WO2010070761A1 - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

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Publication number
WO2010070761A1
WO2010070761A1 PCT/JP2008/073166 JP2008073166W WO2010070761A1 WO 2010070761 A1 WO2010070761 A1 WO 2010070761A1 JP 2008073166 W JP2008073166 W JP 2008073166W WO 2010070761 A1 WO2010070761 A1 WO 2010070761A1
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WO
WIPO (PCT)
Prior art keywords
mode
hybrid vehicle
power storage
storage device
voltage
Prior art date
Application number
PCT/JP2008/073166
Other languages
French (fr)
Japanese (ja)
Inventor
孝浩 伊藤
隆市 釜賀
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2008/073166 priority Critical patent/WO2010070761A1/en
Publication of WO2010070761A1 publication Critical patent/WO2010070761A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle having a plurality of travel modes.
  • hybrid vehicles have attracted a great deal of attention due to environmental issues.
  • a hybrid vehicle is an automobile equipped with a plurality of power sources.
  • hybrid vehicles using a power storage device (battery, capacitor, etc.) and a motor as power sources have already been put into practical use.
  • a fuel cell vehicle equipped with a fuel cell as a power source is also attracting attention, but an automobile equipped with a power storage device such as a battery or a capacitor in addition to a fuel cell also has multiple power sources.
  • a hybrid vehicle equipped with a power source is also attracting attention, but an automobile equipped with a power storage device such as a battery or a capacitor in addition to a fuel cell also has multiple power sources.
  • a hybrid vehicle having an external charging function for charging a power storage device using an external power source is known.
  • a hybrid vehicle having an external charging function for example, if the power storage device can be charged from a commercial power source for household use, there is an advantage that the number of times that the user has to go to the supply stand for fuel supply is reduced. .
  • Patent Document 1 discloses a hybrid vehicle capable of forcibly operating a power source whose operation frequency has decreased.
  • This hybrid vehicle includes an engine, a power storage device, and a motor generator as power sources.
  • the control device transitions the traveling mode to the HV mode in which the engine is also driven.
  • the control device determines whether or not the driver has operated the switch for switching the driving mode based on the signal output from the switch. judge. Specifically, the control device determines that the switch has been operated when the voltage of the signal is at the H (logic high) level. However, if an abnormality occurs in the control line that transmits the signal from the switch, the control device may not be able to normally switch the traveling mode.
  • An object of the present invention is a hybrid capable of avoiding that a vehicle continues to travel in a travel mode different from the original travel mode when an abnormality occurs in a control line for transmitting a signal indicating switching of the travel mode. Is to provide a vehicle.
  • the present invention is a hybrid vehicle, and includes first and second power sources each configured to be able to drive the hybrid vehicle, an instruction output unit, a control line, and a control device.
  • the instruction output unit changes the traveling mode of the hybrid vehicle according to manual operation from the first mode in which the first power source is preferentially used for traveling of the hybrid vehicle and the second power source of the hybrid vehicle.
  • a switching instruction for switching to the second mode used preferentially for traveling is output.
  • the control line transmits a switching instruction.
  • the control device controls the first and second power sources according to a mode selected from the first and second modes.
  • the control device switches the traveling mode from the first mode to the second mode by receiving a switching instruction via the control line.
  • the control device changes the travel mode from the second mode to the first mode when no switching instruction is received for a predetermined period from the reference time point when the travel mode is switched from the first mode to the second mode. return.
  • the first power source includes a rotating electric machine configured to be able to drive the drive wheels, and a power storage device configured to be able to store electric power and to supply the stored electric power to the rotating electric machine.
  • the second power source includes an internal combustion engine.
  • the first mode is a mode in which the rotating electrical machine is driven by using the electric power stored in the power storage device.
  • the second mode is a mode in which the hybrid vehicle travels by driving the internal combustion engine.
  • the instruction output unit includes a first node having a first voltage, a second node having a second voltage, and a switch.
  • the switch sets the voltage level of the control line to a first level corresponding to the first voltage by electrically coupling the control line to the first node when the manual operation is not performed.
  • the switch sets the voltage level of the control line to a second level corresponding to the second voltage by electrically coupling the control line to the second node during a period in which the manual operation is performed.
  • the control device determines that the switching instruction has been received when at least one of the change from the first level to the second level and the change from the second level to the first level occurs. .
  • control device returns the traveling mode from the second mode to the first mode without determining whether or not a switching instruction has been received after a predetermined period has elapsed from the reference time point.
  • the hybrid vehicle further includes a guide device that guides the user that a manual operation is necessary to maintain the second mode in response to a guide instruction from the control device.
  • the control device outputs a guidance instruction to the guidance device after a predetermined period has elapsed from the reference time point.
  • the control device maintains the travel mode in the second mode when receiving the switching instruction after outputting the guidance instruction.
  • the control device returns the traveling mode to the first mode when the switching instruction is not received even though the guidance instruction is output.
  • the hybrid vehicle further includes a charger configured to be able to charge the power storage device using electric power supplied from the outside of the hybrid vehicle.
  • control device sets the travel mode to the first mode when the hybrid vehicle starts traveling for the first time after the charging of the power storage device by the charger is completed.
  • the hybrid vehicle continues to travel in a travel mode different from the original travel mode when an abnormality occurs in a control line for transmitting a signal indicating switching of the travel mode. it can.
  • FIG. 1 is an overall block diagram of a hybrid vehicle according to a first embodiment.
  • FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG. It is a figure which shows the structure of the charger 240, and the structure of the charging cable 300 which connects a hybrid vehicle and an external power supply in detail. It is a circuit diagram which shows the detailed structure of the inverters 20 and 22 of FIG. It is a block diagram of the signal generation circuit 80 of FIG.
  • FIG. 6 is a diagram illustrating the operation of a switch 82. It is a figure which shows the correspondence of the state of switch 82, and the voltage of signal MD.
  • FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG. It is a figure which shows the structure of the charger 240, and the structure of the charging cable 300 which connects a hybrid vehicle and an external power supply in detail. It is a circuit diagram which shows the detailed structure of the invert
  • FIG. 2 is a functional block diagram illustrating a configuration of a travel control system of hybrid vehicle 1000 included in ECU 30. It is a figure explaining switching of driving modes.
  • 6 is a timing chart for illustrating travel mode switching control according to the first embodiment. It is a figure which shows the disconnection of the control line 81.
  • FIG. 6 is a flowchart illustrating switching control from a CS mode to a CD mode according to the first embodiment.
  • 10 is a flowchart illustrating time measurement processing by a mode switching control unit 290.
  • FIG. 6 is an overall block diagram of a hybrid vehicle according to a second embodiment.
  • FIG. 15 is a functional block diagram illustrating a configuration of a travel control system of hybrid vehicle 1010 included in ECU 30 shown in FIG. 14.
  • 10 is a flowchart illustrating switching control from the CS mode to the CD mode according to the second embodiment. It is a figure which shows the other structural example of a signal generation circuit.
  • FIG. 1 is an overall block diagram of a hybrid vehicle according to the first embodiment.
  • hybrid vehicle 1000 includes a main power storage device BA, sub power storage devices BB1, BB2, connections 72, 74, 76, converters 10, 12, a capacitor C, and inverters 20, 22. , Positive electrode lines PL1, PL2, PL3, negative electrode line NL, engine 2, motor generators MG1, MG2, power split mechanism 4, and wheels 6.
  • Hybrid vehicle 1000 further includes voltage sensors 42, 44, 46, 48, current sensors 21, 23, 52, 54, 56, temperature sensors 62, 64, 66, charger 240, inlet 241, and ECU. (Electronic Control Unit) 30.
  • the hybrid vehicle 1000 includes first and second power sources.
  • First power source includes a main power storage device BA, sub power storage devices BB1 and BB2, and a motor generator MG2.
  • the second power source includes the engine 2.
  • the hybrid vehicle 1000 can travel using at least one of the first and second power sources.
  • Engine 2 is an internal combustion engine that generates power by burning fuel such as gasoline.
  • the power split mechanism 4 is coupled to the engine 2 and the motor generators MG1 and MG2, and distributes power between them.
  • the power split mechanism 4 includes a planetary gear mechanism having three rotation shafts, for example, a sun gear, a carrier, and a ring gear. These three rotating shafts are connected to the rotating shafts of engine 2 and motor generators MG1, MG2, respectively. It is noted that engine 2 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 4 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 2 through the center thereof.
  • the rotation shaft of motor generator MG2 is coupled to wheel 6 by a reduction gear or a differential gear (not shown).
  • the motor generator MG1 is mounted on the hybrid vehicle 1000 as operating as a generator driven by the engine 2 and operating as an electric motor capable of starting the engine 2.
  • Motor generator MG2 is mounted on hybrid vehicle 1000 as an electric motor that mainly drives wheels 6.
  • Each of main power storage device BA and sub power storage devices BB1, BB2 is a chargeable / dischargeable power storage device, and is composed of, for example, a secondary battery such as nickel hydride or lithium ion.
  • a large capacity capacitor may be used for at least one of main power storage device BA and sub power storage devices BB1 and BB2.
  • Main power storage device BA supplies electric power to converter 10 while being charged by converter 10 during power regeneration.
  • Each of sub power storage devices BB1 and BB2 supplies power to converter 12, while being charged by converter 12 during power regeneration.
  • Sub power storage devices BB1 and BB2 are selectively connected to converter 12 by connecting portions 74 and 76. This eliminates the need for a converter corresponding to each sub power storage device.
  • the number of sub power storage devices is two.
  • the number of sub power storage devices is not limited to two.
  • the sub power storage device connected to the converter 12 is referred to as “sub power storage device BB”.
  • Connection portion 72 is provided between main power storage device BA and positive electrode line PL1 and negative electrode line NL.
  • Connection unit 72 is controlled to be in a conductive state (ON) / non-conductive state (OFF) in accordance with signal CN1 provided from ECU 30.
  • connection unit 72 is turned on, main power storage device BA is connected to positive electrode line PL1 and negative electrode line NL.
  • connection portion 72 is turned off, main power storage device BA is disconnected from positive electrode line PL1 and negative electrode line NL.
  • Connection portion 74 is provided between sub power storage device BB1, positive electrode line PL2, and negative electrode line NL.
  • Connection unit 74 is in a conductive state or a non-conductive state in accordance with signal CN2. Thereby, connecting unit 74 electrically connects sub power storage device BB1 to positive electrode line PL2 and negative electrode line NL, or disconnects sub power storage device BB1 from positive electrode line PL2 and negative electrode line NL.
  • Connection unit 76 is provided between sub power storage device BB2, and positive electrode line PL2 and negative electrode line NL. Connection unit 76 enters either a conductive state or a non-conductive state according to signal CN3. Thereby, connection unit 76 electrically connects sub power storage device BB2 to positive electrode line PL2 and negative electrode line NL, or disconnects sub power storage device BB2 from positive electrode line PL2 and negative electrode line NL.
  • Converter 10 is connected to positive electrode line PL1 and negative electrode line NL.
  • Converter 10 boosts the voltage from main power storage device BA based on signal PWC1 from ECU 30, and outputs the boosted voltage to positive line PL3.
  • Converter 10 steps down the regenerative power supplied from inverters 20 and 22 via positive line PL3 to the voltage level of main power storage device BA based on signal PWC1, and charges main power storage device BA.
  • Converter 10 stops the switching operation when it receives shutdown signal SD1 from ECU 30. Furthermore, when converter 10 receives upper arm on signal UA1 from ECU 30, converter 10 fixes an upper arm and a lower arm (described later) included in converter 10 to an on state and an off state, respectively.
  • Converter 12 is connected to positive line PL2 and negative line NL.
  • Converter 12 boosts the voltage of sub power storage device BB based on signal PWC2 from ECU 30, and outputs the boosted voltage to positive line PL3.
  • Converter 12 steps down the regenerative power supplied from inverters 20 and 22 through positive electrode line PL3 to the voltage level of sub power storage device BB based on signal PWC2, and charges sub power storage device BB.
  • converter 12 stops the switching operation when it receives shutdown signal SD2 from ECU 30. Furthermore, when converter 12 receives upper arm on signal UA2 from ECU 30, converter 12 fixes an upper arm and a lower arm (described later) included in converter 12 to an on state and an off state, respectively.
  • the capacitor C is connected between the positive electrode line PL3 and the negative electrode line NL, and smoothes the voltage fluctuation between the positive electrode line PL3 and the negative electrode line NL.
  • Inverter 20 converts the DC voltage from positive line PL3 into a three-phase AC voltage based on signal PWI1 from ECU 30, and outputs the converted three-phase AC voltage to motor generator MG1. Inverter 20 converts the three-phase AC voltage generated by motor generator MG1 using the power of engine 2 into a DC voltage based on signal PWI1, and outputs the converted DC voltage to positive line PL3. .
  • Inverter 22 converts the DC voltage from positive line PL3 into a three-phase AC voltage based on signal PWI2 from ECU 30, and outputs the converted three-phase AC voltage to motor generator MG2. Further, the inverter 22 converts the three-phase AC voltage generated by the motor generator MG2 receiving the rotational force from the wheel 6 during regenerative braking of the vehicle into a DC voltage based on the signal PWI2, and the converted DC The voltage is output to the positive line PL3.
  • Each of motor generators MG1 and MG2 is a three-phase AC rotating electric machine, for example, a three-phase AC synchronous motor generator.
  • Motor generator MG ⁇ b> 1 is regeneratively driven by inverter 20, and outputs a three-phase AC voltage generated using the power of engine 2 to inverter 20.
  • Motor generator MG1 is driven by power by inverter 20 when engine 2 is started, and cranks engine 2.
  • the motor generator MG2 is driven by the inverter 22 to generate a driving force for driving the vehicle.
  • Motor generator MG ⁇ b> 2 is regeneratively driven by inverter 22 during regenerative braking of the vehicle, and outputs a three-phase AC voltage generated using the rotational force received from wheels 6 to inverter 22.
  • Current sensor 21 detects the value of the current flowing between motor generator MG1 and inverter 20 as motor current value MCRT1, and outputs the motor current value MCRT1 to ECU 30.
  • Current sensor 23 detects the value of the current flowing between motor generator MG2 and inverter 22 as motor current value MCRT2, and outputs the motor current value MCRT2 to ECU 30.
  • the voltage sensor 42 detects the voltage VBA of the main power storage device BA and outputs it to the ECU 30.
  • Current sensor 52 detects current IA flowing between main power storage device BA and converter 10 and outputs the detected current to ECU 30.
  • Temperature sensor 62 detects temperature TA of main power storage device BA and outputs it to ECU 30.
  • Voltage sensors 44 and 46 detect voltage VB1 of sub power storage device BB1 and VB2 of sub power storage device BB2, respectively, and output them to ECU 30.
  • Current sensors 54 and 56 detect current IB1 flowing between sub power storage device BB1 and converter 12 and current IB2 flowing between sub power storage device BB2 and converter 12, respectively, and output them to ECU 30.
  • Temperature sensors 64 and 66 detect temperature TB1 of sub power storage device BB1 and temperature TB2 of sub power storage device BB2, respectively, and output them to ECU 30.
  • the voltage sensor 48 detects the voltage between terminals of the capacitor C (voltage VH) and outputs it to the ECU 30.
  • Charger 240 and inlet 241 charge main power storage device BA and sub power storage devices BB1, BB2 using electric power supplied from the outside of hybrid vehicle 1000. Electric power supplied from a power source (external power source) outside the vehicle is output between positive line PL2 and negative line NL via inlet 241 and charger 240. Charger 240 operates and stops in response to signal CHG from ECU 30.
  • ECU 30 is based on detection values of voltage sensor 42, temperature sensor 62, and current sensor 52, SOC (M) indicating the remaining capacity of main power storage device BA, and input upper limit power indicating the upper limit value of charging power of main power storage device BA. Win (M) and output upper limit power Wout (M) indicating the upper limit value of the discharge power of main power storage device BA are set.
  • ECU 30 determines SOC (S) indicating the remaining capacity of sub power storage device BB based on the detection values of voltage sensor 44 (or 46), temperature sensor 64 (or 66) and current sensor 54 (or 56).
  • SOC SOC
  • Input / output upper limit power Win (S) indicating the upper limit value of charging power of sub power storage device BB
  • output upper limit power Wout (S) indicating the upper limit value of discharge power of sub power storage device BB are set.
  • the remaining capacity (hereinafter also referred to as SOC (State Of Charge)) is indicated by the ratio (%) of the current charge amount to the full charge state of each battery.
  • Win and Wout are upper limit values of power that do not cause overdischarge or overcharge even if the corresponding power storage device (BA, BB1, BB2) releases or accepts power for a predetermined time (for example, about 10 seconds). Indicated.
  • the ECU 30 generates and outputs signals CN1 to CN3 for controlling the connecting portions 72, 74, and 76, respectively.
  • ECU 30 generates signals PWC 1, SD 1, UA 1 for controlling converter 10, and outputs any of these signals to converter 10.
  • ECU 30 generates signals PWC 2, SD 2, UA 2 for controlling converter 12, and outputs any of these signals to converter 12.
  • ECU 30 generates signals PWI1 and PWI2 for driving inverters 20 and 22, respectively, and outputs the generated signals PWI1 and PWI2 to inverters 20 and 22, respectively. Further, ECU 30 generates a signal CHG for controlling charger 240 and outputs the generated signal CHG to charger 240.
  • the ECU 30 switches the traveling mode of the hybrid vehicle 1000 between a CD (Charge Depletion) mode and a CS (Charge Sustain) mode.
  • CD Charge Depletion
  • CS Charge Sustain
  • the CD mode is a traveling mode in which the motor generator MG2 generates the driving force of the hybrid vehicle 1000 by using the electric power stored in the main power storage device BA and the sub power storage device BB. While hybrid vehicle 1000 travels in the CD mode, the electric power stored in main power storage device BA and sub power storage device BB is consumed by motor generator MG2. That is, in the CD mode, the first power source (main power storage device BA, sub power storage device BB, and motor generator MG2) is preferentially used for traveling of the hybrid vehicle.
  • the CS mode is a mode in which the driving force of the hybrid vehicle 1000 is generated so that the total SOC of the main power storage device BA and the sub power storage devices BB1 and BB2 is maintained.
  • the ECU 30 controls the engine 2 so that the engine 2 is preferentially used for traveling of the vehicle.
  • the driving force of hybrid vehicle 1000 is generated only by engine 2. In this case, consumption of power stored in main power storage device BA and sub power storage device BB is suppressed.
  • the engine 2 and the motor generator MG2 may generate the driving force of the hybrid vehicle 1000.
  • the electric power stored in main power storage device BA and sub power storage device BB is used.
  • motor generator MG2 is regeneratively driven. Electric power generated by motor generator MG2 is stored in main power storage device BA or sub power storage device BB. That is, even in the CS mode, power may be exchanged between main power storage device BA and sub power storage device BB and motor generator MG2.
  • charging / discharging of main power storage device BA and sub power storage device BB is controlled so that the total SOC is maintained even in such a case.
  • Hybrid vehicle 1000 further includes a signal generation circuit 80 that generates a signal MD for switching the travel mode, and a control line 81 for transmitting the signal MD from signal generation circuit 80 to ECU 30.
  • the signal generation circuit 80 includes a manually operated switch 82.
  • the signal generation circuit 80 When the switch 82 is operated by the driver, the signal generation circuit 80 generates a signal MD. ECU 30 switches the driving mode between the CD mode and the CS mode in accordance with signal MD, and controls the first power source and the second power source in accordance with the selected driving mode.
  • Signal MD corresponds to a switching instruction for switching the traveling mode.
  • ECU 30 controls connection units 72 to 76, converters 10 and 12, and charger 240 when charging main power storage device BA and sub power storage devices BB1 and BB2.
  • ECU 30 sets the travel mode to the CD mode. In other words, when the vehicle system shown in FIG. 1 is activated for the first time after completion of charging of main power storage device BA and sub power storage devices BB1, BB2, the travel mode is set to the CD mode.
  • FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG.
  • converter 10 includes power semiconductor switching elements Q1, Q2, diodes D1, D2, a reactor L1, and a capacitor C1.
  • an IGBT Insulated Gate Bipolar Transistor
  • switching element a power semiconductor switching element
  • MOSFET Metal Oxide Semiconductor Field Effect Transistor
  • bipolar transistor a bipolar transistor
  • Switching elements Q1, Q2 are connected in series between positive electrode line PL3 and negative electrode line NL.
  • Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively.
  • Reactor L1 has one end connected to a connection node of switching elements Q1 and Q2, and the other end connected to positive line PL1.
  • Capacitor C1 is connected to positive electrode line PL1 and negative electrode line NL.
  • the converter 12 has the same configuration as the converter 10.
  • switching elements Q1, Q2 are replaced with switching elements Q3, Q4, diodes D1, D2 are replaced with diodes D3, D4, respectively, and reactor L1, capacitor C1, and positive line PL1 are reactor L2, capacitor C2, and
  • the configuration replaced with positive electrode line PL ⁇ b> 2 corresponds to the configuration of converter 12.
  • Switching elements Q1 and Q2 correspond to the upper arm and the lower arm of converter 10, respectively.
  • switching elements Q3 and Q4 correspond to the upper arm and lower arm of converter 12, respectively.
  • Converters 10 and 12 are formed of a chopper circuit.
  • Converter 10 (12) boosts the voltage of positive line PL1 (PL2) using reactor L1 (L2) based on signal PWC1 (PWC2) from ECU 30 (FIG. 1), and the boosted voltage is increased.
  • the on / off period ratio (duty) of switching element Q1 (Q3) and / or switching element Q2 (Q4) the output voltage from main power storage device BA and sub power storage device BB is boosted. The ratio can be controlled.
  • converter 10 (12) steps down the voltage of positive line PL3 based on signal PWC1 (PWC2) from ECU 30 (not shown), and outputs the reduced voltage to positive line PL1 (PL2).
  • the voltage step-down ratio of positive line PL3 can be controlled by controlling the on / off period ratio (duty) of switching element Q1 (Q3) and / or switching element Q2 (Q4).
  • Connection unit 72 includes system main relay SRB1 connected between the positive electrode of main power storage device BA and positive electrode line PL1, and system main relay SRG1 connected between the negative electrode of main power storage device BA and negative electrode line NL.
  • System main relay SRP1 and limiting resistor RA connected in series between the negative electrode of main power storage device BA and negative electrode line NL and provided in parallel with system main relay SRG1.
  • System main relays SRB1, SRP1, and SRG1 are controlled to be in a conductive state (ON) / non-conductive state (OFF) by a signal CN1 provided from ECU 30.
  • connection parts 74 and 76 have the same configuration as the connection part 72 described above.
  • main power storage device BA is replaced with sub power storage device BB1
  • system main relays SRB1, SRP1, and SRG1 are replaced with system main relays SRB2, SRP2, and SRG2, respectively
  • limiting resistor RA is limited resistor RB1.
  • the configuration replaced with corresponds to the configuration of the connecting portion 74.
  • Each system main relay included in connection unit 74 is controlled to be in a conductive state and a non-conductive state by a signal CN2 from ECU 30.
  • connection portion 72 In the configuration of connection portion 72 described above, main power storage device BA is replaced with sub power storage device BB2, system main relays SRB1, SRP1, and SRG1 are replaced with system main relays SRB3, SRP3, and SRG3, respectively, and limiting resistor RA is limited resistor RB2.
  • the configuration replaced with corresponds to the configuration of the connecting portion 76.
  • Each system main relay included in connection unit 76 is controlled to be in a conductive state and a non-conductive state in accordance with a signal CN3 from ECU 30.
  • the inlet 241 receives AC power from the outside of the vehicle.
  • the ECU 30 sends a signal CHG to the charger 240.
  • the charger 240 converts AC power from the inlet 241 into DC power according to the signal CHG.
  • ECU 30 sends signals CN2 and CN3 to connection units 74 and 76, respectively, in order to turn off connection units 74 and 76. Further, the ECU 30 sends a signal CN1 to the connection unit 72 to turn on the connection unit 72. Further, ECU 30 sends signal UA 1 to converter 10 and sends signal SD 2 to converter 12. Converter 10 turns on the upper arm (switching element Q1) and turns off the lower arm (switching element Q2) in response to signal UA1. Converter 12 turns off the upper arm and the lower arm in response to signal SD2.
  • the DC power output from charger 240 is supplied to main power storage device BA via reactor L2, diode D3, switching element Q1, reactor L1, and connecting portion 72. Thereby, main power storage device BA is charged.
  • ECU 30 When charging sub power storage device BB1, ECU 30 sends signals CN1 and CN3 to connection units 72 and 76, respectively, to turn off connection units 72 and 76. Further, the ECU 30 sends a signal CN ⁇ b> 2 to the connection unit 74 in order to turn on the connection unit 74. Further, ECU 30 sends signal SD1 to converter 10 and sends signal SD2 to converter 12. Converter 10 (12) turns off the upper arm and the lower arm in response to signal SD1 (SD2). The DC power output from the charger 240 is supplied to the sub power storage device BB1 via the connection unit 74. Thereby, sub power storage device BB1 is charged.
  • the ECU 30 When charging the sub power storage device BB2, the ECU 30 sends signals CN1 and CN2 to the connection units 72 and 74, respectively, in order to turn off the connection units 72 and 74. Further, the ECU 30 sends a signal CN3 to the connection unit 76 to turn on the connection unit 76. Further, ECU 30 sends signal SD1 (SD2) to converter 10 (12). The DC power output from the charger 240 is supplied to the sub power storage device BB2 via the connection unit 76. Thereby, sub power storage device BB2 is charged.
  • SD1 SD2
  • FIG. 3 is a diagram showing in detail the configuration of the charger 240 and the configuration of the charging cable 300 that connects the hybrid vehicle and the external power source.
  • the charger 240 includes an AC / DC conversion circuit 242, a DC / AC conversion circuit 244, an insulating transformer 246, and a rectification circuit 248.
  • the AC / DC conversion circuit 242 is composed of a single-phase bridge circuit. AC / DC conversion circuit 242 converts AC power into DC power based on signal CHG from ECU 30. The AC / DC conversion circuit 242 also functions as a boost chopper circuit that boosts the voltage by using a coil as a reactor.
  • the DC / AC conversion circuit 244 is composed of a single-phase bridge circuit.
  • the DC / AC conversion circuit 244 converts DC power into high-frequency AC power based on the signal CHG from the ECU 30 and outputs it to the isolation transformer 246.
  • the insulating transformer 246 includes a core made of a magnetic material, and a primary coil and a secondary coil wound around the core.
  • the primary coil and the secondary coil are electrically insulated and connected to the DC / AC conversion circuit 244 and the rectification circuit 248, respectively.
  • Insulation transformer 246 converts high-frequency AC power received from DC / AC conversion circuit 244 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier circuit 248.
  • the rectifier circuit 248 rectifies AC power output from the insulating transformer 246 into DC power.
  • the voltage between the AC / DC conversion circuit 242 and the DC / AC conversion circuit 244 (voltage between terminals of the smoothing capacitor) is detected by the voltage sensor 182, and a signal representing the detection result is input to the ECU 30.
  • the output current of charger 240 is detected by current sensor 184, and a signal representing the detection result is input to ECU 30.
  • ECU 30 generates signal CHG for driving charger 240 and outputs it to charger 240 when main power storage device BA and sub power storage devices BB1, BB2 are charged by power supply 402 outside the vehicle.
  • the ECU 30 has a failure detection function of the charger 240 in addition to a control function of the charger 240. If the voltage detected by voltage sensor 182, the current detected by current sensor 184, etc. are equal to or greater than a threshold value, a failure of charger 240 is detected.
  • the inlet 241 is provided, for example, on the side of the hybrid vehicle.
  • a connector 310 of a charging cable 300 that connects the hybrid vehicle and an external power source 402 is connected to the inlet 241.
  • the charging cable 300 includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.
  • CCID Charging Circuit Interrupt Device
  • the connector 310 is connected to the inlet 241.
  • the connector 310 is provided with a switch 312.
  • the switch 312 is closed when the connector 310 is connected to the inlet 241.
  • a cable connection signal PISW indicating that the connector 310 is connected to the inlet 241 is input to the ECU 30.
  • the switch 312 opens and closes in conjunction with a locking fitting (not shown) that locks the connector 310 of the charging cable 300 to the inlet 241 of the hybrid vehicle.
  • the plug 320 of the charging cable 300 is connected to the outlet 400.
  • the outlet 400 is an outlet provided in a house, for example. AC power is supplied from the power source 402 to the outlet 400.
  • the CCID 330 has a relay 332 and a control pilot circuit 334.
  • relay 332 In the state where relay 332 is opened, the supply of electric power from power supply 402 to the hybrid vehicle is interrupted. When the relay 332 is closed, power can be supplied from the power source 402 to the hybrid vehicle.
  • the state of relay 332 is controlled by ECU 30 in a state where connector 310 of charging cable 300 is connected to inlet 241 of the hybrid vehicle.
  • the control pilot circuit 334 has a pilot signal (square wave signal) CPLT on the control pilot line in a state where the plug 320 of the charging cable 300 is connected to the outlet 400, that is, the external power source 402, and the connector 310 is connected to the inlet 241.
  • Pilot signal CPLT is periodically changed by an oscillator (not shown) provided in control pilot circuit 334.
  • the control pilot circuit 334 can output a predetermined pilot signal CPLT even if the connector 310 is disconnected from the inlet 241. However, even if the pilot signal CPLT is output with the connector 310 disconnected from the inlet 241, the ECU 30 cannot detect the signal CPLT.
  • control pilot circuit 334 When plug 320 is connected to outlet 400 and connector 310 is connected to inlet 241, control pilot circuit 334 generates pilot signal CPLT having a predetermined pulse width (duty cycle).
  • the current capacity that can be supplied is notified to the hybrid vehicle by the pulse width of the pilot signal CPLT.
  • the current capacity of charging cable 300 is notified to the hybrid vehicle.
  • the pulse width of pilot signal CPLT is constant without depending on the voltage and current of power supply 402.
  • the pulse width of the pilot signal CPLT may be different. That is, the pulse width of pilot signal CPLT can be determined for each type of charging cable.
  • main power storage device BA and sub power storage devices BB1, BB2 are charged in a state where hybrid vehicle and power source 402 are connected by charging cable 300.
  • AC voltage VAC of power supply 402 is detected by voltage sensor 188 provided inside the hybrid vehicle. The detected voltage VAC is transmitted to the ECU 30.
  • FIG. 4 is a circuit diagram showing a detailed configuration of inverters 20 and 22 in FIG.
  • inverter 20 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
  • U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between positive electrode line PL3 and negative electrode line NL.
  • the U-phase arm 15 includes switching elements Q5 and Q6 connected in series between the positive electrode line PL3 and the negative electrode line NL, and diodes D5 and D6 connected in reverse parallel to the switching elements Q5 and Q6, respectively.
  • V-phase arm 16 includes switching elements Q7 and Q8 connected in series between positive electrode line PL3 and negative electrode line NL, and diodes D7 and D8 connected in antiparallel to switching elements Q7 and Q8, respectively.
  • W-phase arm 17 includes switching elements Q9 and Q10 connected in series between positive electrode line PL3 and negative electrode line NL, and diodes D9 and D10 connected in antiparallel to switching elements Q9 and Q10, respectively.
  • each phase arm is connected to each phase end of each phase coil of motor generator MG1. That is, motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to the midpoint.
  • the other end of the U-phase coil is connected to a line UL drawn from the connection node of switching elements Q5 and Q6.
  • the other end of the V-phase coil is connected to line VL drawn from the connection node of switching elements Q7 and Q8.
  • the other end of the W-phase coil is connected to a line WL drawn from the connection node of switching elements Q9 and Q10.
  • inverter 22 in FIG. 1 is also different in that it is connected to motor generator MG2, but since the internal circuit configuration is the same as that of inverter 20, detailed description thereof will not be repeated.
  • FIG. 4 shows that the signal PWI is given to the inverter.
  • This signal PWI generally shows the signals PWI1 and PWI2. As shown in FIG. 1, signals PWI1 and PWI2 are input to inverters 20 and 22, respectively.
  • FIG. 5 is a configuration diagram of the signal generation circuit 80 of FIG. Referring to FIG. 5, signal generation circuit 80 includes a switch 82, a resistor 83, a ground node 84, and a power supply node 85.
  • the switch 82 connects the control line 81 and the ground node 84 in the ON state. Switch 82 disconnects control line 81 from ground node 84 in the off state. Resistor 83 is connected between power supply node 85 and control line 81. The voltage + B of the power supply node is higher than the voltage (set to 0) of the ground node 84.
  • the switch 82 is composed of a momentary switch.
  • the momentary switch is a switch that continues a predetermined state only while being operated and automatically returns to an initial state when the operation is completed.
  • the switch 82 continues to be in an on state only while being operated, and returns to an off state when the operation is completed.
  • FIG. 6 is a diagram for explaining the operation of the switch 82.
  • switch 82 is in an off state when there is no operation by a user (for example, a driver).
  • the switch 82 is turned on by the user's manual operation (for example, pressing a button provided on the switch).
  • the switch 82 is kept in the on state.
  • the state of the switch 82 returns to the initial state (that is, the off state).
  • FIG. 7 is a diagram showing the correspondence between the state of the switch 82 and the voltage of the signal MD.
  • the voltage of the signal MD corresponds to the voltage of the control line 81.
  • switch 82 is in the off state before time t1.
  • the voltage of the signal MD that is, the voltage VMD that is the voltage of the control line 81
  • the switch 82 is turned on by manual operation.
  • the voltage VMD changes from + B to 0.
  • the switch 82 returns to the off state.
  • the voltage VMD changes from 0 to + B.
  • the voltage VMD is 0 because the switch 82 is kept on.
  • the level of the voltage VMD when the value of the voltage VMD is higher than the threshold value (B / 2) is defined as “H level”, and the level of the voltage VMD when the voltage VMD is lower than the threshold value is defined. It is defined as “L level”. That is, when voltage VMD is + B, the level of voltage VMD is H level. When the voltage VMD is 0, the level of the voltage VMD is L level.
  • the threshold value (B / 2) is also shown in other drawings.
  • FIG. 8 is a functional block diagram illustrating the configuration of the travel control system of the hybrid vehicle 1000 included in the ECU 30. More specifically, FIG. 8 shows a control configuration relating to power distribution control between engine 2 and motor generators MG1, MG2. Each functional block shown in FIG. 8 can be realized by execution of a predetermined program stored in advance by the ECU 30 and / or arithmetic processing by an electronic circuit (hardware) in the ECU 30.
  • total power calculation unit 260 calculates the required power (total required power Pttl) of hybrid vehicle 1000 as a whole based on the vehicle speed and the amount of operation of an accelerator pedal (not shown). Note that the total required power Pttl can also include power (engine output) required for generating battery charging power by the motor generator MG1 in accordance with the vehicle situation.
  • Travel control unit 250 includes input / output upper limit powers Win (M) and Wout (M) of main power storage device BA, input / output upper limit powers Win (S) and Wout (S) of sub power storage device BB, and total power calculation unit.
  • torque command values Tqcom1 and Tqcom2 are generated as motor control commands.
  • traveling control unit 250 determines that the total input / output power of motor generators MG1 and MG2 is the total input upper limit power (Win (M) + Win (S)) and output upper limit power of main power storage device BA and sub power storage device BB Torque command values Tqcom1 and Tqcom2 are generated so as not to exceed the sum of (Wout (M) + Wout (S)).
  • the traveling control unit 250 distributes the total required power Pttl to the vehicle driving power by the motor generator MG2 and the vehicle driving power by the engine 2.
  • the running mode is the CD mode
  • the distribution of the vehicle driving power is determined so that the electric power stored in the power storage device is used as much as possible. Therefore, the operation of the engine 2 is suppressed.
  • the traveling mode is the CS mode
  • the vehicle driving power by the engine 2 is set so that the engine 2 can operate with high efficiency. With these controls, the fuel consumption rate of the hybrid vehicle can be increased.
  • the inverter control unit 270 generates the control signal PWI1 for the inverter 20 based on the torque command value Tqcom1 and the motor current value MCRT1 of the motor generator MG1.
  • inverter control unit 280 generates control signal PWI2 for inverter 22 based on torque command value Tqcom2 and motor current value MCRT2 of motor generator MG2.
  • the traveling control unit 250 sets a required value of vehicle drive power by the engine and generates an engine control command Ecom based on the required value.
  • the engine control command Ecom is output to the engine control unit 295.
  • the engine control unit 295 controls the operation of the engine 2 in accordance with the engine control command Ecom.
  • the mode switching control unit 290 receives the signal MD. Mode switching control unit 290 determines whether or not a condition for switching the traveling mode is satisfied based on voltage VMD of signal MD. When mode switching control section 290 determines that the condition for traveling mode is satisfied, it outputs an instruction for switching traveling mode to traveling control section 250. The traveling control unit 250 switches the traveling mode between the CD mode and the CS mode in accordance with an instruction from the mode switching control unit 290.
  • the mode switching control unit 290 does not output an instruction for switching the traveling mode when it is determined that the condition for switching the traveling mode is not satisfied. In this case, the traveling mode switching by the traveling control unit 250 is not executed.
  • Hybrid vehicle 1000 travels actively using the electric power stored in main power storage device BA and sub power storage device BB when the travel mode is the CD mode.
  • hybrid vehicle 1000 travels only by the vehicle driving power from motor generator MG2.
  • the traveling mode is the CD mode
  • the total required power Pttl exceeds the upper limit (Wout (M) + Wout (S)) of the output power of the entire power storage device. Is started. That is, in the CD mode, the first power source (main power storage device BA, sub power storage device BB, and motor generator MG2) is preferentially used for running hybrid vehicle 1000.
  • sub power storage device BB In the CD mode, charging / discharging of the main power storage device BA and the sub power storage device BB is controlled so that the power of the sub power storage device BB is used preferentially over the power of the main power storage device BA.
  • sub power storage device BB connected to converter 12 When the power storage state of sub power storage device BB deteriorates during traveling of hybrid vehicle 1000 (for example, when SOC becomes lower than a predetermined threshold), sub power storage device BB connected to converter 12 is changed. .
  • sub power storage device BB1 is selected as sub power storage device BB when the vehicle system is started, sub power storage device BB1 is disconnected from converter 12, while sub power storage device BB2 is converted as a new sub power storage device BB. 12 is connected.
  • the traveling mode is the CS mode
  • the vehicle driving power is distributed between the engine 2 and the motor generator MG2 so that the total SOC is maintained at the predetermined target value.
  • engine 2 is mainly used for running hybrid vehicle 1000.
  • the main power storage device BA and the sub power storage devices BB1, BB2 are charged by the external power source and the charger 240, so that sufficient power is stored in the main power storage device BA and the sub power storage devices BB1, BB2. Therefore, when the vehicle system is started for the first time after the charging of main power storage device BA and sub power storage devices BB1, BB2 is completed, the traveling mode is set to the CD mode.
  • FIG. 9 is a diagram for explaining the switching of the running mode.
  • the traveling mode of hybrid vehicle 1000 is the CD mode before time t11.
  • electric power is supplied from main power storage device BA and sub power storage device BB to motor generator MG2, so that the total SOC decreases with time.
  • the driver operates the switch 82.
  • the running mode is switched from the CD mode to the CS mode.
  • traveling control unit 250 (see FIG. 8) performs charge / discharge control of main power storage device BA and sub power storage device BB so that the total SOC is maintained at target value A.
  • the SOC value when the switch 82 is operated (time t11) is adopted as the target value A.
  • the driver operates the switch 82 again.
  • the running mode is switched from the CS mode to the CD mode.
  • the total SOC can be preserved by temporarily setting the driving mode to the CS mode.
  • EV Electric Vehicle
  • the total SOC continues to decrease as the driving in the CD mode is continued.
  • engine 2 is used for running hybrid vehicle 1000.
  • FIG. 10 is a timing chart for illustrating travel mode switching control according to the first embodiment.
  • the switch 82 is changed from the off state to the on state by a manual operation.
  • the voltage VMD changes from + B to 0 as the switch 82 changes from the off state to the on state. That is, when the switch 82 changes from the off state to the on state, the level of the voltage VMD changes from the H level to the L level.
  • the operation of the switch 82 is completed. As a result, the switch 82 returns from the on state to the off state.
  • the voltage VMD changes from 0 to + B. That is, when the switch 82 changes from the on state to the off state, the level of the voltage VMD changes from the L level to the H level.
  • Embodiment 1 when the level of the voltage VMD changes from the H level to the L level and from the L level to the H level, the ECU 30 determines that the switch 82 has been operated. Thereby, ECU30 switches driving modes.
  • the level of voltage VMD changing from H level to L level and from L level to H level corresponds to input of signal MD (switching instruction) to ECU 30.
  • the level of the voltage VMD changes from H level to L level at time t21, and changes from L level to H level at time t22.
  • the ECU 30 switches the traveling mode from the CD mode to the CS mode at time t22.
  • the level of the voltage VMD changes from the H level to the L level at time t23, and changes from the L level to the H level at time t24.
  • the ECU 30 switches the traveling mode from the CS mode to the CD mode at time t24.
  • control line 81 is normal. However, the control line 81 may be disconnected for some reason.
  • FIG. 11 is a diagram showing disconnection of the control line 81. Referring to FIG. 11, when control line 81 is disconnected at disconnection point 88, the voltage of part of control line 81 from disconnection point 88 to ECU 30 is equal to the voltage (+ B) of power supply node 85.
  • the voltage VMD is + B. Even when the control line 81 is disconnected, the voltage of the control line 81 becomes + B. For example, when the control line 81 is disconnected between the time t22 and the time t23, there is a possibility that the traveling mode is continued in the CS mode.
  • mode switching control unit 290 does not receive a switching instruction (signal MD) for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. Return the driving mode from the CS mode to the CD mode. Thereby, even when the hybrid vehicle 1000 is traveling in the CS mode and the control line 81 is disconnected, the traveling mode can be returned to the CD mode. Accordingly, it is possible to suppress a decrease in EV travel distance and a decrease in fuel consumption rate.
  • the “predetermined period” is preferably as short as possible.
  • the “predetermined period” is too short, the time during which the hybrid vehicle travels in the CS mode is shortened. In other words, since the hybrid vehicle travels in the CD mode for a long time, the total SOC of the power storage device decreases. That is, the total SOC cannot be preserved. In this case, there is a possibility that EV traveling in a desired section becomes difficult to realize.
  • the “predetermined period” is, for example, a period during which the total SOC can be maintained, and when the control line is disconnected, the travel mode is set to CD in a short time from the time when the disconnection occurs. It is determined as a period during which the mode can be switched. Specifically, the “predetermined period” can be set to a time between 30 minutes and 1 hour, for example.
  • FIG. 12 is a flowchart illustrating switching control from the CS mode to the CD mode according to the first embodiment. The process shown in this flowchart is called from the main routine at predetermined intervals, for example, and is executed by the mode switching control unit 290 (see FIG. 8).
  • mode switching control unit 290 determines whether or not the current travel mode is the CS mode (step S1). For example, the ECU 30 stores therein a flag indicating the current traveling mode. The value of the flag is switched between “0” and “1”. The ECU 30 switches the value of the flag between “0” and “1” each time the traveling mode is switched. Thereby, the ECU can determine whether or not the current travel mode is the CS mode. Note that the method for determining the current travel mode is not limited to the above method.
  • step S1 If it is determined that the current travel mode is not the CS mode (NO in step S1), the entire process is returned to the main routine. In this case, since the current traveling mode is the CD mode, the traveling mode is not switched from the CS mode to the CD mode.
  • mode switching control section 290 determines that the current mode is the CS mode (YES in step S1), it executes the process of step S2. In step S2, the mode switching control unit 290 determines whether or not the switch 82 has been operated.
  • the mode switching control unit 290 determines whether or not the switch 82 has been operated by detecting a change in the level of the voltage VMD. For example, the mode switching control unit 290 determines a change in the level of the voltage VMD as described below. First, mode switching control unit 290 determines the level of voltage VMD by comparing the value of voltage VMD with a threshold value (for example, B / 2). Next, mode switching control unit 290 determines that the level of voltage VMD has changed, for example, when the level of voltage VMD at the first time is different from the level of voltage VMD at the second time.
  • a threshold value for example, B / 2
  • the mode switching control unit 290 determines that the switch 82 has been operated when the level of the voltage VMD changes from the H level to the L level and from the L level to the H level. In this case (YES in step S2), mode switching control unit 290 outputs an instruction for switching the traveling mode to traveling control unit 250 (step S4). Traveling control unit 250 switches the traveling mode in accordance with an instruction from mode switching control unit 290. As a result, the traveling mode is switched from the CS mode to the CD mode. When the process of step S4 ends, the entire process is returned to the main routine.
  • mode switching control unit 290 determines that the switch 82 is not operated. In this case (NO in step S2), mode switching control unit 290 determines whether or not a predetermined period has elapsed from the switching point of the traveling mode (step S3). That is, mode switching control section 290 determines whether or not the period from the time when the traveling mode is switched from the CD mode to the CS mode (corresponding to time t22 in FIG. 10) to the present time is equal to or shorter than a predetermined period.
  • FIG. 13 is a flowchart for explaining the time measurement process by the mode switching control unit 290.
  • the processing shown in this flowchart is called from the main routine and executed at predetermined intervals, for example.
  • mode switching control unit 290 determines whether or not switch 82 has been operated (step S11). The process of step S11 is the same as the process of step S2. If it is determined that switch 82 has not been operated (NO in step S11), the entire process is returned to the main routine. If it is determined that switch 82 has been operated (YES in step S11), the process of step S12 is executed.
  • step S12 the mode switching control unit 290 determines whether or not the current travel mode is the CD mode (step S12).
  • the process of step S12 is the same as the process of step S1.
  • the “current travel mode” is a travel mode before switching.
  • step S12 When it is determined that the current travel mode is the CD mode (YES in step S12), the mode switching control unit 290 starts a time measurement process (step S13). On the other hand, when it is determined that the current driving mode is not the CD mode (that is, the current driving mode is the CS mode) (NO in step S12), mode switching control unit 290 ends the time measurement process (step S12). S14). When the process of step S13 or step S14 ends, the entire process is returned to the main routine.
  • step S13 When the travel mode is switched from the CD mode (current travel mode) to the CS mode by operating switch 82 (YES in step S11 and YES in step S12), time measurement is started (step S13). ). If time measurement is started and switch 82 is not operated (NO in step S11), time measurement is continued.
  • step S14 When the travel mode is switched from the CS mode (current travel mode) to the CD mode by operating switch 82 again (YES in step S11 and NO in step S12), the time measurement ends (step S14).
  • step S3 if it is determined in step S3 that the predetermined period has not elapsed since the switching point of the travel mode (NO in step S3), the process returns to step S2.
  • the process of step S4 is executed. As described above, the traveling mode is switched from the CD mode to the CS mode by the process of step S4. When the process of step S4 ends, the entire process is returned to the main routine.
  • ECU 30 does not receive a switching instruction (signal MD) for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. Returns the running mode from the CS mode to the CD mode. According to the first embodiment, ECU 30 returns the traveling mode from the CS mode to the CD mode without determining whether or not a switching instruction (signal MD) has been received after a predetermined period has elapsed from the reference time point. Thereby, even when the control line 81 is disconnected while the hybrid vehicle 1000 is traveling in the CS mode, the traveling mode can be returned to the CD mode. Accordingly, it is possible to suppress a decrease in EV travel distance and a decrease in fuel consumption rate.
  • the traveling mode at the start of traveling is the CD mode.
  • the traveling mode may be switched from the CD mode to the CS mode while the hybrid vehicle is traveling.
  • the traveling mode can be returned to the CD mode even when the control line 81 is disconnected while the hybrid vehicle 1000 is traveling in the CS mode. Therefore, the probability that the hybrid vehicle travels in the CS mode in the user's desired section can be reduced.
  • FIG. 14 is an overall block diagram of a hybrid vehicle according to the second embodiment.
  • hybrid vehicle 1010 is different from hybrid vehicle 1000 in that display device 90 is further provided.
  • the configuration of the other part of hybrid vehicle 1010 is the same as the configuration of the corresponding part of hybrid vehicle 1000.
  • the ECU 30 displays the guidance instruction Gcom when the switching instruction (signal MD) is not received for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode.
  • the data is output to the display device 90.
  • the display device 90 displays guidance information about the user's operation in response to the guidance instruction Gcom. Specifically, the information displayed on the display device 90 is information that the operation of the switch 82 is necessary when the user desires to continue traveling in the CS mode. This information is indicated on the display device 90 by characters and / or graphics.
  • the display device 90 is a guide device that guides the operation of the switch in accordance with a guidance instruction Gcom from the ECU 30.
  • a guidance device is not limited to a display device, and may be, for example, an audio output device.
  • FIG. 15 is a functional block diagram illustrating the configuration of the travel control system of hybrid vehicle 1010 included in ECU 30 shown in FIG.
  • mode switching control unit 290 receives a switching instruction (signal MD) for a predetermined period from a reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. If not, a guidance instruction Gcom is output.
  • the first embodiment and the second embodiment are different.
  • FIG. 16 is a flowchart illustrating switching control from the CS mode to the CD mode according to the second embodiment. The process shown in this flowchart is called from the main routine at predetermined intervals, for example, and executed by the mode switching control unit 290 (see FIG. 15).
  • step S21 and S22 are added.
  • step S21 and S22 is mainly demonstrated.
  • the processing of the other steps in the flowchart of FIG. 16 is the same as the processing of the corresponding steps in the flowchart of FIG.
  • step S3 when mode switching control unit 290 determines in step S3 that the predetermined period has not elapsed since the switching time of the travel mode (YES in step S3), guidance instruction is given to display device 90.
  • Gcom is output (step S21).
  • the display device 90 displays information indicating that the operation of the switch 82 is necessary when the user desires to continue traveling in the CS mode, using characters and / or figures. For example, when this information is indicated by characters, for example, a message “Please press the switch to continue the CS mode” is displayed on the screen of the display device 90.
  • step S22 the mode switching control unit 290 determines whether or not the switch 82 has been operated.
  • the process of step S22 is the same as the process of step S2.
  • a determination period for example, 1 minute for determining whether or not the switch 82 is operated may be set.
  • the mode switching control unit 290 determines that the switch 82 is not operated when the level of the voltage VMD does not change from the output of the guidance instruction Gcom until the determination period elapses.
  • mode switching control section 290 determines that switch 82 has been operated when the level of voltage VMD has changed since the output of guidance instruction Gcom and before the determination period has elapsed.
  • step S22 If it is determined that switch 82 has been operated (YES in step S22), the process returns to step S1. As a result, the traveling mode is maintained in the CS mode. On the other hand, when it is determined that switch 82 has not been operated (NO in step S22), the process proceeds to step S4. As a result, the traveling mode is switched from the CS mode to the CD mode.
  • the process is executed.
  • the control line 81 is normal and the user wants the hybrid vehicle 1010 to travel in the CS mode
  • the user operates the switch 82.
  • ECU 30 determines that switch 82 has been operated (YES in step S22). As a result, traveling in the CS mode is continued.
  • the control line 81 when the control line 81 is disconnected, the voltage level of the control line 81 does not change. That is, the signal MD is not input to the ECU 30. In this case, ECU 30 determines that switch 82 has not been operated (NO in step S22). Therefore, the ECU 30 returns the traveling mode from the CS mode to the CD mode (step S4). Thereby, it is possible to avoid a decrease in the EV travel distance due to disconnection of the control line 81.
  • FIG. 17 is a diagram illustrating another configuration example of the signal generation circuit.
  • switch 82 is provided between control line 81 and ground node 84, and resistor 83 is connected between control line 81 and ground node 84. This is different from the signal generation circuit 80 in that respect. Even if the signal generation circuit 80 is replaced with the signal generation circuit 80A, the traveling mode switching control in either the first embodiment or the second embodiment can be applied.
  • ECU 30 determines that switch 82 has been operated when a change from the H level to the L level and a change from the L level to the H level occur as changes in the level of voltage VMD. To do. However, the ECU 30 may determine that the switch 82 has been operated only by a change from the H level to the L level. Alternatively, the ECU 30 may determine that the switch 82 has been operated only by a change from the L level to the H level.
  • the internal combustion engine (engine) is shown as the second power source mounted on the hybrid vehicle.
  • the present invention includes a plurality of different types of power sources and the plurality of power sources.
  • the present invention can be applied to a hybrid vehicle having a plurality of driving modes in which usage modes of power sources are different.
  • the second power source is not limited to the internal combustion engine, as long as it is of a different type from the first power source.
  • a fuel cell may be mounted on a hybrid vehicle as the second power source.

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Abstract

A hybrid vehicle (1000) has first and second power sources, an instruction output section (80), a control line (81), and an ECU (30). The instruction output section (80) outputs a switching instruction (MD) for switching the mode of travel of the hybrid vehicle (1000) from a first mode in which the first power source is preferentially used for travel of the hybrid vehicle (1000) to a second mode in which the second power source is preferentially used for travel of the hybrid vehicle (1000). The control line (81) transmits the switching instruction (MD). The ECU (30) receives the switching instruction (MD) via the control line (81) to switch the mode of travel from the first mode to the second mode. When the ECU (30) does not receive the switching instruction for a predetermined time period from a reference time point at which the mode of travel is switched from the first mode to the second mode, the ECU (30) returns the mode of travel to the first mode from the second mode.

Description

ハイブリッド車両Hybrid vehicle
　本発明は、ハイブリッド車両に関し、特に、複数の走行モードを有するハイブリッド車両に関する。 The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle having a plurality of travel modes.
　近年、環境問題などを背景にハイブリッド車両（Hybrid　Vehicle）が大きく注目されている。ハイブリッド車両は、複数の動力源を搭載した自動車であり、従来のエンジンに加えて蓄電装置（バッテリやキャパシタなど）とモータとを動力源とするハイブリッド車両が既に実用化されている。 In recent years, hybrid vehicles have attracted a great deal of attention due to environmental issues. A hybrid vehicle is an automobile equipped with a plurality of power sources. In addition to conventional engines, hybrid vehicles using a power storage device (battery, capacitor, etc.) and a motor as power sources have already been put into practical use.
　また、動力源として燃料電池（Fuel　Cell）を搭載する燃料電池車も注目されているが、燃料電池に加えてバッテリやキャパシタなどの蓄電装置も電源として搭載した自動車も、広い意味で複数の動力源を搭載したハイブリッド車両である。 A fuel cell vehicle equipped with a fuel cell as a power source is also attracting attention, but an automobile equipped with a power storage device such as a battery or a capacitor in addition to a fuel cell also has multiple power sources. A hybrid vehicle equipped with a power source.
　一方、外部電源を用いて蓄電装置を充電する外部充電機能を備えたハイブリッド車両が知られている。外部充電機能を備えたハイブリッド車両によれば、たとえば家庭用の商用電源から蓄電装置の充電を行なうことができれば、燃料補給のために補給スタンドに行かなければならない回数が減るといったメリットなどが得られる。 On the other hand, a hybrid vehicle having an external charging function for charging a power storage device using an external power source is known. According to a hybrid vehicle having an external charging function, for example, if the power storage device can be charged from a commercial power source for household use, there is an advantage that the number of times that the user has to go to the supply stand for fuel supply is reduced. .
　特開２００７－６２６３９号公報（特許文献１）は、動作頻度が少なくなった動力源を強制的に動作させることができるハイブリッド車両を開示する。このハイブリッド車両は、動力源として、エンジンと、蓄電装置およびモータジェネレータとを搭載する。蓄電装置およびモータジェネレータのみを動力源として走行するＥＶモードで走行中にＨＶモード移行スイッチがオン操作されると、制御装置は、エンジンも駆動させて走行するＨＶモードに走行モードを移行する。
特開２００７－６２６３９号公報 Japanese Patent Laying-Open No. 2007-62639 (Patent Document 1) discloses a hybrid vehicle capable of forcibly operating a power source whose operation frequency has decreased. This hybrid vehicle includes an engine, a power storage device, and a motor generator as power sources. When the HV mode transition switch is turned on during traveling in the EV mode that travels using only the power storage device and the motor generator as a power source, the control device transitions the traveling mode to the HV mode in which the engine is also driven.
JP 2007-62639 A
　特開２００７－６２６３９号公報（特許文献１）に開示された構成によれば、制御装置は、スイッチから出力された信号に基づいて、運転者が走行モードを切換えるスイッチを操作したか否かを判定する。具体的には、制御装置は、信号の電圧がＨ（論理ハイ）レベルである場合に、スイッチが操作されたと判定する。しかしながらスイッチからの信号を伝送する制御線において異常が生じた場合には、制御装置が走行モードを正常に切換えることができなくなる可能性がある。 According to the configuration disclosed in Japanese Patent Laid-Open No. 2007-62639 (Patent Document 1), the control device determines whether or not the driver has operated the switch for switching the driving mode based on the signal output from the switch. judge. Specifically, the control device determines that the switch has been operated when the voltage of the signal is at the H (logic high) level. However, if an abnormality occurs in the control line that transmits the signal from the switch, the control device may not be able to normally switch the traveling mode.
　本発明の目的は、走行モードの切換えを示す信号を伝送するための制御線に異常が生じた場合において、本来の走行モードとは異なる走行モードで車両が走行し続けることを回避可能な、ハイブリッド車両を提供することである。 An object of the present invention is a hybrid capable of avoiding that a vehicle continues to travel in a travel mode different from the original travel mode when an abnormality occurs in a control line for transmitting a signal indicating switching of the travel mode. Is to provide a vehicle.
　本発明は要約すれば、ハイブリッド車両であって、各々がハイブリッド車両を駆動可能に構成された第１および第２の動力源と、指示出力部と、制御線と、制御装置とを備える。指示出力部は、手動操作に応じて、ハイブリッド車両の走行モードを、第１の動力源がハイブリッド車両の走行に優先的に使用される第１のモードから、第２の動力源がハイブリッド車両の走行に優先的に使用される第２のモードへ切換えるための切換指示を出力する。制御線は、切換指示を伝送する。制御装置は、第１および第２のモードのうち選択されたモードに従って第１および第２の動力源を制御する。制御装置は、制御線を介して切換指示を受信することにより、走行モードを第１のモードから第２のモードに切換える。制御装置は、走行モードが第１のモードから第２のモードに切換わった基準時点から所定期間にわたり切換指示を受信しなかった場合には、走行モードを第２のモードから第１のモードに戻す。 In summary, the present invention is a hybrid vehicle, and includes first and second power sources each configured to be able to drive the hybrid vehicle, an instruction output unit, a control line, and a control device. The instruction output unit changes the traveling mode of the hybrid vehicle according to manual operation from the first mode in which the first power source is preferentially used for traveling of the hybrid vehicle and the second power source of the hybrid vehicle. A switching instruction for switching to the second mode used preferentially for traveling is output. The control line transmits a switching instruction. The control device controls the first and second power sources according to a mode selected from the first and second modes. The control device switches the traveling mode from the first mode to the second mode by receiving a switching instruction via the control line. The control device changes the travel mode from the second mode to the first mode when no switching instruction is received for a predetermined period from the reference time point when the travel mode is switched from the first mode to the second mode. return.
　好ましくは、第１の動力源は、駆動輪を駆動可能に構成された回転電機と、電力を蓄積可能であるとともに蓄積された電力を回転電機に供給可能に構成された蓄電装置とを含む。第２の動力源は、内燃機関を含む。 Preferably, the first power source includes a rotating electric machine configured to be able to drive the drive wheels, and a power storage device configured to be able to store electric power and to supply the stored electric power to the rotating electric machine. The second power source includes an internal combustion engine.
　好ましくは、第１のモードは、蓄電装置に蓄積された電力を使用することにより回転電機を駆動させるモードである。第２のモードは、内燃機関を駆動することによりハイブリッド車両を走行させるモードである。 Preferably, the first mode is a mode in which the rotating electrical machine is driven by using the electric power stored in the power storage device. The second mode is a mode in which the hybrid vehicle travels by driving the internal combustion engine.
　好ましくは、指示出力部は、第１の電圧を有する第１のノードと、第２の電圧を有する第２のノードと、スイッチとを含む。スイッチは、手動操作の非実行時には、制御線を第１のノードに電気的に結合することにより、制御線の電圧レベルを、第１の電圧に対応する第１のレベルに設定する。スイッチは、手動操作が実行される期間においては、制御線を第２のノードに電気的に結合することにより、制御線の電圧レベルを、第２の電圧に対応する第２のレベルに設定する。制御装置は、第１のレベルから第２のレベルへの変化および第２のレベルから第１のレベルへの変化のうちの少なくとも１つの変化が生じた場合に、切換指示を受信したと判定する。 Preferably, the instruction output unit includes a first node having a first voltage, a second node having a second voltage, and a switch. The switch sets the voltage level of the control line to a first level corresponding to the first voltage by electrically coupling the control line to the first node when the manual operation is not performed. The switch sets the voltage level of the control line to a second level corresponding to the second voltage by electrically coupling the control line to the second node during a period in which the manual operation is performed. . The control device determines that the switching instruction has been received when at least one of the change from the first level to the second level and the change from the second level to the first level occurs. .
　好ましくは、制御装置は、基準時点から所定期間が経過した後には、切換指示の受信の有無を判定することなく、走行モードを第２のモードから第１のモードに戻す。 Preferably, the control device returns the traveling mode from the second mode to the first mode without determining whether or not a switching instruction has been received after a predetermined period has elapsed from the reference time point.
　好ましくは、ハイブリッド車両は、制御装置からの案内指示に応じて、第２のモードを維持するために手動操作が必要であることをユーザに案内する案内装置をさらに備える。制御装置は、基準時点から所定期間が経過した後において、案内指示を案内装置に出力する。制御装置は、案内指示の出力後に切換指示を受信した場合には、走行モードを第２のモードに維持する。制御装置は、案内指示を出力したにもかかわらず切換指示を受信していない場合には、走行モードを第１のモードに戻す。 Preferably, the hybrid vehicle further includes a guide device that guides the user that a manual operation is necessary to maintain the second mode in response to a guide instruction from the control device. The control device outputs a guidance instruction to the guidance device after a predetermined period has elapsed from the reference time point. The control device maintains the travel mode in the second mode when receiving the switching instruction after outputting the guidance instruction. The control device returns the traveling mode to the first mode when the switching instruction is not received even though the guidance instruction is output.
　好ましくは、ハイブリッド車両は、ハイブリッド車両の外部から与えられた電力を用いて蓄電装置を充電可能に構成された充電器をさらに備える。 Preferably, the hybrid vehicle further includes a charger configured to be able to charge the power storage device using electric power supplied from the outside of the hybrid vehicle.
　好ましくは、制御装置は、充電器による蓄電装置の充電の終了後に初めてハイブリッド車両の走行が開始される場合には、走行モードを第１のモードに設定する。 Preferably, the control device sets the travel mode to the first mode when the hybrid vehicle starts traveling for the first time after the charging of the power storage device by the charger is completed.
　本発明によれば、走行モードの切換えを示す信号を伝送するための制御線に異常が生じた場合において、本来の走行モードとは異なる走行モードでハイブリッド車両が走行し続けることを回避することができる。 According to the present invention, it is possible to avoid that the hybrid vehicle continues to travel in a travel mode different from the original travel mode when an abnormality occurs in a control line for transmitting a signal indicating switching of the travel mode. it can.
実施の形態１に従うハイブリッド車両の全体ブロック図である。1 is an overall block diagram of a hybrid vehicle according to a first embodiment. 図１に示したコンバータ１０，１２および接続部７２～７６の構成を示す回路図である。FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG. 充電器２４０の構成および、ハイブリッド車両と外部電源とを接続する充電ケーブル３００の構成を詳細に示す図である。It is a figure which shows the structure of the charger 240, and the structure of the charging cable 300 which connects a hybrid vehicle and an external power supply in detail. 図１のインバータ２０および２２の詳細な構成を示す回路図である。It is a circuit diagram which shows the detailed structure of the inverters 20 and 22 of FIG. 図１の信号発生回路８０の構成図である。It is a block diagram of the signal generation circuit 80 of FIG. スイッチ８２の動作を説明する図である。FIG. 6 is a diagram illustrating the operation of a switch 82. スイッチ８２の状態と信号ＭＤの電圧との対応関係を示す図である。It is a figure which shows the correspondence of the state of switch 82, and the voltage of signal MD. ＥＣＵ３０に含まれるハイブリッド車両１０００の走行制御系の構成を説明する機能ブロック図である。FIG. 2 is a functional block diagram illustrating a configuration of a travel control system of hybrid vehicle 1000 included in ECU 30. 走行モードの切換えを説明する図である。It is a figure explaining switching of driving modes. 実施の形態１に従う走行モード切換制御を説明するためのタイミングチャートである。6 is a timing chart for illustrating travel mode switching control according to the first embodiment. 制御線８１の断線を示す図である。It is a figure which shows the disconnection of the control line 81. FIG. 実施の形態１に従う、ＣＳモードからＣＤモードへの切換制御を説明するフローチャートである。6 is a flowchart illustrating switching control from a CS mode to a CD mode according to the first embodiment. モード切換制御部２９０による時間計測処理を説明するフローチャートである。10 is a flowchart illustrating time measurement processing by a mode switching control unit 290. 実施の形態２に係るハイブリッド車両の全体ブロック図である。FIG. 6 is an overall block diagram of a hybrid vehicle according to a second embodiment. 図１４に示したＥＣＵ３０に含まれる、ハイブリッド車両１０１０の走行制御系の構成を説明する機能ブロック図である。FIG. 15 is a functional block diagram illustrating a configuration of a travel control system of hybrid vehicle 1010 included in ECU 30 shown in FIG. 14. 実施の形態２に従う、ＣＳモードからＣＤモードへの切換制御を説明するフローチャートである。10 is a flowchart illustrating switching control from the CS mode to the CD mode according to the second embodiment. 信号発生回路の他の構成例を示す図である。It is a figure which shows the other structural example of a signal generation circuit.
符号の説明Explanation of symbols
　２　エンジン、４　動力分割機構、６　車輪、１０，１２　コンバータ、１５　Ｕ相アーム、１６　Ｖ相アーム、１７　Ｗ相アーム、２０，２２　インバータ、２１，２３，５２，５４，５６，１８４　電流センサ、３０　ＥＣＵ、４２，４４，４６，４８，１８２，１８８　電圧センサ、６２，６４，６６　温度センサ、７２，７４，７６　接続部、８０，８０Ａ　信号発生回路、８１　制御線、８２，３１２　スイッチ、８３　抵抗、８４　接地ノード、８５　電源ノード、８８　断線箇所、９０　表示装置、２４０　充電器、２４１　インレット、２４２　ＡＣ／ＤＣ変換回路、２４４　ＤＣ／ＡＣ変換回路、２４６　絶縁トランス、２４８　整流回路、２５０　走行制御部、２６０　トータルパワー算出部、２７０，２８０　インバータ制御部、２９０　モード切換制御部、２９５　エンジン制御部、３００　充電ケーブル、３１０　コネクタ、３２０　プラグ、３３０　ＣＣＩＤ、３３２　リレー、３３４　コントロールパイロット回路、４００　コンセント、４０２　電源、１０００，１０１０　ハイブリッド車両、ＢＡ　主蓄電装置、ＢＢ１，ＢＢ２　副蓄電装置、Ｃ，Ｃ１，Ｃ２　コンデンサ、Ｄ１～Ｄ１０　ダイオード、Ｌ１，Ｌ２　リアクトル、ＭＧ１，ＭＧ２　モータジェネレータ、ＮＬ　負極ライン、ＰＬ１，ＰＬ２，ＰＬ３　正極ライン、Ｑ１～Ｑ１０　スイッチング素子、ＲＡ，ＲＢ１，ＲＢ２　制限抵抗、ＳＲＢ１，ＳＲＰ１，ＳＲＧ１，ＳＲＢ２，ＳＲＰ２，ＳＲＧ２，ＳＲＢ３，ＳＲＰ３，ＳＲＧ３　システムメインリレー、ＵＬ，ＶＬ，ＷＬ　ライン。 2 engine, 4 power split mechanism, 6 wheels, 10, 12 converter, 15 U phase arm, 16 V phase arm, 17 W phase arm, 20, 22 inverter, 21, 23, 52, 54, 56, 184 current sensor, 30 ECU, 42, 44, 46, 48, 182, 188 Voltage sensor, 62, 64, 66 Temperature sensor, 72, 74, 76 Connection part, 80, 80A signal generation circuit, 81 Control line, 82, 312 switch, 83 Resistance, 84 ground node, 85 power supply node, 88 disconnection location, 90 display device, 240 charger, 241 inlet, 242 AC / DC conversion circuit, 244 DC / AC conversion circuit, 246 insulation transformer, 248 rectifier circuit, 250 running control Part, 260 total power calculation part, 270, 280 in Data control unit, 290 mode switching control unit, 295 engine control unit, 300 charging cable, 310 connector, 320 plug, 330 CCID, 332 relay, 334 control pilot circuit, 400 outlet, 402 power supply, 1000, 1010 hybrid vehicle, BA Main power storage device, BB1, BB2 Sub power storage device, C, C1, C2 capacitor, D1-D10 diode, L1, L2 reactor, MG1, MG2 motor generator, NL negative line, PL1, PL2, PL3 positive line, Q1-Q10 switching Element, RA, RB1, RB2 Limit resistance, SRB1, SRP1, SRG1, SRB2, SRP2, SRG2, SRB3, SRP3, SRG3 System main relay, UL, VL, W Line.
　以下、本発明の実施の形態について、図面を参照しながら詳細に説明する。なお、図中同一または相当部分には同一符号を付してその説明は繰返さない。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.
　［実施の形態１］
　図１は、実施の形態１に従うハイブリッド車両の全体ブロック図である。 [Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle according to the first embodiment.
　図１を参照して、ハイブリッド車両１０００は、主蓄電装置ＢＡと、副蓄電装置ＢＢ１，ＢＢ２と、接続部７２，７４，７６と、コンバータ１０，１２と、コンデンサＣと、インバータ２０，２２と、正極ラインＰＬ１，ＰＬ２，ＰＬ３と、負極ラインＮＬと、エンジン２と、モータジェネレータＭＧ１，ＭＧ２と、動力分割機構４と、車輪６とを備える。ハイブリッド車両１０００は、さらに、電圧センサ４２，４４，４６，４８と、電流センサ２１，２３，５２，５４，５６と、温度センサ６２，６４，６６と、充電器２４０と、インレット２４１と、ＥＣＵ（Electronic　Control　Unit）３０とを備える。 Referring to FIG. 1, hybrid vehicle 1000 includes a main power storage device BA, sub power storage devices BB1, BB2, connections 72, 74, 76, converters 10, 12, a capacitor C, and inverters 20, 22. , Positive electrode lines PL1, PL2, PL3, negative electrode line NL, engine 2, motor generators MG1, MG2, power split mechanism 4, and wheels 6. Hybrid vehicle 1000 further includes voltage sensors 42, 44, 46, 48, current sensors 21, 23, 52, 54, 56, temperature sensors 62, 64, 66, charger 240, inlet 241, and ECU. (Electronic Control Unit) 30.
　ハイブリッド車両１０００は、第１および第２の動力源を備える。第１の動力源は、主蓄電装置ＢＡと、副蓄電装置ＢＢ１，ＢＢ２と、モータジェネレータＭＧ２とを含む。第２の動力源はエンジン２を含む。ハイブリッド車両１０００は、第１および第２の動力源の少なくとも一方を用いて走行可能である。 The hybrid vehicle 1000 includes first and second power sources. First power source includes a main power storage device BA, sub power storage devices BB1 and BB2, and a motor generator MG2. The second power source includes the engine 2. The hybrid vehicle 1000 can travel using at least one of the first and second power sources.
　エンジン２は、内燃機関であって、ガソリン等の燃料を燃焼させることにより動力を発生させる。 Engine 2 is an internal combustion engine that generates power by burning fuel such as gasoline.
　動力分割機構４は、エンジン２とモータジェネレータＭＧ１，ＭＧ２とに結合されて、これらの間で動力を分配する。動力分割機構４は、たとえばサンギヤ、キャリアおよびリングギヤの３つの回転軸を有する遊星歯車機構からなる。これら３つの回転軸がエンジン２およびモータジェネレータＭＧ１，ＭＧ２の回転軸にそれぞれ接続される。なお、モータジェネレータＭＧ１のロータを中空にして、その中心にエンジン２のクランク軸を通すことにより、エンジン２およびモータジェネレータＭＧ１，ＭＧ２を動力分割機構４に機械的に接続することができる。また、モータジェネレータＭＧ２の回転軸は、図示されない減速ギヤあるいは差動ギヤによって車輪６に結合される。 The power split mechanism 4 is coupled to the engine 2 and the motor generators MG1 and MG2, and distributes power between them. The power split mechanism 4 includes a planetary gear mechanism having three rotation shafts, for example, a sun gear, a carrier, and a ring gear. These three rotating shafts are connected to the rotating shafts of engine 2 and motor generators MG1, MG2, respectively. It is noted that engine 2 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 4 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 2 through the center thereof. The rotation shaft of motor generator MG2 is coupled to wheel 6 by a reduction gear or a differential gear (not shown).
　モータジェネレータＭＧ１は、エンジン２によって駆動される発電機として動作し、かつエンジン２の始動を行ない得る電動機として動作するものとして、ハイブリッド車両１０００に搭載される。モータジェネレータＭＧ２は、主として車輪６を駆動する電動機としてハイブリッド車両１０００に搭載される。 The motor generator MG1 is mounted on the hybrid vehicle 1000 as operating as a generator driven by the engine 2 and operating as an electric motor capable of starting the engine 2. Motor generator MG2 is mounted on hybrid vehicle 1000 as an electric motor that mainly drives wheels 6.
　主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２の各々は充放電可能な蓄電装置であり、たとえばニッケル水素やリチウムイオン等の二次電池からなる。なお、主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２の少なくとも１つに大容量のキャパシタを用いてもよい。 Each of main power storage device BA and sub power storage devices BB1, BB2 is a chargeable / dischargeable power storage device, and is composed of, for example, a secondary battery such as nickel hydride or lithium ion. A large capacity capacitor may be used for at least one of main power storage device BA and sub power storage devices BB1 and BB2.
　主蓄電装置ＢＡは、コンバータ１０へ電力を供給する一方、電力回生時にはコンバータ１０によって充電される。副蓄電装置ＢＢ１，ＢＢ２の各々はコンバータ１２へ電力を供給する一方、電力回生時にはコンバータ１２によって充電される。 Main power storage device BA supplies electric power to converter 10 while being charged by converter 10 during power regeneration. Each of sub power storage devices BB1 and BB2 supplies power to converter 12, while being charged by converter 12 during power regeneration.
　副蓄電装置ＢＢ１，ＢＢ２は接続部７４，７６によってコンバータ１２に選択的に接続される。これにより、各副蓄電装置に対応してコンバータを設ける必要がなくなる。本実施の形態では副蓄電装置の個数は２個である。ただし副蓄電装置の個数は２個に限定されるものではない。以下では、副蓄電装置ＢＢ１，ＢＢ２のうち、コンバータ１２に接続される副蓄電装置を「副蓄電装置ＢＢ」と称することにする。 Sub power storage devices BB1 and BB2 are selectively connected to converter 12 by connecting portions 74 and 76. This eliminates the need for a converter corresponding to each sub power storage device. In the present embodiment, the number of sub power storage devices is two. However, the number of sub power storage devices is not limited to two. Hereinafter, of the sub power storage devices BB1 and BB2, the sub power storage device connected to the converter 12 is referred to as “sub power storage device BB”.
　接続部７２は、主蓄電装置ＢＡと、正極ラインＰＬ１および負極ラインＮＬとの間に設けられる。接続部７２は、ＥＣＵ３０から与えられる信号ＣＮ１に応じて導通状態（オン）／非導通状態（オフ）が制御される。接続部７２がオンすると主蓄電装置ＢＡが正極ラインＰＬ１および負極ラインＮＬに接続される。一方、接続部７２がオフすると主蓄電装置ＢＡが正極ラインＰＬ１および負極ラインＮＬから切り離される。 Connection portion 72 is provided between main power storage device BA and positive electrode line PL1 and negative electrode line NL. Connection unit 72 is controlled to be in a conductive state (ON) / non-conductive state (OFF) in accordance with signal CN1 provided from ECU 30. When connection unit 72 is turned on, main power storage device BA is connected to positive electrode line PL1 and negative electrode line NL. On the other hand, when connection portion 72 is turned off, main power storage device BA is disconnected from positive electrode line PL1 and negative electrode line NL.
　接続部７４は、副蓄電装置ＢＢ１と、正極ラインＰＬ２および負極ラインＮＬとの間に設けられる。接続部７４は、信号ＣＮ２に応じて導通状態および非導通状態のいずれかの状態となる。これにより、接続部７４は、副蓄電装置ＢＢ１を正極ラインＰＬ２および負極ラインＮＬに電気的に接続したり、副蓄電装置ＢＢ１を正極ラインＰＬ２および負極ラインＮＬから切り離したりする。 Connection portion 74 is provided between sub power storage device BB1, positive electrode line PL2, and negative electrode line NL. Connection unit 74 is in a conductive state or a non-conductive state in accordance with signal CN2. Thereby, connecting unit 74 electrically connects sub power storage device BB1 to positive electrode line PL2 and negative electrode line NL, or disconnects sub power storage device BB1 from positive electrode line PL2 and negative electrode line NL.
　接続部７６は、副蓄電装置ＢＢ２と、正極ラインＰＬ２および負極ラインＮＬとの間に設けられる。接続部７６は、信号ＣＮ３に応じて導通状態および非導通状態のいずれかの状態となる。これにより、接続部７６は、副蓄電装置ＢＢ２を正極ラインＰＬ２および負極ラインＮＬに電気的に接続したり、副蓄電装置ＢＢ２を正極ラインＰＬ２および負極ラインＮＬから切り離したりする。 Connection unit 76 is provided between sub power storage device BB2, and positive electrode line PL2 and negative electrode line NL. Connection unit 76 enters either a conductive state or a non-conductive state according to signal CN3. Thereby, connection unit 76 electrically connects sub power storage device BB2 to positive electrode line PL2 and negative electrode line NL, or disconnects sub power storage device BB2 from positive electrode line PL2 and negative electrode line NL.
　コンバータ１０は、正極ラインＰＬ１および負極ラインＮＬに接続される。コンバータ１０は、ＥＣＵ３０からの信号ＰＷＣ１に基づいて主蓄電装置ＢＡからの電圧を昇圧し、その昇圧した電圧を正極ラインＰＬ３へ出力する。また、コンバータ１０は、インバータ２０，２２から正極ラインＰＬ３を介して供給される回生電力を、信号ＰＷＣ１に基づいて主蓄電装置ＢＡの電圧レベルに降圧して主蓄電装置ＢＡを充電する。 Converter 10 is connected to positive electrode line PL1 and negative electrode line NL. Converter 10 boosts the voltage from main power storage device BA based on signal PWC1 from ECU 30, and outputs the boosted voltage to positive line PL3. Converter 10 steps down the regenerative power supplied from inverters 20 and 22 via positive line PL3 to the voltage level of main power storage device BA based on signal PWC1, and charges main power storage device BA.
　コンバータ１０は、ＥＣＵ３０からシャットダウン信号ＳＤ１を受けるとスイッチング動作を停止する。さらに、コンバータ１０は、ＥＣＵ３０から上アームオン信号ＵＡ１を受けると、コンバータ１０に含まれる上アームおよび下アーム（後述）をオン状態およびオフ状態にそれぞれ固定する。 Converter 10 stops the switching operation when it receives shutdown signal SD1 from ECU 30. Furthermore, when converter 10 receives upper arm on signal UA1 from ECU 30, converter 10 fixes an upper arm and a lower arm (described later) included in converter 10 to an on state and an off state, respectively.
　コンバータ１２は、正極ラインＰＬ２および負極ラインＮＬに接続される。コンバータ１２は、ＥＣＵ３０からの信号ＰＷＣ２に基づいて副蓄電装置ＢＢの電圧を昇圧し、その昇圧した電圧を正極ラインＰＬ３へ出力する。また、コンバータ１２は、インバータ２０，２２から正極ラインＰＬ３を介して供給される回生電力を、信号ＰＷＣ２に基づいて副蓄電装置ＢＢの電圧レベルに降圧し、副蓄電装置ＢＢを充電する。 Converter 12 is connected to positive line PL2 and negative line NL. Converter 12 boosts the voltage of sub power storage device BB based on signal PWC2 from ECU 30, and outputs the boosted voltage to positive line PL3. Converter 12 steps down the regenerative power supplied from inverters 20 and 22 through positive electrode line PL3 to the voltage level of sub power storage device BB based on signal PWC2, and charges sub power storage device BB.
　さらに、コンバータ１２は、ＥＣＵ３０からシャットダウン信号ＳＤ２を受けるとスイッチング動作を停止する。さらに、コンバータ１２は、ＥＣＵ３０から上アームオン信号ＵＡ２を受けると、コンバータ１２に含まれる上アームおよび下アーム（後述）をオン状態およびオフ状態にそれぞれ固定する。 Furthermore, converter 12 stops the switching operation when it receives shutdown signal SD2 from ECU 30. Furthermore, when converter 12 receives upper arm on signal UA2 from ECU 30, converter 12 fixes an upper arm and a lower arm (described later) included in converter 12 to an on state and an off state, respectively.
　コンデンサＣは、正極ラインＰＬ３と負極ラインＮＬとの間に接続され、正極ラインＰＬ３と負極ラインＮＬとの間の電圧変動を平滑化する。 The capacitor C is connected between the positive electrode line PL3 and the negative electrode line NL, and smoothes the voltage fluctuation between the positive electrode line PL3 and the negative electrode line NL.
　インバータ２０は、ＥＣＵ３０からの信号ＰＷＩ１に基づいて、正極ラインＰＬ３からの直流電圧を３相交流電圧に変換して、その変換した３相交流電圧をモータジェネレータＭＧ１へ出力する。また、インバータ２０は、モータジェネレータＭＧ１がエンジン２の動力を用いることによって発電した３相交流電圧を、信号ＰＷＩ１に基づいて直流電圧に変換して、その変換した直流電圧を正極ラインＰＬ３へ出力する。 Inverter 20 converts the DC voltage from positive line PL3 into a three-phase AC voltage based on signal PWI1 from ECU 30, and outputs the converted three-phase AC voltage to motor generator MG1. Inverter 20 converts the three-phase AC voltage generated by motor generator MG1 using the power of engine 2 into a DC voltage based on signal PWI1, and outputs the converted DC voltage to positive line PL3. .
　インバータ２２は、ＥＣＵ３０からの信号ＰＷＩ２に基づいて、正極ラインＰＬ３からの直流電圧を３相交流電圧に変換して、その変換した三相交流電圧をモータジェネレータＭＧ２へ出力する。また、インバータ２２は、車両の回生制動時に、モータジェネレータＭＧ２が車輪６からの回転力を受けることによって発電した三相交流電圧を、信号ＰＷＩ２に基づいて直流電圧に変換して、その変換した直流電圧を正極ラインＰＬ３へ出力する。 Inverter 22 converts the DC voltage from positive line PL3 into a three-phase AC voltage based on signal PWI2 from ECU 30, and outputs the converted three-phase AC voltage to motor generator MG2. Further, the inverter 22 converts the three-phase AC voltage generated by the motor generator MG2 receiving the rotational force from the wheel 6 during regenerative braking of the vehicle into a DC voltage based on the signal PWI2, and the converted DC The voltage is output to the positive line PL3.
　モータジェネレータＭＧ１，ＭＧ２の各々は三相交流回転電機であり、たとえば三相交流同期電動発電機からなる。モータジェネレータＭＧ１は、インバータ２０によって回生駆動され、エンジン２の動力を用いて発電した三相交流電圧をインバータ２０へ出力する。また、モータジェネレータＭＧ１は、エンジン２の始動時にインバータ２０によって力行駆動されて、エンジン２をクランキングする。 Each of motor generators MG1 and MG2 is a three-phase AC rotating electric machine, for example, a three-phase AC synchronous motor generator. Motor generator MG <b> 1 is regeneratively driven by inverter 20, and outputs a three-phase AC voltage generated using the power of engine 2 to inverter 20. Motor generator MG1 is driven by power by inverter 20 when engine 2 is started, and cranks engine 2.
　モータジェネレータＭＧ２はインバータ２２によって力行駆動されて、車両を駆動するための駆動力を発生する。また、モータジェネレータＭＧ２は、車両の回生制動時、インバータ２２によって回生駆動されて、車輪６から受ける回転力を用いて発電した三相交流電圧をインバータ２２へ出力する。 The motor generator MG2 is driven by the inverter 22 to generate a driving force for driving the vehicle. Motor generator MG <b> 2 is regeneratively driven by inverter 22 during regenerative braking of the vehicle, and outputs a three-phase AC voltage generated using the rotational force received from wheels 6 to inverter 22.
　電流センサ２１は、モータジェネレータＭＧ１とインバータ２０との間に流れる電流の値をモータ電流値ＭＣＲＴ１として検出し、そのモータ電流値ＭＣＲＴ１をＥＣＵ３０へ出力する。電流センサ２３は、モータジェネレータＭＧ２とインバータ２２との間に流れる電流の値をモータ電流値ＭＣＲＴ２として検出し、そのモータ電流値ＭＣＲＴ２をＥＣＵ３０へ出力する。 Current sensor 21 detects the value of the current flowing between motor generator MG1 and inverter 20 as motor current value MCRT1, and outputs the motor current value MCRT1 to ECU 30. Current sensor 23 detects the value of the current flowing between motor generator MG2 and inverter 22 as motor current value MCRT2, and outputs the motor current value MCRT2 to ECU 30.
　電圧センサ４２は、主蓄電装置ＢＡの電圧ＶＢＡを検出してＥＣＵ３０へ出力する。電流センサ５２は、主蓄電装置ＢＡとコンバータ１０との間に流れる電流ＩＡを検出してＥＣＵ３０へ出力する。温度センサ６２は、主蓄電装置ＢＡの温度ＴＡを検出してＥＣＵ３０へ出力する。 The voltage sensor 42 detects the voltage VBA of the main power storage device BA and outputs it to the ECU 30. Current sensor 52 detects current IA flowing between main power storage device BA and converter 10 and outputs the detected current to ECU 30. Temperature sensor 62 detects temperature TA of main power storage device BA and outputs it to ECU 30.
　電圧センサ４４および４６は、副蓄電装置ＢＢ１の電圧ＶＢ１および副蓄電装置ＢＢ２のＶＢ２をそれぞれ検出してＥＣＵ３０へ出力する。電流センサ５４および５６は、副蓄電装置ＢＢ１とコンバータ１２との間に流れる電流ＩＢ１、および副蓄電装置ＢＢ２とコンバータ１２との間に流れる電流ＩＢ２をそれぞれ検出してＥＣＵ３０へ出力する。温度センサ６４および６６は、副蓄電装置ＢＢ１の温度ＴＢ１および副蓄電装置ＢＢ２の温度ＴＢ２をそれぞれ検出してＥＣＵ３０へ出力する。 Voltage sensors 44 and 46 detect voltage VB1 of sub power storage device BB1 and VB2 of sub power storage device BB2, respectively, and output them to ECU 30. Current sensors 54 and 56 detect current IB1 flowing between sub power storage device BB1 and converter 12 and current IB2 flowing between sub power storage device BB2 and converter 12, respectively, and output them to ECU 30. Temperature sensors 64 and 66 detect temperature TB1 of sub power storage device BB1 and temperature TB2 of sub power storage device BB2, respectively, and output them to ECU 30.
　電圧センサ４８は、コンデンサＣの端子間電圧（電圧ＶＨ）を検出してＥＣＵ３０へ出力する。 The voltage sensor 48 detects the voltage between terminals of the capacitor C (voltage VH) and outputs it to the ECU 30.
　充電器２４０およびインレット２４１は、ハイブリッド車両１０００の外部から供給された電力を用いて主蓄電装置ＢＡ、副蓄電装置ＢＢ１，ＢＢ２を充電する。車両外部の電源（外部電源）から供給された電力はインレット２４１および充電器２４０を介して正極ラインＰＬ２および負極ラインＮＬ間に出力される。充電器２４０はＥＣＵ３０からの信号ＣＨＧに応じて動作および停止する。 Charger 240 and inlet 241 charge main power storage device BA and sub power storage devices BB1, BB2 using electric power supplied from the outside of hybrid vehicle 1000. Electric power supplied from a power source (external power source) outside the vehicle is output between positive line PL2 and negative line NL via inlet 241 and charger 240. Charger 240 operates and stops in response to signal CHG from ECU 30.
　ＥＣＵ３０は、電圧センサ４２、温度センサ６２および電流センサ５２の検出値に基づいて、主蓄電装置ＢＡの残存容量を示すＳＯＣ（Ｍ）、主蓄電装置ＢＡの充電電力の上限値を示す入力上限電力Ｗｉｎ（Ｍ）、および、主蓄電装置ＢＡの放電電力の上限値を示す出力上限電力Ｗｏｕｔ（Ｍ）を設定する。 ECU 30 is based on detection values of voltage sensor 42, temperature sensor 62, and current sensor 52, SOC (M) indicating the remaining capacity of main power storage device BA, and input upper limit power indicating the upper limit value of charging power of main power storage device BA. Win (M) and output upper limit power Wout (M) indicating the upper limit value of the discharge power of main power storage device BA are set.
　同様に、ＥＣＵ３０は、電圧センサ４４（または４６）、温度センサ６４（または６６）および電流センサ５４（または５６）の検出値に基づいて、副蓄電装置ＢＢの残存容量を示すＳＯＣ（Ｓ）、副蓄電装置ＢＢの充電電力の上限値を示す入出力上限電力Ｗｉｎ（Ｓ）および、副蓄電装置ＢＢの放電電力の上限値を示す出力上限電力Ｗｏｕｔ（Ｓ）を設定する。 Similarly, ECU 30 determines SOC (S) indicating the remaining capacity of sub power storage device BB based on the detection values of voltage sensor 44 (or 46), temperature sensor 64 (or 66) and current sensor 54 (or 56). Input / output upper limit power Win (S) indicating the upper limit value of charging power of sub power storage device BB and output upper limit power Wout (S) indicating the upper limit value of discharge power of sub power storage device BB are set.
　一般的に、残存容量（以下ではＳＯＣ（State　Of　Charge）とも呼ぶ）は、各バッテリの満充電状態に対する現在の充電量の割合（％）によって示される。またＷｉｎ，Ｗｏｕｔは、対応する蓄電装置（ＢＡ，ＢＢ１，ＢＢ２）が所定時間（たとえば１０秒程度）電力を放出したり受け入れたりしても過放電あるいは過充電とならないような電力の上限値として示される。 Generally, the remaining capacity (hereinafter also referred to as SOC (State Of Charge)) is indicated by the ratio (%) of the current charge amount to the full charge state of each battery. Win and Wout are upper limit values of power that do not cause overdischarge or overcharge even if the corresponding power storage device (BA, BB1, BB2) releases or accepts power for a predetermined time (for example, about 10 seconds). Indicated.
　ＥＣＵ３０は、接続部７２，７４，７６をそれぞれ制御するための信号ＣＮ１～ＣＮ３を生成して出力する。ＥＣＵ３０はコンバータ１０を制御するための信号ＰＷＣ１，ＳＤ１，ＵＡ１を生成し、これらの信号のいずれかをコンバータ１０へ出力する。ＥＣＵ３０はコンバータ１２を制御するための信号ＰＷＣ２，ＳＤ２，ＵＡ２を生成し、これらの信号のいずれかをコンバータ１２へ出力する。 The ECU 30 generates and outputs signals CN1 to CN3 for controlling the connecting portions 72, 74, and 76, respectively. ECU 30 generates signals PWC 1, SD 1, UA 1 for controlling converter 10, and outputs any of these signals to converter 10. ECU 30 generates signals PWC 2, SD 2, UA 2 for controlling converter 12, and outputs any of these signals to converter 12.
　さらに、ＥＣＵ３０はインバータ２０，２２をそれぞれ駆動するための信号ＰＷＩ１，ＰＷＩ２を生成し、その生成した信号ＰＷＩ１，ＰＷＩ２をインバータ２０，２２へそれぞれ出力する。さらにＥＣＵ３０は充電器２４０を制御するための信号ＣＨＧを生成して、その生成した信号ＣＨＧを充電器２４０に出力する。 Further, ECU 30 generates signals PWI1 and PWI2 for driving inverters 20 and 22, respectively, and outputs the generated signals PWI1 and PWI2 to inverters 20 and 22, respectively. Further, ECU 30 generates a signal CHG for controlling charger 240 and outputs the generated signal CHG to charger 240.
　さらに、ＥＣＵ３０は、ハイブリッド車両１０００の走行モードをＣＤ（Charge　Depletion）モードとＣＳ（Charge　Sustain）モードとの間で切換える。 Furthermore, the ECU 30 switches the traveling mode of the hybrid vehicle 1000 between a CD (Charge Depletion) mode and a CS (Charge Sustain) mode.
　ＣＤモードとは、モータジェネレータＭＧ２が主蓄電装置ＢＡおよび副蓄電装置ＢＢに蓄えられた電力を使用することによりハイブリッド車両１０００の駆動力を発生させる走行モードである。ハイブリッド車両１０００がＣＤモードで走行する間、主蓄電装置ＢＡおよび副蓄電装置ＢＢに蓄えられた電力はモータジェネレータＭＧ２により消費される。すなわち、ＣＤモードでは、第１の動力源（主蓄電装置ＢＡ、副蓄電装置ＢＢおよびモータジェネレータＭＧ２）がハイブリッド車両の走行のために優先的に使用される。 The CD mode is a traveling mode in which the motor generator MG2 generates the driving force of the hybrid vehicle 1000 by using the electric power stored in the main power storage device BA and the sub power storage device BB. While hybrid vehicle 1000 travels in the CD mode, the electric power stored in main power storage device BA and sub power storage device BB is consumed by motor generator MG2. That is, in the CD mode, the first power source (main power storage device BA, sub power storage device BB, and motor generator MG2) is preferentially used for traveling of the hybrid vehicle.
　ＣＳモードとは、主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２のトータルＳＯＣが維持されるように、ハイブリッド車両１０００の駆動力を発生させるモードである。この場合、ＥＣＵ３０は、エンジン２が車両の走行に優先的に使用されるようにエンジン２を制御する。たとえばＣＳモードにおいては、エンジン２のみによりハイブリッド車両１０００の駆動力が発生される。この場合、主蓄電装置ＢＡおよび副蓄電装置ＢＢに蓄積された電力の消費が抑制される。 The CS mode is a mode in which the driving force of the hybrid vehicle 1000 is generated so that the total SOC of the main power storage device BA and the sub power storage devices BB1 and BB2 is maintained. In this case, the ECU 30 controls the engine 2 so that the engine 2 is preferentially used for traveling of the vehicle. For example, in the CS mode, the driving force of hybrid vehicle 1000 is generated only by engine 2. In this case, consumption of power stored in main power storage device BA and sub power storage device BB is suppressed.
　また、ＣＳモードにおいては、エンジン２およびモータジェネレータＭＧ２がハイブリッド車両１０００の駆動力を発生する場合がある。たとえばモータジェネレータＭＧ２の出力を高くするために、主蓄電装置ＢＡおよび副蓄電装置ＢＢに蓄積された電力が用いられる。一方、ハイブリッド車両１０００の制動時あるいは減速時には、モータジェネレータＭＧ２は回生駆動される。モータジェネレータＭＧ２の発電による電力は、主蓄電装置ＢＡあるいは副蓄電装置ＢＢに蓄えられる。すなわち、ＣＳモードにおいても、主蓄電装置ＢＡおよび副蓄電装置ＢＢとモータジェネレータＭＧ２との間で電力が授受される場合がある。ＣＳモードでは、このような場合においてもトータルＳＯＣが維持されるように、主蓄電装置ＢＡおよび副蓄電装置ＢＢの充放電が制御される。 In the CS mode, the engine 2 and the motor generator MG2 may generate the driving force of the hybrid vehicle 1000. For example, in order to increase the output of motor generator MG2, the electric power stored in main power storage device BA and sub power storage device BB is used. On the other hand, at the time of braking or deceleration of hybrid vehicle 1000, motor generator MG2 is regeneratively driven. Electric power generated by motor generator MG2 is stored in main power storage device BA or sub power storage device BB. That is, even in the CS mode, power may be exchanged between main power storage device BA and sub power storage device BB and motor generator MG2. In the CS mode, charging / discharging of main power storage device BA and sub power storage device BB is controlled so that the total SOC is maintained even in such a case.
　ハイブリッド車両１０００は、さらに、走行モードを切換えるための信号ＭＤを発生する信号発生回路８０と、信号発生回路８０からＥＣＵ３０に信号ＭＤを伝送するための制御線８１とを含む。信号発生回路８０は、手動操作されるスイッチ８２を含む。 Hybrid vehicle 1000 further includes a signal generation circuit 80 that generates a signal MD for switching the travel mode, and a control line 81 for transmitting the signal MD from signal generation circuit 80 to ECU 30. The signal generation circuit 80 includes a manually operated switch 82.
　スイッチ８２が運転者によって操作されたときに、信号発生回路８０は信号ＭＤを発生する。ＥＣＵ３０は、信号ＭＤに応じて、走行モードをＣＤモードとＣＳモードとの間で切換えるとともに、選択された走行モードに従って、第１の動力源および第２の動力源を制御する。信号ＭＤは、走行モードを切換えるための切換指示に対応する。 When the switch 82 is operated by the driver, the signal generation circuit 80 generates a signal MD. ECU 30 switches the driving mode between the CD mode and the CS mode in accordance with signal MD, and controls the first power source and the second power source in accordance with the selected driving mode. Signal MD corresponds to a switching instruction for switching the traveling mode.
　ＥＣＵ３０は、主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２の充電時において接続部７２～７６、コンバータ１０，１２および充電器２４０を制御する。ＥＣＵ３０は、主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２の充電が完了した場合、走行モードをＣＤモードに設定する。すなわち、図１に示す車両システムが、主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２の充電完了後に初めて起動された場合、走行モードはＣＤモードに設定される。 ECU 30 controls connection units 72 to 76, converters 10 and 12, and charger 240 when charging main power storage device BA and sub power storage devices BB1 and BB2. When charging of main power storage device BA and sub power storage devices BB1, BB2 is completed, ECU 30 sets the travel mode to the CD mode. In other words, when the vehicle system shown in FIG. 1 is activated for the first time after completion of charging of main power storage device BA and sub power storage devices BB1, BB2, the travel mode is set to the CD mode.
　図２は、図１に示したコンバータ１０，１２および接続部７２～７６の構成を示す回路図である。 FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG.
　図２を参照して、コンバータ１０は、電力用半導体スイッチング素子Ｑ１，Ｑ２と、ダイオードＤ１，Ｄ２と、リアクトルＬ１と、コンデンサＣ１とを含む。 Referring to FIG. 2, converter 10 includes power semiconductor switching elements Q1, Q2, diodes D1, D2, a reactor L1, and a capacitor C1.
　本実施の形態において、電力用半導体スイッチング素子（以下、単に「スイッチング素子」とも称する）としては、ＩＧＢＴ（Insulated　Gate　Bipolar　Transistor）が適用されるものとするが、制御信号によってオン・オフを制御可能であれば任意のスイッチング素子を適用可能である。たとえば、ＭＯＳＦＥＴ（Metal　Oxide　Semiconductor　Field　Effect　Transistor）あるいはバイポーラトランジスタ等も電力用半導体スイッチング素子として適用可能である。 In this embodiment, an IGBT (Insulated Gate Bipolar Transistor) is applied as a power semiconductor switching element (hereinafter also simply referred to as a “switching element”), but on / off can be controlled by a control signal. Any switching element can be applied. For example, a MOSFET (Metal Oxide Semiconductor Field Effect Transistor) or a bipolar transistor is applicable as a power semiconductor switching element.
　スイッチング素子Ｑ１，Ｑ２は、正極ラインＰＬ３と負極ラインＮＬとの間に直列に接続される。ダイオードＤ１，Ｄ２は、それぞれスイッチング素子Ｑ１，Ｑ２に逆並列に接続される。リアクトルＬ１の一方端は、スイッチング素子Ｑ１，Ｑ２の接続ノードに接続され、その他方端は、正極ラインＰＬ１に接続される。コンデンサＣ１は、正極ラインＰＬ１および負極ラインＮＬに接続される。 Switching elements Q1, Q2 are connected in series between positive electrode line PL3 and negative electrode line NL. Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively. Reactor L1 has one end connected to a connection node of switching elements Q1 and Q2, and the other end connected to positive line PL1. Capacitor C1 is connected to positive electrode line PL1 and negative electrode line NL.
　コンバータ１２は、コンバータ１０と同様の構成を有する。コンバータ１０の構成において、スイッチング素子Ｑ１，Ｑ２をスイッチング素子Ｑ３，Ｑ４にそれぞれ置き換え、ダイオードＤ１，Ｄ２をダイオードＤ３，Ｄ４にそれぞれ置き換え、リアクトルＬ１、コンデンサＣ１および正極ラインＰＬ１をリアクトルＬ２、コンデンサＣ２および正極ラインＰＬ２にそれぞれ置き換えた構成がコンバータ１２の構成に対応する。 The converter 12 has the same configuration as the converter 10. In the configuration of converter 10, switching elements Q1, Q2 are replaced with switching elements Q3, Q4, diodes D1, D2 are replaced with diodes D3, D4, respectively, and reactor L1, capacitor C1, and positive line PL1 are reactor L2, capacitor C2, and The configuration replaced with positive electrode line PL <b> 2 corresponds to the configuration of converter 12.
　なお、スイッチング素子Ｑ１，Ｑ２は、コンバータ１０の上アームおよび下アームにそれぞれ対応する。同様に、スイッチング素子Ｑ３およびＱ４は、コンバータ１２の上アームおよび下アームにそれぞれ対応する。 Switching elements Q1 and Q2 correspond to the upper arm and the lower arm of converter 10, respectively. Similarly, switching elements Q3 and Q4 correspond to the upper arm and lower arm of converter 12, respectively.
　コンバータ１０，１２は、チョッパ回路から成る。そして、コンバータ１０（１２）は、ＥＣＵ３０（図１）からの信号ＰＷＣ１（ＰＷＣ２）に基づいて、正極ラインＰＬ１（ＰＬ２）の電圧をリアクトルＬ１（Ｌ２）を用いて昇圧し、その昇圧した電圧を正極ラインＰＬ３へ出力する。具体的には、スイッチング素子Ｑ１（Ｑ３）および／またはスイッチング素子Ｑ２（Ｑ４）のオン・オフ期間比（デューティ）を制御することによって、主蓄電装置ＢＡ、副蓄電装置ＢＢからの出力電圧の昇圧比を制御できる。 Converters 10 and 12 are formed of a chopper circuit. Converter 10 (12) boosts the voltage of positive line PL1 (PL2) using reactor L1 (L2) based on signal PWC1 (PWC2) from ECU 30 (FIG. 1), and the boosted voltage is increased. Output to the positive line PL3. Specifically, by controlling the on / off period ratio (duty) of switching element Q1 (Q3) and / or switching element Q2 (Q4), the output voltage from main power storage device BA and sub power storage device BB is boosted. The ratio can be controlled.
　一方、コンバータ１０（１２）は、ＥＣＵ３０（図示せず）からの信号ＰＷＣ１（ＰＷＣ２）に基づいて、正極ラインＰＬ３の電圧を降圧し、その降圧した電圧を正極ラインＰＬ１（ＰＬ２）へ出力する。具体的には、スイッチング素子Ｑ１（Ｑ３）および／またはスイッチング素子Ｑ２（Ｑ４）のオン・オフ期間比（デューティ）を制御することによって、正極ラインＰＬ３の電圧の降圧比を制御できる。 On the other hand, converter 10 (12) steps down the voltage of positive line PL3 based on signal PWC1 (PWC2) from ECU 30 (not shown), and outputs the reduced voltage to positive line PL1 (PL2). Specifically, the voltage step-down ratio of positive line PL3 can be controlled by controlling the on / off period ratio (duty) of switching element Q1 (Q3) and / or switching element Q2 (Q4).
　接続部７２は、主蓄電装置ＢＡの正極と正極ラインＰＬ１との間に接続されるシステムメインリレーＳＲＢ１と、主蓄電装置ＢＡの負極と負極ラインＮＬとの間に接続されるシステムメインリレーＳＲＧ１と、主蓄電装置ＢＡの負極と負極ラインＮＬとの間に直列に接続され、かつシステムメインリレーＳＲＧ１と並列に設けられるシステムメインリレーＳＲＰ１および制限抵抗ＲＡとを含む。システムメインリレーＳＲＢ１，ＳＲＰ１，ＳＲＧ１はＥＣＵ３０から与えられる信号ＣＮ１によって導通状態（オン）／非導通状態（オフ）が制御される。 Connection unit 72 includes system main relay SRB1 connected between the positive electrode of main power storage device BA and positive electrode line PL1, and system main relay SRG1 connected between the negative electrode of main power storage device BA and negative electrode line NL. System main relay SRP1 and limiting resistor RA connected in series between the negative electrode of main power storage device BA and negative electrode line NL and provided in parallel with system main relay SRG1. System main relays SRB1, SRP1, and SRG1 are controlled to be in a conductive state (ON) / non-conductive state (OFF) by a signal CN1 provided from ECU 30.
　接続部７４，７６は上述した接続部７２と同様の構成を有する。すなわち、上述の接続部７２の構成において主蓄電装置ＢＡを副蓄電装置ＢＢ１に置き換え、システムメインリレーＳＲＢ１，ＳＲＰ１，ＳＲＧ１をシステムメインリレーＳＲＢ２，ＳＲＰ２，ＳＲＧ２にそれぞれ置き換え、制限抵抗ＲＡを制限抵抗ＲＢ１に置き換えた構成が接続部７４の構成に対応する。接続部７４に含まれる各システムメインリレーは、ＥＣＵ３０からの信号ＣＮ２によって導通状態および非導通状態が制御される。 The connection parts 74 and 76 have the same configuration as the connection part 72 described above. In other words, in the configuration of connection portion 72 described above, main power storage device BA is replaced with sub power storage device BB1, system main relays SRB1, SRP1, and SRG1 are replaced with system main relays SRB2, SRP2, and SRG2, respectively, and limiting resistor RA is limited resistor RB1. The configuration replaced with corresponds to the configuration of the connecting portion 74. Each system main relay included in connection unit 74 is controlled to be in a conductive state and a non-conductive state by a signal CN2 from ECU 30.
　また、上述の接続部７２の構成において主蓄電装置ＢＡを副蓄電装置ＢＢ２に置き換え、システムメインリレーＳＲＢ１，ＳＲＰ１，ＳＲＧ１をシステムメインリレーＳＲＢ３，ＳＲＰ３，ＳＲＧ３にそれぞれ置き換え、制限抵抗ＲＡを制限抵抗ＲＢ２に置き換えた構成が接続部７６の構成に対応する。接続部７６に含まれる各システムメインリレーはＥＣＵ３０からの信号ＣＮ３に応じて導通状態および非導通状態が制御される。 In the configuration of connection portion 72 described above, main power storage device BA is replaced with sub power storage device BB2, system main relays SRB1, SRP1, and SRG1 are replaced with system main relays SRB3, SRP3, and SRG3, respectively, and limiting resistor RA is limited resistor RB2. The configuration replaced with corresponds to the configuration of the connecting portion 76. Each system main relay included in connection unit 76 is controlled to be in a conductive state and a non-conductive state in accordance with a signal CN3 from ECU 30.
　本実施の形態では、インレット２４１は車両外部からの交流電力を受ける。ＥＣＵ３０は充電器２４０に信号ＣＨＧを送る。充電器２４０は信号ＣＨＧに応じてインレット２４１からの交流電力を直流電力に変換する。 In this embodiment, the inlet 241 receives AC power from the outside of the vehicle. The ECU 30 sends a signal CHG to the charger 240. The charger 240 converts AC power from the inlet 241 into DC power according to the signal CHG.
　主蓄電装置ＢＡの充電時において、ＥＣＵ３０は、接続部７４，７６をオフするために、接続部７４，７６に信号ＣＮ２，ＣＮ３をそれぞれ送る。さらにＥＣＵ３０は、接続部７２をオンするために信号ＣＮ１を接続部７２に送る。さらに、ＥＣＵ３０はコンバータ１０に信号ＵＡ１を送るとともにコンバータ１２に信号ＳＤ２を送る。コンバータ１０は信号ＵＡ１に応じて上アーム（スイッチング素子Ｑ１）をオンするとともに、下アーム（スイッチング素子Ｑ２）をオフする。コンバータ１２は信号ＳＤ２に応じて上アームおよび下アームをオフする。充電器２４０から出力された直流電力は、リアクトルＬ２、ダイオードＤ３、スイッチング素子Ｑ１、リアクトルＬ１、および接続部７２を経由して主蓄電装置ＢＡに供給される。これにより主蓄電装置ＢＡが充電される。 At the time of charging main power storage device BA, ECU 30 sends signals CN2 and CN3 to connection units 74 and 76, respectively, in order to turn off connection units 74 and 76. Further, the ECU 30 sends a signal CN1 to the connection unit 72 to turn on the connection unit 72. Further, ECU 30 sends signal UA 1 to converter 10 and sends signal SD 2 to converter 12. Converter 10 turns on the upper arm (switching element Q1) and turns off the lower arm (switching element Q2) in response to signal UA1. Converter 12 turns off the upper arm and the lower arm in response to signal SD2. The DC power output from charger 240 is supplied to main power storage device BA via reactor L2, diode D3, switching element Q1, reactor L1, and connecting portion 72. Thereby, main power storage device BA is charged.
　副蓄電装置ＢＢ１の充電時において、ＥＣＵ３０は、接続部７２，７６をオフするために、信号ＣＮ１，ＣＮ３を接続部７２，７６にそれぞれ送る。さらにＥＣＵ３０は、接続部７４をオンするために信号ＣＮ２を接続部７４に送る。さらに、ＥＣＵ３０はコンバータ１０に信号ＳＤ１を送るとともにコンバータ１２に信号ＳＤ２を送る。コンバータ１０（１２）は信号ＳＤ１（ＳＤ２）に応じて上アームおよび下アームをオフする。充電器２４０から出力された直流電力は、接続部７４を経由して副蓄電装置ＢＢ１に供給される。これにより副蓄電装置ＢＢ１が充電される。 When charging sub power storage device BB1, ECU 30 sends signals CN1 and CN3 to connection units 72 and 76, respectively, to turn off connection units 72 and 76. Further, the ECU 30 sends a signal CN <b> 2 to the connection unit 74 in order to turn on the connection unit 74. Further, ECU 30 sends signal SD1 to converter 10 and sends signal SD2 to converter 12. Converter 10 (12) turns off the upper arm and the lower arm in response to signal SD1 (SD2). The DC power output from the charger 240 is supplied to the sub power storage device BB1 via the connection unit 74. Thereby, sub power storage device BB1 is charged.
　副蓄電装置ＢＢ２の充電時において、ＥＣＵ３０は、接続部７２，７４をオフするために、信号ＣＮ１，ＣＮ２を接続部７２，７４にそれぞれ送る。さらにＥＣＵ３０は、接続部７６をオンするために信号ＣＮ３を接続部７６に送る。さらに、ＥＣＵ３０はコンバータ１０（１２）に信号ＳＤ１（ＳＤ２）を送る。充電器２４０から出力された直流電力は、接続部７６を経由して副蓄電装置ＢＢ２に供給される。これにより副蓄電装置ＢＢ２が充電される。 When charging the sub power storage device BB2, the ECU 30 sends signals CN1 and CN2 to the connection units 72 and 74, respectively, in order to turn off the connection units 72 and 74. Further, the ECU 30 sends a signal CN3 to the connection unit 76 to turn on the connection unit 76. Further, ECU 30 sends signal SD1 (SD2) to converter 10 (12). The DC power output from the charger 240 is supplied to the sub power storage device BB2 via the connection unit 76. Thereby, sub power storage device BB2 is charged.
　図３は、充電器２４０の構成および、ハイブリッド車両と外部電源とを接続する充電ケーブル３００の構成を詳細に示す図である。 FIG. 3 is a diagram showing in detail the configuration of the charger 240 and the configuration of the charging cable 300 that connects the hybrid vehicle and the external power source.
　図３を参照して、充電器２４０は、ＡＣ／ＤＣ変換回路２４２と、ＤＣ／ＡＣ変換回路２４４と、絶縁トランス２４６と、整流回路２４８とを含む。 3, the charger 240 includes an AC / DC conversion circuit 242, a DC / AC conversion circuit 244, an insulating transformer 246, and a rectification circuit 248.
　ＡＣ／ＤＣ変換回路２４２は、単相ブリッジ回路から成る。ＡＣ／ＤＣ変換回路２４２は、ＥＣＵ３０からの信号ＣＨＧに基づいて、交流電力を直流電力に変換する。また、ＡＣ／ＤＣ変換回路２４２は、コイルをリアクトルとして用いることにより、電圧を昇圧する昇圧チョッパ回路としても機能する。 The AC / DC conversion circuit 242 is composed of a single-phase bridge circuit. AC / DC conversion circuit 242 converts AC power into DC power based on signal CHG from ECU 30. The AC / DC conversion circuit 242 also functions as a boost chopper circuit that boosts the voltage by using a coil as a reactor.
　ＤＣ／ＡＣ変換回路２４４は、単相ブリッジ回路から成る。ＤＣ／ＡＣ変換回路２４４は、ＥＣＵ３０からの信号ＣＨＧに基づいて、直流電力を高周波の交流電力に変換して絶縁トランス２４６へ出力する。 The DC / AC conversion circuit 244 is composed of a single-phase bridge circuit. The DC / AC conversion circuit 244 converts DC power into high-frequency AC power based on the signal CHG from the ECU 30 and outputs it to the isolation transformer 246.
　絶縁トランス２４６は、磁性材から成るコアと、コアに巻回された一次コイルおよび二次コイルとを含む。一次コイルおよび二次コイルは、電気的に絶縁されており、それぞれＤＣ／ＡＣ変換回路２４４および整流回路２４８に接続される。絶縁トランス２４６は、ＤＣ／ＡＣ変換回路２４４から受ける高周波の交流電力を一次コイルおよび二次コイルの巻数比に応じた電圧レベルに変換して整流回路２４８へ出力する。整流回路２４８は、絶縁トランス２４６から出力される交流電力を直流電力に整流する。 The insulating transformer 246 includes a core made of a magnetic material, and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically insulated and connected to the DC / AC conversion circuit 244 and the rectification circuit 248, respectively. Insulation transformer 246 converts high-frequency AC power received from DC / AC conversion circuit 244 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier circuit 248. The rectifier circuit 248 rectifies AC power output from the insulating transformer 246 into DC power.
　ＡＣ／ＤＣ変換回路２４２とＤＣ／ＡＣ変換回路２４４との間の電圧（平滑コンデンサの端子間電圧）は、電圧センサ１８２により検出され、検出結果を表わす信号がＥＣＵ３０に入力される。また、充電器２４０の出力電流は、電流センサ１８４により検出され、検出結果を表わす信号がＥＣＵ３０に入力される。 The voltage between the AC / DC conversion circuit 242 and the DC / AC conversion circuit 244 (voltage between terminals of the smoothing capacitor) is detected by the voltage sensor 182, and a signal representing the detection result is input to the ECU 30. The output current of charger 240 is detected by current sensor 184, and a signal representing the detection result is input to ECU 30.
　ＥＣＵ３０は、車両外部の電源４０２により主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２が充電されるとき、充電器２４０を駆動するための信号ＣＨＧを生成して充電器２４０へ出力する。 ECU 30 generates signal CHG for driving charger 240 and outputs it to charger 240 when main power storage device BA and sub power storage devices BB1, BB2 are charged by power supply 402 outside the vehicle.
　なおＥＣＵ３０は、充電器２４０の制御機能の他、充電器２４０のフェール検出機能を有する。電圧センサ１８２により検出される電圧、電流センサ１８４により検出される電流などがしきい値以上であると、充電器２４０のフェールが検出される。 Note that the ECU 30 has a failure detection function of the charger 240 in addition to a control function of the charger 240. If the voltage detected by voltage sensor 182, the current detected by current sensor 184, etc. are equal to or greater than a threshold value, a failure of charger 240 is detected.
　インレット２４１は、たとえばハイブリッド車両の側部に設けられる。インレット２４１には、ハイブリッド車両と外部の電源４０２とを連結する充電ケーブル３００のコネクタ３１０が接続される。 The inlet 241 is provided, for example, on the side of the hybrid vehicle. A connector 310 of a charging cable 300 that connects the hybrid vehicle and an external power source 402 is connected to the inlet 241.
　充電ケーブル３００は、コネクタ３１０と、プラグ３２０と、ＣＣＩＤ（Charging　Circuit　Interrupt　Device）３３０とを含む。 The charging cable 300 includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.
　コネクタ３１０は、インレット２４１に接続される。コネクタ３１０には、スイッチ３１２が設けられる。コネクタ３１０がインレット２４１に接続されたときにスイッチ３１２が閉じる。スイッチ３１２が閉じたときに、コネクタ３１０がインレット２４１に接続された状態であることを表わすケーブル接続信号ＰＩＳＷがＥＣＵ３０に入力される。たとえばスイッチ３１２は、充電ケーブル３００のコネクタ３１０をハイブリッド車両のインレット２４１に係止する係止金具（図示せず）に連動して開閉する。 The connector 310 is connected to the inlet 241. The connector 310 is provided with a switch 312. The switch 312 is closed when the connector 310 is connected to the inlet 241. When the switch 312 is closed, a cable connection signal PISW indicating that the connector 310 is connected to the inlet 241 is input to the ECU 30. For example, the switch 312 opens and closes in conjunction with a locking fitting (not shown) that locks the connector 310 of the charging cable 300 to the inlet 241 of the hybrid vehicle.
　充電ケーブル３００のプラグ３２０は、コンセント４００に接続される。コンセント４００はたとえば家屋に設けられたコンセントである。コンセント４００には電源４０２から交流電力が供給される。 The plug 320 of the charging cable 300 is connected to the outlet 400. The outlet 400 is an outlet provided in a house, for example. AC power is supplied from the power source 402 to the outlet 400.
　ＣＣＩＤ３３０は、リレー３３２およびコントロールパイロット回路３３４を有する。リレー３３２が開いた状態では、電源４０２からハイブリッド車両へ電力の供給が遮断される。リレー３３２が閉じた状態では、電源４０２からハイブリッド車両に電力が供給可能になる。リレー３３２の状態は、充電ケーブル３００のコネクタ３１０がハイブリッド車両のインレット２４１に接続された状態でＥＣＵ３０により制御される。 The CCID 330 has a relay 332 and a control pilot circuit 334. In the state where relay 332 is opened, the supply of electric power from power supply 402 to the hybrid vehicle is interrupted. When the relay 332 is closed, power can be supplied from the power source 402 to the hybrid vehicle. The state of relay 332 is controlled by ECU 30 in a state where connector 310 of charging cable 300 is connected to inlet 241 of the hybrid vehicle.
　コントロールパイロット回路３３４は、充電ケーブル３００のプラグ３２０がコンセント４００、すなわち外部の電源４０２に接続され、かつコネクタ３１０がインレット２４１に接続された状態において、コントロールパイロット線にパイロット信号（方形波信号）ＣＰＬＴを送る。コントロールパイロット回路３３４内に設けられた発振器（図示せず）によって、パイロット信号ＣＰＬＴは周期的に変化する。 The control pilot circuit 334 has a pilot signal (square wave signal) CPLT on the control pilot line in a state where the plug 320 of the charging cable 300 is connected to the outlet 400, that is, the external power source 402, and the connector 310 is connected to the inlet 241. Send. Pilot signal CPLT is periodically changed by an oscillator (not shown) provided in control pilot circuit 334.
　コントロールパイロット回路３３４は、プラグ３２０がコンセント４００に接続された場合には、コネクタ３１０がインレット２４１から外されていても、所定のパイロット信号ＣＰＬＴを出力し得る。ただし、コネクタ３１０がインレット２４１から外された状態でパイロット信号ＣＰＬＴが出力されていても、ＥＣＵ３０は、その信号ＣＰＬＴを検出できない。 When the plug 320 is connected to the outlet 400, the control pilot circuit 334 can output a predetermined pilot signal CPLT even if the connector 310 is disconnected from the inlet 241. However, even if the pilot signal CPLT is output with the connector 310 disconnected from the inlet 241, the ECU 30 cannot detect the signal CPLT.
　プラグ３２０がコンセント４００に接続され、かつコネクタ３１０がインレット２４１に接続された場合、コントロールパイロット回路３３４は、予め定められたパルス幅（デューティサイクル）を有するパイロット信号ＣＰＬＴを生成する。 When plug 320 is connected to outlet 400 and connector 310 is connected to inlet 241, control pilot circuit 334 generates pilot signal CPLT having a predetermined pulse width (duty cycle).
　パイロット信号ＣＰＬＴのパルス幅により、供給可能な電流容量がハイブリッド車両に通知される。たとえば、充電ケーブル３００の電流容量がハイブリッド車両に通知される。パイロット信号ＣＰＬＴのパルス幅は、電源４０２の電圧および電流に依存せずに一定である。 The current capacity that can be supplied is notified to the hybrid vehicle by the pulse width of the pilot signal CPLT. For example, the current capacity of charging cable 300 is notified to the hybrid vehicle. The pulse width of pilot signal CPLT is constant without depending on the voltage and current of power supply 402.
　一方、用いられる充電ケーブルの種類が異なれば、パイロット信号ＣＰＬＴのパルス幅は異なり得る。すなわち、パイロット信号ＣＰＬＴのパルス幅は、充電ケーブルの種類毎に定められ得る。 On the other hand, if the type of charging cable used is different, the pulse width of the pilot signal CPLT may be different. That is, the pulse width of pilot signal CPLT can be determined for each type of charging cable.
　本実施の形態においては、充電ケーブル３００によりハイブリッド車両と電源４０２とが連結された状態において、主蓄電装置ＢＡ、副蓄電装置ＢＢ１，ＢＢ２が充電される。電源４０２の交流電圧ＶＡＣは、ハイブリッド車両の内部に設けられた電圧センサ１８８により検出される。検出された電圧ＶＡＣは、ＥＣＵ３０に送信される。 In the present embodiment, main power storage device BA and sub power storage devices BB1, BB2 are charged in a state where hybrid vehicle and power source 402 are connected by charging cable 300. AC voltage VAC of power supply 402 is detected by voltage sensor 188 provided inside the hybrid vehicle. The detected voltage VAC is transmitted to the ECU 30.
　図４は、図１のインバータ２０および２２の詳細な構成を示す回路図である。
　図４を参照して、インバータ２０は、Ｕ相アーム１５と、Ｖ相アーム１６と、Ｗ相アーム１７とを含む。Ｕ相アーム１５、Ｖ相アーム１６、およびＷ相アーム１７は、正極ラインＰＬ３と負極ラインＮＬとの間に並列に接続される。 FIG. 4 is a circuit diagram showing a detailed configuration of inverters 20 and 22 in FIG.
Referring to FIG. 4, inverter 20 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between positive electrode line PL3 and negative electrode line NL.
　Ｕ相アーム１５は、正極ラインＰＬ３と負極ラインＮＬとの間に直列接続されたスイッチング素子Ｑ５，Ｑ６と、スイッチング素子Ｑ５，Ｑ６にそれぞれ逆並列接続されたダイオードＤ５，Ｄ６とを含む。Ｖ相アーム１６は、正極ラインＰＬ３と負極ラインＮＬとの間に直列接続されたスイッチング素子Ｑ７，Ｑ８と、スイッチング素子Ｑ７，Ｑ８にそれぞれ逆並列接続されたダイオードＤ７，Ｄ８とを含む。Ｗ相アーム１７は、正極ラインＰＬ３と負極ラインＮＬとの間に直列接続されたスイッチング素子Ｑ９，Ｑ１０と、スイッチング素子Ｑ９，Ｑ１０にそれぞれ逆並列接続されたダイオードＤ９，Ｄ１０とを含む。 The U-phase arm 15 includes switching elements Q5 and Q6 connected in series between the positive electrode line PL3 and the negative electrode line NL, and diodes D5 and D6 connected in reverse parallel to the switching elements Q5 and Q6, respectively. V-phase arm 16 includes switching elements Q7 and Q8 connected in series between positive electrode line PL3 and negative electrode line NL, and diodes D7 and D8 connected in antiparallel to switching elements Q7 and Q8, respectively. W-phase arm 17 includes switching elements Q9 and Q10 connected in series between positive electrode line PL3 and negative electrode line NL, and diodes D9 and D10 connected in antiparallel to switching elements Q9 and Q10, respectively.
　各相アームの中間点は、モータジェネレータＭＧ１の各相コイルの各相端に接続されている。すなわち、モータジェネレータＭＧ１は、三相の永久磁石同期モータであり、Ｕ，Ｖ，Ｗ相の３つのコイルは各々一方端が中点に共に接続されている。そして、Ｕ相コイルの他方端がスイッチング素子Ｑ５，Ｑ６の接続ノードから引出されたラインＵＬに接続される。またＶ相コイルの他方端がスイッチング素子Ｑ７，Ｑ８の接続ノードから引出されたラインＶＬに接続される。またＷ相コイルの他方端がスイッチング素子Ｑ９，Ｑ１０の接続ノードから引出されたラインＷＬに接続される。 The intermediate point of each phase arm is connected to each phase end of each phase coil of motor generator MG1. That is, motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to the midpoint. The other end of the U-phase coil is connected to a line UL drawn from the connection node of switching elements Q5 and Q6. The other end of the V-phase coil is connected to line VL drawn from the connection node of switching elements Q7 and Q8. The other end of the W-phase coil is connected to a line WL drawn from the connection node of switching elements Q9 and Q10.
　なお、図１のインバータ２２についても、モータジェネレータＭＧ２に接続される点が異なるが、内部の回路構成についてはインバータ２０と同様であるので詳細な説明は繰返さない。また、図４には、インバータに信号ＰＷＩが与えられることが記載されているが、この信号ＰＷＩは信号ＰＷＩ１，ＰＷＩ２を総括的に示したものである。図１に示されるように、信号ＰＷＩ１，ＰＷＩ２がインバータ２０，２２にそれぞれ入力される。 It should be noted that inverter 22 in FIG. 1 is also different in that it is connected to motor generator MG2, but since the internal circuit configuration is the same as that of inverter 20, detailed description thereof will not be repeated. Further, FIG. 4 shows that the signal PWI is given to the inverter. This signal PWI generally shows the signals PWI1 and PWI2. As shown in FIG. 1, signals PWI1 and PWI2 are input to inverters 20 and 22, respectively.
　図５は、図１の信号発生回路８０の構成図である。
　図５を参照して、信号発生回路８０は、スイッチ８２と、抵抗８３と、接地ノード８４と、電源ノード８５とを含む。 FIG. 5 is a configuration diagram of the signal generation circuit 80 of FIG.
Referring to FIG. 5, signal generation circuit 80 includes a switch 82, a resistor 83, a ground node 84, and a power supply node 85.
　スイッチ８２は、オン状態において制御線８１と接地ノード８４とを接続する。スイッチ８２は、オフ状態において制御線８１を接地ノード８４から切り離す。抵抗８３は、電源ノード８５と制御線８１との間に接続される。電源ノードの電圧＋Ｂは接地ノード８４の電圧（０とする）よりも高い。 The switch 82 connects the control line 81 and the ground node 84 in the ON state. Switch 82 disconnects control line 81 from ground node 84 in the off state. Resistor 83 is connected between power supply node 85 and control line 81. The voltage + B of the power supply node is higher than the voltage (set to 0) of the ground node 84.
　スイッチ８２は、モーメンタリスイッチにより構成される。モーメンタリスイッチとは、操作されている間のみ所定の状態を継続するとともに、その操作が終了したときに初期状態に自動的に戻るスイッチである。本実施の形態では、スイッチ８２は、操作されている間のみオン状態を継続するとともに、その操作が終了したときにオフ状態に戻る。 The switch 82 is composed of a momentary switch. The momentary switch is a switch that continues a predetermined state only while being operated and automatically returns to an initial state when the operation is completed. In the present embodiment, the switch 82 continues to be in an on state only while being operated, and returns to an off state when the operation is completed.
　図６は、スイッチ８２の動作を説明する図である。
　図６を参照して、スイッチ８２は、ユーザ（たとえば運転者）の操作がないときにはオフ状態である。ユーザの手動操作（たとえばスイッチに設けられたボタンを押す）ことによって、スイッチ８２は、オン状態になる。スイッチ８２の操作中（たとえばボタンが押されている間）、スイッチ８２はオン状態に保たれる。手動操作が終了したときに、スイッチ８２の状態は初期状態（すなわちオフ状態）に戻る。 FIG. 6 is a diagram for explaining the operation of the switch 82.
Referring to FIG. 6, switch 82 is in an off state when there is no operation by a user (for example, a driver). The switch 82 is turned on by the user's manual operation (for example, pressing a button provided on the switch). During the operation of the switch 82 (for example, while the button is pressed), the switch 82 is kept in the on state. When the manual operation ends, the state of the switch 82 returns to the initial state (that is, the off state).
　図７は、スイッチ８２の状態と信号ＭＤの電圧との対応関係を示す図である。なお信号ＭＤの電圧は制御線８１の電圧に対応する。図６を参照して、時刻ｔ１以前においてスイッチ８２はオフ状態である。スイッチ８２がオフ状態のときには信号ＭＤの電圧（すなわち制御線８１の電圧である電圧ＶＭＤ）は＋Ｂである。時刻ｔ１において、手動操作によりスイッチ８２がオン状態になる。これにより電圧ＶＭＤは＋Ｂから０に変化する。時刻ｔ２において、手動操作が終了することによりスイッチ８２がオフ状態に戻る。これにより電圧ＶＭＤは０から＋Ｂに変化する。時刻ｔ１から時刻ｔ２までの期間には、スイッチ８２がオン状態に保たれているので電圧ＶＭＤは０になる。 FIG. 7 is a diagram showing the correspondence between the state of the switch 82 and the voltage of the signal MD. The voltage of the signal MD corresponds to the voltage of the control line 81. Referring to FIG. 6, switch 82 is in the off state before time t1. When the switch 82 is in the OFF state, the voltage of the signal MD (that is, the voltage VMD that is the voltage of the control line 81) is + B. At time t1, the switch 82 is turned on by manual operation. As a result, the voltage VMD changes from + B to 0. At time t2, when the manual operation is completed, the switch 82 returns to the off state. As a result, the voltage VMD changes from 0 to + B. During the period from the time t1 to the time t2, the voltage VMD is 0 because the switch 82 is kept on.
　電圧ＶＭＤの値がしきい値（Ｂ／２とする）よりも高いときの電圧ＶＭＤのレベルを「Ｈレベル」と定義し、電圧ＶＭＤがそのしきい値よりも低いときの電圧ＶＭＤのレベルを「Ｌレベル」と定義する。すなわち電圧ＶＭＤが＋Ｂの場合には、電圧ＶＭＤのレベルはＨレベルである。電圧ＶＭＤが０の場合には電圧ＶＭＤのレベルはＬレベルである。なお、電圧ＶＭＤのレベルの説明のために、他の図においてもしきい値（Ｂ／２）を示すものとする。 The level of the voltage VMD when the value of the voltage VMD is higher than the threshold value (B / 2) is defined as “H level”, and the level of the voltage VMD when the voltage VMD is lower than the threshold value is defined. It is defined as “L level”. That is, when voltage VMD is + B, the level of voltage VMD is H level. When the voltage VMD is 0, the level of the voltage VMD is L level. In order to explain the level of voltage VMD, the threshold value (B / 2) is also shown in other drawings.
　図８は、ＥＣＵ３０に含まれるハイブリッド車両１０００の走行制御系の構成を説明する機能ブロック図である。より具体的には、図８は、エンジン２およびモータジェネレータＭＧ１，ＭＧ２の間でのパワー配分制御に係る制御構成を示すものである。図８に示される各機能ブロックは、ＥＣＵ３０による予め記憶された所定プログラムの実行および／またはＥＣＵ３０内の電子回路（ハードウェア）による演算処理によって実現可能である。 FIG. 8 is a functional block diagram illustrating the configuration of the travel control system of the hybrid vehicle 1000 included in the ECU 30. More specifically, FIG. 8 shows a control configuration relating to power distribution control between engine 2 and motor generators MG1, MG2. Each functional block shown in FIG. 8 can be realized by execution of a predetermined program stored in advance by the ECU 30 and / or arithmetic processing by an electronic circuit (hardware) in the ECU 30.
　図８を参照して、トータルパワー算出部２６０は、車速およびアクセルペダル（図示せず）の操作量に基づいて、ハイブリッド車両１０００全体の要求パワー（トータル要求パワーＰｔｔｌ）を算出する。なお、トータル要求パワーＰｔｔｌには、車両状況に応じて、モータジェネレータＭＧ１によるバッテリ充電電力の発生のために要求されるパワー（エンジン出力）も含まれ得る。 Referring to FIG. 8, total power calculation unit 260 calculates the required power (total required power Pttl) of hybrid vehicle 1000 as a whole based on the vehicle speed and the amount of operation of an accelerator pedal (not shown). Note that the total required power Pttl can also include power (engine output) required for generating battery charging power by the motor generator MG1 in accordance with the vehicle situation.
　走行制御部２５０は、主蓄電装置ＢＡの入出力上限電力Ｗｉｎ（Ｍ），Ｗｏｕｔ（Ｍ）と、副蓄電装置ＢＢの入出力上限電力Ｗｉｎ（Ｓ），Ｗｏｕｔ（Ｓ）と、トータルパワー算出部２６０からのトータル要求パワーＰｔｔｌと、ブレーキペダル操作時の回生ブレーキ要求とを受けて、モータ制御指令としてのトルク指令値Ｔｑｃｏｍ１およびＴｑｃｏｍ２を生成する。このとき走行制御部２５０は、モータジェネレータＭＧ１，ＭＧ２の入出力電力の合計が、主蓄電装置ＢＡおよび副蓄電装置ＢＢの入力上限電力の合計（Ｗｉｎ（Ｍ）＋Ｗｉｎ（Ｓ））および出力上限電力の合計（Ｗｏｕｔ（Ｍ）＋Ｗｏｕｔ（Ｓ））を超えないようにトルク指令値Ｔｑｃｏｍ１およびＴｑｃｏｍ２を生成する。 Travel control unit 250 includes input / output upper limit powers Win (M) and Wout (M) of main power storage device BA, input / output upper limit powers Win (S) and Wout (S) of sub power storage device BB, and total power calculation unit. In response to the total required power Pttl from 260 and the regenerative brake request when operating the brake pedal, torque command values Tqcom1 and Tqcom2 are generated as motor control commands. At this time, traveling control unit 250 determines that the total input / output power of motor generators MG1 and MG2 is the total input upper limit power (Win (M) + Win (S)) and output upper limit power of main power storage device BA and sub power storage device BB Torque command values Tqcom1 and Tqcom2 are generated so as not to exceed the sum of (Wout (M) + Wout (S)).
　さらに、走行制御部２５０は、トータル要求パワーＰｔｔｌをモータジェネレータＭＧ２による車両駆動パワーとエンジン２による車両駆動パワーとに配分する。走行モードがＣＤモードである場合には、蓄電装置に蓄積された電力をできるだけ利用するように車両駆動パワーの配分が決定される。したがってエンジン２の動作が抑制される。走行モードがＣＳモードである場合には、エンジン２が高効率で動作可能なように、エンジン２による車両駆動パワーが設定される。これらの制御によって、ハイブリッド車両の燃料消費率を高めることが可能となる。 Furthermore, the traveling control unit 250 distributes the total required power Pttl to the vehicle driving power by the motor generator MG2 and the vehicle driving power by the engine 2. When the running mode is the CD mode, the distribution of the vehicle driving power is determined so that the electric power stored in the power storage device is used as much as possible. Therefore, the operation of the engine 2 is suppressed. When the traveling mode is the CS mode, the vehicle driving power by the engine 2 is set so that the engine 2 can operate with high efficiency. With these controls, the fuel consumption rate of the hybrid vehicle can be increased.
　インバータ制御部２７０は、トルク指令値Ｔｑｃｏｍ１およびモータジェネレータＭＧ１のモータ電流値ＭＣＲＴ１に基づいて、インバータ２０の制御信号ＰＷＩ１を生成する。同様に、インバータ制御部２８０は、トルク指令値Ｔｑｃｏｍ２およびモータジェネレータＭＧ２のモータ電流値ＭＣＲＴ２に基づいて、インバータ２２の制御信号ＰＷＩ２を生成する。 The inverter control unit 270 generates the control signal PWI1 for the inverter 20 based on the torque command value Tqcom1 and the motor current value MCRT1 of the motor generator MG1. Similarly, inverter control unit 280 generates control signal PWI2 for inverter 22 based on torque command value Tqcom2 and motor current value MCRT2 of motor generator MG2.
　走行制御部２５０は、エンジンによる車両駆動パワーの要求値を設定するとともに、その要求値に基づいてエンジン制御指令Ｅｃｏｍを生成する。エンジン制御指令Ｅｃｏｍは、エンジン制御部２９５に出力される。エンジン制御部２９５はエンジン制御指令Ｅｃｏｍに従ってエンジン２の動作を制御する。 The traveling control unit 250 sets a required value of vehicle drive power by the engine and generates an engine control command Ecom based on the required value. The engine control command Ecom is output to the engine control unit 295. The engine control unit 295 controls the operation of the engine 2 in accordance with the engine control command Ecom.
　モード切換制御部２９０は、信号ＭＤを受ける。モード切換制御部２９０は、信号ＭＤの電圧ＶＭＤに基づいて、走行モードを切換えるための条件が満たされたか否かを判定する。モード切換制御部２９０は、走行モードをための条件が満たされたと判定した場合には、走行制御部２５０に対して走行モードを切換えるための指示を出力する。走行制御部２５０は、モード切換制御部２９０の指示に応じてＣＤモードとＣＳモードの間で走行モードを切換える。 The mode switching control unit 290 receives the signal MD. Mode switching control unit 290 determines whether or not a condition for switching the traveling mode is satisfied based on voltage VMD of signal MD. When mode switching control section 290 determines that the condition for traveling mode is satisfied, it outputs an instruction for switching traveling mode to traveling control section 250. The traveling control unit 250 switches the traveling mode between the CD mode and the CS mode in accordance with an instruction from the mode switching control unit 290.
　モード切換制御部２９０は、走行モードを切換えるための条件が満たされていないと判定した場合には、走行モードを切換えるための指示を出力しない。この場合には走行制御部２５０による走行モードの切換えは実行されない。 The mode switching control unit 290 does not output an instruction for switching the traveling mode when it is determined that the condition for switching the traveling mode is not satisfied. In this case, the traveling mode switching by the traveling control unit 250 is not executed.
　ハイブリッド車両１０００は、走行モードがＣＤモードである場合には、主蓄電装置ＢＡおよび副蓄電装置ＢＢに蓄積された電力を積極的に使用して走行する。トータル要求パワーＰｔｔｌが、蓄電装置全体の出力電力の上限（Ｗｏｕｔ（Ｍ）＋Ｗｏｕｔ（Ｓ））以下である場合には、ハイブリッド車両１０００は、モータジェネレータＭＧ２による車両駆動パワーのみによって走行する。走行モードがＣＤモードであるもののトータル要求パワーＰｔｔｌが蓄電装置全体の出力電力の上限（Ｗｏｕｔ（Ｍ）＋Ｗｏｕｔ（Ｓ））を超える場合には、エンジン２による車両駆動パワーを発生させるためにエンジン２が始動される。すなわちＣＤモードでは、第１の動力源（主蓄電装置ＢＡ、副蓄電装置ＢＢおよびモータジェネレータＭＧ２）がハイブリッド車両１０００の走行に優先的に使用される。 Hybrid vehicle 1000 travels actively using the electric power stored in main power storage device BA and sub power storage device BB when the travel mode is the CD mode. When total required power Pttl is equal to or less than the upper limit (Wout (M) + Wout (S)) of the output power of the entire power storage device, hybrid vehicle 1000 travels only by the vehicle driving power from motor generator MG2. In the case where the traveling mode is the CD mode, the total required power Pttl exceeds the upper limit (Wout (M) + Wout (S)) of the output power of the entire power storage device. Is started. That is, in the CD mode, the first power source (main power storage device BA, sub power storage device BB, and motor generator MG2) is preferentially used for running hybrid vehicle 1000.
　ＣＤモードでは、主蓄電装置ＢＡの電力よりも副蓄電装置ＢＢの電力が優先的に使用されるように、主蓄電装置ＢＡおよび副蓄電装置ＢＢの充放電が制御される。ハイブリッド車両１０００の走行中に副蓄電装置ＢＢの蓄電状態が悪化した場合（たとえばＳＯＣが所定のしきい値より低くなった場合）には、コンバータ１２に接続される副蓄電装置ＢＢが変更される。たとえば、副蓄電装置ＢＢ１が車両システムの起動時に副蓄電装置ＢＢとして選択された場合には、副蓄電装置ＢＢ１がコンバータ１２から切り離される一方で、副蓄電装置ＢＢ２が新たな副蓄電装置ＢＢとしてコンバータ１２に接続される。 In the CD mode, charging / discharging of the main power storage device BA and the sub power storage device BB is controlled so that the power of the sub power storage device BB is used preferentially over the power of the main power storage device BA. When the power storage state of sub power storage device BB deteriorates during traveling of hybrid vehicle 1000 (for example, when SOC becomes lower than a predetermined threshold), sub power storage device BB connected to converter 12 is changed. . For example, when sub power storage device BB1 is selected as sub power storage device BB when the vehicle system is started, sub power storage device BB1 is disconnected from converter 12, while sub power storage device BB2 is converted as a new sub power storage device BB. 12 is connected.
　これに対して、走行モードがＣＳモードである場合には、トータルＳＯＣが所定目標値に維持されるように、エンジン２およびモータジェネレータＭＧ２の間で車両駆動パワーが配分される。この場合には、主としてエンジン２がハイブリッド車両１０００の走行に使用される。 On the other hand, when the traveling mode is the CS mode, the vehicle driving power is distributed between the engine 2 and the motor generator MG2 so that the total SOC is maintained at the predetermined target value. In this case, engine 2 is mainly used for running hybrid vehicle 1000.
　主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２が外部電源および充電器２４０によって充電されることにより、十分な電力が主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２に蓄積される。したがって、主蓄電装置ＢＡおよび副蓄電装置ＢＢ１，ＢＢ２の充電が完了後に車両システムが初めて起動された場合、走行モードがＣＤモードに設定される。 The main power storage device BA and the sub power storage devices BB1, BB2 are charged by the external power source and the charger 240, so that sufficient power is stored in the main power storage device BA and the sub power storage devices BB1, BB2. Therefore, when the vehicle system is started for the first time after the charging of main power storage device BA and sub power storage devices BB1, BB2 is completed, the traveling mode is set to the CD mode.
　図９は、走行モードの切換えを説明する図である。図９を参照して、時刻ｔ１１以前においてはハイブリッド車両１０００の走行モードはＣＤモードである。ＣＤモードにおいては、主蓄電装置ＢＡおよび副蓄電装置ＢＢからモータジェネレータＭＧ２に電力が供給されるため、トータルのＳＯＣは時間とともに低下する。 FIG. 9 is a diagram for explaining the switching of the running mode. Referring to FIG. 9, the traveling mode of hybrid vehicle 1000 is the CD mode before time t11. In the CD mode, electric power is supplied from main power storage device BA and sub power storage device BB to motor generator MG2, so that the total SOC decreases with time.
　時刻ｔ１１において、運転者がスイッチ８２を操作する。これにより走行モードがＣＤモードからＣＳモードに切換わる。ＣＳモードにおいては、走行制御部２５０（図８参照）は、トータルのＳＯＣが目標値Ａに維持されるよう主蓄電装置ＢＡおよび副蓄電装置ＢＢの充放電制御を実行する。たとえばスイッチ８２が操作された時点（時刻ｔ１１）におけるＳＯＣ値が目標値Ａとして採用される。 At time t11, the driver operates the switch 82. As a result, the running mode is switched from the CD mode to the CS mode. In CS mode, traveling control unit 250 (see FIG. 8) performs charge / discharge control of main power storage device BA and sub power storage device BB so that the total SOC is maintained at target value A. For example, the SOC value when the switch 82 is operated (time t11) is adopted as the target value A.
　時刻ｔ１２において、運転者が再びスイッチ８２を操作する。これにより走行モードがＣＳモードからＣＤモードに切換わる。 At time t12, the driver operates the switch 82 again. As a result, the running mode is switched from the CS mode to the CD mode.
　このように、走行モードをＣＳモードに一旦設定することによって、トータルのＳＯＣを温存できる。これにより、所望の区間において、エンジン２を使用しないＥＶ（Electric　Vehicle）走行が実現可能となる。 Thus, the total SOC can be preserved by temporarily setting the driving mode to the CS mode. Thereby, EV (Electric Vehicle) running without using the engine 2 can be realized in a desired section.
　なお、運転者がスイッチ８２を操作しない場合には、ＣＤモードでの走行が継続されることによってトータルのＳＯＣが低下し続ける。トータルのＳＯＣが所定の下限値を下回った場合、エンジン２がハイブリッド車両１０００の走行に使用される。 If the driver does not operate the switch 82, the total SOC continues to decrease as the driving in the CD mode is continued. When the total SOC falls below a predetermined lower limit value, engine 2 is used for running hybrid vehicle 1000.
　＜走行モード切換制御＞
　図１０は、実施の形態１に従う走行モード切換制御を説明するためのタイミングチャートである。 <Driving mode switching control>
FIG. 10 is a timing chart for illustrating travel mode switching control according to the first embodiment.
　図１０を参照して、時刻ｔ２１において、スイッチ８２は、手動操作によりオフ状態からオン状態に変化する。電圧ＶＭＤは、スイッチ８２がオフ状態からオン状態に変化することによって、＋Ｂから０に変化する。すなわちスイッチ８２がオフ状態からオン状態に変化することにより、電圧ＶＭＤのレベルがＨレベルからＬレベルに変化する。 Referring to FIG. 10, at time t21, the switch 82 is changed from the off state to the on state by a manual operation. The voltage VMD changes from + B to 0 as the switch 82 changes from the off state to the on state. That is, when the switch 82 changes from the off state to the on state, the level of the voltage VMD changes from the H level to the L level.
　時刻ｔ２２において、スイッチ８２の操作が終了する。これによりスイッチ８２はオン状態からオフ状態に戻る。スイッチ８２がオン状態からオフ状態に変化することにより、電圧ＶＭＤは０から＋Ｂに変化する。すなわち、スイッチ８２がオン状態からオフ状態に変化することにより、電圧ＶＭＤのレベルがＬレベルからＨレベルに変化する。 At time t22, the operation of the switch 82 is completed. As a result, the switch 82 returns from the on state to the off state. When the switch 82 changes from the on state to the off state, the voltage VMD changes from 0 to + B. That is, when the switch 82 changes from the on state to the off state, the level of the voltage VMD changes from the L level to the H level.
　実施の形態１では、電圧ＶＭＤのレベルがＨレベルからＬレベルに変化し、かつＬレベルからＨレベルに変化した場合に、ＥＣＵ３０はスイッチ８２が操作されたと判定する。これによりＥＣＵ３０は、走行モードを切換える。なお、電圧ＶＭＤのレベルがＨレベルからＬレベルに変化し、かつＬレベルからＨレベルに変化することは、ＥＣＵ３０に信号ＭＤ（切換指示）が入力されることに対応する。 In Embodiment 1, when the level of the voltage VMD changes from the H level to the L level and from the L level to the H level, the ECU 30 determines that the switch 82 has been operated. Thereby, ECU30 switches driving modes. The level of voltage VMD changing from H level to L level and from L level to H level corresponds to input of signal MD (switching instruction) to ECU 30.
　図１０に示されるように、電圧ＶＭＤのレベルは、時刻ｔ２１においてＨレベルからＬレベルに変化するとともに、時刻ｔ２２においてＬレベルからＨレベルに変化する。ＥＣＵ３０は、時刻ｔ２２において走行モードをＣＤモードからＣＳモードに切換える。 As shown in FIG. 10, the level of the voltage VMD changes from H level to L level at time t21, and changes from L level to H level at time t22. The ECU 30 switches the traveling mode from the CD mode to the CS mode at time t22.
　同様に、電圧ＶＭＤのレベルは、時刻ｔ２３においてＨレベルからＬレベルに変化するとともに、時刻ｔ２４においてＬレベルからＨレベルに変化する。ＥＣＵ３０は、時刻ｔ２４において走行モードをＣＳモードからＣＤモードに切換える。 Similarly, the level of the voltage VMD changes from the H level to the L level at time t23, and changes from the L level to the H level at time t24. The ECU 30 switches the traveling mode from the CS mode to the CD mode at time t24.
　上述の説明は制御線８１が正常であることを前提としている。しかしながら、何らかの原因により制御線８１が断線することが考えられる。 The above description is based on the assumption that the control line 81 is normal. However, the control line 81 may be disconnected for some reason.
　図１１は、制御線８１の断線を示す図である。図１１を参照して、制御線８１が断線箇所８８において断線した場合、制御線８１のうち断線箇所８８からＥＣＵ３０までの部分の電圧は、電源ノード８５の電圧（＋Ｂ）と等しくなる。 FIG. 11 is a diagram showing disconnection of the control line 81. Referring to FIG. 11, when control line 81 is disconnected at disconnection point 88, the voltage of part of control line 81 from disconnection point 88 to ECU 30 is equal to the voltage (+ B) of power supply node 85.
　図１０に戻り、スイッチ８２がオフ状態であるときには、電圧ＶＭＤは＋Ｂである。制御線８１が断線した場合にも制御線８１の電圧は＋Ｂになる。たとえば時刻ｔ２２から時刻ｔ２３までの間に制御線８１が断線した場合には、走行モードがＣＳモードのまま継続される可能性がある。 Returning to FIG. 10, when the switch 82 is in the OFF state, the voltage VMD is + B. Even when the control line 81 is disconnected, the voltage of the control line 81 becomes + B. For example, when the control line 81 is disconnected between the time t22 and the time t23, there is a possibility that the traveling mode is continued in the CS mode.
　本実施の形態では、モード切換制御部２９０は、走行モードがＣＤモードからＣＳモードに切換わった基準時点（時刻ｔ２２）から所定期間にわたり切換指示（信号ＭＤ）を受信しなかった場合には、走行モードをＣＳモードからＣＤモードに戻す。これにより、ハイブリッド車両１０００がＣＳモードで走行中に制御線８１が断線した場合においても、走行モードをＣＤモードに戻すことができる。したがって、ＥＶ走行距離の低下および燃料消費率の低下を抑制することができる。 In the present embodiment, mode switching control unit 290 does not receive a switching instruction (signal MD) for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. Return the driving mode from the CS mode to the CD mode. Thereby, even when the hybrid vehicle 1000 is traveling in the CS mode and the control line 81 is disconnected, the traveling mode can be returned to the CD mode. Accordingly, it is possible to suppress a decrease in EV travel distance and a decrease in fuel consumption rate.
　ＥＶ走行距離の低下を回避するため、上記「所定の期間」はできるだけ短いほうが好ましい。その一方で、「所定の期間」が短すぎる場合、ハイブリッド車両がＣＳモードで走行する時間が短くなる。言い換えるとハイブリッド車両がＣＤモードで走行する時間が長くなるので蓄電装置のトータルのＳＯＣが低下する。つまり、トータルのＳＯＣを温存できなくなる。この場合には、所望の区間におけるＥＶ走行が実現困難となる可能性が生じる。 In order to avoid a decrease in the EV travel distance, the “predetermined period” is preferably as short as possible. On the other hand, when the “predetermined period” is too short, the time during which the hybrid vehicle travels in the CS mode is shortened. In other words, since the hybrid vehicle travels in the CD mode for a long time, the total SOC of the power storage device decreases. That is, the total SOC cannot be preserved. In this case, there is a possibility that EV traveling in a desired section becomes difficult to realize.
　このような観点から、上記「所定の期間」は、たとえばトータルＳＯＣを維持可能な期間であり、かつ、制御線が断線した場合において、断線が生じた時点から短時間のうちに走行モードをＣＤモードに切換えることが可能な期間として定められる。具体的には、「所定の期間」は、たとえば３０分から１時間までの間の時間に設定することができる。 From this point of view, the “predetermined period” is, for example, a period during which the total SOC can be maintained, and when the control line is disconnected, the travel mode is set to CD in a short time from the time when the disconnection occurs. It is determined as a period during which the mode can be switched. Specifically, the “predetermined period” can be set to a time between 30 minutes and 1 hour, for example.
　図１２は、実施の形態１に従う、ＣＳモードからＣＤモードへの切換制御を説明するフローチャートである。このフローチャートに示す処理は、たとえば所定の周期ごとにメインルーチンから呼び出されるとともに、モード切換制御部２９０（図８参照）により実行される。 FIG. 12 is a flowchart illustrating switching control from the CS mode to the CD mode according to the first embodiment. The process shown in this flowchart is called from the main routine at predetermined intervals, for example, and is executed by the mode switching control unit 290 (see FIG. 8).
　図１２を参照して、モード切換制御部２９０は、現在の走行モードがＣＳモードであるか否かを判定する（ステップＳ１）。たとえばＥＣＵ３０は、その内部に現在の走行モードを示すフラグを記憶する。フラグの値は「０」と「１」との間で切換わる。ＥＣＵ３０は、走行モードを切換えるたびに、そのフラグの値を「０」と「１」との間で切換える。これによりＥＣＵは、現在の走行モードがＣＳモードであるか否かを判定できる。なお、現在の走行モードを判定するための方法は、上記の方法に限定されるものではない。 Referring to FIG. 12, mode switching control unit 290 determines whether or not the current travel mode is the CS mode (step S1). For example, the ECU 30 stores therein a flag indicating the current traveling mode. The value of the flag is switched between “0” and “1”. The ECU 30 switches the value of the flag between “0” and “1” each time the traveling mode is switched. Thereby, the ECU can determine whether or not the current travel mode is the CS mode. Note that the method for determining the current travel mode is not limited to the above method.
　現在の走行モードがＣＳモードではないと判定された場合（ステップＳ１においてＮＯ）、全体の処理はメインルーチンに戻される。この場合、現在の走行モードはＣＤモードであるので、走行モードはＣＳモードからＣＤモードに切換わらない。モード切換制御部２９０は、現在のモードがＣＳモードであると判定した場合（ステップＳ１においてＹＥＳ）、ステップＳ２の処理を実行する。ステップＳ２において、モード切換制御部２９０は、スイッチ８２が操作されたか否かを判定する。 If it is determined that the current travel mode is not the CS mode (NO in step S1), the entire process is returned to the main routine. In this case, since the current traveling mode is the CD mode, the traveling mode is not switched from the CS mode to the CD mode. When mode switching control section 290 determines that the current mode is the CS mode (YES in step S1), it executes the process of step S2. In step S2, the mode switching control unit 290 determines whether or not the switch 82 has been operated.
　モード切換制御部２９０は、電圧ＶＭＤのレベルの変化を検出することによって、スイッチ８２が操作されたか否かを判定する。たとえば、モード切換制御部２９０は、以下に示すように、電圧ＶＭＤのレベルの変化を判定する。まず、モード切換制御部２９０は、電圧ＶＭＤの値をしきい値（たとえばＢ／２）と比較することにより電圧ＶＭＤのレベルを判定する。次に、モード切換制御部２９０は、たとえば第１の時刻における電圧ＶＭＤのレベルと第２の時刻における電圧ＶＭＤのレベルとが異なる場合に、電圧ＶＭＤのレベルが変化したと判定する。 The mode switching control unit 290 determines whether or not the switch 82 has been operated by detecting a change in the level of the voltage VMD. For example, the mode switching control unit 290 determines a change in the level of the voltage VMD as described below. First, mode switching control unit 290 determines the level of voltage VMD by comparing the value of voltage VMD with a threshold value (for example, B / 2). Next, mode switching control unit 290 determines that the level of voltage VMD has changed, for example, when the level of voltage VMD at the first time is different from the level of voltage VMD at the second time.
　モード切換制御部２９０は、電圧ＶＭＤのレベルがＨレベルからＬレベルに変化し、かつ、ＬレベルからＨレベルに変化した場合に、スイッチ８２が操作されたと判定する。この場合（ステップＳ２においてＹＥＳ）、モード切換制御部２９０は、走行制御部２５０に対して走行モードを切換えるための指示を出力する（ステップＳ４）。走行制御部２５０は、モード切換制御部２９０の指示に応じて走行モードを切換える。これにより走行モードはＣＳモードからＣＤモードに切換わる。ステップＳ４の処理が終了すると、全体の処理はメインルーチンに戻される。 The mode switching control unit 290 determines that the switch 82 has been operated when the level of the voltage VMD changes from the H level to the L level and from the L level to the H level. In this case (YES in step S2), mode switching control unit 290 outputs an instruction for switching the traveling mode to traveling control unit 250 (step S4). Traveling control unit 250 switches the traveling mode in accordance with an instruction from mode switching control unit 290. As a result, the traveling mode is switched from the CS mode to the CD mode. When the process of step S4 ends, the entire process is returned to the main routine.
　一方、モード切換制御部２９０は、電圧ＶＭＤのレベルがＨレベルのまま変化しない場合には、スイッチ８２が操作されていないと判定する。この場合（ステップＳ２においてＮＯ）、モード切換制御部２９０は、走行モードの切換時点から所定期間が経過したか否かを判定する（ステップＳ３）。すなわちモード切換制御部２９０は、走行モードがＣＤモードからＣＳモードに切換えられた時点（図１０の時刻ｔ２２に対応）から現時点までの期間が、所定期間以下であるか否かを判定する。 On the other hand, when the level of the voltage VMD does not change while the level of the voltage VMD does not change, the mode switching control unit 290 determines that the switch 82 is not operated. In this case (NO in step S2), mode switching control unit 290 determines whether or not a predetermined period has elapsed from the switching point of the traveling mode (step S3). That is, mode switching control section 290 determines whether or not the period from the time when the traveling mode is switched from the CD mode to the CS mode (corresponding to time t22 in FIG. 10) to the present time is equal to or shorter than a predetermined period.
　図１３は、モード切換制御部２９０による時間計測処理を説明するフローチャートである。このフローチャートに示す処理は、たとえば所定の周期ごとにメインルーチンから呼び出されて実行される。 FIG. 13 is a flowchart for explaining the time measurement process by the mode switching control unit 290. The processing shown in this flowchart is called from the main routine and executed at predetermined intervals, for example.
　図１３を参照して、モード切換制御部２９０は、スイッチ８２が操作されたか否かを判定する（ステップＳ１１）。ステップＳ１１の処理はステップＳ２の処理と同様である。スイッチ８２が操作されていないと判定された場合（ステップＳ１１においてＮＯ）、全体の処理はメインルーチンに戻される。スイッチ８２が操作されたと判定された場合（ステップＳ１１においてＹＥＳ）、ステップＳ１２の処理が実行される。 Referring to FIG. 13, mode switching control unit 290 determines whether or not switch 82 has been operated (step S11). The process of step S11 is the same as the process of step S2. If it is determined that switch 82 has not been operated (NO in step S11), the entire process is returned to the main routine. If it is determined that switch 82 has been operated (YES in step S11), the process of step S12 is executed.
　ステップＳ１２において、モード切換制御部２９０は、現在の走行モードがＣＤモードか否かを判定する（ステップＳ１２）。ステップＳ１２の処理はステップＳ１の処理と同様である。なお、「現在の走行モード」とは、切換前の走行モードである。 In step S12, the mode switching control unit 290 determines whether or not the current travel mode is the CD mode (step S12). The process of step S12 is the same as the process of step S1. The “current travel mode” is a travel mode before switching.
　現在の走行モードがＣＤモードであると判定された場合（ステップＳ１２においてＹＥＳ）、モード切換制御部２９０は、時間計測処理を開始する（ステップＳ１３）。一方、現在の走行モードがＣＤモードではない（すなわち現在の走行モードがＣＳモードである）と判定された場合（ステップＳ１２においてＮＯ）、モード切換制御部２９０は、時間計測処理を終了する（ステップＳ１４）。ステップＳ１３またはステップＳ１４の処理が終了すると、全体の処理はメインルーチンに戻される。 When it is determined that the current travel mode is the CD mode (YES in step S12), the mode switching control unit 290 starts a time measurement process (step S13). On the other hand, when it is determined that the current driving mode is not the CD mode (that is, the current driving mode is the CS mode) (NO in step S12), mode switching control unit 290 ends the time measurement process (step S12). S14). When the process of step S13 or step S14 ends, the entire process is returned to the main routine.
　スイッチ８２が操作されることにより走行モードがＣＤモード（現在の走行モード）からＣＳモードに切換えられた場合（ステップＳ１１においてＹＥＳ、かつ、ステップＳ１２においてＹＥＳ）、時間計測が開始される（ステップＳ１３）。時間計測が開始され、かつスイッチ８２が操作されない場合（ステップＳ１１においてＮＯ）、時間計測が継続される。スイッチ８２が再度操作されることにより、走行モードがＣＳモード（現在の走行モード）からＣＤモードに切換えられた場合（ステップＳ１１においてＹＥＳ、かつ、ステップＳ１２においてＮＯ）、時間計測が終了する（ステップＳ１４）。 When the travel mode is switched from the CD mode (current travel mode) to the CS mode by operating switch 82 (YES in step S11 and YES in step S12), time measurement is started (step S13). ). If time measurement is started and switch 82 is not operated (NO in step S11), time measurement is continued. When the travel mode is switched from the CS mode (current travel mode) to the CD mode by operating switch 82 again (YES in step S11 and NO in step S12), the time measurement ends (step S14).
　図１２に戻り、ステップＳ３において、走行モードの切換時点から所定期間が経過していないと判定された場合（ステップＳ３においてＮＯ）、処理はステップＳ２に戻される。一方、走行モードの切換時点から所定期間が経過したと判定された場合（ステップＳ３においてＹＥＳ）、ステップＳ４の処理が実行される。上述のように、ステップＳ４の処理によって、走行モードはＣＤモードからＣＳモードに切換わる。ステップＳ４の処理が終了すると、全体の処理はメインルーチンに戻される。 Returning to FIG. 12, if it is determined in step S3 that the predetermined period has not elapsed since the switching point of the travel mode (NO in step S3), the process returns to step S2. On the other hand, when it is determined that the predetermined period has elapsed from the switching point of the travel mode (YES in step S3), the process of step S4 is executed. As described above, the traveling mode is switched from the CD mode to the CS mode by the process of step S4. When the process of step S4 ends, the entire process is returned to the main routine.
　このように、実施の形態１によれば、ＥＣＵ３０は、走行モードがＣＤモードからＣＳモードに切換わった基準時点（時刻ｔ２２）から所定期間にわたり切換指示（信号ＭＤ）を受信しなかった場合には、走行モードをＣＳモードからＣＤモードに戻す。実施の形態１によれば、ＥＣＵ３０は、基準時点から所定期間が経過した後には、切換指示（信号ＭＤ）の受信の有無を判定することなく、走行モードをＣＳモードからＣＤモードに戻す。これにより、ハイブリッド車両１０００がＣＳモードで走行中に制御線８１が断線した場合においても、走行モードをＣＤモードに戻すことができる。したがって、ＥＶ走行距離の低下および燃料消費率の低下を抑制することができる。 Thus, according to the first embodiment, ECU 30 does not receive a switching instruction (signal MD) for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. Returns the running mode from the CS mode to the CD mode. According to the first embodiment, ECU 30 returns the traveling mode from the CS mode to the CD mode without determining whether or not a switching instruction (signal MD) has been received after a predetermined period has elapsed from the reference time point. Thereby, even when the control line 81 is disconnected while the hybrid vehicle 1000 is traveling in the CS mode, the traveling mode can be returned to the CD mode. Accordingly, it is possible to suppress a decrease in EV travel distance and a decrease in fuel consumption rate.
　特に、本実施の形態に係るハイブリッド車両においては、走行開始時の走行モードがＣＤモードである。このため、蓄電装置のトータルのＳＯＣを温存するために、ハイブリッド車両の走行中に、走行モードがＣＤモードからＣＳモードに切換えられる可能性がある。走行モードをＣＤモードに戻すことが不可能な場合には、ユーザの所望の区間においてハイブリッド車両がＣＳモードで走行する可能性が高い。しかしながら実施の形態１によればハイブリッド車両１０００がＣＳモードで走行中に制御線８１が断線した場合においても、走行モードをＣＤモードに戻すことができる。したがって、ユーザの所望の区間においてハイブリッド車両がＣＳモードで走行する確率を下げることができる。 In particular, in the hybrid vehicle according to the present embodiment, the traveling mode at the start of traveling is the CD mode. For this reason, in order to preserve the total SOC of the power storage device, the traveling mode may be switched from the CD mode to the CS mode while the hybrid vehicle is traveling. When it is impossible to return the traveling mode to the CD mode, the hybrid vehicle is likely to travel in the CS mode in the user's desired section. However, according to the first embodiment, the traveling mode can be returned to the CD mode even when the control line 81 is disconnected while the hybrid vehicle 1000 is traveling in the CS mode. Therefore, the probability that the hybrid vehicle travels in the CS mode in the user's desired section can be reduced.
　［実施の形態２］
　図１４は、実施の形態２に係るハイブリッド車両の全体ブロック図である。図１４および図１を参照して、ハイブリッド車両１０１０は、表示装置９０をさらに備える点において、ハイブリッド車両１０００と異なる。ハイブリッド車両１０１０の他の部分の構成は、ハイブリッド車両１０００の対応する部分の構成と同様である。 [Embodiment 2]
FIG. 14 is an overall block diagram of a hybrid vehicle according to the second embodiment. Referring to FIGS. 14 and 1, hybrid vehicle 1010 is different from hybrid vehicle 1000 in that display device 90 is further provided. The configuration of the other part of hybrid vehicle 1010 is the same as the configuration of the corresponding part of hybrid vehicle 1000.
　実施の形態２では、ＥＣＵ３０は、走行モードがＣＤモードからＣＳモードに切換わった基準時点（時刻ｔ２２）から所定期間にわたり切換指示（信号ＭＤ）を受信しなかった場合には、案内指示Ｇｃｏｍを表示装置９０に出力する。表示装置９０は、案内指示Ｇｃｏｍに応じて、ユーザの操作についての案内情報を表示する。具体的には、表示装置９０に表示される情報は、ユーザがＣＳモードでの走行の継続を望む場合には、スイッチ８２の操作が必要であるという情報である。この情報は文字および／または図形により表示装置９０に示される。 In the second embodiment, the ECU 30 displays the guidance instruction Gcom when the switching instruction (signal MD) is not received for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. The data is output to the display device 90. The display device 90 displays guidance information about the user's operation in response to the guidance instruction Gcom. Specifically, the information displayed on the display device 90 is information that the operation of the switch 82 is necessary when the user desires to continue traveling in the CS mode. This information is indicated on the display device 90 by characters and / or graphics.
　表示装置９０は、ＥＣＵ３０からの案内指示Ｇｃｏｍに応じて、スイッチの操作を案内する案内装置である。ただし、このような案内装置は、表示装置に限定されるものではなく、たとえば音声出力装置であってもよい。 The display device 90 is a guide device that guides the operation of the switch in accordance with a guidance instruction Gcom from the ECU 30. However, such a guidance device is not limited to a display device, and may be, for example, an audio output device.
　図１５は、図１４に示したＥＣＵ３０に含まれる、ハイブリッド車両１０１０の走行制御系の構成を説明する機能ブロック図である。図１５を参照して、実施の形態２では、モード切換制御部２９０は、走行モードがＣＤモードからＣＳモードに切換わった基準時点（時刻ｔ２２）から所定期間にわたり切換指示（信号ＭＤ）を受信しなかった場合には、案内指示Ｇｃｏｍを出力する。この点において、実施の形態１と実施の形態２とは異なる。 FIG. 15 is a functional block diagram illustrating the configuration of the travel control system of hybrid vehicle 1010 included in ECU 30 shown in FIG. Referring to FIG. 15, in the second embodiment, mode switching control unit 290 receives a switching instruction (signal MD) for a predetermined period from a reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. If not, a guidance instruction Gcom is output. In this respect, the first embodiment and the second embodiment are different.
　図１６は、実施の形態２に従う、ＣＳモードからＣＤモードへの切換制御を説明するフローチャートである。このフローチャートに示す処理は、たとえば所定の周期ごとにメインルーチンから呼び出されるとともに、モード切換制御部２９０（図１５参照）により実行される。 FIG. 16 is a flowchart illustrating switching control from the CS mode to the CD mode according to the second embodiment. The process shown in this flowchart is called from the main routine at predetermined intervals, for example, and executed by the mode switching control unit 290 (see FIG. 15).
　図１６および図１２を参照して、図１６のフローチャートに示される処理は、ステップＳ２１およびＳ２２の処理が追加されている点において、図１２のフローチャートに示される処理と異なる。以下では、主としてステップＳ２１およびＳ２２の処理について説明する。なお、図１６のフローチャートの他のステップの処理は、図１２のフローチャートの対応するステップの処理と同様であるので、以後の説明は繰返さない。 Referring to FIGS. 16 and 12, the process shown in the flowchart of FIG. 16 is different from the process shown in the flowchart of FIG. 12 in that steps S21 and S22 are added. Below, the process of step S21 and S22 is mainly demonstrated. The processing of the other steps in the flowchart of FIG. 16 is the same as the processing of the corresponding steps in the flowchart of FIG.
　図１６を参照して、モード切換制御部２９０は、ステップＳ３において、走行モードの切換時点から所定期間が経過していないと判定した場合（ステップＳ３においてＹＥＳ）、表示装置９０に対して案内指示Ｇｃｏｍを出力する（ステップＳ２１）。表示装置９０は、案内指示Ｇｃｏｍに応じて、文字および／または図形により、ユーザがＣＳモードでの走行の継続を望む場合にはスイッチ８２の操作が必要であることを示す情報を表示する。たとえばこの情報を文字により示す場合には、たとえば「ＣＳモードを継続する場合には、スイッチを押してください。」というメッセージが表示装置９０の画面に表示される。 Referring to FIG. 16, when mode switching control unit 290 determines in step S3 that the predetermined period has not elapsed since the switching time of the travel mode (YES in step S3), guidance instruction is given to display device 90. Gcom is output (step S21). In response to the guidance instruction Gcom, the display device 90 displays information indicating that the operation of the switch 82 is necessary when the user desires to continue traveling in the CS mode, using characters and / or figures. For example, when this information is indicated by characters, for example, a message “Please press the switch to continue the CS mode” is displayed on the screen of the display device 90.
　次にモード切換制御部２９０は、スイッチ８２が操作されたか否かを判定する（ステップＳ２２）。ステップＳ２２の処理はステップＳ２の処理と同様である。 Next, the mode switching control unit 290 determines whether or not the switch 82 has been operated (step S22). The process of step S22 is the same as the process of step S2.
　また、スイッチ８２が操作されたか否かを判定するための判定期間（たとえば１分）が設定されてもよい。たとえば、モード切換制御部２９０は、案内指示Ｇｃｏｍの出力後から、その判定期間が経過するまでに電圧ＶＭＤのレベルが変化しない場合には、スイッチ８２が操作されていないと判定する。一方、モード切換制御部２９０は、案内指示Ｇｃｏｍの出力後から、その判定期間が経過するまでに電圧ＶＭＤのレベルが変化した場合には、スイッチ８２が操作されたと判定する。 Further, a determination period (for example, 1 minute) for determining whether or not the switch 82 is operated may be set. For example, the mode switching control unit 290 determines that the switch 82 is not operated when the level of the voltage VMD does not change from the output of the guidance instruction Gcom until the determination period elapses. On the other hand, mode switching control section 290 determines that switch 82 has been operated when the level of voltage VMD has changed since the output of guidance instruction Gcom and before the determination period has elapsed.
　スイッチ８２が操作されたと判定された場合（ステップＳ２２においてＹＥＳ）、処理はステップＳ１に戻される。これにより走行モードがＣＳモードに維持される。一方、スイッチ８２が操作されていないと判定された場合（ステップＳ２２においてＮＯ）、処理はステップＳ４に進む。これにより走行モードがＣＳモードからＣＤモードに切換えられる。 If it is determined that switch 82 has been operated (YES in step S22), the process returns to step S1. As a result, the traveling mode is maintained in the CS mode. On the other hand, when it is determined that switch 82 has not been operated (NO in step S22), the process proceeds to step S4. As a result, the traveling mode is switched from the CS mode to the CD mode.
　以上のように、実施の形態２によれば、走行モードがＣＤモードからＣＳモードに切換えられた時点から所定の期間が経過したときに、ＣＳモードを継続すべきか否かをユーザに確認するための処理が実行される。制御線８１が正常であり、かつ、ユーザがハイブリッド車両１０１０のＣＳモードでの走行を望む場合には、ユーザによるスイッチ８２の操作が実行される。この場合、ＥＣＵ３０は、スイッチ８２が操作されたと判定する（ステップＳ２２においてＹＥＳ）。これによりＣＳモードでの走行が継続される。 As described above, according to the second embodiment, in order to confirm with the user whether or not the CS mode should be continued when a predetermined period has elapsed since the driving mode was switched from the CD mode to the CS mode. The process is executed. When the control line 81 is normal and the user wants the hybrid vehicle 1010 to travel in the CS mode, the user operates the switch 82. In this case, ECU 30 determines that switch 82 has been operated (YES in step S22). As a result, traveling in the CS mode is continued.
　一方、制御線８１が断線した場合には、制御線８１の電圧レベルが変化しない。すなわちＥＣＵ３０に信号ＭＤが入力されない。この場合、ＥＣＵ３０はスイッチ８２が操作されていないと判定する（ステップＳ２２においてＮＯ）。よってＥＣＵ３０は走行モードをＣＳモードからＣＤモードに戻す（ステップＳ４）。これにより、制御線８１が断線することによりＥＶ走行距離が低下することを回避できる。 On the other hand, when the control line 81 is disconnected, the voltage level of the control line 81 does not change. That is, the signal MD is not input to the ECU 30. In this case, ECU 30 determines that switch 82 has not been operated (NO in step S22). Therefore, the ECU 30 returns the traveling mode from the CS mode to the CD mode (step S4). Thereby, it is possible to avoid a decrease in the EV travel distance due to disconnection of the control line 81.
　なお、本実施の形態にかかるハイブリッド車両に搭載される信号発生回路の構成は、図５に示した構成に限定されるものではない。図１７は、信号発生回路の他の構成例を示す図である。 It should be noted that the configuration of the signal generation circuit mounted on the hybrid vehicle according to the present embodiment is not limited to the configuration shown in FIG. FIG. 17 is a diagram illustrating another configuration example of the signal generation circuit.
　図１７を参照して、信号発生回路８０Ａは、スイッチ８２が制御線８１と接地ノード８４との間に設けられる点、および、抵抗８３が制御線８１と接地ノード８４との間に接続される点において信号発生回路８０と異なる。信号発生回路８０を信号発生回路８０Ａに置き換えても、実施の形態１または実施の形態２のいずれかにおける走行モードの切換制御を適用することができる。 Referring to FIG. 17, in signal generation circuit 80 </ b> A, switch 82 is provided between control line 81 and ground node 84, and resistor 83 is connected between control line 81 and ground node 84. This is different from the signal generation circuit 80 in that respect. Even if the signal generation circuit 80 is replaced with the signal generation circuit 80A, the traveling mode switching control in either the first embodiment or the second embodiment can be applied.
　また、本実施の形態では、ＥＣＵ３０は、電圧ＶＭＤのレベルの変化として、ＨレベルからＬレベルへの変化、およびＬレベルからＨレベルへの変化が発生した場合に、スイッチ８２が操作されたと判定する。ただし、ＥＣＵ３０は、ＨレベルからＬレベルへの変化のみにより、スイッチ８２が操作されたと判定してもよい。あるいはＥＣＵ３０は、ＬレベルからＨレベルへの変化のみにより、スイッチ８２が操作されたと判定してもよい。 Further, in the present embodiment, ECU 30 determines that switch 82 has been operated when a change from the H level to the L level and a change from the L level to the H level occur as changes in the level of voltage VMD. To do. However, the ECU 30 may determine that the switch 82 has been operated only by a change from the H level to the L level. Alternatively, the ECU 30 may determine that the switch 82 has been operated only by a change from the L level to the H level.
　また、本実施の形態では、ハイブリッド車両に搭載される第２の動力源として内燃機関（エンジン）を示したが、本発明は、互いに異なる種類の複数の動力源を備え、かつ、その複数の動力源の使用態様が異なる複数の走行モードを有するハイブリッド車両に適用することができる。したがって、第２の動力源は、第１の動力源とは異なる種類のものであればよいので、内燃機関に限定されるものではない。たとえば、燃料電池を第２の動力源としてハイブリッド車両に搭載してもよい。 In the present embodiment, the internal combustion engine (engine) is shown as the second power source mounted on the hybrid vehicle. However, the present invention includes a plurality of different types of power sources and the plurality of power sources. The present invention can be applied to a hybrid vehicle having a plurality of driving modes in which usage modes of power sources are different. Accordingly, the second power source is not limited to the internal combustion engine, as long as it is of a different type from the first power source. For example, a fuel cell may be mounted on a hybrid vehicle as the second power source.
　今回開示された実施の形態はすべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は上記した説明ではなくて請求の範囲によって示され、請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。 The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

Claims (8)

  1. 　ハイブリッド車両であって、
    　各々が前記ハイブリッド車両を駆動可能に構成された第１および第２の動力源と、
    　手動操作に応じて、前記ハイブリッド車両の走行モードを、前記第１の動力源が前記ハイブリッド車両の走行に優先的に使用される第１のモードから、前記第２の動力源が前記ハイブリッド車両の走行に優先的に使用される第２のモードへ切換えるための切換指示を出力する指示出力部（８０）と、
    　前記切換指示を伝送するための制御線（８１）と、
    　前記第１および第２のモードのうち選択されたモードに従って前記第１および第２の動力源を制御するとともに、前記制御線（８１）を介して前記切換指示を受信することにより、前記走行モードを前記第１のモードから前記第２のモードに切換える制御装置（３０）とを備え、
    　前記制御装置（３０）は、前記走行モードが前記第１のモードから前記第２のモードに切換わった基準時点から所定期間にわたり前記切換指示を受信しなかった場合には、前記走行モードを前記第２のモードから前記第１のモードに戻す、ハイブリッド車両。     A hybrid vehicle,
    First and second power sources each configured to drive the hybrid vehicle;
    In response to a manual operation, the traveling mode of the hybrid vehicle is changed from the first mode in which the first power source is preferentially used for traveling of the hybrid vehicle, to the second power source of the hybrid vehicle. An instruction output unit (80) for outputting a switching instruction for switching to the second mode preferentially used for traveling;
    A control line (81) for transmitting the switching instruction;
    The driving mode is controlled by controlling the first and second power sources according to a mode selected from the first and second modes and receiving the switching instruction via the control line (81). And a control device (30) for switching from the first mode to the second mode,
    When the control device (30) does not receive the switching instruction for a predetermined period from a reference time point when the travel mode is switched from the first mode to the second mode, the control device (30) sets the travel mode to the travel mode. A hybrid vehicle that returns from the second mode to the first mode.
  2. 　前記第１の動力源は、
    　駆動輪を駆動可能に構成された回転電機（ＭＧ２）と、
    　電力を蓄積可能であるとともに蓄積された電力を前記回転電機（ＭＧ２）に供給可能に構成された蓄電装置（ＢＡ，ＢＢ１，ＢＢ２）とを含み、
    　前記第２の動力源は、
    　内燃機関（２）を含む、請求の範囲第１項に記載のハイブリッド車両。     The first power source is
    A rotating electrical machine (MG2) configured to be able to drive a drive wheel;
    A power storage device (BA, BB1, BB2) configured to be capable of storing electric power and capable of supplying the stored electric power to the rotating electrical machine (MG2),
    The second power source is
    The hybrid vehicle according to claim 1, comprising an internal combustion engine (2).
  3. 　前記第１のモードは、前記蓄電装置（ＢＡ，ＢＢ１，ＢＢ２）に蓄積された電力を使用することにより前記回転電機（ＭＧ２）を駆動させるモードであり、
    　前記第２のモードは、前記内燃機関（２）を駆動することにより前記ハイブリッド車両を走行させるモードである、請求の範囲第２項に記載のハイブリッド車両。     The first mode is a mode for driving the rotating electrical machine (MG2) by using electric power stored in the power storage devices (BA, BB1, BB2),
    The hybrid vehicle according to claim 2, wherein the second mode is a mode in which the hybrid vehicle is driven by driving the internal combustion engine (2).
  4. 　前記指示出力部（８０）は、
    　第１の電圧を有する第１のノード（８５）と、
    　第２の電圧を有する第２のノード（８４）と、
    　手動操作の非実行時には、前記制御線（８１）を前記第１のノード（８５）に電気的に結合することにより、前記制御線（８１）の電圧レベルを、前記第１の電圧に対応する第１のレベルに設定する一方で、前記手動操作が実行される期間においては、前記制御線（８１）を前記第２のノード（８４）に電気的に結合することにより、前記制御線（８１）の前記電圧レベルを、前記第２の電圧に対応する第２のレベルに設定するスイッチ（８２）とを含み、
    　前記制御装置（３０）は、前記第１のレベルから前記第２のレベルへの変化および前記第２のレベルから前記第１のレベルへの変化のうちの少なくとも１つの変化が生じた場合に、前記切換指示を受信したと判定する、請求の範囲第３項に記載のハイブリッド車両。     The instruction output unit (80)
    A first node (85) having a first voltage;
    A second node (84) having a second voltage;
    When the manual operation is not executed, the voltage level of the control line (81) corresponds to the first voltage by electrically coupling the control line (81) to the first node (85). While setting to the first level, during the period in which the manual operation is performed, the control line (81) is electrically coupled to the second node (84) to electrically connect the control line (81). And a switch (82) for setting the voltage level to a second level corresponding to the second voltage;
    The control device (30), when at least one change of the change from the first level to the second level and the change from the second level to the first level occurs, The hybrid vehicle according to claim 3, wherein it is determined that the switching instruction has been received.
  5. 　前記制御装置（３０）は、前記基準時点から前記所定期間が経過した後には、前記切換指示の受信の有無を判定することなく、前記走行モードを前記第２のモードから前記第１のモードに戻す、請求の範囲第４項に記載にハイブリッド車両。 The control device (30) changes the traveling mode from the second mode to the first mode without determining whether or not the switching instruction is received after the predetermined period has elapsed from the reference time point. The hybrid vehicle according to claim 4, wherein the hybrid vehicle is returned.
  6. 　前記ハイブリッド車両は、
    　前記制御装置（３０）からの案内指示に応じて、前記第２のモードを維持するために前記手動操作が必要であることをユーザに案内する案内装置（９０）をさらに備え、
    　前記制御装置（３０）は、前記基準時点から前記所定期間が経過した後において、前記案内指示を前記案内装置（９０）に出力するとともに、前記案内指示の出力後に前記切換指示を受信した場合には、前記走行モードを前記第２のモードに維持する一方で、前記案内指示を出力したにもかかわらず前記切換指示を受信していない場合には、前記走行モードを前記第１のモードに戻す、請求の範囲第４項に記載のハイブリッド車両。     The hybrid vehicle
    A guidance device (90) for guiding the user that the manual operation is necessary to maintain the second mode in response to a guidance instruction from the control device (30);
    The control device (30) outputs the guidance instruction to the guidance device (90) after the predetermined period has elapsed from the reference time point, and receives the switching instruction after the guidance instruction is output. Maintains the travel mode in the second mode, but returns the travel mode to the first mode when the guidance instruction is output and the switching instruction is not received. The hybrid vehicle according to claim 4.
  7. 　前記ハイブリッド車両は、
    　前記ハイブリッド車両の外部から与えられた電力を用いて前記蓄電装置（ＢＡ，ＢＢ１，ＢＢ２）を充電可能に構成された充電器（２４０）をさらに備える、請求の範囲第３項に記載のハイブリッド車両。     The hybrid vehicle
    The hybrid vehicle according to claim 3, further comprising a charger (240) configured to be able to charge the power storage device (BA, BB1, BB2) using electric power supplied from outside the hybrid vehicle. .
  8. 　前記制御装置（３０）は、前記充電器（２４０）による前記蓄電装置（ＢＡ，ＢＢ１，ＢＢ２）の充電の終了後に初めて前記ハイブリッド車両の走行が開始される場合には、前記走行モードを前記第１のモードに設定する、請求の範囲第７項に記載のハイブリッド車両。 When the hybrid vehicle starts traveling for the first time after charging of the power storage devices (BA, BB1, BB2) by the charger (240) is completed, the control device (30) sets the traveling mode to the first mode. The hybrid vehicle according to claim 7, wherein the mode is set to one mode.
PCT/JP2008/073166 2008-12-19 2008-12-19 Hybrid vehicle WO2010070761A1 (en)

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