JP4807590B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention includes an engine, a drive motor, a high-voltage battery that supplies power to the drive motor, and an auxiliary battery that supplies power to a plurality of auxiliary machines, and controls a hybrid vehicle that starts the engine by the drive motor. Relates to the device.

  In an electric vehicle such as an electric vehicle or a hybrid vehicle, a high voltage direct current from a high voltage battery is converted into an AC voltage, for example, a three-phase AC voltage by a power drive unit (PDU), and the drive source motor is converted by the three-phase AC voltage. A vehicle driving source is obtained by rotating the vehicle. The hybrid vehicle is an automobile that uses a motor as a travel drive source in addition to the engine, and drives the motor to assist the engine and perform regenerative braking of the motor. This hybrid vehicle includes, for example, a high voltage battery, an auxiliary battery, a power drive unit, and a generator motor (abbreviated as a motor).

  The engine is started by driving the motor based on the power from the auxiliary battery or high-voltage battery. If the engine cannot be started by driving the motor, the auxiliary battery or high-voltage battery is charged. It is necessary to start the engine by driving the motor. As a cause of the decrease in the output voltage of the high-voltage battery, if the car is left unused for a long time and the remaining battery capacity decreases due to battery self-discharge, the car is left in a low-temperature environment and the battery temperature drops, This is the case when the internal resistance increases with deterioration and the voltage decreases.

  As a prior art related to engine start, there are Patent Documents 1-3. In Patent Document 1, when it is determined that the charging voltage of the capacitor has reached a predetermined level, the charging voltage of the capacitor is boosted and DC / AC converted by a boosting inverter, and then the engine is powered by supplying power to the alternator. When it is determined that the charging voltage of the capacitor has not reached the predetermined level, the voltage of the auxiliary battery is boosted by the boosting inverter, the capacitor is charged, and then the alternator is supplied with power. Is described.

  In Patent Document 2, if the temperature of the high-voltage battery is equal to or lower than a predetermined temperature, the voltage of the auxiliary battery is boosted, and the engine is started by driving a motor generator that generates power by the driving force of the engine via an inverter. It is described to do.

In Patent Document 3, when it is determined that the remaining capacity of the high voltage battery has decreased to a level necessary for starting the engine and the engine cannot be started, the auxiliary battery is turned on by turning on the start switch of the driver based on the warning. Is charged to a charge level necessary for starting the engine after charging the high voltage battery.
Japanese Patent Application Laid-Open No. 2005-151685 JP 2005-248744 A Japanese Patent No. 3448850

  In Patent Document 1, when it is determined that the charging voltage of the capacitor has not reached a predetermined level, the capacitor is charged from the auxiliary battery, and then the alternator is powered to start the engine. Because the capacitor is charged from the auxiliary battery without determining the remaining capacity of the battery, if the remaining capacity of the auxiliary battery is insufficient, the engine cannot be started even if the capacitor is charged from the auxiliary battery. There's a problem. In addition, if the auxiliary battery runs out of remaining capacity while charging the capacitor from the auxiliary machine battery and the battery has run out, the auxiliary battery can be charged and the engine can be started in addition to jump start. Although it is not possible, it is necessary to start jumping after the auxiliary battery has run out. Further, Patent Document 1 does not describe charging a capacitor during charging of an auxiliary battery by jump start, and after charging the auxiliary battery, it is necessary to start the engine after charging the capacitor. There is a problem that the engine start at the jump start is delayed. Furthermore, in Patent Document 1, since it is impossible to transmit the engine start to the driver by remote communication means, the driver has to wait in the vehicle until the engine starts.

  In Patent Document 2, if the temperature of the high-voltage battery is equal to or lower than a predetermined temperature, the voltage of the auxiliary battery is boosted, and the engine is started by driving a motor generator that is generated by the driving force of the engine via an inverter. However, since the voltage of the auxiliary battery is boosted and the motor generator is driven without judging the remaining capacity of the auxiliary battery, the remaining capacity of the auxiliary battery is insufficient and the auxiliary battery is raised. In this case, the motor generator cannot be started from the auxiliary battery, and the start of the engine cannot be transmitted to the driver by remote communication means.

  In Patent Document 3, when it is determined that the remaining capacity of the high voltage battery has decreased to a level necessary for starting the engine and the engine cannot be started, a driver start switch based on a warning from the auxiliary battery to the high voltage battery When the auxiliary battery is turned on, the voltage of the auxiliary battery is boosted and charged to the charge level necessary to start the engine, but the auxiliary battery has run out due to insufficient auxiliary battery capacity. Since it is impossible to charge the high voltage battery from the auxiliary battery and drive the traction motor to start the engine, or to transmit the engine start to the driver by remote communication means, Patent Document 1 There are similar problems.

  The present invention has been made in view of the above problems, and an auxiliary machine that does not hinder the operation of the driver when the drive motor is driven from the high-voltage battery and the engine cannot be started is an auxiliary machine. It can be driven from the battery to determine whether or not the auxiliary battery can charge the high voltage battery, and if charging is not possible, the engine can be quickly started by jump start by requesting the driver to start jump. An object of the present invention is to provide a control device for a hybrid vehicle. It is another object of the present invention to provide a control device for a hybrid vehicle in which the driver can wait for the engine to start outside the vehicle by notifying the driver of the completion of charging and instructing the driver to warm up by remote communication means. .

  According to the first aspect of the present invention, the engine includes an engine, a drive motor, a high-voltage battery that supplies power to the drive motor, and an auxiliary battery that supplies power to a plurality of auxiliary machines. In the control apparatus for a hybrid vehicle that starts the engine, a startability determination unit that determines whether or not the drive motor can start the engine with the remaining capacity of the high-voltage battery, and a startability determination unit Power supply means for boosting the voltage of the auxiliary battery and supplying power to the high-voltage battery to charge the high-voltage battery when it is determined that the engine cannot be started; and the power supply Auxiliary drive that drives an auxiliary machine that does not affect the operation of the driver among the plurality of auxiliary machines when supplying power to the high-voltage battery by means A voltage fluctuation amount calculating means for calculating a voltage fluctuation amount of the auxiliary battery when the auxiliary machine is driven by the auxiliary equipment driving means, and the voltage fluctuation amount calculated by the voltage fluctuation amount calculating means. Based on this, the auxiliary battery has a remaining capacity that allows the high-voltage battery to start the engine with the driving electric motor, and determines whether the high-voltage battery can be charged or not charged. And a charge requesting means for requesting the driver to charge the auxiliary battery when it is determined that charging is impossible by the chargeability determination means.

  According to a second aspect of the present invention, in the first aspect of the present invention, the startability determination unit can start the engine with the drive motor based on the crankshaft rotation speed of the engine. A control device for a hybrid vehicle is provided.

  According to a third aspect of the present invention, there is provided the control apparatus for a hybrid vehicle according to the first or second aspect, wherein the auxiliary machine driven by the auxiliary machine driving means is an electric oil pump.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the auxiliary device driving means may be configured such that the auxiliary drive means immediately before or immediately after electric power is supplied to the high-voltage battery by the electric power supply means. A control device for a hybrid vehicle that drives a machine is provided.

  According to a fifth aspect of the invention, in the invention according to any one of the first to fourth aspects, when it is determined by the startability determination means that the engine cannot be started, the engine cannot be started. When it is determined that charging is not possible by the chargeability determining means, charging is not possible and it is necessary to perform a jump start, and when the high voltage battery is being charged by the power supply means, charging is in progress When the charging of the high-voltage battery is completed, a hybrid vehicle control device that displays on the display means that the charging has been completed is provided.

  According to the invention of claim 6, in the invention of any one of claims 1 to 5, an external charger or an auxiliary battery of a rescue vehicle based on a request for charging the auxiliary battery by the charging request means When the auxiliary battery of the vehicle to be rescued is charged, the power supply means is connected to the auxiliary battery of the rescued vehicle through a connection cable from the external charger or the auxiliary battery of the rescue vehicle. A control device for a hybrid vehicle is provided that boosts the voltage of the auxiliary battery based on the electric power supplied to the high-voltage battery and supplies the electric power to the high-voltage battery to charge the high-voltage battery.

  According to the invention of claim 7, in the invention of any one of claims 1 to 6, a charge end determination means for determining whether or not charging of the high voltage battery has ended, a first wireless unit, A second wireless unit carried by the driver and wirelessly communicating with the first wireless unit; and when the charging end determination means determines that the charging has ended, the second wireless unit passes through the first wireless unit Charging completion notifying means for notifying that and driving the motor from the high-voltage battery through the second wireless unit according to the warm-up instruction received by the first wireless unit based on the operation of the driver. There is provided a control device for a hybrid vehicle, further comprising warm-up operation control means for starting the engine.

  According to the invention described in claim 8, in the invention described in any one of claims 1-7, based on the ambient temperature and the current time of the high-voltage battery, or the position information and season information of the hybrid vehicle, for a certain period of time. The hybrid vehicle further includes a high voltage battery remaining amount control means for controlling the discharge of the high voltage battery so that the remaining capacity of the high voltage battery increases as the predicted minimum temperature decreases. A control device is provided.

  According to the first aspect of the present invention, when the auxiliary machine is driven from the auxiliary battery, a load current flows through the auxiliary machine, and the voltage of the auxiliary battery drops according to the remaining capacity of the auxiliary battery. Since the voltage fluctuation amount of the auxiliary battery before and after driving can be calculated and the remaining capacity of the auxiliary battery can be calculated based on the voltage fluctuation amount, it is determined whether or not the auxiliary battery can be charged from the high voltage battery. it can. At this time, it is possible to determine whether or not charging is possible without affecting the driver by driving an auxiliary device that does not affect the driver with the auxiliary battery.

  According to the second aspect of the present invention, since it is determined whether or not the engine can be started based on the engine speed, it can be reliably determined whether or not the engine can be started.

  According to the third aspect of the present invention, when the load of the auxiliary machine to be driven increases, the voltage drop increases. However, the auxiliary battery drives the heavy-duty electric oil pump, so that the remaining capacity of the auxiliary battery is increased. Accordingly, the voltage drop becomes significant, the remaining capacity of the auxiliary battery can be calculated accurately, and it is possible to accurately determine whether or not charging is possible without affecting the driver.

  According to the fourth aspect of the invention, the auxiliary device is driven immediately before or after the power is supplied to the high-voltage battery by the power supply means to determine whether charging is possible. The battery can be requested to be charged, and the engine can be started quickly. Furthermore, by determining whether or not charging is possible by using the remaining capacity of the auxiliary battery that does not interfere with engine start-up control when charging of the high-voltage battery is completed, engine start-up due to battery discharge due to overdischarge Can be prevented.

  According to the fifth aspect of the invention, the fact that the engine cannot be started, the high voltage battery is being charged, the charge is impossible, the jump start needs to be performed, and the charging is performed when the high voltage battery has been charged. Is displayed on the display means, the driver can accurately grasp the state of the vehicle and can act appropriately according to the state of the vehicle.

  According to the invention described in claim 6, since the auxiliary battery is charged from the auxiliary battery when the auxiliary battery is charged from the external charger or the rescue vehicle, the jump is performed by driving the driving motor from the high voltage battery. The engine can be started by starting.

  According to the seventh aspect of the invention, the end of charging is notified to the driver outside the vehicle, and the warm-up operation is performed based on the warm-up operation instruction by remote control from the driver. Can make a state.

  According to the eighth aspect of the invention, the minimum temperature within a certain period is predicted, and the discharge of the high voltage battery is controlled so that the remaining capacity of the high voltage battery increases as the predicted minimum temperature decreases. When exposed, it is possible to avoid the inability to start the engine by keeping the remaining capacity of the high voltage battery high.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. As shown in FIG. 1, the hybrid vehicle includes an engine 2, a motor 4, an automatic transmission 6, a high voltage battery 8, a contactor 10, a resistor 12, a contactor 14, a PDU 16, a DC / DC converter 18, an air conditioner 19, and a 12V battery (complementary). Machine battery) 20, electric oil pump (auxiliary machine) 22, electrical load (auxiliary machine) 24, engine speed sensor 26, voltage sensor 28, current sensor 30, current sensor 32, temperature sensor 34, FI / AT / MGECU 36, A brake ECU 40, a hybrid ECU 42, a motor ECU 44, a meter ECU 46, a meter 47, a first communication unit 48, and a second communication unit 50 are provided.

  The engine 2 is, for example, a V-type 6-cylinder engine, in which three cylinders in one bank are provided with a variable valve timing mechanism VT that can perform cylinder deactivation operation, and the three cylinders in the other bank are deactivated. It has a structure with a normal valve mechanism that does not operate. In each of the three cylinders capable of cylinder deactivation, two intake valves and two exhaust valves are closed by a variable valve timing mechanism VT via a hydraulic pump, a spool valve, a cylinder deactivation side passage, and a cylinder deactivation release side passage. The state can be maintained. As a result, the engine 2 is switched between the three-cylinder operation in which one of the three cylinders is deactivated and the six-cylinder operation in which the six cylinders in one and the other bank are driven.

  The output shaft of the motor 4 is connected to the crankshaft of the engine 2. For example, a three-phase brushless motor 4 is used, and AC power supplied by the PDU 16, for example, three-phase AC power is supplied during driving. When the motor is driven, the engine 2 is started, the driving force of the engine 2 is assisted, or at the time of regeneration, the kinetic energy is converted into electric power, and the electric power is converted into a DC voltage by the PDU 16. The high voltage battery 8 is charged after being converted.

  The automatic transmission 6 controls the shifting operation by driving a plurality of synchro clutches by controlling the hydraulic pressure by the electric oil pump 22 based on a command from the FI / AT / MG ECU 36. A counter shaft arranged in parallel to the shaft, a counter shaft and a plurality of main shaft sides and gear pairs provided on the counter shaft side set at different gear ratios, for example, forward 1-5 speed gear pairs and reverse Has a gear pair. The driving force of the engine 2 and the motor 4 is transmitted from the automatic transmission 6 to the left and right driving wheels. When the driving force is transmitted from the driving wheel to the motor 4 side during deceleration of the hybrid vehicle, the motor 4 functions as a generator to generate a regenerative braking force and recover the kinetic energy of the vehicle body as electric energy.

  The high voltage battery 8 supplies power to the motor 4 through the PDU 16 when the motor 4 is driven, charges the auxiliary battery 20 by reducing the voltage of the high voltage battery 8 using the DC / DC converter 18, and regenerates the motor 4. In some cases, it is a power storage device (for example, 144V) in which power generated by the motor 4 is converted into direct current through the PDU 16 is charged, such as a lithium ion battery or a nickel metal hydride battery, and a plurality of single cells are modularized. A plurality of battery blocks are connected in series. The high voltage battery 8 may be a capacitor.

  In order to prevent the excessive inrush current from flowing and prevent the PDU 16 and the like from being damaged, the contactor 10 gradually applies a current from the high voltage battery 8 to the PDU 16 via the resistor 12 when the motor 4 is driven. It is a relay for flowing. The contactor 10 has one contact point connected to the positive electrode of the high-voltage battery 8 via the current sensor 32, and the other contact point connected to one end of the resistor 12. The resistor 12 has one end connected to the other contact of the contactor 10 and the other end connected to the PDU 16.

  The contactor 14 has one contact point connected to the positive electrode of the high-voltage battery 8 via the current sensor 32, the other contact point connected to the high-side input terminal of the PDU 16, and the positive electrode of the high-voltage battery 8 and the high-side input terminal of the PDU 16. This relay is mechanically turned on / off. When driving the motor 4, the contactor 10 is turned on, the current is gradually raised, and then the contactor 14 is turned on.

  The PDU 16 includes, for the U, V, and W phases, an IGBT element connected in series on the high side and the low side, and a plurality of freewheel diodes connected in antiparallel to each IGBT element. The electric power is converted into three-phase AC power of U, V, and W, and output to the motor coil to drive the motor 4. Further, the three-phase AC power generated by the motor 4 is converted into DC power, and the DC power is charged in the high voltage battery 8. The hybrid ECU 42 controls on / off of the gate of each IGBT element of the PDU 16.

  The DC / DC converter 18 is a bidirectional converter. The DC / DC converter 18 is, for example, an insulating converter, and is provided on the high voltage battery 8 side, on the first to fourth switching elements, the first to fourth diodes and the primary winding, and on the auxiliary battery 20 side. Provided are fifth to sixth switching elements, fifth to sixth diodes, a secondary winding, and a smoothing reactor. The first to sixth switching elements are, for example, FETs.

  The first switching element has a drain connected to the positive electrode of the high-voltage battery 8 and a source connected to one end of the primary winding and the drain of the second switching element. A gate signal for controlling on / off is input from the hybrid ECU 42 to the gate. The first diode is connected in antiparallel to the first switching element, the anode is connected to the source of the first switching element and one end of the primary winding, and the cathode is connected to the drain of the first switching element.

  The second switching element has a drain connected to the source of the first switching element and one end of the primary winding, and a source connected to the negative electrode of the high-voltage battery 8. A gate signal for controlling on / off is input from the hybrid ECU 42 to the gate. The second diode is connected in antiparallel to the second switching element, the anode is connected to the source of the second switching element, and the cathode is connected to the drain of the second switching element.

  The third switching element has a drain connected to the positive electrode of the high-voltage battery 8 and a source connected to the drain of the fourth switching element and the other end of the primary winding. A gate signal for controlling on / off is input from the hybrid ECU 42 to the gate. The third diode is connected to the third switching element in antiparallel, the anode is connected to the source of the third switching element, and the cathode is connected to the drain of the third switching element.

  The fourth switching element has a drain connected to the source of the third switching element and the other end of the primary winding, and a source connected to the negative electrode of the high-voltage battery 8. A gate signal for controlling on / off is input from the hybrid ECU 42 to the gate. The fourth diode is connected in antiparallel to the fourth switching element, the anode is connected to the source of the fourth switching element, and the cathode is connected to the drain of the fourth switching element. One end of the primary winding is connected to the source of the first switching element and the drain of the second switching element, and the other end is connected to the source of the third switching element and the drain of the fourth switching element.

  Regarding the auxiliary battery 20 side, the fifth switching element has a drain connected to one end of the secondary winding and a source connected to the negative electrode of the auxiliary battery 20. A gate signal for controlling on / off is input from the hybrid ECU 42 to the gate. The fifth diode is connected in antiparallel to the fifth switching element, the anode is connected to the source of the fifth switching element, and the cathode is connected to the drain of the fifth switching element.

  The sixth switching element has a drain connected to the other end of the secondary winding and a source connected to the negative electrode of the auxiliary battery 20. A gate signal for controlling on / off is input from the hybrid ECU 42 to the gate. The sixth diode is connected in antiparallel to the sixth switching element, the anode is connected to the source of the sixth switching element, and the cathode is connected to the drain of the sixth switching element.

  The secondary winding has one end connected to the drain of the fifth switching element and the other end connected to the drain of the sixth switching element. The center tap of the secondary winding is connected to one end of the smoothing reactor. The smoothing reactor has one end connected to the center tap of the primary winding and the other end connected to the positive electrode of the auxiliary battery 20. When a voltage is applied to both ends of the primary winding in a direction in which the source side of the first switching element is a positive electrode, the secondary winding has a positive electrode on the drain side of the sixth switching element. The coil is wound so as to have a depolarization that induces a voltage in the direction.

  The turn ratio between the primary winding and the secondary winding is determined from the voltage of the high voltage battery 8 and the voltage of the auxiliary battery 20 (for example, 12V). The first to sixth diodes function as freewheel diodes. The first to sixth diodes are parasitic diodes (body diodes) of the first to sixth switching elements.

(A) Operation as a step-down voltage of the DC / DC converter 18 In a fixed cycle, the first and fourth switching elements are turned on / off, and the second and third switching elements are complementarily made with the first and fourth switching elements. Turn on / off. The fifth switching element is turned on / off in synchronization with the on / off of the first switching element. The sixth switching element is turned on / off in synchronization with the on / off of the second switching element. However, a dead time is provided so that the first and second switching elements and the third and fourth switching elements do not turn on simultaneously.

  When the first switching element and the fourth switching element are turned on, a current flows from the positive electrode of the high-voltage battery 8 to the negative electrode, and a voltage is applied to both ends of the primary winding in a direction in which the source side of the first switching element is the positive electrode. Is done. When a voltage is applied to the primary winding, a voltage is induced in the secondary winding in a direction in which the drain side of the fifth switching element is a negative electrode. Since the fifth switching element is on, a current flows through the smoothing reactor, the auxiliary battery 20, the fifth switching element, and the secondary winding, and the auxiliary battery 20 is charged.

  When the second switching element and the third switching element are turned on, a current flows from the positive electrode of the high-voltage battery 8 to the negative electrode, and a voltage is applied to both ends of the primary winding in a direction in which the source side of the third switching element is the positive electrode. Is done. When a voltage is applied to the primary winding, the voltage is induced in the secondary winding in a direction in which the drain side of the sixth switching element is a negative electrode. Since the sixth switching element is on, a current flows through the smoothing reactor, the auxiliary battery 20, the sixth switching element, and the secondary winding, and the auxiliary battery 20 is charged.

(B) Operation as a booster of the DC / DC converter 18 A period in which the fifth and sixth switching elements are simultaneously turned on at a fixed period, a period in which only the sixth switching element is turned off, and the fifth and sixth switching elements are simultaneously turned on. A period for turning on and a period for turning off only the fifth switching element are provided. The first to fourth switching elements are turned off. When the fifth and sixth switching elements are simultaneously turned on, no voltage is applied to the primary side because the secondary winding is shorted to ground.

  When only the fifth switching element is on, a current flows from the auxiliary battery 20 through the smoothing reactor, through the fifth switching element, and a voltage is applied to the secondary winding with the drain side of the fifth switching element as the negative electrode, and the primary A voltage that is twice the winding ratio with the source side of the first switching element as the positive electrode is induced in the winding, the first and fourth diodes are turned on, a current flows through the high voltage battery 8, and the high voltage battery 8 is charged. .

  When only the sixth switching element is on, a current flows from the auxiliary battery 20 through the smoothing reactor, through the sixth switching element, and a voltage is applied to the secondary winding with the drain side of the sixth switching element as the negative electrode. A voltage that is twice the turn ratio with the source side of the third switching element as the positive electrode is induced in the winding, the second and third diodes are turned on, a current flows through the high voltage battery 8, and the high voltage battery 8 is charged. .

  The air conditioner 19 is driven through an inverter (not shown) based on the electric power supplied from the high voltage battery 8. The auxiliary battery 20 is, for example, a 12V battery, and supplies power to the electric oil pump 22 and the electrical load 24 or charges the high voltage battery 8 through the DC / DC converter 18. The auxiliary battery 20 is charged by the voltage from the alternator (not shown) generated by the rotational power of the engine 2 and the voltage from the high voltage battery 8 by the DC / DC converter 18. The electric oil pump 22 is supplied with electric power from the auxiliary battery 20 through a pump driver driven and controlled by the hybrid ECU 42, and the oil pump is operated by the electric motor. The oil pressure is supplied to the automatic transmission 6 by the operation of the oil pump. The electric load 24 is an electric load such as a headlight, a car audio, a door mirror heater, and the like, and is operated by being supplied with electric power from the auxiliary battery 20.

  The engine speed sensor 26 detects the rotation speed of the crankshaft of the engine 2 and outputs an electrical signal corresponding to the rotation speed. The voltage sensor 28 detects the voltage of the auxiliary battery 20 and outputs an electric signal corresponding to the voltage. Current sensor 30 detects the current of auxiliary battery 20 and detects an electric signal corresponding to the current. The current sensor 32 detects a current (charge / discharge current) flowing through the high-voltage battery 8 and outputs an electrical signal corresponding to the current. The temperature sensor 34 detects the temperature around the high-voltage battery 8 and outputs an electrical signal corresponding to the temperature. Detection signals from the sensors 26, 28, 30, 32, 34 are input to the hybrid ECU 42.

  The FI / AT / MG ECU 38 (i) controls fuel supply to the engine 2, ignition timing, etc., and operates the accelerator pedal opening, the engine speed, the vehicle running speed, the shift position, and the brake pedal. The torque value required by the driver of the vehicle is calculated based on the state, etc., and the predetermined inter-vehicle distance is maintained with respect to the preceding vehicle during constant speed traveling control for controlling the vehicle so that the traveling speed becomes the target vehicle speed. The torque value required at the time of follow-up running control that follows in the state is controlled. (Ii) A high-voltage battery that predicts a minimum temperature within a certain period based on temperature and weather detected by a temperature sensor 34, which will be described later, or GPS information and season, and starts the engine 2 in a low-temperature environment. The motor 4 is driven from 8 to control the discharge of the high-voltage battery 8 so that the remaining capacity at which the engine 2 can be started is maintained. (Iii) Calculation of torque distribution between the engine 2 and the motor 4 and the engine while taking into account the limit amount and required amount set according to the charging state of the auxiliary battery 20 and the limit torque for protecting the motor winding 2 is controlled, the torque to the motor 4 is notified to the motor ECU 44 in accordance with the calculated torque distribution, and the throttle opening of the electronic throttle provided in the engine 2 is controlled. (Iv) When the vehicle is decelerated, the regeneration amount of the motor 4 is controlled based on the remaining capacity of the high voltage battery 8.

  The brake ECU 40 realizes VSA (Vehicle Stability Assist) that stabilizes the vehicle by driving and controlling a brake device (not shown).

The hybrid ECU 42 performs (i) PWM control of the motor 4 through the PDU 16 based on command voltages Vu ^* , Vv ^* , and Vw ^* described later from the motor ECU 44 when the motor 4 is driven. (Ii) In regeneration of the motor 4, regeneration control of the motor 4 is performed through the PDU 16 based on the regeneration instruction from the FI / ATMGECU 38. (Iii) As will be described later, the PDU 16 is controlled, the motor 4 is driven by the high voltage battery 8, it is determined whether or not the engine 2 can be started by the high voltage battery 8, and it is determined that the engine 2 cannot be started. In this case, the driver of the electric oil pump 22 is controlled to drive the oil pump to determine whether or not the auxiliary battery 20 can be charged to the high voltage battery 8. The first to sixth switching elements of the converter 18 are controlled as described above to boost the voltage of the auxiliary battery 20 to supply power to the high voltage battery 8, and charging is impossible. From the auxiliary battery 20, the first to sixth switching elements of the DC / DC converter 18 are controlled as described above based on the power supplied from the charger or the rescue vehicle. Performing starting of the engine 2 from the high-voltage battery 8 according to on of the start switch based on the driver key operation to control the charge to pressure the battery 8. (Iv) When a warm-up operation instruction is received from the meter ECU 46, the motor 4 is driven from the high-voltage battery 8, the engine 2 is started, and the warm-up operation is performed.

The motor ECU 44 calculates the target d-axis current and the target q-axis current based on the target torque of the motor 4 notified from the FI / AT / MG ECU 38, and sets the detected values of the U, V, and W phase currents on the dq coordinate. The d-axis current and the q-axis current are calculated by conversion. From the d-axis current and the q-axis current obtained by converting the target d-axis current, the target q-axis current, the rotation angle θm, and the detected values of the U, V, and W-phase currents onto the dq coordinate, the d-axis current and the q-axis The target d-axis voltage and the target q-axis voltage are calculated so that each deviation between the current and the target d-axis current and the target q-axis current becomes zero. The target d-axis voltage and the target q-axis voltage are coordinate-converted, and U, V, and W-phase command voltages Vu ^* , Vv ^* , and Vw ^* to be applied to the motor 4 are calculated.

  As will be described later, the meter ECU 46 outputs, through the first communication unit 48, the second communication via the first communication unit 48 that various information relating to the start of the engine 2 is output to the meter 47 and that the charging from the auxiliary battery 20 to the high voltage battery 8 has been completed. The warm-up operation instruction transmitted from the second communication unit 50 based on the transmission to the unit 50 and the operation of the driver is received from the first communication unit 48 and transmitted to the hybrid ECU 42.

  The first communication unit 48 transmits to the second communication unit 50 that charging from the meter ECU 46 has been completed, receives a warm-up instruction from the second communication unit 50, and outputs the instruction to the meter ECU 46. The second communication unit 50 is carried by the driver. The second communication unit 50 displays on the display device that the charging received from the first communication unit 48 has been completed, and gives a warm-up operation instruction instructed by the driver to the first communication unit. 48.

First Embodiment FIG. 2 is a functional block diagram showing a first embodiment of the present invention. As shown in FIG. 2, the functional block includes a start determination unit 100, a charge control unit 102, a jump start control unit 104, a remote warm-up control unit 106, a multi-information control unit 108, and a high voltage battery remaining amount control unit 110. Reference numerals 100-110 are realized by the FI / AT / MG ECU 36, the hybrid ECU 42, the meter ECU 46, the first communication unit 48, and the second communication unit 50. The start determination unit 100 includes a start start control unit 120 and a start possibility determination unit 122.

  The start control unit 120 gates the PDU 16 when the ignition switch IG_SW which is turned on when the key is in a position where the engine is rotating is turned on and the start switch ST_SW which is turned on when the key is in a position where the engine 2 is started. A signal is output and control is performed so that three-phase AC power is output from the PDU 16 to the motor 4.

  When the motor 4 is driven, the startability determination unit 122 determines whether or not the engine speed detected by the engine speed detection sensor 32 has exceeded a specified value required for starting the engine 2 within a predetermined time. Thus, it is determined whether or not the engine 2 can be started. If the engine 2 cannot be started, the multi-information control means 108 is notified that the engine 2 cannot be started.

  The charge control unit 102 includes a charge availability determination unit 130, a charge start control unit 132, and a charge end determination unit 134. When it is determined by the startability determination means 122 that the engine 2 cannot be started, the chargeability determination means 130 stops the motor 4 and notifies the multi-information control means 108 to request that the electrical load 24 be turned off. As described below, the auxiliary battery 20 charges the high voltage battery 8 to determine whether the high voltage battery 8 can be charged with a remaining capacity capable of starting the engine 2 by the motor 4.

If it is determined that charging is not possible, the multi information control means 108 is notified. In the middle of charging, when the voltage detected by the voltage sensor 28 falls below a specified value in order to avoid the ECU from being disabled due to overdischarge of the auxiliary battery 20 due to the voltage drop of the auxiliary battery 20, charging is stopped. The multi information control means 108 is notified. This is because even if it is determined that charging is possible before the start of charging, charging may become impossible during charging due to individual differences in the auxiliary battery 20.
(1) As the remaining capacity decreases in the auxiliary battery 20, the internal resistance increases when a load current (such as a charging current for charging the high-voltage battery 8 and a current for feeding the electric oil pump 22) flows. For example, there is a characteristic that the voltage drop is increased. In addition, the load current decreases as the voltage drop increases. Further, when the load becomes heavier (the load resistance decreases and the load current increases), the voltage drop of the auxiliary battery 20 increases as the remaining capacity of the auxiliary battery 20 decreases. Therefore, when a load current is passed from the auxiliary battery 20 to a heavy load, the remaining capacity of the auxiliary battery 20 can be calculated from the voltage fluctuation amount and the load current before and after the load current is passed. On the other hand, when a current is passed through the load in order to calculate the remaining capacity, it is necessary that the load does not interfere with the driving of the driver. For example, although it is necessary to calculate the remaining capacity, it is not desirable to turn on the lamp when it is not necessary. The load of the auxiliary battery 20 includes the high-voltage battery 8, the electric oil pump 22, and the electrical load 24. From the viewpoint that the load is heavy and does not hinder the operation of the driver, for example, the electric oil pump 22 is used. And The electric oil pump 22 drives the oil pump to supply hydraulic pressure to the automatic transmission 6, and does not affect the operation of the driver.
(2) When determining whether or not charging is possible, a current is supplied to a load other than the high voltage battery 8, and a load current not related to the start of the engine 2 is supplied from the auxiliary battery 20, so that the time is reduced as much as possible. There is a need to. Therefore, the time for driving the electric oil pump 22 is set to the minimum time necessary for determining whether charging is possible. Here, a variable time may be set according to the characteristics of the auxiliary battery 20. The electric oil pump 22 is driven by controlling the pump driver of the electric oil pump 22.
(3) It is desirable to determine whether or not charging is possible at an early stage. If charging is impossible, it is desirable to make a jump start request earlier. Here, the jump start refers to starting the engine 2 by charging the auxiliary battery of the car to be rescued from the external charger or the auxiliary battery of the rescue car. Furthermore, if the auxiliary battery 20 rises due to overdischarge during charging of the high-voltage battery 8, the voltage may drop and the ECU may not operate, and control related to jump start such as a jump start request is performed. I can't do that. Therefore, for example, the electric oil pump 22 is driven for a certain period of time immediately before or after the auxiliary battery 20 starts to charge the high voltage battery 8 to determine whether charging is possible. The auxiliary battery 20 is prevented from being overdischarged so that a capacity that does not hinder the operation remains. Further, during charging, when the voltage of the auxiliary battery 20 falls below a specified value so that the auxiliary battery 20 is not overdischarged, charging is stopped and it is determined that charging is impossible.
(4) The voltage V0 and the current I0 immediately before the auxiliary battery 20 starts to charge the high voltage battery 8 are acquired by the voltage sensor 28 and the current sensor 30. Thereafter, the electric oil pump 22 is driven for a predetermined time t0 (auxiliary drive means). In the electric oil pump 22, the electric power from the auxiliary battery 20 drives the pump driver and is supplied to the electric motor, and the oil pump is operated by the electric motor. While driving the electric oil pump 22, the voltage V1 (for example, the minimum voltage value) and the current I1 (for example, the current at the time when the minimum current or the minimum voltage is obtained) of the auxiliary battery 20 are used as the voltage sensor 28 and the current. Measurement is performed by the sensor 30. A voltage fluctuation amount ΔV (= V0−V1) between the voltage V1 while the electric oil pump 22 is driven and the voltage V0 that is not driven is calculated (voltage fluctuation calculation means).
(5) When the voltage ΔV is equal to or higher than the first predetermined value, ΔV / I1 is equal to or higher than the second predetermined value, or ΔV / (I0−I1) is equal to or higher than the third predetermined value. judge. The first to third predetermined values are changed in accordance with the remaining capacity of the high-voltage battery 8, for example, the first to third predetermined values may be decreased when the remaining capacity decreases.

  When the charge start control unit 132 determines that charging is possible by the charge availability determination unit 130, the first to fourth switching elements are turned off, and the fifth and sixth switching elements are turned on / off as described above. Then, the DC / DC converter 18 is operated as a booster to boost the voltage of the auxiliary battery 20 to a desired voltage and charge the high voltage battery 8.

  Whether the high-voltage battery 8 has been charged as long as the motor 4 can start the engine 2 by the motor 4, for example, a value obtained by integrating the charging current of the high-voltage battery 8 detected by the current sensor 30 over time and the high-voltage battery Whether or not the charging is finished is determined based on whether or not the value obtained by adding the remaining capacity immediately before the start of charging exceeds a certain value. If charging has not ended, the multi-information control means 108 is notified that charging is in progress, and if charging has ended, charging has ended.

  The jump start control means 104 includes auxiliary battery charge determination means 140, high voltage battery charge control means 142, and engine start control means 144. The auxiliary battery charge determination means 140 charges the auxiliary battery 20 rescued from the external charger or the auxiliary battery of the rescue vehicle by a jump start based on the current value flowing through the auxiliary battery 20 detected by the current sensor 28. It is determined whether or not is started.

  When the auxiliary battery charge determination unit 140 determines that charging has started, the high voltage battery charge control unit 142 turns off the first to fourth switching elements and turns on the fifth and sixth switching elements as described above. The DC / DC converter 18 is operated as a booster, the voltage of the auxiliary battery 20 is boosted to a desired voltage, and the high voltage battery 8 is charged. The charge start control unit 132, the charge end determination unit 134, the high voltage battery charge control unit 142, the charge end determination unit 134, and the DC / DC converter 18 boost the voltage of the auxiliary battery 20 and supply power to the high voltage battery 8. It is a power supply means.

  When the start switch ST_SW is turned on, the engine start control means 144 controls the PDU 16 to drive the motor 4. When the motor 4 is driven and the engine speed detected by the engine speed detection sensor 32 becomes equal to or higher than a specified value, the engine 2 is started. Thus, by charging the high voltage battery 8 from the auxiliary battery 20, the motor 4 can be driven from the high voltage battery 8 by jump start, and the engine 2 can be started.

  When receiving a warm-up operation instruction from the driver transmitted from the second communication unit 50 and received by the first communication unit 48, the remote warm-up control means 106 controls the PDU 16 to drive the motor 4. When the engine speed detected by the engine speed detection sensor 32 exceeds a specified value by driving the motor 4, the engine 2 is started and a warm-up operation is started. Further, the air conditioner 19 is activated from the temperature detected by the temperature sensor 34 as necessary. For example, the driver can warm up by operating the second communication unit 50 from the room while moving inside the room.

  The multi-information control means 108 displays on the meter 47 that the engine 2 cannot be started, and the high-voltage battery 8 needs to be charged from the auxiliary battery 20, and the high-voltage battery 8 cannot be charged. The meter 47 displays on the meter 47 that a request is made (charging request means), the auxiliary battery 20 is charging the high voltage battery 8, the ignition switch is not turned off, and the high voltage battery 8 has been charged. The driver is notified through the first communication unit 48 and the second communication unit 50. When the ignition switch IG_SW is turned off before or during charging from the auxiliary battery 20 to the high voltage battery 8, the charging is stopped and voice guidance is performed to turn on the ignition switch IG_SW. When the ignition switch IG_SW is turned on based on the voice guidance, the high voltage battery 8 is recharged.

  The high voltage battery remaining amount control means 110 controls the remaining capacity of the high voltage battery 8 while the vehicle is traveling as follows. The high voltage battery 8 has a characteristic that the discharge output increases as the remaining capacity increases, but the charge input decreases. Based on the remaining capacity of the high-voltage battery 8, zone A (normal use area), zone B1 (provisional use area) having a smaller remaining capacity, zone C (overdischarge area), zone having a smaller remaining capacity than zone B1, and zone Zone B2 (provisional use area) having a larger remaining capacity than A and zone D (overcharge area) having a remaining capacity larger than zone B2 are defined. Zone A is set to a predetermined range including the remaining capacity in which the discharge power corresponding to the remaining capacity of the high-voltage battery 8 and the discharge input are equal. Charging / discharging is performed in zone A, but discharging is prohibited in zone B1 so as not to shift to zone C, charging is prohibited in zone B2, and charging / discharging of high voltage battery 8 is controlled so as not to shift to zone D. To do.

  Then, the engine 2 within a certain period is started from the ambient temperature of the high voltage battery 8 detected by the temperature sensor 34, the current time and current weather information, or the latitude / longitude obtained from the GPS information, the altitude and the current season. As the temperature decreases, the remaining temperature at the boundary between zone C and zone B1 is increased so that the high voltage battery 8 has a remaining capacity capable of starting the engine 2 in accordance with the predicted minimum temperature. Change the capacity value to the high capacity side. The frequency with which the engine 2 is started may be recorded, and the fixed period may be shortened as the frequency increases. Further, the remaining capacity value at the boundary between zone C and zone B1 is set according to the remaining capacity of auxiliary battery 20, for example, when the remaining capacity of auxiliary battery 20 decreases, the remaining capacity value at the boundary increases. May be. Thereby, even if the engine 2 is started by the high voltage battery 8 in a low temperature environment, it is possible to prevent the engine 2 from being disabled.

  3 to 5 are flowcharts showing an engine start method according to the first embodiment of the present invention. 6 and 7 are time charts showing the engine starting method. Hereinafter, the engine starting method will be described with reference to the drawings. In step S2, it is determined whether or not the ignition switch IG_SW is turned on. If a positive determination is made, the process proceeds to step S4. If a negative determination is made, the process returns to step S2. For example, at time t1 in FIGS. 6 and 7, the ignition switch IG_SW is turned on, and the process proceeds to step S4.

  In step S4, it is determined whether or not the start switch ST_SW is turned on. If a positive determination is made, the process proceeds to step S6. If a negative determination is made, the process waits in step S4. For example, the start switch ST_SW is turned on at time t2 in FIGS. 6 and 7, and the process proceeds to step S6. In step S6, the PDU 16 is PWM controlled to drive the motor 4. The motor 8 is driven at time t2 in FIGS. As a result, the crankshaft of the engine 2 connected to the output shaft of the motor 4 rotates.

  In step S <b> 8, it is determined whether or not the engine speed NE detected by the engine speed detection sensor 32 is equal to or greater than a specified value at which the engine 2 can be started. If a positive determination is made, the process proceeds to step S10. In step S10, the engine 2 is started. If the determination is negative, the process proceeds to step S11 in order to charge the high voltage battery 8 from the auxiliary battery 20. For example, since the engine speed NE is less than specified at time t3 in FIGS. 6 and 7 after the motor 4 is driven and a predetermined time has elapsed, the process proceeds to step S11.

  In step S11, the meter 47 displays that the engine cannot be started. At this time, the meter 47 is displayed so as not to turn off the ignition switch. When the ignition switch is turned off, it is necessary to stop charging from the auxiliary battery 20 to the high voltage battery 8 according to the driver's intention, but in order to start the engine 2, the auxiliary battery 20 changes from the high voltage battery 8 to the high voltage battery 8. It is because it is necessary to charge. In step S <b> 12, an off request is displayed on the meter 47 so as to turn off the electrical load 24 so that a load current unnecessary for determining whether charging is possible or charging the high voltage battery 8 does not flow from the auxiliary battery 20.

  In step S13, the motor 4 is stopped. The voltage of the auxiliary battery 20 before driving the electric oil pump 22 detected by the voltage sensor 28 in step S14 is acquired. For example, the voltage V1 is obtained in FIG. 6, and the voltage V1 'is obtained in FIG. In step S16, the electric oil pump 22 is driven from the auxiliary battery 20. For example, the electric oil pump 22 is driven at time t4 in FIGS. When the electric oil pump 22 is driven by the auxiliary battery 20, a load current flows from the auxiliary battery 20 to the electric oil pump 22, and the voltage of the auxiliary battery 20 drops.

  A voltage during driving of the electric oil pump 22 detected by the voltage sensor 28 in step S18, for example, a minimum voltage during driving of the electric oil pump 22 is acquired. For example, the voltage V2 is acquired at time t5 in FIG. 6, and the voltage V2 'is acquired in FIG. At this time, FIG. 6 shows a case where the high voltage battery 8 can be charged, and FIG. 7 shows a case where the high voltage battery 8 cannot be charged, and V2> V2 ′.

  In step S20, the current I detected during driving of the electric oil pump 22 detected by the current sensor 30, for example, the current at the time when the lowest voltage is obtained is acquired. For example, the current I1 is acquired at time t5 in FIG. 6, and the current I1 'is acquired in FIG. At this time, I1> I1 '.

  The high voltage battery 8 is charged based on the voltage variation ΔV between the voltage before the electric oil pump 22 is driven in step S22 and the voltage when the electric oil pump 22 is driven, the current while the electric oil pump 22 is driven, and the like. Then, the auxiliary battery 20 has a remaining capacity only for starting the engine 2 by the motor 4, and the auxiliary battery 20 has a remaining capacity that does not make the ECU such as the hybrid ECU 42 inoperable due to overdischarge. Whether or not charging is possible is determined by, for example, whether or not ΔV / I is less than a predetermined value. When the remaining capacity of the high voltage battery 8 decreases, the predetermined value may be increased.

  As a result, whether or not charging from the auxiliary battery 20 to the high voltage battery 8 is performed is performed before charging. Therefore, if charging is not possible, the driver can be requested to quickly start jumping and the auxiliary battery 20 can be overcharged. Discharge is prevented. If it is determined that charging is possible, the process proceeds to step S24. If it is determined that charging is not possible, the process proceeds to step S26. For example, in the case of FIG. 6, since ΔV1 / I1 is less than a predetermined value, it is determined that charging is possible, and the process proceeds to step S24. In the case of FIG. 7, since ΔV1 / I1 is equal to or greater than a predetermined value, it is determined that charging is not possible, and the process proceeds to step S26.

  In step S24, the charging control shown in FIG. 4 is performed. In step S50, the electric oil pump 22 is stopped. For example, the electric oil pump 22 is stopped at time t6 in FIGS. In step S52, the DC / DC converter 18 is controlled, the voltage of the auxiliary battery 20 is boosted, and charging of the high voltage battery 8 is started. Charging from the auxiliary battery 20 to the high voltage battery 8 is started at time t7 in FIG.

  In step S54, it is determined whether or not charging is completed. Whether or not the charging is completed is determined by whether or not a value obtained by adding the time-integrated charging amount of the current detected by the current sensor 32 and the remaining capacity of the high voltage battery 8 before the charging is equal to or greater than a predetermined value. . At this time, the predetermined value is a value corresponding to the temperature detected by the temperature sensor 34. If charging has not ended, the process proceeds to step S56. If charging is completed, the process proceeds to step S64. For example, it is determined that charging has ended at time t8, and the process proceeds to step S64.

  In step S56, charging is displayed on the meter 47. In step S58, the voltage detected by the voltage sensor 28 is acquired. In step S60, it is determined whether or not the voltage of the auxiliary battery 20 is equal to or higher than a specified value that does not hinder the operation of the ECU such as the hybrid ECU 42. If a positive determination is made, the process returns to step S54. If a negative determination is made, charging of the high voltage battery 8 is stopped, and the process proceeds to step S62. In step S62, charging from the auxiliary battery 20 to the high voltage battery 8 is stopped, and a jump start shown in FIG. 5 is performed.

  In step S64, the meter 47 displays the charging end through the meter 47, the first communication unit 48, and the second communication unit 50, and then proceeds to step S66. In step S66, it is determined whether or not there has been a warm-up operation instruction from the meter 47 or the second communication unit 50 through the first communication unit 48. If a positive determination is made, the process proceeds to step S68. If a negative determination is made, the process proceeds to step S76. For example, when a warm-up operation instruction is given at time t9, the process proceeds to step S68.

  In step S68, the motor 4 is driven through the PDU 16. In step S70, the engine 2 is started. At this time, since the high voltage battery 8 is charged from the auxiliary battery 20, the engine speed NE exceeds the specified value, and the engine 2 is started. In step S72, the motor 4 is stopped. Based on the temperature detected by the temperature sensor 34 in step S74 and the remaining capacity of the high voltage battery 8, the air conditioner 19 is activated as necessary.

  In step S76, it is determined whether or not the start switch ST_SW is turned on. If a positive determination is made, the process proceeds to step S78. If negative, return. In step S78, the motor 4 is driven through the PDU 16. In step S80, the engine 2 is started. At this time, since the high voltage battery 8 is charged from the auxiliary battery 20, the engine speed NE exceeds the specified value, and the engine 2 is started. In step S82, the motor 4 is stopped.

  The jump start shown in FIG. 5 is performed in step S26 in FIG. 3 and step S62 in FIG. In step S100, the meter 47 cannot be charged and is displayed on the second communication unit 50 through the meter 47 and the first communication unit 48 so as to perform a jump start. In step S102, it is determined from the current detected by the current sensor 30 whether or not a jump start has been started. In jump start, the charging current flows from the positive electrode of the external charger or the positive electrode of the auxiliary battery of the rescue vehicle → the booster cable → the positive electrode of the auxiliary battery 20 of the rescued vehicle → the negative electrode of the auxiliary battery 20 The battery 20 is charged. For example, charging of the auxiliary battery 20 is started at time t10 in FIG.

  In step S104, the DC / DC converter 18 is controlled, and the voltage of the auxiliary battery 20 is boosted based on the power supplied to the positive electrode of the auxiliary battery 20 from the external charger or the rescue vehicle, and the high voltage battery 8 is charged. To start. In step S106, it is determined whether or not the start switch ST_SW is turned on. If a negative determination is made, the process returns to step S104. If a positive determination is made, the process proceeds to step S108. For example, when the start switch ST_SW is turned on at time t11 in FIG. 7, the process proceeds to step S108.

  In step S108, the PDU 16 is PWM-controlled to drive the motor 4. In step S110, it is determined whether or not the engine speed NE detected by the engine speed detection sensor 32 is equal to or greater than a specified value. If it is affirmation determination, it will progress to step S112. If a negative determination is made, the process proceeds to step S109. For example, since the engine speed NE is less than the specified value at time t12 when a fixed time has elapsed after driving the motor 4 at time t11 in FIG. 7, the process proceeds to step S109, the motor 4 is stopped, and then step S104. Return to. When the start switch ST_SW is turned on again at time t13 in FIG. 7, the process proceeds to step S108, and the motor 4 is driven. Since the engine speed NE becomes equal to or greater than the specified value at time t14 when a predetermined time has elapsed after driving the motor 4 at time t13 in FIG. 7, the process proceeds to step S112.

  In step S112, the engine 2 is started. In step S114, the motor 4 is stopped. In step S115, charging is stopped. Thus, at the jump start, the voltage of the auxiliary battery 20 is boosted based on the power supplied to the positive electrode of the auxiliary battery 20 from the external charger or the rescue vehicle, and the high voltage battery 8 is charged, and the start switch ST_SW When is turned on, the motor 4 is driven from the high-voltage battery 8, so that the engine 2 can be started.

  As described above, according to the present embodiment, the following effects are obtained. Since whether or not the engine 2 can be started is determined based on whether or not the engine speed is equal to or higher than a specified value, it can be reliably determined. Further, since whether or not the auxiliary battery 20 can charge the high voltage battery 8 is performed immediately before the start of charging, if the charging is impossible, the jump start request can be made early and the jump start can be performed early. . Further, since it is determined whether or not the capacity of the auxiliary battery 20 remains to the extent that the ECU operation is not hindered when determining whether or not charging is possible, overdischarge of the auxiliary battery 20 can be prevented.

  When the charging is completed, the driver is notified of the charging end through the first communication unit 48 and the second communication unit 50, and when the warm-up operation instruction is received from the driver through the second communication unit 50 and the first communication unit 48, the warm-up operation is performed. Since the air conditioner 19 is driven as necessary, the driver can instruct warm-up operation by remote control, and the engine 2 and the passenger compartment can be warmed to create a comfortable driving state.

  Further, at the time of jump start, the auxiliary battery 20 is boosted from the auxiliary battery 20 to the high voltage battery 8 based on the electric power supplied from the rescue vehicle and charged, so that the driver can start jump by turning on the start switch ST_SW. . Various information such as engine 2 start impossible, jump start request, charging, charging end, jump start request, etc. are displayed through the meter 47 and the second communication unit 50, so that the driver can clearly grasp the state of the vehicle, You can take the best action for the driver.

  By predicting that the high voltage battery 8 is exposed to a low temperature from the ambient temperature of the high voltage battery 8, GPS information, and the like, and maintaining the remaining capacity of the high voltage battery 8 high, it is possible to avoid the engine 2 being unable to start.

Second Embodiment FIG. 8 is a functional block diagram showing a second embodiment of the present invention. Components that are substantially the same as those shown in FIG. 2 are given the same reference numerals. In the first embodiment, whether or not the auxiliary battery 20 can charge the high voltage battery 8 is determined before the start of charging. However, in the second embodiment, the first embodiment is that it is performed immediately after the start of charging. And different. The charge start control unit 152 stops the motor 4 when the start possibility determination unit 122 determines that the engine 2 cannot be started, displays a request to turn off the electrical load 24 on the meter 47, and then The fourth switching element is turned off, the fifth and sixth switching elements are turned on / off as described above, the DC / DC converter 18 is operated as a booster, and the voltage of the auxiliary battery 20 is boosted to a desired voltage. Then, charging of the high voltage battery 8 is started.

  The chargeability determination unit 154 drives the electric oil pump 22 for a certain period of time after the charge start control unit 152 starts charging the auxiliary battery 20 to the high voltage battery 8, for example, immediately after or after a predetermined time. The voltage fluctuation amount ΔV10 between the voltage V10 of the auxiliary battery 20 before driving the electric oil pump 22 and the voltage V11 of the auxiliary battery 20 after driving, and the auxiliary battery 20 after driving the electric oil pump 22 From the current I10, ΔV / (current I11 before driving the electric oil pump 22 and current after driving the electric oil pump 22 depending on whether ΔV10 / I10 is less than a predetermined value or whether ΔV10 is less than a predetermined value. Whether or not charging is possible is determined based on whether or not the fluctuation current amount (I10) is less than a predetermined value. At this time, the auxiliary battery 20 has a remaining capacity that does not hinder the operation of the ECU even after the end of charging. As described above, whether or not charging can be performed immediately after the start of charging can determine whether or not charging can be performed quickly, and can prevent overdischarge of the auxiliary battery 20.

  9 to 10 are flowcharts showing an engine start method according to the second embodiment of the present invention. 11 and 12 are time charts showing the engine starting method. Hereinafter, the engine starting method will be described with reference to the drawings. In steps S150 to S164, processing similar to that in steps S2 to S13 in FIG. 3 is performed. For example, it is assumed that the ignition switch IG_SW is turned on at time t21 in FIGS. 11 and 12, the start switch ST_SW is turned on at time t22, and the motor 4 is driven at time t23.

  In step S166, the DC / DC converter 18 is controlled to start charging the auxiliary battery 20 to the high voltage battery 8. For example, it is assumed that charging is started at time t24 in FIGS. The voltage of the auxiliary battery 20 after the start of charging detected by the voltage sensor 28 in step S168 is acquired. For example, the voltage V10 is obtained in FIG. 11, and the voltage V10 'is obtained in FIG. In step S170, the electric oil pump 22 is driven. For example, it is assumed that the electric oil pump 22 is driven at time t25 in FIGS.

  The voltage of the auxiliary battery 20 during the driving of the electric oil pump 22 detected by the voltage sensor 28 in step S172 is acquired. For example, the voltage V11 is acquired in FIG. 11, and the voltage V11 'is acquired in FIG.

  In step S174, the electric oil pump 22 detected by the current sensor 30 acquires the current of the auxiliary battery 20 during driving. For example, the current I10 is acquired at time t26 in FIG. 11, and the current I10 'is acquired at time t26 in FIG. Based on the voltage fluctuation amount ΔV between the voltage before the electric oil pump 22 is driven in step S176 and before the electric oil pump 22 is driven, and the current while the electric oil pump 22 is driven, for example, , ΔV / I is determined as to whether charging is possible or not depending on whether it is less than a predetermined value. The predetermined value may be a variable value that increases as the remaining capacity of the high-voltage battery 8 decreases. As a result, whether or not the auxiliary battery 20 can charge the high voltage battery 8 is determined immediately after the start of charging. Therefore, when the charging is impossible, the driver can be instructed to quickly start jumping.

  If it is determined that charging is possible, the process proceeds to step S178. If it is determined that charging is not possible, charging of the high voltage battery 8 is stopped, and the process proceeds to step S180. For example, in the case of FIG. 11, since ΔV10 / I10 is less than a predetermined value, it is determined that charging is possible, and the process proceeds to step S178. In the case of FIG. 12, since ΔV10 ′ / I10 ′ is equal to or greater than a predetermined value, it is determined that charging is not possible, and the process proceeds to step S180.

  In step S178, the charging control shown in FIG. 10 is performed. In step S200, the electric oil pump 22 is stopped. For example, the electric oil pump 22 is stopped at time t27 in FIGS. In step S202, the DC / DC converter 18 is controlled to boost the voltage of the auxiliary battery 20, and the high voltage battery 8 is continuously charged. In step S204, it is determined whether charging is completed. If charging has not ended, the process proceeds to step S206. If charging is completed, the process proceeds to step S214. For example, it is determined that charging has ended at time t28 in FIG. In steps S206 to S212, steps S214 to S224, and steps S226 to S232, the same processes as steps S56 to S62, steps S64 to S74, and steps S76 to S82 in FIG. 4 are performed. At time t 29 in FIG. 11, there is an instruction for warm-up operation, and the motor 4 is driven from the high voltage battery 8.

  In step S180 in FIG. 9, processing similar to that in step S26 in FIG. 4 is performed. At time t30 in FIG. 12, charging of the auxiliary battery 20 is started from the external charger or the rescue vehicle. When the start switch ST_SW is turned on at time t31 in FIG. 12 and the motor 4 is driven from the high voltage battery 8, the engine speed NE becomes less than the specified value at time t32. When the start switch ST_SW is turned on again at time t33 and the motor 4 is driven from the high voltage battery 8, the engine speed NE exceeds the specified value, the engine 2 is started, and charging of the auxiliary battery 20 is completed at time t34. To do. According to this embodiment described above, there are the same effects as in the first embodiment.

  In the present embodiment, the case of a hybrid vehicle has been described as an example. However, the present invention is applicable not only to a hybrid vehicle that starts an engine with a motor but also to an electric vehicle that does not have an engine. That is, when the motor is driven from a high voltage battery, if the motor rotation speed is less than the specified value, if the auxiliary battery can charge the high voltage battery, the high voltage battery is charged from the auxiliary battery and the motor is If the auxiliary battery cannot be charged from the auxiliary battery, the high voltage battery is charged by jump start based on the electric power supplied to the auxiliary battery from the external charger or rescue vehicle. It may be driven.

1 is a schematic configuration diagram of a hybrid vehicle to which the present invention is applied. It is a functional block diagram by a 1st embodiment of the present invention. It is a flowchart which shows the engine starting method by 1st Embodiment of this invention. It is a flowchart which shows the engine starting method by 1st Embodiment of this invention. It is a flowchart which shows the engine starting method by 1st Embodiment of this invention. It is a time chart which shows the engine starting method by 1st Embodiment of this invention. It is a time chart which shows the engine starting method by 1st Embodiment of this invention. It is a functional block diagram by 2nd Embodiment of this invention. It is a flowchart which shows the engine starting method by 2nd Embodiment of this invention. It is a flowchart which shows the engine starting method by 2nd Embodiment of this invention. It is a time chart which shows the engine starting method by 2nd Embodiment of this invention. It is a time chart which shows the engine starting method by 2nd Embodiment of this invention.

Explanation of symbols

2 Engine 2
4 Motor 8 High voltage battery 18 DC / DC converter 20 Auxiliary battery 22 Electric oil pump 38 FI / AT / MGECU
42 Hybrid ECU
44 Motor ECU
46 Meter ECU
47 Meter 48 First communication unit 50 Second communication unit 100 Start determination means 102, 150 Charge control means 104 Jump start control means 106 Remote warm-up control means 108 Multi-information control means

Claims (8)

A control apparatus for a hybrid vehicle, comprising: an engine; a drive motor; a high-voltage battery that supplies power to the drive motor; and an auxiliary battery that supplies power to a plurality of auxiliary machines, wherein the engine is started by the drive motor In
Startability determination means for determining whether or not the engine can be started by the drive motor by the remaining capacity of the high-voltage battery;
A power supply for boosting the voltage of the auxiliary battery and supplying power to the high-voltage battery to charge the high-voltage battery when it is determined by the startability determination unit that the engine cannot be started Means,
When supplying power to the high voltage battery by the power supply means, among the plurality of auxiliary machines, auxiliary machine driving means for driving an auxiliary machine that does not affect the operation of the driver;
Voltage fluctuation amount calculating means for calculating a voltage fluctuation amount of the auxiliary battery when the auxiliary machine is driven by the auxiliary machine driving means;
The auxiliary battery has a remaining capacity that allows the high voltage battery to start the engine with the drive motor based on the voltage fluctuation amount calculated by the voltage fluctuation amount calculation means, and the high voltage battery can be charged. Chargeability determination means for determining whether or not charging is possible,
When it is determined that charging is impossible by the charging permission determination means, charging request means for requesting the driver to charge the auxiliary battery;
A control apparatus for a hybrid vehicle comprising:   The hybrid vehicle control device according to claim 1, wherein the startability determination unit determines whether the engine can be started by the driving electric motor based on a crankshaft rotation speed of the engine.   The control apparatus for a hybrid vehicle according to claim 1 or 2, wherein the auxiliary machine driven by the auxiliary machine drive means is an electric oil pump.   The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein the auxiliary machine driving unit drives the auxiliary machine immediately before or immediately after electric power is supplied to the high-voltage battery by an electric power supply unit.   When it is determined that the engine cannot be started by the startability determination means, it is impossible to start the engine. When the chargeability determination means determines that charging is not possible, charging is not possible and jump start is performed. The display means displays on the display means that it is necessary to perform, when the high-voltage battery is being charged by the power supply means, when charging is being completed, and when charging of the high-voltage battery is completed. Item 5. The hybrid vehicle control device according to any one of Items 1 to 4.   When the auxiliary battery of the vehicle rescued from the external charger or the auxiliary battery of the rescue vehicle is charged based on the charge request of the auxiliary battery by the charge requesting unit, the power supply unit is Based on the electric power supplied from the external charger or the auxiliary battery of the rescue vehicle through the connection cable to the auxiliary battery of the rescued vehicle, the voltage of the auxiliary battery is boosted to power the high voltage battery. The hybrid vehicle control device according to claim 1, wherein the high-voltage battery is charged by supplying the high-voltage battery.   Charging end determination means for determining whether or not charging of the high voltage battery has been completed by the power supply means, a first wireless unit, and a second carried by the driver and wirelessly communicated with the first wireless unit When it is determined by the wireless unit and the charging end determination means that the charging has ended, the charging end notification means for notifying the second wireless unit through the first wireless unit, and based on the operation of the driver, The warm-up operation control means for starting the engine by driving the motor from the high-voltage battery according to the warm-up operation instruction received by the first wireless unit through the second wireless unit. The control apparatus of the hybrid vehicle in any one of 6.   Based on the ambient temperature and the current time of the high-voltage battery, or the position information and season information of the hybrid vehicle, a minimum temperature within a certain period is predicted, and as the predicted minimum temperature decreases, the remaining capacity of the high-voltage battery decreases. The control device for a hybrid vehicle according to any one of claims 1 to 7, further comprising high-voltage battery remaining amount control means for controlling discharge of the high-voltage battery so as to increase.

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