JP2018103741A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle in which startability of a motor can be improved.SOLUTION: A changeover part forms a first state in which electric power is supplied from a lead-acid battery to an ISG and a second state in which electric power is supplied from a Li battery to the ISG. An ECU starts driving of the ISG in the state that the changeover state is made to be in the first state (time t11), and thereafter, transits the changeover part to the second state (time t12). The ECU transits the changeover part from the first state to the second state when a rotational speed of the ISG is equal to or more than a preset threshold.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle.

  In the conventional hybrid vehicle, the technique described in Patent Document 1 is known. In the device described in Patent Document 1, a combination of on or off of a plurality of switches is switched from the first state to the fifth state. In the first state, the lead storage battery and the lithium ion storage battery are in a conductive state, and the lead storage battery, the lithium ion storage battery, the rotating machine, and the electrical load are in a conductive state. Further, in the second to fifth states, the lead storage battery and the lithium ion storage battery are cut off, and each of the rotating machine and the electric load is connected to one of the lead storage battery and the lithium ion storage battery.

  The thing of patent document 1 can determine the presence or absence of the reverse connection of the external storage battery with respect to a battery unit and a rotary machine. Thereby, it is possible to eliminate various inconveniences caused by reverse connection.

JP2015-154504A

  However, the thing of patent document 1 is not examined about the electric power supply state at the time of starting a vehicle with the motive power of a motor (rotary machine) from the idling stop state at the time of a stop, and the electric power supply state after start of a vehicle. For this reason, the thing of patent document 1 had a possibility that the startability of a motor deteriorated by the insufficient supply of electric power at the time of start of a vehicle, and the motive power of the motor might be insufficient.

  The present invention has been made paying attention to the above-described problems, and an object of the present invention is to provide a hybrid vehicle that can improve the startability of a motor.

  The present invention controls a first power source and a second power source, a motor driven by electric power, a switching unit that switches a power supply state between the first power source, the second power source, and the motor, and the switching unit. A first vehicle in which power is supplied from the first power source to the motor, and the first power source is a hybrid vehicle having a larger output than the second power source. A second state in which power is supplied from the second power source to the motor, and the control unit starts driving the motor in a state where the switching unit is in the first state, and then The switching unit is shifted to the second state.

  As described above, according to the present invention, the startability of the motor can be improved.

FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. FIG. 2-1 is a diagram illustrating a first state in which power is supplied from the ISG to the lead battery and power is supplied from the Li battery to the Li battery load in the switching unit of the hybrid vehicle according to the embodiment of the present invention. is there. FIG. 2-2 is a diagram illustrating an intermediate state in which the switch SW1, the switch SW3, and the switch SW4 are connected and the switch SW2 is not connected in the switching unit of the hybrid vehicle according to the embodiment of the present invention. FIG. 2-3 is a diagram illustrating an intermediate state in which the switches SW1, SW2, SW3, and SW4 are connected in the switching unit of the hybrid vehicle according to the embodiment of the present invention. FIG. 2-4 is a diagram illustrating a second state in which power is supplied from the Li battery to the ISG and power is supplied from the lead battery to the Li battery load in the switching unit of the hybrid vehicle according to the embodiment of the present invention. is there. FIG. 3 shows that the operation of the ECU of the hybrid vehicle according to one embodiment of the present invention starts driving the ISG in a state where the switching unit is in the first state, and then shifts the switching unit to the second state. It is a timing chart explaining this.

  A hybrid vehicle according to an embodiment of the present invention includes a first power source and a second power source, a motor driven by power, a switching unit that switches a power supply state between the first power source, the second power source, and the motor, A control unit that controls the switching unit, wherein the first power source has a higher output than the second power source, and the switching unit has a first state in which power is supplied from the first power source to the motor; A second state in which power is supplied from the second power source to the motor, and the control unit starts driving the motor while the switching unit is in the first state. It is characterized by making it shift to a state. Thereby, the hybrid vehicle which concerns on one embodiment of this invention can improve the startability of a motor.

  Hereinafter, a hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings. 1 to 3 are diagrams illustrating a hybrid vehicle according to an embodiment of the present invention.

  As shown in FIG. 1, the hybrid vehicle 10 includes an engine 20, a transmission 30, wheels 12, and an ECU (Electronic Control Unit) 50 that comprehensively controls the hybrid vehicle 10. The ECU 50 in this embodiment constitutes a control unit in the present invention.

  The engine 20 is formed with a plurality of cylinders. In this embodiment, the engine 20 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 engine 20 is provided with an intake pipe 22 for introducing air into a combustion chamber (not shown).

  A throttle valve 23 is provided in the intake pipe 22, and the throttle valve 23 adjusts the amount of air passing through the intake pipe 22 (intake amount). The throttle valve 23 is an electronically controlled throttle valve that is opened and closed by a motor (not shown). The throttle valve 23 is electrically connected to the ECU 50, and the throttle valve opening degree is controlled by the ECU 50.

  The engine 20 is provided with an injector 24 for injecting fuel into a combustion chamber via an intake port (not shown) and a spark plug 25 for igniting an air-fuel mixture in the combustion chamber for each cylinder. The injector 24 and the spark plug 25 are electrically connected to the ECU 50. The ECU 50 controls the fuel injection amount and fuel injection timing of the injector 24 and the ignition timing and discharge amount of the spark plug 25.

  The engine 20 is provided with a crank angle sensor 27. The crank angle sensor 27 detects the engine speed based on the rotational position of the crankshaft 20A and transmits a detection signal to the ECU 50.

  The transmission 30 shifts the rotation transmitted from the engine 20 and drives the wheels 12 via the drive shaft 11. The transmission 30 includes a torque converter, a speed change mechanism, and a differential mechanism (not shown).

  The torque converter performs torque amplification by converting the rotation transmitted from the engine 20 into torque by the action of the working fluid. The torque converter is provided with a lockup clutch (not shown). When the lockup clutch is released, power is transmitted between the engine 20 and the speed change mechanism via the working fluid. When the lockup clutch is engaged, power is directly transmitted between the engine 20 and the speed change mechanism via the lockup clutch.

  The transmission mechanism is composed of CVT (Continuously Variable Transmission), and automatically performs a variable transmission steplessly by a set of pulleys around which a metal belt is wound. The ECU 50 controls the change of the gear ratio in the transmission 30 and the engagement or disengagement of the lockup clutch.

  Note that the speed change mechanism may be an automatic transmission (so-called step AT) that performs a step change using a planetary gear mechanism. The differential mechanism is connected to the left and right drive shafts 11 and transmits the power shifted by the speed change mechanism to the left and right drive shafts 11 so as to be differentially rotatable.

The transmission 30 may be an AMT (Automated Manual Transmission). The AMT is an automatic transmission that automatically shifts by adding an actuator to a manual transmission having a parallel shaft gear mechanism. When the transmission 30 is an AMT, the transmission 30 is provided with a dry single-plate clutch instead of the torque converter.
The transmission 30 may be a DCT (Dual Clutch Transmission). DCT is a kind of stepped automatic transmission, has two gears, and each has a clutch.

  The hybrid vehicle 10 includes an accelerator opening sensor 13A. The accelerator opening sensor 13A detects an operation amount of the accelerator pedal 13 (hereinafter simply referred to as “accelerator opening”), and transmits a detection signal to the ECU 50. .

  The hybrid vehicle 10 includes a brake stroke sensor 14 </ b> A. The brake stroke sensor 14 </ b> A detects an operation amount of the brake pedal 14 (hereinafter simply referred to as “brake stroke”) and transmits a detection signal to the ECU 50.

  The hybrid vehicle 10 includes a vehicle speed sensor 12 </ b> A. The vehicle speed sensor 12 </ b> A detects a vehicle speed based on the rotational speed of the wheels 12 and transmits a detection signal to the ECU 50. The vehicle speed sensor 12A constitutes a vehicle speed detector in the present invention. The detection signal of the vehicle speed sensor 12A is used when the slip ratio of each wheel 12 with respect to the vehicle speed is calculated in the ECU 50 or another controller.

  The hybrid vehicle 10 includes a starter 26. The starter 26 includes a motor (not shown) and a pinion gear fixed to the rotation shaft of the motor.

  On the other hand, a disc-shaped drive plate is fixed to one end of the crankshaft 20A of the engine 20, and a ring gear is provided on the outer periphery of the drive plate. The starter 26 drives the motor in response to a command from the ECU 50, and meshes the pinion gear with the ring gear to rotate the ring gear, thereby starting the engine 20. As described above, the starter 26 starts the engine 20 through the gear mechanism including the pinion gear and the ring gear.

  The hybrid vehicle 10 includes an ISG (Integrated Starter Generator) 40. The ISG 40 is a rotating electrical machine that integrates a starter that starts the engine 20 and a generator that generates electric power. The ISG 40 has a function of a generator that generates power by power from the outside and a function of an electric motor that generates power when power is supplied. The ISG 40 constitutes a motor in the present invention.

  The ISG 40 is connected to the engine 20 via a winding transmission mechanism including a pulley 41, a crank pulley 21, and a belt 42, and transmits power to and from the engine 20. More specifically, the ISG 40 includes a rotating shaft 40A, and a pulley 41 is fixed to the rotating shaft 40A. A crank pulley 21 is fixed to the other end portion of the crankshaft 20 </ b> A of the engine 20. A belt 42 is stretched around the crank pulley 21 and the pulley 41. A sprocket and a chain may be used as the winding transmission mechanism.

  The ISG 40 is driven as an electric motor to rotate the crankshaft 20A and start the engine 20. Here, the hybrid vehicle 10 of this embodiment includes an ISG 40 and a starter 26 as a starting device for the engine 20. The starter 26 is mainly used for cold start of the engine 20 based on the start operation of the driver, and the ISG 40 is mainly used for restart of the engine 20 from the idling stop.

  Here, the ISG 40 can start the engine 20 cold, but the hybrid vehicle 10 includes a starter 26 for reliable cold start of the engine 20. For example, the cold start of the engine 20 may be difficult with the power of the ISG 40 due to an increase in the viscosity of the lubricating oil in winter in a cold region, or the ISG 40 may fail. In consideration of such a case, the hybrid vehicle 10 includes both the ISG 40 and the starter 26 as starting devices.

  The power generated by the power running of the ISG 40 is transmitted to the wheels 12 via the crankshaft 20A of the engine 20, the transmission 30, and the drive shaft 11.

  The rotation of the wheel 12 is transmitted to the ISG 40 via the drive shaft 11, the transmission 30, and the crankshaft 20 </ b> A of the engine 20, and used for regeneration (power generation) in the ISG 40.

  Therefore, the hybrid vehicle 10 can realize not only traveling by the power (engine torque) of the engine 20 (hereinafter also referred to as engine traveling) but also traveling that assists the engine 20 by the power (motor torque) of the ISG 40.

  Further, the hybrid vehicle 10 can travel only with the power of the ISG 40 (hereinafter also referred to as EV traveling) in a state where the operation of the engine 20 is stopped with fuel injection to the engine 20 being non-injected. During EV travel, the engine 20 is rotated by the ISG 40.

  As described above, the hybrid vehicle 10 constitutes a parallel hybrid system that can travel using at least one of the power of the engine 20 and the power of the ISG 40.

  The hybrid vehicle 10 includes a lead battery 71 as a first power source and a Li battery 72 as a second power source. The lead battery 71 and the Li battery 72 are rechargeable secondary batteries. In the lead battery 71 and the Li battery 72, the number of cells and the like are set so as to generate an output voltage of about 12V.

  The lead battery 71 is a lead storage battery using lead as an electrode. The Li battery 72 is composed of a lithium ion secondary battery that discharges and charges when lithium ions move between the positive electrode and the negative electrode.

  Compared with the Li battery 72, the lead battery 71 has a characteristic capable of discharging a larger current for a short time. In this embodiment, the lead battery 71 has a larger output than the Li battery 72.

  Compared to the lead battery 71, the Li battery 72 has a characteristic capable of repeating charging / discharging more times. Further, the Li battery 72 has a characteristic that it can be charged in a shorter time than the lead battery 71. The Li battery 72 has a characteristic that it has a higher energy density than the lead battery 71.

  The lead battery 71 is provided with a charge state detection unit 71A. The charge state detection unit 71A detects the inter-terminal voltage, the ambient temperature, and the input / output current of the lead battery 71, and outputs a detection signal to the ECU 50. The ECU 50 detects the state of charge based on the voltage between terminals of the lead battery 71, the ambient temperature, and the input / output current.

  The Li battery 72 is provided with a charge state detection unit 72A. The charge state detection unit 72A detects the inter-terminal voltage, the ambient temperature, and the input / output current of the Li battery 72, and outputs a detection signal to the ECU 50. The ECU 50 detects the state of charge based on the voltage between the terminals of the Li battery 72, the ambient temperature, and the input / output current. The state of charge (SOC) of the lead battery 71 and the Li battery 72 is managed by the ECU 50.

  The hybrid vehicle 10 includes a lead battery load 16 and a Li battery load 17 as electric loads. Among these, the Li battery load 17 constitutes an electric load in the present invention.

  The lead battery load 16 is an electric load to which power is mainly supplied from the lead battery 71. The lead battery load 16 includes a stability control device that prevents the vehicle from skidding, an electric power steering control device (not shown) that electrically assists the operating force of the steering wheel, a headlight, a blower fan, and the like. The lead battery load 16 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to a radiator (not shown). The lead battery load 16 is an electric load that consumes more electric power than the Li battery load 17 or an electric load that is temporarily used.

  The Li battery load 17 is an electric load to which power is mainly supplied from the Li battery 72. The Li battery load 17 also includes lamps and meters of an instrument panel (not shown) and a car navigation system. The Li battery load 17 is an electric load that consumes less power than the lead battery load 16.

  The hybrid vehicle 10 includes a switching unit 60 that switches the power supply state among the lead battery 71, the Li battery 72, the lead battery load 16, the Li battery load 17, and the ISG 40. The switching unit 60 includes a mechanical relay, a semiconductor relay (also referred to as SSR: Solid State Relay), or the like, and is controlled by the ECU 50.

  Power cables 61, 62, 63, 64 are connected to the switching unit 60. The power cable 61 connects the switching unit 60, the lead battery 71, the lead battery load 16, and the starter 26 in parallel. The power cable 62 connects the switching unit 60 and the Li battery. The power cable 63 is connected to the switching unit 60 and the Li battery load 17. The power cable 64 connects the switching unit 60 and the ISG 40.

  Therefore, the lead battery load 16 and the starter 26 are constantly supplied with power from the lead battery 71. On the other hand, in this embodiment, the power supply state is switched so that power is selectively supplied from one of the Li battery 72 or the lead battery 71 to the Li battery load 17. Further, the power supply state is switched so that power is selectively supplied to the ISG 40 from one of the Li battery 72 and the lead battery 71.

  2A to 2D, the switching unit 60 includes switches SW1, SW2, SW3, and SW4. The switches SW1, SW2, SW3, and SW4 in the present embodiment respectively constitute the first switch, the second switch, the third switch, and the fourth switch in the present invention. Note that the switches SW1, SW2, SW3, and SW4 form a connected state when they are closed, and form a blocking state when they are open.

  The switch SW1 connects or disconnects the power cable 61 and the power cable 64. Therefore, the switch SW1 connects or disconnects the lead battery 71 and the ISG 40.

  The switch SW2 connects or disconnects the power cable 61 and the power cable 63. Therefore, the switch SW2 connects or disconnects the lead battery 71 and the Li battery load 17.

  The switch SW3 connects or disconnects the power cable 62 and the power cable 64. Therefore, the switch SW3 connects or disconnects the Li battery 72 and the ISG 40.

  The switch SW4 connects or disconnects the power cable 62 and the power cable 63. Accordingly, the switch SW4 connects or disconnects the Li battery 72 and the Li battery load 17.

  The switching unit 60 forms the first state shown in FIG. 2A. In this first state, the switches SW1 and SW4 are closed and the switches SW2 and SW3 are opened. When the switching unit 60 is in the first state, power is supplied from the ISG 40 to the lead battery 71. In addition, power is supplied from the Li battery 72 to the Li battery load 17 in a state where power supply from the Li battery 72 to the ISG 40 is stopped.

  Further, the switching unit 60 forms the second state shown in FIG. 2-4. In this second state, the switches SW1 and SW4 are opened and the switches SW2 and SW3 are closed. When the switching unit 60 is in the second state, power is supplied from the Li battery 72 to the ISG 40. In addition, power is supplied from the lead battery 71 to the Li battery load 17 in a state where power supply from the lead battery 71 to the ISG 40 is stopped.

  Further, the switching unit 60 forms an intermediate state shown in FIG. In this intermediate state, the switches SW1, SW2, SW3, SW4 are closed. In other words, the intermediate state shown in FIG. 2-3 forms a state in which the switch SW1, the switch SW2, the switch SW3, and the switch SW4 are connected. When the switching unit 60 is in the intermediate state shown in FIG. 2-3, the ISG 40, the lead battery 71, the Li battery 72, and the Li battery load 17 are connected to each other.

  Further, the switching unit 60 forms an intermediate state shown in FIG. In this intermediate state, the switches SW1, SW3, SW4 are closed and the switch SW2 is opened. In other words, the intermediate state shown in FIG. 2-2 forms a state in which the switch SW1, the switch SW3, and the switch SW4 are connected and the switch SW2 is not connected. When the switching unit 60 is in the intermediate state shown in FIG. 2-2, the ISG 40, the lead battery 71, the Li battery 72, and the Li battery load 17 are connected to each other as in the intermediate state shown in FIG. The In these intermediate states, power is supplied from both the lead battery 71 and the Li battery 72 to both the ISG 40 and the Li battery load 17.

  Here, instead of the intermediate state shown in FIG. 2B, a state in which the switch SW1, the switch SW2, and the switch SW4 are connected and the switch SW3 is not connected may be set as the intermediate state. Also in this case, the ISG 40, the lead battery 71, the Li battery 72, and the Li battery load 17 are connected to each other in the same manner as when the switching unit 60 is in the intermediate state shown in FIG. 2-2 or FIG.

  In other words, in addition to the intermediate state shown in FIG. 2-3, the switching unit 60 has an intermediate state in which the switch SW1, the switch SW2, and the switch SW4 are connected, and a state in which the switch SW1, the switch SW3, and the switch SW4 are connected ( One state of FIG. 2-2) is formed.

  The ECU 50 is a computer that includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. It is composed of units.

  The ROM of this computer unit stores programs for causing the computer unit to function as the ECU 50, along with various constants, various maps, and the like. That is, when the CPU executes a program stored in the ROM using the RAM as a work area, these computer units function as the ECU 50 in this embodiment.

  Various sensors including the crank angle sensor 27, the accelerator opening sensor 13A, the brake stroke sensor 14A, the vehicle speed sensor 12A, and the charge state detection units 71A and 72A are connected to the input port of the ECU 50. Here, the crank angle sensor 27 is a sensor that can indirectly detect the rotational speed of the ISG 40, and constitutes a rotational speed detector in the present invention.

  Various control objects including various devices such as the throttle valve 23, the injector 24, the spark plug 25, the switching unit 60, the ISG 40, and the starter 26 are connected to the output port of the ECU 50. The ECU 50 controls various control objects based on information obtained from various sensors.

  In the present embodiment, the ECU 50 performs EV creep traveling, which is creep traveling by power generated by the ISG 40, as one aspect of EV traveling.

  Here, a non-hybrid vehicle that does not include a motor such as the ISG 40 that can generate power for traveling creeps with the power of the engine in an idle state when the accelerator pedal and the brake pedal are not operated.

  The EV creep travel of the present embodiment is an EV travel realized by using the power of the ISG 40 for the travel corresponding to the creep travel in the non-hybrid vehicle. The ECU 50 causes the ISG 40 to generate a motor torque having a magnitude corresponding to the engine torque in the idle state when the accelerator pedal 13 and the brake pedal 14 are not operated. Moreover, ECU50 starts the hybrid vehicle 10 by EV creep driving | running | working.

  The operation of the ECU 50 of the hybrid vehicle 10 configured as described above will be described with reference to the timing chart shown in FIG.

  FIG. 3 shows a change in the vehicle state when the hybrid vehicle 10 starts by EV traveling from the state where the hybrid vehicle 10 stops with the idling stop.

  In FIG. 3, the vertical axis represents the vehicle speed, engine speed, ISG torque, fuel flow rate, discharge current of the Li battery 72 (referred to as Li discharge current in the figure), power supply state of the switching unit 60, hill hold in order from the top. State and running state are described, and the horizontal axis indicates time. The ISG torque is obtained by converting the power (motor torque) of the ISG 40 into a value on the crankshaft 20A of the engine 20.

  In FIG. 3, at time t <b> 10, the hybrid vehicle 10 stops with the operation of the engine 20 automatically stopped by the idling stop control by the ECU 50. When the hybrid vehicle 10 is stopped, the ECU 50 keeps the switching unit 60 in the first state shown in FIG. In the first state, the lead battery 71 is connected to the ISG 40 and the lead battery load 16. A Li battery 72 is connected to the Li battery load 17.

  During idling stop of the engine 20, the ECU 50 performs hill hold control. The hill hold control is to brake the wheel 12 by operating a brake (not shown) so that the hybrid vehicle 10 stopped on the slope does not move back and forth when the driver removes his foot from the brake pedal 14 for starting. It is to keep.

  Thereafter, when the driver depresses the brake pedal 14 at time t11, the ECU 50 starts driving the ISG 40 while stopping the operation of the engine 20, and performs EV traveling (EV creep).

  When the hybrid vehicle 10 is started, a large amount of power is required particularly at the beginning of the start. For this reason, the ECU 50 maintains the switching unit 60 in the first state, and supplies power to the ISG 40 from the lead battery 71 having a larger output than the Li battery 72. Although the operation of the engine 20 is stopped during the EV creep, the engine 20 is rotated by the ISG 40 via the belt 42, so that the engine speed increases as the rotational speed of the ISG 40 increases.

  When the rotational speed of the ISG 40 converted from the engine rotational speed reaches a threshold value and various EV conditions are satisfied, the ECU 50 shifts the switching unit 60 from the first state to the intermediate state shown in FIG. In this intermediate state, the Li battery 72 can supply power to the lead battery load 16, the Li battery load 17, and the ISG 40. The lead battery 71 can supply power to the lead battery load 16, the Li battery load 17, and the ISG 40. The ECU 50 limits the output of the ISG 40 so that it does not fall below the minimum guaranteed voltage of the lead battery load 16 and the Li battery load 17.

  Thereafter, the ECU 50 shifts the switching unit 60 to the intermediate state shown in FIG. In this intermediate state, a connection between the lead battery 71 and the Li battery load 17 is added to the intermediate state of FIG. In the intermediate state of FIGS. 2-2 and 2-3, electric power is supplied to the Li battery load 17 from both the lead battery 71 and the Li battery 72. Moreover, in the intermediate state of FIGS. 2-2 and 2-3, electric power is supplied to the lead battery load 16 from both the lead battery 71 and the Li battery 72. The ISG 40 is supplied with power from both the lead battery 71 and the Li battery 72.

  Thereafter, at time t12 after a predetermined delay time has elapsed from time t11, the ECU 50 shifts the switching unit 60 to the second state shown in FIG. In this second state, the Li battery load 17 is disconnected from the Li battery 72, and the ISG 40 is disconnected from the lead battery 71. Thus, the Li battery 72 supplies power only to the ISG 40, and the lead battery 71 supplies power to the Li battery load 17 and the lead battery load 16.

  Thereafter, at time t13, when the accelerator pedal is depressed or the Li battery 72SOC is lowered, the ECU 50 switches from EV creep to engine running (denoted as E / G running in the figure). Here, the ECU 50 starts fuel injection to the engine 20 and stops driving the ISG 40. As a result, the hybrid vehicle 10 creeps with the power generated by the engine 20 in the idle state.

  At time t13, the ECU 50 shifts the switching unit 60 from the second state to the first state. Thereby, when the engine is running, the lead battery 71 is connected to the lead battery load 16 and the ISG 40, and the Li battery 72 is connected to the Li battery load 17.

  As described above, in the hybrid vehicle according to the present embodiment, the switching unit 60 includes the first state in which power is supplied from the lead battery 71 to the ISG 40 and the second state in which power is supplied from the Li battery 72 to the ISG 40. , Form. Then, the ECU 50 starts driving the ISG 40 in a state where the switching unit 60 is in the first state, and then causes the switching unit 60 to shift to the second state.

  Thereby, since the drive of ISG40 is started using the electric power from the lead battery 71 with a large output in the state in which the switching part 60 is set to the 1st state, the startability of ISG40 can be improved. Further, by shifting to the second state, the ISG 40 is driven using the power from the Li battery 72 with a short power generation time, so that fuel consumption due to power generation can be suppressed.

  Further, the hybrid vehicle according to this embodiment includes a crank angle sensor 27 that detects the rotational speed of the ISG 40. Then, the ECU 50 shifts the switching unit 60 from the first state to the second state when the rotational speed of the ISG 40 becomes equal to or higher than a preset threshold value.

  As a result, it can be determined that the ISG 40 can be reliably started by supplying power from the lead battery 71 having a large output based on the rotation speed of the ISG 40 being equal to or higher than a preset threshold value, and then the ISG 40 is supplied with power. Can be switched to the Li battery 72. For this reason, stable power supply to the ISG 40 can be performed.

  Further, in the hybrid vehicle according to the present embodiment, in the first state, power is supplied from the lead battery 71 to the ISG 40 and power supply from the Li battery 72 to the ISG 40 is stopped from the Li battery 72. Electric power is supplied to the Li battery load 17. In the second state, power is supplied from the Li battery 72 to the ISG 40, and power is supplied from the lead battery 71 to the Li battery load 17 in a state where power supply from the lead battery 71 to the ISG 40 is stopped.

  As a result, a state in which the supply power to the Li battery load 17 is insufficient immediately after the start of the start of the ISG 40 that consumes much power can be avoided, and stable power can be supplied to the Li battery load 17.

  In the hybrid vehicle according to the present embodiment, when the switching unit 60 is shifted from the first state to the second state, the ECU 50 starts with the ISG 40 and the Li battery from both the lead battery 71 and the Li battery 72 from the first state. The state is shifted to the second state through an intermediate state in which power is supplied to both of the loads 17.

  As a result, the power supplied to the ISG 40 can be secured at the time of transition to switch the power supply state, the instantaneous power supply to the Li battery load 17 can be avoided, and the minimum operating voltage of the Li battery load 17 is ensured. Can do. Therefore, fluctuations in the voltage supplied to the Li battery load 17 can be suppressed, and the operation of the Li battery load 17 can be stabilized.

  In the hybrid vehicle according to the present embodiment, the ECU 50 starts driving the ISG 40 with the switching unit 60 in the first state, and starts the hybrid vehicle 10 with the power of the ISG 40.

  Thereby, the startability of the hybrid vehicle 10 can be improved.

  In the hybrid vehicle according to the present embodiment, the ECU 50 keeps the switching unit 60 in the first state when the vehicle stops.

  Thereby, the time to connect the lead battery 71 and the ISG 40 when the hybrid vehicle 10 starts can be made unnecessary. For this reason, the time from when the start request of the hybrid vehicle 10 is generated to when the hybrid vehicle 10 starts can be shortened.

  In the hybrid vehicle according to this embodiment, the switching unit 60 includes a switch SW1 that connects the ISG 40 and the lead battery 71, a switch SW2 that connects the lead battery 71 and the Li battery load 17, and the ISG 40 and Li battery 72. And a switch SW4 for connecting the Li battery 72 and the Li battery load 17 to each other.

  The intermediate state includes one of a state where the switch SW1, the switch SW2 and the switch SW4 are connected and a state where the switch SW1, the switch SW3 and the switch SW4 are connected.

  As a result, when switching the power supply state, the power supplied to the ISG 40 can be secured, the instantaneous interruption of the power supplied to the Li battery load 17 can be avoided, and the minimum operating voltage of the Li battery load 17 is ensured. Can do. Therefore, fluctuations in the voltage supplied to the Li battery load 17 can be suppressed, and the operation of the Li battery load 17 can be stabilized.

  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.

10 Hybrid vehicle 12 Wheel 17 Li battery load (electric load)
27 Crank angle sensor (rotation speed detector)
40 ISG (motor)
50 ECU (control unit)
60 switching unit 71 lead battery (first power supply)
72 Li battery (second power supply)
SW1 switch (first switch)
SW2 switch (second switch)
SW3 switch (third switch)
SW4 switch (4th switch)

Claims (7)

A first power source and a second power source;
A motor driven by electric power;
A switching unit that switches a power supply state between the first power source, the second power source, and the motor;
A control unit for controlling the switching unit,
The first power source is a hybrid vehicle having a larger output than the second power source,
The switching unit is
A first state in which power is supplied from the first power source to the motor;
Forming a second state in which power is supplied to the motor from the second power source,
The controller is
A hybrid vehicle characterized by starting driving of the motor in a state in which the switching unit is in the first state, and then shifting the switching unit to the second state. A rotation speed detection unit for detecting the rotation speed of the motor;
The controller is
2. The hybrid vehicle according to claim 1, wherein when the rotation speed of the motor is equal to or higher than a preset threshold value, the switching unit is shifted from the first state to the second state. In the first state, power is supplied from the first power source to the motor, and power is supplied from the second power source to the electric load in a state where power supply from the second power source to the motor is stopped,
In the second state, power is supplied from the second power source to the motor, and power is supplied from the first power source to the electric load in a state where power supply from the first power source to the motor is stopped. The hybrid vehicle according to claim 1, wherein the vehicle is a hybrid vehicle. The controller is
When shifting the switching unit from the first state to the second state, electric power is supplied from both the first power source and the second power source to both the motor and the electric load from the first state. The hybrid vehicle according to claim 3, wherein the hybrid vehicle is shifted to the second state through an intermediate state. The controller is
5. The vehicle according to claim 1, wherein driving of the motor is started in a state in which the switching unit is in the first state, and the vehicle is started by the power of the motor. Hybrid vehicle. The controller is
The hybrid vehicle according to claim 5, wherein the switching unit is set to the first state when the vehicle is stopped. The switching unit is
A first switch connecting the motor and the first power source;
A second switch connecting the first power source and the electrical load;
A third switch for connecting the motor and the second power source;
A fourth switch for connecting the second power source and the electrical load;
The intermediate state is
A state in which the first switch, the second switch, and the fourth switch are connected;
5. The hybrid vehicle according to claim 4, comprising one state of a state in which the first switch, the third switch, and the fourth switch are connected.