Vehicle control system

Abstract

To provide a control device of a vehicle which is capable of achieving both protection from high voltage and charging of a battery.SOLUTION: A control device of a vehicle includes an internal combustion engine, a motor and a first and a second batteries. The internal combustion engine and the motor are stored within an engine compartment of the vehicle. The first battery has higher voltage than the second battery. The motor and the first battery are electrically connected with each other and form an electrical system. The second battery is electrically connected to the motor and is charged by electrical power that the motor generates. The control device is equipped with a detection part which detects opening / closing of a hood of the engine compartment and a control part which controls the electrical system. The control part functions the electrical system as inactive if the internal combustion engine is stopped and it is detected that the hood is in closed state and the control part functions the electrical system as active if the internal combustion engine is in operation and it is detected that the hood is in closed state.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background Art]

[0002] An engine and the like are housed in an engine compartment of a vehicle. During maintenance or the like, the hood of the engine compartment is opened. A technology has been developed to stall the engine when the engine is stopped after starting and the hood is opened (Patent Document 1). [Prior Art Literature] [Patent Literature]

[0003] [Patent Document 1] Japanese Unexamined Patent Publication No. 2004-251220 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] A hybrid vehicle uses an internal combustion engine and an electric motor as driving sources. In the engine compartment, the electric motor and the like are housed together with the internal combustion engine. When the electric motor is connected to a battery and driven, the battery is charged. On the other hand, when the battery is connected to the electric motor, components inside the engine compartment maintain a high voltage. There is a risk that a person may come into contact with high-voltage components. Therefore, an object of the present invention is to provide a vehicle control device that can achieve both protection from high voltage and battery charging. [Means for Solving the Problem]

[0005] The above object is achieved by an internal combustion engine, an electric motor, Auxiliary equipment,A control device for a vehicle having a first battery and a second battery, wherein the internal combustion engine and the electric motor are housed in the engine compartment of the vehicle, the first battery has a higher voltage than the second battery, the electric motor and the first battery are electrically connected to form an electrical system, and the second battery is electrically connected to the electric motor and charged by the power generated by the electric motor. The aforementioned auxiliary equipment operates using power output from the second battery, The control device comprises a detection unit for detecting the opening and closing of the engine compartment hood, and a control unit for controlling the electrical system. When the ignition switch of the aforementioned vehicle is turned on, The internal combustion engine is in operation and the detection unit is the hood of Closed state of If detected, the control unit By turning on the electric motor The aforementioned electrical system is activated And after the electrical system becomes active, The internal combustion engine is stopped, and the detection unit is the hood of Open state of If detected, the control unit By turning off the aforementioned electric motor The aforementioned electrical system is deactivated, If the internal combustion engine is operating, the electrical system will remain active regardless of the detection result of the detection unit. This can be achieved by the vehicle's control system. [Effects of the Invention]

[0009] We can provide a vehicle control system that can simultaneously protect against high voltage and charge the battery. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a schematic diagram illustrating a vehicle. [Figure 2] Figure 2 is a flowchart illustrating the process in the embodiment. [Figure 3] Figure 3 is a flowchart illustrating the process in the embodiment. [Modes for carrying out the invention]

[0011] (vehicle) Figure 1 is a schematic diagram illustrating vehicle 100. Vehicle 100 is a hybrid vehicle and includes an internal combustion engine 10, a transmission 12, a starter 14, a DC-DC converter 38, electrical systems 50 and 52, and an ECU (Electronic Control Unit) 60.

[0012] The electrical system 50 includes a motor generator 30, wiring 32, a battery 34 (first battery), and a switch 36. The electrical system 52 includes an auxiliary unit 40, wiring 42, and a battery 44 (second battery).

[0013] As shown by the dashed line in Figure 1, the vehicle 100 is provided with an engine compartment 16. The internal combustion engine 10, transmission 12, starter 14, and MG30 are housed in the engine compartment 16. A hood 18 is provided in the engine compartment 16 and can be opened and closed. The hood 18 is opened when the vehicle 100 is being serviced. The hood 18 is closed while the vehicle is in motion. A hood sensor 48 detects when the hood 18 is open or closed.

[0014] Vehicle 100 is capable of both hybrid and electric vehicle (EV) driving. In hybrid driving mode, the operation of the internal combustion engine 10 and the MG 30 are operated in cooperation. In EV driving mode, the internal combustion engine 10 is not operated, and the vehicle is driven by the MG 30 using the power from the battery 34. Vehicle 100 may also have another MG in addition to the MG 30, and may be driven by the driving force of that other MG.

[0015] The internal combustion engine 10 is, for example, a gasoline engine that uses gasoline as fuel, or a diesel engine that uses diesel fuel. The crankshaft (not shown) of the internal combustion engine 10 is connected to the transmission 12 and pulley 22. The driving force generated by the combustion of fuel by the internal combustion engine 10 is transmitted to the drive wheels (not shown) via the transmission 12, causing the vehicle 100 to move.

[0016] The starter 14 is a motor connected to an internal combustion engine 10. When an occupant of a vehicle 100 operates an ignition switch (IG) 46, the starter 14 is driven to start the internal combustion engine 10.

[0017] MG 30 is an electric motor capable of generating alternating voltage, and is connected to a pulley 24. A belt 20 is stretched around pulleys 22 and 24. Rotation of the internal combustion engine 10 rotates the pulley 22, which also rotates the pulley 24 connected via the belt 20. Rotation of the pulley 24 rotates MG 30. The power supply of MG 30 can be switched between on and off. When the power supply is on, MG 30 generates electric power. When the power supply is off, MG 30 does not generate electric power.

[0018] MG 30 and a DCDC converter 38 are electrically connected by a wiring 32. A branch wiring 32a branches from the wiring 32. A battery 34 is connected to the branched wiring 32a. An inverter (not shown) may be provided on the wiring.

[0019] A switch 36 is provided on the wiring 32a. The switch 36 is, for example, a relay switch. When the switch 36 is on, MG 30 and the battery 34 are electrically connected, and power transmission between MG 30 and the battery 34 via the wiring 32 is enabled. When the switch 36 is off, MG 30 and the battery 34 are not connected, and power transmission between MG 30 and the battery 34 via the wiring 32 is interrupted.

[0020] When the battery 34 and MG 30 are electrically connected and MG 30 is on, MG 30 is driven to generate electric power. This state is referred to as an electric system 50 being active. When the battery 34 and MG 30 are not electrically connected, or MG 30 is off, MG 30 does not generate electric power. This state is referred to as the electric system 50 being inactive.

[0021] The auxiliary machine 40 is a device for allowing the vehicle 100 to travel by driving the internal combustion engine 10. The auxiliary machine 40 is, for example, a fuel pump, a headlight, a brake lamp, a wiper, or the like.

[0022] The auxiliary machine 40 is electrically connected to a battery 44 and the DC-DC converter 38 via a wiring 42. The wiring 42 branches between the auxiliary machine 40 and the DC-DC converter 38, and the battery 44 is connected to the branched wiring 42. The auxiliary machine 40 and the starter 14 operate with electric power supplied from the battery 44. The wirings 32 and 42 are, for example, wire harnesses or the like.

[0023] The battery 34 is a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery, for example. The battery 44 is a secondary battery such as a lead-acid battery, for example. The voltage of the battery 34 is higher than that of the battery 44. The electric system 50 is a higher-voltage system than the electric system 52. The DC-DC converter 38 performs voltage step-up and step-down between the electric system 50 and the electric system 52.

[0024] The ECU 60 is a control device including an arithmetic device such as a CPU (Central Processing Unit), and storage devices such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and performs various types of control by executing programs stored in the storage devices.

[0025] The ECU 60 includes, for example, a motor ECU, a battery ECU, and the like, and controls the internal combustion engine 10, the MG 30, the batteries 34 and 44, and the DC-DC converter 38. The ECU 60 drives the starter 14 and starts the internal combustion engine 10 in accordance with an operation of an ignition switch 46. The ECU 60 is connected to a hood sensor 48 and functions as a detection unit 62 that detects opening and closing of a hood 18. The ECU 60 functions as a control unit 64 that controls the electric system 50, and switches the state of the electric system 50 between active and inactive.

[0026] Figures 2 and 3 are flowcharts illustrating the processing in the embodiment. Figure 2 shows the process for deactivating the electrical system 50. The ECU 60 determines whether the internal combustion engine 10 is stopped or not (step S10). If the determination is positive (Yes), the detection unit 62 acquires the signal output from the hood sensor 48 and determines whether the hood 18 is open or not (step S12). If the determination in either step S10 or S12 is negative (No), the control unit 64 keeps the electrical system 50 active (step S14). After step S14, the process ends.

[0027] If both steps S10 and S12 result in a positive determination (Yes), the control unit 64 determines whether the electrical system 50 is active or not (step S16). If the determination is positive, the control unit 64 deactivates the electrical system 50 (step S18). Specifically, the control unit 64 turns off the MG30 or the switch 36. If a negative determination is made in step S16, and after step S18, the process in Figure 2 ends.

[0028] Figure 3 shows the process for activating the electrical system 50. The ECU 60 determines whether the electrical system 50 is inactive or not (step S20). If the determination is positive, the ECU 60 determines whether the IG46 has been turned on or not (step S22). If either step S20 or S22 results in a negative determination, the process in Figure 3 ends.

[0029] If both steps S20 and S22 result in a positive determination, the ECU 60 determines whether the internal combustion engine 10 is stopped or not (step S24). If the determination is positive, the process ends. If the determination is negative, the control unit 64 activates the electrical system 50 (step S26). Specifically, the control unit 64 turns on the MG 30 or turns on the switch 36. After step S26, the process ends.

[0030] According to this embodiment, the detection unit 62 detects the opening and closing of the hood 18 of the engine compartment 16. If the hood 18 is open and the internal combustion engine 10 is stopped, the control unit 64 deactivates the electrical system 50 (step S18 in Figure 2). No high voltage is applied to the deactivated electrical system 50, and no current flows through the wiring 32. Protection from high voltage is possible.

[0031] When the hood 18 is closed and the internal combustion engine 10 is operating, the control unit 64 activates the electrical system 50 (step S26 in Figure 3). The MG 30 generates power and the battery 44 is charged. It is possible to achieve both protection from high voltage and charging of the battery 44.

[0032] To switch the electrical system 50 between active and inactive states, at least one of the following is required: switching the MG30 on or off, and switching the switch 36 on or off. The control unit 64 deactivates the electrical system 50 by turning off the MG30. The control unit 64 activates the electrical system 50 by turning on the MG30. The switch 36 may remain on.

[0033] The control unit 64 deactivates the electrical system 50 by turning off the switch 36. The control unit 64 activates the electrical system 50 by turning on the switch 36.

[0034] The vehicle 100 is equipped with an auxiliary device 40. The auxiliary device 40 operates using power output from the battery 44. When the electrical system 50 is inactive, the battery 44 is not charged. If the auxiliary device 40 is used continuously while the battery 44 is not charged, the power of the battery 44 decreases. According to this embodiment, when the hood 18 is closed and the internal combustion engine 10 is started, the electrical system 50 becomes active (step S26). The battery 44 is charged. The auxiliary device 40 can be used, and battery drain can be suppressed.

[0035] Although preferred embodiments of the present invention have been described in detail above, the present invention is not limited to these specific embodiments, and various modifications and changes are possible within the scope of the gist of the invention as described in the claims. [Explanation of symbols]

[0036] 10 Internal combustion engine, 12 Transmission, 14 Starter, 16 Engine compartment, 20 Belt, 22, 24 Pulley, 30 MG, 32, 32a, 42 Wiring, 34, 44 Battery, 36 Switch, 38 DCDC converter, 40 Auxiliary equipment, 46 Ignition switch, 48 Hood sensor, 50, 52 Electrical system, 60 ECU, 62 Detection unit, 64 Control unit, 100 Vehicle

Claims

[Claim 1] A control device for a vehicle having an internal combustion engine, an electric motor, auxiliary equipment, a first battery and a second battery, The internal combustion engine and the electric motor are housed in the engine compartment of the vehicle. The first battery has a higher voltage than the second battery. The electric motor and the first battery are electrically connected to form an electrical system. The second battery is electrically connected to the electric motor and is charged by the power generated by the electric motor. The aforementioned auxiliary equipment operates using power output from the second battery. The control device includes a detection unit that detects the opening and closing of the hood of the engine compartment, The system comprises a control unit for controlling the aforementioned electrical system, When the ignition switch of the vehicle is turned on, and the internal combustion engine is operating, and the detection unit detects that the hood is closed, the control unit activates the electrical system by turning on the electric motor. If the electrical system becomes active, and the internal combustion engine is stopped, and the detection unit detects that the hood is open, the control unit deactivates the electrical system by turning off the electric motor. If the internal combustion engine is operating, the control unit maintains the electrical system in the active state, regardless of the detection result of the detection unit. Vehicle control system.

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