JP2008199807A - Controller for power supply circuit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To cut off the serial connection of two or more power storage mechanisms at a time, in simple constitution. <P>SOLUTION: An SMR 500 comprises an exciting coil where a coil 500C is wound on a core 500D, a movable iron piece 500A which is counterposed to this exciting coil, a return spring 500B which pulls this movable iron core 500A to the reverse side (the side in arrow direction in figure 4) of the exciting coil, contacts which are connected respectively to the eight points of contacts A-H among split units where a battery 220 for running has been divided into three units, and a switch 500E which applies the power of an auxiliary battery 221 to the coil 500C or breaks the current application. An ECU 400 stops the power supply to the exciting coil and divides the battery 220 for running into three units, if it is decided that large shock has worked on a vehicle. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle equipped with a driving motor such as an electric vehicle, a fuel cell vehicle, and a hybrid vehicle, and in particular, connects and disconnects a battery (hereinafter sometimes referred to as a power storage mechanism or a secondary battery) and a load. The present invention relates to a device for controlling a power supply circuit.

  2. Description of the Related Art Conventionally, a hybrid vehicle including a motor that operates with electric energy in addition to an engine that operates with combustion energy is known as a driving force for vehicle travel. The types of hybrid vehicles are large. (1) A series (series) hybrid system in which wheels are driven by motors and the engine operates as a power supply source to the motors, and (2) wheels are driven by both engines and motors. And a parallel (parallel) hybrid system. There is also a so-called parallel series hybrid system that has both of these functions.

  Outside the series hybrid system, the motor is used as an auxiliary drive source that assists the engine output. Such a hybrid vehicle, for example, assists the output of the engine with a motor during acceleration, and performs various controls such as charging the battery or the like with deceleration regeneration during deceleration to ensure the remaining capacity of the battery. However, the driver's request can be satisfied. Such a hybrid vehicle includes a power drive unit in order to drive or regenerate a motor. The power drive unit includes a plurality of switching elements, and drives or regenerates the motor by current control using the switching elements. The hybrid vehicle also includes a motor control device that outputs a control signal that causes the switching elements to perform switching.

  The above-described hybrid vehicle is equipped with a battery that stores electric power to be supplied to the motor, the motor is connected to the inverter, and the inverter is connected to the battery. As this battery, a secondary battery such as a nickel metal hydride battery or a lithium ion battery is employed. For example, in such a secondary battery, the output voltage per battery cell is about 1.2 V, and 6 cells are connected in series to form a 7.2 V battery module, and further 30 to 40 batteries are connected. The modules are connected in series and mounted on the vehicle as a battery pack of 216V to 288V. Such a battery pack is divided into 3 to 5 battery units and mounted on the floor panel of the vehicle or mounted under the floor of the luggage room.

  Patent Document 1 (Japanese Patent Application Laid-Open No. 6-84546) discloses an electric vehicle that can minimize the unbalance of inter-battery capacity of an electric vehicle that uses a high-voltage storage battery as a power source and can reduce the risk during maintenance and inspection. A storage battery device is disclosed. This storage battery device divides the high-voltage storage battery power supply of an electric vehicle into a plurality of storage battery groups, connects these via an electromagnetic switch, and switches between a discharge circuit and a charge circuit in conjunction with the ON / OFF of the start switch SW When charging, the battery is divided into a plurality of storage battery groups to form a parallel charging circuit.

According to this storage battery device, while preventing early life deterioration due to overcharging, the high voltage storage battery power supply is divided into a plurality of storage battery groups in parallel even while the electric vehicle is left unattended, thus reducing the risk associated with high voltage can do.
JP-A-6-84546

  However, in the storage battery device disclosed in Patent Document 1 described above, one electromagnetic switch (a total of four electromagnetic switches) is provided for each of the four storage battery groups. These four electromagnetic switches are controlled to be opened and closed by the controller. The four electromagnetic switches operate normally, and the wiring between the four electromagnetic switches and the controller is not disconnected or short-circuited. As a premise, it is possible to disconnect four storage battery groups in series (connected state in which a high voltage of about 200 V to 300 V is output from the battery pack) by switching once. However, if the above premise is not satisfied The series connection of the four storage battery groups cannot be disconnected by switching once. Furthermore, as many electromagnetic switches as the number of divided storage battery groups are required, and there is a concern about cost increase.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for a power supply circuit that can disconnect a series connection of a plurality of power storage mechanisms at a time with a simple configuration. Is to provide.

  A control device according to a first aspect controls a power supply circuit including a power storage mechanism for traveling mounted on a vehicle. In this power storage mechanism, a plurality of power storage units are connected in series via terminals to supply power to a traveling high voltage load. The control device includes a plurality of movable contacts that electrically connect any one of the positive electrode and negative electrode terminals of one power storage unit to a terminal on the other pole side of the other power storage unit, and a plurality of movable contacts. One excitation coil that is operated to electrically connect between them, and a switch that switches between supply and interruption of power to the excitation coil.

  According to 1st invention, there exists a secondary battery (a nickel hydride battery or a lithium ion battery) as an example of the electrical storage mechanism for running a vehicle. The voltage of these secondary batteries is 200 V to 300 V, and is particularly high compared with 12 V of the conventional auxiliary battery. This power storage mechanism (secondary battery) is divided into a plurality of power storage units (battery units) connected in series. The positive electrode side terminal of this power storage unit and the negative electrode side terminal of another power storage unit are electrically connected by one movable contact operated by one excitation coil, or are electrically disconnected. . Such a set of terminals exists corresponding to the number of divided power storage units. This set of terminals is electrically turned on (energized) and turned off (not energized) by one exciting coil. For this reason, a high voltage power storage mechanism can be separated into a plurality of low voltage power storage units simply by outputting an energization / non-energization command to one excitation coil to the switch. As a result, it is possible to provide a control device for a power supply circuit that can disconnect a series connection of a plurality of power storage mechanisms at once with a simple configuration.

  In addition to the configuration of the first invention, the control device according to the second invention has a means for detecting acceleration acting on the vehicle, and when the acceleration is greater than a threshold value assuming a vehicle collision, And a control means for controlling the switch such that the switch is not electrically connected.

  According to the second invention, there is a case where the power storage mechanism is damaged when the vehicle collides. In such a case, if the acceleration caused by the received collision is large, it is possible to separate the high-voltage power storage mechanism into a plurality of low-voltage power storage units simply by outputting a command signal to one excitation coil to the switch. it can. For this reason, even if the power storage mechanism is damaged and a short circuit occurs outside the power storage mechanism, the voltage can be lower than the total voltage of the power storage mechanism (voltage when all power storage units are connected in series). , Can increase safety.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle including the control apparatus according to the present embodiment will be described. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source (running source) for running a vehicle and a generator drive source. . Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. (It is not limited to so-called series type or parallel type hybrid vehicles). This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. The power storage mechanism may be a capacitor instead of a battery.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 that manages and controls a state (for example, SOC (State Of Charge)), an engine ECU 280 that controls the operating state of the engine 120, and a hybrid vehicle state. Accordingly, MG_ECU 300 that controls motor generator 140, battery ECU 260, inverter 240, and the like, and battery ECU 260, engine ECU 280, MG_ECU 300, etc. are mutually managed and controlled so that the hybrid vehicle can operate most efficiently. HV_ECU 320 and the like are included.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of battery for traveling 220 is lower than the rated voltage of motor 140A (MG (2) 140A) or motor generator 140B (MG (1) 140B), so that motor generator 140A (MG (2) When power is supplied to 140A) or motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power. When charging, the voltage is stepped down by this step-up converter, and charging power is supplied to the traveling battery 220.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). (E.g., ECU 400 in FIG. 3 is an example).

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so that the vehicle travels as follows. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, so that the control upper limit value is set to 80% and the control lower limit value is set to 30% in order to suppress deterioration of the battery of the traveling battery 220. The HV_ECU 320 The power generation and regeneration by the motor generator 140 and the motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  A power supply circuit controlled by the control device according to the embodiment of the present invention will be described with reference to FIG. The power supply circuit includes a traveling battery 220, a boost converter 242, an inverter 240, a capacitor C (1) 510, a capacitor C (2) 520, an SMR 500, and an ECU 400. The control device according to the present embodiment is realized by a program executed by ECU 400.

  Inverter 240 includes six IGBTs (Insulated Gate Bipolar Transistors) and six diodes connected in parallel to each IGBT so as to allow current to flow from the emitter side to the collector side of the IGBT. The inverter 240 converts the current supplied from the traveling battery 220 from a direct current to an alternating current by turning on / off (energizing / cutting off) the gate of each IGBT based on a control signal from the ECU 400. This is supplied to the generator 140. Inverter 240 and IGBT may use a well-known technique, and therefore, detailed description thereof will not be repeated here. In FIG. 3, when motor generator 140A (140B) is for driving, upper inverter 240 is a driving inverter, and when motor generator 140B (140A) is for power generation, a lower inverter is used. Reference numeral 240 denotes a power generation inverter.

  Boost converter 242 includes a reactor 311, NPN transistors 312 and 313, and diodes 314 and 315. Reactor 311 has one end connected to the power supply line of battery for traveling 220 and the other end connected to the intermediate point between NPN transistor 312 and NPN transistor 313, that is, between the emitter of NPN transistor 312 and the collector of NPN transistor 313. Is done. NPN transistors 312 and 313 are connected in series between the power supply line of inverter 240 and the ground line. The collector of the NPN transistor 312 is connected to the power supply line, and the emitter of the NPN transistor 313 is connected to the ground line. In addition, diodes 314 and 315 for passing a current from the emitter side to the collector side are connected between the collector and emitter of each NPN transistor 312 and 313.

  In step-up converter 242, NPN transistors 312 and 313 are turned on / off by ECU 400 to step up the DC voltage supplied from capacitor C (1) 510 and supply the output voltage to capacitor C (2) 520. Boost converter 242 steps down the DC voltage generated by motor generator 140 and converted by inverter 240 during regenerative braking of a hybrid vehicle or electric vehicle equipped with a motor drive circuit, and to capacitor C (1) 510. Supply. Capacitor C (2) 520 smoothes the voltage of the DC power supplied from boost converter 242 and supplies the smoothed DC power to inverter 240.

  Motor generator 140 is a three-phase AC motor. The rotating shaft of the motor generator 140 is connected to a drive shaft (not shown) of the vehicle as shown in FIG. 2, and transmits driving force to the driving wheels. The vehicle travels with the driving force from motor generator 140.

  Capacitor C (1) 510 is connected in parallel with inverter 240. Capacitor C (1) 510 temporarily accumulates electric charge in order to smooth the electric power supplied from traveling battery 220 or the electric power supplied from inverter 240. The smoothed electric power is supplied to the inverter 240 or the traveling battery 220.

  The SMR 500 is provided on the positive electrode side of the traveling battery 220 (it may be on the negative electrode side). More specifically, the SMR 500 is a main SMR for the positive electrode, has a main SMR on the negative electrode side, and a precharge SMR is provided in parallel with either the main SMR on the positive electrode side or the negative electrode side. A limiting resistor is connected in series to the precharge SMR. The precharge SMR is an SMR that is turned on (energized) before the main SMR having the same polarity as the precharge SMR is connected, and prevents an inrush current from flowing through the inverter 240. After the precharge process, the main SMR is turned on (energized), and electric power is supplied from the traveling battery 220 to the inverter 240 via the boost converter 242. The SMR 500 is controlled by the ECU 400. In addition, when the SMR 500 is switched from off (non-energized) to energized (on), such a precharge process is executed. However, this is not an essential part of the present invention, so the following In the description, it is described that the SMR 500 is turned on (energized).

  ECU 400 executes a program stored in a ROM (Read Only Memory) based on the amount of depression of an ignition switch (not shown), an accelerator pedal (not shown), the amount of depression of a brake pedal (not shown), etc. Then, the inverter 240 and each SMR are controlled to drive the vehicle in a desired state. ECU 400 is connected to ammeter 222 for detecting current value IB of battery 220 for traveling.

  The SMR 500 is a relay that closes a contact when an exciting current is applied to a coil. A relationship between the operating state of the SMR 500 and the position of the ignition switch will be described. When SMR is on, the energized state is indicated, and when SMR is off, the non-energized state is indicated.

  The ignition switch has an OFF (off) position, an ACC position, an ON (on) position, and a STA (start) position. When the power is shut off, that is, when the position of the ignition switch is in the OFF position, the SMR 500 Is turned off (not energized). That is, the excitation current for the coil of the SMR 500 is turned off. The ignition switch position is switched in the order of OFF position → ACC position → ON position → STA position, and automatically returns from the STA position to the ON position. The application of the present invention is not limited to such a switch.

  On the other hand, when the position of the ignition switch is switched from the ON position to the OFF position, ECU 400 turns off (non-energized) SMR 500. As a result, the electrical connection between the traveling battery 220 and the inverter 240 is cut off, and the power supply is cut off. At this time, the residual voltage on the drive circuit side is discharged, and the voltage value VH of the inverter 240 gradually converges to about 0 V (breaking voltage). In addition, the voltage value at the time of interruption | blocking does not necessarily need to be 0V, For example, the weak voltage value of about 2-3V may be sufficient.

  The traveling battery 220 and the SMR 500 will be described in detail with reference to FIGS. 4 and 5. 4 shows a state in which SMR 500 is turned off (non-energized) by ECU 400, and FIG. 5 shows a state in which SMR 500 is turned on (energized) by ECU 400.

  4 and 5, the portion of SMR 500 is viewed from above. As shown in FIG. 4, the SMR 500 includes an exciting coil in which a coil 500C is wound around an iron core 550D, a movable iron piece 500A provided opposite to the exciting coil, and the movable iron piece 500A on the opposite side of the exciting coil (see FIG. 4). 4, the return spring 500 </ b> B that is pulled in the direction of the arrow 4, the contact point A to H between the divided units when the traveling battery 220 is divided into three units, and the power of the auxiliary battery 221. Is configured with a switch 500E for energizing the coil 500C and interrupting the energization. In FIGS. 4 and 5, only the set of contacts A and B is described for the movable iron piece 500A and the return spring 500B, but the movable iron piece 500A and the return spring 500B are the same for the other set of contacts. Therefore, the reference numerals are omitted.

  In the state of FIG. 4, the ECU 400 outputs an off command signal to the switch 500E, and since the power of the auxiliary battery 221 is not supplied to the coil 500C, no current flows through the exciting coil, so the iron core 500D is not magnetized. Due to the force of the return spring 500B (the force in the direction of the arrow in FIG. 4), the movable iron piece 500A maintains a state where the two contacts (for example, the A contact and the B contact) are not electrically connected.

  In the state of FIG. 5, the ECU 400 outputs an ON command signal to the switch 500E, and the power of the auxiliary battery 221 is supplied to the coil 500C, so that a current flows through the exciting coil and the iron core 500D is magnetized. Against the force of the return spring 500B (force in the direction of the arrow in FIG. 5), the movable iron piece 500A maintains a state where two contacts (for example, an A contact and a B contact) are electrically connected. The movable iron piece 500A is a cantilevered thin rectangular parallelepiped having a hinge on the back side of the paper surface, assuming that the return spring 500B and two contacts (for example, the A contact and the B contact) are provided on the front side of the paper surface of FIG. .

  In the above description, it has been described that the divided contacts of the traveling battery 220 are electrically connected when the current from the auxiliary battery 221 is flowing through the coil 500C. Alternatively, the divided contacts of the traveling battery 220 may be electrically connected when no current is flowing through the coil 500C. Furthermore, although the battery 220 for driving | running | working was divided | segmented into three battery units and demonstrated the contact which carries out opening / closing control as 4 sets, this invention is not limited to such a division | segmentation number or the number of contact groups.

  As shown in FIGS. 4 and 5, ECU 400 is connected to ECU 400 for detecting an acceleration (impact value) applied to the vehicle in order to detect a collision of the hybrid vehicle. The G sensor 410 can detect acceleration in the vehicle front-rear direction (eg, forward acceleration is a positive value) and in the left-right direction (eg, rightward acceleration is a positive value).

  ECU 400 is connected to the ignition switch so that the state of the ignition switch can be detected.

  With reference to FIG. 6, a control structure of a program executed by ECU 400 to realize the control device for the power supply circuit according to the present embodiment will be described. This program is a subroutine and is repeatedly executed at a predetermined cycle time.

  In step (hereinafter step is abbreviated as S) 100, ECU 400 determines whether or not the ignition switch operated by the driver is at the start position. If the ignition switch is moved from the off position to the start position via the ACC position and the on position (YES in S100), the process proceeds to S200. If not (NO in S100), the process returns to S100 and waits until the ignition switch is set to the start position. That is, the following processing is performed after the ignition switch is moved to the start position and the SMR 500 is turned on (energized). As described above, the present invention is not limited to the ignition switch. For this reason, the timing for starting the following processing is not particularly limited to the timing at which the ignition switch is at the start position as long as the SMR 500 is turned on.

In S200, ECU 400 outputs an SMR on (energization) command signal to switch 500E. Since the switch 500E electrically connects the coil 500C and the auxiliary battery 221 and the electric power of the auxiliary battery 221 is supplied to the coil 500C, a current flows through the exciting coil, and the iron core 500D is magnetized and returned. The movable iron piece 500A electrically connects two contacts (for example, an A contact and a B contact) against the force of the spring 500B.
In S300, ECU 400 detects a signal from G sensor 410. In S400, ECU 400 calculates the absolute value of the impact. This is because the sign of the acceleration value is reversed in the front-rear direction and the sign of the acceleration value is reversed in the left-right direction.

  In S500, ECU 400 determines whether or not the absolute value of the impact is greater than a threshold value. This threshold value is set based on the acceleration when this hybrid vehicle collides with a vehicle or a fixed object. If the absolute value of the impact is greater than the threshold value (YES in S500), the process proceeds to S600. If not (NO in S500), the process proceeds to S700.

  In S600, ECU 400 outputs an SMR off (non-energized) command signal to switch 500E. Since the switch 500E electrically switches the coil 500C and the auxiliary battery 221 to the non-connected state, the electric power of the auxiliary battery 221 is not supplied to the coil 500C, so that no current flows through the exciting coil, and the magnetization of the iron core 500D Is eliminated, and the movable iron piece 500A switches the two contact points (for example, the A contact and the B contact) to the electrically disconnected state by the force of the return spring 500B. Thereafter, this process ends.

  In S700, ECU 400 determines whether or not the ignition switch operated by the driver is in the OFF position. If the ignition switch is turned from the on position to the off position via the ACC position (YES in S700), the process proceeds to S800. If not (NO in S700), the process returns to S300.

  In S800, ECU 400 outputs an SMR off (non-energized) command signal to switch 500E. Since operation of SMR 500 after switch 500E receives the SMR off (non-energization) command signal is the same as S600, description thereof will not be repeated. Thereafter, this process ends.

  An operation of ECU 400 that is the control device for the power supply circuit according to the present embodiment based on the above-described structure and flowchart will be described.

  When the vehicle driver changes the ignition switch from the OFF position to the start position via the ACC position and the ON position (YES in S100), an SMR on (energization) command signal is output to switch 500E, and SMR 500 is energized. Thus, the traveling battery 220 and the load are electrically connected.

  At this time, as shown in FIG. 5, the contact A and the contact B are electrically connected by the movable iron piece 500A, and similarly, the contact C and the contact D are electrically connected by the movable iron piece 500, and the contact E And the contact F are electrically connected by the movable iron piece 500, the contact G and the contact H are electrically connected by the movable iron piece 500, and a plurality of battery units of the traveling battery 220 are connected in series to obtain 216V. High-voltage power such as ˜288 V is supplied to the load (step-up converter 242 and inverter 240).

  The signal from the G sensor 410 is monitored (S300), the absolute value of the impact is calculated (S400), and if this hybrid vehicle collides with another vehicle or a fixed object, the absolute value of the impact larger than the threshold value is detected. A value is detected (YES in S500). In this case, regardless of the position of the ignition switch, an SMR OFF (non-energization) command signal is output to the switch 500E (S600). A set of contacts electrically connected by a movable iron piece (contact A and contact B, contact C and contact D, contact E and contact F, contact G and contact H) from a state of being electrically energized to a state of non-energization Is switched to.

  As described above, the battery for traveling having a high voltage of about 216V to 288V as a whole can be reduced to a voltage value corresponding to the number of divided battery units using one SMR. Therefore, even if the traveling battery is short-circuited externally, the current value flowing at that time can be reduced not to the total voltage of the traveling battery but to the voltage value of the divided battery unit, thereby improving safety. It becomes possible. In addition, the voltage value which flows at the time of an external short circuit can be reduced, so that a battery unit is divided | segmented into many numbers. Even at this time, according to the present invention, since it can be controlled by one SMR, many electromagnetic relays are not required and the cost is not increased.

  It should be noted that the condition for executing the processing of S600 may be when the service plug provided in the traveling battery is removed.

  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 control block diagram of a hybrid vehicle including a control device according to an embodiment of the present invention. It is a figure which shows the motive power division | segmentation mechanism of FIG. It is a figure which shows the structure of the power supply circuit controlled by the control apparatus which concerns on embodiment of this invention. FIG. 4 is a diagram (part 1) illustrating a detailed configuration in the vicinity of a traveling battery in FIG. 3; FIG. 4 is a diagram (part 2) illustrating a detailed configuration in the vicinity of the traveling battery in FIG. 3; It is a flowchart which shows the control structure of the program performed with ECU of FIG.

Explanation of symbols

  120 Engine, 140 Motor Generator, 160 Drive Wheel, 180 Reducer, 200 Power Dividing Mechanism, 220 Travel Battery, 222 Ammeter, 240 Inverter, 242 Boost Converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 320 HV_ECU, 400 ECU, 500 SMR, 510 Capacitor C (1), 520 Capacitor C (2).

Claims (2)

A control device for a power circuit including a power storage mechanism for traveling mounted on a vehicle,
The power storage mechanism is configured such that a plurality of power storage units are connected in series via terminals to supply power to a high voltage load for traveling,
The controller is
A plurality of movable contacts for electrically connecting any one of the positive electrode and the negative electrode of one power storage unit to a terminal on the other pole side of the other power storage unit;
One exciting coil that operates to electrically connect the terminals with respect to the plurality of movable contacts;
A control device for a power supply circuit, comprising: a switch for switching supply and interruption of power to the exciting coil. The controller is
Means for detecting acceleration acting on the vehicle;
2. The power supply circuit according to claim 1, further comprising control means for controlling the switch so that the terminals are not electrically connected when the acceleration is greater than a threshold value assuming a vehicle collision. Control device.

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