JP2004236472A - Controller of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle in which the available time of commercial AC power can be prolonged. <P>SOLUTION: The controller of a vehicle comprises a car navigation system, a chargeable/dischargeable battery 800, a DC/AC inverter 2200 for converting power from te battery 800 into commercial AC power, an accessary power outlet 2300 for outputting AC power to the outside of the vehicle, a circuit for predicting an AC power output request, and a circuit for controlling charge/discharge of a secondary battery such that the battery 800 has a SOC higher than a normal level when the vehicle arrives at a goal registered in the car navigation system based on the prediction from the prediction circuit and information analyzed by the car navigation system. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to vehicle battery control.
[0002]
[Prior art]
A vehicle equipped with a power train called a hybrid system in which an engine (for example, a known engine such as a gasoline engine or a diesel engine can be used) and an electric motor has been developed and put into practical use. Such a vehicle is equipped with a chargeable / dischargeable secondary battery for driving the vehicle. As such a secondary battery, a high-voltage, large-capacity secondary battery is used to drive a vehicle.
[0003]
On the other hand, there are cases where it is desired to use household appliances in a vehicle. In such a case, it is convenient if the power of the secondary battery can be used. When the hybrid vehicle supplied commercial AC power to household appliances while the engine was stopped, the battery died immediately. For example, when a hybrid vehicle is used for an auto camp and power is supplied to an electric cooker or the like, the capacity of the battery is exhausted in a short time. Japanese Patent Laying-Open No. 9-56007 (Patent Document 1) discloses a hybrid vehicle that supplies AC power with high conversion efficiency. The hybrid vehicle disclosed in Patent Literature 1 has an engine that drives a drive wheel, a generator that is driven by the engine, a first battery that is charged by the generator, and a drive that drives the drive wheel and generates power using the engine. A motor generator, a clutch disposed between the output shaft of the engine and the motor generator for separating the output of the engine, and accumulating the power generated by the motor generator and supplying the power to the motor generator. A second battery having a higher voltage and a larger capacity than the first battery for supplying and driving the drive wheels, and converting the power from the second battery for driving the motor generator; A first converter for converting the generated power for charging the second battery, and a second converter for converting power from the second battery and supplying AC power to a power supply connection terminal; Provided.
[0004]
According to the vehicle disclosed in Patent Document 1, the power of the second battery, which is higher in voltage than the first battery, is converted into AC by the second converter and is applied to the connection terminal for power supply. high. Also, when the hybrid vehicle decelerates, the electric power regenerated by the motor generator is used and the electric power of the first battery generated by the engine is not used, so that the energy consumption is reduced. Further, since the power of the large-capacity second battery is converted into AC and supplied with power, power can be continuously supplied for a long time even while the hybrid vehicle is stopped.
[0005]
[Patent Document 1]
JP-A-9-56007
[0006]
[Problems to be solved by the invention]
However, the vehicle disclosed in Patent Literature 1 merely discloses that the vehicle includes two batteries and uses a high-voltage and large-capacity second battery for power supply. Thus, even when power is supplied to the outside of the vehicle using the second battery, the occurrence of dead battery cannot be avoided.
[0007]
SUMMARY An advantage of some aspects of the invention is to solve a problem described above, and an object of the invention is to provide a vehicle capable of supplying electric power to the outside of a vehicle before supplying electric power to the outside of the vehicle. It is an object of the present invention to provide a control device for a vehicle that can sufficiently store electric power that can be supplied to a vehicle.
[0008]
[Means for Solving the Problems]
A control device according to a first aspect of the present invention controls a vehicle equipped with a chargeable / dischargeable secondary battery. The control device includes: an output unit for outputting power from the secondary battery to the outside of the vehicle; a prediction unit for predicting a power output request by the output unit in advance; Control means for controlling charging and discharging of the secondary battery.
[0009]
According to the first invention, the vehicle is equipped with the engine and the motor generator, and the chargeable / dischargeable secondary battery is charged with the electric power generated by the motor generator driven by the engine, or when the driver operates the brake. When the kinetic energy of the vehicle is recovered, the motor generator driven by the drive wheels is charged by the regenerated power. Further, the electric power for charging the secondary battery may be generated by power generation by these engines, generated by regenerative power generation, or generated by a fuel cell. The predicting unit predicts in advance a power output request used outside the vehicle. For example, when the output request button is pressed by a passenger of the vehicle or the destination of the car navigation is an auto campsite, the power output request is predicted in advance. When such an output request is predicted, the control unit charges the secondary battery to a state of SOC (States of Charge) higher than a normal use state. As a result, when the electric power is used in a state where the vehicle is stopped and the engine is stopped, the amount of electric power that can be used increases because the SOC is higher than in the past. As a result, in a vehicle capable of supplying electric power to the outside of the vehicle, the use time of electric power can be made as long as possible.
[0010]
In the control device according to the second invention, in addition to the configuration of the first invention, the prediction means includes a means for predicting in advance a power output request performed after the vehicle stops.
[0011]
According to the second aspect, the power output request is predicted when the vehicle is stopped, particularly when the engine is stopped. Therefore, even if the power is used as in the related art, the engine is restarted for charging. You can lengthen the time to do. The engine restart at midnight can be avoided as much as possible.
[0012]
The control device according to a third aspect of the present invention further includes, in addition to the configuration of the first or second aspect, input means for allowing a passenger of the vehicle to input information. The prediction unit includes a unit for predicting a power output request in advance based on information input from the input unit.
[0013]
According to the third invention, when the output request button provided as the input means is pressed before the passenger arrives at the auto campsite, the power output request is predicted in advance. When such an output request is predicted, the control unit charges the secondary battery to an SOC state higher than a normal use state. Thus, in a vehicle capable of supplying electric power to the outside of the vehicle, the power use time can be extended as much as possible without starting the engine.
[0014]
In the control device according to a fourth aspect of the present invention, in addition to the configuration of the first or second aspect, the predicting means predicts a power output request in advance based on information input to the car navigation device. including.
[0015]
According to the fourth invention, when the time until the vehicle arrives at the auto campground as the destination set by the car navigation reaches a predetermined time, the power output request is predicted in advance. When such an output request is predicted, the control unit charges the secondary battery to an SOC state higher than a normal use state. Thus, in a vehicle capable of supplying electric power to the outside of the vehicle, the power use time can be extended as much as possible without starting the engine.
[0016]
In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the control means may determine a destination registered in the car navigation based on information analyzed by the car navigation device. Means for controlling charging / discharging of the secondary battery such that the state of charge of the secondary battery upon arrival arrives at a predetermined state.
[0017]
According to the fifth invention, the SOC of the secondary battery is set in a predetermined state at the time of arrival at the destination based on the route, time, etc., until the vehicle arrives at the destination such as an auto campsite registered by car navigation. Can be controlled as follows.
[0018]
In the control device according to the sixth invention, in addition to the configuration of the fifth invention, the control means includes a travel route to the destination, a gradient in the travel route, and a travel time, which are included in the information analyzed by the car navigation device. Means for controlling charging / discharging of the secondary battery based on at least one of the following.
[0019]
According to the sixth invention, the car navigation device analyzes a traveling route to the destination, a gradient and a traveling time in the traveling route, and the like. The control means reduces the amount of regenerative power generation when there are many uphill roads, and increases the amount of regenerative power generation when there are many downhill roads. The control can be performed so that the SOC of the secondary battery becomes a predetermined state.
[0020]
In the control device according to a seventh aspect, in addition to the configuration of any one of the first to sixth aspects, the control means includes a calculating means for calculating a usable time of the secondary battery, and a calculating means for calculating the usable time of the secondary battery. Display means for displaying the set usable time.
[0021]
According to the seventh aspect, the control means calculates, based on the load of the electric power connected to the output means, a usable time when the load is kept connected. It is possible to know the time when the power user can use the power. At this time, control is performed so that recharging is not performed until the SOC becomes about 20%.
[0022]
In the control device according to an eighth aspect, in addition to the configuration according to any one of the first to seventh aspects, the power output to the outside of the vehicle is AC power.
[0023]
According to the eighth aspect, in a vehicle capable of supplying AC power to the outside of the vehicle, the usage time of the AC power can be made as long as possible.
[0024]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same components are denoted by the same reference numerals. Their names and functions are the same. Therefore, detailed description thereof will not be repeated.
[0025]
<First embodiment>
With reference to FIG. 1, a description will be given of a vehicle on which the control device according to the present embodiment is mounted, which has two power sources of an engine and an electric motor. The vehicle shown in FIG. 1 has a power train called a hybrid system.
[0026]
Here, the hybrid system will be briefly described. A hybrid system is a power train that uses two types of power sources in combination, such as a gasoline engine and an electric motor. This system can selectively use a gasoline engine and an electric motor according to running conditions, and can make use of the advantages of each to compensate for the weak points. For this reason, it has features of being able to greatly suppress fuel consumption and exhaust gas, together with smooth and responsive power performance. This hybrid system is roughly classified into two types: a series hybrid system and a parallel hybrid system.
[0027]
Series hybrid systems drive the wheels with an electric motor, and the engine operates as a power source for the electric motor. The engine with a small output can be driven at an almost constant speed in an efficient area, and can run while charging efficiently.
[0028]
A parallel hybrid system drives wheels directly with an engine and an electric motor. In this system, the electric motor assists the power of the engine and can run while charging the battery as a generator.
[0029]
The engine used in the hybrid system is not limited to a gasoline engine, but may be an engine that can be driven by light oil or natural gas, and may use other known internal combustion engines.
[0030]
FIG. 1 shows a parallel series hybrid system having features of both a parallel hybrid system and a series hybrid system. As shown in FIG. 1, the power train of the vehicle includes a transaxle 100, an engine 200 as a power source, and a control device 2000 that controls the transaxle 100 and the engine 200. An engine speed sensor and a vehicle speed sensor are connected to the control device 2000.
[0031]
The input shaft 400 of the transaxle 100 is connected to the engine 200 via the power switching mechanism 500, and the output shaft 600 of the transaxle 100 is connected to driving wheels 700 (front tires). The power train of the vehicle further includes a battery 800 for supplying DC power, an inverter 900 connected to battery 800, a front motor generator 1000 for the front and a rear motor generator 1100 for the rear connected to inverter 900. And a power split mechanism 500 that splits the power from engine 200 into a driving force to front motor generator 1000 and a driving force to driving wheels 700 via transaxle 100.
[0032]
The front drive wheels 700 are driven by driving force from at least one of the engine 200 and the front motor generator 1000 that is transmitted to the transaxle 100 via the power split device 500. Rear drive wheels 1300 are driven by driving force from rear motor generator 1100. Both front motor generator 1000 and rear motor generator 1100 use the power of battery 800 supplied through inverter 900.
[0033]
The electric power regenerated by front motor generator 1000 and rear motor generator 1100 is supplied to battery 800 via inverter 900, and battery 800 is charged.
[0034]
Control device 2000 has a CPU (Central Processing Unit) and a memory therein, and the memory stores programs executed by the CPU and various maps. Control device 2000 controls an inverter 900 connected to engine 200, which is a power source, front motor generator 1000 and rear motor generator 1100, based on an instruction torque for generating a target torque. At this time, control device 2000 controls power switching mechanism 500 such that a predetermined driving force is input from engine 200 to input shaft 400 of transaxle 100. A belt-type continuously variable transmission can be used as the transaxle 100, and a planetary gear mechanism can be used as the power switching mechanism 500.
[0035]
Control device 2000 controls engine 200, front front motor generator 1000, and rear motor generator 1100 to start or run according to a running mode such as when the vehicle starts or at low speed.
[0036]
During normal start, the vehicle starts using front motor generator 1000 and rear motor generator 1100. At the time of starting when the SOC of battery 800 is low, the vehicle starts using engine 200 and rear motor generator 1100.
[0037]
When the vehicle is traveling under a light load condition, the engine 200 is stopped and the vehicle is driven by the front motor generator 1000 in a region where the engine efficiency is low, such as when traveling at low speed or traveling on a gentle downhill road. During light load traveling when the SOC of the battery 800 is low, the vehicle runs on the engine 200, and the starter generator assists power generation under specific conditions of low vehicle speed.
[0038]
When the vehicle is running in the middle speed and low load state, the engine 200 is started and the vehicle travels because the engine efficiency is high. When starting the engine 200, the starter generator rotates the cranking shaft pulley via the V-belt. During middle-speed low-load running when the SOC of the battery 800 is low, the vehicle is driven by the engine 200, the output of the engine 200 is increased, and the front motor generator 1000 simultaneously generates power. Note that a charge priority mode described later is a mode in which the vehicle runs on the engine 200, increases the output of the engine 200, and simultaneously generates power using the front motor generator 1000, as in this case.
[0039]
During traveling in the case of acceleration or rapid acceleration, acceleration is performed by increasing the output of engine 200 and increasing the speed ratio of the continuously variable transmission of transaxle 100. Further, the driving force of engine 200 is assisted by front motor generator 1000 as needed. When further driving force is required, the driving force of engine 200 is assisted using rear motor generator 1100.
[0040]
During traveling in the case of deceleration or braking, the front drive wheel 700 and the rear drive wheel 1300 operate the front motor generator 1000 and the rear motor generator 1100 as generators to recover the traveling energy. If the SOC of the battery 800 cannot be charged high, the engine brake is directly operated by directly connecting the engine 200 and the transaxle 100.
[0041]
When the front drive wheel 700 slips when traveling on a low μ road, the rear motor generator 1100 is driven, and at the same time, the front motor generator 1000 acts as a generator to reduce the front driving force.
[0042]
When the SOC of battery 800 decreases while the vehicle is stopped, engine 200 is started, power is generated by front motor generator 1000, and the power is charged to battery 800 via inverter 900. Therefore, if the SOC of battery 800 decreases while power is being supplied to the outside of the vehicle while the vehicle is stopped and the engine is stopped in an auto campsite or the like, engine 200 starts and front motor generator 1000 generates electric power.
[0043]
This battery 800 is, for example, a high-capacity nickel-metal hydride battery having a rated voltage of 200 V to 400 V. A rectangular battery module in which six cells having a rated voltage of 1.2 V are connected in series is used by directly connecting 30 modules. Such a battery is used at an SOC of 40 to 60% in order to prevent the battery from deteriorating over time. The control device according to the embodiment of the present invention increases the SOC to about 80% in advance when power supply to the outside of the vehicle is predicted, or drops to about 20% when commercial AC power is used. Until recharging is performed, control is performed.
[0044]
Regarding the power train to which the control device 2000 according to the present embodiment is applied, the power train shown in FIG. 1 is an example, and a power train other than those described above may be used. Control device 2000 according to the present embodiment can be applied to all power trains having at least two power sources. In the following description, a vehicle equipped with the power train shown in FIG. 1 will be described.
[0045]
With reference to FIG. 2, the control device 2000 of FIG. 1 will be described in detail. As shown in FIG. 2, control device 2000 actually includes an engine control ECU (Electronic Control Unit) 2010 for controlling engine 200, an HV control ECU 2020 for controlling the entire hybrid vehicle, and a skid control ECU 2030. And a battery ECU 2040. In FIG. 2, each ECU is separately configured, but may be configured as an integrated ECU of two or more ECUs. The control device according to the present embodiment is realized by a program executed by any ECU of control device 2000.
[0046]
Inverter 900 is connected to starter generator of engine 200, front motor generator 1000, and rear motor generator 1100. Inverter 900 supplies electric power of battery 800 when each motor generator operates as a motor. When each motor generator operates as a generator, it generates regenerative electric power for charging battery 800. Regenerative power is supplied to battery 800 via inverter 900.
[0047]
A system main relay 2100 is provided between the battery 800 and the inverter 900, and is linked to an ignition switch and the like. Battery 800 is connected to DC / AC inverter 2200 via system main relay 2100. This DC / AC inverter 2200 converts high-voltage direct current to low-voltage (100 V) alternating current. DC / AC inverter 2200 is connected to accessory outlet 2300 that outputs a commercial AC power supply of AC 100V. An accessory outlet switch 2400 that enables the accessory outlet 2300 to be used is connected to the DC / AC inverter 2200. The DC / AC inverter 2200 is provided with a charge button 2500.
[0048]
The circuit shown in FIG. 2 is an example, and the present invention is not limited to the case having such a circuit.
[0049]
Referring to FIG. 3, a control structure of a program executed by control device 2000 will be described.
[0050]
In step (hereinafter, step is abbreviated as S) 100, it is determined whether or not the vehicle is stopped. This determination is made based on various information (vehicle speed sensor, brake oil pressure, etc.) input to control device 2000. If the vehicle is stopped (YES in S100), the process proceeds to S102. If not (NO in S100), this process ends.
[0051]
At S102, control device 2000 calculates the SOC of battery 800. In S104, control device 2000 determines whether or not the calculated SOC is 80% or less. If SOC is 80% or less (YES in S104), the process proceeds to S106. Otherwise (NO at S104), the process proceeds to S120.
[0052]
In S106, control device 2000 determines whether or not charge button 2500 has been pressed. If charge button 2500 has been pressed (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S120. The charge button 2500 is pressed by a passenger of the vehicle before using the AC power.
[0053]
In S108, control device 2000 determines whether or not the recharge permission flag is ON (set). If the recharge permission flag is set (YES in S108), the process proceeds to S110. If not (NO in S108), the process proceeds to S120. This recharge permission flag is turned off (reset), for example, when the occupant of the vehicle wants to avoid starting the engine at midnight.
[0054]
At S110, control device 2000 calculates a charging time. This charging time is calculated from the current SOC, the target SOC (about 80%), and the like. At S112, control device 2000 displays the charging time. For example, the charging time is displayed on a combination panel that displays a speedometer, a tachometer, various types of warning information, and the like.
[0055]
At S114, control device 2000 starts engine 200, drives front motor generator 1000 with engine 200, and charges battery 800.
[0056]
At S116, control device 2000 determines whether or not the SOC of battery 800 is 80% or more. If SOC is 80% or more (YES in S116), the process proceeds to S118. If not (NO in S116), the process proceeds to S110, in which engine 200 drives front motor generator 1000 to charge battery 800. In S118, charging of battery 800 is stopped because the SOC has become 80% or more.
[0057]
At S120, the current load is detected. At this time, the occupant of the vehicle sets the accessory outlet switch 2400 to the use side and connects the load to the accessory outlet 2300. In S122, control device 2000 calculates an available time based on the current SOC, the minimum SOC, and the current load. At this time, it is assumed that battery 800 is discharged without recharging until the SOC changes from 80% to 20%. At S124, control device 2000 displays the available time. For example, the available time is displayed on the combination panel.
[0058]
The operation of the vehicle equipped with the control device according to the present embodiment based on the above structure and flowchart will be described.
[0059]
When the vehicle stops and the SOC of battery 800 is 80% or less (YES in S104) and charge button 2500 is pressed (YES in S106), the state of the recharge permission flag is determined. (S106). If the recharge permission flag is in the set state (YES in S106), the charging time required to increase the SOC to about 80% is calculated (S110), and after displaying (S112), engine 200 is started. Is done. Engine 200 is started, front motor generator 1000 is driven by engine 200, and the electric power generated by front motor generator 1000 is supplied to battery 800 via inverter 900 and charged (S114).
[0060]
Until the SOC of the battery 800 becomes about 80%, the power generated by the front motor generator 1000 operated as a generator by the driving force of the engine 200 continuously charges the battery 800. When the SOC of battery 800 becomes 80% or more (YES in S116), charging ends (S118). When the passenger sets the accessory outlet switch 2400 to the use side and connects the load to the accessory outlet 2300, the current load is detected (S120), and the SOC is reduced from 80% to 20% by continuously using the current load. The available time is calculated as the time until the required time is reached (S122), and the available time is displayed on the combination meter (S124).
[0061]
Referring to FIG. 4, the state of SOC of battery 800 when such control is executed is shown. When the control device according to the present embodiment is used, after stopping the vehicle, engine 200 drives front motor generator 1000 to charge battery 800 until SOC becomes about 80%. Thereafter, commercial AC power is used. For this reason, conventionally, as shown in FIG. 4, AC power was available only during the period from the start (1) of using the accessory outlet to the end (1) of using the accessory outlet. The AC power can be used only until the end (2).
[0062]
As described above, according to the control device of the present embodiment, charging to a region higher than the SOC of a normally used battery and discharging to a region lower than the SOC of a normally used battery Thus, commercial AC power can be used without restarting the engine for a long time and generating electric power with the motor generator. In addition, since the deep charge is performed when the SOC is about 80% and the deep discharge is performed when the SOC is about 20%, uniform processing between cells (modules) can be performed. Can disappear.
[0063]
<Second embodiment>
Hereinafter, a control device according to a second embodiment of the present invention will be described. The control device according to the present embodiment controls charging and discharging of battery 800 based on information of a car navigation device mounted on the vehicle. To realize this control, a program different from that of the first embodiment is executed in the control device 2000. The rest of the hardware configuration is the same as in the first embodiment. Therefore, detailed description thereof will not be repeated here.
[0064]
With reference to FIG. 5, a control structure of a program executed by control device 2000 will be described. In the flowchart shown in FIG. 5, the same processes as those shown in FIG. 3 described above are denoted by the same step numbers. The processing is the same. Therefore, detailed description thereof will not be repeated here.
[0065]
In S200, control device 2000 determines whether or not a destination has been set in the car navigation device. This determination is made based on information input to the control device 2000 from the car navigation device. If the destination has been set (YES at S200), the process proceeds to S202. If not (NO in S100), this process ends.
[0066]
At S202, control device 2000 determines whether or not charge button 2500 has been pressed. If charge button 2500 has been pressed (YES in S202), the process proceeds to S204. If not (NO in S202), this process ends. The charge button 2500 is pressed when the occupant of the vehicle uses AC power after arriving at the destination of the car navigation device. In addition, the charge button 2500 does not predict the use of AC power after arrival at the destination, but predicts the use of AC power after arrival at the destination based on the destination information set in the car navigation device. You may make it. For example, a case where an auto campsite or the like is set as a destination.
[0067]
In S204, control device 2000 estimates a charge / discharge pattern on the traveling route to the destination. At this time, the road gradient in the traveling route to the destination received by the control device 2000 from the car navigation device is also considered. The amount of discharge from the battery 800 increases on an uphill road, and the amount of charge to the battery 800 increases on a downhill road. Therefore, it is necessary to consider the road gradient and its length.
[0068]
In S206, the control device calculates a charging time required for charging before arriving at the destination such that the SOC reaches a target SOC (for example, 80%) when the vehicle arrives at the destination set in the car navigation device. . That is, this indicates that, when charging is performed for the calculated charging time, the SOC of the battery 800 is 80% when the vehicle arrives at the destination.
[0069]
In S208, control device 2000 determines whether or not the calculated charging time has reached the time until arrival at the destination. When the calculated charging time reaches the time until arrival at the destination (YES in S208), the process proceeds to S210. If not, the process returns to S208, and waits until the calculated charging time becomes a time until arrival at the destination.
[0070]
In S210, control device 2000 switches the charging mode to the charging priority mode, drives front motor generator 1000, and charges battery 800. At this time, front motor generator 1000 operates as a generator by the driving force of engine 200 and the driving force from driving wheels 700.
[0071]
In S212, control device 2000 determines whether or not SOC of battery 800 is 80% or more, or whether the vehicle has arrived at the destination. When SOC is 80% or more or when the vehicle arrives at the destination (YES in S212), the process proceeds to S118. If not (NO in S212), the process proceeds to S210, and in the charge priority mode, front motor generator 1000 is driven by engine 200 or regenerative power generation is performed to charge battery 800.
[0072]
The operation of the vehicle equipped with the control device according to the present embodiment based on the above structure and flowchart will be described.
[0073]
When the occupant of the vehicle sets a destination in the car navigation device (YES in S200), use of commercial AC power after arrival at the destination is predicted depending on the type of the destination. This prediction may be determined based on the fact that the charge button 2500 has been pressed. The charge / discharge pattern in the travel route to the destination is estimated (S204), and how many minutes before the arrival at the destination should be charged so that the target SOC becomes 80% SOC at the arrival of the destination. You. At this time, information from the car navigation device such as a traveling route to the destination, a gradient and a traveling time in the traveling route, battery information such as SOC and temperature of the battery 800, and an air conditioner operating state of the vehicle are used.
[0074]
Before the charging time to arrive at the destination (YES in S208), the charging mode is switched to the charging priority mode, and front motor generator 1000 is driven to generate power. When SOC of battery 800 is 80% or more or when the vehicle arrives at the destination (YES in S212), the process proceeds to S118. If not (NO in S212), the process proceeds to S210, where the front motor generator 1000 is driven by engine 200 in the charge priority mode or regenerative power generation is performed, and battery 800 is charged. When the SOC reaches 80% of the target or when the vehicle stops, charging ends (S118). When the passenger sets the accessory outlet switch 2400 to the use side and connects the load to the accessory outlet 2300, the current load is detected (S120), and the current load is continuously used, and the SOC is reduced from 80%. The time until it reaches 20% is calculated as the available time (S122), and the available time is displayed on the combination meter (S124).
[0075]
Referring to FIG. 6, the state of SOC of battery 800 when such control is performed is shown. When the control device according to the present embodiment is used, the vehicle travels in the charge priority mode so that the SOC is about 80% from before arrival at the destination until the vehicle stops. The engine 200 drives the front motor generator 1000 to charge the battery 800, and the drive wheels 700 drive the front motor generator 1000 to charge the battery 800. Thereafter, commercial AC power is used at the destination. Therefore, the charging priority mode is used so that the SOC becomes higher than the normal use state and before the vehicle arrives at the destination. Conventionally, as shown in FIG. 6, AC power was available only during the period from the start of use of the accessory outlet to the end of use (1), whereas using the control device according to the present embodiment, The AC power can be used only during the period from the start of use to the end of use (2).
[0076]
As described above, according to the control device according to the present embodiment, based on the destination information set in the car navigation device, charging to an area higher than the SOC of a normally used battery is performed. By discharging the battery to a region lower than the SOC of the battery, the commercial AC power can be used without restarting the engine for a long time and generating electric power by the motor generator. In addition, since the deep charge is performed when the SOC is about 80% and the deep discharge is performed when the SOC is about 20%, uniform processing between cells (modules) can be performed. Can disappear.
[0077]
The embodiments disclosed this time are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
[Brief description of the drawings]
FIG. 1 is a block diagram of a power train of a vehicle according to an embodiment of the present invention.
FIG. 2 is a detailed view of FIG.
FIG. 3 is a flowchart illustrating a control structure of a process executed by the control device according to the first embodiment of the present invention.
FIG. 4 is a timing chart for explaining an operation of a vehicle equipped with the control device according to the first embodiment of the present invention.
FIG. 5 is a flowchart illustrating a control structure of a process executed by a control device according to a second embodiment of the present invention.
FIG. 6 is a timing chart for explaining an operation of a vehicle equipped with a control device according to a second embodiment of the present invention.
[Explanation of symbols]
100 transaxle, 200 engine, 400 input shaft, 500 power switching mechanism, 600, 1200 output shaft, 700, 1300 drive wheels, 800 battery, 900 inverter, 1000 front motor generator, 1100 rear motor generator, 2000 control device, 2010 engine Control ECU, 2020 HV control ECU, 2030 Skid control ECU, 2040 Battery ECU, 2100 System main relay, 2200 DC / AC inverter, 2300 Accessory outlet, 2400 Accessory outlet switch, 2500 Charge button.

Claims (8)

A control device for a vehicle equipped with a chargeable / dischargeable secondary battery,
Output means for outputting power from the secondary battery to the outside of the vehicle,
Prediction means for predicting in advance the power output request by the output means,
A control unit for controlling charging / discharging of the secondary battery based on the prediction by the prediction unit. The control device according to claim 1, wherein the prediction unit includes a unit for predicting a power output request to be performed after the vehicle stops. The control device further includes input means for a passenger of the vehicle to input information,
The control device according to claim 1, wherein the prediction unit includes a unit for predicting the power output request in advance based on information input from the input unit. The vehicle is equipped with a car navigation device,
3. The control device according to claim 1, wherein the prediction unit includes a unit for predicting the power output request in advance based on information input to the car navigation device. 4. The vehicle is equipped with a car navigation device,
The control means, based on the information analyzed by the car navigation device, so that when the vehicle arrives at the destination registered in the car navigation, the state of charge of the secondary battery is a predetermined state, The control device according to claim 1, further comprising a unit configured to control charging and discharging of the secondary battery. The control unit controls charging / discharging of the secondary battery based on at least one of a traveling route to the destination, a gradient in the traveling route, and a traveling time included in the information analyzed by the car navigation device. 6. The control device according to claim 5, comprising means for: The control means,
Calculating means for calculating the usable time of the secondary battery,
The control device according to any one of claims 1 to 6, further comprising display means for displaying the usable time calculated by said calculation means. The control device according to claim 1, wherein the power output to the outside of the vehicle is an AC power.

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