JP2000115909A - Power device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a safe and simplified power device by connecting an auxiliary battery to a main battery through a switching element, and making the ground lines of the main battery and auxiliary battery common. SOLUTION: An auxiliary battery 6 is one for supplying power to a load 7B such as a lamp, etc., and is connected to a main battery 5 through a switching element 8, and charged from the main battery 5 by on-off controlling the switching element 8 by a frequency of about 100 kHz. The voltage of the main battery 5 is 60 V or lower, and is controlled to 48 V or 36 V for example. Besides, the voltage of the auxiliary battery 6 is controlled to 12 V or 24 V for example, and the ground lines of the main battery 5 and the auxiliary battery 6 are made common. Accordingly, the main battery 5, the switching element 8, and the auxiliary battery 6 are connected commonly only by plus-side lines 50, and simplification of a power device becomes feasible.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to an engine and a motor.
TECHNICAL FIELD The present invention relates to a power supply device for a hybrid vehicle that uses both a power source and a generator.

[0002]

2. Description of the Related Art Conventionally, as described in Japanese Patent Application Laid-Open No. 9-65508, there is known a hybrid vehicle in which a generator of an engine is driven to generate electric power and a driving motor is driven by the electric power to travel. Are known.

[0003]

In a conventional hybrid vehicle, a traveling motor requires a large output.
For example, a high voltage main battery of 120 V is used as a power supply. Further, the hybrid vehicle is provided with, for example, a 12V auxiliary battery as a power source for the engine, its auxiliary devices, lighting devices, air conditioners, and the like. Since the wiring of the main battery has a high voltage of 120 V, a dedicated ground is required in consideration of electric shock to the human body. As a result, the wiring system for both the main battery and the auxiliary battery power supply is complicated. On the other hand, merely reducing the power of the main battery to a low voltage may cause a decrease in the output of the motor or the generator.

An object of the present invention is to provide a safe and simplified power supply device for a hybrid vehicle that overcomes this problem.

Another object of the present invention is to provide a power supply device for a hybrid vehicle which can improve the driving characteristics such as the acceleration of the engine as well as the electric motor and the generator while keeping the power supply of the main battery at a low voltage. It is in.

[0006]

To achieve the above object, the present invention provides an engine, a motor / generator connected to the engine, and a battery connected to the motor / generator via a power converter. A power supply device for a hybrid vehicle, comprising: a main battery and an auxiliary battery; wherein the auxiliary battery is connected to the main battery via a switching element. ,
Also, the voltage of the main battery is controlled to be lower than the voltage of the main battery, and the ground line of the main battery and the auxiliary battery is made common, and when there is a margin in the power of the main battery, according to the charging rate of the main battery. And charging the auxiliary battery from the main battery via the switching element.

Another feature of the present invention is that the voltage of the main battery is set to 60V or less, and the voltage of the auxiliary battery is set to 12V or 24V.

Another feature of the present invention resides in that the main battery is used as a power source of an electromagnetic coil for driving an injector and a supply / exhaust valve of the engine.

According to the present invention, since the voltage of the main battery is low, for example, 60 V or less, and the ground of the main battery and the auxiliary battery is made common, the power supply line wired in the vehicle is limited to the positive side line only. The power supply device of the hybrid vehicle can be simplified.

Further, as a power supply device for a hybrid vehicle,
A high-voltage main battery is used as the power source for the electromagnetic valves that drive the injectors and intake and exhaust valves of the engine, which enhances the responsiveness of the operation of these engine components and excels in operating characteristics such as engine acceleration. Cars can be provided.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram of a hybrid vehicle drive device according to a first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes a controller, which controls an engine 2, a motor / generator 3, and the like according to a driving state of a vehicle. A clutch 9 is provided between the motor / generator 3 and the transmission 10. When the automatic transmission mechanism is employed, the clutch 9 is omitted. motor/
Generator 3 receives supply of power from main battery 5 via inverter 4, and the power generated by motor / generator 3 charges main battery 5 at a required voltage via inverter 4. 7
A is a load suitable for using a relatively high voltage as a power source, for example, an electromagnetic coil of an injector of the engine 2 or an electromagnetic valve for driving a supply / exhaust valve.

The rotor 31 of the motor / generator 3 is directly connected to the crankshaft 21 of the engine 2. 32 is a stator of the motor / generator 3, and 33 is a permanent magnet. The rotor 31 of the motor / generator 3
The engine and the crankshaft 21 of the engine 2 may be connected via a power transmission mechanism such as a gear.

Reference numeral 6 denotes an auxiliary battery for supplying power to a load 7B such as a lamp.
(T element) 8 to the main battery 5. The auxiliary battery 6 has a switching element 8 of about 10
On / off control is performed at a frequency of 0 KHz to be charged from the main battery 5. The voltage of the main battery 5 is 60V
Below and higher than the auxiliary battery 6, for example 4
It is controlled to 8V or 36V. By using the main battery 5 as a power source such as an electromagnetic coil for driving the fuel injection valve of the engine 2, for example, the responsiveness of the fuel injection valve can be increased. On the other hand, the voltage of the auxiliary battery 6 is lower than the voltage of the main battery 5, for example, 12V or 2V.
It is controlled to 4V.

Since the electric shock can be avoided because the voltage of the main battery 5 is low, the negative (earth) line of the main battery 5 and the auxiliary battery 6 is common,
Special wiring can be omitted. Therefore, the main battery 5
The switching element 8 and the auxiliary battery 6 are connected in a single line only by the positive line 50 alone. However, if necessary, a two-wire system of a plus line and a minus line may be used.

The controller 1 controls the operation of the engine 2 and the motor / generator 3 according to the driving state of the vehicle and the state of charge of the main battery. Motor while driving /
The electric power generated by the generator 3 and stored in the main battery 5 is used as a power source for replacing the engine or as a power source for assisting the engine when starting, accelerating, or when power is insufficient when exhaust gas poses a problem. Used to drive The obtained electric power may be used for lamps and other auxiliary electrical components. However,
When the storage amount of the main battery 5 is equal to or less than a predetermined value, power is not supplied to the auxiliary machine.

FIG. 2 shows a detailed configuration example of the controller 1. The controller 1 includes an integrated control unit 11, a motor
/ Generator controller 12, engine controller 13, and auxiliary battery controller 14.

The integrated control unit 11 includes an operation mode determination processing unit, and includes a key switch, an accelerator switch (accelerator on / off), an accelerator opening sensor, a brake switch, a vehicle speed sensor, a tilt switch, a battery voltage sensor, and the like. Each information is input. The integrated control unit 11 determines the operation mode of the vehicle based on the information, calculates the operation commands NMG *, τMG *, τNE *, VBs *, and S *, and transmits each operation command to the motor / generator controller 12. , The engine controller 13, the auxiliary battery controller 14, and the transmission 8.

Motor / generator controller 12
Generates and outputs a PWM signal for controlling the inverter 4 from the operation command NMG * and information on the rotation speed and current of the motor / generator 3. The motor / generator functions as an electric motor when the operation command τMG * is +, and as a generator when the operation command τMG * is −.

The engine controller 13 receives an operation command τ
Based on Ne * and the engine speed N, the fuel injection amount, ignition timing, and opening / closing of the supply / exhaust valve are controlled.

The auxiliary battery controller 14 controls the PW so that the voltage of the auxiliary battery matches the command VBs *.
An M signal is generated and output, and the switching element 8 is chopper-controlled to maintain the charging rate of the auxiliary battery at a predetermined value.

FIG. 3 shows a detailed configuration example of the motor / generator controller 12. The motor / generator controller 12 includes idiq detecting means 124, id, iq
Current control means 125, 2/3 phase conversion means 121, PWM
The control unit includes a control unit 122, a phase calculation unit 120, and a speed calculation unit 123. The speed calculator 123 is connected to the encoder 15, and the phase calculator 120 is connected to the magnetic pole position detector 16. The motor / generator controller 12 further includes a torque command generator 128, Iq
A control unit 127 and an Id control unit 126 are provided.

The torque command generator 128 includes a driving finger NMG
* Or the target torque command τMG * is input. When it is desired to precisely control the rotation speed of the motor / generator to a predetermined value, such as when cranking the engine, an operation command NMG * that directly indicates the rotation speed NMG of the motor / generator
Is given. Further, when it is desired to generate a predetermined torque in the motor / generator as in the case of the acceleration operation, the target torque command τM * is directly given. Furthermore, when the motor / generator acts as a generator,
The given value of the driving finger NMG * or the target torque command τMG * becomes negative.

When the operation command NMG * is given, the torque command calculation unit 128
The torque command value τMG * is calculated based on the rotation speed calculated by the speed calculation means 123 from the pulse signal from the motor. Based on the torque command value τMG * or the directly given target torque command τMG *, the Iq control means 127 calculates a command value Iq * of the q-axis current corresponding to the torque component current.
On the other hand, the command value Id * of the d-axis current is
In step (1), Id * that minimizes the loss is calculated based on the torque command value τMG * and the rotation speed calculated by the speed calculation unit 123. In this way, the motor / generator controller 12 calculates the current command values Iq * and Id * necessary for high-efficiency control of the motor / generator 3.

As the power supply of the main battery is lowered, measures such as improvement of efficiency are taken. For example, six bridge elements constituting the inverter 4 are respectively
It is composed of a plurality of (for example, 10) FET elements connected in parallel, and the resistance of the bridge element is reduced by utilizing the resistance characteristics of the FET elements.
Improve efficiency. In addition to increasing the current command values Iq * and Id *, the motor and the generator are operated with high efficiency by phase control or the like to secure output.

The IdIq detection means 124 is provided by the current detector 1
7 for the three-phase AC current of the motor current
Two-phase coordinate conversion is performed to process and calculate d- and q-axis currents Id and Iq. Based on these detected values and the command values Iq * and Id *, the IdIq current control means 125 performs a proportional or proportional-integral current control process to calculate voltage command values Vq * and Vd *.

Further, the 2 / 3-phase conversion means 121 performs 2-phase / 3-phase coordinate conversion to obtain a 3-phase AC voltage command value V
U *, VV *, VW * are calculated. PWM control means 122
Compares the voltage command values VU *, VV *, VW * with the carrier signal of the triangular wave signal,
The WM signal is generated, and the inverter 4 is driven. By applying the PWM-controlled voltage to the motor / generator 3 in this manner, the motor current is reduced to the current command value Iq.
*, Id *.

The 2/3 phase conversion processing 121, IdIq
The phase angles θ1,
θ2 is calculated from the outputs of the magnetic pole position detector 16 that outputs a signal having the same phase as the induced voltage of the motor / generator 3 and the encoder 15 that outputs a rotation angle signal (pulse signal).

By performing such processing, the motor / generator 3 is controlled with the torque of the torque command value τM * and with high efficiency with minimum loss.

FIG. 4 shows an example of the configuration of the engine controller 13 and the engine controlled by the engine controller 13.

Reference numeral 20 denotes a throttle valve assembly provided with a throttle valve for controlling the amount of intake air, that is, a throttle body.
Is connected to a plurality of intake branch pipes 22 that branch and supply air to each cylinder of the engine 26 at the outlet. Reference numeral 23 denotes an electronically controlled fuel injection valve mounted on the intake branch pipe 22. An intake valve 24 driven by a solenoid valve 25 is provided on the intake side of the engine, and an exhaust valve 29 driven by a solenoid valve 30 is provided on the discharge side. The exhaust pipe 28 is provided with an O2 sensor 31. The engine controller 13 receives the outputs of a water temperature sensor 32, a cam angle sensor 18, a pressure sensor for the intake branch pipe 22, a throttle sensor for detecting the opening of a throttle valve, and the like, and receives the fuel injection valve 2
3. Output a control signal to the ignition coil 27, ISC valve, fuel pump 32, and the like. 31 is a fuel pump relay. Reference numeral 30 denotes a fuel chamber, in which fuel is sucked out by a fuel pump 32, pressure-regulated by a pressure regulator through a fuel pipe 33, and then supplied to a fuel injection valve 23.
Leads to. An appropriate injection amount of the fuel injection valve 23 is calculated and determined by the engine controller 13 based on inputs from various sensors.

The controller 13 includes an input circuit 131, A
/ D converter 132, central processing unit 133, ROM 138,
It is configured by a computer including a RAM 139 and an output circuit 136. The input circuit 131 receives an input signal 130 (for example, an operation command τNE *, a signal from a cooling water temperature sensor, a throttle opening sensor, or the like), removes a noise component from the signal, and converts the signal into an A / D signal. Output to the conversion unit 132. The A / D conversion unit 132 performs A / D conversion on the signal and outputs the signal to the central processing unit 133. The central processing unit 133 takes in the A / D conversion result, and
It has a function of performing each control by executing a fuel injection control program stored in a medium such as 38 or a predetermined control program for other control.

The result of the operation and the result of the A / D conversion are temporarily stored in a RAM 138, and the result of the operation is output as a control output signal 137 through an output circuit 136, and the fuel injection valve 23, the ignition coil 2
7, ISC valve, solenoid valve 25, 30 and fuel pump 3
It is used for the control of 2 etc. The timing of opening and closing the solenoid valves 25 and 30 is calculated based on the output of the cam angle sensor 18.

The electric power of the fuel injection valve 23, the solenoid valve 25 and the solenoid valve 30 is supplied from the battery 5.

FIG. 5 shows a hybrid vehicle drive system according to the present invention.
The driving is performed based on a predetermined operation mode as shown in FIG. That is, one of a plurality of preset operation modes is selected based on the operation state of the vehicle, for example, the accelerator operation amount, the state of the transmission, and the like, and according to each operation mode, the target torque and the vehicle speed of the vehicle are determined. The optimal driving source is selected from the viewpoint of reducing harmful exhaust gas and improving fuel efficiency. The target torque to be output by the drive device of the vehicle is obtained, for example, by calculation.

As shown in FIG. 5, the following driving modes are available, and one of them is selected depending on whether the accelerator or clutch of the vehicle is on or off.

(1) Start mode 1 When the key switch is on and the starter switch is on, the motor / generator is rotated to start the engine. As the operation command, the engine speed is 50 to 100.
NMG * corresponding to RPM is output. Note that τNE * = 0, VB
It is assumed that s * = OFF and S * = OFF. A starter motor (not shown) may be used instead of the motor / generator.

(2) Start mode 2 After the engine is temporarily stopped with the key switch on, the engine is started by the motor / generator or starter motor with the accelerator switch on and the clutch off. The operation command NMG * is the same as in the start mode 1.

(3) Idling mode When the key switch is turned on, the accelerator switch is turned off, and the engine stop mode is not established after the engine starts, the engine is idling. When the charge rate of the battery is high, NMG * corresponding to the engine idling speed of 600 to 700 rpm is output as the operation command. Note that τMG * = 0, VBs * = OFF, S * = O
FF. However, when the charging rate of the main battery is low, for example, when the battery voltage VBM is equal to or lower than a predetermined value, a predetermined τNE * is output (τMG *> 0), and the motor / generator is rotated to charge the main battery. Also do.

(4) Engine running power generation mode The charging rate of the main battery is a predetermined value VBMH (for example, 70
%), Use the motor / generator as a generator and drive while charging the battery.
When the accelerator opening is large (target torque TA or more),
The charging rate of the main battery is a predetermined value VBMS (for example, 40
%) Hereinafter, the engine running power generation mode is set. At this time, the operation commands S * = ON and VBs * = ON. Also, τ
As MG *, a value corresponding to the torque for driving the motor / generator is added to a value corresponding to the engine speed corresponding to the accelerator opening and output. Motor / generator
For example, an output of 3KW to 4KW is generated at 48V. τ
NE * is a value such that the motor / generator generates a predetermined rated power.

(5) Acceleration mode When the charging rate of the battery exceeds a predetermined value VBMS and the accelerator opening is large (the target torque TA
As mentioned above, not only engines but also motors / generators are used as power sources for vehicle acceleration. Run command S *
= ONN. Further, τMG * and τNE * are determined and output so that the engine and the motor / generator output an acceleration torque corresponding to the accelerator opening. Note that V
It is desirable to set Bs * = OFF.

(6) Engine running mode When the charging rate of the battery exceeds a predetermined value (VBMH) and the accelerator opening is not large (less than the target torque TA), the engine is operated only by the engine. Operation command S * =
ONN. In addition, τMG * is set to 0, and τNE * outputs a value corresponding to the engine speed corresponding to the accelerator opening.

(7) Regenerative mode If the key switch is on, the accelerator switch is off, the vehicle speed is greater than 0, and the battery charging rate has not reached the predetermined value (VBMH), the motor / generator The vehicle is used as a generator and runs at a reduced speed while charging the battery. The operation commands S * = ON, VBs * = ON, and τNE * = 0. τMG * is a negative value such that the motor / generator generates a predetermined rated power.
When the brake switch is on, τMG * is increased to increase the braking force. When the charging rate of the battery is equal to or higher than a predetermined value, τMG * = 0.

(8) Engine stop mode When any of the following conditions (a) or (b) is satisfied, the engine is stopped.

(A) The key switch is turned off.

(B) The key switch is on, the accelerator switch is off, the vehicle speed is 0, and the battery charging rate is equal to or higher than a predetermined value (or the battery voltage is equal to or higher than a predetermined value VBMS).
It is. Further, as a requirement, the temperature of the cooling water of the engine is equal to or higher than a predetermined value TS, and the inclination angle of the stopped vehicle body is set to a predetermined value θ
The following may be added, for example, when the switches of auxiliary devices such as an air conditioner are turned off.

In the engine stop mode, the operation command S * =
OFF, VBs * = OFF, τNE * = 0, NMG * = 0.

The engine stop mode is set in consideration of restarting the vehicle and safety. For example, if the battery voltage is low or the engine coolant temperature is low,
When restarting after a pause, starting the engine becomes difficult. Therefore, when the engine is not suitable for restarting, the engine is kept in the eye drink operation for a short time after the accelerator switch is turned off to charge the battery or keep the engine warm. When the vehicle is temporarily stopped on a slope, the engine is continuously operated with the eye drink to secure a necessary torque so that the vehicle does not start running under its own weight. Further, when the voltage of the auxiliary battery is not enough to continue the operation of auxiliary devices such as an air conditioner, the eye drink operation is continued to secure necessary power.

Next, FIG. 6 is a diagram showing an outline of the operation flow of the controller 1. When the key switch is on,
Operation starts in start mode 1. The start mode 1 is set as an initial setting, an operation command NMG * for the motor / generator 3 is output, and the motor / generator 3 is operated only (steps 602 and 604). However, when the storage amount (charging rate) of the main battery 5 is equal to or less than a predetermined value, necessary means for securing the storage amount is taken. Next, the state of the accelerator opening, clutch, key switch, and the like is detected. Further, the on / off state of the vehicle speed, the engine speed, the temperature of the engine cooling water, the inclination sensor, and the switches of the auxiliary devices are also detected (step 606).

Further, the storage amount (charging rate) of the battery is obtained from the voltages of the main battery 5 and the auxiliary battery 6 (step 608).

Then, based on the detected various values, it is determined whether or not the operation mode needs to be changed (step 610). If the operation mode needs to be changed, the operation mode is changed (step 612). Next, according to the set operation mode, an operation command NMG * or τMG *, NE *, VB *, S * is calculated based on the detected value and output (step 614). This process is repeated until the key switch is turned off. When the key switch is turned off, the operation is stopped (steps 616 and 618).

FIG. 7 shows an example of the relationship between the driving conditions during running and the operating state of each drive source in the hybrid vehicle drive device of FIG. After the key switch is turned on (T0) and the motor is activated, first, the motor / generator 3
Function as a motor for engine cranking to start the engine and start fuel injection. Furthermore, after the engine starts and reaches the idling speed (T2),
The clutch 9 is turned on to transmit the driving force to the vehicle. If the battery charge is low when idling,
The generator 3 is driven as a generator to charge the battery.

After the accelerator is turned on, that is, after the accelerator is depressed (T3), the number of revolutions of the engine increases in accordance with the accelerator opening, and the vehicle speed increases. When the charge rate of the battery is high and the accelerator opening degree, that is, the target torque is large, the acceleration mode is set, and the motor / generator 3 is driven as a motor by the electric power stored in the main battery 5 to assist the acceleration of the vehicle.

When the charge rate of the battery is high, the vehicle speed exceeds SA, and the accelerator opening is relatively small (T4), the motor / generator 3 is stopped and the engine is operated only by the engine (engine operation mode). .

When the charge rate of the battery is low (T5−
T6) In the engine running power generation mode, the motor / generator 3 is driven as a generator using the remaining power of the engine to charge the main battery and the auxiliary battery.
When the battery is sufficiently charged, the driving of the motor / generator 3 is stopped.

After the brake is turned on and the accelerator is turned off, that is, the stepping on the accelerator is stopped (T6), the deceleration state is set. If the battery charge rate is low during deceleration, the motor / generator 3
Functions as a generator using the inertial energy of the vehicle, and collects power in the main battery 5. When the battery is sufficiently charged, the driving of the motor / generator 3 is stopped.

When the speed of the vehicle is reduced to a predetermined value, for example, zero with the accelerator OFF, (T7), it is determined whether the engine stop mode is established. Even if the key switch is on, if the accelerator switch is off, the vehicle speed is 0, and the battery voltage is equal to or higher than the predetermined value VBS, the engine is stopped because the engine stop mode is established. The conditions for the engine stop mode include, for example, that the temperature of the cooling water of the engine is equal to or higher than a predetermined value TS, the inclination angle of the vehicle body in a stopped state is equal to or lower than a predetermined value θ, and that auxiliary devices such as an air conditioner are turned off. May be added.

If the engine stop mode is not established at (T7), the idling mode is continued to keep the engine running. In the meantime, if the engine stop mode is established such as a decrease in the temperature of the cooling water of the engine (T8), the engine is stopped.

After the engine stops, if the key switch remains on and the accelerator switch is turned on again (T
9) Start the engine in start mode 2 (T1
0), an acceleration operation according to the accelerator opening is performed (T12).

When the key switch is turned off (T13), the engine is stopped because the engine stop mode is established.

As described above, by appropriately controlling the relationship between the operation states of the respective driving sources based on the charging rate of the battery and the driving conditions during traveling, the fuel efficiency and driving characteristics of the entire hybrid vehicle drive system can be improved. The emission of harmful exhaust gas components can be reduced while improving the emission.

In the above example of FIG. 7, when (T6) is the deceleration in front of the traffic light, and (T7) to (T9) are in the signal waiting state, the period of (T8) to (T9) is the It is possible to stop idling and suppress the emission of harmful exhaust gas. In addition, during the period of (T7) to (T8), the maintenance of the battery voltage and the temperature of the engine coolant is taken into consideration.
At (T9), the engine can be restarted smoothly even after idling has been stopped.

Next, the auxiliary battery controller 14
Is, as shown in FIG. 8, a duty calculation unit 141,
And a PWM control unit 142. The duty calculation unit 141 calculates the charging rate of the main battery 5 (voltage VBM).
Is calculated from the command VBs * and the auxiliary battery voltage VBs, which have a predetermined relationship with respect to. As shown in FIG. 9, as the voltage VBM increases, the duty α decreases. The PWM control unit 142 generates a PWM signal corresponding to the duty α, and
To control the chopper.

[0063]

As described above, according to the present invention, the voltage of the main battery is reduced, for example, to 60 V or less, and the ground of the main battery and the auxiliary battery is made common, so that the power supply line wired in the vehicle is reduced. Only the positive side line can be used, and the power supply device of the hybrid vehicle can be simplified.

As a power supply device for a hybrid vehicle,
A high-voltage main battery is used as the power source for the electromagnetic valves that drive the injectors and intake and exhaust valves of the engine, which enhances the responsiveness of the operation of these engine components and excels in operating characteristics such as engine acceleration. Cars can be provided.

[Brief description of the drawings]

FIG. 1 is a diagram showing an overall configuration of a hybrid vehicle drive device according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a detailed configuration example of a controller in FIG. 1;

FIG. 3 is a diagram showing a detailed configuration example of a motor / generator controller in FIG. 2;

FIG. 4 is a diagram showing a configuration example of an engine controller of FIG. 2 and an engine controlled by the engine controller.

FIG. 5 is a diagram showing an example of an operation mode of the hybrid vehicle drive device of the present invention.

FIG. 6 is a view showing an outline of an operation flow of the controller in FIG. 1;

FIG. 7 is a view showing an example of a relationship between driving conditions during driving and operating states of respective driving sources by the hybrid vehicle driving device of FIG. 1;

FIG. 8 is a diagram showing a configuration example of an auxiliary battery controller of FIG. 2;

FIG. 9: Duty α and main battery voltage VBM
FIG. 6 is a diagram showing a relationship between the voltage of the auxiliary battery and the auxiliary battery.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Controller, 2 ... Engine, 3 ... Motor / generator, 4 ... Inverter, 5 ... Main battery, 6
... Auxiliary battery, 8 ... Switching element, 11 ... Integrated control unit 11, 12 ... Motor / generator controller, 13 ... Engine controller, 14 ... Auxiliary battery controller

Continued on the front page F-term (reference) QA01 QA05 QE01 QE08 QE10 QI04 QN03 QN09 RB08 RB22 RB26 RE01 RE02 RE03 RE05 RE06 SE04 SE05 SE06 SE07 SE08 TB01 TE02 TE03 TE08 TE10 TI02 TI05 TO07 TO12 TO21 TO23 TO30

Claims (5)

[Claims] 1. A power supply device for a hybrid vehicle comprising an engine, a motor / generator connected to the engine, and a battery connected to the motor / generator via a power converter, wherein the battery is A power supply device for a hybrid vehicle including a main battery and an auxiliary battery, wherein the auxiliary battery is connected to the main battery via a switching element, and is controlled to a voltage lower than the voltage of the main battery; The main battery and the auxiliary battery have a common ground line,
A power supply device for a hybrid vehicle, wherein the auxiliary battery is charged from the main battery via the switching element according to a charge rate of the main battery when the power of the main battery has a margin. 2. The power supply device for a hybrid vehicle according to claim 1, wherein the voltage of the main battery is set to 60 V or less, and the voltage of the auxiliary battery is set to 12 V or 24 V. 3. The auxiliary battery controller according to claim 1, further comprising an auxiliary battery controller having a duty operation unit and a PWM control unit for controlling the auxiliary battery, wherein the duty operation unit includes the main battery and the auxiliary device. A duty α corresponding to the charge rate of the battery is calculated, and the PWM control unit calculates a PWM corresponding to the duty α.
A power supply device for a hybrid vehicle, wherein an M signal is generated and the switching element is chopper-controlled. 4. A power supply device for a hybrid vehicle according to claim 1, wherein a power supply of an electromagnetic coil for driving an injector and a supply / exhaust valve of said engine is used as said main battery. 5. An engine, a motor / generator coupled to the engine, a main battery and an auxiliary battery connected to the motor / generator via a power converter, and the motor / generator according to a driving state of the vehicle. In a power supply device for a hybrid vehicle including an engine and a controller for controlling the motor / generator, the controller may control the engine and the motor / generator when the charging rate of the main battery and the auxiliary battery is low. The power generated by the motor / generator operated as a driving source is collected in the main battery, and when the charging rate of the main battery is high, the auxiliary battery is charged from the main battery via a switching element. A power supply device for a hybrid vehicle.