JP2004147460A - Power control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power control device for a vehicle that does not run short of a battery charge amount in parking while suppressing the wasteful fuel consumption of a vehicle. <P>SOLUTION: The control device 15 for the vehicle controls the generation amount of a generator motor 11 so as to make the battery charge amount approximate a traveling charge amount target value that is smaller than the full-charge capacity of a battery 13. When the vehicle is determined to have reached the vicinity of a destination, the battery charge amount is corrected to a parking charge amount that is larger than the traveling charge amount target value by power correction control processing S160. During the travel of the vehicle, the control device 15 for the vehicle can suppress a wasteful increase in generation amount compared with the case of controlling the battery 13 so as to be constantly in a full-charge state, and also can suppress the wasteful fuel consumption. Furthermore, since a battery charge amount when the vehicle reaches the destination is further increased than that in traveling, a battery charge amount at the start of parking can be controlled so as not to be less than a necessary power amount while parking. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle power supply control device that controls a state of charge of a battery provided in a vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, vehicles such as automobiles have been provided with a generator (alternator) that generates electric power by using the driving force of an engine. The generator is connected to various electric loads and a battery (storage battery) provided in the vehicle. Provides power supply.
[0003]
By the way, the battery is provided to output electric power at the time of starting the engine of the vehicle or when the amount of power generated by the generator is insufficient. In such a case, a sufficient amount of charge is provided so that the amount of electric power does not become insufficient. Need to be secured. In order to avoid a shortage of the battery charge, the power generation of the generator is set so that the power generation that can charge the battery can be secured even in the engine state where the power generation of the generator is the lowest. It is better to set it higher.
[0004]
However, if the power generation amount of the generator is set to be high as described above, excessive power generation exceeding the required amount is performed depending on the operation state of the engine, which leads to wasteful consumption of fuel and lowers fuel efficiency. .
Therefore, a vehicle power supply control device (charge control device) configured to control the power generation amount (specifically, the idling speed) of the generator so that the battery charge amount becomes a fully charged state has been proposed. (See Patent Document 1). According to this power supply control device for a vehicle, it is possible to suppress the shortage of the charge amount of the battery and to reduce unnecessary fuel consumption.
[0005]
[Patent Document 1]
JP-A-10-42485 (FIG. 6, paragraphs [0046] to [0049])
[0006]
[Problems to be solved by the invention]
By the way, when the vehicle is parked, the power generation amount of the generator is 0 [W], and the power supply source is only the battery. Therefore, it is desirable that the battery be fully charged when the engine of the vehicle is stopped.
[0007]
On the other hand, when the vehicle is running, it is sufficient that the battery can supply an amount of power that is insufficient for the amount of power generated by the generator. Therefore, when the vehicle is running, it is not necessary to maintain the battery in a fully charged state. That is, when the vehicle is running, the power generation amount of the generator may be set so that the battery is charged with the minimum required charge amount that can compensate for the shortage of the generator.
[0008]
Further, means for regenerative generation of deceleration energy and exhaust energy have been developed.In order to sufficiently receive this regenerative power, the battery is not fully charged during running but rather than fully charged. It is desirable to reduce the number.
On the other hand, as in the conventional vehicle power supply control device described in Patent Document 1, a vehicle that controls the amount of power generated by a generator so that the battery is always fully charged from the start of traveling of the vehicle to the end of traveling. The power supply control device generates electric power exceeding the minimum amount required when the vehicle is running, and wastes fuel.
[0009]
Accordingly, an object of the present invention is to provide a vehicle power supply control device that suppresses unnecessary fuel consumption in a vehicle and does not run out of battery charge during parking.
[0010]
[Means for Solving the Problems]
The invention according to claim 1, which has been made to achieve the above object, provides a driving charge target in which the battery charge amount is set to a value smaller than the full charge capacity in the travel route from the departure point to the correction point. A power supply control device for a vehicle in which the power generation amount control means controls the state of charge of the battery so that the value becomes a value. The power supply control device for a vehicle can suppress an unnecessary increase in the amount of power generation and a useless consumption of fuel, as compared with a device configured to always control the battery to a fully charged state.
[0011]
Further, the vehicle power supply control device uses the charge amount correction means to determine whether the battery charge is greater than the travel charge amount on the travel route after the correction point passage determination means determines that the vehicle has passed the correction point. The state of charge of the battery is controlled so that the amount of charge at the time of parking is large. Thereby, the battery charge at the time of arrival at the destination is increased as compared with the time of traveling, and it is possible to suppress the battery charge at the time of parking start from dropping below the required power during the parking period. .
[0012]
Therefore, according to the vehicle power supply control device of the present invention (claim 1), wasteful consumption of fuel can be suppressed, and the state of battery charge during parking becomes insufficient (so-called “battery exhausted state”). Can be avoided.
When the charge amount correcting means corrects the battery charge amount to the parking charge amount, for example, the charge amount target value may be increased by correcting the charge amount target value. Then, the power generation amount control means controls the power generation amount based on the corrected charge amount target value. As a result, the power generation amount increases, the battery charge amount increases, and the battery charge amount is changed to the parking charge amount. Can be increased.
[0013]
Further, the charge amount correction means may increase the power generation amount controlled by the power generation amount control means, for example, as set forth in claim 3, and set the power generation amount control means based on the target charge amount during traveling. The charge amount correction means increases and corrects the generated power amount of the generator, thereby increasing the power generation amount actually output by the generator and correcting the battery charge amount to the parking charge amount.
[0014]
Further, when the vehicle is provided with a plurality of electric loads, the charge amount correction means reduces or stops operation of at least one of the plurality of electric loads. You may let it. As a result, the power consumption of the vehicle can be reduced, and the proportion of the power consumed by the electric load among the power generated by the generator can be reduced. As a result, the power used by the generator for charging the battery can be reduced. Since the ratio of the power consumed increases, the battery charge amount can be increased and corrected to the parking charge amount.
[0015]
In the case where the operation state of the electric load is changed to correct the increase in the battery charge amount to the parking charge amount, the charge amount correction unit may output the electric power among the plurality of electric loads. By giving priority to an electric load that has a long time until the effect of reducing the consumption or stopping the operation appears, reducing or stopping the power consumption, the user (driver) feels uncomfortable and the vehicle is safe. It is possible to prevent troubles in driving.
[0016]
In the above-described power supply control device for a vehicle (claim 4 or claim 5), as described in claim 6, the electric load that is being controlled by the charge amount correction means to reduce the power consumption or stop the operation. When the operation state determination unit determines that the operation unit is being operated, the correction operation release unit may release the control of the electric load by the charge amount correction unit.
[0017]
That is, during the control of the electric load by the charge amount correction means, when the driver operates an operation unit individually provided for setting the operation state of the electric load, the operation command from the operation unit by the driver is issued. The electric load operates with priority. This makes it possible to change the electric load, which has been temporarily controlled to the stopped state, to the operating state with priority given to the driver's request.
[0018]
Next, in the vehicle power supply control device described above (any one of claims 1 to 6), as described in claim 7, according to the outside air temperature of the destination detected by the outside air temperature detecting means, It is preferable that the charge amount correction unit sets the charge amount during parking. For example, by setting the charge amount at the time of parking by the charge amount correcting means so that the battery charge amount increases as the outside air temperature is low, it is possible to prevent a decrease in the battery output voltage due to a decrease in the outside air temperature, It is possible to suppress the occurrence of a dead battery during parking.
[0019]
In the above-described vehicle power supply control device (in any one of claims 1 to 7), the charge amount correction unit may be configured to control the charge amount correction unit according to the length of the vehicle suspension period at the destination. It is good to set the amount of charge at parking. For example, the charge amount correction means sets the charge amount at the time of parking so that the battery charge amount increases as the vehicle use suspension period becomes longer, so that the battery charge is performed in accordance with the amount of power consumed during the vehicle use suspension period. The amount can be increased, and it is possible to prevent the battery from running out during the vehicle suspension period.
[0020]
In the vehicle power supply control device that sets the amount of charge during parking according to the length of the vehicle use suspension period, for example, as described in claim 9, the past history of the vehicle acquired by the operation history information acquisition unit is obtained. The suspension period setting means may set the length of the vehicle suspension period based on the operation history information. For example, based on past operation history information, if it is determined that the vehicle is not frequently used, the vehicle use suspension period is set short, and if it is determined that the vehicle is frequently used, the vehicle use suspension period is set. By setting the period longer, the vehicle use suspension period can be set to an appropriate time according to the use frequency, and the battery charge amount at the time of arrival at the destination can be set to an appropriate value.
[0021]
In addition, the vehicle power supply control device that sets the amount of charge at the time of parking according to the length of the vehicle use suspension period is, for example, a user of the vehicle acquired by the schedule information acquisition unit as described in claim 10. By configuring the suspension period setting means to set the length of the vehicle suspension period based on the schedule information, the vehicle suspension period can be set to an appropriate time according to the staying time of the user at the destination, The amount of charge during parking can be set to an appropriate value.
[0022]
The vehicle power supply control device that sets the amount of charge during parking according to the length of the vehicle use suspension period is configured to detect a past vehicle use detected by the battery average discharge power detection means. The charge amount correction means may set the parking charge amount based on the average battery discharge power per unit time during the suspension period. That is, by setting the charging amount at the time of parking based on the power consumption amount calculated using the past averaged discharging power of the battery and the vehicle suspension period, the charging amount of the battery is set to an appropriate value that does not cause battery exhaustion. Can be.
[0023]
Next, according to the twelfth aspect, the vehicle power supply control device described above (claims 1 to 11) uses the target attainment determination means to determine whether or not the battery charge amount at the time of arrival at the destination is at the time of parking. If it is determined that the amount has not been reached, the operation continuation notifying unit is configured to notify the user of the continuation of the operation of the engine, thereby continuing the power generation by the generator and increasing the battery charge amount. be able to. As a result, the battery charge amount at the start of the vehicle use suspension period can be increased, and it is possible to prevent the battery from running out.
[0024]
In the above-described power supply control device for a vehicle (claims 1 to 12), the correction point may be a peripheral point of the destination, and if the correction point is a peripheral point of the destination. The battery charge can be increased during the travel time until the vehicle arrives at the destination, so that the battery can be prevented from running out during the parking period. On the route, by generating power so as to reach the target charge amount during traveling, useless fuel consumption can be suppressed.
[0025]
Next, the vehicle power supply control device described above (claims 1 to 13) obtains past operation history information of the vehicle and outputs a destination based on the obtained operation history information, as described in claim 14. By providing destination prediction means for predicting the current operation, even if the vehicle is traveling without the destination being set by the user, the current operation It is possible to extract operation history information that is substantially equivalent to the situation, and predict and set the destination at that time as the current destination.
[0026]
Thus, even when the user does not frequently set a destination, the timing for correcting the battery charge can be set by setting the correction point based on the predicted destination. Can be prevented from becoming unnecessarily large, and unnecessary fuel consumption can be suppressed.
[0027]
Next, an invention according to claim 15, which has been made to achieve the above object, is a vehicle power supply control device provided in a vehicle having a battery, a generator, and a plurality of electric loads, comprising: a power consumption detecting unit. However, the power consumption of each of the plurality of electric loads is detected, and the power consumption notifying unit notifies the power consumption of each of the electric loads detected by the power consumption detecting unit.
[0028]
By using this power supply control device for a vehicle, a user of the vehicle can select an electric load having a large electric power consumption from a plurality of electric loads, and preferentially use such electric loads as the electric power consumption. By reducing or stopping the operation, the power consumption of the vehicle can be reduced, and the ratio of the power consumed by the electric load to the power generated by the generator can be reduced. As a result, the proportion of the power used to charge the battery in the amount of power generated by the generator increases, so that the battery charge can be increased, and wasteful consumption of fuel can be suppressed. Can be prevented from becoming insufficient (so-called “battery exhausted state”).
[0029]
The vehicle power supply control device described above (any one of claims 1 to 14) provided in a vehicle having a battery, a generator, and a plurality of electric loads also has a power consumption as described in claim 16. With the provision of the amount detecting means and the power consumption notifying means, the same advantageous effects as those of claim 15 can be obtained.
[0030]
According to the vehicle power supply control device described above (claim 15 or claim 16), as described in claim 17, the total power consumption obtained by summing the power consumption of the plurality of electric loads exceeds the allowable upper limit value. In such a case, the power consumption notifying means may notify the power consumption of each of the electric loads, so that when the power consumption of the electric load becomes excessive, the most effective electric load for suppressing the power consumption can be obtained. (Driver) can judge the power consumption, and the power consumption in the electric load can be efficiently reduced.
[0031]
Next, the vehicle power supply control device described above (any one of claims 15 to 17) includes a display unit for displaying various information as described in claim 18, and the power consumption notification unit includes: By displaying a plurality of electric loads on the display means in descending order of the power consumption, the driver can identify the electric load having the largest power consumption at a glance, and the identification work is facilitated. The burden on the driver can be reduced.
[0032]
Further, the above-described vehicle power supply control device (any one of claims 15 to 18) includes a display unit for displaying various information, and the power consumption notification unit includes When the power consumption is notified by the power consumption notifying unit, the power consumption may be notified by displaying the electric load on the display unit in descending order of the number of times the power consumption is reduced or the operation is stopped. In other words, it is considered that an electric load that is frequently operated in the past is effective in reducing power consumption, and the user can determine a load to be stopped or reduced without worrying about the numerical value of the power consumption. Since the identification work can be easily performed, the burden on the user (driver) can be reduced.
[0033]
Further, the above-described vehicle power supply control device (any one of claims 15 to 19) may be configured such that, as described in claim 20, the plurality of electric loads for which the power consumption is notified by the power consumption notifying unit are provided. Providing command input means for inputting a command for setting each operation state makes it easier to use the command input means than to operate individually arranged operation units distributed for each electric load. It becomes simple and the burden on the user when operating a plurality of electric loads can be reduced.
[0034]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments to which the present invention is applied will be described with reference to the drawings. It is needless to say that the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.
[0035]
FIG. 1 shows a schematic configuration diagram of a vehicle 1 provided with a vehicle control device 15 of the present embodiment. The vehicle 1 is a so-called hybrid vehicle that generates a driving force by an engine 21 and a motor 11 (generator motor 11). It is.
The vehicle 1 includes a generator motor 11, an AC / DC power converter 12 (hereinafter, also referred to as an inverter 12), a battery 13, an ITS device 14, and a vehicle control device 15 (hereinafter, also referred to as a controller 15) that controls various parts of the vehicle. ), And electrical loads 16 to 18. In FIG. 1, a power line for supplying power is indicated by a thick line, and a signal line for transmitting a control signal and the like is indicated by a thin line among wirings connecting the respective units.
[0036]
The generator motor 11 is a three-phase synchronous machine that is interposed between the engine 21 and a transmission 22 with a clutch and is driven by a crankshaft. The vehicle 1 travels by transmitting the driving force generated by the engine 21 to the driving wheels 23 via the generator motor 11 and the transmission 22.
[0037]
The AC / DC power conversion unit 12 includes a three-phase inverter circuit that is provided between the generator motor 11 and the battery 13 and that can perform AC / DC bidirectional conversion. Adjust the transmission power. The AC-DC power converter 12 corresponds to the generator in the claims together with the generator motor 11.
[0038]
The battery 13 stores the electric power generated by the generator motor 11 and supplies electric power to each part of the vehicle 1 such as the electric loads 16 to 18.
The vehicle 1 is a hybrid vehicle as described above, and employs a method of converting deceleration energy into electricity by a generator and recovering the decelerated energy at the time of deceleration of the vehicle for the purpose of improving fuel efficiency. 13 is charged. For this reason, the battery 13 at the time of running the vehicle is controlled such that the charged amount is in an intermediate state (the charged amount at the time of running), which is smaller than the full charged capacity, in order to secure a free space for charging the regenerative energy. I have. Note that a power generation amount control process described later, which is executed by the controller 15, controls the charge amount of the battery 13 during traveling.
[0039]
The ITS device 14 has a liquid crystal panel as a display unit, and is provided with a car navigation function (hereinafter, also referred to as a car navigation function) that can guide the vehicle traveling route and determine the current position of the vehicle. I have. The liquid crystal panel includes a touch input operation panel as input means.
[0040]
The controller 15 is mainly composed of a microcomputer (hereinafter, also referred to as a microcomputer), has a function as a power supply control device (power supply controller) for controlling the charge amount of the battery 13, and an engine controller for controlling the engine 21. A generator motor controller for controlling the generator motor 11, an electric load controller for controlling the electric loads 16 to 18, a transmission controller for controlling the transmission 22, an ITS device controller for controlling the ITS device 14, and an AC / DC power converter 12. Is a control device having a function as a power conversion unit controller for controlling the power supply.
[0041]
The electric loads 16 to 18 are electric devices that operate by being supplied with electric power. The electric load 16 is a seat heater, the electric load 17 is an air conditioner, and the electric load 18 is a fog lamp.
Since the basic operations of the generator motor 11 and the AC / DC power converter 12 are already known, description thereof will be omitted.
[0042]
Further, the vehicle 1 of the present embodiment has a configuration in which the generator motor 11 is directly connected to a crankshaft (not shown) of the engine 21 as shown in FIG. 1, but is similar to a conventional alternator (generator). The present invention can also be applied to a vehicle configured to be connected via a belt or connected via a gear. Further, in this embodiment, a vehicle configured with one type of battery will be described. However, the present invention can be applied to a vehicle configured with a plurality of batteries.
[0043]
Next, various control processes executed as internal processes of the controller 15 will be described.
First, the controller 15 performs a battery charge detection process of detecting the output voltage of the battery 13 and detecting the battery charge of the battery 13 based on the detected voltage value at each predetermined charge detection cycle. . The vehicle 1 is provided with a voltage detection circuit (not shown in FIG. 1) for detecting the output voltage of the battery 13, and the controller 15 controls the battery 13 based on a detection result signal output from the voltage detection circuit. Detect output voltage.
[0044]
Although the present embodiment employs a method of calculating the amount of charge from the detected voltage, a known technique of calculating the amount of charge from the voltage and the current may be used.
Further, the controller 15 sets the battery charge of the battery 13 to a range of charge target value (SOC (State Of Charge) target value) (for example, 50 to 70%) based on the detection result in the battery charge detection process. Thus, a power generation amount control process for controlling the power generation amount of the generator motor 11 is executed.
[0045]
Next, a power supply correction control process executed as an internal process of the controller 15 to perform the correction control of the battery charge amount of the battery 13 will be described. Note that the power supply control process is repeatedly executed at regular intervals (for example, at every 5 [min] period). FIG. 2 is a flowchart showing the content of the power supply correction control process.
[0046]
When the power supply correction control process is started, first, in S110 (S represents a step), a process of detecting a destination of the vehicle is performed by activating a destination detection process as a subroutine. FIG. 3 is a flowchart showing the details of the destination detection process.
[0047]
When the destination detection process is started, in S210, it is determined whether or not the destination of the vehicle is set in the car navigation function of the ITS device 14, and if a positive determination is made, the process proceeds to S220, and a negative determination is made. If so, the process moves to S230.
When the determination at S210 is affirmative, and the process proceeds to S220, at S220, a process of fetching the destination from the ITS device 14 and setting the fetched destination as a destination used in the process of S120 described later is performed.
[0048]
When a negative determination is made in S210 and the process proceeds to S230, in S230, it is determined whether the current position of the vehicle is in the vicinity of the regular parking lot of the vehicle 1 and whether or not the vehicle 1 is traveling toward the regular parking lot. If the determination is affirmative, the process proceeds to S240, and if the determination is negative, the process proceeds to S250. At this time, the current position of the vehicle is obtained from the ITS device 14.
[0049]
The regular parking lot is a contracted parking lot at home or in the vicinity of home, and is set in advance by a user via a touch input operation panel of the ITS device 14 or the like. If a regular parking lot is not set by the user, a place frequently parked for a long time is automatically determined from past operation history information (history information including travel route, day of the week, time, etc.). You may set as a regular parking lot.
[0050]
When the determination in S230 is affirmative and the process proceeds to S240, in S240, a process of setting the regular parking lot as a destination used in the process of S120 described later is performed.
When a negative determination is made in S230 and the process proceeds to S250, in S250, the past operation history information of the vehicle is acquired from the storage unit (memory, hard disk, or the like) provided in the controller 15, and the destination predicted based on the acquired operation history information is acquired. Is set as the current destination. In other words, from the past operation history information, operation history information that matches (substantially equivalent) with the current operation status (status such as travel route, day of the week, time, etc.) is extracted, and the destination at that time is Is performed, and a process of setting the predicted destination as a destination used in the process in S120 described below is performed.
[0051]
At this time, if the destination cannot be predicted, the destination is not set, the destination is not set (blank state), and the process in S250 ends. Since the destination detection process is repeatedly started by the power supply correction control process that is periodically executed, the destination is set by the process in S250 at least when the destination can be predicted.
[0052]
The operation history information of the vehicle is recorded in the storage unit by an operation history collection process separately executed as an internal process of the controller 15.
When any one of S220, S240, and S250 ends, the destination detection process ends, and the process returns to the power correction control process. That is, the destination detection processing performs processing for setting the destination used in S120 of the power supply correction control processing.
[0053]
Next, in S112 of the power supply correction control processing, it is determined whether or not the destination has been set in the above-described destination detection processing. If the determination is affirmative (if the destination has been set), the processing proceeds to S120. When the determination is negative (when the destination is not set), the process proceeds to S114.
[0054]
When a negative determination is made in S112 and the process proceeds to S114, in S114, a process of setting a default value (for example, 50 to 70%) to the charge amount target value (SOC target value) used in the above-described power generation amount control process is performed. . Then, when the processing in S114 ends, the power supply correction control processing ends.
[0055]
When the affirmative determination is made in S112 and the process proceeds to S120, in S120, it is determined whether or not the current position of the vehicle is around the destination. If the affirmative determination is made, the process proceeds to S130, and if the negative determination is made. To S122. At this time, the current position of the vehicle is acquired from the ITS device 14, and the destination uses the destination set in the above-described destination detection processing.
[0056]
In addition, the vicinity of the destination means an area where the distance from the destination is within a range of up to about several km, or an area where the travel time to the destination is within a predetermined time (for example, about 10 minutes). ing. The boundary line (boundary point) representing the area (area) around the destination corresponds to the correction point described in the claims, and is set in the middle of the traveling route from the departure point to the destination. ing. The correction point is set so that the time required to move to the destination is equal to the time required to increase the battery charge of the battery 13 from the target charge during travel to the charge during parking described later. It is a point around.
[0057]
When a negative determination is made in S120 and the process proceeds to S122, a process of setting the SOC target value to a low value (for example, 20 to 70%) is performed in S122. Then, when the processing in S122 ends, the power supply correction control processing ends.
In the present embodiment, a value having a predetermined width is set as the SOC target value. However, in another embodiment, a value limited to one point is used instead of a value having the above-described width. It can be set as a target value. For example, as the value limited to one point, an average value of the values having the above range may be used, and a low value is set as the SOC target value by a default value of 60% (average value of 50 to 70%). In this case, the SOC target value can be set to 45% (average value of 20 to 70%).
[0058]
When the determination at S120 is affirmative and the process proceeds to S130, a process of reducing the power consumption of the electric load is performed at S130 by activating a load control process as a subroutine. FIG. 4A is a flowchart showing the processing content of the load control processing.
[0059]
When the load control process is started, in S310, the time required until the parking start time of the vehicle is predicted based on information such as the distance from the current position of the vehicle to the destination, and the time until the parking start is determined. Then, the timer starts counting down the count variable T_cd so as to measure the estimated required time.
[0060]
At S320, an interrupt command for starting a countdown interrupt process for reducing or stopping the power consumption of a predetermined electric load is output. At this time, as the target electric load, an electric load that has a long time until the influence of the reduction of the power consumption or the operation stop appears or an electric load that does not hinder the traveling safety of the vehicle is set.
[0061]
When an interrupt command for starting the countdown interrupt processing is output, the processing in S320 ends, and the load control processing ends.
The countdown interrupt processing started by the processing of S320 includes a countdown interrupt processing for the seat heater for stopping the seat heater 16 and a countdown interrupt for the air conditioner for reducing or stopping the output of the compressor of the air conditioner 17. Processing. FIG. 4B is a flowchart showing the contents of the seat heater countdown interrupt processing, and FIG. 4C is a flowchart showing the contents of the air conditioner countdown interrupt processing.
[0062]
When the countdown interrupt process for the seat heater is started, in S330, it is determined whether or not the count variable T_cd is less than 400 [sec]. If an affirmative determination is made, the process proceeds to S335, and a negative determination is made. In this case, the same step is repeatedly executed to wait until the count variable T_cd becomes less than 400 [sec].
[0063]
When the affirmative determination is made in S330 and the process proceeds to S335, it is determined in S335 whether or not the heater operation switch for operating the seat heater is being operated by the driver. ), The process proceeds to S345, and if a negative determination is made (no operation is performed), the process proceeds to S340.
[0064]
When a negative determination is made in S335 and the process proceeds to S340, in S340, the process of stopping the operation of the seat heater is performed by stopping the energization of the seat heater. When the process in S340 ends, the process returns to S335.
When the affirmative determination is made in S335 and the process proceeds to S345, in S345, a process of canceling the control of stopping the energization of the seat heater is performed. Thereby, the operation command of the heater operation switch by the driver is prioritized, and the operation state of the seat heater is set.
[0065]
That is, in the seat heater countdown interrupt process, when the time required until the parking start time is less than 400 [sec], the process for forcibly stopping the seat heater and reducing the power consumption in the vehicle is performed. .
Then, when the driver operates the heater operation switch to operate the seat heater again, the seat heater is operated in accordance with the driver's intention by controlling to cancel the stop operation in S340. I can do it.
[0066]
When the air conditioner countdown interrupt process is started, in S350, it is determined whether or not the count variable T_cd is less than 300 [sec]. If the determination is affirmative, the process proceeds to S360, and the determination is negative. In this case, the same step is repeatedly executed to wait until the count variable T_cd becomes less than 300 [sec].
[0067]
When the determination at S350 is affirmative and the process proceeds to S360, a process of reducing the output of the compressor of the air conditioner is performed at S360.
In subsequent S370, it is determined whether or not the count variable T_cd is less than 200 [sec]. If the determination is affirmative, the process proceeds to S380. If the determination is negative, the same step is repeatedly performed. Wait until the count variable T_cd becomes less than 200 [sec].
[0068]
When the determination at S370 is affirmative and the process proceeds to S380, a process of stopping the compressor of the air conditioner is performed at S380.
In other words, the air conditioner countdown interrupt process reduces the power consumption of the air conditioner by reducing the output of the compressor when the time required until the parking start time is less than 300 [sec]. When the required time until the time is less than 200 [sec], a process of reducing the power consumption of the air conditioner to 0 [W] by stopping the compressor is performed.
[0069]
When the load control processing ends, the processing shifts to the power supply correction control processing again, and S140 is executed.
In S140, a process of predicting a parking period at a destination is performed by activating a parking period prediction process as a subroutine. FIG. 5 is a flowchart showing the processing content of the parking period prediction processing.
[0070]
When the parking period prediction process is started, in S410, it is determined whether or not the destination is a resort facility. If the determination is affirmative, the process proceeds to S450, and if the determination is negative, the process proceeds to S420. Transition. In S420, it is determined whether or not the destination is a resort facility using the facility information of the car navigation function of the ITS device 14.
[0071]
When a negative determination is made in S410 and the process proceeds to S420, it is determined in S420 whether or not the destination is around the airport. If an affirmative determination is made, the process proceeds to S450; if a negative determination is made, S430 is performed. Move to In S420, it is determined whether or not the destination is around the airport by using the facility information of the car navigation function of the ITS device 14.
[0072]
When a negative determination is made in S420 and the process proceeds to S430, in S430, it is determined whether or not the destination is a regular parking lot. When an affirmative determination is made, the process proceeds to S440, and when a negative determination is made, The process moves to S460.
When the determination in S430 is affirmative and the process proceeds to S440, in S440, the past operation history information of the vehicle is acquired from the storage unit (memory, hard disk, or the like) provided in the controller 15, and the vehicle operation is performed based on the acquired past operation history information. It is determined whether or not the usage frequency per week is equal to or less than a predetermined reference number of times. If the determination is affirmative, the process proceeds to S450, and if the determination is negative, the process proceeds to S460. That is, in S440, the parking time is predicted based on the frequency of use. For example, when the number of times of determination is set to 1, the affirmative determination is made when the frequency of use per week is 1 or less. Will be done.
[0073]
When a positive determination is made in S410, a positive determination is made in S420, or a positive determination is made in S440 and the process proceeds to S450, in S450, a process of setting the predicted parking period Tp to the long-term parking time T0 (for example, one month). Do.
In addition, when a negative determination is made in S430 or a negative determination is made in S440 and the process proceeds to S460, in S460, a process of setting the predicted parking period Tp to the short-term parking time T1 (for example, one week) is performed.
[0074]
When the process in S450 or S460 ends and the process proceeds to S470, in S470, a process of reading the schedule information of the user (user) and correcting the predicted parking period Tp based on the read schedule information is performed. For example, when an accurate parking time can be read from the schedule information, the parking time is set in the predicted parking period Tp, and the correction processing of the predicted parking period Tp is performed. More specifically, when the destination is a two-week travel schedule at the airport, the parking prediction period Tp is set to two weeks. Further, even when the accurate parking time cannot be read from the schedule information, if the approximate parking time can be estimated, the parking prediction period Tp is corrected by bringing the parking prediction period Tp closer to the estimated parking time. Perform processing.
[0075]
As the schedule information, for example, information input by the user from the touch input operation panel of the ITS device 14 may be read, or the schedule information of the user recorded in a mobile phone, a PDA, an electronic organizer, or the like may be transmitted. Information acquired via a line or the like may be read.
[0076]
In this way, by correcting the predicted parking period Tp at the destination based on the stay time included in the schedule information, the predicted parking period Tp is set to an appropriate time according to the user's stay time at the destination. Thus, the amount of charge of the battery 13 at the time of parking start can be set to an appropriate value that does not easily cause a dead battery.
[0077]
Note that the predicted parking period Tp corresponds to a vehicle use suspension period described in the claims.
When the processing in S470 ends, the parking time prediction processing ends, and the processing shifts to the power supply correction control processing again.
[0078]
In the next step S150, a process of reading the current date recorded in the ITS device 14 and the outside air temperature detected by a temperature sensor provided outside the vehicle 1 is performed.
In S160, a process of correcting the target charge amount (SOC (State Of Charge) target value) used in the above-described power generation amount control process to a charge amount during parking that is larger than the target charge amount during traveling is performed. By correcting the charge amount target value in this manner, the power generation amount of the generator motor 11 controlled by the power generation amount control process increases, and the battery charge amount of the battery 13 is corrected to increase.
[0079]
In S160, the parking prediction period Tp set by the parking period prediction process in S140, the current date and the outside temperature read in S150, and the average battery discharge power per unit time during the parking period are used. When the charging amount is set. Specifically, first, a parking power is calculated by multiplying the estimated parking period Tp by the average battery discharge power, and the calculated reference power is corrected according to the current date and the outside temperature. When the charging amount is set. At this time, when the season determined from the current date is winter, the parking charge is increased and corrected, and when the season is summer, the parking charge is reduced and corrected. When the outside air temperature increases, the parking charge amount is reduced and corrected, and the final parking charge amount is set.
[0080]
Note that the controller 15 performs the battery average discharge power detection process during the parking period of the vehicle. In the battery average discharge power detection process, the unit 15 during the parking period is based on the current value and the voltage value output from the battery. The process of detecting the average battery discharge power per time is executed.
[0081]
When the processing in S114, S122 or S160 ends, the power supply correction control processing ends.
In the vehicle 1 including the vehicle control device 15 (controller 15) that executes such power supply correction control processing, after the vehicle arrives near the destination, the charge amount target value is corrected to reduce the charge amount of the battery 13. By performing the increase correction, it is possible to prevent the battery from running out during parking at the destination.
[0082]
Next, a description will be given of a load power control process executed as an internal process of the controller 15 in order to reduce and control the amount of electric power consumed by the electric load to correct and control the battery charge amount of the battery 13. Note that the load power control processing is repeatedly executed at regular intervals (for example, at every 5 [min] cycle), and FIG. 8 shows a flowchart showing the processing contents of the load power control processing.
[0083]
When the load power control process is started, first, in S810, the power consumption of all the electric loads provided in the vehicle 1 is detected. As a detection method, for example, there is a method of detecting a current value flowing through each electric load, and multiplying the value by a voltage applied to each electric load, thereby detecting a power consumption. Alternatively, it is identified whether each electric load is in an operating state or a stopped state, the rated power of the operating electric load is estimated as the power consumption, and the power consumption of the stopped electric load is 0 [ W] may be executed as internal processing of the controller 15.
[0084]
In the next S820, it is determined whether or not the total value of the power consumption detected in S810 (total power consumption) is larger than a preset allowable upper limit value. Then, if a negative determination is made, the load power control process ends. Note that step S820 is provided as power consumption allowance determination means, and the allowable upper limit is set to a value substantially equal to the amount of power generated by the generator motor 11.
[0085]
When the determination at S820 is affirmative and the process proceeds to S830, at S830, a warning message is overlaid on the navigation screen for route guidance displayed on the liquid crystal panel of the ITS device 14, and a warning voice is output from a speaker (not shown). I do. The warning message displayed at this time is displayed to warn that the power consumption of the electric load has exceeded the allowable power upper limit value.
[0086]
FIG. 6 is an explanatory diagram of the liquid crystal panel 31 of the ITS device 14 on which the warning message is displayed. A portion surrounded by an ellipse at the lower right of the liquid crystal panel 31 is a warning message 33. The warning message 33 is displayed as an overlay (overwrite display) on the normal navigation screen, so that the user is provided with a total electric load. Warns that power consumption has exceeded the allowable upper limit.
[0087]
Next, in S840, it is determined whether or not there is a display request of the detailed power information from the user. If the determination is affirmative, the process proceeds to S850, and if the determination is negative, the load power control process is performed. To end. A request for displaying detailed power information from a user can be made using the touch input operation panel of the ITS device 14, and a display request for detailed power information can be made by touching the display portion of the alarm message. It is configured. Alternatively, when a voice recognition function is provided, a command by a user's voice may be accepted as a request for displaying detailed power information.
[0088]
When the determination at S840 is affirmative and the process proceeds to S850, a process of displaying a power control screen having a display area of the device name of the electric load and the power consumption on the liquid crystal panel 31 of the ITS device 14 is performed at S850.
FIG. 7 shows an explanatory diagram of the power control screen.
[0089]
The power control screen includes a device name display area 41 in which the device name of each electric load is displayed, a power amount display area 43 in which the power consumption of each electric load is displayed, and an operation for operating each electric load. An input area 45 and a scroll bar 47 for moving a hidden electrical load out of the number of electrical loads that can be displayed on the screen into the display area are provided. The operation input area 45 includes a stop request area 45a for stopping the electric load and a decrease request area 45b for decreasing the output of the electric load to reduce the power consumption.
[0090]
The power control screen also includes a power order display request area 49 for making a display request for displaying electric devices in descending order of power consumption, and a display for displaying electric devices in descending order of frequency of operation in the past. A history order display request area 51 for making a request, a default order display request area 53 for making a display request for arranging and displaying electrical devices in an initial state, and a display content of a liquid crystal panel of the ITS device 14 are displayed on a navigation screen. And a request area 55 for performing a return display request for returning.
[0091]
In subsequent S860, when an electric load stop instruction or an output reduction instruction is received by operating the operation input area 45, control processing for stopping the electric load to be commanded or control processing for reducing the output is executed.
In subsequent S870, it is determined whether or not the total power consumption of the electric load is equal to or less than the allowable upper limit. If the determination is affirmative, the process proceeds to S890, and if the determination is negative, the process proceeds to S880. .
[0092]
When a negative determination is made in S870 and the process proceeds to S880, it is determined in S880 whether an operation command for the return request area 55 is present. If an affirmative determination is made, the process proceeds to S890, and if a negative determination is made, the process proceeds to S890. Shifts to S860 again. If a voice recognition device is provided, it is determined whether or not there is a command by the user's voice. If the determination is affirmative, the process proceeds to S890. If the determination is negative, the process returns to S860. S880 may be configured such that
[0093]
If the affirmative determination is made in S870 or the affirmative determination is made in S880 and the process proceeds to S890, in S890, a return display process for returning the display contents of the liquid crystal panel of the ITS device 14 to the original navigation screen is performed.
When a negative determination is made in S820, a negative determination is made in S840, or the process of S890 ends, the load power control process ends.
[0094]
By controlling the total power consumption of the electric load to be equal to or less than the allowable upper limit value by the load power control process, it is possible to prevent the power stored in the battery 13 from being excessively consumed and to suppress the occurrence of a dead battery. be able to. In particular, by displaying the power consumption of each electric load, it is possible for the user to determine which electric load is the most effective to reduce the power consumption and to determine the appropriate electric load. A stop can be prompted, and power consumption can be reduced without waste. Thereby, it is possible to suppress the battery charge amount of the battery 13 from abnormally decreasing and leading to a dead battery state.
[0095]
Next, a description will be given of a pre-parking interrupt process which is executed as an internal process of the controller 15 before the vehicle enters the parking state in order to make the battery charge amount at the time of parking the vehicle reach the target value. Note that the pre-parking interruption process is executed as the interruption process when the shift lever of the vehicle is set to the P range, and FIG. 9 is a flowchart showing the processing content of the pre-parking interruption process.
[0096]
When the pre-parking interrupt process is started, first, in S910, it is determined whether the predicted parking period Tp is longer than a predetermined period determination upper limit value. If the determination is affirmative, the process proceeds to S920. If a negative determination is made, the parking interruption process ends. The period determination upper limit is set to a value (for example, two weeks) that is larger than the short-term parking time T1 and smaller than the long-term parking time T0. That is, the period determination upper limit value is set to an upper limit value of a period in which it is predicted that the probability of occurrence of a dead battery during parking is low.
[0097]
When the determination at S910 is affirmative and the process proceeds to S920, at S920, the battery charge amount (SOC) of the battery 13 is detected, and it is determined whether the detected battery charge amount has not reached the charge amount target value. If the determination is affirmative (if not reached), the process proceeds to S930, and if the determination is negative (if reached), the parking interruption process is terminated. The charge amount target value is a charge amount target value used in the above-described power generation amount control process, and when corrected by the power supply correction control process, is a corrected charge amount target value.
[0098]
When the determination at S920 is affirmative, and the process proceeds to S930, at S930, a process of calculating a required charging time required for causing the battery charge amount of the battery 13 to reach the charge amount target value is performed.
In S940 that follows, a warning message saying “Please do not stop the engine for ** more minutes while charging now” is displayed on the LCD panel of the ITS device 14, and an electronic sound or voice message (a message having the same content as the warning message) is displayed. Perform output processing.
[0099]
In the next step S950, the process waits for a predetermined standby time (for example, 1 [min]), and when the standby time elapses, the process proceeds to the next step.
In subsequent S960, the battery charge amount (SOC) of the battery 13 is detected, and it is determined whether or not the detected battery charge amount has not reached the charge amount target value. If it is, the process proceeds to S930, and if a negative determination is made (if it has reached), the process proceeds to S970.
[0100]
While the affirmative determination is made in S960, the processes from S930 to S960 are repeatedly executed.
If a negative determination is made in S960 and the process proceeds to S970, a warning message "Charge completed. There is no problem even if the engine is stopped." Is displayed on the liquid crystal panel of the ITS device 14, and an electronic sound or voice is displayed. Performs processing to output a message (a message with the same content as a caution message).
[0101]
When a negative determination is made in S910 or a negative determination is made in S920, or when the process of S970 ends, the parking interruption process ends.
Thereby, even when the battery charge amount of the battery 13 does not reach the target value at the time of arrival at the destination, the battery charge amount of the battery 13 can be sufficiently ensured, and the battery charge during parking can be ensured. The occurrence of rising can be suppressed.
[0102]
In the present embodiment, the vehicle control device 15 corresponds to the vehicle power supply control device described in the claims, the battery charge amount detection processing corresponds to the battery charge amount detection means, and the power generation amount control processing corresponds to the battery charge amount detection means. S120 of power supply correction control processing corresponds to correction point passage determination means, a boundary line representing an area around the destination corresponds to a correction point, and S160 of power supply correction control processing corresponds to charge amount correction. It corresponds to a means. In addition, the seat heater countdown interrupt processing and the air conditioner countdown interrupt processing also correspond to the charged amount correction unit described in the claims. Further, S150 of the power supply correction control processing corresponds to an outside air temperature detecting unit.
[0103]
In addition, S440 of the parking period prediction process corresponds to the operation history information acquisition unit, S450, S460, and S470 of the parking period prediction process correspond to the suspension period setting unit, and S470 of the parking period prediction process corresponds to the schedule information acquisition unit. Also corresponds.
Further, the battery average discharge power detection processing corresponds to battery average discharge power detection means, S920 of parking interruption processing corresponds to target achievement determination means, and S940 of parking interruption processing corresponds to driving continuation notification means. The step S250 of the destination detecting process corresponds to a destination predicting unit.
[0104]
In addition, S810 of the load power control process corresponds to a power consumption detection unit, S850 of the load power control process corresponds to a power consumption notification unit, the ITS device 14 (liquid crystal panel) corresponds to a display unit, and touch input The operation panel (specifically, the operation input area 45 of the power control screen) corresponds to a command input unit.
[0105]
As described above, the vehicle control device 15 (controller 15) of the present embodiment is a vehicle power supply control device that includes the battery charge amount detection process and the power generation amount control process and controls the charge state of the battery 13. Then, the power generation amount control process controls the power generation amount of the generator motor 11 provided in the vehicle 1 so that the battery charge amount approaches a target charge amount during traveling that is smaller than the full charge capacity of the battery 13. . In addition, in S120 of the power supply correction control process, the vehicle control device 15 sets a correction point (a boundary line indicating an area (area) around the destination) set in the middle of the traveling route from the departure point to the destination. Is determined whether or not the vehicle 1 has passed, and if it is determined in step S120 of the power supply correction control process that the vehicle has passed the correction point, the power supply correction control process S160 charges the battery charge amount during traveling. It is configured to correct to the parking charge amount larger than the amount target value.
[0106]
In other words, the vehicle control device 15 sets the running charge target value in which the battery charge amount is set to a value smaller than the full charge capacity in the drive route from the departure place to the vicinity of the destination (correction point). Thus, the state of charge of the battery 13 is controlled. Therefore, it is possible to suppress an unnecessary increase in the amount of power generation and to suppress wasteful consumption of fuel as compared with a case where the battery 13 is always controlled to a fully charged state while the vehicle is running.
[0107]
Furthermore, during traveling, the state of charge of the battery is set not to full charge but to a state smaller than full charge, so that regenerative power generated by deceleration energy and exhaust energy can be sufficiently received.
In addition, in the traveling route after passing the correction point, the vehicle control device 15 sets the battery charging amount to the parking charging amount larger than the traveling charging amount in S160 of the power supply correction control process. , The state of charge of the battery 13 is controlled. Specifically, the power generation amount control means controls the power generation amount based on the corrected charge amount target value by increasing and correcting the charge amount target value from the traveling charge amount target value to the parking charge amount. As a result, the power generation amount increases, the charge amount of the battery 13 increases, and the battery charge amount can be corrected to increase from the traveling charge target value to the parking charge amount. Thereby, the battery charge at the time of arrival at the destination is increased as compared with the time of traveling, and it is possible to suppress the battery charge at the time of parking start from dropping below the required power during the parking period. .
[0108]
Therefore, according to the vehicle control device 15 of the present embodiment, it is possible to suppress wasteful consumption of fuel and to suppress occurrence of a state in which the battery charge amount during parking is insufficient (a so-called “battery exhausted state”). be able to.
Further, the vehicle control device 15 determines that the vehicle has arrived around the destination in S120, and executes the load control process (specifically, the countdown interrupt process for the seat heater and the countdown interrupt process for the air conditioner) in S130. By doing so, of the plurality of electric loads provided in the vehicle 1, the operation of the seat heater 16 is stopped, and the output of the compressor of the air conditioner 17 is reduced and the operation is stopped. By reducing the power consumption of the electric load or stopping the operation of the electric load in this manner, the power consumption of the vehicle 1 can be reduced, and the ratio of the power consumed by the electric load to the power generation of the generator motor 11 Can be reduced. As a result, the ratio of the electric power used for charging the battery 13 in the amount of power generated by the generator motor 11 increases, so that the charge amount of the battery 13 can be increased, and the battery charge amount can be increased and corrected to the parking charge amount. .
[0109]
It should be noted that the seat heater and the compressor of the air conditioner are electric loads having a feature that the time until the effect of reducing the power consumption or stopping the operation appears is long. Even if the electric load is reduced or the operation is stopped, such an electric load may cause the driver to feel uncomfortable or hinder the safe driving of the vehicle due to a long time until the effect appears. Can be prevented from occurring. Therefore, when the operation state of the electric load is changed to correct the increase in the battery charge amount, as described in this embodiment, the influence of the reduction in the power consumption amount or the stoppage of the operation of the plurality of electric loads appears. It is preferable to reduce the electric power consumption or stop the operation by giving priority to the electric load having a longer time.
[0110]
In general, a battery has a characteristic that the output voltage value decreases as the air temperature becomes lower. Therefore, when the outside air temperature is low, there is a possibility that a voltage required by various electric loads cannot be output.
On the other hand, the vehicle control device 15 performs a process of detecting the outside air temperature outside the vehicle 1 in S150, and sets the parking charge amount in S160 according to the outside air temperature of the destination detected in S150. Is configured to perform the following processing. That is, in S160, since the parking charge is set so as to increase the parking charge as the outside air temperature decreases, it is possible to prevent a decrease in the battery output voltage due to a decrease in the outside air temperature. The occurrence of a dead battery during parking can be suppressed.
[0111]
Next, a parked vehicle generally has a long vehicle suspension period (parking period) because the electric load of the electric load is not 0 [W] and the electric load such as a burglar alarm device is in an operating state. Since the consumption of the electric power stored in the battery increases, the dead battery condition easily occurs.
[0112]
On the other hand, the vehicle control device 15 is configured to perform the process of setting the parking charge amount in S160 according to the length of the vehicle use suspension period (predicted parking period Tp) at the destination. That is, in S160, the parking charge amount is set by using the electric energy obtained by multiplying the estimated parking period Tp by the average battery discharge power, so that the vehicle use suspension period (the estimated parking period Tp) is used. , The parking charge amount can be set such that the longer the battery charge amount is, the greater the battery charge amount is.
[0113]
Thus, the amount of charge of the battery can be increased in accordance with the amount of power consumed during the vehicle use suspension period, and the battery output voltage is prevented from being reduced during the vehicle use suspension period to prevent the battery from running down. be able to.
Then, in the parking period prediction process, the vehicle control device 15 of the present embodiment performs the process of acquiring past operation history information of the vehicle in S440, and performs S450 and S460 based on the operation history information acquired in S440. The processing for setting the length of the parking prediction period Tp is performed.
[0114]
That is, in the parking period prediction process, it is determined whether the vehicle is frequently used or not based on the past operation history information. If the vehicle is frequently used, the parking predicted period Tp is set to the long-term parking time T0. If the frequency of use is low, a process of setting the predicted parking period Tp to the short-term parking time T1 is performed. Thereby, the parking prediction period Tp can be set to an appropriate time according to the use frequency, and the battery charge amount at the time of arrival at the destination can be set to an appropriate value.
[0115]
Further, the vehicle control device 15 is configured to execute a process of acquiring the schedule information of the user of the vehicle in S470 of the parking period prediction process and setting the parking prediction period Tp based on the acquired schedule information. I have. That is, by correcting the predicted parking period Tp at the destination based on the stay time included in the schedule information and the like, the predicted parking period Tp can be set to an appropriate time according to the stay time of the user at the destination, The charge amount of the battery 13 at the start of parking can be set to an appropriate value that does not easily cause a dead battery.
[0116]
Then, the vehicle control device 15 detects the average battery discharge power per unit time during the parking period in the average battery discharge power detection process, and based on the average battery discharge power detected in the average battery discharge power detection process, S160 of the power supply correction control process is configured to set the charging amount during parking.
[0117]
That is, by the processing in S160, the average battery discharge power per unit time during the past vehicle use suspension period (parking period) and the parking prediction period Tp are used to reduce the power consumption during the parking period at the destination. It can be calculated with high accuracy. By setting the charge amount at the time of parking based on the power consumption amount calculated at this time (the result of multiplying the estimated parking period Tp and the average battery discharge power), the charge amount of the battery 13 is set to an appropriate value that does not cause a dead battery. can do.
[0118]
Next, the vehicle control device 15 determines whether or not the battery charge amount at the time of arrival at the destination in the parking interruption process at S920 has reached the parking charge amount. When it is determined that the charge amount has not reached the parking charge amount (charge amount target value), S940 is configured to notify the user of continuation of the operation of the engine.
[0119]
That is, a notice is issued to the user (driver) to continue the operation of the engine, and the operation of the engine is continued, so that the power generation by the generator motor 11 is continued and the battery charge amount of the battery 13 is increased. It is. As a result, the battery charge amount at the start of the parking period (vehicle use suspension period) can be increased, and it is possible to prevent the battery from running out.
[0120]
Further, in the vehicle control device 15, the correction point for correcting the charge amount target value is set to a peripheral point of the destination. From this, it is possible to increase and correct the battery charge amount during the travel time until the vehicle arrives at the destination, so that it is possible to prevent the battery from running out during the parking period. In addition, by setting the correction point in this manner, power generation is performed so as to reach the target charging amount during traveling on the traveling route from the departure point to the point around the destination, thereby suppressing unnecessary fuel consumption. Can be.
[0121]
Next, the vehicle control device 15 is configured such that S250 of the destination detection process acquires past operation history information of the vehicle and predicts the destination based on the acquired operation history information. That is, in S250, even if the vehicle 1 is traveling in a state where the user has not set the destination, the current operation status (the traveling route or the day of the week) is taken from the past operation history information. The operation history information that matches (substantially the same) the operation history information is extracted, and the destination at that time is predicted and set as the current destination.
[0122]
This makes it possible to make corrections based on predicted destinations even in situations where users frequently set destinations, such as when a frequently used place (home, workplace, etc.) is a destination. A point can be set, and a timing for correcting the battery charge amount can be set. As a result, it is possible to prevent the amount of power generation from becoming unnecessarily large, and to suppress unnecessary fuel consumption. In addition, the user does not need to perform an operation of manually setting a destination, thereby eliminating the complexity of the setting operation.
[0123]
Next, in S <b> 810 of the load power control process, the vehicle control device 15 detects the power consumption of each of the plurality of electric loads, and determines in S <b> 850 of the load power control process the power consumption of each of the electric loads detected in S <b> 810. It is configured to notify the consumption amount. In S850, a process of displaying a power control screen having a display area of the device name of the electric load and the power consumption on the liquid crystal panel 31 of the ITS device 14 is executed.
[0124]
Thereby, the user of the vehicle can select an electric load having a large electric power consumption from a plurality of electric loads, and can preferentially reduce or stop the operation of such electric loads. it can. As described above, by reducing or stopping the operation of the electric load having a large power consumption, the power consumption of the vehicle can be reduced, and the electric power consumed by the electric load among the electric power generated by the generator motor 11 can be reduced. Can be reduced.
[0125]
As a result, the proportion of the power used to charge the battery 13 in the amount of power generated by the generator motor 11 increases, so that the battery charge can be increased. Therefore, it is possible to suppress wasteful consumption of fuel and to prevent a state in which the battery charge amount during parking is insufficient (a so-called “battery exhausted state”).
[0126]
According to the vehicle control device 15, when the user (driver) increases the battery capacity, it is possible to provide information for judging the load at which the most effective load can be obtained. It is easy to determine which electric load to stop, and the battery charge amount can be efficiently increased.
[0127]
Then, when the total power consumption obtained by summing the power consumptions of the plurality of electric loads exceeds the allowable upper limit value (when a positive determination is made in S820), the vehicle control device 15 determines in S850 that each of the electric loads has The power consumption is configured to be notified. Thus, when the power consumption of the electric load becomes excessive, the user (driver) can determine the most effective electric load for suppressing the power consumption, and efficiently reduce the power consumption of the electric load. Can be reduced.
[0128]
Further, the vehicle control device 15 includes an ITS device 14 (specifically, a liquid crystal panel) that displays various types of information. S830 and S850 of the load power control process perform a plurality of electrical loads on the ITS device in descending order of power consumption. 14 (liquid crystal panel), the power consumption can be notified. This allows the user (driver) to identify at a glance the electric load with the largest power consumption, thereby facilitating the work of identifying the electric load with the largest power consumption, and the user (driver). Burden can be reduced.
[0129]
Further, when the power consumption is notified in the past in the process of S850, the vehicle control device 15 reduces the electric load in the order of the number of times the power consumption is reduced or the operation is stopped in S860 and the ITS equipment 14 By displaying the information on the (liquid crystal panel), the power consumption of each electric load can be notified. In other words, since an electric load that has been frequently operated in the past is considered to be effective in reducing power consumption, the user can stop operation or reduce power consumption without worrying about the power consumption value. The electrical load to be reduced can be determined.
[0130]
Further, the vehicle control device 15 includes an operation input area 45 for operating each electric load on a power control screen displayed on a liquid crystal panel of the ITS device 14, and when the operation input area 45 is operated, S860 of the load power control process executes a control process for controlling the operation state of the electric load to be operated.
[0131]
Note that the operation units (operation switches and the like) provided for each electric load are separately arranged, and the work of finding a target operation unit is complicated, and when operating a plurality of electric loads, Work becomes more complicated. On the other hand, by configuring as in the present embodiment, the operation of each electric load is simplified, and the burden on the user can be reduced.
[0132]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can take various aspects.
For example, the processing in S440 may be determined based on the usage frequency per month instead of the usage frequency per week. That is, S440 sets the parking prediction period Tp longer for a user who uses less frequently, such as a Sunday driver, and sets the parking prediction period for a user who uses more frequently, such as using a vehicle for daily commuting. It is preferable to perform processing so as to set Tp to be short.
[0133]
The allowable upper limit value used in S820 is not limited to a fixed value, but may be a variable value. For example, the allowable upper limit value may be updated according to a change in the amount of power generated by the generator motor 11.
Furthermore, the charge amount at the time of parking may be set to the full charge capacity, that is, the charge amount target value may be corrected so as to be equal to the full charge capacity. Even when the target charge amount is set to the full charge capacity, the target charge amount is set again to the target charge amount during driving after the next engine start of the vehicle, so that the next destination can be set. Up to the periphery (correction point), the charge amount target value is set to a value smaller than the full charge capacity, so that fuel efficiency can be improved.
[0134]
In step S160, instead of correcting the charge amount target value, the power generation amount controlled by the power generation amount control process may be increased and corrected to correct the battery charge amount to the parking charge amount. That is, the power generation amount of the generator motor 11 is increased by correcting the power generation amount command value for the generator motor 11 set based on the running charge target value in the power generation amount control process by the process in S160. is there. As a result, the charge amount of the battery 13 can be increased, and the battery charge amount can be increased and corrected to the parking charge amount. Note that the same calculation method as described above can be employed for the method of calculating the amount of charge during parking.
[0135]
Further, in the above embodiment, in the load control process, the output of the seat heater and the compressor of the air conditioner is reduced or the operation is stopped. However, the electric load to be controlled may be limited to either one or The target electrical load may be further increased.
[0136]
In changing the operation state of the electric load to increase the battery charge, the power consumption of the fog lamp may be reduced or the operation may be stopped on condition that the headlamp is in a lighting state. . That is, when the headlamp is turned on, the effect of reducing the power consumption of the fog lamp or stopping the operation is small, so that it is possible to prevent trouble in safe driving of the vehicle. For this reason, when another electric load (for example, a headlamp) is in an operating state, priority is given to an electric load (for example, a fog lamp) having a feature that the power consumption is reduced or an operation stop has a small effect on traveling safety. Thus, the power consumption may be reduced or the operation may be stopped.
[0137]
In addition, the parking period prediction processing determines operation history information that matches (substantially becomes equivalent) with the current operation status (status such as a traveling route, a day of the week, and time) from the past operation history information, The vehicle use suspension period (parking period) at that time may be set as the predicted parking period Tp at the current destination. As a result, the parking prediction period Tp at the destination can be set to an appropriate time based on the past results, and the charging amount during parking can be set to an appropriate value according to the destination.
[0138]
In the parking period prediction process, the process as the schedule information acquisition unit and the process as the suspension period setting unit need not be executed in the same step (S470), and may be executed in different steps. good. Further, in S470, the input from the user may be accepted to correct the predicted parking period Tp.
[0139]
Further, the timing of displaying the power control screen on the ITS device 14 may be when a notification request is issued from a user (driver).
Note that the input means is not limited to the touch input operation panel, and may be constituted by operation buttons arranged at a position different from the screen of the liquid crystal panel.
[0140]
Further, the numerical values of each variable in the vehicle power supply control device of the present invention are not limited to the numerical values described in the above embodiments, but may be appropriate values according to various conditions such as the use of the vehicle and the installation environment of the device. Can be set.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a vehicle provided with a vehicle control device.
FIG. 2 is a flowchart illustrating processing contents of power supply correction control processing.
FIG. 3 is a flowchart illustrating a process of a destination detection process.
FIG. 4A is a flowchart showing a load control process, FIG. 4B is a flowchart showing a seat heater countdown interrupt process, and FIG. 4C is an air conditioner countdown process. It is a flowchart showing the processing content of an interruption process.
FIG. 5 is a flowchart illustrating a process of a parking period prediction process.
FIG. 6 is an explanatory diagram of a liquid crystal panel of the ITS device on which a warning message is displayed.
FIG. 7 is an explanatory diagram of a power control screen.
FIG. 8 is a flowchart illustrating processing contents of a load power control processing.
FIG. 9 is a flowchart illustrating processing contents of a pre-parking interruption processing.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Vehicle, 11 ... Generator motor, 12 ... AC-DC converter (inverter), 13 ... Battery, 14 ... ITS equipment, 15 ... Vehicle control device (controller), 16 ... Seat heater (electric load), 17 ... air conditioner (electric load), 18 ... electric load, 31 ... liquid crystal panel, 45 ... operation input area.

Claims (20)

Battery charge detection means for detecting a battery charge of a battery provided in the vehicle,
A power generation amount control unit that controls a power generation amount of a generator included in the vehicle, based on a detection result of the battery charge amount detection unit, such that the battery charge amount approaches a charge amount target value;
A vehicle power supply control device for controlling the state of charge of the battery, comprising:
The power generation amount control means controls the power generation amount so as to bring the battery charge amount closer to a traveling charge amount target value smaller than the full charge capacity of the battery,
Correction point passage determination means for determining whether or not the vehicle has passed a correction point set in the middle of a traveling route from the departure point to the destination,
When the correction point passage determination means determines that the vehicle has passed the correction point, a charge amount correction means that corrects the battery charge amount to a parking charge amount that is larger than the traveling charge target value,
A power supply control device for a vehicle, comprising: The charge amount correction unit increases and corrects the charge amount target value, and corrects the battery charge amount to the parking charge amount.
The power supply control device for a vehicle according to claim 1, wherein: The charge amount correction unit increases and corrects the power generation amount controlled by the power generation amount control unit, and corrects the battery charge amount to the parking charge amount.
The power supply control device for a vehicle according to claim 1, wherein: The vehicle includes a plurality of electric loads,
The charge amount correction unit corrects the battery charge amount to the parking charge amount by reducing or stopping operation of at least one of the plurality of electric loads.
The power supply control device for a vehicle according to claim 1, wherein: The charge amount correction unit, among the plurality of electric loads, by reducing the power consumption or suspending the operation until the effect until the emergence of a longer time until the effect appears to reduce or stop the power consumption, Correcting the battery charge to the parking charge;
The power supply control device for a vehicle according to claim 4, wherein: An operation state determination unit configured to determine an operation state of an operation unit individually provided to set an operation state of the electric load;
When the operation state determination unit determines that the operation unit is being operated with respect to the electric load that is being controlled to reduce power consumption or stop operation by the charge amount correction unit, the electric load is controlled by the charge amount correction unit. Correction operation canceling means for canceling the control of
The power supply control device for a vehicle according to claim 4 or 5, further comprising: An outside air temperature detecting unit that detects an outside air temperature outside the vehicle,
The charge amount correction means sets the parking charge amount according to the outside temperature of the destination detected by the outside temperature detection means,
The power supply control device for a vehicle according to any one of claims 1 to 6, wherein: The charge amount correction unit sets the charge amount during parking according to the length of the vehicle suspension period at the destination.
The power supply control device for a vehicle according to any one of claims 1 to 7, wherein: Operation history information acquisition means for acquiring past operation history information of the vehicle,
A suspension period setting unit that sets a length of the vehicle suspension period based on the operation history information acquired by the operation history information acquisition unit;
The power supply control device for a vehicle according to claim 8, comprising: Schedule information acquisition means for acquiring schedule information of a user of the vehicle;
A suspension period setting unit that sets a length of the vehicle use suspension period based on the schedule information acquired by the schedule information acquisition unit;
The power supply control device for a vehicle according to claim 8, comprising: A battery average discharge power detection unit that detects a battery average discharge power per unit time during the vehicle use suspension period,
The charge amount correction means, based on the past battery average discharge power detected by the battery average discharge power detection means, to set the parking charge amount,
The vehicle power supply control device according to any one of claims 8 to 10, characterized in that: Target achievement determination means for determining whether the battery charge at the time of arrival at the destination has reached the parking charge,
When the target achievement determination unit determines that the battery charge amount has not reached the parking charge amount, a driving continuation notifying unit that notifies the user of a continuation of the operation of the engine,
The power supply control device for a vehicle according to any one of claims 1 to 11, further comprising: The correction point is a point around the destination,
The power supply control device for a vehicle according to any one of claims 1 to 12, wherein: Acquiring past operation history information of the vehicle, comprising destination prediction means for predicting the destination based on the acquired operation history information,
The power supply control device for a vehicle according to any one of claims 1 to 13, characterized in that: A power supply control device for a vehicle, which is provided in a vehicle having a battery, a generator and a plurality of electric loads, and controls a charge state of the battery,
Power consumption detecting means for detecting each power consumption in the plurality of electric loads,
Power consumption notifying means for notifying the power consumption of each of the electric loads detected by the power consumption detecting means,
A power supply control device for a vehicle, comprising: The power supply control device for a vehicle according to any one of claims 1 to 14, which is provided in a vehicle having a battery, a generator, and a plurality of electric loads,
Power consumption detecting means for detecting each power consumption in the plurality of electric loads,
Power consumption notifying means for notifying the power consumption of each of the electric loads detected by the power consumption detecting means,
A power supply control device for a vehicle, comprising: The power consumption notifying unit, when the total power consumption of the plurality of electric loads is greater than an allowable upper limit, notifies the power consumption of each of the electric loads.
The power supply control device for a vehicle according to claim 15 or 16, wherein: A display means for displaying various information;
The power consumption notifying unit notifies the power consumption by displaying the plurality of electric loads on the display unit in descending order of the power consumption.
The power supply control device for a vehicle according to any one of claims 15 to 17, wherein: A display means for displaying various information;
The power consumption notifying unit is configured to display the electric load on the display unit in the descending order of the number of times the power consumption is reduced or the operation is stopped when the power consumption is notified by the power consumption notifying unit in the past. Notifying the power consumption by displaying;
The power supply control device for a vehicle according to any one of claims 15 to 18, wherein: Command input means for inputting a command for setting an operation state of each of the plurality of electric loads notified of the power consumption by the power consumption notification means,
The power supply control device for a vehicle according to any one of claims 15 to 19, characterized in that:

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