WO2014167414A1 - Véhicule hybride - Google Patents

Véhicule hybride Download PDF

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Publication number
WO2014167414A1
WO2014167414A1 PCT/IB2014/000561 IB2014000561W WO2014167414A1 WO 2014167414 A1 WO2014167414 A1 WO 2014167414A1 IB 2014000561 W IB2014000561 W IB 2014000561W WO 2014167414 A1 WO2014167414 A1 WO 2014167414A1
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WO
WIPO (PCT)
Prior art keywords
power
power storage
engine
motor
battery
Prior art date
Application number
PCT/IB2014/000561
Other languages
English (en)
Inventor
Kazuma Aoki
Koji HOKOI
Hiroki Endo
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2014167414A1 publication Critical patent/WO2014167414A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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

Definitions

  • the invention relates to a hybrid vehicle. More specifically, the invention relates to a hybrid vehicle including an engine, a motor that generates electric power by using mechanical power from the engine, a battery that exchanges with the motor electric power; and a controller that, when advancement of charging of the battery is indicated, controls the engine and the motor such that the power storage amount of the battery increases greater than that before the advancement of charging of the battery is indicated.
  • a hybrid vehicle of this type includes an engine, a motor generator that generates electric power by using output of the engine, and a power storage device that exchanges with the motor generator electric power.
  • a technique has been suggested by which, where charging is required according to the user's indication, electric power is generated by using the engine output and the state of charge (SOC) of a power storage device is increased in preparation for electric vehicle (EV) mode running or power mode running (see, for example, Japanese Patent Application Publication No. 2011-93335 (JP 2011-93335 A)).
  • charging is performed by setting a constant target SOC, regardless of the charge amount required by the user when charging is required. Therefore, the charging can be performed in excess of that required by the user. For example, when the power storage amount of the battery is increased in advance in preparation for a motor running mode that uses only the power of the motor, without operating the engine, as in the case where the target region is allowed only for automobiles that do not generate exhaust gases, the power storage amount of the battery is increase in excess of an amount required for the motor running mode.
  • the invention provides a hybrid vehicle in which a battery is charged to a power storage amount required by a user when the advancement of charging of the battery is indicated.
  • a hybrid vehicle includes: an engine; a motor that generates electric power by using mechanical power from the engine; a battery that exchanges with the motor electric power; and a controller that, when advancement of charging of the battery is indicated, controls the engine and the motor such that a power storage amount of the battery increases greater than the power storage amount of the battery before the advancement of charging of the battery is indicated.
  • the controller controls the engine and the motor such that the power storage amount of the battery becomes the required power storage amount.
  • the power storage amount of the battery can be made the required power storage amount indicated by the user.
  • the required power storage amount can be indicated by the user indicating a motor running distance to be run in a motor running mode in which the operation of the engine is stopped and power only from the motor is used.
  • the controller may calculate the required power storage amount by using the indicated motor running distance and a power consumption which is a decrease amount of the power storage amount of the battery per unit running distance.
  • the battery can be charged to a power storage amount necessary for the vehicle to run the motor running distance in the motor running mode.
  • the controller may learn the power consumption and calculate the required power storage amount by using the learned power consumption.
  • the required power storage amount can be calculated with better accuracy, and the battery can be charged to the necessary power storage amount with better accuracy.
  • the required power storage amount may be indicated by the user indicating an electric device that uses the battery as a power supply.
  • the required power storage amount may thus be also indicated.
  • the required power storage amount may be indicated by the user indicating the electric device and a usage time of the electric device, and the controller may calculate the required power storage amount on the basis of power consumption of the electric device that should be used and the usage time. As a result, the battery can be charged with the power storage amount necessary to use the electric device for the usage time.
  • the motor can generate electric power by using mechanical power from the engine, and the controller may control the engine such that power, which is a sum of charge required power that is required to charge the battery so that the power storage amount becomes the calculated required power storage amount and running required power that is required for running is, outputted form the engine.
  • the battery can be charged by the power outputted from the engine.
  • the hybrid vehicle of the invention may be further provided with an external power supply device that can supply electric power to an external device from the battery when the external device is connected.
  • FIG. 1 is a structural diagram illustrating schematically the configuration of a hybrid automobile 20 of one embodiment of the invention
  • FIG. 2 is a flowchart illustrating an example of a charge-discharge required power setting processing routine executed by the hybrid vehicle electronic engine control unit (HVECU) 70 of the embodiment;
  • HVECU hybrid vehicle electronic engine control unit
  • FIG. 3 is an explanatory drawing illustrating an example of a motor running distance selection screen
  • FIG. 4 is an explanatory drawing illustrating an example of a charge-discharge required power setting map
  • FIG. 5 is a flowchart illustrating an example of a charge-discharge required power setting processing routine executed by the HVECU 70 of a variation example
  • FIG. 6 is an explanatory drawing illustrating an example of an electric appliance selection screen
  • FIG. 7 is a flowchart illustrating an example of a charge-discharge required power setting processing routine executed by the HVECU 70 of a variation example
  • FIG. 8 is. an explanatory drawing illustrating an example of SOC selection screen
  • FIG. 9 is a structural diagram illustrating schematically the configuration of a hybrid automobile 320 of a variation example.
  • FIG. 10 is a structural diagram illustrating schematically the configuration of a hybrid automobile 420 of a variation example
  • FIG. 11 is a structural diagram illustrating schematically the configuration of a hybrid automobile 520 of a variation example.
  • FIG. 12 is a structural diagram illustrating schematically the configuration of a hybrid automobile 620 of a variation example. DETAILED DESCRIPTION OF EMBODIMENTS
  • FIG. 1 is a structural diagram illustrating schematically the configuration of a hybrid automobile 20 of the first embodiment of the invention.
  • the hybrid automobile 20 of the first embodiment is provided with an engine 22 that uses gasoline or light oil as a fuel and outputs mechanical power; an electronic control unit (ECU) 24 for the engine (referred to hereinbelow as engine ECU) that drive-controls the engine 22; a planetary gear 30 of a single pinion system in which a carrier is connected to a crankshaft 26 of the engine 22, and a ring gear is connected to a drive shaft 36 coupled by a differential gear 37 to drive wheels 38a, 38b; a motor MG1 which is configured, for example, as a synchronous motor generator and in which a rotor is connected to a sun gear of the planetary gear 30; a motor MG2 which is configured, for example as a synchronous motor generator in which a rotor is connected to the drive shaft 36; inverters 41, 42 for driving the motors MG1, MG2
  • ECU electronice control
  • the hybrid automobile 20 is also provided with a charger 60 that can be connected to an external power supply such as a household power supply to charge the high-voltage battery 50; a socket 94 for plugging in an external device (for example, a household electric device), which is not a constituent element of the vehicle; a direct current/alternating current (DC/ AC) converter 96 that can convert the DC current of an electric power line 54 connected to the high- voltage battery 50 or the inverters 41, 42 when the external device is plugged in the socket 94 into AC power of a predetermined voltage (for example, 100 V) and can supply the converted power to the socket 94 (external device); a touch panel 98 that displays inputted image information and, when the user touches the image displayed on the screen with a hand or a special pen, senses the touched position on the screen and outputs an information signal; and an ECU 70 for a hybrid vehicle (referred to hereinbelow as HVECU) that controls the entire vehicle.
  • the socket 94 and the DC/ AC converter 96 can be considered as
  • the engine ECU 24 is configured as a microprocessor centered on a central processing unit (CPU) (this configuration is not shown in the figure) and is provided, in addition to the CPU, with a read only memory (ROM) storing a processing program, a random access memory (RAM) temporarily storing data, input and output ports, and a communication port.
  • CPU central processing unit
  • ROM read only memory
  • RAM random access memory
  • the engine ECU 24 receives inputs of, via the input port, signals from various sensors detecting the state of the engine 22, examples of the signals including a crank position from a crankshaft sensor detecting the rotation position of the crankshaft 26, a cooling water temperature Tw from a water temperature sensor detecting the temperature of cooling water of the engine 22, a throttle position from a throttle valve position sensor detecting the position of a throttle valve, and an intake air amount Qa from an air flow meter mounted on an intake pipe.
  • Various control signals for driving the engine 22, for example, a drive signal for a fuel injection valve, a drive signal for a throttle motor adjusting the position of the throttle valve, and a control signal for an ignition coil are outputted via the output port from the engine ECU 24.
  • the engine ECU 24 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs, as necessary, data relating to the operation state of the engine 22.
  • the engine ECU 24 also calculates the revolution speed of the crankshaft 26, that is, the revolution speed Ne of the engine 22, on the basis of the crank position from the crank position sensor.
  • the motor ECU 40 is configured as a microprocessor centered on a CPU (this configuration is not shown in the figure) and is provided, in addition to the CPU, with a ROM storing a processing program, a RAM temporarily storing data, input and output ports, and a communication port.
  • the motor ECU 40 receives inputs of, via the input port, signals necessary for drive-controlling the motors MGl, MG2, for example, revolution positions 0ml, 9m2 from revolution position detection sensors 43, 44 detecting the revolution positions of the rotors of the motors MGl, MG2, and phase current to be applied to the motors MGl, MG2 which is detected by a current sensor (not shown in the figure).
  • Switching control signals for switching elements (not shown in the figures) of the inverters 41, 42 are outputted, via the output port, from the motor ECU 40.
  • the motor ECU 40 also communicates with the HVECU 70, drive-controls the motors MGl, MG2 by the control signal from the HVECU 70 and outputs, as necessary, data relating to the operation state of the motors MGl, MG2 to the HVECU 70.
  • the motor ECU 40 also calculates the revolution angle speed coml, ⁇ 2 and revolution speed Nml, Nm2 of the motors MGl, MG2 on the basis of the 9ml, 9m2 of the rotors of the motors MGl, MG2, which are obtained from the revolution position detection sensors 43, 44.
  • the battery ECU 52 is configured as a microprocessor centered on a CPU (this configuration is not shown in the figure) and is provided, in addition to the CPU, with a ROM storing a processing program, a RAM temporarily storing data, input and output ports, and a communication port.
  • the battery ECU 52 receives inputs of signals necessary for managing the high- voltage battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a disposed between the terminals of the high- voltage battery 50, a charge-discharge current lb from a current sensor 51b mounted on the electric power line connected to the output terminals of the high- voltage battery 50, and a battery temperature Tb from a temperature sensor 51c mounted on the high- voltage battery 50, and transmits, as necessary, data relating to the state of the high-voltage battery 50 to the HVECU 70.
  • signals necessary for managing the high- voltage battery 50 for example, an inter-terminal voltage Vb from a voltage sensor 51a disposed between the terminals of the high- voltage battery 50, a charge-discharge current lb from a current sensor 51b mounted on the electric power line connected to the output terminals of the high- voltage battery 50, and a battery temperature Tb from a temperature sensor 51c mounted on the high- voltage battery 50, and transmits, as necessary,
  • the battery ECU 52 also calculates a power storage ratio SOC, which is a ratio of the capacity of the power that can be discharged from the high-voltage battery 50 to the total capacity on the basis of the integral value of the charge-discharge current lb detected by the current sensor 51b, or input/output limits Win, Wout, which are the allowed input/output power that may be charged into and discharged from the high-voltage battery 50, on the basis of the calculated power storage ratio SOC and the battery temperature Tb, in order to manage the high-voltage battery 50.
  • SOC is a ratio of the capacity of the power that can be discharged from the high-voltage battery 50 to the total capacity on the basis of the integral value of the charge-discharge current lb detected by the current sensor 51b, or input/output limits Win, Wout, which are the allowed input/output power that may be charged into and discharged from the high-voltage battery 50, on the basis of the calculated power storage ratio SOC and the battery temperature Tb, in order to manage the
  • the input/output limits Win, Wout of the high- voltage battery 50 can be set by setting basic values of the input/output limits Win, Wout on the basis of the battery temperature Tb, setting an output limit correction coefficient and an input limit correction coefficient on the basis of the power storage ratio SOC of the high- voltage battery 50, and multiplying the set basic values of the input/output limits Win, Wout by the correction coefficients.
  • the battery ECU 52 also learns power consumption Cb, which is a power storage ratio that will be consumed by the high- voltage battery 50 per unit distance on the basis of the power storage ratio consumed by the high-voltage battery 50 over one trip and the traveled distance for each single trip relating to an interval from after the ignition switch 80 is switched on till it is switched off.
  • the charger 60 is connected through a relay 62 to a high-voltage power line 54a and includes an AC/DC converter 66 converting AC power from an external power supply that is supplied via a power supply plug 68 into DC power and a DC/DC converter 64 that converts the voltage of the DC power from the AC/DC converter 66 and supplies the converted voltage to the high-voltage power line 54a side.
  • the HVECU 70 is configured as a microprocessor centered on a CPU (this configuration is not shown in the figure) and is provided, in addition to the CPU, with a ROM storing a processing program, a RAM temporarily storing data, input and output ports, and a communication port.
  • the HVECU 70 receives inputs of, via the input port, an ignition signal from the ignition switch 80, a shift position SP from a shift position sensor 82 detecting the operation position of a shift lever 81, an accelerator depression amount Acc from an accelerator pedal position sensor 84 detecting the depression amount of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 detecting the depression amount of a brake pedal 85, a vehicle speed V from a vehicle speed sensor 88, an outside temperature Tout from an outside temperature sensor 89, a SOC recovery indication signal indicating ON/OFF of a SOC recovery indication switch 90, and an information signal from the touch panel 98.
  • the HVECU 70 outputs image information to the touch panel 98.
  • the HVECU 70 is connected via the communication port to the engine ECU 24, the motor ECU 40, and the battery ECU 52 and exchanges control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.
  • shift positions SP include a parking position (P position), a neutral position (N position), a drive position for forward traveling (D position), and a reverse position for rearward traveling (R position).
  • a required torque Tr* which should be outputted to the drive shaft 36, is calculated on the basis of the vehicle speed V and the accelerator depression amount Acc corresponding to the depression amount of the accelerator pedal by the driver.
  • the operation of the engine 22, the motor MGl, and the motor MG2 is controlled such that the required mechanical power corresponding to the required torque Tr* is outputted to the drive shaft 36.
  • the operation control of the engine 22, the motor MGl , and the motor MG2 is performed in a torque conversion operation mode in which the operation of the engine 22 is controlled such that power matching the required power is outputted from the engine 22, and the operation of the motor MG1 and the motor MG2 is controlled such that the entire power outputted from the engine 22 is torque-converted by the planetary gear 30, the motor MG1, and the motor MG2 and outputted to the drive shaft 36; a charge-discharge operation mode in which the operation of the engine 22 is controlled such that power matching the sum total of the required power and the power necessary for charging-discharging the high- voltage battery 50 is outputted from the engine 22, and the motor MG1 and the motor MG2 are drive-controlled such that the entire power, or part thereof, outputted from the engine 22 as the high- voltage battery 50 is charged or discharged is torque-converted by the planetary gear 30, the motor MG1, and the motor MG2, and the required power is outputted to the drive shaft 36; and a motor operation mode in which the operation
  • the engine 22 Both in the torque conversion operation mode and in the charge-discharge operation mode, the engine 22, the motor MG1, and the motor MG2 are controlled such that the required power is outputted to the drive shaft 36 as the engine 22 operates, and no substantial difference in control can be found between the two modes. Therefore, the two modes will be together referred to hereinbelow as an engine operation mode.
  • the vehicle is system-stopped at home or at a predetermined charging location, and the power supply plug 68 is then connected to the external power supply.
  • this connection is detected by the connection detection sensor 69, a system main relay 55 and the main relay 62 are switched ON, the charger 60 is controlled, and the high-voltage battery 50 is charged by the power from the external power supply.
  • the vehicle runs in a motor running preference mode with the preferential motor running in which only power from the motor MG2 is used for running, as compared with the hybrid running using power from the engine 22 and power from the motor MG2, till the power storage ratio SOC of the high- voltage battery 50 reaches a threshold Shv (for example, 20% or 30%) that has been set such as to enable start of the engine 22.
  • a threshold Shv for example, 20% or 30%
  • the vehicle runs in a hybrid running preference mode in which the hybrid running is preferred over the motor running.
  • the required torque Tr* (that is required (should be outputted to the drive shaft 36) for running is set on the basis of the vehicle speed V and the accelerator depression amount Acc corresponding to the depression amount of the accelerator pedal 83, and running power Pdrv* which is required for running is calculated by multiplying the required torque Tr*, which has been set, by a revolution speed Nr of the drive shaft 36 (for example, a revolution speed Nm2 of the motor MG2, or a revolution speed obtained by multiplying the vehicle speed V by a conversion coefficient).
  • the engine 22 is started, the running power Pdrv* is set to a required power Pe* that should be outputted from the engine 22, the engine 22 and the motors MG1 , MG2 are controlled such that the required power Pe* is outputted from the engine 22 and the required torque Tr* is outputted to the drive shaft 36, and the vehicle runs in a hybrid running mode.
  • the running power Pdrv* thereafter becomes equal to or less than the output limit Wout of the high- voltage battery 50, the operation of the engine 22 is stopped and the running power Pdrv* is outputted from the motor MG2, thereby returning to the motor running mode.
  • the charge-discharge required power Pb* (a positive value when the high-voltage battery 50 is discharged) of the high-voltage battery 50 is set according to the power storage ratio SOC of the high-voltage battery 50, and required power Pe* which should be outputted from the engine 22 is set by subtracting the charge-discharge required power Pb*, which has been set, from the running power Pdrv*.
  • the engine 22, the motor MG1, and the motor MG2 are controlled such that the required power Pe* is outputted from the engine 22 and the required torque Tr* is outputted to the drive shaft 36, and the hybrid running is realized.
  • the required power Pe* is less than the operation threshold Pop, the engine 22 cannot be operated with a comparatively good efficiency. Therefore, a transition to motor running is made in which the operation of the engine 22 is stopped and the running power Pdrv* is outputted from the motor MG2.
  • the operation threshold Pop is set as a value sufficiently lower than the output limit Wout of the high-voltage battery 50.
  • FIG. 2 is a flowchart illustrating an example of a charge-discharge required power setting processing routine executed by the HVECU 70. This routine is executed when the SOC recovery indication switch 90 is switched on by the user.
  • FIG. 3 is an explanatory drawing illustrating an example of a motor running distance selection screen displayed on the touch panel 98. Rectangular icons 110 to 113 including symbols "30 km”, “25 km”, “20 km”, and "15 km” are visibly displayed on the touch panel 98.
  • the touch panel 98 transmits information on the distance displayed in the touched icon 110, as the required motor running distance Lmg inputted by the user, to the HVECU 70 on the basis of the position information of the icon touched by the user.
  • the color of the icon touched by the user from among the plurality of icons 110 to 113, may be changed, or the entire icon may flicker.
  • step S130 a lesser value from among the product of the inputted required motor running distance Lmg and the inputted power consumption Cb, and an upper limit ratio Slim, which is the upper limit of the power storage ratio allowed for the high- voltage battery 50, is taken as the target power storage ratio SOC* (step S130).
  • the charge-discharge required power Pb* which is the power converting the power storage ratio SOC into the target power storage ratio SOC*, is then set by using the calculated target power storage ratio SOC* and power storage ratio SOC and also a charge-discharge required power setting map stored in the ROM 74 (step SI 40), and the routine is ended.
  • An example of the charge-discharge required power setting map is shown in FIG. 4.
  • the charge-discharge required power Pb* is set to a positive value that tends to increase in an absolute value with the increase in the difference between the charge-discharge required power Pb at the target power storage ratio SOC* and the charge-discharge required power Pb at the power storage ratio SOC, so as to eliminate this difference.
  • the charge-discharge required power Pb* is set to a negative value that tends to increase in an absolute value with the increase in the difference between the charge-discharge required power Pb at the target power storage ratio SOC* and the charge-discharge required power Pb at the power storage ratio SOC, so as to eliminate this difference.
  • the charge-discharge required power setting map is assumed to be stored in the ROM 74 for each target power storage ratio SOC*.
  • the charge-discharge required power Pb* is thus set, in the above-described hybrid running preference mode, the charge-discharge required power Pb* is outputted from the engine 22, and the engine 22 and the motors MGl, MG2 are controlled such that the power storage ratio SOC of the high- voltage battery 50 becomes the target power storage ratio SOC* based on the required motor running distance Lmg inputted by the user.
  • the high-voltage battery 50 can be provided with the power storage ratio SOC corresponding to the user's requirement, and the required motor running distance Lmg can be run by using the power from the high- voltage battery 50.
  • the engine 22 and the motors MGl, MG2 are controlled such that the power storage ratio SOC* of the high- voltage battery 50 becomes the target power storage ratio SOC* based on the required motor running distance Lmg inputted by the user.
  • the high-voltage battery 50 can be provided with the power storage ratio SOC corresponding to the user's requirement.
  • the target power storage ratio SOC* is set by using the inputted required motor running distance Lmg and learned power consumption Cb, the target power storage ratio SOC* can be set with better accuracy.
  • step SI 30 in the processing of step SI 30, a lesser value from among the product of the inputted required motor running distance Lmg and the inputted power consumption Cb, and an upper limit ratio Slim is taken as the target power storage ratio SOC*, but the product of the inputted required motor running distance Lmg and the inputted power consumption Cb may be also taken as the target power storage ratio SOC* .
  • the target power storage ratio SOC* may be also set by using an average power consumption Cb determined by test or analysis in advance.
  • the target power storage ratio SOC* is set by using a product of the power consumption Cb and the required motor running distance Lmg inputted by the user, and the charge-discharge required power Pb* is set by using the target power storage ratio SOC* that has been set.
  • the target power storage ratio SOC* necessary for motor running may be also inputted by the user, and the charge-discharge required power Pb* may be set by using the inputted target power storage ratio SOC*.
  • a hybrid automobile 120 of the second embodiment of the invention will be explained below.
  • the hybrid automobile 120 is identical to the hybrid automobile 20 of the first embodiment in terms of configuration and control, except that a charge-discharge required power setting processing routine shown by way of example in FIG. 5 is executed instead of the charge-discharge required power setting processing routine shown in FIG. 2. Accordingly, components and control steps of the hybrid automobile 120 that are same as those of the hybrid automobile 20 are assigned with the same reference numerals and the explanation thereof is herein omitted.
  • the CPU 72 of the HVECU 70 transmits to the touch panel 98 the screen information for displaying an electric appliance selection screen for selecting an electric appliance that the user wishes to use (step S200), and then waits till a user-selected electric appliance EAs selected by the user and a user-required usage time treq are inputted from the touch panel 98 (step S210).
  • FIG. 6 is an explanatory drawing illustrating an example of the electric appliance selection screen displayed on the touch panel 98.
  • Rectangular icons 120 to 123 which include symbols “RICE COOKER”, “POT”, and “PC”, an icon 124 including a symbol indicating the usage time, and an icon 125 including the symbols "+” and "-” are visibly displayed on the touch panel 98.
  • the touch panel 98 transmits information on the electric appliance displayed in the touched icon as the user-selected electric appliance EAs to the HVECU 70, on the basis of the position information on the touched icon.
  • the icon 125 is used for setting the time to be displayed in the icon 124.
  • the touch panel 98 transmits the time displayed in the icon 124 as the user-required usage time treq to the HVECU 70.
  • the electric appliance required power Pea* is calculated as the amount of power necessary for operating the user-selected electric appliance EAs over the user-required usage time treq by using the user-selected electric appliance EAs and the user-required usage time treq, and a lesser value from among the electric appliance required power Pea* recalculated as the power storage ratio of the high-voltage battery 50 and the upper limit ratio Slim of the high-voltage battery 50 is set as the target power storage ratio SOC* (step S220).
  • the consumed power of the electric appliances displayed in the electric applicable selection screen is stored in advance in the ROM 74, and where the user-selected electric appliance EAs and the user-required usage time treq are provided, the consumed power corresponding to the user-selected electric appliance EAs is derived, and the product of the derived consumed power and the user-required usage time treq is taken as the electric appliance required power Pea*.
  • the charge-discharge required power Pb* is set (step S230) by using the calculated target power storage ratio SOC*, the power storage ratio SOC, and the charge-discharge required power setting map that has been stored in the ROM 74 by the processing similar to the processing of step SI 40 shown in FIG. 2, and the routine is ended.
  • the charge-discharge required power Pb* is thus set, in the above-described hybrid running preference mode, the charge-discharge required power Pb* is outputted from the engine 22, and the engine 22 and the motors MG1, MG2 are controlled such that the power storage ratio SOC* of the high- voltage battery 50 becomes the target power storage ratio SOC*.
  • the high-voltage battery 50 can be provided with the power storage ratio SOC corresponding to the user's requirement, and the user-selected electric appliance EAs can be used over the user-required usage time treq by using the power from the high-voltage battery 50 when the external device is plugged into the socket 94.
  • the engine 22 and the motors MG1, MG2 are controlled such that the power storage ratio SOC* of the high-voltage battery 50 becomes the target power storage ratio SOC* based on the user-selected electric appliance EAs.
  • the high-voltage battery 50 can be provided with the power storage ratio SOC corresponding to the user's requirement.
  • step S220 in the processing of step S220, a lesser value from among the electric appliance required power Pea* recalculated as the power storage ratio of the high-voltage battery 50 and the upper limit ratio Slim of the high-voltage battery 50 is set as the target power storage ratio SOC*, but the electric appliance required power Pea* recalculated as the power storage ratio of the high- voltage battery 50 may be also set as the target power storage ratio SOC*.
  • step S210 the input of the user-selected electric appliance EAs and the user-required usage time tea is received from the user, but in this case the user can be also enabled to select a plurality of electric appliances on the electric applicable selection screen. Where the user selects a plurality of electric appliances, the usage time can be inputted for each electric appliance. Furthermore, in the processing of step S220, it is possible to derive the consumed power for each of a plurality of electric appliances selected by the user, calculate the electric appliance required power Pea*, and set the target power storage ratio SOC* by using a sum total of the values of electric appliance required power calculated for each electric appliance.
  • the charge-discharge required power setting processing routine shown by way of example in FIG. 5 is executed instead of the charge-discharge required power setting processing routine shown in FIG. 2, but the charge-discharge required power setting processing routine shown in FIG. 2 and the charge-discharge required power setting processing routine shown in FIG. 5 may be executed together. In this case, the following processing may be performed.
  • the motor running distance selection screen shown in FIG. 3 is displayed and the input of the motor running distance made by the user is received by the processing similar to the processing of steps SI 10 to SI 30 of the charge-discharge required power setting processing routine shown in FIG. 2.
  • the electric appliance selection screen shown in FIG 4 is displayed and the input of the user-selected electric appliance EAs and the user-required usage time treq made by the user is received by the processing similar to the processing of steps S200 and S210 of the charge-discharge required power setting processing routine shown in FIG. 5.
  • a motor running required target power storage ratio SOCev is set on the basis of the inputted required motor running distance Lmg and the power consumption Cb by a method similar to the processing of step SI 30 of the charge-discharge required power setting processing routine shown in FIG. 2.
  • An electric appliance required target power storage ratio SOCea is set on the basis of the user-selected electric appliance EAs by the processing similar to the processing of step S220 of the charge-discharge required power setting processing routine shown in FIG. 5.
  • the sum of the motor running required target power storage ratio SOCev and the user-required usage time treq is set as the target power storage ratio SOC*, or a lesser value from among the sum of the motor running required target power storage ratio SOCev and the user-required usage time treq and the upper limit ratio Slim is set as the target power storage ratio SOC*.
  • the target power storage ratio SOC* is set by using the user-selected electric appliance EAs and the user-required usage time tea inputted by the user, and the charge-discharge required power Pb* is set by using the target power storage ratio SOC* that has thus been set.
  • the user may also input the target power storage ratio SOC* necessary for using the desired electric appliance, and the charge-discharge required power Pb* may be set by using the inputted target power storage ratio SOC*.
  • a hybrid automobile 220 of the third embodiment of the invention will be explained below.
  • the hybrid automobile 220 is identical to the hybrid automobile 20 of the first embodiment in terms of configuration and control, except that a charge-discharge required power setting processing routine shown by way of example in FIG. 7 is executed instead of the charge-discharge required power setting processing routine shown in FIG. 2. Accordingly, components and control steps of the hybrid automobile 220 that are same as those of the hybrid automobile 20 are assigned with the same reference numerals and the explanation thereof is herein omitted.
  • FIG. 8 is an explanatory drawing illustrating an example of the SOC selection screen displayed on the touch panel 98. Rectangular icons 130 and 131, which include symbols "FULL CHARGE", "PARTIAL CHARGE” are visibly displayed on the touch panel 98. Where the user touches one of the displayed icons 130 and 131, the touch panel 98 transmits information on the SOC displayed in the touched icon as the user-inputted SOCs to the HVECU 70, on the basis of the position information on the touched icon.
  • the target power storage ratio SOC* is set on the basis of the inputted user-selected SOCs (step S330).
  • the target power storage ratio SOC* is set to 100% when the user touches the icon 130 including the "FULL CHARGE" symbol on the SOC selection screen and to 80% when the user touches the icon 131 including the "PARTIAL CHARGE".
  • the charge-discharge required power Pb* is set by using the power storage ratio SOC and the charge-discharge required power setting map stored in the ROM 74 on the basis of the calculated target power storage ratio SOC* by the processing same as that of step S140 shown in FIG. 2 (step S340), and the routine is ended.
  • the engine 22 and the motors MGl, MG2 are controlled such that the power storage ratio SOC* of the high-voltage battery 50 becomes the target power storage ratio SOC* based on the user-selected SOCs while the charge-discharge required power Pb* is outputted from the engine 22.
  • the high- voltage battery 50 can be provided with the power storage ratio SOC corresponding to the user's requirement.
  • the engine 22 and the motors MGl , MG2 are controlled such that the power storage ratio SOC* of the high-voltage battery 50 becomes the target power storage ratio SOC* based on the user-selected SOCs. Therefore, the high-voltage battery 50 can be provided with the power storage ratio SOC corresponding to the user's requirement.
  • the target power storage ratio SOC* is set by using the user-selected SOCs inputted by the user and the charge-discharge required power Pb* is set by using the target power storage ratio SOC* that has been set.
  • the user may also input the necessary target power storage ratio SOC*, and the charge-discharge required power Pb* may be set by using the inputted target power storage ratio SOC*.
  • the engine 22 and the motors MGl, MG2 are controlled such that the power storage ratio SOC*, which is the ratio of the capacity of the power dischargeable from the high- voltage battery 50 to the total capacity, becomes the target power storage ratio SOC*, but the engine 22 and the motors MGl , MG2 may be also controlled such that the power storage amount serving as the amount of power stored in the high-voltage battery 50 becomes the target power storage amount, or the power storage amount of the high-voltage battery 50 may be calculated or detected instead of the power storage ratio SOC*, and the engine 22 and the motors MGl, MG2 may be controlled such that the power storage amount of the high- voltage battery 50 becomes the target power storage amount.
  • SOC* the power storage ratio of the capacity of the power dischargeable from the high- voltage battery 50 to the total capacity
  • the power from the motor MG2 is outputted to the drive shaft 36, but the power from the motor MG2 may be also connected to a wheel shaft (wheel shaft connected to the wheels 39a, 39b in FIG. 9) other than the wheel shaft (wheel shaft connected to the drive wheels 38a, 38b) connected to the drive shaft 36, as shown by way of example in the hybrid automobile 320 of a variation example shown in FIG. 9.
  • the mechanical power from the engine 22 is outputted to the drive shaft 36 connected to the drive wheels 38a, 38b by the planetary gear 30, but a counter-rotor motor 430 may be also provided which has an inner rotor 432 connected to the crankshaft of the engine 22 and an outer rotor 434 connected to the drive shaft 36 outputting power to the drive wheels 38a, 38b and in which part of the mechanical power from the engine 22 is transmitted to the drive shaft 36 and the remaining mechanical power is converted into electric power, as shown by way of example in the hybrid automobile 420 of a variation example shown in FIG. 10.
  • the mechanical power from the engine 22 is outputted through the planetary gear 30 to the drive shaft 36 connected to the drive wheels 38a, 38b, and the mechanical power from the motor MG2 is outputted to the drive shaft 36, but the so-called series-type hybrid vehicle may be also configured which has the motor MG2 outputting mechanical power for running and the motor MGl generating electric power from the mechanical power from the engine 22, as shown by way of example in the hybrid automobile 520 of a variation example shown in FIG. 11.
  • a hybrid vehicle configuration may be used in which a motor is mounted through a continuously variable transmission on the drive shaft 36 connected to the drive wheels 38a, 38b, the engine 22 is connected by a clutch to the rotating shaft of the motor, the mechanical power from the engine 22 is outputted to the drive shaft through the rotating shaft of the motor and the continuously variable transmission, and the mechanical power from the motor is outputted to the drive shaft via the continuously variable transmission.
  • the application of the invention is not limited to the so-called plug-in hybrid vehicle provided with the charger 60 having a DC/DC converter and an AC/DC converter for converting AC power from an external power supply into DC power and charging the battery.
  • the invention may be also applied to a hybrid automobile 620 including the engine 22 and the motor MGl connected to the planetary gear 30, and the motor MG2 that can input mechanical power to the drive shaft 36 and output power therefrom, as shown by way of example in the hybrid automobile 620 of a variation example shown in FIG. 12.
  • the engine 22 can be considered as the "engine”.
  • the motor MG1 can be considered as the "motor”.
  • the high-voltage battery 50 can be considered as the "battery”.
  • the HVECU 70, the engine ECU 24, and the motor ECU 40 can be considered as the "controller”.
  • the "engine”, as referred to herein, is not limited to a configuration outputting power by using a hydrocarbon fuel such as gasoline or light oil, and may be an engine of any type capable of outputting power enabling the vehicle to run, such as a hydrogen engine.
  • the "motor” is not limited to the motor MG1 configured as a synchronous motor generator and may be an electric motor of any type, provided that electric power is generated using mechanical power from the engine, such as an induction motor.
  • the “battery” is not limited to the high-voltage battery 50 as a secondary battery, and any battery capable of exchanging electric power with the motor may be used.
  • the "controller” is not limited to a combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be constituted by a single ECU. Further, the “controller” is not limited to the configuration that, when the SOC recovery indication switch 90 is switched on, controls the engine 22 and the motors MG1, MG2 such that the power storage ratio SOC of the high-voltage battery 50 becomes the target power storage ratio SOC* based on the required motor running distance Lmg, or the configuration that, when the SOC recovery indication switch 90 is switched on, controls the engine 22 and the motors MG1, MG2 such that the power storage ratio SOC of the high-voltage battery 50 becomes the target power storage ratio SOC* based on the user-selected electric appliance EAs, and any configuration may be used that can control the engine and motors such that the power storage amount of the battery becomes the required power storage amount where the required power storage amount is indicated by the user when the advancement of charging of the battery is indicated.
  • the invention can be used in the industry of manufacturing hybrid vehicles.

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

Abstract

La présente invention concerne un véhicule hybride comprenant : un moteur thermique (22) ; un moteur électrique (MG1) qui génère de l'énergie électrique en utilisant une puissance mécanique provenant du moteur thermique ; une batterie (50) qui échange de l'énergie électrique avec le moteur électrique ; et un dispositif de commande (24, 40, 70) qui, quand l'avancement du chargement de la batterie est indiqué, commande le moteur thermique et le moteur électrique de telle sorte que le niveau de stockage d'énergie de la batterie augmente à un niveau supérieur au niveau de stockage d'énergie de la batterie avant que l'avancement du chargement de la batterie soit indiqué. Quand un niveau de stockage d'énergie requis est indiqué par un utilisateur dans le cas où l'avancement du chargement de la batterie est indiqué, le dispositif de commande commande le moteur thermique et le moteur électrique de telle sorte que le niveau de stockage d'énergie de la batterie devienne le niveau de stockage d'énergie requis.
PCT/IB2014/000561 2013-04-11 2014-04-08 Véhicule hybride WO2014167414A1 (fr)

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