JP2015067200A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve optimum control of an SOC of a battery when supplying power of the battery to the outside.SOLUTION: A control device of a hybrid vehicle 1 equipped with an engine 10, an electric motor 11, a battery 12 that supplies power to the electric motor 11 and is charged by the generation power of the electric motor 11, and an external terminal 13 to supply the power of the battery 12 to the outside includes an engine ECU 20, a vehicle ECU 21, an HV-ECU 22, and an AMT-ECU 23 for starting the engine 10 and charging the battery 12 when an SOC of the battery 12 drops below a predetermined value while the power of the battery 12 is being supplied to the outside through the external terminal 13.

Description

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

  Attention has been focused on batteries of electric vehicles and hybrid vehicles as a power supply source in the event of a disaster (see, for example, Patent Document 1).

JP2013-51772A

  Japanese Patent Application Laid-Open No. H10-228707 describes that when the power of the battery is insufficient during power feeding from the vehicle to the outside, the engine is driven to generate power by driving the engine. However, the control of the state of charge of the battery when the battery used for traveling is originally diverted for external power feeding is not described.

  Patent Document 1 is different from an electric motor for driving a driving wheel and an electric motor used as a generator driven by an engine, and describes charging of a battery with a single electric motor for traveling during external power feeding. Not.

  The present invention has been made under such a background, and it is possible to ensure that the vehicle does not move when the battery power is supplied to the outside, and the electric motor for traveling is used. Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can realize optimal control of the state of charge of the battery so that the state of charge of the battery can be maintained in a predetermined state.

  The present invention relates to a control apparatus for a hybrid vehicle having an engine, an electric motor, a battery that supplies electric power to the electric motor and is charged by electric power generated by the electric motor, and an external terminal that supplies electric power of the battery to the outside. When the power of the battery is being supplied to the outside via the terminal, the control means for starting the engine and charging the battery when the value indicating the state of charge of the battery falls below a predetermined value. is there.

  At this time, the control means can disconnect both the output of the engine and the electric motor from the traveling system when the battery power is being supplied to the outside at least via the external terminal.

  Alternatively, the present invention relates to an engine, a transmission that changes the rotational speed of the engine to a predetermined rotational speed according to the number of gears, an electric motor, and a battery that supplies electric power to the electric motor and is charged by electric power generated by the electric motor. In a control device for a hybrid vehicle having an external terminal for supplying the battery power to the outside, and a transfer for connecting the output shaft of the transmission and the rotating shaft of the motor via a gear, When the power is being supplied to the outside, the control means is at least supplying the battery power to the outside via the external terminal, and when the value indicating the state of charge of the battery is lower than a predetermined value, The engine is started and the battery is charged.

  Further, the clutch has a clutch for connecting and disconnecting the output shaft of the transfer and the drive shaft connected to the differential gear of the hybrid vehicle, and the control means turns the clutch off when the battery power is being supplied to the outside via the external terminal. It can be a disconnected state.

  ADVANTAGE OF THE INVENTION According to this invention, when supplying the electric power of a battery outside, it can ensure that a vehicle does not move, and keeps the state of electric power of a battery in a predetermined state using a motor for driving. Can do.

1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. 3 is a flowchart showing operations of the HV-ECU of FIG. 1 and other ECUs.

  A hybrid vehicle 1 according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2.

  As shown in FIG. 1, the hybrid vehicle 1 mainly includes an engine 10, an electric motor 11, a battery 12 that supplies electric power to the electric motor 11 and is charged by electric power generated by the electric motor 11, and electric power of the battery 12. And an external terminal 13 to which a load is connected when power is supplied to the outside. In addition, as a load connected to the external terminal 13, for example, there is a power feeder (not shown). This power feeder can be supplied with DC power from the battery 12 and can convert the DC power into, for example, AC 100 volts for general household use.

  When the hybrid vehicle 1 is supplying power from the battery 12 to the outside via the external terminal 13, a value indicating the charge state of the battery 12 (hereinafter referred to as SOC: State of Charge) is predetermined. When it falls below the value, the engine 10 (Electric Control Unit) 20, the vehicle ECU 21, the HV-ECU 22, and the AMT-ECU 23 are provided as control means for starting the engine 10 and charging the battery 12. Information is transmitted between these ECUs via CAN (Control Area Network) communication (not shown).

  The engine ECU 20 is a control unit that performs various controls of the engine 10. The engine ECU 20 performs control for stopping the engine 10 by, for example, controlling the rotational speed of the engine 10 and stopping fuel injection of the engine 10.

  The vehicle ECU 21 is a control unit that performs various controls of the hybrid vehicle 1. For example, the vehicle ECU 21 starts the engine 10 by the starter 30. These controls of the vehicle ECU 21 are also performed by instructions from the HV-ECU 22.

  The HV-ECU 22 is a control unit that mainly performs cooperative control of the engine 10 and the electric motor 11. For example, the HV-ECU 22 performs power generation control of the electric motor 11 by the power of the engine 10 in accordance with the SOC of the battery 12 and disconnection control of the clutch 40 during external power feeding of the battery 12 power.

  The AMT-ECU 23 is a control unit that controls the AMT 41, which will be described later, and controls the number of gear stages of the AMT 41 according to instructions from the HV-ECU 22.

  As a more detailed configuration of the hybrid vehicle 1, as shown in FIG. 1, a rotary shaft 31 via an AMT 41 of the engine 10 and a rotary shaft of the electric motor 11 are connected via gears, and a transfer 31 for mixing these powers. And a clutch 40 for connecting and disconnecting the output shaft 32 of the transfer 31 and the drive shaft 33 connected to the differential gear 34. The transfer 31 can turn back the drive shaft 33 connected to the differential gear 34 in the installation direction of the engine 10 by connecting the rotation shaft of the engine 10 via the AMT 41 and the rotation shaft of the electric motor 11 via a gear. . This is useful, for example, when it is desired to bring the installation position of the engine 10 close to the installation position of the differential gear 34.

  The output of the engine 10 is input to the transfer 31 via an AMT (Automated Manual Transmission) 41. Note that the AMT is an automatic transmission that automatically performs a shift without having the driver operate the clutch pedal and the shift lever, while having the same configuration as the manual transmission. The rotation of the drive shaft 33 is transmitted to the wheels 35 via the differential gear 34.

  Further, an inverter 50 is provided between the electric motor 11 and the battery 12. The inverter 50 converts the three-phase alternating current of the electric motor 11 into direct current and supplies it to the battery 12. Alternatively, the DC power of the battery 12 is converted into a three-phase AC and supplied to the electric motor 11.

  The HV-ECU 22 as control means performs control so that the clutch 40 is in a disengaged state when the power of the battery 12 is being supplied to the outside via the external terminal 13.

  Further, the HV-ECU 22 as the control means starts the engine 10 when the SOC of the battery 12 falls below a predetermined value while the power of the battery 12 is being supplied to the outside via the external terminal 13. Then, the electric motor 11 generates electric power, and the battery 12 is charged.

  Next, the operations of the ECUs of the engine ECU 20, the vehicle ECU 21, and the HV-ECU 22 that constitute the control means will be described with reference to the flowchart of FIG.

  The START condition in the flowchart of FIG. 2 is a condition that the power of the battery 12 is ready to start power supply from the external terminal 13 to the outside. Specifically, for example, it is a condition that it is detected that a power feeder (not shown) is connected to the external terminal 13. Alternatively, when the external terminal 13 is provided with a cover (not shown), it is a condition that it is detected that the cover has been removed.

  If the above-mentioned START condition is satisfied, the process proceeds to step S1.

  In step S1, the HV-ECU 22 instructs the clutch 40 to disconnect, and the process proceeds to step S2.

  In step S2, when a start switch of a power supply (not shown) is turned on, the HV-ECU 22 instructs the battery 12 to start power supply to the battery 12, and the process proceeds to step S3. The power feeder and the HV-ECU 22 can transmit ON / OFF information of the start switch and the like by CAN communication or the like.

  In step S <b> 3, the HV-ECU 22 determines whether or not the SOC of the battery 12 notified from the battery 12 is lowered. If it is determined in step S3 that the SOC of battery 12 has decreased, the process proceeds to step S4. On the other hand, if it is determined in step S3 that the SOC of battery 12 has not decreased, the process repeats step S3.

  In step S4, the HV-ECU 22 issues an engine start instruction to the vehicle ECU 21, and the process proceeds to step S5. In response to this instruction, the vehicle ECU 21 starts the engine 10 by driving the starter 30 or the like.

  In step S5, the HV-ECU 22 instructs the AMT-ECU 23 of the gear position of the AMT 41, and the process proceeds to step S6. At this time, the AMT-ECU 23 puts the gear in the designated gear position of the AMT 41. Here, the designated gear position is a gear position other than neutral, and is a gear position at which the engine 10 can drive the electric motor 11 as a generator.

  In step S6, the HV-ECU 22 instructs the engine ECU 20 of the rotational speed of the engine 10 via the vehicle ECU 21, and the process proceeds to step S7. In response to this instruction, the engine ECU 20 adjusts the rotational speed of the engine 10 as instructed.

  In step S7, the HV-ECU 22 instructs the regenerative torque of the electric motor 11 to the inverter 50, and the process proceeds to step S8. At this time, the inverter 50 adjusts the regenerative torque of the electric motor 11 to a specified regenerative torque. Here, the designated regenerative torque is a regenerative torque that can generate power with a predetermined electric power in a situation where the electric motor 11 is driven by the engine 10 at a predetermined rotation speed.

  In step S8, the electric motor 11 generates power with the power of the engine 10, and the process proceeds to step S9.

  In step S9, the HV-ECU 22 determines whether or not the SOC of the battery 12 has recovered. If it is determined in step S9 that the SOC of battery 12 has been recovered, the process proceeds to step S10. On the other hand, if it is determined in step S9 that the SOC of battery 12 has not recovered, the process repeats step S9.

  In step S10, the HV-ECU 22 instructs the engine ECU 20 to stop the engine via the vehicle ECU 21, and the process proceeds to step S11. The engine ECU 20 stops the engine 10 by stopping fuel injection of the engine 10 or the like.

  In step S11, the HV-ECU 22 stops the gear position instruction to the AMT-ECU 23, and the process proceeds to step S12. At this time, since the instruction of the gear position from the HV-ECU 22 is stopped, the AMT-ECU 23 sets the AMT to neutral.

  In step S12, the HV-ECU 22 instructs the inverter 50 to reduce the torque of the electric motor 11 to zero, and the process proceeds to step S13. At this time, the inverter 50 stops generating the torque of the electric motor 11. Thereby, the electric motor 11 stops electric power generation.

  In step S13, the HV-ECU 22 determines whether or not power supply is stopped by determining whether or not a stop switch of a power supply (not shown) is operated to the ON state. If it is determined in step S13 that power supply is stopped, the process proceeds to step S14. On the other hand, when it is determined in step S13 that the power supply is not stopped (that is, the power supply is continued), the process returns to step S3.

  In step S14, the HV-ECU 22 instructs the battery 12 to stop power supply to the battery 12, and ends the process (END). In response to this instruction, the battery 12 stops power feeding.

  As described above, the HV-ECU 22 cooperates with other ECUs, and when the power of the battery 12 is being supplied to the outside via the external terminal 13, the SOC of the battery 12 is lower than a predetermined value. Then, the engine 10 can be started and the battery 12 can be charged.

  According to this, when the electric power of the battery 12 is supplied to the outside, the SOC of the battery 12 is automatically recovered by causing the electric motor 11 to generate electric power using the power of the engine 10 even if the SOC of the battery 12 decreases. be able to. Thereby, until the fuel of the engine 10 runs out, the electric power of the battery 12 can be supplied to the outside.

  Further, when the electric power of the battery 12 is being supplied to the outside via the external terminal 13, the clutch 40 can be disengaged and any output of the engine 10 and the electric motor 11 can be disconnected from the traveling system.

  According to this, it is possible to safely supply power to the outside without causing the hybrid vehicle that is supplying power to the outside to start moving accidentally.

  Moreover, each ECU of engine ECU20, vehicle ECU21, HV-ECU22, and AMT-ECU23 demonstrated above can be implement | achieved by running the predetermined program in which the information processing apparatus is installed beforehand. Such an information processing apparatus has, for example, a memory, a CPU (Central Processing Unit), an input / output port, and the like. The CPU of the information processing apparatus reads and executes a control program as a predetermined program from a memory or the like. Thereby, the function of each ECU is realized in the information processing apparatus. An ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), or the like may be used instead of the CPU.

  Further, even if the predetermined program described above is stored in the memory or the like of the information processing apparatus before shipment of each ECU, it is stored in the memory or the like of the information processing apparatus after shipment of each ECU. There may be. Further, a part of the program may be stored in a memory or the like of the information processing apparatus after shipment of each ECU. The program stored in the memory of the information processing apparatus after the shipment of each ECU is, for example, an installed program stored in a computer-readable recording medium such as a CD-ROM. What was downloaded via the transmission medium may be installed.

  The predetermined program described above includes not only a program that can be directly executed by the information processing apparatus but also a program that can be executed by being installed on a hard disk or the like. Also included are those that are compressed or encrypted.

  Thus, by realizing each ECU by the information processing device and the program, it becomes possible to flexibly cope with mass production and specification change (or design change).

  Note that the program executed by the information processing apparatus may be a program that is processed in time series in the order described in this specification, or may be necessary in parallel or when a call is made. It may be a program that performs processing at timing.

  Moreover, it is also possible to configure an ECU in which any one or a plurality of engine ECUs 20, vehicle ECUs 21, HV-ECUs 22, and AMT-ECUs 23 constituting the control means are combined into one. On the contrary, a new ECU can be configured by further subdividing one or a plurality of any of the engine ECU 20, the vehicle ECU 21, the HV-ECU 22, and the AMT-ECU 23 constituting the control means.

  Further, an inverter may be provided between the battery 12 and the external terminal 13 so that the DC power of the battery 12 is converted into AC power and supplied to the external terminal 13. According to this, the above-described power supply device (not shown) is not necessary.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 10 ... Engine, 11 ... Electric motor, 12 ... Battery, 13 ... External terminal, 20 ... Engine ECU (a part of control means), 21 ... Vehicle ECU (a part of control means), 22 ... HV- ECU (part of control means), 23 ... AMT-ECU (part of control means), 31 ... transfer, 32 ... output shaft, 33 ... drive shaft, 34 ... differential gear, 40 ... clutch, 41 ... AMT

Claims (4)

In a control apparatus for a hybrid vehicle having an engine, an electric motor, a battery that supplies electric power to the electric motor and is charged by electric power generated by the electric motor, and an external terminal that supplies electric power of the battery to the outside.
When the battery power is being supplied to the outside via the external terminal, if the value indicating the state of charge of the battery falls below a predetermined value, the engine is started to charge the battery. Having control means,
A control device characterized by that. The control device according to claim 1,
The control means disconnects any output of the engine and the electric motor from the traveling system when the electric power of the battery is being supplied to the outside via at least the external terminal.
A control device characterized by that. An engine, a transmission that changes the rotational speed of the engine to a predetermined rotational speed according to the number of gears, an electric motor, a battery that supplies electric power to the electric motor and is charged by generated electric power of the electric motor, and the battery An external terminal for supplying power to the outside,
A transfer for connecting the output shaft of the transmission and the rotating shaft of the electric motor via a gear;
In a control apparatus for a hybrid vehicle having
When the value indicating the state of charge of the battery is lower than a predetermined value when the power of the battery is being supplied to the outside via the external terminal, the control means starts the engine and Charge the battery,
A control device characterized by that. The control device according to claim 3,
A clutch for connecting and disconnecting the output shaft of the transfer and the drive shaft connected to the differential gear of the hybrid vehicle;
The control means disengages the clutch when the power of the battery is being supplied to the outside at least via the external terminal;
A control device characterized by that.

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