JP2014231292A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller capable of shortening required time until engine restart is permitted after starter actuation in a vehicle starting an engine by a starter motor using a capacitor as a power supply.SOLUTION: A vehicle controller comprises: a starter motor and a horizontal engine as a driving system; and a strong electric battery, a capacitor, and a hybrid control module controlling recharging of the capacitor using electric power of the strong electric battery as a power supply system. A FF plug-in hybrid vehicle controller includes a cell voltage monitor detecting a voltage of the capacitor. The hybrid control module performing starter actuation control and recharging control starts recharging a capacitor 23 using a current 2 higher than a current 1 set as a normal charging current (S4) when the capacitor voltage is equal to or lower than a predetermined voltage b after starter actuation (S3).

Description

  The present invention relates to a vehicle control device including a capacitor that is a power source of a starter motor, and capacitor recharge control means that controls recharging of the capacitor using electric power of a vehicle-mounted battery.

  2. Description of the Related Art Conventionally, there is known an automatic engine stop / start control device for a vehicle that determines the permission / prohibition of starter start, which is engine start using a starter motor, by checking the remaining capacity of a power supply (capacitor) for the starter motor for engine start. (For example, refer to Patent Document 1).

JP-A-11-257120

  However, in the conventional apparatus, when there is a request for restarting the engine immediately after starter start, if the remaining capacity of the capacitor falls below the permission determination capacity due to discharge due to starter start, recharging of the capacitor is started. . For this reason, when the gap between the remaining capacity of the capacitor and the permission determination capacity is large, the engine restart by the starter motor is waited until the permission determination capacity is reached from the start of recharging until the engine restart is permitted. There was a problem that it took a long time to complete.

  The present invention has been made paying attention to the above problem, and provides a vehicle control device capable of shortening the time required until the restart of the engine is permitted after the starter is started by starting the engine with a starter motor. For the purpose.

In order to achieve the above object, the present invention has a starter motor and an engine in a drive system. The power supply system includes an in-vehicle battery, a capacitor that is a power source of the starter motor, and a capacitor recharge control unit that controls recharging of the capacitor using electric power of the in-vehicle battery.
In this hybrid vehicle control device,
Engine start control means for starting the starter by cranking the engine using a starter motor that uses the capacitor as a power source, and capacitor voltage detection means for detecting the voltage of the capacitor are provided.
The capacitor recharge control means starts recharging the capacitor using a second charging current higher than the first charging current set as a normal charging current when the capacitor voltage is equal to or lower than a predetermined voltage after the starter is started. To do.

Therefore, after the starter is started, when the capacitor voltage is equal to or lower than the predetermined voltage, the capacitor recharge control means starts recharging the capacitor using the second charging current higher than the first charging current set as the normal charging current. Is done.
That is, after the starter is started, the recharging speed is set to be higher than the normal recharging speed by the first charging current by increasing the charging current when the capacitor recharging is started to the second charging current. . For this reason, when the voltage divergence range from the capacitor voltage to the voltage threshold value for permitting starter start is the same, the time required to reach the voltage threshold value for permitting starter start from the start of capacitor recharging is recharged by the first charging current. It is shortened compared to the time required for starting.
As a result, it is possible to shorten the time required until the restart of the engine is permitted after the starter is started with the starter motor.

1 is an overall system diagram illustrating an FF plug-in hybrid vehicle to which a control device according to a first embodiment is applied. It is a power supply circuit diagram which shows the power supply system structure centering on the starter power supply of FF plug-in hybrid vehicle to which the control apparatus of Example 1 was applied. It is a block diagram which shows the control system structure of FF plug-in hybrid vehicle to which the control apparatus of Example 1 was applied. It is a flowchart which shows the flow of the capacitor recharge control process performed in the hybrid control module of Example 1. FIG. FIG. 6 is a characteristic diagram showing a relationship in which the capacitor voltage and the engine cranking time change when the starter start is continuously performed three times in a fully charged state.

  Hereinafter, the best mode for realizing a vehicle control apparatus of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The configuration of the FF plug-in hybrid vehicle (an example of a vehicle) to which the control device of the first embodiment is applied includes “drive system configuration”, “power supply system configuration”, “control system configuration”, and “detailed configuration of capacitor recharge control”. It is divided and explained.

[Drive system configuration]
FIG. 1 shows the entire FF plug-in hybrid vehicle. Hereinafter, the drive system configuration of the FF plug-in hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system includes a starter motor 1 (abbreviated as “M”), a horizontal engine 2 (abbreviated as “ICE”), a first clutch 3 (abbreviated as “CL1”), and a motor / generator. 4 (abbreviation “M / G”), a second clutch 5 (abbreviation “CL2”), and a belt type continuously variable transmission 6 (abbreviation “CVT”). The output shaft of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10R and 10L via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9R and 9L. The left and right rear wheels 11R and 11L are driven wheels.

  The starter motor 1 is a cranking motor that has a gear that meshes with an engine starting gear provided on a crankshaft of the horizontally placed engine 2 and that uses a capacitor 23 (described later) as a power source to rotationally drive the crankshaft when the engine is started.

  The horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and includes an electric water pump 12 and a crankshaft rotation sensor 13 that detects reverse rotation of the horizontal engine 2.

  The first clutch 3 is a hydraulic multi-plate friction clutch that is interposed between the horizontally mounted engine 2 and the motor / generator 4, and is fully engaged / slip engaged / released by the first clutch oil pressure. The

  The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 2 through a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.

  The second clutch 5 is a wet-type multi-plate friction clutch by hydraulic operation that is interposed between the motor / generator 4 and the left and right front wheels 10R and 10L that are driving wheels. Slip fastening / release is controlled. The second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.

  The belt-type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. The belt-type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive), a sub-oil pump 15 (motor drive), and a first pressure using a line pressure generated by adjusting pump discharge pressure as a primary pressure. A control valve unit (not shown) for generating the second clutch hydraulic pressure and the transmission hydraulic pressure.

  The first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch drive system, and there are “EV mode” and “HEV mode” as main drive modes by this drive system. The “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor / generator 4 is used as a drive source. Driving in the “EV mode” is referred to as “EV driving”. . The “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the horizontal engine 2 and the motor / generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”.

  The motor / generator 4 basically includes a regenerative cooperative brake unit 16 that controls the total braking torque when the brake is operated in accordance with the regenerative operation when the brake is operated. The regenerative cooperative brake unit 16 includes a brake pedal, an electric booster, and a master cylinder, and the electric booster shares a hydraulic braking force by subtracting the regenerative braking force from the required braking force that appears in the pedal operation amount when the brake is operated. In this way, cooperative control for regenerative / hydraulic pressure is performed.

[Power system configuration]
FIG. 1 shows an entire system of an FF plug-in hybrid vehicle, and FIG. 2 shows a power supply system configuration centering on a starter power supply. Hereinafter, based on FIG.1 and FIG.2, the power supply system structure of FF plug-in hybrid vehicle is demonstrated.

  As shown in FIG. 1, the power supply system includes a high-power battery 21 (vehicle battery) as a motor / generator power supply, a 12V battery 22 as a 12V system load power supply, and a capacitor 23 as a starter power supply. Yes.

  The high-power battery 21 is a secondary battery mounted as a power source for the motor / generator 4. For example, a lithium ion battery in which a cell module in which a large number of cells are stacked is set in a battery pack case is used. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a battery temperature adjustment unit 24 having an air conditioner function, a battery charge capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.

  The high-power battery 21 and the motor / generator 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. The inverter 26 has a built-in junction box 28 in which relay circuits for supplying / cutting off / distributing strong power are integrated, and further includes a heating circuit 29, an electric air conditioner 30, and a motor controller 83 for performing power running / regenerative control. It is attached. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.

  A rapid charging port 32 is connected to the high-power battery 21 via a DC harness 31, and a normal charging port 35 is connected via a DC branch harness 25 ′, a charger 33, and an AC harness 34. The charger 33 performs AC / DC conversion and voltage conversion. At the time of quick charging, for example, a connector plug of a charging stand installed outside the office is connected to the quick charging port 32 to be externally charged (plug-in quick charging). During normal charging, for example, a connector plug from a household power source is connected to the normal charging port 35 to be externally charged (plug-in normal charging).

  The 12V battery 22 is a secondary battery mounted as a power source for a 12V system load 36, which is another auxiliary machine except the starter motor 1, for example, a lead battery generally mounted in an engine vehicle or the like. Is used. The high voltage battery 21 and the 12V battery 22 are connected via a DC branch harness 25 ″, a DC / DC converter 37, and a battery harness 38. The DC / DC converter 37 changes the voltage of several hundred volts from the high voltage battery 21 to 12V. The DC / DC converter 37 is controlled by the hybrid control module 81 to manage the charge amount of the 12V battery 22.

  The capacitor 23 is a power storage device mounted as a dedicated power source for the starter motor 1 and has a large electrostatic capacity and has an excellent rapid charging / discharging performance (eDLC: electric Double Layer Capacitor). What is called is used. As shown in FIG. 2, the auxiliary load power supply system 39 and the capacitor 23 are connected via a battery branch harness 38 ′ provided with a fuse 40 and a capacitor charging circuit 41. The capacitor 23 and the starter motor 1 are connected via a capacitor harness 42, a resistor 43, and a relay switch 44. The capacitor 23 and the capacitor charging circuit 41 constitute a DLC unit 45, and the starter motor 1 and the relay switch 44 constitute a starter unit 46. Hereinafter, detailed configurations of the DLC unit 45 and the starter unit 46 will be described.

  As shown in FIG. 2, the DLC unit 45 includes a capacitor 23, a capacitor charging circuit 41, a spontaneous discharge switch 47, a forced discharge switch 48, a cell voltage monitor 49 (capacitor voltage detecting means), a capacitor And a temperature sensor 50.

  The capacitor 23 is configured by connecting a plurality of DLC cells in series / parallel. The spontaneous discharge switch 47, the forced discharge switch 48, and the capacitor temperature sensor 50 are provided at both ends of the plurality of DLC cells. Provided in parallel. The cell voltage monitor 49 is provided in parallel to each DLC cell so as to detect the cell voltage (= capacitor capacity) of each of the plurality of DLC cells.

  The capacitor charging circuit 41 is constituted by a DC / DC converter circuit (a combination circuit of a switching element, a choke coil, a capacitor and a diode) with a built-in semiconductor relay by a switching method. The capacitor charging circuit 41 includes a semiconductor relay 51 and a DC / DC converter 52 that are controlled by a hybrid control module 81. The semiconductor relay 51 is a non-contact relay using a semiconductor switching element. For example, as schematically shown in the lower left part of FIG. 2, a light called a photocoupler that transmits an isolated input / output space with a light signal. The configuration uses a semiconductor. The semiconductor relay 51 has a switch function for disconnecting or connecting the capacitor 23 from the auxiliary load power supply system 38. The DC / DC converter 52 subdivides the input direct current into pulse currents by a switching element and connects them to obtain a direct current output of a necessary voltage, thereby converting a 12V direct current to a 13.5V direct current and a capacitor. Has a function to switch the charging current.

  The starter unit 46 includes a starter motor 1, a relay switch 43, an electromagnetic actuator 53, and a pinion shift mechanism 54.

  The electromagnetic actuator 53 turns on the relay switch 44 and shifts the pinion 57 of the pinion shift mechanism 54 to a position where it meshes with the ring gear 58 by electromagnetic force generated by energizing the two coils 55 and 56. When the energization is cut off, the relay switch 44 is turned off and the pinion 57 is shifted to a position where the engagement with the ring gear 58 is released. The ring gear 58 is provided on the crankshaft of the horizontal engine 2. The auxiliary load power supply system 39 and the two coils 55 and 56 are connected via a battery branch harness 38 ″ provided with a starter cut-off relay 59, a HEV / IS / relay 60, and a starter relay 61. Energization / cutoff of the off relay 59 is performed by a body control module 87. Energization / cutoff of the HEV / IS / relay 60 is performed by a hybrid control module 81. Energization / cutoff of the starter relay 61 is performed by an underhood switching module. The voltage sensor 62 for relay diagnosis is provided at a position where the battery branch harness 38 "intersects.

  The pinion shift mechanism 54 has a pinion 57 provided so as to be movable in the axial direction with respect to the motor shaft of the starter motor 1, one end connected to the electromagnetic actuator 53, and the other end fitted into the shift groove of the pinion 57. Shift lever 63.

[Control system configuration]
1 shows an overall system of an FF plug-in hybrid vehicle, FIG. 2 shows a power supply system configuration centering on a starter power supply, and FIG. 3 shows a control system configuration. Hereinafter, the control system configuration of the FF plug-in hybrid vehicle will be described with reference to FIGS.

  As shown in FIGS. 1 to 3, the control system includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control unit having a function of appropriately managing the energy consumption of the entire vehicle. Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”). Have. The data communication module 85 (abbreviation: “DCM”) and the lithium battery controller 86 (abbreviation: “LBC”) are included. Furthermore, it has a body control module 87 (abbreviation: “BCM”) and an underhood switching module 88 (abbreviation: “USM”). These control means include CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) except for a LIN communication line 89 (LIN: abbreviation for “Local Interconnect Network”) that connects hybrid control module 81 and DLC unit 45. Is connected so that bidirectional information can be exchanged.

  The hybrid control module 81 performs various controls based on input information from each control means, an ignition switch 91, an accelerator opening sensor 92, a vehicle speed sensor 93, and the like. Among these, the control performed for the purpose of driving the FF plug-in hybrid vehicle capable of external charging with high fuel efficiency is a travel mode based on the battery SOC of the high-power battery 21 (“CD mode”, “CS mode”). Selection control.

  The “CD mode (Charge Depleting mode)” is a mode in which priority is given to EV travel that consumes the power of the high-power battery 21 in principle. For example, while the battery SOC of the high-power battery 21 decreases from full SOC to set SOC. Is selected. However, HEV traveling is exceptionally performed in high-load traveling where driving force is insufficient in EV traveling. The start of the horizontal engine 2 during the selection of the “CD mode” is based on the start by the starter motor 1 (starter start), with the exception of the start by the motor / generator 4 (M / G start).

  The “CS mode (Charge Sustain mode)” is a mode in which priority is given to HEV running that maintains the power of the high-power battery 21 in principle, and is selected when the battery SOC of the high-power battery 21 is equal to or lower than the set SOC. That is, when it is necessary to maintain the battery SOC of the high-power battery 21 within a predetermined range, HEV traveling is performed by engine power generation that causes the motor / generator 4 to generate electric power by driving the lateral engine 2. The start of the horizontal engine 2 during the selection of the “CS mode” is based on the start by the motor / generator 4 (M / G start), with the exception of the start by the starter motor 1 (starter start). It should be noted that the “set SOC” that is the mode switching threshold value has hysteresis between the value when the CD mode → CS mode and the value when the CS mode → CD mode.

The hybrid control module 81 performs engine start control by the starter motor 1, charge control to the capacitor 23, and discharge control from the capacitor 23 in addition to the selection control of “CD mode” and “CS mode”. Furthermore, the following starter related control is performed.
(A) Time shortening control from engine start to starter start permission (Example 1).
(B) Time shortening control from ignition on to starter start permission.
(C) Deterioration progress suppression control of the capacitor 23.
(D) Control of countermeasures for high / low temperature of capacitor 23.
(E) Prevention of voltage sag of auxiliary equipment for vehicles.

  The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontal engine 2. The motor controller 83 performs power running control, regeneration control, and the like of the motor generator 4 by the inverter 26. The CVT control unit 84 performs engagement hydraulic pressure control of the first clutch 3, engagement hydraulic pressure control of the second clutch 5, shift hydraulic pressure control of the belt type continuously variable transmission 6, and the like. When the switch of the portable remote control key is remotely operated and the communication is established with the portable remote control key, the data communication module 85 controls, for example, lock / unlock of the charging port lid and the connector lock mechanism. The lithium battery controller 86 manages the battery SOC, battery temperature, and the like of the high-power battery 21. The body control module 87 performs energization / cutoff control of the starter cut-off relay 59. The under hood switching module 87 performs energization / cut-off control of the built-in starter relay 61 based on the range position signal from the inhibitor switch 94.

[Detailed configuration of capacitor recharge control]
FIG. 4 shows a capacitor recharge control process flow executed by the hybrid control module 81 (capacitor recharge control means). Hereinafter, each step of FIG. 4 showing a capacitor recharge control processing configuration will be described.

In step S1, it is determined whether or not the capacitor voltage detected by the cell voltage monitor 49 is equal to or higher than the starter start permission voltage a. If Yes (capacitor voltage ≧ starter start permission voltage a), the process proceeds to step S2. If No (capacitor voltage <starter start permission voltage a), the process proceeds to step S3.
Here, as the “starter start permission voltage a”, for example, as shown in FIG. 5, when the capacitor voltage at full charge is about 13.5 V, the cranking required time (Cranking Time) by the starter start is the target time ( Target time) is set to a capacitor voltage of about 12.5V.

  In step S2, following the determination that the capacitor voltage is equal to or greater than the starter start permission voltage a in step S1 or the determination that the capacitor is fully charged in step S8, the horizontal engine 2 is set using the starter motor 1. Allow starter start to start and proceed to end.

In step S3, following the determination that the capacitor voltage is less than the starter start permission voltage a in step S1, it is determined whether or not the capacitor voltage detected by the cell voltage monitor 49 is equal to or lower than a predetermined voltage b. If Yes (capacitor voltage ≦ predetermined voltage b), the process proceeds to step S4. If No (capacitor voltage> predetermined voltage b), the process proceeds to step S7.
Here, as the “predetermined voltage b”, for example, a relationship between a voltage difference until full charge and a charging time with a charging current 1 described later is obtained. Then, the charging time is set to be within the allowable time determined based on the starter start request interval obtained experimentally. Furthermore, the predetermined voltage b is determined by subtracting the voltage difference corresponding to the charging time from the fully charged voltage.

In step S4, following the determination that the capacitor voltage ≦ the predetermined voltage b in step S3 or the determination that the capacitor voltage <the recharge start permission voltage c in step S5, the capacitor charging current is changed to the current 1 (For example, 15A) is changed to current 2 (for example, 20A), recharging is performed with current 2, and the process proceeds to step S5.
Here, the basic current of the capacitor charging current is current 1, and recharging is performed with current 2 higher than current 1. The current 1 is set to a current value that suppresses the progress of deterioration due to heat generation of the capacitor 23, and the current 2 is set to a current value that achieves rapid recharging that increases the charging speed while suppressing the rapid deterioration progress of the capacitor 23. It is set.

In step S5, following the recharge with current 2 in step S4, it is determined whether or not the capacitor voltage detected by the cell voltage monitor 49 is equal to or higher than the recharge start permission voltage c. If Yes (capacitor voltage ≧ recharge start permission voltage c), the process proceeds to step S6. If No (capacitor voltage <recharge start permission voltage c), the process returns to step S4.
Here, as the “recharge start permission voltage c”, for example, as shown in FIG. 5, when the capacitor voltage at full charge is about 13.5 V, the cranking time required by starter start (Cranking Time) is the allowable time. The capacitor voltage is set to about 11.5V within the range. Incidentally, the relationship between the capacitor voltages is set to (full charge voltage)> (starter start permission voltage a)> (recharge start permission voltage c)> (predetermined voltage b).

  In step S6, following the determination that the capacitor voltage ≧ the recharge start permission voltage c in step S5, starter start for starting the landscape engine 2 using the starter motor 1 is permitted, and the process proceeds to step S7.

  In step S7, following the determination that the capacitor voltage is greater than the predetermined voltage b in step S3, the starter start permission in step S6, or the determination that the capacitor 23 is not fully charged in step S8, the capacitor charge When the current is 2 (for example, 20A), the current is changed to 1 (for example, 15A), recharging is performed with the current 1, and the process proceeds to step S8.

In step S8, following the recharging with the current 1 in step S7, it is determined whether or not the capacitor 23 is fully charged. If Yes (capacitor fully charged), the process proceeds to step S2, and if No (capacitor fully charged), the process returns to step S7.
In this embodiment, when the voltage is equal to or lower than the predetermined voltage b, recharging is performed until full charge. However, when the voltage becomes equal to or higher than the predetermined voltage b, starter start may be permitted.

Next, the operation will be described.
The operation of the control apparatus for the FF plug-in hybrid vehicle of the first embodiment will be described separately for [characteristic operation by capacitor power supply circuit configuration], [charge / discharge operation by capacitor power supply], and [capacitor recharge control operation].

[Characteristic effect of capacitor power circuit configuration]
For example, in an idle stop vehicle, when the starter motor power supply is a 12V battery, the power supply circuit configuration is a configuration in which the DLC unit 45 and the fuse 40 are removed from the capacitor power supply circuit configuration of the first embodiment. To do.

  In the case of this comparative example, the power supply of the starter motor and the vehicle auxiliary machines is shared by one 12V battery. For this reason, if the starter motor is used to start the engine when the required amount of power in the vehicle auxiliaries is high, the supply power is insufficient, and the voltage of the vehicle auxiliaries decreases suddenly at the moment of starting the engine. Low occurs.

  On the other hand, in the first embodiment, the auxiliary load power supply system 39 is configured by connecting the high-power battery 21 and the 12V battery 22 via the DC / DC converter 37. The DLC unit 45 includes a capacitor charging circuit 41 that is branched and connected from the DC / DC converter 37 and a capacitor 23 that is connected to the capacitor charging circuit 41. A capacitor power supply circuit is configured by providing a semiconductor relay 51 as a switch built in the capacitor charging circuit 41 between the auxiliary load power supply system 39 and the DLC unit 45.

  With this configuration, the 12V battery 22 and the capacitor 23 are charged with the electric power from the high-power battery 21, and the necessary power is supplied from the 12V battery 22 to the 12V system load 36, which is a vehicle auxiliary device. To supply the necessary power. That is, the starter motor 1 and the 12V system load 36 do not share the power source, and the two power sources including the 12V battery 22 and the capacitor 23 receive a charge backup by the high-power battery 21.

  And the capacitor power supply circuit is comprised by adding the DLC unit 45 (capacitor charging circuit 41 + capacitor 23), without changing the power supply circuit structure of the idle stop vehicle which is a comparative example. Thus, since the DLC unit 45 can be added in the same manner as the addition of auxiliary equipment, the control of the high-power battery 21 and the DC / DC converter 37 does not need to be changed from the control of the comparative example.

  Further, when the charge / discharge balance of the auxiliary load power supply system 39 is likely to be lost, the DLC unit 45 (capacitor charging circuit 41 + capacitor 23) can control the charging current and the auxiliary relay load by the semiconductor relay 51 as a switch. The power supply system 39 can be disconnected. For this reason, by opening the semiconductor relay 51 at the start of the starter, it is possible to prevent a voltage sag in which the voltage of the vehicle auxiliary machinery suddenly decreases. In addition, it is not necessary to change the converter capacity of the DC / DC converter 37 and the battery capacity of the 12V battery 22 from the converter capacity and battery capacity set in the comparative example.

[Charging / discharging action by capacitor power supply]
“Engine start control operation by starter motor 1”, “charge control operation to capacitor 23”, and “discharge control operation from capacitor 23” performed by hybrid control module 81 on the capacitor power supply circuit will be described.

The engine start by the starter motor 1 is based on the output of the starter start command from the hybrid control module 81. When the HEV / IS / relay 60 is energized, the relay switch 44 is turned on and the pinion 57 is shifted to a position where it engages with the ring gear 58. To do. As a result, the starter motor 1 using the capacitor 23 as a power source rotates the crankshaft of the horizontal engine 2 to start the starter, and the HEV / IS / relay 60 is cut off after a predetermined time from energization. The starter cut-off relay 59 is energized by the body control module 87 except when a vehicle condition prohibiting engine start is satisfied. Further, the starter relay 61 built in the underhood switching module 88 is energized only when the P range is selected, and is in a cut-off state when a D range other than the P range is selected.
Therefore, in principle, the engine start control by the starter motor 1 is performed by using the power of the capacitor 23 while the HEV / IS / relay 60 is energized by the starter start command under the starter start permission condition. Then, the horizontal engine 2 is started.

For charging the capacitor 23, the semiconductor relay 51 of the capacitor charging circuit 41 is closed based on the output of the charging command from the hybrid control module 81, and the capacitor charging current is selected. Thereby, the electric power from the high-power battery 21 is introduced into the capacitor 23 through the DC / DC converter 37 → the fuse 40 → the semiconductor relay 51 → the DC / DC converter 52, so that the short-time charging according to the capacitor charging current can be performed. Done. The capacitor charging current has a current 1 (for example, 15 A) as a basic current, and has a current 2 (for example, 20 A) that can be selected by changing from the current 1 as an exception.
Therefore, the charging control to the capacitor 23 uses the power from the high-power battery 21 and charges the capacitor 23 with the selected capacitor charging current while the charging command is output.

Based on the output of the natural discharge command from the hybrid control module 81, the discharge from the capacitor 23 causes the natural discharge from the capacitor 23 by closing the natural discharge switch 47 of the DLC unit 45. Further, the forced discharge from the capacitor 23 is performed by closing the forced discharge switch 48 of the DLC unit 45 based on the output of the forced discharge command from the hybrid control module 81. In the case of this forced discharge, the discharge amount per unit time is set larger than that in the case of natural discharge.
Therefore, the natural discharge control to the capacitor 23 is performed by converting the electric power of the capacitor 23 into resistance heat while the natural discharge switch 47 is closed based on the natural discharge command. In the forced discharge control to the capacitor 23, while the forced discharge switch 48 is closed based on the forced discharge command, the power of the capacitor 23 is converted into resistance heat, and discharge is performed in a shorter time than natural discharge.

[Capacitor recharge control action]
If the capacitor voltage has a large deviation width from the starter start permission voltage a after the starter is started, recharging takes time. On the other hand, if the capacitor is charged with a large current, the capacitor 23 generates heat and the capacitor deteriorates. Therefore, it is desirable to avoid charging the capacitor with a large current as much as possible. Hereinafter, based on FIG. 4, the capacitor recharge control of Example 1 performed reflecting this will be described.

First, when the capacitor voltage is equal to or higher than the starter start permission voltage a, the flow of step S 1 → step S 2 → end is repeated in the flowchart of FIG. 4, and starter start is permitted in step S 2.
Therefore, for example, when a sufficient time has elapsed since the start of the previous starter and the capacitor voltage is equal to or higher than the starter start permission voltage a as in the fully charged state, the starter start request can be immediately responded. Then, the system waits in the starter start permission state.

  On the other hand, when the capacitor voltage is less than the starter start permission voltage a, the control contents are different depending on whether the capacitor voltage exceeds the predetermined value b or less than the predetermined value b.

When the capacitor voltage is less than the starter start permission voltage a but exceeds the predetermined value b, the process proceeds from step S1 to step S3 to step S7 to step S8 in the flowchart of FIG. Then, while it is determined in step S8 that the capacitor 23 is not fully charged, the flow from step S7 to step S8 in which recharging is performed with current 1 (for example, 15 A) is repeated. Further, when it is determined in step S8 that the capacitor 23 is fully charged, the process proceeds from step S8 to step S2 to end, and in step S2, starter start is permitted.
That is, when the predetermined value b <capacitor voltage <starter start permission voltage a, the deviation width until the capacitor is fully charged is small and recharging does not take time. Therefore, by focusing on the suppression of deterioration of the capacitor 23 and performing recharging while maintaining the normal current 1, progress of deterioration of the capacitor 23 due to heat generation can be suppressed.

  When the capacitor voltage is less than or equal to the predetermined value b, the process proceeds from step S1 to step S3 to step S4 to step S5 in the flowchart of FIG. Then, while it is determined in step S5 that the capacitor voltage is less than the recharge start permission voltage c, the process proceeds from step S4 to step S5 in which recharging is performed with a current 2 higher than current 1 (for example, 20 A). The flow is repeated. Further, when it is determined in step S5 that the capacitor voltage has become equal to or higher than the recharge start permission voltage c, the process proceeds from step S5 to step S6 → step S7 → step S8. Then, while it is determined in step S8 that the capacitor 23 is not fully charged, the flow from step S7 to step S8 is repeated. In step S6, starter start is permitted, and in step S7, the capacitor charging current is changed from current 2 to current 1, and recharging is continued. Thereafter, when it is determined in step S8 that the capacitor 23 is fully charged, the process proceeds from step S8 to step S2 → end.

As described above, in the first embodiment, after starting the starter, when the capacitor voltage is equal to or lower than the predetermined voltage b, the recharging is started with the current 2 (for example, 20 A) higher than the normal current 1 (for example, 15 A). Is adopted.
That is, after the starter is started, the charging current when the recharging of the capacitor 23 is started is increased to the current 2 so that the recharging speed is set to be higher than the normal recharging speed by the current 1. For this reason, when the voltage divergence width from the capacitor voltage to the voltage threshold value (= recharge start permission voltage c) permitted to start the starter is the same, the time required to reach the recharge start permission voltage c from the start of recharging of the capacitor 23 However, it is shortened compared with the time required when recharging is started by the current 1.
As a result, the time required until the restart of the horizontal engine 2 is permitted after the starter is started to start the horizontal engine 2 by the starter motor 1 is shortened.

In the first embodiment, after the starter is started, when the capacitor voltage is equal to or lower than the predetermined voltage b, the recharge start permission voltage lower than the starter start permission voltage a due to the progress of recharging the capacitor 23 using the current 2. When it becomes c or more, the structure which permits a starter start is employ | adopted.
That is, the voltage threshold value for permitting starter start is changed to the recharge start permission voltage c with a voltage value lower than the normal starter start permission voltage a. For this reason, if the voltage level at the time of starting recharging of the capacitor 23 is the same, the voltage divergence width to the recharge start permission voltage c becomes narrower than the voltage divergence width to the starter start permission voltage a.
Thus, by setting the voltage threshold value for permitting starter start to the recharge start permitting voltage c lower than the starter start permitting voltage a, the time required for permitting restart of the horizontally placed engine 2 is further shortened. The

In the first embodiment, when the capacitor voltage becomes equal to or higher than the recharge start permission voltage c by recharging the capacitor using the current 2, the charging current is switched from the current 2 to the current 1, and recharging is performed until the capacitor 23 is fully charged. Adopting a continuous configuration.
As described above, after the capacitor voltage becomes equal to or higher than the recharge start permission voltage c and the starter start permission is issued, the charge current is returned from the current 2 to the current 1, so that the heat generation of the capacitor 23 can be avoided and the capacitor is deteriorated. Progress is suppressed. Furthermore, by fully charging the capacitor 23 by recharging, the capacitor voltage equal to or higher than the starter start permission voltage a is maintained for a long time even if the capacitor voltage gradually decreases due to natural discharge after the end of recharging.

Next, the effect will be described.
In the control device for the FF plug-in hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) The drive system has a starter motor 1 and an engine (horizontal engine 2).
As a power supply system, an on-board battery (high-power battery 21), a capacitor 23 that is a power source of the starter motor 1, and a capacitor recharge that controls recharging of the capacitor 23 using the power of the on-board battery (high-power battery 21). In a control device for a vehicle (FF plug-in hybrid vehicle) comprising control means (hybrid control module 81),
Engine start control means (hybrid control module 81) that starts the starter by cranking the engine (horizontal engine 2) using the starter motor 1 that uses the capacitor 23 as a power source;
Capacitor voltage detection means (cell voltage monitor 49) for detecting the voltage of the capacitor 23;
The capacitor recharge control means (hybrid control module 81) performs a second charge higher than a first charge current (current 1) set as a normal charge current when the capacitor voltage is equal to or lower than a predetermined voltage b after starting the starter. Recharging of the capacitor 23 is started using the current (current 2) (FIG. 4).
For this reason, it is possible to shorten the time required until the restart of the engine (horizontal engine 2) is permitted after the starter is started to start the engine (horizontal engine 2) by the starter motor 1.

(2) In the capacitor recharge control means (hybrid control module 81), the capacitor voltage is lower than the starter start permission voltage a due to the progress of recharging the capacitor 23 using the second charging current (current 2). When the recharge start permission voltage c is exceeded, the starter start is permitted (FIG. 4).
For this reason, in addition to the effect of (1), the recharge start permission voltage c, which is a voltage threshold value permitting starter start, is made lower than the normal starter start permission voltage a, so that the engine (horizontal engine 2) The time required until the restart is permitted can be further shortened.

(3) The capacitor recharge control means (hybrid control module 81), when the capacitor voltage becomes equal to or higher than the recharge start permission voltage c by capacitor recharging using the second charging current (current 2), Then, the second charging current (current 2) is switched to the first charging current (current 1), and recharging is continued until the capacitor 23 is fully charged (FIG. 4).
For this reason, in addition to the effect of (2), after the capacitor voltage becomes equal to or higher than the recharge start permission voltage c, it is possible to suppress the progress of deterioration of the capacitor 23 and to start the starter for a long time after the end of the recharge. It is possible to keep the capacitor voltage equal to or higher than the allowable voltage a.

(4) After the starter is started, the capacitor recharge control means (hybrid control module 81) has the first charging current (current 1) when the capacitor voltage is less than the starter start permission voltage a but exceeds the predetermined voltage b. ) Starts recharging the capacitor 23 (FIG. 4).
For this reason, in addition to the effect of (2) or (3), if the deviation to the threshold value for permitting starter start is not large, the normal first charging current (current 1) is maintained and recharging is started. Thus, the deterioration of the capacitor 23 due to heat generation can be suppressed.

(5) The capacitor recharge control means (hybrid control module 81) sets the first charging current (current 1) to a current value that suppresses the progress of deterioration due to heat generation of the capacitor 23, and the second charging current ( The current 2) was set to a current value at which rapid recharging was achieved by increasing the charging speed while suppressing the rapid deterioration of the capacitor 23 (FIG. 4).
For this reason, in addition to the effects (1) to (4), when the capacitor voltage is equal to or lower than the predetermined voltage b after starting the starter, rapid recharging can be achieved while suppressing the rapid deterioration of the capacitor 23. .

  As mentioned above, although the vehicle control apparatus of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are allowed without departing from the gist.

  In the first embodiment, as the capacitor recharge control means, when the capacitor voltage is equal to or lower than the predetermined voltage b after starting the starter, recharging of the capacitor 23 is started using the current 2 higher than the current 1, and the starter start permission is given. An example in which the threshold value is changed to the recharge start permission voltage c lower than the starter start permission voltage a is shown. However, as the capacitor recharge control means, after starting the starter, the capacitor 2 may be recharged using the current 2 while the starter start permission threshold is kept at the starter start permission voltage a.

  In the first embodiment, as an example of the capacitor recharge control unit, recharge or starter start permission control is performed using capacitor voltage information. However, the capacitor recharge control means may be an example of performing recharge or starter start permission control using capacitor capacity information instead of capacitor voltage information. That is, when the capacitor capacity is Q, the capacitance is C, and the capacitor voltage is V, Q = C · V. When the capacitance C is constant, the capacitor capacity Q is proportional to the capacitor voltage V. Thus, even if capacitor capacity information is used instead of capacitor voltage information, equivalent control is achieved.

  In Example 1, the example which uses the hybrid control module 81 as a capacitor recharge control means was shown. However, as the capacitor recharge control means, an independently provided power supply system controller may be used, or an example in which a power supply system control unit is provided in a controller other than the hybrid control module may be used.

  In Example 1, the example which applies the control apparatus of this invention to FF plug-in hybrid vehicle was shown. However, the control device of the present invention can also be applied to a hybrid vehicle that does not have an external charging function. Further, the present invention can be applied not only to FF hybrid vehicles but also to FR hybrid vehicles and 4WD hybrid vehicles. In addition, the present invention can be applied to an engine vehicle that performs idle stop control for stopping the engine when the vehicle is stopped by using a 12V battery as a vehicle-mounted battery. In short, any vehicle including an on-board battery and a capacitor that is a starter motor power source for starting an engine can be applied as a power source.

1 Starter motor 2 Horizontal engine (engine)
3 First clutch 4 Motor / generator 5 Second clutch 6 Belt-type continuously variable transmissions 10R, 10L Left and right front wheels 11R, 11L Left and right rear wheels 21 High-power battery (vehicle battery)
22 12V battery 23 capacitor 37 DC / DC converter 41 capacitor charging circuit 45 DLC unit 49 cell voltage monitor (capacitor voltage detection means)
51 Semiconductor Relay 52 DC / DC Converter 81 Hybrid Control Module (Capacitor Recharge Control Unit, Engine Start Control Unit)

Claims (5)

It has a starter motor and an engine in the drive system,
In a vehicle control apparatus comprising: an in-vehicle battery, a capacitor that is a power source of the starter motor, and a capacitor recharge control unit that controls recharging of the capacitor using electric power of the in-vehicle battery as a power supply system;
Engine start control means for starting the starter by cranking the engine using a starter motor having the capacitor as a power source;
Capacitor voltage detection means for detecting the voltage of the capacitor, and
The capacitor recharge control means starts recharging the capacitor using a second charging current higher than the first charging current set as a normal charging current when the capacitor voltage is equal to or lower than a predetermined voltage after the starter is started. A control apparatus for a vehicle. The vehicle control device according to claim 1,
The capacitor recharge control means permits the starter start when the capacitor voltage becomes equal to or higher than a recharge start permission voltage lower than a starter start permission voltage due to the progress of recharging the capacitor using the second charging current. A control apparatus for a vehicle. In the vehicle control device according to claim 1 or 2,
The capacitor recharge control means switches the charge current from the second charge current to the first charge current when the capacitor voltage becomes equal to or higher than the recharge start permission voltage due to the capacitor recharge using the second charge current. The vehicle control device is characterized in that recharging is continued until the capacitor is fully charged. In the vehicle control device according to any one of claims 1 to 3,
The capacitor recharge control means starts recharging of the capacitor with the first charging current when the capacitor voltage is less than a starter start permission voltage but exceeds a predetermined voltage after starter start. Vehicle control device. In the control apparatus of the vehicle as described in any one of Claim 1 to 4,
The capacitor recharge control means sets the first charging current to a current value that suppresses the progress of deterioration due to heat generation of the capacitor, and sets the second charging current to a charging speed while suppressing the sudden deterioration progress of the capacitor. A control device for a vehicle, characterized in that the current value is set to achieve accelerated rapid recharging.