JP2010272247A - Power supply device and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately carry out temperature raising of a secondary cell concerning a power supply device and a hybrid vehicle. <P>SOLUTION: When a master battery 50 is at a low temperature and when both slave batteries 60, 62 are separated from inverters 41, 42 sides, execution of temperature raising control is allowed to control an engine 22, motors MG1, MG2, a master-side boosting circuit 55 and a slave-side boosting circuit 65 with the use of a whole charging-discharging demand power set for temperature raising control. When either one of the slave batteries 60, 62 is connected to the inverters 41, 42 sides, execution of temperature raising control by charging and discharging of the master battery 50 is not allowed, the engine 22, the motors MG1, MG2, the master-side boosting circuit 55 and the slave-side boosting circuit 65 are controlled with the use of the whole charging-discharging demand power set in the same manner as in a normal temperature range. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power supply device and a hybrid vehicle.

  Conventionally, this type of power supply device includes a battery, a boost converter that converts a voltage between the battery and an inverter that drives an AC motor, and a capacitor that is provided between the boost converter and the inverter. Has been proposed (see, for example, Patent Document 1). In this device, when the battery temperature is lower than the threshold value, the output voltage of the boost converter is intentionally oscillated to repeatedly input and output power to the capacitor, so that the battery is charged with the current that flows when the battery is charged and discharged. The temperature is rising.

JP 2007-12568 A

  By the way, in the power supply device provided with the 1st battery connected to the inverter, and the 2nd battery connected to the inverter via connection release parts, such as a relay, when performing control for heating up a 1st battery In addition, when the connection release unit is on and the temperature of the second battery is higher than the temperature of the first battery, a larger amount of electric power is input to and output from the second battery than the first battery, and the first battery is not sufficiently heated. Nevertheless, the temperature of the second battery may rise more.

  The main object of the power supply device and the hybrid vehicle of the present invention is to appropriately raise the temperature of the secondary battery.

  The power supply device and the hybrid vehicle of the present invention employ the following means in order to achieve the main object described above.

The power supply device of the present invention is
A power supply device for exchanging power with a device that operates by electric power,
A first battery unit having one secondary battery connected to the device;
A second battery unit having at least one secondary battery;
A connection release means for connecting and releasing the connection of the secondary battery of the second battery unit to the device;
When a temperature increase request for the secondary battery of the first battery unit is made, the secondary battery of the first battery unit is in a disconnected state where the secondary battery of the second battery unit is not connected to the device. Temperature increase control permission means for permitting execution of temperature increase control by charging and discharging, and not permitting execution of temperature increase control when the secondary battery of the second battery unit is connected to the device;
It is a summary to provide.

  In the power supply device of the present invention, when a temperature increase request for the secondary battery of the first battery unit is made, the first battery unit is in a disconnected state where the secondary battery of the second battery unit is not connected to the device. The execution of the temperature rise control by charging / discharging the secondary battery is permitted, and the execution of the temperature rise control is not permitted when the secondary battery of the second battery unit is connected to the device. Thereby, in the former case, the secondary battery of the first battery unit can be heated by executing the temperature rise control, and in the latter case, the secondary battery and the second battery of the first battery unit. It is possible to prevent the temperature of the secondary battery having a higher temperature from rising due to insufficient temperature rise of the secondary battery having the lower temperature among the secondary batteries. That is, the temperature of the secondary battery of the first battery unit can be more appropriately increased.

  In such a power supply device of the present invention, the temperature increase control permitting unit is configured such that when the temperature increase request for the secondary battery of the first battery unit is made, even when the secondary battery of the first battery unit is in the connected state. It may be a means for permitting execution of the temperature increase control when the difference between the temperature of the battery and the temperature of the secondary battery of the second battery unit is equal to or lower than a predetermined temperature. Further, the temperature increase control permitting means is configured to limit the input / output of the secondary battery of the first battery unit when the temperature increase request for the secondary battery of the first battery unit is made, even in the connected state. When the difference from the input / output restriction of the second battery unit is equal to or less than a predetermined value, the temperature increase control may be permitted. In these cases, the temperature increase control can be executed in more situations.

  Further, in the power supply device of the present invention, the second battery unit has a plurality of secondary batteries, and the temperature increase control permission unit is configured to request a temperature increase of the secondary battery of the first battery unit. In the above, when all the secondary batteries of the second battery unit are not connected to the device, the temperature rise control is permitted to be executed as in the disconnected state, and at least one second battery of the second battery unit is permitted. When the secondary battery is connected to the device, execution of the temperature increase control is not permitted as in the connected state.

  Furthermore, in the power supply device of the present invention, between the first power, which is the power exchanged between the secondary battery of the first battery unit and the device, between the secondary battery of the second battery unit and the device. Distribution ratio adjusting means capable of adjusting a distribution ratio which is a ratio with the second power which is the power exchanged in the above, and the input and output of the secondary battery of the first battery unit when the first power is in the connected state A distribution ratio adjustment control means for controlling the distribution ratio adjustment means so that the second electric power is within the input / output restriction range of the secondary battery of the second battery unit while being within the limit range. It can also be. In this way, in the connected state, the first power can be within the input / output limit range of the secondary battery of the first battery unit and the second power can be input / output of the secondary battery of the second battery unit. Can be within limits. In this case, the distribution ratio adjusting means adjusts the voltage between the first battery voltage system connected to the secondary battery of the first battery unit and the high voltage system connected to the device, with the adjustment of the voltage. The first step-up / step-down circuit for exchanging and the voltage adjustment between the second battery voltage system connected to the secondary battery of the second battery unit via the connection release means and the high voltage system The second step-up / step-down circuit for exchanging electric power can also be used.

  The hybrid vehicle of the present invention includes an internal combustion engine capable of outputting driving power, a generator capable of generating power using the power from the internal combustion engine, an electric motor capable of inputting / outputting driving power, and the device. The power supply device of the present invention according to any one of the above-described embodiments for exchanging electric power with the generator and the electric motor, that is, basically, a power supply device for exchanging electric power with a device operated by electric power, A first battery unit having one secondary battery connected to the device, a second battery unit having at least one secondary battery, and connection and connection of the secondary battery of the second battery unit to the device When a request for raising the temperature of the secondary battery of the first battery unit is made and when the secondary battery of the second battery unit is in a connection release state where the secondary battery is not connected to the device The first battery part Allowing the temperature rise control to be performed by charging / discharging the secondary battery, and allowing the temperature rise control not to allow the temperature rise control to be executed when the secondary battery of the second battery unit is connected to the device. And a control means for controlling the internal combustion engine, the generator, and the electric motor so as to travel while performing the temperature increase control when execution of the temperature increase control is permitted, It is a summary to provide.

  In the hybrid vehicle of the present invention, since the power supply device of the present invention according to any one of the above-described aspects is mounted, the effects exhibited by the power supply device of the present invention, for example, the temperature rise of the secondary battery of the first battery unit is more appropriate. The same effects as those that can be performed can be obtained.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power supply device as one embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb1 of the master battery 50, and input / output restrictions Win1, Wout1. It is explanatory drawing which shows an example of the relationship between the electrical storage amount SOC1 of the master battery 50, and the correction coefficient of input / output restrictions Win1, Wout1. 5 is a flowchart showing an example of a low temperature control routine executed by the hybrid electronic control unit 70 when the master battery 50 is at a low temperature. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is a flowchart which shows an example of a whole charging / discharging request | requirement power setting process. It is explanatory drawing which shows an example of the map for whole charging / discharging request | requirement power setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power supply device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution and integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30 via a reduction gear 35, and motors MG1 and MG2 are driven. Inverters 41 and 42, a chargeable / dischargeable master battery 50, a master booster circuit 55 that boosts power from the master battery 50 and supplies the boosted power to the inverters 41 and 42, and the master battery 50 and the master booster circuit 55. System main relay 56 for connecting to and disconnecting from the battery, and chargeable / dischargeable slave batteries 60 and 62 The slave side booster circuit 65 boosts the power from the slave batteries 60 and 62 and supplies the boosted power to the inverters 41 and 42, and the connection and release of the connection between the slave batteries 60 and 62 and the slave side booster circuit 65 respectively. System main relays 66 and 67 to be performed, and a hybrid electronic control unit 70 for controlling the entire vehicle. Hereinafter, for convenience of explanation, the inverters 41 and 42 from the master booster 55 and the slave booster 65 are referred to as a high voltage system, and the master battery 50 from the master booster 55 is referred to as a first low voltage system. The slave battery 60, 62 side from the slave side booster circuit 65 is referred to as a second low voltage system. The power supply device of the embodiment mainly includes a master battery 50, slave batteries 60, 62, a master side booster circuit 55, a slave side booster circuit 65, system main relays 56, 66, 67, and a hybrid electronic control unit 70. Corresponds.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  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 rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 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 gear mechanism 37 and the differential gear 38 to the drive wheels 39a and 39b of the vehicle.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. While exchanging electric power, electric power is exchanged with the slave batteries 60 and 62 via the inverters 41 and 42 and the slave side booster circuit 65. A power line (hereinafter referred to as a high voltage system power line) 54 connecting the inverters 41 and 42, the master side booster circuit 55 and the slave side booster circuit 65 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. Thus, the electric power generated by one of the motors MG1 and MG2 can be consumed by another motor. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The master side booster circuit 55 and the slave side booster circuit 65 are configured as a known boost converter. The master side booster circuit 55 is connected to a power line (hereinafter referred to as a first low voltage system power line) 59 connected to the master battery 50 via a system main relay 56 and the above-described high voltage system power line 54, The power of the master battery 50 is boosted and supplied to the inverters 41 and 42, or the power acting on the inverters 41 and 42 is stepped down to charge the master battery 50. The slave side booster circuit 65 is connected to the slave battery 60 via the system main relay 66 and also connected to the slave battery 62 via the system main relay 67 (hereinafter referred to as a second low voltage system power line). 69 and the high voltage system power line 54, and boosts the power of the slave battery (hereinafter referred to as a connected slave battery) connected to the slave side booster circuit 65 among the slave batteries 60 and 62 to boost the inverters 41 and 42. Or the power applied to the inverters 41 and 42 is stepped down to charge the connected slave battery. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage power line 54, and a smoothing capacitor 58 is connected to the positive and negative buses of the first low voltage power line 59. Is connected, and a smoothing capacitor 68 is connected to the positive and negative buses of the second low-voltage power line 69.

  Each of the master battery 50 and the slave batteries 60 and 62 is configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has signals necessary for managing the master battery 50 and the slave batteries 60 and 62, for example, an inter-terminal voltage Vb 1 from a voltage sensor (not shown) installed between terminals of the master battery 50. A charge / discharge current Ib1 from a current sensor (not shown) attached to the output terminal on the positive electrode side, a battery temperature Tb1 from a temperature sensor 51 attached to the master battery 50, and a slave battery 60, 62 are installed between the terminals. Voltages between terminals Vb2, Vb3 from a voltage sensor (not shown) and charging / discharging currents Ib2, Ib3 from a current sensor (not shown) attached to output terminals on the positive side of the slave batteries 60, 62 are respectively applied to slave batteries 60, 62. Battery temperature Tb2 from the attached temperature sensors 61, 63 b3 etc. are inputted, it outputs the hybrid electronic control unit 70 via communication data relating to the state of the master battery 50 and the slave batteries 60 and 62 as needed. Further, the battery ECU 52 calculates the storage amount SOC1 based on the integrated value of the charge / discharge current Ib1 detected by a current sensor (not shown) in order to manage the master battery 50, or the calculated storage amount SOC1 and the battery temperature Tb1. In order to calculate the input / output limits Win1 and Wout1 that are the maximum allowable power that may charge / discharge the master battery 50 based on the above, and to manage the slave batteries 60 and 62, it is detected by a current sensor (not shown). Based on the integrated values of the charge / discharge currents Ib2 and Ib3, the storage amounts SOC2 and SOC3 are calculated, or the input / output limit Win2 of the slave batteries 60 and 62 is calculated based on the calculated storage amounts SOC2 and SOC3 and the battery temperatures Tb2 and Tb3. , Wout2, Win3, Wout3. The input / output limits Win1 and Wout1 of the master battery 50 set the basic values of the input / output limits Win1 and Wout1 based on the battery temperature Tb1, and the input limiting correction coefficient and the input based on the stored amount SOC1 of the master battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win1 and Wout1 by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb1 of the master battery 50 and the input / output limits Win1, Wout1, and FIG. 3 shows an example of the relationship between the charged amount SOC1 of the master battery 50 and the correction coefficients of the input / output limits Win1, Wout1. Indicates. The input / output limits Win2, Wout2, Win3, Wout3 of the slave batteries 60, 62 can be set similarly to the input / output limits Win1, Wout1 of the master battery 50. In the embodiment, the master battery 50 and the slave batteries 60 and 62 have the same rated capacity and the same temperature characteristics.

  In the second low voltage system, a charger 90 is connected in parallel to the slave batteries 60 and 62 with respect to the slave side booster circuit 65, and a vehicle side connector 92 is connected to the charger 90. The vehicle-side connector 92 is formed so that an external power supply-side connector 102 connected to an AC external power supply (for example, a household power supply (AC100V)) 100 that is a power supply outside the vehicle can be connected. The charger 90 includes a charging relay that connects and disconnects the second low-voltage system and the vehicle-side connector 92, an AC / DC converter that converts AC power from the external power source 100 into DC power, and AC / DC. A DC / DC converter that converts the voltage of the DC power converted by the converter and supplies the converted voltage to the second low-voltage system.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a voltage (high voltage system voltage) VH from the voltage sensor 57 a attached between the terminals of the capacitor 57 and a voltage from the voltage sensor 58 a attached between the terminals of the capacitor 58 ( First low voltage system voltage) VL1, voltage from voltage sensor 68a attached between terminals of capacitor 68 (second low voltage system voltage) VL2, ignition signal from ignition switch 80, slave side boost circuit 65 The current Ibs from the current sensor 65a attached to the terminal on the high voltage system power line 54 side, the shift position SP from the shift position sensor 82 that detects the operating position of the shift lever 81, and the accelerator that detects the amount of depression of the accelerator pedal 83 Accelerator opening Acc, pedal position from pedal position sensor 84 A brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of Kipedaru 85, a vehicle speed V from a vehicle speed sensor 88 is input through the input port. From the hybrid electronic control unit 70, a switching control signal to the switching element of the master side booster circuit 55, a switching control signal to the switching element of the slave side booster circuit 65, and a drive signal to the system main relays 56, 66, 67 , A control signal to the charger 90 is output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. In the hybrid vehicle 20 of the embodiment, the shift position SP detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R position). and so on.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, the required power, and charging / discharging of the master battery 50 and the slave batteries 60 and 62 The engine 22 is operated and controlled so that power corresponding to the sum of necessary power is output from the engine 22, and all or all of the power output from the engine 22 with charging / discharging of the master battery 50 and the slave batteries 60 and 62 is performed. Part of it is the power distribution and integration mechanism 30 and the motor MG. Charging / discharging operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the required power is output to the ring gear shaft 32a with torque conversion by the motor MG2, and the operation of the engine 22 is stopped to obtain the required power from the motor MG2. There is a motor operation mode in which operation control is performed so that matching power is output to the ring gear shaft 32a.

  In the hybrid vehicle 20 of the embodiment, when the external power supply side connector 102 and the vehicle side connector 92 are connected after stopping the system at home or at a preset charging point, the charging relay in the charger 90 is connected. Is turned on, the system main relay 56 and the system main relays 66 and 67 are turned on to control the AC / DC converter and the DC / DC converter in the charger 90, and the master battery 50 and the slave are used using the power from the external power supply 100. The batteries 60 and 62 are set to a fully charged state or a predetermined charged state lower than the fully charged state (for example, a state where the storage amounts SOC1, SOC2 and SOC3 are 80% or 85%). In this way, when the system is started (ignition-on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged, the power from the master battery 50 and the slave batteries 60 and 62 is used. Thus, it is possible to travel a certain distance (time) in the motor operation mode. In addition, since the hybrid vehicle 20 of the embodiment includes the slave batteries 60 and 62 in addition to the master battery 50, the traveling distance (traveling time) in the motor operation mode is made longer than that including only the master battery 50. be able to.

  Furthermore, the hybrid vehicle 20 of the embodiment basically travels as follows. First, when the system is activated (ignition on) while the master battery 50 and the slave batteries 60 and 62 are sufficiently charged using the electric power from the external power source 100, the system main relay 56 is turned on and the master battery 50 The master booster circuit 55 is connected and the system main relay 66 is turned on to connect the slave battery 60 and the slave booster circuit 65 (hereinafter this state is referred to as a first connection state). Then, input / output from the motor MG2 is performed while controlling the master-side booster circuit 55 and the slave-side booster circuit 65 so that the stored amount SOC2 of the slave battery 60 rapidly decreases as compared with the stored amount SOC1 of the master battery 50. When electric travel is prioritized between electric travel that travels using only power and hybrid travel that travels with output of power from the engine 22, when the storage amount SOC2 of the slave battery 60 falls below a predetermined value Sref2. Then, the system main relay 66 is turned off to disconnect the slave battery 60 and the slave side booster circuit 65, and the system main relay 67 is turned on to connect the slave battery 62 and the slave side booster circuit 65 (hereinafter, this state is the second connection). State), the charged amount SOC1 of the master battery 50 is a predetermined value Sr. f1 storage amount SOC3 of slave battery 62 with less than or equal to travels preferentially an electric travel while controlling the master side step-up circuit 55 and the slave side step-up circuit 65 so as to align the timing of equal to or less than a predetermined value Sref3. When the charged amount SOC1 of the master battery 50 becomes equal to or smaller than the predetermined value Sref1 and the charged amount SOC3 of the slave battery 62 becomes equal to or smaller than the predetermined value Sref3, the system main relay 67 is turned off, and the slave battery 62 and the slave booster circuit 65 are connected. The vehicle is disconnected (hereinafter, this state is referred to as a slave cut-off state), and thereafter, the engine 22 runs while intermittently operating based on the required power required for the vehicle. In the embodiment, for the sake of simplicity, the same values Sref (for example, 25%, 30%, 35%, etc.) are used as the predetermined values Sref1, Sref2, and Sref3. Further, in the hybrid vehicle 20 of the embodiment, when the system is started with the master battery 50 and the slave batteries 60 and 62 being not charged using the power from the external power source 100, the master battery 50 and the slave batteries 60 and 62 are activated. It is assumed that traveling starts in one of the first connection state, the second connection state, and the slave shut-off state according to the storage amounts SOC1, SOC2, SOC3, and the like.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation at least when the battery temperature Tb1 of the master battery 50 is low (when the temperature increase request of the master battery 50 is made) will be described. FIG. 4 is a flowchart showing an example of a low temperature control routine executed by the hybrid electronic control unit 70 when the master battery 50 is at a low temperature. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) until the temperature reaches a temperature (for example, 0 ° C. or 5 ° C.) at which the master battery 50 can sufficiently perform its function. At low temperatures, the input / output limits Win1, Wout1 and the like of the master battery 50 are largely limited (the absolute value becomes small), so that the power input / output by the motors MG1, MG2 is largely limited. In the example, when the system is started at a low temperature of the master battery 50, the engine 22 is motored by the motor MG1 to start and the vehicle travels in hybrid travel.

  When the low temperature control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1 of the motors MG1 and MG2. , Nm2, storage amounts SOC1, SOC2, SOC3 of the master battery 50 and slave batteries 60, 62, battery temperatures Tb1, Tb2, Tb3 of the master battery 50 and slave batteries 60, 62, and input of the master battery 50 and slave batteries 60, 62 Output limit Win1, Wout1, Win2, Wout2, Win3, Wout3, a first connection state flag F1, a second value is set when the first connection state is set, and a zero value is set when the first connection state is not Value 1 is set when connected and the second connection Executes a process of inputting data required for control such as the second connection state flag F2 value 0 is set when not state (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. In addition, the storage amounts SOC1, SOC2, and SOC3 of the master battery 50 and the slave batteries 60 and 62 are calculated based on the integrated values of the charge / discharge currents Ib1, Ib2, and Ib3 detected by a current sensor (not shown). Input from the ECU 52 by communication. The battery temperatures Tb1, Tb2, Tb3 of the master battery 50 and the slave batteries 60, 62 are detected by the temperature sensors 51, 61, 63 and input from the battery ECU 52 by communication. The input / output limits Win1, Wout1 of the master battery 50 are set based on the battery temperature Tb1 and SOC1 of the master battery 50, and the input / output limits Win2, Wout2 of the slave battery 60 are stored with the battery temperature Tb2 of the slave battery 60. The input and output limits Win3 and Wout3 of the slave battery 62 are set based on the battery temperature Tb3 of the slave battery 62 and the charged amount SOC3, respectively, by communication from the battery ECU 52. It was supposed to be entered.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map.

  Subsequently, the values of the first connection state flag F1 and the second connection state flag F2 are checked (step S120), and when the first connection state flag F1 is the value 1 and the second connection state flag F2 is the value 0, the first It is determined that the connection state is established, and the sum of the input limit Win1 of the master battery 50 and the input limit Win2 of the slave battery 60 is set as the control input limit Win and the output limit Wout1 of the master battery 50 and the output limit of the slave battery 60 are set. The sum with Wout2 is set as the control output limit Wout (step S130). When the first connection state flag F1 is 0 and the second connection state flag F2 is 1, it is determined that the connection state is the second connection state. The sum of the input limit Win1 of the master battery 50 and the input limit Win3 of the slave battery 62 is set as the control input limit Win. And the sum of the output limit Wout1 of the master battery 50 and the output limit Wout3 of the slave battery 62 is set as a control output limit Wout (step S140), and both the first connection state flag F1 and the second connection state have the value 0. In this case, it is determined that the slave is in a cut-off state, and the input / output limits Win1, Wout1 of the master battery 50 are set as the control input / output limits Win, Wout (step S150).

  Then, the overall charge / discharge required power (hereinafter referred to as the total charge / discharge required power) Pb * of the master battery 50 and the slave batteries 60, 62 is set by the overall charge / discharge required power setting process described later (step S160). The required power Pe * required for the vehicle is set by subtracting the total charge / discharge required power Pb * from the torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and adding the loss Loss (step S170). Here, the rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 ( Nr = Nm2 / Gr).

  When the required power Pe * is thus set, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S180). The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). Formula (2) is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. The torque command Tm1 *, which is the torque to be output from the motor MG1, is calculated (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S200), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And formula (5) (step S210) and the set temporary torque Tm2tmp is calculated by formula (6). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S220). Here, Expression (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Then, the master side booster circuit 55 is controlled so that the high voltage system voltage VH becomes the target voltage VH *, and connected slave battery (slave battery 60 in the first connection state, slave battery 62 in the second connection state), The slave-side booster circuit 65 is controlled so that the power (hereinafter referred to as slave-side power) Pbs exchanged between the inverters 41 and 42 becomes the target slave-side power Pbs * (step S240), and the low-temperature control routine Exit. In this embodiment, the voltage VH of the high voltage system is the voltage detected by the voltage sensor 57a, and the target voltage VH * is the target operating point (torque command Tm1 *, rotation speed Nm1) of the motor MG1. The larger one of the voltage corresponding to the above and the voltage corresponding to the target operating point (torque command Tm2 *, rotation speed Nm2) of the motor MG2 is set. In the embodiment, the slave side power Pbs is calculated as the product of the high voltage system voltage VH from the voltage sensor 57a and the current Ibs from the current sensor 65a, and the target slave side power Pbs * is used. Is the power to be exchanged between the connected slave battery and the inverters 41 and 42 out of the total power Pm (= Tm1 * · Nm1 + Tm2 * · Nm2) as the sum of the power inputted and outputted by the motor MG1 and the motor MG2. Using the distribution ratio Dr, the total power Pm, the input / output limits Win1 and Wout1 of the master battery 50, and the input / output limits of the connected slave battery obtained from the charged amounts SOC1, SOC2 and SOC3 of the master battery 50 and the slave batteries 60 and 62 Power exchanged between the master battery 50 and the inverters 41 and 42 side. (Hereinafter, the master side of power) Pb1 is assumed to have been set to the slave-side power Pbs with will output limit Win1, within the Wout1 of the master battery 50 is within a range of input and output limits of the connection slave battery. Specifically, the target slave side power Pbs * is calculated by multiplying the distribution ratio Dr by the total power Pm to calculate the target slave side power Pbs *, and the target slave side power Pbs * is the input / output limit of the connected slave battery. The slave side target is set as necessary so that the power (Pm−Pbs *) obtained by subtracting the target slave side power Pbs * from the total power Pm is within the range of the input / output limits Win1, Wout1 of the master battery 50. It was performed by correcting the power Pbs *. In the slave cut-off state, the distribution ratio Dr and the slave target power Pbs * are set to 0, and the slave booster circuit 65 is stopped driving. By such control, the engine 22 can be efficiently operated within the range of the control input / output limits Win and Wout, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel. In addition, by such control, in the first connection state and the second connection state, the master side power Pb1 can be within the range of the input / output limits Win1 and Wout1 of the master battery 50, and the slave side power Pbs is connected to the slave. It can be within the limits of battery input / output.

  Next, a process for setting the total charge / discharge required power Pb * by the total charge / discharge required power setting process illustrated in FIG. 8 will be described. In the overall charge / discharge required power setting process, first, the values of the first connection state flag F1 and the second connection state flag F2 are checked (step S300), and the first connection state flag F1 is 1 and the second connection state flag F2 is set. When the value is 0, it is determined that the battery is in the first connection state, and the control storage amount SOC used for setting the total charge / discharge required power Pb * is set based on the storage amounts SOC1 and SOC2 of the master battery 50 and the slave battery 60. (Step S310), a battery temperature difference ΔTb as a difference between the battery temperature Tb1 of the master battery 50 and the battery temperature Tb2 of the slave battery 60 is calculated by Expression (7) (Step S320). Here, in the embodiment, since the master battery 50 and the slave batteries 60 and 62 have the same rated capacity and the same characteristics, the control storage amount SOC is, for example, the power storage of the master battery 50 and the slave battery 60. An average value of the amounts SOC1 and SOC2 can be set.

  ΔTb = | Tb1-Tb2 | (7)

  When the first connection state flag F1 is 0 and the second connection state flag F2 is 1 in step S300, it is determined that the connection state is the second connection state, and based on the storage amounts SOC1 and SOC3 of the master battery 50 and the slave battery 62. Then, the control storage amount SOC is set (step S330), and the battery temperature difference ΔTb as the difference between the battery temperature Tb1 of the master battery 50 and the battery temperature Tb3 of the slave battery 62 is calculated by the following equation (8) (step S340). ). In this case, for example, an average value of the storage amounts SOC1 and SOC3 of the master battery 50 and the slave battery 62 can be set as the control storage amount SOC.

  ΔTb = | Tb1-Tb3 | (8)

  Thus, when the battery temperature difference ΔTb is calculated in steps S330 and S340, a threshold Tbref (for example, several degrees) for determining whether or not the temperature increase control by charging / discharging the master battery 50 is permitted is calculated for the calculated battery temperature difference ΔTb. (Step S360), when the battery temperature difference ΔTb is larger than the threshold value Tbref, it is determined that the temperature increase control is not permitted, the value 0 is set in the temperature increase permission flag F3 (step S370), and the battery temperature difference ΔTb is determined. Is equal to or less than the threshold value Tbref, it is determined that the temperature increase control is permitted, and a value 1 is set to the temperature increase control permission flag F3 (step S380). When the temperature of the master battery 50 is low and the temperature of the master battery 50 and the connected slave battery (the slave battery 60 in the first connection state and the slave battery 62 in the second connection state) is large, the master battery 50 Since the difference between the input / output limits Win1, Wout1 and the input / output limit of the connected slave battery is significantly different, more power is input to the battery having the larger absolute value of the input / output limit between the master battery 50 and the connected slave battery. Easy to output. For this reason, if an attempt is made to raise the temperature of the battery having the lower temperature of the master battery 50 and the connected slave battery in this state, the battery having the higher temperature without the temperature of the battery having the lower temperature being sufficiently raised. The temperature will rise more. In the embodiment, in order to avoid such inconvenience, the temperature increase control is not permitted when the battery temperature difference ΔTb is relatively large, and the temperature increase control is permitted when the battery temperature difference ΔTb is small.

  When both the first connection state flag F1 and the second connection state flag F2 are 0 in step 300, it is determined that the slave is in a disconnected state, and the stored amount SOC1 of the master battery 50 is set as the control stored amount SOC ( In step S350), a value 1 is set in the temperature rise control permission flag F3 (step S380). Since the slave batteries 60 and 62 are both disconnected from the inverters 41 and 42 in the slave cutoff state, the temperature increase control is permitted to increase the temperature of the master battery 50.

  When the temperature rise control permission flag F3 is set in steps S370 and S380, the total charge / discharge required power Pb * is set based on the control storage amount SOC and the temperature rise control permission flag F3 (step S390), The required discharge power setting process is terminated. In the embodiment, the total charge / discharge required power Pb * is a value obtained by subtracting the target charge amount SOC * from the control charge amount SOC (SOC-SOC *), the temperature increase control permission flag F3, and the total charge / discharge request power Pb *. Is previously stored in the ROM 74 as a map for setting the total charge / discharge required power, and when the value (SOC-SOC *) and the temperature increase control permission flag F3 are given, the corresponding total charge / discharge is stored from the stored map. The required power Pb * is derived and set. An example of the map for setting the total charge / discharge required power is shown in FIG. In FIG. 9, the solid line shows a map when the temperature rise control permission flag F3 is 0, and the broken line shows a map when the temperature rise control permission flag F3 is 1. In FIG. 9, as the target storage amount SOC *, for example, the control storage amount SOC at the start of traveling can be used. The total charge / discharge required power Pb * when the temperature rise control permission flag F3 is 0 is a value as shown by the solid line in the figure, as in the case where the master battery 50 is not at a low temperature (hereinafter referred to as the normal temperature range). When (SOC-SOC *) is smaller than a negative predetermined value SL1 (for example, -10% or the like), a constant charging power (negative value) Pch is set, and the value (SOC-SOC *) is a positive predetermined value SH1. A constant discharge power (positive value) Pdis is set when greater than (for example, 10%, etc.), and a value (SOC) when the value (SOC-SOC *) is greater than or equal to the negative predetermined value SL1 and less than or equal to the positive predetermined value SH1. -SOC *) is set to a value 0 when the value is 0, and the value (SOC-SOC *) is set so as to change from the charging power Pch toward the discharging power Pdis as the value (SOC-SOC *) increases. That is, in this case, the total charge / discharge required power Pb * is set such that the control storage amount SOC approaches the target storage amount SOC *. Further, the total charge / discharge required power Pb * when the temperature increase control flag F3 is 1 is a value when a constant discharge power Pdis is set to the total charge / discharge required power Pb *, as shown by a broken line in the figure. A constant charging power Pch is set when (SOC-SOC *) is smaller than a negative predetermined value SL2 (SL2 <SL1), and a constant charging power Pch is set as the overall charge / discharge required power Pb *. The constant discharge power Pdis is set when the value (SOC-SOC *) becomes larger than the positive predetermined value SH2 in the state. That is, in this case, the discharge power Pdis or the charge power Pch is set to the overall charge / discharge required power Pb * with hysteresis characteristics. When the battery temperature difference ΔTb is less than or equal to the threshold value Tbref in the first connection state or the second connection state or in the slave cutoff state, the value (SOC-SOC *) is applied to the map indicated by the broken line in the figure By using the total charge / discharge required power Pb * to control the engine 22, the motors MG1 and MG2, the master side booster circuit 55, and the slave side booster circuit 65, the active state is positive in the first connection state or the second connection state. The master battery 50 and the connected slave battery are charged and discharged, and the master battery 50 and the connected slave battery can be heated by the loss (heat generation amount) due to the charge and discharge. Thus, the temperature of the master battery 50 can be increased by the loss due to the charge / discharge. Further, when the battery temperature difference ΔTb is larger than the threshold value Tbref in the first connection state or the second connection state, a value (SOC-SOC) with respect to a map (map having the same tendency as that in the normal temperature range) shown in the figure. *) Is used to control the engine 22, the motors MG1 and MG2, the master side booster circuit 55, and the slave side booster circuit 65 using the total charge / discharge required power Pb * obtained by applying *) to the master battery 50 and the connected slave. It is possible to prevent the temperature of the battery having the higher temperature from rising without the temperature of the battery having the lower temperature among the batteries being sufficiently increased.

  According to the hybrid vehicle 20 of the embodiment described above, the first connection state in which the master battery 50 and the slave battery 60 are connected to the inverters 41 and 42 or the master battery 50 and the slave battery 62 are connected to the inverters 41 and 42. When the battery temperature difference ΔTb is less than or equal to the threshold value Tbref in the second connection state connected to the side, the master battery 50 is connected to the inverters 41 and 42 side, and both the slave batteries 60 and 62 are disconnected from the inverters 41 and 42 side. In the slave cut-off state, the engine 22, the motors MG1, MG2, the master-side boost circuit 55, and the slave-side are used by using the total charge / discharge request power Pb * that is permitted for the temperature-raising control and set for the temperature-raising control. The booster circuit 65 is controlled, and the battery temperature difference ΔTb in the first connection state or the second connection state Is larger than the threshold value Tbref, the engine 22, the motors MG 1, MG 2, and the master side booster circuit are used by using the total charge / discharge required power Pb * set in the same tendency as in the normal temperature range without allowing the temperature increase control to be executed. 55 and the slave side booster circuit 65 are controlled. In the former case, the master battery 50 and the connected slave battery (the slave battery 60 and the second connected state in the first connected state) are in the first connected state or the second connected state. In this case, the temperature of the slave battery 62) can be raised, and the temperature of the master battery 50 can be raised in the slave cutoff state. In the latter case, the temperature of the master battery 50 and the connected slave battery having the lower temperature Suppresses the rise in the temperature of the higher battery without the battery being sufficiently heated. It is possible. That is, the temperature of the master battery 50 can be more appropriately increased.

  In the hybrid vehicle 20 of the embodiment, when the battery temperature difference ΔTb is larger than the threshold value Tbref in the first connection state or the second connection state, execution of the temperature increase control is not permitted, and the battery temperature in the first connection state or the second connection state. When the difference ΔTb is equal to or smaller than the threshold value Tbref or in the slave cutoff state, the temperature increase control is permitted to be executed. However, in the first connection state or the second connection state, the temperature increase control is performed regardless of the battery temperature difference ΔTb. It is good also as what does not permit execution of. In this case, the temperature of the master battery 50 can be increased when the slave is cut off, and the battery with the lower temperature of the master battery 50 and the connected slave battery is sufficient when in the first connection state or the second connection state. It is possible to prevent the temperature of the battery having a higher temperature from rising without being raised in temperature.

  In the hybrid vehicle 20 of the embodiment, in the first connection state, the temperature increase control is executed by comparing the battery temperature difference ΔTb as the difference between the battery temperature Tb1 of the master battery 50 and the battery temperature Tb2 of the slave battery 60 and the threshold value Tbref. In the second connection state, the temperature rise control is performed by comparing the battery temperature difference ΔTb, which is the difference between the battery temperature Tb1 of the master battery 50 and the battery temperature Tb3 of the slave battery 62, and the threshold value Tbref. However, instead of the battery temperature difference ΔTb, in the first connection state, the input / output limits Win1, Wout1 of the master battery 50 and the input / output limits Win2, of the slave battery 60 are determined instead of the battery temperature difference ΔTb. The input / output limit differences ΔWin, ΔWo calculated by the equations (9) and (10) as the difference from Wout2 ut and threshold values Winref and Woutref are determined to determine whether or not to allow the temperature increase control to be executed. In the second connection state, input / output limits Win1 and Wout1 of the master battery 50 and input / output limits Win3 of the slave battery 62 are determined. , Wout3 to determine whether or not to allow the temperature rise control to be executed by comparing the input / output limit differences ΔWin, ΔWout calculated by the equations (11) and (12) with the threshold values Winref, Woutref. It is good. Here, as the threshold values Winref and Woutref, values corresponding to the above-described threshold value Tbref can be used. Even in this case, the same effect as the embodiment can be obtained. In this case, when the input limit difference ΔWin is equal to or less than the threshold value Winref and the output limit difference ΔWout is equal to or less than the threshold value Woutref, execution of temperature increase control is permitted, and when the input limit difference ΔWin is greater than the threshold value Winref or greater than the output limit difference ΔWoutref Execution of temperature control may not be permitted, or it may be determined whether or not execution of temperature increase control is permitted by comparing the input limit difference ΔWin and the threshold value Winref without considering the output limit difference ΔWout. Alternatively, it may be determined whether to allow the temperature increase control to be executed by comparing the output limit difference ΔWout and the threshold value Woutref without considering the input limit difference ΔWin.

ΔWin = | Win1-Win2 | (9)
ΔWout = | Wout1-Wout2 | (10)
ΔWin = | Win1-Win3 | (11)
ΔWout = | Wout1-Wout3 | (12)

  In the hybrid vehicle 20 of the embodiment, the master battery 50, the master side booster circuit 55, the slave batteries 60 and 62, and the slave side booster circuit 65 are provided. However, the number of slave batteries is not limited to two, but one or three. It is good also as what is provided above.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, instead of the reduction gear 35, two-stage shift, three-stage shift, four-stage shift, etc. The motor MG2 may be attached to the ring gear shaft 32a via a transmission.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be output to an axle (an axle connected to the wheels 39c and 39d in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  Although the hybrid vehicle 20 of the embodiment is configured to include the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2, the internal combustion engine that can output the driving power and the power from the internal combustion engine generate electric power. Any hybrid vehicle including a generator capable of driving and an electric motor capable of inputting and outputting driving power may be used.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, but the form of a power supply device mounted on a moving body such as a vehicle other than an automobile, a ship, an aircraft, or a power source incorporated in a non-moving facility such as a construction facility. It may be in the form of a device.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the master battery 50 configured as a lithium ion secondary battery corresponds to the “first battery unit”, and the slave batteries 60 and 62 configured as lithium ion secondary batteries correspond to the “second battery unit”. The system main relays 66 and 67 correspond to “connection release means”, and the master battery 50 and the slave battery 62 are connected to the inverters 41 and 42 side. Is connected to the inverters 41 and 42 side and the battery temperature difference ΔTb is less than or equal to the threshold value Tbref, or the master battery 50 is connected to the inverters 41 and 42 side and both the slave batteries 60 and 62 are connected to the inverter 41, 42 When the slave is cut off from the 42 side, the execution of the temperature rise control is permitted. When the battery temperature difference ΔTb is larger than the threshold value Tbref in the first connection state or the second connection state, it is determined that execution of the temperature increase control is not permitted and the temperature increase control permission flag F3 is set to 1. The hybrid electronic control unit 70 that executes the processes of steps S300 to S380 of the overall charge / discharge required power setting process of FIG. 8 for setting the value 0 to the temperature control permission flag F3 corresponds to “temperature increase control permission means”. A combination of the master side booster circuit 55 and the slave side booster circuit 65 corresponds to the “distribution ratio adjusting means”, and controls the master side booster circuit 55 so that the high voltage system voltage VH becomes the target voltage VH *. At the same time, the slave side power Pbs as the power exchanged between the connected slave battery and the inverters 41 and 42 side is the master side power as the power exchanged between the master battery 50 and the inverters 41 and 42 side. Slave side so that Pb1 is within the range of input / output limits Win1, Wout1 of the master battery 50 and the slave side power Pbs is within the range of input / output limits of the connected slave battery. The hybrid electronic control unit 70 that controls the booster circuit 65 corresponds to “distribution ratio adjustment control means”. . Further, when the engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “generator”, the motor MG2 corresponds to the “electric motor”, and the temperature increase control permission flag F3 is 0, the normal temperature range is reached. Is used to set the target rotational speed Ne * and the target torque Te * of the engine 22 and transmit them to the engine ECU 24, and torque commands Tm1 of the motors MG1 and MG2 *, Tm2 * are set and transmitted to the motor ECU 40. When the temperature increase control flag F3 is 1, the target charge speed Ne of the engine 22 is used by using the total charge / discharge required power Pb * set for the temperature increase control. * And target torque Te * are set and transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set and the motor ECU 40 is set. The hybrid electronic control unit 70 that executes the process of step S390 of the overall charge / discharge required power setting process of FIG. 8 to be transmitted and executes the low temperature control routine of FIG. 4, and the received target rotational speed Ne * and the target torque Te. The engine ECU 24 that controls the engine 22 based on * and the motor ECU 40 that controls the motors MG1, MG2 based on the received torque commands Tm1 *, Tm2 * correspond to “control means”.

  Here, the “first battery unit” is not limited to the master battery 50 configured as a lithium ion secondary battery, and the battery is a secondary battery other than the lithium ion secondary battery (for example, a nickel hydrogen secondary battery). Battery, nickel cadmium secondary battery, lead storage battery, etc.), and any other battery that has one secondary battery connected to the device may be used. The “second battery unit” is not limited to the master batteries 60 and 62 configured as lithium ion secondary batteries, and may be one or three or more batteries, or these batteries may be lithium ion secondary batteries. Any secondary battery other than the battery (for example, a nickel hydride secondary battery, a nickel cadmium secondary battery, a lead storage battery, etc.) may be used as long as it has at least one secondary battery. The “connection release means” is not limited to the system main relays 66 and 67, and any connection means can be used as long as it connects and disconnects the secondary battery of the second battery unit from the device. Absent. As "temperature increase control permission means", the first connection state in which the master battery 50 and the slave battery 60 are connected to the inverters 41 and 42 side or the master battery 50 and the slave battery 62 are connected to the inverters 41 and 42 side In the second connected state, when the battery temperature difference ΔTb is less than or equal to the threshold value Tbref, or the master battery 50 is connected to the inverters 41 and 42 and the slave batteries 60 and 62 are both disconnected from the inverters 41 and 42 side. When it is in the shut-off state, it is determined that the temperature rise control is permitted to be executed, and the value 1 is set in the temperature rise control permission flag F3. When the battery temperature difference ΔTb is larger than the threshold value Tbref in the first connection state or the second connection state, Limited to determining that execution of temperature increase control is not permitted and setting value 0 to temperature increase control permission flag F3 In the first connection state and the second connection state, execution of the temperature rise control is not permitted regardless of the battery temperature difference ΔTb, and in the first connection state, the input / output restriction Win1 of the master battery 50 is not allowed. , Wout1 and the input / output limits Win2 and Wout2 of the slave battery 60 as a difference between the input / output limit differences ΔWin and ΔWout and the threshold values Winref and Woutref, it is determined whether or not the temperature increase control is permitted. In the two-connection state, the temperature increase control is performed by comparing the input / output limit differences ΔWin, ΔWout with the threshold values Winref, Woutref as the difference between the input / output limits Win1, Wout1 of the master battery 50 and the input / output limits Win3, Wout3 of the slave battery 62. Secondary battery of the first battery unit, such as one that determines whether or not to permit execution of When a temperature increase request for the pond is made and the secondary battery of the second battery unit is in a disconnected state where the secondary battery is not connected to the device, execution of temperature increase control by charging / discharging the secondary battery of the first battery unit is permitted However, any battery may be used as long as it does not permit execution of the temperature increase control when the secondary battery of the second battery unit is connected to the device. The “distribution ratio adjusting means” is not limited to a combination of the master side booster circuit 55 and the slave side booster circuit 65, and is exchanged between the secondary battery of the first battery unit and the device. Any device can be used as long as it can adjust the distribution ratio, which is the ratio between the first power that is the power and the second power that is the power exchanged between the secondary battery of the second battery unit and the device. Absent. The “distribution ratio adjustment control means” controls the master side booster circuit 55 so that the high voltage system voltage VH becomes the target voltage VH *, and is exchanged between the connected slave battery and the inverters 41 and 42 side. The slave side power Pbs as the power is within the range of the input / output limits Win1 and Wout1 of the master battery 50 while the master side power Pb1 as the power exchanged between the master battery 50 and the inverters 41 and 42 is the slave. It is not limited to the one that controls the slave side booster circuit 65 so that the side power Pbs becomes the slave side target power Pbs * set so as to be within the input / output limit range of the connected slave battery. The first power is within the input / output limit range of the secondary battery of the first battery unit, and the second power is the secondary of the second battery unit. As long as it controls the distribution ratio adjusting means to be within a range of input and output limits of the pond may be any ones. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but may be any type as long as it can output driving power, such as a hydrogen engine. The internal combustion engine may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can generate power using power from an internal combustion engine. I do not care. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and any type of generator may be used as long as it can input and output driving power, such as an induction motor. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the temperature increase control permission flag F3 is 0, the engine 22 and the motors MG1, MG2 are connected using the total charge / discharge required power Pb * set in the same tendency as in the normal temperature range. When the temperature increase control flag F3 is a value of 1, the engine 22 and the motors MG1, MG2 are controlled using the total charge / discharge required power Pb * set for the temperature increase control. If the execution of the temperature rise control is permitted, any method may be used as long as it controls the internal combustion engine, the generator, and the electric motor so as to travel while performing the temperature rise control.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of power supply devices and hybrid vehicles.

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 master battery, 51, 61, 63 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line (high voltage system power line), 55 Master side booster circuit, 56, 66, 67 System main relay, 57, 5 , 68 capacitors, 57a, 58a, 68a voltage sensor, 59 power line (first low voltage system power line), 60, 62 slave battery, 65 slave side booster circuit, 69 power line (second low voltage system power line), 70 Electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 Vehicle speed sensor, 90 charger, 92 vehicle side connector, 100 external power source, 102 external power source side connector, MG1, MG2 motor.

Claims (7)

A power supply device for exchanging power with a device that operates by electric power,
A first battery unit having one secondary battery connected to the device;
A second battery unit having at least one secondary battery;
A connection release means for connecting and releasing the connection of the secondary battery of the second battery unit to the device;
When a temperature increase request for the secondary battery of the first battery unit is made, the secondary battery of the first battery unit is in a disconnected state where the secondary battery of the second battery unit is not connected to the device. Temperature increase control permission means for permitting execution of temperature increase control by charging and discharging, and not permitting execution of temperature increase control when the secondary battery of the second battery unit is connected to the device;
A power supply device comprising: The power supply device according to claim 1,
The temperature increase control permitting unit is configured such that the temperature of the secondary battery of the first battery unit and the second battery of the first battery unit when the temperature increase request for the secondary battery of the first battery unit is made, even in the connected state. When the difference between the temperature of the secondary battery and the secondary battery is equal to or lower than a predetermined temperature, the means for permitting execution of the temperature increase control,
Power supply. The power supply device according to claim 1,
The temperature increase control permission means is configured to limit the input / output of the secondary battery of the first battery unit and the first battery unit when the temperature increase request for the secondary battery of the first battery unit is made, even in the connected state. 2 means for permitting execution of the temperature increase control when the difference between the input and output limits of the battery unit is a predetermined value or less;
Power supply. The power supply device according to any one of claims 1 to 3,
The second battery unit has a plurality of secondary batteries,
The temperature increase control permitting unit is configured to connect the secondary battery in the first battery unit when all the secondary batteries in the second battery unit are not connected to the device when a temperature increase request is made for the secondary battery in the first battery unit. Execution of the temperature increase control is permitted when in the release state, and execution of the temperature increase control is performed when the connection state is established when at least one secondary battery of the second battery unit is connected to the device. not allowed,
Power supply. The power supply device according to any one of claims 1 to 4,
The first power, which is power exchanged between the secondary battery of the first battery unit and the device, and the second power, which is exchanged between the secondary battery of the second battery unit and the device. A distribution ratio adjusting means capable of adjusting a distribution ratio which is a ratio with electric power;
In the connected state, the first power is within the input / output limit range of the secondary battery of the first battery unit, and the second power is the input / output limit range of the secondary battery of the second battery unit. A distribution ratio adjustment control means for controlling the distribution ratio adjustment means to be within,
A power supply device comprising: The power supply device according to claim 5,
The distribution ratio adjusting means exchanges power with voltage adjustment between a first battery voltage system connected to a secondary battery of the first battery unit and a high voltage system connected to the device. Power exchange with voltage adjustment between the first voltage step-up / step-down circuit and the second battery voltage system connected to the secondary battery of the second battery unit via the connection release means and the high voltage system A second step-up / down circuit for performing
Power supply. An internal combustion engine capable of outputting driving power;
A generator capable of generating electricity using power from the internal combustion engine;
An electric motor capable of inputting and outputting power for traveling;
The power supply device according to any one of claims 1 to 5, wherein power is exchanged with the generator and the electric motor as the devices.
When execution of the temperature increase control is permitted, control means for controlling the internal combustion engine, the generator, and the electric motor to travel while performing the temperature increase control;
A hybrid car with

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