WO2007026941A1 - ハイブリッド自動車およびその制御方法 - Google Patents

ハイブリッド自動車およびその制御方法 Download PDF

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Publication number
WO2007026941A1
WO2007026941A1 PCT/JP2006/317600 JP2006317600W WO2007026941A1 WO 2007026941 A1 WO2007026941 A1 WO 2007026941A1 JP 2006317600 W JP2006317600 W JP 2006317600W WO 2007026941 A1 WO2007026941 A1 WO 2007026941A1
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WIPO (PCT)
Prior art keywords
power
control
storage device
power storage
vehicle
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.)
Ceased
Application number
PCT/JP2006/317600
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English (en)
French (fr)
Japanese (ja)
Inventor
Hichirosai Oyobe
Makoto Nakamura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to US11/990,981 priority Critical patent/US8186465B2/en
Priority to EP06797497.2A priority patent/EP1920986B1/en
Priority to CN2006800318569A priority patent/CN101253090B/zh
Publication of WO2007026941A1 publication Critical patent/WO2007026941A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
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    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle capable of charging a battery from the outside of the vehicle.
  • a hybrid vehicle In addition to conventional engines, a hybrid vehicle is a vehicle that uses a power storage device (battery), an inverter, and an electric motor (motor) driven by the inverter as a power source.
  • a power storage device battery
  • an inverter inverter
  • an electric motor motor driven by the inverter
  • a hybrid vehicle having an external charging function for charging a battery using an external power source is known.
  • a hybrid vehicle equipped with an external charging function for example, if the battery can be charged from a commercial power supply for home use, the number of times that the user has to go to the gas station to refuel can be reduced. It is done.
  • Japanese Laid-Open Patent Publication No. 8-155 4307 discloses a hybrid vehicle having such an external charging function.
  • This hybrid vehicle includes a battery that can be charged by an external charger, an electric motor that drives a wheel by electric power from the battery, a control means that controls the operation of the electric motor, and direct or indirect for driving the wheel. And a travel time related amount calculating means for calculating an amount related to the travel time after the battery is charged by the external charger. Then, the control means limits the output of the electric motor when the travel time related quantity calculated by the travel time related quantity calculation means reaches a predetermined amount.
  • the output of the electric motor is limited if the vehicle runs for a long time without external charging, and the output of the electric motor is necessarily limited if the vehicle continues to run while using fuel by the internal combustion engine. So the driver will charge the external You are prompted to do it. Therefore, according to this hybrid vehicle, the dependence on the internal combustion engine can be reduced.
  • the hybrid vehicle disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 8-15 4 3 0 7 reduces the dependence on the internal combustion engine. In other words, the electric power charged from the outside is more positive. It is what is used.
  • Japanese Patent Application Laid-Open No. 8-15 4 3 0 7 does not particularly take into consideration the power cost when charging from the outside, and it is important to reduce the power cost in a hybrid vehicle having an external charging function. It will be a fruit. '' Electricity charges are generally cheap in the late-night electricity hours when the amount of electricity used is low, and charging can be reduced if charging is carried out during such inexpensive hours. Conversely, when it is necessary to charge at a time when the electricity rate is relatively high, it is preferable from the viewpoint of cost reduction to suppress the charge amount as much as possible. Disclosure of the invention
  • an object of the present invention is to provide a hybrid vehicle that can charge a battery from the outside of the vehicle and can reduce power costs. That is.
  • a hybrid vehicle is a hybrid vehicle equipped with an internal combustion engine and a rotating electrical machine as a power source, and is a chargeable / dischargeable power storage device for supplying power to the rotating electrical machine, and power supplied from outside the vehicle.
  • a power input unit for receiving and charging the power storage device, generating power using the output of the internal combustion engine, supplying the generated power to the power storage device, and within a predetermined control range or a control target value
  • a control unit for controlling the state of charge (SOC) of the power storage device and an input device for switching a predetermined control range or control target value are provided.
  • the power storage device can be charged by receiving electric power applied from the outside of the vehicle to the electric power input unit. Further, when the SOC of the power storage device decreases during traveling, the power storage device can be charged by driving the internal combustion engine and the power generation device. On the other hand, the SOC of the power storage device is controlled within a predetermined control range or a control target value by the control unit. Specifically, the SOC of power storage devices will decrease. Then, the control device drives the internal combustion engine and the power generation device to charge the power storage device.
  • a predetermined control range or control target value can be switched by an input device, so that a chargeable point (for example, midnight power hours) can be charged in an E1 temple zone (for example, midnight power hours) where the power rate is low.
  • a predetermined control range or control target value can be set lower than usual by the input device.
  • the electric power charged in the power storage device is actively used in traveling to the point where charging is possible, and the amount of charge from the external power source at the point where charging is possible can be increased. Electricity can be used for charging.
  • the hybrid vehicle of the present invention it is possible to reduce the power cost when charging the power storage device from the outside of the vehicle.
  • the input device positively drives the internal combustion engine and the power generation device in a first mode (HV travel-oriented mode) and actively stops the internal combustion engine and the power generation device and stores the electric power stored in the power storage device. It is possible to switch to the second mode (EV driving emphasis mode) used for.
  • the control unit sets a predetermined control range or control target value lower when the second mode is selected by the input device than when the first mode is selected by the input device.
  • the second mode is selected by the input device when it is likely to arrive at a rechargeable point at a time when the electricity rate is low
  • a predetermined control range is obtained compared to when the first driving mode is selected.
  • the control target value is set low.
  • the hybrid vehicle is a hybrid vehicle equipped with an internal combustion engine and a rotating electric machine as a power source, and is provided with a chargeable / dischargeable power storage device that supplies electric power to the rotating electric machine and from outside the vehicle.
  • the power input unit for receiving the generated electric power and charging the power storage device, and the output of the internal combustion engine.
  • a power generation device that supplies power to the power storage device, a control unit that controls the state of charge of the power storage device within a predetermined control range or a control target value, and predicts a time at which the power storage device can be charged from the power input unit
  • a prediction unit When the arrival time predicted by the prediction unit is included in the predetermined time zone, the control unit sets the predetermined control range or the control target value lower than when the arrival time is not included in the predetermined time zone.
  • the predetermined time zone includes a late-night power hour zone where the power rate is low.
  • the power storage device can be charged by receiving electric power supplied from outside the vehicle to the electric power input unit. Further, when the SOC of the power storage device decreases during traveling, the internal combustion engine and the power generation device can be driven to charge the power storage device. On the other hand, the SOC of the power storage device is controlled within a predetermined control range or a control target value by the control unit. Specifically, when the SOC of the power storage device decreases, the control device drives the internal combustion engine and the power generation device to charge the power storage device.
  • a prediction unit that predicts the time of arrival at a chargeable point (for example, a home having a charging facility) is provided, and the control unit includes a time when the expected arrival time is included in a predetermined time zone.
  • the predetermined control range or control target value is set lower than when the estimated arrival time is not included in the predetermined time zone. Then, the electric power charged in the power storage device is actively used in traveling until it reaches the charging point, and the amount of charge from the external power source at the charging point can be increased. By setting it to nighttime, it is possible to use more of the low-cost late-night power for charging.
  • the hybrid vehicle of the present invention it is possible to reduce the power cost when charging the power storage device from the outside of the vehicle. Further, since the predetermined control range or control target value is automatically switched based on the estimated arrival time predicted by the prediction unit, the switching operation by the driver is unnecessary.
  • the hybrid vehicle further includes an input device for setting a travel schedule of the vehicle.
  • an input device for setting a travel schedule of the vehicle When the time difference between the arrival time predicted by the prediction unit and the scheduled next start time of travel determined based on the travel schedule set by the input device is shorter than the predetermined time, the control unit Stop setting the target value too low. If you leave immediately after arriving at a chargeable point, you will not be able to fully charge the battery.
  • this hybrid vehicle is provided with an input device for setting the travel schedule of the vehicle.
  • the control unit Even when the estimated arrival time is included in the predetermined time zone, setting the predetermined control range or control target value low is stopped, so the SOC of the power storage device for the next run is secured. Therefore, according to this hybrid vehicle, it is possible to avoid a situation where the SOC of the power storage device is unnecessarily lowered.
  • the hybrid vehicle further includes a learning unit that learns a vehicle travel schedule based on a vehicle travel pattern.
  • the control unit Stop setting the range or control target value low.
  • This hybrid vehicle is provided with a learning unit that learns a vehicle travel schedule based on a daily vehicle travel pattern.
  • the control unit Even if the expected time is included in the predetermined time zone, setting the predetermined control range or control target value low is stopped, so S 0C of the power storage device for the next run is secured. . Therefore, according to this hybrid vehicle, it is possible to avoid a situation where the SOC of the power storage device is unnecessarily lowered.
  • the driving schedule learned by the learning unit is used, it is not necessary for the driver to set a driving schedule.
  • the power generation device includes another rotating electric machine having a rotating shaft mechanically coupled to a crankshaft of the internal combustion engine.
  • the hybrid vehicle includes a first inverter provided corresponding to the rotating electric machine, a second inverter provided corresponding to the other rotating electric machine, and an inverter control unit that controls the first and second inverters.
  • the rotating electrical machine and the other rotating electrical machine are the first and second The three-phase coil is included as a stator coil.
  • the power input unit includes a first terminal connected to the neutral point of the first three-phase coil and a second ′ terminal connected to the neutral point of the second three-phase coil.
  • the inverter control unit controls the first and second inverters such that the AC power supplied between the first and second terminals is converted into DC power and supplied to the power storage device.
  • a rotating electrical machine as a power source As a power source, another rotating electrical machine included in the power generation device, first and second inverters provided corresponding to each of them, and an inverter control unit are provided. By using it, charging to the electricity storage device from the outside is realized. Therefore, according to this hybrid vehicle, there is no need to separately provide an external charging device, and fuel efficiency can be improved by reducing the size and weight of the vehicle.
  • FIG. 1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention.
  • FIG. 2 is a functional block diagram of the control device shown in FIG.
  • FIG. 3 is a functional block diagram of the converter control unit shown in FIG.
  • FIG. 4 is a functional block diagram of the first and second inverter control units shown in FIG.
  • FIG. 5 is a simplified diagram of the block diagram of FIG.
  • FIG. 6 is a diagram showing the control state of the transistor during charging. .
  • FIG. 7 is a flowchart showing a control structure of a program related to determination of charging start by the control device shown in FIG.
  • FIG. 8 is a diagram showing a change in battery SOC when the HV driving emphasis mode is selected by the mode switching switch shown in FIG.
  • Fig. 9 shows that the EV driving emphasis mode is selected by the mode switching switch shown in Fig. 1. It is a figure which shows the change of s0c of the battery when '.
  • Figure '10 is a flowchart showing the program control structure for setting the SOC control range by the controller shown in Figure 1.
  • FIG. 11 is an overall block diagram of a hybrid vehicle according to the second embodiment of the present invention.
  • FIG. 12 is a flowchart showing a program control structure related to setting of the SOC control range by the control device shown in FIG.
  • FIG. 13 is an overall block diagram of a hybrid vehicle according to Embodiment 3 of the present invention.
  • FIG. 14 is a flowchart showing a control structure of a program relating to setting of the SOC control range by the control device shown in FIG.
  • FIG. 15 is a flowchart showing a control structure of a program related to learning of a travel schedule by the control device in the fourth embodiment.
  • FIG. 16 is a flowchart showing the control structure of the program relating to the setting of the control range of SOC by the control device in the fourth embodiment.
  • FIG. 1 is an overall block diagram of a hybrid vehicle according to Embodiment 1 of the present invention.
  • hybrid vehicle 100 is configured as follows: Notter B, boost converter 10, inverters 20 and 30, power supply lines PL 1 and PL 2, ground line SL, and U-phase line UL 1 and UL 2, V-phase lines VL 1 and VL 2, W-phase lines WL 1 and WL 2, motor generators MG 1 and MG 2, engine 4, power distribution mechanism 3, and wheels 2.
  • the power distribution mechanism 3 is a mechanism that is coupled to the engine 4 and the motor generators MG 1 and MG 2 and distributes the power between them.
  • the power distribution mechanism 3 includes a planetary gear having three rotating shafts: a sun gear, a planetary carrier, and a ring gear.
  • a gear mechanism can be used. These three rotating shafts are connected to the rotating shafts of engine 4 and motor generators MG 1 and MG 2, respectively.
  • the rotor of motor generator MG 1 is hollow and the crankshaft of engine 4 is passed through the center of the rotor to mechanically connect engine 4 and motor generators MG 1 and MG 2 to power distribution mechanism 3. Can do.
  • the rotating shaft of motor generator MG 2 is coupled to wheel 2 by a reduction gear and an operation gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG 2 may be further incorporated in power distribution mechanism 3.
  • Motor generator MG 1 operates as a generator driven by engine 4 and is incorporated in hybrid vehicle 100 as an electric motor that can start engine 4, and motor generator MG 2 It is installed in hybrid vehicles as a motor that drives wheels 2 as drive wheels.
  • Motor generators MG 1 and MG 2 are three-phase AC motors, for example, three-phase AC synchronous motors.
  • Motor generator MG 1 includes, as a stator coil, a three-phase coil including U-phase coiner Ul, V-phase coil V 1 and W-phase coinor W 1.
  • Motor generator MG 2 includes a three-phase coil ⁇ / consisting of a U-phase coil U 2, a V-phase coil V 2 and a W-phase coil W 2 as a stator coil.
  • Motor generator MG 1 generates a three-phase AC voltage using the output of engine 4, and outputs the generated three-phase AC voltage to inverter 20. Motor generator MG 1 generates driving force by the three-phase AC voltage received from inverter 20, and starts engine 4.
  • Motor generator MG 2 generates vehicle driving torque by the three-phase AC voltage received from inverter 30. Motor generator MG 2 generates a three-phase AC voltage and outputs it to inverter 30 during regenerative braking of the vehicle.
  • the battery B is a DC power supply that can be charged and discharged, and is composed of, for example, a secondary battery such as a nickel / rehydrogen ion. Battery B outputs DC power to boost converter 10. Also, the battery B is charged by the DC voltage output from the boost converter 10. Note that a large capacity capacitor is used as battery B. Good.
  • Boost converter 10 includes a rear tuttle L, npn transistors Q1 and Q2, and diodes Dl and D2.
  • One end of the reactor L is connected to the power supply line P L 1, and the other end is connected to the connection point of the n pn transistors Ql and Q 2.
  • n p n-type transistors Q l and Q2 are connected in series between the power supply line P L 2 and the ground line SL, and receive the signal PWC from the control device 60 as a base.
  • Diodes D 1 and D 2 are respectively connected between the collector emitters of the n p n type transistors Q l and Q 2 so that current flows from the emitter lj to the collector side.
  • an IGBT Insulated Gate Bipolar Transistor
  • a power MOSFET Metal
  • Power switching elements such as Oxide Semiconductor Field-Effect Transistor
  • Inverter 20 includes a U-phase arm 22, a V-phase arm 24 and a W-phase arm 26.
  • U-phase arm 22, V-phase arm 24 and W-phase arm 26 are connected in parallel between power supply line P L 2 and ground line S L.
  • the U-phase arm 22 includes npn transistors Q 11 and Q 12 connected in series
  • the V-phase arm 24 includes np n-type transistors Q 13 and Q 14 connected in series
  • the W-phase arm 26 includes Includes npn transistors Q15 and Q16 connected in series.
  • Diodes D 1 1 to ⁇ > 16 that flow current from the emitter side to the collector side are connected between the collector and emitter emitters of the npn transistors Q 11 to Q 16, respectively.
  • the connection point of each ⁇ ⁇ ⁇ type transistor in each phase arm is the neutral point N 1 of each phase coil of the motor generator MG 1 via the U, V, W phase lines UL 1, VL 1, WL 1. Are connected to different coin ends.
  • Inverter 30 includes a U-phase arm 32, a V-phase arm 34 and a W-phase arm 36.
  • U-phase arm 32, V-phase arm 34, and W-phase arm 36 are connected in parallel between power supply line P L 2 and ground line S L.
  • U-phase arm 32 includes np n-type transistors Q 21 and Q 22 connected in series
  • V-phase arm 34 includes npn-type transistors Q 23 and Q 2 connected in series
  • 4 and the W-phase arm 36 includes npn transistors Q 25 and Q 26 connected in series.
  • diodes D21 to D26 that flow current from the emitter side to the collector side are respectively connected.
  • the connection point of each npn-type transistor in each phase arm is the neutral of each phase coil of the motor generator MG 2 via the U, V, W phase lines UL 2, VL 2, WL 2. It is connected to a coil end different from point N2.
  • Hybrid vehicle 100 further includes capacitors CI, C 2, relay circuit 40, connector 50, mode switching switch 52, control device 60, AC line ACL 1, ACL 2, and voltage sensors 71 to 74.
  • Current sensors 80 and 82 are provided.
  • Capacitor C 1 is connected between power line PL 1 and ground line S L to reduce the influence on battery B and boost converter 10 due to voltage fluctuation. Voltage VL between power line PL 1 and ground line SL is measured by voltage sensor 73.
  • Capacitor C 2 is connected between power supply line PL 2 and ground line SL, and reduces the influence on inverters 20 and 30 and boost converter 10 due to voltage fluctuations.
  • the voltage VH between the power line PL 2 and the ground line S L is measured by the voltage sensor 7 2.
  • Boost converter 10 boosts a DC voltage supplied from battery B via power supply line P L 1 and outputs the boosted voltage to power supply line PL 2. More specifically, based on the signal PWC from the control device 60, the boosting comparator 10 accumulates the current that flows according to the switching operation of the npn transistor Q2 as magnetic field energy in the reactor L, and The stored energy is released by flowing current to the power supply line PL 2 via the diode D 1 in synchronization with the timing when the npn transistor Q 2 is turned off, thereby performing a boosting operation.
  • Boost converter 10 steps down DC voltage received from one or both of inverters 20 and 30 through power line PL 2 to voltage level of battery B based on signal PWC from control device 60.
  • Inverter 20 converts DC voltage supplied from power supply line PL 2 into three-phase AC voltage based on signal PWM 1 from control device 60 to drive motor generator MG 1.
  • motor generator MG 1 is driven so as to generate torque specified by torque command value TR 1.
  • Inverter 20 receives the output from engine 4 and converts the three-phase AC voltage generated by motor generator MG 1 into a DC voltage based on signal PWM1 from controller 60. Output to line PL 2.
  • Inverter 30 converts a DC voltage supplied from power supply line P L 2 into a three-phase AC voltage based on signal PWM2 from control device 60, and drives motor generator MG2. As a result, motor generator MG 2 is driven so as to generate the torque specified by 'torque command value TR 2. Further, the inverter 30 converts the three-phase AC voltage generated by the motor generator MG 2 in response to the rotational force from the drive shaft to the DC voltage based on the signal P WM 2 from the control device 60 during the regenerative braking of the vehicle. Then, the converted DC voltage is output to the power supply line PL2.
  • regenerative braking here refers to braking with regenerative power generation when the driver of the hybrid vehicle 100 operates the foot brake, or the foot brake is not operated, but the accelerator pedal is turned off while driving. This includes decelerating (or stopping acceleration) the vehicle while generating regenerative power.
  • Relay circuit 40 includes relays RY1 and RY2.
  • the relays RY1 and RY2 for example, a mechanical contact relay can be used, but a semiconductor relay may be used.
  • Relay RY1 is provided between AC line ACL 1 and connector 50, and is turned ON / OF according to signal CNTL from control device 60.
  • the relay RY2 is provided between the AC line ACL 2 and the connector 50, and is turned ON according to the signal CNTL from the control device 60.
  • the relay circuit 40 disconnects the Z connection between the AC lines ACL 1 and ACL 2 and the connector 50 in accordance with the signal CNTL from the control device 60. That is, when the relay circuit 40 receives the H (logic high) level signal CNTL from the control device 60, the relay circuit 40 electrically connects the AC lines ACL 1 and AC L 2 to the connector 50, and AC line ACL when L (logic low) level signal CNTL is received 1, Electrically disconnect ACL 2 from connector 50.
  • Connector 50 includes first and second terminals (not shown) for receiving AC power from commercial power supply 55 outside the vehicle.
  • the first and second terminals are connected to relays RY1 and RY2 of relay circuit 40, respectively.
  • Line voltage V AC of AC lines ACL 1 and ACL 2 is measured by voltage sensor 74, and the measured value is transmitted to control device 60.
  • the mode switching switch 52 is a switch for the driver to select either the HV driving priority mode or the EV driving priority mode.
  • the HV driving priority mode is the HV driving mode that assumes regenerative power generation by the engine 4 and the motor generator MG 1, and the engine 4 and the motor generator MG 1 are stopped and only the battery B is used as the energy source. This mode emphasizes the EV driving mode.
  • the EV driving emphasis mode is a mode in which the EV driving mode is more important than the HV driving mode. Details will be described later.
  • the mode switching switch 52 outputs an H level signal to the control device 60 when the HV driving emphasis mode is selected, and outputs an L level signal when the EV driving emphasis mode is selected. Output to 60.
  • Voltage sensor 71 detects a voltage VB of battery B and outputs the detected voltage VB to control device 60.
  • Voltage sensor 73 detects the voltage across capacitor C 1, that is, the input voltage VL of boost converter 10, and outputs the detected voltage VL to control device 60.
  • the voltage sensor 72 detects the voltage across the capacitor C 2, that is, the output voltage VH of the boost converter 10 (corresponding to the input voltage of the inverters 20 and 30; the same shall apply hereinafter) and detects the detected voltage VH. Output to control device 60.
  • Current sensor 80 detects motor current MCRT 1 flowing through motor generator MG 1 and outputs the detected motor current MCRT 1 to control device 60.
  • Current sensor 82 detects motor current MCRT 2 flowing in motor generator MG 2 and outputs the detected motor current MCRT 2 to control device 60.
  • the control device 60 is configured to output torque command values TR 1 and TR 2 of motor generators MG 1 and MG 2 output from an HV—electronic control unit (ECU) (not shown). Based on the motor speed MRN 1 and MRN2, the voltage VL from the voltage sensor 73, and the voltage VH from the voltage sensor 72, a signal PWC for driving the boost converter 10 is generated, and the generated signal PWC is Output to boost converter 10.
  • ECU electronic control unit
  • control device 60 generates signal PWM1 for driving motor generator MG 1 based on voltage VH, motor current MCRT 1 of motor generator MG 1 and torque command value TR 1, and generates the generated signal PWM1. Is output to inverter 20. Further, control device 60 generates a signal PWM 2 for driving motor generator MG 2 based on voltage VH, motor current MCRT 2 of motor generator MG 2 and torque command value TR 2, and generates the generated signal PWM 2. Output the signal PWM 2 to the inverter 30.
  • control device 60 uses the signal IG from an ignition key not shown (or an ignition switch, the same shall apply hereinafter) and the neutral point N1, motor generator MG1, MG2 based on the SOC of battery B.
  • Signals PWM1 and PWM2 for controlling inverters 20 and 30 are generated so that AC power from commercial power source 55 applied between N2 is converted to DC power and battery B is charged.
  • control device 60 determines whether or not charging is possible from the outside of the vehicle based on the SOC of the battery B. When it is determined that charging is possible, the control device 60 outputs an H level signal CNTL to the re-I / circuit 40. On the other hand, when the control device 60 determines that the battery B is almost fully charged and cannot be charged, the control device 60 outputs the L level signal CNTL to the relay circuit 40, and the signal IG indicates the stopped state. Inverter 20 and 30 are stopped.
  • control device 60 controls the SOC of the battery B within a predetermined control range. Specifically, control device 60 drives and controls engine 4 and motor generator MG 1 that generates electric power using the output of engine 4 (including stopping engine 4 and motor generator MG 1), and a battery. Control B's SOC.
  • control device 60 receives a signal from the mode switching switch 52, and If it is determined that the EV driving priority mode is selected based on the received signal, it is determined that the battery B's SO C is higher than when the HV driving priority mode is selected by the mode switch 52 according to the method described later. Set a low control range.
  • selecting either the HV driving priority mode or the EV driving priority mode with the mode switching switch 52 corresponds to switching the predetermined control range of the SOC of the battery B.
  • FIG. 2 is a functional block diagram of the control device 60 shown in FIG. Referring to FIG. 2, control device 60 includes a converter control unit 61, a first inverter control unit 62, a second inverter control unit 63, and an AC input control unit 64.
  • the converter control unit 61 turns ON / OFF the npn transistors Q1 and Q2 of the boost converter 10 based on the voltage VB, the voltage VH, the torque command values TR1 and TR2, and the motor rotation speeds MRN1 and MRN2.
  • the signal PWC is generated, and the generated signal PWC is output to the boost converter 10.
  • the first inverter control unit 62 is a signal for turning ON / OFF the npn transistors Q 1 1 to Q 16 of the inverter 20 based on the torque command value TR 1 of the motor generator MG 1, the motor current MCRT 1 and the voltage VH. P WM 1 is generated, and the generated signal PWM 1 is output to the inverter 20.
  • the second inverter control unit 63 generates a signal P for turning ON / OFF the npn transistors Q 21 to Q 26 of the inverter 30 based on the torque command value TR 2 of the motor generator MG 2, the motor current MCRT 2 and the voltage VH. WM 2 is generated, and the generated signal PWM 2 is output to the inverter 30.
  • the AC input control unit 64 determines the driving state of the motor generators MG 1 and MG 2 based on the torque command values TR 1 and TR 2 and the motor rotational speeds MRN 1 and MRN 2, and determines the signal IG and the battery B SOC Based on this, the two inverters 20 and 30 are coordinated to convert the AC voltage applied to the connector 50 into DC. Boost the voltage and charge battery B.
  • the AC input control unit 64 has the motor generators MG 1 and MG 2 in a stopped state and the ignition key is turned to the OFF position based on the signal IG. If it is determined, the charging operation is performed if the SOC of battery B is lower than a predetermined level. Specifically, AC input control unit 64 outputs relays RY1 and RY2 by outputting H level signal CNTL to relay circuit 40. Then, if there is an input of voltage VAC, AC input control unit 64 generates control signal C TL 1 according to this, and controls inverters 20 and 30 to convert the AC voltage applied to connector 50 to DC. Boost the voltage at the same time to charge battery B.
  • AC input control unit 64 determines that motor generators MG1 and MG2 are in the drive state or the ignition key is turned to the ON position based on signal IG, and battery B If the SOC is higher than the specified level, the charging operation is not performed. Specifically, AC input control unit 64 outputs relay signal RY 1 and RY 2 by outputting L level signal CNTL to relay circuit 40 and generates control signal CTL 0 to generate boost converter 10 and inverter 20. , 30 to perform normal operation during vehicle operation.
  • FIG. 3 is a functional block diagram of converter control unit 61 shown in FIG.
  • converter control unit 61 includes an inverter input voltage command calculation unit 1 1 2, a feedback voltage command calculation unit 1 14, a duty ratio calculation unit 1 16, and a PWM signal conversion unit 118. .
  • the inverter input voltage command calculation unit 1 12 calculates the optimum value (target value) of the inverter input voltage, that is, the voltage command VH—com, based on the torque command value TR 1, D R 2 and the motor speed MRN1, MRN 2. Then, the calculated voltage command VH 1 com is output to the feedback voltage command calculation unit 114.
  • the feedback voltage command calculation unit 1 14 outputs the voltage based on the output voltage VH of the boost converter 10 detected by the voltage sensor 72 and the voltage command VH—com from the inverter input voltage command calculation unit 1 12. Calculate feedback voltage command VH—c om— fb to control voltage VH to voltage command VH—c om The calculated feedback voltage command VH—c om_f b is output to the duty ratio calculator 1 1 6.
  • Duty ratio calculation unit 1 16 calculates the output voltage VH of boost converter 1 ⁇ based on voltage VB from voltage sensor 71 and feedback voltage command VH—com_fb from feedback voltage command calculation unit 1 14. Calculates the duty ratio to control to command VH—com and outputs the calculated duty ratio to PWM signal converter 118.
  • PWM signal converter 1 18 is a PWM (Pulse Width Modulation) for turning off npn transistors Q 1 and Q 2 of boost converter 10 based on the duty ratio received from duty ratio calculator 1 16 A signal is generated, and the generated PWM signal is output as a signal PWC to the npn transistors Q 1 and Q 2 of the boost converter 10.
  • PWM Pulse Width Modulation
  • n pn transistor Q 2 in the lower arm of boost converter 10 increases the power storage in rear tuttle L, so that a higher voltage output can be obtained.
  • increasing the ON duty of the upper arm npn transistor Q 1 lowers the voltage on the power line PL 2. Therefore, by controlling the duty ratio of the npn transistors Q 1 and Q 2, the voltage of the power line P L 2 can be controlled to an arbitrary voltage higher than the output voltage of the battery B.
  • the P WM signal conversion unit 118 sets the npn-type transistor Q 1 in the conductive state regardless of the output of the duty ratio calculation unit 1 16, and sets the np-type transistor Q 2. Non-conducting state. As a result, a charging current can flow from the power line 1 P L 2 toward the power line P L 1.
  • FIG. 4 is a functional block diagram of first and second inverter control units 62 and 63 shown in FIG. Referring to FIG. 4, each of first and second inverter control units 62, 63 includes a motor control phase voltage calculation unit 120 and a PWM signal conversion unit 122.
  • the motor control phase voltage calculator 120 calculates the input voltage VH of inverters 20 and 30. Receives motor current MCRT 1 (or MCRT2) from voltage sensor 72 and flows in each phase of motor generator MG 1 (or MG2) from current sensor 80 (or 8 2), and receives torque command value TR 1 (or TR2) as HV — Receive from ECU. Then, based on these input values, motor control phase voltage calculation unit 120 calculates a voltage to be applied to each phase coil of motor generator MG 1 (or MG 2), and calculates the calculated phase coil voltage. Output to PWM signal converter 122.
  • the P WM signal conversion unit 122 When receiving the control signal CTL 0 from the AC input control unit 64, the P WM signal conversion unit 122 actually uses the inverter 20 (or 30) based on each phase coin voltage command received from the motor control phase voltage calculation unit 120. Npn transistors Q 1 1 to Q 16 (or ⁇ 321 to (226) ON / OFF signal P WM 1 __0 (a kind of signal PW Ml) (or PWM2_0 (a kind of signal PWM 2))] Then, the generated signal PWM1__0 (or PWM2—0) is output to each npn transistor Q 1 1 to Q 16 (or Q 21 to Q 26) of inverter 20 (or 30).
  • each np n-type transistor Ql 1 to Q 16 (or Q21 to Q
  • the P WM signal conversion unit 122 receives the control signal CTL 1 from the U-phase arm of the inverter 20 (or 30) regardless of the output of the motor control phase voltage calculation unit 120.
  • Np n- type transistors Q 1 1 to Q 16 so that alternating current of the same phase flows through 22 (or 32), V phase arm 24 (or 3 4) and W phase arm 26 (or 36) ON / OFF signal PWM1_1 (a type of signal PWM 1) (or PWM2_1 (a type of signal PWM 2)) is generated and the generated signal PWM 1—1 (or PWM2—1) is converted to inverter 20 (or 30) Npn transistor Q 1 1 to Q 1 6 (or Q 21 to Q 26).
  • Rotators MG1 and MG2 do not generate rotational torque.
  • the inverters 20 and 30 are coordinated to convert the AC voltage VAC into a DC charging voltage.
  • FIG. 5 is a simplified diagram of the block diagram of FIG.
  • the U-phase arm of inverters 20 and 30 in FIG. 1 is shown as a representative.
  • the U-phase coil is shown as a representative.
  • a typical explanation of the U phase is that the same phase current flows through each phase coil, so the other two-phase circuits behave the same as the U phase.
  • the set of U-phase coil U 1 and U-phase arm 22 and the set of U-phase coil U 2 and U-phase arm 32 each have the same configuration as that of boost converter 10. Therefore, for example, it is possible not only to convert an AC voltage of 100V into a DC voltage, but also to convert it into a charging voltage of about 200V if boosted further.
  • FIG. 6 is a diagram showing the control state of the transistor during charging. Referring to FIGS. 5 and 6, first, when voltage VAC> 0, that is, voltage V 1 of line AC L 1 is higher than voltage V 2 of line AC L 2, npn transistor Q of boost converter 10 1 is turned on, and npn transistor Q2 is turned off. Thus, boost converter 10 can flow a charging current from power supply line P L 2 toward power supply line P L 1.
  • the npn transistor Q12 is switched with a period and a duty ratio corresponding to the voltage VAC, and the npn transistor Ql1 is synchronized with the OFF state or the conduction of the diode D11. The switching state is controlled to be conducted.
  • the npn transistor Q21 is turned off and the npn transistor Q22 is controlled to be turned on.
  • the current flows in the path of coinolette U l ⁇ npn transistor Q 12 ⁇ diode D 22 ⁇ coil U 2 while the npn transistor Q 12 is in the ON state.
  • the energy stored in the coils Ul, U 2 is npn type
  • the transistor Q l 2 is released when it is turned off, and a current flows through the power supply line PL 2 via the diode D l 1.
  • the npn transistor Q11 may be turned on in synchronization with the conduction period of the diode D11.
  • the step-up ratio is determined based on the values of voltage VAC and voltage VH, and the switching period and duty ratio of npn transistor Q12 are determined. -Next, when the voltage VAC is 0, that is, when the voltage V 1 of the line AC L 1 is lower than the voltage V 2 of the line AC L 2, the npn transistor Q 1 of the boost converter is turned on, and the npn transistor Q 2 is turned off. Thus, boost converter 10 can flow a charging current from power supply line PL 2 toward power supply line PL 1.
  • the npn transistor Q 22 is switched with a period and duty ratio corresponding to the voltage VAC, and the npn transistor Q 21 is turned on in synchronization with the FF state or the conduction of diode D 21.
  • the switching state is controlled.
  • the npn transistor Q11 is set to the OFF state, and the npn transistor Q12 is controlled to be in the ON state.
  • the current flows in the path of coil U 2 ⁇ n p n-type transistor Q 22 ⁇ diode D 1 2 ⁇ coil U 1 in the ON state of n p n-type transistor Q 22.
  • the energy stored in the coils Ul and U 2 is released when the n pn transistor Q 22 enters the OF F state, and a current flows to the power supply line PL 2 via the diode D 21.
  • the npn transistor Q21 may be turned on in synchronization with the conduction period of the diode D21.
  • the step-up ratio is obtained based on the values of the voltage VAC and the voltage VH, and the switching period and the duty ratio of the n n-type transistor Q 22 are determined.
  • FIG. 7 is a flowchart showing a control structure of a program related to determination of charging start by control device 60 shown in FIG.
  • the processing in this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is met. It is.
  • control device 60 determines whether or not the idle key has been turned to the OFF position based on signal IG from the regeneration key (step S1). If control device 60 determines that the ignition key has not been turned to the OFF position (NO in step S1), it is inappropriate to connect the charging cable to the vehicle and perform charging, and therefore to step S6. Processing proceeds and control is transferred to the main routine.
  • step S 1 If it is determined in step S 1 that the ignition key has been turned to the OFF position (YES in step S 1), it is determined that charging is appropriate, and the process proceeds to step S 2.
  • step S2 relays RY1 and RY2 are controlled from the non-conductive state to the conductive state, and voltage VAC is measured by voltage sensor 74. If no AC voltage is observed, it is considered that the charging cape / recorder is not connected to the socket of connector 50. Therefore, the process proceeds to step S6 without performing the charging process, and the control is transferred to the main routine. Moved.
  • step S3 it is determined whether or not the SOC of battery B is smaller than a threshold value S t h (F) indicating a fully charged state.
  • step S4 control device & 0 charges battery B by cooperatively controlling the two inverters.
  • step S5 a charge stop process is performed. Specifically, the inverters 20 and 30 are stopped, the relays RY1 and RY2 are opened, and the AC power input to the hybrid vehicle 100 is cut off. Then, the process proceeds to step S6, and the control is returned to the main routine.
  • FIG. 8 is a diagram showing the change in S0C of battery B when the HV driving priority mode is selected by mode switching switch 52 shown in FIG. Refer to Figure 8 When the HV driving priority mode is selected by mode switching switch 52, control device 60 sets the control range of NOT B to the upper limit value SU1 and lower limit value SL1. SC 1 represents the center value of the control range of SOC when the HV traveling priority mode is selected.
  • the hybrid vehicle 100 starts running from the state where the battery B is fully charged. Until the SOC of battery B falls below the upper limit SU 1 at time t1, motor generator MG 1 using the output of engine 4 will not generate electricity, and it will run using the electric power stored in battery B. EV running Is done.
  • the traveling mode is switched from the EV traveling mode to the HV traveling mode on the assumption that the engine 4 and motor generator MG1 are driven.
  • Engine 4 and motor generator MG 1 are started and stopped according to SOC of battery B, and S B of battery B is controlled between upper limit value SU 1 and lower limit value SL 1. Is done.
  • FIG. 9 is a diagram showing a change in SOC of battery B when the EV traveling priority mode is selected by mode switching switch 52 shown in FIG. Referring to FIG. 9.
  • control device 60 sets the control range of battery B SCO to upper limit value SU 2 and lower limit value S L 2.
  • SC2 represents the center value of the control range of SOC when the EV traveling importance mode is selected.
  • the upper limit value S U 2 and the lower limit value S L 2 are lower than the upper limit i straight SU 1 and the lower limit its L 1 shown in FIG. 8, respectively. That is, when the EV driving emphasis mode is selected by the mode switching switch 52, the control device 60 controls the SOC control range of the battery B more than when the HV driving emphasis mode is selected by the mode switching switch 52. Set low.
  • the traveling mode is switched from the EV traveling mode to the HV traveling mode on the assumption that the engine 4 and motor generator MG 1 are driven.
  • Engine 4 and motor generator MG 1 are started and stopped in accordance with the SOC of battery B, and the SOC of battery B is controlled between upper limit value S U 2 and lower limit value S L 2.
  • the EV driving mode is selected more than when the HV driving emphasis mode is selected by the mode switching switch 52.
  • the period becomes longer. In other words, EV driving is more important than HV driving.
  • the BOC of Notteri B is controlled to a lower level than when the HV driving mode is selected.
  • the EV driving mode is switched to the HV driving mode at an earlier stage than when the EV driving priority mode is selected by the mode switching switch 52. .
  • HV driving is more important than EV driving.
  • the SOC of battery B is controlled to a higher level than when EV driving mode is selected.
  • this mode switching switch 52 the power cost when charging battery B from commercial power source 55 outside the vehicle can be reduced. That is, when charging is performed during a day when the electricity rate is relatively low (for example, late-night power hours) (for example, the charging equipment is at home and the return home is at night) In this case, the driver selects the EV driving priority mode using the mode switching switch 52. As a result, the electric power stored in battery B is actively used, and when returning home, S0C of battery B is at a lower level than when HV driving priority mode is selected. Therefore, it is possible to allocate more low-priced late-night power to the charging of the battery B, and to reduce the power cost.
  • the electricity rate for example, late-night power hours
  • S0C of battery B is at a lower level than when HV driving priority mode is selected. Therefore, it is possible to allocate more low-priced late-night power to the charging of the battery B, and to reduce the power cost.
  • the driver selects the HV driving emphasis mode using the mode switching switch 52. Keep it. Then, the SOC of battery B at the start of charging is Since this level is higher than when EV driving priority mode is selected, it is possible to reduce the amount of charge due to expensive daytime electricity and reduce the total power cost.
  • FIG. 10 is a flowchart showing a control structure of a program related to setting of the SOC control range by the control device 60 shown in FIG. The process shown in this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 60 determines whether or not the ignition key has been turned to the ON position based on signal IG from the ignition key (step S10). If control device 60 determines that the ignition key has not been turned to the ON position (NO in step S10), it ends a series of processing and returns control to the main routine (step S70).
  • step S10 If it is determined in step S10 that the ignition key has been turned to the ON position (YES in step S10), the control device 60 acquires a signal from the mode switching switch 52 (step S20). Next, based on the signal from the mode switching switch 52, the control device 60 determines whether the HV traveling priority mode is selected by the mode switching switch 52 or the EV traveling priority mode is selected (step) S 30).
  • control device 60 determines that the signal from mode switching switch 52 is at the H level and the HV driving emphasis mode is selected (YES in step S30). If control device 60 determines that the HV driving emphasis mode is selected. Set the lower limit (Step S40). That is, control device 60 sets upper limit value SU 1 and lower limit value S L 1 shown in FIG.
  • control device 60 determines that the signal from mode switching switch 52 is at the L level and EV driving priority mode is selected (NO in step S30), SOC control for EV driving priority mode is selected.
  • Set the upper and lower limit values step S50). That is, control device 60 sets upper limit value SU 2 and lower limit value S L 2 shown in FIG. 9 as the upper and lower limit values of the SOC of battery B.
  • control device 60 controls the SOC of the battery B within the control range based on the set control upper and lower limit values (step S 60). Then, the control device 60 ends a series of processes, and the control is returned to the main routine (step S 70).
  • the control range of the SOC of the battery B can be switched by the mode switching switch 52, the point having the charging facility in the midnight power hours where the power rate is low. If you are likely to arrive at your home (for example, at home), select the EV driving priority mode using the mode switch 5 2, and the battery B will be more effective than when the normal HV driving priority mode is selected.
  • the control range of S0C can be set low. If you do so, the power charged in battery B will be actively used when you travel to your home, and you will be able to increase the amount of charge from the external power source at home. Electricity can be used for charging. Therefore, the power cost for charging battery B from the outside of the vehicle can be reduced.
  • FIG. 11 is an overall block diagram of a hybrid vehicle according to Embodiment 2 of the present invention. Referring to FIG. 11, this hybrid vehicle 10 OA does not include mode switching switch 52 in the configuration of hybrid vehicle 10 0 according to the first embodiment shown in FIG. Instead, a control device 6 OA is provided. The other configurations of the hybrid vehicle 10 O A are the same as the hybrid vehicle 100.
  • Control device 6 OA determines whether to use EV driving priority mode or HV driving priority mode from the viewpoint of reducing power costs when charging battery B from commercial power supply 55 outside the vehicle, using the method described below. Then, based on the judgment result, the SOC control range of battery B is set.
  • Fig. 12 is a 1 "flow chart showing the control structure of the program related to the setting of the SOC control range by the control device 60 A shown in Fig. 11. The process shown in this flowchart is also shown in Fig. 12. , The main time every fixed time or every time a predetermined condition is met Called from a routine and executed.
  • this control structure includes steps S 1 10 and S 120 in place of steps S 20 and S 30 in the control structure shown in FIG.
  • the control device 6 OA receives a battery from the commercial power supply 55 outside the vehicle.
  • the arrival time at a point where B can be charged is predicted (step S 110).
  • the arrival time can be predicted using, for example, position information from a car navigation device (not shown).
  • control device 6 OA determines whether or not the estimated arrival time at the rechargeable point is included in a predetermined time zone indicating night (step S 120). If control device 6 OA determines that the estimated arrival time at the point where charging is possible is not included in the predetermined time zone (that is, the estimated arrival time is noon) (NO in step S120), it proceeds to step S40. Go ahead and set the SOC control upper and lower limits for HV driving priority mode. On the other hand, when control device 60A determines that the estimated arrival time at the chargeable point is included in the predetermined time zone (that is, the estimated arrival time is at night) (YES in step S120), step S50 is performed. To set the SOC control upper and lower limit values for EV driving priority mode.
  • control device 60A is the same as that of control device 60 in the first embodiment.
  • the EV driving emphasis mode is selected when it is determined by the control device 60A that the estimated arrival time is night.
  • the above predetermined time zone may be freely set according to fluctuations in the power rate.
  • Embodiment 2 when the estimated arrival time at the charging point is night, The line-oriented mode is selected, but if the charging time cannot be secured sufficiently, a situation may occur in which the next driving cannot be sufficiently secured (for example, when the fuel level of engine 4 is low). The next run will be started with both fuel and S0C lowered. Therefore, in the third embodiment, even if it is determined that the estimated arrival time at the charging point is night, if sufficient charging time cannot be secured, the HV driving priority mode is selected.
  • FIG. 13 is an overall block diagram of a hybrid vehicle according to Embodiment 3 of the present invention.
  • this hybrid vehicle 100 B further includes a schedule setting unit 54 in the configuration of the hybrid vehicle 10 OA according to the second embodiment shown in FIG. 11, and includes a control device. 6 A control device 60B is provided instead of OA.
  • the other configuration of the hybrid vehicle 1 0 0 B is the same as that of the hybrid vehicle 1 0 0 A.
  • the schedule setting unit 54 is an input device for the driver to set the travel schedule of the vehicle.
  • the driver can set the vehicle travel schedule including the next scheduled start time of travel from the schedule setting unit 54. Then, schedule setting unit 54 outputs the travel schedule set by the driver to control device 60 B.
  • the control device 60B receives the travel schedule set by the driver from the schedule setting unit 54. Then, according to the method described later, the control device 6 OB should be in the HV driving emphasis mode based on the estimated arrival time at the charging point and the driving schedule of the schedule setting unit 54 or the like.
  • the control range of the battery B SOC is set based on the determination result.
  • FIG. 14 is a flowchart showing a control structure of a program relating to setting of the SOC control range by control device 60 B shown in FIG.
  • the processing shown in this flow chart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • this control structure further includes steps S 1 30 to S 1 5 0 in the control structure shown in FIG. That is, in step S 1 2 0, the estimated arrival time at the charging point is included in the predetermined time zone (ie, the estimated arrival time). If it is determined that the time is at night (YES in step S120), the controller 6OB obtains the travel schedule set by the driver in the schedule control setting unit 54 from the schedule setting unit 54 (step S). 130).
  • control device 60 B extracts the next scheduled travel start time based on the travel schedule from the schedule setting unit 54, and predicts the arrival at the rechargeable point, the time and the next travel start predicted in step S110.
  • a time difference ⁇ T from the scheduled time is calculated (step S140).
  • control device 60B determines whether or not the calculated time difference ⁇ T is equal to or longer than minimum time T hh necessary for sufficiently charging battery B (step S150).
  • control device 60 B determines that time difference ⁇ T is equal to or greater than minimum time T th (YES in step S 150), control device 60 B determines that battery B can be sufficiently charged using midnight power at a chargeable point. Then, proceed to step S50 to set the upper and lower limits of SOC control for EV driving priority mode.
  • step S 150 determines that the time difference ⁇ is smaller than the minimum time T th (NO in step S 150)
  • control device 60B determines that battery B cannot be sufficiently charged, and step S 4 Proceed to Q to set the upper and lower limits of SOC control for HV driving priority mode.
  • control device 60 B is the same as that of control device 60 A in the second embodiment.
  • the schedule setting unit 54 sets the vehicle travel schedule. However, the schedule setting unit 54 may directly set the next scheduled start time of travel.
  • the time difference ⁇ T between the estimated arrival time and the scheduled next travel start time determined based on the travel schedule set by the schedule setting unit 54 is less than the minimum time T th. If it is too short, even if the estimated arrival time is night, setting the SOC control range low will be stopped (that is, the HV driving priority mode will be selected). Secured. Therefore, it is possible to avoid a situation where the SOC of battery B is unnecessarily lowered. [Embodiment 4]
  • a schedule setting unit 54 is provided, and the setting of the travel schedule is left to the driver.
  • the driving schedule is learned based on the daily driving pattern, and the setting of the driving schedule is automated.
  • the hybrid vehicle 100 C according to the fourth embodiment is In the configuration of the hybrid vehicle 10 OA according to the second embodiment, a control device 60 C is provided instead of the control device 6 OA.
  • the other configurations of the hybrid vehicle 100 C are the same as the hybrid vehicle 10 OA.
  • the control device 60 C learns the travel schedule of the hybrid vehicle 100 C based on the daily travel time. Then, based on the estimated arrival time at the rechargeable point and the learned travel schedule, the control device 60 C determines whether the HV traveling emphasis mode should be selected or the EV traveling emphasis mode, and the determination result is Based on this, set the S ⁇ C control range of battery B.
  • FIG. 15 is a flowchart showing a control structure of a program related to learning of a travel schedule by control device 60 C in the fourth embodiment. The process shown in this flowchart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 60 C determines whether or not the ignition key has been turned to the ON position based on signal IG from the ignition key (step S 210).
  • control device 60 C determines that the ignition key has been turned to the ON position (YES in step S 210)
  • the vehicle system is activated (step S 220).
  • control device 60 C stores the system activation time in a RAM (Random Access Memory) (not shown) as the travel start time (step S 230). Thereafter, the control device .60 C ends the series of processes, and the control is returned to the main routine (step S280).
  • RAM Random Access Memory
  • step S210 If it is determined in step S210 that the ignition key is not turned to the ON position (NO in step S210), the control device 60C determines whether the ignition key is turned to the OFF position. (Step S 24 0). Control device 60C does not have the ignition key turned to the OFF position. If NO is determined (NO in step S240), the series of processing is terminated, and control is returned to the main routine (step S280).
  • step S 240 if it is determined in step S 240 that the ignition key has been turned to the OFF position (YES in step S 240), the control device 60 C reads the travel start time stored in the RAM in step S 230 from the RAM. Obtain (step S 250). Then, the control device 60 C reads the learning data of the travel schedule stored in a non-illustrated readable / writable nonvolatile memory, and the travel start time and the ignition key in this trip are turned to the OFF position. The travel schedule is learned based on the travel end time (step S 260). When the travel schedule is learned in step S 260 and the learned data of the travel schedule after learning is written in the nonvolatile memory, the vehicle system Is stopped (step S270). Thereafter, the control device 60C ends a series of processes, and the control is returned to the main routine (step S280).
  • FIG. 16 is a flowchart showing a control structure of a program relating to setting of the SOC control range by control device 60C in the fourth embodiment.
  • the processing shown in this flowchart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • this control structure includes step S 1 35 in place of step S 1 30 in the control structure shown in FIG.
  • the control is performed.
  • the device 60C obtains the learning data of the travel schedule learned by the process shown in FIG. 15 from the nonvolatile memory in which it is stored (step S 1
  • control device 60B proceeds to step S140, 'calculates the next scheduled travel start time based on the acquired travel schedule learning data, and predicts the arrival time at the chargeable point and the next planned travel start time.
  • the time difference ⁇ T from the time is calculated.
  • control device 60 C is the same as that of control device 60 B in the third embodiment.
  • the vehicle travel schedule is learned.
  • the planned travel start time may be directly learned.
  • the same effect as in the third embodiment can be obtained.
  • the vehicle travel schedule is learned based on the daily vehicle travel pattern, it is not necessary to set the travel schedule by the driver, which is necessary in the third embodiment. become.
  • control devices 60, 6OA to 60C have the SOC of the battery B within a predetermined control range, that is, between the upper limit value SC1 and the lower limit value SL1.
  • the force notch B controlled to be controlled between the upper limit SC 2 and the lower limit SL 2 may be controlled to a predetermined control target value (for example, the center value SC 1 or SC 2).
  • the SOC control range is set more than when the HV driving priority mode is selected.
  • EV driving weight mode only the SOC lower limit value SL equal to or lower than the SOC control lower limit value SL 1 when selecting HV driving priority mode is set, and the lower limit value is set. If it falls below, you can switch from EV mode to HV mode.
  • AC power from the commercial power source 55 is applied between the neutral points 1 ⁇ 1 and N 2 of the motor generators MG 1 and 1 ⁇ 0 2, and the motor generators MG 1 and MG 2 It is assumed that battery B is charged using phase coil op inverters 20 and 30.
  • the present invention is also applied to a hybrid vehicle equipped with a separate external charging device (AC / DC converter) inside or outside the vehicle. Can do.
  • AC / DC converter AC / DC converter
  • engine 4 corresponds to “internal combustion engine” in the present invention
  • motor generator MG 2 corresponds to “rotating electric machine” in the present invention
  • Battery B corresponds to “power storage device” in the present invention
  • connector 50 corresponds to “power input unit” in the present invention
  • motor generator MG 1 and inverter 20 form a “power generation device” in the present invention
  • control device 6 0, 6 0 A to 60 C correspond to the “control unit” in the present invention.
  • the mode switching switch 52 corresponds to the “input device” in the present invention and corresponds to the steps S 1 1 0 executed by the control devices 60 A to 60 C according to the second to fourth embodiments.
  • the processing corresponds to the processing executed by the “prediction unit” in the present invention.
  • the schedule setting unit 54 corresponds to the “input device” in the present invention, and includes steps S 2 10 to S 2 70 executed by the control device 60 C according to the fourth embodiment.
  • the processing corresponds to the processing executed by the “learning unit” in the present invention.
  • motor generator MG 1 corresponds to “another rotating electric machine” in the present invention
  • inverters 20 and 30 are respectively “second inverter” and “first inverter” in the present invention.
  • the first and second inverter control units 6 2 and 6 3 and the AC input control unit 64 form an “inverter control unit” in the present invention.

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CN101687507A (zh) * 2007-07-12 2010-03-31 丰田自动车株式会社 混合动力车辆及混合动力车辆的控制方法
CN101827738A (zh) * 2007-10-19 2010-09-08 丰田自动车株式会社 外部充电ev/hv汽车
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US8285433B2 (en) * 2006-09-28 2012-10-09 Toyota Jidosha Kabushiki Kaisha Vehicle control device, vehicle control method, and recording medium having program recorded thereon
JP4976897B2 (ja) * 2007-03-27 2012-07-18 大阪瓦斯株式会社 車両、及び、電力システム
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