second predetermined value, the battery immediately The amount of battery charge is such that there is no power shortage.

The invention according to claim 6 is the invention according to claim 5,
The second predetermined value is a value determined based on at least one of the chargeable capacity and chargeable / dischargeable power of the battery.

The invention according to claim 7 is the invention according to claim 5,
The control device of the hybrid vehicle has fuel remaining amount detecting means for detecting a fuel remaining amount of the engine, and the control means detects the fuel detected by the fuel remaining amount detecting means during traveling in the first mode. Controlling the operation of the engine, the generator and the battery so that the vehicle travels by consuming both the fuel of the engine and the electric power of the battery when the remaining amount decreases and reaches the first predetermined fuel remaining amount. Features.

  Here, when both the fuel of the engine and the power of the battery are consumed as described above, for example, the remaining amount of fuel is such that the remaining amount of fuel is reduced and displayed to the occupant as being in an empty state (empty state). The battery charge amount (third predetermined value) that is displayed as being out of charge when it is reached can be reached.

The invention according to claim 8 is the invention according to claim 5,
The control device for the hybrid vehicle has temperature detection means for detecting the temperature of the battery, and the control means detects the battery temperature detected by the temperature detection means after the battery charge amount reaches the second predetermined value. Is lower than the predetermined temperature, the engine, the generator, and the battery so that the battery charge amount temporarily decreases from the second predetermined value or the target battery charge amount until the battery temperature rises to the predetermined temperature. It is characterized by controlling the operation.

The invention according to claim 9 is the invention according to any one of claims 1 to 8,
When the control unit determines that the fuel of the engine has been replenished to the vehicle in a state in which the vehicle is prohibited from traveling when the battery charge amount decreases to a fourth predetermined value, the vehicle is stopped. The operations of the engine, the generator, and the battery are controlled so that the battery charge amount rises to a fifth predetermined value.

The invention described in claim 10 is the invention described in claim 9,
When the fifth predetermined value is lower than the second predetermined value and the battery charge amount is between the fifth predetermined value and the second predetermined value, the control means is caused by traveling in the first mode of the vehicle. The operations of the engine, the generator, and the battery are controlled such that the battery charge amount increases from the fifth predetermined value to the second predetermined value.

The invention according to claim 11 is the invention according to any one of claims 1 to 10,
When the fuel remaining amount is higher than the second predetermined fuel remaining amount and the battery charge amount is less than or equal to the second predetermined value, the control means causes the vehicle to change to the first regardless of the travel mode selected by the switching means. The operation of the engine, the generator, and the battery is controlled so as to travel in one mode.

  Here, the second predetermined fuel remaining amount is, for example, a fuel remaining amount that is displayed to the occupant that the fuel remaining amount is in an empty state below that value.

The invention according to claim 12 is the invention according to any one of claims 1 to 11,
When the fuel remaining amount is less than or equal to a second predetermined fuel remaining amount, the control means is configured to cause the vehicle to travel in the second mode regardless of the traveling mode selected by the switching means. It is characterized by controlling the operation.

Further, the invention according to claim 13 is the invention according to any one of claims 1 to 12,
The hybrid vehicle control device includes a storage device that stores the travel mode selected at the end of the vehicle system and the target battery charge amount at the end of the vehicle system.

Further, the invention according to claim 14 is the invention according to claim 13,
The control means reads the travel mode and the target battery charge stored at the end of the previous system from the storage device at the time of starting the vehicle system, and uses the switching means before the vehicle enters a travelable state. When the first mode is selected and the first mode is selected even at the end of the previous system, the target of the first mode in which the read target battery charge amount is currently selected The battery charge amount is set.

The invention according to claim 15 is the invention according to claim 13,
The control means reads the travel mode and the target battery charge stored at the end of the previous system from the storage device at the time of starting the vehicle system, and uses the switching means before the vehicle enters a travelable state. In the case where the first mode is selected and the first mode is selected even when the previous system is terminated, the difference between the battery charge amount at the current time and the read target battery charge amount is When the battery is out of a predetermined battery difference range, the battery charge amount, the first predetermined value, or the second predetermined value when the first mode is selected is set as the target battery charge amount. And

  With the above configuration, according to the invention of each claim, the following effects can be obtained.

  According to the first aspect of the present invention, when the second mode is selected by the switching means, priority is given to the power consumption of the battery when the vehicle is traveling. Further, when the first mode is selected by the switching means and the battery charge amount is higher than the first predetermined value, the battery charge amount is reduced to the first predetermined value. Further, the first predetermined value can be a battery charge amount capable of charging the power generation amount accompanying the deceleration regeneration. As described above, when the battery is in a fully charged state or a state close to this at the start of control, the available battery capacity for charging the amount of power generated by the deceleration regeneration is ensured regardless of which travel mode is selected. Is done. As a result, deceleration regeneration can be performed and the cruising distance can be extended.

According to the second aspect of the invention, the engine output range that can be set in consideration of the thermal efficiency of the engine, and the number of engine start / stops during the unit travel distance are estimated based on the battery charge amount, by this estimated engine start stop number to set the first predetermined value to below a predetermined frequency value, it is possible to suppress the increase of the NO _x emissions increase of increase or engine power of the engine start and stop times.

  According to the third aspect of the present invention, the power that the battery can accept instantaneously or per unit time has a temperature characteristic, and the first predetermined value changes according to the battery temperature, so that the deceleration is achieved. A free capacity for charging the amount of power generated due to regeneration will be ensured.

According to the fourth aspect of the present invention, when the first mode is selected when the battery charge amount is lower than the first predetermined value, the first predetermined value or the first mode is selected. the battery charge amount is set as the target battery charge, the by battery charge amount to the target battery charge is maintained, priority fuel engine while both the extension and NO _x emissions increased suppression of cruising distance Can be run.

According to the fifth aspect of the present invention, when the second mode is selected by the switching means, the battery charge is reduced when the vehicle travels until the battery charge amount decreases to the second predetermined value. Power consumption is prioritized. Further, by setting the second predetermined value to an appropriate value, even if the maximum required driving force by the occupant is supplied after the battery charge amount reaches the second predetermined value, the battery is not immediately short-circuited. can do. That is, as much as possible, the vehicle can travel according to the will of the passenger who has selected the second mode.

  According to the sixth aspect of the present invention, it is possible to ensure that the battery does not immediately run out of charge in consideration of at least one of the chargeable capacity or chargeable / dischargeable power of the battery.

  According to the seventh aspect of the present invention, when the vehicle travels by consuming both the fuel of the engine and the charging power of the battery, for example, the remaining fuel amount that is displayed to the occupant as being in an empty state. Can reach the amount of battery charge that is displayed as being out of charge. As a result, the state in which both the electric power generated by the generator driven by the engine and the electric power supplied from the battery can be used in parallel, that is, the state in which the maximum output can be secured, is in an empty state of the remaining fuel amount and charged. It can be maintained until the moment of cutting.

  According to the eighth aspect of the present invention, when the vehicle starts traveling in the first mode, when the battery temperature is low, the vehicle is temporarily traveled so that the amount of discharge is larger than the amount of charge of the battery. As a result, the battery temperature rises. Thereby, it becomes possible to use a battery in the state which was excellent in charging / discharging capability.

  According to the ninth aspect of the present invention, since the battery charge amount is recovered in a state where the vehicle is prohibited from running after refueling the engine, it can respond to a constant required driving force of the occupant early after the start of running. It becomes possible.

  According to the tenth aspect of the invention, since the battery charge amount is recovered by traveling in the first mode of the vehicle, it is possible to cope with the further required driving force of the occupant after the start of traveling.

  According to the eleventh aspect of the present invention, when the vehicle travels in the second mode in response to the occupant's travel mode switching request while the battery charge is low, it is displayed that the battery is out of charge. It reaches the amount of battery charge. At this time, if the vehicle continues to run, the battery may be overdischarged and the battery may be deteriorated. However, since the vehicle is controlled so as to run in the first mode, the battery is deteriorated due to out-of-charge and overdischarge. Can be suppressed, and the vehicle can continue to travel.

  According to the twelfth aspect of the present invention, when the vehicle travels in the first mode in response to an occupant's request for switching the travel mode while the fuel remaining amount is low, the fuel remaining amount is completely zero. However, since control is performed so that the vehicle travels in the second mode, the remaining amount of fuel does not become completely zero, and it is possible to prevent the vehicle from being unable to travel.

  According to the invention described in claim 13, when the vehicle system is started up, if the driving mode stored at the previous system termination and the first mode was selected during the previous driving, the vehicle mode is maintained at that time. It becomes possible to recognize the battery charge amount.

  According to the fourteenth aspect of the present invention, the vehicle system is terminated in the state where the vehicle has selected the first mode during the previous traveling, and after the vehicle system is started and before the vehicle can enter the traveling state. When the first mode is selected, the target battery charge amount at the previous travel time can be inherited as it is, so that the battery does not depend on the change in the battery charge amount at the end of the vehicle system and at the start-up. The amount of charge can be maintained.

  According to the fifteenth aspect of the present invention, when the vehicle is a so-called plug-in hybrid vehicle, the target battery charge amount at the end of the previous vehicle system is compared with the battery charge amount at the start of the vehicle system. Thus, it is possible to determine whether plug charging has been performed during the vehicle system termination or whether the vehicle has been left for a long time. Therefore, when such a determination is made after the vehicle system is activated, the vehicle is in the first mode. Even if is selected, it is possible to prevent inheriting the target battery charge amount during the previous run.

1 is a block diagram showing an overall configuration of a hybrid vehicle according to an embodiment of the present invention. FIG. 2 is a control block diagram of the vehicle shown in FIG. 1. It is a map which shows the division | segmentation of the area | region according to hydrogen remaining amount and battery remaining amount. It is a flowchart showing a control at the time of H ₂ mode selection. It is a flowchart which shows the control at the time of EV mode selection. It is explanatory drawing which shows the relationship between battery temperature and the 1st charge amount C1 of a battery remaining charge. It is explanatory drawing for demonstrating the relationship of FIG. FIG. 6 is a trace of the map of FIG. 3, showing a specific control example of the control of FIGS. 4 and 5. FIG. It is a flowchart which shows the control after a vehicle is prohibited from driving | running | working. FIG. 10 is a trace of the map of FIG. 3, showing a specific control example of the control of FIG. Is a flowchart showing the control when there is switching request from the H ₂ mode to the EV mode by the occupant. It is a flowchart showing the control when there is switching request from the EV mode to the H ₂ mode by the occupant. FIG. 13 is a trace of the map of FIG. 3, showing a specific control example of the control of FIGS. 11 and 12. FIG.

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

First, the overall configuration of the vehicle 1 according to this embodiment will be described with reference to FIG.
As shown in FIG. 1, the vehicle 1 includes an engine 10, a generator 20 connected to the output shaft of the engine 10, and a high-voltage battery (hereinafter referred to as a battery) that is charged by electric power generated by the generator 20. 40 and a motor 60 that operates in response to the generated power of the generator 20 or the charging power of the battery 40. Further, an inverter 30 is provided between the generator 20 and the battery 40. The generator 20 can also operate as a motor.

  The drive source of the vehicle 1 is exclusively a motor 60. The driving force of the motor 60 is transmitted to the left and right driving wheels 71 and 72 via the differential device 70, whereby the vehicle 1 travels. Further, the motor 60 can operate as a generator, and the motor 60 operates as a generator when the vehicle 1 decelerates, whereby energy regeneration (deceleration regeneration) is performed in the motor 60.

  The driving force of the engine 10 is used for power generation by the generator 20. This engine 10 is a rotary engine. Hydrogen as gaseous fuel stored in the hydrogen tank 80 is supplied to the engine 10.

  Further, the vehicle 1 includes a mode switch 101 for the occupant to select a travel mode, a hydrogen remaining amount sensor 102 for detecting the remaining amount of hydrogen (remaining hydrogen amount) in the hydrogen tank 80, and the remaining charge amount of the battery 40. An SOC sensor 103 that detects (remaining battery amount) and a battery temperature sensor 104 that detects the temperature of the battery 40 are mounted. As shown in FIG. 2, the output signals of these switches 101 and sensors 102 to 104 are input to the control unit 100.

  The mode switch 101 corresponds to “switching means” in the claims, the hydrogen remaining amount sensor 102 corresponds to “fuel remaining amount detecting means” in the claims, and the SOC sensor 103 corresponds to the claims. The battery temperature sensor 104 corresponds to the “temperature detection means” in the claims.

  In addition to the above switches and sensors, the control unit 100 also receives signals from various sensors and switches such as a brake sensor that detects depression of the brake pedal in order to control deceleration regeneration. The

  In addition to the generator 20, the control unit 100 outputs a control signal to the injector 11 for injecting hydrogen gas to the engine 10 and the spark plug 12, as shown in FIG. Control consumption. In addition, the control unit 100 outputs a control signal to the inverter 30 and controls the outputs of the motor 60 and the generator 20 via the inverter 30.

  The control unit 100, together with the inverter 30, constitutes “control means” in the claims.

Further, the control unit 100 includes an H ₂ mode (first mode in the claims) that is a travel mode that prioritizes fuel consumption of the engine 10 and an EV mode that is a travel mode that prioritizes the power consumption of the battery 40 ( The second mode in the claims is preset. At this time, in which travel mode the vehicle 1 travels is determined by the remaining amount of hydrogen, the remaining amount of battery, and the mode selected by the occupant.

  Further, as shown in the map of FIG. 3, the control unit 100 is set with three areas A, B, and C divided according to the remaining hydrogen amount and the remaining battery amount.

  Region A is a region where the remaining amount of hydrogen is higher than a second predetermined hydrogen remaining amount F2 described later and the remaining amount of battery is higher than a second charged amount C2 described later. In this area A, the vehicle 1 travels in the travel mode selected by the occupant with the mode switch 101.

Region B is a region where the remaining amount of hydrogen is higher than the second remaining amount of hydrogen F2 and the remaining amount of battery is equal to or less than the second charge amount C2. In this region B, regardless of the drive mode the rider has selected the mode switch 101, vehicle 1 travels with H ₂ mode.

  Region C is a region in which the remaining amount of hydrogen is equal to or less than the second remaining hydrogen amount F2. In this region C, the vehicle 1 travels in the EV mode regardless of the travel mode selected by the occupant with the mode switch 101.

  FIG. 3 shows the remaining amount of hydrogen (first hydrogen remaining amount F1, second hydrogen remaining amount F2) and battery remaining amount (first charge amount C1 to fifth charge amount C5) that define the control of the control unit 100. ing. The control of the control unit 100 will be described in detail later, but these exemplary values are shown in the table below. Further, as shown in the following table and FIG. 3, for example, when the remaining amount of hydrogen reaches the second remaining hydrogen amount F2, the occupant is displayed as being in an empty state, and the remaining battery level is third. When the amount of charge C3 is reached, it can be displayed to the passenger that the battery is out of charge.

  Further, in order to prevent overcharge of the battery 40, as shown in FIG. 3, a state lower than 100% is set as the upper limit of the remaining battery level (full charge state), and 0% is set to prevent overdischarge of the battery 40. A state higher than% can be set as the lower limit of the remaining battery level (fourth charge amount C4). Also, the remaining amount of hydrogen F2 is set to a value slightly higher than zero in order to prevent the vehicle from being unable to travel.

  Next, an example of a control operation performed by the control unit 100 will be described with reference to the flowcharts of FIGS. 4 and 5.

  In the flowchart described below, the description of reading of signals input to the control unit 100 from the mode switch 101, the sensors 102 to 104, and the like is omitted. It shall be done in a timely manner.

  In the following description, the control unit 100 sets the target battery charge amount in advance and describes the control such that the remaining battery level is controlled to decrease to the first predetermined value C1. In this way, control is performed based on the remaining battery level from the SOC sensor 103 that is read in a timely manner.

With reference to FIG. 4, the passenger will be described control when you select with H ₂ mode at the start of control.
First, it is confirmed in step S1 that the vehicle 1 is not in a travel prohibition state, and in the next step S2, it is determined whether the remaining hydrogen amount and the remaining battery amount at the start of the control are in any of the regions A to C. The

  If it is determined in step S2 that the state is the region A, it is determined in next step S3 whether or not the remaining battery level at the start of control is higher than the first charge amount C1.

  Here, the first charge amount C1 is a remaining battery level that can charge the amount of power generated by the motor 60 (motor that operates as a generator) that accompanies deceleration regeneration.

  When it is determined in step S3 that the remaining battery level is higher than the first charge amount C1, in step S4, in addition to the power consumption of the battery 40 until the remaining battery level reaches the first charge amount C1, the engine 10 Control is performed so that fuel is consumed.

At this time, it is preferable to change the first charge amount C <b> 1 of the battery remaining amount in accordance with the battery temperature detected by the battery temperature sensor 104. For example, as shown in FIG. 6, when the battery temperature is low, such as 10 ° C. or lower, or when the battery temperature is high, such as 50 ° C. or higher, the first charge amount C1 is decreased from C _H to C _{L in the} figure. The reason for this will be described with reference to FIG. Note that the first charge amount C1 may be continuously changed from C _H to C _L.

The horizontal axis of FIG. 7 indicates the remaining battery level, and the vertical axis indicates the power that can be regenerated, that is, the power that the battery 40 can accept instantaneously or per unit time. The horizontal axis is assumed to be smaller as it goes to the right. When the battery temperature is low, the internal resistance of the battery 40 increases, so the battery terminal voltage may rise to the allowable upper limit value even if the charging current is small. Therefore, it is necessary to keep the charging current (charging power) small. Even when the battery temperature is high, in order to prevent the battery 40 from deteriorating, it is necessary to control the amount of charge and the amount of discharge so as to prevent the battery temperature from rising excessively. Therefore, when the time or high battery temperature is low (dashed line), be controlled to the battery remaining amount is C _H, regenerative power as when the 25 ° C. (solid line) is not large.

  At this time, if it is attempted to perform the deceleration regeneration, for example, at a low temperature, the battery terminal voltage exceeds the allowable upper limit value due to the influence of the high internal resistance value, so it is necessary to stop the control. Therefore, it is necessary to control the motor deceleration torque by vehicle control so as not to perform deceleration regeneration.

Therefore, when the battery temperature is low or high, the remaining capacity of the battery 40 for charging the power generation amount associated with the deceleration regeneration is ensured by controlling the remaining battery level to be C _L lower than C _H. Can be secured.

When the remaining battery capacity by the implementation of step S4 is lowered to the first charge amount C1, the process proceeds from step S3 to step S5, traveling with H ₂ mode of the vehicle 1 is maintained. When driving in the H ₂ mode, control is performed so as to maintain the remaining battery capacity in the first charge amount C1. At this time, if the remaining battery level at the start of control is equal to or less than the first charge amount C1, the remaining battery level at the start of the control is maintained in step S5.

While running at the H ₂ mode, the hydrogen remaining amount when it is determined that reaches the second hydrogen remaining amount F2, the remaining amount of hydrogen and the remaining battery capacity is in a state of the region C in FIG. 3 at step S6. In step S7, control is performed so that the vehicle 1 travels in the EV mode. If it is determined in step S8 that the remaining battery level is less than the fourth charge amount C4 during travel in the EV mode, travel of the vehicle 1 is prohibited in step S9.

Next, the control when the occupant has selected the EV mode at the start of control will be described with reference to FIG.
First, Steps S11 and S12 are the same as Steps S1 and S2, and description thereof is omitted.

  If it is determined in step S12 that the remaining hydrogen amount and the remaining battery amount are in the region A, it is determined in the next step S13 whether or not the remaining battery amount at the start of control is higher than the second charge amount C2. .

Here, the second charge amount C2 is at least at the time of traveling with H ₂ mode of the vehicle 1 after the battery charge has reached the second predetermined value C2, also the maximum driving force is requested by the passenger, the battery 40 Is the amount of battery charge that does not immediately cause a lack of electricity.

  The second charge amount C2 is preferably determined based on at least one of the chargeable capacity or chargeable / dischargeable power of the battery 40. Thereby, it is possible to ensure that the battery 40 does not immediately become out of electric power.

  When it is determined in step S13 that the remaining battery level is higher than the second charge amount C2, the travel of the battery vehicle 1 in the EV mode is maintained until the remaining battery level reaches the second charge amount C2 in step S14. The

When the remaining battery level reaches the second charge amount C2 by running in the EV mode, the vehicle enters the region B in FIG. Then, in step S15, the vehicle 1 is control is performed so that the vehicle travels with H ₂ mode.

  At this time, it is determined in the next step S16 whether the battery temperature is equal to or higher than a predetermined temperature T. The predetermined temperature T can be set to 10 ° C., for example, in consideration of the temperature dependence of the charge / discharge capacity of the battery 40. When it is determined that the battery temperature is not equal to or higher than the predetermined temperature T, control is performed in step S17 such that the power supplied from the battery 40 temporarily increases. In this way, the battery 40 is warmed up until the battery temperature reaches the predetermined temperature T. Thereby, it becomes possible to use the battery 40 in a state with excellent charge / discharge capability.

If it is determined in step S16 that the temperature of the battery 40 is equal to or higher than the predetermined temperature T, it is determined in the next step S18 whether or not the remaining amount of hydrogen is higher than the first remaining hydrogen amount F1. When the remaining amount of hydrogen is determined to be higher than the first hydrogen remaining amount F1, the process proceeds to step S19, the hydrogen remaining amount up to the first hydrogen remaining amount F1, the vehicle 1 travels with H ₂ mode. When driving in the H ₂ mode, control is performed so as to maintain the battery remaining amount in the second charge amount C2. At this time, if the remaining battery level at the start of control is equal to or less than the second charge amount C2, the remaining battery level is restored to the second charge amount C2, and then controlled to be maintained at the second charge amount C2.

When the remaining amount of hydrogen in step S18 is determined to be equal to or less than the first hydrogen remaining amount F1, the process proceeds to step S20, the hydrogen remaining amount up to the second hydrogen remaining amount F2, the vehicle 1 travels with H ₂ mode . In step S20, unlike the control performed in step S19, the remaining battery level is controlled so as to decrease from the second charge amount C2.

  Then, when it is determined in the next step S21 that the remaining hydrogen amount is equal to or less than the second remaining hydrogen amount F2, the remaining hydrogen amount and the remaining battery amount are in the state of region C in FIG. The next steps S22 to S24 are the same as the above steps S7 to S9, and a description thereof will be omitted.

  Next, a specific example of control during travel of the vehicle 1 described in FIGS. 4 and 5 will be described with reference to FIG.

First, an occupant to the control at the start (traveling start) will be described when you have selected of H ₂ mode (shown by the dotted line in FIG. 8).
As shown in the figure, when the vehicle starts running from the fully charged state and the full amount of hydrogen (Full), the charging power of the battery 40 is maintained until the remaining amount of the battery reaches the first charge amount C1, as indicated by reference symbol a. The vehicle 1 travels using both hydrogen and hydrogen. Thus, when the occupant steps on the brake, deceleration regeneration is performed, and the generated power of the motor 60 that operates as a generator is stored in the battery 40.

  When the remaining battery level reaches the first charge amount C1, the vehicle 1 travels mainly consuming hydrogen. At this time, the remaining battery level is maintained at the first charge amount C1. When the remaining amount of hydrogen reaches the second remaining hydrogen amount F2, the occupant displays the remaining amount of hydrogen as empty. Thereafter, the vehicle 1 travels while consuming mainly the charging power of the battery 40.

  Then, when the remaining battery level reaches the fourth charge amount C4, the traveling of the vehicle 1 is prohibited.

Next, a case where the occupant has selected the EV mode at the start of control (at the start of traveling) will be described (indicated by a thick line in FIG. 8).
As shown in the figure, when the vehicle 1 starts traveling from the fully charged state and the remaining hydrogen amount, the vehicle 1 mainly travels by consuming the charging power of the battery 40 until the remaining battery amount reaches the second charge amount C2. To do. As a result, the vehicle 1 travels in the EV mode up to the second predetermined value C2 at which the battery 40 does not immediately run out of charge even when the maximum required driving force by the occupant is supplied. In other words, according to the will of the occupant who has selected the EV mode, the vehicle travels while consuming the charging power of the battery 40 as much as possible.

  At this time, since the engine 10 is driven according to the driving force required by the occupant, a certain amount of hydrogen is consumed, as indicated by the symbol b in the figure.

  When the remaining battery level reaches the second charge amount C2, the vehicle 1 travels mainly consuming hydrogen. At this time, the remaining battery level is maintained at the second charge amount C2. However, when the battery temperature is lower than the predetermined temperature T, as indicated by the symbol c in the figure, the charging power of the battery 40 is preferentially consumed and the battery 40 is warmed up. Thereby, it becomes possible to use the battery 40 in an energy efficient state. When the battery temperature reaches a predetermined temperature T, the vehicle 1 again travels mainly consuming hydrogen, and the remaining battery level is maintained at the second charge amount C2.

  When the hydrogen remaining amount reaches the first hydrogen remaining amount F1, the vehicle 1 travels by consuming the charging power of the battery 40 in addition to hydrogen, as indicated by the symbol d. At this time, when the remaining amount of hydrogen decreases and reaches the second remaining hydrogen amount F2, the charging power of the battery 40 is consumed so that the remaining battery amount reaches the third charge amount C3. Thereafter, the vehicle 1 travels while consuming the charging power.

  At this time, the passenger is displayed that the remaining amount of hydrogen is empty and the remaining amount of battery is out of charge.

  As a modified example of the portion denoted by reference sign d, the vehicle 1 consumes the charging power of the battery 40 in addition to hydrogen immediately after the remaining battery level reaches the second charging amount C2 (or after the warming up of the battery 40). Control may be performed so that the vehicle travels. Also at this time, when the remaining amount of hydrogen reaches the second remaining hydrogen amount F2, the control is performed so that the remaining amount of the battery reaches the third charge amount C3. This corresponds to performing step S20 after step S16 without performing step S18 in the flowchart of FIG.

  Then, when the remaining battery level reaches the fourth charge amount C4, the traveling of the vehicle 1 is prohibited.

Next, an example of a control operation performed when the travel is prohibited performed by the control unit 100 will be described with reference to the flowchart of FIG.
When it is determined in step S1 of FIG. 4 and step S11 of FIG. 5 that the vehicle 1 is in the travel prohibited state, the process proceeds to step S31 of FIG. 9 in step S10 and step S25, respectively. In step S31, it is determined whether or not hydrogen has been supplied to the hydrogen tank 80 of the vehicle 1 that is in a travel-inhibited state. The travel of the vehicle 1 is prohibited in step S32 until it is determined that the hydrogen has been supplied.

  At this time, for example, when hydrogen is replenished and the remaining hydrogen amount is recovered to the first hydrogen remaining amount F1, it can be determined that the hydrogen has been replenished.

  Next, until the remaining battery level is restored to the fifth charge amount C5 in step S33, the engine 10 is driven in a stopped state and power is generated by the generator 20 in step S34. When the remaining battery level recovers to the fifth charge amount C5, the prohibition of traveling of the vehicle 1 is canceled in the next step S35.

  The illustrated value of the fifth charge amount C5 is lower than the second charge amount C2, but conversely, the fifth charge amount C5 may be higher than the second charge amount C2.

A specific control example when the travel is prohibited will be described with reference to FIG.
As indicated by symbol e in the figure, hydrogen is replenished while the vehicle 1 is prohibited from traveling. For example, when the remaining amount of hydrogen exceeds the first remaining hydrogen amount F1, the engine 10 is driven and the battery 40 is charged. . Then, as indicated by the symbol f in the figure, the travel prohibition state of the vehicle 1 continues until the remaining battery level is restored to the fifth charge amount C5. As a result, when the travel prohibition is canceled and the vehicle 1 starts traveling, it is possible to immediately respond to a certain required driving force of the occupant.

When the battery remaining amount traveling prohibition is released reached the fifth charge amount C5, the vehicle 1 can travel with H ₂ mode. At this time, although not described in the flowchart, as indicated by a symbol g in the figure, the battery 1 consumes hydrogen and the remaining battery level is the second charge amount in parallel with the vehicle 1 running while consuming hydrogen. The battery 40 is charged until reaching C2. As a result, when the travel prohibition is canceled and the vehicle 1 starts traveling, it is possible to cope with a further required driving force of the occupant. The battery 40 may be charged until the remaining battery capacity exceeds the second charge amount C2.

  Next, an example of a control operation performed by the occupant when there is a request for switching the travel mode, which is performed by the control unit 100, will be described with reference to the flowcharts of FIGS.

First, with reference to FIG. 11, the control will be described when a switching request to the EV mode while traveling with H ₂ mode.
In step S41, it is determined whether or not the remaining amount of hydrogen is higher than the second remaining hydrogen amount F2, that is, whether or not the remaining amount of hydrogen and the remaining amount of battery are in region C. When the hydrogen remaining amount is equal to or less than the second hydrogen remaining amount F2, since the vehicle is in the region C, the vehicle 1 has already traveled in the EV mode (step S42), but the determination is performed in a confirming manner.

  If it is determined in step S41 that the remaining hydrogen amount is higher than the second remaining hydrogen amount F2, whether or not the remaining battery amount is higher than the second charge amount C2 in the next step S43, that is, the remaining hydrogen amount and the remaining battery amount. Is in either region A or region B. When it is determined that the remaining battery level is higher than the second charge amount C2, that is, the remaining hydrogen level and the remaining battery level are in the region A, switching is permitted in step S44, and the vehicle 1 travels in the EV mode.

On the other hand, the remaining battery capacity is equal to or less than the second charge amount C2, that is, the remaining amount of hydrogen and the remaining battery capacity is determined to be in the region B, the switching is inhibited in step S45, the vehicle 1 is traveling with H ₂ mode To do. Thereby, the overdischarge of the battery 40 is prevented.

Next, with reference to FIG. 12, a description will be given of the control of when a switching request to the H ₂ mode during traveling in the EV mode.
In step S51, as in step S41, it is determined whether the hydrogen remaining amount is higher than the second hydrogen remaining amount F2. If it is determined that the remaining amount of hydrogen is equal to or less than the second remaining hydrogen amount F2, switching is prohibited in step S52, and the vehicle 1 travels in the EV mode. This prevents the remaining amount of fuel from becoming completely zero and prevents the vehicle 1 from being unable to travel.

If it is determined in step S51 that the remaining hydrogen amount is higher than the second hydrogen remaining amount F2, it is determined in the next step S53 whether the remaining battery amount is higher than the second charge amount C2 as in step S43. Is done. Remaining amount of hydrogen is higher than the second hydrogen remaining amount F2, the battery remaining amount when the following second charge amount C2, since the state of the region B, and the vehicle is already traveling with H ₂ mode (step S55 ), The determination is carried out in a confirming manner.

When the battery remaining amount in step S53 is determined to be higher than the second charge amount C2, it is permitted to switch at step S54, the vehicle 1 travels with H ₂ mode.

  A specific control example when there is a request for switching the travel mode will be described with reference to FIG.

First, description will be given of a case where the occupant to control the start (traveling start) has selected of H ₂ mode.
As shown in the figure, when the vehicle starts running from the fully charged state and the remaining amount of hydrogen, the vehicle 1 consumes both the charging power and the hydrogen of the battery 40 until the remaining amount of the battery reaches the first charge amount C1. Travels and the remaining amount of the battery reaches the first charge amount C1, the vehicle 1 travels mainly consuming hydrogen. At this time, as indicated by the symbol h in the figure, when the occupant newly selects the EV mode with the mode switch 101, the vehicle 1 mainly charges the battery 40 until the remaining battery level reaches the second charge amount C2. To drive. Subsequent travel of the vehicle 1 follows control in the EV mode.

Next, a case where the occupant has selected the EV mode at the start of control (at the start of traveling) will be described.
As shown in the figure, when the vehicle 1 starts traveling from the fully charged state and the remaining hydrogen amount, the vehicle 1 mainly travels by consuming the charging power of the battery 40 until the remaining battery amount reaches the second charge amount C2. try to. At this time, as shown by reference numeral i in the figure, when the driver selects a new H ₂ mode by the mode switch 101, the vehicle 1 until the remaining amount of hydrogen leading to a second hydrogen remaining amount F2, mainly using hydrogen Then run. At this time, the remaining battery level is maintained at the value when the switching request is made. Running the subsequent vehicle 1 follows the control with H ₂ mode.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments. For example, in the above-described embodiment, a so-called series-type hybrid vehicle has been described. However, the present invention can be applied to a system other than the series system, for example, a so-called parallel system or a so-called series-parallel hybrid vehicle. . Further, the vehicle 1 may be a so-called plug-in hybrid vehicle in which plug charging is performed.

  In the case of a parallel hybrid vehicle, “generator” in the claims means a generator capable of operating as a motor.

  In the above-described embodiment, a vehicle equipped with a rotary engine using hydrogen as a fuel has been described. However, a fuel other than hydrogen, such as gasoline, may be used. A dual fuel engine to which hydrogen and gasoline are selectively supplied may be mounted. Furthermore, a reciprocating engine may be mounted instead of the rotary engine.

Moreover, in the above-described embodiment, it has been described that the first charge amount C1 is a charge amount capable of charging the power generation amount in the motor 60 accompanying the deceleration regeneration, and is preferably changed according to the battery temperature. Further, the first charge amount C1, NO _x emissions varies according to the output and start and stop times of the engine 10 may be set so as to be kept below a predetermined emissions.

  Specifically, an engine output range setting means (not shown) for setting the output range of the engine 10 and the number of engine start / stop times per unit travel distance are estimated according to the battery charge amount and the set engine output range. Engine start / stop count estimation means (not shown) is connected to the control unit 100. This engine output range can generally be set in consideration of the thermal efficiency of the engine 10. Then, the control unit 100 sets the first predetermined value C1 so that the estimated engine start / stop count is less than the predetermined count value. The engine output range setting means and the engine start / stop count estimation means can be configured by a CPU, a memory, and the like.

In the aforementioned embodiment, when the battery remaining amount is H ₂ mode is selected when the second charge amount C2 or below the first charge level C1, the charge maintenance dose remaining battery capacity at the time of selection target battery place which is set as the charge amount, the information and the target battery charge by selecting that with H ₂ mode or EV mode to keep at the end of the vehicle system, starting the next vehicle systems for Sometimes a function of capturing the information may be added.

  At this time, in order to save the target battery charge amount and the travel mode, a storage device (not shown) that stores the travel mode and the target battery charge amount selected at the end of the vehicle system at the end of the vehicle system. , Connected to the control unit 100. This storage device can be constituted by a memory, for example.

Furthermore, the last run end mode is H ₂ mode, and when the H ₂ mode is selected before entering the travelable state after the vehicle system is activated, as it target the target battery charge amount of capture And the power generation amount may be controlled to maintain the remaining battery level at that value.

For example, if the vehicle 1 is a plug-in hybrid vehicle, the difference between the target battery charge amount taken in and the battery charge amount at the current time is within a predetermined range (predetermined battery differential range in the claims). in absence, when the H ₂ mode is selected, the battery when either the plug charging is performed during the end of the vehicle system, or determines that the long standing has been made, the H ₂ mode is selected A function of setting any one of the remaining amount, the first charge amount C1 or the second charge amount C2 as the target battery charge amount may be added.

1 vehicle, 10 engine, 20 generator, 30 inverter,
40 battery, 60 motor, 71, 72 drive wheel,
100 control unit 101 mode switch 102 hydrogen remaining amount sensor 103 SOC sensor 104 battery temperature sensor

Claims (15)

Engine,
A generator driven by the engine;
A battery for charging the power generated by the generator;
A motor that operates in response to charging power of the battery or generated power of the generator;
A control device for a hybrid vehicle comprising drive wheels driven by at least one of the output of the engine or the output of the motor,
Switching means for selecting and switching one of the driving modes of the first mode that prioritizes fuel consumption of the engine or the second mode that prioritizes power consumption of the battery;
Charge amount detection means for detecting the charge amount of the battery;
When the first mode is selected by the switching means and the battery charge amount detected by the charge amount detection means is higher than a first predetermined value, the battery charge amount is reduced to the first predetermined value. And a control means for controlling the operation of the engine, the generator, and the battery. The hybrid vehicle control device includes an engine output range setting means for setting an output range of the engine, and an engine start / stop for estimating the number of engine start / stop times per unit travel distance according to the battery charge amount and the engine output range. A frequency estimation means,
2. The hybrid vehicle according to claim 1, wherein the control unit sets the first predetermined value so that the engine start / stop number estimated by the engine start / stop number estimation unit is less than a predetermined number value. 3. Control device. The hybrid vehicle control device includes temperature detection means for detecting the temperature of the battery,
The control device for a hybrid vehicle according to claim 1 or 2, wherein the control means changes the first predetermined value in accordance with a battery temperature detected by the temperature detection means.   When the first mode is selected by the switching unit and the battery charge amount detected by the charge amount detection unit is lower than the first predetermined value, the control unit is configured to select the first mode. A battery charge amount or the first predetermined value is set as the target battery charge amount, and operations of the engine, the generator, and the battery are controlled so that the battery charge amount is maintained at the target battery charge amount. The control apparatus of the hybrid vehicle of any one of Claims 1-3. The control means, when the second mode is selected by the switching means, maintains the second mode until the battery charge amount decreases to reach a second predetermined value,
After the battery charge amount reaches the second predetermined value, the second predetermined value is set to the target battery charge amount so that the vehicle travels in the first mode and the battery charge amount is the second predetermined value. The hybrid vehicle control device according to claim 1, wherein operations of the engine, the generator, and the battery are controlled so as to be maintained.   6. The control apparatus for a hybrid vehicle according to claim 5, wherein the second predetermined value is a value determined based on at least one of a chargeable capacity and chargeable / dischargeable power of the battery. The control device of the hybrid vehicle has a fuel remaining amount detecting means for detecting a fuel remaining amount of the engine,
When the fuel remaining amount detected by the fuel remaining amount detecting means decreases and reaches the first predetermined fuel remaining amount while the vehicle is traveling in the first mode, the control means causes the engine fuel and battery to The hybrid vehicle control device according to claim 5, wherein operations of the engine, the generator, and the battery are controlled so that the vehicle travels while consuming the same electric power. The hybrid vehicle control device includes temperature detection means for detecting the temperature of the battery,
When the battery temperature detected by the temperature detection unit is lower than the predetermined temperature after the battery charge amount reaches the second predetermined value, the control unit temporarily waits until the battery temperature rises to the predetermined temperature. 6. The control apparatus for a hybrid vehicle according to claim 5, wherein operation of the engine, the generator, and the battery is controlled so that a battery charge amount decreases from the second predetermined value or the target battery charge amount. . When the battery charge amount decreases and reaches the fourth predetermined value, the control means
When it is determined that the fuel of the engine has been supplied to the vehicle while the vehicle is prohibited from running, the operation of the engine, the generator, and the battery so that the battery charge amount rises to a fifth predetermined value in the stopped state. The control device for a hybrid vehicle according to any one of claims 1 to 8, wherein the control device is controlled.   When the fifth predetermined value is lower than the second predetermined value and the battery charge amount is between the fifth predetermined value and the second predetermined value, the control means is caused by traveling in the first mode of the vehicle. 10. The hybrid vehicle control device according to claim 9, wherein operations of the engine, the generator, and the battery are controlled so that a battery charge amount increases from the fifth predetermined value to a second predetermined value. 11.   When the fuel remaining amount is higher than the second predetermined fuel remaining amount and the battery charge amount is less than or equal to the second predetermined value, the control means causes the vehicle to change to the first regardless of the travel mode selected by the switching means. 11. The hybrid vehicle control device according to claim 1, wherein operations of the engine, the generator, and the battery are controlled so as to travel in one mode. 11.   When the fuel remaining amount is less than or equal to a second predetermined fuel remaining amount, the control means is configured to cause the vehicle to travel in the second mode regardless of the traveling mode selected by the switching means. The control apparatus for a hybrid vehicle according to any one of claims 1 to 11, wherein the operation of the hybrid vehicle is controlled.   The control device for the hybrid vehicle includes a storage device that stores a travel mode selected at the end of the vehicle system and the target battery charge amount at the end of the vehicle system. A control device for a hybrid vehicle according to claim 1. The control means reads the travel mode and the target battery charge amount stored at the end of the previous system from the storage device when starting the vehicle system,
If the first mode is selected by the switching means before the vehicle enters a state where the vehicle can run, and the first mode is selected at the end of the previous system, the read target battery is read. 14. The hybrid vehicle control device according to claim 13, wherein a charge amount is set to the target battery charge amount in the first mode currently selected. The control means reads the travel mode and the target battery charge amount stored at the end of the previous system from the storage device when starting the vehicle system,
When the first mode is selected by the switching means before the vehicle enters a state where the vehicle can run, and the first mode is selected at the time of the previous system termination, the battery charging at the current time When the difference between the amount and the read target battery charge amount is out of the predetermined battery difference range, the battery charge amount when the first mode is selected, the first predetermined value, or the second predetermined value The hybrid vehicle control device according to claim 13, wherein any one of the values is set as the target battery charge amount.

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