JP5853733B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle, and more particularly to a vehicle having a plurality of electric loads to which a power supply voltage is supplied from a power storage device.

  It is well known that the vehicle cannot be started due to so-called battery exhaustion. Japanese Patent Laying-Open No. 2001-320807 (Patent Document 1) discloses a vehicle start-up control method in which two determination criteria for a low-voltage power supply are prepared. In this method, by operating the DC / DC converter, the converter is operated to charge the auxiliary battery in a range where the power supply voltage of the auxiliary battery can be recovered, and then the system is normally started. On the other hand, when the voltage of the auxiliary battery becomes equal to or lower than a voltage at which normal operation of an ECU (Electronic Control Unit) or the like cannot be guaranteed, the system does not start.

JP 2001-320807 A JP 2011-041425 A JP-A-10-224904

  However, if the vehicle's ECU does not start, the vehicle cannot move by itself and must call for relief. Therefore, it is desirable that the vehicle system can be started as much as possible even when the voltage of the power storage device such as a battery is low.

  An object of the present invention is to provide a vehicle that improves the possibility of starting a vehicle system even when the voltage of a power storage device is lowered.

  In summary, the present invention is a vehicle, and includes a power storage device, a plurality of electrical loads to which a power supply voltage is supplied from the power storage device, and a control unit that controls the electrical load. When the voltage of the power storage device when receiving the activation signal is higher than a predetermined value, the control unit causes each of the plurality of electric loads to perform an initial operation, and the voltage of the power storage device when receiving the activation signal is a predetermined value When the voltage is lower, each of the plurality of electric loads is caused to execute an initial operation with a time difference than when the voltage of the power storage device is higher than a predetermined value.

  Preferably, the activation signal is given from the operation unit operated by the user to the control unit. The control unit holds the activation signal, and when the voltage of the power storage device when the activation signal is received is lower than a predetermined value, the control unit makes the holding time of the activation signal longer than when the voltage of the power storage device is higher than the predetermined value.

  More preferably, the vehicle further includes an internal combustion engine. The first electrical load among the plurality of electrical loads is an actuator that determines the state of the vehicle in the parking state in response to the input of the activation signal, and the second electrical load among the plurality of electrical loads is activated. Start-up is permitted within the holding time of the signal, and the second electric load is a rotating electrical machine for starting the internal combustion engine.

  Preferably, when the voltage of the power storage device when the activation signal is received is lower than a predetermined value, the control unit sets an initial time for each of the plurality of electric loads by providing a time difference compared to when the voltage of the power storage device is higher than the predetermined value. The operation is executed and the user is notified that the activation process is being executed.

  Preferably, when the voltage of the power storage device when the activation signal is received is lower than a predetermined value, the control unit sets an initial time for each of the plurality of electric loads by providing a time difference compared to when the voltage of the power storage device is higher than the predetermined value. The operation is executed and the user is informed that the startup process is being executed and the voltage of the power storage device is decreasing.

  According to the present invention, the possibility that the vehicle system can be activated even when the voltage of the power storage device is lowered is improved.

1 is an overall block diagram of a hybrid vehicle according to an embodiment. It is the figure which showed the detailed structure of the parking lock mechanism 206 shown in FIG. It is the figure which showed the positional relationship which the parking lock pole 246 was pushed up and was in the locked state. FIG. 2 is a block diagram illustrating a configuration related to activation processing of a control device 38 and a display unit 70 in FIG. 1. It is a flowchart for demonstrating the starting process at the time of a quick start. It is an operation | movement waveform diagram for demonstrating the starting process at the time of normal. It is an operation waveform diagram for explaining a process when the voltage of the auxiliary battery drops during the startup process. It is the figure which contrasted and showed the electric current consumed at the time of a starting process at the time of a normal time and an auxiliary machine battery fall.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same or corresponding parts are denoted by the same reference numerals, and detailed description thereof will not be repeated.

  FIG. 1 is an overall block diagram of the hybrid vehicle of the present embodiment. FIG. 1 shows a portion related to a power output mechanism of a hybrid vehicle. In the present embodiment, a hybrid vehicle is taken as an example. However, the present invention is not limited to a hybrid vehicle, and a vehicle (a gasoline engine vehicle, which has a power storage device and a plurality of electric loads fed from the power storage device). The present invention can also be applied to electric vehicles, fuel cell vehicles, and the like.

  Referring to FIG. 1, hybrid vehicle 100 includes an engine 24, a motor MG2, a generator MG1, a power transmission mechanism 10, drive wheels 16R and 16L, drive shafts 15R and 15L, an engine 24, and a main battery. 31, a boost converter 32, inverters 34 and 36, and a control device 38.

  The power transmission mechanism 10 includes a power transmission gear 12, a differential gear 14, a planetary gear 18, a power take-out gear 20, a chain belt 22, and a damper 30.

  The crankshaft 25 of the engine 24 is connected to the planetary gear 18 and the generator MG1 via the damper 30. Note that the damper 30 suppresses the amplitude of torsional vibration of the crankshaft 25.

  The power take-out gear 20 is connected to the power transmission gear 12 by a chain belt 22. The power take-off gear 20 is coupled to the ring gear 44 of the planetary gear 18 and transmits the power received from the ring gear 44 to the power transmission gear 12 via the chain belt 22. The power transmission gear 12 transmits power to the drive wheels 16R and 16L via the differential gear 14.

  The planetary gear 18 is coupled to a sun gear 42 that is coupled to a hollow sun gear shaft 50 that passes through the center of a carrier shaft 54 that is coaxial with the crankshaft 25, and to a ring gear shaft 52 that is disposed coaxially with the carrier shaft 54. A plurality of planetary pinion gears 46 disposed between the ring gear 44, the sun gear 42, and the ring gear 44 and revolving while rotating on the outer periphery of the sun gear 42, and the ends of the carrier shafts 54 are coupled to the rotation shafts of the planetary pinion gears 46. And a planetary carrier 48 for supporting the

  In the planetary gear 18, three axes of the sun gear shaft 50, the ring gear shaft 52 and the carrier shaft 54 coupled to the sun gear 42, the ring gear 44 and the planetary carrier 48 are used as power input / output shafts. When the power input / output to / from any two of these three axes is determined, the power input / output to / from the remaining one axis is determined based on the power input / output to the determined two axes.

A reduction gear mechanism may be provided between the ring gear 44 and the ring gear shaft 52.
Generator MG1 and motor MG2 are both three-phase AC synchronous motor generators, and include a rotor having a plurality of permanent magnets on the outer peripheral surface and a stator on which a three-phase coil for forming a rotating magnetic field is wound. The rotor of generator MG1 is coupled to sun gear shaft 50, and the rotor of motor MG2 is coupled to ring gear shaft 52. Each of generator MG1 and motor MG2 operates as an electric motor that rotationally drives the rotor by the interaction between the magnetic field generated by the permanent magnet and the magnetic field formed by the three-phase coil, and the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor. This also works as a generator that generates electromotive force at both ends of the three-phase coil.

  The main battery 31 includes a secondary battery such as nickel metal hydride or lithium ion. Main battery 31 supplies the generated DC voltage to boost converter 32 and is charged by the DC voltage from boost converter 32.

  Boost converter 32 receives a DC voltage from main battery 31, boosts the received DC voltage, and outputs the boosted voltage to inverters 34 and 36. Boost converter 32 steps down DC voltage from inverters 34 and 36 to charge main battery 31.

  Inverters 34 and 36 receive a DC voltage from boost converter 32, convert the received DC voltage to an AC voltage, and output the AC voltage to generator MG1 and motor MG2, respectively. Inverters 34 and 36 convert the AC voltage generated by generator MG1 and motor MG2 into a DC voltage, and output the converted DC voltage to boost converter 32.

  Control device 38 generates a control signal for turning on / off each power transistor in boost converter 32 based on the torque command values and rotation speeds of generator MG1 and motor MG2, and the input / output voltage of boost converter 32. A control signal is output to boost converter 32.

  Control device 38 generates a control signal for turning on / off each power transistor in inverters 34 and 36 based on the torque command value and current of generator MG1 and motor MG2 and the input voltage of inverters 34 and 36, and The generated control signal is output to inverters 34 and 36.

  The engine 24 includes a plurality of cylinders. The rotational speed of the engine 24 is detected by a rotation sensor (not shown) and transmitted to the control device 38. Specifically, a crank position sensor or the like provided on the crankshaft is used as the rotation sensor.

  Vehicle 100 further includes auxiliary battery 60, DC / DC converter 62, auxiliary load 66, sensors 23 and 64, display unit 70, power switch 82, shift position switch 84, and brake detection switch. 86.

  Auxiliary battery 60 is a power storage device having a voltage lower than that of main battery 31, and for example, a lead storage battery is used.

  DC / DC converter 62 converts power from main battery 31 or motor generator MG1 into a voltage to charge auxiliary battery 60 and supply power supply voltage to auxiliary load 66. The auxiliary machine load 66 includes, for example, a car navigation device, a seat heater, and the like. Similarly to the auxiliary machine load 66, the parking lock mechanism 206 and the control device 38 also receive the supply voltage from the auxiliary battery 60.

  The sensor 23 detects the voltage VB and current IB of the main battery 31 and transmits them to the control device 38. The sensor 64 detects the voltage VB2 and current IB2 of the auxiliary battery 60 and transmits them to the control device 38.

  As will be described later with reference to FIG. 4, the display unit 70 is configured to display character information in addition to speed display, fuel remaining amount display, and the like.

  The power switch 82 is an operation unit that is operated when the driver starts the vehicle. The shift position switch 84 detects the currently set shift range (parking range, forward range, reverse range, etc.). The brake detection switch 86 detects whether or not a brake pedal (not shown) is operated.

  The control device 38 operates the SMR, the parking lock mechanism 206, and the like based on inputs from the power switch 82, the shift position switch 84, and the brake detection switch 86, and executes system startup processing.

  FIG. 2 is a diagram showing a detailed structure of the parking lock mechanism 206 shown in FIG. The parking lock mechanism 206 performs a predetermined initial operation when the system is started, and consumes the power of the auxiliary battery 60.

  Using the actuator 202 and the encoder 204 shown in FIG. 2, the control device 38 in FIG. 1 switches the state of the parking lock mechanism 206.

  A P command signal indicating an instruction from a driver received by an input unit (not shown) is transmitted to the control device 38. The control device 38 controls the operation of the actuator 202 that drives the parking lock mechanism 206 in order to switch the shift position between the P range and the non-P range, and displays the current shift range state on the display unit 70 in FIG. To display. When the driver operates the input unit when the shift range is the non-P range, the control device 38 switches the shift range to the P range and displays on the display unit 70 that the current shift range is the P range.

  The actuator 202 is constituted by, for example, a switched reluctance motor (hereinafter referred to as “SR motor”), and receives an actuator control signal from the control device 38 to drive the parking lock mechanism 206. The encoder 204 rotates integrally with the actuator 202 and detects the rotation state of the SR motor. As the encoder 204 of the present embodiment, for example, a rotary encoder that outputs A-phase, B-phase, and Z-phase signals can be used. The control device 38 acquires a signal output from the encoder 204, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The parking lock mechanism 206 is fixed to the shaft 252 rotated by the actuator 202, the detent plate 254 that rotates as the shaft 252 rotates, the rod 248 that operates as the detent plate 254 rotates, and the ring gear shaft 52. Parking lock gear 244, parking lock pole 246 for locking parking lock gear 244, detent spring 242 for restricting rotation of detent plate 254 and fixing the shift range, and roller 240. The detent plate 254 is driven by the actuator 202 to switch the shift range. The encoder 204 acquires a count value corresponding to the rotation amount of the actuator 202.

  FIG. 2 shows a state when the shift range is the non-P range. In this state, since the parking lock pole 246 does not lock the parking lock gear 244, the rotation of the drive shaft of the vehicle is not hindered. When the shaft 252 is rotated clockwise by the actuator 202 from this state, the rod 248 is pushed in the direction of arrow A shown in FIG. 2 via the detent plate 254, and parking is performed by the tapered portion provided at the tip of the rod 248. The lock pole 246 is pushed up in the direction of arrow B shown in FIG.

  FIG. 3 is a diagram showing a positional relationship in which the parking lock pole 246 is pushed up to be locked.

When the rod 248 is pushed in the direction of arrow A in FIG. 2, the parking lock pole 246 moves to lock the parking lock gear 244 as shown in FIG.
At this time, one of the two valleys provided at the top of the detent plate 254 as the detent plate 254 rotates, that is, the roller 240 of the detent spring 242 in the non-P range position 230 gets over the mountain 232 and the other To the valley, that is, the P range position 234. The roller 240 is provided on the detent spring 242 so as to be rotatable in its axial direction. When the detent plate 254 rotates until the roller 240 reaches the P range position 234, the parking lock pawl 246 is pushed up to a position where the protruding portion of the parking lock pawl 246 is fitted between the teeth of the parking lock gear 244. As a result, the drive shaft of the vehicle is mechanically fixed, and the shift range is switched to the P range.

  FIG. 4 is a block diagram showing a configuration related to the activation processing of the control device 38 and the display unit 70 of FIG.

  Referring to FIG. 4, control device 38 is based on a P lock control unit 106 that controls the parking lock mechanism, a battery monitoring unit 108 that monitors the battery, and outputs of P lock control unit 106 and battery monitoring unit 108. And a system activation control unit 110 that activates the vehicle system.

  The shift position switch 84 is configured to detect whether or not the shift range is a parking range. The brake detection switch 86 is configured to detect whether or not the brake pedal is depressed.

  The display unit 70 includes a meter unit 74, a buzzer unit 76, and a meter computer 72 that controls the meter unit 74 and the buzzer unit 76.

  The control device 38 monitors an input signal from the power switch 82, an input signal from the shift position switch 84, and an input signal from the brake detection switch 86, and if these inputs satisfy a predetermined condition, the vehicle system. Start up.

  When the system is not activated (system OFF state) and the shift range is the parking range (P range), if the power switch 82 is pressed without stepping on the brake pedal, the system state transitions to the ACC state. . In the ACC state, accessories such as a stereo and a navigation device can be used.

  If the power switch 82 is pressed without stepping on the brake pedal when the system is in the ACC state and in the P range, the system state transitions to the IGON state. In the IGON state, various ECUs are activated, but the system main relay SMR in FIG. 1 remains off, the motor generators MG1 and MG2 cannot be operated, and the engine is started or the vehicle is run. I can't.

  When the system is in the system OFF state, ACC state, or IGON state and is in the P range, when the power switch 82 is pressed while depressing the brake pedal, the vehicle system is activated and becomes a ReadyON state. In the ReadyON state, the system main relay SMR in FIG. 1 is closed, the motor generators MG1 and MG2 are operable, and the vehicle is ready to travel.

  Of these, the operation of transitioning from the system OFF state to the ReadyON state without passing through the ACC state or the IGON state is referred to as a quick start. During the quick start, the initial operations of various auxiliary devices are concentrated rather than the activation from the ACC state, so that the current of the auxiliary battery 60 increases. For this reason, when the auxiliary battery 60 is weak, the auxiliary battery voltage VB2 may be lower than the system startable voltage due to a voltage drop. This system startable voltage is determined based on a lower limit voltage at which various ECUs can operate.

  In the present embodiment, when the auxiliary battery 60 is weak and the battery voltage VB2 is lower than a predetermined value during the quick start, the initial operations of various auxiliary machines are shifted so as not to concentrate. The order of the initial operation is not particularly limited. For example, it is preferable to conduct the P-lock control first, and then conduct the system main relay SMR, start the engine, and the like.

  If the battery voltage VB2 decreases during the quick start and the initial operation of various auxiliary devices is shifted and it takes time to start the system, a message such as “low auxiliary battery” is displayed on the multi-display of the meter unit 74. To notify the user that the activation is being performed in a different mode. Preferably, a display such as “starting process” may also be displayed on the multi-display so that the user can know that it is starting.

  FIG. 5 is a flowchart for explaining the activation process at the time of quick start. 4 and 5, in control device 38, P lock control unit 106 outputs internal signal IG and internal signal ST based on the states of power switch 82, shift position switch 84, and brake detection switch 86. .

  First, in step S1, the system activation control unit 110 determines whether or not the signal IG is in an ON state. If the signal IG is not in the ON state in step S1, the process proceeds to step S9 and ends without performing the start process. If the signal IG is in the ON state in step S1, the process proceeds to step S2.

  In step S2, it is determined whether or not the internal signal ST is in an ON state. While the internal signal ST is in the ON state, the system activation control unit 110 permits system activation. If the internal signal ST is not in the ON state in step S2, the process proceeds to step S9 and ends without performing the start process. If the internal signal ST is ON in step S2, the process proceeds to step S3.

  In step S3, it is determined whether or not the vehicle is in a system activation permitted state. Whether or not the vehicle is in the system activation permission state is determined based on the result of monitoring the states of the main battery 31 and the auxiliary battery 60 by the battery monitoring unit 108. For example, if a failure has occurred in main battery 31 or if voltage VB2 of auxiliary battery 60 is lower than a predetermined value, it is determined that the vehicle is not in a system activation permitted state.

  If it is determined in step S3 that the vehicle is not in a system-permitted state, it is determined in step S4 whether or not the voltage of the auxiliary battery 60 is decreasing. If it is determined in step S4 that the auxiliary battery 60 is not in a voltage drop state, the process proceeds to step S9 and the start process is not performed and the process ends. If the voltage of auxiliary battery 60 is lower than the predetermined value in step S4, the process proceeds to step S5.

  In step S5, a process of extending the ON time of the signal ST from the normal time and delaying the start timing is executed. In FIG. 4, the system activation control unit 110 sends an instruction to the P lock control unit 106 to extend the on time of the signal ST. Then, the P lock control unit 106 operates so as to complete the initial operation for the parking lock mechanism 206 within the extended time.

  Subsequently, in step S6, it is determined again whether or not the vehicle is in a system activation permitted state. If the vehicle is not in the system activation permission state in step S6, the process proceeds to step S9 and the activation process is not performed and the process is terminated. In step S6, if the initial operation of the P-lock is completed and the voltage of the auxiliary battery 60 is restored, the system activation permission state is entered. In this case, the process proceeds from step S6 to step S7, and the meter unit 74 is displayed as “starting up” and “auxiliary battery low”. A warning sound may be emitted from the buzzer unit 76 instead of or in addition to this display.

  If it is determined in step S3 that the system is permitted to start and if the process in step S7 is completed, the system activation process is performed in step S8. In this case, the engine 24 is started as necessary. When the activation process in step S8 ends, the process ends in step S9.

  FIG. 6 is an operation waveform diagram for explaining a normal startup process. 4 and 6, at time t1, when the user inputs a start command that satisfies the quick start conditions (P range, power switch ON when brake is ON), P lock control unit 106 turns on signal IG. The P lock control unit 106 operates the parking lock mechanism 206 so as to change the state and determine the P range.

  The signal ST changes from the OFF state to the ON state at the time t2 after the period T1 from the time t1, and the system activation control unit 110 is notified that the system can be activated during the period T2 from the time t2 to the time t5.

  The parking lock mechanism 206 completes its operation and the P range is determined at time t3, which is after the period T3 from time t1. In response to this, the system activation control unit 110 executes the activation process during a period T4 between times t3 and t4. The starting process includes, for example, processes such as checking and connecting the system main relay SMR and starting the engine 24 when the engine is cold.

  When the activation process is completed at time t4, the vehicle is in a ReadyON state in which the vehicle can run.

  If the charged amount of auxiliary battery 60 is sufficient, the startup process is executed at the timing shown in FIG. However, if the power storage amount of the auxiliary battery 60 is insufficient or the auxiliary battery 60 is weak, a large voltage drop occurs in the voltage VB2 of the auxiliary battery 60 during the startup process, and the operation of the ECU is temporarily performed. When the possible power supply voltage is interrupted.

  In such a case, at time t3, the system activation control unit 110 extends the ON time of the signal ST more than usual, and delays the start of the activation process after the P lock determination process (S5 in FIG. 5).

  FIG. 7 is an operation waveform diagram for explaining the processing when the voltage of the auxiliary battery drops during the startup processing. For comparison, the operation in the case where the signal ST is at the same timing as the normal time is indicated by a one-dot chain line in the drawing.

  4 and 6, at time t11, when the user inputs a start command satisfying the quick start condition (P range, power switch ON when brake is ON), P lock control unit 106 turns on signal IG. The P lock control unit 106 operates the parking lock mechanism 206 so as to change the state and determine the P range. As the actuator 202 of the parking lock mechanism 206 consumes the power of the auxiliary battery 60, a voltage drop occurs at times t11 to t12, and the voltage of the auxiliary battery 60 decreases below the threshold value Vth. If the startup process is to be performed at this time, the system startup control unit 110 prohibits the startup process of the system, assuming that the auxiliary battery is in a lowered state.

  Therefore, system activation control unit 110 requests P lock control unit 106 to extend the ON time of signal ST in response to voltage VB2 of auxiliary battery 60 being lower than the threshold value. The P lock control unit 106 changes the signal ST from the OFF state to the ON state at time t12 after the period T1 from time t11. Then, the P lock control unit 106 notifies the system activation control unit 110 that the system can be activated for a period of time t12 to t17 in which the time is extended from the normal time.

  At time t13, the parking lock mechanism 206 is completed and the P range is determined. At this time, the voltage VB2 of the auxiliary battery 60 causes a voltage drop due to the voltage drop. Therefore, the system activation control unit 110 cannot execute the activation process. Therefore, the system activation control unit 110 waits for the voltage VB2 of the auxiliary battery 60 to recover to the threshold value Vth or more between times t13 and t15.

  In response to the voltage VB2 of the auxiliary battery 60 having recovered to the threshold value Vth or higher at time t15, the system activation control unit 110 executes activation processing during a period T4 from time t15 to t16. The starting process includes, for example, processes such as checking and connecting the system main relay SMR and starting the engine 24 when the engine is cold.

  When the activation process is completed at time t16, the vehicle is in a ReadyON state in which the vehicle can travel. Further, after time t16, the DC / DC converter 62 operates, so that the voltage VB2 is restored to the specified value.

  By extending the activation period of the signal ST to be controlled as described above and providing a time difference between the initial operation of the parking lock mechanism 206 and the activation process, the time until the activation process is completed slightly increases, but the quick start process Can be completed. Therefore, it is possible to avoid a situation where the user has to redo the start command.

  Preferably, the display unit may display that the vehicle is in the starting process so that the user is not worried about the start timing being different from the normal time. Along with this display, it may be displayed that the voltage of the auxiliary battery 60 is decreasing.

  FIG. 8 is a diagram showing the current consumed during the startup process in comparison with the normal time and when the auxiliary battery is low. As shown in FIG. 8, at the normal time, the current of the control (P control) for determining the parking lock and the currents of the loads L1 and L2 flow simultaneously.

  On the other hand, when voltage VB2 of auxiliary battery 60 is lowered, the start-up process of loads L1 and L2 is performed after P control is completed, so that the power supply current at the start-up decreases. As a result, when the voltage VB2 of the auxiliary battery 60 decreases or when the auxiliary battery 60 is weak, the amount of voltage drop at the start timing is reduced, so that the possibility of successful start-up processing is increased.

  Finally, the present embodiment will be summarized with reference to FIG. Vehicle 100 includes a power storage device (auxiliary battery 60), a plurality of electrical loads (auxiliary load 66, parking lock mechanism 206) to which a power supply voltage is supplied from the power storage device, and a control device 38 that controls the electrical load. Prepare. When the voltage of the power storage device when receiving the activation signal is higher than a predetermined value, control device 38 causes each of the plurality of electric loads to perform an initial operation, and the voltage of the power storage device when receiving the activation signal is predetermined. When the voltage is lower than the value, a time difference is provided as compared with the case where the voltage of the power storage device is higher than the predetermined value, and each of the plurality of electric loads is caused to execute the initial operation.

  Preferably, the activation signal is given to the control device 38 from the operation unit (power switch 82) operated by the user. The control device 38 holds the activation signal, and when the voltage of the power storage device when receiving the activation signal is lower than a predetermined value, the control device 38 makes the holding time of the activation signal longer than when the voltage of the power storage device is higher than the predetermined value. .

  More preferably, the vehicle further includes an engine 24. The first electric load of the plurality of electric loads is an actuator 202 that determines the state of the vehicle in the parking state in response to the input of the activation signal, and the second electric load of the plurality of electric loads is: Activation is permitted within the holding time of the activation signal, and the second electric load is a rotating electrical machine (motor generator MG1) for starting the engine 24.

  Preferably, when the voltage of the power storage device when the activation signal is received is lower than a predetermined value, the control device 38 provides a time difference to each of the plurality of electric loads when the voltage of the power storage device is higher than the predetermined value. While performing the initial operation, the display unit 70 in FIG. 4 notifies the user that the activation process is being executed.

  Preferably, when the voltage of the power storage device when the activation signal is received is lower than a predetermined value, the control device 38 provides a time difference to each of the plurality of electric loads when the voltage of the power storage device is higher than the predetermined value. While performing the initial operation, the display unit 70 in FIG. 4 notifies the user that the activation process is being performed and that the voltage of the power storage device is decreasing.

  In addition, although the example of the hybrid vehicle was shown in FIG. 1, application of this invention is not limited to a hybrid vehicle. The present invention can also be applied to a power storage device and a vehicle (a gasoline engine vehicle, an electric vehicle, a fuel cell vehicle, etc.) having a plurality of electric loads fed from the power storage device.

  In addition, as examples of the initial operation of the load device, the P range determination processing, the engine start, the SMR connection, and the like have been described. However, in addition to these, the car navigation device, the seat heater, and the like consume a relatively large amount of current. The activation of the auxiliary load may be shifted to wait for the voltage recovery of the auxiliary battery 60 to be activated.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 10 Power transmission mechanism, 12 Power transmission gear, 14 Differential gear, 15R, 15L Drive shaft, 16R, 16L Drive wheel, 18 Planetary gear, 20 Power take-off gear, 22 Chain belt, 23, 64, 23, 64 Sensor, 24 Engine, 25 crankshaft, 30 damper, 31 main battery, 32 boost converter, 34, 36 inverter, 38 control device, 42 sun gear, 44 ring gear, 46 planetary pinion gear, 48 planetary carrier, 50 sun gear shaft, 52 ring gear shaft, 54 carrier shaft, 60 Auxiliary battery, 62 DC / DC converter, 66 Auxiliary load, 70 Display, 72 Meter computer, 74 Meter unit, 76 Buzzer unit, 82 Power switch, 84 Shift position Switch, 86 brake detection switch, 100 hybrid vehicle, 100 vehicle, 106 P lock control unit, 108 battery monitoring unit, 110 system activation control unit, 202 actuator, 204 encoder, 206 parking lock mechanism, 230, 234 range position, 232 Mountain, 242 Detent spring, 244 Parking lock gear, 246 Parking lock pole, 248 rod, 252 shaft, 254 detent plate, L1 load, MG1, MG2 motor generator, SMR system main relay.

Claims (5)

A main battery ,
An auxiliary battery,
A DC / DC converter that performs voltage conversion between the main battery and the auxiliary battery;
A plurality of electric loads to which a power supply voltage is supplied from the main battery or the auxiliary battery ; and
A control unit for controlling the electrical load,
Wherein the control unit to execute an initial operation to each of the plurality of electrical loads when the voltage of the auxiliary battery when subjected to activation signal is higher than a predetermined value, the complement when receiving the activation signal When the voltage of the machine battery is lower than the predetermined value, the vehicle causes each of the plurality of electric loads to execute an initial operation with a time difference as compared with the case where the voltage of the auxiliary battery is higher than the predetermined value. The activation signal is given to the control unit from an operation unit operated by a user,
The control unit holds the activation signal, and when the voltage of the auxiliary battery when the activation signal is received is lower than the predetermined value, the voltage of the auxiliary battery is higher than the predetermined value. The vehicle according to claim 1, wherein the holding time of the activation signal is increased. An internal combustion engine,
A first electrical load of the plurality of electrical loads is an actuator that determines the state of the vehicle in a parking state in response to the input of the activation signal.
The second electrical load of the plurality of electrical loads, Ri rotary electric machine der for starting the internal combustion engine,
Wherein, when there is an input of the start signal from by determining the state of the vehicle in the parking state by the actuator, thereby starting the internal combustion engine by said rotating electric machine, according to claim 1 or 2 Vehicle. When the voltage of the auxiliary battery at the time of receiving the activation signal is lower than the predetermined value, the control unit provides the time difference more than when the voltage of the auxiliary battery is higher than the predetermined value. The vehicle according to any one of claims 1 to 3 , wherein each of the electric loads is caused to execute an initial operation and a user is informed that an activation process is being executed. When the voltage of the auxiliary battery at the time of receiving the activation signal is lower than the predetermined value, the control unit provides the time difference more than when the voltage of the auxiliary battery is higher than the predetermined value. to each electric load with executing an initial operation, and that the voltage of the auxiliary battery is running boot process to notify that the decrease to the user, either of claims 1-3 1 Vehicle according to item .

Images