vehicle

Abstract

To suppress giving a sense of incongruity to an occupant when a power storage amount of a power storage part is a predetermined value or more.SOLUTION: As shown in FIG. 1 a, a car 10 includes a battery that is mounted in the car 10 and that stores electric power generated in a travel MG16 during deceleration of the car, electrical wires 32, 34 that can energize frame members 40, 42 of the car 10, and an ECU of the PCU30 that energizes the frame members 40, 42 of the car 10 via the electrical wires 32, 34 when an SOC value of the battery is equal to or greater than a predetermined value.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] Patent document 1 describes a technology that predicts a first regenerative power in a first deceleration mode in which the vehicle decelerates by operating the brake pedal, and a second regenerative power in a second deceleration mode in which the vehicle decelerates while coasting, and notifies the vehicle occupants to select one of the modes. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-268617 Summary of the Invention [Problem to be solved by the invention]

[0004] In vehicles such as HEVs (Hybrid Electric Vehicles) and BEVs (Battery Electric Vehicles), which are configured to store electricity generated by a traction motor generator (MG) in a battery when the vehicle decelerates, if the amount of electricity stored in the battery reaches a predetermined upper limit, the traction motor generator will no longer be able to generate electricity when the vehicle decelerates, making it difficult to decelerate.

[0005] For this reason, in an HEV, for example, when the battery's charge level reaches an upper limit, it is conceivable to use the engine MG to rotate the engine during deceleration to consume energy, thereby allowing the traction MG to generate electricity. However, in this case, there is a risk that the noise generated by the rotation of the engine may cause discomfort to the occupants.

[0006] In addition, in BEVs and the like, when the amount of stored electricity in the battery reaches a predetermined upper limit, it is conceivable to operate a cooling fan, an air conditioning fan, or the like to consume energy during deceleration, thereby causing the driving MG to generate electricity. However, even in this case, there is a risk that the noise generated by the operation of the fan may cause discomfort to the occupants.

[0007] The present disclosure has been made in consideration of the above circumstances, and has an object to provide a vehicle that can suppress discomfort felt by occupants when the amount of stored electricity in the electricity storage unit is equal to or greater than a predetermined value. [Means for solving the problem]

[0008] The vehicle according to the first aspect includes a power storage unit mounted on the vehicle that stores electricity generated by a driving MG when the vehicle decelerates, a current supply unit that can supply electricity to a frame member of the vehicle, and a control unit that causes the current supply unit to supply electricity to the frame member when the amount of electricity stored in the power storage unit is equal to or greater than a predetermined value.

[0009] In a first aspect, when the amount of electricity stored in the electricity storage unit is equal to or greater than a predetermined value, the current conductor energizes the vehicle's frame members. This causes current to flow through the frame members, consuming power (energy), and charging the vehicle's body surface, increasing air resistance on the body surface and increasing the vehicle's running resistance. Therefore, when the traction MG generates electricity during vehicle deceleration, the energy consumed by the engine MG, fan, etc. can be reduced or eliminated, thereby preventing occupants from feeling uncomfortable due to noise generated by the engine or fan. [Effects of the Invention]

[0010] The present disclosure has an effect of suppressing the occupant from feeling uncomfortable when the amount of stored electricity in the electricity storage unit is equal to or greater than a predetermined value. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic configuration diagram of a vehicle according to an embodiment. [Figure 2] FIG. 2 is a schematic diagram showing electrical wiring connecting the PCU and other components to the vehicle frame members. [Figure 3] 1 is a diagram illustrating that when the vehicle body surface is charged, the air resistance on the body surface increases compared to when the vehicle body surface is not charged. DETAILED DESCRIPTION OF THE INVENTION

[0012] An example of an embodiment of the present disclosure will be described in detail below with reference to the drawings. As shown in Fig. 1, a vehicle 10 according to this embodiment is an HEV equipped with an engine 14, a traction MG (MG1) 16 that operates as a generator when the vehicle decelerates, an engine MG (MG2) 18 that mainly operates as a motor for propelling the vehicle, and a battery 20. Note that the vehicle 10 is an example of a vehicle according to the present disclosure, and the battery 20 is an example of a power storage unit according to the present disclosure.

[0013] The output shaft of the engine 14 is mechanically connected to the traction MG 16 and a reduction gear 26 for rotating wheels 24 of the vehicle 10 via a first planetary gear (hereinafter referred to as "PG") 22 serving as a gear mechanism. The first PG 22 divides and transmits the output of the engine 14 to the traction MG 16 and the reduction gear 26. In addition, the output shaft of the engine MG 18 is mechanically connected to a second PG 28, and the second PG 28 is mechanically connected to the first PG 22. The traction MG 16 and the engine MG 18 are electrically connected to a battery 20 via a PCU (Power Control Unit) 30.

[0014] The PCU 30 includes an inverter, a DC-DC converter, an ECU (Electronic Control Unit) 30A, and the like. Although the PCU 30 is located between the front and rear wheels of the vehicle 10 in FIG. 1, it is actually disposed in the engine compartment of the vehicle 10 as shown in FIG. 2(A). In this embodiment, the PCU 30 is electrically connected to frame members 40 and 42 disposed in the engine compartment of the vehicle 10 via electrical wiring 32 and 34. The PCU 39 is capable of switching whether or not to pass current to the frame members 40 and 42 via the electrical wiring 32 and 34. The PCU 30 and the electrical wiring 32 and 34 are examples of an electric current supply unit in the present disclosure, and the ECU 30A is an example of a control unit in the present disclosure.

[0015] The ECU 30A calculates the energy consumed by the vehicle 10 based on information detected by various sensors such as an accelerator position sensor and a shift position sensor, and the state of electrical equipment such as an air conditioner.The ECU 30A then determines the target output of the engine 14 and the target output of the engine MG 18 so that the sum of the output of the engine 14 and the output of the engine MG 18 balances with the energy consumed by the vehicle 10.

[0016] That is, ECU 30A calculates the required driving force required for driving vehicle 10 based on the depression amount of the accelerator pedal and the position of the shift lever. ECU 30A then determines the target output of engine 14 and the target output of engine MG 18 so that the required driving force is provided solely by the output of engine MG 18 when the load is light or the vehicle is moving backward, and that the required driving force is shared between engine 14 and engine MG 18 when the vehicle is otherwise driving (during steady driving or acceleration).

[0017] Furthermore, when the vehicle decelerates, the ECU 30A causes the traction MG 16 to generate power and causes the power (regenerative power) generated by the traction MG 16 to charge the battery 20. However, if the SOC (State Of Charge) value indicating the state of charge of the battery 20 is equal to or greater than a predetermined value, the traction MG 16 cannot generate power when the vehicle decelerates, making it difficult to decelerate.

[0018] For this reason, conventionally, when the SOC value (amount of stored electricity) of the battery 20 is equal to or greater than a predetermined value, the engine MG 18 rotates the engine 14 during deceleration of the vehicle, consuming the energy generated by the traction MG 16, thereby causing the traction MG 16 to generate electricity. However, in this case, there is a risk that the noise generated by the rotation of the engine 14 may cause discomfort to the occupants. Furthermore, if the deceleration state of the vehicle 10 changes while the vehicle is decelerating, the amount of energy to be consumed by the engine MG 18 changes, causing the rotation speed of the engine 14 to change, which may also cause discomfort to the occupants.

[0019] In particular, an HEV must be equipped with a fuel tank and battery 20, and the size of the battery 20 is limited, resulting in a relatively small capacity. For this reason, the SOC value of the battery 20 is likely to exceed a predetermined value in situations where the vehicle decelerates for a long period of time, such as when driving down a long downhill slope. Furthermore, since the resistance of the engine 14 is low in an HEV to improve the efficiency of the engine 14, the engine 14 must be rotated at high speeds in order to consume the energy generated by the traction MG 16. Therefore, situations that cause strong discomfort to occupants can frequently occur in an HEV.

[0020] In contrast, the ECU 30A according to this embodiment causes the PCU 30 to supply current to the frame members 40, 42 via the electrical wiring 32, 34 when the SOC value of the battery 20 is equal to or greater than a predetermined value during vehicle deceleration. The predetermined value may be the upper limit of the SOC value of the battery 20, or may be a value smaller than the upper limit. As a result, current flows through the frame members of the vehicle 10, consuming power (energy), and charging the body surface, mainly at the front of the vehicle 10, which increases air resistance on the body surface, mainly at the front of the vehicle 10 (see also FIG. 3), thereby increasing the running resistance of the vehicle 10.

[0021] Furthermore, the amount of power generated by the traction MG 16 can be reduced by the amount of increase in the running resistance of the vehicle 10, and the amount of energy to be consumed by the engine MG 18 can be reduced, so the rotation speed of the engine 14 can be reduced and changes in the rotation speed of the engine 14 when the deceleration state of the vehicle 10 changes can also be reduced. Therefore, when the SOC value of the battery 20 is equal to or higher than a predetermined value, it is possible to prevent the occupants from feeling uncomfortable when the vehicle decelerates.

[0022] In addition, the vehicle 10 according to this embodiment is provided with a de-electrifying member that de-electrifies the body surface of the vehicle 10, and when the current supply from the PCU 30 to the skeletal members 40, 42 is stopped, the body surface of the vehicle 10 is de-electrified by the de-electrifying member, thereby quickly reducing the air resistance on the body surface.

[0023] As described above, the vehicle 10 according to this embodiment includes the battery 20 that is mounted on the vehicle 10 and stores the electric power generated by the traction MG 16 when the vehicle decelerates, and the electrical wiring 32, 34 that can supply current to the frame members of the vehicle 10. When the SOC value of the battery 20 is equal to or greater than a predetermined value, the ECU 30A supplies current to the frame members of the vehicle 10 via the electrical wiring 32, 34. This makes it possible to prevent the occupants from feeling uncomfortable due to noise generated by the engine when the SOC value of the battery 20 is equal to or greater than the predetermined value.

[0024] In the above embodiment, an HEV is described as a vehicle according to the present disclosure. However, the present disclosure is not limited to this. The vehicle according to the present disclosure may be a BEV, a PHEV (Plug-in Hybrid Electric Vehicle), or an FCEV (Fuel Cell Electric Vehicle). In a BEV, PHEV, or FCEV, if the SOC value of the battery 20 is equal to or greater than a predetermined value, energy is consumed by operating a cooling fan, an air conditioning fan, or the like during vehicle deceleration. However, the noise generated by the fan rotation may cause discomfort to the occupants. In contrast, if the present disclosure is applied, if the SOC value of the battery 20 is equal to or greater than a predetermined value during vehicle deceleration, electricity is applied from the PCU 30 to the frame members 40, 42 via the electrical wiring 32, 34. This reduces the amount of energy consumed by the fans, thereby reducing the fan rotation speed. Therefore, even in a BEV, PHEV, or FCEV, if the SOC value of the battery 20 is equal to or greater than a predetermined value, discomfort to the occupants during vehicle deceleration can be reduced.

[0025] In the above embodiment, the PCU 30 and the frame members 40, 42 are electrically connected via the electrical wiring 32, 34 (see FIG. 2(A)). However, the present disclosure is not limited to this. As shown in FIG. 2(B), the PCU 30 and the frame member 40 may be electrically connected via the electrical wiring 32, and the engine block 14A and the frame member 42 may be electrically connected via the electrical wiring 36. In this case, power (energy) is consumed due to the electrical resistance of the engine block 14A when current is applied, and the rotation speed of the engine 14 can be reduced more than in the configuration shown in FIG. 2(A).

[0026] 2(C), the PCU 30 and the frame member 40 may be electrically connected via electrical wiring 32, and the battery 20 and the frame member 44 may be electrically connected via electrical wiring 38. In this case, the area on the body surface that becomes charged when power is applied will cover the entire vehicle 10, and the air resistance of the entire vehicle 10 can be increased more than in the configuration shown in FIG.

[0027] In the above embodiment, the PCU 30 supplies current to the frame members 40, 42 via the electrical wiring 32, 34 when the SOC value of the battery 20 is equal to or greater than a predetermined value and when the vehicle is decelerating. However, the present disclosure is not limited to this, and the PCU 30 may supply current to the frame members 40, 42 when the SOC value of the battery 20 is equal to or greater than a predetermined value, regardless of whether the vehicle is decelerating or not. [Explanation of symbols]

[0028] 10 vehicles 14 Engine 16 Traveling MG 18 Engine MG 20 Battery (storage unit) 30 PCU (current carrying part) 30A ECU (control unit) 32, 34, 36, 38 Electrical wiring (current carrying parts) 40, 42, 44 Skeletal members

Claims

[Claim 1] a power storage unit mounted on the vehicle and configured to store electric power generated by the driving MG when the vehicle is decelerating; an electric current supply unit capable of supplying electricity to a frame member of the vehicle; a control unit that causes the current supply unit to supply current to the framework member when the amount of power stored in the power storage unit is equal to or greater than a predetermined value; Vehicles including.

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