Vehicle

Abstract

To prevent a person who suspects battery depletion or non-active line from touching a power line of a high-voltage system.SOLUTION: A vehicle includes: an engine; a motor generator; a high-voltage battery; a relay provided between the high-voltage battery and the motor generator; an auxiliary battery; an engine control part; and an integrated control part for controlling a high-voltage system including the motor generator, the high-voltage battery, and the relay. The engine control part determines whether or not fuel injection of the engine is possible based on a collation result of an electronic key when an ignition of the vehicle is turned on, and outputs an abnormality signal indicating that the fuel injection is not possible to the integrated control part when it is determined that the fuel injection is not possible because the electronic key cannot be collated. The integrated control part does not start the high-voltage system when the abnormality signal is input from the engine control part when the ignition is turned on.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] Patent Document 1 discloses a vehicle that stops engine fuel injection if the immobilizer codes do not match. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2004-308537 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the configuration described in Patent Document 1, while the fuel injection of the engine is stopped due to an immobilizer error or the like, the high-voltage system including the motor generator can be started independently of the engine. Therefore, even if the fuel injection of the engine is not possible, the high-voltage system alone may start up in response to the operation of the start switch by the user. As a result, if only the high-voltage system starts up, there is a risk that a person who suspects that the battery is dead or that the line is not live may touch the power line of the high-voltage system.

[0005] The present invention has been made in consideration of the above circumstances, and has an object to provide a vehicle that can prevent someone who suspects that the battery is dead or that the line is not live from touching the power lines of a high-voltage system. [Means for solving the problem]

[0006] The present invention relates to a vehicle comprising an engine, a motor generator connected to the engine via a transmission device so as to be able to transmit power, a high-voltage battery supplying power to the motor generator, a relay provided between the high-voltage battery and the motor generator, an auxiliary battery storing power generated by the motor generator, an engine control unit controlling the engine, and an integrated control unit controlling a high-voltage system including the motor generator, the high-voltage battery, and the relay, wherein when the ignition of the vehicle is turned on, the engine control unit determines whether or not fuel injection is possible for the engine based on a comparison result of an electronic key, and if it determines that fuel injection is not possible for the engine because the comparison result shows that the electronic key cannot be compared, it outputs an abnormality signal indicating that fuel injection is not possible to the integrated control unit, and when the abnormality signal is input from the engine control unit when the ignition of the vehicle is turned on, the integrated control unit does not start the high-voltage system. Effect of the Invention

[0007] The present invention can prevent a person who suspects that a battery is dead or that the power line is not live from touching the power line of a high voltage system. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram illustrating a vehicle according to an embodiment. [Diagram 2] FIG. 2 is a block diagram for explaining the electronic control device. [Diagram 3] FIG. 3 is a flow chart showing a control flow. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A vehicle according to an embodiment of the present invention will be described in detail below, however, the present invention is not limited to the embodiment described below.

[0010] 1 is a diagram showing a schematic diagram of a vehicle according to an embodiment. The vehicle 1 includes an engine (ENG) 2, a power transmission (T / M) 3, a starter 4, a motor generator (MG) 5, a DC-DC converter 6, an auxiliary device 7, an auxiliary battery 8, a high-voltage battery 9, a system main relay (hereinafter, referred to as SMR) 10, a transmission device 11, and an electronic control unit (ECU) 20.

[0011] The vehicle 1 is equipped with an engine 2 and a motor generator 5 as power sources, and is a vehicle equipped with a mild hybrid system.

[0012] The engine 2 is a power source of the vehicle 1. Power output from the engine 2 is transmitted to wheels via a power transmission device 3. The power transmission device 3 includes a gear mechanism such as a transmission, and forms a power transmission path between the engine 2 and the wheels.

[0013] The starter 4 is a starter motor that starts the engine 2 by cranking. The shaft of the starter 4 is connected to the crankshaft of the engine 2 so as to be capable of transmitting power. The starter 4 is driven by electric power supplied from an auxiliary battery 8. When the starter 4 is driven, the shaft of the starter 4 rotates, thereby rotating the crankshaft of the engine 2, and the engine 2 starts.

[0014] The motor generator 5 functions as an electric motor and a generator. The motor generator 5 is connected to the engine 2 via a transmission 11 so as to be capable of transmitting power. The transmission 11 is a belt-type transmission, and includes a pulley that rotates integrally with the crankshaft of the engine 2, a pulley that rotates integrally with the shaft of the motor generator 5, and a belt wound around these pulleys. The motor generator 5 starts the engine 2 via the transmission 11. There are three methods for starting the engine 2: a method for starting the engine 2 using the starter 4 alone, a method for starting the engine 2 using the motor generator 5 alone, and a method for starting the engine 2 using the starter 4 and the motor generator 5 together. When the power of the engine 2 is insufficient, the motor generator 5 is driven as an electric motor to assist the power of the engine 2. The motor generator 5 is driven by power supplied from a high-voltage battery 9. When the power of the engine 2 is sufficient, the motor generator 5 is driven as a generator to store power in the auxiliary battery 8. The motor generator 5 is electrically connected to the DCDC converter 6 via a power line PL.

[0015] The DCDC converter 6 is a power conversion device provided between the motor generator 5 and the auxiliary battery 8. The DCDC converter 6 is electrically connected between the power line PL and the low-voltage line EL of the high-voltage system. The DCDC converter 6 steps down the voltage of the power line PL and supplies it to the low-voltage line EL. The DCDC converter 6 is electrically connected to the auxiliary 7 and the auxiliary battery 8 via the low-voltage line EL.

[0016] The auxiliary battery 8 supplies power to the starter 4. The rated voltage of the auxiliary battery 8 is 12 V. The auxiliary battery 8 is electrically connected to the starter 4, the DCDC converter 6, and the auxiliary 7 via a low-voltage line EL. The auxiliary battery 8 is electrically connected to the motor generator 5 via the DCDC converter 6.

[0017] The high-voltage battery 9 supplies power to the motor generator 5. The high-voltage battery 9 is composed of a secondary battery such as a lithium-ion battery. The rated voltage of the high-voltage battery 9 is 48 V. The high-voltage battery 9 is electrically connected to the motor generator 5 via an inverter. The high-voltage battery 9 is also electrically connected to the inverter and the motor generator 5 via an SMR 10. The high-voltage system is composed of the motor generator 5, the high-voltage battery 9, and the SMR 10.

[0018] The SMR 10 is a relay (system main relay) provided between the high-voltage battery 9 and the motor generator 5. When the SMR 10 is in the on state, the high-voltage battery 9 and the motor generator 5 are electrically connected to each other. When the SMR 10 is in the off state, the high-voltage battery 9 and the motor generator 5 are cut off so that no electricity can pass between them. The SMR 10 switches between the on state and the off state in response to a command signal from the electronic control device 20. The SMR 10 is provided between the high-voltage battery 9 and an inverter connected to the motor generator 5.

[0019] The electronic control unit 20 is a control unit that controls the vehicle 1. The electronic control unit 20 executes various controls based on signals from various sensors mounted on the vehicle 1 and signals received from outside the vehicle 1. As shown in FIG. 2 , the electronic control unit 20 includes an integrated ECU 21, an EFI-ECU 22, and a verification ECU 23.

[0020] The integrated ECU 21 is an electronic control device that controls the high-voltage system. Signals from various sensors are input to the integrated ECU 21. The integrated ECU 21 executes various controls in response to the signals from the various sensors. The integrated ECU 21 controls the SMR 10, the motor generator 5, and the DCDC converter 6. The integrated ECU 21 includes an integrated control unit that controls the high-voltage system, a motor control unit that controls the motor generator 5, and a converter control unit that controls the DCDC converter 6. The integrated ECU 21 outputs a command signal to the SMR 10 to control the on and off states of the SMR 10. The integrated ECU 21 outputs a command signal to the inverter of the motor generator 5 to control the drive of the motor generator 5. The inverter has multiple switching elements that perform switching operations in response to the command signal from the integrated ECU 21. The integrated ECU 21 outputs a command signal to the DCDC converter 6 to control the drive of the DCDC converter 6.

[0021] Furthermore, the integrated ECU 21 can select an engine starting method. When the integrated ECU 21 selects a method of starting the engine 2 using only the motor generator 5 as the engine starting method, the integrated ECU 21 turns on the SMR 10 to start up the high-pressure system, starts up the motor generator 5, and then performs starting control of the engine 2 by the motor generator 5.

[0022] Further, the integrated ECU 21 is connected to the EFI-ECU 22 and the EFI-ECU 22 so as to be able to communicate with each other. The integrated ECU 21 and the EFI-ECU 22 are connected to be able to send and receive information via a CAN or direct line. The integrated ECU 21 can recognize the state of the engine 2, such as a state in which fuel injection of the engine 2 is not possible, by communicating with the EFI-ECU 22. Similarly, the integrated ECU 21 and the verification ECU 23 are connected to be able to send and receive information via a CAN or direct line. The integrated ECU 21 can obtain information relating to the verification of the electronic key by communicating with the verification ECU 23.

[0023] The EFI-ECU 22 is an electronic control device that controls the engine 2. The EFI-ECU 22 includes an engine control unit. The EFI-ECU 22 controls fuel injection and ignition timing in the engine 2.

[0024] Furthermore, the EFI-ECU 22 determines whether or not to inject fuel into the engine 2 based on the result of the electronic key verification. For example, the EFI-ECU 22 performs an immobilization determination, and if it determines that an immobilization verification error has occurred, it determines that an immobilization abnormality has occurred. If the EFI-ECU 22 determines that an immobilization abnormality has occurred, it cuts off fuel injection into the engine 2. As a result, fuel injection into the engine 2 is stopped, and the engine 2 does not start. This can prevent theft.

[0025] That is, if the comparison result indicates that the electronic key can be compared, the EFI-ECU 22 determines that fuel injection is possible for the engine 2. On the other hand, if the comparison result indicates that the electronic key cannot be compared, the EFI-ECU 22 determines that fuel injection is not possible for the engine 2. If the EFI-ECU 22 determines that fuel injection is not possible for the engine 2, it outputs an abnormality signal indicating that fuel injection is not possible to the integrated ECU 21.

[0026] The verification ECU 23 detects a start request by the user of the vehicle 1. When the start switch of the vehicle 1 is turned on, a switch signal indicating that the start switch has been operated is input to the verification ECU 23. The verification ECU 23 determines whether or not there is a start request by the user of the vehicle 1 based on the switch signal. Then, when it is determined that there is a start request by the user of the vehicle 1, the verification ECU 23 outputs a signal indicating that there is a start request by the user to the integrated ECU 21. The integrated ECU 21 can determine that there is a start request by the user based on the signal input from the verification ECU 23.

[0027] Furthermore, the verification ECU 23 executes starting control of the engine 2. When the integrated ECU 21 selects a method of starting the engine 2 using only the starter 4 as the engine starting method, the verification ECU 23 receives a signal from the integrated ECU 21 indicating that the method has been selected. Then, the verification ECU 23 outputs a command signal to the starter 4 to perform starting control of the engine 2 using the starter 4. In other words, the verification ECU 23 causes the starter 4 to perform cranking.

[0028] In the vehicle 1 equipped with the mild hybrid system configured as described above, it is assumed that the fuel injection of the engine 2 is stopped so that the engine 2 does not generate driving torque in order to prevent theft by the immobilizer. In this case, when a start request signal is input to the integrated ECU 21 by the user of the vehicle 1 operating a start switch, the integrated ECU 21 can start the high-voltage system regardless of the state of the engine 2. If only the high-voltage system is started in a scene in which fuel injection of the engine 2 is not performed to prevent theft due to detection of an abnormality in which the electronic key cannot be verified, there is a risk that the high-voltage battery 9 will be depleted or that a person who mistakenly believes that the power line PL of the high-voltage system is not live will touch the power line PL of the high-voltage system. Therefore, the vehicle 1 is configured not to start the high-voltage system in the relevant scene.

[0029] 3 is a flow chart showing a control flow. The control shown in FIG.

[0030] The electronic control unit 20 determines whether or not there is a start request from the user of the vehicle 1 (step S1). In step S1, it is determined whether or not the ignition of the vehicle 1 is turned on. Based on a signal input from the start switch of the vehicle 1, the verification ECU 23 determines whether or not the start switch has been operated by the user of the vehicle 1 and there is a start request from the user.

[0031] If it is determined that there is no start request from the user of the vehicle 1 (step S1: No), this control routine ends.

[0032] When it is determined that a start request has been made by the user of the vehicle 1 (step S1: Yes), the electronic control unit 20 determines whether fuel injection into the engine 2 is possible (step S2). In step S2, it is determined whether fuel injection into the engine 2 is possible based on the result of matching the electronic key. The EFI-ECU 22 performs electronic key matching processing. The EFI-ECU 22 also determines whether fuel injection into the engine 2 is possible based on the result of matching the electronic key. Then, when the EFI-ECU 22 obtains a matching result that indicates that the electronic key has been matched, it determines that fuel injection into the engine 2 is possible. On the other hand, when the EFI-ECU 22 obtains a matching result that indicates that the electronic key cannot be matched, it determines that fuel injection into the engine 2 is not possible.

[0033] If it is determined that fuel injection of the engine 2 is possible (step S2: Yes), the electronic control device 20 starts up the high-voltage system (step S3). In step S3, the SMR 10 is switched to the ON state, and the high-voltage battery 9 and the motor generator 5 are electrically connected. The integrated ECU 21 outputs a command signal to the SMR 10 to switch the SMR 10 from the OFF state to the ON state, thereby starting up the high-voltage system.

[0034] After starting the high-pressure system, the electronic control device 20 selects a method for starting the engine 2 (step S4). In step S4, a selection is made between a method for starting the engine 2 using only the starter 4 and a method for starting the engine 2 using only the motor generator 5. The integrated ECU 21 selects the method for starting the engine 2 based on a signal input from the EFI-ECU 22 and a signal input from the verification ECU 23.

[0035] If the integrated ECU 21 selects the starting method using the starter 4 in step S4, the integrated ECU 21 outputs a command signal to start the engine to the verification ECU 23. When the command signal to start the engine is input from the integrated ECU 21, the verification ECU 23 performs cranking using the starter 4 to start the engine 2. After the engine 2 is started by cranking using the starter 4, the integrated ECU 21 starts the high-pressure system. In other words, after the engine is started using the starter 4, the integrated ECU 21 switches the SMR 10 from the OFF state to the ON state to start the motor generator 5.

[0036] When the integrated ECU 21 selects the starting method using the motor generator 5 in step S4, the integrated ECU 21 starts up the high-voltage system. The integrated ECU 21 switches the SMR 10 from the OFF state to the ON state to start up the motor generator 5. After the process of step S4 is performed, this control routine ends.

[0037] If it is determined that fuel injection to the engine 2 is not possible (step S2: No), the electronic control unit 20 waits for the high-pressure system to start up (step S5). In step S5, since it is determined that fuel injection to the engine 2 is not possible because the electronic key cannot be verified, the high-pressure system is put on hold for startup. The integrated ECU 21 waits for the high-pressure system to start up. The integrated ECU 21 waits to keep the SMR 10 in the off state. In other words, if a negative determination is made in step S2, the integrated ECU 21 does not start up the high-pressure system.

[0038] Furthermore, when the start-up of the high-pressure system is on hold, the electronic control device 20 disables the selection of the engine start method (step S6). In step S6, the selection of the start method of the engine 2 is disabled. After the process of step S6 is performed, this control routine ends.

[0039] As described above, according to the embodiment, the integrated ECU 21 can grasp a scene in which fuel injection of the engine 2 is not performed in response to a start request from the user of the vehicle 1. Then, the integrated ECU 21 does not start the high-voltage system in the corresponding scene. This makes it possible to avoid a situation in which only the high-voltage system is started, and by starting only the high-voltage system, it is possible to prevent a person who suspects that the battery is dead or not live from touching the power line PL of the high-voltage system.

[0040] Furthermore, in the case of the engine 2 which does not output torque because fuel injection is not performed as an anti-theft measure, the above concerns do not arise even if the high voltage battery 9 is retrofitted without changing the mechanism.

[0041] 3 is not limited to determining whether or not fuel injection is possible for the engine 2. For example, in step S2, it may be determined whether or not an immobilization verification error has occurred. [Explanation of symbols]

[0042] 1 vehicle 2 Engine (ENG) 3 Power transmission device (T / M) 4 Starter 5 Motor generator (MG) 6 DC-DC Converter 7 Auxiliary Equipment 8. Auxiliary Battery 9 High Voltage Battery 10 SMR 11 Transmission 20 Electronic Control Unit (ECU) 21 Integrated ECU 22 EFI-ECU 23 Check ECU PL power line EL low voltage line

Claims

[Claim 1] The engine, a motor generator connected to the engine via a transmission device so as to be capable of transmitting power; a high-voltage battery that supplies power to the motor generator; a relay provided between the high-voltage battery and the motor generator; an auxiliary battery that stores the electric power generated by the motor generator; an engine control unit that controls the engine; an integrated control unit that controls a high-voltage system including the motor generator, the high-voltage battery, and the relay; There is a vehicle equipped with The engine control unit includes: When an ignition of the vehicle is turned on, a determination is made as to whether or not fuel injection of the engine is possible based on a result of verification of an electronic key; when it is determined that fuel injection of the engine is not possible due to a result of the verification that the electronic key cannot be verified, an abnormality signal indicating that fuel injection is not possible is output to the integrated control unit; When the ignition of the vehicle is turned on, if the abnormality signal is input from the engine control unit, the integrated control unit does not start the high-pressure system. A vehicle characterized by:

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