JP2015119543A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control apparatus capable of suppressing a load dump when a relay is switched from On to Off during charging.SOLUTION: A control apparatus includes: a high-voltage battery system including a driving-regenerating motor 2, a high-voltage battery 11 connected to the driving-regenerating motor 2, and a main relay 24 disposed between the driving-regenerating motor 2 and high-voltage battery 11; a control controller 17 for controlling On-Off of the main relay 24 in accordance with a drive status of a vehicle; and a switchover necessity determination part 17a for determining whether to changeover from On to Off of the main relay 24 on the basis of a pre-predictable status of the high-voltage battery system. Further, in a case where the main relay 24 is determined, by the switchover necessity determination part 17a, to be switched from On to Off on the basis of a pre-predictable status of the high-voltage battery system during generation of power by the driving-regenerating motor 2, the control controller 17 gradually stops the generation of power by the driving-regenerating motor 2.

Description

  The present invention relates to a vehicle control device.

  Patent Document 1 discloses a vehicle control device in which a relay is interposed between a high voltage battery system having an electric motor and a high voltage battery.

JP2001-069683

From a safety standpoint, the high-voltage battery system turns off the relay and turns off the high-voltage battery when it detects a high-voltage battery high-temperature condition, overcharge condition, or an overcurrent condition due to a short circuit in the high-voltage battery system. Must be disconnected from the high voltage battery system.
However, when the relay is turned off during power generation of the motor, the high-voltage battery is disconnected from the high-voltage battery system, so that the generated power of the motor loses its place and the voltage of the high-voltage battery system rises rapidly. There was a risk that the motor would be damaged.
An object of the present invention is to provide a vehicle control device capable of suppressing a load dump when a relay is switched from on to off during power generation.

  In the present invention, during the power generation by the electric motor, when it is determined that the relay should be switched from on to off based on the state of the high voltage battery system that can be predicted in advance, the electric power generation by the electric motor is gradually stopped.

  Therefore, by predicting switching of the relay from on to off in advance and gradually stopping power generation by the generator, load dump when the relay is switched from on to off during power generation can be suppressed, and power generation can be stopped. Accordingly, it is possible to suppress a sudden change in the deceleration of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to a first embodiment. FIG. 2 is an electric circuit diagram of a drive system according to the first embodiment. 3 is a flowchart illustrating a flow of main relay control processing by a controller 17 according to the first embodiment. 6 is a time chart when it is determined that the main relay 24 needs to be turned off based on the state of the high-voltage battery system that can be predicted in advance according to the first embodiment. 6 is a time chart when it is determined that the main relay 24 needs to be turned off based on the state of the high voltage battery system that cannot be predicted in advance according to the first embodiment. 7 is a flowchart illustrating a flow of main relay control processing by a controller 17 according to the second embodiment.

[Example 1]
FIG. 1 is a schematic system diagram showing a hybrid vehicle drive system and its overall control system according to the first embodiment. The hybrid vehicle shown in FIG. 1 is mounted with an engine 1 and a drive / regeneration motor 2 (electric motor, first motor) as power sources. The engine 1 can be a starter motor 3 or a starter / generator motor 4 (electric motor, second motor). ). The engine 1 is drive-coupled to the drive wheels 6 through a V-belt type continuously variable transmission 5 so as to be appropriately separable.

  The variator CVT of the continuously variable transmission 5 is a V belt type continuously variable transmission mechanism including a primary pulley 7, a secondary pulley 8, and a V belt 9 (endless flexible member) spanned between these pulleys 7 and 8. is there. The V belt 9 employs a configuration in which a plurality of elements are bundled by an endless belt, but may be a chain type or the like, and is not particularly limited. The primary pulley 7 is coupled to the crankshaft of the engine 1 via the torque converter T / C, and the secondary pulley 8 is coupled to the drive wheel 6 via the clutch CL and the final gear set 10 in order. In this embodiment, elements (such as a clutch and a brake) that connect and disconnect the power transmission path are collectively referred to as a clutch. When the clutch CL is in the engaged state, the power from the engine 1 is input to the primary pulley 7 via the torque converter T / C, and then sequentially passes through the V belt 9, the secondary pulley 8, the clutch CL, and the final gear set 10 to drive wheels 6 To be used for running a hybrid vehicle.

While the engine power is being transmitted, the pulley V groove width of the primary pulley 7 is reduced while the pulley V groove width of the secondary pulley 8 is increased, so that the winding arc diameter of the V belt 9 and the primary pulley 7 is increased while the secondary pulley 8 groove width is increased. Decrease the diameter of the winding arc with pulley 8. As a result, the variator CVT upshifts to the high pulley ratio (high gear ratio). When the upshift to the High side gear ratio is performed to the limit, the gear ratio is set to the maximum gear ratio.
Conversely, while increasing the pulley V groove width of the primary pulley 7 and decreasing the pulley V groove width of the secondary pulley 8, the winding pulley diameter of the V belt 9 and the primary pulley 7 is reduced, and at the same time the secondary pulley 8 Increase the winding arc diameter. As a result, the variator CVT downshifts to the low pulley ratio (low gear ratio). When downshifting to the low side gear ratio is performed to the limit, the gear shift is set to the minimum gear ratio.

The drive / regeneration motor 2 is always coupled to the drive wheels 6 via the final gear set 10, and the drive / regeneration motor 2 is driven by an electric power of the high voltage battery 11 via an inverter not shown. The drive / regenerative motor 2 is also used for regenerative braking in addition to the motor drive described above. At the time of this regenerative braking, the inverter applies a power generation load corresponding to the regenerative braking force to the drive / regenerative motor 2 to cause the drive / regenerative motor 2 to act as a generator and charge the high-voltage battery 11 with the generated power. .
The starter / generator motor 4 is driven by an electric power of the high voltage battery 11 through an inverter. The starter / generator motor 4 functions as a generator in addition to the engine start described above. During power generation, the inverter applies a power generation load to the starter / generator motor 4 to cause the starter / generator motor 4 to act as a generator and charge the high-voltage battery 11 with the generated power.
The drive / regeneration motor 2, the start / generation motor 4 and the high voltage battery 11 are connected via a high voltage line 12.

  The starter motor 3 is driven by the power of the low voltage battery 14 supplied via the low voltage line 13. A low voltage system load 15 (electric load) and a DC / DC converter 16 are connected to the low voltage line 13. The low voltage system load 15 is an electrical component or the like mounted on a general vehicle. The DC / DC converter 16 is interposed between the low voltage line 13 and the high voltage line 12. The DC / DC converter 16 steps down the high voltage to charge the low voltage battery 14 and supplies power to the low voltage system load 15. The low-voltage battery 14 supplies power to the low-voltage load 15 when the high-voltage battery 11 is discharging a large amount of power due to sudden acceleration of the vehicle, or the high-voltage battery 11 or the DC / DC converter 16 It has a role as a backup power source for supplying power to the low voltage system load 15 when an abnormality occurs.

  The hybrid vehicle of the first embodiment releases the clutch CL and drives the drive / regeneration motor 2 with the engine 1 stopped, so that only the power of the drive / regeneration motor 2 passes through the final gear set 10. The vehicle reaches the drive wheel 6 and travels in the electric travel mode (EV mode) using only the drive / regeneration motor 2. During this time, by releasing the clutch CL, the friction of the stopped engine 1 and the variator CVT is reduced, and wasteful power consumption during EV traveling is suppressed.

  When the engine 1 is started by the starter motor 3 or the starter / generator motor 4 and the clutch CL is engaged in the EV mode traveling state, the power from the engine 1 is converted to the torque converter T / C, primary pulley 7, V The belt 9, the secondary pulley 8, the clutch CL, and the final gear set 10 are sequentially passed to reach the drive wheel 6, and the hybrid vehicle travels in a hybrid travel mode (HEV mode) using the engine 1 and the drive / regeneration motor 2.

The controller 17 (relay control means) selects the driving mode of the hybrid vehicle, the output control of the engine 1, the rotational direction control and output control of the drive / regenerative motor 2, the output control of the starter motor 3, the shift control of the variator CVT, Engagement / release control of the clutch CL, charge / discharge control of the high-voltage battery 11, drive control of the DC / DC converter 16, and the like are performed.
The temperature sensor 18 detects the temperature of the high voltage battery 11. The current sensor 19 detects the current value of the high voltage line 12. The voltage sensor 20 detects the voltage value of the high voltage line 12. The temperature, current value, and voltage value detected by each sensor 18, 19, 20 are sent to the controller 17.

FIG. 2 is an electric circuit diagram of the drive system according to the first embodiment.
Smoothing capacitors 21 and 22 for suppressing pulsation are provided in parallel in the drive / regeneration motor 2 and the start / power generation motor 4. The relay circuit 23 includes a main relay (relay) 24 and a precharge relay 25. Both relays 24 and 25 have a contact (normally open contact). The precharge relay 25 is provided with a resistor 26 in series. The drive / regeneration motor 2, the starter / generation motor 4, the high voltage battery 11 and the relay circuit 23 (main relay 24, precharge relay 25) connected to the high voltage line 12 constitute a high voltage battery system. The starter motor 3, the low voltage battery 14, and the low voltage system load 15 connected to the low voltage line 13 constitute a low voltage battery system.

When the ignition switch is turned on, the controller 17 first turns on (closes) the precharge relay 25, then turns on the main relay 24, and turns off (opens) the precharge relay 25. This is to suppress an extreme inrush current generated at the time of power supply / load startup. On the other hand, when the ignition switch is turned off, the main relay 24 is turned off.
The controller 17 monitors the temperature of the high voltage battery 11, the current and voltage of the high voltage line 12, and from the viewpoint of safety, when the high voltage battery 11 becomes hot, the high voltage battery 11 is overcharged. Or when the high voltage line 12 is short-circuited (short-circuited) and enters an overcurrent state, the main relay 24 is turned off and the high voltage battery 11 is disconnected from the high voltage line 12. The controller 17 determines whether or not the main relay 24 needs to be switched from ON to OFF based on the temperature, current value, and voltage value detected by each of the sensors 18, 19, and 20. Switching necessity determination means).

FIG. 3 is a flowchart illustrating a flow of main relay control processing by the controller 17 according to the first embodiment. This process is performed after the main relay 24 is turned ON by the ignition switch ON and during the power generation of the drive / regeneration motor 2.
In step S1, the temperature of the high voltage battery 11 and the current and voltage of the high voltage line 12 are read.
In step S2, the switching necessity determining unit 17a determines whether or not the main relay 24 needs to be immediately turned off. If YES, the process proceeds to steps S3 and S4. If NO, the process proceeds to step S9. . Here, it is determined that the main relay 24 needs to be immediately turned off when at least one of the following three conditions is satisfied.
1. Temperature ≥ Immediate OFF temperature threshold
2. Current value ≥ Immediate OFF current threshold
3. Voltage value ≧ Immediate OFF voltage threshold value Here, each immediate OFF threshold value is set to a value by which it is possible to determine that the high voltage line 12 is short-circuited to be in an overcurrent state.

In step S3, the main relay 24 is turned off.
In step S4, the DC / DC converter 16 is operated.
In step S5, the power generation amount of the drive / regenerative motor 2 is reduced (gradually stopped).
In step S6, the starter motor 3 or the starting / generating motor 4 is operated.
In step S7, the clutch CL is engaged.
In step S8, the DC / DC converter 16 and the starting / generating motor 4 are stopped.
In step S9, the switching necessity determination unit 17a determines whether or not the main relay 24 needs to be turned off. If YES, the process proceeds to step S10, and if NO, the process proceeds to step S1. Here, it is determined that the main relay 24 needs to be turned off when at least one of the following three conditions is satisfied.
1.Temperature ≧ OFF temperature threshold
2.Current value ≧ OFF current threshold
3. Voltage value ≧ OFF voltage threshold value Here, each OFF threshold value is a value that can predict that the high voltage battery 11 will be in a high temperature state or that the high voltage battery 11 will be in an overcharged state. Is a value lower than each immediate OFF threshold.

In step S10, the power generation amount of the drive / regeneration motor 2 is reduced.
In step S11, the engine 1 is started. The method for starting the engine 1 is arbitrary, and examples include operation of the starter motor 3, operation of the starter / power generation motor 4, and engagement of the clutch CL.
In step S12, the main relay 24 is turned off.
In step S13, it is determined whether or not the main relay 24 can be turned on again. If YES, the process proceeds to step S14. If NO, step S13 is repeated. Here, it is determined that the main relay 24 can be turned ON again when all of the following three conditions are satisfied.
1. Temperature ≤ Re-ON temperature threshold
2.Current value ≦ Re-ON current threshold
3. Voltage value ≦ Re-ON voltage threshold value Here, each re-ON threshold value is set to a value lower than each OFF threshold value in order to avoid control hunting.
In step S14, the main relay 24 is turned ON (re-ON).

Next, the operation will be described.
FIG. 4 is a time chart when it is determined that the main relay 24 needs to be turned off based on the state of the high-voltage battery system that can be predicted in advance according to the first embodiment.
At time t1, since the ignition switch is turned on, the main relay 24 is turned on.
At time t2, any one of the temperature, current value, and voltage value has reached the OFF threshold value, so that the power generation of the drive / regenerative motor 2 is gradually stopped during the period from time t2 to t3.
At time t3, the main relay 24 is turned off.
At time t4, the temperature, current value, and voltage value all fall below the OFF threshold, so the power generation amount of the drive / regeneration motor 2 is restored.
At time t5, the temperature, current value, and voltage value all have decreased to the re-ON threshold value, so the main relay 24 is turned on.

FIG. 5 is a time chart when it is determined that the main relay 24 needs to be turned off based on the state of the high-voltage battery system that cannot be predicted in advance according to the first embodiment.
At time t1, since the ignition switch is turned on, the main relay 24 is turned on.
At time t2, since any of the temperature, current value, or voltage value has reached the immediate OFF threshold value, the DC / DC converter 16 is operated simultaneously with turning off the main relay 24. Further, in the section from time t2 to t3, the power generation of the drive / regeneration motor 2 is gradually stopped.
At time t3, the temperature, current value, and voltage value all reach the OFF threshold.
At time t4, the temperature, current value, and voltage value all have dropped to the re-ON threshold value, so the main relay 24 is turned on.

The controller 17 turns off the main relay 24 when the high voltage battery 11 becomes hot, when the high voltage battery 11 is overcharged, or when the high voltage line 12 is short-circuited. Is cut off from the high voltage battery system to protect the high voltage battery 11.
Here, for example, when driving on the downhill in the EV mode, when the above phenomenon occurs while the drive / regenerative motor 2 is generating power and the main relay 24 is turned off, the high voltage When the battery 11 is disconnected from the high voltage line 12, the generated power of the drive / regenerative motor 2 loses its place and the voltage of the high voltage line 12 increases rapidly, so-called load dump occurs, and the drive / regenerative motor 2 Could be damaged.

  In contrast, in the first embodiment, during power generation by the drive / regenerative motor 2, in step S9, when the temperature, current value, or voltage value reaches the corresponding OFF threshold, that is, a high-voltage battery that can be predicted in advance. If it is determined that the main relay 24 needs to be turned off based on the state of the system (high temperature state of the high-voltage battery 11, overcharged state), the process proceeds to step S10, and the power generation of the drive / regenerative motor 2 is performed. Stop gradually.

  In other words, in the first embodiment, the situation in which the main relay 24 must be immediately turned off due to the high temperature state of the high voltage battery 11 or the chargeable state of the high voltage battery 11 is predicted in advance, and the power generation of the drive / regenerative motor 2 is gradually performed. Therefore, the load dump when the main relay 24 is switched from ON to OFF during power generation of the drive / regenerative motor 2 can be suppressed without accompanying a sudden change in the deceleration of the vehicle due to the power generation stop.

  Further, by completing the start of the engine 1 before disconnecting the high voltage battery 11 from the high voltage line 12 in the following step S11, the power source of the vehicle can be switched from the driving / regenerative motor 2 to the engine 1, Driving performance can be maintained.

In the first embodiment, during power generation by the driving / regenerative motor 2, when the temperature, current value, or voltage value reaches the corresponding immediate OFF threshold value in step S2, that is, the state of the high-voltage battery system that cannot be predicted in advance. If it is determined that the main relay 24 needs to be turned off immediately based on (the overcurrent state due to the short circuit of the high voltage line 12), the main relay 24 is turned off in step S3 and the DC / DC in step S4 The converter 16 is operated.
In other words, in the first embodiment, when it is impossible to predict in advance a situation in which the main relay 24 must be immediately turned off, such as when the high voltage line 12 is short-circuited, the DC / DC converter 16 is turned on at the same time as the main relay 24 is turned off. By operating the, the generated power of the drive / regenerative motor 2 can be released to the low voltage battery system and consumed by the low voltage system load 15. Therefore, load dump when the main relay 24 is switched from ON to OFF can be suppressed. In addition, since the power can be supplied to the low voltage line 13 even after the high voltage battery 11 is disconnected from the high voltage line 12, it is possible to avoid stopping the operating low voltage system load 15.

  Further, in the subsequent step S5, the load dump suppression effect can be enhanced by gradually stopping the power generation of the drive / regeneration motor 2. Further, in step S6, the starter motor 3 or the starter / generator motor 4 is operated, and in step S7, the engine 1 can be started by turning on the clutch CL. Therefore, the power source of the vehicle is driven / regenerated. The engine can be switched from 2 to the engine 1, and the running performance of the vehicle can be maintained.

As described above, Example 1 has the following effects.
(1) A drive / regeneration motor 2, a high voltage battery 11 coupled to the drive / regeneration motor 2, and a main relay 24 interposed between the drive / regeneration motor 2 and the high voltage battery 11 A high-voltage battery system, a controller 17 for controlling the ON / OFF of the main relay 24 according to the driving state of the vehicle, and the ON of the main relay 24 based on the pre-predictable state of the high-voltage battery system A switching necessity determination unit 17a that determines whether or not switching from OFF to OFF is necessary, and the controller 17 uses the switching necessity determination unit 17a in advance during power generation in the drive / regenerative motor 2. When it is determined that it is necessary to switch the main relay 24 from ON to OFF based on a predictable state of the high-voltage battery system, power generation of the drive / regeneration motor 2 is gradually stopped.
In this way, it is predicted in advance that the main relay 24 needs to be switched from ON to OFF, and before the main relay 24 is switched from ON to OFF, the power generation amount of the generator is gradually reduced to generate power. By stopping, the load dump when the main relay 24 is switched from ON to OFF during power generation of the drive / regenerative motor 2 can be suppressed, and a sudden voltage fluctuation of the drive / regenerative motor 2 can be suppressed to suppress the vehicle Sudden changes in deceleration can be suppressed (when power generation is stopped, if it is stopped stepwise, sudden voltage fluctuations occur and vehicle deceleration changes suddenly).

(2) A low-voltage battery system having a low-voltage battery 14 having a voltage lower than that of the high-voltage battery 11 coupled to the low-voltage system load 15 of the vehicle, and an intervening system between the low-voltage battery system and the high-voltage battery system The switching necessity determination unit 17a needs to switch the main relay 24 from ON to OFF based on the state of the high-voltage battery system that cannot be predicted in advance. The controller 17 switches from ON to OFF of the main relay 24 based on the state of the high voltage battery system that cannot be predicted in advance by the switching necessity determination unit 17a during power generation by the drive / regenerative motor 2. If it is determined that switching is necessary, the main relay 24 is switched from ON to OFF and the DC / DC converter 16 is operated.
Therefore, load dump when the main relay 24 is switched from ON to OFF can be suppressed by letting the generated power of the driving / regenerative motor 2 escape to the low voltage battery system and be consumed by the low voltage system load 15. In addition, since the power can be supplied to the low voltage line 13 even after the high voltage battery 11 is disconnected from the high voltage line 12, it is possible to avoid stopping the operating low voltage system load 15.

(3) Drive / regeneration motor 2, high-voltage battery 11 coupled to drive / regeneration motor 2, and main relay 24 interposed between drive / regeneration motor 2 and high-voltage battery 11 A low-voltage battery system having a low-voltage battery 14 having a voltage lower than that of the high-voltage battery 11, and a low-voltage battery system having a low-voltage battery 15 and a high-voltage battery system. Based on the state of the DC / DC converter 16 interposed therebetween, the controller 17 that controls ON / OFF of the main relay 24 according to the driving state of the vehicle, and the state of the high voltage battery system that cannot be predicted in advance. A switching necessity determination unit 17a that determines whether or not the relay 24 needs to be switched from ON to OFF, and the controller 17 determines whether switching is necessary during power generation by the drive / regenerative motor 2. Section 17a switches main relay 24 from ON to OFF When Toggles is determined to be necessary, with switches to OFF main relay 24 from ON, operating the DC / DC converter.
Therefore, load dump when the main relay 24 is switched from ON to OFF can be suppressed by letting the generated power of the driving / regenerative motor 2 escape to the low voltage battery system and be consumed by the low voltage system load 15. In addition, since the power can be supplied to the low voltage line 13 even after the high voltage battery 11 is disconnected from the high voltage line 12, it is possible to avoid stopping the operating low voltage system load 15.

[Example 2]
Since the second embodiment is different from the first embodiment only in the main relay control process, the illustration and description of the configuration are omitted.
FIG. 6 is a flowchart illustrating a flow of main relay control processing by the controller 17 of the second embodiment. In addition, the same step number is attached | subjected to the step which performs the same process as Example 1 shown in FIG. 3, and description is abbreviate | omitted.
In step S21, the starting / power generation motor 4 is operated (powering operation).
In step S22, the starter / generator motor 4 is stopped.

Next, the operation will be described.
In the second embodiment, during power generation by the drive / regenerative motor 2, when the temperature, current value, or voltage value reaches the corresponding immediate OFF threshold in step S2, that is, the state of the high-voltage battery system that cannot be predicted in advance. If it is determined that the main relay 24 needs to be immediately turned off based on the above, the main relay 24 is turned off in step S3, and the starting / power generation motor 4 is operated in step S21.

  In other words, when it is impossible to predict in advance that the main relay 24 must be turned off immediately, such as when the high voltage line 12 is short-circuited, the starter / generator motor 4 is operated simultaneously with the main relay 24 being turned off. Thus, the electric power generated by the drive / regeneration motor 2 can be consumed by the start / generation motor 4. Therefore, load dump when the main relay 24 is switched from ON to OFF can be suppressed. Further, since the engine 1 can be started by the operation of the drive / regeneration motor 2, the power source of the vehicle can be switched from the drive / regeneration motor 2 to the engine 1, and the running performance of the vehicle can be maintained.

As described above, the second embodiment has the following effects in addition to the effect (1) of the first embodiment.
(4) The high voltage battery system includes a starter / power generation motor 4 connected to the engine 1, and the switching necessity determination unit 17a determines whether the main relay 24 is based on the state of the high voltage battery system that cannot be predicted in advance. The controller 17 determines whether or not it is necessary to switch from ON to OFF of the high-voltage battery system that cannot be predicted in advance by the switching necessity determination unit 17a during power generation in the drive / regenerative motor 2. If it is determined that the main relay 24 needs to be switched from ON to OFF based on the state, the main relay 24 is switched from ON to OFF, and the starter / generator motor 4 is operated.
Therefore, since the power generated by the drive / regeneration motor 2 can be consumed by the start / generation motor 4, load dump when the main relay 24 is switched from ON to OFF can be suppressed. In addition, since the engine 1 can be started, the power source of the vehicle can be switched from the driving / regenerative motor 2 to the engine 1, and the running performance of the vehicle can be maintained.

(5) A drive / regeneration motor 2 connected to the drive wheel 6, a starter / generation motor 4 connected to the engine 1, a high voltage battery 11 coupled to the drive / regeneration motor 2, and a drive / regeneration motor A high voltage battery system having a main relay 24 interposed between the regenerative motor 2 and the high voltage battery 11 and a low voltage system load 15 are combined, and the low voltage is lower than that of the high voltage battery 11. Low voltage battery system with battery 14, DC / DC converter 16 interposed between low voltage battery system and high voltage battery system, and ON / OFF of main relay 24 according to vehicle operating conditions And a switching necessity determination unit 17a that determines whether or not the main relay 24 needs to be switched from ON to OFF based on the state of the high-voltage battery system that cannot be predicted in advance. The controller 17 is used for the drive / regenerative motor 2 During power generation, when it is determined by the switching necessity determination unit 17a that the main relay 24 needs to be switched from ON to OFF, the main relay 24 is switched from ON to OFF and the starter / generator motor 4 is switched on. Make it work.
Therefore, since the power generated by the drive / regeneration motor 2 can be consumed by the start / generation motor 4, load dump when the main relay 24 is switched from ON to OFF can be suppressed. Since the engine 1 can be started, the power source of the vehicle can be switched from the driving / regenerative motor 2 to the engine 1, and the running performance of the vehicle can be maintained.

(Other examples)
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the concrete structure of this invention is not limited to an Example, The design of the range which does not deviate from the summary of invention Any changes and the like are included in the present invention.
In the embodiment, the case where the main relay 24 is switched from ON to OFF during the power generation of the drive / regeneration motor 2 has been described, but the case where the main relay 24 is switched from ON to OFF during the power generation of the starter / power generation motor 4 is described. In addition, the present invention can be applied, and the same effects as those of the embodiment can be obtained. In this case, if it is determined that the main relay 24 needs to be immediately turned off based on the state of the high-voltage battery system that cannot be predicted in advance, the DC / DC converter 16 is operated when the main relay 24 is turned off. .

1 engine
2 Drive / regenerative motor (motor, first motor)
3 Starter motor
4 Motor for starting / generating (motor, second motor)
5 Continuously variable transmission
6 Drive wheels
7 Primary pulley
8 Secondary pulley
9 V belt
10 Final gear set
11 High voltage battery
12 High voltage line
13 Low voltage line
14 Low voltage battery
15 Low voltage system load (electric load)
16 DC / DC converter
17 Control controller (relay control means)
17a Switching necessity judgment section (switching necessity judgment means)
18 Temperature sensor
19 Current sensor
20 Voltage sensor
21 Smoothing capacitor
23 Relay circuit
24 Main relay (relay)
25 Precharge relay
26 Resistance

Claims (5)

A high voltage battery system comprising: an electric motor; a high voltage battery coupled to the electric motor; and a relay interposed between the electric motor and the high voltage battery;
Relay control means for controlling on / off of the relay according to the driving state of the vehicle;
Based on the state of the high-voltage battery system that can be predicted in advance, switching necessity determination means for determining whether or not switching of the relay from on to off is necessary;
With
The relay control means determines that the relay needs to be switched from on to off based on the state of the high voltage battery system that can be predicted in advance by the switching necessity determination means during power generation by the electric motor. When it is done, the vehicle control apparatus characterized by gradually stopping power generation of the electric motor. The vehicle control device according to claim 1,
A low voltage battery system having a low voltage battery coupled to an electrical load of the vehicle and having a lower voltage than the high voltage battery;
A DC / DC converter interposed between the low voltage battery system and the high voltage battery system;
Further comprising
The switching necessity determination means determines whether it is necessary to switch the relay from on to off based on the state of the high-voltage battery system that cannot be predicted in advance.
The relay control means determines that the relay needs to be switched from on to off based on the state of the high voltage battery system that cannot be predicted in advance by the switching necessity determination means during power generation by the electric motor. If it is, a vehicle control device that switches the relay from on to off and operates the DC / DC converter. The vehicle control device according to claim 1,
The electric motor is a first electric motor connected to driving wheels;
The high voltage battery system has a second electric motor connected to the engine,
The switching necessity determination means determines whether it is necessary to switch the relay from on to off based on the state of the high-voltage battery system that cannot be predicted in advance.
The relay control unit needs to switch the relay from on to off based on the state of the high-voltage battery system that cannot be predicted in advance by the switching necessity determination unit during power generation by the first motor. If it is determined that the relay is switched from ON to OFF, the second electric motor is operated. A high voltage battery system comprising: an electric motor; a high voltage battery coupled to the electric motor; and a relay interposed between the electric motor and the high voltage battery;
A low voltage battery system having a low voltage battery coupled to an electrical load of the vehicle and having a lower voltage than the high voltage battery;
A DC / DC converter interposed between the low voltage battery system and the high voltage battery system;
Relay control means for controlling on / off of the relay according to the driving state of the vehicle;
Based on the state of the high-voltage battery system that cannot be predicted in advance, a switching necessity determination unit that determines whether switching of the relay from on to off is necessary;
With
The relay control unit switches the relay from on to off when the switching necessity determination unit determines that the relay needs to be switched from on to off during power generation by the electric motor. A vehicle control apparatus for operating the DC / DC converter. A first electric motor connected to the drive wheel; a second electric motor connected to the engine; a high-voltage battery coupled to the first electric motor; and the first electric motor and the high-voltage battery. A high voltage battery system comprising:
A low voltage battery system having a low voltage battery coupled to an electrical load of the vehicle and having a lower voltage than the high voltage battery;
A DC / DC converter interposed between the low voltage battery system and the high voltage battery system;
Relay control means for controlling on / off of the relay according to the driving state of the vehicle;
Based on the state of the high-voltage battery system that cannot be predicted in advance, a switching necessity determination unit that determines whether switching of the relay from on to off is necessary;
With
The relay control unit turns the relay from on to off when the switching necessity determination unit determines that the relay needs to be switched from on to off during power generation by the first motor. A control device for a vehicle, wherein the second motor is operated while switching.

Images