WO2012107999A1 - 車両 - Google Patents
車両 Download PDFInfo
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- WO2012107999A1 WO2012107999A1 PCT/JP2011/052639 JP2011052639W WO2012107999A1 WO 2012107999 A1 WO2012107999 A1 WO 2012107999A1 JP 2011052639 W JP2011052639 W JP 2011052639W WO 2012107999 A1 WO2012107999 A1 WO 2012107999A1
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- motor
- converter
- inverter
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- line
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/47—Engine emissions
- B60Y2300/474—Catalyst warm up
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio
Definitions
- the present invention relates to a vehicle equipped with an electrically heated catalyst for purifying exhaust gas of an internal combustion engine.
- a vehicle equipped with an internal combustion engine is generally provided with a catalyst for purifying exhaust gas of the internal combustion engine. If the catalyst does not reach the activation temperature, the exhaust cannot be sufficiently purified. Therefore, conventionally, an electrically heated catalyst (hereinafter referred to as “EHC”) configured to be able to heat the catalyst with an electric heater or the like has been proposed.
- EHC electrically heated catalyst
- Patent Document 1 discloses an AC motor for driving a vehicle, a power storage device that stores electric power to be supplied to the AC motor, and a direct current from the power storage device.
- a catalyst heating coil is connected between the conversion device and the AC motor, and the current flowing through the AC motor is also applied to the catalyst heating coil.
- a technique for heating a catalyst by energization is shown.
- the present invention has been made in order to solve the above-described problems, and an object of the present invention is to accurately control the catalyst temperature while heating the catalyst (EHC) by utilizing the current flowing between the converter and the motor. It is to control well.
- a vehicle according to the present invention is connected to a power storage device through a positive electrode line and a negative electrode line, and is connected to the power storage device, converts a direct current from the power storage device into an alternating current, and a first plurality of power lines.
- a first motor connected to the conversion device and driven by an alternating current converted by the conversion device and a second plurality of power lines connected to the conversion device and driven by an alternating current converted by the conversion device
- a second motor ; an engine connected to the first and second motors via a planetary gear device; and an electrically heated catalyst device for purifying exhaust from the engine.
- the catalyst device has one end connected to a first branch line branched from any one of the first plurality of power lines, and is heated with a current supplied via the first branch line.
- the end opposite to the one end of the catalyst device is connected to a second branch line branched from the negative electrode line.
- the first motor is rotated by the power of the second motor transmitted via the planetary gear device and reverse while the motor is running with the power of the second motor while the engine is stopped.
- Generate electromotive force While the motor is running, the catalyst device is heated by circulating a current generated by the counter electromotive force of the first motor between the first motor and the catalyst device through the first and second branch lines.
- the converter includes a converter that converts and outputs a voltage from the power storage device, a first inverter that converts a direct current output from the converter into an alternating current and outputs the alternating current to the first plurality of power lines, and a converter And a second inverter that converts the direct current output from the output to an alternating current and outputs the alternating current to the second plurality of power lines.
- the vehicle further includes an open / close circuit configured to be able to open and close an energization path of the catalyst device, and a control device that controls the conversion device and the open / close circuit.
- the control device controls the current supplied to the second motor by controlling the converter and the second inverter while the motor is running, and the current supplied to the catalyst device by controlling the open / close circuit and the first inverter. Control.
- the control device closes the open / close circuit so that a current generated by the back electromotive force of the first motor is supplied to the catalyst device via the first branch line.
- the control device controls the first inverter so that the direct current output from the converter is supplied to the catalyst device.
- the control device controls the first inverter so that a voltage equal to or lower than the voltage output from the converter is applied to the catalyst device via the first inverter.
- the control device predicts a current generated by the back electromotive force of the first motor based on the rotation phase and the rotation speed of the first motor during motor traveling, and adjusts the energization amount of the catalyst device based on the prediction result.
- the first inverter is controlled.
- the end opposite to the one end of the catalyst device is connected to a second branch line branched from a power line different from the power line to which the first branch line of the first plurality of power lines is connected.
- the converter is a converter that converts and outputs a voltage from the power storage device, a first inverter that converts a direct current output from the converter into an alternating current and outputs the alternating current to the first plurality of power lines, and is output from the converter. And a second inverter for converting the direct current into an alternating current and outputting it to the second plurality of power lines.
- the vehicle is provided on a power line to which the first branch line and the first branch line are connected, and the switching device configured to be able to switch the connection destination of the first inverter to either the first motor or the catalyst device; And a control device for controlling the conversion device and the switching device.
- the first motor is rotated by the power of the second motor transmitted through the planetary gear device during the motor traveling in which the vehicle is driven by the power of the second motor with the engine stopped. Arise.
- the control device controls the switching device so that the connection destination of the first inverter is the catalyst device, and the direct current output from the converter is passed through the first inverter.
- the catalyst device is fed.
- control device controls the energization amount of the catalyst device by controlling the first inverter.
- the catalyst temperature can be accurately controlled while heating the catalyst (EHC) by utilizing the current flowing between the converter and the first motor.
- FIG. 1 is an overall block diagram of a vehicle. It is a figure which shows the alignment chart at the time of EV driving
- FIG. 2 is a circuit configuration diagram (part 1) of a first MG, a second MG, a PCU, a battery, and an EHC. It is a functional block diagram (the 1) of ECU. It is a flowchart (the 1) which shows the process sequence of ECU.
- FIG. 3 is a diagram (part 1) illustrating a flow of current supplied to an EHC. It is a functional block diagram (the 2) of ECU. It is a flowchart (the 2) which shows the process sequence of ECU.
- FIG. 4 is a diagram (part 2) illustrating a flow of current supplied to the EHC.
- FIG. 3 is a circuit configuration diagram (part 2) of the first MG, the second MG, the PCU, the battery, and the EHC. It is a functional block diagram (the 3) of ECU. It is a flowchart (the 3) which shows the process sequence of ECU.
- FIG. 9 is a diagram (part 3) illustrating a flow of current supplied to the EHC;
- FIG. 1 is an overall block diagram of a vehicle 1 according to the present embodiment.
- the vehicle 1 includes an engine 10, a first MG (Motor Generator) 20, a second MG 30, a power split device 40, a speed reducer 50, a power control unit (hereinafter referred to as “PCU”) 60, a battery 70, a drive wheel 80, and an electronic control unit (Electronic Control Unit, hereinafter referred to as “ECU”) 200.
- PCU power control unit
- ECU Electronic Control Unit
- the engine 10 is an internal combustion engine that generates a driving force for rotating a crankshaft by combustion energy generated when an air-fuel mixture is combusted.
- the first MG 20 and the second MG 30 are multi-phase (in this embodiment, three phases of U phase, V phase, and W phase) permanent magnet synchronous motors.
- First MG 20 and second MG 30 may be single-phase motors.
- the vehicle 1 travels with power output from at least one of the engine 10 and the second MG 30.
- the driving force generated by the engine 10 is divided into two paths by the power split device 40. That is, one is a path that is transmitted to the drive wheels 80 via the speed reducer 50, and the other is a path that is transmitted to the first MG 20.
- the power split device 40 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10.
- the sun gear is connected to the rotation shaft of the first MG 20.
- the ring gear is connected to the rotation shaft of second MG 30 and speed reducer 50.
- the engine 10 the first MG 20 and the second MG 30 are connected via the power split device 40 formed of planetary gears, so that the rotational speed Ne of the engine 10, the rotational speed Nm1 of the first MG 20, and the rotational speed of the second MG 30.
- Nm2 is connected by a straight line in the nomograph.
- PCU 60 is connected to battery 70 via positive line PLb and negative line NLb.
- PCU 60 is connected to first MG 20 via three-phase power line L1 (U-phase power line L1u, V-phase power line L1v, and W-phase power line L1w).
- the PCU 60 is connected to the second MG 30 via a three-phase power line L2 (U-phase power line L2u, V-phase power line L2v, and W-phase power line L2w).
- the PCU 60 is controlled by a control signal from the ECU 200.
- PCU 60 converts the DC power supplied from battery 70 into AC power that can drive first MG 20 and second MG 30.
- PCU 60 outputs the converted AC power to first MG 20 and second MG 30 via power lines L1 and L2, respectively. Thereby, first MG 20 and second MG 30 are driven by the electric power stored in battery 70.
- the PCU 60 can also convert AC power generated by the first MG 20 and the second MG 30 into DC power and charge the battery 70 with the converted DC power.
- the battery 70 is a direct current power source that stores electric power for driving the first MG 20 and the second MG 30, and includes, for example, a secondary battery such as nickel hydride or lithium ion.
- the voltage of the battery 70 is about 200V, for example. Note that a large-capacity capacitor may be used instead of the battery 70.
- the ECU 200 includes a CPU (Central Processing Unit) (not shown) and a memory, and is configured to execute a predetermined calculation process based on information stored in the memory.
- a CPU Central Processing Unit
- the vehicle 1 stops the engine 10 and travels by motor driving (hereinafter referred to as “EV traveling”) using the power of the second MG 30, and hybrid traveling (hereinafter referred to as “HV traveling”) that travels by the power of both the engine 10 and the second MG 30. Switching).
- ECU 200 controls engine 10, first MG 20, and second MG 30 so that vehicle 1 travels in either EV traveling or HV traveling.
- FIG. 2 shows a nomographic chart during EV travel.
- ECU 200 places first MG 20 in a free state (torque Tm1 of first MG 20 is set to 0).
- torque Tm1 of first MG 20 is set to 0.
- the first MG 20 is driven by the power of the second MG 30 transmitted via the power split device 40. It is rotated in the negative direction (Nm1 ⁇ 0).
- the vehicle 1 is a so-called plug-in hybrid vehicle, and includes a charging port 160 and a charger 170 for charging the battery 70 with the electric power of the external power supply 310 provided outside the vehicle 1.
- Charging port 160 is configured such that connector 300 of external power supply 310 can be connected thereto.
- Charger 170 is controlled based on a control signal from ECU 200, converts the power supplied from external power supply 310 into power that can be charged in battery 70, and charges battery 70.
- the vehicle 1 includes an exhaust passage 130. Exhaust gas discharged from the engine 10 passes through the exhaust passage 130 and is discharged to the atmosphere.
- an EHC (electrically heated catalyst) 140 is provided in the middle of the exhaust passage 130.
- the EHC 140 is configured to be able to electrically heat the catalyst that purifies the exhaust gas.
- Various known ones can be applied to the EHC 140.
- EHC 140 One end of the EHC 140 is a positive branch line branched from a one-phase power line of the three-phase power lines L1 between the PCU 60 and the first MG 20 (W-phase power line L1w in this embodiment, see FIG. 3). Connected to PLehc. The other end of EHC 140 is connected to negative branch line NLehc branched from negative line NLb between PCU 60 and battery 70. Junction box 100 is provided on positive branch line PLehc and negative branch line NLehc.
- FIG. 3 is a diagram showing a circuit configuration of the first MG 20, the second MG 30, the PCU 60, the battery 70, and the EHC 140.
- the PCU 60 is covered with a case 64.
- the case 64 has an input terminal Cb to which the battery 70 is connected (specifically, an input terminal Cbp to which the positive line PLb is connected and an input terminal Cbn to which the negative line NLb is connected), and an output terminal C1 to which the first MG 20 is connected. (Specifically, the output terminals C1u, C1v, C1w to which the power lines L1u, L1v, L1w are respectively connected) and the output terminal C2 to which the second MG 30 is connected (specifically, the output terminals C2u to which the power lines L2u, L2v, L2w are respectively connected) , C2v, C2w).
- PCU 60 includes a converter 61 and inverters 62 and 63.
- Converter 61 is connected to input terminals Cbp and Cbn (that is, battery 70) via positive line PL1 and negative line NL1, respectively.
- Converter 61 is connected to inverters 62 and 63 via positive line PL2 and negative line NL1.
- Converter 61 includes a reactor LA1, switching elements Q1, Q2, and diodes D1, D2. Switching elements Q1 and Q2 are controlled by a control signal from ECU 200, respectively. Converter 61 converts voltage VL between positive electrode line PL1 and negative electrode line NL1 into a voltage equal to or higher than voltage VL and outputs it between positive electrode line PL2 and negative electrode line NL1 during the boosting operation. On the other hand, during the step-down operation, converter 61 converts voltage VH between positive line PL2 and negative line NL1 into a voltage equal to or lower than voltage VH, and outputs the voltage between positive line PL1 and negative line NL1.
- the inverter 62 is provided between the converter 61 and the output terminal C1.
- the inverter 63 is provided between the converter 61 and the output terminal C2.
- Inverters 62 and 63 are connected to converter 61 in parallel. Since inverters 62 and 63 basically have the same structure, in the following description, inverter 62 will be mainly described, and description of inverter 63 will not be repeated in principle.
- the inverter 62 includes switching elements Q3 to Q8 and diodes D3 to D8.
- Switching elements Q3 and Q4 are connected in series between positive electrode line PL2 and negative electrode line NL1, and form a U-phase upper and lower arm.
- Switching elements Q5 and Q6 are connected in series between positive electrode line PL2 and negative electrode line NL1, and form V-phase upper and lower arms.
- Switching elements Q7, Q8 are connected in series between positive electrode line PL2 and negative electrode line NL1, and form a W-phase upper and lower arm.
- Intermediate points 15 to 17 of the upper and lower arms of each phase are connected to output terminals C1u, C1v, and C1w, respectively.
- Switching operations of the switching elements Q3 to Q8 are controlled by a control signal from the ECU 200.
- the inverter 62 converts the DC power supplied from the converter 61 into three-phase AC power by switching operations of the switching elements Q3 to Q8, and outputs them to the output terminals C1u, C1v, C1w (ie, power lines L1u, L1v, L1w), respectively. Output.
- the current sensor 24 detects the phase current output from each phase of the inverter 62, and outputs the detection result to the ECU 200. Since the sum of instantaneous values of the phase currents of the U, V, and W phases is zero, the current sensor 24 detects the phase current for any two phases of the three phases as shown in FIG. It is enough to arrange.
- the current sensor 24 is also arranged on the inverter 63 side.
- the resolver 25 detects the rotation angle of the first MG 20 rotor.
- the ECU 200 can calculate the rotational phase and rotational speed Nm1 of the first MG 20 based on the output of the resolver 25.
- the resolver 25 is also provided on the second MG 30 side.
- the positive branch line PLehc branches from the W-phase power line L1w and is connected to one end of the EHC 140.
- negative branch line NLehc branches from negative line NLb and is connected to the other end of EHC 140. That is, the EHC 140 is connected between the W-phase power line L1w and the negative line NLb.
- Junction box 100 includes a relay R1 provided on positive branch line PLehc and a relay R2 provided on negative branch line NLehc.
- the ON / OFF operation of each relay R1, R2 is controlled by a control signal from ECU 200.
- FIG. 4 is a functional block diagram of the ECU 200 when the ECU 200 warms up the EHC 140 during EV traveling.
- Each functional block shown in FIG. 4 may be realized by hardware or software.
- the ECU 200 includes a determination unit 210, a first control unit 220, and a second control unit 230.
- the determination unit 210 determines whether or not it is necessary to start warming up of the EHC 140 in preparation for a future transition to HV traveling (starting of the engine 10) during EV traveling.
- Judgment unit 210 determines that the charged amount SOC of battery 70 is less than a predetermined value (when the distance in which EV travel can be continued is less than a predetermined distance) and that the temperature of EHC 140 has not reached the catalyst activation temperature. If it is estimated, it is determined that it is necessary to start warming up the EHC 140.
- the determination unit 210 estimates the time from the present to the transition to HV traveling, the temperature of the EHC 140, and the like, and determines whether the energy required for warming up the EHC 140 is greater than a predetermined energy according to the estimation result. To do.
- the first control unit 220 controls the relays R1 and R2 in the junction box 100 according to the determination result of the determination unit 210. For example, the first control unit 220 closes (turns on) the relays R1 and R2 when it is necessary to start warming up the EHC 140, and opens (turns off) the relays R1 and R2 otherwise.
- the second control unit 230 controls the upper arm of the W phase in the inverter 62, that is, the switching element Q7, according to the determination result of the determination unit 210. For example, the second control unit 230 closes (turns on) the switching element Q7 when the energy required for warming up the EHC 140 is greater than a predetermined energy, and opens (turns off) the switching element Q7 otherwise.
- FIG. 5 is a flowchart showing a processing procedure for realizing the functions of the ECU 200 described above.
- the flowchart shown in FIG. 5 is repeatedly executed at a predetermined cycle during EV traveling.
- step S 10 determines whether or not the first condition is satisfied in step (hereinafter, step is abbreviated as “S”) 10.
- This first condition is, for example, a condition that it is necessary to start warming up of the EHC 140 and that energy required for warming up the EHC 140 is smaller than a predetermined energy.
- the second condition is, for example, a condition that it is necessary to start warming up of the EHC 140 and that energy necessary for warming up the EHC 140 is larger than a predetermined energy.
- ECU 200 moves the process to S14 and turns on relays R1, R2 and switching element Q7. On the other hand, if the second condition is not satisfied (NO in S13), ECU 200 moves the process to S15 and turns off relays R1, R2 and switching element Q7.
- FIG. 6 is a diagram showing a flow of current supplied to the EHC 140 when the ECU 200 warms up the EHC 140 during EV traveling.
- ECU 200 drives second MG 30 with the electric power of battery 70 by controlling converter 61 and inverter 63 by pulse width modulation control (hereinafter referred to as “PWM control”).
- PWM control pulse width modulation control
- the ECU 200 stops the inverter 62 (a state in which the switching elements Q3 to Q8 are opened).
- PWM control pulse width modulation control
- the first MG 20 is rotated in the negative direction as the second MG 30 is rotated in the positive direction (
- the rotation of the first MG 20 is also referred to as “accompanying”).
- a potential difference due to the counter electromotive force of the first MG 20 is generated between the three-phase power lines L1u, L1v, and L1w of the first MG 20.
- the EHC 140 is connected between the W-phase power line L1w of the first MG 20 and the negative line NLb. Therefore, when ECU 200 closes relays R1 and R2 (performs the process of S11 in FIG. 5), a closed circuit is formed between first MG 20 and EHC 140, and a voltage due to the back electromotive force of first MG 20 is applied to EHC 140. The Thereby, the current i1 due to the counter electromotive force of the first MG 20 is supplied to the EHC 140. As a result, the EHC 140 can be warmed up using the current i1 generated by the counter electromotive force of the first MG 20.
- the white arrows in FIG. 6 indicate the direction and path of the current i1.
- the current i1 passes through the first MG 20, the power line L1w, the positive branch line PLehc, EHC 140, the negative branch line NLehc, the negative lines NLb and NL1, the diode D6, and the power line L1v, and Circulate between them.
- the circulation path of the current i1 is a path different from the energization path between the battery 70 and the first MG 20. Note that the current i1 does not flow in the direction opposite to the direction of the white arrow in FIG. 6 due to the action of the diode D6.
- ECU 200 closes switching element Q7 in addition to relays R1 and R2 (the process of S14), a closed circuit is also formed between battery 70 and EHC 140, and output voltage VH of converter 61 is applied to inverter 62. Is applied to the EHC 140 via Therefore, in addition to the current i1 due to the back electromotive force of the first MG 20, the current i2 from the battery 70 can also be supplied to the EHC 140. Thereby, the EHC 140 can be warmed up earlier.
- the black arrow in FIG. 6 indicates the direction and path of the current i2.
- the current i2 passes through the battery 70, the positive lines PLb and PL1, the diode D1, the positive line PL2, the switching element Q7, the power line L1w, the positive branch line PLehc, the EHC 140, the negative branch line NLehc, and the negative line NLb. Cycle between.
- the EHC 140 is connected to the power line L1w and the negative line NLb provided outside the case 64 of the PCU 60. Therefore, the EHC 140 and the PCU 60 can be connected without providing a new terminal on the case 64 of the PCU 60.
- the vehicle 1 connects the EHC 140 between the power line L1w and the negative electrode line NLb. Therefore, the EHC 140 can be warmed up by supplying the current i1 due to the counter electromotive force of the first MG 20 or the current i2 from the battery 70 to the EHC 140.
- the positive branch line PLehc is branched from the power line L1w provided outside the case 64.
- the positive branch line PLehc is branched between the inverter 62 and the first MG 20. That ’s it. Therefore, for example, the positive branch line PLehc may be directly connected to the output terminal C1w. Further, the positive branch line PLehc may be branched from a connection line (inside the case 64) connecting the inverter 62 and the output terminal C1.
- the negative branch line NLehc is branched from the negative line NLb provided outside the case 64
- the point where the negative branch line NLehc is branched is not limited thereto.
- the negative branch line NLehc may be directly connected to the input terminal Cbn.
- the negative branch line NLehc may be branched from the negative line NL1 (inside the case 64).
- the present invention is applied to a plug-in type hybrid vehicle in which the necessity for catalyst warm-up is higher. Further, the present invention may be applied not to a hybrid vehicle including an engine as a drive source but to an electric vehicle including an engine for uses other than the drive source.
- the current i1 due to the back electromotive force of the first MG 20 is predicted based on the detection result of the resolver 25, and the PWM control of the switching element Q7 is performed according to the prediction result to By adjusting the current i2, the energization amount of the EHC 140 is stabilized. Since other structures, functions, and processes are the same as those in the first embodiment, detailed description thereof will not be repeated here.
- FIG. 7 is a functional block diagram of the ECU 200A according to the present embodiment.
- the functional blocks shown in FIG. 7 the functional blocks denoted by the same reference numerals as the functional blocks shown in FIG. 4 have already been described, and thus detailed description thereof will not be repeated here.
- ECU 200A includes a determination unit 210, a first control unit 220, and a second control unit 230A.
- the second control unit 230A performs PWM control of the switching element Q7 according to the determination result of the determination unit 210. For example, the second control unit 230A obtains the rotational phase and rotational speed of the first MG 20 based on the detection result of the resolver 25, and predicts the current i1 due to the counter electromotive force of the first MG 20 based on the obtained rotational phase and rotational speed. . Then, the second control unit 230A performs PWM control of the switching element Q7 according to the predicted current i1, so that the energization amount of the EHC 140 (the average value of the sum of the currents i1 and i2) becomes a predetermined target value. The current i2 is adjusted.
- FIG. 8 is a flowchart showing a processing procedure for realizing the function of the ECU 200A.
- the same steps as those in the flowchart shown in FIG. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.
- ECU 200A moves the process to S20 and predicts current i1 due to the back electromotive force of first MG 20 based on the detection result of resolver 25.
- ECU 200A turns on relays R1 and R2, and performs PWM control of switching element Q7 based on current i1 and voltage VH to adjust current i2.
- FIG. 9 is a diagram showing a flow of current supplied to the EHC 140 when the ECU 200A warms up the EHC 140 during EV traveling.
- the circulation paths of the currents i1 and i2 are the same as the circulation paths (see FIG. 6) shown in the first embodiment.
- ECU 200A adjusts current i2 by PWM control of switching element Q7.
- FIG. 10 is a diagram illustrating an adjustment example of the current i2.
- the current i1 due to the back electromotive force of the first MG 20 is normally sinusoidal, but due to the action of the diode D6, it is half sinusoidal as shown in FIG.
- the phase and magnitude of the half sine wave of current i1 depend on the rotational phase and rotational speed Nm1 of first MG 20. Therefore, ECU 200A predicts the waveform of current i1 based on the detection result of resolver 25, and performs PWM control of switching element Q7 so that the difference between target energization amount itgt and current i1 is compensated by current i2. Thereby, even if the current i1 and the voltage VH change, the current i2 can be finely adjusted in accordance with these changes. As a result, the energization amount of the EHC 140 can be stabilized.
- the EHC 140 is connected between the power line L1v and the power line L1w, and the connection destination of the inverter 62 is selectively switched to one of the first MG 20 and the EHC 140. Since other structures, functions, and processes are the same as those in the first embodiment, detailed description thereof will not be repeated here.
- FIG. 11 is a diagram showing a circuit configuration of the first MG 20, the second MG 30, the PCU 60, the battery 70, and the EHC 140 according to the present embodiment.
- FIG. 11 configurations having the same reference numerals as those shown in FIG. 3 are already described, and thus detailed description thereof will not be repeated here.
- EHC 140 One end of the EHC 140 is connected to the positive branch line PLehc1 branched from the V-phase power line L1v of the first MG 20 (more specifically, the connection point 101 of the power lines L1va and L1vb).
- the other end of EHC 140 is connected to negative branch line NLehc1 that branches from W-phase power line L1w of first MG 20.
- Junction box 100A includes relay R3 provided on power line L1va, relay R4 provided on positive branch line PLehc1, and relay R5 provided on negative branch line NLehc1.
- FIG. 12 is a functional block diagram of the ECU 200B according to the present embodiment.
- ECU 200B includes a determination unit 210B, a first control unit 220B, and a second control unit 230B.
- the determination unit 210B determines whether or not the first MG 20 needs to be driven. For example, determination unit 210B determines that first MG 20 needs to be driven when the vehicle is traveling on HV. The determination unit 210B determines whether or not the EHC 140 needs to be warmed up during EV traveling.
- the first control unit 220B controls the relays R3 to R5 according to the determination result of the determination unit 210B.
- Second control unit 230B controls switching elements Q5 and Q8 according to the determination result of determination unit 210B.
- FIG. 13 is a flowchart showing a processing procedure for realizing the function of the ECU 200B.
- the flowchart shown in FIG. 13 is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling.
- ECU 200B determines whether or not first MG 20 needs to be driven.
- ECU 200B moves the process to S31, turns on relay R3 and turns off relays R4 and R5.
- ECU 200B moves the process to S32 and determines whether or not EHC 140 needs to be warmed up during EV traveling.
- ECU 200B When it is necessary to warm up EHC 140 (YES in S32), ECU 200B turns off relay R3 and turns on relays R4 and R5 in S33. Further, in S34, ECU 200B turns on switching element Q8 and performs PWM control of switching element Q5.
- FIG. 14 is a diagram showing a flow of current supplied to the EHC 140 when the ECU 200B warms up the EHC 140 during EV traveling.
- ECU 200B turns off relay R3, turns on relays R4 and R5, and switching element Q8, and performs PWM control of switching element Q5 (S33 and S34 in FIG. 13).
- the connection destination of the inverter 62 becomes the EHC 140, and the current i 3 from the battery 70 is supplied to the EHC 140 via the inverter 62.
- the black arrow in FIG. 14 indicates the direction and path of the current i3.
- the ECU 200B turns on the relay R3 and turns off the relays R4 and R5 (S31 in FIG. 13).
- the connection destination of the inverter 62 is the first MG 20, and the normal control of the first MG 20 is possible.
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Abstract
Description
図1は、本実施例に従う車両1の全体ブロック図である。車両1は、エンジン10と、第1MG(Motor Generator)20と、第2MG30と、動力分割装置40と、減速機50と、パワーコントロールユニット(Power Control Unit、以下「PCU」という)60と、バッテリ70と、駆動輪80と、電子制御ユニット(Electronic Control Unit、以下「ECU」という)200と、を備える。
コンバータ61は、正極線PL1および負極線NL1を介してそれぞれ入力端子Cbp,Cbn(すなわちバッテリ70)に接続される。また、コンバータ61は、正極線PL2および負極線NL1を介してインバータ62,63に接続される。
判断部210は、EV走行中に、今後のHV走行への移行(エンジン10の始動)に備えて、EHC140の暖機開始の要否を判断する。判断部210は、バッテリ70の蓄電量SOCが所定値未満となった場合(EV走行を継続可能な距離が所定距離未満となった場合)でかつEHC140の温度が触媒活性温度に達していないと推定される場合に、EHC140の暖機を開始する必要があると判断する。また、判断部210は、現在からHV走行への移行までの時間やEHC140の温度などを推定し、推定結果に応じてEHC140の暖機に必要なエネルギが所定エネルギよりも大きいか否かを判断する。
ECU200は、第1条件が成立した場合(S10にてYES)、処理をS11に移し、リレーR1,R2をオンする。そうでない場合(S10にてNO)、ECU200は、処理をS12に移し、リレーR1,R2をオフする。
ECU200は、第2条件が成立した場合(S13にてYES)、処理をS14に移し、リレーR1,R2、スイッチング素子Q7をオンする。一方、ECU200は、第2条件が成立していない場合(S13にてNO)、処理をS15に移し、リレーR1,R2、スイッチング素子Q7をオフする。
また、電流i1,i2は、いずれもインバータ62を経由してEHC140に供給されるため、電流センサ24によって検出可能である。そのため、新たに電流センサを設けることなく、EHC140の通電量を検出することができる。
上述の第1実施例においては、EV走行中にバッテリ70からの電流i2をEHC140に供給させる際に、スイッチング素子Q7を単純にオンする場合を説明した。
ECU200Aは、第2条件が成立した場合(S13にてYES)、処理をS20に移し、レゾルバ25の検出結果に基づいて、第1MG20の逆起電力による電流i1を予測する。そして、ECU200Aは、S21にて、リレーR1,R2をオンするとともに、電流i1および電圧VHに基づいてスイッチング素子Q7のPWM制御を行なって電流i2を調整する。
上述の第1実施例においては、電力線L1wと負極線NLbとの間にEHC140を接続する場合を説明した。
S30にて、ECU200Bは、第1MG20を駆動する必要があるか否かを判断する。
この状態では、EHC140は第1MG20とは電気的に切り離された状態となる。そのため、EV走行中の車速によっては第1MG20の逆起電力により渦電流が発生する可能性があるが、このような渦電流がEHC140に供給されることを回避することが可能となる。
この状態においてもEHC140は第1MG20とは電気的に切り離された状態となり、さらにEHC140の通電経路は遮断される。そのため、不要な電流がEHC140に供給されることを回避することができる。
Claims (10)
- 蓄電装置(70)と、
正極線(PLb)および負極線(NLb)を介して前記蓄電装置に接続され、前記蓄電装置からの直流電流を交流電流に変換する変換装置(60)と、
第1の複数の電力線(L1u、L1v、L1w)を介して前記変換装置に接続され、前記変換装置で変換された交流電流で駆動される第1モータ(20)と、
第2の複数の電力線(L2u、L2v、L2w)を介して前記変換装置に接続され、前記変換装置で変換された交流電流で駆動される第2モータ(30)と、
遊星歯車装置(40)を介して前記第1、第2モータに連結されるエンジン(10)と、
前記エンジンの排気を浄化する電気加熱式の触媒装置(140)とを備え、
前記触媒装置は、一方の端部が前記第1の複数の電力線のうちのいずれか1つから分岐された第1分岐線(PLehc、PLehc1)に接続され、前記第1分岐線を介して供給される電流で加熱される、車両。 - 前記触媒装置の前記一方の端部と反対側の端部は、前記負極線から分岐された第2分岐線(NLehc)に接続される、請求項1に記載の車両。
- 前記第1モータは、前記エンジンを停止させた状態で前記第2モータの動力で前記車両を走行させるモータ走行中は、前記遊星歯車装置を介して伝達される前記第2モータの動力で回転させられて逆起電力を生じ、
前記触媒装置は、前記モータ走行中、前記第1モータの逆起電力によって生じる電流が前記第1、2分岐線を通って前記第1モータと前記触媒装置との間を循環することによって加熱される、請求項2に記載の車両。 - 前記変換装置は、
前記蓄電装置からの電圧を変換して出力するコンバータ(61)と、
前記コンバータから出力された直流電流を交流電流に変換して前記第1の複数の電力線に出力する第1インバータ(62)と、
前記コンバータから出力された直流電流を交流電流に変換して前記第2の複数の電力線に出力する第2インバータ(63)とを含み、
前記車両は、
前記触媒装置の通電経路を開閉可能に構成された開閉回路(100)と、
前記変換装置および前記開閉回路を制御する制御装置(200、200A)とをさらに備え、
前記制御装置は、前記モータ走行中、前記コンバータおよび前記第2インバータを制御することによって前記第2モータに供給される電流を制御しつつ、前記開閉回路および前記第1インバータを制御することによって前記触媒装置に供給される電流を制御する、請求項3に記載の車両。 - 前記制御装置は、前記モータ走行中に前記触媒装置を暖機する場合、前記第1モータの逆起電力によって生じる電流が前記第1分岐線を介して前記触媒装置に供給されるように前記開閉回路を閉じる、請求項4に記載の車両。
- 前記制御装置は、前記モータ走行中に前記触媒装置を暖機する場合、前記コンバータから出力された直流電流が前記触媒装置に供給されるように前記第1インバータを制御する、請求項4に記載の車両。
- 前記制御装置は、前記モータ走行中に前記触媒装置を暖機する場合、前記コンバータから出力された電圧以下の電圧が前記第1インバータを介して前記触媒装置に印加されるように前記第1インバータを制御する、請求項4に記載の車両。
- 前記制御装置は、前記モータ走行中、前記第1モータの回転位相および回転速度に基づいて前記第1モータの逆起電力によって生じる電流を予測し、予測結果に基づいて前記触媒装置の通電量を調整するように前記第1インバータを制御する、請求項4に記載の車両。
- 前記触媒装置の前記一方の端部と反対側の端部は、前記第1の複数の電力線のうちの前記第1分岐線が接続される電力線とは異なる電力線から分岐された第2分岐線(NLehc1)に接続され、
前記変換装置は、
前記蓄電装置からの電圧を変換して出力するコンバータ(61)と、
前記コンバータから出力された直流電流を交流電流に変換して前記第1の複数の電力線に出力する第1インバータ(62)と、
前記コンバータから出力された直流電流を交流電流に変換して前記第2の複数の電力線に出力する第2インバータ(63)とを含み、
前記車両は、
前記第1分岐線および前記第1分岐線が接続される電力線上に設けられ、前記第1インバータの接続先を前記第1モータおよび前記触媒装置のいずれか一方に切替可能に構成された切替装置(100A)と、
前記変換装置および前記切替装置を制御する制御装置(200B)とを含み、
前記第1モータは、前記エンジンを停止させた状態で前記第2モータの動力で前記車両を走行させるモータ走行中は、前記遊星歯車装置を介して伝達される前記第2モータの動力で回転させられて逆起電力を生じ、
前記制御装置は、前記モータ走行中に前記触媒装置を暖機する場合、前記第1インバータの接続先が前記触媒装置となるように前記切替装置を制御することによって前記コンバータから出力された直流電流を前記第1インバータを介して前記触媒装置に供給させる、請求項1に記載の車両。 - 前記制御装置は、前記第1インバータを制御することによって前記触媒装置の通電量を制御する、請求項9に記載の車両。
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