WO2007026947A1 - 電動車両およびその制御方法 - Google Patents

電動車両およびその制御方法 Download PDF

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Publication number
WO2007026947A1
WO2007026947A1 PCT/JP2006/317687 JP2006317687W WO2007026947A1 WO 2007026947 A1 WO2007026947 A1 WO 2007026947A1 JP 2006317687 W JP2006317687 W JP 2006317687W WO 2007026947 A1 WO2007026947 A1 WO 2007026947A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
power
storage device
power storage
electric vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2006/317687
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English (en)
French (fr)
Japanese (ja)
Inventor
Hichirosai Oyobe
Makoto Nakamura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to US11/990,837 priority Critical patent/US20090242288A1/en
Priority to EP06797563A priority patent/EP1920968A1/en
Publication of WO2007026947A1 publication Critical patent/WO2007026947A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/20—AC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions

  • the present invention relates to an electric vehicle, and more particularly, to an electric vehicle such as an electric vehicle or a hybrid vehicle equipped with a chargeable / dischargeable battery as a power source.
  • An electric vehicle is a vehicle that uses a power storage device (battery), an inverter, and an electric motor (motor) driven by the inverter as power sources.
  • a hybrid vehicle is a vehicle that uses a battery, an inverter, and a motor driven by the inverter as a power source in addition to a conventional engine.
  • SOC state of charge
  • Japanese Patent Application Laid-Open No. 7-8 7 60 7 discloses a charging display device for an electric vehicle capable of confirming a charging state outside the vehicle.
  • This charging display device includes display means for displaying the battery SOO in the vicinity of the charging connector provided on the outer surface of the vehicle body. According to this charging display device, it is possible to easily check the SOC of the battery during the charging work at the charging work position, so that the driver can sit on the driver's seat and look at the instrument panel, etc. Need not be confirmed.
  • the charging display device disclosed in Japanese Patent Laid-Open No. 7-8 7 60 7 is for confirming the S0 C of the battery during the charging operation at the position where the charging operation is performed. If the driver has forgotten to charge the battery when the driver gets off despite the fact that the S0C has decreased, the charging operation itself will not be performed. As a result, there may be a problem that the next run becomes impossible. Disclosure of the invention
  • the present invention has been made to solve such a problem, and an object thereof is to provide an electric vehicle capable of effectively notifying a user of a decrease in battery SOC.
  • the electric vehicle is provided with the first power unit that uses power as an energy source, the power storage device that supplies power to the first power unit, and the necessity of charging the power storage device. And a control unit that outputs an operation command to the notification unit based on the state of charge (SOC) of the power storage device when the vehicle system is stopped.
  • SOC state of charge
  • the power storage device when the vehicle system is stopped, the power storage device so
  • an operation command is output from the control unit to a notification unit provided outside the vehicle, and the notification unit operates.
  • the user of the vehicle can easily recognize the necessity of charging the power storage device outside the vehicle after getting off the vehicle by operating the notification unit provided outside the vehicle.
  • the electric vehicle according to the present invention it is possible to effectively notify the vehicle user of the decrease in SOC of the power storage device. As a result, it is possible to prevent the vehicle user from forgetting to charge the power storage device even though the SOC of the power storage device is decreasing.
  • the electric vehicle includes a first power unit that uses electric power as an energy source, a power storage device that supplies power to the first power unit, a notification unit provided outside the vehicle, and driving An exit determination unit that determines whether or not the driver has exited, and when the vehicle system is stopped and the exit determination unit determines that the driver has exited, based on the state of charge of the power storage device, And a control unit that outputs an operation command to the notification unit.
  • the control unit when the vehicle system is stopped and the getting-off determination unit determines that the driver has got off, the control unit is provided outside the vehicle based on the SOC of the power storage device. An operation command is output to the notification unit, and the notification unit operates.
  • the user of the vehicle can easily recognize the necessity of charging the power storage device by operating the notification unit provided outside the vehicle when getting off the vehicle. Therefore, according to the electric vehicle of the present invention, it is possible to more reliably and effectively notify the vehicle user of the decrease in SOC of the power storage device. As a result, the power storage device
  • the notification unit is configured to change its position in accordance with an operation command from the control unit.
  • the control unit outputs an operation command that changes according to the state of charge of the power storage device to the notification unit.
  • the vehicle user since the position of the notification unit changes according to the operation command that changes according to the SOC of the power storage device, the vehicle user can easily recognize the necessity of charging the power storage device. In addition, the SOC of the power storage device can be easily confirmed.
  • the control unit when the state of charge of the power storage device falls below a predetermined value, the control unit outputs an operation command different from that when the state of charge of the power storage device is greater than the predetermined value to the notification unit. Based on the operation command from the control unit, the notification unit notifies the vehicle user by a different notification pattern depending on whether the state of charge of the power storage device is equal to or less than a predetermined value or greater than the predetermined value.
  • the notification unit notifies the vehicle user with a different notification pattern when the SOC of the power storage device is equal to or lower than a predetermined value and when the SOC is larger than the predetermined value.
  • the necessity of charging the power storage device can be easily determined at a glance.
  • control unit outputs an operation command to the notification unit when a state of charge of the power storage device becomes a predetermined value or less.
  • the notification unit operates when the SOC of the power storage device falls below a predetermined value ⁇ (directly below), so the vehicle user can easily determine the necessity of charging the power storage device at a glance. it can.
  • the electric vehicle further includes a vehicle position detection unit that detects whether or not the electric vehicle is stopped at a place where the charging facility is installed.
  • the control unit outputs an operation command to the notification unit when the vehicle position detection unit detects that the electric vehicle is stopped at the installation location of the charging facility.
  • the operation command is output from the control unit to the notification unit only when the vehicle position detection unit detects that the electric vehicle is stopped at the charging facility installation location.
  • the notification unit will not operate unnecessarily in places where charging is not possible. Therefore, according to this electric vehicle, unnecessary power consumption can be prevented.
  • the electric vehicle further includes a second power unit that uses fuel as an energy source.
  • the control unit outputs an operation command to the notification unit based on the state of charge of the power storage device and the remaining amount of fuel.
  • the vehicle can be driven if the fuel of the second power unit remains, based on the SOC of the power storage device and the remaining amount of fuel. Since the operation command is output from the control unit to the notification unit, the notification unit does not operate even though the second power unit can travel. Therefore, according to this electric vehicle, unnecessary operation of the notification unit can be prevented.
  • the 'notifying unit is configured to change its position in accordance with an operation command from the control unit.
  • the control unit outputs an operation command that changes according to the state of charge of the power storage device and the remaining amount of fuel to the notification unit.
  • the vehicle user since the position of the notification unit changes according to the operation command that changes according to the SOC of the power storage device and the remaining amount of fuel, the vehicle user can make a total of the power storage device and the fuel. The remaining amount of energy can be easily confirmed.
  • the control unit has at least the state of charge of the power storage device and the remaining amount of fuel when the state of charge of the power storage device is equal to or lower than the first predetermined value and the remaining amount of fuel is equal to or lower than the second predetermined value.
  • An operation command that is different from when the value is larger than the corresponding first or second predetermined value is output to the notification unit.
  • the notifying unit determines whether the state of charge of the power storage device is equal to or less than a first predetermined value and the remaining amount of fuel is equal to or less than a second predetermined value. The vehicle user is notified by a different notification pattern when at least one of the state of charge and the remaining amount of fuel is larger than the corresponding first or second predetermined value.
  • the notification unit provides the total energy of the power storage device and the fuel. Vehicle users are notified by different notification patterns depending on whether the remaining amount is low or not, so the vehicle user needs to charge the power storage device or supply fuel at a glance. Sex can be easily determined.
  • the control unit outputs an operation command to the notification unit when the state of charge of the power storage device is equal to or lower than a third predetermined value and the remaining amount of fuel is equal to or lower than a fourth predetermined value.
  • the notification unit operates when the total energy remaining amount of the power storage device and the fuel decreases, so that the vehicle user can easily recognize the necessity of charging or refueling the power storage device at a glance. Can be determined.
  • the electric vehicle further includes a vehicle position detection unit that detects whether or not the electric vehicle is stopped at a place where the charging facility is installed.
  • the control unit sends an operation command to the notification unit when the remaining fuel level is equal to or less than a fifth predetermined value. Is output.
  • the notification unit does not operate unnecessarily when the vehicle cannot be recharged without charging facilities or when traveling using fuel is possible. Therefore, according to the electric vehicle, unnecessary power consumption can be prevented.
  • the electric vehicle further includes a power generation device that generates power using an output from the second power unit, and a power input unit that receives power supplied from outside the vehicle and charges the power storage device.
  • the first power unit includes a first rotating electric machine.
  • the second power unit includes an internal combustion engine.
  • the power generation device includes a second rotating electrical machine in which a rotating shaft is mechanically coupled to a crankshaft of an internal combustion engine.
  • the electric vehicle further includes first and second inverters provided corresponding to the first and second rotating electric machines, respectively, and an inverter control unit that controls the first and second inverters.
  • the first and second rotating electric machines include first and second three-phase coils as stator coils, respectively.
  • the power input unit includes a first terminal connected to the neutral point of the first three-phase coil and a second terminal connected to the neutral point of the second three-phase coil.
  • the inverter control unit converts the AC power applied between the first and second terminals into DC power and stores it. Control the first and second inverters as provided to the device.
  • the first and second rotating electric machines, the first and second inverters provided corresponding to them, and the inverter control unit are used to charge the power storage device from the outside. Is realized. Therefore, according to this electric vehicle, it is not necessary to separately provide a charging converter, and fuel efficiency can be improved by reducing the size and weight of the vehicle.
  • the user of the vehicle can easily recognize and recognize the necessity of charging the power storage device from the outside of the vehicle by operating the notification unit provided outside the vehicle. Can do. Therefore, the user is effectively notified of a decrease in the SOC of the power storage device. As a result, it is possible to prevent the vehicle user from forgetting to charge the power storage device even though the SOC of the power storage device is decreasing.
  • FIG. 1 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 1 of the present invention.
  • FIG. 2 is a diagram showing how the position of the notification device shown in FIG. 1 changes.
  • FIG. 3 is a diagram showing another state in which the position of the notification device shown in FIG. 1 changes.
  • FIG. 4 is a flowchart showing control of the notification device by the control device shown in FIG.
  • FIG. 5 is a circuit diagram of the power train of the hybrid vehicle shown in FIG.
  • FIG. 6 is a functional block diagram of the control device shown in FIG.
  • FIG. 7 is a functional block diagram of the converter control unit shown in FIG.
  • FIG. 8 is a functional block diagram of the first and second inverter control units shown in FIG.
  • FIG. 9 is a simplified diagram of the circuit diagram of FIG. 'Fig. 10 is a diagram showing the control state of the transistor during charging.
  • FIG. 11 is a flowchart showing a control structure of a program relating to determination of start of charging performed by the control device of FIG.
  • FIG. 12 is another flowchart showing the control of the notification device by the control device shown in FIG. Is.
  • FIG. 13 is another flowchart showing the control of the notification device by the control device shown in FIG.
  • FIG. 14 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 2 of the present invention.
  • FIG. 15 is a flowchart showing control of the notification device by the control device shown in FIG.
  • FIG. 16 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 3 of the present invention.
  • FIG. 17 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 4 of the present invention.
  • FIG. 1 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 1 of the present invention.
  • this hybrid car 1 ⁇ 0 includes a main battery B, a power output device 1 0 1, a notification device 1 0 2, an actuator 1 0 3, and a DC / DC converter 1 0. 4, an auxiliary battery 1 0 5, a power line 1 0 6, a connector 5 0, and a control device 60.
  • the main battery B is a DC power source that can be charged and discharged, for example, a secondary battery such as nickel metal hydride ion.
  • the main battery B supplies DC power to the power output device 10 1 and the D CZD C converter 10 4. Further, the main battery B is charged by a DC voltage output from the power output device 1001. A large-capacity capacitor may be used as the main battery B.
  • the power output device 10 1 includes an engine and a motor generator as power sources (both not shown, and the same shall apply hereinafter). Based on a command received from the control device 60 'the driving force of this hybrid vehicle 100 Is generated. Power output device 1 0 1 Converts the AC power from the commercial power source 55 received from the connector 50 into DC power based on the command received from the control device 60, and outputs the converted DC power to the main battery B.
  • Connector 50 is a terminal for receiving AC power from commercial power supply 55 outside the vehicle.
  • charging plug 56 is connected to connector 50, and AC power from commercial power source 55 is applied to connector 50.
  • the notification device 102 is a device that is provided outside the vehicle and notifies the vehicle user outside the vehicle of the necessity of charging the main battery B. That is, even if the SOC of the main battery B is displayed on the driving panel in the car, if the vehicle user gets off without checking the driving panel and forgets to charge the main battery B, the main battery B If the SOC of the car is low, the next run may be impossible. Therefore, even if the vehicle user gets off the vehicle without confirming the SOC of the main battery B on the driving panel, the vehicle is used by the alarm device 1 0 2 installed outside the vehicle so that the vehicle user can easily see it. This makes it easy for the user to recognize the necessity of charging the main battery B.
  • This notification device 102 is driven by an actuator 103, and its position changes based on the SOC of the main battery B as will be described later.
  • the actuator 1 0 3 drives the notification device 1 0 2 based on a command from the control device 60.
  • the actuator 10 03 is composed of, for example, a small electric motor, and operates by receiving power supply from the auxiliary battery 10 05 through the power line 10 06.
  • the DC / DC converter 10 4 steps down the DC power supplied from the main battery B to the trapping voltage, and supplies the stepped-down DC power to the auxiliary battery 10 5.
  • the auxiliary battery 1 0 5 is a chargeable / dischargeable battery, for example, a lead battery.
  • Auxiliary battery 10 5 is charged by DC / DC converter 10 4.
  • the auxiliary battery 10 5 supplies operating power to the actuator 10 3 and other auxiliary machines (not shown).
  • the control device 60 controls the power output device 100 to generate a driving force by a method described later.
  • the control device 60 can
  • the power output device 101 converts the AC power from the commercial power supply 55 received by 50 into DC power and outputs it to the main battery B.
  • control device 60 receives a signal IG from an ignition key (or an ignition switch, which is the same hereinafter) (not shown) and determines that the ignition key has been turned to the OFF position based on the received signal IG, the control device 60 will be described later.
  • the operation command of the notification device 102 is output to the actuator 103 based on the SOC of the main battery B.
  • the ignition key is in the FF position corresponds to “stop of the vehicle system” in the present invention.
  • FIG. 2 is a diagram illustrating how the position of the notification device 102 illustrated in FIG. 1 changes.
  • informing device 102 changes the amount of protrusion from the outer surface of the vehicle depending on whether or not SOC of main battery B is lower than a reference value indicating a decrease in SOC of main battery B. That is, when the SOC of the main battery B is below the above reference value, the amount of protrusion is small as shown by the solid line, and when the SOC of the main battery B exceeds the above reference value, it is indicated by the dotted line. As a result, the amount of protrusion increases.
  • the amount of protrusion is increased to alert the vehicle user, and the SOC of main battery B exceeds the above reference value.
  • the protrusion amount may be reduced.
  • the protruding amount of the notification device 102 may be changed according to the SOC of the main battery B.
  • FIG. 3 is a diagram showing another state in which the position of the notification device 102 shown in FIG. 1 changes.
  • informing device 102 changes its angle with respect to the vehicle outer surface depending on whether or not main battery B SOC falls below a reference value indicating a decrease in main battery B SOC. That is, when the SOC of the main battery B is less than or equal to the above reference value, the alarm device 102 tilts as shown by the solid line, and when the SO of the main battery B exceeds the above reference value, As shown by the dotted line, the notification device 102 stands upright.
  • FIG. 4 is a flowchart showing the control of the notification device 102 by the control device 60 shown in FIG. Note that the processing shown in this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied. Referring to FIG. 4, control device 60 determines whether or not the ignition key is turned to the OFF position based on signal IG from the ignition key (step S10).
  • control device 60 determines that the ignition key has not been turned to the OFF position (NO in step S10), the series of processing ends. If it is determined in step S10 that the ignition key has been rotated to the OF F position (YES in step S10), the control device 60 sends an operation command for the notification device 102 based on the SOC of the main battery B to the actuator. Output to 103 (step S20). Specifically, a different operation command may be output depending on whether the SOC of the main battery B is lower than the reference value indicating the decrease in the SOC of the main battery B, or different operations depending on the SOC of the main battery B A command may be output.
  • control device 60 When outputting the operation command to the actuator 103, the control device 60 increments the time T, and determines whether or not the time T exceeds a preset threshold value T th (step S30). When control device 60 determines that time T has exceeded threshold value T th (YES in step S30), control device 60 stops outputting the operation command of notification device 102 (step S40).
  • the alarm device 102 stops operating after a predetermined time because the alarm device 102 operates using the auxiliary power from the auxiliary battery 105 after turning off the ignition key to stop the vehicle system. This is to prevent the auxiliary battery 105 from rising. And the control apparatus 60 will complete
  • FIG. 5 is a circuit diagram of the power train of hybrid vehicle 100 shown in FIG.
  • hybrid vehicle 100 includes main battery B, boost converter 10, inverters 20 and 30, power supply lines PL 1 and PL 2, ground line S, and U-phase line UL 1, UL. 2, V-phase lines VL 1 and VL 2, W-phase lines WL 1 and WL 2, motor generators MG 1 and MG 2, engine 4, power distribution mechanism 3, and wheels 2.
  • the main battery A portion excluding the connector B, the connector 50 and the control device 60 corresponds to the power output device 1 0 1 shown in FIG.
  • the DC and ZDC converter 10 4 and the auxiliary battery 10 5 are not shown.
  • the power distribution mechanism 3 is a mechanism that is coupled to the engine 4 and the motor generators MG 1 and MG 2 and distributes the power between them.
  • a planetary gear mechanism having three rotating shafts, that is, a sun gear, a planetary carrier, and a ring gear can be used. These three rotating shafts are connected to the rotating shafts of engine 4 and motor generators MG 1 and MG 2, respectively.
  • the engine 4 and the motor generators MG 1 and MG 2 can be mechanically connected to the power distribution mechanism 3 by making the rotor of the motor generator MG 1 hollow and passing the crankshaft of the engine 4 through its center.
  • the rotating shaft of motor generator MG 2 is coupled to wheel 2 by a reduction gear and an operating gear (not shown).
  • a reduction gear for the rotation shaft of motor generator MG 2 may be further incorporated in power distribution mechanism 3.
  • Motor generator MG 1 operates as a generator driven by engine 4 and is incorporated in hybrid vehicle 100 as an electric motor that can start engine 4, and motor generator MG 2 It is installed in a hybrid vehicle 10 0 as an electric motor that drives the wheel 2 as a driving wheel.
  • Motor generators MG 1 and MG 2 are, for example, three-phase AC synchronous motors.
  • Motor generator MG 1 includes a three-phase coil consisting of U-phase coil Ul, V-phase coil V 1 and W-phase coil W 1 as a stator coil.
  • Motor generator M G 2 includes a three-phase coil consisting of U-phase coil U 2, V-phase coil V 2 and W-phase coil W 2 as a stator coil ′.
  • Motor generator MG 1 generates a three-phase AC voltage using the output of engine 4, and outputs the generated three-phase AC voltage to inverter 20. Motor generator MG 1 generates driving force by a three-phase AC voltage received from inverter 20 power, and starts engine 4.
  • Motor generator MG 2 is connected to the three-phase AC voltage received from inverter 30. To generate vehicle driving torque. Motor generator MG 2 generates a three-phase AC voltage and outputs it to inverter 30 during regenerative braking of the vehicle.
  • Boost converter 10 includes a rear tower L, npn transistors Q 1 and Q 2, and diodes D 1 and D 2.
  • the rear tuttle L has one end connected to the power supply line PL 1 and the other end connected to the connection point of the npn transistors Q 1 and Q 2.
  • the npn transistors Q 1 and Q 2 are connected in series between the power supply line PL 2 and the ground line SL, and receive the signal PWC from the control device 60 as a base. And, between the collector one Emitta of each np n-type transistors Q 1, Q 2, a diode D 1, so that a current flows from the Emitta side to collector side, D 2 are respectively connected.
  • an IGBT Insulated Gate Bipolar Transistor
  • a power MO SFET Metal A power switching element such as an Oxide Semiconductor Field-Effect Transistor
  • Inverter 20 includes a U-phase arm 22, a V-phase arm 24, and a W-phase arm 26.
  • U-phase arm 22, V-phase arm 24 and W-phase arm 26 are connected in parallel between power line P L 2 and ground line S L.
  • the U-phase arm 2 2 includes npn transistors Q 1 1 and Q 1 2 connected in series, and the V-phase arm 2 4 includes npn transistors Q 1 3 and Q 1 4 connected in series, W-phase arm 26 includes npn-type transistors Q 15 and Q 16 connected in series. Diodes D 1 1 to D 16 that pass current from the emitter side to the collector side are connected between the collectors and emitters of the npn transistors Q 11 to Q 16, respectively.
  • the connection point of each npn-type transistor in each phase arm is different from the neutral point N 1 of each phase coil of motor generator MG 1 via U, V, W phase lines UL 1, VL 1, WL 1. Each is connected to the coil end.
  • Inverter 30 includes U-phase arm 3 2, V-phase arm 3 4, and W-phase arm 3 6.
  • U-phase arm 3 2, V-phase arm 3 4, and W-phase arm 3 6 are connected in parallel between power supply line P L 2 and ground line S L.
  • U-phase arm 3 2 has npn transistors Q 2 1 and Q 2 2 connected in series.
  • the V-phase arm 34 includes npn transistors Q23 and Q24 connected in series, and the W-phase arm 36 includes npn transistors Q25 and Q26 connected in series.
  • diodes D21 to D26 that flow current from the emitter side to the collector side are respectively connected.
  • the connection point of each npn-type transistor in each phase arm is the neutral of each phase coil of the motor generator MG 2 via the U, V, W phase lines UL 2, VL 2, WL 2. It is connected to a coil end different from point N2.
  • the hybrid vehicle 100 further includes capacitors C 1 and C 2, a relay circuit 40, a connector 50, a control device 60, an AC line AC L I, ACL 2, and a voltage sensor 7! To 74, and current sensors 80 and 82 are included.
  • Capacitor C 1 is connected between power supply line P L 1 and ground line S L to reduce the influence on main battery B and boost converter 10 due to voltage fluctuation.
  • the voltage V L between the power line P L 1 and the ground line S L is measured by the voltage sensor 73.
  • Capacitor C 2 is connected between power supply line P L 2 and ground line S L, and reduces the influence on inverters 20 and 30 and boost converter 10 due to voltage fluctuation.
  • the voltage VH between the power line P L 2 and the ground line S L is measured by the voltage sensor 7 2.
  • Boost converter 10 boosts a DC voltage supplied from main battery B via power supply line P L 1 and outputs the boosted voltage to power supply line PL 2. More specifically, the boost converter 10 accumulates magnetic field energy in the reactor 'L based on the signal PWC from the control device 60, and stores the current flowing in accordance with the switching operation of the npn transistor Q 2 in the reactor' L. The boosted operation is performed by discharging the stored energy by flowing current to the power supply line PL 2 through the diode D 1 in synchronization with the timing when the npn transistor Q 2 is turned off.
  • Boost converter 10 steps down DC voltage received from one or both of inverters 20 and 30 via power line PL 2 to voltage level of main battery B based on signal PWC from control device 60. To charge main battery B The
  • Inverter 20 converts a DC voltage supplied from power supply line P L 2 into a three-phase AC voltage based on signal PWM1 from control device 60, and drives motor generator MG1.
  • motor generator MG1 is driven so as to generate torque specified by torque command value TR1.
  • the inverter 20 converts the three-phase AC voltage generated by the motor generator MG 1 in response to the output from the engine 4 into a DC voltage based on the signal PWM1 from the control device 60, and the converted DC voltage is supplied to the power line. Output to PL 2.
  • the inverter 30 is based on the signal PWM2 from the control device 60.
  • the motor generator M G 2 is driven by converting the DC voltage supplied from PL 2 into a three-phase AC voltage.
  • motor generator MG 2 is driven to generate torque specified by torque command value TR 2.
  • the inverter 30 generates a three-phase AC voltage generated by the motor generator MG 2 by receiving the rotational force from the drive shaft during regenerative braking of the hybrid vehicle 100, based on the signal P WM 2 from the control device 60. The voltage is converted to voltage, and the converted DC voltage is output to the power supply line PL2.
  • regenerative braking here refers to braking with regenerative power generation when the driver of the hybrid vehicle 100 operates a foot brake, or the foot brake is not operated, but the accelerator pedal is This includes decelerating (or stopping acceleration) the vehicle while generating regenerative power.
  • Relay circuit 40 includes relays RY1 and RY2.
  • the relays RY1 and RY2 for example, a mechanical contact relay can be used, but a semiconductor relay may be used.
  • Relay RY 1 is provided between AC line ACL 1 and connector 50, and is turned ON / OFF according to signal CNTL from control device 60.
  • the relay RY2 is provided between the AC line AC L2 and the connector 50, and is turned ON according to the signal CNTL from the control device 60.
  • the relay circuit 40 connects / disconnects the AC lines ACL 1 and ACL 2 to / from the connector 50 in accordance with the signal CNTL from the control device 60. That is, When receiving the H (logic, ', b) level signal CNT L from the control device 60, the array circuit 40 electrically connects the AC lines ACL 1 and ACL 2 to the connector 50, and the control device 60 to L (Logic Low) When the level signal C NT L is received, the AC lines AC L 1 and ACL 2 are electrically disconnected from the connector 50.
  • Connector 50 includes first and second terminals (not shown) for receiving AC power from external commercial power supply 55.
  • the first and second terminals are connected to relays RY1 and RY2 of relay circuit 40, respectively.
  • the line voltage V AC of the AC lines ACL 1 and ACL 2 is measured by the voltage sensor 74, and the measurement value is transmitted to the control device 60.
  • Voltage sensor 71 detects battery voltage VB of main battery B, and outputs the detected battery voltage VB to control device 60.
  • Voltage sensor 73 detects the voltage across capacitor C 1, that is, input voltage VL of boost converter 10, and outputs the detected voltage VL to control device 60.
  • the voltage sensor 72 detects the voltage across the capacitor C 2, that is, the output voltage VH of the boost converter 10 (corresponding to the input voltage of the inverters 20 and 30; the same shall apply hereinafter) and controls the detected voltage VH. Output to device 60.
  • Current sensor 80 detects motor current MCRT 1 flowing through motor generator MG 1 and outputs the detected motor current MCRT 1 to control device 60.
  • Current sensor 82 detects motor current MCRT 2 flowing in motor generator MG 2 and outputs the detected motor current MCRT 2 to control device 60.
  • the control device 60 is supplied from the torque command values TR 1 and TR 2 of the motor generators MG 1 and MG 2 and the motor rotation speeds MRN 1 and MRN 2 and the voltage sensor 73 output from an ECU (Electronic Control Unit) provided outside. Based on the voltage VL and the voltage VH from the voltage sensor 72, a signal PWC for driving the boost converter 10 is generated, and the generated signal PWC is output to the boost converter 10.
  • ECU Electronic Control Unit
  • control device 60 generates signal P WM 1 for driving motor generator MG 1 based on voltage VH, motor current MCRT 1 of motor generator MG 1 and torque command value TR 1, and the generated signal Invert P WM 1 Output to data 20. Further, control device 60 generates signal PWM 2 for driving motor generator MG 2 based on voltage VH, motor current MCRT2 of motor generator MG2 and torque command value TR 2, and generates the generated signal PWM2 Is output to the inverter 30.
  • control device 60 receives from the commercial power supply 55 provided between the neutral points N1 and N2 of the motor generators MG 1 and MG 2 based on the signal IG from the ignition key and the SOC of the main battery B.
  • Signals PWM 1 and PWM2 for controlling inverters 20 and 30 are generated so that main battery B is charged by converting the AC power into DC power.
  • control device 60 determines whether or not charging is possible from the outside of the vehicle based on the SOC of the main battery B, and outputs an H level signal CNTL to the relay circuit 40 when determining that charging is possible. To do. On the other hand, when the control device 60 determines that the main battery B is almost fully charged and cannot be charged, the control device 60 outputs the L level signal CNTL to the relay circuit 40, and the signal IG indicates a stopped state. Inverter 20 and 30 are stopped. .
  • FIG. 6 is a functional block diagram of the control device 60 shown in FIG.
  • control device 60 includes a converter control unit 61, a first inverter control unit 62, a second inverter control unit 63, and an AC input control unit 64.
  • the converter control unit 6 1 uses the 11 p 11 type transistors Q l and Q of the boost converter 10 based on the battery voltage VB, voltage VH, torque command values TR 1 and TR2, and motor speed MRN 1 and MRN 2.
  • a signal PWC for turning ON / OFF 2 is generated, and the generated signal PWC is output to boost converter 10.
  • the first inverter control unit 62 turns ON / OFF the npn-type transistors Q 1 1 to Q 16 of the inverter 20 based on the Tonerek command value TR 1 of the motor generator MG 1, the motor current MCRT 1 and the voltage VH.
  • the signal PWM 1 for generating the signal is generated, and the generated signal PWM 1 is output to the inverter 20.
  • the second inverter control unit 63 is used to turn ON / OFF the ⁇ ⁇ -type transistors Q 21 to Q 26 of the inverter 30 based on the torque command value ⁇ R 2 of the motor generator MG 2, the motor current MCRT 2 and the voltage VH.
  • Signal PWM 2 The generated signal PWM2 is output to the inverter 30.
  • the AC input control unit 64 determines the driving state of the motor generators MG 1 and MG 2 based on the torque command values TR 1 and TR 2 and the motor rotational speeds MRN 1 and MRN 2, and determines the signal IG and the SOC of the main battery B. In response to this, the two inverters are coordinated to convert the AC voltage supplied from the outside into DC, boost the voltage, and charge the main battery B.
  • the H level signal IG is a signal indicating that the hybrid vehicle 100 has been started
  • the L level signal IG is a signal indicating that the hybrid vehicle 100 has been stopped.
  • AC input control unit 64 determines that main battery B is in the state where drive state of motor generators MG 1 and MG 2 is stopped and signal IG also indicates that hybrid vehicle 100 is stopped. If SOC is lower than the specified level, charge operation is performed. Specifically, the relays RY 1 and RY2 are turned on by the signal CNTL, and if there is an input of voltage VAC, the control signal CTL 1 is generated accordingly and the inverters 20 and 30 are controlled cooperatively and supplied from the outside The voltage is converted to DC and boosted to charge main battery B.
  • AC input control unit 64 determines that motor generators MG1 and MG2 are in a driving state or signal IG indicates that hybrid vehicle 100 is in operation, and SOC of main battery B is higher than a predetermined level. In this case, do not charge the battery. Specifically, relays RY1 and RY2 are opened by signal CNTL, control signal CTL 0 is generated, and boost converter 10 and inverters 20 and 30 perform normal operations during vehicle operation.
  • FIG. 7 is a functional block diagram of converter control unit 61 shown in FIG.
  • converter control unit 6 1 includes inverter input voltage command calculation unit 1 1 2, feedback voltage command calculation unit 1 14, duty ratio calculation unit 1 1 6, and PW M signal conversion unit 1 18. Including.
  • the inverter input voltage command calculation unit 1 1 2 calculates the optimum value (target value) of the inverter input voltage, that is, the voltage command VH com based on the torque commands TR1 and TR2 and the motor speed MRN1 and MRN2.
  • the feedback voltage command calculation unit 1 1 4 is based on the output voltage VH of the boost converter 10 detected by the voltage sensor 72 and the voltage command VH—com from the inverter input voltage command calculation unit 1 1 2
  • the feedback voltage command VH—com — fb for controlling the output voltage VH to the voltage command VH—comm is calculated, and the calculated feedback voltage command VH—com — fb is calculated as the duty ratio calculation unit 1 1 6 Output to.
  • the duty ratio calculation unit 1 1 6 is based on the battery voltage VB from the voltage sensor 7 1 and the feedback voltage command VH — com m_f b from the feedback voltage command calculation unit 1 1 4. Calculates the duty ratio for controlling VH to the voltage command VH__com, and outputs the calculated duty ratio to the PWM signal converter 1 1 8.
  • PWM signal converter 1 1 8 is a PWM (Pulse Width) for turning on / off npn transistors Q 1 and Q 2 of boost converter 10 based on the duty ratio received from duty ratio calculator 1 1 6. Modulation) signal is generated, and the generated PWM signal is output as signal PWC to npn transistors Ql and Q2 of boost converter 10.
  • FIG. 8 is a functional block diagram of the first and second inverter control units 62 and 63 shown in FIG. Referring to FIG. 8, each of first and second inverter control units 62 and 63 includes a motor control phase voltage calculation unit 120 and a PWM signal conversion unit 122.
  • the motor control phase voltage calculation unit 120 receives the input voltage VH of the inverters 20 and 30 from the voltage sensor 72 and receives the motor current MCRT 1 (or MCRT2) flowing in each phase of the motor generator MG 1 (or MG2) as a current sensor. Receive from 80 (or 8 2) and receive torque command value TR 1 (or TR 2) from ECU. Then, the motor control phase voltage calculation unit 120 calculates the voltage to be applied to each phase coil 'of the motor generator MG 1 (or MG2) based on these input values, and calculates the calculated phase coil voltage. Is output to the PWM signal converter 1 22.
  • the PWM signal conversion unit 122 When receiving the control signal CTL 0 from the AC input control unit 64, the PWM signal conversion unit 122 is actually connected to the inverter 20 (or 30) based on each phase coil 'voltage command received from the motor control phase voltage calculation unit 120. ) 11 pn transistors Q 1 1 to Q 1 6 (or (32 1 to (226) ON / OFF signal PWM 1—0 (a type of signal PW Ml)) (or PWM2 — 0 (a type of signal PWM 2) )) Is generated, and the generated signal PWM1—0 (or PWM2—0) is output to each npn transistor Q 1 1 to Q 16 (or ⁇ 321 to (326) of inverter 20 (or 30) .
  • each n p n-type transistor Q 1 1 to Q 16 (or Q21 to Q
  • the PWM signal converter 122 When the PWM signal converter 122 receives the control signal CTL 1 from the AC input controller 64, the U-phase arm of the inverter 20 (or 30) regardless of the output of the motor control phase voltage calculator 120 Npn transistors Q 1 1 to Q 1 6 (or Q2 1 to Q26 so that AC current of the same phase flows through 22 (or 32), V phase arm 24 (or 3 4) and W phase arm 26 (or 36) ) ONZOFF Generates signal PWM1— 1 (a type of signal PWM1) (or PWM2—1 (a type of signal PWM2)) and generates the generated signal PWM 1—1 (or PWM2—1) as an npn type of inverter 20 (or 30) Output to transistors Q 1 1 to Q 1 6 (or Q21-Q26).
  • PWM1— 1 a type of signal PWM1
  • PWM2—1 a type of signal PWM2
  • the inverters 20 and 30 are coordinated to convert the AC voltage VAC into a DC charging voltage.
  • FIG. 9 is a simplified diagram of the circuit diagram of FIG.
  • the U-phase arm of inverters 20 and 30 in FIG. 5 is shown as a representative.
  • the U-phase coil is shown as a representative.
  • a typical explanation for the U phase is that the same phase current flows in each phase coil, so the other two-phase circuits behave the same as the U phase.
  • the set of U-phase coil U1 and U-phase arm 22 and the set of U-phase coil U2 and U-phase arm 32 have the same configuration as that of boost converter 10. Therefore, for example, it is possible not only to convert an AC voltage of 100V into a DC voltage but also to convert it into a battery charge voltage of about 200V if it is further boosted.
  • FIG. 10 is a diagram showing the control state of the transistor during charging. Referring to FIGS. 9 and 10, first, when voltage VAC> 0, that is, when voltage V 1 of line AC L 1 is higher than voltage V2 of line AC L 2, transistor Q 1 of the boost converter is turned on. Transistor Q2 is turned off. As a result, the boosting comparator 10 can pass a charging current from the power supply line PL2 toward the power supply line PL1.
  • the transistor Q 1 2 is switched with a period and a duty ratio corresponding to the voltage VAC, and the transistor Q l 1 is in an OFF state or a switching state in which the transistor D 11 is turned on in synchronization with the conduction of the diode D 11. Be controlled.
  • the transistor Q 21 is in the OF F state, and the transistor The register Q 22 is controlled to the ON state.
  • boost converter 10 can supply a charging current from power supply line PL 2 to power supply line P L 1.
  • the transistor Q 22 is switched at a cycle and a duty ratio corresponding to the voltage VAC, and the transistor Q 21 is controlled to be in an OFF state or a switching state in which the transistor D 21 is turned on in synchronization with the conduction of the diode D 21. .
  • the transistor Q 11 is set to the OF F state, and the transistor Q 12 is controlled to the ON state.
  • FIG. 11 is a flowchart showing a control structure of a program relating to determination of start of charging performed by control device 60 of FIG. The process of this flowchart is Called and executed from the main bar every time or whenever a predetermined condition is met.
  • control device 60 determines whether or not the ignition key has been turned to the OFF position based on signal IG from the ignition key (step S1). If control device 60 determines that the ignition key has not been turned to the OFF position (NO in step S1), it is inappropriate to connect the charging cable to the vehicle and charge the vehicle. Processing proceeds and control is transferred to the main routine.
  • step S 1 If it is determined in step S 1 that the ignition key has been turned to the OF position (YES in step S 1), it is determined that charging is appropriate and the process proceeds to step S 2. .
  • step S 2 the relays R Y 1 and R Y 2 are controlled from the nonconductive state to the conductive state, and the voltage VAC is measured by the voltage sensor 74. If no AC voltage is observed, it is considered that the charging cable is not connected to the socket of connector 50. Therefore, the process proceeds to step S6 without performing the charging process, and the control is transferred to the main routine. .
  • step S3 it is determined whether or not the SOC of the main battery B is smaller than a threshold value S t h (F) indicating a fully charged state.
  • step S4 If S O C S S t h (F) of main battery B is satisfied, the process proceeds to step S4 because charging is possible.
  • control device 60 charges main battery B by cooperatively controlling the two inverters.
  • step S5 a charge stop process is performed. Specifically, inverters 20 and 30 are stopped, relays RY1 and RY2 are opened, and AC power input to hybrid vehicle 100 is interrupted. Then, the process proceeds to step S6, and the control is returned to the main routine.
  • the hybrid vehicle 100 is powered by the engine 4 and the motor generator.
  • the motor MG 2 When the motor MG 2 is installed, even if the SOC of the main battery B decreases, the vehicle's driving force can be secured if the engine 4 fuel remains. Therefore, the notification device 100 may be operated when the remaining fuel amount of the engine 4 is reduced.
  • FIG. 12 is another flowchart showing control of the notification device 10 2 by the control device 60 shown in FIG.
  • the processing shown in this flowchart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 60 further includes step S 15 in the process shown in FIG. That is, when it is determined in step S 10 that the ignition key has been turned to the OFF position (YES in step S 10), the control device 60 indicates that the remaining amount of fuel in engine 4 has decreased. It is determined whether or not the remaining amount of fuel in the engine 4 is below the reference value (step S 15). When the control device 60 determines that the remaining fuel amount of the engine 4 exceeds the reference value (NO in step S15), the control device 60 outputs a series of commands without outputting the operation command of the notification device 100. End the process.
  • control device 60 determines that the remaining amount of fuel in engine 4 is equal to or less than the above reference value (YES in step S15)
  • control device 60 proceeds to step S20 and enters the SOC of main battery B. Based on this, the operation command of the alarm device 1 0 2 is output to the actuator 1 0 3.
  • a notification device is used depending on whether or not the SOC of the main battery B is lower than the reference value indicating the decrease in the SOC of the main battery B 1 0
  • the operation pattern of 2 may be changed.
  • FIG. 13 is another flowchart showing the control of the notification device 102 by the control device 60 shown in FIG.
  • the processing shown in this flowchart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 60 performs the steps in the process shown in FIG. Steps S22, S24 and S26 are included instead of S20. That is, if it is determined in step S 15 that the remaining fuel amount of engine 4 is equal to or less than the reference value indicating the decrease (YES in step S 15), control device 60 determines that SOC of main battery B It is determined whether or not the SOC of the main battery B is lower than a reference value S th (E) indicating a decrease (step S 22). If control device 60 determines that S0C of main battery B is equal to or less than the reference value (YES in step S22), it issues an operation command of notification device 102 consisting of the first notification pattern to actuator 103. (Step S24).
  • step S15 if it is determined in step S15 that the remaining fuel amount of engine 4 exceeds the reference value indicating the decrease (NO in step S15), or in step S22, the main battery B If it is determined that S0C exceeds the reference value indicating the decrease (NO in step S22), the operation command of the notification device 102 having the second notification pattern different from the first notification pattern is sent to the actor. Output to 103 (step S26).
  • the notification device 102 may be vibrated, and the amplitude of vibration may be changed using the first and second notification patterns.
  • a light-emitting device may be provided in the notification device 102, and the light-emitting device may be turned on or blinked when either of the first and second notification patterns is used.
  • control device 60 advances the process to step S30 after the process of step S24 or S26.
  • the alarm device 102 provided outside the vehicle is operated based on the SOC of the main battery B.
  • the necessity of charging the main battery B can be easily recognized outside the vehicle.
  • FIG. 14 shows a high voltage shown as an example of the electric vehicle according to the second embodiment of the invention.
  • 1 is a schematic block diagram of a prid vehicle.
  • this hybrid vehicle 10 OA includes the seating sensor 107 in the configuration of the hybrid vehicle 100 in the first embodiment shown in FIG. 1, and includes a control device 6 OA instead of the control device 60.
  • the seating sensor 107 detects whether or not the driver is seated in the driver's seat, and when the driver is seated in the driver's seat, outputs an H level signal to the control device 6 OA so that the driver can drive. When the user is not seated, an L level signal is output to the control device 60A.
  • a load sensor installed on the seat or an optical sensor for optically detecting the presence or absence of seating can be used.
  • the control device 6 OA receives the signal IG from the ignition key and the detection signal from the seating sensor 10 7. When the control device 6 OA determines that the ignition key has been turned to the OFF position based on the signal IG, the control device 6 OA determines whether the driver has exited the vehicle based on the signal from the seating sensor 107 according to a method described later. If it is determined that the driver has got off the vehicle, the operation command of the notification device 102 is output to the actuator 103.
  • control device 6 OA The remaining configuration of control device 6 OA is the same as that of control device 60 in the first embodiment.
  • FIG. 15 is a flowchart showing control of the notification device 102 by the control device 60A shown in FIG. The process shown in this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.
  • control device 60A further includes steps S 1 1 to S 13 in the process shown in FIG. That is, if it is determined in step S10 that the ignition key has been turned to the OFF position (YES in step S10), control device 6OA determines whether or not the driver's seat door has been opened. (Step S 1 1). Opening / closing of the driver's seat door is detected by an opening / closing sensor (not shown).
  • step S 11 If the control device 6 OA determines that the driver's seat door has been opened (YES in step S 11), the driver will remove the seat from the seat based on the signal from the seating sensor 107. Detect whether or not the vehicle has left, and determine whether or not the driver got off the vehicle (step S 11).
  • control device 6 O A determines whether or not the driver's seat door has been closed (step S 1 3).
  • control device 60 A determines that the driver's seat door is closed (Y E S in step S 13)
  • control proceeds to step S 20.
  • the process shown in FIG. 4 may be used as the base.
  • the process shown in FIG. 15 may not include step S 15.
  • FIG. 16 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 3 of the present invention.
  • this hybrid vehicle 1 0 0 B further includes a vehicle position detection device 1 0 8 in the configuration of hybrid vehicle 1 0 OA in the second embodiment shown in FIG. 1 4, and a control device Control device 6 OB is provided instead of 6 OA.
  • the vehicle position detection device 10 8 detects whether or not the hybrid vehicle 1 0 0 B is stopped at a place where the charging facility is installed.
  • the vehicle position detection device 10 8 may be, for example, a car navigation device, or the charging facility by communicating with a wireless device (not shown) provided at the place where the charging facility is installed. It may be possible to detect that the vehicle has stopped at the place where is installed.
  • the vehicle position detection device 10 8 When the vehicle position detection device 10 8 detects that the vehicle is stopped at the place where the charging facility is installed, it outputs an H level signal to the control device 60 B.
  • the control device 60 B receives the signal IG from the ignition key and the detection signal from the seating sensor 10 07.
  • the control device 6 OB receives a detection signal from the vehicle position detection device 10 8.
  • the control device 60B determines that the induction key has been turned to the OFF position based on the signal IG
  • the control device 60B outputs the signal from the seating sensor 1007. Based on this, it is determined whether the driver has got off the vehicle.
  • the control device 60 B issues an operation command for the notification device 10 2 only when the signal received from the vehicle position detection device 10 8 is at the H level. 1 0 Outputs to 3.
  • notification is made only when the vehicle position detection device 10 8 detects that the hybrid vehicle 10 0 B is stopped at the charging facility installation location. Since the device 1 0 2 is operated, the notification device 1 0 2 does not operate unnecessarily in a place where there is no charging facility and charging is not possible. Therefore, unnecessary power consumption can be prevented.
  • FIG. 17 is a schematic block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 4 of the present invention. '' Referring to FIG. 17, this hybrid vehicle 1 0 0 C does not include notification device 1 0 2 and the actuator 1 0 3 in the configuration of hybrid vehicle 1 0 0 in the first embodiment shown in FIG. A charging lid 52 and a charging lid opener motor 54, and a control device 60 C instead of the control device 60.
  • the main battery B, the D C ZD C converter 10 4 and the auxiliary battery 10 5 are not shown.
  • the charging lid 52 is a lid for closing an opening in which the connector 50 is stored.
  • the charging lid 5 2 is opened and closed by the charging lid opener motor 5 4.
  • the charging lid opener motor 54 is a small electric motor, and opens the charging lid 52 when receiving an open command OPN from the control device 60 C.
  • control device 60 C When the control device 60 C receives the signal IG from the ignition key and determines that the ignition key is turned to the OFF position based on the received signal IG, the control device 60 C opens the charging lid 52 based on the SOC of the main battery. It is determined whether or not to make it. Specifically, control device 60. Determines whether the SOC of the main battery B is lower than the reference value indicating the decrease in the SOC of the main battery B. When the SOC of the main battery B is equal to or lower than the reference value, the charging lid 52 is established. Determine that you want to. When the control device 60 C determines that the charging lid 52 is opened, the charging lid orb Output open command to PN motor 5 4 PN is output.
  • control device 60 C does not charge the battery when the SOC of the main battery B is below the reference value when the remaining fuel amount of the engine 4 is lower than the reference value indicating the decrease in the remaining fuel amount of the engine 4.
  • An open command OPN may be output to the door opener motor 54.
  • the charging lid 52 is electrically opened and closed by the charging lid opener motor 54.
  • the actuator of the charging lid 52 is not limited to such a configuration.
  • an elastic member that urges the charging lid 52 in the opening direction and a lock mechanism for holding the charging lid 52 in the closed state are provided as an actuator, in response to an opening command OPN from the control device 60. You can also release the lock by the lock mechanism.
  • the charging lid 52 is forcibly opened based on the SOC of the main battery B. After getting off the vehicle, the necessity of charging the main battery B can be easily recognized outside the vehicle.
  • the position of the alarm device 100 is changed based on the SOC of the main battery B.
  • a light-emitting device may be provided in the notification device 1 0 2 to be turned on or blinked. By providing a light-emitting device, vehicle users can be alerted even at night. Also, a notification sound may be generated by providing a sound source in the notification device 1 0 2.
  • the alarm device 10 0 2 and the charging lid 5 2 are operated.
  • the travelable distance of the vehicle is calculated from the SOC of the main battery B, and the calculation is performed.
  • the notification device 10.2 and the charging lid 52 may operate based on the travelable distance.
  • the vehicle travel distance is calculated from the SOC of the main battery B and the remaining fuel level of the engine 4, and the alarm device 1 0 2 and the charging lid 5 2 operate based on the calculated travel distance. You can do it.
  • the neutral point of the motor generator MG 1, ⁇ 10 2 ⁇ 1, N AC power from commercial power source 5 5 is applied between 2 and main battery B is charged using each phase coil and inverter 20 and 30 of motor generators MG 1 and MG 2.
  • the present invention can also be applied to a hybrid vehicle provided with a separate external charging device (AC / DC converter) inside or outside.
  • AC / DC converter AC / DC converter
  • motor generator MG 2 corresponds to “first power unit” and “first rotating electrical machine” in the present invention
  • main battery B corresponds to “power storage device” in the present invention
  • each of the notification device 10 2 and the actuator 10 3, the charging lid 52 and the charging lid opener motor 54 forms a “notification unit” in this invention
  • the control device 60 is in this invention Corresponds to “Control Department”.
  • the processing of steps S 11 to S 13 executed by control device 6 OA in the second embodiment corresponds to the processing executed by “get-off determination unit” in the present invention
  • vehicle position detection device 10 0 8 corresponds to the “vehicle position detection unit” in the present invention.
  • engine 4 corresponds to “second power plant” and “internal combustion engine” in the present invention
  • motor generator MG 1 and inverter 20 form “power generator” in the present invention
  • connector 50 corresponds to “power input section” in the present invention
  • motor generator MG 1 corresponds to “second rotating electrical machine” in the present invention
  • the inverters 20 and 30 correspond to the “second inverter” and the “first inverter” in the present invention, respectively, and the first and second inverter control units 6 2, 6 3 and AC input control unit 64 forms an “inverter control unit” in the present invention.

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  • Engineering & Computer Science (AREA)
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  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
PCT/JP2006/317687 2005-09-01 2006-08-30 電動車両およびその制御方法 Ceased WO2007026947A1 (ja)

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CN103269898A (zh) * 2010-12-20 2013-08-28 丰田自动车株式会社 电动车辆及其控制方法
CN103269898B (zh) * 2010-12-20 2015-09-23 丰田自动车株式会社 电动车辆及其控制方法
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EP1920968A1 (en) 2008-05-14
CN101253068A (zh) 2008-08-27
JP2007068358A (ja) 2007-03-15
KR20080046216A (ko) 2008-05-26

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