JP2012046120A - Generation control device of hybrid vehicle - Google Patents

Abstract

A power generation control device for a hybrid vehicle capable of setting desired power generation is provided.
In a hybrid vehicle using an engine and a motor as a power source, when a generator is driven by the engine and the electricity generated by the generator is charged to the battery, the charging of the battery by the engine and the generator is started. When the “+” lever of the paddle shift is pressed, the setting is made to add the generated power (S23 → S24), and when the “−” lever of the paddle shift is pressed, the setting is made to subtract the generated power ( S23 → S25 → S26) If neither is pressed, a setting is made to hold the previous generated power (S23 → S25 → S27), and the battery is charged with the set generated power.
[Selection] Figure 4

Description

  The present invention relates to a power generation control device for a hybrid vehicle.

  A hybrid vehicle using an engine and a motor as a power source has an “EV mode” in which only the motor is operated (the engine is stopped) and the vehicle is driven. At that time, the motor is charged in the battery. Electricity is used. In such a hybrid vehicle, electricity is generated by an engine and a generator, and the generated electricity is charged to a battery via an inverter (Patent Document 1).

JP 2010-115075 A

  In a normal hybrid vehicle, when a large output is required from the battery, such as traveling in the “EV mode”, whether or not it is possible depends on the SOC (State of Charge) of the battery, and is implemented when the SOC is low. It becomes impossible. Therefore, when a large output is required from the battery, such as traveling in the “EV mode”, it is desired that a desired generated power can be set so that the battery can be charged up to a predetermined SOC.

  On the other hand, in vehicles called plug-in hybrid vehicles, charging to the battery from the outside of the vehicle is possible, charging from a household power source is possible, and rapid charging is possible with equipment equipped with a quick charger It is. However, the desired power generation cannot be set for the household power source, and since only a few kW can be charged from the household power source, charging takes a long time. Further, in an environment where there is no household power supply or quick charger, it is the same as that of a normal hybrid vehicle. In such an environment, it is desired that a desired generated power can be set so that a predetermined SOC can be charged. Yes.

  The present invention has been made in view of the above problems, and an object thereof is to provide a power generation control device for a hybrid vehicle that can set desired generated power.

A power generation control device for a hybrid vehicle according to a first invention for solving the above-described problem is
A hybrid vehicle that drives a generator by an engine and charges the battery with electricity generated by the generator,
Shift position detecting means for detecting a shift position of the hybrid vehicle;
Brake detecting means for detecting whether the brake of the hybrid vehicle is on or off;
Charging start means for starting charging of the battery by the engine and the generator;
Increase / decrease operation means for performing an operation to increase / decrease the setting for the hybrid vehicle;
Control means for controlling power generation by the engine and the generator,
The control means starts charging the battery by the engine and the generator when the shift position is a non-traveling position, the brake is on, and the charging start means is operated. In addition, after the start of charging the battery, when the increase / decrease operation means is increased, the generated power of the power generation is set to be increased, and when the increase / decrease operation means is decreased, the generated power is A setting to decrease is performed, and power generation by the engine and the generator is performed with the set generated power.

A power generation control device for a hybrid vehicle according to a second invention for solving the above-described problem is
In the hybrid vehicle power generation control device according to the first invention,
The control unit stops charging the battery by the engine and the generator when the decrease operation of the increase / decrease operation unit continues for a predetermined time or more.

A power generation control device for a hybrid vehicle according to a third invention for solving the above-described problem is
In the hybrid vehicle power generation control device according to the first or second invention,
The control means has in advance a map obtained by superimposing an efficiency map of fuel efficiency with respect to the engine speed and torque and an output curve of generated power at the generator with respect to the engine speed and torque,
Based on the set generated power, the engine speed and torque having the best fuel efficiency are determined from the map, the engine is controlled using the speed and torque, and the generator is driven. It is characterized by that.

A power generation control device for a hybrid vehicle according to a fourth invention for solving the above-described problem is
In the power generation control device for a hybrid vehicle according to any one of the first to third inventions,
The increase / decrease operation means is a paddle shift for performing an operation for increasing / decreasing a shift.

  According to the first invention, when the shift position is the non-traveling position, the brake is on, and the charging start means (for example, the charging start switch) is operated, the battery is supplied to the engine and the generator. Setting to increase the generated power when the increase / decrease operation means is increased after the start of charging the battery, and to decrease the generated power when the increase / decrease operation means is decreased Thus, the desired generated power can be set, and the desired SOC can be charged to a predetermined SOC. As a result, if you want to charge to a predetermined SOC as soon as possible, you can set up to increase the generated power, you can charge with a large generated power, and if you want to charge in a quiet environment, It is possible to perform charging with a small setting, that is, with a small amount of generated power, that is, with reduced engine noise.

  According to the second aspect of the invention, when the decrease operation of the increase / decrease operation means continues for a predetermined time or longer, the charging to the battery is stopped. Therefore, when the driver wants to stop the charging, the charging can be stopped.

  According to the third invention, based on the set generated power, the engine speed and torque with the best fuel efficiency are determined from the map, the engine is controlled using the engine speed and torque, and the generator Therefore, wasteful fuel consumption can be suppressed and charging can be performed efficiently.

  According to the fourth invention, since the existing paddle shift is used as the increase / decrease operation means, the manufacturing cost can be suppressed, and the desired generated power can be set with a simple operation.

It is the schematic which shows an example of embodiment of the power generation control apparatus of the hybrid vehicle which concerns on this invention. FIG. 2 is a block diagram of a power generation control device for the hybrid vehicle shown in FIG. 1. 2 is a flowchart illustrating control in the power generation control device of the hybrid vehicle shown in FIG. 1. FIG. 4 is a flowchart for explaining setting of generated power in the power generation control mode in the control shown in FIG. 3. FIG. 4 is a map diagram for explaining operating points of generated power in the power generation control mode in the control shown in FIG. 3.

  Hereinafter, a power generation control device for a hybrid vehicle according to the present invention will be described with reference to FIGS.

[Example 1]
In the power generation control device for a hybrid vehicle of the present embodiment, the vehicle 10 is a hybrid vehicle using an engine 11 and a motor (motor generator 12) as power sources, as shown in FIG. Specifically, an engine 11 that drives the vehicle and serves as a power source for power generation, a generator (motor generator 12) that generates power using the engine 11 as a power source, and an inverter 13 that performs DC-AC conversion, A battery 14 for charging electricity generated by the motor generator 12 and a motor generator 12 for driving the vehicle by supplying electricity from the battery 14 via an inverter 13 are provided.

  In the present embodiment, a motor generator that serves both as a motor and a generator is used as an example. However, the present invention can also be applied to a configuration that includes a motor and a generator independently. Further, the hybrid vehicle may be a plug-in hybrid vehicle that can charge the battery 14 from a home power supply or a quick charger outside the vehicle 10.

  The engine 11, the motor generator 12, the inverter 13, the battery 14, and the like are connected to an ECU (Electronics Control Unit; control means) 16 using a communication line (for example, CAN (Controller Area Network)). The ECU 16 detects the states of the engine 11, the motor generator 12, the inverter 13, the battery 14 and the like using the communication line, and controls the engine 11, the motor generator 12, the inverter 13, the battery 14 and the like based on the detected states. It is carried out. The battery 14 is connected to the ECU 16 via a BMU (Battery Management Unit) 15 that manages the battery 14, and the BMU 15 calculates the SOC by monitoring the voltage, temperature, and current of the battery 14. In addition to the voltage, temperature, and current, the ECU 16 is also notified of the SOC.

  The ECU 16 also detects the operating state of various operating devices, and in this embodiment, the engine 11 is forcibly driven to start charging the battery 14 with electricity generated by the motor generator 12. A charging switch 20 (charging starting means), a paddle shift 21 (increasing / decreasing operating means) for performing an operation to increase / decrease the shift, a parking brake 22 (brake detecting means) capable of detecting whether the brake is on or off, and a shift position. A shift 23 (shift position detecting means) is provided, and power generation control described later is performed by detecting these operation states. Note that when the paddle shift 21 is operated under certain conditions, the engine 11 may be forcibly driven by functioning as a charging start means. That is, the charge switch 20 and the paddle shift 21 may be shared.

  In this embodiment, a paddle shift is used as an example of the increase / decrease operation means. However, as long as the setting for the vehicle 10 can be increased / decreased step by step, other types may be used. An operation switch or the like can also be used. The brake detection means is not limited to a parking brake (hand brake), but may be a brake pedal.

  Here, regarding the control of this embodiment, a control block in the ECU 16 is shown in FIG.

  The ECU 16 is provided with a power generation control execution determination unit 31 that determines whether to perform power generation control, and a generated power calculation unit 32 that calculates the generated power in the power generation control.

  The power generation control execution determination unit 31 includes an operation signal a0 from the charging switch 20, a paddle shift signal a1 from the paddle shift 21, a brake switch signal a2 from the parking brake 22, a shift position signal a3 from the shift 23, and a BMU15. The battery SOC value a4 is input (see also FIG. 1). Based on these input values, the power generation control execution determination is performed and output as the power generation control determination flag b1. The execution determination of the power generation control will be described with reference to a flowchart of FIG. 3 described later.

  The generated power calculation unit 32 receives the paddle shift signal a1 from the paddle shift 21, the battery SOC value a4, the battery voltage a5, and the battery temperature a6 from the BMU 15 (see also FIG. 1). Based on these input values, desired generated power is calculated and output as engine torque b2 to the engine 11 and generator torque b3 to the inverter 13. The calculation of the generated power will be described with reference to the flowchart of FIG. 4 described later.

  First, with reference to the flowchart shown in FIG. 3, the execution determination of the electric power generation control in the electric power generation control apparatus of the hybrid vehicle shown in FIG. 1, FIG. 2 is demonstrated.

(Step S1)
The ECU 16 confirms whether or not the power generation control is performed. If not, the process proceeds to step S2, and if it is performed, the process proceeds to step S6. In addition, the following steps S2 to S4 are procedures for confirming the execution conditions for power generation control, and steps S6 to S9 are procedures for confirming the conditions for canceling power generation control.

(Step S2)
If the power generation control is not performed, it is confirmed whether or not the shift position signal a3 from the shift 23 is a non-traveling position. If it is a non-traveling position, the process proceeds to step S3. End the control. The non-traveling position corresponds to “P”: parking position, “N”: neutral position.

(Step S3)
If the shift 23 is in the non-traveling position, it is further checked whether the brake switch signal a2 from the parking brake 22 is “ON”. If it is “ON”, that is, if the brake is applied, step S4. If not "ON", a series of control is terminated.
When the parking brake 22 is used as a brake detection means, the driver can leave the vehicle after the power generation control mode is “ON”. On the other hand, when the brake pedal is used as the brake detection means, the brake switch is used when determining the start condition of the power generation control in consideration of the driver leaving the vehicle after the power generation control mode is “ON”. It is only necessary that the signal is “ON”, that is, the brake pedal is depressed. However, in this case, when determining the condition for canceling the power generation control, re-operation of the brake pedal is one of the conditions, as will be described later.

(Step S4)
If the parking brake 22 is “ON”, it is further checked whether or not the operation signal a0 from the charging switch 20 is “ON”. If “ON”, the process proceeds to step S5. A series of control ends.
When the charge switch 20 and the paddle shift 21 are shared, the ECU 16 turns the paddle shift signal a1 “ON” regardless of whether the “+” lever or the “−” lever of the paddle shift 21 is “ON”. If the paddle shift signal a1 is “ON”, the process proceeds to step S5, and if it is not “ON”, a series of control is terminated. At this time, since the shift 23 is in the non-traveling position and the parking brake 22 is “ON”, the function of the normal paddle shift 21, that is, the function of operating the shift position is stopped, and instead In addition, this is one of the conditions for starting the power generation control mode.

(Step S5)
If all the conditions of steps S2 to S4 are satisfied, that is, the shift 23 is in the non-traveling position, the parking brake 22 is “ON”, and the charging switch 20 (paddle shift 21) is “ON”. Then, it is determined that the power generation control can be performed, the power generation control mode is “ON”, the power generation control determination flag b1 is output from the ECU 16 (power generation control execution determination unit 31), and the power generation control is performed. . Conversely, if any one of the conditions of steps S2 to S4 is not satisfied, the power generation control cannot be performed, and the power generation control mode will not be “ON”.

(Step S6)
On the other hand, when the power generation control is performed, it is confirmed whether or not the shift position signal a3 from the shift 23 is the travel position. If it is not the travel position, the process proceeds to step S7. , The power generation control mode is canceled, and a series of control is terminated.

(Step S7)
If the shift 23 is not in the travel position, it is further checked whether the brake switch signal a2 from the parking brake 22 has changed from "ON" to "OFF". If not, the process proceeds to step S8 and has changed. If so, the process proceeds to step S10, the power generation control mode is canceled, and the series of controls is terminated.
When using the brake pedal as a brake detection means, the brake pedal re-operation is a release condition, and it is confirmed that the brake switch signal from the brake pedal has changed from "OFF" to "ON". If not, the process proceeds to step S8, and if it has changed, the process proceeds to step S10, the power generation control mode is canceled, and the series of controls is terminated.

(Step S8)
If the parking brake 22 has not changed from “ON” to “OFF”, it is further confirmed whether or not the battery SOC value a4 input from the BMU 15 is equal to or greater than a predetermined value (C _off ) set in advance. If not, the process proceeds to step S9, and if it is equal to or greater than the predetermined value, the process proceeds to step S10, the power generation control mode is canceled, and the series of controls is terminated. That is, when the battery SOC value a4 is equal to or greater than a predetermined value (C _off ), the power generation control mode is automatically canceled. As the predetermined value (C _off ), for example, a numerical value with a charge rate of 60% or more that allows traveling in the “EV mode” may be set.

(Step S9)
If the battery SOC value a4 is not equal to or greater than a predetermined value, it is further checked whether the “−” lever of the paddle shift 21 is continuously “ON” for a predetermined time or more, and must be “ON” for a predetermined time or longer. For example, the series of control is terminated as it is, and if it is “ON” for a predetermined time or longer, the process proceeds to step S10, the power generation control mode is canceled, and the series of control is terminated. That is, when the driver wants to cancel the power generation control mode, the “−” lever of the paddle shift 21 may be long pressed.

(Step S10)
If any one of the conditions of steps S6 to S9 is satisfied, that is, whether the shift 23 is in the traveling position, the parking brake 22 changes from “ON” to “OFF”, or the battery SOC value a4. Is greater than or equal to a predetermined value, or the “−” lever of the paddle shift 21 is continuously “ON” for a predetermined time or more, it is determined that power generation control cannot be performed, and the power generation control mode is released. Become. In other words, when all of the conditions of steps S6 to S9 are not satisfied, the power generation control can be performed and the “ON” state of the power generation control mode is maintained.

  Next, with reference to the flowchart shown in FIG. 4 and the map shown in FIG. 5, the calculation of the generated power in the power generation control device for the hybrid vehicle shown in FIGS. 1 and 2 will be described.

(Step S21)
The ECU 16 checks whether the power generation control mode is “ON”. If “ON”, the process proceeds to step S22, and if not “ON”, the process proceeds to step S28. In the subsequent control, when the power generation control mode is “ON”, the function of the normal paddle shift 21, that is, the function of operating the shift position is stopped, and instead, it is used as a function of increasing or decreasing the generated power. Yes.

(Step S22)
If the power generation control mode is “ON”, [Pg = Pini] is set as the initial value of generated power, and the process proceeds to step S23. The initial value Pini may be set to “30 kW” or the like in accordance with the center value of the map diagram of FIG.

(Step S23)
Whether or not the “+” lever of the paddle shift 21 is “ON” is checked. If it is “ON”, the process proceeds to step S24, and if it is not “ON”, the process proceeds to step S25.

(Step S24)
If the “+” lever of the paddle shift 21 is turned “ON”, that is, if it is increased, the generated power is added and a setting is made to increase [Pg = Pg + Pp]. For example, when the “+” lever of the paddle shift 21 is turned “ON” for the first time after the power generation control mode “ON”, that is, for the first time, [Pg = Pini + Pp]. If the “+” lever of the paddle shift 21 is turned “ON”, that is, the second time, [Pg = Pini + Pp + Pp]. Note that the addition value Pp is a positive value, and may be “+10 kW” or the like, for example, in accordance with the map of FIG. 5 described later.

(Step S25)
If the “+” lever of the paddle shift 21 is not “ON”, it is confirmed whether or not the “−” lever is “ON”. If it is “ON”, the process proceeds to step S26 and must be “ON”. If so, the process proceeds to step S27.

(Step S26)
If the “−” lever of the paddle shift 21 is turned “ON”, that is, if it is reduced, the generated power is subtracted, and the setting is made to decrease to [Pg = Pg + Pm]. For example, when the “−” lever of the paddle shift 21 is turned “ON” for the first time after the power generation control mode “ON”, that is, for the first time, [Pg = Pini + Pm]. If the "-" lever of the paddle shift 21 is turned "ON", that is, the second time, [Pg = Pini + Pm + Pm]. The subtraction value Pm is a negative value, and may be set to “−10 kW” or the like, for example, in accordance with a map shown in FIG.

(Step S27)
If the "+" lever of the paddle shift 21 is not "ON" and the "-" lever is not "ON", the previous value used at the time of the previous charging is held as the generated power, [Pg = Pg (previous value)].

(Step S28)
On the other hand, if the power generation control mode is not “ON”, the power generation is stopped and [Pg = 0] is set.

  According to the above procedure, in the power generation control mode “ON” state, by using the “+” lever and the “−” lever of the paddle shift 21, the driver can set the increase / decrease in the generated power. Thus, once the setting is made, the driver does not need to perform any operation unless the setting is changed or the charging is not stopped. If the battery SOC value a4 is equal to or higher than a predetermined value (Coff) set in advance. Will end automatically.

  In addition, the driver can set the generated power according to the surrounding environment. For example, in a quiet environment such as a residential area, if the setting is made to reduce the generated power, the battery can be charged with the noise from the engine 11 reduced, and the noise does not have to be considered. If it is desired to charge the battery as soon as possible, the output from the motor generator 12 can be increased and the battery can be charged quickly if the setting is made to increase the generated power.

  In the case of the power generation control mode “ON”, based on the generated power Pg set by the above procedure, the driving point with good fuel efficiency is calculated using the map shown in FIG. Under conditions, the engine 11, the motor generator 12, and the inverter 13 are controlled to generate power, and then, as described with reference to FIG. 3, when the predetermined SOC is reached, the power generation control mode is automatically canceled. The charging will end. The driving point calculated in this way is the driving condition with the best fuel efficiency for the same generated power. FIG. 5 is a map diagram in which the fuel efficiency map of the engine 11 and the output curve of the generated power in the generator (motor generator 12) are superimposed on the rotation speed and torque of the engine 11.

  For example, in the map shown in FIG. 5, when the generated power Pg is 10 kW, the best fuel efficiency is about 20%. The operating point under this condition, that is, the rotational speed and torque of the operating point on the bold line are used. Power generation. When the generated power Pg is 40 kW, the best fuel efficiency is about 35%, and power generation is performed using the operating point under this condition, that is, the rotational speed and torque of the operating point on the thick line.

  In the map shown in FIG. 5, the fuel efficiency of 35% is the best fuel efficiency condition, and the maximum generated power corresponding to the condition is 40 kW. Therefore, in the flowchart shown in FIG. 4, when the “+” lever of the paddle shift 21 is pressed for a predetermined number of times or continuously for a predetermined time or longer, the generated power of 40 kW is the best condition. Alternatively, power generation may be performed by automatically setting an operating point with a fuel efficiency of 35%.

  With this control, when it is desired to run in the EV mode as soon as possible, the battery 14 is charged with several tens of kW of power by generating electricity using the engine 11 even in an environment without a quick charger. Compared with charging from a household power source that can be charged only at a few kW, it can be charged to a predetermined SOC in a short time.

  The present invention is suitable for a hybrid vehicle.

11 Engine 12 Motor generator 13 Inverter 14 Battery 16 ECU
20 Charging switch 21 Paddle shift 22 Parking brake 23 Shift

Claims (4)

A hybrid vehicle that drives a generator by an engine and charges the battery with electricity generated by the generator,
Shift position detecting means for detecting a shift position of the hybrid vehicle;
Brake detecting means for detecting whether the brake of the hybrid vehicle is on or off;
Charging start means for starting charging of the battery by the engine and the generator;
Increase / decrease operation means for performing an operation to increase / decrease the setting for the hybrid vehicle;
Control means for controlling power generation by the engine and the generator,
The control means starts charging the battery by the engine and the generator when the shift position is a non-traveling position, the brake is on, and the charging start means is operated. In addition, after the start of charging the battery, when the increase / decrease operation means is increased, the generated power of the power generation is set to be increased, and when the increase / decrease operation means is decreased, the generated power is A power generation control device for a hybrid vehicle, wherein a setting to decrease is performed, and power generation by the engine and the generator is performed with the set generated power. In the hybrid vehicle power generation control device according to claim 1,
The said control means stops the charge to the said battery by the said engine and the said generator, when the reduction operation of the said increase / decrease operation means continues more than predetermined time, The power generation control apparatus of the hybrid vehicle characterized by the above-mentioned. In the hybrid vehicle power generation control device according to claim 1 or 2,
The control means has in advance a map obtained by superimposing an efficiency map of fuel efficiency with respect to the engine speed and torque and an output curve of generated power at the generator with respect to the engine speed and torque,
Based on the set generated power, the engine speed and torque having the best fuel efficiency are determined from the map, the engine is controlled using the speed and torque, and the generator is driven. A power generation control device for a hybrid vehicle. In the hybrid vehicle power generation control device according to any one of claims 1 to 3,
The power generation control device for a hybrid vehicle, wherein the increase / decrease operation means is a paddle shift for performing an operation for increasing / decreasing a shift.

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