Control device of vehicle

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 control device for a vehicle.

Background Art

[0002] An engine and the like are housed in the engine compartment of a vehicle. When performing maintenance or the like, the hood of the engine compartment is opened. A technique has been developed to stall the engine when the engine is starting or stopping and the hood is open (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] A hybrid vehicle uses an internal combustion engine and an electric motor as drive sources. An electric motor and the like are housed in the engine compartment together with the internal combustion engine. When the electric motor is connected to the battery and driven, the battery is charged. On the other hand, when the battery is connected to the electric motor, the components in the engine compartment hold a high voltage. There is a risk that a person may come into contact with the high-voltage components. Therefore, an object of the present invention is to provide a vehicle control device capable of achieving both protection from high voltage and charging of the battery.

Means for Solving the Problems

[0005] A control device for a vehicle having an internal combustion engine, an electric motor, a first battery, and a second battery, wherein the internal combustion engine and the electric motor are housed in an 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 electric power generated by the electric motor, the control device includes a detection unit that detects opening and closing of a hood of the engine compartment, and a control unit that controls the electrical system, and when the internal combustion engine is stopped and the detection unit detects that the hood is in an open state, the control unit deactivates the electrical system, and when the internal combustion engine is operating and the detection unit detects that the hood is in a closed state, the control unit activates the electrical system, which can be achieved by a control device for a vehicle.

[0006] The control unit may deactivate the electrical system by turning off the electric motor, and activate the electrical system by turning on the electric motor.

[0007] A switch is provided between the electric motor and the first battery, and the control unit may deactivate the electrical system by turning off the switch, and activate the electrical system by turning on the switch.

[0008] An auxiliary machine is provided in the vehicle, and the auxiliary machine may operate by electric power output from the second battery.

Advantages of the Invention

[0009] It is possible to provide a control device for a vehicle that can achieve both protection from high voltage and charging of the battery.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Mode for Carrying Out the Invention

[0011] (Vehicle) FIG. 1 is a schematic diagram illustrating a vehicle 100. The vehicle 100 is a hybrid vehicle and includes an internal combustion engine 10, a transmission 12, a starter 14, a DCDC 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 accessory 40, wiring 42, and a battery 44 (second battery).

[0013] As shown by the dashed line in FIG. 1, an engine compartment 16 is provided in the vehicle 100. The internal combustion engine 10, the transmission 12, the starter 14, and the MG 30 are housed in the engine compartment 16. A hood 18 is provided on the engine compartment 16 and is openable and closable. The hood 18 is opened during maintenance of the vehicle 100 etc. During driving, the hood 18 is in a closed state. A hood sensor 48 detects the opening and closing of the hood 18.

[0014] The vehicle 100 is capable of HV driving and EV driving. In HV driving, the operation of the internal combustion engine 10 and the operation of the MG 30 are made to cooperate. In EV driving, the internal combustion engine 10 is not operated, and the vehicle runs by using the power of the battery 34 to drive the MG 30. The vehicle 100 may have an MG different from the MG 30 and run with the driving force of the different MG.

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

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

[0017] The MG30 is an electric motor capable of generating an alternating voltage and is connected to the pulley 24. A belt 20 is looped around the pulleys 22 and 24. When the internal combustion engine 10 rotates, the pulley 22 rotates, and the pulley 24 connected by the belt 20 also rotates. When the pulley 24 rotates, the MG30 rotates. The power supply of the MG30 can be switched on and off. When the power supply is on, the MG30 generates electric power. When the power supply is off, the MG30 does not generate electric power.

[0018] The MG30 and the DCDC converter 38 are electrically connected by the wiring 32. A wiring 32a branches from the wiring 32. The battery 34 is connected to the branched wiring 32a. An inverter (not shown) may be provided in the wiring.

[0019] A switch 36 is provided in the wiring 32a. The switch 36 is, for example, a relay switch. When the switch 36 is on, the MG30 and the battery 34 are electrically connected, and power can be transmitted between the MG30 and the battery 34 through the wiring 32. When the switch 36 is off, the MG30 and the battery 34 are not connected, and power transmission through the wiring 32 between the MG30 and the battery 34 is blocked.

[0020] When the battery 34 and the MG30 are electrically connected and the MG30 is on, the MG30 drives and generates electric power. This state is referred to as the electric system 50 being active. When the battery 34 and the MG30 are not electrically connected or the MG30 is off, the MG30 does not generate electric power. This state is referred to as the electric system 50 being inactive.

[0021] The auxiliary machine 40 is equipment for the vehicle 100 to run by the drive of the internal combustion engine 10. The auxiliary machine 40 is, for example, a fuel pump, a headlight, a brake lamp, and a wiper.

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

[0023] The battery 34 is a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery. The battery 44 is a secondary battery such as a lead-acid battery. The voltage of the battery 34 is higher than that of the battery 44. The electric system 50 is a high-voltage system compared to the electric system 52. The DCDC converter 38 steps up and steps down the voltage 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 controls by executing a program stored in the storage device.

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

[0026] Figures 2 and 3 are flowcharts illustrating the processes in the embodiment. Figure 2 is the process for deactivating the electrical system 50. The ECU 60 determines whether the internal combustion engine 10 is stopped (step S10). In the case of an affirmative determination (Yes), the detection unit 62 acquires the signal output from the hood sensor 48 and determines whether the hood 18 is open (step S12). In the case of a negative determination (No) in either one of steps S10 and S12, the control unit 64 maintains the electrical system 50 in an active state (step S14). After step S14, the process ends.

[0027] In the case of an affirmative determination (Yes) in both steps S10 and S12, the control unit 64 determines whether the electrical system 50 is active (step S16). In the case of an affirmative determination, the control unit 64 deactivates the electrical system 50 (step S18). Specifically, the control unit 64 turns off the MG 30 or turns off the switch 36. After the negative determination in step S16 and after step S18, the process of Figure 2 ends.

[0028] Figure 3 is the process for activating the electrical system 50. The ECU 60 determines whether the electrical system 50 is non-active (step S20). In the case of an affirmative determination, the ECU 60 determines whether the IG 46 has been turned on (step S22). In the case of a negative determination in either one of steps S20 and S22, the process of Figure 3 ends.

[0029] If the determination in both steps S20 and S22 is affirmative, the ECU 60 determines whether the internal combustion engine 10 is stopped (step S24). If the determination is affirmative, 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 MG30 or turns on the switch 36. After step S26, the process ends.

[0030] According to the embodiment, the detection unit 62 detects the opening and closing of the hood 18 of the engine compartment 16. When 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 FIG. 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 FIG. 3). The MG30 generates electric power and the battery 44 is charged. Compatibility between protection from high voltage and charging of the battery 44 is possible.

[0032] For switching the electrical system 50 between active and inactive states, at least one of switching the MG30 on and off and switching the switch 36 on and off may be performed. 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 provided with an auxiliary machine 40. The auxiliary machine 40 operates by the power output from the battery 44. When the electrical system 50 is inactive, the battery 44 is not charged. If the auxiliary machine 40 continues to be used in a state where the battery 44 is not charged, the power of the battery 44 decreases. According to the embodiment, when the hood 18 is closed and the internal combustion engine 10 starts, the electrical system 50 becomes active (step S26). The battery 44 is charged. The auxiliary machine 40 can be used, and the battery drain can be suppressed.

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

Explanation of reference numerals

[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 machine, 46 Ignition switch, 48 Hood sensor, 50, 52 Electrical system, 60 ECU, 62 Detection unit, 64 Control unit, 100 Vehicle

Claims

1. A control device for a vehicle having an internal combustion engine, an electric motor, a first battery, and a second battery, wherein the internal combustion engine and the electric motor are housed in an 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 control device includes a detection unit that detects opening and closing of a hood of the engine compartment, and a control unit that controls the electrical system, when the internal combustion engine is stopped and the detection unit detects that the hood is in an open state, the control unit deactivates the electrical system, and when the internal combustion engine is operating and the detection unit detects that the hood is in a closed state, the control unit activates the electrical system. A control device for a vehicle.

2. The control device for a vehicle according to claim 1, wherein the control unit deactivates the electrical system by turning off the electric motor and activates the electrical system by turning on the electric motor.

3. A switch is provided between the electric motor and the first battery, and the control device for a vehicle according to claim 1, wherein the control unit deactivates the electrical system by turning off the switch and activates the electrical system by turning on the switch.

4. An accessory is provided in the vehicle, and the accessory operates by the power output from the second battery. The control device for a vehicle according to any one of claims 1 to 3.

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