JP2008043100A - Vehicular power supply, vehicle, vehicular power supply control method, and program for making computer execute the control method and recording medium that makes the program readable by computer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular power supply that can supply electric power to external loads. <P>SOLUTION: A voltage conversion portion 12, which comprises terminals T1, T2 to which battery BA, BB are connected respectively and a terminal T3 to which inverters 14, 22 are connected, converts a voltage mutually among the terminals T1-T3. A controller 30 sets a system main relay SMRBB to an opened state in a power supply mode and controls the voltage conversion portion 12 so as to make it generate a desired output voltage between the terminals T1, T2. Preferably, the voltage conversion portion 12 includes a step-up converter 12A that performs voltage conversion between the terminal T1 and the terminal T3 and a step-up converter 12B that performs the voltage conversion between the terminal T2 and the terminal T3. Desirably, the controller 30 generates an AC voltage as the desired output voltage by making the voltage conversion portion 12 operate as a single-phase inverter. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle power supply device, a vehicle, a control method for the vehicle power supply device, a program for causing a computer to execute the control method, and a recording medium on which the program is recorded so as to be readable by the computer.

  In recent years, environmentally friendly vehicles such as electric vehicles, fuel cell vehicles, and hybrid vehicles using both a motor and an engine have attracted attention. A vehicle equipped with such a power supply is convenient because it can be used outdoors, as long as power can be supplied to the outside, and the vehicle can be used as an emergency power supply in the event of a disaster. It is.

Japanese Patent Laying-Open No. 2005-204361 (Patent Document 1) discloses a vehicle that can output AC power from the neutral point of each stator coil of two motor generators (generator and motor) to be mounted.
JP 2005-204361 A Japanese Patent No. 2823216 JP 2002-135906 A Japanese Patent No. 3655277

  However, in the technique disclosed in Japanese Patent Laid-Open No. 2005-204361, the stator coil of the motor generator is also used for power output. In normal control, electric power cannot be output to the outside of the vehicle while generating power and driving wheels with a motor generator. In this case, special control considerations are necessary to control the torque control of the motor / generator independently of the neutral point voltage. For this reason, there is a problem that control is complicated in order to output power to the outside while generating power.

  On the other hand, hybrid vehicles that can be charged from the outside are being studied. Such a hybrid vehicle is expected to reduce the frequency of gasoline replenishment by charging at home at night and using the charged power with priority. Therefore, a mode (EV travel mode) in which the vehicle travels only with battery power is preferentially applied.

  In order to extend the distance that can be traveled without using an engine while maintaining the maximum output, it is considered to install a plurality of types of batteries in such a hybrid vehicle. In such a case, it is also considered to drive a motor by providing a plurality of voltage converters corresponding to each battery to boost the battery voltage.

  In the case where a plurality of voltage converters are provided, it is preferable that the control of power supply to the outside is simplified by effectively using these voltage converters.

An object of the present invention is to provide a vehicle power supply device capable of supplying electric power to the outside.
Another object of the present invention is to provide a vehicle power supply device capable of receiving power from the outside.

  In summary, the present invention provides a power supply device for a vehicle having a power supply mode for supplying power to the outside of the vehicle as an operation mode, the rotating electrical machine, an inverter electrically connected to the rotating electrical machine, A second power storage device; first and second terminals to which the first and second power storage devices are respectively connected; and a third terminal to which the inverter is connected. A voltage conversion unit that mutually converts a voltage, a first connection unit that can disconnect the second power storage device from a second terminal of the voltage conversion unit, and an inverter, the voltage conversion unit, and the first connection unit And a control device. In the power supply mode, the control device controls the voltage conversion unit to generate a desired output voltage between the first and second terminals while setting the first connection unit to the disconnected state.

  Preferably, the voltage conversion unit performs a voltage conversion between the first terminal and the third terminal, and performs a voltage conversion between the second terminal and the third terminal. 2 voltage converters.

  Preferably, the control device operates the voltage conversion unit as a single-phase inverter to generate an alternating voltage as a desired output voltage.

  Preferably, the power supply device for the vehicle further includes a second connection unit that can disconnect the first power storage device from the first terminal of the voltage conversion unit. The control device controls both the first and second connection portions to be in a disconnected state, and causes the voltage conversion portion to generate a desired output voltage between the first and second terminals.

  Preferably, the control device controls the inverter so that the rotating electrical machine operates as a generator in the power supply mode.

  Preferably, the power supply device for the vehicle further includes a charging mode for receiving power from outside the vehicle and charging the second power storage device as an operation mode. In the charging mode, the control device sets the first connection portion to the disconnected state, and controls the voltage conversion portion so that the charging current flows from the second terminal to the second power storage device.

  More preferably, the voltage converter receives an input voltage applied from the outside between the first and second terminals in the charging mode.

According to another aspect, the present invention is a vehicle including any one of the power supply devices described above.
According to yet another aspect, the present invention is a method for controlling a power supply device for a vehicle having a power supply mode for supplying power to the outside of the vehicle as an operation mode. The power supply device includes a rotating electrical machine, an inverter electrically connected to the rotating electrical machine, first and second power storage devices, and first and second terminals to which the first and second power storage devices are respectively connected. And a third terminal to which the inverter is connected, a voltage conversion unit that converts voltages between the first to third terminals, and a second power storage device as a second terminal of the voltage conversion unit And a first connection portion that can be disconnected from the first connection portion. In the power supply mode, the control method includes a step of setting the first connection unit in a disconnected state, and in the power supply mode, causing the voltage conversion unit to generate a desired output voltage between the first and second terminals. Steps.

  Preferably, the power supply device for the vehicle further includes a second connection portion that can disconnect the first power storage device from the first terminal of the voltage conversion portion. The control method further includes a step of setting the second connection portion in a disconnected state in the power supply mode.

  Preferably, the control method further includes a step of operating the rotating electric machine as a generator in the power supply mode.

  Preferably, the power supply device for the vehicle further includes a charging mode for receiving power from outside the vehicle and charging the second power storage device as an operation mode. The control method includes a step of setting the first connection unit in a disconnected state in the charging mode, and a step of controlling the voltage conversion unit so that a charging current flows from the second terminal to the second power storage device in the charging mode. And further comprising.

  In still another aspect, the present invention provides a computer-readable recording medium recording a program for causing a computer to execute any one of the above control methods.

  In still another aspect, the present invention is a program for causing a computer to execute any one of the above control methods.

  According to the present invention, power supply from the vehicle to the outside can be easily realized while avoiding an increase in the number of parts. It is also possible to receive power from outside for charging the vehicle.

  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.

FIG. 1 is a diagram showing a main configuration of a vehicle 100 according to the present embodiment.
Referring to FIG. 1, vehicle 100 includes batteries BA and BB, a voltage converter 12, a smoothing capacitor C2, a voltage sensor 13, an inverter unit 23, an engine 4, motor generators MG1 and MG2, Power split mechanism 3, wheel 2, and control device 30 are included.

  Vehicle 100 further includes power supply lines PL1A, PL1B, and PL2, ground line SL, voltage sensor 10A that detects voltage VLA between terminals of battery BA, and voltage sensor 10B that detects voltage VLB between terminals of battery BB. including.

  As batteries BA and BB, secondary batteries, such as a lead acid battery, a nickel metal hydride battery, a lithium ion battery, can be used, for example.

  Vehicle 100 further includes a system main relay SMRBA that connects the positive electrode of battery BA and power supply line PL1A, a system main relay SMRGA that connects the negative electrode of battery BA and ground line SL, and the positive electrode of battery BB and power supply line PL1B. Main system relay SMRBB for connecting the power source and the system main relay SMRGB for connecting the negative electrode of battery BB and ground line SL.

  System main relays SMRBA and SMRGA are switched between conductive and non-conductive by a signal SLA output from control device 30. System main relays SMRBB and SMRGB are switched between conductive and non-conductive by a signal SLB output from control device 30.

  Voltage converter 12 includes boost converters 12A and 12B, current sensor 11A for detecting current IA flowing from power supply line PL1A to boost converter 12A, and current sensor 11B for detecting current IB flowing from power supply line PL1B to boost converter 12B. including.

  Capacitor C2 smoothes the voltage boosted by one or both of boost converters 12A and 12B. The voltage sensor 13 detects the inter-terminal voltage VH of the smoothing capacitor C <b> 2 and outputs it to the control device 30.

  Inverter unit 23 includes inverters 14 and 22. Inverter 14 converts the DC voltage supplied from voltage converter 12 into a three-phase AC and outputs the same to motor generator MG1. Inverter 22 converts the DC voltage supplied from voltage converter 12 into a three-phase AC and outputs the same to motor generator MG2.

  Power split device 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power split mechanism, a planetary gear mechanism having three rotating shafts of a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively.

  The rotating shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear and a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power split mechanism 3. Moreover, you may comprise so that the reduction ratio of this reduction gear can be switched.

  Boost converter 12A is parallel to reactor L1A having one end connected to power supply line PL1A, IGBT elements Q1A and Q2A connected in series between power supply line PL2 and ground line SL, and IGBT elements Q1A and Q2A, respectively. And diodes D1A and D2A connected to each other.

  Reactor L1A has the other end connected to the emitter of IGBT element Q1A and the collector of IGBT element Q2A. The cathode of diode D1A is connected to the collector of IGBT element Q1A, and the anode of diode D1A is connected to the emitter of IGBT element Q1A. The cathode of diode D2A is connected to the collector of IGBT element Q2A, and the anode of diode D2A is connected to the emitter of IGBT element Q2A.

  Boost converter 12B is parallel to reactor L1B having one end connected to power supply line PL1B, IGBT elements Q1B and Q2B connected in series between power supply line PL2 and ground line SL, and IGBT elements Q1B and Q2B. And diodes D1B and D2B connected to each other.

  Reactor L1B has the other end connected to the emitter of IGBT element Q1B and the collector of IGBT element Q2B. The cathode of diode D1B is connected to the collector of IGBT element Q1B, and the anode of diode D1B is connected to the emitter of IGBT element Q1B. The cathode of diode D2B is connected to the collector of IGBT element Q2B, and the anode of diode D2B is connected to the emitter of IGBT element Q2B.

  Inverter 14 receives voltage VH and drives motor generator MG1 to start engine 4, for example. Inverter 14 returns the electric power generated by motor generator MG1 by the power transmitted from engine 4 to boost converter 12A or 12B. At this time, boost converter 12A or 12B is controlled by control device 30 so as to operate as a step-down circuit.

  Inverter 14 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 power supply line PL2 and ground line SL.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series between power supply line PL2 and ground line SL, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series between power supply line PL2 and ground line SL, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7 and Q8 connected in series between power supply line PL2 and ground line SL, and diodes D7 and D8 connected in parallel with IGBT elements Q7 and Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  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 a neutral point. The other end of the U-phase coil is connected to the connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a connection node of IGBT elements Q7 and Q8.

  Other power switching elements such as power MOSFETs may be used in place of the IGBT elements Q1A, Q2A, Q1B, Q2B, and Q3 to Q8.

  Current sensor 24 detects the current flowing through motor generator MG1 as motor current value MCRT1, and outputs motor current value MCRT1 to control device 30. Current sensor 25 detects the current flowing through motor generator MG2 as motor current value MCRT2, and outputs motor current value MCRT2 to control device 30.

  Inverter 22 is connected to power supply line PL2 and ground line SL. Inverter 22 converts DC voltage VH output from boost converters 12A and 12B to three-phase AC and outputs the same to motor generator MG2 driving wheel 2. Inverter 22 returns the electric power generated in motor generator MG2 to boost converters 12A and 12B in accordance with regenerative braking. At this time, boost converters 12A and 12B are controlled by control device 30 so as to operate as a step-down circuit. Although the internal configuration of inverter 22 is not shown, it is similar to inverter 14, and detailed description will not be repeated.

  Control device 30 receives torque command values TR1, TR2, motor rotation speeds MRN1, MRN2, voltages VLA, VLB, VH, currents IA, IB, motor current values MCRT1, MCRT2 and start instruction IGON. Controller 30 outputs drive signal PWCA to boost converter 12A and outputs drive signal PWCB to boost converter 12B.

  Further, control device 30 outputs drive instruction PWMI1 and regeneration instruction PWMC1 to inverter 14. Drive instruction PWMI1 is an instruction for converting a DC voltage, which is an output of boost converter 12, into an AC voltage for driving motor generator MG1. Regenerative instruction PWMC1 is an instruction for converting the AC voltage generated by motor generator MG1 into a DC voltage and returning it to boost converters 12A and 12B.

  Similarly, control device 30 outputs drive instruction PWMI2 and regeneration instruction PWMC2 to inverter 22. Drive instruction PWMI2 is an instruction to convert a DC voltage into an AC voltage for driving motor generator MG2. Regeneration instruction PWMC2 is an instruction for converting the AC voltage generated by motor generator MG2 into a DC voltage and returning it to boost converters 12A and 12B.

  The vehicle 100 further includes a socket 40 for supplying power to the outside or receiving power supply from the outside, a voltage sensor 42 for detecting a voltage VAC applied to the socket 40, and one terminal of the socket 40 as a power line. Relay RLA connected to PL1A and relay RLB connecting the other terminal of socket 40 to power supply line PL1B are included.

  Plug 44 for powering commercial power AC100V from the outside is inserted into socket 40. Alternatively, the plug 44 may be a plug for supplying power to an electric device such as a lighting device. Relays RLA and RLB are controlled to be conductive / non-conductive by a control signal SLC from the control device.

  Control device 30 keeps relays RLA and RLB in a non-conducting state during normal travel where there is no request for power exchange with the outside. Here, the term “outside” means other than the vehicle, and includes cases where an electrical product is used in the vehicle using a service socket. When control device 30 detects by mode signal MODE that the power supply mode for supplying power to the power supply device or the charging mode for receiving power from the outside to charge the battery is set, relay RLA, RLB is turned on.

  With reference to FIG. 1 again, this embodiment will be described again in general. A power supply device for a vehicle having a power supply mode for supplying power to the outside of the vehicle includes motor generators MG1, MG2 and motor generators MG1, MG2. Electrically connected inverters 14 and 22, batteries BA and BB, terminals T1 and T2 to which the batteries BA and BB are connected, respectively, and a terminal T3 to which the inverters 14 and 22 are connected, and terminals T1 to T1 A voltage conversion unit 12 that mutually converts a voltage between T3, a system main relay SMRBB that can disconnect the battery BB from the terminal T2 of the voltage conversion unit 12, inverters 14 and 22, the voltage conversion unit 12, and the system main relay SMRBB And a control device 30 for controlling. In power supply mode, control device 30 sets system main relay SMRBB to the disconnected state and controls voltage conversion unit 12 to generate a desired output voltage between terminals T1 and T2.

  Preferably, voltage conversion unit 12 includes a boost converter 12A that performs voltage conversion between terminals T1 and T3, and a boost converter 12B that performs voltage conversion between terminals T2 and T3.

  Preferably, control device 30 operates voltage conversion unit 12 as a single-phase inverter to generate AC voltage VAC as a desired output voltage. The voltage conversion unit 12 includes two boost converters, but such a configuration is also a configuration of a general single-phase converter. Therefore, the AC voltage VAC can be output between the terminal T1 and the terminal T2 from the DC voltage VH by controlling a known single-phase converter.

  Preferably, the power supply device for the vehicle further includes a system main relay SMRBA that can disconnect battery BA from terminal T1 of voltage conversion unit 12. Control device 30 controls system main relays SMRBA and SMRBB to be disconnected from each other and causes voltage converter 12 to generate a desired output voltage between terminals T1 and T2.

  Preferably, control device 30 controls inverter 14 to operate motor generator MG1 as a generator in the power supply mode. As a result, even if the state of charge of the batteries BA and BB becomes low, if there is fuel such as gasoline, it is possible to continue supplying power to the outside.

  Preferably, the power supply device for the vehicle further includes a charging mode for receiving power from outside the vehicle and charging battery BB as the operation mode. In charging mode, control device 30 sets system main relay SMRBB in a disconnected state and controls voltage conversion unit 12 so that a charging current flows from terminal T2 to battery BB.

  More preferably, voltage converter 12 receives input voltage VAC given from the outside between terminals T1 and T2 in the charging mode. This makes it possible to charge the batteries BA and BB from the commercial power source when parking at night in a home or the like.

  FIG. 2 is a functional block diagram of the control device 30 of FIG. The control device 30 can be realized by software or hardware.

  1 and 2, control device 30 includes a voltage conversion control unit 131 that controls voltage conversion unit 12, an MG1 inverter control unit 132 that controls motor generator MG1, and an MG2 that controls motor generator MG2. Inverter control unit 133 and system main relays SMRBA, SMRGA, SMRBB, SMRGB, and relay control unit 134 for controlling relays RLA, RLB.

  In response to the start instruction IGON, the voltage conversion control unit 131 becomes operable. The voltage conversion control unit 131 outputs drive signals PWCA and PWCB for instructing step-up and step-down instructions to the step-up converters 12A and 12B in FIG. Further, MG1 inverter control unit 132 outputs drive instruction PWMI1 and regeneration instruction PWMC1 to inverter 14 based on torque command value TR1 and motor rotation speed MRN1. Further, the MG2 inverter control unit 133 outputs a drive instruction PWMI2 and a regeneration instruction PWMC2 to the inverter 22 based on the torque command value TR2 and the motor rotational speed MRN2.

  Relay control unit 134 activates control signals SLA and SLB in response to start-up instruction IGON to turn on the system main relay to electrically connect batteries BA and BB to boost converters 12A and 12B, respectively. When the mode signal MODE detects that the power supply mode for supplying power to the power supply device or the charging mode for charging the battery by receiving power from the outside is set, the control signal SLC is activated. Relays RLA and RLB are conducted. At this time, if necessary, the system main relay is turned off to disconnect one or both of the batteries BA and BB from the terminals T1 and T2 of the voltage converter 12.

  FIG. 3 is a functional block diagram illustrating the configuration of the voltage conversion control unit 131 in FIG. The voltage conversion control unit 131 can be realized by software or hardware.

  Referring to FIG. 3, voltage conversion control unit 131 has a normal traveling control unit 150 that calculates a command value for normal traveling control, and a power input / output that calculates a command value when performing control to exchange power with the outside. And a control unit 140.

  The normal travel control unit 150 includes a generator drive required voltage calculation unit 152, a motor drive required voltage calculation unit 154, a maximum value selection unit 156, and command value generation units 162 and 164.

  Generator drive required voltage calculation unit 152 calculates a required voltage of motor generator MG1 based on torque command value TR1 and rotation speed MRN1. This necessary voltage is higher than an induced voltage generated by rotation of motor generator MG1.

  Motor drive required voltage calculation unit 154 calculates the required voltage of motor generator MG2 based on torque command value TR2 and rotation speed MRN2. This necessary voltage is higher than the induced voltage generated by rotation of motor generator MG2.

  The maximum value selection unit 156 selects the maximum value from the necessary voltages calculated by the generator drive necessary voltage calculation unit 152 and the motor drive necessary voltage calculation unit 154, and outputs the target value VH * of the voltage VH. . Thus, in the two motor generators MG1 and MG2, it is possible to suppress loss and obtain a large output by performing field-weakening control as little as possible.

  Command value generation unit 162 generates command value MA0 corresponding to boost converter 12A based on voltage target value VH * and voltages VLA, VH and / or current IA. Command value generation unit 164 generates command value MB0 corresponding to boost converter 12B based on voltages VLB, VH and / or current IB. Command value generation units 162 and 164 operate in a current control mode in which control is performed by setting the input current of the corresponding boost converter to a target value, or in a voltage control mode in which control is performed by setting the output voltage as a target value, Command values MA0 and MB0 can be generated respectively.

  The power input / output control unit 140 outputs command values MA1 and MB1 for outputting a desired voltage from the socket 40 in a state where the battery BA is connected. That is, a command value for outputting electric power to the outside is generated when system main relay SMRBA of FIG. 1 is on and system main relay SMRBB is off.

  The power input / output control unit 140 includes division units 141 and 142 and an addition unit 143. Division unit 141 obtains a ratio (VLA / VH) of voltage VLA and voltage VH of battery BA and outputs command value MA1. The division unit 142 obtains a ratio (VOUT * / VH) between the target command value VOUT * of the voltage VOUT output from the socket 40 and the voltage VH. Adder 143 adds command value MA1 to the output of divider 142 and outputs command value MB1.

  Here, the command values MA1 and MA2 take values between 0 and 1. When boost converter 12A is controlled based on command value MA1 output from divider 141, boost converter 12A operates such that terminal T1 of boost converter 12A is at voltage VLA (a constant value). When boost converter 12B is controlled based on command value MA2 calculated by divider 141 and adder 143, boost converter 12B operates such that terminal T2 of boost converter 12B is at voltage VLA + VOUT *. Therefore, the voltage VOUT * is output between the terminals T1 and T2.

  The voltage conversion control unit 131 further includes a carrier generation unit 166 that generates the carrier signal FC, a selector 167 that selects one of the command values MA0 and MA1 as the command value MA according to the mode signal MODE, and the mode signal MODE. Accordingly, selector 168 that selects one of command values MB0 and MB1 as command value MB, modulator 170 that generates drive signal PWCA for boost converter 12A based on command value MA and carrier signal FC, and command value MB And a modulation unit 172 that generates a drive signal PWCB for the boost converter 12B based on the carrier signal FC.

  Selectors 167 and 168 select command values MA0 and MB0 during normal traveling when power exchange with the outside is not requested. On the other hand, when power is output to the outside, command values MA1 and MB1 are selected.

  The carrier generator 166 generates a carrier signal FC for generating a PWM signal. Carrier signal FC is a triangular wave, and its cycle is set in consideration of switching loss of boost converters 12A and 12B.

  The modulation unit 170 can be realized by a comparator, compares the command value MA from the command value generation unit 162 with the carrier signal FC, and generates a signal PWCA that changes according to the magnitude relationship. Similarly, the modulation unit 172 can be realized by a comparator. The command value MB from the command value generation unit 164 is compared with the carrier signal FC, and a signal PWCB that changes in accordance with the magnitude relationship is generated.

  FIG. 4 is a diagram schematically illustrating a state in which power is output to the outside with the battery BA connected.

  FIG. 4 shows a simplified connection state when system main relay SMRBA of FIG. 1 is on and system main relay SMRBB is off. When boost converters 12A and 12B are combined, a single-phase inverter that converts voltage VH to AC voltage VOUT can be realized. In this case, since the battery BA is connected, the potential on the relay RLA side does not fluctuate, and it is necessary to control the single-phase inverter so as to change the relay RLB side on the basis of this. This control can be realized by the power input / output control unit 140 of FIG.

  The voltage VH is controlled to a predetermined voltage by the inverter unit 23. Command value MA1 applied to boost converter 12A is obtained by dividing voltage VLA of battery BA by voltage VH to determine the boost ratio. Therefore, if voltage VH and voltage VLA are fixed values, boost converter 12A outputs a constant DC voltage VLA from terminal T1.

  Command value MB1 applied to boost converter 12B is obtained by adding command value MA1 to voltage VOUT * divided by voltage VH. Thus, boost converter 12B outputs an alternating current of voltage VOUT * from terminal T2 with reference to voltage VLA.

  As described above, by operating the boost converters 12A and 12B, the output voltage VOUT * based on the battery voltage VLA can be output from between the terminals T1 and T2.

  It is also possible to control by connecting the battery BB and disconnecting the battery BA. In this case, the voltage VLB may be input to the power input / output control unit 140 instead of the voltage VLA, and the command values MA1 and MB1 may be switched and output.

  FIG. 5 is a modification of the power input / output control unit 140 in FIG. 3 when both the batteries BA and BB are disconnected.

  FIG. 6 is a diagram schematically illustrating a state in which power is output to the outside in a state where both batteries BA and BB are disconnected. 6 is obtained by removing battery BA from FIG. 4, and detailed description thereof will not be repeated.

  Referring to FIGS. 5 and 6, power input / output control unit 140 </ b> A, which is a modified example, commands fixed value 0.5 instead of division unit 141 in the configuration of power input / output control unit 140 in FIG. 3. The value MA1 is output.

  Specifically, power input / output control unit 140A outputs command values MA1 and MB1 for outputting a desired voltage from socket 40 in a state where batteries BA and BB are disconnected. That is, a command value for outputting electric power to the outside is generated when both system main relays SMRBA and SMRBB in FIG.

  The power input / output control unit 140A includes a constant output unit 144, a division unit 145, and an addition unit 146. The constant output unit 144 outputs the constant 0.5 as the command value MA1.

  Constant 0.5 indicates that control is performed on boost converter 12A so that the voltage at terminal T1 is halved with respect to voltage VH.

  The division unit 145 obtains a ratio (VOUT * / VH) between the target command value VOUT * of the voltage VOUT output from the socket 40 and the voltage VH. Adder 146 adds command value MA1, that is, 0.5 to the output of divider 145, and outputs command value MB1.

  When the command value is given in this way, when the voltage VH is stable, the potential of the terminal T1 of the boost converter 12A is substantially a fixed potential 0.5 × VH, and the potential of the terminal T2 is based on the potential of the terminal T1. The output voltage VOUT is controlled.

  The control device 30 described above with reference to FIGS. 2 to 5 can also be realized by software using a computer.

  FIG. 7 is a diagram showing a general configuration when a computer is used as the control device 30.

  Referring to FIG. 7, control device 30 includes a CPU 180, an A / D converter 181, a ROM 182, a RAM 183, and an interface unit 184.

  The A / D converter 181 converts analog signals AIN such as outputs from various sensors into digital signals and outputs them to the CPU 180. The CPU 180 is connected to a ROM 182, a RAM 183, and an interface unit 184 via a bus 186 such as a data bus or an address bus to exchange data.

  The ROM 182 stores data such as a program executed by the CPU 180 and a map to be referred to. The RAM 184 is a work area when the CPU 180 performs data processing, for example, and temporarily stores various variables.

  The interface unit 184 communicates with other ECUs, inputs rewrite data when using an electrically rewritable flash memory or the like as the ROM 182, or a computer such as a memory card or CD-ROM. The data signal SIG is read from a readable recording medium.

  Note that the CPU 180 transmits and receives a data input signal DIN and a data output signal DOUT from the input / output port.

  The control device 30 is not limited to such a configuration, and may be realized including a plurality of CPUs.

  FIG. 8 is a flowchart showing a control structure of a program for power supply executed by the control device 30. The processing of this flowchart is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 8, when the process is started, first, in step S1, it is determined whether or not activation signal IGON has changed from an off state to an on state and activation has been instructed. If there is no activation instruction in step S1, the process proceeds to step S17, and the control returns to the main routine.

  If there is an activation instruction in step S1, the process proceeds to step S2. In step S2, system main relay SMRGA is switched from the off state to the on state. Subsequently, in step S3, system main relay SMRBA is switched from the off state to the on state. Thereby, the battery BA is connected to the power supply system.

  In step S4, control device 30 determines whether or not the operation mode is designated as the power supply mode by observing mode signal MODE. For example, when a plug of an electric load is physically connected to the socket 40 in FIG. 1, a signal MODE that designates the power supply mode may be automatically generated, or the driver or the like may switch the operation mode. An input device (such as a switch or a touch panel on a liquid crystal screen) for giving an instruction may be provided.

  If the power supply mode is not specified in step S4, the process proceeds to step S17, and the control returns to the main routine. If the power supply mode is specified in step S4, the process proceeds to step S5.

  In step S5, control device 30 instructs inverter 14 to perform power running operation of motor generator MG1, rotates motor generator MG1, cranks engine 4, and starts the engine. When engine 4 is started and autonomous operation is started, the process proceeds to step S6, and control device 30 sets system main relay SMRBB to an off state. As a result, the positive electrode of the battery BB is disconnected from the power supply system. The system main relay SMRGB may also be set to the off state at the same time.

  Further, the process of step S7 is executed when control corresponding to the case shown in FIG. 5 is performed. In step S7, control device 30 sets system main relay SMRBA to the off state. At this time, the system main relay SMRGA may be set to the OFF state at the same time. If step S7 is not executed, control corresponding to the case shown in FIGS. 3 and 4 is performed.

  When step S6 or step S7 ends, control device 30 causes engine ECU to operate the engine at a constant speed in step S8. In step S9, control device 30 instructs inverter 14 to perform regenerative operation of motor generator MG1, and causes motor generator MG1 to generate electric power using the torque of engine 4.

  In step S10, control device 30 causes voltage conversion unit 12 to operate as a single-phase AC inverter. That is, the voltage conversion unit 12 is a single-phase inverter that outputs the AC voltage VAC from the voltage VH.

  Further, in step S11, control device 30 causes external output relays RLA and RLB to conduct, and connects socket 40 to power supply lines PL1A and PL1B.

  In step S12, the regeneration amount of the inverter of MG1 is controlled in accordance with the power consumption of the electrical equipment connected to the socket 40.

  Further, in step S13, it is determined whether or not the designation of the power supply mode has been released. For example, the designation of the power supply mode is canceled by pulling out the plug of the electrical device from the socket 40 or receiving a designation cancellation instruction from the driver or the like by a switch operation or the like.

  If the designation of the power supply mode has not been canceled in step S13, the process in step S12 is continued. On the other hand, when the cancellation of designation of the power supply mode is detected in step S13, the process proceeds to step S14.

  In step S14, control device 30 turns off external output relays RLA and RLB, and disconnects socket 40 from power supply lines PL1A and PL1B.

  In step S15, control device 30 sets system main relay SMRBB set in the off state in step S6 to the on state again, and connects battery BB to the power supply system. If the system main relay SMRGB on the ground line side is also set to the off state, it is also returned to the on state in step S15.

  If step S7 is executed and the system main relay SMRBA is set to the OFF state, step S16 is executed. In step S16, control device 30 sets system main relay SMRBA set in the off state in step S7 to the on state again, and connects battery BA to the power supply system. If the system main relay SMRGA on the ground line side is also set to the off state, it is also returned to the on state in step S16. In step S17, control is transferred to the main routine.

  The above will be described generally with reference to FIGS. It can be said that the present invention relates to a control method for a power supply device of a vehicle having an electric power supply mode for supplying electric power to the outside of the vehicle as an operation mode. The power supply includes motor generators MG1 and MG2, inverters 14 and 22 electrically connected to motor generators MG1 and MG2, batteries BA and BB, and terminals T1 and T2 to which batteries BA and BB are connected, respectively, and inverters And a system main relay SMRBB that can disconnect the battery BB from the terminal T2 of the voltage converter 12. The voltage converter 12 has a terminal T3 to which the terminals 14 and 22 are connected. Including. The control method includes a step (S6) of setting the system main relay SMRBB in a disconnected state in the power supply mode, and generating a desired output voltage between the terminals T1 and T2 for the voltage conversion unit 12 in the power supply mode. Steps (S10, S12).

  Preferably, the power supply device for the vehicle further includes a system main relay SMRBA that can disconnect battery BA from terminal T1 of voltage conversion unit 12. The control method further includes a step (S3) of setting the system main relay SMRBA in a disconnected state in the power supply mode.

  Preferably, the control method further includes a step (S9) of operating motor generator MG1 as a generator in the power supply mode.

[Battery charging process]
It is also possible to accept charging power for the battery from the socket 40 of FIG. In this case, one battery is disconnected from the power supply system, and the other battery is charged.

  FIG. 9 is a diagram schematically showing a state where battery BB is disconnected in order to charge battery BA. When charging battery BB, battery BA is disconnected and the same control is performed.

  FIG. 10 is a diagram showing a modification of the power input / output control unit 140 in the functional block diagram of FIG.

  Referring to FIGS. 9 and 10, power input / output control unit 140 </ b> B includes subtraction unit 201 that obtains a difference between command value VH *, which is a target value of voltage VH, and voltage VH measured by the voltage sensor, and subtraction unit 201. PI processing unit 202 that performs proportional-integral processing (PI processing) on the output of, subtraction unit 203 that subtracts the output of PI processing unit 202 from voltage VL, and division unit that divides the output of subtraction unit 203 by voltage VH 204. Dividing unit 204 outputs command value MA1 for boost converter 12A.

  With such a configuration, boost converter 12A operates so that voltage VH matches command value VH *. The operation will be briefly described below.

  For example, if voltage VH is consistent with command value VH *, the output of PI processing unit 202 is zero, so command value MA1 calculated by subtraction unit 203 and division unit 204 is command value MA1 in FIG. It can be understood that

  When the voltage VH falls below the command value VH *, the output of the PI processing unit 202 becomes a positive value, so MA1 becomes a value smaller than VL / VH. This indicates that boost converter 12A works to increase VH. Conversely, when the voltage VH rises above the command value VH *, the output of the PI processing unit 202 becomes a negative value, so MA1 becomes a value larger than VL / VH. This indicates that boost converter 12A works to lower VH.

  The power input / output control unit 140B further includes a subtraction unit 206 for obtaining a difference between the charging current command value IB * for the battery BA and the current IB detected from the current sensor, and a proportional integration process (PI) for the output of the subtraction unit 206. PI processing unit 207 that performs processing), addition unit 208 that adds the input AC voltage VAC and the output of PI processing unit 207, division unit 209 that divides the output of addition unit 208 by voltage VH, and division unit 209 And an adder 210 for adding the command value MA1. Adder 210 outputs command value MB1 for boost converter 12B.

  With such a configuration, boost converter 12B operates so that current value IB matches command value IB * (AC value). The operation will be briefly described below.

  For example, if the current IB is consistent with the command value IB *, the output of the PI processing unit 207 is zero, so that the command value MAB calculated by the adding units 208 and 210 and the dividing unit 209 is as shown in FIG. It can be understood that it becomes equal to the command value MA2 when VOUT * is VAC.

  When the current IB falls below the command value IB *, the output of the PI processing unit 202 becomes a positive value, so the output of the division unit 209 becomes a value larger than VAC / VH. This indicates that boost converter 12B works so as to increase IB by decreasing VAC (so that the current flowing from the AC power supply via the relay increases). Conversely, when the current IB increases from the command value IB *, the output of the PI processing unit 202 becomes a negative value, so the output of the division unit 209 becomes a value smaller than VAC / VH. This indicates that boost converter 12B works so as to increase VAC and decrease IB (so that the current flowing from the AC power supply via the relay is reduced).

  That is, the battery BA is charged by controlling the current received from the AC power source.

  FIG. 11 is a flowchart showing a control structure of a program for charging executed by control device 30. The processing of this flowchart is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 11, when the process is started, it is first determined in step S51 whether or not the charging mode is designated as the operation mode. The charging mode may be automatically specified by detecting that the power supply plug is physically inserted into the socket 40 during parking, for example, or may be specified by the driver or the like using an input device such as a switch. Good.

  If the charging mode is not specified in step S51, the process proceeds to step S60 and the control returns to the main routine. On the other hand, if the charging mode is designated in step S51, the process proceeds to step S52.

  In step S52, it is determined whether or not the voltage sensor 42 detects the voltage VAC input from the outside. If the voltage VAC is detected in step S52, the process proceeds to step S53. If not detected, the process proceeds to step S60, and the control returns to the main routine.

  In step S53, system main relays SMRBB and SMRGB are set to an off state, and battery BB is disconnected from the power supply system. In step S54, system main relays SMRBA and SMRGA are set to the on state, and battery BA is connected to the power supply system. As a result, the battery BA is selected as the charging target. When battery BB is selected as a charging target, system main relays SMRBB and SMRGB are set to an on state, and system main relays SMRBA and SMRGA are set to an off state.

  Subsequent to step S54, the process of step S55 is performed. In step S55, the external output relays RLA and RLB (relays for receiving power from the outside in the charging mode) are changed from the off state to the on state, and the socket 40 is connected to the power supply lines PL1A and PL1B. In step S56, control device 30 controls voltage conversion unit 12 so that the charging current flows through battery BA. This control is a control in which calculation values corresponding to the functional block diagram shown in FIG. 10 are executed to calculate command values MA1 and MAB, and switching instructions based on the command values are given to boost converters 12A and 12B.

  Thereafter, it is determined in step S57 whether or not the charging mode designation has been canceled. If release is not performed in step S57, it is determined in step S58 whether or not the state of charge SOC of the battery to be charged is greater than a threshold value. If the charging state is not greater than the threshold value in step S58, charging is continued and the process returns to step S56.

  When the designation of the charging mode is canceled at step S57 (for example, when charging is stopped and the vehicle is started), and when the state of charge SOC exceeds the threshold value at step S58, the process proceeds to step S59. move on.

  In step S59, the external output relays RLA and RLB are changed from the on state to the off state, and the charging ends. In step S60, control is transferred to the main routine.

  From the above, the following can be understood. The power supply device for a vehicle further has a charging mode for receiving power from outside the vehicle and charging battery BB as an operation mode. In the charging mode, the control method of the power supply device for the vehicle includes the step of setting the system main relay SMRBB to the disconnected state (S53), and the voltage conversion unit 12 so that the charging current flows from the terminal T2 to the battery BB in the charging mode. Controlling (S56).

  The control methods disclosed in the above embodiments can be executed by software using a computer. A program for causing a computer to execute this control method is stored, for example, in the ROM 182 of FIG. Further, the program may be read from a recording medium (ROM, CD-ROM, memory card, etc.) recorded in a computer-readable manner into a computer in a vehicle control device, or may be provided through a communication line.

  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.

1 is a diagram showing a main configuration of a vehicle 100 according to the present embodiment. It is a functional block diagram of the control apparatus 30 of FIG. FIG. 3 is a functional block diagram illustrating a configuration of a voltage conversion control unit 131 in FIG. 2. It is the figure which simplified and showed the state which outputs electric power outside in the state in which battery BA was connected. It is the modification of the electric power input / output control part 140 part of FIG. 3 when both battery BA and BB are disconnected. It is the figure which simplified and showed the state which outputs electric power outside in the state from which both batteries BA and BB were disconnected. 2 is a diagram illustrating a general configuration when a computer is used as the control device 30. FIG. 3 is a flowchart showing a control structure of a program for power supply executed by a control device 30. It is the figure which simplified and showed the state which disconnected battery BB in order to charge battery BA. It is a figure which shows the modification of the power input / output control part 140 in the functional block diagram of FIG. 3 is a flowchart showing a control structure of a program for charging executed by control device 30.

Explanation of symbols

  2 wheel, 3 power split mechanism, 4 engine, 10A, 10B, 13, 42 voltage sensor, 11A, 11B, 24, 25 current sensor, 12 voltage converter, 12A, 12B boost converter, 14, 22 inverter, 15 U phase Arm, 16 V-phase arm, 17 W-phase arm, 23 inverter unit, 30 control device, 40 socket, 44 plug, 100 vehicle, 131 voltage conversion control unit, 132 MG1 inverter control unit, 133 MG2 inverter control unit, 134 Relay control unit, 140, 140A, 140B Power input / output control unit, 141, 142, 145, 204, 209 Division unit, 143, 146, 208, 210 Addition unit, 144 Constant output unit, 150 Normal travel control unit, 152 Power generation Machine drive required voltage calculator, 154 Motor drive required Pressure calculation unit, 156 maximum value selection unit, 162, 164 command value generation unit, 166 carrier generation unit, 167, 168 selector, 170, 172 modulation unit, 181 A / D converter, 184 interface unit, 186 bus, 201, 203, 206 Subtraction unit, 202, 207 PI processing unit, BA, BB battery, C2 capacitor, D1A, D2A, D1B, D2B, D3-D8 diode, L1A, L1B reactor, MG1, MG2 motor generator, PL1A, PL1B, PL2 Power line, Q1A, Q2A, Q1B, Q2B, Q3 to Q8 IGBT elements, RLA, RLB external output relay, SMRBA, SMRGA, SMRBB, SMRGB system main relay, SL ground line, T1 to T3 terminals.

Claims (14)

A power supply device for a vehicle having a power supply mode for supplying power to the outside of the vehicle as an operation mode,
Rotating electrical machinery,
An inverter electrically connected to the rotating electrical machine;
First and second power storage devices;
The first and second power storage devices are connected to the first and second terminals, respectively, and the inverter is connected to the third terminal, and the first to third terminals are mutually connected. A voltage converter for converting the voltage;
A first connecting portion capable of disconnecting the second power storage device from the second terminal of the voltage converting portion;
A control device for controlling the inverter, the voltage conversion unit and the first connection unit;
In the power supply mode, the control device sets the first connection unit in a disconnected state and causes the voltage conversion unit to generate a desired output voltage between the first and second terminals. A power supply device for a vehicle that performs control. The voltage converter is
A first voltage converter that performs voltage conversion between the first terminal and the third terminal;
The power supply device for a vehicle according to claim 1, further comprising a second voltage converter that performs voltage conversion between the second terminal and the third terminal.   The power supply device for a vehicle according to claim 1, wherein the control device operates the voltage conversion unit as a single-phase inverter to generate an AC voltage as the desired output voltage. A second connecting part capable of disconnecting the first power storage device from the first terminal of the voltage converter;
The control device controls the first and second connection portions to be disconnected and controls the voltage conversion portion to generate a desired output voltage between the first and second terminals. The power supply device for a vehicle according to any one of claims 1 to 3, wherein:   The power supply device for a vehicle according to any one of claims 1 to 4, wherein the control device controls the inverter so that the rotating electrical machine operates as a generator in the power supply mode. The power supply device of the vehicle further includes a charging mode for receiving power from outside the vehicle and charging the second power storage device as the operation mode,
In the charging mode, the control device sets the first connection portion to a disconnected state, and a charging current flows from the second terminal to the second power storage device with respect to the voltage conversion portion. The power supply device for a vehicle according to claim 1, which performs control.   The power supply device for a vehicle according to claim 6, wherein the voltage conversion unit receives an input voltage given from outside between the first and second terminals in the charging mode.   A vehicle provided with the power supply device of the vehicle of any one of Claims 1-7. A control method for a vehicle power supply device having a power supply mode for supplying power to the outside of the vehicle as an operation mode,
The power supply device
Rotating electrical machinery,
An inverter electrically connected to the rotating electrical machine;
First and second power storage devices;
The first and second power storage devices are connected to the first and second terminals, respectively, and the inverter is connected to the third terminal, and the first to third terminals are mutually connected. A voltage converter for converting the voltage;
Including a first connection portion capable of disconnecting the second power storage device from the second terminal of the voltage converter,
The control method is:
In the power supply mode, setting the first connection portion in a disconnected state;
And a step of generating a desired output voltage between the first and second terminals with respect to the voltage converter in the power supply mode. The power supply device of the vehicle is
A second connecting portion capable of separating the first power storage device from the first terminal of the voltage converter;
The method of controlling a power supply device for a vehicle according to claim 9, further comprising a step of setting the second connection portion in a disconnected state in the power supply mode.   The method of controlling a power supply device for a vehicle according to claim 9 or 10, further comprising a step of operating the rotating electric machine as a generator in the power supply mode. The power supply device of the vehicle further includes a charging mode for receiving power from outside the vehicle and charging the second power storage device as the operation mode,
In the charging mode, setting the first connection portion in a disconnected state;
12. The method according to claim 9, further comprising: controlling the voltage conversion unit so that a charging current flows from the second terminal to the second power storage device in the charging mode. A control method for a power supply device of a vehicle.   The computer-readable recording medium which recorded the program for making a computer perform the control method of any one of Claims 9-12.   The program for making a computer perform the control method of any one of Claims 9-12.

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