JP2014143804A - Vehicle - Google Patents

Abstract

A first power source connected to a driving device via a converter, a second power source connected to a power line connecting the converter and the driving device, and a relay capable of opening and closing a power path connecting the second power source and the power line. The second power source is connected to the driving device while suppressing the switching loss of the converter.
When there is a connection request for a second power supply (YES in S10), the ECU is in a switching stop state and there is a deceleration request due to accelerator off (YES in S11 and YES in S12). Puts the motor generator in the drive unit into a regenerative power generation state (S13). When the voltage VH of the power line connecting the converter and the drive device exceeds the voltage VB2 of the second power supply due to the electric power generated at this time (YES in S15), the ECU closes the relay and connects the second power supply to the power line ( S16).
[Selection] Figure 2

Description

  The present invention relates to a vehicle provided with a plurality of power supplies.

  Japanese Patent Laying-Open No. 2011-199934 (Patent Document 1) discloses a drive device including a motor generator and an inverter, a boost converter, and a battery connected to the drive device via the boost converter (hereinafter referred to as “first battery”). And a battery connected to a power line connecting the boost converter and the drive device (hereinafter referred to as “second battery”).

JP 2011-199934 A Japanese Patent No. 4650911 JP 2008-41620 A

  In the electric vehicle disclosed in Patent Document 1, when the connection and disconnection of the second battery and the driving device are configured to be switchable, when the second battery is connected to the driving device, the second battery is switched to the driving device. In order to prevent the inrush current of the second battery, it is desirable that the voltage at the connection destination of the second battery (the voltage of the power line connecting the boost converter and the driving device) is set higher than the voltage of the second battery in advance. As one of the methods, a method of boosting the voltage of the first battery by a boost converter can be considered. However, in this method, since the switching operation of the boost converter is required, there is a concern that the efficiency is deteriorated due to the switching loss.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a first power source connected to the drive device via the voltage converter, and a power line connecting the voltage converter and the drive device. And a relay device capable of opening and closing a power path connecting the second power source and the power line, the second power source is connected to the power line while suppressing a switching loss of the voltage converter. That is.

  A vehicle according to the present invention includes a driving device capable of generating vehicle driving force, a voltage converter, a first power source connected to the driving device via the voltage converter, and a power line connecting the voltage converter and the driving device. A second power source connected to the power source, a relay device capable of opening and closing a power path connecting the second power source and the power line, and a control device for controlling the driving device and the relay device. The control device controls the power generation operation of the drive device so that the voltage of the power line exceeds the voltage of the second power supply before closing the relay device when performing the process of closing the relay device, and the voltage of the power line is controlled by the power generation operation of the drive device. Closes the relay device after the voltage exceeds the voltage of the second power source.

  Preferably, the drive device includes a rotating electrical machine coupled to a drive wheel of the vehicle. When the voltage converter is stopped and there is a vehicle deceleration request, the control device rotates so that the voltage of the power line exceeds the voltage of the second power supply before closing the relay device. The regenerative power generation operation of the electric machine is controlled, and the relay device is closed after the voltage of the power line exceeds the voltage of the second power source by the regenerative power generation operation of the rotating electric machine.

  Preferably, when the control device performs the process of closing the relay device, the voltage of the power line exceeds the voltage of the second power supply before the relay device is closed when the voltage converter is not stopped or there is no vehicle deceleration request. In this way, the voltage converter boosting operation is controlled, and the relay apparatus is closed after the voltage of the power line exceeds the voltage of the second power source by the voltage converter boosting operation.

  Preferably, the drive device includes a rotating electrical machine capable of generating electric power using the power of the internal combustion engine. The voltage converter outputs the voltage of the first power supply to the driving device during the stop. When the voltage converter is faulty, the control device performs precharging to increase the voltage of the power line to the voltage of the first power supply in a state where the voltage converter is stopped. The power generation operation of the rotating electrical machine is controlled to exceed the voltage of the two power sources, and the relay device is closed after the voltage of the power line exceeds the voltage of the second power source by the power generation operation of the rotating electrical machine.

  Preferably, the vehicle further includes a diode provided between the second power source and the power line and having a forward direction from the second power source toward the power line.

  Preferably, the first power source is a first battery. The second power source is a second battery having a higher voltage and a higher capacity than the first battery.

  According to the present invention, the first power source connected to the drive device via the voltage converter, the second power source connected to the power line connecting the voltage converter and the drive device, and the second power source and the power line are connected. In a vehicle including a relay device capable of opening and closing a power path, the second power source can be connected to the power line while suppressing a switching loss of the voltage converter.

1 is an overall block diagram of a vehicle. It is a flowchart (the 1) which shows an example of the process sequence of ECU. It is a figure which shows the change aspect of the system voltage VH at the time of closing SMR2. It is a flowchart (the 2) which shows an example of the process sequence of ECU.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.
[Embodiment 1]
FIG. 1 is an overall block diagram of a vehicle 100 according to the present embodiment. In the present embodiment, vehicle 100 is described as an example of a hybrid vehicle having motor generators 140 and 145 and engine 160 as drive sources. However, the present invention uses power from a plurality of power storage devices. The vehicle may be any vehicle that can be used and traveled, and is not necessarily limited to the hybrid vehicle of the aspect shown in FIG. For example, it may be an electric vehicle or a fuel cell vehicle equipped with a fuel cell.

  Vehicle 100 includes a drive device 105, a converter (voltage converter) 120, power storage devices B1 and B2, relay devices SMR1 and SMR2, capacitors C1 and C2, a diode D10, a control device (Electronic Control Unit, hereinafter). 300 (referred to as “ECU”).

  The drive device 105 includes inverters 130 and 135, a motor generator 140 (hereinafter referred to as “MG1”), a motor generator 145 (hereinafter referred to as “MG2”), a planetary gear device 150, an engine 160, and a drive wheel 170. Including.

  The power storage devices B1 and B2 are DC power sources configured to be chargeable / dischargeable. Power storage devices B1 and B2 are secondary batteries such as lithium ion batteries, nickel metal hydride batteries, or lead storage batteries, for example. Note that the power storage devices B1 and B2 may be configured to include power storage elements such as electric double layer capacitors.

  Power storage device B1 is connected to drive device 105 via converter 120. Power storage device B1 and converter 120 are electrically connected by power lines PL1 and NL1. Converter 120 and driving device 105 are electrically connected by power lines PL2 and NL1. The voltage (inter-terminal voltage) VB1 of the power storage device B1 is, for example, about 200V.

  The power storage device B1 is provided with a voltage sensor and a current sensor (not shown). The voltage sensor detects voltage VB1 of power storage device B1. The current sensor detects a current IB1 input / output to / from power storage device B1. In addition, current sensor 190 is provided in power line PL1. Current sensor 190 detects current IL flowing through reactor L1. These sensors output the detection result to ECU 300.

  SMR1 includes a relay SMR1B provided between the positive terminal of power storage device B1 and power line PL1, and a relay SMR1G provided between the negative terminal of power storage device B1 and power line NL1. Further, relay SMR1P connected in series with current limiting resistor R1 is connected in parallel to relay SMR1G. Each relay included in SMR1 can be individually controlled by a control signal SE1 from ECU 300, and opens and closes an electric power path connecting power storage device B1 and converter 120.

  Resistor R1 and relay SMR1P connected in series are for preventing inrush current from flowing through capacitors C1, C2, converter 120, inverters 130, 135, and the like when power storage device B1 is connected to power lines PL1, NL1. It is. That is, when connecting power storage device B1 to power lines PL1 and NL1, relays SMR1B and SMR1P are first closed, and capacitors C1 and C2 are charged with a current reduced by resistor R1. Hereinafter, such control is also referred to as “precharge”. After precharging, the relay SMR1G is closed and the SMR1P is opened.

  Capacitor C1 is connected between power lines PL1 and NL1, and reduces voltage fluctuation between power lines PL1 and NL1. Voltage sensor 180 detects voltage VL applied to capacitor C1 and outputs the detection result to ECU 300.

  Capacitor C2 is connected between power lines PL2 and NL1, and reduces voltage fluctuation between power lines PL2 and NL1. Voltage sensor 185 detects voltage VH applied to capacitor C2, and outputs the detection result to ECU 300. Since voltage VH is a voltage applied to drive device 105, it will also be referred to as “system voltage VH” below.

  Converter 120 includes switching elements Q1, Q2, diodes D1, D2, and a reactor L1.

  Switching elements Q1, Q2 are connected in series between power line PL2 and power line NL1, with the direction from power line PL2 toward power line NL1 as the forward direction. In this embodiment, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be used as the switching element.

  Antiparallel diodes D1 and D2 are connected to switching elements Q1 and Q2, respectively. Reactor L1 is provided between a connection node of switching elements Q1 and Q2 and power line PL1. That is, converter 120 forms a step-up / step-down chopper circuit.

  Switching elements Q1, Q2 are controlled by control signal PWC from ECU 300, and perform voltage conversion operation between power line PL1 and power line NL1, and between power line PL2 and power line NL1.

  Converter 120 is basically controlled such that switching elements Q1 and Q2 are turned on and off in a complementary manner in each switching period. Converter 120 boosts voltage VL and outputs it to power lines PL2 and NL1 during the boosting operation. As a result, the system voltage VH is higher than the voltage VL. This boosting operation is performed by supplying the electromagnetic energy accumulated in reactor L1 during the ON period of switching element Q2 to power line PL2 via switching element Q1 and antiparallel diode D1.

  Converter 120 steps down system voltage VH and outputs it to power lines PL1 and NL1 during the step-down operation. Thereby, voltage VL becomes a value lower than system voltage VH. This step-down operation is performed by supplying the electromagnetic energy stored in reactor L1 during the ON period of switching element Q1 to power line NL1 via switching element Q2 and antiparallel diode D2.

  The voltage conversion ratio (the ratio of VH and VL) in these step-up and step-down operations is controlled by the on-period ratio (duty ratio) of the switching elements Q1 and Q2 in the switching period.

  When switching element Q1 is fixed in the on state and switching element Q2 is fixed in the off state (hereinafter referred to as “upper arm on state”), the voltage conversion ratio is 1.0 (duty ratio = 100%), that is, VH = VL.

  Further, when both switching elements Q1 and Q2 are fixed in the off state (hereinafter referred to as “gate cutoff state”), the current from power storage device B1 to power line PL2 is allowed by the action of diode D1, Current flowing from power line PL2 to power storage device B1 is interrupted. Therefore, when VL> VH, a current flows from power storage device B1 toward power line PL2, and finally VH = VL. On the other hand, when VL <VH, the current from power line PL2 toward power storage device B1 is interrupted, and the state of VL <VH is maintained.

  The switching operation of the converter 120 is stopped in both the upper arm on state and the gate cutoff state. Therefore, in the following, these states are also referred to as “switching stop states” without distinction.

  Power storage device B2 is connected to power lines PL2 and NL1 connecting converter 120 and drive device 105. Specifically, the positive terminal of power storage device B2 is connected to power line PL2 through power line PL3, and the negative terminal of power storage device B2 is connected to power line NL1 through power line NL3. The power storage device B <b> 2 supplies power to the driving device 105 without going through the converter 120. The voltage (inter-terminal voltage) VB2 of power storage device B2 is, for example, about 400V. The power storage device B2 has a higher voltage and a larger capacity (energy that can be stored) than the power storage device B1.

  The power storage device B2 is provided with a voltage sensor and a current sensor (not shown). The voltage sensor detects voltage VB2 of power storage device B2. The current sensor detects a current IB2 input / output to / from power storage device B2. These sensors output the detection result to ECU 300.

  Power line PL3 is provided with a diode D10 connected with the direction from power storage device B2 toward power line PL2 as the forward direction. By the action of the diode D10, inrush current from the power line PL2 to the power storage device B2 can be prevented while allowing discharge from the power storage device B2 to the power line PL2.

  Note that power storage device B2 cannot be charged with power from power line PL2 due to the action of diode D10. Therefore, power storage device B2 is configured to be chargeable with electric power outside the vehicle. For example, when charging power storage device B2 outside the vehicle, power storage device B2 may be detached from vehicle 100, power storage device B2 may be charged outside the vehicle, and then power storage device B2 may be attached to vehicle 100 again. The vehicle 100 may be provided with a dedicated system for charging while the power storage device B2 is mounted on the vehicle 100.

  SMR2 includes a relay SMR2B provided between the positive terminal of power storage device B2 and power line PL3, and a relay SMR2G provided between the negative terminal of power storage device B2 and power line NL3. Each relay included in SMR2 can be individually controlled by a control signal SE2 from ECU 300, and opens and closes a power path connecting power storage device B2 and power lines PL2 and NL1. Note that the SMR 2 is not provided with a relay with a current limiting resistor.

  Inverters 130 and 135 are connected to converter 120 in parallel with each other. Inverters 130 and 135 are controlled by control commands PWI1 and PWI2 from ECU 300, respectively, and convert DC power output from converter 120 into AC power for driving MG1 and MG2, respectively. Inverters 130 and 135 are, for example, three-phase full-bridge type inverters having U-phase, V-phase, and W-phase upper and lower arms.

  MG1 and MG2 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded.

  The planetary gear device 150 includes a sun gear, a ring gear, a planetary gear, and a carrier (all not shown). The rotor of MG1 is coupled to the sun gear of planetary gear unit 150. The rotor of MG2 is coupled to the ring gear of the planetary gear unit 150, and is also coupled to the drive wheels 170 via a reduction gear (not shown). The crankshaft of engine 160 is coupled to the carrier of planetary gear unit 150.

  The output of engine 160 is controlled by a control command DRV from ECU 300. The output of engine 160 is divided by planetary gear device 150 into power transmitted to MG1 and power transmitted to drive wheels 170.

  Drive wheel 170 is rotated by at least one of the output of MG2 and the output of engine 160 transmitted through planetary gear unit 150. The engine 160, MG1, and MG2 are cooperatively controlled by the ECU 300, whereby the driving device 105 generates a necessary vehicle driving force.

  MG1 can generate power using the power of engine 160 transmitted through planetary gear unit 150. MG1 is used to crank the crankshaft of engine 160 when engine 160 is started. MG2 can generate power (regenerative power generation) using rotational energy of drive wheels 170 when vehicle 100 is decelerated. The electric power generated by MG1 and MG2 is converted into the electric power charged in power storage device B1 by inverters 130 and 135.

  ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, all of which are not shown in FIG. 1, and inputs signals from each sensor and the like, and outputs control signals to each device. 100 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  For example, ECU 300 calculates the state of charge of each of power storage devices B1, B2 (hereinafter also referred to as SOC (State of Charge)) based on voltages VB1, VB2 and currents IB1, IB2 of power storage devices B1, B2. .

  In FIG. 1, one control device is provided as the ECU 300, but for example, a control device may be provided for each function or for each control target device.

  In the vehicle 100 having the above-described configuration, when the user presses a start switch (not shown) to activate the control system of the vehicle 100, the ECU 300 closes the SMR 1 after performing the above-described precharge, and stores the power storage device. B1 is connected to the driving device 105. As a result, the vehicle 100 becomes ready to travel.

  Further, ECU 300 closes SMR 2 as necessary, and connects power storage device B 2 having a large capacity to drive device 105 in addition to power storage device B 1. Thereby, EV travel distance (travelable distance by electric power) can be extended.

  By the way, when closing SMR2, if system voltage VH is lower than voltage VB2 (for example, about 400 V) of power storage device B2, an inrush current may flow from power storage device B2 to drive device 105. In order to prevent such an inrush current, it is necessary to set the system voltage VH to a value higher than the voltage VB2 in advance before closing the SMR2. As one of the methods, a method of boosting the voltage VB1 (for example, about 200V) of the power storage device B1 to a value higher than the voltage VB2 by the boosting operation by the converter 120 (hereinafter, this method is also referred to as “pre-boost”) Can be considered.

  However, this pre-boosting requires a switching operation of the converter 120, and there is a concern about efficiency deterioration due to switching loss.

  Therefore, ECU 300 according to the present embodiment raises system voltage VH by regenerative power generation by MG2 before closing SMR2 when performing connection processing (processing for closing SMR2) of power storage device B2, and system voltage VH causes voltage VB2 to be increased. After that, close SMR2. Thereby, power storage device B2 can be connected to power lines PL2 and NL1 while suppressing the switching loss of converter 120 due to the pre-boost.

  FIG. 2 is a flowchart illustrating an example of a processing procedure of the ECU 300 for realizing the above-described function. The flowchart is repeatedly executed at a predetermined control cycle when the SMR 2 is opened.

  In S10, ECU 300 determines whether or not there is a connection request for power storage device B2. For example, ECU 300 has a request to switch from the HV mode (the mode that travels using the power of both engine 160 and MG2) to the EV mode (the mode that travels using the power of MG2 with engine 160 stopped). Then, it is determined that there is a connection request for power storage device B2.

  When there is no connection request for power storage device B2 (NO in S10), ECU 300 ends the process.

  If there is a connection request for power storage device B2 (YES in S10), ECU 300 determines in S11 whether converter 120 is in a switching stop state or not.

  When converter 120 is in a switching stop state (YES in S11), ECU 300 determines in S12 whether or not there is a deceleration request due to accelerator off. ECU 300 determines that there is a request for deceleration due to accelerator off when the user is not stepping on the accelerator pedal (the amount of accelerator pedal operation is zero).

  If there is a deceleration request due to accelerator off (YES in S12), ECU 300 sets MG2 so that the power balance of drive device 105 (the power balance between MG1 and MG2) is not the power running side but the regeneration side in S13. Operate regenerative power generation. The system voltage VH is boosted by the generated power generated at this time.

  On the other hand, when converter 120 is not in a switching stop state (NO at S11) or when there is no deceleration request due to accelerator off (NO at S12), ECU 300 causes converter 120 to perform a boost operation at S14 (that is, the above-described pre-boosting) Do). As described above, in the present embodiment, when the switching operation of converter 120 has already been performed, or when the user does not desire regenerative power generation (regenerative braking) by MG2, pre-boosting by converter 120 Boost system voltage VH.

  In S15, ECU 300 determines whether or not system voltage VH exceeds voltage VB2 by the VH boosting process in S13 or S14.

  If system voltage VH does not exceed voltage VB2 (NO in S15), ECU 300 ends the process without closing SMR2. If the connection request for power storage device B2 continues thereafter, the VH boosting process in S13 or S14 is continued in the next and subsequent cycles.

  On the other hand, when system voltage VH exceeds voltage VB2 (YES in S15), ECU 300 closes SMR2 in S16. Thereby, power storage device B2 is connected to power lines PL2 and NL1.

FIG. 3 is a diagram showing how the system voltage VH changes when the SMR 2 is closed.
Prior to time t1, SMR2 (SMR2B, SMR2G) is open, and power storage device B2 is disconnected from power lines PL2, NL1.

  When there is a connection request for power storage device B2 at time t1, regenerative power generation by MG2 is started on condition that converter 120 is in a switching stop state and there is a deceleration request due to accelerator off. System voltage VH is boosted by regenerative power generated by MG2.

  When it is detected at subsequent time t2 that system voltage VH has exceeded voltage VB2, SMR2 is closed and power storage device B2 is connected to power lines PL2 and NL1. Thus, in the present embodiment, power storage device B2 can be connected to power lines PL2 and NL1 without performing a boost operation (pre-boost) by converter 120.

As described above, when ECU 300 according to the present embodiment performs the process of closing SMR2, system voltage VH is boosted by regenerative power generation by MG2 before closing SMR2, and SMR2 is increased after system voltage VH exceeds voltage VB2. close up. Thereby, connection processing of power storage device B2 can be performed while suppressing switching loss of converter 120 due to pre-boost.
[Embodiment 2]
In the first embodiment described above, the control based on the assumption that the converter 120 is normal has been described. On the other hand, in the second embodiment, control when converter 120 is abnormal (when normal operation is not possible due to a failure or the like) will be described. Since the structure of vehicle 100 is the same as that of the first embodiment, detailed description thereof will not be repeated here.

  When the user performs an operation to activate the control system of the vehicle 100, if the converter 120 is in an abnormal state, the converter 120 must be in a gate cutoff state. Even when the converter 120 is in the gate cutoff state, the power of the power storage device B1 can be supplied to the driving device 105 via the diode D1 of the converter 120 by closing SMR1. However, since boosting operation by converter 120 cannot be performed, system voltage VH cannot be set higher than voltage VB1 (for example, about 200 V) of power storage device B1. Therefore, the output torque of MG2 is limited compared to when the converter is normal. Further, the EV travel distance is also a short distance depending only on the amount of power stored in the power storage device B1. In view of these points, when converter 120 is abnormal, it is desirable to perform connection processing for power storage device B2 in advance. In this way, the system voltage VH can be increased to the voltage VB2 (about 400 V) of the power storage device B2, and the EV travel distance is extended.

  However, when the converter 120 is abnormal, the boosting operation by the converter 120 cannot be performed. Therefore, connection processing of power storage device B2 (processing for boosting system voltage VH over voltage VB2) cannot be performed by pre-boosting using converter 120.

  Therefore, ECU 300 according to the present embodiment boosts system voltage VH above voltage VB2 by the power generation operation of MG1 using the power of engine 160 when converter 120 is abnormal.

  FIG. 4 is a flowchart showing an example of a processing procedure of ECU 300 according to the present embodiment. This flowchart is executed, for example, when the user presses a start switch (not shown) to activate the control system of vehicle 100.

  In S20, ECU 300 determines whether there is a failure history of converter 120 or not. For example, ECU 300 determines that there is a failure history of converter 120 when abnormality of converter 120 has been determined during the previous trip. Here, the trip represents a travel unit of the vehicle, and means a period from when the control system of the vehicle 100 is started to when it is stopped.

  When there is no failure history of converter 120 (NO in S20), ECU 300 ends the process.

  If there is a failure history of converter 120 (YES in S20), ECU 300 performs the above-described precharge in S21 while converter 120 is in the gate cutoff state. Thereby, the electric power of power storage device B1 is supplied to capacitors C1 and C2 via diode D1, and system voltage VH rises to voltage VB1 (about 200 V) of power storage device B1. That is, the system voltage VH can be raised to the voltage VB1 without performing the process of S22 described later (the power generation operation of MG1 using the power of the engine 160).

  After precharging, ECU 300 starts engine 160 and controls MG1 to generate electric power using the power of engine 160 in S22. The system voltage VH is further boosted from the voltage VB1 by the power generation operation of the MG1.

  In S23, ECU 300 determines whether or not system voltage VH exceeds voltage VB2 by the VH boosting process in S22.

  If system voltage VH does not exceed voltage VB2 (NO in S23), ECU 300 returns the process to S22 and continues the power generation operation of MG1 using the power of engine 160.

  On the other hand, when system voltage VH exceeds voltage VB2 (YES in S23), ECU 300 closes SMR2 and connects power storage device B2 to power lines PL2 and NL1 in S24.

  As described above, when converter 120 is abnormal, ECU 300 according to the present embodiment first raises system voltage VH to voltage VB1 by precharging, and then performs a system operation by power generation operation of MG1 using the power of engine 160. The voltage VH is boosted above the voltage VB2. Therefore, even when converter 120 is abnormal (when pre-boost cannot be performed), power storage device B2 can be connected to power lines PL2 and NL1.

  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.

  100 vehicle, 105 drive device, 120 converter, 130, 135 inverter, 140 motor generator (MG1), 145 motor generator (MG2), 150 power transmission gear, 160 engine, 170 drive wheel, 180, 185 voltage sensor, 190 current sensor , 300 ECU, B1, B2 power storage device, C1, C2 capacitor, D1, D2 diode, L1 reactor, NL1-NL3, PL1-PL3 power line, Q1, Q2 switching element, R1 resistance, SMR1, SMR2 relay device, SMR1P, SMR1B , SMR1G, SMR2G, SMR2B relay.

Claims (6)

A driving device capable of generating vehicle driving force;
A voltage converter;
A first power source connected to the driving device via the voltage converter;
A second power source connected to a power line connecting the voltage converter and the driving device;
A relay device capable of opening and closing a power path connecting the second power source and the power line;
A control device for controlling the drive device and the relay device;
The control device controls the power generation operation of the drive device so that the voltage of the power line exceeds the voltage of the second power supply before closing the relay device when the relay device is closed. A vehicle that closes the relay device after the voltage of the power line exceeds the voltage of the second power source by the power generation operation. The drive device includes a rotating electrical machine coupled to a drive wheel of the vehicle,
When performing the process of closing the relay device, when the voltage converter is stopped and there is a vehicle deceleration request, the control device sets the voltage of the power line to the second power supply before closing the relay device. The regenerative power generation operation of the rotating electrical machine is controlled to exceed the voltage, and the relay device is closed after the voltage of the power line exceeds the voltage of the second power source by the regenerative power generation operation of the rotating electrical machine. Vehicle.   When performing the process of closing the relay device, when the voltage converter is not stopped or when there is no vehicle deceleration request, the control device sets the voltage of the power line to the second power supply before closing the relay device. The boost operation of the voltage converter is controlled to exceed the voltage, and the relay device is closed after the voltage of the power line exceeds the voltage of the second power source by the boost operation of the voltage converter. Vehicle. The drive device includes a rotating electric machine capable of generating electric power using power of an internal combustion engine,
The voltage converter outputs the voltage of the first power supply to the driving device during stoppage,
When the voltage converter is faulty, the control device performs precharging to increase the voltage of the power line to the voltage of the first power supply with the voltage converter stopped, and executes the precharging. The power generation operation of the rotating electrical machine is controlled so that the voltage of the power line later exceeds the voltage of the second power source, and the relay after the voltage of the power line exceeds the voltage of the second power source by the power generation operation of the rotating electrical machine. The vehicle of claim 1, wherein the device is closed.   The vehicle according to claim 1, further comprising a diode provided between the second power source and the power line and having a forward direction from the second power source toward the power line. The first power source is a first battery;
2. The vehicle according to claim 1, wherein the second power source is a second battery having a higher voltage and a larger capacity than the first battery.

Images