JP5605315B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including a generator.

  There is an electric vehicle that travels by driving driving wheels by an electric motor. The electric motor is driven by electric power supplied from the battery. For this reason, when the charging rate of the battery becomes low and electric power cannot be supplied from the battery to the electric motor, the electric motor cannot be driven. In this case, it is necessary to charge the battery.

  As a method of charging the battery, there are a method of using 100V or 200V power supplied to a general household and a method of charging using a quick charging device. When using 100V or 200V power, it takes a long time to charge the battery to full charge. When charging using the quick charging device, the battery can be fully charged in a relatively short time.

  On the other hand, when the electric vehicle is traveling toward the destination and the charging rate of the battery decreases and the electric vehicle becomes unable to travel, a facility capable of supplying 100V or 200V power near the electric vehicle, or rapid charging It is assumed that there is no device.

  For this reason, the technique which supplies electric power between electric vehicles and supplies the electric power which the battery of one electric vehicle stored to the battery of the other electric vehicle is proposed (for example, refer patent document 1). .

JP 2010-252520 A

  In the technique disclosed in Patent Document 1, electric power stored in the battery of one electric vehicle is supplied to the battery of the other electric vehicle. There is a limit to the power stored in the battery of one electric vehicle. Moreover, also in this one electric vehicle, it is necessary to ensure the electric power required for driving | running | working.

  For this reason, in the technique disclosed in Patent Document 1, it may occur that sufficient electric power cannot be supplied to an electric vehicle in a state where it cannot travel due to insufficient electric power.

  An object of this invention is to provide the hybrid vehicle which can fully charge the battery for to-be-charged devices of the to-be-charged device which should be charged.

According to a first aspect of the present invention, there is provided a hybrid vehicle including a generator that is driven by an engine mounted on the vehicle to generate electric power, and a battery for a charged device mounted on an external device different from the vehicle. A power generation amount control unit that electrically connects the generator and controls the power generation amount of the generator based on a request from a control unit for the device to be charged that controls a charge amount of the battery for the device to be charged ; Have Further, the hybrid vehicle includes a first connecting / disconnecting means for connecting / disconnecting a first electric circuit connecting one terminal of a battery mounted on the vehicle and the generator, the other terminal of the battery, and the generator. A third connecting / disconnecting means for connecting / disconnecting a third electric circuit for connecting the first and the second connecting / disconnecting means, and a resistor provided in parallel with the first connecting / disconnecting means for avoiding an inrush current generated between the generator and the battery. A resistor connecting / disconnecting means provided in parallel with the first connecting / disconnecting means to connect / disconnect the resistor from the first electric circuit, and the first terminal between the one terminal of the battery and the resistor. A fourth electric circuit for connecting the generator and one terminal of the battery for the charged device, and the third connecting / disconnecting means and the generator Connected to an electric circuit, the generator and the battery for the charged device And having a fifth electric circuit for connecting the other terminal, a.

A hybrid vehicle according to a second aspect of the present invention is the hybrid vehicle according to the first aspect, wherein the vehicle has a fourth connecting / disconnecting means for connecting / disconnecting the fourth electric circuit to the fourth electric circuit, and the fifth electric circuit. And a fifth connecting / disconnecting means for connecting / disconnecting the fifth electric circuit to / from the electric circuit.
The hybrid vehicle according to a third aspect of the present invention is the hybrid vehicle according to the second aspect, wherein the vehicle places the first, third, and resistance connection / disconnection means in a disconnected state, and the fourth and fifth connection / disconnection means. After making the contact state, the resistor connecting / disconnecting means is brought into a contact state to generate an inrush current.
In the hybrid vehicle according to a fourth aspect of the present invention, in the third aspect of the present invention, the vehicle switches the first connection / disconnection means from the disconnected state to the connected state after the inrush current is generated, and the resistance connecting / disconnecting unit is changed. It is characterized by switching from a contact state to a disconnection state.

The hybrid vehicle according to a fifth aspect of the present invention is the hybrid vehicle according to any one of the first to fourth aspects, wherein the power generation amount control unit is configured to control the generator according to a request from the charged device control unit. A required charging power calculation unit that calculates power to be generated, and a generated power correction calculation unit that corrects the calculation result of the required charging power calculation unit based on information on the current value actually supplied to the battery for the device to be charged. It is characterized by including these.

A hybrid vehicle according to a sixth aspect of the present invention is the hybrid vehicle according to any one of the first to fifth aspects, wherein the battery for the charged device is a driving battery mounted on an electric vehicle. .

  ADVANTAGE OF THE INVENTION According to this invention, the hybrid vehicle which can fully charge the battery for to-be-charged devices of the to-be-charged apparatus which should be charged can be provided.

Schematic which shows the hybrid vehicle and electric vehicle which concern on one Embodiment of this invention. The block diagram which shows the structure of the control part for HEV shown by FIG. The flowchart which shows operation | movement of the hybrid vehicle shown in FIG. The flowchart which shows operation | movement of the electric vehicle shown in a figure.

  A hybrid vehicle according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 shows a hybrid vehicle 10 which is an example of a hybrid vehicle of the present invention. The hybrid vehicle 10 is a parallel hybrid plug-in hybrid vehicle. In FIG. 1, the vehicle disposed on the left side is a hybrid vehicle 10.

  As shown in FIG. 1, the hybrid vehicle 10 includes an HEV battery device 20, an HEV inverter device 40, an HEV electric motor 50, a transmission device 60, an engine 65, and an HEV external charging device connection unit 70. And a rescue switch 80 and a HEV control unit 90. HEV represents a hybrid electric vehicle.

  The HEV battery device 20 includes a battery housing 21, an HEV battery 22, an HEV CMU 23, an HEV BMU 24, HEV first to fifth contactors 25 to 29, and an HEV resistance element 30. Yes.

  The battery housing 21 accommodates a HEV battery 22, a HEV CMU 23, a HEV BMU 24, and HEV first to fifth contactors 25 to 29. The battery housing 21 includes a battery housing first positive terminal 21a, a battery housing first negative terminal 21b, a battery housing second positive terminal 21c, and a battery housing second negative terminal. 21d.

  The HEV battery 22 includes a plurality of battery cells 22a. In the figure, some of the battery cells 22a are illustrated, and other battery cells 22a are not illustrated. The plurality of battery cells 22a are connected to each other in series. The HEV battery 22 is a part that stores electric power in the HEV battery device 20.

  One HEV CMU (Cell Monitor Unit) 23 is provided for one battery cell 22a, and detects the state of each battery cell 22a.

  The HEV BMU (Battery Management Unit) 24 is connected to each HEV CMU 23. Each HEV CMU 23 transmits a detection result to the HEV BMU 24. The HEV BMU 24 detects the voltage value of the HEV battery 22 and the charging rate from the detection result of each HEV CMU 23.

  The positive terminal 22 b of the HEV battery 22 and the first positive terminal 21 a for the battery housing are electrically connected via a first HEV conductor (electric circuit) 31. The HEV first contactor 25 is provided in the HEV first conductor portion (electric circuit) 31.

  One end of the first HEV contactor 25 and the positive terminal 22 b of the HEV battery 22 are electrically connected via a first HEV conductor (electric circuit) 31. The other end of the first HEV contactor 25 and the first positive terminal 21a for the battery housing are electrically connected via a first HEV conductor (electric circuit) 31 for HEV.

  The HEV first contactor 25 switches between an electrically connected state and a non-electrically connected state between the positive terminal 22b of the HEV battery 22 and the first positive terminal 21a for the battery housing. When the HEV first contactor 25 is turned on, the electrical connection state between the positive terminal 22b of the HEV battery 22 and the battery housing first positive terminal 21a is maintained. When the HEV first contactor 25 is turned off, the electrical connection between the positive terminal 22b of the HEV battery 22 and the first positive terminal 21a for the battery housing is released.

  A HEV second conductor (electric circuit) 32 is electrically connected in parallel to the HEV first conductor (electric circuit) 31 in parallel to the HEV first contactor 25. The HEV second contactor 26 and the HEV resistance element 30 are provided in the HEV second conductor portion (electric circuit) 32 and are electrically connected in series to each other. It is composed.

  Therefore, the HEV second contactor 26 is connected to the HEV first conductor (electric circuit) 31 in parallel with the HEV first contactor 25. In other words, the HEV first contactor 25 and the series circuit 200 constitute a parallel circuit 201.

  When the HEV second contactor 26 is in the on state, the electrical connection state between the positive terminal 22b of the HEV battery 22 and the first positive terminal 21a for the battery housing is maintained. When the HEV second contactor 26 is turned off, the electrical connection between the positive terminal 22b of the HEV battery 22 and the first positive terminal 21a for the battery housing is released.

  The above-described operation of the HEV second contactor 26 is performed when the HEV first contactor 25 is in an OFF state. When the HEV first contactor 25 is on, even if the HEV second contactor 26 is off, the positive terminal 22b of the HEV battery 22 and the first positive terminal 21a for the battery housing The electrical connection is maintained.

  The negative terminal 22 c of the HEV battery 22 and the first negative terminal 21 b for the battery housing are electrically connected to each other via a third HEV conductor (electric circuit) 33. The third HEV contactor 27 is provided in the third HEV conductor portion (electric circuit) 33. In other words, the negative terminal 22 c of the HEV battery 22 and one end of the HEV third contactor 27 are electrically connected via the HEV third conductor (electric circuit) 33. The battery housing first negative terminal 21 b and the other end of the HEV third contactor 27 are electrically connected via a HEV third conductor (electric circuit) 33.

  The third HEV contactor 27 switches between an electrically connected state and a non-electrically connected state between the negative terminal 22c of the HEV battery 22 and the first negative terminal 21b for the battery housing. When the HEV third contactor 27 is turned on, the electrical connection between the negative terminal 22c of the HEV battery 22 and the first negative terminal 21b for the battery housing is maintained. When the HEV third contactor 27 is turned off, the electrical connection between the negative terminal 22c of the HEV battery 22 and the first negative terminal 21b for the battery housing is released.

  In the HEV first conductive wire portion (electric circuit) 31, a portion between the connection portion P to which the second HEV conductive wire portion (electric circuit) 32 is connected and the positive terminal 22b of the HEV battery 22, and the battery The housing second positive side terminal 21 c is electrically connected to each other via a HEV fourth conductor (electric circuit) 34. The HEV fourth contactor 28 is provided in the HEV fourth conductor portion (electric circuit) 34. In other words, one end of the HEV fourth contactor 28 and the HEV first conductor part (electric circuit) 31 are electrically connected via the HEV fourth conductor part (electric circuit) 34. . The other end of the HEV fourth contactor 28 and the battery housing second positive terminal 21 c are electrically connected via a HEV fourth conductor (electric circuit) 34.

  The HEV fourth contactor 28 switches between an electrical connection state and a non-electrical connection state between the HEV first conductor portion (electric circuit) 31 and the battery housing second positive terminal 21c. Specifically, when the HEV fourth contactor 28 is turned on, the electrical connection between the HEV first conductor (electric circuit) 31 and the HEV second positive terminal 21c is maintained. When the HEV fourth contactor 28 is turned off, the electrical connection between the HEV first conductor (electric circuit) 31 and the battery housing second positive terminal 21c is released.

  The portion between the HEV third contactor 27 and the battery housing first negative terminal 21b in the HEV second conductor portion (electric circuit) 32 and the battery housing second negative terminal 21d are as follows. Are electrically connected to each other via a HEV fifth conductor (electric circuit) 35. The HEV fifth contactor 29 is provided in the HEV fifth conductor portion (electric circuit) 35. In other words, one end of the HEV fifth contactor 29 and the third HEV conductor (electric circuit) 33 are electrically connected by the fifth HEV conductor (electric circuit) 35. The other end of the HEV fifth contactor 29 and the battery housing second negative terminal 21 d are electrically connected via a HEV fifth conductor (electric circuit) 35.

  The HEV fifth contactor 29 switches between an electrically connected state and a non-electrically connected state between the HEV third conductor (electric circuit) 33 and the battery housing second negative terminal 21d. When the HEV fifth contactor 29 is turned on, the electrically connected state between the HEV third conductor (electric circuit) 33 and the battery housing second negative terminal 21d is maintained. When the HEV fifth contactor 29 is turned off, the electrical connection state between the HEV third conductor (electric circuit) 33 and the battery housing second negative terminal 21d is released.

  In the present embodiment, the switching between the ON state and the OFF state of the first to fifth HEV contactors 25 to 29 is controlled by the HEV BMU 24 as an example. Each of the first to fifth HEV conductor portions (electric circuits) 31 to 35 for HEV may be composed of one conductor member or a plurality of conductor members.

  The HEV inverter device 40 includes an inverter housing 41, an HEV inverter 42, an HEV smoothing capacitor 43, and a detection circuit 44.

  The inverter housing 41 accommodates an HEV inverter 42, an HEV smoothing capacitor 43, and a detection circuit 44. The inverter housing 41 includes an inverter housing positive terminal 41a and an inverter housing negative terminal 41b.

  The HEV inverter 42 includes a switching element, a diode, and a drive circuit that drives the switching element, and converts the input DC current into a three-phase AC current and outputs it from the three-phase input / output terminal 45. And a function of converting an alternating current input from the three-phase input / output terminal 45 into a direct current and outputting the direct current.

  The positive terminal 42 a of the HEV inverter 42 and the inverter housing positive terminal 41 a are electrically connected via a HEV sixth conductor (electric circuit) 46. The negative terminal 42 b of the HEV inverter 42 and the inverter housing negative terminal 41 b are electrically connected via a HEV seventh conductor (electric circuit) 47.

  One end of the HEV smoothing capacitor 43 is electrically connected to a HEV sixth conductor (electric circuit) 46. The other end of the HEV smoothing capacitor 43 is electrically connected to a HEV seventh conductor (electric circuit) 47. Therefore, the HEV smoothing capacitor 43 is electrically connected to the HEV sixth and seventh conductors (electric circuits) 46 and 47 in parallel with the HEV inverter 42.

  One end of the detection circuit 44 is electrically connected to a HEV sixth conductor (electric circuit) 46. The other end of the detection circuit 44 is electrically connected to a HEV seventh conductor (electric circuit) 47. The detection circuit 44 detects the voltage of the HEV smoothing capacitor 43. The detection circuit 44 transmits the detection result to the HEV control unit 90 described later.

  The battery housing first positive terminal 21a and the inverter housing positive terminal 41a are electrically connected via an HEV eighth conductor (electric circuit) 203. The battery housing first negative terminal 21 b and the inverter housing negative terminal 41 b are electrically connected via a HEV ninth conductor (electric circuit) 204. Each of the HEV eighth and ninth conductor portions (electric circuits) 203 and 204 may be formed of one member or a plurality of members.

  The HEV electric motor 50 is, for example, a three-phase AC electric motor. The HEV electric motor 50 is an example of an electric motor and an example of a generator. The three-phase input / output terminal 51 of the HEV electric motor 50 is electrically connected to the three-phase input / output terminal 45 of the HEV inverter 42 via a cable 403. The HEV electric motor 50 is driven by the alternating current supplied from the HEV inverter 42. When the HEV electric motor 50 is driven, the rotating shaft of the HEV electric motor 50 rotates.

  The rotation of the rotary shaft of the HEV electric motor 50 is transmitted to the front wheels 11 as drive wheels by the transmission device 60. The HEV electric motor 50 has a function of generating electric power when the rotating shaft is rotated by the engine 65. In other words, the HEV electric motor 50 is also a generator.

  As described above, the hybrid vehicle 10 is a series parallel hybrid plug-in hybrid vehicle. The hybrid vehicle 10 is in an EV traveling mode in which only the output of the HEV electric motor 50 is traveling in the low speed and medium speed regions, and is in a parallel traveling mode in which only the output of the engine 65 is traveling in the high speed region.

  In the parallel travel mode, the engine 65 can drive the HEV electric motor 50 as a generator to generate electric power. The electric power generated by the HEV electric motor 50 is charged into the HEV battery 22 via the HEV inverter 42.

  For this reason, the transmission device 60 has a function of switching between the EV travel mode and the parallel travel mode. As an example, the transmission device 60 includes a clutch that switches between a connection state and a non-connection state between the output shaft of the engine 65 and the rotation shaft of the HEV electric motor 50, and rotation of the output shaft of the HEV electric motor 50. It has the function to transmit to.

  In the EV traveling mode, the transmission device 60 turns off the clutch so that only the rotation of the rotating shaft of the HEV electric motor 50 is transmitted to the front wheels 11. In the parallel travel mode, transmission device 60 turns on the clutch and transmits the rotation of the output shaft of engine 65 to front wheel 11 via the rotation shaft of HEV electric motor 50. At this time, if the HEV electric motor 50 is not in the power generation mode, the rotating shaft of the HEV electric motor 50 runs idle. If the HEV electric motor 50 is in the power generation mode, the HEV electric motor 50 generates power by the rotation of the output shaft of the engine 65.

  The HEV external charging device connection unit 70 is a connection unit used when the HEV battery 22 is charged using an external charging device such as a quick charging device outside the hybrid vehicle 10. The HEV external charging device connection unit 70 is a portion to which a plug included in the external charging device is connected.

  The HEV external charging device connection unit 70 includes an external connection positive terminal 71 and an external connection negative terminal 72. When the plug of the external charging device is connected to the HEV external charging device connecting portion 70, the external connecting positive terminal 71 is electrically connected to the positive terminal provided in the plug, and the external connecting negative terminal 72 is , Electrically connected to the negative terminal of the plug.

  The HEV external charging device connection unit 70 is provided with a communication terminal 73 that is used when signals are transmitted to and received from the control unit of the external charging device. The communication terminal 73 is connected to the HEV control unit 90 described later. The communication terminal 73 is connected to a communication terminal provided on the plug when the plug of the external charging device is connected to the HEV external charging device connection unit 70.

  By connecting the communication terminal of the plug and the communication terminal 73 of the HEV external charging device connection unit 70 to each other, the control unit of the external charging device and the HEV control unit 90 are connected, and signals can be transmitted and received with each other. It becomes possible. When the control unit of the external charging device and the HEV control unit 90 can communicate with each other, the HEV battery 22 can be charged by the external charging device.

  The battery housing second positive terminal 21c and the external connection positive terminal 71 are electrically connected via a HEV tenth conductor (electric circuit) 205. The battery housing second negative terminal 21 d and the external connection negative terminal 72 are electrically connected via an HEV eleventh conductor (electric circuit) 206. Each of the HEV tenth and eleventh conductor parts (electric circuits) 205 and 206 may be formed of one member or a plurality of members.

  As described above, the inverter housing positive-side terminal 41a and the external connection positive-side terminal 71 are connected to the HEV when the HEV first contactor 25 is on and the HEV second contactor 26 is off. First positive terminal for battery housing that does not pass through the series circuit 200 and passes through the first contactor 25 for HEV in the eighth conductive wire part (electric circuit) 203 for HEV and the first conductive wire part (electric circuit) 31 for HEV It is electrically connected via a range A from 21a to the connection portion P, a fourth HEV lead wire portion (electric circuit) 34, and a HEV fourth contactor 28.

  The battery housing first through the HEV first contactor 25 without passing through the series circuit 200 in the HEV eighth conductor (electric circuit) 203 and the HEV first conductor (electric circuit) 31. The range A from the positive terminal 21a to the connection part P, the HEV fourth conductor part (electric circuit) 34, and the HEV fourth contactor 28 are connected to the inverter housing positive terminal 41a and the external connection. The HEV first current path 301 that electrically connects the positive terminal 71 is configured. A current path is a path through which current flows.

  Also, the inverter housing positive side terminal 41a and the external connection positive side terminal 71 are the HEV eighth contactor when the HEV first contactor 25 is in the off state and the HEV second contactor 26 is in the on state. From the first positive terminal 21a for battery housing passing through the series circuit 200 without passing through the first contactor 25 for HEV in the first conductive wire part (electric circuit) 31 for HEV and the first conductive wire part (electric circuit) 31 for HEV. It is electrically connected via a range A up to the portion P, a HEV fourth conductor (electric circuit) 34, and a HEV fourth contactor 28.

  The battery housing first through the series circuit 200 without passing through the HEV first contactor 25 in the HEV eighth conductor (electric circuit) 203 and the HEV first conductor (electric circuit) 31. The range A from the positive terminal 21a to the connection part P, the HEV fourth conductor part (electric circuit) 34, and the HEV fourth contactor 28 are connected to the inverter housing positive terminal 41a and the external connection. The HEV second current path 302 that electrically connects the positive terminal 71 is configured.

  The HEV second current path 302 is different from the HEV first current path 301 without passing through the HEV first contactor (connecting / disconnecting means) 25 and the HEV second contactor (resistance connecting / disconnecting means). 26 and the HEV resistance element (resistance) 30 are different.

  When the inverter housing positive side terminal 41a and the external connection positive side terminal 71 are electrically connected, the HEV first current path 301 or the HEV second current path 302 is the HEV first and second current paths Are switched by the contactors 25 and 26. The HEV first and second contactors 25 and 26 function as the switching unit 400.

  The negative terminal 41b for the inverter housing and the negative terminal 72 for external connection are the negative side for the battery housing in the HEV ninth conductor part (electric circuit) 204 and the HEV third conductor part (electric circuit) 33. The range B from the terminal 21b to the connection portion P1, the fifth HEV conductor portion (electric circuit) 35, and the HEV fifth contactor 29 are electrically connected.

  A range B from the inverter housing negative side terminal 41b to the connection portion P1 in the ninth HEV conductor (electric circuit) 204, a fifth HEV conductor (electric circuit) 35, and a fifth HEV contactor 29 constitutes a third HEV current path 303 for electrically connecting the inverter housing negative side terminal 41 b and the external connection negative side terminal 72.

  The inverter housing positive side terminal 41a and the HEV battery 22 positive side terminal 22b are composed of an HEV eighth conductor (electric circuit) 203, an HEV first conductor (electric circuit) 31, and a parallel circuit. 201, and is electrically connected. The HEV eighth conductor (electric circuit) 203, the HEV first conductor (electric circuit) 31, and the parallel circuit 201 include an inverter housing positive terminal 41 a and a positive terminal 22 b of the HEV battery 22. The HEV fourth current path 304 is configured to be electrically connected to each other.

  The negative terminal 41b for the inverter housing and the negative terminal 22c of the battery 22 for HEV are composed of a ninth conductor portion (electric circuit) 204 for HEV, a third conductor portion (electric circuit) 33 for HEV, and a third conductor portion for HEV. The contactor 27 is electrically connected. The HEV ninth conductor (electric circuit) 204, the HEV third conductor (electric circuit) 33, and the HEV third contactor 27 are the negative terminals 41b of the inverter housing and the HEV battery 22. The HEV fifth current path 305 is configured to electrically connect the side terminal 22c.

  The HEV fourth conductor (electric circuit) 34 and the HEV fourth contactor 28 constitute a HEV sixth current path 306.

  The rescue switch 80 is an operation unit that can be operated by a passenger of the hybrid vehicle 10. When the rescue switch 80 is operated and turned on, a signal that the rescue switch 80 is turned on is transmitted to the HEV controller 90 described later. When the HEV control unit 90 determines that the rescue switch 80 has been turned on, the hybrid vehicle 10 enters the rescue mode. The rescue mode will be described in detail later.

  The HEV control unit 90 is connected to the HEV BMU 24. The HEV BMU 24 transmits the detected voltage value information and the charging rate information of the HEV battery 22 to the HEV control unit 90. The HEV control unit 90 is connected to the detection circuit 44. The detection circuit 44 transmits information on the detected voltage value of the HEV smoothing capacitor 43 to the HEV control unit 90.

  The HEV control unit 90 controls the HEV first to fifth contactors 25 to 29, the HEV inverter 42, and the engine 65. The HEV control unit 90 is an example of a power generation amount control unit referred to in the present invention.

  An example of the operation of the HEV control unit 90 will be described. When the hybrid vehicle 10 travels, the HEV control unit 90 first turns off the first HEV contactor 25 (connecting / disconnecting means) to charge the HEV smoothing capacitor 43, so that the HEV first The contactors (resistance connection / disconnection means) 26 and the contactor 27 are turned on.

  Thus, the positive terminal 22 b of the HEV battery 22 and one end of the HEV smoothing capacitor 43 are electrically connected via the HEV resistance element (resistor) 30 and the HEV second contactor 26. Is done. The positive terminal 122 b of the HEV battery and the other end of the HEV smoothing capacitor 43 are electrically connected via the third HEV contactor 27.

  For this reason, even if no electric charge is stored in the HEV smoothing capacitor 43, a large inrush current is not generated by the HEV resistance element (resistor) 30, and the HEV smoothing capacitor 43 is DC-directed. Current flows.

  When the HEV control unit 90 determines that the voltage value of the HEV smoothing capacitor 43 and the voltage value of the HEV battery 22 are the same, the HEV first contactor (connecting / disconnecting means) 25 is turned on. The HEV second contactor (resistance connection / disconnection means) 26 is turned off. As a result, a direct current is supplied from the HEV battery 22 to the HEV inverter 42 without passing through the HEV resistance element 30.

  Further, the HEV control unit 90 sets the travel mode so that the hybrid vehicle 10 travels at a vehicle speed corresponding to the accelerator pedal depression amount based on the information transmitted from the accelerator pedal sensor 96 that detects the depression amount of the accelerator pedal. select. Then, the operations of the transmission device 60, the HEV electric motor 50, and the engine 65 are controlled so as to be in the selected travel mode.

  Specifically, the HEV control unit 90 controls the transmission device 60 so that the front wheel 11 is rotated by the HEV electric motor 50 when the vehicle speed is in the low speed or medium speed range. Then, the HEV control unit 90 controls the HEV inverter 42, converts the direct current supplied from the HEV battery 22 into an alternating current, and supplies the alternating current to the HEV electric motor 50.

  When the vehicle speed is in the high speed range, the HEV control unit 90 controls the transmission device 60 so that the front wheels 11 are rotated by the engine 65. Then, the HEV control unit 90 starts the operation of the engine 65.

  In addition, when the HEV control unit 90 is in the parallel traveling mode, the HEV control unit 90 enters the power generation mode to charge the HEV battery 22 when the charging rate of the HEV battery 22 is equal to or less than a preset threshold value.

  In the power generation mode, the HEV electric motor 50 turns on the HEV first and third contactors 25 and 27 and turns off the HEV second contactor 26. Then, the HEV control unit 90 controls the transmission device 60 so that the rotation of the output shaft of the engine 65 is transmitted to the rotation shaft of the HEV electric motor 50, and the HEV electric motor 50 can generate power. To. As a result, the rotating shaft of the HEV electric motor 50 is rotated, so that the HEV electric motor 50 functions as a generator and generates electric power. The electric power generated by the HEV electric motor 50 is converted into a direct current by the HEV inverter 42 and then charged to the HEV battery 22. The condition of the power generation mode may be other than the charging rate being equal to or less than the threshold value.

  When the HEV battery 22 is charged using an external charging device, a plug of the external charging device is connected to the HEV external charging device connection unit 70. At this time, the positive terminal, the negative terminal, and the communication terminal of the plug of the external charging device are the positive terminal 71 for external connection, the negative terminal 72 for external connection, and the communication terminal of the external charging device connection part 70 for HEV. 73.

  When the communication terminals are connected to each other, a charging start signal is transmitted from the control unit of the external charging device to the HEV control unit 90. When the HEV control unit 90 receives the charging start signal, the HEV control unit 90 turns the HEV first and second contactors 25 and 26 off, and also includes the HEV third contactor 27 and the HEV fourth and fifth contactors 28. , 29 are turned on. As a result, the positive terminal of the plug of the external charging device and the positive terminal 22b of the HEV battery 22 are electrically connected via the fourth contactor 28 for HEV, and the negative terminal of the plug of the external charging device. And the negative terminal 22c of the HEV battery 22 are electrically connected via the HEV third and fifth contactors 27 and 29, so that the HEV battery 22 is charged.

  Next, the rescue mode will be described. The rescue mode is a mode in which the HEV electric motor 50 generates power and charges an external device outside the hybrid vehicle 10. The external device is a device including a battery to be charged and a control unit capable of communicating with the HEV control unit 90.

  The hybrid vehicle 10 includes a cable 75 that connects the HEV external charging device connection unit 70 and the external device in order to charge the external device using the HEV electric motor 50. The cable 75 is detachable.

  FIG. 1 shows a state in which the cable 75 is connected to the HEV external charging device connection unit 70. As shown in FIG. 1, the cable 75 is provided with a cable negative terminal 76, a cable positive terminal 77, and a communication terminal 78 at both ends. The cable negative terminals 76 at both ends of the cable 75 are electrically connected to each other. The cable positive terminals 77 at both ends of the cable 75 are electrically connected to each other. The communication terminals 78 at both ends of the cable 75 are electrically connected to each other.

  When one end of the cable 75 is connected to the HEV external charging device connecting portion 70, the external connecting negative terminal 72 and the cable negative terminal 76 are electrically connected, and the external connecting positive terminal 71 The cable positive terminal 77 is electrically connected, and the communication terminals 73 and 78 are electrically connected.

  Here, a part of the configuration of the HEV control unit 90 will be specifically described. FIG. 2 is a schematic diagram showing a part of the configuration of the HEV control unit 90. As shown in FIG. 2, the HEV control unit 90 includes a required charging power calculation unit 91, a generated power correction calculation unit 92, a generated power calculation unit 93, and an engine target rotation speed calculation unit 94 as a part of the configuration. And a torque calculator 95.

  The requested charging power calculation unit 91 calculates a power value required by the external device based on the charging current instruction value and the battery voltage value transmitted from the external device. The charging current instruction value is a current value requested by the external device. The battery voltage value is a voltage value of the battery of the external device.

  The generated power correction calculation unit 92 calculates an insufficient power value based on the current value actually supplied to the battery of the external device in order to correct the power value calculated by the required charging power calculation unit 91. The current value actually supplied to the battery of the external device is defined as the battery current value. Since the information of the battery current value actually supplied to the battery of the external device is transmitted from the external device, the HEV control unit 90 knows the battery current value.

  The difference between the charging current instruction value and the battery current value transmitted from the external device will be specifically described. It is preferable that the battery current value that actually flows through the battery of the external device when charging the battery of the external device is the same value as the charging current instruction value requested from the external device.

  However, actually, the battery current value flowing through the battery of the external device may differ from the charging current instruction value required from the external device. This is because, for example, in an external device, electrical energy is converted into thermal energy in a current path through which current flows to the battery. For this reason, the battery current value tends to be smaller than the charging current instruction value.

  The generated power correction calculation unit 92 compares the charging current instruction value requested from the external device with the battery current value, and calculates a power value based on the difference between the two values. For example, when the charging current instruction value is larger than the battery current value, a power value corresponding to a value obtained by subtracting the battery current value from the charging current instruction value is calculated. When the charging current instruction value is smaller than the battery current value, a power value corresponding to a value obtained by subtracting the charging current value from the battery current value is calculated.

  The generated power calculation unit 93 generates power to be generated by the HEV electric motor 50 from the power value calculated by the required charging power calculation unit 91 and the power value calculated by the generated power correction calculation unit 92. Calculate the value. Specifically, when the charge current instruction value is larger than the battery current value, the power value obtained by calculation by the required charge power calculation unit 91 and the power value obtained by calculation by the generated power correction calculation unit 92 Is calculated as the power value to be generated by the HEV electric motor 50.

  When the charge current instruction value is smaller than the battery current value, the generated power calculation unit 93 calculates the power value obtained by the generated power correction calculation unit 92 from the power value calculated by the required charge power calculation unit 91. The value obtained by subtracting is calculated as the power value to be generated by the HEV electric motor 50.

  The engine target rotation speed calculation unit 94 calculates the rotation speed of the engine 65 when the HEV electric motor 50 generates the power value obtained by the generated power calculation unit 93. Here, the unit of rotation is rpm (revolutions per minute), and is the number of rotations per minute of the output shaft of the engine.

  The torque calculation unit 95 uses the torque instruction value for the engine 65 and the same torque as the torque generated by the engine 65 as the resistance element torque from the rotation number obtained by the calculation by the engine target rotation number calculation unit 94. Is calculated by calculating the torque instruction value for the HEV inverter 42 so that the

  The torque calculator 95 controls the operation of the engine 65 and the operation of the HEV inverter 42 based on the torque instruction value for the engine 65 and the torque instruction value for the HEV inverter 42.

  Next, the operation of the hybrid vehicle 10 in the rescue mode will be described. First, the external device will be described. In the present embodiment, an electric vehicle 100 is used as an example of an external device. In FIG. 1, an electric vehicle 100 is shown on the right side of the hybrid vehicle 10, and the hybrid vehicle 10 and the electric vehicle 100 are connected by a cable 75.

  As shown in FIG. 1, the electric vehicle 100 includes an EV battery device 120, an EV inverter device 140, an EV electric motor 150, an EV transmission device 160, an EV external charging device connection portion 170, EV control unit 190 is provided. Note that EV represents an electric vehicle.

  The EV battery device 120 includes a battery housing 121, an EV battery 122, an EV CMU 123, an EV BMU 124, and EV first to fifth contactors 125 to 129.

  The battery housing 121 accommodates an EV battery 122, an EV CMU 123, an EV BMU 124, and EV first to fifth contactors 125 to 26. The battery housing 121 includes a battery housing first positive terminal 121a, a battery housing first negative terminal 121b, a battery housing second positive terminal 121c, and a battery housing second negative terminal. 121d.

  The EV battery 122 includes a plurality of battery cells 122a. In the drawing, some of the battery cells 122a among the plurality of battery cells 122a are illustrated, and the other battery cells 122a are not illustrated. The plurality of battery cells 122a are connected to each other in series. The EV battery 122 is a part that stores electric power in the EV battery device 120. The EV battery 122 is an example of a battery for a charged device as referred to in the present invention.

  One EV CMU (Cell Monitor Unit) 123 is provided for one battery cell 122a, and detects the state of each battery cell 122a.

  An EV BMU (Battery Management Unit) 124 is connected to each EV CMU 123. Each EV CMU 123 transmits the detection result to the EV BMU 124. The EV BMU 124 detects the voltage value of the EV battery 122 and the charging rate from the detection result of each EV CMU 123.

  The positive terminal 122b of the EV battery 122 and the first positive terminal 121a for the battery housing are electrically connected via the first lead wire portion (electric circuit) 131 for EV. The first contactor 125 for EV is provided in the first conductive wire portion (electric circuit) 131 for EV. One end of the first EV contactor 125 and the positive terminal 122 b of the EV battery 122 are electrically connected via an EV first conductor (electric circuit) 131. The other end of the first contactor 125 for EV and the first positive terminal 121a for the battery housing are electrically connected via the first conductive wire portion (electric circuit) 131 for EV.

  The first contactor 125 for EV switches between an electrical connection state and a non-electrical connection state between the positive terminal 122b of the EV battery 122 and the first positive terminal 121a for the battery housing. When the first EV contactor 125 is turned on, the electrical connection state between the positive terminal 122b of the EV battery 122 and the first positive terminal 121a for the battery housing is maintained. When the first EV contactor 125 is turned off, the electrical connection between the positive terminal 122b of the EV battery 122 and the first positive terminal 121a for the battery housing is released.

  The first EV conductor portion (electric circuit) 131 is electrically connected in parallel with the second EV conductor portion (electric circuit) 132 with the first contactor 125 for EV interposed therebetween. The second contactor 126 for EV and the resistance element 130 for EV are provided in the second conductive wire portion (electric circuit) 132 for EV and are electrically connected in series with each other. Therefore, the second EV contactor 126 is connected to the first EV conductor (electric circuit) 131 in parallel with the first EV contactor 125.

  The negative terminal 122 c of the EV battery 122 and the first negative terminal 121 b for the battery housing are electrically connected to each other via the third EV wire portion (electric circuit) 133. The third contactor 127 for EV is provided in the third conductive wire portion (electric circuit) 133 for EV. In other words, the negative terminal 122c of the EV battery 122 and one end of the third contactor 127 for EV are electrically connected via the third lead portion (electric circuit) 133 for EV. The first negative terminal 121b for the battery housing and the other end of the third contactor 127 for EV are electrically connected via a third lead portion (electric circuit) 133 for EV.

  The third EV contactor 127 switches between an electrical connection state and a non-electrical connection state between the negative terminal 122c of the EV battery 122 and the first negative terminal 121b for the battery housing. When the third EV contactor 127 is turned on, the electrical connection between the negative terminal 122c of the EV battery 122 and the first negative terminal 121b for the battery housing is maintained. When the third EV contactor 127 is turned off, the electrical connection between the negative terminal 122c of the EV battery 122 and the first negative terminal 121b for the battery housing is released.

  In the first EV conductor part (electric circuit) 131, a part between the connection part P1 to which the second conductor part (electric circuit) 132 for EV is connected and the positive terminal 122b of the battery 122 for EV, and the battery The housing second positive terminal 121c is electrically connected to each other via a fourth EV wire portion (electric circuit) 134. The fourth contactor 128 for EV is provided in the fourth lead portion (electric circuit) 134 for EV. In other words, one end of the fourth EV contactor 128 and the first EV conductor (electric circuit) 131 are electrically connected via the fourth EV conductor (electric circuit) 134. . The other end of the fourth EV contactor 128 and the second positive terminal 121c for the battery housing are electrically connected via a fourth EV wire portion (electric circuit) 134.

  The EV fourth contactor 128 switches between an electrical connection state and a non-electrical connection state between the first EV conductor portion (electric circuit) 131 and the second positive terminal 121c for the battery housing. Specifically, when the fourth contactor 128 for EV is turned on, the electrical connection between the first conductor portion (electric circuit) 131 for EV and the second positive terminal 121c for battery housing is maintained. . When the EV fourth contactor 128 is turned off, the electrical connection between the EV first conductor (electric circuit) 131 and the battery housing second positive terminal 121c is released.

  The portion between the third contactor 127 for EV and the first negative terminal 121b for the battery housing in the third conductive wire portion (electric circuit) 133 for EV, and the second negative terminal 121d for the battery housing Are electrically connected to each other via a fifth conductive wire portion (electric circuit) 135 for EV. The fifth EV contactor 129 is provided in the fifth EV conductor portion (electric circuit) 135. In other words, one end of the fifth EV contactor 129 and the third EV conductor (electric circuit) 133 are electrically connected by the fifth EV conductor (electric circuit) 135. The other end of the fifth EV contactor 129 and the second negative terminal 121d for battery housing are electrically connected via an EV fifth conductor (electric circuit) 135.

  The fifth EV contactor 129 switches between an electrically connected state and a non-electrically connected state between the third EV conductor portion (electric circuit) 133 and the second negative terminal 121d for the battery housing. When the EV fifth contactor 129 is turned on, the electrical connection state between the EV third conductor (electric circuit) 133 and the battery housing second negative terminal 121d is maintained. When the EV fifth contactor 129 is turned off, the electrical connection between the EV third conductor (electric circuit) 133 and the battery housing second negative terminal 121d is released.

  In the present embodiment, switching of the first to fifth EV contactors 125 to 129 between the on state and the off state is controlled by the EV BMU 124 as an example.

  The EV inverter device 140 includes an EV inverter 142 and an EV smoothing capacitor 143. The EV inverter 142 includes a switching element, a diode, and a drive circuit that drives the switching element. The EV inverter 142 converts a DC current supplied from the EV battery 122 into a three-phase AC current, and then the EV electric motor 150. To supply.

  The EV electric motor 150 is driven when an alternating current is supplied from the EV inverter 142. The rotation of the rotating shaft of the EV electric motor 150 is transmitted by the transmission device 60 to the front wheels 101 that are drive wheels. As a result, the electric vehicle 100 travels.

  The EV external charging device connection unit 170 is used when the EV battery 122 is charged using an external charging device such as a quick charging device outside the electric vehicle 100. EV external charging device connection section 170 is a portion to which a plug included in the external charging device is connected.

  The EV external charging device connecting portion 170 includes a connecting portion positive terminal 171 and a connecting portion negative terminal 172. When the plug of the external charging device is connected to the EV external charging device connecting portion 170, the connecting portion positive terminal 171 is electrically connected to the positive terminal provided in the plug, and the connecting portion negative terminal 172 is , Electrically connected to the negative terminal of the plug.

  In addition, the EV external charging device connection unit 170 is provided with a communication terminal 173 that is used when signals are transmitted to and received from the control unit of the external charging device. The communication terminal 173 is connected to an EV control unit 190 described later. The communication terminal 173 is connected to a communication terminal provided on the plug when the plug of the external charging device is connected to the EV external charging device connection unit 170.

  By connecting the communication terminal of the plug and the communication terminal 173 of the EV external charging device connection unit 170 to each other, the control unit of the external charging device and the EV control unit 190 are connected, and signals can be transmitted and received with each other. It becomes possible. Since the control unit of the external charging device and the EV control unit 190 can communicate with each other, the EV battery 122 can be charged by the external charging device.

  The battery housing second positive terminal 121c and the connecting portion positive terminal 171 are electrically connected. The second negative terminal for battery housing 121d and the negative terminal for connection 172 are electrically connected.

  The ammeter 180 detects the value of the current flowing through the EV battery 122. The detection result of the ammeter 180 is transmitted to the EV BMU 124.

  The EV control unit 190 is connected to the EV BMU 124. The EV BMU 124 transmits the detected voltage value information and charge rate information of the EV battery 122 and the current value flowing through the EV battery 122 to the EV control unit 190. The EV control unit 190 controls the EV first to fifth contactors 125 to 129 and the EV inverter 142. The EV control unit 190 is an example of the charged device control unit referred to in the present invention.

  An example of the operation of the EV control unit 190 will be described. The EV control unit 190 controls the EV inverter 142 so that the electric vehicle 100 travels at a vehicle speed corresponding to the accelerator pedal depression amount based on information transmitted from the accelerator pedal sensor 195 that detects the depression amount of the accelerator pedal. To control.

  Next, the operation of the rescue mode hybrid vehicle 10 and the operation of the electric vehicle 100 when charging the EV battery 122 using the rescue mode hybrid vehicle 10 will be described. FIG. 3 is a flowchart showing an example of the operation of the hybrid vehicle 10. FIG. 4 is a flowchart showing an example of the operation of the electric vehicle 100.

  As shown in FIG. 3, the HEV control unit 90 determines whether or not the rescue switch 80 is turned on in step ST1. When the occupant of the hybrid vehicle 10 turns on the rescue switch 80 to charge the EV battery 122 of the electric vehicle 100, the HEV control unit 90 determines that the rescue switch 80 is turned on, and the HEV first to first EVs 5 contactors 125 to 129 are turned off. Then, the process proceeds to step ST2.

  When the occupant of the hybrid vehicle 10 connects the cable 75 to the HEV external charging device connection unit 70 and the EV external charging device connection unit 170, the rescue switch 80 is then turned on. Thus, the external connection negative terminals 72 and 172 are electrically connected via the cable 75. The positive side terminals 71 and 171 are electrically connected. Communication terminals 73 and 173 are connected. By connecting the communication terminals 73 and 173 to each other, the HEV control unit 90 and the EV control unit 190 can communicate with each other.

  In step ST <b> 2, the HEV control unit 90 transmits a charge start signal to the EV control unit 190. The charge start signal is a signal notifying that the HEV control unit 90 has started operation to perform charging. Note that power generation by the HEV electric motor 50 is not started as soon as the charge start signal is output. The charge start signal is always transmitted at the time of rescue control until the transmission of the charge start signal described later is turned off, that is, is turned on.

  As shown in FIG. 4, in step ST31, the electric vehicle 100 determines whether or not a charging start signal is received from the external charging device. In this description, the hybrid vehicle 10 is an external charging device. Since the HEV control unit 90 transmits the charge start signal in step ST2, the EV control unit 190 determines that the charge start signal has been received, and proceeds to step ST32.

  The HEV control unit 90 starts communication with the EV control unit 190 in step ST3. The EV control unit 190 also starts communication with the HEV control unit 90 in step ST32. As described above, the timings at which the operations of step ST3 and step ST32 are performed are the same.

  Information necessary for determining whether or not the EV battery 122 can be charged using the HEV electric motor 50 is obtained by communication performed in steps ST3 and ST32. Specifically, the EV control unit 190 transmits information on the EV battery 122. The information on the EV battery 122 includes the voltage value of the EV battery 122 and the like.

  When information communication is started between the HEV control unit 90 and the EV control unit 190, the operation of the HEV control unit 90 proceeds to step ST4, and the operation of the EV control unit 190 proceeds to step ST33. Note that the communication started in steps ST3 and ST32 is always performed until the communication end process is performed.

  In step ST4, the HEV control unit 90 determines whether or not the EV battery 122 can be charged based on the information of the EV battery 122 obtained as a result of communication. In other words, it is determined whether or not the electric vehicle 100 is a vehicle suitable for charging.

  Similarly, in step ST <b> 33, EV control unit 190 determines whether or not hybrid vehicle 10 is a vehicle suitable for charging EV battery 122 as a result of communication.

  As a result of the communication, for example, when it is determined that the voltage value of the EV battery 122 is larger than the voltage value generated by the HEV electric motor 50 and cannot be charged due to this potential difference, the vehicle is not a compatible vehicle. It is determined. The conditions for determining whether the vehicles are compatible with each other are not limited to the above. It may be determined that the vehicle is not a suitable vehicle according to other conditions.

  If it is determined that the vehicle is not a conforming vehicle, the operation of the HEV control unit 90 proceeds from step ST4 to step ST5. In step ST5, the HEV control unit 90 stops transmitting the charging start signal, that is, turns off. Thereafter, the HEV control unit 90 ends the communication with the EV control unit 190. Then, the HEV control unit 90 ends the operation in the rescue mode.

  The operation of the EV control unit 190 proceeds from step ST33 to step ST34 when it is determined in step ST33 that the electric vehicle 100 is not suitable for the hybrid vehicle 10. In step ST34, the EV control unit 190 ends the communication with the HEV control unit 90. Then, the EV control unit 190 ends the operation in the charging mode.

  If it is determined in step ST33 that the hybrid vehicle 10 is a compatible vehicle, the operation of the EV control unit 190 proceeds to step ST35. In step ST <b> 35, the EV control unit 190 sets the current to flow from the EV external charging device connection unit 170 to the EV battery 122. Specifically, the EV control unit 190 turns on the first, third, fourth, and fifth contactors 125, 127, 128, and 129 for EV. Then, the EV control unit 190 transmits information that the EV first, third, fourth, and fifth contactors 125, 127, 128, and 129 are in the ON state to the HEV control unit 90. Then, the process proceeds to step ST36. In step ST36, the EV control unit 190 determines whether or not a power generation preparation completion signal has been received from the HEV control unit 90.

  If it is determined that electric vehicle 100 is compatible with hybrid vehicle 10, the operation of HEV control unit 90 proceeds from step ST4 to step ST6. In step ST <b> 6, the HEV control unit 90 determines whether information indicating that a current flows from the EV control unit 190 to the EV battery 122 from the EV external charging device connection unit 170 is determined.

  The EV control unit 190 transmits the information to the HEV control unit 90 in step ST35. If the HEV control unit 90 determines that the information has been received from the EV control unit 190, the process proceeds to step ST7.

  After step ST7, the HEV control unit 90 is stored in the HEV smoothing capacitor 43 using the HEV resistance element 30 so that a large inrush current does not flow from the HEV smoothing capacitor 43 to the EV battery 122. The electric charge is supplied to the EV battery 122, and the voltage of the HEV smoothing capacitor 43 and the voltage value of the EV battery 122 are made the same.

  Specifically, the HEV control unit 90 turns on the HEV fourth contactor 28 in step ST7. Then, the process proceeds to step ST8. In step ST8, the HEV control unit 90 turns on the HEV fifth contactor 29. Then, the process proceeds to step ST9. In step ST9, the HEV control unit 90 turns on the HEV second contactor 26.

  As described in step ST1, when the rescue switch 80 is turned on, all the first to fifth contactors 25 to 29 are turned off. For this reason, when the processing up to step ST9 is completed, the HEV first and third contactors 25 and 27 are turned off, and the HEV second, fourth and fifth contactors 26, 28 and 29 are turned on. .

  When the HEV second, fourth, and fifth contactors 26, 28, and 29 are turned on, a current path through which current flows from the HEV smoothing capacitor 43 to the EV battery 122 is formed. A HEV resistance element 30 is provided in the current path. The electric charge stored in the HEV smoothing capacitor 43 flows from the EV battery 122 through the HEV resistance element 30. For this reason, a large inrush current does not occur. When the electric charge flows from the EV battery 122 to the HEV smoothing capacitor 43, the voltage value of the HEV smoothing capacitor 43 and the voltage value of the EV battery 122 become the same.

  In step ST10, the HEV control unit 90 determines whether or not the voltage value of the HEV smoothing capacitor 43 and the voltage value of the EV battery 122 are the same. After steps ST3 and ST32, the HEV control unit 90 and the EV control unit 190 always perform communication. For this reason, since the information on the voltage value of the EV battery 122 is transmitted from the EV control unit 190, the HEV control unit 90 determines the voltage value of the EV battery 122 and the voltage value of the HEV smoothing capacitor 43. And always recognize. If the HEV control unit 90 determines that the voltage value of the HEV smoothing capacitor 43 is equal to the voltage value of the EV battery 122, the process proceeds to step ST11.

  In step ST11, the HEV first contactor 25 is turned on. Then, the process proceeds to step ST12. In step ST12, the HEV control unit 90 turns off the HEV second contactor 26. When the HEV first contactor 25 is turned on and the HEV second contactor 26 is turned off, the HEV resistive element 30 and the EV resistor are connected from the HEV electric motor 50 to the EV battery 122. A current path through which a current flows without passing through the element 130 is formed.

  From the HEV electric motor 50 to the EV battery 122, a current path through which current flows without passing through the HEV resistance element 30 is formed, whereby preparation for power generation of the HEV electric motor 50 is completed. The HEV control unit 90 transmits information that preparation for power generation is completed to the EV control unit 190. Then, the process proceeds to step ST13.

  In step ST <b> 36, the EV control unit 190 determines whether information on completion of power generation preparation has been received from the HEV control unit 90. If the EV control unit 190 determines that the power generation preparation completion information has been received from the HEV control unit 90, the process proceeds to step ST37.

  In step ST <b> 37, the EV control unit 190 transmits information necessary for charging the EV battery 122 to the HEV control unit 90. Specifically, the information includes a current value necessary for charging the EV battery 122, a voltage value of the EV battery 122, and a current value actually supplied to the EV battery 122. When the HEV electric motor 50 is not generating power, the current value actually supplied to the EV battery 122 is zero. Therefore, the information on the current actually supplied to the EV battery 122 is transmitted after the HEV electric motor 50 generates power. As described above, the HEV control unit 90 obtains such information via the EV BMU 124 and the ammeter 180. Then, the process proceeds to step ST38.

  If the HEV control unit 90 determines in step ST13 that the information necessary for power generation is received from the EV control unit 190, the process proceeds to step ST14. The HEV control unit 90 starts power generation by the HEV electric motor 50 in step ST14.

  The EV control unit 190 repeats the information transmission in step ST37 until it is determined in step ST38 that the charging of the EV battery 122 is completed. Conditions for determining completion of charging by the EV control unit 190 are set in advance. For example, the EV control unit 190 determines that the charging is completed when the charging rate of the EV battery 122 is equal to or higher than a predetermined value set in advance.

  The HEV control unit 90 constantly updates the power value to be generated by the HEV electric motor 50 based on the information transmitted from the EV control unit 190. Based on the updated power value, the torque of the engine 65 and the torque of the HEV electric motor 50 are controlled.

  When determining that the charging of the EV battery 122 is completed in step ST38, the EV control unit 190 proceeds to step ST39. In step ST39, the EV control unit 190 transmits information that the charging of the EV battery 122 is completed to the HEV control unit 90.

  When the HEV control unit 90 receives information on the completion of charging of the EV battery 122 from the EV control unit 190 in step ST15, the process proceeds to step ST16. In step ST16, the HEV control unit 90 ends the torque control of the engine 65 and the torque control of the HEV electric motor 50. As a result, the operation related to the charging of the EV battery 122 is completed.

  In the hybrid vehicle 10 configured as described above, the EV battery 122 of the electric vehicle 100 that is a charged device is charged using the HEV electric motor 50 as a generator. For this reason, since the EV battery 122 can be charged without using the electric power stored in the HEV battery 22 of the hybrid vehicle 10, the EV battery 122 can be sufficiently charged.

  Further, when the EV battery 122 is charged, it is possible to suppress the occurrence of a large inrush current due to the electric charge stored in the HEV smoothing capacitor 43 using the HEV resistance element 30.

  In addition, the configuration of the hybrid vehicle 10 can be simplified by using the existing HEV external charging device connection unit 70 to charge the external device.

  Further, the positive terminal 42a of the HEV inverter 42 and the positive terminal 71 for external connection of the HEV external charging device connecting portion 70 are electrically connected, and the negative terminal 42b of the HEV inverter 42 and the external charging for HEV are connected. In order to configure a circuit that electrically connects the external connection negative terminal 72 of the device connection unit 70, the current path in the HEV battery device 20 is used.

  Specifically, in the HEV first conductor part (electric circuit) 31, the range from the first positive terminal 21a for battery housing to the connection part P, the parallel circuit 201, and the fourth conductor part for HEV ( Electric circuit) 34, HEV fourth contactor 28, HEV third conductor portion (electric circuit) 33, range from first negative terminal 21b for battery housing to connection portion P1, and HEV first 5 conductor portions (electrical circuits) 35 and a HEV fifth contactor 29 are used.

  For this reason, the structure of the hybrid vehicle 10 can be simplified. Furthermore, since the existing HEV resistance element 30 can be used, when charging the external device using the HEV electric motor 50, a large inrush current flows from the HEV smoothing capacitor 43 to the external device. The structure which can be suppressed can be simplified.

  In addition, since the HEV control unit 90 includes the generated power correction calculation unit 92, the EV battery 122 of the electric vehicle 100 that is a battery to be charged can be efficiently charged.

  The HEV fourth current path 304, the HEV eighth conductor (electric circuit) 203, the HEV sixth conductor (electric circuit) 46, the HEV inverter 42, and the HEV seventh The lead wire portion (electric circuit) 47, the HEV ninth lead wire portion (electric circuit) 204, and the HEV third current path 303 are currents that lead the HEV battery 22 to the HEV electric motor 50. A circuit 401 is configured.

  The cable 403, the HEV inverter device 40, the HEV first current path 301, the HEV second current path 302, and the cable 75 connect the three-phase input / output terminal 51 of the HEV electric motor 50 to the EV. A current circuit 402 that is electrically connected to the external charging device connection unit 170 is configured.

  In the present embodiment, the electric vehicle 100 is used as an example of the external device, but other than the electric vehicle 100 may be used.

  In the present embodiment, each of the HEV first to eleventh conductor parts (electrical circuits) 31 to 35, 46, 47, 203 to 206 may be formed of one conductor member, or a plurality of conductor parts may be formed. The conductive wire member may be used.

  Further, in the present embodiment, the generated power correction calculation unit 92 corrects the power value calculated by the required charge power calculation unit 91, the charging current instruction value required from the electric vehicle 100 that is an external device, The electric power corresponding to the difference from the battery current value flowing through the EV battery 122 during charging of the EV battery 122 which is a battery for the charging device is calculated and obtained. This correction method is an example. For example, correction may be performed by other methods.

  In the present embodiment, the HEV control unit 90 is the main control of the hybrid vehicle 10 and controls traveling and the like. The HEV control unit 90 functions as a power generation amount control unit referred to in the present invention. However, it may be other than this. Specifically, a control unit may be provided separately from the main control unit that controls the traveling of the hybrid vehicle 10, and the control unit may function as a power generation amount control unit referred to in the present invention. Or a some control part may combine and may function as an electric power generation amount control part said by this invention.

The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above.
Hereinafter, the contents described in the scope of claims of the present application will be appended.
[ 1]
In a hybrid vehicle including a generator that is driven by an engine mounted on a vehicle to generate power, the battery for a device to be charged mounted on an external device different from the vehicle is electrically connected to the generator, A hybrid vehicle comprising: a power generation amount control unit that controls a power generation amount of the generator based on a request from a control unit for a device to be charged that controls a charge amount of the battery for the device to be charged.
[2]
An electric circuit for connecting the generator and the battery for the device to be charged, the electric circuit including connection / disconnection means for connecting / disconnecting the electric circuit, and an inrush current from the generator to the battery for the device to be charged; A resistor provided in parallel with the connection / disconnection means, and a resistance connection / disconnection means for connecting / disconnecting the resistor from the electric circuit, and the connection / disconnection means is disconnected from the disconnected state after the inrush current is generated. 2. The hybrid vehicle according to 1, wherein the resistance vehicle is switched from a contact state to a disconnection state while switching to a contact state.
[3]
The power generation amount control unit actually calculates a required charging power calculation unit that calculates power to be generated by the generator in response to a request from the charged device control unit, and a calculation result of the required charging power calculation unit. The hybrid vehicle according to claim 1, further comprising: a generated power correction calculation unit configured to correct based on information on a current value supplied to the battery for the device to be charged.
[4]
The hybrid vehicle according to any one of claims 1 to 3, wherein the battery for the device to be charged is a driving battery mounted on an electric vehicle.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle (hybrid vehicle), 25 ... 1st contactor (connection / disconnection means) for HEV, 26 ... 2nd contactor for HEV (resistance connection / disconnection means), 30 ... Resistance element (resistance) for HEV, 31 ... HEV first conductor part (electric circuit), 32 ... HEV second conductor part (electric circuit), 33 ... HEV third conductor part (electric circuit), 34 ... HEV fourth conductor part ( Electrical circuit), 35 ... HEV fifth conductor (electric circuit), 46 ... HEV sixth conductor (electric circuit), 47 ... HEV seventh conductor (electric circuit), 50 ... HEV Electric motor (generator), 90 ... HEV control unit (power generation amount control unit), 91 ... required charge power calculation unit, 92 ... generated power correction calculation unit, 100 ... electric vehicle (external device), 122 ... EV battery (Charged device battery), 131... E First conductive wire portion (electric circuit), 132 ... EV second conductive wire portion (electric circuit), 133 ... EV third conductive wire portion (electric circuit), 134 ... EV fourth conductive wire portion (electrical) Circuit), 135... EV fifth conductor (electric circuit), 190. EV controller (charged device controller), 203 HEV eighth conductor (electric circuit), 204. HEV Ninth conductor part (electric circuit), 205... Tenth conductor part (electric circuit) for HEV, 206... Eleventh conductor part (electric circuit) for HEV.

Claims (6)

In a hybrid vehicle having a generator that is driven by an engine mounted on the vehicle to generate electricity,
A request from a control unit for a charged device that electrically connects a battery for a charged device mounted on an external device different from the vehicle and the generator to control a charge amount of the battery for the charged device a power generation amount controlling unit for controlling the amount of power generated by the generator based on,
First connecting / disconnecting means for connecting / disconnecting a first electric circuit connecting one of terminals of a battery mounted on the vehicle and the generator;
A third connection / disconnection means for connecting / disconnecting a third electric circuit connecting the other terminal of the battery and the generator;
A resistor provided in parallel to the first connecting / disconnecting means to avoid an inrush current generated between the generator and the battery;
A resistor connecting / disconnecting means provided in parallel with the first connecting / disconnecting means for connecting / disconnecting the resistor from the first electric circuit;
A fourth electric circuit connected to the first electric circuit between the one terminal of the battery and the resistor, and connecting the generator and one terminal of the battery for charged device;
A fifth electric circuit connected to the third electric circuit between the third connecting / disconnecting means and the generator, and connecting the generator and the other terminal of the battery for the charged device; A hybrid vehicle characterized by comprising: The vehicle is
A fourth connection / disconnection means for connecting / disconnecting the fourth electric circuit to / from the fourth electric circuit;
The hybrid vehicle according to claim 1 , further comprising a fifth connecting / disconnecting unit that connects / disconnects the fifth electric circuit to / from the fifth electric circuit . The vehicle is
The first and third connecting / disconnecting means and the resistance connecting / disconnecting means are disconnected, and the fourth and fifth connecting / disconnecting means are connected, and then the resistive connecting / disconnecting means is connected to generate an inrush current.
  The hybrid vehicle according to claim 2. The vehicle is
After the inrush current is generated, the first connection / disconnection means is switched from the disconnection state to the contact state, and the resistance connection / disconnection means is switched from the contact state to the disconnection state.
The hybrid vehicle according to claim 3. The power generation amount control unit
A required charging power calculation unit that calculates the power to be generated by the generator in response to a request from the control unit for the charged device;
Claim 1-4, characterized in that it comprises, a generated power correction calculating unit that corrects, based on the information of the requested charging power calculation unit of the calculation result actually the current value supplied to the charging device for the battery The hybrid vehicle according to any one of the above. The hybrid vehicle according to any one of claims 1 to 5 , wherein the battery for the device to be charged is a drive battery mounted on an electric vehicle.

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