JP2017114323A - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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Publication number
JP2017114323A
JP2017114323A JP2015252304A JP2015252304A JP2017114323A JP 2017114323 A JP2017114323 A JP 2017114323A JP 2015252304 A JP2015252304 A JP 2015252304A JP 2015252304 A JP2015252304 A JP 2015252304A JP 2017114323 A JP2017114323 A JP 2017114323A
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JP
Japan
Prior art keywords
vehicle
engine
motor
starter
travel mode
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2015252304A
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Japanese (ja)
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JP6645178B2 (en
Inventor
晃義 大野
Akiyoshi Ono
晃義 大野
吉徳 中村
Yoshinori Nakamura
吉徳 中村
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Suzuki Motor Corp
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Suzuki Motor Corp
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Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP2015252304A priority Critical patent/JP6645178B2/en
Priority to CN201611114263.0A priority patent/CN106915345B/en
Priority to DE102016225646.7A priority patent/DE102016225646A1/en
Publication of JP2017114323A publication Critical patent/JP2017114323A/en
Application granted granted Critical
Publication of JP6645178B2 publication Critical patent/JP6645178B2/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0803—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Health & Medical Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle capable of enhancing reliability of hybrid engine system by adding a function to check whether or not restart of an internal combustion engine is possible, to a motor travel mode to be applied first after starting the vehicle.SOLUTION: A control part 63 has an additional function for checking whether or not restart of an internal combustion engine is possible, only when a travel mode is initially change to an EV travel mode after an engine 2 is initially started by a starter 21. The initial EV travel mode including an engine restarting function is performed only when a vehicle speed is less than a first vehicle speed (15 km/h).SELECTED DRAWING: Figure 1

Description

本発明は、内燃機関とモータジェネレータを駆動源として走行するハイブリッド車両の制御装置に関する。   The present invention relates to a control device for a hybrid vehicle that travels using an internal combustion engine and a motor generator as drive sources.

エンジンとモータジェネレータとを駆動源として走行するハイブリッド車両は、エンジンの燃料消費量の低減と排気ガスの減少による環境負荷の低減を目的としてエンジンを停止し、モータジェネレータのみを駆動源として走行するＥＶ走行モードを実施可能である。   The hybrid vehicle that travels using the engine and the motor generator as a driving source stops the engine for the purpose of reducing the fuel consumption of the engine and the environmental load due to the reduction of exhaust gas, and travels using only the motor generator as the driving source. Travel mode can be implemented.

ＥＶ走行モード中にエンジンを再始動させるためにはスタータモータ、モータジェネレータ、あるいはスタータと発電機を兼用するスタータジェネレータによってエンジンを再始動させる必要がある。   In order to restart the engine during the EV traveling mode, it is necessary to restart the engine by a starter motor, a motor generator, or a starter generator that combines a starter and a generator.

従来、ＥＶ走行モード中からエンジンを再始動させる車両の制御装置として、車両が電動走行を行なっている場合に、車両速度が上限速度を超えるとモータジェネレータによってエンジンを始動させるものが知られている（例えば、特許文献１参照）。   2. Description of the Related Art Conventionally, as a control device for a vehicle that restarts an engine from the EV travel mode, when the vehicle performs electric travel, an engine that is started by a motor generator when the vehicle speed exceeds an upper limit speed is known. (For example, refer to Patent Document 1).

特開２０１０−２４１３６１号公報JP 2010-241361 A

ハイブリッド車両では、モータジェネレータのみを駆動源として走行するＥＶ走行モードを実行中において、ＥＶモードの継続が不可である条件(例えば、モータジェネレータに電力を供給するバッテリの状態が悪化)が成立した場合には、もう一つの動力源であるエンジンから動力を供給する必要がある。   In the hybrid vehicle, when the EV travel mode in which only the motor generator is used as the drive source is being executed, the condition that the EV mode cannot be continued (for example, the state of the battery that supplies power to the motor generator deteriorates) is satisfied. Needs to be powered from the engine, which is another power source.

この場合、まずエンジンを再始動する必要があるが、上記ＥＶモードの継続が不可である条件が成立するタイミングは、ＥＶ走行中のどの速度域で発生するかはわからない。すなわち、突然やってくるエンジンの再始動指令に対して、エンジンを再始動するシステムが正常に働くかどうかをチェックする機能を検討(用意)する必要がある。
特許文献１には、このような点について開示されておらず、改善の余地がある。 In this case, it is necessary to restart the engine first, but it is not known in which speed range during EV traveling the timing when the condition that the EV mode cannot be continued is satisfied. In other words, it is necessary to examine (preparation) a function for checking whether or not a system for restarting the engine normally operates in response to a sudden engine restart command.
Patent Document 1 does not disclose such a point and there is room for improvement.

本発明は、上記のような問題点に着目してなされたものであり、車両起動後初めてのモータ走行モードに、内燃機関の再始動が実行可能か否をチェックする機能を付加することにより、ハイブリッドエンジンシステムの信頼性向上を実現できるハイブリッド車両の制御装置を提供することを目的とするものである。   The present invention was made paying attention to the above problems, and by adding a function for checking whether or not the internal combustion engine can be restarted to the first motor travel mode after starting the vehicle, It is an object of the present invention to provide a hybrid vehicle control device capable of improving the reliability of a hybrid engine system.

本発明は、内燃機関と、走行用モータとを備え、前記内燃機関と前記走行用モータの少なくとも一方を駆動源として走行するハイブリッド車両の制御装置であって、前記駆動源を用いて前記車両を駆動する制御部と、前記車両を起動するために前記内燃機関を初回始動する第１始動装置と、前記内燃機関を再始動する第２始動装置と、所定の停止条件が成立した場合に、前記内燃機関を自動停止し、所定の再始動条件が成立した場合に、前記第２始動装置によって前記内燃機関を自動再始動する自動停止再始動部とを備え、前記制御部は、前記走行用モータのみで走行するモータ走行モードを備えるとともに、前記モータ走行モードは、前記第１始動装置により前記車両を起動後に初めて前記モータ走行モードに移行する場合に用いる初回モータ走行モードと、初回モータ走行モードを実施した後、前記モータ走行モードに移行する場合に用いる通常モータ走行モードとを備え、前記初回モータ走行モードは、前記通常モータ走行モードの機能に加え、前記内燃機関の再始動が実行可能か否かを確認する再始動確認機能を有している。   The present invention is a control device for a hybrid vehicle that includes an internal combustion engine and a travel motor, and that travels using at least one of the internal combustion engine and the travel motor as a drive source, and the vehicle is driven using the drive source. A control unit for driving, a first starter for starting the internal combustion engine for the first time to start the vehicle, a second starter for restarting the internal combustion engine, and when a predetermined stop condition is satisfied, An automatic stop / restart unit that automatically restarts the internal combustion engine by the second starter when a predetermined restart condition is satisfied when the internal combustion engine is automatically stopped, and the control unit includes the travel motor The motor travel mode is an initial mode used when shifting to the motor travel mode for the first time after the vehicle is started by the first starter. And the normal motor travel mode used when shifting to the motor travel mode after performing the initial motor travel mode, the initial motor travel mode includes the function of the normal motor travel mode, A restart confirmation function is provided for confirming whether or not the internal combustion engine can be restarted.

本発明によれば、車両起動後初めてのモータ走行モードに、内燃機関の再始動が実行可能か否をチェックする機能を付加しているので、車両起動後、早期に内燃機関の再始動システムに不具合があるかどうかを調査(検査)することができる。   According to the present invention, a function for checking whether or not the internal combustion engine can be restarted is added to the first motor travel mode after the vehicle is started. It is possible to investigate (inspect) whether there is a defect.

図１は、本発明の一実施の形態に係る制御装置を備えたハイブリッド車両の概略構成図である。FIG. 1 is a schematic configuration diagram of a hybrid vehicle including a control device according to an embodiment of the present invention. 図２は、本発明の一実施の形態に係るハイブリッド車両の一部のシステム構成図である。FIG. 2 is a system configuration diagram of a part of the hybrid vehicle according to the embodiment of the present invention. 図３は、本発明の一実施の形態に係るハイブリッド車両の制御装置による制御処理のフローチャートである。FIG. 3 is a flowchart of a control process performed by the hybrid vehicle control apparatus according to the embodiment of the present invention. 図４は、本発明の一実施の形態に係るハイブリッド車両の制御装置による制御処理のタイムチャートである。FIG. 4 is a time chart of the control processing by the hybrid vehicle control device according to the embodiment of the present invention. 図５は、本発明の一実施の形態に係るハイブリッド車両の制御装置による制御処理のタイムチャートである。FIG. 5 is a time chart of control processing by the control device for a hybrid vehicle according to the embodiment of the present invention. 図６は、本発明の一実施の形態に係るハイブリッド車両の制御装置による制御処理のタイムチャートである。FIG. 6 is a time chart of the control process by the hybrid vehicle control device according to the embodiment of the present invention.

以下、本発明に係るハイブリッド車両の制御装置の実施の形態について、図面を用いて説明する。
図１〜図６は、本発明の一実施の形態に係る制御装置を備えたハイブリッド車両を示す図である。 Embodiments of a control apparatus for a hybrid vehicle according to the present invention will be described below with reference to the drawings.
FIGS. 1-6 is a figure which shows the hybrid vehicle provided with the control apparatus which concerns on one embodiment of this invention.

まず、構成を説明する。
図１において、ハイブリッド車両（以下、単に車両という）１は、内燃機関としてのエンジン２と、トランスミッション３と、モータジェネレータ４と、駆動輪５と、車両１を総合的に制御する車両制御部としてのＨＣＵ（Hybrid Control Unit）１０と、エンジン２を制御するＥＣＭ（Engine Control Module）１１と、トランスミッション３を制御するＴＣＭ（Transmission Control Module）１２と、ＩＳＧＣＭ（Integrated Starter Generator Control Module）１３と、ＩＮＶＣＭ（Invertor Control Module）１４と、低電圧ＢＭＳ（Battery Management System）１５と、高電圧ＢＭＳ１６とを含んで構成される。 First, the configuration will be described.
In FIG. 1, a hybrid vehicle (hereinafter simply referred to as a vehicle) 1 is an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4, drive wheels 5, and a vehicle control unit that comprehensively controls the vehicle 1. HCM (Hybrid Control Unit) 10, ECM (Engine Control Module) 11 for controlling the engine 2, TCM (Transmission Control Module) 12 for controlling the transmission 3, ISGCM (Integrated Starter Generator Control Module) 13, and INVCM (Invertor Control Module) 14, a low voltage BMS (Battery Management System) 15, and a high voltage BMS 16 are included.

エンジン２には、複数の気筒が形成されている。本実施の形態において、エンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程および排気行程からなる一連の４行程を行うように構成されている。   The engine 2 is formed with a plurality of cylinders. In the present embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

エンジン２には、ＩＳＧ（Integrated Starter Generator）２０と、スタータ２１とが連結されている。ＩＳＧ２０は、ベルト２２等を介してエンジン２のクランクシャフト１８に連結されている。ＩＳＧ２０は、電力が供給されることにより回転することでエンジン２を始動させる電動機の機能と、クランクシャフト１８から入力された回転力を電力に変換する発電機の機能とを有する。   The engine 2 is connected with an ISG (Integrated Starter Generator) 20 and a starter 21. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. The ISG 20 has a function of an electric motor that starts the engine 2 by rotating when supplied with electric power, and a function of a generator that converts rotational force input from the crankshaft 18 into electric power.

本実施の形態において、ＩＳＧ２０は、ＩＳＧＣＭ１３の制御により、電動機として機能することで、エンジン２をアイドリングストップ機能による停止状態から再始動させる。ＩＳＧ２０は、電動機として機能することで、車両１の走行をアシストする。本実施の形態のＩＳＧ２０は、本発明の発電装置および第２始動装置を構成する。   In this embodiment, the ISG 20 restarts the engine 2 from a stop state by the idling stop function by functioning as an electric motor under the control of the ISGCM 13. The ISG 20 assists the traveling of the vehicle 1 by functioning as an electric motor. The ISG 20 of the present embodiment constitutes the power generator and the second starter of the present invention.

スタータ２１は、図示しないモータとピニオンギヤとを含んで構成されている。スタータ２１は、モータを回転させることにより、クランクシャフト１８を回転させて、エンジン２に始動時の回転力を与える。   The starter 21 includes a motor and a pinion gear (not shown). The starter 21 rotates the crankshaft 18 by rotating the motor, and gives the engine 2 a starting torque.

このように、エンジン２は、スタータ２１によって始動され、アイドリングストップ機能による停止状態からＩＳＧ２０によって再始動される。本実施の形態のスタータ２１は、本発明の第１始動装置を構成する。   As described above, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stop state by the idling stop function. The starter 21 of the present embodiment constitutes a first starter of the present invention.

トランスミッション３は、エンジン２から出力された回転を変速し、ドライブシャフト２３を介して駆動輪５を駆動する。トランスミッション３は、平行軸歯車機構からなる常時噛合式の変速機構２５と、乾式単板クラッチによって構成されるクラッチ２６と、ディファレンシャル機構２７と、図示しないアクチュエータとを備えている。   The transmission 3 shifts the rotation output from the engine 2 and drives the drive wheels 5 via the drive shaft 23. The transmission 3 includes a constantly meshing transmission mechanism 25 composed of a parallel shaft gear mechanism, a clutch 26 constituted by a dry single-plate clutch, a differential mechanism 27, and an actuator (not shown).

トランスミッション３は、いわゆるＡＭＴ（Automated Manual Transmission）として構成されており、ＴＣＭ１２により制御されたアクチュエータにより変速機構２５における変速段の切換えとクラッチ２６の断続を行う自動変速機として機能する。ディファレンシャル機構２７は、変速機構２５によって出力された動力をドライブシャフト２３に伝達する。   The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), and functions as an automatic transmission that switches gears in the transmission mechanism 25 and engages / disengages the clutch 26 by an actuator controlled by the TCM 12. The differential mechanism 27 transmits the power output by the speed change mechanism 25 to the drive shaft 23.

モータジェネレータ４は、ディファレンシャル機構２７に対して、チェーン等の動力伝達機構２８を介して連結されている。すなわち、モータジェネレータ４は、トランスミッション３から駆動輪５までの動力伝達経路に連結されている。
モータジェネレータ４は、電動機として機能し、第３蓄電装置３３から供給される電力で駆動する。 The motor generator 4 is connected to the differential mechanism 27 via a power transmission mechanism 28 such as a chain. That is, the motor generator 4 is connected to a power transmission path from the transmission 3 to the drive wheels 5.
The motor generator 4 functions as an electric motor and is driven by electric power supplied from the third power storage device 33.

このように、車両１は、エンジン２とモータジェネレータ４の両方の動力を車両の駆動に用いることが可能なパラレルハイブリッドシステムを構成している。車両１は、エンジン２およびモータジェネレータ４の少なくとも一方が発生する動力により走行する。   Thus, the vehicle 1 forms a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle. The vehicle 1 travels with power generated by at least one of the engine 2 and the motor generator 4.

車両１は、エンジン２が発生するエンジントルクのみによる走行と、エンジン２を停止した状態でモータジェネレータ４が発生するモータトルクのみによる走行（ＥＶ走行）と、モータジェネレータ４を力行運転してエンジン２のエンジントルクをアシストする走行（アシスト走行）とが可能である。このように、車両１は、ＥＶ走行機能とアシスト走行機能とを備えている。   The vehicle 1 travels using only the engine torque generated by the engine 2, travels using only the motor torque generated by the motor generator 4 with the engine 2 stopped (EV travel), and power-runs the motor generator 4 to run the engine 2. It is possible to travel with assisting the engine torque (assist traveling). Thus, the vehicle 1 has an EV traveling function and an assist traveling function.

モータジェネレータ４は、発電機としても機能し、車両１の走行によって発電を行う。なお、モータジェネレータ４は、トランスミッション３から駆動輪５までの動力伝達経路の何れかの箇所に動力伝達可能に連結されていればよく、必ずしもディファレンシャル機構２７に連結される必要はない。   The motor generator 4 also functions as a generator, and generates power when the vehicle 1 travels. The motor generator 4 may be connected to any part of the power transmission path from the transmission 3 to the drive wheel 5 so as to be able to transmit power, and is not necessarily connected to the differential mechanism 27.

車両１は、第１蓄電装置３０と、第２蓄電装置３１を含む低電圧パワーパック３２と、第３蓄電装置３３を含む高電圧パワーパック３４と、高電圧ケーブル３５と、低電圧ケーブル３６とを備えている。   The vehicle 1 includes a first power storage device 30, a low voltage power pack 32 including a second power storage device 31, a high voltage power pack 34 including a third power storage device 33, a high voltage cable 35, and a low voltage cable 36. It has.

第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３は、充電可能な二次電池から構成されている。第１蓄電装置３０は鉛電池からなる。第２蓄電装置３１は、第１蓄電装置３０よりも高出力かつ高エネルギー密度な蓄電装置である。   The first power storage device 30, the second power storage device 31, and the third power storage device 33 are composed of rechargeable secondary batteries. First power storage device 30 is formed of a lead battery. The second power storage device 31 is a power storage device with higher output and higher energy density than the first power storage device 30.

第２蓄電装置３１は、第１蓄電装置３０と比較して短い時間で充電が可能である。本実施の形態において、第２蓄電装置３１は、リチウムイオン電池からなる。なお、第２蓄電装置３１は、ニッケル水素蓄電池であってもよい。   The second power storage device 31 can be charged in a shorter time than the first power storage device 30. In the present embodiment, second power storage device 31 is formed of a lithium ion battery. The second power storage device 31 may be a nickel hydride storage battery.

第１蓄電装置３０および第２蓄電装置３１は、約１２Ｖの出力電圧を発生するようにセルの個数等が設定された低電圧バッテリである。第３蓄電装置３３は、例えば、リチウムイオン電池からなる。また、第３蓄電装置３３は、第１蓄電装置３０および第２蓄電装置３１より高電圧を発生するようにセルの個数等が設定された高電圧バッテリであり、例えば、約１００Ｖの出力電圧を発生させる高電圧バッテリである。なお、この出力電圧値は、例示であり、これに限定されるものではない。   The first power storage device 30 and the second power storage device 31 are low voltage batteries in which the number of cells and the like are set so as to generate an output voltage of about 12V. The 3rd electrical storage apparatus 33 consists of a lithium ion battery, for example. The third power storage device 33 is a high voltage battery in which the number of cells and the like are set so as to generate a higher voltage than the first power storage device 30 and the second power storage device 31. For example, the third power storage device 33 generates an output voltage of about 100V. It is a high voltage battery to be generated. This output voltage value is an example, and the present invention is not limited to this.

第３蓄電装置３３は、第１蓄電装置３０および第２蓄電装置３１より高電圧を発生するようにセルの個数等が設定された高電圧バッテリである。第３蓄電装置３３の残容量等の状態は、高電圧ＢＭＳ１６によって管理される。
車両１には、電気負荷としての一般負荷３７および被保護負荷３８が設けられている。一般負荷３７および被保護負荷３８は、スタータ２１およびＩＳＧ２０以外の電気負荷である。 The third power storage device 33 is a high voltage battery in which the number of cells and the like are set so as to generate a higher voltage than the first power storage device 30 and the second power storage device 31. The state such as the remaining capacity of the third power storage device 33 is managed by the high voltage BMS 16.
The vehicle 1 is provided with a general load 37 and a protected load 38 as electric loads. The general load 37 and the protected load 38 are electric loads other than the starter 21 and the ISG 20.

被保護負荷３８は、常に安定した電力供給が要求される電気負荷である。被保護負荷３８は、車両の横滑りを防止するスタビリティ制御装置３８Ａ、操舵輪の操作力を電気的にアシストする電動パワーステアリング制御装置３８Ｂおよびヘッドライト３８Ｃを含んでいる。なお、被保護負荷３８は、図示しないインストルメントパネルのランプ類およびメータ類並びにカーナビゲーションシステム等も含んでいる。   The protected load 38 is an electric load that always requires a stable power supply. The protected load 38 includes a stability control device 38A that prevents a side slip of the vehicle, an electric power steering control device 38B that electrically assists the operating force of the steering wheel, and a headlight 38C. The protected load 38 also includes instrument panel lamps and meters (not shown), a car navigation system, and the like.

一般負荷３７は、被保護負荷３８と比較して安定した電力供給が要求されず、一時的に使用される電気負荷である。一般負荷３７には、例えば、図示しないワイパーおよびエンジン２に冷却風を送風する電動クーリングファン等が含まれる。   The general load 37 is an electric load that is temporarily used without requiring stable power supply as compared with the protected load 38. The general load 37 includes, for example, an unillustrated wiper and an electric cooling fan that blows cooling air to the engine 2.

低電圧パワーパック３２は、第２蓄電装置３１に加えて、スイッチ４０、４１と、低電圧ＢＭＳ１５とを有している。第１蓄電装置３０および第２蓄電装置３１は、低電圧ケーブル３６を介して、スタータ２１と、ＩＳＧ２０と、電気負荷としての一般負荷３７および被保護負荷３８とに電力を供給可能に接続されている。被保護負荷３８に対しては、第１蓄電装置３０と第２蓄電装置３１とが並列に電気的に接続されている。   The low voltage power pack 32 includes switches 40 and 41 and a low voltage BMS 15 in addition to the second power storage device 31. First power storage device 30 and second power storage device 31 are connected to starter 21, ISG 20, general load 37 as an electrical load, and protected load 38 via low voltage cable 36 so as to be able to supply power. Yes. The first power storage device 30 and the second power storage device 31 are electrically connected in parallel to the protected load 38.

スイッチ４０は、第２蓄電装置３１と被保護負荷３８との間の低電圧ケーブル３６に設けられている。スイッチ４１は、第１蓄電装置３０と被保護負荷３８との間の低電圧ケーブル３６に設けられている。   The switch 40 is provided in the low voltage cable 36 between the second power storage device 31 and the protected load 38. The switch 41 is provided in the low voltage cable 36 between the first power storage device 30 and the protected load 38.

低電圧ＢＭＳ１５は、スイッチ４０、４１の開閉を制御することで、第２蓄電装置３１の充放電および被保護負荷３８への電力供給を制御している。
低電圧ＢＭＳ１５は、アイドリングストップによりエンジン２が停止しているときは、スイッチ４０を閉じてスイッチ４１を開くことで、高出力かつ高エネルギー密度な第２蓄電装置３１から被保護負荷３８に電力を供給する。 The low voltage BMS 15 controls charging / discharging of the second power storage device 31 and power supply to the protected load 38 by controlling opening and closing of the switches 40 and 41.
When the engine 2 is stopped due to idling stop, the low voltage BMS 15 closes the switch 40 and opens the switch 41, so that power is supplied from the second power storage device 31 having high output and high energy density to the protected load 38. Supply.

低電圧ＢＭＳ１５は、エンジン２をスタータ２１によって始動するとき、および、アイドリングストップ制御によって停止しているエンジン２をＩＳＧ２０によって始動するときに、スイッチ４０を閉じた後にスイッチ４１を開くことで、第１蓄電装置３０からスタータ２１またはＩＳＧ２０に電力を供給する。   When the engine 2 is started by the starter 21 and when the engine 2 stopped by the idling stop control is started by the ISG 20, the low voltage BMS 15 opens the switch 41 after closing the switch 40. Electric power is supplied from the power storage device 30 to the starter 21 or the ISG 20.

スイッチ４０を閉じてスイッチ４１を開いた状態では、第１蓄電装置３０から一般負荷３７にも電力が供給される。
このように、第１蓄電装置３０は、エンジン２を始動するＩＳＧ２０およびスタータ２１に電力を供給する。第２蓄電装置３１は、一般負荷３７および被保護負荷３８に電力を供給する。 In a state where the switch 40 is closed and the switch 41 is opened, power is also supplied from the first power storage device 30 to the general load 37.
Thus, the first power storage device 30 supplies power to the ISG 20 and the starter 21 that start the engine 2. The second power storage device 31 supplies power to the general load 37 and the protected load 38.

第２蓄電装置３１は、一般負荷３７と被保護負荷３８の両方に電力を供給可能に接続されているが、常に安定した電力供給が要求される被保護負荷３８に優先的に電力を供給するようにスイッチ４０、４１が低電圧ＢＭＳ１５により制御される。   The second power storage device 31 is connected so as to be able to supply power to both the general load 37 and the protected load 38. However, the second power storage device 31 preferentially supplies power to the protected load 38 that always requires stable power supply. Thus, the switches 40 and 41 are controlled by the low voltage BMS 15.

低電圧ＢＭＳ１５は、第１蓄電装置３０および第２蓄電装置３１の充電状態（ＳＯＣ：State Of Charge）、並びに、一般負荷３７および被保護負荷３８への作動要求を考慮しつつ、被保護負荷３８が安定して作動することを優先して、スイッチ４０、４１を上述した例と異なるように制御することがある。   The low voltage BMS 15 takes into account the state of charge (SOC) of the first power storage device 30 and the second power storage device 31, and the operation demands to the general load 37 and the protected load 38, and the protected load 38. In some cases, the switches 40 and 41 may be controlled differently from the above-mentioned example, giving priority to stable operation.

高電圧パワーパック３４は、第３蓄電装置３３に加えて、インバータ４５と、ＩＮＶＣＭ１４と、高電圧ＢＭＳ１６とを有している。高電圧パワーパック３４は、高電圧ケーブル３５を介して、モータジェネレータ４に電力を供給可能に接続されている。   The high voltage power pack 34 includes an inverter 45, INVCM 14, and high voltage BMS 16 in addition to the third power storage device 33. The high voltage power pack 34 is connected to the motor generator 4 via a high voltage cable 35 so that electric power can be supplied.

インバータ４５は、ＩＮＶＣＭ１４の制御により、高電圧ケーブル３５にかかる交流電力と、第３蓄電装置３３にかかる直流電力とを相互に変換する。例えば、ＩＮＶＣＭ１４は、モータジェネレータ４を力行させるときには、第３蓄電装置３３が放電した直流電力をインバータ４５により交流電力に変換させてモータジェネレータ４に供給する。
ＩＮＶＣＭ１４は、モータジェネレータ４を回生させるときには、モータジェネレータ４が発電した交流電力をインバータ４５により直流電力に変換させて第３蓄電装置３３に充電する。 The inverter 45 mutually converts AC power applied to the high voltage cable 35 and DC power applied to the third power storage device 33 under the control of the INVCM 14. For example, when powering the motor generator 4, the INVCM 14 converts the DC power discharged by the third power storage device 33 into AC power by the inverter 45 and supplies the AC power to the motor generator 4.
When the motor generator 4 is regenerated, the INVCM 14 converts the AC power generated by the motor generator 4 into DC power by the inverter 45 and charges the third power storage device 33.

ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５および高電圧ＢＭＳ１６は、それぞれＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータ等を保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。   HCU10, ECM11, TCM12, ISGCM13, INVCM14, low voltage BMS15 and high voltage BMS16 are respectively CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), backup data, etc. The computer unit includes a flash memory to be stored, an input port, and an output port.

これらのコンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットをＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５および高電圧ＢＭＳ１６としてそれぞれ機能させるためのプログラムが格納されている。   ROMs of these computer units store various constants, various maps, and the like, and programs for causing the computer units to function as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15 and high voltage BMS 16, respectively. .

すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施の形態におけるＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５および高電圧ＢＭＳ１６としてそれぞれ機能する。   That is, when the CPU executes a program stored in the ROM using the RAM as a work area, these computer units are used as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15 and high voltage BMS 16 in the present embodiment. Each functions.

ＥＣＭ１１は、アイドリングストップ制御を実行する。このアイドリングストップ制御において、ＥＣＭ１１は、例えば、所定の停止条件の成立時にエンジン２を停止させ、所定の再始動条件の成立時にＩＳＧＣＭ１３を介してＩＳＧ２０を駆動してエンジン２を再始動させる。   The ECM 11 performs idling stop control. In the idling stop control, for example, the ECM 11 stops the engine 2 when a predetermined stop condition is satisfied, and restarts the engine 2 by driving the ISG 20 via the ISGCM 13 when the predetermined restart condition is satisfied.

このため、エンジン２の不要なアイドリングが行われなくなり、車両１の燃費を向上させることができる。本実施の形態のＥＣＭ１１は、本発明の自動停止再始動部として機能する。
このように、車両１は、所定の条件下でアイドリングストップを行うＩＳ（Idling Stop）機能を備えている。 For this reason, unnecessary idling of the engine 2 is not performed, and the fuel consumption of the vehicle 1 can be improved. The ECM 11 of the present embodiment functions as an automatic stop / restart unit of the present invention.
As described above, the vehicle 1 has an IS (Idling Stop) function for performing idling stop under a predetermined condition.

車両１には、ＣＡＮ（Controller Area Network）等の規格に準拠した車内ＬＡＮ（Local Area Network）を形成するためのＣＡＮ通信線４８、４９が設けられている。
ＨＣＵ１０は、ＩＮＶＣＭ１４および高電圧ＢＭＳ１６にＣＡＮ通信線４８によって接続されている。ＨＣＵ１０、ＩＮＶＣＭ１４および高電圧ＢＭＳ１６は、ＣＡＮ通信線４８を介して制御信号等の信号の送受信を相互に行う。 The vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network).
The HCU 10 is connected to the INVCM 14 and the high voltage BMS 16 by a CAN communication line 48. The HCU 10, INVCM 14 and high voltage BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48.

ＨＣＵ１０は、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３および低電圧ＢＭＳ１５にＣＡＮ通信線４９によって接続されている。ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３および低電圧ＢＭＳ１５は、ＣＡＮ通信線４９を介して制御信号等の信号の送受信を相互に行う。ＨＣＵ１０は、制御信号等の信号の送受信によって、エンジン２、ＴＣＭ１２、モータジェネレータ４を制御する。   The HCU 10 is connected to the ECM 11, the TCM 12, the ISGCM 13 and the low voltage BMS 15 by a CAN communication line 49. The HCU 10, ECM 11, TCM 12, ISGCM 13, and low voltage BMS 15 mutually transmit and receive signals such as control signals via the CAN communication line 49. The HCU 10 controls the engine 2, the TCM 12, and the motor generator 4 by transmitting and receiving signals such as control signals.

車両１には、図２に示すように車両起動信号検出部５４、車速検出部５５、アクセル開度検出部５６および充電状態検出部５７は、いずれも制御部６３に入力する信号として設けられている。   In the vehicle 1, as shown in FIG. 2, a vehicle activation signal detection unit 54, a vehicle speed detection unit 55, an accelerator opening detection unit 56, and a charging state detection unit 57 are all provided as signals to be input to the control unit 63. Yes.

制御部６３は、ＨＣＵ１０とＥＣＭ１１とから構成される。車両起動信号検出部５４は、車両起動信号を検出し、検出結果を制御部６３に出力する。制御部６３は、車両起動信号を受信するとスタータ２１を駆動する。   The control unit 63 includes an HCU 10 and an ECM 11. The vehicle activation signal detector 54 detects a vehicle activation signal and outputs the detection result to the controller 63. The control unit 63 drives the starter 21 when receiving the vehicle activation signal.

車両起動信号とは、運転者が車両に乗り込んで、車両の運転を開始する場合において、停止している車両のシステムを起動するための信号である。
スタータ２１は、モータを回転させることにより、クランクシャフト１８を回転させて、エンジン２に始動時の回転力を与える。 The vehicle activation signal is a signal for activating the stopped vehicle system when the driver gets into the vehicle and starts driving the vehicle.
The starter 21 rotates the crankshaft 18 by rotating the motor, and gives the engine 2 a starting torque.

なお、運転者が運転席付近に設けられた車両起動スイッチ(図示せず)を作動側に操作すると、車両起動信号検出部５４が車両起動信号を検出する。この信号の検出により、スタータ２１によってエンジン２が始動される。この始動を初回始動という。   When the driver operates a vehicle start switch (not shown) provided near the driver's seat to the operating side, the vehicle start signal detector 54 detects the vehicle start signal. The engine 2 is started by the starter 21 by detecting this signal. This start is called the first start.

車速検出部５５は、車両１の速度（以下、車速ともいう）を検出し、検出結果を制御部６３に出力する。
アクセル開度検出部５６は、アクセルペダル５８の操作量（以下、アクセル開度という）を検出して検出結果を制御部６３に出力する。 The vehicle speed detection unit 55 detects the speed of the vehicle 1 (hereinafter also referred to as vehicle speed) and outputs the detection result to the control unit 63.
The accelerator opening detector 56 detects the operation amount of the accelerator pedal 58 (hereinafter referred to as accelerator opening) and outputs the detection result to the controller 63.

充電状態検出部５７は、第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３の充電状態を検出し、検出結果を制御部６３に出力する。充電状態検出部５７は、第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３のそれぞれの端子間電圧を検出すること、または第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３のそれぞれの入出力電流を検出することで、第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３のＳＯＣを検出する。   Charging state detection unit 57 detects the charging state of first power storage device 30, second power storage device 31, and third power storage device 33, and outputs the detection result to control unit 63. The charge state detection unit 57 detects the voltage between the terminals of the first power storage device 30, the second power storage device 31, and the third power storage device 33, or the first power storage device 30, the second power storage device 31, and the third power storage device 33. By detecting the respective input / output currents of the power storage device 33, the SOCs of the first power storage device 30, the second power storage device 31, and the third power storage device 33 are detected.

制御部６３は、所定のモータ走行条件(以下、通常のＥＶ走行条件という)が成立したものと判断し、モータジェネレータ４のみで車両１を走行するモータ走行モード(以下、ＥＶ走行モード)を実行する。   The control unit 63 determines that a predetermined motor travel condition (hereinafter referred to as a normal EV travel condition) is satisfied, and executes a motor travel mode (hereinafter referred to as an EV travel mode) in which the vehicle 1 travels with only the motor generator 4. To do.

通常のＥＶ走行条件とは、例えば、アクセル開度検出部５６によって検出されるアクセル開度が予め定められた規定値以下であること、充電状態検出部５７が検出した第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３のＳＯＣが、それぞれの第１蓄電装置３０、第２蓄電装置３１および第３蓄電装置３３において予め定められた規定値以上であることとする。   The normal EV traveling conditions include, for example, that the accelerator opening detected by the accelerator opening detector 56 is equal to or less than a predetermined value, the first power storage device 30 detected by the charge state detector 57, the first It is assumed that the SOCs of the second power storage device 31 and the third power storage device 33 are equal to or greater than a predetermined value determined in advance in each of the first power storage device 30, the second power storage device 31, and the third power storage device 33.

なお、通常のＥＶ走行条件は、これらの条件に加えて、シフト位置がＤレンジ、ＮレンジまたはＰレンジであること、道路が平坦路であること、空調装置が停止状態または弱動作であること、エンジン２、トランスミッション３、ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３と、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５および高電圧ＢＭＳ１６等のシステムが正常に動作していることを含む。但し、通常のＥＶ走行条件は、上述した条件に限定されるものではない。   In addition to these conditions, the normal EV driving condition is that the shift position is D range, N range or P range, the road is a flat road, and the air conditioner is in a stopped state or weak operation. , Engine 2, transmission 3, HCU 10, ECM 11, TCM 12, ISGCM 13, and systems such as INVCM 14, low voltage BMS 15 and high voltage BMS 16 are operating normally. However, normal EV traveling conditions are not limited to the above-described conditions.

制御部６３は、車両起動信号が出力され、スタータ２１を用いてエンジン２が初回始動された後、エンジン２が運転中に上述の通常のＥＶ走行条件に加えて所定の初回ＥＶ走行モード実行条件が成立した場合には、エンジン２を停止し、初回ＥＶ走行モードに移行する。   After the vehicle start signal is output and the engine 2 is started for the first time using the starter 21, the control unit 63 performs predetermined initial EV driving mode execution conditions in addition to the normal EV driving conditions described above while the engine 2 is in operation. When is established, the engine 2 is stopped and the first EV traveling mode is entered.

ここで、所定の初回ＥＶ走行モード移行条件は、第１の車両速度未満（例えば、規定値である１５ｋｍ／ｈ未満）であることとする。この車速は、一例であり、これに限定されるものではない。なお、所定の速度としては、エンジン２が始動して自立運転可能となる速度に設定することが好ましい。   Here, it is assumed that the predetermined initial EV traveling mode transition condition is less than the first vehicle speed (for example, less than the prescribed value of 15 km / h). This vehicle speed is an example and is not limited to this. The predetermined speed is preferably set to a speed at which the engine 2 is started and can be operated independently.

制御部６３は、初回ＥＶ走行モードに移行後の第２の車両速度において、エンジン２の再始動が実行可能か否かを確認する再始動確認モードを実施する。この再始動確認モードは、車速が所定の速度を超える前に実施される。ここで、第２の車両速度は、例えば、１５ｋｍ/ｈ未満の速度に設定される。この速度は、一例であり、これに限定されるものではない。   The control unit 63 performs a restart confirmation mode for confirming whether or not the engine 2 can be restarted at the second vehicle speed after shifting to the initial EV traveling mode. This restart confirmation mode is performed before the vehicle speed exceeds a predetermined speed. Here, the second vehicle speed is set to a speed of less than 15 km / h, for example. This speed is an example, and the present invention is not limited to this.

次に、作用を説明する。
図３は、車両１の制御処理のフローチャートであり、この制御処理は、例えば、制御部６３に記憶される制御処理プログラムによって実行される。 Next, the operation will be described.
FIG. 3 is a flowchart of the control process of the vehicle 1, and this control process is executed by, for example, a control process program stored in the control unit 63.

制御部６３は、運転者による車両起動操作が実行される。(ステップＳ１)。ステップＳ１において、制御部６３に車両起動信号が入力されると、スタータ２１を駆動してエンジン２を初回始動する。本プログラムは車両起動操作の実行(車両起動信号の入力)されたことを契機に実行される。   The controller 63 performs a vehicle activation operation by the driver. (Step S1). In step S1, when a vehicle start signal is input to the control unit 63, the starter 21 is driven to start the engine 2 for the first time. This program is executed when a vehicle start operation is executed (input of a vehicle start signal).

次いで、制御部６３は、アクセル開度検出部５６および充電状態検出部５７からの検出情報等に基づいて通常のＥＶ走行条件が成立したか否かを判断し（ステップＳ３）、通常のＥＶ走行条件が成立していないものと判断した場合にはステップＳ３に処理を戻す。   Next, the control unit 63 determines whether or not a normal EV traveling condition is established based on detection information from the accelerator opening degree detecting unit 56 and the charging state detecting unit 57 (step S3), and the normal EV traveling is performed. If it is determined that the condition is not satisfied, the process returns to step S3.

ステップＳ３において、制御部６３は、通常のＥＶ走行条件が成立したものと判断すると、初回のＥＶ走行モードを実施可能であるか否かを判別し（ステップＳ４）、初回のＥＶ走行モードを実施可能でないものと判断した場合にはステップＳ３に処理を戻す。   In step S3, when it is determined that the normal EV traveling condition is satisfied, the control unit 63 determines whether or not the first EV traveling mode can be performed (step S4), and the first EV traveling mode is performed. If it is determined that it is not possible, the process returns to step S3.

ステップＳ４において、制御部６３は、通常のＥＶ走行モード条件が成立したことに加えて、車速検出部５５が検出した車速が１５ｋｍ／ｈ未満であるという条件を満たした場合には、初回ＥＶ走行モードへの移行を許可して初回ＥＶ走行モードを実施する(ステップＳ５)。   In step S4, the control unit 63 performs the initial EV traveling when the normal EV traveling mode condition is satisfied and the vehicle speed detected by the vehicle speed detecting unit 55 satisfies the condition that it is less than 15 km / h. The transition to the mode is permitted and the first EV traveling mode is performed (step S5).

制御部６３は、通常のＥＶ走行機能と内燃機関の再始動が実行可能かどうかを確認する機能とを備えた初回ＥＶ走行モードを実施するために、まずインバータ４５を制御して、モータジェネレータ４を駆動する。同時に図示しないインジェクタからエンジン２に燃料を噴射することを停止してエンジン２を停止させる。   The controller 63 first controls the inverter 45 in order to implement the initial EV traveling mode having a normal EV traveling function and a function of confirming whether or not the internal combustion engine can be restarted. Drive. At the same time, the fuel injection from the injector (not shown) to the engine 2 is stopped to stop the engine 2.

制御部６３は、上述のように初回ＥＶ走行モードのうち、通常のＥＶ走行モード(機能)を優先して実施し、次に内燃機関の再始動確認モード(機能)を実施して(ステップＳ５)、今回の処理を終了する。なお、内燃機関の再始動確認モード(機能)は、車速が１５ｋｍ/ｈを超える前に完了する。
制御部６３は、再始動確認モード(機能)を実施する際に、ＩＳＧ２０を駆動してエンジン２の初回再始動を実施する。 As described above, the control unit 63 prioritizes the normal EV travel mode (function) in the initial EV travel mode, and then executes the restart confirmation mode (function) of the internal combustion engine (step S5). ), This process is terminated. The restart confirmation mode (function) of the internal combustion engine is completed before the vehicle speed exceeds 15 km / h.
When executing the restart confirmation mode (function), the control unit 63 drives the ISG 20 to perform the initial restart of the engine 2.

エンジン２の初回再始動を実施する場合には、まず、低電圧ＢＭＳ１５により、スイッチ４１を開き、次にスイッチ４０を閉じる。これにより、第１蓄電装置３０からＩＳＧ２０に電力が供給され、再始動が可能となる。エンジン２が再始動された後、低電圧ＢＭＳ１５により、スイッチ４１を閉じることにより、ＩＳＧ２０、および第１蓄電装置３０から被保護負荷３８に電力が供給される。   When the engine 2 is restarted for the first time, first, the switch 41 is opened by the low voltage BMS 15 and then the switch 40 is closed. Thereby, electric power is supplied from the 1st electrical storage apparatus 30 to ISG20, and a restart is attained. After the engine 2 is restarted, the low voltage BMS 15 closes the switch 41, whereby electric power is supplied from the ISG 20 and the first power storage device 30 to the protected load 38.

制御部６３は、初回の再始動を実施した後には、初回のＥＶ走行条件が成立してもこれを採用せずに、初回のＥＶモードに移行することを禁止する。この禁止状態は、運転者の操作により車両起動信号がＯＦＦとなるまで継続される。   After the first restart, the control unit 63 prohibits the transition to the first EV mode without adopting this even if the first EV driving condition is satisfied. This prohibition state is continued until the vehicle activation signal is turned OFF by the driver's operation.

すなわち、制御部６３は、車両起動信号がＯＮしたことによるエンジン２の初回始動後において、通常のＥＶ走行モード条件が成立したことに加えて、車速が１５ｋｍ／ｈ未満であることを条件として１度だけ初回のＥＶ走行モードを実施し、初回のＥＶ走行モード中に車速が１５ｋｍ／ｈを超える前に再始動確認モードを実施する。
そして、初回のＥＶ走行モードが実施されて以降は、通常のＥＶ走行モード条件が成立したときにのみＥＶ走行モードに移行する。 That is, the control unit 63 sets the condition that the vehicle speed is less than 15 km / h in addition to the normal EV traveling mode condition being satisfied after the initial start of the engine 2 due to the vehicle activation signal being turned on. The first EV traveling mode is performed only once, and the restart confirmation mode is performed before the vehicle speed exceeds 15 km / h during the first EV traveling mode.
Then, after the first EV traveling mode is implemented, the EV traveling mode is shifted only when the normal EV traveling mode condition is satisfied.

図４〜６は、本実施の形態のタイムチャートである。タイムチャートの時刻ｔ０から時刻ｔ２までは３つのタイムチャートの変移が同じであるため、共通部分についてまとめて説明する。   4 to 6 are time charts of the present embodiment. Since the transition of the three time charts is the same from time t0 to time t2 of the time chart, the common parts will be described together.

まず、用語の説明について、「減速意志」とは、運転者によるアクセルペタル５８の踏込が解除され、アクセル開度がゼロになったことを意味し、「停車意志」とは、車両１が停止されて車速がゼロになったことを意味する。   First, regarding the explanation of terms, “willing to slow down” means that the driver depresses the accelerator petal 58 and the accelerator opening is zero, and “willing to stop” means that the vehicle 1 stops. This means that the vehicle speed has become zero.

いずれのタイムチャートも運転者が車両に乗車するタイミングから図示されている(時刻ｔ０)。この状態では、車両１は停止状態であるため、減速意志または停車意志は、ありとなる。
この条件で運転者が車両１を起動する。運転者の車両起動操作により、エンジン初回始動操作が実行され、エンジン２が停止状態から運転状態へと変化する（時刻ｔ１）。その後、運転者が車両発進動作を実行するため、減速意志または停車意志がなしに変化する（時刻ｔ２）。 Both time charts are shown from the timing when the driver gets on the vehicle (time t0). In this state, since the vehicle 1 is in a stopped state, there is a willingness to decelerate or stop.
Under this condition, the driver starts the vehicle 1. The engine start operation is executed by the driver's vehicle starting operation, and the engine 2 changes from the stopped state to the operating state (time t1). Thereafter, since the driver performs the vehicle start operation, the intention to decelerate or stop is changed without time (time t2).

発進動作(時刻ｔ２)以降の推移は、図４〜６において、異なるため、個別に説明する。
図４において、運転者のアクセルペタル５８の踏込に伴う発進動作により、車速が上昇し規定値(１５ｋｍ／ｈ)を超える(時刻ｔ３)。 Since the transition after the start operation (time t2) is different in FIGS.
In FIG. 4, the vehicle speed increases and exceeds a specified value (15 km / h) due to the start operation accompanying the depression of the driver's accelerator petal 58 (time t3).

この状態に達した後、運転者が、アクセルペタル５８の踏込を緩め、アクセル開度が設定値以下になる。この状態において、すでに他の通常のＥＶ走行モード許可条件(詳細にせず)を満たしていると、通常のＥＶ走行モード許可条件は、成立する(時刻ｔ４)。ただし、エンジン２の初回再始動機能を含む初回ＥＶ走行モードがまだ未実行であるため、通常ＥＶ走行モードは実行されない。   After reaching this state, the driver loosens the accelerator pedal 58 and the accelerator opening becomes equal to or less than the set value. In this state, if another normal EV travel mode permission condition (not detailed) is already satisfied, the normal EV travel mode permission condition is satisfied (time t4). However, since the initial EV traveling mode including the initial restart function of the engine 2 has not yet been executed, the normal EV traveling mode is not executed.

通常ＥＶ走行モード許可条件を満足した状態で、運転者が車両を減速させ、車速が規定値(１５ｋｍ／ｈ)未満となると、初回ＥＶ走行モード許可条件が成立し、エンジン２が停止する(時刻ｔ５)。   When the driver decelerates the vehicle while satisfying the normal EV travel mode permission condition and the vehicle speed becomes less than the specified value (15 km / h), the initial EV travel mode permission condition is satisfied and the engine 2 is stopped (time t5).

時刻ｔ５からｔ６まで初回ＥＶ走行モードが実行される。初回ＥＶ走行モードは、通常ＥＶ走行機能(モータジェネレータのみによる一定速走行、クリープ走行、回生発電)とエンジンの再始動機能とから構成され、まず通常ＥＶ走行が実行され、車速が規定値(１５ｋｍ／ｈ)を超える前に、エンジン２の初回再始動を完了する。   The initial EV travel mode is executed from time t5 to t6. The first EV travel mode is composed of a normal EV travel function (constant speed travel using only a motor generator, creep travel, regenerative power generation) and an engine restart function. First, normal EV travel is executed, and the vehicle speed is set to a specified value (15 km). / H), the first restart of the engine 2 is completed.

次に、図５について、説明する。
図５は、図４と時刻ｔ５までは、同じ制御動作で推移するため、時刻ｔ５以降のみ説明する。図４では、時刻ｔ５からｔ６において、車両１が一旦停止状態になるのに対して、図５では、車速が若干低下するが、車両１が停止状態とならず、エンジン２の初回再始動を実行する例を示している。 Next, FIG. 5 will be described.
FIG. 5 is the same control operation as in FIG. 4 until time t5, so only time t5 and after will be described. In FIG. 4, the vehicle 1 is temporarily stopped from time t5 to t6, whereas in FIG. 5, the vehicle speed is slightly reduced, but the vehicle 1 is not stopped and the engine 2 is restarted for the first time. An example of execution is shown.

さらに、図６について、説明する。
図６は、図４、図５と時刻ｔ２までは、同じ制御動作で推移するため、時刻ｔ２以降のみ説明する。 Further, FIG. 6 will be described.
FIG. 6 will be described with reference to FIG. 4 and FIG.

図６では、運転者の車両発進動作以降の要求駆動力が小さいため、車速が規定値(１５ｋｍ／ｈ)未満の状況で走行中において、エンジン自動停止条件、すなわちＥＶ走行モード許可条件が成立する。車速も規定値(１５ｋｍ／ｈ)未満であり、かつ車両起動後初めてのＥＶ走行の実施となるため、初回ＥＶ走行モードを実行する(時刻ｔ３から時刻ｔ４)。初回ＥＶ走行モードは、図４、図５と同様の内容が実行される。   In FIG. 6, since the required driving force after the vehicle starting operation of the driver is small, the engine automatic stop condition, that is, the EV traveling mode permission condition is satisfied while the vehicle speed is traveling under a specified value (15 km / h). . Since the vehicle speed is also less than the specified value (15 km / h) and the first EV travel is performed after the vehicle is started, the first EV travel mode is executed (from time t3 to time t4). In the initial EV traveling mode, the same contents as in FIGS. 4 and 5 are executed.

このように、本実施の形態の制御部６３は、スタータ２１によってエンジン２が初回始動後、初めてＥＶ走行モードに移行する場合にのみ、エンジンの再始動が実行可能か否をチェックする機能を付加しているので、車両起動後、早期に内燃機関の再始動システムに不具合があるかどうかを調査(検査)することができる。   As described above, the control unit 63 of the present embodiment has a function of checking whether or not the engine can be restarted only when the starter 21 shifts to the EV travel mode for the first time after the engine 2 is started for the first time. Therefore, it is possible to investigate (inspect) whether there is a malfunction in the restart system of the internal combustion engine at an early stage after starting the vehicle.

特に、本実施の形態の制御部６３は、エンジンの再始動機能を備えた初回ＥＶ走行モードは、車両速度が第１の車両速度未満(１５ｋｍ／ｈ)未満である場合にのみ実施するので、比較的安全な速度域で、エンジンの再始動が可能な否かを確認できる。これにより、運転者の意志とは無関係に自動的に実施されるチェック機能は、高速走行に移行する前の低い速度域で確実に完了することができるので、運転者や乗員の快適性を損なうことはない。   In particular, the control unit 63 of the present embodiment implements the initial EV travel mode with the engine restart function only when the vehicle speed is less than the first vehicle speed (15 km / h). Whether the engine can be restarted in a relatively safe speed range can be confirmed. As a result, a check function that is automatically performed regardless of the driver's will can be reliably completed in a low speed range before shifting to high speed driving, which impairs driver and passenger comfort. There is nothing.

エンジンの再始動確認機能は、車両速度が低速域である第２の車両速度(１５ｋｍ／ｈ)に。う達する前に完了しているので、再始動による電源電圧の低下が車両１に搭載された他のシステム(車両スタビリティ制御装置、電動パワーステアリング制御装置等)に及ぼす影響(電源電圧低下によるシステムダウン)を最小限(低車速域でのシステムダウンは比較的影響が少ない)にすることができる。   The engine restart confirmation function is at the second vehicle speed (15 km / h) where the vehicle speed is in the low speed range. Since it has been completed before it reaches, it will affect the other system (vehicle stability control device, electric power steering control device, etc.) installed in the vehicle 1 due to restart (system due to power supply voltage drop) Down) can be minimized (system down at low vehicle speed is relatively less affected).

初回ＥＶ走行モードは、通常ＥＶ走行モードの機能を優先して先に実行し、次いでエンジン再始動確認機能が実行される。このため、初回ＥＶ走行であっても静寂性の優れたＥＶ走行を満喫した後エンジン再始動確認機能を実施するので、運転者が違和感を感じることはない。   In the initial EV traveling mode, the function of the normal EV traveling mode is preferentially executed first, and then the engine restart confirmation function is executed. For this reason, since the engine restart confirmation function is implemented after enjoying the EV running with excellent quietness even in the first EV running, the driver does not feel uncomfortable.

また、本実施の形態の車両１は、スタータ２１およびＩＳＧ２０が１２Ｖの出力電圧を発生する第１蓄電装置３０に接続されている。これにより、高電圧パワーパック３４によって駆動されるモータジェネレータ４に比べて、ＩＳＧ２０およびスタータ２１を簡素(配線が細い、配線本数が少ない)な構造で結線(結線が容易)して車両１に搭載することができる。このため、ＩＳＧ２０およびスタータ２１の配線の重量を低減することや配線スペースを低減することができる。   In vehicle 1 of the present embodiment, starter 21 and ISG 20 are connected to first power storage device 30 that generates an output voltage of 12V. As a result, compared to the motor generator 4 driven by the high-voltage power pack 34, the ISG 20 and the starter 21 are connected in a simple structure (thin wiring is thin and the number of wiring is small) and are mounted on the vehicle 1 (easy to connect). can do. For this reason, the weight of the wiring of the ISG 20 and the starter 21 can be reduced and the wiring space can be reduced.

本発明の実施の形態を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。   While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

１...ハイブリッド車両、２...エンジン（内燃機関）、４...モータジェネレータ（走行用モータ）、１１...ＥＣＭ（自動停止再始動部）、２０...ＩＳＧ（第２始動装置置）、２１...スタータ（第１始動装置）、６３...制御部   DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 2 ... Engine (internal combustion engine), 4 ... Motor generator (travel motor), 11 ... ECM (automatic stop / restart part), 20 ... ISG (2nd Starter unit), 21 ... Starter (first starter), 63 ... Control unit

Claims (5)

内燃機関と、走行用モータとを備え、前記内燃機関と前記走行用モータの少なくとも一方を駆動源として走行するハイブリッド車両の制御装置であって、
前記駆動源を用いて前記車両を駆動する制御部と、
前記車両を起動するために前記内燃機関を初回始動する第１始動装置と、前記内燃機関を再始動する第２始動装置と、
所定の停止条件が成立した場合に、前記内燃機関を自動停止し、所定の再始動条件が成立した場合に、前記第２始動装置によって前記内燃機関を自動再始動する自動停止再始動部とを備え、
前記制御部は、前記走行用モータのみで走行するモータ走行モードを備えるとともに、
前記モータ走行モードは、
前記第１始動装置により前記車両を起動後に初めて前記モータ走行モードに移行する場合に用いる初回モータ走行モードと、初回モータ走行モードを実施した後、前記モータ走行モードに移行する場合に用いる通常モータ走行モードとを備え、
前記初回モータ走行モードは、
前記通常モータ走行モードの機能に加え、前記内燃機関の再始動が実行可能か否かを確認する再始動確認機能を有していることを特徴とするハイブリッド車両の制御装置。 A control device for a hybrid vehicle comprising an internal combustion engine and a travel motor, wherein the control device travels using at least one of the internal combustion engine and the travel motor as a drive source,
A controller for driving the vehicle using the drive source;
A first starter for starting the internal combustion engine for the first time to start the vehicle; a second starter for restarting the internal combustion engine;
An automatic stop / restart unit that automatically stops the internal combustion engine when a predetermined stop condition is satisfied, and automatically restarts the internal combustion engine by the second starter when a predetermined restart condition is satisfied; Prepared,
The control unit includes a motor travel mode in which the vehicle travels only with the travel motor,
The motor running mode is
The first motor travel mode used when the vehicle is first shifted to the motor travel mode after the vehicle is started by the first starter, and the normal motor travel used when the first motor travel mode is performed and then the motor travel mode is shifted. With mode,
The initial motor running mode is
In addition to the function of the normal motor travel mode, the hybrid vehicle control device has a restart confirmation function for confirming whether the internal combustion engine can be restarted. 前記初回モータ走行モードは、車両速度が第１の車両速度未満である場合にのみ実行可能であることを特徴とする請求項１に記載のハイブリッド車両の制御装置。 The hybrid vehicle control device according to claim 1, wherein the first motor travel mode can be executed only when the vehicle speed is lower than the first vehicle speed. 前記再始動確認機能は、車両速度が第２の車両速度に達する前に完了していることを特徴とする請求項１または請求項２に記載のハイブリッド車両の制御装置。 The hybrid vehicle control device according to claim 1 or 2, wherein the restart confirmation function is completed before the vehicle speed reaches the second vehicle speed. 前記初回モータ走行モードは、前記通常モータ走行モードの機能を優先して先に実行し、次いで前記再始動確認機能が実行されることを特徴とする請求項１から請求項３のいずれか１項に記載のハイブリッド車両の制御装置。   4. The first motor travel mode according to claim 1, wherein the function of the normal motor travel mode is preferentially executed first, and then the restart confirmation function is executed. 5. The control apparatus of the hybrid vehicle described in 2. 前記第１始動装置および前記第２始動装置は、１２Ｖの出力電圧を発生する電源に接続されていることを特徴とする請求項１から請求項４のいずれか１項に記載のハイブリッド車両の制御装置。   5. The control of a hybrid vehicle according to claim 1, wherein the first starter and the second starter are connected to a power source that generates an output voltage of 12V. apparatus.
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