CN102387932A - 汽车及其控制方法 - Google Patents
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Abstract
在系统起动前通过充电器利用来自商用电源的电力而使空调装置等辅机工作时,在蓄电池的端子间电压Vb为若对蓄电池充电则可能会对蓄电池进行过充电的电压即阈值Vref以上时,将从充电器供给的电力的供给电压V*形成为比阈值Vref稍小的电压V2(S130),通过来自蓄电池的电力和来自充电器的电力来驱动辅机。由此,在系统起动前,通过充电器利用来自商用电源的电力而使空调装置等辅机工作时,能够抑制蓄电池过充电的情况并能够驱动辅机。
Description
技术领域
本发明涉及汽车及其控制方法,详细而言,涉及具备车载的二次电池、电动机及车载用设备的汽车及这种汽车的控制方法,其中该电动机与连接有二次电池的电池电力系统连接而能够输入输出行驶用的动力,该车载用设备与电池电力系统连接。
背景技术
以往,作为这种汽车,提出有一种具备行驶用的主蓄电池和驱动辅机类的辅机用蓄电池的汽车,其基于主蓄电池的充电开始而开始辅机用蓄电池的充电,以能够可靠地充电的第一规定电压对辅机用蓄电池从充电开始充电至规定时间,在经过了规定时间后,以比第一规定电压低的第二规定电压对辅机用蓄电池充电(例如,参照专利文献1)。由此,该汽车能够具有安全性且可靠地对辅机用蓄电池充电。
专利文献1:日本特开2003-037903号公报
发明内容
在上述的汽车中,在要驱动辅机并对主蓄电池进行充电时,例如,在坐进车辆时为了使乘员室成为舒适的状态而驱动对车辆的乘员室进行空气调和的空调装置并对主蓄电池充电时,会产生如下的情况,若要以规定电压对主蓄电池充电则产生无法驱动辅机的情况,在主蓄电池接近满充电的状态时若继续进行辅机的驱动和主蓄电池的充电则会产生对主蓄电池过充电的情况。
本发明的汽车及其控制方法的主要目的在于,使用来自外部电源的电力来驱动二次电池和辅机时抑制二次电池过充电的情况并使辅机工作。
本发明的汽车及其控制方法为了实现上述的主要目的而采用以下的手段。
本发明的汽车,包括:车载的二次电池;与连接有所述二次电池的电池电力系统连接而能够输入输出行驶用的动力的电动机;与所述电池电力系统连接的车载用设备,其要旨在于,所述汽车包括:
外部电力供给单元,与外部电源连接而能够将来自该外部电源的电力向所述电池电力系统供给;
电压检测单元,检测所述二次电池的端子间电压;
控制单元,在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压为规定电压以上时,该控制单元控制所述外部电力供给单元,以通过从所述二次电池放电的电力和由所述外部电力供给单元供给的电力来驱动所述车载用设备。
该本发明的汽车中,在外部电力供给单元与外部电源连接的状态下驱动车载用设备时二次电池的端子间电压为规定电压以上时,控制外部电力供给单元,以通过从二次电池放电的电力和由外部电力供给单元供给的电力来驱动车载用设备,其中,所述外部电力供给单元能够将来自外部电源的电力向连接有二次电池的电池电力系统供给。由此,能够抑制二次电池被过充电并且能够使车载用设备工作。在此,作为规定电压,可使用作为有可能对二次电池进行过充电的电压而预先设定的电压。作为车载用设备,可以列举进行乘员室的空气调和的空调装置等。
在这样的本发明的汽车中,也可以设定所述控制单元是如下的单元:在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压小于所述规定电压时,该控制单元控制所述外部电力供给单元,以通过由所述外部电力供给单元供给的电力对所述二次电池充电并驱动所述车载用设备。如此,能够对二次电池充电并使车载用设备工作。这种情况下,也可以设定所述控制单元是如下的单元:在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压为所述规定电压以上时,该控制单元控制所述外部电力供给单元,以使得向所述电池电力系统供给的电力的电压成为小于所述规定电压的电压,在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压小于所述规定电压时,该控制单元控制所述外部电力供给单元,以使得向所述电池电力系统供给的电力的电压成为所述规定电压以上的电压。
另外,在本发明的汽车中,也可以设定所述车载用设备是伴随工作状态的设定而进行工作的设备,所述控制单元是在未超过对所述车载用设备设定的工作状态的范围内控制所述车载用设备的单元。如此,能够在不超过车载用设备被设定的工作状态而工作的范围内进行控制。
此外,在本发明的汽车中,也可以设定,包括:发电机,与所述电池电力系统连接而能够输入输出动力;三轴式动力输入输出单元,根据相对于所述内燃机的输出轴、所述发电机的旋转轴、与车轴连结的驱动轴这三轴中的任意两轴输入输出的动力而相对于剩余的轴输入输出动力,所述电动机以相对于所述驱动轴输入输出动力的方式与所述驱动轴连接。
本发明的汽车的控制方法中,所述汽车包括:车载的二次电池;与连接有所述二次电池的电池电力系统连接而能够输入输出行驶用的动力的电动机;与所述电池电力系统连接的车载用设备;与外部电源连接而能够将来自该外部电源的电力向所述电池电力系统供给的外部电力供给单元,所述汽车的控制方法的特征在于,
在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述二次电池的端子间电压为规定电压以上时,控制所述外部电力供给单元,以通过从所述二次电池放电的电力和由所述外部电力供给单元供给的电力来驱动所述车载用设备。
在该本发明的汽车的控制方法中,在外部电力供给单元与外部电源连接的状态下驱动车载用设备时二次电池的端子间电压为规定电压以上时,控制外部电力供给单元和车载用设备,以通过从二次电池放电的电力和由外部电力供给单元供给的电力来驱动车载用设备,其中,所述外部电力供给单元能够将来自外部电源的电力向连接有二次电池的电池电力系统供给。由此,能够抑制二次电池被过充电并且能够使车载用设备工作。在此,作为规定电压,可以使用作为有可能对二次电池进行过充电的电压而预先设定的电压。作为车载用设备,可以列举进行乘员室的空气调和的空调装置等。
在这样的本发明的汽车的控制方法中,也可以设定其特征在于,在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述二次电池的端子间电压小于所述规定电压时,控制所述外部电力供给单元,以通过由所述外部电力供给单元供给的电力对所述二次电池充电并驱动所述车载用设备。如此,能够对二次电池充电并使车载用设备工作。
附图说明
图1是表示本发明的一实施例的混合动力汽车20的简要结构的结构图。
图2是表示在系统起动前进行辅机的驱动时通过混合动力用电子控制单元70执行的辅机驱动时电力供给控制程序的一例的流程图。
图3是表示通过来自充电器56的电力而对蓄电池50充电并驱动空调装置90的情况的说明图。
图4是表示通过来自蓄电池50的电力和来自充电器56的电力来驱动空调装置90的情况的说明图。
图5是表示变形例的混合动力汽车120的简要结构的结构图。
图6是表示变形例的混合动力汽车220的简要结构的结构图。
图7是表示变形例的混合动力汽车320的简要结构的结构图。
图8是表示变形例的混合动力汽车420的简要结构的结构图。
具体实施方式
接下来,使用实施例来说明用于实施本发明的方式。
图1是表示本发明的一实施例的混合动力汽车20的简要结构的结构图。如图所示,实施例的混合动力汽车20包括:发动机22,其作为能够通过汽油或轻油等烃系的燃料而输出动力的内燃机构成;发动机用电子控制单元(以下,称为发动机ECU)24,其对发动机22进行运转控制;行星齿轮30,其中,经由缓冲器28将连结多个小齿轮33的行星轮架34连接于作为发动机22的输出轴的曲轴26,并且经由齿轮机构60及差动齿轮62将作为驱动轴的冕状齿轮轴32a连接于驱动轮63a、63b,该冕状齿轮轴32a连结于冕状齿轮32;电动机MG1,其与行星齿轮30的太阳齿轮31连接并作为同步发电电动机构成;电动机MG2,其经由减速齿轮35而安装于作为驱动轴的冕状齿轮轴32a并作为同步发电电动机构成;逆变器41、42,它们用于驱动电动机MG1、MG2;电动机用电子控制单元(以下,称为电动机ECU)40,其输入来自安装于电动机MG1、MG2的旋转位置检测传感器43、44的信号,对逆变器41、42的未图示的开关元件进行开关控制,从而对电动机MG1、MG2进行驱动控制;蓄电池50,其经由逆变器41、42而与电动机MG1、MG2进行电力的交换并例如作为锂离子二次电池构成;蓄电池用电子控制单元(以下,称为蓄电池ECU)52,其用于管理蓄电池50;充电器56,其使用来自商用电源的交流电力而向连接有蓄电池50的电力系统供给电力;空调装置90,其进行乘员室的空气调和;混合动力用电子控制单元70,其控制车辆整体。
蓄电池ECU52被输入管理蓄电池50所需的信号、例如来自设置在蓄电池50的端子间的电压传感器51a的电池电压Vb、来自在与蓄电池50的输出端子连接的电力线54上安装的电流传感器51b的充放电电流Ib、来自在蓄电池50上安装的温度传感器51c的电池温度Tb等,根据需要而利用通信将与蓄电池50的状态相关的数据向混合动力用电子控制单元70输出。而且,蓄电池ECU52为了管理蓄电池50,基于由电流传感器51b检测到的充放电电流Ib的累计值,而运算此时能够从蓄电池50放电的作为电力量的残余电容(SOC),或基于运算出的残余电容(SOC)和电池温度Tb而运算可以对蓄电池50进行充放电的最大容许电力即输入输出限制Win、Wout。
充电器56具备:AC/DC转换器58,其经由继电器55而与和蓄电池50的输出端子连接的电力线54连接,并将经由电源软线57供给的来自商用电源的交流电力转换成直流电力;DC/DC转换器59,其对来自AC/DC转换器58的直流电力的电压进行转换而向电力线54侧供给。
空调装置90包括用于设定乘员室的空气调和的操作面板92、对空调用的热交换介质进行加压的压缩器94、为了驱动压缩器而与电力线54连接的逆变器96、未图示的送风用风扇、检测乘员室的温度的未图示的温度传感器、基于向操作面板92输入的设定温度或风量及来自温度传感器的乘员室的温度而对逆变器96的开关元件进行开关控制或对送风用风扇进行驱动控制的未图示的电子控制单元等,并根据需要而与混合动力用电子控制单元70通信。
混合动力用电子控制单元70作为以CPU72为中心的微型处理器而构成,除了CPU72之外,还具备存储处理程序的ROM74、临时存储数据的RAM76、未图示的输入输出口及通信口。混合动力用电子控制单元70经由输入口而被输入来自点火开关80的点火信号、来自对换档杆81的操作位置进行检测的档位传感器82的档位SP、来自对油门踏板83的踏入量进行检测的油门踏板位置传感器84的油门开度Acc、来自对制动踏板85的踏入量进行检测的制动踏板位置传感器86的制动踏板位置BP、来自车速传感器88的车速V、来自对外部大气的温度进行检测的外部气温传感器89的外部气温Tout等。而且,从混合动力用电子控制单元70经由输出口而输出对继电器55的驱动信号、对AC/DC转换器58的开关控制信号、对DC/DC转换器59的开关控制信号等。如上所述,混合动力用电子控制单元70经由通信口而与发动机ECU24、电动机ECU40、蓄电池ECU52、空调装置90连接,并与发动机ECU24、电动机ECU40、蓄电池ECU52、空调装置90进行各种控制信号或数据的交换。
如此构成的实施例的混合动力汽车20基于与驾驶员对油门踏板83的踏入量对应的油门开度Acc和车速V而计算应向作为驱动轴的冕状齿轮轴32a输出的要求转矩,并对发动机22、电动机MG1及电动机MG2进行运转控制,以向冕状齿轮轴32a输出与该要求转矩对应的要求动力。作为发动机22、电动机MG1及电动机MG2的运转控制,包括如下模式等:转矩转换运转模式,对发动机22进行运转控制,以从发动机22输出与要求动力相称的动力,并对电动机MG1及电动机MG2进行驱动控制,以利用动力分配合并机构30、电动机MG1及电动机MG2对从发动机22输出的全部动力进行转矩转换而向冕状齿轮轴32a输出;充放电运转模式,对发动机22进行运转控制,以从发动机22输出与要求动力和蓄电池50的充放电所需的电力之和相称的动力,并与蓄电池50的充放电相伴,对电动机MG1及电动机MG2进行驱动控制,以利用动力分配合并机构30、电动机MG1及电动机MG2对从发动机22输出的动力的全部或其一部分进行转矩转换,伴随于此,向冕状齿轮轴32a输出要求动力;电动机运转模式,进行运转控制,以使发动机22的运转停止而将与来自电动机MG2的要求动力相称的动力向冕状齿轮轴32a输出。需要说明的是,转矩转换运转模式和充放电运转模式都是控制发动机22和电动机MG1、MG2以伴随着发动机22的运转而将要求动力向冕状齿轮轴32a输出的模式,因此,以下,可将两者合并考虑作为发动机运转模式。
另外,在实施例的混合动力汽车20中,在到达自己家或预先设定的充电点时,在行驶中进行蓄电池50的充放电的控制,以将蓄电池50的残余电容(SOC)降低成能够充分地进行发动机22的启动的程度,在自己家或预先设定的充电点对车辆进行系统停止后,将电源软线59与商用电源连接,通过充电器56,利用来自商用电源的电力对蓄电池50充电。并且,在蓄电池50的充电后进行系统起动时,在蓄电池50的残余电容(SOC)到达被设定为能够进行发动机22的启动的程度的阈值Shv之前,通过以电动机运转模式下的行驶(电动行驶)优先而行驶的电动行驶优先模式进行行驶,在蓄电池50的残余电容(SOC)到达了阈值Shv以后,通过以发动机运转模式下的行驶(混合动力行驶)优先而行驶的混合动力行驶优先模式进行行驶。
另外,在实施例的混合动力汽车20中,作为通过充电器56利用来自商用电源的电力对蓄电池50进行充电的状态,从空调装置90的操作面板92输入下一次对车辆进行系统起动的预定的时刻和此时的乘员室的温度设定,从而在比系统起动的预定的时刻稍提前时使空调装置90工作而执行使乘员室成为设定温度的系统起动前的空调。以下,将该系统起动前的空调作为具体例子而说明在系统起动前驱动车载的辅机时的电力供给中的动作。
图2是表示在系统起动前进行辅机的驱动时通过混合动力用电子控制单元70执行的辅机驱动时电力供给控制程序的一例的流程图。该程序在充电器56与商用电源连接而驱动辅机时每隔规定时间反复执行。
当执行辅机驱动时电力供给控制程序时,混合动力用电子控制单元70的CPU72首先利用通信而从蓄电池ECU52输入由电压传感器51a检测到的电池电压Vb(步骤S100),并将输入的电池电压Vb与作为可能对蓄电池50过充电的电压而设定的阈值Vref进行比较(步骤S110)。电池电压Vb小于阈值Vref时,判断为即使对蓄电池50充电也不会对蓄电池50进行过充电,设定在阈值Vref以上适合对蓄电池50充电的电压V1作为从充电器56向电力线54供给的电力的供给电压V*(步骤S120),以使电力线54的电压成为供给电压V*的方式控制DC/DC转换器59(步骤S140),结束本程序。此时,空调装置90也在工作中,因此从充电器56向电力线54供给对蓄电池50充电的电力和对空调装置90的压缩器94进行驱动的电力。此时的电力的传递的情况如图3所示。
另一方面,在电池电压Vb为阈值Vref以上时,判断为若对蓄电池50充电则可能会对蓄电池50进行过充电,设定比阈值Vref稍小的电压V2作为从充电器56向电力线54供给的电力的供给电压V*(步骤S130),以使电力线54的电压成为供给电压V*的方式控制DC/DC转换器59(步骤S140),结束本程序。此时,向空调装置90的压缩器94供给从蓄电池50放电的电力和从充电器56向电力线54供给的电力。此时的电力的传递的情况如图4所示。
根据以上说明的实施例的混合动力汽车20,在系统起动前通过充电器56利用来自商用电源的电力而使空调装置90等辅机工作的情况下,蓄电池50的端子间电压(电池电压)Vb为对蓄电池50充电时可能会对蓄电池50进行过充电的电压即阈值Vref以上时,通过将从充电器56向电力线54供给的电力的供给电压V*形成为比阈值Vref稍小的电压V2,而能够利用来自蓄电池50的电力和来自充电器56的电力来驱动辅机。其结果是,在系统起动前,通过充电器56利用来自商用电源的电力而使空调装置90等辅机工作时,能够抑制蓄电池50发生过充电的情况并能够驱动辅机。而且,在系统起动前,利用来自充电器56的电力使空调装置90等辅机工作的情况下,电池电压Vb小于阈值Vref时,通过将从充电器56向电力线54供给的电力的供给电压V*形成为阈值Vref以上的电压V1,而能够利用来自充电器56的电力对蓄电池50充电并驱动辅机。
在实施例的混合动力汽车20中,在系统起动前,利用来自充电器56的电力使空调装置90等辅机工作时,电池电压Vb为阈值Vref以上时,将从充电器56向电力线54供给的电力的供给电压V*形成为比阈值Vref稍小的电压V2,电池电压Vb小于阈值Vref时,将从充电器56向电力线54供给的电力的供给电压V*形成为阈值Vref以上的电压V1,但除此之外,也可以以在辅机的设定范围内进行辅机的驱动的方式控制辅机,以免来自充电器56的电力超过容许电力,或消耗来自充电器56的电力及来自蓄电池50的电力。即,调整辅机的消耗电力。
在实施例的混合动力汽车20中,在系统起动前,利用来自充电器56的电力使空调装置90等辅机工作时,电池电压Vb小于阈值Vref时,将从充电器56向电力线54供给的电力的供给电压V*形成为阈值Vref以上的电压V1而对蓄电池50充电并使辅机工作,但也可以为了优先进行蓄电池50的充电而使辅机的工作停止或不对蓄电池50充电而使辅机工作。
在实施例的混合动力汽车20中,具备发动机22、与发动机22的曲轴26和作为驱动轴的冕状齿轮轴32a连接的行星齿轮30、与行星齿轮30的太阳齿轮31连接的电动机MG1、经由减速齿轮35而安装于冕状齿轮轴32a的电动机MG2,但可以如图5的变形例的混合动力汽车120所例示那样,将电动机MG2的动力与连接有冕状齿轮轴32a的车轴(连接有驱动轮63a、63b的车轴)不同的车轴(图5中的与车轮64a、64b连接的车轴)连接,也可以如图6的变形例的混合动力汽车220所例示那样,具备对转子电动机230,该对转子电动机230具有与发动机22的曲轴26连接的内转子232和与向驱动轮63a、63b输出动力的驱动轴连接的外转子234,将发动机22的动力的一部分向驱动轴传递并将其余的动力转换成电力。而且,还可以如图7的变形例的混合动力汽车320例示那样,经由变速器330在与驱动轮63a、63b连接的驱动轴上安装电动机MG,经由离合器329将发动机22与电动机MG的旋转轴连接,将来自发动机22的动力经由电动机MG的旋转轴和变速器330向驱动轴输出,并将来自电动机MG的动力经由变速器330向驱动轴输出。或者还可以如图8的变形例的混合动力汽车420所例示那样,将来自发动机22的动力经由变速器430向与驱动轮63a、63b连接的车轴输出,并将来自电动机MG的动力向与连接有驱动轮63a、63b的车轴不同的车轴(图8中的与车轮64a、64b连接的车轴)输出。
在实施例中,作为本发明的实施方式,使用混合动力汽车进行了说明,但也可以形成为搭载有输出行驶用的动力的电动机但未搭载发动机的电动汽车的方式。而且,也可以形成为此种汽车的控制方法的方式。
以下说明实施例的主要的要素与发明内容一栏所记载的发明的主要的要素的对应关系。在实施例中,蓄电池50相当于“二次电池”,电动机MG2相当于“电动机”,空调装置90相当于“车载用设备”,充电器56相当于“外部电力供给单元”,电压传感器51a相当于“电压检测单元”,执行图2的辅机驱动时电力供给控制程序的混合动力用电子控制单元70相当于“控制单元”,所述图2的辅机驱动时电力供给控制程序是如下程序:在系统起动前,通过充电器56利用来自商用电源的电力而使空调装置90等辅机工作时,若蓄电池50的端子间电压(电池电压)Vb为对蓄电池50充电时有可能对蓄电池50进行过充电的电压即阈值Vref以上,则控制充电器56,以将从充电器56向电力线54供给的电力的供给电压V*形成为比阈值Vref稍小的电压V2,并利用来自蓄电池50的电力和来自充电器56的电力驱动辅机,在系统起动前,通过来自充电器56的电力而使空调装置90等辅机工作时,若电池电压Vb小于阈值Vref,则控制充电器56,以将从充电器56向电力线54供给的电力的供给电压V*形成为阈值Vref以上的电压V1,通过来自充电器56的电力对蓄电池50充电并驱动辅机。而且,电动机MG2相当于“发电机”,行星齿轮30相当于“三轴式动力输入输出单元”。
在此,作为“蓄电池”,并未限定为作为锂离子二次电池构成的蓄电池50,而能够使用镍氢二次电池或镍镉二次电池、铅蓄电池等各种二次电池。作为“电动机”,并未限定为构成作为同步发电电动机的电动机MG2,只要是感应电动机等能够相对于驱动轴输入输出动力的电动机,就可以是各种类型的电动机。作为“车载用设备”,并未限定为空调装置90,只要是与连接有二次电池的电池电力系统连接而消耗电力的设备,就可以是各种设备。作为“外部电力供给单元”,并未限定为充电器56,只要是能够与外部电源连接而将来自外部电源的电力向电池电力系统供给,就可以是各种外部电力供给单元。作为“电压检测单元”,并未限定为电压传感器51a,只要是检测二次电池的端子间电压的装置,就可以是各种电压检测单元。作为“控制单元”,可以是在系统起动前,通过充电器56利用来自商用电源的电力使空调装置90等辅机工作时蓄电池50的端子间电压(电池电压)Vb为对蓄电池50充电时可能对蓄电池50进行过充电的电压即阈值Vref以上时,控制充电器56以将从充电器56向电力线54供给的电力的供给电压V*形成为比阈值Vref稍小的电压V2,并通过来自蓄电池50的电力和来自充电器56的电力来驱动辅机;在系统起动前,通过来自充电器56的电力而使空调装置90等辅机工作时电池电压Vb小于阈值Vref时,控制充电器56,以将从充电器56向电力线54供给的电力的供给电压V*形成为阈值Vref以上的电压V1,通过来自充电器56的电力对蓄电池50进行充电并驱动辅机;但不限于此,只要是在系统起动前,利用来自充电器56的电力而使空调装置90等辅机工作时电池电压Vb小于阈值Vref时,为了优先进行蓄电池50的充电而使辅机的工作停止,或不对蓄电池50充电而使辅机工作等、在将外部电力供给单元与外部电源连接的状态下驱动车载用设备时二次电池的端子间电压为规定电压以上时,控制外部电力供给单元,以通过从二次电池放电的电力和由外部电力供给单元供给的电力来驱动车载用设备的控制单元,则均适用。
需要说明的是,实施例的主要的要素与发明内容一栏所记载的发明的主要的要素的对应关系是用于具体说明实施例实施发明内容一栏所记载的发明的方式的一例,因此并未限定为发明内容一栏所记载的发明的要素。即,关于发明内容一栏所记载的发明的解释应该基于该栏的记载进行,实施例只不过是发明内容一栏所记载的发明的具体的一例。
以上,使用实施例说明了用于实施本发明的方式,但本发明当然并未限定为这样的实施例,而在不脱离本发明的宗旨的范围内,能够以各种方式来实施。
[工业实用性]
本发明能够利用在汽车的制造产业等中。
Claims (9)
1.一种汽车,包括:车载的二次电池;与连接有所述二次电池的电池电力系统连接而能够输入输出行驶用的动力的电动机;与所述电池电力系统连接的车载用设备,所述汽车包括:
外部电力供给单元,与外部电源连接而能够将来自该外部电源的电力向所述电池电力系统供给;
电压检测单元,检测所述二次电池的端子间电压;
控制单元,在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压为规定电压以上时,该控制单元控制所述外部电力供给单元,以通过从所述二次电池放电的电力和由所述外部电力供给单元供给的电力来驱动所述车载用设备。
2.根据权利要求1所述的汽车,其中,
所述控制单元是如下的单元:在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压小于所述规定电压时,该控制单元控制所述外部电力供给单元,以通过由所述外部电力供给单元供给的电力对所述二次电池充电并驱动所述车载用设备。
3.根据权利要求2所述的汽车,其中,
所述控制单元是如下的单元:在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压为所述规定电压以上时,该控制单元控制所述外部电力供给单元,以使得向所述电池电力系统供给的电力的电压成为小于所述规定电压的电压,在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述检测到的所述二次电池的端子间电压小于所述规定电压时,该控制单元控制所述外部电力供给单元,以使得向所述电池电力系统供给的电力的电压成为所述规定电压以上的电压。
4.根据权利要求1至3中任一项所述的汽车,其中,
所述规定电压是作为有可能对所述二次电池进行过充电的电压而预先设定的电压。
5.根据权利要求1至4中任一项所述的汽车,其中,
所述车载用设备是进行乘员室的空气调节的空调装置。
6.根据权利要求1至5中任一项所述的汽车,其中,
所述车载用设备是伴随工作状态的设定而进行工作的设备,
所述控制单元是在未超过对所述车载用设备设定的工作状态的范围内控制所述车载用设备的单元。
7.根据权利要求1至6中任一项所述的汽车,包括:
发电机,与所述电池电力系统连接而能够输入输出动力;
三轴式动力输入输出单元,根据相对于所述内燃机的输出轴、所述发电机的旋转轴、与车轴连结的驱动轴这三轴中的任意两轴输入输出的动力而相对于剩余的轴输入输出动力,
所述电动机以相对于所述驱动轴输入输出动力的方式与所述驱动轴连接。
8.一种汽车的控制方法,所述汽车包括:车载的二次电池;与连接有所述二次电池的电池电力系统连接而能够输入输出行驶用的动力的电动机;与所述电池电力系统连接的车载用设备;与外部电源连接而能够将来自该外部电源的电力向所述电池电力系统供给的外部电力供给单元,所述汽车的控制方法的特征在于,
在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述二次电池的端子间电压为规定电压以上时,控制所述外部电力供给单元,以通过从所述二次电池放电的电力和由所述外部电力供给单元供给的电力来驱动所述车载用设备。
9.根据权利要求8所述的汽车的控制方法,其特征在于,
在所述外部电力供给单元与所述外部电源连接的状态下驱动所述车载用设备时所述二次电池的端子间电压小于所述规定电压时,控制所述外部电力供给单元,以通过由所述外部电力供给单元供给的电力对所述二次电池充电并驱动所述车载用设备。
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Also Published As
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CN102387932B (zh) | 2014-09-17 |
US9018895B2 (en) | 2015-04-28 |
EP2418114A1 (en) | 2012-02-15 |
EP2418114A4 (en) | 2017-11-01 |
EP2418114B1 (en) | 2019-08-21 |
WO2010116521A1 (ja) | 2010-10-14 |
JPWO2010116521A1 (ja) | 2012-10-18 |
US20120038326A1 (en) | 2012-02-16 |
JP5029781B2 (ja) | 2012-09-19 |
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