WO2010070761A1 - Véhicule hybride - Google Patents

Véhicule hybride Download PDF

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Publication number
WO2010070761A1
WO2010070761A1 PCT/JP2008/073166 JP2008073166W WO2010070761A1 WO 2010070761 A1 WO2010070761 A1 WO 2010070761A1 JP 2008073166 W JP2008073166 W JP 2008073166W WO 2010070761 A1 WO2010070761 A1 WO 2010070761A1
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WO
WIPO (PCT)
Prior art keywords
mode
hybrid vehicle
power storage
storage device
voltage
Prior art date
Application number
PCT/JP2008/073166
Other languages
English (en)
Japanese (ja)
Inventor
孝浩 伊藤
隆市 釜賀
Original Assignee
トヨタ自動車株式会社
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Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2008/073166 priority Critical patent/WO2010070761A1/fr
Publication of WO2010070761A1 publication Critical patent/WO2010070761A1/fr

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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60K6/445—Differential gearing distribution 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
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle having a plurality of travel modes.
  • hybrid vehicles have attracted a great deal of attention due to environmental issues.
  • a hybrid vehicle is an automobile equipped with a plurality of power sources.
  • hybrid vehicles using a power storage device (battery, capacitor, etc.) and a motor as power sources have already been put into practical use.
  • a fuel cell vehicle equipped with a fuel cell as a power source is also attracting attention, but an automobile equipped with a power storage device such as a battery or a capacitor in addition to a fuel cell also has multiple power sources.
  • a hybrid vehicle equipped with a power source is also attracting attention, but an automobile equipped with a power storage device such as a battery or a capacitor in addition to a fuel cell also has multiple power sources.
  • a hybrid vehicle having an external charging function for charging a power storage device using an external power source is known.
  • a hybrid vehicle having an external charging function for example, if the power storage device can be charged from a commercial power source for household use, there is an advantage that the number of times that the user has to go to the supply stand for fuel supply is reduced. .
  • Patent Document 1 discloses a hybrid vehicle capable of forcibly operating a power source whose operation frequency has decreased.
  • This hybrid vehicle includes an engine, a power storage device, and a motor generator as power sources.
  • the control device transitions the traveling mode to the HV mode in which the engine is also driven.
  • the control device determines whether or not the driver has operated the switch for switching the driving mode based on the signal output from the switch. judge. Specifically, the control device determines that the switch has been operated when the voltage of the signal is at the H (logic high) level. However, if an abnormality occurs in the control line that transmits the signal from the switch, the control device may not be able to normally switch the traveling mode.
  • An object of the present invention is a hybrid capable of avoiding that a vehicle continues to travel in a travel mode different from the original travel mode when an abnormality occurs in a control line for transmitting a signal indicating switching of the travel mode. Is to provide a vehicle.
  • the present invention is a hybrid vehicle, and includes first and second power sources each configured to be able to drive the hybrid vehicle, an instruction output unit, a control line, and a control device.
  • the instruction output unit changes the traveling mode of the hybrid vehicle according to manual operation from the first mode in which the first power source is preferentially used for traveling of the hybrid vehicle and the second power source of the hybrid vehicle.
  • a switching instruction for switching to the second mode used preferentially for traveling is output.
  • the control line transmits a switching instruction.
  • the control device controls the first and second power sources according to a mode selected from the first and second modes.
  • the control device switches the traveling mode from the first mode to the second mode by receiving a switching instruction via the control line.
  • the control device changes the travel mode from the second mode to the first mode when no switching instruction is received for a predetermined period from the reference time point when the travel mode is switched from the first mode to the second mode. return.
  • the first power source includes a rotating electric machine configured to be able to drive the drive wheels, and a power storage device configured to be able to store electric power and to supply the stored electric power to the rotating electric machine.
  • the second power source includes an internal combustion engine.
  • the first mode is a mode in which the rotating electrical machine is driven by using the electric power stored in the power storage device.
  • the second mode is a mode in which the hybrid vehicle travels by driving the internal combustion engine.
  • the instruction output unit includes a first node having a first voltage, a second node having a second voltage, and a switch.
  • the switch sets the voltage level of the control line to a first level corresponding to the first voltage by electrically coupling the control line to the first node when the manual operation is not performed.
  • the switch sets the voltage level of the control line to a second level corresponding to the second voltage by electrically coupling the control line to the second node during a period in which the manual operation is performed.
  • the control device determines that the switching instruction has been received when at least one of the change from the first level to the second level and the change from the second level to the first level occurs. .
  • control device returns the traveling mode from the second mode to the first mode without determining whether or not a switching instruction has been received after a predetermined period has elapsed from the reference time point.
  • the hybrid vehicle further includes a guide device that guides the user that a manual operation is necessary to maintain the second mode in response to a guide instruction from the control device.
  • the control device outputs a guidance instruction to the guidance device after a predetermined period has elapsed from the reference time point.
  • the control device maintains the travel mode in the second mode when receiving the switching instruction after outputting the guidance instruction.
  • the control device returns the traveling mode to the first mode when the switching instruction is not received even though the guidance instruction is output.
  • the hybrid vehicle further includes a charger configured to be able to charge the power storage device using electric power supplied from the outside of the hybrid vehicle.
  • control device sets the travel mode to the first mode when the hybrid vehicle starts traveling for the first time after the charging of the power storage device by the charger is completed.
  • the hybrid vehicle continues to travel in a travel mode different from the original travel mode when an abnormality occurs in a control line for transmitting a signal indicating switching of the travel mode. it can.
  • FIG. 1 is an overall block diagram of a hybrid vehicle according to a first embodiment.
  • FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG. It is a figure which shows the structure of the charger 240, and the structure of the charging cable 300 which connects a hybrid vehicle and an external power supply in detail. It is a circuit diagram which shows the detailed structure of the inverters 20 and 22 of FIG. It is a block diagram of the signal generation circuit 80 of FIG.
  • FIG. 6 is a diagram illustrating the operation of a switch 82. It is a figure which shows the correspondence of the state of switch 82, and the voltage of signal MD.
  • FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG. It is a figure which shows the structure of the charger 240, and the structure of the charging cable 300 which connects a hybrid vehicle and an external power supply in detail. It is a circuit diagram which shows the detailed structure of the invert
  • FIG. 2 is a functional block diagram illustrating a configuration of a travel control system of hybrid vehicle 1000 included in ECU 30. It is a figure explaining switching of driving modes.
  • 6 is a timing chart for illustrating travel mode switching control according to the first embodiment. It is a figure which shows the disconnection of the control line 81.
  • FIG. 6 is a flowchart illustrating switching control from a CS mode to a CD mode according to the first embodiment.
  • 10 is a flowchart illustrating time measurement processing by a mode switching control unit 290.
  • FIG. 6 is an overall block diagram of a hybrid vehicle according to a second embodiment.
  • FIG. 15 is a functional block diagram illustrating a configuration of a travel control system of hybrid vehicle 1010 included in ECU 30 shown in FIG. 14.
  • 10 is a flowchart illustrating switching control from the CS mode to the CD mode according to the second embodiment. It is a figure which shows the other structural example of a signal generation circuit.
  • FIG. 1 is an overall block diagram of a hybrid vehicle according to the first embodiment.
  • hybrid vehicle 1000 includes a main power storage device BA, sub power storage devices BB1, BB2, connections 72, 74, 76, converters 10, 12, a capacitor C, and inverters 20, 22. , Positive electrode lines PL1, PL2, PL3, negative electrode line NL, engine 2, motor generators MG1, MG2, power split mechanism 4, and wheels 6.
  • Hybrid vehicle 1000 further includes voltage sensors 42, 44, 46, 48, current sensors 21, 23, 52, 54, 56, temperature sensors 62, 64, 66, charger 240, inlet 241, and ECU. (Electronic Control Unit) 30.
  • the hybrid vehicle 1000 includes first and second power sources.
  • First power source includes a main power storage device BA, sub power storage devices BB1 and BB2, and a motor generator MG2.
  • the second power source includes the engine 2.
  • the hybrid vehicle 1000 can travel using at least one of the first and second power sources.
  • Engine 2 is an internal combustion engine that generates power by burning fuel such as gasoline.
  • the power split mechanism 4 is coupled to the engine 2 and the motor generators MG1 and MG2, and distributes power between them.
  • the power split mechanism 4 includes a planetary gear mechanism having three rotation shafts, for example, a sun gear, a carrier, and a ring gear. These three rotating shafts are connected to the rotating shafts of engine 2 and motor generators MG1, MG2, respectively. It is noted that engine 2 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 4 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 2 through the center thereof.
  • the rotation shaft of motor generator MG2 is coupled to wheel 6 by a reduction gear or a differential gear (not shown).
  • the motor generator MG1 is mounted on the hybrid vehicle 1000 as operating as a generator driven by the engine 2 and operating as an electric motor capable of starting the engine 2.
  • Motor generator MG2 is mounted on hybrid vehicle 1000 as an electric motor that mainly drives wheels 6.
  • Each of main power storage device BA and sub power storage devices BB1, BB2 is a chargeable / dischargeable power storage device, and is composed of, for example, a secondary battery such as nickel hydride or lithium ion.
  • a large capacity capacitor may be used for at least one of main power storage device BA and sub power storage devices BB1 and BB2.
  • Main power storage device BA supplies electric power to converter 10 while being charged by converter 10 during power regeneration.
  • Each of sub power storage devices BB1 and BB2 supplies power to converter 12, while being charged by converter 12 during power regeneration.
  • Sub power storage devices BB1 and BB2 are selectively connected to converter 12 by connecting portions 74 and 76. This eliminates the need for a converter corresponding to each sub power storage device.
  • the number of sub power storage devices is two.
  • the number of sub power storage devices is not limited to two.
  • the sub power storage device connected to the converter 12 is referred to as “sub power storage device BB”.
  • Connection portion 72 is provided between main power storage device BA and positive electrode line PL1 and negative electrode line NL.
  • Connection unit 72 is controlled to be in a conductive state (ON) / non-conductive state (OFF) in accordance with signal CN1 provided from ECU 30.
  • connection unit 72 is turned on, main power storage device BA is connected to positive electrode line PL1 and negative electrode line NL.
  • connection portion 72 is turned off, main power storage device BA is disconnected from positive electrode line PL1 and negative electrode line NL.
  • Connection portion 74 is provided between sub power storage device BB1, positive electrode line PL2, and negative electrode line NL.
  • Connection unit 74 is in a conductive state or a non-conductive state in accordance with signal CN2. Thereby, connecting unit 74 electrically connects sub power storage device BB1 to positive electrode line PL2 and negative electrode line NL, or disconnects sub power storage device BB1 from positive electrode line PL2 and negative electrode line NL.
  • Connection unit 76 is provided between sub power storage device BB2, and positive electrode line PL2 and negative electrode line NL. Connection unit 76 enters either a conductive state or a non-conductive state according to signal CN3. Thereby, connection unit 76 electrically connects sub power storage device BB2 to positive electrode line PL2 and negative electrode line NL, or disconnects sub power storage device BB2 from positive electrode line PL2 and negative electrode line NL.
  • Converter 10 is connected to positive electrode line PL1 and negative electrode line NL.
  • Converter 10 boosts the voltage from main power storage device BA based on signal PWC1 from ECU 30, and outputs the boosted voltage to positive line PL3.
  • Converter 10 steps down the regenerative power supplied from inverters 20 and 22 via positive line PL3 to the voltage level of main power storage device BA based on signal PWC1, and charges main power storage device BA.
  • Converter 10 stops the switching operation when it receives shutdown signal SD1 from ECU 30. Furthermore, when converter 10 receives upper arm on signal UA1 from ECU 30, converter 10 fixes an upper arm and a lower arm (described later) included in converter 10 to an on state and an off state, respectively.
  • Converter 12 is connected to positive line PL2 and negative line NL.
  • Converter 12 boosts the voltage of sub power storage device BB based on signal PWC2 from ECU 30, and outputs the boosted voltage to positive line PL3.
  • Converter 12 steps down the regenerative power supplied from inverters 20 and 22 through positive electrode line PL3 to the voltage level of sub power storage device BB based on signal PWC2, and charges sub power storage device BB.
  • converter 12 stops the switching operation when it receives shutdown signal SD2 from ECU 30. Furthermore, when converter 12 receives upper arm on signal UA2 from ECU 30, converter 12 fixes an upper arm and a lower arm (described later) included in converter 12 to an on state and an off state, respectively.
  • the capacitor C is connected between the positive electrode line PL3 and the negative electrode line NL, and smoothes the voltage fluctuation between the positive electrode line PL3 and the negative electrode line NL.
  • Inverter 20 converts the DC voltage from positive line PL3 into a three-phase AC voltage based on signal PWI1 from ECU 30, and outputs the converted three-phase AC voltage to motor generator MG1. Inverter 20 converts the three-phase AC voltage generated by motor generator MG1 using the power of engine 2 into a DC voltage based on signal PWI1, and outputs the converted DC voltage to positive line PL3. .
  • Inverter 22 converts the DC voltage from positive line PL3 into a three-phase AC voltage based on signal PWI2 from ECU 30, and outputs the converted three-phase AC voltage to motor generator MG2. Further, the inverter 22 converts the three-phase AC voltage generated by the motor generator MG2 receiving the rotational force from the wheel 6 during regenerative braking of the vehicle into a DC voltage based on the signal PWI2, and the converted DC The voltage is output to the positive line PL3.
  • Each of motor generators MG1 and MG2 is a three-phase AC rotating electric machine, for example, a three-phase AC synchronous motor generator.
  • Motor generator MG ⁇ b> 1 is regeneratively driven by inverter 20, and outputs a three-phase AC voltage generated using the power of engine 2 to inverter 20.
  • Motor generator MG1 is driven by power by inverter 20 when engine 2 is started, and cranks engine 2.
  • the motor generator MG2 is driven by the inverter 22 to generate a driving force for driving the vehicle.
  • Motor generator MG ⁇ b> 2 is regeneratively driven by inverter 22 during regenerative braking of the vehicle, and outputs a three-phase AC voltage generated using the rotational force received from wheels 6 to inverter 22.
  • Current sensor 21 detects the value of the current flowing between motor generator MG1 and inverter 20 as motor current value MCRT1, and outputs the motor current value MCRT1 to ECU 30.
  • Current sensor 23 detects the value of the current flowing between motor generator MG2 and inverter 22 as motor current value MCRT2, and outputs the motor current value MCRT2 to ECU 30.
  • the voltage sensor 42 detects the voltage VBA of the main power storage device BA and outputs it to the ECU 30.
  • Current sensor 52 detects current IA flowing between main power storage device BA and converter 10 and outputs the detected current to ECU 30.
  • Temperature sensor 62 detects temperature TA of main power storage device BA and outputs it to ECU 30.
  • Voltage sensors 44 and 46 detect voltage VB1 of sub power storage device BB1 and VB2 of sub power storage device BB2, respectively, and output them to ECU 30.
  • Current sensors 54 and 56 detect current IB1 flowing between sub power storage device BB1 and converter 12 and current IB2 flowing between sub power storage device BB2 and converter 12, respectively, and output them to ECU 30.
  • Temperature sensors 64 and 66 detect temperature TB1 of sub power storage device BB1 and temperature TB2 of sub power storage device BB2, respectively, and output them to ECU 30.
  • the voltage sensor 48 detects the voltage between terminals of the capacitor C (voltage VH) and outputs it to the ECU 30.
  • Charger 240 and inlet 241 charge main power storage device BA and sub power storage devices BB1, BB2 using electric power supplied from the outside of hybrid vehicle 1000. Electric power supplied from a power source (external power source) outside the vehicle is output between positive line PL2 and negative line NL via inlet 241 and charger 240. Charger 240 operates and stops in response to signal CHG from ECU 30.
  • ECU 30 is based on detection values of voltage sensor 42, temperature sensor 62, and current sensor 52, SOC (M) indicating the remaining capacity of main power storage device BA, and input upper limit power indicating the upper limit value of charging power of main power storage device BA. Win (M) and output upper limit power Wout (M) indicating the upper limit value of the discharge power of main power storage device BA are set.
  • ECU 30 determines SOC (S) indicating the remaining capacity of sub power storage device BB based on the detection values of voltage sensor 44 (or 46), temperature sensor 64 (or 66) and current sensor 54 (or 56).
  • SOC SOC
  • Input / output upper limit power Win (S) indicating the upper limit value of charging power of sub power storage device BB
  • output upper limit power Wout (S) indicating the upper limit value of discharge power of sub power storage device BB are set.
  • the remaining capacity (hereinafter also referred to as SOC (State Of Charge)) is indicated by the ratio (%) of the current charge amount to the full charge state of each battery.
  • Win and Wout are upper limit values of power that do not cause overdischarge or overcharge even if the corresponding power storage device (BA, BB1, BB2) releases or accepts power for a predetermined time (for example, about 10 seconds). Indicated.
  • the ECU 30 generates and outputs signals CN1 to CN3 for controlling the connecting portions 72, 74, and 76, respectively.
  • ECU 30 generates signals PWC 1, SD 1, UA 1 for controlling converter 10, and outputs any of these signals to converter 10.
  • ECU 30 generates signals PWC 2, SD 2, UA 2 for controlling converter 12, and outputs any of these signals to converter 12.
  • ECU 30 generates signals PWI1 and PWI2 for driving inverters 20 and 22, respectively, and outputs the generated signals PWI1 and PWI2 to inverters 20 and 22, respectively. Further, ECU 30 generates a signal CHG for controlling charger 240 and outputs the generated signal CHG to charger 240.
  • the ECU 30 switches the traveling mode of the hybrid vehicle 1000 between a CD (Charge Depletion) mode and a CS (Charge Sustain) mode.
  • CD Charge Depletion
  • CS Charge Sustain
  • the CD mode is a traveling mode in which the motor generator MG2 generates the driving force of the hybrid vehicle 1000 by using the electric power stored in the main power storage device BA and the sub power storage device BB. While hybrid vehicle 1000 travels in the CD mode, the electric power stored in main power storage device BA and sub power storage device BB is consumed by motor generator MG2. That is, in the CD mode, the first power source (main power storage device BA, sub power storage device BB, and motor generator MG2) is preferentially used for traveling of the hybrid vehicle.
  • the CS mode is a mode in which the driving force of the hybrid vehicle 1000 is generated so that the total SOC of the main power storage device BA and the sub power storage devices BB1 and BB2 is maintained.
  • the ECU 30 controls the engine 2 so that the engine 2 is preferentially used for traveling of the vehicle.
  • the driving force of hybrid vehicle 1000 is generated only by engine 2. In this case, consumption of power stored in main power storage device BA and sub power storage device BB is suppressed.
  • the engine 2 and the motor generator MG2 may generate the driving force of the hybrid vehicle 1000.
  • the electric power stored in main power storage device BA and sub power storage device BB is used.
  • motor generator MG2 is regeneratively driven. Electric power generated by motor generator MG2 is stored in main power storage device BA or sub power storage device BB. That is, even in the CS mode, power may be exchanged between main power storage device BA and sub power storage device BB and motor generator MG2.
  • charging / discharging of main power storage device BA and sub power storage device BB is controlled so that the total SOC is maintained even in such a case.
  • Hybrid vehicle 1000 further includes a signal generation circuit 80 that generates a signal MD for switching the travel mode, and a control line 81 for transmitting the signal MD from signal generation circuit 80 to ECU 30.
  • the signal generation circuit 80 includes a manually operated switch 82.
  • the signal generation circuit 80 When the switch 82 is operated by the driver, the signal generation circuit 80 generates a signal MD. ECU 30 switches the driving mode between the CD mode and the CS mode in accordance with signal MD, and controls the first power source and the second power source in accordance with the selected driving mode.
  • Signal MD corresponds to a switching instruction for switching the traveling mode.
  • ECU 30 controls connection units 72 to 76, converters 10 and 12, and charger 240 when charging main power storage device BA and sub power storage devices BB1 and BB2.
  • ECU 30 sets the travel mode to the CD mode. In other words, when the vehicle system shown in FIG. 1 is activated for the first time after completion of charging of main power storage device BA and sub power storage devices BB1, BB2, the travel mode is set to the CD mode.
  • FIG. 2 is a circuit diagram showing a configuration of converters 10 and 12 and connecting portions 72 to 76 shown in FIG.
  • converter 10 includes power semiconductor switching elements Q1, Q2, diodes D1, D2, a reactor L1, and a capacitor C1.
  • an IGBT Insulated Gate Bipolar Transistor
  • switching element a power semiconductor switching element
  • MOSFET Metal Oxide Semiconductor Field Effect Transistor
  • bipolar transistor a bipolar transistor
  • Switching elements Q1, Q2 are connected in series between positive electrode line PL3 and negative electrode line NL.
  • Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively.
  • Reactor L1 has one end connected to a connection node of switching elements Q1 and Q2, and the other end connected to positive line PL1.
  • Capacitor C1 is connected to positive electrode line PL1 and negative electrode line NL.
  • the converter 12 has the same configuration as the converter 10.
  • switching elements Q1, Q2 are replaced with switching elements Q3, Q4, diodes D1, D2 are replaced with diodes D3, D4, respectively, and reactor L1, capacitor C1, and positive line PL1 are reactor L2, capacitor C2, and
  • the configuration replaced with positive electrode line PL ⁇ b> 2 corresponds to the configuration of converter 12.
  • Switching elements Q1 and Q2 correspond to the upper arm and the lower arm of converter 10, respectively.
  • switching elements Q3 and Q4 correspond to the upper arm and lower arm of converter 12, respectively.
  • Converters 10 and 12 are formed of a chopper circuit.
  • Converter 10 (12) boosts the voltage of positive line PL1 (PL2) using reactor L1 (L2) based on signal PWC1 (PWC2) from ECU 30 (FIG. 1), and the boosted voltage is increased.
  • the on / off period ratio (duty) of switching element Q1 (Q3) and / or switching element Q2 (Q4) the output voltage from main power storage device BA and sub power storage device BB is boosted. The ratio can be controlled.
  • converter 10 (12) steps down the voltage of positive line PL3 based on signal PWC1 (PWC2) from ECU 30 (not shown), and outputs the reduced voltage to positive line PL1 (PL2).
  • the voltage step-down ratio of positive line PL3 can be controlled by controlling the on / off period ratio (duty) of switching element Q1 (Q3) and / or switching element Q2 (Q4).
  • Connection unit 72 includes system main relay SRB1 connected between the positive electrode of main power storage device BA and positive electrode line PL1, and system main relay SRG1 connected between the negative electrode of main power storage device BA and negative electrode line NL.
  • System main relay SRP1 and limiting resistor RA connected in series between the negative electrode of main power storage device BA and negative electrode line NL and provided in parallel with system main relay SRG1.
  • System main relays SRB1, SRP1, and SRG1 are controlled to be in a conductive state (ON) / non-conductive state (OFF) by a signal CN1 provided from ECU 30.
  • connection parts 74 and 76 have the same configuration as the connection part 72 described above.
  • main power storage device BA is replaced with sub power storage device BB1
  • system main relays SRB1, SRP1, and SRG1 are replaced with system main relays SRB2, SRP2, and SRG2, respectively
  • limiting resistor RA is limited resistor RB1.
  • the configuration replaced with corresponds to the configuration of the connecting portion 74.
  • Each system main relay included in connection unit 74 is controlled to be in a conductive state and a non-conductive state by a signal CN2 from ECU 30.
  • connection portion 72 In the configuration of connection portion 72 described above, main power storage device BA is replaced with sub power storage device BB2, system main relays SRB1, SRP1, and SRG1 are replaced with system main relays SRB3, SRP3, and SRG3, respectively, and limiting resistor RA is limited resistor RB2.
  • the configuration replaced with corresponds to the configuration of the connecting portion 76.
  • Each system main relay included in connection unit 76 is controlled to be in a conductive state and a non-conductive state in accordance with a signal CN3 from ECU 30.
  • the inlet 241 receives AC power from the outside of the vehicle.
  • the ECU 30 sends a signal CHG to the charger 240.
  • the charger 240 converts AC power from the inlet 241 into DC power according to the signal CHG.
  • ECU 30 sends signals CN2 and CN3 to connection units 74 and 76, respectively, in order to turn off connection units 74 and 76. Further, the ECU 30 sends a signal CN1 to the connection unit 72 to turn on the connection unit 72. Further, ECU 30 sends signal UA 1 to converter 10 and sends signal SD 2 to converter 12. Converter 10 turns on the upper arm (switching element Q1) and turns off the lower arm (switching element Q2) in response to signal UA1. Converter 12 turns off the upper arm and the lower arm in response to signal SD2.
  • the DC power output from charger 240 is supplied to main power storage device BA via reactor L2, diode D3, switching element Q1, reactor L1, and connecting portion 72. Thereby, main power storage device BA is charged.
  • ECU 30 When charging sub power storage device BB1, ECU 30 sends signals CN1 and CN3 to connection units 72 and 76, respectively, to turn off connection units 72 and 76. Further, the ECU 30 sends a signal CN ⁇ b> 2 to the connection unit 74 in order to turn on the connection unit 74. Further, ECU 30 sends signal SD1 to converter 10 and sends signal SD2 to converter 12. Converter 10 (12) turns off the upper arm and the lower arm in response to signal SD1 (SD2). The DC power output from the charger 240 is supplied to the sub power storage device BB1 via the connection unit 74. Thereby, sub power storage device BB1 is charged.
  • the ECU 30 When charging the sub power storage device BB2, the ECU 30 sends signals CN1 and CN2 to the connection units 72 and 74, respectively, in order to turn off the connection units 72 and 74. Further, the ECU 30 sends a signal CN3 to the connection unit 76 to turn on the connection unit 76. Further, ECU 30 sends signal SD1 (SD2) to converter 10 (12). The DC power output from the charger 240 is supplied to the sub power storage device BB2 via the connection unit 76. Thereby, sub power storage device BB2 is charged.
  • SD1 SD2
  • FIG. 3 is a diagram showing in detail the configuration of the charger 240 and the configuration of the charging cable 300 that connects the hybrid vehicle and the external power source.
  • the charger 240 includes an AC / DC conversion circuit 242, a DC / AC conversion circuit 244, an insulating transformer 246, and a rectification circuit 248.
  • the AC / DC conversion circuit 242 is composed of a single-phase bridge circuit. AC / DC conversion circuit 242 converts AC power into DC power based on signal CHG from ECU 30. The AC / DC conversion circuit 242 also functions as a boost chopper circuit that boosts the voltage by using a coil as a reactor.
  • the DC / AC conversion circuit 244 is composed of a single-phase bridge circuit.
  • the DC / AC conversion circuit 244 converts DC power into high-frequency AC power based on the signal CHG from the ECU 30 and outputs it to the isolation transformer 246.
  • the insulating transformer 246 includes a core made of a magnetic material, and a primary coil and a secondary coil wound around the core.
  • the primary coil and the secondary coil are electrically insulated and connected to the DC / AC conversion circuit 244 and the rectification circuit 248, respectively.
  • Insulation transformer 246 converts high-frequency AC power received from DC / AC conversion circuit 244 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier circuit 248.
  • the rectifier circuit 248 rectifies AC power output from the insulating transformer 246 into DC power.
  • the voltage between the AC / DC conversion circuit 242 and the DC / AC conversion circuit 244 (voltage between terminals of the smoothing capacitor) is detected by the voltage sensor 182, and a signal representing the detection result is input to the ECU 30.
  • the output current of charger 240 is detected by current sensor 184, and a signal representing the detection result is input to ECU 30.
  • ECU 30 generates signal CHG for driving charger 240 and outputs it to charger 240 when main power storage device BA and sub power storage devices BB1, BB2 are charged by power supply 402 outside the vehicle.
  • the ECU 30 has a failure detection function of the charger 240 in addition to a control function of the charger 240. If the voltage detected by voltage sensor 182, the current detected by current sensor 184, etc. are equal to or greater than a threshold value, a failure of charger 240 is detected.
  • the inlet 241 is provided, for example, on the side of the hybrid vehicle.
  • a connector 310 of a charging cable 300 that connects the hybrid vehicle and an external power source 402 is connected to the inlet 241.
  • the charging cable 300 includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.
  • CCID Charging Circuit Interrupt Device
  • the connector 310 is connected to the inlet 241.
  • the connector 310 is provided with a switch 312.
  • the switch 312 is closed when the connector 310 is connected to the inlet 241.
  • a cable connection signal PISW indicating that the connector 310 is connected to the inlet 241 is input to the ECU 30.
  • the switch 312 opens and closes in conjunction with a locking fitting (not shown) that locks the connector 310 of the charging cable 300 to the inlet 241 of the hybrid vehicle.
  • the plug 320 of the charging cable 300 is connected to the outlet 400.
  • the outlet 400 is an outlet provided in a house, for example. AC power is supplied from the power source 402 to the outlet 400.
  • the CCID 330 has a relay 332 and a control pilot circuit 334.
  • relay 332 In the state where relay 332 is opened, the supply of electric power from power supply 402 to the hybrid vehicle is interrupted. When the relay 332 is closed, power can be supplied from the power source 402 to the hybrid vehicle.
  • the state of relay 332 is controlled by ECU 30 in a state where connector 310 of charging cable 300 is connected to inlet 241 of the hybrid vehicle.
  • the control pilot circuit 334 has a pilot signal (square wave signal) CPLT on the control pilot line in a state where the plug 320 of the charging cable 300 is connected to the outlet 400, that is, the external power source 402, and the connector 310 is connected to the inlet 241.
  • Pilot signal CPLT is periodically changed by an oscillator (not shown) provided in control pilot circuit 334.
  • the control pilot circuit 334 can output a predetermined pilot signal CPLT even if the connector 310 is disconnected from the inlet 241. However, even if the pilot signal CPLT is output with the connector 310 disconnected from the inlet 241, the ECU 30 cannot detect the signal CPLT.
  • control pilot circuit 334 When plug 320 is connected to outlet 400 and connector 310 is connected to inlet 241, control pilot circuit 334 generates pilot signal CPLT having a predetermined pulse width (duty cycle).
  • the current capacity that can be supplied is notified to the hybrid vehicle by the pulse width of the pilot signal CPLT.
  • the current capacity of charging cable 300 is notified to the hybrid vehicle.
  • the pulse width of pilot signal CPLT is constant without depending on the voltage and current of power supply 402.
  • the pulse width of the pilot signal CPLT may be different. That is, the pulse width of pilot signal CPLT can be determined for each type of charging cable.
  • main power storage device BA and sub power storage devices BB1, BB2 are charged in a state where hybrid vehicle and power source 402 are connected by charging cable 300.
  • AC voltage VAC of power supply 402 is detected by voltage sensor 188 provided inside the hybrid vehicle. The detected voltage VAC is transmitted to the ECU 30.
  • FIG. 4 is a circuit diagram showing a detailed configuration of inverters 20 and 22 in FIG.
  • inverter 20 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
  • U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between positive electrode line PL3 and negative electrode line NL.
  • the U-phase arm 15 includes switching elements Q5 and Q6 connected in series between the positive electrode line PL3 and the negative electrode line NL, and diodes D5 and D6 connected in reverse parallel to the switching elements Q5 and Q6, respectively.
  • V-phase arm 16 includes switching elements Q7 and Q8 connected in series between positive electrode line PL3 and negative electrode line NL, and diodes D7 and D8 connected in antiparallel to switching elements Q7 and Q8, respectively.
  • W-phase arm 17 includes switching elements Q9 and Q10 connected in series between positive electrode line PL3 and negative electrode line NL, and diodes D9 and D10 connected in antiparallel to switching elements Q9 and Q10, respectively.
  • each phase arm is connected to each phase end of each phase coil of motor generator MG1. That is, motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to the midpoint.
  • the other end of the U-phase coil is connected to a line UL drawn from the connection node of switching elements Q5 and Q6.
  • the other end of the V-phase coil is connected to line VL drawn from the connection node of switching elements Q7 and Q8.
  • the other end of the W-phase coil is connected to a line WL drawn from the connection node of switching elements Q9 and Q10.
  • inverter 22 in FIG. 1 is also different in that it is connected to motor generator MG2, but since the internal circuit configuration is the same as that of inverter 20, detailed description thereof will not be repeated.
  • FIG. 4 shows that the signal PWI is given to the inverter.
  • This signal PWI generally shows the signals PWI1 and PWI2. As shown in FIG. 1, signals PWI1 and PWI2 are input to inverters 20 and 22, respectively.
  • FIG. 5 is a configuration diagram of the signal generation circuit 80 of FIG. Referring to FIG. 5, signal generation circuit 80 includes a switch 82, a resistor 83, a ground node 84, and a power supply node 85.
  • the switch 82 connects the control line 81 and the ground node 84 in the ON state. Switch 82 disconnects control line 81 from ground node 84 in the off state. Resistor 83 is connected between power supply node 85 and control line 81. The voltage + B of the power supply node is higher than the voltage (set to 0) of the ground node 84.
  • the switch 82 is composed of a momentary switch.
  • the momentary switch is a switch that continues a predetermined state only while being operated and automatically returns to an initial state when the operation is completed.
  • the switch 82 continues to be in an on state only while being operated, and returns to an off state when the operation is completed.
  • FIG. 6 is a diagram for explaining the operation of the switch 82.
  • switch 82 is in an off state when there is no operation by a user (for example, a driver).
  • the switch 82 is turned on by the user's manual operation (for example, pressing a button provided on the switch).
  • the switch 82 is kept in the on state.
  • the state of the switch 82 returns to the initial state (that is, the off state).
  • FIG. 7 is a diagram showing the correspondence between the state of the switch 82 and the voltage of the signal MD.
  • the voltage of the signal MD corresponds to the voltage of the control line 81.
  • switch 82 is in the off state before time t1.
  • the voltage of the signal MD that is, the voltage VMD that is the voltage of the control line 81
  • the switch 82 is turned on by manual operation.
  • the voltage VMD changes from + B to 0.
  • the switch 82 returns to the off state.
  • the voltage VMD changes from 0 to + B.
  • the voltage VMD is 0 because the switch 82 is kept on.
  • the level of the voltage VMD when the value of the voltage VMD is higher than the threshold value (B / 2) is defined as “H level”, and the level of the voltage VMD when the voltage VMD is lower than the threshold value is defined. It is defined as “L level”. That is, when voltage VMD is + B, the level of voltage VMD is H level. When the voltage VMD is 0, the level of the voltage VMD is L level.
  • the threshold value (B / 2) is also shown in other drawings.
  • FIG. 8 is a functional block diagram illustrating the configuration of the travel control system of the hybrid vehicle 1000 included in the ECU 30. More specifically, FIG. 8 shows a control configuration relating to power distribution control between engine 2 and motor generators MG1, MG2. Each functional block shown in FIG. 8 can be realized by execution of a predetermined program stored in advance by the ECU 30 and / or arithmetic processing by an electronic circuit (hardware) in the ECU 30.
  • total power calculation unit 260 calculates the required power (total required power Pttl) of hybrid vehicle 1000 as a whole based on the vehicle speed and the amount of operation of an accelerator pedal (not shown). Note that the total required power Pttl can also include power (engine output) required for generating battery charging power by the motor generator MG1 in accordance with the vehicle situation.
  • Travel control unit 250 includes input / output upper limit powers Win (M) and Wout (M) of main power storage device BA, input / output upper limit powers Win (S) and Wout (S) of sub power storage device BB, and total power calculation unit.
  • torque command values Tqcom1 and Tqcom2 are generated as motor control commands.
  • traveling control unit 250 determines that the total input / output power of motor generators MG1 and MG2 is the total input upper limit power (Win (M) + Win (S)) and output upper limit power of main power storage device BA and sub power storage device BB Torque command values Tqcom1 and Tqcom2 are generated so as not to exceed the sum of (Wout (M) + Wout (S)).
  • the traveling control unit 250 distributes the total required power Pttl to the vehicle driving power by the motor generator MG2 and the vehicle driving power by the engine 2.
  • the running mode is the CD mode
  • the distribution of the vehicle driving power is determined so that the electric power stored in the power storage device is used as much as possible. Therefore, the operation of the engine 2 is suppressed.
  • the traveling mode is the CS mode
  • the vehicle driving power by the engine 2 is set so that the engine 2 can operate with high efficiency. With these controls, the fuel consumption rate of the hybrid vehicle can be increased.
  • the inverter control unit 270 generates the control signal PWI1 for the inverter 20 based on the torque command value Tqcom1 and the motor current value MCRT1 of the motor generator MG1.
  • inverter control unit 280 generates control signal PWI2 for inverter 22 based on torque command value Tqcom2 and motor current value MCRT2 of motor generator MG2.
  • the traveling control unit 250 sets a required value of vehicle drive power by the engine and generates an engine control command Ecom based on the required value.
  • the engine control command Ecom is output to the engine control unit 295.
  • the engine control unit 295 controls the operation of the engine 2 in accordance with the engine control command Ecom.
  • the mode switching control unit 290 receives the signal MD. Mode switching control unit 290 determines whether or not a condition for switching the traveling mode is satisfied based on voltage VMD of signal MD. When mode switching control section 290 determines that the condition for traveling mode is satisfied, it outputs an instruction for switching traveling mode to traveling control section 250. The traveling control unit 250 switches the traveling mode between the CD mode and the CS mode in accordance with an instruction from the mode switching control unit 290.
  • the mode switching control unit 290 does not output an instruction for switching the traveling mode when it is determined that the condition for switching the traveling mode is not satisfied. In this case, the traveling mode switching by the traveling control unit 250 is not executed.
  • Hybrid vehicle 1000 travels actively using the electric power stored in main power storage device BA and sub power storage device BB when the travel mode is the CD mode.
  • hybrid vehicle 1000 travels only by the vehicle driving power from motor generator MG2.
  • the traveling mode is the CD mode
  • the total required power Pttl exceeds the upper limit (Wout (M) + Wout (S)) of the output power of the entire power storage device. Is started. That is, in the CD mode, the first power source (main power storage device BA, sub power storage device BB, and motor generator MG2) is preferentially used for running hybrid vehicle 1000.
  • sub power storage device BB In the CD mode, charging / discharging of the main power storage device BA and the sub power storage device BB is controlled so that the power of the sub power storage device BB is used preferentially over the power of the main power storage device BA.
  • sub power storage device BB connected to converter 12 When the power storage state of sub power storage device BB deteriorates during traveling of hybrid vehicle 1000 (for example, when SOC becomes lower than a predetermined threshold), sub power storage device BB connected to converter 12 is changed. .
  • sub power storage device BB1 is selected as sub power storage device BB when the vehicle system is started, sub power storage device BB1 is disconnected from converter 12, while sub power storage device BB2 is converted as a new sub power storage device BB. 12 is connected.
  • the traveling mode is the CS mode
  • the vehicle driving power is distributed between the engine 2 and the motor generator MG2 so that the total SOC is maintained at the predetermined target value.
  • engine 2 is mainly used for running hybrid vehicle 1000.
  • the main power storage device BA and the sub power storage devices BB1, BB2 are charged by the external power source and the charger 240, so that sufficient power is stored in the main power storage device BA and the sub power storage devices BB1, BB2. Therefore, when the vehicle system is started for the first time after the charging of main power storage device BA and sub power storage devices BB1, BB2 is completed, the traveling mode is set to the CD mode.
  • FIG. 9 is a diagram for explaining the switching of the running mode.
  • the traveling mode of hybrid vehicle 1000 is the CD mode before time t11.
  • electric power is supplied from main power storage device BA and sub power storage device BB to motor generator MG2, so that the total SOC decreases with time.
  • the driver operates the switch 82.
  • the running mode is switched from the CD mode to the CS mode.
  • traveling control unit 250 (see FIG. 8) performs charge / discharge control of main power storage device BA and sub power storage device BB so that the total SOC is maintained at target value A.
  • the SOC value when the switch 82 is operated (time t11) is adopted as the target value A.
  • the driver operates the switch 82 again.
  • the running mode is switched from the CS mode to the CD mode.
  • the total SOC can be preserved by temporarily setting the driving mode to the CS mode.
  • EV Electric Vehicle
  • the total SOC continues to decrease as the driving in the CD mode is continued.
  • engine 2 is used for running hybrid vehicle 1000.
  • FIG. 10 is a timing chart for illustrating travel mode switching control according to the first embodiment.
  • the switch 82 is changed from the off state to the on state by a manual operation.
  • the voltage VMD changes from + B to 0 as the switch 82 changes from the off state to the on state. That is, when the switch 82 changes from the off state to the on state, the level of the voltage VMD changes from the H level to the L level.
  • the operation of the switch 82 is completed. As a result, the switch 82 returns from the on state to the off state.
  • the voltage VMD changes from 0 to + B. That is, when the switch 82 changes from the on state to the off state, the level of the voltage VMD changes from the L level to the H level.
  • Embodiment 1 when the level of the voltage VMD changes from the H level to the L level and from the L level to the H level, the ECU 30 determines that the switch 82 has been operated. Thereby, ECU30 switches driving modes.
  • the level of voltage VMD changing from H level to L level and from L level to H level corresponds to input of signal MD (switching instruction) to ECU 30.
  • the level of the voltage VMD changes from H level to L level at time t21, and changes from L level to H level at time t22.
  • the ECU 30 switches the traveling mode from the CD mode to the CS mode at time t22.
  • the level of the voltage VMD changes from the H level to the L level at time t23, and changes from the L level to the H level at time t24.
  • the ECU 30 switches the traveling mode from the CS mode to the CD mode at time t24.
  • control line 81 is normal. However, the control line 81 may be disconnected for some reason.
  • FIG. 11 is a diagram showing disconnection of the control line 81. Referring to FIG. 11, when control line 81 is disconnected at disconnection point 88, the voltage of part of control line 81 from disconnection point 88 to ECU 30 is equal to the voltage (+ B) of power supply node 85.
  • the voltage VMD is + B. Even when the control line 81 is disconnected, the voltage of the control line 81 becomes + B. For example, when the control line 81 is disconnected between the time t22 and the time t23, there is a possibility that the traveling mode is continued in the CS mode.
  • mode switching control unit 290 does not receive a switching instruction (signal MD) for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. Return the driving mode from the CS mode to the CD mode. Thereby, even when the hybrid vehicle 1000 is traveling in the CS mode and the control line 81 is disconnected, the traveling mode can be returned to the CD mode. Accordingly, it is possible to suppress a decrease in EV travel distance and a decrease in fuel consumption rate.
  • the “predetermined period” is preferably as short as possible.
  • the “predetermined period” is too short, the time during which the hybrid vehicle travels in the CS mode is shortened. In other words, since the hybrid vehicle travels in the CD mode for a long time, the total SOC of the power storage device decreases. That is, the total SOC cannot be preserved. In this case, there is a possibility that EV traveling in a desired section becomes difficult to realize.
  • the “predetermined period” is, for example, a period during which the total SOC can be maintained, and when the control line is disconnected, the travel mode is set to CD in a short time from the time when the disconnection occurs. It is determined as a period during which the mode can be switched. Specifically, the “predetermined period” can be set to a time between 30 minutes and 1 hour, for example.
  • FIG. 12 is a flowchart illustrating switching control from the CS mode to the CD mode according to the first embodiment. The process shown in this flowchart is called from the main routine at predetermined intervals, for example, and is executed by the mode switching control unit 290 (see FIG. 8).
  • mode switching control unit 290 determines whether or not the current travel mode is the CS mode (step S1). For example, the ECU 30 stores therein a flag indicating the current traveling mode. The value of the flag is switched between “0” and “1”. The ECU 30 switches the value of the flag between “0” and “1” each time the traveling mode is switched. Thereby, the ECU can determine whether or not the current travel mode is the CS mode. Note that the method for determining the current travel mode is not limited to the above method.
  • step S1 If it is determined that the current travel mode is not the CS mode (NO in step S1), the entire process is returned to the main routine. In this case, since the current traveling mode is the CD mode, the traveling mode is not switched from the CS mode to the CD mode.
  • mode switching control section 290 determines that the current mode is the CS mode (YES in step S1), it executes the process of step S2. In step S2, the mode switching control unit 290 determines whether or not the switch 82 has been operated.
  • the mode switching control unit 290 determines whether or not the switch 82 has been operated by detecting a change in the level of the voltage VMD. For example, the mode switching control unit 290 determines a change in the level of the voltage VMD as described below. First, mode switching control unit 290 determines the level of voltage VMD by comparing the value of voltage VMD with a threshold value (for example, B / 2). Next, mode switching control unit 290 determines that the level of voltage VMD has changed, for example, when the level of voltage VMD at the first time is different from the level of voltage VMD at the second time.
  • a threshold value for example, B / 2
  • the mode switching control unit 290 determines that the switch 82 has been operated when the level of the voltage VMD changes from the H level to the L level and from the L level to the H level. In this case (YES in step S2), mode switching control unit 290 outputs an instruction for switching the traveling mode to traveling control unit 250 (step S4). Traveling control unit 250 switches the traveling mode in accordance with an instruction from mode switching control unit 290. As a result, the traveling mode is switched from the CS mode to the CD mode. When the process of step S4 ends, the entire process is returned to the main routine.
  • mode switching control unit 290 determines that the switch 82 is not operated. In this case (NO in step S2), mode switching control unit 290 determines whether or not a predetermined period has elapsed from the switching point of the traveling mode (step S3). That is, mode switching control section 290 determines whether or not the period from the time when the traveling mode is switched from the CD mode to the CS mode (corresponding to time t22 in FIG. 10) to the present time is equal to or shorter than a predetermined period.
  • FIG. 13 is a flowchart for explaining the time measurement process by the mode switching control unit 290.
  • the processing shown in this flowchart is called from the main routine and executed at predetermined intervals, for example.
  • mode switching control unit 290 determines whether or not switch 82 has been operated (step S11). The process of step S11 is the same as the process of step S2. If it is determined that switch 82 has not been operated (NO in step S11), the entire process is returned to the main routine. If it is determined that switch 82 has been operated (YES in step S11), the process of step S12 is executed.
  • step S12 the mode switching control unit 290 determines whether or not the current travel mode is the CD mode (step S12).
  • the process of step S12 is the same as the process of step S1.
  • the “current travel mode” is a travel mode before switching.
  • step S12 When it is determined that the current travel mode is the CD mode (YES in step S12), the mode switching control unit 290 starts a time measurement process (step S13). On the other hand, when it is determined that the current driving mode is not the CD mode (that is, the current driving mode is the CS mode) (NO in step S12), mode switching control unit 290 ends the time measurement process (step S12). S14). When the process of step S13 or step S14 ends, the entire process is returned to the main routine.
  • step S13 When the travel mode is switched from the CD mode (current travel mode) to the CS mode by operating switch 82 (YES in step S11 and YES in step S12), time measurement is started (step S13). ). If time measurement is started and switch 82 is not operated (NO in step S11), time measurement is continued.
  • step S14 When the travel mode is switched from the CS mode (current travel mode) to the CD mode by operating switch 82 again (YES in step S11 and NO in step S12), the time measurement ends (step S14).
  • step S3 if it is determined in step S3 that the predetermined period has not elapsed since the switching point of the travel mode (NO in step S3), the process returns to step S2.
  • the process of step S4 is executed. As described above, the traveling mode is switched from the CD mode to the CS mode by the process of step S4. When the process of step S4 ends, the entire process is returned to the main routine.
  • ECU 30 does not receive a switching instruction (signal MD) for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. Returns the running mode from the CS mode to the CD mode. According to the first embodiment, ECU 30 returns the traveling mode from the CS mode to the CD mode without determining whether or not a switching instruction (signal MD) has been received after a predetermined period has elapsed from the reference time point. Thereby, even when the control line 81 is disconnected while the hybrid vehicle 1000 is traveling in the CS mode, the traveling mode can be returned to the CD mode. Accordingly, it is possible to suppress a decrease in EV travel distance and a decrease in fuel consumption rate.
  • the traveling mode at the start of traveling is the CD mode.
  • the traveling mode may be switched from the CD mode to the CS mode while the hybrid vehicle is traveling.
  • the traveling mode can be returned to the CD mode even when the control line 81 is disconnected while the hybrid vehicle 1000 is traveling in the CS mode. Therefore, the probability that the hybrid vehicle travels in the CS mode in the user's desired section can be reduced.
  • FIG. 14 is an overall block diagram of a hybrid vehicle according to the second embodiment.
  • hybrid vehicle 1010 is different from hybrid vehicle 1000 in that display device 90 is further provided.
  • the configuration of the other part of hybrid vehicle 1010 is the same as the configuration of the corresponding part of hybrid vehicle 1000.
  • the ECU 30 displays the guidance instruction Gcom when the switching instruction (signal MD) is not received for a predetermined period from the reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode.
  • the data is output to the display device 90.
  • the display device 90 displays guidance information about the user's operation in response to the guidance instruction Gcom. Specifically, the information displayed on the display device 90 is information that the operation of the switch 82 is necessary when the user desires to continue traveling in the CS mode. This information is indicated on the display device 90 by characters and / or graphics.
  • the display device 90 is a guide device that guides the operation of the switch in accordance with a guidance instruction Gcom from the ECU 30.
  • a guidance device is not limited to a display device, and may be, for example, an audio output device.
  • FIG. 15 is a functional block diagram illustrating the configuration of the travel control system of hybrid vehicle 1010 included in ECU 30 shown in FIG.
  • mode switching control unit 290 receives a switching instruction (signal MD) for a predetermined period from a reference time point (time t22) when the traveling mode is switched from the CD mode to the CS mode. If not, a guidance instruction Gcom is output.
  • the first embodiment and the second embodiment are different.
  • FIG. 16 is a flowchart illustrating switching control from the CS mode to the CD mode according to the second embodiment. The process shown in this flowchart is called from the main routine at predetermined intervals, for example, and executed by the mode switching control unit 290 (see FIG. 15).
  • step S21 and S22 are added.
  • step S21 and S22 is mainly demonstrated.
  • the processing of the other steps in the flowchart of FIG. 16 is the same as the processing of the corresponding steps in the flowchart of FIG.
  • step S3 when mode switching control unit 290 determines in step S3 that the predetermined period has not elapsed since the switching time of the travel mode (YES in step S3), guidance instruction is given to display device 90.
  • Gcom is output (step S21).
  • the display device 90 displays information indicating that the operation of the switch 82 is necessary when the user desires to continue traveling in the CS mode, using characters and / or figures. For example, when this information is indicated by characters, for example, a message “Please press the switch to continue the CS mode” is displayed on the screen of the display device 90.
  • step S22 the mode switching control unit 290 determines whether or not the switch 82 has been operated.
  • the process of step S22 is the same as the process of step S2.
  • a determination period for example, 1 minute for determining whether or not the switch 82 is operated may be set.
  • the mode switching control unit 290 determines that the switch 82 is not operated when the level of the voltage VMD does not change from the output of the guidance instruction Gcom until the determination period elapses.
  • mode switching control section 290 determines that switch 82 has been operated when the level of voltage VMD has changed since the output of guidance instruction Gcom and before the determination period has elapsed.
  • step S22 If it is determined that switch 82 has been operated (YES in step S22), the process returns to step S1. As a result, the traveling mode is maintained in the CS mode. On the other hand, when it is determined that switch 82 has not been operated (NO in step S22), the process proceeds to step S4. As a result, the traveling mode is switched from the CS mode to the CD mode.
  • the process is executed.
  • the control line 81 is normal and the user wants the hybrid vehicle 1010 to travel in the CS mode
  • the user operates the switch 82.
  • ECU 30 determines that switch 82 has been operated (YES in step S22). As a result, traveling in the CS mode is continued.
  • the control line 81 when the control line 81 is disconnected, the voltage level of the control line 81 does not change. That is, the signal MD is not input to the ECU 30. In this case, ECU 30 determines that switch 82 has not been operated (NO in step S22). Therefore, the ECU 30 returns the traveling mode from the CS mode to the CD mode (step S4). Thereby, it is possible to avoid a decrease in the EV travel distance due to disconnection of the control line 81.
  • FIG. 17 is a diagram illustrating another configuration example of the signal generation circuit.
  • switch 82 is provided between control line 81 and ground node 84, and resistor 83 is connected between control line 81 and ground node 84. This is different from the signal generation circuit 80 in that respect. Even if the signal generation circuit 80 is replaced with the signal generation circuit 80A, the traveling mode switching control in either the first embodiment or the second embodiment can be applied.
  • ECU 30 determines that switch 82 has been operated when a change from the H level to the L level and a change from the L level to the H level occur as changes in the level of voltage VMD. To do. However, the ECU 30 may determine that the switch 82 has been operated only by a change from the H level to the L level. Alternatively, the ECU 30 may determine that the switch 82 has been operated only by a change from the L level to the H level.
  • the internal combustion engine (engine) is shown as the second power source mounted on the hybrid vehicle.
  • the present invention includes a plurality of different types of power sources and the plurality of power sources.
  • the present invention can be applied to a hybrid vehicle having a plurality of driving modes in which usage modes of power sources are different.
  • the second power source is not limited to the internal combustion engine, as long as it is of a different type from the first power source.
  • a fuel cell may be mounted on a hybrid vehicle as the second power source.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un véhicule hybride (1000) qui comprend des première et seconde sources d'alimentation, une section de sortie d'instruction (80), une ligne de commande (81) et une unité de commande électronique (30). La section de sortie d'instruction (80) délivre en sortie une instruction de commutation (MD) pour commuter le mode de déplacement du véhicule hybride (1000) d'un premier mode dans lequel la première source d'alimentation est préférentiellement utilisée pour déplacer le véhicule hybride (1000) à un second mode dans lequel la seconde source d'alimentation est préférentiellement utilisée pour déplacer le véhicule hybride (1000). La ligne de commande (81) transmet l'instruction de commutation (MD). L'unité de commande électronique (30) reçoit l'instruction de commutation (MD) par l'intermédiaire de la ligne de commande (81) pour commuter le mode de déplacement du premier mode au second mode. Lorsque l'unité de commande électronique (30) ne reçoit pas l'instruction de commutation pendant une période de temps prédéterminée depuis un point dans le temps de référence auquel le mode de déplacement est commuté du premier mode au second mode, l'unité de commande électronique (30) ramène le mode de déplacement vers le premier mode depuis le second mode.
PCT/JP2008/073166 2008-12-19 2008-12-19 Véhicule hybride WO2010070761A1 (fr)

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WO2012011176A1 (fr) * 2010-07-22 2012-01-26 トヨタ自動車株式会社 Véhicule entraîné électriquement et son procédé de commande de chargement
JP2017154637A (ja) * 2016-03-02 2017-09-07 トヨタ自動車株式会社 自動車

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JP2001227438A (ja) * 2000-02-16 2001-08-24 Mitsubishi Motors Corp ハイブリッド電気自動車のエンジン始動制御装置
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Publication number Priority date Publication date Assignee Title
WO2012011176A1 (fr) * 2010-07-22 2012-01-26 トヨタ自動車株式会社 Véhicule entraîné électriquement et son procédé de commande de chargement
CN102892615A (zh) * 2010-07-22 2013-01-23 丰田自动车株式会社 电动车辆及其充电控制方法
JP5348326B2 (ja) * 2010-07-22 2013-11-20 トヨタ自動車株式会社 電動車両およびその充電制御方法
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JP2017154637A (ja) * 2016-03-02 2017-09-07 トヨタ自動車株式会社 自動車

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