JP2017099197A - Control device of electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an electric vehicle capable of quickly putting a high voltage circuit in a required state, even when a request is changed in the middle of required processing.SOLUTION: An HCU 10 of an electric vehicle 1 having a third power storage device 33 of high voltage, an inverter 50 and a motor generator 4 and having a cutoff relay 58 for putting the third power storage device in a connection state or a cutoff state, a smooth capacitor 55 and a discharge resistance 57 connected in parallel to a front stage of the inverter, maintains its connection state when the cutoff relay is the connection state when a travel preparation request is generated in stopping processing, and stops forced discharge processing of the smooth capacitor by switching to the connection state when the cutoff relay is the cutoff state, and maintains its cutoff state when the cutoff relay is the cutoff state when a stopping request is generated in travel preparation processing, and forms a forced discharge circuit of the smooth capacitor by switching to the cutoff state when the cutoff relay is the connection state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device that controls supply and interruption of high-voltage power mounted on an electric vehicle.

  An electric vehicle equipped with a motor that can be used as a drive source converts DC power of a high-voltage battery into AC power by an inverter and supplies the AC power to the motor. In this high voltage circuit, a smoothing capacitor is interposed between the high voltage battery and the inverter to convert DC power into AC power having a stable voltage.

  In Patent Document 1, when maintenance is performed after stopping from a running state, a process for stopping the high voltage circuit in a safe state is executed in conjunction with the key switch operation of the vehicle, and the running is started. In doing so, it is disclosed that a process of preparing to supply high voltage power is executed in conjunction with the key switch operation of the vehicle.

Japanese Patent Laid-Open No. 7-274302

  However, in the control device described in Patent Document 1, when the reverse key switch operation is performed during the stop process or the preparation process in conjunction with the key switch operation of the vehicle, the control apparatus starts. After completing the process, the requested process is started again.

  For this reason, there has been a problem that the requested processing cannot be started immediately and the driver or the like is kept waiting, resulting in a loss of drivability.

  Therefore, an object of the present invention is to provide a control device for an electric vehicle that can quickly bring a high-voltage circuit into a requested state even when the request is changed during a requested process. .

  One aspect of the invention of a control device for an electric vehicle that solves the above problems is supplied from a high-voltage battery, a smoothing capacitor that smoothes the voltage of DC power supplied from the high-voltage battery, and the high-voltage battery. A control device mounted on an electric vehicle comprising: an inverter that converts direct current power into alternating current power; and a motor driven by the alternating current power supplied from the inverter, wherein the high voltage battery is connected to the high voltage A switching device that switches to either a connected state in which power can be supplied or a high voltage cut-off state that cuts off the connection and cuts off the supply of high-voltage power, and supplies high-voltage power from the high-voltage battery. When a travel preparation request occurs during the process of stopping, if the switch is in a connected state, the high voltage is not switched to the high voltage cutoff state. A circuit for supplying high voltage power from the battery is maintained, and when the switch is in a high voltage cut-off state, the switch is switched to a connected state to forcibly reduce the voltage value of the stored power of the smoothing capacitor. And a circuit for forming a circuit for supplying high voltage power from the high voltage battery.

  Another aspect of the invention of the control device for an electric vehicle that solves the above-described problems is a high-voltage battery, a smoothing capacitor that smoothes the voltage of DC power supplied from the high-voltage battery, and supplied from the high-voltage battery. A control device mounted on an electric vehicle comprising: an inverter that converts direct-current power to alternating-current power; and a motor driven by the alternating-current power supplied from the inverter, the high-voltage battery being connected to the control device A switching device that switches to either a connected state in which high-voltage power can be supplied or a high-voltage cut-off state in which the connection is cut off to cut off the supply of the high-voltage power, and the high-voltage power from the high-voltage battery If a stop request is generated during the process of starting supply and the switch is in a high voltage cut-off state, the smoothing control is not performed without switching the switch to the connected state. A circuit that forcibly reduces the voltage value of the stored electricity of the densa is maintained, and when the switch is in a connected state, the switch is switched to a high voltage cut-off state to supply high voltage power to the smoothing capacitor. And a circuit for forcibly reducing the voltage value of the stored power of the smoothing capacitor is formed.

  Thus, according to one aspect of the present invention, it is possible to provide a control device for an electric vehicle that can quickly bring a high-voltage circuit into a requested state even when the request is changed during request processing. Can do.

FIG. 1 is a diagram illustrating an example of a vehicle equipped with a control device for an electric vehicle according to an embodiment of the present invention, and is a block diagram illustrating a schematic overall configuration thereof. FIG. 2 is a circuit diagram showing the configuration of the inverter. FIG. 3 is a flowchart for explaining a control process (control method) when a travel preparation request is issued during the stop process. FIG. 4 is a flowchart for explaining a control process (control method) when a stop request is issued during the travel preparation process.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1-4 is a figure which shows an example of the vehicle carrying the control apparatus of the electric vehicle which concerns on one Embodiment of this invention.

  In FIG. 1, a vehicle 1 is constructed as a hybrid vehicle that is mounted with an internal combustion engine type engine 2 and a motor generator 4 as drive sources, and travels by rotating drive wheels 5 via a transmission 3. That is, the vehicle 1 is also configured as an electric vehicle that travels with the driving force of the motor generator 4.

  The vehicle 1 is equipped with an HCU (Hybrid Control Unit) 10, an ECM (Engine Control Module) 11, and a TCM (Transmission Control Module) 12 as control systems, each of which is stored in advance in a memory. Thus, efficient driving is realized by controlling the driving of the engine 2, the transmission 3 and the motor generator 4.

  Here, in the vehicle 1, a control process in which the HCU 10 is started or stopped according to the operation of the ignition key by the driver detected by the ignition switch 9 is executed, and the HCU 10 comprehensively controls the entire vehicle 1, The ECM 11 controls the engine 2 and the TCM 12 is configured to control the transmission 3.

  The engine 2 is formed with a plurality of cylinders. The engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

  The vehicle 1 has an EV (Electric Vehicle) mode in which the engine 2 is stopped and the vehicle 1 is driven by the driving force of the motor generator 4. The vehicle 1 also has an idling stop function that automatically stops the engine 2 in accordance with a preset stop condition and restarts the engine 2 in accordance with a preset restart condition.

  The engine 2 is connected to an integrated starter generator (ISG) 20 and a starter 21. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. The ISG 20 has a function of an electric motor that starts the engine 2 by rotating by being supplied with electric power, and a function of a generator that converts the rotational force input from the crankshaft 18 into electric power.

  The vehicle 1 includes an ISGCM (Integrated Starter Generator Control Module) 13 as a control system, and the ISGCM 13 controls driving of the ISG 20 according to a control program stored in advance in a memory.

  The ISG 20 functions as an electric motor so as to restart the engine 2 from a stopped state by the idling stop function. The ISG 20 can assist the traveling of the vehicle 1 by functioning as an electric motor.

  The starter 21 includes a motor and a pinion gear (not shown). The starter 21 rotates the crankshaft 18 by rotating the motor to give the engine 2 a starting torque. As described above, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stop state by the idling stop function.

  The transmission 3 shifts and transmits the driving rotational force output from the engine 2 and rotates the driving wheels 5 via the drive shaft 23. The transmission 3 includes a rotation speed (the number of rotations) of the drive shaft 23 of each of the left and right drive wheels 5 and a clutch 26 constituted by a normally-meshing type transmission mechanism 25 composed of a parallel shaft gear mechanism, a normally closed dry clutch. ) And an actuator (not shown).

  The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), and is configured to switch a gear position in a transmission mechanism 25 driven by an actuator and to connect and disconnect a clutch 26. The differential mechanism 27 receives the power output by the speed change mechanism 25 and transmits it to the left and right drive shafts 23.

  The motor generator 4 is connected to the differential mechanism 27 via a power transmission mechanism 28 such as a chain. The motor generator 4 functions as an electric motor.

  Thus, the vehicle 1 is constructed in a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle, and the power output by at least one of the engine 2 and the motor generator 4. It comes to run by.

  The motor generator 4 also functions as a generator, and generates power when the vehicle 1 is coasting or decelerating. The motor generator 4 may be connected to any part of the power transmission path from the engine 2 to the drive wheel 5 so as to be able to transmit power, and is not necessarily connected to the differential mechanism 27.

  Further, the vehicle 1 includes a first power storage device 30, a low voltage power pack 32 including a second power storage device 31, a high voltage power pack 34 including a third power storage device 33, a high voltage cable 35, and a low voltage cable. 36.

  The first power storage device 30, the second power storage device 31, and the third power storage device 33 are composed of rechargeable secondary batteries. The second power storage device 31 is a power storage device that can store higher power and higher energy density than the first power storage device 30. The second power storage device 31 can be charged in a shorter time than the first power storage device 30. The first power storage device 30 and the second power storage device 31 are low voltage batteries in which the number of cells and the like are set so as to generate an output voltage of about 12V. In this embodiment, the 1st electrical storage apparatus 30 consists of lead batteries, and the 2nd electrical storage apparatus 31 consists of lithium ion batteries. The second power storage device 31 may be a nickel hydride storage battery.

  Third power storage device 33 constitutes a high voltage battery by setting the number of cells and the like so as to generate a higher voltage than first power storage device 30 and second power storage device 31. The 3rd electrical storage apparatus 33 consists of nickel hydride storage batteries, for example.

  The high voltage power pack 34 includes an inverter 45, an INVCM 14, and a high voltage BMS 16 in addition to the third power storage device 33, and is formed in a high voltage circuit. The high voltage power pack 34 is connected to the motor generator 4 via a high voltage cable 35 so that electric power can be supplied.

  The vehicle 1 is provided with a general load 37 and a protected load 38 as electric loads. The general load 37 and the protected load 38 are electric loads other than the starter 21 and the ISG 20.

  The protected load 38 is an electric load that always requires a stable power supply. The protected load 38 includes, for example, a stability control device 38A that prevents a side slip of the vehicle 1, an electric power steering control device 38B that electrically assists an operating force of a steering wheel (not shown), and a headlight 38C. . The protected load 38 also includes instrument panel lamps and meters (not shown) and a car navigation system.

  The general load 37 is an electric load that is temporarily used without requiring stable power supply as compared with the protected load 38. The general load 37 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to the engine 2.

  The low voltage power pack 32 includes switches 40 and 41 and a low voltage BMS 15 in addition to the second power storage device 31. First power storage device 30 and second power storage device 31 are connected to starter 21, ISG 20, general load 37 as an electrical load, and protected load 38 via low voltage cable 36 so as to be able to supply power. Yes. The first power storage device 30 and the second power storage device 31 are electrically connected in parallel to the protected load 38.

  The switch 40 is provided in the low voltage cable 36 between the second power storage device 31 and the protected load 38. The switch 41 is provided in the low voltage cable 36 between the first power storage device 30 and the protected load 38.

  The vehicle 1 includes an INVCM (Invertor Control Module) 14, a low voltage BMS (Battery Management System) 15, and a high voltage BMS 16 as a control system, each of which is an inverter according to a control program stored in advance in a memory. 50 drive and charging / discharging of the 1st electrical storage apparatus 30, the 2nd electrical storage apparatus 31, and the 3rd electrical storage apparatus 33 are controlled.

  The INVCM 14 controls the inverter 50 to mutually convert AC power applied to the high voltage cable 35 and DC power applied to the third power storage device 33. For example, when powering the motor generator 4, the INVCM 14 converts the DC power discharged by the third power storage device 33 into AC power by the inverter 50 and supplies the AC power to the motor generator 4. Further, when regenerating motor generator 4, INVCM 14 converts AC power generated by motor generator 4 into DC power by inverter 50 and charges third power storage device 33.

  The low voltage BMS 15 controls charging / discharging of the second power storage device 31 and power supply to the protected load 38 by controlling opening and closing of the switches 40 and 41. When the engine 2 is stopped due to idling stop, the low voltage BMS 15 is stabilized to the protected load 38 from the high power and high energy density second power storage device 31 by closing the switch 40 and opening the switch 41. It is designed to supply power.

  When the engine 2 is started by the starter 21 and when the engine 2 stopped by the idling stop control is restarted by the ISG 20, the low voltage BMS 15 opens the switch 41 and opens the switch 41. Electric power is supplied from the power storage device 30 to the starter 21 or the ISG 20. When the switch 40 is closed and the switch 41 is opened, power is also supplied from the first power storage device 30 to the general load 37.

  The high voltage BMS 16 manages the state such as the remaining capacity of the third power storage device 33. The high voltage BMS 16 is controlled by the HCU 10 so as to cooperate with the INVCM 14 to efficiently drive the motor generator 4.

  As described above, the first power storage device 30 supplies at least electric power to the starter 21 and the ISG 20 as starters for starting the engine 2. The second power storage device 31 supplies at least power to the general load 37 and the protected load 38.

  The second power storage device 31 is connected so as to be able to supply power to both the general load 37 and the protected load 38. However, the second power storage device 31 preferentially supplies power to the protected load 38 that always requires stable power supply. Thus, the switches 40 and 41 are controlled by the low voltage BMS 15.

  As described above, the low voltage BMS 15 is protected while taking into consideration the charging state (remaining charge amount) of the first power storage device 30 and the second power storage device 31, and the operation requests to the general load 37 and the protected load 38. Prioritizing stable operation of the load 38, the switches 40 and 41 are appropriately controlled.

  The vehicle 1 is laid with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network). The HCU 10 is connected to the INVCM 14 and the high voltage BMS 16 by a CAN communication line 48. The HCU 10, the INVCM 14 and the high voltage BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48. The HCU 10 is connected to the ECM 11, the TCM 12, the ISGCM 13, and the low voltage BMS 15 by a CAN communication line 49. The HCU 10, ECM 11, TCM 12, ISGCM 13, and low voltage BMS 15 mutually transmit and receive signals such as control signals via the CAN communication line 49.

  Here, as shown in FIG. 2, the inverter 50 includes switching elements 51u to 51w and 61u to 61w connected to the three-phase full-wave bridge 50B. The switching elements 51u to 51w and 61u to 61w include diodes 53u to 53w. , 54u to 54w are reversely connected. The inverter 50 supplies three-phase alternating current to each of the coils 4 u to 4 w for each UVW phase of the motor generator 4 by PWM control of the switching elements 51 u to 51 w and 61 u to 61 w by the control signal from the INVCM 14. Function as an electric motor. The inverter 50 is configured to charge the third power storage device 33 by full-wave rectifying the AC power generated by the motor generator 4 functioning as a generator by the diodes 53 u to 53 w and 54 u to 54 w.

  In the inverter 50, a smoothing capacitor 55 and a discharge resistor 57 are connected in parallel to the third power storage device 33 side of the three-phase full-wave bridge 50B.

  Smoothing capacitor 55 functions to stabilize and smooth the voltage value supplied to three-phase full-wave bridge 50 </ b> B by storing the DC power discharged from third power storage device 33 and discharging the stored power. The storage of the smoothing capacitor 55 is started when the ignition switch 9 detects ignition on by the driver and the HCU 10 is activated to start the vehicle 1 as a whole in a running preparation state.

  The discharge resistor 57 is always connected to the smoothing capacitor 55 to form a discharge circuit. The discharge resistor 57 is set to a high resistance value so as to suppress the stored power discharged from the smoothing capacitor 55 to a minute current.

  The discharge resistor 57 allows the high-voltage stored power discharged from the smoothing capacitor 55 to flow when the supply of the high-voltage stored power discharged from the third power storage device 33 to the smoothing capacitor 55 is interrupted. A circuit (so-called forced discharge circuit) that reduces the voltage value of the stored power stored in the smoothing capacitor 55 and reduces the voltage by executing so-called forced discharge processing is formed. The power consumption at the discharge resistor 57 is started when the ignition switch 9 detects the ignition off by the driver and the HCU 10 executes a stop process for shifting the entire vehicle 1 to a stop (restart standby) state.

  Further, the inverter 50 includes a voltage sensor 56 that detects a voltage between the electrodes of the smoothing capacitor 55, and a cutoff relay (switcher) 58 that is disposed between the third power storage device 33 and the smoothing capacitor 55. . The interruption relay 58 is switch-controlled by the INVCM 14 that cooperates with the HCU 10 based on detection information of the voltage sensor 56 and the like. The interrupting relay 58 is a switch that switches between a connection state that allows passage of current and a disconnected state that blocks passage of current, and may be any of a contact switch type, a relay switch type, a diode switch type, and the like. It may be installed in consideration of current capacity, dielectric strength and life.

  The interruption relay 58 is arranged between the third power storage device 33 and the smoothing capacitor 55, and a high voltage application state (connection state) capable of supplying the high voltage power discharged from the third power storage device 33 to the downstream side. The INVCM 14 performs switching control so as to select any one of a high voltage cut-off state (cut-off state) that cuts off the supply.

  When the ignition switch 9 generates a stop request for detecting the ignition off by the driver, the HCU 10 cooperates with the INVCM 14 to open the cutoff relay 58 (disconnected state) to discharge the third power storage device 33. The electric power stored in the smoothing capacitor 55 is stopped and discharged to the discharge resistor 57 to be consumed.

  As a result, the HCU 10 releases the stored power stored in the smoothing capacitor 55 to the discharge resistor 57 to reduce the voltage value and lower the voltage.

  In addition, the HCU 10 cooperates with the INVCM 14 to close the shut-off relay 58 (connected state) and discharge from the third power storage device 33 when the travel preparation request for the ignition switch 9 to detect ignition on by the driver is generated. The smoothing capacitor 55 is boosted to a predetermined voltage.

  As a result, the HCU 10 stores the discharge power from the third power storage device 33 in the smoothing capacitor 55 and stabilizes (smooths) the voltage value of the power supplied to the motor generator 4 via the three-phase full-wave bridge 50B. ).

  When the ignition switch 9 detects an operation of the ignition key in the reverse direction during the execution of the stop process at the time of detecting the ignition off or the start process at the time of detecting the ignition on, the HCU 10 completes the control process being executed. Without waiting for this, the control process being executed is stopped, and the process proceeds to a start process or a stop process in response to an operation request from the driver, and various control processes are executed. That is, the HCU 10 constitutes an electric vehicle control device in the present embodiment.

  For example, when the ignition switch 9 detects ignition on (running preparation request) by the driver during the execution of the stop process when the ignition off (stop request) is detected, the HCU 10 stops various stop processes in the inverter 50. Thus, a control process corresponding to the state of the interruption relay 58 is executed.

  When the interruption relay 58 is in the connected state, the circuit for discharging and supplying the high voltage power from the third power storage device 33 is maintained without switching the interruption relay 58 to the disconnected state.

  When the interruption relay 58 is in a high voltage interruption state (disconnection state), the interruption relay 58 is returned to the connection state, and the discharge process for reducing the voltage value of the stored power in the smoothing capacitor 55 is stopped. 3 A circuit for supplying high voltage power from the power storage device 33 is formed.

  Specifically, the HCU 10 stores the memory during the execution of various stop processes for the inverter 50 such as turning off the interruption relay 58 and discharging (reducing) the stored power in the smoothing capacitor 55 to the discharge resistor 57. The control process shown in the flowchart of FIG. 3 is executed according to the control program stored in the control program.

  First, the HCU 10 repeatedly checks the presence or absence of a travel preparation request (ignition on) by the driver (step S101), and when the travel preparation request is confirmed, stops various stop processes for the inverter 50 (step S102).

  As a result, the HCU 10 can immediately start the control process to respond to the travel preparation request without waiting for the completion of the stop process to be executed.

  Next, the HCU 10 confirms whether or not a high voltage non-application state in which the voltage value of the stored power of the smoothing capacitor 55 detected by the voltage sensor 56 is lower than a preset high voltage threshold value is reached (step S103).

  In step S103, the HCU 10 determines that the smoothing capacitor 55 has not been applied with a high voltage because the interruption relay 58 has already been disconnected and the stored power in the smoothing capacitor 55 is consumed by the discharge resistor 57. If it is confirmed, the interruption relay 58 is switched to the connected state, and the application (supply) of the high-voltage stored power from the third power storage device 33 is resumed (step S105), and the process proceeds to the next step S106.

  In step S103, if the HCU 10 confirms that the voltage value of the stored power of the smoothing capacitor 55 is equal to or higher than the high voltage threshold and has not reached the high voltage non-application state, the stored power in the smoothing capacitor 55 is discharged. It is confirmed whether or not the current is consumed by the resistor 57 (step S104).

  In this step S104, when it is confirmed that the HCU 10 is in a high voltage cutoff state in which the cutoff relay 58 has already been disconnected and the supply of high voltage stored power from the third power storage device 33 is cut off. Executes step S105, switches the interruption relay 58 to the connected state, restarts the application (supply) of the high-voltage stored power from the third power storage device 33, and proceeds to the next step S106.

  As a result, when the supply of the high-voltage stored power of the third power storage device 33 is interrupted, the HCU 10 switches to the circuit that sets the disconnect relay 58 to the connected state, and connects the smoothing capacitor 55 to the smoothing capacitor 55. The supply of high-voltage stored power can be resumed quickly. For this reason, the HCU 10 is stopped until the forced discharge of the smoothing capacitor 55 is finished and no high voltage is applied to the three-phase full-wave bridge 50B of the inverter 50, or before the forced discharge of the smoothing capacitor 55 is completed. The smoothing capacitor 55 can be boosted from the state in which the stop process is proceeding to

  Further, in step S104, the HCU 10 does not cut off the supply of high voltage stored power from the third power storage device 33 because the cutoff relay 58 is in the connected state (the high voltage stored power of the third power storage device 33 is not cut off). If it is confirmed that the circuit to be applied to the smoothing capacitor 55 is maintained, the process proceeds to step S106.

  In step S104, the HCU 10 confirms the connection state of the cutoff relay 58 or switches the cutoff relay 58 to the connection state in step S105, and the voltage value of the stored power in the smoothing capacitor 55 reaches a predetermined high voltage at which it can travel. It is repeatedly checked whether or not the pressure has been increased (step S106).

  In step S106, when the HCU 10 confirms that the smoothing capacitor 55 has reached a predetermined high voltage, the HCU 10 shifts to a state of waiting for a travel request such as a driver depressing an accelerator (not shown) (step S107). ), This control process is terminated.

  Therefore, when a stop preparation is executed in response to a stop request from the driver, if a travel preparation request is made for some reason, the HCU 10 stops various stop processes of the inverter 50 without waiting for completion. Thus, the supply of the stored power from the third power storage device 33 via the inverter 50 can be quickly shifted to a state where the supply can be resumed.

  On the other hand, for example, when the ignition switch 9 detects the ignition off (stop request) by the driver during the execution of the travel preparation process when the ignition is on (travel preparation request) is detected, the HCU 10 prepares various travel preparations in the inverter 50. The process is stopped, and a control process according to the state of the interruption relay 58 is executed.

  When the interruption relay 58 is in the connected state, the interruption relay 58 is disconnected to switch to a high voltage interruption state in which application of high voltage power is interrupted, and the stored power in the smoothing capacitor 55 is forcibly discharged. Thus, a circuit for reducing the voltage value is formed.

  In addition, when the interruption relay 58 is in a high voltage interruption state (disconnection state), a circuit for forcibly flowing the stored power in the smoothing capacitor 55 to the discharge resistor 57 and maintaining the discharge is maintained, The process of reducing the voltage value of the stored power is continued.

  Specifically, the HCU 10 stores the interruption relay 58 in a connected state during execution of various travel preparation processes of the inverter 50 such as applying the high voltage stored power of the third power storage device 33 to the smoothing capacitor 55. The control process shown in the flowchart of FIG. 4 is executed in accordance with the control program stored in.

  First, the HCU 10 repeatedly checks the presence or absence of a stop request (ignition off) by the driver (step S201), and when the stop request is confirmed, stops various travel preparation processes for the inverter 50 (step S202).

  As a result, the HCU 10 can immediately start the control process to respond to the stop request without waiting for the completion of the travel preparation process to be executed.

  Next, the HCU 10 confirms whether or not the voltage value of the stored power of the smoothing capacitor 55 detected by the voltage sensor 56 has reached a high voltage application state that is higher than a preset high voltage threshold that can be traveled (step S203). .

  In this step S203, the HCU 10 confirms that the high voltage storage state has been reached by supplying the high voltage stored power from the third power storage device 33 to the smoothing capacitor 55 with the interruption relay 58 already connected. If it is, the interruption relay 58 is switched to a disconnected state, and the supply (application) of high-voltage stored power from the third power storage device 33 is interrupted (step S205).

  In step S203, when it is confirmed that the voltage value of the stored power of the smoothing capacitor 55 is equal to or lower than the high voltage threshold and the high voltage application state is not reached, the HCU 10 determines that the voltage value of the stored power of the smoothing capacitor 55 is It is confirmed whether or not the pressure is increased (step S204).

  In this step S204, when it is confirmed that the HCU 10 is in a high voltage supply state in which the interruption relay 58 is already connected and high voltage stored power is supplied from the third power storage device 33, step S205 is performed. To cut off the supply of the high-voltage stored power from the third power storage device 33 by switching the cut-off relay 58 to the disconnected state, and proceeds to the next step S206.

  Thus, the HCU 10 can switch the cutoff relay 58 to the disconnected state and discharge the stored power from the smoothing capacitor 55 to the discharge resistor 57 when the high voltage stored power of the third power storage device 33 is being supplied. it can. For this reason, the HCU 10 proceeds with the travel preparation process until the voltage value of the stored power of the smoothing capacitor 55 is increased to such an extent that it can travel, or supplies the smoothed capacitor 55 with the high voltage stored power of the third power storage device 33. Thus, the stored power in the smoothing capacitor 55 can be consumed by the discharge resistor 57 from the state in which the travel preparation process has progressed halfway up to a voltage value that allows the vehicle to travel.

  Further, in step S204, the HCU 10 disconnects the supply of high-voltage stored power from the third power storage device 33 because the interruption relay 58 is disconnected (the high-voltage stored power of the third power storage device 33 is cut off). If it is confirmed that a circuit to be applied to the smoothing capacitor 55 is not formed, the process proceeds to step S206 as it is.

  Then, the HCU 10 that confirms the disconnection state of the interruption relay 58 in step S204 or switches the interruption relay 58 to the disconnection state in step S205 is a safe low value in which the voltage value of the stored power of the smoothing capacitor 55 is preset. Whether or not the voltage is stepped down to the voltage value is repeatedly confirmed (step S206).

  In step S206, when the HCU 10 confirms that the smoothing capacitor 55 has reached the predetermined set low voltage value, the HCU 10 shifts to a process of bringing the entire vehicle 1 to a stop state (step S207). The process ends.

  Accordingly, when the travel preparation process is executed in response to the travel preparation request by the driver, if a stop request is made for some reason, the HCU 10 cancels the various travel preparation processes of the inverter 50 without waiting for completion. Thus, it is possible to quickly shift to the stop state including the inverter 50.

  As described above, in this embodiment, after starting the control process according to the operation of the ignition key by the driver, the control process being executed is executed even when the operation key is operated in the reverse direction and the operation request is changed. Without waiting for completion, it is possible to quickly switch to a high voltage circuit that performs the requested processing by switching the interruption relay 58 so that the smoothing capacitor 55 of the inverter 50 is charged and discharged.

  Therefore, the control device for an electric vehicle that can immediately start the requested process and put the vehicle 1 in a traveling preparation state or a stopped state, and can improve drivability without waiting for the driver or the like. Can be provided.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 4 Motor generator 9 Ignition switch 10 HCU (control device)
14 INVCM
16 High voltage BMS
27 Differential mechanism 28 Power transmission mechanism 33 Third power storage device (high voltage battery)
34 High Voltage Power Pack 50 Inverter 55 Smoothing Capacitor 56 Voltage Sensor 57 Discharge Resistor 58 Break Relay (Switch)

Claims (2)

A high voltage battery, a smoothing capacitor for smoothing the voltage of DC power supplied from the high voltage battery, an inverter for converting DC power supplied from the high voltage battery into AC power, and supplied from the inverter A control device mounted on an electric vehicle including a motor driven by AC power,
A switch for switching to either one of a connection state in which the high voltage battery is connected and high voltage power can be supplied or a high voltage cutoff state in which the connection is cut off and the supply of high voltage power is cut off.
When a travel preparation request occurs during the process of stopping the supply of high voltage power from the high voltage battery,
When the switch is in a connected state, without switching the switch to a high voltage cutoff state, maintain a circuit for supplying high voltage power from the high voltage battery;
When the switch is in a high voltage cutoff state, the switch is switched to a connected state, and the process of forcibly reducing the voltage value of the stored power of the smoothing capacitor is stopped. An electric vehicle control device that forms a circuit for supplying electric power. A high voltage battery, a smoothing capacitor for smoothing the voltage of DC power supplied from the high voltage battery, an inverter for converting DC power supplied from the high voltage battery into AC power, and supplied from the inverter A control device mounted on an electric vehicle including a motor driven by AC power,
A switch for switching to either one of a connection state in which the high voltage battery is connected and high voltage power can be supplied or a high voltage cutoff state in which the connection is cut off and the supply of high voltage power is cut off.
When a stop request occurs during the process of starting the supply of high voltage power from the high voltage battery,
When the switch is in a high voltage cutoff state, without switching the switch to the connected state, maintain a circuit for forcibly reducing the voltage value of the stored power of the smoothing capacitor,
When the switch is in a connected state, the switch is switched to a high voltage cutoff state, the process of supplying high voltage power to the smoothing capacitor is stopped, and the voltage value of the stored power of the smoothing capacitor is forcibly set. The control apparatus of the electric vehicle which forms the circuit to reduce to a low.