JP2007045406A - Control unit of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve heater performance by raising temperature of engine water temperature at an early stage in car cruising in a cruise mode. <P>SOLUTION: In vehicle cruising by a cruise mode and when at least any one in intake air temperature TA for control, outside air temperature estimate TAFCMG, and engine water temperature TW is not reached to the prescribed temperature set up respectively, the amount of cruise power generation is pulled up to a given value CR1 and charge to a battery is maintained until both battery temperature TBAT and the engine water temperature TW reach predetermined temperature respectively. When it is determined that there is no room for a battery to receive further charge, the engine temperature is raised and the engine water temperature TW is increased by delaying the ignition timing of an engine to lower the combustion efficiency. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle driven by an engine and a motor, and more particularly to a control device for a hybrid vehicle that performs temperature increase control of an engine water temperature related to the temperature of the engine during cruise traveling.

Conventionally, a hybrid vehicle provided with a motor in addition to an engine is known as a driving source for vehicle travel. One type of hybrid vehicle is a parallel hybrid vehicle that uses a motor as an auxiliary drive source for assisting engine output. This parallel hybrid vehicle performs various controls, for example, assists the output of the engine by a motor during acceleration and charges the battery or the like by deceleration regeneration during deceleration. The driver's request can be satisfied while securing (electric energy) (see, for example, Patent Document 1).
JP-A-7-123509

  By the way, according to the conventional hybrid vehicle control device, when importance is attached to the improvement of fuel efficiency, the gear ratio is increased, that is, the motor is recovered during the regenerative operation by setting the shift so that the engine can run at a low speed. By increasing the regenerative energy to be used and providing an idle stop mode, for example, the engine can be stopped under certain conditions when the hybrid vehicle is stopped, or the time for stopping the fuel supply to the engine can be extended. Done. For this reason, the engine water temperature related to the engine temperature is unlikely to rise, and there is a problem that the performance of the heater that uses this increase in the engine water temperature for air conditioning inside the vehicle is reduced.

  The present invention has been made in view of the above circumstances, and when the vehicle travels in the cruise mode in which the vehicle is driven by the driving force of the engine without the assistance of output by the motor according to the driving state of the vehicle, the engine water temperature is raised at an early stage. It is an object of the present invention to provide a hybrid vehicle control device capable of improving heater performance.

  In order to solve the above problems and achieve the object, a hybrid vehicle control device according to a first aspect of the present invention includes an engine (engine E in an embodiment to be described later) that outputs the driving force of the vehicle. A motor that assists the output of the engine in accordance with the driving state of the vehicle (motor M in the embodiment described later), and the energy generated when the motor is used as a generator by the output of the engine and when the vehicle decelerates In a control apparatus for a hybrid vehicle including a power storage device (battery 22 in the embodiment described later) that stores regenerative energy obtained by the regenerative operation of the motor, an engine temperature detection means (described later) related to the engine temperature. In the embodiment, step S401, step S402, step S407) and the driving state of the vehicle Accordingly, when the engine temperature detecting means detects that the engine temperature is equal to or lower than a predetermined temperature when the vehicle is running with the driving force of the engine without assisting the output by the motor, the motor is used as a generator. Generated energy increasing means for increasing the generated energy during use (step S409 in the embodiment described later) and remaining capacity detecting means for detecting the remaining capacity of the power storage device (battery ECU 13 in the embodiment described later) And when the power generation energy of the motor is increased by the voltage change detection means (battery ECU 13 in the embodiment described later) for detecting the voltage change of the power storage device and the power generation energy increase means (implementation described later). In step S303), the remaining capacity detected by the remaining capacity detecting means The power generation regulation threshold value correcting means for raising the power generation regulation threshold value that regulates the power generation by the motor to be determined (step S302 in the embodiment described later), and the remaining capacity is detected by the remaining capacity detection means by a predetermined remaining capacity threshold value ( In the embodiment to be described later, when the fully charged state is detected exceeding the second remaining capacity SOC2), or when a predetermined voltage change is detected by the voltage change detecting means, the ignition timing in the engine is set. The ignition timing delaying means for delaying (FIECU 12 in the embodiment described later) is provided.

  According to the hybrid vehicle control device having the above-described configuration, by increasing the power generation energy by the motor at the time of vehicle traveling in the cruise mode that travels with the driving force of the engine without the output assistance by the motor according to the driving state of the vehicle, Charging current is supplied to the power storage device, and the power storage device can be self-heated by Joule heat generated by the internal resistance of the power storage device, and the power generation load on the engine is increased. Can be made.

  Further, according to the hybrid vehicle control device having the above configuration, for example, during normal control in which the engine water temperature is sufficiently high, if it is determined that the remaining capacity of the power storage device is in an overcharged state, power generation by the motor is prohibited. However, if the power generation energy is increased by the power generation energy increasing means to raise the engine water temperature, the power generation by the motor is regulated. By increasing the power generation regulation threshold for the remaining capacity and continuing charging the power storage device, it is possible to increase the internal resistance of the power storage device and generate a lot of Joule heat and promote self-heating of the power storage device In addition, the engine water temperature can be increased by continuing the state in which the engine is subjected to the power generation load.

  Further, according to the hybrid vehicle control device having the above configuration, when it is determined that the remaining capacity of the power storage device is in a fully charged state, that is, in a state where there is no room for accepting more charge, the ignition timing in the engine is set. By delaying, control is performed to deteriorate the combustion efficiency and raise the engine water temperature. As a result, the temperature of the heater in the vehicle can be raised and the power storage device can be heated via a fan or the like, and the assist amount of the motor and the amount of regenerative power generation are increased early by promoting the temperature rise of the power storage device. Therefore, the fuel consumption can be improved as a whole when the vehicle is running.

  A hybrid vehicle control device according to a second aspect of the present invention is the hybrid vehicle control device according to the first aspect, further comprising power storage device temperature detection means for detecting a temperature of the power storage device, wherein the generator energy increases. The means sets the generator energy based on the temperature detected by the power storage device temperature detection means.

  A hybrid vehicle control device according to a third aspect of the present invention is the hybrid vehicle control device according to the first aspect, further comprising power storage device remaining capacity calculating means for calculating a remaining capacity of the power storage device, wherein the power generation energy The increasing means sets the power generation energy based on the remaining capacity calculated by the power storage device remaining capacity calculating means.

  According to the hybrid vehicle control device of the present invention, the amount of energy generated by the motor is increased when the vehicle travels in the cruise mode in which the vehicle is driven by the driving force of the engine without assisting the output of the motor according to the driving state of the vehicle. The charging current is supplied to the power storage device, the power storage device can self-warm by Joule heat generated by the internal resistance of the power storage device, and the power generation load on the engine is increased. The temperature can be raised early.

  Further, when the power generation energy is increased by the power generation energy increasing means in order to raise the engine water temperature, the power generation regulation threshold relating to the remaining capacity for regulating the power generation by the motor is raised to charge the power storage device. By continuing the above, it is possible to increase the internal resistance of the power storage device to generate a lot of Joule heat, to promote self-heating of the power storage device, and to continue the state where a power generation load is applied to the engine As a result, the temperature rise of the engine water temperature can be promoted.

  Further, when it is determined that the remaining capacity of the power storage device is in a fully charged state, that is, a state in which there is no room for accepting any more charging, the combustion timing is deteriorated by delaying the ignition timing in the engine. The water temperature can be raised. As a result, the temperature of the heater in the vehicle can be raised and the power storage device can be heated via a fan or the like, and the assist amount of the motor and the amount of regenerative power generation are increased early by promoting the temperature rise of the power storage device. Therefore, the fuel consumption can be improved as a whole when the vehicle is running.

  Hereinafter, an embodiment of a control apparatus for a hybrid vehicle of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a configuration diagram of a hybrid vehicle 10 including a hybrid vehicle control device 1 according to an embodiment of the present invention. The hybrid vehicle 10 is, for example, a parallel hybrid vehicle, and the driving forces of both the engine E and the motor M are transmitted to the front wheels Wf and Wf as driving wheels via a transmission T formed of an automatic transmission or a manual transmission. The Further, when the driving force is transmitted from the front wheels Wf, Wf side to the motor M side during deceleration of the hybrid vehicle 10, the motor M functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is converted into electric energy. As recovered.

  The hybrid vehicle control device 1 according to the present embodiment includes a motor ECU 11, a FIECU 12, a battery ECU 13, and a CVTECU 14. The drive and regenerative operation of the motor M are performed by the power drive unit 21 in response to a control command from the motor ECU 11. The power drive unit 21 is connected to a motor M and a high-voltage battery 22 that transmits and receives electrical energy. The battery 22 includes a plurality of modules, for example, a module in which 20 cells are connected in series. These modules are connected in series. The hybrid vehicle 10 is equipped with a 12-volt auxiliary battery 23 for driving various auxiliary machines. The auxiliary battery 23 is connected to the battery 22 via a downverter 24. The downverter 24 controlled by the FIECU 12 steps down the voltage of the battery 22 and charges the auxiliary battery 23.

  In addition to the motor ECU 11 and the downverter 24, the FIECU 12 controls the ignition timing and the like in addition to the operation of the fuel supply amount control means 31 that controls the fuel supply amount to the engine E and the operation of the starter motor 32. For this purpose, the FIECU 12 receives a signal from the vehicle speed sensor S1 that detects the vehicle speed V based on the rotational speed of the drive shaft in the transmission T, a signal from the engine speed sensor S2 that detects the engine speed NE, and the transmission T A signal from the shift position sensor S3 that detects the shift position of the vehicle, a signal from the brake switch S4 that detects the operation of the brake pedal 33, a signal from the clutch switch S5 that detects the operation of the clutch pedal 34, and the throttle opening A signal from the throttle opening sensor S6 that detects TH and a signal from the intake pipe negative pressure sensor S7 that detects the intake pipe negative pressure PB are input. The battery ECU 13 protects the battery 22 and calculates the remaining capacity SOC of the battery 22. The CVTECU 14 controls the CVT.

  The hybrid vehicle control device 1 according to the present embodiment has the above-described configuration. Next, the operation of the hybrid vehicle control device 1 will be described with reference to the accompanying drawings. 2 is a flowchart showing motor operation mode determination, FIG. 3 is a flowchart showing operation in the cruise mode, and FIGS. 4 and 5 are flowcharts showing calculation processing of the target cruise charge amount in the cruise mode. FIG. 7 is a graph showing a cruise power generation amount subtraction coefficient KVCRSRG with respect to the engine control vehicle speed VP, FIG. 7 is a graph showing a cruise power generation correction coefficient KPACRSRN with respect to the control atmospheric pressure PA, and FIG. 9 is a flowchart showing a determination process for raising the temperature of the heater, and FIGS. 9A to 9D sequentially show changes in the remaining battery charge SOC during the operation of the control device 1 of the hybrid vehicle shown in FIG. , Change in engine water temperature TW, change in battery temperature TBAT, change in cruise charge 10 is a graph showing the upper limit value of the assist amount and regenerative power generation amount by the motor according to the battery temperature TBAT, and FIG. 11 is a flowchart showing the operation of the ignition timing delay control for heating the heater. FIG. 12 is a flowchart showing the operation of the process for setting the upper limit value of the ignition timing delay command value. FIG. 13 is a graph showing the change in the upper limit value of the ignition timing delay command value according to the engine coolant temperature TW.

  Control modes of the hybrid vehicle 10 include “idle stop mode”, “idle mode”, “deceleration mode”, “acceleration mode”, and “cruise mode”. Below, the process of motor operation mode discrimination | determination which determines each mode based on the flowchart of FIG. 2 is demonstrated.

  First, in step S101, it is determined whether or not the flag value of the MT / CVT determination flag F_AT is “1”. If this determination is “NO”, that is, if it is determined that the vehicle is an MT vehicle, the flow proceeds to step S 102 described later. On the other hand, if the determination result is “YES”, that is, it is determined that the vehicle is a CVT vehicle, the process proceeds to step S120, where it is determined whether or not the flag value of the CVT in-gear determination flag F_ATNP is “1”. If the determination result in step S120 is “NO”, that is, it is determined that the gear is in-gear, the process proceeds to step S120A, and it is determined whether or not the flag value of the switchback determination flag F_VSWB is “1”. If this determination is “NO”, that is, if it is determined that the shift lever is not being operated, the processing in step S104 and later is performed. On the other hand, if the determination result in step S120A is “YES”, that is, if it is determined that the shift lever is being operated, the process proceeds to step S122, the process shifts to “idle mode”, and the series of processing ends. In the idle mode, the fuel supply following the fuel cut is resumed and the engine E is maintained in the idle state.

  On the other hand, if the determination result in step S120 is “YES”, that is, it is determined that the range is the N, P range, the process proceeds to step S121, and it is determined whether or not the flag value of the engine stop control execution flag F_FCMG is “1”. To do. If it is determined that the determination result is “NO”, the process proceeds to “idle mode” in step S122, and the series of processes is terminated. On the other hand, when it is determined in step S121 that the flag value of the engine stop control execution flag F_FCMG is “1”, the process proceeds to step S123, the process shifts to the “idle stop mode”, and the series of processes ends. In the idle stop mode, the engine E is stopped under certain conditions, for example, when the hybrid vehicle 10 is stopped.

  In step S102, it is determined whether or not the neutral position determination flag F_NSW is “1”. If the determination result is “YES”, that is, it is determined that the position is the neutral position, the processing from step S121 is performed. On the other hand, if the determination result is “NO”, that is, it is determined that the gear is in-gear, the process proceeds to step S103, where it is determined whether or not the flag value of the clutch connection determination flag F_CLSW is “1”. If this determination is “YES” and the clutch is determined to be “disengaged”, the flow proceeds to step S121. On the other hand, when it is determined that the determination result in step S103 is “NO” and the clutch is “engaged”, the process proceeds to step S104.

  In step S104, it is determined whether the flag value of the IDLE determination flag F_THIDLMG is “1”. If this determination is “NO”, that is, if it is determined that the throttle is fully closed, the process proceeds to step S 110 described later. On the other hand, when the determination result is “YES”, that is, when it is determined that the throttle is not fully closed, the process proceeds to step S105, and it is determined whether or not the flag value of the motor assist determination flag F_MAST is “1”. If the determination result in step S105 is “NO”, the process proceeds to step S110 described later. On the other hand, if the determination result in step S105 is “YES”, the process proceeds to step S106.

  In step S106, it is determined whether or not the MT / CVT determination flag F_AT is “1”. If this determination is “NO”, that is, if it is determined that the vehicle is an MT vehicle, the flow proceeds to step S 108 to determine whether or not the final charge command value REGENF is less than or equal to zero. If the determination result is “NO”, the series of processing is terminated. On the other hand, if the determination result in step S108 is “YES”, the process proceeds to “acceleration mode” in step S109, and the series of processes ends. On the other hand, if the determination result in step S106 is “YES”, that is, it is determined that the vehicle is a CVT vehicle, the process proceeds to step S107, and it is determined whether or not the flag value of the brake ON determination flag F_BKSW is “1”. If this determination is “YES”, that is, if it is determined that the brake is being depressed, the process proceeds to step S 112 described later. On the other hand, if the determination result in step S107 is “NO”, that is, it is determined that the brake is not depressed, the process proceeds to step S108.

  In step S110, it is determined whether or not the MT / CVT determination flag F_AT is “1”. If this determination is “NO”, that is, if it is determined that the vehicle is an MT vehicle, the flow proceeds to step S 112 described later. On the other hand, if the determination result is “YES”, that is, if it is determined that the vehicle is a CVT vehicle, the process proceeds to step S111, and it is determined whether or not the flag value of the CVT reverse position determination flag F_ATPR is “1”. If this determination is “YES”, that is, if it is determined that the vehicle is in the reverse position, the flow proceeds to step S122, the flow shifts to “idle mode”, and a series of processing ends. On the other hand, if the determination result of step S111 is “NO”, that is, it is determined that the reverse position is not set, the process proceeds to step S112.

  In step S112, it is determined whether or not the engine control vehicle speed VP is zero. If the determination result is “YES”, that is, if it is determined that the engine control vehicle speed VP is zero, the process proceeds to step S121. On the other hand, if the determination result is “NO”, that is, it is determined that the engine control vehicle speed VP is not zero, the process proceeds to step S113. In step S113, it is determined whether or not the flag value of the engine stop control execution flag F_FCMG is “1”. When the determination result is “YES”, the process proceeds to step S123, shifts to the “idle stop mode”, and the series of processes is ended. On the other hand, if it is determined that the determination result in step S113 is “NO”, the process proceeds to step S114.

  In step S114, engine speed NE is compared with cruise / deceleration mode lower limit engine speed #NERGNLx. Here, “x” in the cruise / deceleration mode lower limit engine speed #NERGNLx is a value (including hysteresis) set in each gear. As a result of the determination in step S114, if it is determined that the engine speed NE ≦ the cruise / deceleration mode lower limit engine speed #NERGNLx, that is, the low speed side, the process proceeds to step S121. On the other hand, if it is determined that the engine speed NE> cruise / deceleration mode lower limit engine speed #NERGNLx, that is, the high speed side, the process proceeds to step S115.

  In step S115, it is determined whether or not the flag value of the brake ON determination flag F_BKSW is “1”. If this determination is “NO”, that is, if it is determined that the brake is not depressed, the process proceeds to step S 117 described later. On the other hand, if the determination result is “YES”, that is, it is determined that the brake is being depressed, the process proceeds to step S116. In step S116, it is determined whether or not the flag value of the IDLE determination flag F_THIDLMG is “1”. If the determination result is “NO”, that is, if it is determined that the throttle is fully closed, the process proceeds to step S124, the process proceeds to the “deceleration mode”, and a series of processing ends. On the other hand, if the determination result in step S116 is “YES”, that is, if it is determined that the throttle is not fully closed, the process proceeds to step S117.

  In step S117, it is determined whether or not the flag value of the fuel cut execution flag F_FC is “1”. When the determination result is “YES”, that is, when it is determined that the fuel supply is stopped, the process proceeds to step S124, the process proceeds to the “deceleration mode”, and the series of processes ends. On the other hand, if the determination is “NO”, the flow proceeds to step S 118. In step S118, the final assist command value ASTPWRF is subtracted, and then the process proceeds to step S119.

  In step S119, it is determined whether or not the final assist command value ASTPWRF is less than or equal to zero. If this determination is “YES”, the flow proceeds to step S 125, and the mode shifts to “Cruise mode”. On the other hand, if the determination result is “NO”, the series of processing ends.

  Next, the process in the “cruise mode” in step S125 described above will be described. First, as shown in FIG. 3, in step S201, a CRSRGN calculation subroutine described later is performed to calculate a target cruise charge amount CRSRGN. Next, it is determined whether or not the value of the gradual addition / subtraction update timer TCRSRGN is zero (step S202). If this determination is “NO”, the processing in step S210 and later will be performed. On the other hand, if the determination result is “YES”, a predetermined gradual addition / subtraction update timer value #TMCRSRGN is substituted into the gradual addition / subtraction update timer TCRSRGN (step S203).

  Next, in step S204, it is determined whether or not the target cruise charge amount CRSRGN is equal to or greater than the cruise charge amount final calculation value CRSRGNF. If the determination result is “YES”, that is, if target cruise charge amount CRSRGN ≧ cruise charge amount final calculation value CRSRGNF, the process proceeds to step S205. In step S205, a value obtained by gradually adding the addition term #DCRSRGNP to the cruise charge amount final calculation value CRSRGNF is set as a new cruise charge amount final calculation value CRSRGNF, and then the cruise charge amount final calculation value CRSRGNF. Is less than or equal to the target cruise charge amount CRSRGN (step S206). If this determination is “YES”, the flow proceeds to step S 210 described later. On the other hand, if the determination result in step S206 is “NO”, the target cruise charge amount CRSRGN is substituted for the cruise charge amount final calculation value CRSRGNF (step S207), and the processing in step S210 and later described below is performed.

  If the determination result in step S204 is “NO”, that is, if the target cruise charge amount CRSRGN <the cruise charge amount final calculation value CRSRGNF, the subtraction term #DCRSRGNM is gradually subtracted from the cruise charge amount final calculation value CRSRGNF. The obtained value is set as a new cruise charge amount final calculation value CRSRGNF (step S208), and then it is determined whether or not the cruise charge amount final calculation value CRSRGNF is equal to or greater than the target cruise charge amount CRSRGN (step S209). If this determination is “NO”, the flow proceeds to step S207. On the other hand, if the determination result in step S209 is “YES”, the process proceeds to step S210. In step S210, the cruise charge amount final calculation value CRSRGNF is substituted for the final charge command value REGENF, and then “0” is set to the final assist command value ASTPWRF (step S211), and the series of processing ends.

  Next, the processing of the target cruise charge amount CRSRGN calculation subroutine in step S201 described above will be described with reference to FIGS. First, as shown in FIG. 4, a map search is performed for a map value CRSRGNM of the cruise power generation amount in step S301. This map shows the cruise power generation amount determined according to the engine speed NE and the intake pipe negative pressure PBGA, and is switched between CVT and MT (not shown). Next, in step 302, it is determined whether or not the flag value of the battery warming / heater warming control request flag F_BATWARM set in the battery warming / heater warming determination process described later is “1”. If this determination is “YES”, the flow proceeds to step S 303, “1” is substituted for the cruise power generation correction coefficient KCRSRGN (strong power generation mode), and then the flow proceeds to step S 320 described later.

  On the other hand, when the determination result in step S302 is “NO”, it is determined whether the flag value of the energy storage zone D determination flag F_ESZONED is “1” (step S304). In the present embodiment, the battery ECU 13 performs zoning (so-called zoning) of the remaining battery capacity SOC calculated based on, for example, voltage, discharge current, temperature, and the like. A, B, C, and D are set. For example, the zone A (SOC 40% to SOC 80% to 90%), which is the normal use area, is basically the zone B (SOC 20% to SOC 40%), which is the temporary use area, and the overdischarge area is further below it. A certain zone C (SOC 0% to SOC 20%) is defined. Further, on the zone A, a zone D (SOC 80% to 90% to 100%) which is an overcharge region is provided. When the determination result is “YES”, that is, when it is determined that the remaining battery charge SOC is the overcharged zone D, the process proceeds to step S305, the target cruise charge amount CRSRGN is set to zero, and the process proceeds to step S318 described later. move on.

  On the other hand, if the determination result in step S304 is “NO”, that is, it is determined that the remaining battery charge SOC is not the overcharged zone D, the process proceeds to step S306, and the flag value of the energy storage zone C determination flag F_ESZONEC is “ 1 ”is determined. When the determination result is “YES”, that is, when it is determined that the remaining battery capacity SOC is in the overdischarged zone C, the process proceeds to step S303. On the other hand, if the determination result in step S306 is “NO”, the process proceeds to step S307.

  In step S307, it is determined whether or not the flag value of the energy storage zone B determination flag F_ESZONEB is “1”. If this determination is “YES”, that is, if it is determined that the battery 22 is in the temporary use region of the battery 22 and is charged in a smaller amount than in the zone C, the process proceeds to step S308. In step S308, the cruise power generation coefficient #KCRGNWK (for weak power generation mode) is assigned to the cruise power generation correction coefficient KCRSRGN, and the process then proceeds to step S313 described later. On the other hand, if the determination result in step S307 is “NO”, the process proceeds to step S309 to determine whether or not the flag value of the air conditioner ON flag F_ACC is “1”. If the determination result is “YES”, that is, if it is determined that the air conditioner is “ON”, the process proceeds to step S310, and a predetermined cruise power generation coefficient #KCRGNNHAC (for HAC_ON power generation mode) is added to the cruise power generation correction coefficient KCRSRGN. Then, the process proceeds to step S313 described later.

  On the other hand, if the determination result in step S309 is “NO”, that is, it is determined that the air conditioner is “OFF”, the process proceeds to step S311 to determine whether or not the flag value of the cruise travel determination flag F_MACRS is “1”. To do. If this determination is “NO”, that is, if it is determined that the cruise mode is not selected, the flow proceeds to step S 314 described later. On the other hand, if the determination result in step S311 is “YES”, that is, it is determined that the cruise mode is selected, the cruise power generation coefficient #KCRGN (for normal power generation mode) is substituted into the cruise power generation correction coefficient KCRSRGN ( The process proceeds to step S312) and step S313.

  In step S313, it is determined whether or not the remaining battery capacity QBAT (synonymous with the remaining battery capacity SOC provided at the upper limit of zone A) is equal to or greater than the normal power generation mode execution upper limit remaining capacity #QBCRSRH. The normal power generation mode execution upper limit remaining capacity #QBCRSRH is a value having hysteresis. If the determination result is “NO”, that is, if it is determined that the remaining battery capacity QBAT <the normal power generation mode execution upper limit remaining capacity #QBCRSRH, the process proceeds to step S320 described later. On the other hand, if the determination result in step S313 is “YES”, that is, it is determined that the remaining battery capacity QBAT ≧ normal power generation mode execution upper limit remaining capacity #QBCRSRH, the process proceeds to step S314.

  In step S314, zero is substituted into the target cruise charge amount CRSRGN, and the process proceeds to step S315. In step S315, it is determined whether engine speed NE is equal to or lower than cruise battery supply mode execution upper limit engine speed #NDVSTP. If this determination is “NO”, that is, if it is determined that engine speed NE> cruise battery supply mode execution upper limit engine speed #NDVSTP, the process proceeds to step S 317 described later. On the other hand, if the determination result in step S315 is “YES”, that is, if it is determined that engine speed NE ≦ cruise battery supply mode execution upper limit engine speed #NDVSTP, the process proceeds to step S316. The cruise battery supply mode execution upper limit engine speed #NDVSTP is a value having hysteresis.

  In step S316, it is determined whether or not the flag value of the 12V system power generation necessity flag is “1”. When the determination result is “YES”, that is, when the load of 12V system is high, the process proceeds to step S317 to shift to the cruise power generation stop mode and finish the series of processes. On the other hand, if the determination result in step S316 is “NO”, that is, if the 12V load is low, the process proceeds to step S318. In step S318, it is determined whether or not the cruise charge amount final calculation value CRSRGNF is “0”. If this determination is “NO”, the flow proceeds to step S 317. On the other hand, if the determination is “YES”, the flow proceeds to step S319, transitions to the cruise battery supply mode, and the series of processes is terminated.

  In step S320, the cruise power generation amount subtraction coefficient KVCRSRG shown in FIG. 6 is obtained by searching the KVCRSRG table according to the engine control vehicle speed VP. Next, in step S321, a value obtained by multiplying the cruise power generation amount map value CRSRGNM by the cruise power generation amount correction coefficient KCRSRGN is substituted into the target cruise charge amount CRSRGN. Then, the process proceeds to step S322, and the cruise power generation amount PA correction coefficient KPACRSRN shown in FIG. 7 is obtained by KPACRSRN table search according to the control atmospheric pressure PA. Next, in step S323, a value obtained by multiplying the target cruise charge amount CRSRGN by the cruise power generation amount PA correction coefficient KPACRSRN, the cruise power generation amount decrease coefficient KTRGRGN, and the cruise power generation amount subtraction coefficient KVCRSRG is obtained as the final target cruise charge. Next, in step S324, the cruise charging mode is entered as the amount CRSRGN.

  Next, the battery warming / heater warming determination process for setting the flag value of the battery warming / heater warming control request flag F_BATWARM referred to in step 302 will be described with reference to FIG. First, it is determined whether or not the control intake air temperature TA is equal to or lower than a predetermined battery warming / heater temperature increase determination execution lower limit temperature #TABWARM (step S401). Here, the battery warming / heater temperature rise determination execution lower limit temperature #TABWARM is not particularly limited, but is set to, for example, −10 ° C. If the determination result is “YES”, the processing in step S407 and later described below is performed. On the other hand, when the determination result is “NO”, it is determined whether or not the estimated outside air temperature value TAFCMG is equal to or lower than a predetermined battery warming / heater temperature increase determination execution lower limit estimated temperature #TAHWARM (step S402). When the determination result is “YES”, that is, when the outside air temperature estimated value TAFCMG ≦ the battery warming / heater temperature rising determination execution lower limit estimated temperature #TAHWARM, the processing in step S407 and later is performed.

  Note that the outside air temperature estimated value TAFCMG is an estimated outside air temperature that is searched for a map in accordance with, for example, the engine control vehicle speed VP, the control intake air temperature TA, and the engine water temperature TW of the hybrid vehicle 10 (not shown). ). The determination process related to the outside air temperature estimated value TAFCMG may be, for example, that the engine water temperature TW may be lowered when the outside air temperature is low even if the engine E is started and the control intake air temperature TA is rising. When the outside air temperature estimated value TAFCMG is equal to or lower than the predetermined battery warming / heater temperature rise determination execution lower limit estimated temperature #TAHWARM, when the determination result in step S401 is “YES”, That is, the same processing as that in the case where it is determined that the control intake air temperature TA ≦ battery warming / heater temperature increase determination execution lower limit temperature #TABWARM, the processing in step S407 and subsequent steps is performed.

  On the other hand, if the determination result in step S402 is “NO”, that is, outside air temperature estimated value TAFCMG> battery warming / heater temperature rise determination execution lower limit estimated temperature #TAHWARM, battery temperature TBAT of battery 22 is a predetermined first value. It is determined whether or not the temperature is lower than T1, for example, −10 ° C. (step S403). If the determination result is “YES”, the processing in step S407 and later described below is performed. Note that this determination result is “YES”, for example, although the outside air temperature rose in the morning after being parked for a long time in a cold district or the like, the battery 22 has a moderate temperature change. Therefore, the battery temperature TBAT is still kept low. In this case, control for heating the battery 22 is performed.

  On the other hand, if the determination result in step S403 is “NO”, “1” is set to the battery heating / heater temperature increase control request flag F_BATWARM for heating the heater (not shown) or heating the battery 22. It is determined whether or not battery heating / heater temperature raising control has already been executed (step S405). If the determination result is “YES”, the processing in step S407 and later described below is performed. On the other hand, if the determination result is “NO”, it is determined that there is no need to raise the heater temperature or the battery 22, and the battery heating / heater temperature raising control request flag F_BATWARM is set to “0”. (Step S406), a series of processing ends.

  In step S407, it is determined whether the engine water temperature TW is equal to or lower than a predetermined battery warming / heater temperature increase determination execution lower limit water temperature #TWBWARM. Here, the battery warming / heater temperature increase determination execution lower limit water temperature #TWBWARM is a value having hysteresis, and the center value is not particularly limited, but is, for example, about 60 ° C. If the determination result is “YES”, “1” is set to the battery warming / heater temperature rise control request flag F_BATWARM (step S409), and the series of processes is terminated. On the other hand, when the determination result in step S407 is “NO”, that is, when it is determined that engine water temperature TW> battery heating / heater temperature increase determination execution lower limit water temperature #TWBWARM, battery temperature TBAT of battery 22 is a predetermined value. It is determined whether or not the temperature is lower than the second temperature T2, for example, 0 ° C. (step S408).

  When the determination result in step S408 is “NO”, it is determined that the engine water temperature TW and the battery temperature TBAT are sufficiently high, and forced power generation for heating the heater or heating the battery 22 is performed. In order to end the process of step S406, the process from step S406 is performed. On the other hand, if the determination result is “YES”, it is determined that the battery temperature TBAT of the battery 22 has not been sufficiently raised, and the processing of step S409 and subsequent steps is performed.

  As described above, the start condition of the process of raising the heater or heating the battery 22 to raise the engine water temperature TW is at least one of the control intake air temperature TA, the outside air temperature estimated value TAFCMG, and the engine water temperature TW. However, the end condition is that both the battery temperature TBAT and the engine water temperature TW have reached the predetermined temperature set for each. It becomes.

  Hereinafter, changes in the remaining battery charge SOC, changes in the engine coolant temperature TW, changes in the battery temperature TBAT, and changes in the cruise charge amount in the cruise mode described above will be described with reference to the accompanying drawings. First, in step S302 in FIG. 4, when the mode is shifted to the strong power generation mode (step S303) for heating the battery and raising the heater, as shown in the region α in FIG. The cruise charge target value is increased to a predetermined value CR1, for example, about 2 kw, and until the battery warming / heater temperature rise control request flag F_BATWARM is set to “0”, that is, the battery temperature TBAT and the engine water temperature TW The charging of the battery 22 is continued until both of them reach a predetermined temperature. As the charging current supplied to the battery 22 increases, Joule heat is generated by the internal resistance of the battery 22 and the battery temperature TBAT rises as shown in FIG. As a result of the increase, the engine coolant temperature TW increases as shown in FIG.

  In this case, the processing after step S304 in FIG. 4, that is, the determination process of the remaining capacity of the battery 22 is not performed (is skipped), so that the target value of the cruise charge amount of the battery 22 is normally zero. Even when the overcharge region is reached, charging is continued and the internal resistance of the battery 22 is further increased. Even if the battery 22 continues to be charged in an overcharged state, damage to the battery 22 can be ignored if the battery temperature TBAT is low.

  However, as shown by a region β in FIG. 9D, for example, when the battery remaining capacity SOC reaches a predetermined first remaining capacity SOC1, or when a predetermined voltage change is detected in the battery 22, the battery 22 Is almost in a fully charged state, and power generation within the range of voltage power saving, that is, within the acceptance width W between the assist power saving line ASIST and the regenerative power saving line REGEN shown in FIG. Switching to power generation, regenerative power saving control is performed to gradually decrease the cruise charge amount from the predetermined value CR1 until it becomes almost zero. Here, the assist power save line ASSIST and the regenerative power save line REGEN are the amount of assist by the motor M set according to the battery temperature TBAT of the battery 22 from the viewpoint of improving the charge / discharge efficiency of the battery 22 and protecting the battery 22. And a predetermined upper limit value for each of the regenerative power generation amounts. Both lines ASSIST and REGEN are set so that the acceptance amount W of the assist amount and the regenerative power generation amount decreases as the battery temperature TBAT decreases. For this reason, when the battery temperature TBAT is lowered, for example, after parking for a long time in a cold region or the like, the assist amount and the regenerative power generation amount are limited to low values.

  The above-described regenerative power saving control is performed by the motor ECU 11 from the battery ECU 13 to the motor ECU 11 based on the voltage regenerative power saving process in which the motor ECU 11 performs regenerative power saving based on the total voltage of the battery 22 and the voltage of each module constituting the battery 22. It consists of two processes: a regenerative power saving process performed in response to a request sent to. Of these two processes, charging is performed while gradually decreasing the target value of the cruise charge until the remaining battery charge SOC is almost fully charged, which is performed from the one that satisfies the predetermined activation condition first. continue.

  Next, as shown by a region γ in FIG. 9, when the battery 22 is almost fully charged and approaches a state where there is no room for accepting further charging, ignition for increasing the temperature of the heater shown in FIGS. 11 to 13 is performed. Perform time delay control. That is, control is performed to increase the engine water temperature TW by delaying the ignition timing in the engine E and deteriorating combustion efficiency. Hereinafter, ignition timing delay control (IGHWUR_CAL) for heating the heater will be described with reference to the accompanying drawings. First, as shown in FIG. 11, it is determined whether or not the number of misfires NMFBC exceeds a predetermined misfire number upper limit value #NMFBCHW (step S501). When the determination result is “YES”, a predetermined delay timer value #TMIGHWRD is substituted for the delay timer TIGHWRD (step S502), and zero is substituted for the ignition timing delay command value IGHWUR (step S503). The process ends.

  On the other hand, if the determination result in step S501 is “NO”, the process proceeds to step S504, where it is determined whether or not a condition necessary for performing the ignition timing delay control for increasing the temperature of the heater is satisfied. That is, the engine speed NEB is in a range between a predetermined lower limit engine speed #NIGHWL and a predetermined upper limit engine speed #NIGHWH, and the intake pipe negative pressure PBA is equal to a predetermined lower limit intake pipe negative pressure #PBIGHWL. The engine control vehicle speed VP is within a range between a predetermined upper limit intake pipe negative pressure #PBIGWHWH, and the engine control vehicle speed VP is within a range between a predetermined lower limit vehicle speed #VIGHWL and a predetermined upper limit vehicle speed #VIGWHWH, and the engine water temperature It is determined whether TW is within a range between a predetermined lower limit water temperature #TWIGHWL and a predetermined upper limit water temperature #TWIGHWH, and whether the outside air temperature estimated value TAFCMG is smaller than a predetermined upper limit intake air temperature #TAIGHWH. If this determination is “NO”, the flow proceeds to step S502. That is, when the load of the engine E during the cruise is high, it is determined that the engine water temperature TW increases, and control for delaying the ignition timing is not performed as will be described later.

  On the other hand, if the determination result in step S504 is “YES”, it is determined whether or not “1” is set in the bit information MOTINFO_bit3 sent from the motor ECU 11 to the FI ECU 12 (step S505). Here, in the motor ECU 11, the bit information MOTINFO_bit3 is set to “1” because, for example, the battery remaining capacity SOC has a predetermined second remaining capacity SOC2, for example, SOC 90%, which is larger than the predetermined first remaining capacity SOC1. This is the case. If this determination is “NO”, the flow proceeds to step S 502. On the other hand, if the determination result is “YES”, it is determined whether or not the flag value of the idle determination flag F_IDLE is “1” (step S506). If this determination is “YES”, the flow proceeds to step S502.

  On the other hand, if the determination result in step S506 is “NO”, it is determined whether or not the delay timer TIGHWRD is zero (step S507). If this determination is “NO”, the flow proceeds to step S503. On the other hand, when the determination result in step S507 is “YES”, a value obtained by adding a predetermined addition term #DIGHWUR to the ignition timing delay command value IGHWUR is set as a new ignition timing delay command value IGHWUR (step S507). S508). In step S509, it is determined whether or not the ignition timing delay command value IGHWUR exceeds an ignition timing delay command upper limit value IGHRLMT set by a table search described later.

  If the determination result is “YES”, the ignition timing delay command upper limit value IGHRLMT is set to the ignition timing delay command value IGHWUR (step S510), and the series of processes is terminated. On the other hand, if the determination result is “NO”, “1” is set to the flag value of the ignition timing delay control execution flag F_IGHWUR for raising the heater temperature (step S511), and the series of processing ends. The ignition timing delay control (IGHWUR_CAL) for raising the temperature of the heater described above is performed at each top dead center (TDC: crank angle cycle) at the start of the intake stroke of each cylinder of the engine E.

  Next, an ignition timing delay command upper limit value IGHRLMT table search process (IGHWRLMT_SRCH) performed as a background process for the above-described ignition timing delay control (IGHWUR_CAL) for raising the heater temperature will be described with reference to FIGS. explain. Here, the table #IGHRLMTN table shown in FIG. 13 is searched to set the ignition timing delay command upper limit value IGHRLMT (step S601). This #IGHRLMTN table shows a change in the ignition timing logical control value IGLOG according to the engine coolant temperature TW. For example, when the engine coolant temperature TW is within a predetermined range, the ignition timing logical control value IGLOG is the largest. It is set to be. That is, when the engine water temperature TW rises, the ignition timing delay control for heating the heater is not necessary. Conversely, when the engine water temperature TW is low, the combustion in the engine E already tends to be delayed. The delay in the ignition timing is suppressed to prevent the running performance from deteriorating.

  The ignition timing logic control value IGLOG is subjected to various corrections based on, for example, the engine water temperature TW, the running state, and the like on a map value IGMAP (not shown) that is searched for a map according to the engine speed NE and the intake pipe negative pressure PB. This is a logical control value with respect to the ignition timing angle obtained by applying. Further, the ignition timing logical control value IGLOG is obtained by correcting the delay time from when an electrical signal instructing ignition is generated in the FIECU 12 until the ignition is actually executed. Actual control value IGAB (not shown).

  According to the hybrid vehicle control apparatus 1 according to the present embodiment, when the vehicle is traveling in the cruise mode, “1” is substituted for the cruise power generation amount correction coefficient KCRSRGN (strong power generation mode), and the cruise is normally nearly zero. The power generation amount CRSRGN is raised to a predetermined value CR1, for example, about 2 kw, and the charging of the battery 22 is continued until both the battery temperature TBAT and the engine water temperature TW reach a predetermined temperature. For this reason, when the charging current supplied to the battery 22 increases, Joule heat is generated due to the internal resistance of the battery 22, so that the battery 22 can be self-warmed and a power generation load is applied to the engine E. As a result, an increase in the temperature of the engine E is promoted, and the engine water temperature TW can be raised quickly. Further, even when the remaining capacity SOC of the battery 22 is determined to be in an overcharged state, charging of the battery 22 is continued until both the battery temperature TBAT and the engine water temperature TW reach predetermined temperatures. As a result, the internal resistance of the battery 22 can be increased to promote the generation of Joule heat, and the engine water temperature TW can be further increased.

  Further, when it is determined that the remaining capacity SOC of the battery 22 is in a fully charged state, that is, a state in which there is no room for accepting more charge, the combustion efficiency is deteriorated by delaying the ignition timing in the engine E. Thus, the engine water temperature TW can be raised. As a result, the temperature of the heater that uses the increase in the engine water temperature TW for air conditioning inside the vehicle can be raised, and the battery 22 can be indirectly heated from the heater via a fan or the like. In this case, the range of acceptance of the assist amount and the regenerative power generation amount for the motor M can be increased early by raising the temperature of the battery 22 in the low temperature state early.

  In the present embodiment, the bit information MOTINFO_bit3 is set to “1” in the motor ECU 11 during the cruise. For example, the battery remaining capacity SOC is larger than a predetermined first remaining capacity SOC1. 2 The remaining capacity SOC2, for example, the SOC exceeds 90%, but is not limited to this, but a predetermined voltage change with respect to the battery 22, for example, the total voltage of the battery 22, the voltage of the individual cells constituting the battery 22, It may be determined whether or not a predetermined voltage change is detected with respect to the module voltage or the capacitor voltage. In this case, for example, even when the 12-volt auxiliary battery 23 is canceled and the integrated value of the current is cleared, by measuring the voltage change in the battery 22, the state of the battery 22, that is, the battery 22 is almost It can be determined whether or not the battery is fully charged and there is no room to accept more charge.

It is a block diagram of a hybrid vehicle provided with the control apparatus of the hybrid vehicle by one Embodiment of this invention. It is a flowchart which shows motor operation mode determination. It is a flowchart which shows operation | movement of a cruise mode. It is a flowchart which shows the calculation process of the target cruise charge amount in a cruise mode. It is a flowchart which shows the calculation process of the target cruise charge amount in a cruise mode. It is a graph which shows the cruise power generation amount subtraction coefficient KVCRSRG with respect to the vehicle speed VP for engine control. It is a graph which shows the cruise electric power generation amount correction coefficient KPACRSRN with respect to the atmospheric pressure PA for control. It is a flowchart which shows the determination process for heating a battery and heating a heater. FIGS. 9A to 9D show, in order, the change in the remaining battery charge SOC, the change in the engine water temperature TW, the change in the battery temperature TBAT, the change in the cruise charge amount during the operation of the control device for the hybrid vehicle shown in FIG. It is a figure which shows a change, respectively. It is a graph which shows the upper limit of the assist amount by a motor according to battery temperature TBAT, and regenerative electric power generation amount. It is a flowchart which shows the operation | movement of the ignition timing delay control for heater temperature rising. It is a flowchart which shows the operation | movement of the process which sets the upper limit of ignition timing delay command value. It is a graph which shows the change of the upper limit of ignition timing delay command value according to engine water temperature TW.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control apparatus of hybrid vehicle 10 Hybrid vehicle 12 FIECU (ignition timing delay means)
13 Battery ECU (remaining capacity detection means, voltage change detection means)
22 Battery (power storage device)
E engine M motor step S302 power generation regulation threshold correction means step S401 engine temperature detection means, intake air temperature detection means step S402 engine temperature detection means, outside air temperature calculation means step S407 engine temperature detection means, engine water temperature detection means step S409 power generation energy increase means

Claims (3)

An engine that outputs the driving force of the vehicle, a motor that assists the output of the engine in accordance with the driving state of the vehicle, the generated energy when the motor is used as a generator by the output of the engine, and the motor during deceleration of the vehicle In a control device for a hybrid vehicle comprising a power storage device that stores regenerative energy obtained by the regenerative operation of
Engine temperature detection means related to the engine temperature;
When the engine temperature detecting means detects that the temperature of the engine is equal to or lower than a predetermined temperature when the vehicle is driven by the driving force of the engine without assisting output by the motor according to the driving state of the vehicle, the motor Power generation energy increasing means for increasing the power generation energy when using the as a generator,
A remaining capacity detecting means for detecting a remaining capacity of the power storage device;
Voltage change detecting means for detecting a voltage change of the power storage device;
When the power generation energy of the motor is increased by the power generation energy increasing means, the power generation regulation for raising the power generation regulation threshold for regulating the power generation by the motor set by the remaining capacity detected by the remaining capacity detection means Threshold correction means;
When the remaining capacity is detected by the remaining capacity detection means to exceed a predetermined remaining capacity threshold value as a fully charged state, or when a predetermined voltage change is detected by the voltage change detection means, A control apparatus for a hybrid vehicle, comprising ignition timing delay means for delaying the ignition timing. A power storage device temperature detecting means for detecting the temperature of the power storage device;
2. The hybrid vehicle control device according to claim 1, wherein the power generation energy increasing unit sets power generator energy based on a temperature detected by the power storage device temperature detection unit. A power storage device remaining capacity calculating means for calculating the remaining capacity of the power storage device;
2. The control apparatus for a hybrid vehicle according to claim 1, wherein the generated energy increasing means sets the generated energy based on the remaining capacity calculated by the power storage device remaining capacity calculating means.

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