JP2009303308A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further properly charge a traveling battery, when an external power supply and the traveling battery are connected, in a state with a system start switch turned on. <P>SOLUTION: In a hybrid automobile 20, when the power switch 81 is turned on in a vehicle-stopped state, a traveling relay 56 is forcibly turned off (steps S130 to S170), on the condition that the connection of a connector 101 of a charger 100 and a vehicle-side connector 61 be detected by a connector sensor 62 so that the electrical connection of a traveling in-vehicle apparatus, such as, a hybrid ECU 70 and a low-voltage battery 55 is released. Also on the condition that charge start requirement from the charger 100 side be accepted, a charge relay 57 is turned on, after the traveling relay 56 is forcibly turned off (steps S180, S190). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle having an electric motor capable of outputting driving power, and a traveling battery configured to be able to exchange electric power with the electric motor and to be charged by electric power from an external power source, and a control method thereof.

2. Description of the Related Art Conventionally, an electric vehicle including a battery that can be charged using an external commercial AC power source, a drive circuit for driving, and a charging circuit for charging is known (see, for example, Patent Document 1). In this electric vehicle, exclusive control is performed by the circuit switching means so that the driving circuit and the charging circuit do not work simultaneously, and the priority of the driving circuit is set higher than that of the charging circuit. Conventionally, a charging outlet that can be connected to an external charger for charging a battery mounted on the vehicle body, a main power switch that can drive a traveling motor powered by the battery in an ON state, and charging 2. Description of the Related Art There is known an electric vehicle including switch means provided between a power outlet and a battery so that both can be electrically connected and disconnected, and a controller that performs various controls (for example, see Patent Document 2). . The controller for the electric vehicle controls the switch means to be in a conductive state when the OFF state of the main power switch is detected and the stop state of the electric vehicle is detected. Further, conventionally, a vehicle equipped with a power storage mechanism, a drive control unit that receives a power from the power storage mechanism and drives a load, and a main relay provided between the power storage mechanism and the drive control unit is known. (See, for example, Patent Document 3). In this vehicle, driving of the vehicle is permitted by setting the main relay to the power supply state. However, when the connector of the external power source is connected to the connector of the drive control unit, power supply to the drive control unit is prohibited. The main relay is controlled as described above.
JP-A-7-39013 JP-A-5-95607 JP 2006-223057 A

  By the way, when the vehicle is stopped by stopping the vehicle as described above, the driver may forget to turn off the system activation switch for instructing the system activation of the entire vehicle. If the vehicle battery can be charged when the vehicle battery and the external power supply are connected in the state where the vehicle is stopped and the system activation switch is turned on, the vehicle battery is originally used when the vehicle is running. The battery for traveling is charged in a state where electric power is supplied from the auxiliary battery to the in-vehicle device, which leads to deterioration of charging efficiency. In this case, since the power is supplied from the auxiliary battery to the in-vehicle device even after the charging of the running battery using the electric power from the external power source is completed, the remaining auxiliary battery remains. There is also a risk of capacity reduction.

  In view of the above, the main object of the present invention is to charge the running battery more appropriately when the external power source and the running battery are connected in a state where the system start switch is turned on.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the main object.

The vehicle according to the present invention is
A vehicle having an electric motor capable of outputting power for traveling, and a traveling battery configured to be able to exchange electric power with the electric motor and to be charged by electric power from an external power source,
A system startup switch for instructing system startup;
Auxiliary battery that can exchange power with various in-vehicle devices,
First relay means for allowing electrical connection between the in-vehicle device for traveling and the auxiliary battery used when the vehicle is traveling when the system activation switch is on;
A second relay means capable of allowing an electrical connection between the in-vehicle device for charging used when charging the battery for traveling using the external power source and the auxiliary battery;
Detecting means for detecting whether or not the external power source and the traveling battery are connected;
When the system start switch is turned off in a stopped state, the detection means detects the connection between the external power source and the traveling battery and accepts a charge start request from the external power source side. On the condition that the second relay means is turned on, and when the system start switch is turned on in the stop state, the detecting means detects the connection between the external power source and the traveling battery. On the condition, the first relay means is forcibly turned off so that the electrical connection between the in-vehicle device for traveling and the auxiliary battery is released, and charging from the external power supply side is started. Control means for turning on the second relay means after the first relay means is forcibly turned off on the condition that a request is accepted;
Is provided.

  In this vehicle, when the system start switch is turned off when the vehicle is stopped, the detection means detects the connection between the external power source and the traveling battery and accepts a charge start request from the external power source side. Then, the second relay means is turned on, whereby the electrical connection between the in-vehicle device for charging and the auxiliary battery is allowed, and the traveling battery can be charged by the electric power from the external power source. On the other hand, when the system start switch is turned on while the vehicle is stopped, the in-vehicle device for traveling and the auxiliary battery are connected on condition that the connection between the external power source and the traveling battery is detected by the detecting means. The first relay means is forcibly turned off so that the electrical connection is released, and the first relay means is provided on the condition that a charge start request from the external power supply side is accepted. The second relay means is turned on after being forcibly turned off. As a result, even if the external power supply and the traveling battery are connected while the vehicle is stopped and the system start switch is turned on, the traveling battery is charged while power is supplied from the auxiliary battery to the in-vehicle device for traveling. However, charging of the traveling battery can be performed more appropriately in a state where the charging in-vehicle device and the auxiliary battery are electrically connected. Needless to say, a part of the in-vehicle device for traveling and a part of the in-vehicle device for charging may overlap.

  Further, when the system activation switch is turned on while the vehicle is stopped, the control means turns off the first relay means when the detection means detects the connection between the external power source and the traveling battery. It is also possible to execute a predetermined pre-process to be executed before being performed, and forcibly turn off the first relay means after the completion of the pre-process. Thereby, the state of the vehicle after the 1st relay means is turned off can be maintained more appropriately.

  Furthermore, the vehicle may further include an internal combustion engine capable of outputting driving power. That is, the vehicle according to the present invention may be configured as a so-called hybrid vehicle.

A vehicle control method according to the present invention includes:
An electric motor capable of outputting driving power, a driving battery configured to be able to exchange electric power with the electric motor and to be charged by electric power from an external power source, a system start switch for instructing system start, An auxiliary battery capable of exchanging electric power with various in-vehicle devices, and an electrical connection between the in-vehicle device used for traveling of the vehicle and the auxiliary battery when the system start switch is turned on. First relay means that is allowed, and second relay that can allow electrical connection between the on-vehicle device for charging used for charging the battery for traveling using the external power source and the auxiliary battery. And a vehicle control method comprising:
When the system start switch is turned off while the vehicle is stopped, a connection between the external power source and the traveling battery is detected and a charge start request from the external power source side is accepted. When the second relay means is turned on and the system start switch is turned on when the vehicle is stopped, the on-vehicle vehicle for traveling is provided on the condition that the connection between the external power source and the traveling battery is detected. The first relay means is forcibly turned off so that the electrical connection between the device and the auxiliary battery is released, and the charge start request from the external power supply side is accepted. Turning on the second relay means after the first relay means is forcibly turned off under conditions;
Is included.

  According to this method, even if the external power supply and the traveling battery are connected in a state where the vehicle is stopped and the system start switch is turned on, the power is supplied from the auxiliary battery to the in-vehicle device for traveling. The battery is not charged, and the traveling battery can be more appropriately charged in a state where the in-vehicle device for charging and the auxiliary battery are electrically connected.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle according to an embodiment of the present invention. The hybrid vehicle 20 shown in the figure includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to the crankshaft of the engine 22, a motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, and a power distribution and integration. A motor MG2 connected to a ring gear shaft 32a as an axle connected to the mechanism 30, a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20, and power control in the hybrid vehicle 20 A power supply electronic control unit (hereinafter referred to as a “power supply ECU”) 80 to be executed is provided.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon fuel such as gasoline or light oil. Fuel injection control and ignition timing control by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Receives intake control and the like. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. The crankshaft of the engine 22 is connected to the carrier 34 as the engine side rotation element, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. , The power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a via the differential gear 38 to the wheels 39a and 39b which are drive wheels.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with a high-voltage battery (traveling battery) 50 via inverters 41 and 42. I do. As shown in FIG. 1, a boost converter 53 is connected to the high voltage battery 50 via a system main relay 52, and the boost converter 53 is connected to inverters 41 and 42 via a smoothing capacitor 54. The power line connecting the inverters 41 and 42 and the high voltage battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and is generated by one of the motors MG1 and MG2. Can be consumed by the other motor. Therefore, the high voltage battery 50 is charged / discharged by electric power generated from one of the motors MG1 and MG2 or insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the high voltage battery 50 is charged. Will not be charged or discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, for example, a signal from a rotational position detection sensor (not shown) that detects the rotational position of the rotor of the motors MG1 and MG2, or a current sensor (not shown). The phase currents and the like of the motors MG1 and MG2 are input, and the motor ECU 40 outputs switching control signals and the like to the inverters 41 and 42. The motor ECU 40 executes a rotation speed calculation routine (not shown) based on the signal input from the rotation position detection sensor, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on the control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The high voltage battery 50 is configured as a nickel hydride secondary battery or a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 51. In addition, the high voltage battery 50 of the embodiment is configured to be able to be charged with electric power from a charger 100 outside the vehicle connected to an external power source such as a household power source (AC 100 V). That is, the vehicle side connector 61 is connected to the neutral point of the motors MG1 and MG2 (the neutral point of the multiphase winding) as shown in FIG. 1, and the vehicle side connector 61 and the charger 100 outside the vehicle are connected. The high voltage battery 50 can be charged with electric power from an external power source by connecting the connector 101 and controlling the inverters 41 and 42 and the like. If the high-voltage battery 50 is charged using the charger 100 before the hybrid vehicle 20 starts to travel in this way, the hybrid vehicle 20 can start traveling with the high-voltage battery 50 fully charged. It becomes. The high voltage battery 50 is connected to a low voltage battery (auxiliary battery) 55 used as a power source for various in-vehicle devices (auxiliaries) via a DC / DC converter (voltage conversion means) (not shown). The low voltage battery 55 is also managed by the battery ECU 51.

  The battery ECU 51 receives signals necessary for managing the high voltage battery 50 and the like, for example, a battery temperature Tb from a temperature sensor (not shown) attached to the high voltage battery 50, and between the terminals of the high voltage battery 50 and the low voltage battery 55. The voltage between terminals from the installed voltage sensor (not shown), the charging / discharging current from the current sensor (not shown) installed in the power line connected to the output terminals of the high voltage battery 50 and the low voltage battery 55 are input. Furthermore, the battery ECU 51 outputs data related to the state of the high voltage battery 50 to the hybrid ECU 70 by communication as necessary. Then, in order to manage the high voltage battery 50, the battery ECU 51 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, or charges the high voltage battery 50 based on the remaining capacity SOC. Input limit Win and high voltage battery as charge allowable power which is power allowed for charging high voltage battery 50 based on required discharge power (target charge / discharge power) Pb * or based on remaining capacity SOC and battery temperature Tb The output limit Wout as discharge allowable power, which is power allowable for 50 discharges, is calculated.

  The power supply ECU 80 is configured as a microcomputer centering on a CPU (not shown) that is operated by electric power constantly supplied from the low-voltage battery 55. In addition to the CPU, a ROM that stores a processing program and a RAM that temporarily stores data. , I / O ports, communication ports, etc. As shown in FIG. 1, the power supply ECU 80 has an on / off signal from a power switch (system activation switch) 81 for instructing system activation of the entire hybrid vehicle 20 arranged on a panel or the like on the front surface of the driver's seat, A detection signal or the like is input from a connector sensor 62 that is attached to the vehicle-side connector 61 for charging the high-voltage battery 50 and detects whether or not the connector 101 of the charger 100 outside the vehicle is connected to the vehicle-side connector 61. The The power supply ECU 80 sets a predetermined power switch flag Fpwr to a value of 1 when the power switch 81 is turned on by the driver, and sets the power switch flag Fpwr to a value of 0 when the power switch 81 is turned off by the driver. . When power supply ECU 80 receives a signal indicating that connector 101 of charger 100 is connected to vehicle-side connector 61 from connector sensor 62, power supply ECU 80 sets a predetermined charging connector flag Fcc to a value of 1 and When a signal indicating that the connector 101 of the charger 100 is not connected to the connector 61 is received, the charging connector flag Fcc is set to 0. Further, the power supply ECU 80 outputs a control signal for controlling on / off of the traveling relay 56 (first relay means) and the charging relay 57 (second relay means) via the output port. . Here, the traveling relay 56 allows electrical connection between the low-voltage battery 55 and the in-vehicle device for traveling such as an electronic control unit such as the hybrid ECU 70 and the engine ECU 24 and various accessories used when the hybrid vehicle 20 is traveling. The connection is canceled. The charging relay 57 electrically connects the low-voltage battery 55 and the in-vehicle device for charging such as the hybrid ECU 70, the motor ECU 40, the battery ECU 51, and the inverters 41 and 42 used when charging the high-voltage battery 50 using an external power source. The connection is permitted and the connection is released.

  The hybrid ECU 70 is configured as a microprocessor centered on a CPU (not shown). In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port (all shown) (Omitted). The hybrid ECU 70 includes a shift position SP from a shift position sensor that detects a shift position SP that is an operation position of the shift lever, an accelerator opening Acc from an accelerator pedal position sensor that detects an amount of depression of an accelerator pedal, and depression of a brake pedal. The brake pedal stroke BS from the brake pedal stroke sensor for detecting the amount, the vehicle speed V from the vehicle speed sensor, and the like are input via the input port. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 51, the power supply ECU 80, etc. via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 51, the power supply ECU 80, etc. And exchanging data. The hybrid ECU 70 outputs a control signal for on / off control of the system main relay 52, a switching control signal to the boost converter 53, and the like.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle is based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the calculated torque based on the required torque is output to the ring gear shaft 32a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required torque is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, the torque conversion operation mode for driving and controlling the motors MG1 and MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required torque and the power required for charging and discharging the high-voltage battery 50 The engine 22 is operated and controlled so that power corresponding to the sum is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the high-voltage battery 50 is included in the power distribution and integration mechanism 30 and the motor. The required torque is accompanied by torque conversion by MG1 and motor MG2. Charge / discharge operation mode in which the motors MG1 and MG2 are driven and controlled so that the closed torque is output to the ring gear shaft 32a. There are motor operation modes for operation control. Further, in the hybrid vehicle 20 of the embodiment, when a predetermined condition is satisfied under the torque conversion operation mode or the charge / discharge operation mode, intermittent operation for automatically stopping and starting the engine 22 is executed.

  Next, the operation when the hybrid vehicle 20 configured as described above is stopped will be described. FIG. 2 is a flowchart illustrating an example of a stop-time control routine that is executed every predetermined time by the power supply ECU 80 of the embodiment when the hybrid vehicle 20 is stopped.

  At the start of the stop-time control routine of FIG. 2, the CPU (not shown) of the power supply ECU 80 starts the charging from the vehicle speed V, the values of the driving mode flag Fmod, the power switch flag Fpwr, the charging connector flag Fcc, and the charging device 100. Data input processing required for control such as a request signal (oscillation signal) is executed (step S100). Here, the operation mode flag Fmod is set to a value 1 when, for example, the hybrid ECU 70 charges the high-voltage battery 50 with electric power from an external power source, and is set to a value 0 during other normal driving. Yes, in step S100, the value of the operation mode flag Fmod is input from the hybrid ECU 70 by communication. Further, as values of the power switch flag Fpwr and the charging connector flag Fcc, those set by the power supply ECU 80 and stored in a predetermined storage area as described above are input. Further, the charging start request signal is transmitted from the charger 100 when the connector 101 of the charger 100 and the vehicle-side connector 61 are connected, or when the set time of the timer of the charger 100 has elapsed. .

  Next, it is determined whether or not the power switch flag Fpwr is a value 1, that is, whether or not the power switch 81 is turned on (step S110). The power switch flag Fpwr is a value 1 and the power switch 81 is turned on. If yes, it is further determined whether or not the operation mode flag Fmod is 0 (step S120). If it is determined in step S120 that the operation mode flag Fmod has a value of 0 and charging of the high voltage battery 50 using electric power from the external power source has not been executed, the hybrid vehicle 20 is in a stopped state, and It is determined whether or not the charging connector flag Fcc is a value 1 (step S130). In step S130 of the embodiment, if the vehicle speed V input in step S100 is 0, it is determined that the hybrid vehicle 20 is stopped. If an affirmative determination is made in step S130, that is, if the hybrid vehicle 20 is stopped and the connector 101 of the charger 100 is connected to the vehicle-side connector 61, the power switch 81 is turned on. In order to cause the plurality of electronic control units including the hybrid ECU 70 that is operating to perform necessary processing before the travel relay 56 is shut off, the travel relay is shut off to the target electronic control unit. A pre-processing execution command is transmitted (step S140). Here, the traveling relay cutoff pre-processing includes, for example, a discharge process in which the system main relay 52 is turned off to discharge the smoothing capacitor 54 and the like, a process of writing necessary data into the nonvolatile memory, and the like.

  After the process of step S140, it is checked whether or not the travel relay cutoff pre-processing by each electronic control unit is completed (step S150), and if the travel relay cutoff pre-process by each electronic control unit is complete ( In step S160, the traveling relay 56 is turned off (step S170). Subsequently, it is determined whether or not a charge start request signal from the charger 100 has been received (step S180). If the charge start request signal has not been received, the processes after step S100 are executed again. Thereby, when a negative determination is made in step S180, a parking state substantially the same as the state where the power switch 81 is turned off is realized. If it is determined in step S180 that the charging start request signal from the charger 100 has been received, the charging relay 57 is turned on (step S190), and the target hybrid ECU 70 and motor ECU 40 are turned on. Then, a charge start command is transmitted to the battery ECU 51 or the like to charge the high voltage battery 50 using an external power supply (step S200), and this routine is terminated. If it is determined in step S110 that the power switch flag Fpwr is 0 and the power switch 81 is turned off, it is determined whether or not the charging connector flag Fcc is 0 (step S210). ) If the charging connector flag Fcc is 0, the processing after step S100 is executed again. If it is determined in step S210 that the charging connector flag Fcc is 1, the process of step S180 described above is executed, and if the charging start request signal from the charger 100 is received, charging is performed. The relay 57 is turned on (step S190), and a charge start command is transmitted to the hybrid ECU 70 and the like to execute charging of the high voltage battery 50 using an external power supply (step S200), and this routine is terminated.

  As described above, in the hybrid vehicle 20 of the embodiment, when the power switch (system start switch) 81 is turned off in the stopped state, the connector 101 (external power source) of the charger 100 and the vehicle side connector are connected by the connector sensor 62. 61 (high voltage battery 50) is detected and charging relay 57 is turned on on the condition that a charging start request signal from the charger 100 side is received (steps S180 and S190). Electrical connection between the low-voltage battery 55 and the in-vehicle device for charging such as the hybrid ECU 70, the motor ECU 40, the battery ECU 51, and the inverters 41 and 42 is allowed, and the high-voltage battery 50 can be charged with electric power from an external power source. On the other hand, when the power switch 81 is turned on while the vehicle is stopped, the hybrid ECU 70 is started on the condition that the connector sensor 62 detects the connection between the connector 101 of the charger 100 and the vehicle-side connector 61. The traveling relay 56 is forcibly turned off so that the electrical connection between the traveling on-vehicle device and the low-voltage battery 55 is released (steps S130 to S170), and the charging start request from the charger 100 side The charging relay 57 is turned on after the traveling relay 56 is forcibly turned off on the condition that is accepted (steps S180 and S190). As a result, even when the connector 101 of the charger 100 and the vehicle-side connector 61 are connected in a state where the vehicle is stopped and the power switch 81 is turned on, the high-voltage is supplied while power is supplied from the low-voltage battery 55 to the in-vehicle device for traveling. The battery 50 is not charged, and the high-voltage battery 50 can be more appropriately charged in a state where the in-vehicle device for charging and the low-voltage battery 55 are electrically connected. Further, in the hybrid vehicle 20 of the embodiment, when the system start switch is turned on while the vehicle is stopped, the traveling relay 56 is detected when the connector sensor 62 detects the connection between the connector 101 of the charger 100 and the vehicle-side connector 61. A predetermined traveling relay pre-cutting process to be executed before turning off is performed (steps S140 to S160), and the traveling relay 56 is forcibly turned off after completion of the traveling relay pre-cutting process (step S140 to S160). S170). As a result, the state of the hybrid vehicle 20 after the traveling relay 56 is turned off can be maintained more appropriately, and the high voltage battery 50 can be efficiently charged with the electric power from the external power source.

  Note that the hybrid vehicle 20 according to the above embodiment includes the engine 22 and the motor MG2 each capable of outputting driving power, but the vehicle according to the present invention is limited to such a hybrid vehicle 20. However, it goes without saying that the vehicle may be an electric vehicle including a motor capable of outputting driving power. In the hybrid vehicle 20, the ring gear shaft 32a as the axle and the motor MG2 reduce the rotational speed of the motor MG2 and transmit it to the ring gear shaft 32a, for example, two shift stages of Hi and Lo, or It may be connected via a transmission that has three or more speed stages and changes the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Furthermore, although the hybrid vehicle 20 outputs the power of the motor MG2 to the ring gear shaft 32a, the application target of the present invention is not limited to this. That is, according to the present invention, as in a hybrid vehicle 120 as a modification shown in FIG. 3, the power of the motor MG2 is connected to the ring gear shaft 32a (the axle to which the wheels 39a and 39b as drive wheels are connected). May be applied to those that output to different axles (axles connected to the wheels 39c, 39d in FIG. 3).

  Here, the correspondence between the main elements of the above embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the motor MG2 capable of outputting driving power corresponds to the “electric motor”, and can exchange electric power with the motor MG2 and can be charged with electric power from an external power source. 50 corresponds to a “traveling battery”, a power switch 81 for instructing system activation corresponds to a “system activation switch”, and a low voltage battery 55 capable of exchanging electric power with various in-vehicle devices is an “auxiliary battery”. The traveling relay 56 that allows electrical connection between the in-vehicle device for traveling used when the hybrid vehicle 20 is traveling and the low-voltage battery when the power switch 81 is turned on is “first relay means”. ”And the electrical connection between the low-voltage battery 55 and the in-vehicle device for charging used when charging the high-voltage battery 50 using an external power source. And the connector sensor 62 that detects whether or not the connector 101 of the charger 100 and the vehicle-side connector 61 are connected to each other corresponds to the “second relay means”. When the power switch 81 is turned off when the vehicle is stopped, the connector sensor 62 detects the connection between the connector 101 of the charger 100 and the vehicle-side connector 61 and starts charging from the charger 100 side. When the charging relay 57 is turned on on the condition that the request signal is received and the power switch 81 is turned on in the stop state, the connector sensor 62 connects the connector 101 of the charger 100 and the vehicle-side connector 61. The traveling relay 56 is forced so that the electrical connection between the in-vehicle device for traveling and the battery for auxiliary equipment is released on the condition that the connection of the vehicle is detected. The power supply ECU 80 that turns on the charging relay 57 after the traveling relay 56 is forcibly turned off on the condition that the charging start request signal is received from the charger 100 is “control means”. It corresponds to. In the above-described embodiments, the engine 22 corresponds to an “internal combustion engine”.

  However, the “motor” is not limited to the synchronous generator motor such as the motor MG2, and may be any other type such as an induction motor. The “traveling battery” may be of any type other than the high voltage battery 50 as long as it can exchange electric power with the electric motor and can be charged with electric power from an external power source. The “system start switch” may be of any type other than the power switch 81 as long as it is an instruction for starting the system. The “auxiliary battery” may be of any type other than the low voltage battery 55 as long as it can exchange electric power with various in-vehicle devices. As long as the “first relay means” allows electrical connection between the in-vehicle device for traveling and the auxiliary battery used when the vehicle is traveling when the system is activated, the traveling relay 56 Any other type other than the above may be used. The “second relay means” is a charging relay as long as it allows electrical connection between the in-vehicle device for charging used when charging the traveling battery using an external power source and the auxiliary battery. Any type other than 57 may be used. The “control means” indicates that when the system start switch is turned off while the vehicle is stopped, the connection between the external power source and the traveling battery is detected and a charge start request from the external power source side is accepted. If the second relay means is turned on under the condition and the system start switch is turned on in the stop state, the first relay means is provided on the condition that the connection between the external power source and the traveling battery is detected. And the second relay means is turned on after the first relay means is forcibly turned off on the condition that the charge start request from the external power supply side is accepted. Any type other than the power supply ECU 80 may be used. The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of vehicles such as hybrid vehicles and electric vehicles.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle according to an embodiment of the present invention. It is a flowchart which shows an example of the control routine at the time of a stop performed by power supply ECU80 of an Example. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification.

Explanation of symbols

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 38 differential gear, 39a-39d wheels 40, motor electronic control unit (motor ECU), 41, 42 inverter, 50 high voltage battery, 51 battery electronic control unit (battery ECU), 52 system main relay, 53 boost converter, 54 smoothing capacitor, 55 low voltage battery, 56 Driving relay, 57 Charging relay, 61 Vehicle side connector, 70 Hybrid electronic control unit (hybrid ECU), 80 Power supply electronic control unit (power supply ECU), 81 Power Switch, 100 charger, 101 connector, MG1, MG2 motor.

Claims (4)

A vehicle having an electric motor capable of outputting power for traveling, and a traveling battery configured to be able to exchange electric power with the electric motor and to be charged by electric power from an external power source,
A system startup switch for instructing system startup;
Auxiliary battery that can exchange power with various in-vehicle devices,
First relay means for allowing electrical connection between the in-vehicle device for traveling and the auxiliary battery used when the vehicle is traveling when the system start switch is on;
A second relay means capable of allowing an electrical connection between the in-vehicle device for charging used when charging the battery for traveling using the external power source and the auxiliary battery;
Detecting means for detecting whether or not the external power source and the traveling battery are connected;
When the system start switch is turned off in a stopped state, the detection means detects the connection between the external power source and the traveling battery and accepts a charge start request from the external power source side. On the condition that the second relay means is turned on, and the system start switch is turned on in a stop state, the detection means detects the connection between the external power source and the traveling battery. On the condition, the first relay means is forcibly turned off and the charging from the external power source side is started so that the electrical connection between the in-vehicle device for traveling and the auxiliary battery is released Control means for turning on the second relay means after the first relay means is forcibly turned off on the condition that a request is accepted;
A vehicle comprising: The vehicle according to claim 1,
The control means turns off the first relay means when the detection means detects the connection between the external power source and the battery for traveling when the system activation switch is turned on in a stationary state. A vehicle that executes predetermined pre-processing to be executed before and forcibly turns off the first relay means after completion of the pre-processing.   The vehicle according to claim 1, further comprising an internal combustion engine capable of outputting driving power. An electric motor capable of outputting driving power, a driving battery configured to be able to exchange electric power with the electric motor and to be charged by electric power from an external power source, a system start switch for instructing system start, An auxiliary battery capable of exchanging electric power with various in-vehicle devices, and an electrical connection between the in-vehicle device used for traveling of the vehicle and the auxiliary battery when the system start switch is turned on. First relay means that is allowed, and second relay that can allow electrical connection between the on-vehicle device for charging used for charging the battery for traveling using the external power source and the auxiliary battery. And a vehicle control method comprising:
When the system start switch is turned off while the vehicle is stopped, a connection between the external power source and the traveling battery is detected and a charge start request from the external power source side is accepted. When the second relay means is turned on and the system start switch is turned on when the vehicle is stopped, the on-vehicle vehicle for traveling is provided on the condition that the connection between the external power source and the traveling battery is detected. The first relay means is forcibly turned off so that the electrical connection between the device and the auxiliary battery is released, and a charge start request from the external power supply side is accepted. Turning on the second relay means after the first relay means is forcibly turned off under conditions;
A method for controlling a vehicle including:

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