JP2008131769A - Power supply circuit control device - Google Patents

Abstract

Charge control of a power storage mechanism in a power supply circuit having a plurality of power storage mechanisms including a precharge circuit is realized with a simple circuit configuration.
An ECU detects the state of a first battery for travel (S1000), and if charging restriction is necessary (YES in S1100), an A-SMRP in a non-energized state is energized and energized. When the state A-SMRG is switched to the non-energized state (S1200) and the release of the charging restriction is necessary (YES in S1400), the energized state A-SMRP is changed to the non-energized state. -A program including a step (S1500) of switching SMRG to an energized state and a step (S2000 to S2500) of performing the same processing as S1000 to S1500 for the second traveling battery is executed.
[Selection] Figure 4

Description

  The present invention relates to a power supply circuit for a vehicle equipped with a traveling motor such as an electric vehicle, a fuel cell vehicle, and a hybrid vehicle, and in particular, a plurality of power storage mechanisms (storage battery (battery, secondary battery), capacitor, etc.) and a load. The present invention relates to a technique for controlling charging and / or discharging in a connected power supply circuit.

  2. Description of the Related Art Conventionally, a hybrid vehicle including a motor that operates with electric energy in addition to an engine that operates with combustion energy is known as a driving force for vehicle travel. The types of hybrid vehicles are large. (1) A series (series) hybrid system in which wheels are driven by motors and the engine operates as a power supply source to the motors, and (2) wheels are driven by both engines and motors. And a parallel (parallel) hybrid system. There is also a so-called parallel series hybrid system that has both of these functions.

  Outside the series hybrid system, the motor is used as an auxiliary drive source that assists the engine output. Such a hybrid vehicle, for example, assists the output of the engine with a motor during acceleration, and performs various controls such as charging the battery or the like with deceleration regeneration during deceleration to ensure the remaining capacity of the battery. However, the driver's request can be satisfied. Such a hybrid vehicle includes a power drive unit (also referred to as a PCU (Power Control Unit)) in order to drive or regenerate a motor. The power drive unit includes a plurality of switching elements, and drives or regenerates the motor by current control using the switching elements. The hybrid vehicle also includes a motor control device that outputs a control signal that causes the switching elements to perform switching.

  The above-described hybrid vehicle is equipped with a battery that stores electric power to be supplied to the motor, the motor is connected to the inverter, and the inverter is connected to the battery. Between the inverter and the battery, an SMR (System Main Relay) for connecting and disconnecting the electrical connection between the inverter and the battery is provided. This SMR includes a positive electrode SMR provided at the positive electrode of the battery, a negative electrode SMR provided at the negative electrode of the battery, and a precharge SMR connected in parallel to the positive electrode SMR and having a resistance connected in series (negative electrode SMR). Even if the electrode does not have a negative polarity, the polarity of the electrode may be reversed. A large-capacity electrolytic capacitor is provided between the terminals on the input side of the inverter so as to smooth the voltage fluctuation and stabilize the operation of the inverter. When driving a hybrid vehicle, the main SMR is closed by closing the ignition switch (positive SMR and negative SMR are closed) to charge the capacitor. However, when the capacitor is directly charged by the battery, a large current flows and the SMR contacts May be damaged. Therefore, first, the precharge SMR is closed and the capacitor is precharged until a predetermined time elapses while limiting the current with a limiting resistor or the like. After the precharge is completed, the main SMR is closed to damage the contact of the SMR. It is preventing. It should be noted that the precharge process is possible as long as one of the electrodes has a circuit for switching between the precharge SMR and the main SMR.

  In addition to the hybrid vehicle described above, there are cases where power is supplied to an electrical load with a plurality of batteries or a plurality of batteries are charged. Although not limited to vehicles, Japanese Patent Laid-Open No. 2000-156934 (Patent Document 1) discloses a power storage that can extend the life of battery units connected in parallel without overcharging them. Disclose the system. This power storage system is a power storage system in which a plurality of battery units are connected in parallel to a commercial power source through a converter, and the power stored in each battery unit is supplied to a load as needed to level the power. In addition, a DC switch is provided for each branch path of each battery unit connected in parallel, and each voltage detector that detects the charging voltage of the battery unit and outputs an open signal of the DC switch based on the detection signal is provided. It is provided for each battery unit.

According to this power storage system, since a DC switch is provided for each branch path of each battery unit, each battery unit can be independently charged with the DC switch. Never become. The charging state of each battery unit is managed by detecting the charging voltage of the battery unit by a voltage detector provided for each battery unit and opening the DC switch based on the detection signal. With the DC switch, each battery unit can be charged independently, so the battery unit will not be overcharged and the battery unit can be extended in life and reliable. Greatly improved.
JP 2000-156934 A

  However, when the power storage system described in Patent Document 1 is applied to a power supply circuit having a precharge circuit, each power supply circuit (including one battery unit) is provided with a precharge relay (at least on one electrode). In addition, a precharge SMR and a main SMR) and a DC switch for each branch point of the battery unit must be provided. The configuration of such a circuit becomes complicated and its control becomes complicated.

  The present invention has been made to solve the above-described problem, and an object of the present invention is to easily perform charge and / or discharge control of a power storage mechanism in a power supply circuit having a plurality of power storage mechanisms including a precharge circuit. It is an object to provide a control device for a power supply circuit that can be realized with a circuit configuration.

  The control device according to the first invention controls a plurality of power supply circuits including a power storage mechanism and a plurality of relays. Each power supply circuit includes a first relay that controls electrical energization / non-energization between the load and one pole of the power storage mechanism, a circuit having a resistor connected in series to the first relay, and a parallel circuit connected to the circuit. Power supply circuit provided in parallel by bringing the first relay into an energized state before energizing the second relay in each power supply circuit at the time of power activation A process of precharging a capacitor provided on the load side of the junction is performed. The plurality of power supply circuits are provided in parallel with the load. In the power supply circuit including the determination unit for determining whether charging / discharging limitation of each power storage mechanism is necessary and the power storage mechanism that is charged / discharge limited, the control device includes the first relay even after precharging. And a control means for putting the second relay in a non-energized state.

  According to the first invention, one power supply circuit is formed by the power storage mechanism and a plurality (two) of relays. The control device controls a plurality of power supply circuits. The control device controls the first relay (with a resistor) to be in an energized state before the second relay in each power supply circuit is in an energized state as precharge processing. Thereafter, the second relay is turned on and the first relay is turned off. When the vehicle is regeneratively braked, power is generated by a load (for example, a motor generator via an inverter), and electric power is charged in each power storage mechanism. Depending on the state of the power storage mechanism, charging limitation may be required to avoid overcharging. Depending on the state of the power storage mechanism, discharge limitation may be necessary to avoid overdischarge. In a power supply circuit including a power storage mechanism that requires such charge / discharge restriction, the first relay (with a resistor) that is in a non-energized state is energized and the second relay is in a non-energized state (this In a power supply circuit including a power storage mechanism that does not require such charge / discharge restriction, the second relay remains energized). That is, among the power supply circuits provided in parallel to the load, the power supply circuit including the power storage mechanism that is not subjected to charge / discharge restriction is connected to the load via the second relay and charge / discharge restriction is performed. A power supply circuit including the power storage mechanism is connected to a load via a first relay (with a resistor). As a result, the power from the load flows through the second relay to the power supply circuit that is not charge-limited, and does not flow through the first relay (with resistance) to the power supply circuit that is charged. In addition, power to the load flows from the power supply circuit that is not discharge-limited via the second relay, and does not flow from the power supply circuit that is discharge-limited via the first relay (with resistance). For this reason, charge / discharge control of a plurality of power storage mechanisms can be performed using an existing precharge circuit. As a result, it is possible to provide a power supply circuit control device capable of realizing charge / discharge control of a power storage mechanism in a power supply circuit having a plurality of power storage mechanisms including a precharge circuit with a simple circuit configuration.

  In addition to the configuration of the first invention, the control device according to the second invention includes means for energizing at least the second relay in the power supply circuit including the power storage mechanism in which the charge / discharge restriction is released. In addition.

  According to the second invention, in the power supply circuit including the power storage mechanism in which charging / discharging is restricted, and after that, the charging / discharging restriction is released, at least the second relay is energized. For this reason, the electric power from the load flows through the second relay to the power supply circuit in which the charging restriction is released, and the power storage mechanism included in the power supply circuit can be charged. Further, power to the load can flow from the power supply circuit whose discharge restriction is released via the second relay, and can be discharged from the power storage mechanism included in the power supply circuit.

  In addition to the structure of 1st invention, the control apparatus which concerns on 3rd invention makes a 1st relay and a 2nd relay into an energized state in the power supply circuit containing the electrical storage mechanism from which charging / discharging restrictions were cancelled | released Means for further including.

  According to the third invention, in the power supply circuit including the power storage mechanism in which charging / discharging is restricted, in which the charging / discharging restriction is subsequently released, the first relay (with resistance) is also the second relay. Is also energized. For this reason, even when it is necessary to keep the first relay (with a resistor) energized after precharging, the power from the load is a power supply circuit in which the charge / discharge restriction is released via the second relay. The power storage mechanism included in the power supply circuit can be charged or discharged from the power storage mechanism included in the power supply circuit.

  In the control device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the load is an inverter, and 1 is provided between the junction of the power supply circuits provided in parallel and the inverter. With a converter. The control device is configured to charge the power storage mechanism using the power generated by the motor generator connected to the inverter and / or to discharge the power from the power storage mechanism to the motor generator connected to the inverter. In this case, a means for controlling the charge / discharge voltage using the converter and a means for selecting the power storage mechanism to be charged / discharged using the first relay are included.

  According to the fourth aspect of the invention, the voltage of the power storage mechanism and the voltage of the load can be adjusted only by providing one converter between the confluence of the power supply circuits provided in parallel and the inverter that is the load. . That is, since one converter is provided at the confluence of the power supply circuits provided in parallel, even if there are a plurality of power supply circuits, the single generator is used to generate power by the motor generator and the inverter. The voltage value of the charging power that has been AC / DC converted can be converted into the rated voltage value of the power storage mechanism, and the voltage value of the discharging power (rated voltage value of the power storage mechanism) can be converted into the rated voltage values of the inverter and the motor generator. Thereby, it is not necessary to provide a converter in each power supply circuit. In addition, the control device sets the first relay (having a resistance) of each power supply circuit to an energized state and sets the second relay (having no resistance) to a non-energized state, thereby restricting charging and discharging. It is possible to prevent charging / discharging power from flowing through the mechanism. For this reason, charge / discharge control of the power storage mechanism can be realized with an easy circuit.

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

<First Embodiment>
With reference to FIG. 1, the control block diagram of the whole hybrid vehicle including the control apparatus according to the present embodiment will be described. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source (running source) for running a vehicle and a generator drive source. . Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. (It is not limited to so-called series type or parallel type hybrid vehicles). Furthermore, the present invention can be applied to electric vehicles and fuel cell vehicles that do not have an engine. In addition, this battery is a nickel metal hydride battery, a lithium ion battery, etc., The kind is not specifically limited. The power storage mechanism may be a capacitor instead of a battery. Furthermore, the number of power supply circuit units including the battery may be two or more.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving First traveling battery 220A and second traveling battery 220B for charging electric power, direct current of first traveling battery 220A and second traveling battery 220B, motor generator 140A (MG (2) 140A), and Of motor generator 140B (MG (1) 140B) A battery control unit (hereinafter referred to as a battery ECU (Electronic Control)) that manages and controls the charge / discharge state (for example, SOC (State Of Charge)) of the first traveling battery 220A. 260), an engine ECU 280 that controls the operation state of the engine 120, an MG_ECU 300 that controls the motor generator 140, the battery ECU 260, the inverter 240, and the like in accordance with the state of the hybrid vehicle, the battery ECU 260, the engine ECU 280, the MG_ECU 300, etc. HV_ECU 320 and the like for controlling the entire hybrid system so that the hybrid vehicle can operate most efficiently.

  In the present embodiment, a boost converter 242 is provided between first traveling battery 220 </ b> A and second traveling battery 220 </ b> B and inverter 240. This is because the rated voltages of the first traveling battery 220A and the second traveling battery 220B are lower than the rated voltages of the motor 140A (MG (2) 140A) and the motor generator 140B (MG (1) 140B). When power is supplied from first traveling battery 220A and second traveling battery 220B to motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B), power is increased by boost converter 242. Boost. When charging, the voltage is stepped down by step-up converter 242, and charging power is supplied to first traveling battery 220A and second traveling battery 220B. In the present embodiment, a control device applied to a power supply circuit having two power supply systems constituted by first traveling battery 220A and second traveling battery 220B will be described. A power supply circuit having the above power supply system may be used.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, as shown by a dotted line in FIG. 1, MG_ECU 300, HV_ECU 320, and battery ECU 260. (For example, ECU 400 in FIG. 3).

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, the engine 120 is rotating. Therefore, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so as to perform the following traveling. For example, the predetermined condition is a condition that the SOC of the first traveling battery 220A is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the first traveling battery 220A can be lowered (the first traveling battery 220A can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, during high-speed traveling, electric power from first traveling battery 220A and / or second traveling battery 220B is further supplied to motor generator 140A (MG (2) 140A) to provide motor generator 140A (MG (2). The driving force is added to the driving wheel 160 by increasing the output 140A). On the other hand, at the time of deceleration, motor generator 140A (MG (2) 140A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the recovered power is used for first traveling battery 220A and / or second traveling. Battery 220B. When the charge amount of first traveling battery 220A and / or second traveling battery 220B decreases and charging is particularly necessary, the output of engine 120 is increased to increase motor generator 140B (MG (1 ) Increase the amount of power generated by 140B) to increase the amount of charge for the first traveling battery 220A and / or the second traveling battery 220B.

  Further, the target SOCs of the first traveling battery 220A and the second traveling battery 220B are normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are, for example, a control upper limit value of 80% and a control lower limit value in order to suppress deterioration of the batteries of the first traveling battery 220A and the second traveling battery 220B. Is set to 30%, and the HV_ECU 320 controls the power generation and regeneration by the motor generator 140 and the motor output so that the SOC does not exceed the upper limit value and the lower limit value via the MG_ECU 300. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  A power supply circuit controlled by the control device according to the embodiment of the present invention will be described with reference to FIG. The power supply circuit includes a first traveling battery 220A and a second traveling battery 220B, a boost converter 242, an inverter 240, a capacitor C (1) 510, a capacitor C (2) 520, and an A-SMRP 500A. Limiting resistor 502A, A-SMRG 504A, B-SMRP 500B, limiting resistor 502B, B-SMRG 504B, and ECU 400. The control device according to the present embodiment is realized by a program executed by ECU 400.

  Inverter 240 includes six IGBTs (Insulated Gate Bipolar Transistors) and six diodes connected in parallel to each IGBT so as to allow current to flow from the emitter side to the collector side of the IGBT. The inverter 240 turns on / off (energizes / cuts off) the gates of the respective IGBTs based on a control signal from the ECU 400, thereby obtaining currents supplied from the first traveling battery 220A and the second traveling battery 220B. The direct current is converted into alternating current and supplied to the motor generator 140. Inverter 240 and IGBT may use a well-known technique, and therefore, detailed description thereof will not be repeated here. In FIG. 3, when motor generator 140A (140B) is for driving, inverter 240 functions as a driving inverter, and when motor generator 140B (140A) is for power generation, inverter 240 is for power generation. Functions as an inverter.

  One boost converter 242 is provided for a plurality (two in this embodiment) of power supply circuits. The traveling battery side from the capacitor C (1) 510 is a junction of the power supply circuits. In this embodiment, as described above, one boost converter 242 is also provided for a plurality of power supply circuits.

  Boost converter 242 includes a reactor 311, NPN transistors 312 and 313, and diodes 314 and 315. One end of the reactor 311 is connected to the power line of the first traveling battery 220A (also the power line of the second traveling battery 220B), and the other end is an intermediate point between the NPN transistor 312 and the NPN transistor 313, that is, Are connected between the emitter of the NPN transistor 312 and the collector of the NPN transistor 313. NPN transistors 312 and 313 are connected in series between the power supply line of inverter 240 and the ground line. The collector of the NPN transistor 312 is connected to the power supply line, and the emitter of the NPN transistor 313 is connected to the ground line. In addition, diodes 314 and 315 for passing a current from the emitter side to the collector side are connected between the collector and emitter of each NPN transistor 312 and 313.

  In step-up converter 242, NPN transistors 312 and 313 are turned on / off by ECU 400 to step up the DC voltage supplied from capacitor C (1) 510 and supply the output voltage to capacitor C (2) 520. Boost converter 242 steps down the DC voltage generated by motor generator 140 and converted by inverter 240 during regenerative braking of a hybrid vehicle or electric vehicle equipped with a motor drive circuit, and to capacitor C (1) 510. Supply. Capacitor C (2) 520 smoothes the voltage of the DC power supplied from boost converter 242 and supplies the smoothed DC power to inverter 240.

  Motor generator 140 is a three-phase AC motor. The rotating shaft of the motor generator 140 is connected to a drive shaft (not shown) of the vehicle as shown in FIG. 2, and transmits driving force to the driving wheels. The vehicle travels with the driving force from motor generator 140.

  Capacitor C (1) 510 is connected in parallel with inverter 240. Capacitor C (1) 510 temporarily accumulates electric charge in order to smooth the electric power supplied from first traveling battery 220A and second traveling battery 220B or the electric power supplied from inverter 240, respectively. The smoothed electric power is supplied to the inverter 240 (during motor travel) or the first travel battery 220A and / or the second travel battery 220B (during regenerative braking).

  A-SMRP 500A and A-SMRG 504A are provided on the negative electrode of first traveling battery 220A. A-SMRP 500A and A-SMRG 504A are connected in parallel. A limiting resistor 502A is connected in series to the A-SMRP 500A. The A-SMRP 500A is a precharge SMR that is connected before the A-SMRG 504A is connected and prevents the inrush current from flowing through the inverter 240. A-SMRG 504A is a negative electrode SMR that is connected in parallel to A-SMRP 500A and limiting resistor 502A, and is connected after precharge is completed. Each SMR is controlled by ECU 400. In addition to these SMRs, a positive electrode SMR may be provided on the positive electrode side of the first traveling battery 220A.

  Similarly, B-SMRP 500B and B-SMRG 504B are provided on the negative electrode of second traveling battery 220B. B-SMRP 500B and B-SMRG 504B are connected in parallel. A limiting resistor 502B is connected in series to the B-SMRP 500B. The B-SMRP 500B is a precharge SMR that is connected in time before the B-SMRG 504B is connected and prevents an inrush current from flowing through the inverter 240. B-SMRG 504B is a negative electrode SMR that is connected in parallel to B-SMRP 500B and limiting resistor 502B, and is connected after precharge is completed. Each SMR is controlled by ECU 400. In addition to these SMRs, a positive electrode SMR may be provided on the positive electrode side of the second traveling battery 220B.

  ECU 400 stores an ignition switch and a start switch (both not shown), an accelerator pedal (not shown) depression amount, a brake pedal (not shown) depression amount, and the like in a ROM (Read Only Memory). The programmed program is executed, and the inverter 240 and each SMR are controlled to drive the vehicle in a desired state. ECU 400 includes an ammeter 222A for detecting current value IB (A) of first traveling battery 220A, a voltmeter 221A for detecting voltage value VB (A) of first traveling battery 220A, and a second traveling. An ammeter 222B for detecting the current value IB (B) of the battery 220B for driving and a voltmeter 221B for detecting the voltage value VB (B) of the second traveling battery 220B are connected. Further, ECU 400 is connected to a voltmeter that detects voltage value VH (inverter voltage) across capacitor C (2) 520.

  The A-SMRP 500A, the B-SMRP 500B, the A-SMRG 504A, and the B-SMRG 504B are relays that close contacts when an exciting current is supplied to the coil. The relationship between the operating states of the A-SMRP 500A, B-SMRP 500B, A-SMRG 504A, and B-SMRG 504B and the positions of the ignition switch and the start switch will be described. When SMR is on, the energized state is indicated, and when SMR is off, the non-energized state is indicated.

  The ignition switch has an OFF position, an ACC position, and an ON position. When the power is shut down, that is, when the ignition switch is in the OFF position, all the A-SMRP 500A, B -SMRP 500B, A-SMRG 504A and B-SMRG 504B are turned off. That is, the excitation current for the coils of A-SMRP 500A, B-SMRP 500B, A-SMRG 504A, and B-SMRG 504B is turned off. Note that the position of the ignition switch is switched in the order of OFF position → ACC position → ON position. The application of the present invention is not limited to such a switch.

  When the hybrid system is activated (when the main power supply is connected), that is, for example, when the driver depresses the brake pedal and pushes the push-type start switch, the ECU 400 first turns on the A-SMRP 500A and B-SMRP 500B to perform precharging. Execute. Since the limiting resistor 502A is connected to the A-SMRP 500A and the limiting resistor 502B is connected to the B-SMRP 500B, the input voltage value VH to the inverter 240 is moderate even when the A-SMRP 500A and the B-SMRP 500B are turned on. As a result, the inrush current can be prevented.

  Note that the control device according to the present embodiment can be applied to the case where the position of the ignition switch does not have such three positions and the case where the start switch also serves as the ignition switch.

  ECU 400 precharges when voltage value VH of inverter 240 reaches about 80% of battery voltage value VB, or when voltage value VH of inverter 240 becomes substantially equal to battery voltage value VB. The charging is completed, A-SMRP 500A is turned off, A-SMRG 504A is turned on, B-SMRP 500B is turned off, and B-SMRG 504B is turned on. The time required for this precharge is set in advance. The set time is called precharge time.

  On the other hand, when the position of the ignition switch is switched from the ON position to the OFF position, ECU 400 turns off A-SMRG 504A and B-SMRG 504B. (A-SMRP 500A and B-SMRP 500B have already been turned off). As a result, the electrical connection between the first traveling battery 220A and the inverter 240 and the electrical connection between the second traveling battery 220B and the inverter 240 are cut off, and the power supply is cut off. At this time, the residual voltage on the drive circuit side is discharged, and the voltage value VH of the inverter 240 gradually converges to about 0 V (breaking voltage). In addition, the voltage value at the time of interruption | blocking does not necessarily need to be 0V, For example, the weak voltage value of about 2-3V may be sufficient.

  The control device according to the present embodiment uses the precharge A-SMRP 500A and the main A-SMRG 504A to control the charging of the traveling battery 220A, the precharge B-SMRP 500B, and the main B-SMRG 504B. Is used to perform charging control of the traveling battery 220B.

  The control device according to the present embodiment includes a CPU (Central Processing Unit) included in the ECU 400 and a memory that is read from the memory and the memory and executed by the CPU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized with software based on the above. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated.

  With reference to FIG. 4, a control structure of a program executed by ECU 400 in order to realize the control device for the power supply circuit according to the present embodiment will be described. This program is a subroutine and is repeatedly executed at a predetermined cycle time. Further, in the flowchart shown in FIG. 4, an on command signal (energization command signal) is output from ECU 400 to A-SMRG 504A and B-SMRG 504B, and an off command signal (non-switched signal) to A-SMRP 500A and B-SMRP 500B. The state in which the energization command signal) is output from the ECU 400 (the state in which the precharge process has already been completed) is assumed to be the initial state.

  In step (hereinafter step is abbreviated as S) 1000, ECU 400 detects the state of first traveling battery 220A. At this time, for example, the SOC of the first traveling battery 220A calculated by integrating the current value IB (A) of the first traveling battery 220A detected by the ammeter 222A or the voltmeter 221A is detected. The overcharge state is detected based on the voltage value VB (A) of the first traveling battery 220A. The detection of the state of first traveling battery 220A is not limited to these. What is necessary is just to be able to judge whether it is necessary to restrict | limit charge to the battery 220A for 1st driving | running | working.

  In S1100, ECU 400 determines whether or not charging restriction on first traveling battery 220A is necessary. For example, when the SOC is equal to or higher than the charge limit threshold, it is determined that the charge limit on first traveling battery 220A is necessary. If it is determined that charging restriction on first traveling battery 220A is necessary (YES in S1100), the process proceeds to S1200. If not (NO in S1100), the process proceeds to S1300.

  In S1200, ECU 400 switches A-SMRP 500A from off (non-energized) to on (energized) and A-SMRG 504A from on (energized) to off (non-energized).

  In S1300, ECU 400 detects the state of first traveling battery 220A. This process is the same as S1000, and after the processes of S1000 and S1200, the process of S1300 is performed after a lapse of a predetermined time (after the time that the state of the first traveling battery 220A changes). You may make it perform. It should be noted that the state of first traveling battery 220A detected in S1300 only needs to be able to determine whether or not it is necessary to cancel the restriction on charging to first traveling battery 220A.

  In S1400, ECU 400 determines whether or not it is necessary to cancel the restriction on charging to first traveling battery 220A. For example, if the SOC is lower than the charge limit threshold by a predetermined value or more (to ensure hysteresis), it is determined that the charge limit for first traveling battery 220A needs to be released. If it is determined that the restriction on charging to first traveling battery 220A needs to be released (YES in S1400), the process proceeds to S1500. If not (NO in S1400), the process proceeds to S2000.

  In S1500, ECU 400 switches A-SMRP 500A from on (energized) to off (non-energized) and A-SMRG 504A from off (non-energized) to on (energized). Thereafter, the process proceeds to S2000.

  In S2000, ECU 400 detects the state of second traveling battery 220B. At this time, for example, the SOC of the second traveling battery 220B calculated by integrating the current value IB (B) of the second traveling battery 220B detected by the ammeter 222B or the voltmeter 221B is detected. The overcharge state is detected based on the voltage value VB (B) of the second traveling battery 220B. The detection of the state of second traveling battery 220B is not limited to these. What is necessary is just to be able to judge whether it is necessary to restrict | limit the charge to the 2nd battery 220B for driving | running | working.

  In S2100, ECU 400 determines whether or not charging restriction on second traveling battery 220B is necessary. For example, when the SOC is equal to or higher than the charge limit threshold, it is determined that the charge limit on second traveling battery 220B is necessary. If it is determined that charging restriction on second traveling battery 220B is necessary (YES in S2100), the process proceeds to S2200. If not (NO in S2100), the process proceeds to S2300.

  In S2200, ECU 400 switches B-SMRP 500B from off (non-energized) to on (energized) and B-SMRG 504B from on (energized) to off (non-energized).

  In S2300, ECU 400 detects the state of second traveling battery 220B. This process is the same as S2000, and after the process of S2000 and S2200, the process of S2300 is performed after a lapse of a predetermined time (after the time that the state of the second traveling battery 220B changes). You may make it perform. It should be noted that the state of second traveling battery 220B detected in S2300 only needs to be able to determine whether or not it is necessary to remove the restriction on charging to second traveling battery 220B.

  In S2400, ECU 400 determines whether or not it is necessary to cancel the restriction on charging to second traveling battery 220B. For example, if the SOC is lower than the charge limit threshold by a predetermined value or more (to ensure hysteresis), it is determined that the charge limit for second traveling battery 220B needs to be released. If it is determined that the restriction on charging to second traveling battery 220B needs to be released (YES in S2400), the process proceeds to S2500. Otherwise (NO at S2400), the process ends.

  In S2500, ECU 400 switches B-SMRP 500B from on (energized) to off (non-energized) and B-SMRG 504B from off (non-energized) to on (energized).

  An operation of ECU 400 that is the control device for the power supply circuit according to the present embodiment based on the above-described structure and flowchart will be described.

(1) Charging restriction on the first traveling battery and no charging restriction on the second traveling battery The state of the first traveling battery 220A is detected (S1000), and the SOC of the first traveling battery 220A is detected. When A reaches the charge limit threshold (YES in S1100), A-SMRP 500A switches from off (non-energized) to on (energized) and A-SMRG 504A switches from on (energized) to off (non-energized). (S1200).

  At this time, the state of the second traveling battery 220B is detected (S2000, S2300), and it is determined that the SOC of the second traveling battery 220B has not reached the charge limit threshold. (NO in S2100 or YES in S2400), B-SMRP 500B is off (non-energized) and B-SMRG 504B is on (energized) (switched in S2500).

  For this reason, the electric power generated by the motor generator 140 is converted into electric power by the inverter 240, and the regenerative electric power that is stepped down to the rated voltage of the traveling battery (in this case, the second traveling battery 220B) by the boost converter 242. Thus, the second traveling battery 220B is charged through the B-SMRG 504B in which the limiting resistor 502B is not connected in series.

  In first traveling battery 220A, a closed circuit is formed by A-SMRP 500A in which limiting resistor 502A is connected in series, and a closed circuit is formed by A-SMRG 504A in which limiting resistor 502A is not connected in series. It has not been. For this reason, the regenerative power flows not to the first traveling battery 220A connected via the limiting resistor 502A but to the second traveling battery 220B connected without passing through the limiting resistor 502B.

  Therefore, it is possible to control the switching of charging of the traveling battery by switching the precharge SMR and the main SMR.

(2) Release of charging restriction on first traveling battery, occurrence of charging restriction on second traveling battery State (1) described above (assuming that the SOC of first traveling battery 220A decreases in this state) When the state of first traveling battery 220A is detected (S1300) and the SOC of first traveling battery 220A is lower than the charge limit threshold by a predetermined value or more (YES in S1400). A-SMRP 500A is switched from on (energized) to off (non-energized), and A-SMRG 504A is switched from off (non-energized) to on (energized).

  At this time, when the state of second traveling battery 220B is detected (S2000) and SOC of second traveling battery 220B reaches the charge limit threshold (YES in S2100), B-SMRP 500B is turned off. B-SMRG 504B is switched from on (energized) to off (non-energized) from (non-energized) to on (energized) (S2200).

  For this reason, the electric power generated by motor generator 140 is converted into electric power by inverter 240, and regenerative power is stepped down to the rated voltage of the traveling battery (in this case, first traveling battery 220 </ b> A) by boost converter 242. Thus, the first traveling battery 220A is charged through the A-SMRG 504A in which the limiting resistor 502A is not connected in series.

  In the second traveling battery 220B, a closed circuit is formed by the B-SMRP 500B in which the limiting resistor 502B is connected in series, and a closed circuit is formed by the B-SMRG 504B in which the limiting resistor 502B is not connected in series. It has not been. For this reason, the regenerative electric power flows not to the second traveling battery 220B connected via the limiting resistor 502B but to the first traveling battery 220A connected not via the limiting resistor 502A.

  Therefore, the precharge SMR and the main SMR can be controlled to be switched, so that the battery for traveling can be switched.

  As described above, in the power supply circuit in which the SMR in which the limiting resistor used in the precharge process is connected in series and the SMR to which the limiting resistor is not connected are connected in parallel to the negative electrode side of the traveling battery. By switching on / off of these SMRs, the charging control of the traveling battery can be executed.

<Modification of the first embodiment>
Hereinafter, a modification of the first embodiment described above will be described. This modification is applied when it is necessary to keep the A-SMRP 500A and B-SMRP 500B, which are SMRs for precharging, on (energized state) after precharging for a specific reason. As such a case, there is one described in Japanese Patent Application No. 2006-281542 related to the same applicant and the same inventor as the present case.

  The control device according to the invention described in Japanese Patent Application No. 2006-281542 controls a power supply circuit including a power storage mechanism and a plurality of relays. This power supply circuit includes a first relay (SMRP) that controls electrical energization / non-energization between a load and one pole (negative electrode) of a power storage mechanism, and a circuit having a resistor connected in series to the first relay And a second relay (SMRG) connected in parallel to the circuit and a third relay (SMRB: this embodiment) that controls electrical energization / non-energization between the load and the other pole (positive electrode) of the power storage mechanism And none in this modification). This control device executes a precharge process that is executed by turning on the first relay and the third relay before putting the second relay and the third relay in the energized state. After the precharge process is completed, the control device sets the second relay in an energized state and maintains the energized state of the first relay. This control device detects the current value of the power storage mechanism after the precharge process is completed, and when it is determined that the detected current value is excessive, the second relay is switched to a non-energized state.

  According to this control device, normally, when the precharge process is completed, the first relay is switched to a non-energized state, and a current flows through the power storage mechanism without passing through a resistor. Is maintained. After the precharge, all of the first relay, the second relay, and the third relay are energized, but the current to the power storage mechanism (also the current from the power storage mechanism) is the first connected to the resistor. It flows not on the first relay side but on the second relay side to which no resistor is connected. If an overcurrent flows through the power storage mechanism in such a state after precharging, the second relay is switched to a non-energized state. Therefore, instead of switching the energized second relay to the non-energized state and switching the energized first relay to the energized state, it is only necessary to switch the energized second relay to the non-energized state. The current to the power storage mechanism can be instantaneously switched to the first relay side to which the resistor is connected. For this reason, an excessively large current value can be reduced instantaneously. This is because the energized state of the first relay is maintained even after precharging. As a result, overcharging of the power storage mechanism can be quickly avoided.

  Even after the precharge, the A-SMRP 500A and the B-SMRP 500B, which are the precharge SMRs, need to be turned on (energized state) for other reasons.

  With reference to FIG. 5, a control structure of a program executed by ECU 400 in order to realize the control device for the power supply circuit according to the present modification will be described. This program is a subroutine and is repeatedly executed at a predetermined cycle time. Further, in the flowchart shown in FIG. 5, an ON command signal (energization command signal) is output from the ECU 400 to the A-SMRG 504A and the B-SMRG 504B, and the A-SMRP 500A and the B-SMRP 500B (already precharge processing). The state where the ON command signal (energization command signal) is output from the ECU 400 is the initial state. In the flowchart of FIG. 5, the same steps as those shown in the flowchart of FIG. 4 are denoted by the same step numbers. The contents of those processes are the same. Therefore, detailed description of these processes will not be repeated here.

  In S3200, ECU 400 switches A-SMRG 504A from on (energized) to off (non-energized) while A-SMRP 500A remains on (energized).

  In S3500, ECU 400 switches A-SMRG 504A from off (non-energized) to on (energized) while A-SMRP 500A remains on (energized).

  In S4200, ECU 400 switches B-SMRG 504B from on (energized) to off (non-energized) while B-SMRP 500B remains on (energized).

  In S4500, ECU 400 switches B-SMRG 504B from off (non-energized) to on (energized) while B-SMRP 500B remains on (energized).

  In this way, even if the A-SMRP 500A and B-SMRP 500B, which are the precharge SMRs, need to be turned on (energized state), the same effect (charge control) as in the above-described embodiment can be obtained. It can be expressed. That is, the electric power generated by the motor generator 140 is converted into electric power by the inverter 240 and becomes regenerative electric power that is stepped down to the rated voltage of the battery for driving by the boost converter 242. For example, SMRP that is SMR for precharging and main power Even if both SMRGs, which are SMRs for use, are on (energized), the traveling battery is charged through the main SMRG for which the limiting resistor is not connected in series.

<Second Embodiment>
In the above-described first embodiment (including the modification), the charging control of the plurality of traveling batteries has been described. However, the application range of the present invention is not limited to such charge control. For example, as in the second embodiment described below, this is a precharge SMR for a battery that is being restricted in discharging (for which discharging is prohibited or restricted) among a plurality of traveling batteries. It is also possible to perform discharge control for limiting the discharge from the battery whose discharge is restricted by turning the SMRP on (energized) and turning off the SMRG provided in parallel to the SMRP (non-energized).

  The first embodiment and the second embodiment are the same except for the flowcharts shown in FIGS. 1 to 3. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 6, a control structure of a program executed by ECU 400 to realize the control device for the power supply circuit according to the present embodiment will be described. (1) This program is a subroutine, and is repeatedly executed at a predetermined cycle time. (2) In the flowchart shown in FIG. 6, A-SMRG 504A and B-SMRG 504B) are turned on. A command signal (energization command signal) is output from the ECU 400, and an off command signal (non-energization command signal) is output from the ECU 400 to the A-SMRP 500A and B-SMRP 500B (the precharge process has already been completed. The point that the state is the initial state is the same as in the first embodiment described above.

  In the flowchart of FIG. 6, the same step numbers are assigned to the same processes as those shown in the flowchart of FIG. The contents of those processes are the same. Therefore, detailed description of these processes will not be repeated here.

  In S11000, ECU 400 determines whether or not discharge limitation from first traveling battery 220A is necessary. For example, if the SOC is equal to or less than the discharge limit threshold value, it is determined that the discharge limit from first traveling battery 220A is necessary. If it is determined that discharge restriction from first traveling battery 220A is necessary (YES in S11000), the process proceeds to S1200. If not (NO in S11000), the process proceeds to S1300.

  In S14000, ECU 400 determines whether or not the restriction on discharge from first traveling battery 220A needs to be released (including the case where the release is possible). For example, if the SOC is higher than the discharge limit threshold by a predetermined value or more (to ensure hysteresis), it is determined that the discharge limit from the first traveling battery 220A needs to be released (can be released). The If it is determined that the discharge restriction from first traveling battery 220A needs to be released (YES in S14000), the process proceeds to S1500. If not (NO in S14000), the process proceeds to S2000.

  An operation of ECU 400 that is the control device for the power supply circuit according to the present embodiment based on the above-described structure and flowchart will be described.

(3) Discharge limit on the first travel battery, no discharge limit on the second travel battery The state of the first travel battery 220A is detected (S1000), and the SOC of the first travel battery 220A When A reaches the discharge limit threshold (YES in S11000), A-SMRP 500A switches from off (non-energized) to on (energized) and A-SMRG 504A switches from on (energized) to off (non-energized). (S1200).

  At this time, the state of the second traveling battery 220B is detected (S2000, S2300), and it is determined that the SOC of the second traveling battery 220B has not reached the discharge limit threshold. (NO in S21000, YES in S24000), B-SMRP 500B is off (non-energized) and B-SMRG 504B is on (energized) (switched in S2500).

  For this reason, the electric power used by motor generator 140 is discharged from second traveling battery 220B through B-SMRG 504B to which limiting resistor 502B is not connected in series. The discharged power is boosted by boost converter 242 from the rated voltage of the traveling battery (in this case, second traveling battery 220B) to the rated voltage of inverter 240 and motor generator 140, and supplied.

  In first traveling battery 220A, a closed circuit is formed by A-SMRP 500A in which limiting resistor 502A is connected in series, and a closed circuit is formed by A-SMRG 504A in which limiting resistor 502A is not connected in series. It has not been. For this reason, the electric power used by the motor generator 140 is not from the first traveling battery 220A connected through the limiting resistor 502A, but from the second traveling battery 220B connected through the limiting resistor 502B. Supplied from

  Therefore, switching between the precharge SMR and the main SMR can be controlled to control the switching of the running battery discharge.

(4) Discharge restriction release of first traveling battery, discharge restriction generated in second traveling battery State (3) described above (assuming that the SOC of first traveling battery 220A increases in this state) When the state of first traveling battery 220A is detected (S1300) and the SOC of first traveling battery 220A is higher than the discharge limit threshold by a predetermined value or more (YES in S14000). A-SMRP 500A is switched from on (energized) to off (non-energized), and A-SMRG 504A is switched from off (non-energized) to on (energized).

  At this time, when the state of second traveling battery 220B is detected (S2000) and SOC of second traveling battery 220B reaches the discharge limit threshold (YES in S21000), B-SMRP 500B is turned off. B-SMRG 504B is switched from on (energized) to off (non-energized) from (non-energized) to on (energized) (S2200).

  For this reason, the electric power used by motor generator 140 is discharged from first traveling battery 220A through A-SMRG 504A to which limiting resistor 502A is not connected in series. The discharged power is boosted by boost converter 242 from the rated voltage of the traveling battery (in this case, first traveling battery 220A) to the rated voltage of inverter 240 and motor generator 140, and supplied.

  In second traveling battery 220B, a closed circuit is formed by B-SMRP 500B in which limiting resistor 502B is connected in series, and a closed circuit is formed by B-SMRG 504B in which limiting resistor 502B is not connected in series. It has not been. For this reason, the electric power used by the motor generator 140 is not from the second traveling battery 220B connected via the limiting resistor 502B, but the first traveling battery 220A connected not via the limiting resistor 502A. Supplied from

  Therefore, it is possible to switch between the discharge-source traveling battery by switching control between the precharge SMR and the main SMR.

  As described above, in the power supply circuit in which the SMR in which the limiting resistor used in the precharge process is connected in series and the SMR to which the limiting resistor is not connected are connected in parallel to the negative electrode side of the traveling battery. By switching on / off of these SMRs, the discharge control of the traveling battery can be executed.

<Modification of Second Embodiment>
Hereinafter, modifications of the above-described embodiment will be described. In this modification, the first modification is applied to discharge control.

  With reference to FIG. 7, a control structure of a program executed by ECU 400 in order to realize the control device for the power supply circuit according to the present modification will be described. (1) This program is a subroutine, and is repeatedly executed at a predetermined cycle time. (2) In the flowchart shown in FIG. 7, A-SMRG 504A and B-SMRG 504B) are turned on. A command signal (energization command signal) is output from the ECU 400, and an off command signal (non-energization command signal) is output from the ECU 400 to the A-SMRP 500A and B-SMRP 500B (the precharge process has already been completed. The point that the state is the initial state is the same as in the first embodiment described above.

The flowchart of FIG.
(A) S1100 in the flowchart of FIG. 5 is changed to S11000 in FIG.
(B) S1400 in the flowchart in FIG. 5 is changed to S14000 in FIG.
(C) S2100 in the flowchart of FIG. 5 is changed to S21000 in FIG.
(D) S2400 in the flowchart in FIG. 5 is changed to S24000 in FIG. The contents of the process with the same step number are the same. Therefore, detailed description of these processes will not be repeated here.

  By doing this, even if it is necessary to turn on the A-SMRP 500A and the B-SMRP 500B, which are the precharge SMRs (energized state), the same effect (discharge control) as in the above-described embodiment is achieved. It can be expressed. That is, the electric power used by the motor generator 140 has a limiting resistor connected in series even if both the SMRP as the precharge SMR and the SMRG as the main SMR are on (energized). The main battery is discharged from the traveling battery through the main SMRG.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a hybrid vehicle including a control device according to a first embodiment of the present invention. It is a figure which shows the motive power division | segmentation mechanism of FIG. It is a figure which shows the structure of the power supply circuit controlled by the control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the modification of the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a control apparatus which concerns on the modification of the 2nd Embodiment of this invention.

Explanation of symbols

  120 Engine, 140 Motor generator, 160 Drive wheel, 180 Reducer, 200 Power split mechanism, 220A First traveling battery, 220B Second traveling battery, 221A, 221B Voltmeter, 222A, 222B Ammeter, 240 Inverter 242 Boost converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 320 HV_ECU, 400 ECU, 500A A-SMRP, 500B B-SMRP, 504A A-SMRG, 504B B-SMRG, 502A, 502B Limiting resistor, 510 Capacitor C (1), 520 Capacitor C (2).

Claims (4)

A control device for a plurality of power supply circuits comprising a power storage mechanism and a plurality of relays, wherein each of the power supply circuits controls electrical energization / non-energization between a load and one pole of the power storage mechanism. And a circuit having a resistor connected in series to the first relay, and a second relay connected in parallel to the circuit, and the second relay in each power circuit when the power is started Before turning on the first relay, the process of precharging the capacitor provided on the load side from the confluence of the power supply circuit provided in parallel is performed by turning on the first relay. The plurality of power supply circuits are provided in parallel to the load,
The controller is
Determining means for determining whether charge / discharge restriction of each of the power storage mechanisms is necessary;
In the power supply circuit including the charge / discharge restricted power storage mechanism, control means for bringing the first relay into an energized state and the second relay into a non-energized state even after the precharge Including a control device. The controller is
2. The control device according to claim 1, further comprising means for bringing at least the second relay into an energized state in a power supply circuit including the power storage mechanism in which the charge / discharge restriction is released. The controller is
2. The control device according to claim 1, further comprising means for energizing the first relay and the second relay in a power supply circuit including the power storage mechanism in which the charge / discharge restriction is released. The load is an inverter, and includes one converter between the junction and the inverter,
The controller is
When charging the power storage mechanism using the power generated by the motor generator connected to the inverter, and at least when discharging the power from the power storage mechanism to the motor generator connected to the inverter, the converter Means for controlling the charge / discharge voltage,
The control apparatus in any one of Claims 1-3 containing the means for selecting the electrical storage mechanism charged / discharged using the said 1st relay.

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