WO2015045095A1 - ハイブリッド車両 - Google Patents
ハイブリッド車両 Download PDFInfo
- Publication number
- WO2015045095A1 WO2015045095A1 PCT/JP2013/076263 JP2013076263W WO2015045095A1 WO 2015045095 A1 WO2015045095 A1 WO 2015045095A1 JP 2013076263 W JP2013076263 W JP 2013076263W WO 2015045095 A1 WO2015045095 A1 WO 2015045095A1
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- WIPO (PCT)
- Prior art keywords
- pump
- power
- voltage battery
- hybrid vehicle
- time
- Prior art date
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
- H05K7/20927—Liquid coolant without phase change
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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
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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- B60K6/48—Parallel type
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- 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
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- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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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
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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
- Y10S903/904—Component specially adapted for hev
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- 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
- Y10S903/904—Component specially adapted for hev
- Y10S903/907—Electricity storage, e.g. battery, capacitor
-
- 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
- Y10S903/904—Component specially adapted for hev
- Y10S903/915—Specific drive or transmission adapted for hev
- Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
Definitions
- the present invention relates to a hybrid vehicle having an internal combustion engine and a motor as drive sources.
- Patent Document 1 discloses an engine, a generator capable of generating electricity using power from the engine, a battery connected to a motor for traveling via an inverter, a circulation channel including a radiator and an electric pump. And a cooling device for cooling the inverter in which the coolant circulates.
- the vehicle control mode is the driving mode.
- the electric motor is activated, there is a possibility that the temperature of the cooling water passing through the inverter temporarily becomes high. At this time, if the amount of heat generated by the inverter increases, the inverter may not be sufficiently cooled by the cooling water.
- the hybrid vehicle of the present invention includes an internal combustion engine and a motor as a drive source, a high voltage battery that supplies electric power to the motor via an inverter, and a cooling mechanism that cools the inverter by circulating cooling water using a pump.
- the pump In a high water temperature state at the time of start when the coolant temperature is equal to or higher than a predetermined temperature when the power is turned on by a driver's key operation, the pump is started before power is supplied from the high voltage battery to the inverter. To do.
- the present invention it is possible to reduce the temperature of cooling water before power is supplied to the inverter.
- the inverter When power is supplied to the inverter and the inverter generates heat, the inverter is cooled with cooling water having a low temperature. Can be cooled.
- the structure explanatory drawing which shows the system structure of the hybrid vehicle to which this invention is applied.
- the characteristic view which shows the characteristic of the mode switching of a hybrid vehicle.
- Explanatory drawing which showed typically the cooling system of the hybrid vehicle.
- the timing chart which shows an example when a vehicle is turned on by a driver
- the timing chart which shows an example when a vehicle is turned on by a driver
- the flowchart which shows the flow of control of the water pump at the time of power activation of a vehicle.
- the timing chart which shows an example at the time of the driver
- the timing chart which shows an example at the time of the driver
- the timing chart which shows an example at the time of the driver
- the timing chart which shows an example at the time of the driver
- the flowchart which shows the flow of control of the water pump at the time of the power interruption of a vehicle.
- FIG. 1 is a configuration explanatory view showing a system configuration of an FF (front engine / front drive) type hybrid vehicle as an example of a hybrid vehicle to which the present invention is applied.
- FF front engine / front drive
- the hybrid vehicle includes an engine 1 as an internal combustion engine and a motor generator 2 as a motor as a drive source of the vehicle, and a belt-type continuously variable transmission 3 as a transmission.
- a first clutch 4 is interposed between the engine 1 and the motor generator 2
- a second clutch 5 is interposed between the motor generator 2 and the belt type continuously variable transmission 3.
- the engine 1 is composed of, for example, a gasoline engine, and based on a control command from the engine controller 21, start control and stop control are performed, the throttle valve opening is controlled, and fuel cut control is performed.
- the first clutch 4 provided between the output shaft of the engine 1 and the rotor of the motor generator 2 couples the engine 1 to the motor generator 2 or connects the engine 1 to the motor generator 2 according to the selected travel mode.
- the engagement / release is controlled by a first clutch hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 22.
- the first clutch 4 has a normally open type configuration.
- the motor generator 2 is formed of, for example, a three-phase AC synchronous motor generator, and is connected to a high-voltage circuit 11 including a high-voltage battery 12, an inverter 13, and a high-voltage relay 14. Based on a control command from the motor controller 23, the motor generator 2 receives a power supply from the high-voltage battery 12 via the inverter 13 and outputs a positive torque, and absorbs the torque. Both the regenerative operation of generating power and charging the high voltage battery 12 via the inverter 13 is performed.
- the second clutch 5 provided between the rotor of the motor generator 2 and the input shaft of the belt type continuously variable transmission 3 is between a vehicle drive source including the engine 1 and the motor generator 2 and the drive wheels 6 (front wheels). Is transmitted and disconnected, and engagement / release is controlled by a second clutch hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 22.
- the second clutch 5 can be set in a slip engagement state in which power is transmitted with slip by variable control of the transmission torque capacity, and enables smooth start in a configuration without a torque converter. At the same time, the realization of creep running is being attempted.
- the second clutch 5 is not actually a single friction element, but a forward clutch or a reverse brake in a forward / reverse switching mechanism provided at the input portion of the belt-type continuously variable transmission 3 is used as the second clutch 5. It is done.
- a forward / reverse switching mechanism for switching the input rotation direction to the belt-type continuously variable transmission 3 between the forward rotation direction during forward travel and the reverse rotation direction during backward travel is not shown in detail, but a planetary gear mechanism, It includes a forward clutch that is engaged during forward travel and a reverse brake that is engaged during reverse travel.
- the forward clutch functions as the second clutch 5 during forward travel, and the reverse brake as the second clutch 5 during reverse travel. Function.
- both the forward clutch and the reverse brake serving as the second clutch 5 are released, torque transmission is not performed, and the rotor of the motor generator 2 and the belt type continuously variable transmission 3 are substantially disconnected.
- both the forward clutch and the reverse brake are normally open.
- the belt-type continuously variable transmission 3 includes an input-side primary pulley, an output-side secondary pulley, and a metal belt wound between the two, based on a control command from the CVT controller 22.
- the belt contact radius and the gear ratio of each pulley are continuously controlled by the primary hydraulic pressure and the secondary hydraulic pressure as transmission operating hydraulic pressure generated by the external hydraulic unit.
- the output shaft of the belt type continuously variable transmission 3 is connected to the drive wheels 6 via a final reduction mechanism (not shown).
- the belt-type continuously variable transmission 3 and the motor generator 2 are accommodated in the same housing 7 and are both mounted on the vehicle.
- the engine 1 includes a starter motor 16 for starting.
- the starter motor 16 is a direct current motor having a lower rated voltage than the motor generator 2 and is connected to a weak electric circuit 15 including a DC / DC converter 17, a low voltage battery 18, a low electric relay 19, an electric water pump 20, and the like. Has been.
- the starter motor 16 is driven based on a control command from the engine controller 21 and performs cranking of the engine 1.
- the low voltage battery 18 is charged via the DC / DC converter 17 by the power from the high voltage circuit 11 including the high voltage battery 12. Electric power charged in the low-voltage battery 18 is supplied to a vehicle control system including the engine controller 21 and the like, a vehicle air conditioner, an audio device, lighting, and the like. Moreover, ON / OFF of the high electric relay 14 and the low electric relay 20 is controlled by the integrated controller 26.
- the hybrid vehicle control system includes an integrated controller 26 that performs integrated control of the entire vehicle in addition to the engine controller 21, the CVT controller 22, and the motor controller 23, and each of these controllers 21, 22, 23, 23, 26 are connected via a CAN communication line 27 capable of exchanging information.
- Various sensors such as an oil temperature sensor 35 for detecting the oil temperature of the hydraulic oil that generates the hydraulic pressure are provided, and detection signals from these sensors are sent individually to each controller such as the integrated controller 26 or the CAN communication line 27. Is entered through.
- the hybrid vehicle configured as described above includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid travel mode (hereinafter referred to as “HEV mode”), and a drive torque control start mode (hereinafter referred to as “EV mode”).
- EV mode electric vehicle travel mode
- HEV mode hybrid travel mode
- EV mode drive torque control start mode
- the driving mode is selected according to the driving state of the vehicle, the accelerator operation of the driver, and the like.
- the “EV mode” is a mode in which the first clutch 4 is in a disengaged state and the motor generator 2 is used as a drive source, and has a motor travel mode and a regenerative travel mode. This “EV mode” is selected when the driving force required by the driver is relatively low.
- the “HEV mode” is a mode in which the first clutch 4 is engaged and the engine 1 and the motor generator 2 are used as driving sources, and includes a motor assist driving mode, a driving power generation mode, and an engine driving mode.
- This “HEV mode” is selected when the required driving force by the driver is relatively large and when there is a request from the system based on the state of charge (SOC) of the high-voltage battery 12 or the driving state of the vehicle. .
- SOC state of charge
- the “WSC mode” is a case where the first clutch 4 is mainly engaged and the engine 1 and the motor generator 2 are used as driving sources, and is selected particularly in a region where the vehicle speed is relatively low such as when the vehicle starts.
- the transmission torque capacity of the second clutch 5 is variably controlled while controlling the rotational speed of the motor generator 2, thereby bringing the second clutch 5 into a slip engagement state.
- the engine 1 can be used as a drive source even when the target input rotational speed of the belt-type continuously variable transmission 3 is an extremely low vehicle speed lower than the engine idling rotational speed.
- FIG. 2 shows the basic switching characteristics of the “EV mode”, “HEV mode”, and “WSC mode” based on the vehicle speed VSP and the accelerator opening APO.
- “HEV ⁇ EV switching line” for shifting from “HEV mode” to “EV mode” and conversely “EV ⁇ HEV switching line” for shifting from “EV mode” to “HEV mode” It is set to have appropriate hysteresis. Further, in the area below the predetermined vehicle speed VSP1, the “WSC mode” is set.
- the motor generator 2 and the inverter 13 are cooled by a cooling circuit 8 as a cooling mechanism in which cooling water circulates by driving the water pump 20.
- the cooling circuit 8 has cooling water flowing in the direction of the arrow in FIG. 3 and includes a radiator 41 that cools the cooling water by heat radiation and a reservoir tank 42.
- a water temperature sensor 30 that detects the temperature of the cooling water is disposed on the cooling water outlet side of the inverter 14. Instead of the water temperature sensor 30, it is also possible to use a water temperature estimation device that can estimate the temperature of the cooling water.
- reference numeral 43 in FIG. 3 denotes an electric fan that sends cooling air to the radiator 41.
- the startup mode is selected according to the state of the vehicle at that time, and the selected startup A predetermined start-up sequence is performed so that the vehicle can run in the mode (ReadyON).
- the starter motor 16 starts the engine 1 and selects the first start mode so that the engine 1 can run with the output torque. To do.
- starter control for starting the engine 1 with the starter motor 16 is performed, and then the high-voltage relay 14 is connected (ON) to electrically connect the high voltage battery 12 and the motor generator 2 to prepare for start-up.
- the motor generator 2 is started to generate the hydraulic pressure of the first clutch 4 and the first clutch 4 is engaged, thereby bringing the hybrid vehicle into a travelable state (READY-ON).
- the engine 1 when the torque that can be output from the motor generator 2 can be sufficiently secured for starting the hybrid vehicle when the system is requested to start, the engine 1 is driven without the engine 1 being started.
- the second activation mode is selected so that it can.
- the high-voltage relay 14 In the second start-up mode, the high-voltage relay 14 is connected (ON) to electrically connect the high-voltage battery 12 and the motor generator 2, and the motor generator 2 is started as a pre-startup preparation.
- the hydraulic pressure is generated to bring the hybrid vehicle into a travelable state (READY-ON).
- the belt-type continuously variable transmission 3 and the motor generator 2 are actually housed in the same housing 7, and both are close to each other. Therefore, the cooling water flowing through the cooling circuit 8 is affected by heat from the belt type continuously variable transmission 3.
- the cooling circuit 8 Since the circulation of the cooling water inside stops, the temperature of the cooling water near the motor generator 2 rises due to heat conduction from the belt type continuously variable transmission 3.
- the inverter 13 cannot expect cooling of the inverter 13 from the motor generator 2 side immediately after starting the water pump 20. Temperature cooling water may flow in temporarily. Therefore, when the inverter 13 is operated at this timing and an electronic component such as an IGBT (insulated gate bipolar transistor) generates heat in the inverter 13, the inverter 13 cannot be cooled with the cooling water, and the temperature of the inverter 13 is the allowable temperature. There is a risk that it will be more than the above (junction temperature or more).
- IGBT insulated gate bipolar transistor
- water pump 20 is started.
- the water pump 20 is started at the timing when the ignition switch is turned on ("IGN-ON") after the vehicle power is turned on by the driver's key operation, the motor generator 2 is started and the inverter 13 generates heat.
- circulation of the cooling water in the cooling circuit 8 is started. At this time, the water pump 20 is driven at a constant duty for a predetermined time T.
- the predetermined time T is set so that, for example, the cooling water in the radiator 41 of the cooling circuit 8 before the water pump 20 starts reaches at least the inverter 13.
- the timing when “IGN-ON” is, for example, the timing when the activation mode is selected (determined) after the system activation request.
- the inverter 13 is cooled with low-temperature cooling water. Can be cooled. That is, the inverter 13 can be cooled so that the temperature of the inverter 13 does not exceed the allowable temperature (junction temperature or higher).
- the water pump 20 when the water pump 20 is driven by the high water temperature state at the time of starting, after the predetermined time T has elapsed, the water pump 20 is controlled not by a constant duty but by a normal control that is controlled by the duty according to the cooling water temperature. However, if the vehicle is not ready for running (READY-ON) even after the predetermined time T has elapsed, the water pump 20 is stopped until the vehicle is ready for running (READY-ON), and the vehicle can run. When the state (READY-ON) is reached, the water pump is driven by the normal control. In addition, the water pump 20 is also stopped when a power-off request is made by a driver's key operation before the predetermined time T has elapsed. The water pump 20 is also stopped when the voltage of the low-voltage battery 18 becomes equal to or lower than the predetermined voltage before the predetermined time T elapses with the high-power relay 14 being cut off (OFF).
- 4 and 5 are timing charts showing an example when the vehicle is turned on by a driver's key operation. 4 and 5 indicate the stage of the predetermined activation sequence described above, STEP 1 is a state where the ignition switch is ON (IGN-ON), and STEP 2 is a connection (ON) of the high-voltage relay 14. ) Is a state in which the motor generator 2 is driven. STEP4 represents, for example, a state in which the second clutch 5 is engaged. 4 and 5, the time t1 is a timing when “IGN-ON” is set, the time t2 is a timing when the high power relay 14 is turned on, and the time t3 is a timing when the motor generator 2 is started. Time t4 is, for example, a timing at which the second clutch 5 is engaged.
- the water temperature (INV water temperature) on the outlet side of the inverter 13 in the cooling circuit 8 is equal to or higher than a predetermined temperature when the vehicle is turned on, cooling water having a temperature that cannot be expected to cool the inverter 13 immediately after the water pump 20 is started. There is a possibility of flowing into the inverter 13. Therefore, in such a case, as shown in FIG. 4, when the vehicle is turned on by the driver's key operation and becomes “IGN-ON” at time t1, the low voltage battery 18 is at the timing of time t1. The water pump 20 is started using the electric power.
- the high power relay 14 is connected (ON) (time t2) instead of the “IGN-ON” timing (time t1), and the motor generator 2 is started. At time t3, the water pump 20 is started.
- the protection of the low voltage battery 18 is prioritized and the water until the high voltage relay 14 is connected (ON). It is assumed that the pump 20 is not started. Even in the high water temperature state at the time of starting, when preparing to run with the output torque of the engine 1, the starter motor 16 is driven using the power of the low-voltage battery 18, and in this case too, a high-power relay It is assumed that the water pump 20 is not started until 14 is connected (ON).
- the water pump 20 is not driven until power is supplied from the high voltage battery 12 to the DC / DC converter 17 after the vehicle power is turned on by the driver's key operation.
- the water pump 20 is controlled at the maximum flow rate that can be discharged after power is supplied from the voltage battery 12.
- FIG. 6 is a flowchart showing a flow of control of the water pump 20 when the vehicle is turned on.
- S8 it is determined whether or not a predetermined time T has elapsed from the start of the water pump 20, and if it has elapsed, the process proceeds to S10, and if not, the process proceeds to S9.
- S9 it is determined whether or not the voltage of the low voltage battery 18 is equal to or lower than a predetermined voltage. If the voltage is lower than the predetermined voltage, the process proceeds to S10, and if not, the process proceeds to S7. In S10, the water pump 20 is stopped.
- the water pump 20 when the temperature of the belt type continuously variable transmission 3 is high at the time of the vehicle power-off request by the driver's key operation, if the water pump 20 is driven for a certain period of time after the power-off request, cooling is performed accordingly. The cooling water in the circuit 8 is cooled. Therefore, even when the oil temperature of the hydraulic oil in the belt-type continuously variable transmission 3 is high when the vehicle power supply is requested by the driver's key operation, the water pump 20 can be used even if the driver's key operation is requested. May be maintained for a certain period of time.
- a predetermined time after the power-off request is received.
- T2 for example, about 30 seconds
- pump stop delay control is performed to continue driving the water pump 20 at a predetermined constant duty.
- the ignition switch is turned off (IGN-OFF) after the vehicle power-off request by the driver's key operation, the vehicle power is cut off.
- the pump stop delay control is performed, the water pump 20 and the water Electric power is supplied to the integrated controller 26 that controls the pump 20.
- the integrated controller 26 stops the water pump 20 and performs self-shutoff for cutting off the power supplied to itself. That is, the self-shutoff of the integrated controller 26 is delayed during the pump stop delay control.
- the pump stop delay control is continued, and after a predetermined time T2, the water pump is switched to the normal control. 20 is driven.
- the pump stop delay control is started, the pump stop delay control is continued until the predetermined time T2 elapses even if the temperature of the hydraulic oil detected by the oil temperature sensor 35 is lower than the predetermined temperature.
- the water pump 20 is continuously driven for a predetermined time T2 even after the vehicle power-off request by the driver's key operation, so that the next vehicle It becomes easy to supply cooling water having a low temperature to the inverter 13 when the power is turned on.
- pump stop delay control will not be performed if the oil temperature sensor is faulty when the vehicle power supply is requested by the driver's key operation.
- the pump stop delay control is not performed when there is an abnormality in the communication through the CAN communication line 27.
- the water pump 20 is controlled by the normal control after performing the pump stop delay control for a predetermined time T2.
- FIG. 7 to 10 are timing charts showing an example when a vehicle power-off request is made by a driver's key operation.
- FIG. 7 is a timing chart showing the case where the pump stop delay control is performed for a predetermined time T2.
- the pump stop delay control is performed for a predetermined time T2 from time t11.
- the integrated controller 26 that controls the water pump 20 performs self-shutoff. That is, the self-shutoff of the integrated controller 26 is delayed during the pump stop delay control.
- the hybrid vehicle is in a state (READY-OFF) between time t11 and time t12 where the high-power relay 14 is cut off (OFF) and cannot be traveled immediately after being ready for travel (READY-ON).
- FIG. 8 is a timing chart showing a case where the vehicle power is turned on by the driver's key operation during the pump stop delay control.
- the vehicle is turned on by the driver's key operation during the pump stop delay control, and is “IGN-ON” at time t22.
- the water pump 20 is driven after the time t22, but after the predetermined time T2 has elapsed, there is no request for performing the pump stop delay control (WP drive request), so that the normal control is switched to after the time t23. Also in this case, the self-shutoff of the integrated controller 26 is delayed during the pump stop delay control.
- the hybrid vehicle is in a state (READY-OFF) between the time t21 and the time t22 in which the high-power relay 14 is cut off (OFF) and cannot immediately travel from the ready state (READY-ON).
- the high-power relay 14 is again connected (ON) between time t22 and time t23, and the vehicle is ready to run (READY-ON) by time t23.
- FIG. 9 is a timing chart showing a case where the vehicle power is turned on by the driver's key operation during the pump stop delay control and then the vehicle power-off request is issued again by the driver's key operation.
- the vehicle power is turned on by the driver's key operation and becomes “IGN-ON” at time t32, and then at time t33 by the vehicle power-off request by the driver's key operation. “IGN-OFF”.
- the pump stop delay control is performed until time t34 when the duration of the pump stop delay control from time t31 reaches the predetermined time T2.
- the integrated controller 26 that controls the water pump 20 self-shuts off. That is, the self-shutoff of the integrated controller 26 is delayed during the pump stop delay control.
- the hybrid vehicle is in a state (READY-OFF) between time t31 and time t32 where the high-power relay 14 is cut off (OFF) and cannot be traveled immediately after being ready for travel (READY-ON).
- FIG. 10 shows that during the pump stop delay control, the vehicle power is turned on by the driver's key operation, and then the vehicle power-off request is issued again by the driver's key operation, and then the vehicle is again operated by the driver's key operation. It is a timing chart which shows the case where the power of is turned on.
- the vehicle power is turned on by the driver's key operation and becomes “IGN-ON” at time t42, and then at time t43 by the vehicle power-off request by the driver's key operation. “IGN-OFF”.
- the pump stop delay control is performed until time t44 at which the duration of the pump stop delay control from time t41 reaches the predetermined time T2.
- the pump stop delay control is terminated, and the integrated controller 26 that controls the water pump 20 performs self-shutoff. That is, the self-shutoff of the integrated controller 26 is delayed during the pump stop delay control.
- the vehicle power is turned on by the driver's key operation, and is “IGN-ON” at time t45.
- the water pump 20 has been driven from time t46, but when it is turned “IGN-OFF” at time t47 due to a vehicle power-off request by a driver's key operation, the water pump 20 is stopped. This is because at time t47, a predetermined time has not elapsed since the vehicle became ready to run (READY-ON) at time t46, and this is to protect the low-voltage battery 18.
- FIG. 11 is a flowchart showing the flow of control of the water pump 20 when the vehicle is powered off.
- S21 it is determined whether or not the vehicle power-off request by the driver's key operation is “IGN-OFF”. If it is IGN-OFF, the process proceeds to S22. End the routine. In S22, it is determined whether or not the oil temperature sensor 35 has failed. If the oil temperature sensor 35 has failed, the current routine is terminated. If not, the process proceeds to S23. In S23, it is determined whether or not there is a communication abnormality on the CAN communication line 27. If there is a communication abnormality, the current routine is terminated, and if not, the process proceeds to S24. In S24, it is determined whether or not the voltage of the low voltage battery 18 is equal to or lower than a predetermined voltage.
- the current routine is terminated. If not, the process proceeds to S25. In S25, it is determined whether or not the detected value of the oil temperature sensor 35 is equal to or higher than a predetermined temperature. If it is equal to or higher than the predetermined temperature, the process proceeds to S26, and if not, the current routine is ended.
- S26 the water pump 20 is started.
- S27 it is determined whether or not a predetermined time T2 has elapsed from the start of the water pump 20. If it has elapsed, the process proceeds to S10, and if it has not elapsed, the process proceeds to S28.
- S28 it is determined whether or not the voltage of the low-voltage battery 18 is equal to or lower than a predetermined voltage. If the voltage is lower than the predetermined voltage, the process proceeds to S29, and if not, the process proceeds to S26. In S29, the water pump 20 is stopped.
Abstract
Description
Claims (11)
- 駆動源としての内燃機関及びモータと、
上記内燃機関もしくは上記モータの回転数を変速して駆動輪に伝達する変速機と、
インバータを介して上記モータに電力を供給する高電圧バッテリと、
ポンプにより冷却水を循環させて上記インバータを冷却する冷却機構と、
冷却水の温度を検出もしくは推定する水温検出手段装置と、
上記ポンプに電力を供給する低電圧バッテリと、
を有するハイブリッド車両において、
運転者のキー操作による電源投入時に冷却水温度が所定温度以上となる始動時高水温状態では、上記インバータに上記高電圧バッテリから電力が供給される前に上記ポンプを始動するハイブリッド車両。 - 上記始動時高水温状態では、上記インバータに高電圧バッテリから電力が供給される前に、上記ポンプを所定時間駆動する請求項1に記載のハイブリッド車両。
- 上記所定時間は、上記ポンプの始動前に上記冷却機構のラジエータ内にあった冷却水が、少なくとも上記インバータに到達するように設定される請求項2に記載の車両のハイブリッド車両。
- 上記モータは、上記変速機と同一のハウジング内に配置されるものであって、
上記冷却機構において、上記モータは冷却水を冷却するラジエータの下流側に位置し、上記インバータは上記モータの下流側に位置する請求項1~3のいずれかに記載のハイブリッド車両。 - 上記高電圧バッテリからの電力を上記ポンプに供給するコンバータを有し、
上記水温検出手段装置の故障時には、上記コンバータに上記高電圧バッテリから電力が供給されるまで上記ポンプを始動しない請求項1~4のいずれかに記載のハイブリッド車両。 - 上記高電圧バッテリからの電力を上記ポンプに供給するコンバータを有し、
上記低電圧バッテリの電圧が所定値以下の場合には、上記コンバータに上記高電圧バッテリから電力が供給されるまで、上記始動時高水温状態であっても上記ポンプを始動しない請求項1~5のいずれかに記載のハイブリッド車両。 - 上記高電圧バッテリからの電力を上記ポンプに供給するコンバータと、
上記低電圧バッテリからの電力により上記内燃機関を始動可能なスタータモータを有し、
該スタータモータの駆動時には、上記コンバータに上記高電圧バッテリから電力が供給されるまで、上記始動時高水温状態であっても上記ポンプを始動しない請求項1~6のいずれかに記載のハイブリッド車両。 - 上記変速機の作動油の温度を検出する油温センサを有し、
運転者のキー操作による電源遮断要求時に上記作動油の温度が所定値よりも高い停止時高油温状態では、運転者のキー操作による電源遮断要求があっても上記ポンプの駆動を第2の所定時間の間維持するポンプ停止遅延制御を実施する請求項1~7のいずれかに記載のハイブリッド車両。 - 上記油温センサの故障時には、運転者のキー操作による電源遮断要求があった際に、上記ポンプ停止遅延制御を実施することなく、上記ポンプを停止する請求項8に記載のハイブリッド車両。
- 上記低電圧バッテリの電圧が所定値以下の場合には、上記停止時高油温状態であっても、上記ポンプ停止遅延制御を実施することなく、上記ポンプを停止する請求項8または9に記載のハイブリッド車両。
- 上記ポンプ停止遅延制御中に運転者のキー操作による電源投入があった場合には、ポンプ停止遅延制御を継続する請求項8~10のいずれかに記載のハイブリッド車両。
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PCT/JP2013/076263 WO2015045095A1 (ja) | 2013-09-27 | 2013-09-27 | ハイブリッド車両 |
MYPI2016701015A MY161402A (en) | 2013-09-27 | 2013-09-27 | Hybrid vehicle |
US15/025,519 US9609790B2 (en) | 2013-09-27 | 2013-09-27 | Hybrid vehicle |
CN201380079855.1A CN105579315B (zh) | 2013-09-27 | 2013-09-27 | 混合动力车辆 |
MX2016003982A MX346023B (es) | 2013-09-27 | 2013-09-27 | Vehiculo hibrido. |
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US20160212885A1 (en) | 2016-07-21 |
JP6090465B2 (ja) | 2017-03-15 |
MX2016003982A (es) | 2016-06-02 |
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US9609790B2 (en) | 2017-03-28 |
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