Hybrid vehicle and control method thereof

• US 8,751,081 B2
• Filed: 05/19/2009
• Issued: 06/10/2014
• Est. Priority Date: 05/19/2009
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Kato, Norihiko, Yamamoto, Masaya
• Primary Examiner(s): HOLLOWAY, JASON R
• Application Number:
  US13/321,090
• Publication Number:
  US 20120072063A1
• Time in Patent Office: 1,848 Days
• Field of Search: 701/1, 701/22, 701/36, 180/65.265, 180/65.275, 180/65.28, 180/65.285, 180/65.29, 903903-907
• US Class Current: 701/22
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2210/14 Boost converters
• CPC Class Codes: B60L 2210/30 AC to DC converters
• CPC Class Codes: B60L 2210/40 DC to AC converters
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/545 Temperature
• CPC Class Codes: B60L 2240/547 Voltage
• CPC Class Codes: B60L 2240/549 Current
• CPC Class Codes: B60L 2260/28 Four wheel or all wheel drive
• CPC Class Codes: B60L 2270/12 of exhaust
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 53/14 Conductive energy transfer
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• CPC Class Codes: B60L 58/18 of two or more battery modules
• CPC Class Codes: B60L 58/21 : having the same nominal voltage
• CPC Class Codes: B60W 10/06 : including control of combustion engines
• CPC Class Codes: B60W 10/08 : including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/26 : for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/16 : for reducing engine exhaust emissions
• CPC Class Codes: B60W 2510/068 : Engine exhaust temperature
• CPC Class Codes: B60W 2510/244 : Charge state
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/64 : Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 90/12 : Electric charging stations
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles

Abstract

A hybrid vehicle that runs in an electric running priority mode after the engine reaches a driving condition appropriate for heating the catalyst (S130-S150) if the system has been started up and the following conditions are met: the vehicle is running in an electric running priority mode in which electric power is used preferentially to drive the vehicle; the temperature (Tc) at which the catalyst becomes activated to purify the engine exhaust falls below a threshold value (Tref); and a battery storage rate (SOC) falls below a threshold value (Scd) which reaches a threshold value (Shv). Then the system switches to a hybrid running priority mode after running on electric power for the length of time necessary to heat the catalyst.

Claims

1. A hybrid vehicle, having an internal combustion engine capable of outputting power for driving the hybrid vehicle and equipped in an exhaust system with a catalytic conversion unit including a purifying catalyst for purifying exhaust, a motor constructed to input and output power for driving the hybrid vehicle, a battery unit including at least one secondary battery designed to transmit electric power to and from the motor, and a charger connected to an external power supply in a system shutdown state of the hybrid vehicle to charge the secondary battery of the battery unit with electric power from the external power supply, the hybrid vehicle being capable of:

motor travel when the hybrid vehicle is driven only with input and output power to and from the motor and

hybrid travel when the hybrid vehicle is driven with output power from the internal combustion engine and with the input and output power to and from the motor,

the hybrid vehicle comprising;

an accumulated charge ratio calculation module configured to calculate an accumulated charge ratio that is a ratio of an accumulated charge amount in the at least one secondary battery of the battery unit to a whole capacity of the at least one secondary battery of the battery unit;

a mode setting module configured to, when the calculated accumulated charge ratio is at least larger than a first preset ratio at system startup of the hybrid vehicle, set a motor travel priority mode where the motor travel is prioritized for driving the hybrid vehicle until the calculated accumulated charge ratio becomes less than a second preset ratio that is less than the first preset ratio during vehicle travelling, while setting a hybrid travel priority mode where the hybrid travel is prioritized for driving the hybrid vehicle when the motor travel priority mode is not set; and

a control module configured to, when the calculated accumulated charge ratio becomes less than a third preset ratio that is smaller than the first preset ratio and larger than the second preset ratio in a state where the purifying catalyst is not at a temperature where the purifying catalyst is activated during vehicle travelling upon setting the motor travel priority mode to prioritize the motor travel, control the internal combustion engine and the motor so that the internal combustion engine is started up and the hybrid vehicle is driven with the motor travel priority mode while the internal combustion engine is operated in an appropriate state to warming up the purifying catalyst.

2. The hybrid vehicle in accordance with claim 1, wherein the third preset ratio is set so that the calculated accumulated charge ratio becomes the second preset ratio in a case that the hybrid vehicle is driven with the motor travel for a required time to warm up the purifying catalyst.

3. The hybrid vehicle in accordance with claim 2, wherein the third preset ratio is set so that the calculated accumulated charge ratio becomes the second preset ratio in a case that the hybrid vehicle is driven with a maximum power in the motor travel for a required time to warm up the purifying catalyst.

4. The hybrid vehicle in accordance with claim 1, wherein the battery unit including the at least one secondary battery has at least one main secondary battery, at least one auxiliary secondary battery, a main connect/disconnector that connects and disconnects the at least one main secondary battery to and from a side of the motor, an auxiliary connect/disconnector that connects and disconnects the at least one auxiliary secondary battery to and from the side of the motor, a main step-up-down circuit that transmits electric power with voltage regulation between a main battery voltage system connected to the at least one main secondary battery and a high voltage system at the side of the motor, and an auxiliary step-up-down circuit that transmits electric power with voltage regulation between an auxiliary battery voltage system connected to the at least one auxiliary secondary battery and the high voltage system at the side of the motor, and

the control module is configured to, when the motor travel priority mode is set, control the main connect/disconnector and the main step-up-down circuit so that the at least one main secondary battery is connected to the side of the motor and power from the at least one main secondary battery is supplied to the motor and control the auxiliary connect/disconnector and the auxiliary step-up-down circuit so that the at least one auxiliary secondary battery is connected to the side of the motor and power from the at least one auxiliary secondary battery is supplied to the motor, while controlling the main connect/disconnector and the main step-up-down circuit so that a connection between the at least one main secondary battery and the side of the motor is maintained and a transmission between electric power of the at least one main secondary battery and electric power of the side of the motor is performed and control the auxiliary connect/disconnector so that all of the at least one auxiliary secondary battery is disconnected from the side of the motor when the calculated accumulated charge ratio becomes less than the second preset ratio during vehicle travelling with the motor travel priority mode and then the hybrid travel priority mode is set.

5. The hybrid vehicle in accordance with claim 4, wherein the battery unit including the at least one secondary battery has one secondary battery as the main secondary battery and two or more secondary batteries as the auxiliary secondary batteries, and

the control module is configured to, when the motor travel priority mode is set, control the main connect/disconnector so that the main secondary battery is connected to the side of the motor and control the auxiliary connect/disconnector so that the auxiliary secondary batteries are sequentially switched and connected.

6. The hybrid vehicle in accordance with claim 1, the hybrid vehicle further comprising:

a driving power setting module configured to set a driving power required for driving the hybrid vehicle; and

an output limit setting module configured to set an output limit of the battery unit as a maximum allowable electric power to be output from the secondary battery connected to the side of the motor out of the at least one secondary battery of the battery unit,

wherein the control module is configured to, when the motor travel priority mode is set and the set driving power is less than or equal to a corresponding power to the set output limit of the battery unit, control the internal combustion engine and the motor so that the hybrid vehicle is driven with the motor travel, while controlling the internal combustion engine and the motor so that the hybrid vehicle is driven with the hybrid travel when the motor travel priority mode is set and the set driving power is more than the corresponding power to the set output limit of the battery unit.

7. The hybrid vehicle in accordance with claim 1, the hybrid vehicle further comprising:

a generator constructed to input and output power and transmit electric power to and from the secondary battery of the battery unit; and

a planetary gear mechanism with three elements each connected to three shafts, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a driveshaft linked to an axle of the hybrid vehicle,

wherein the control module is configured to control the generator for operation control of the internal combustion engine.

8. A hybrid vehicle comprising:

an internal combustion engine;

an engine electronic control unit;

an exhaust system with a catalytic conversion unit for purifying exhaust of the engine;

a motor;

a battery unit designed to transmit electric power to and from the motor, wherein the hybrid vehicle is capable of motor travel where the hybrid vehicle is driven only with the motor and hybrid travel where the hybrid vehicle is driven with the internal combustion engine and with the motor;

an accumulated charge ratio calculation module configured to calculate an SOC ratio of the battery unit;

a motor travel priority mode which prioritizes the motor travel;

a hybrid travel priority mode which prioritizes the hybrid travel; and

a mode setting module which sets the motor travel priority mode when the SOC ratio is larger than a first preset value and the hybrid motor travel priority mode when the SOC ratio is less than a second preset value that is less than the first preset value;

wherein the engine electronic control unit starts up the engine and warms-up the catalytic conversion unit when the SOC ratio becomes less than a third preset ratio that is smaller than the first preset ratio and larger than the second preset ratio while maintaining the motor travel priority mode.