JP2008306864A - Controller for vehicle - Google Patents

Controller for vehicle Download PDF

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JP2008306864A
JP2008306864A JP2007152862A JP2007152862A JP2008306864A JP 2008306864 A JP2008306864 A JP 2008306864A JP 2007152862 A JP2007152862 A JP 2007152862A JP 2007152862 A JP2007152862 A JP 2007152862A JP 2008306864 A JP2008306864 A JP 2008306864A
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power storage
capacitor
vehicle
storage unit
control device
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JP2007152862A
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JP4828473B2 (en
Inventor
Yuji Ohori
勇二 大堀
Masaki Komuro
正樹 小室
Hideji Miyama
秀司 三山
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Subaru Corp
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Fuji Heavy Industries Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply

Abstract

<P>PROBLEM TO BE SOLVED: To enhance safety when an electricity accumulation unit equipped with a high output electricity accumulation means is used. <P>SOLUTION: An electricity accumulation unit 25 is accommodated in an engine room and the electricity accumulation unit 25 comprises a high capacity lead battery 26 and a high output lithium ion capacitor 27 connected in parallel with each other. The parallel circuit 28 of the electricity accumulation unit 25 is provided with a cut relay 29 switching of which is controlled based on the signals from open/close sensors 19 and 20 for detecting the open/close state of a front hood. Since the high output capacitor 27 can be separated from the electric equipment system by disconnecting the cut relay 29 when the front hood is opened, generation of spark can be suppressed in connecting a conduction cord 36 even when the power of the lead battery 26 is exhausted and the external power supply 35 is connected by opening the front hood, and thereby safety for the worker can be enhanced. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、第１蓄電手段とこれよりも高出力の第２蓄電手段とを併用する車両用制御装置に関する。   The present invention relates to a vehicle control device that uses a first power storage unit and a second power storage unit having a higher output than the first power storage unit.

停車時にエンジンを自動的に停止させることにより、燃料消費量を抑制するようにしたアイドリングストップ車両が開発されている。このアイドリングストップ車両は、エンジン停止条件が成立したときにはエンジンを自動的に停止する一方、エンジン始動条件が成立したときにはエンジンを自動的に始動するようにしている。このため、アイドリングストップ車両の走行状況によっては、頻繁にエンジンの再始動が要求されることになる。   An idling stop vehicle has been developed that suppresses fuel consumption by automatically stopping the engine when the vehicle is stopped. The idling stop vehicle automatically stops the engine when the engine stop condition is satisfied, and automatically starts the engine when the engine start condition is satisfied. For this reason, restart of the engine is frequently required depending on the traveling state of the idling stop vehicle.

このような車両特性から、エンジンを始動するスタータモータに電力を供給する蓄電デバイスにあっては、スタータモータを駆動する際の高出力特性と、頻繁にエンジンが再始動されても電力供給を継続するための高容量特性とが要求されることになる。このような高出力特性と高容量特性との双方を満足させるため、高出力型の蓄電デバイスと高容量型の蓄電デバイスとが並列に接続される蓄電ユニットを用いることが提案されている(たとえば、特許文献１参照)。
特開平８−３３１２０号公報 Due to these vehicle characteristics, power storage devices that supply power to the starter motor that starts the engine have high output characteristics when driving the starter motor, and power supply continues even when the engine is restarted frequently. Therefore, a high capacity characteristic is required. In order to satisfy both such high output characteristics and high capacity characteristics, it has been proposed to use an energy storage unit in which a high output energy storage device and a high capacity energy storage device are connected in parallel (for example, , See Patent Document 1).
JP-A-8-33120

しかしながら、高出力型の蓄電デバイスと高容量型の蓄電デバイスとを単に接続しただけでは、車両整備等を行う際の安全性を十分に確保することが困難となっていた。たとえば、蓄電ユニットの電力が枯渇してエンジンの再始動が困難となる場合には、蓄電ユニットに外部電源を接続してスタータモータを駆動する必要があるが、高出力型の蓄電デバイスから大電流が出力されることから、外部電源を接続する際に大きなスパークが発生し易くなっていた。このようなスパーク等の発生を抑制することにより、接続作業等の車両整備を行う際の安全性を確保することが望まれている。   However, it has been difficult to ensure sufficient safety when performing vehicle maintenance or the like simply by connecting a high-power storage device and a high-capacity storage device. For example, when it is difficult to restart the engine due to the depletion of the power of the power storage unit, it is necessary to connect an external power supply to the power storage unit and drive the starter motor. Therefore, a large spark tends to occur when an external power supply is connected. It is desired to ensure safety when performing vehicle maintenance such as connection work by suppressing the occurrence of such sparks and the like.

本発明の目的は、高出力型の蓄電手段を備えた蓄電ユニットを使用する際の安全性を向上させることにある。   An object of the present invention is to improve safety when using a power storage unit including a high-output power storage means.

本発明の車両用制御装置は、互いに並列接続される第１蓄電手段とこれよりも高出力の第２蓄電手段とを備える蓄電ユニットと、前記蓄電ユニットの並列回路に設けられ、所定の車両状況に基づいて前記蓄電ユニットの並列接続状態を解除するスイッチ手段とを有することを特徴とする。   The vehicle control device of the present invention is provided in a power storage unit including a first power storage means connected in parallel to each other and a second power storage means having a higher output than the first power storage means, and in a parallel circuit of the power storage units. Switch means for releasing the parallel connection state of the power storage units based on the above.

本発明の車両用制御装置は、前記スイッチ手段は、前記蓄電ユニットの収容ルームを開閉する開閉部材が開かれたときに、前記蓄電ユニットの並列接続状態を解除することを特徴とする。   The vehicle control device according to the present invention is characterized in that the switch means releases the parallel connection state of the power storage units when an opening / closing member that opens and closes a storage room of the power storage unit is opened.

本発明の車両用制御装置は、前記スイッチ手段は前記蓄電ユニットの並列接続状態を解除することにより、前記第２蓄電手段を電気的に切り離すことを特徴とする。   The vehicle control device according to the present invention is characterized in that the switch unit electrically disconnects the second power storage unit by releasing the parallel connection state of the power storage units.

本発明の車両用制御装置は、前記第１蓄電手段はバッテリであり、前記第２蓄電手段はキャパシタであることを特徴とする。   In the vehicle control apparatus of the present invention, the first power storage unit is a battery, and the second power storage unit is a capacitor.

本発明によれば、第１蓄電手段と第２蓄電手段とが並列接続される蓄電ユニットの並列回路に対し、所定の車両状況に基づいて蓄電ユニットの並列接続状態を解除するスイッチ手段を設けるようにしたので、状況に応じて蓄電ユニットから高出力の第２蓄電手段を切り離すことができ、車両の安全性を向上させることが可能となる。   According to the present invention, the switch means for releasing the parallel connection state of the power storage units based on a predetermined vehicle situation is provided for the parallel circuit of the power storage units in which the first power storage means and the second power storage means are connected in parallel. Therefore, the high power second power storage means can be disconnected from the power storage unit depending on the situation, and the safety of the vehicle can be improved.

以下、本発明の実施の形態を図面に基づいて詳細に説明する。図１はアイドリングストップ車両１０(以下、車両という)を示す概略図であり、図２は本発明の一実施の形態である車両用制御装置１１の構成を示す概略図である。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing an idling stop vehicle 10 (hereinafter referred to as a vehicle), and FIG. 2 is a schematic diagram showing a configuration of a vehicle control device 11 according to an embodiment of the present invention.

図１に示すように、車両１０のフロント部１２には、ダッシュパネル１３等によって収容ルームとしてのエンジンルーム１４が区画されるとともに、エンジンルーム１４を開閉するための開閉部材としてフロントフード１５が取り付けられている。また、フロントフード１５にはガスステー１６が取り付けられており、このガスステー１６によってフロントフード１５は開放側に付勢されている。さらに、フロントフード１５の先端部にはストライカ１７が取り付けられており、フロントフード１５を閉じたときには車体側のロック機構１８にストライカ１７が係合し、フロントフード１５を全閉位置に固定することが可能となっている。また、ガスステー１６やロック機構１８には開閉センサ１９，２０が取り付けられており、この開閉センサ１９，２０によってフロントフード１５の開閉状態が検出されるようになっている。なお、開閉センサ１９，２０の取付位置としてはガスステー１６やロック機構１８に限られることはなく、フロントフード１５の開閉状態が検出可能であれば他の位置に取り付けるようにしても良い。   As shown in FIG. 1, an engine room 14 as a storage room is defined on the front portion 12 of the vehicle 10 by a dash panel 13 and the like, and a front hood 15 is attached as an opening / closing member for opening and closing the engine room 14. It has been. In addition, a gas stay 16 is attached to the front hood 15, and the front hood 15 is biased to the open side by the gas stay 16. Further, a striker 17 is attached to the front end portion of the front hood 15, and when the front hood 15 is closed, the striker 17 is engaged with the lock mechanism 18 on the vehicle body side to fix the front hood 15 in the fully closed position. Is possible. In addition, open / close sensors 19 and 20 are attached to the gas stay 16 and the lock mechanism 18, and the open / close state of the front hood 15 is detected by the open / close sensors 19 and 20. The attachment positions of the open / close sensors 19 and 20 are not limited to the gas stay 16 and the lock mechanism 18, and may be attached to other positions as long as the open / close state of the front hood 15 can be detected.

また、車両１０にはパワーユニット２１が縦置きに搭載されており、このパワーユニット２１はエンジン２２とこれに連結される変速機２３とによって構成されている。さらに、パワーユニット２１にはエンジン２２の図示しないクランク軸に連結されるスタータモータ２４が組み付けられ、スタータモータ２４を駆動させることでエンジン２２を始動回転させることが可能となっている。スタータモータ２４や各種電装品に対して電力を供給するため、エンジンルーム１４には蓄電ユニット２５が収容されている。図２に示すように、この蓄電ユニット２５は、第１蓄電手段である鉛バッテリ２６と、第２蓄電手段であるリチウムイオンキャパシタ２７(以下、キャパシタという)とを備えている。鉛バッテリ２６とキャパシタ２７との正極端子は互いに接続されており、鉛バッテリ２６とキャパシタ２７との負極端子は互いに接続されている。つまり、鉛バッテリ２６とこれよりも高出力となるキャパシタ２７とを並列に接続することによって蓄電ユニット２５が構成されている。さらに、蓄電ユニット２５の並列回路２８にはスイッチ手段としてのカットリレー２９が設けられており、このカットリレー２９を切断状態に切り換えることによって、鉛バッテリ２６とキャパシタ２７との並列接続状態を解除することが可能となる。なお、カットリレー２９が切断状態に切り換えられた場合には、鉛バッテリ２６のみがスタータモータ２４等の負荷に対して接続され、キャパシタ２７は蓄電ユニット２５から電気的に切り離された状態となっている。   In addition, a power unit 21 is vertically mounted on the vehicle 10, and the power unit 21 includes an engine 22 and a transmission 23 connected to the engine 22. Further, the power unit 21 is assembled with a starter motor 24 connected to a crankshaft (not shown) of the engine 22, and the engine 22 can be started and rotated by driving the starter motor 24. In order to supply electric power to the starter motor 24 and various electrical components, a power storage unit 25 is accommodated in the engine room 14. As shown in FIG. 2, the power storage unit 25 includes a lead battery 26 that is a first power storage unit and a lithium ion capacitor 27 (hereinafter referred to as a capacitor) that is a second power storage unit. The positive terminals of the lead battery 26 and the capacitor 27 are connected to each other, and the negative terminals of the lead battery 26 and the capacitor 27 are connected to each other. That is, the power storage unit 25 is configured by connecting the lead battery 26 and the capacitor 27 having higher output in parallel. Further, the parallel circuit 28 of the power storage unit 25 is provided with a cut relay 29 as a switch means. By switching the cut relay 29 to a disconnected state, the parallel connection state of the lead battery 26 and the capacitor 27 is released. It becomes possible. When the cut relay 29 is switched to the disconnected state, only the lead battery 26 is connected to the load such as the starter motor 24, and the capacitor 27 is electrically disconnected from the power storage unit 25. Yes.

図２に示すように、車両用制御装置１１にはスタータモータ２４やカットリレー２９等を制御する制御ユニット３０が設けられており、この制御ユニット３０には開閉センサ１９，２０や図示しないイグニッションスイッチ等から各種信号が入力されている。制御ユニット３０は入力信号に基づいて制御信号を演算し、スタータモータ２４やカットリレー２９等に対して制御信号を出力するようになっている。なお、制御ユニット３０は、制御信号等を演算するＣＰＵを備えるとともに、制御プログラム、演算式、データ等を格納するＲＯＭや、一時的にデータを格納するＲＡＭを備えている。   As shown in FIG. 2, the vehicle control device 11 is provided with a control unit 30 for controlling a starter motor 24, a cut relay 29, and the like. The control unit 30 includes open / close sensors 19, 20 and an ignition switch (not shown). Etc., various signals are input. The control unit 30 calculates a control signal based on the input signal and outputs the control signal to the starter motor 24, the cut relay 29, and the like. The control unit 30 includes a CPU that calculates control signals and the like, and also includes a ROM that stores control programs, arithmetic expressions, data, and the like, and a RAM that temporarily stores data.

ここで、図３は蓄電ユニット２５の外観を示す斜視図であり、図４は蓄電ユニット２５を構成するキャパシタ２７を示す分解斜視図である。図３に示すように、蓄電ユニット２５はバッテリトレー３１が一体形成されるキャパシタケース３２を有しており、バッテリトレー３１には鉛バッテリ２６が搭載され、キャパシタケース３２にはキャパシタ２７が収容される構造となっている。図４に示すように、キャパシタケース３２内には４つのキャパシタセル３３からなるキャパシタ２７が収容されており、これらのキャパシタセル３３はバスバー３４を介して直列に接続された状態となっている。また、キャパシタセル３３間にはカットリレー２９が組み付けられており、このカットリレー２９を接続状態に切り換えることによってキャパシタセル３３の接続状態が維持され、カットリレー２９を切断状態に切り換えることによってキャパシタセル３３の接続状態が解除されるようになっている。   Here, FIG. 3 is a perspective view showing an external appearance of the power storage unit 25, and FIG. 4 is an exploded perspective view showing a capacitor 27 constituting the power storage unit 25. As shown in FIG. 3, the power storage unit 25 has a capacitor case 32 in which a battery tray 31 is integrally formed. A lead battery 26 is mounted on the battery tray 31, and a capacitor 27 is accommodated in the capacitor case 32. It has a structure. As shown in FIG. 4, a capacitor 27 including four capacitor cells 33 is accommodated in the capacitor case 32, and these capacitor cells 33 are connected in series via a bus bar 34. In addition, a cut relay 29 is assembled between the capacitor cells 33, and the connection state of the capacitor cell 33 is maintained by switching the cut relay 29 to the connection state, and the capacitor cell is switched by switching the cut relay 29 to the disconnection state. The connection state 33 is released.

なお、前述したリチウムイオンキャパシタ２７とは、リチウムイオン二次電池と電気二重層キャパシタとの蓄電原理を組み合わせた蓄電デバイスである。このリチウムイオンキャパシタ２７は、正極に電気二重層キャパシタの活性炭を採用することにより、正極側では電気二重層を利用して電荷を蓄積する一方、負極にリチウムイオンバッテリの炭素系材料を採用することにより、負極側では炭素系材料にリチウムイオンを担持(ドーピング)させて電荷を蓄積している。このような蓄電機構を採用することにより、高い出力密度を維持しながらエネルギー密度を引き上げることが可能となっている。また、負極の炭素系材料には所定量のリチウムイオンが予めドーピングされており、負極電位を低下させて蓄電デバイスのエネルギー密度が大幅に引き上げられている。   The lithium ion capacitor 27 described above is an electricity storage device that combines the electricity storage principles of a lithium ion secondary battery and an electric double layer capacitor. This lithium ion capacitor 27 uses an electric double layer capacitor activated carbon for the positive electrode, and accumulates charges on the positive electrode side using the electric double layer, while adopting a carbon-based material for the lithium ion battery for the negative electrode. Thus, on the negative electrode side, lithium ions are supported (doped) on the carbon-based material, and electric charges are accumulated. By adopting such a power storage mechanism, it is possible to increase the energy density while maintaining a high output density. In addition, a predetermined amount of lithium ions is pre-doped in the carbon-based material of the negative electrode, and the energy density of the electricity storage device is greatly increased by lowering the negative electrode potential.

これまで説明したように、高容量型の鉛バッテリ２６と高出力型のキャパシタ２７とを組み合わせて蓄電ユニット２５を構成することにより、必要に応じて大電流を出力することのできる高容量型の蓄電ユニット２５を得ることが可能となる。すなわち、多くのエネルギーを蓄えることが可能な鉛バッテリ２６と、大きな電流を出力することが可能なキャパシタ２７とを組み合わせることにより、蓄電ユニット２５の大型化を回避しながら低温環境下においてもエンジン始動時に必要な電流を十分に供給することが可能となる。   As described above, the high-capacity lead battery 26 and the high-power capacitor 27 are combined to form the power storage unit 25, so that a high-capacity type that can output a large current as required. The power storage unit 25 can be obtained. That is, by combining the lead battery 26 capable of storing a large amount of energy and the capacitor 27 capable of outputting a large current, the engine can be started even in a low temperature environment while avoiding an increase in the size of the power storage unit 25. It is possible to supply sufficient current sometimes.

ところで、高出力型のキャパシタ２７を蓄電ユニット２５に対して組み込む場合には、高出力型のキャパシタ２７に対する安全措置を講ずることが求められている。たとえば、長期間に渡って車両１０が放置されることによる鉛バッテリ２６の自己放電により、鉛バッテリ２６のエネルギー容量が大きく減少した場合には、エンジン２２を始動させるために採られる方法として後述するように外部電源３５が電装系に対して接続されることが多い。ここで、高出力型のキャパシタ２７が接続される電装系に対して単に外部電源３５を接続してしまうと、外部電源３５の通電コード３６を接続する際に大きなスパークを発生させてしまうおそれがある。   By the way, when incorporating the high output type capacitor 27 into the power storage unit 25, it is required to take safety measures for the high output type capacitor 27. For example, when the energy capacity of the lead battery 26 is greatly reduced due to self-discharge of the lead battery 26 due to the vehicle 10 being left unattended for a long period of time, a method adopted to start the engine 22 will be described later. Thus, the external power source 35 is often connected to the electrical system. Here, if the external power source 35 is simply connected to the electrical system to which the high-power capacitor 27 is connected, a large spark may occur when the energization cord 36 of the external power source 35 is connected. is there.

そこで、本発明の車両用制御装置１１は、外部電源３５の通電コード３６を接続するためにフロントフード１５が開かれ、開閉センサ１９，２０の少なくとも何れか一方から制御ユニット３０に対して開放信号が入力された場合には、制御ユニット３０からカットリレー２９に対して切断信号が出力され、鉛バッテリ２６とキャパシタ２７との並列接続状態を解除するようにしている。ここで、図５は車両１０の電装系に対して外部電源３５を接続した状態を示す概略図である。図５に示すように、フロントフード１５が開かれた車両状況においては、車両１０の電装系から自動的にキャパシタ２７が切り離されることになるため、外部電源３５を電装系に接続する際のスパーク発生を抑制することができ、作業者の安全性を向上させることが可能となる。さらに、フロントフード１５の開放によってカットリレー２９が切断状態に切り換えられるため、外部電源３５の接続作業だけでなくエンジンルーム１４内における他の整備作業を行う場合であっても安全性を向上させることが可能となる。   Therefore, in the vehicle control device 11 of the present invention, the front hood 15 is opened in order to connect the energization cord 36 of the external power source 35, and an open signal is sent to the control unit 30 from at least one of the open / close sensors 19 and 20. Is input from the control unit 30 to the cut relay 29, the parallel connection between the lead battery 26 and the capacitor 27 is released. Here, FIG. 5 is a schematic diagram showing a state in which the external power source 35 is connected to the electrical system of the vehicle 10. As shown in FIG. 5, in a vehicle situation where the front hood 15 is opened, the capacitor 27 is automatically disconnected from the electrical system of the vehicle 10, so that the spark when connecting the external power source 35 to the electrical system is shown. Generation | occurrence | production can be suppressed and it becomes possible to improve a worker's safety. Further, since the cut relay 29 is switched to the disconnected state by opening the front hood 15, not only the connection work of the external power source 35 but also the other maintenance work in the engine room 14 is improved. Is possible.

また、カットリレー２９によって鉛バッテリ２６とキャパシタ２７との並列接続状態が解除されるため、鉛バッテリ２６の劣化状態を適切に測定することが可能となる。ここで、図６は鉛バッテリ２６およびキャパシタ２７のサイクル特性を示す線図である。図６に示すように、キャパシタ２７にあっては、分極性電極に対するイオンの物理的な吸脱着によって充放電を行うことから、充放電を繰り返しても高い容量保持率を保つことが可能となっている。一方、鉛バッテリ２６にあっては、電気化学的な酸化還元反応によって充放電を行うことから、充放電を繰り返すことによって容量保持率が低下する傾向を有している。   Moreover, since the parallel connection state of the lead battery 26 and the capacitor 27 is canceled by the cut relay 29, the deterioration state of the lead battery 26 can be appropriately measured. Here, FIG. 6 is a diagram showing cycle characteristics of the lead battery 26 and the capacitor 27. As shown in FIG. 6, in the capacitor 27, since charge and discharge are performed by physical adsorption and desorption of ions with respect to the polarizable electrode, it is possible to maintain a high capacity retention rate even if charge and discharge are repeated. ing. On the other hand, the lead battery 26 is charged / discharged by an electrochemical oxidation-reduction reaction, and therefore, the capacity retention rate tends to decrease due to repeated charge / discharge.

この容量保持率は電圧や電流に基づいて算出されることになるが、蓄電ユニット２５の鉛バッテリ２６とキャパシタ２７とは並列に接続されることから、劣化し易い鉛バッテリ２６の電圧や電流を正確に測定することができず、図６に実線で示すように、キャパシタ２７の良好な蓄電状態に釣られて鉛バッテリ２６の劣化状態を判定することが困難となっている。しかしながら、本発明の車両用制御装置１１にあっては、フロントフード１５の開放によってカットリレー２９を切断するようにしたので、鉛バッテリ２６からキャパシタ２７を切り離すことができるため、図６に破線で示すように、キャパシタ２７の影響を受けることなく鉛バッテリ２６の劣化状態を正確に測定することが可能となる。   The capacity retention ratio is calculated based on the voltage and current. Since the lead battery 26 and the capacitor 27 of the power storage unit 25 are connected in parallel, the voltage and current of the lead battery 26 that is easily deteriorated are used. It cannot be measured accurately, and as shown by a solid line in FIG. 6, it is difficult to determine the deterioration state of the lead battery 26 due to the good storage state of the capacitor 27. However, in the vehicle control device 11 of the present invention, since the cut relay 29 is disconnected by opening the front hood 15, the capacitor 27 can be disconnected from the lead battery 26. Therefore, the broken line in FIG. As shown, the deterioration state of the lead battery 26 can be accurately measured without being affected by the capacitor 27.

また、衝突による車両事故が発生した場合には、衝突時の衝撃によってフロントフード１５が開方向に変形することから、車両衝突時にもカットリレー２９を切断状態に切り換えることが可能となっている。このように、車両事故の発生に伴って電装系からキャパシタ２７を切り離すことができるため、救助者等に対する二次的な影響を抑止することが可能となる。このような副次的効果を得るため、車両１０の衝突を検出する衝突センサからの検出信号や、衝突に伴うエアバッグの作動信号に基づいて、カットリレー２９を切断状態に切り換えるようにしても良い。   Further, when a vehicle accident due to a collision occurs, the front hood 15 is deformed in the opening direction by an impact at the time of the collision, so that it is possible to switch the cut relay 29 to the disconnected state even at the time of the vehicle collision. As described above, since the capacitor 27 can be disconnected from the electrical system in accordance with the occurrence of the vehicle accident, it is possible to suppress the secondary influence on the rescuer and the like. In order to obtain such a secondary effect, the cut relay 29 may be switched to a disconnected state based on a detection signal from a collision sensor that detects a collision of the vehicle 10 or an activation signal of an airbag accompanying the collision. good.

本発明は前記実施の形態に限定されることなく、その要旨を逸脱しない範囲で種々変更可能であることはいうまでもない。たとえば、第１蓄電手段として鉛バッテリ２６が設けられているが、これに限られることはなく、リチウムイオンバッテリ等の他の形式のバッテリを使用しても良い。また、第２蓄電手段としてリチウムイオンキャパシタ２７が設けられているが、これに限られることはなく、第２蓄電手段として電気二重層キャパシタを用いるようにしても良い。   Needless to say, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, although the lead battery 26 is provided as the first power storage means, the present invention is not limited to this, and other types of batteries such as a lithium ion battery may be used. Further, although the lithium ion capacitor 27 is provided as the second power storage means, the present invention is not limited to this, and an electric double layer capacitor may be used as the second power storage means.

また、前述の説明では、アイドリングストップ車両１０に対して本発明の車両用制御装置１１を適用するようにしているが、これに限られることはなく、動力源としてエンジンと駆動モータとを備えたハイブリッド車両に対して本発明の車両用制御装置１１を適用しても良い。さらに、アイドリングストップ機能を持たない車両に対して本発明の車両用制御装置１１を適用することも可能である。   Further, in the above description, the vehicle control device 11 of the present invention is applied to the idling stop vehicle 10, but the present invention is not limited to this, and an engine and a drive motor are provided as power sources. The vehicle control device 11 of the present invention may be applied to a hybrid vehicle. Furthermore, the vehicle control device 11 of the present invention can be applied to a vehicle that does not have an idling stop function.

アイドリングストップ車両を示す概略図である。It is the schematic which shows an idling stop vehicle. 本発明の一実施の形態である車両用制御装置の構成を示す概略図である。It is the schematic which shows the structure of the control apparatus for vehicles which is one embodiment of this invention. 蓄電ユニットの外観を示す斜視図である。It is a perspective view which shows the external appearance of an electrical storage unit. 蓄電ユニットを構成するリチウムイオンキャパシタを示す分解斜視図である。It is a disassembled perspective view which shows the lithium ion capacitor which comprises an electrical storage unit. 車両の電装系に対して外部電源を接続した状態を示す概略図である。It is the schematic which shows the state which connected the external power supply with respect to the electrical system of a vehicle. 鉛バッテリおよびリチウムイオンキャパシタのサイクル特性を示す線図である。It is a diagram which shows the cycling characteristics of a lead battery and a lithium ion capacitor.

符号の説明Explanation of symbols

１１ 車両用制御装置
１４ エンジンルーム(収容ルーム)
１５ フロントフード(開閉部材)
２５ 蓄電ユニット
２６ 鉛バッテリ(第１蓄電手段，バッテリ)
２７ リチウムイオンキャパシタ(第２蓄電手段，キャパシタ)
２８ 並列回路
２９ カットリレー(スイッチ手段) 11 Vehicle Control Device 14 Engine Room (Containment Room)
15 Front hood (opening / closing member)
25 Power storage unit 26 Lead battery (first power storage means, battery)
27 Lithium ion capacitor (second power storage means, capacitor)
28 Parallel circuit 29 Cut relay (switch means)

Claims (4)

互いに並列接続される第１蓄電手段とこれよりも高出力の第２蓄電手段とを備える蓄電ユニットと、
前記蓄電ユニットの並列回路に設けられ、所定の車両状況に基づいて前記蓄電ユニットの並列接続状態を解除するスイッチ手段とを有することを特徴とする車両用制御装置。 A power storage unit comprising first power storage means connected in parallel to each other and second power storage means having a higher output than the first power storage means;
A control device for a vehicle, comprising switch means provided in a parallel circuit of the power storage unit and releasing a parallel connection state of the power storage units based on a predetermined vehicle situation. 請求項１記載の車両用制御装置において、
前記スイッチ手段は、前記蓄電ユニットの収容ルームを開閉する開閉部材が開かれたときに、前記蓄電ユニットの並列接続状態を解除することを特徴とする車両用制御装置。 The vehicle control device according to claim 1,
The control device for a vehicle, wherein the switch means releases the parallel connection state of the power storage units when an opening / closing member that opens and closes a storage room of the power storage unit is opened. 請求項１または２記載の車両用制御装置において、
前記スイッチ手段は前記蓄電ユニットの並列接続状態を解除することにより、前記第２蓄電手段を電気的に切り離すことを特徴とする車両用制御装置。 The vehicle control device according to claim 1 or 2,
The vehicle control device according to claim 1, wherein the switch unit electrically disconnects the second power storage unit by releasing a parallel connection state of the power storage units. 請求項１〜３のいずれか１項に記載の車両用制御装置において、
前記第１蓄電手段はバッテリであり、前記第２蓄電手段はキャパシタであることを特徴とする車両用制御装置。 The vehicle control device according to any one of claims 1 to 3,
The vehicle control device, wherein the first power storage means is a battery, and the second power storage means is a capacitor.
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JP2011108372A (en) * 2009-11-12 2011-06-02 Asahi Kasei Corp Module for power supply device and automobile equipped with this
JP2011139614A (en) * 2009-12-29 2011-07-14 Asahi Kasei Corp Power supply system, power supply module used in the same, and portable equipment having the system and module
JP2011188706A (en) * 2010-03-11 2011-09-22 Fuji Electric Co Ltd Uninterruptible power supply apparatus
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EP2367261A3 (en) * 2010-03-17 2014-09-10 Shin-Kobe Electric Machinery Co., Ltd. Direct-current power source apparatus
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JP2015011850A (en) * 2013-06-28 2015-01-19 三洋電機株式会社 On-vehicle power supply device, and vehicle provided with the power supply device
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WO2020261475A1 (en) * 2019-06-27 2020-12-30 ヤマハ発動機株式会社 Leaning vehicle
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