JP2006034065A - Charge controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charge controller for vehicles suitable for minimizing the amount of charge from a relief vehicle. <P>SOLUTION: The charge controller for vehicles has a first motor 3 for starting an engine 1 by the power of a battery 6. The charge controller for vehicles comprises a means for calculating the number of start times (step S13) for calculating the number of engine start times, when an own vehicle travels from the current position to a position where the battery 6 can be maintained; a capacity calculation means (step S13) for calculating capacity for starting the engine 1 by the number of engine start times calculated by the means for calculating the number of start times; and a charge control means (step S17) for controlling the amount of charge power for charging the battery 6 of the own vehicle from a power supply 6A in other vehicles, so that the remaining capacity of the battery 6 in the own vehicle reaches a capacity calculated by the capacity calculation means, when the battery 6 of the own vehicle is connected to the power supply 6A of other vehicles and the battery 6 of the own vehicle is charged from the power supply 6A of other vehicles. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle charge control device suitable for charging by a rescue vehicle.

2. Description of the Related Art Conventionally, a vehicle is known that includes a motor generator that is driven by electric power from a battery to start an engine and that can be driven by the engine to charge the battery (see Patent Document 1).
JP 2001-25103 A

  By the way, in a vehicle like the above-mentioned conventional example, when abnormality such as a slight internal short circuit or overdischarge due to long-term standing occurs in the battery, charging is performed from the battery mounted on the rescue vehicle (other vehicle), and the battery is replaced. It is conceivable to travel to a possible service base. However, when the capacity of the battery mounted on the rescue vehicle is small or when the remaining capacity (electric power) is small, the battery of the rescue vehicle may increase.

  Then, this invention was made | formed in view of the said problem, and it aims at providing the charge control apparatus for vehicles suitable for minimizing the charge amount from a rescue vehicle.

  The present invention includes a starting means for starting an engine by electric power of a battery, and controls charging electric energy charged from the power source of the other vehicle to the battery of the own vehicle at the time of charging by connecting the battery of the own vehicle to the power source of the other vehicle. Charging control means, a start number calculating means for calculating an engine start number when the host vehicle travels from a current position to a base where battery maintenance is possible, and an engine for the engine start number calculated by the start number calculating means. Capacity calculation means for calculating a power capacity capable of starting the vehicle, and the charge control means is configured to supply power from other vehicles so that the remaining capacity of the battery of the host vehicle is equal to the capacity calculated by the capacity calculation means. The amount of charging power charged to the vehicle's battery was controlled.

  Therefore, in the present invention, the number of engine starts when the host vehicle travels from the current position to a base where battery maintenance is possible is calculated, and the power capacity that can start the engine is calculated by the calculated number of engine starts. The charging power amount charged from the power source of the other vehicle to the battery of the own vehicle is set so that the remaining capacity of the battery of the own vehicle at the time of charging with the battery of the own vehicle connected to the power source of the vehicle becomes the calculated capacity Because of the control, the engine can be stopped as many times as necessary until it can be maintained, and fuel consumption due to continued engine rotation can be suppressed even when the vehicle is stopped. be able to. In addition, since the amount of charge is limited to the required amount, the possibility that the battery of the rescue vehicle will rise even when the capacity of the battery mounted on the rescue vehicle is small or the remaining capacity (electric power) is small can be reduced. .

  Hereinafter, an embodiment of a vehicle charge control device of the present invention will be described with reference to FIGS. 1 is a system configuration diagram of a hybrid vehicle to which the present invention is applied, FIG. 2 is a schematic configuration diagram of a transaxle, and FIG. 3 is a flowchart for explaining a charging control procedure. In addition, FIG. 1 has shown the state which carried out the jumper connection of the rescue vehicle and the rescue target vehicle (henceforth the own vehicle). Moreover, with respect to the component in a rescue vehicle, A is added to the code | symbol and it distinguishes from the component of a rescue vehicle. Here, first, the system configuration of the hybrid vehicle will be described.

  In FIG. 1, the system configuration of the hybrid vehicle includes an internal combustion engine (engine) 1, a speed change mechanism 2, and a brushless DC motor, which is an engine-driven generator, a starter motor, and a regenerative braking generator. A second motor 4 for torque assist composed of a brushless DC motor, an inverter 5 for driving both motors 3 and 4, a high-voltage high-voltage battery 6; An inverter 5 including a microcomputer and a CPU 7 for controlling the state of charge of the high-power battery 6 and the internal combustion engine 1 are provided. Although not shown, the power transmission path between the high-power battery 6 and the inverter 5 includes a switch made of a high-power relay that cuts off the power transmission path.

  In addition to the system configuration of the hybrid vehicle, the vehicle charging control apparatus of the present embodiment includes a navigation system 8 that provides vehicle position information and route guidance. The navigation system 8, the CPU 7, an air conditioner, and the like When the auxiliary battery 9 is supplied with electric power from the auxiliary battery 9 and needs to be charged, the high voltage battery 6 is charged to the auxiliary battery 9 via a DC-DC converter (not shown). It is possible.

  A first motor 3 that mainly functions as a generator and is used for starting the engine is connected to the engine 1 so that it can be driven, and a second motor 4 that mainly functions as a motor serves as an input shaft of the transmission 2. It is connected. Therefore, the vehicle can travel with one or both of the driving force of the engine 1 and the driving force of the second motor 4. Further, the first motor 3 is driven by the engine 1 and is driven by the engine 1 only for power generation if the forward / reverse switching mechanism 10 is in a neutral state even during traveling by the driving force of the second motor 4. Can do.

  The engine 1 is directly controlled by the CPU 7 and generates torque for driving the vehicle when the vehicle speed is high, for example. The second motor 4 generates drive torque independently when the vehicle speed is low, and assists the drive torque of the engine 1 when the vehicle speed is high. Further, when the vehicle decelerates, it operates to generate electric energy by generating power (regenerative braking) and return it to the high-power battery 6 via the inverter 5.

  The first motor 3 that functions as the generator supports the start of the engine 1 by operating as a motor by the electric power supplied from the high-power battery 6 when the vehicle is started. Further, during normal traveling, the engine 1 is driven to generate electric power (generate power) and return the electric power to the high-power battery 6. For example, when acceleration is required, it is possible to cope with rapid acceleration by supplying generated power directly to the second motor 4.

  The inverter 5 is directly controlled by the CPU 7 to supply the electric energy of the high-power battery 6 to the second motor 4 and operate the first motor (generator) 3 in accordance with the torque generated and the rotational speed of the engine 1. The electric energy thus generated functions to return to the high-power battery 6. The high-power battery 6 assists vehicle travel by supplying electric power to the second motor (for driving) 4 via the inverter 5, while the electric power generated by the first motor (generator) 3 is used as an inverter. Collect via 5.

  The CPU 7 monitors the power storage state of the high-power battery 6 during normal running, calculates the input / output possible electric energy according to the SOC, temperature, and deterioration state, and controls the inverter 5 based on this to obtain the second While operating the motor 4 and the 1st motor (generator) 3, the generated torque and rotation speed of the engine 1 are controlled. The CPU 7 also calculates the vehicle average fuel consumption from the fuel consumption information obtained from the fuel fuel gauge 20 and the vehicle travel distance.

  When the CPU 7 determines that an abnormality has occurred in which the voltage of the high-power battery 6 read at the time of starting the vehicle system falls below the operable voltage of the first motor 3 for starting the engine, The control routine for receiving the charge from the rescue vehicle is started. This control routine includes a procedure for calculating the amount of charge required until the high-power battery 6 is repaired after traveling to a service base by starting and driving the engine after charging.

  That is, the navigation system 8 is caused to search for the nearest repair base by the point search function, to search for a route from the vehicle position to the repair base, and to determine whether or not fuel supply is necessary for traveling to the service base. When refueling is required, the navigation system 8 is also searched for a filling station within the cruising distance in the route, and the optimum filling point within the cruising distance (the gas station that is the farthest within the cruising distance. (Preferably) A filling station is designated, and the designated filling station is displayed on the navigation system 8 as a filling place. Further, when there is a point that the driver wants to drop in on the route to the service base with respect to the navigation system 8, this information is grasped. The CPU 7 calculates the number of engine starts that can occur up to the service base in consideration of the own vehicle average fuel consumption information, the travel route recommended by the navigation system 8 and the driver's drop-in point, and needs to be met accordingly. Set the amount of charge.

  The navigation system 8 searches for the nearest repair base by the point search function in response to a command from the CPU 7, searches for a route from the vehicle position to the service base, and if fuel supply is necessary, reaches the service base. Search for gas stations on the route of and display the specified gas station. If there is a point where the driver wants to drop in on the route to the service base, this information is output to the CPU 7. In the navigation system 8, it is assumed that points to be visited by a driver's navigation operation are input in advance.

  The charging procedure operation when the battery charging control device in the hybrid vehicle having the above configuration is abnormal will be described below based on the flowchart shown in FIG. The flowchart shown in FIG. 3 is sequentially executed step by step by the CPU 7. In addition, in FIG. 3, the flowchart of the own vehicle (rescue vehicle) is described on the left side, and the flowchart of the rescue vehicle is described on the right side.

  The host vehicle CPU 7 as the rescue vehicle monitors information from the high voltage battery 6 to grasp the discharge state in step S11 after the system is activated, and grasps fuel remaining amount information from the fuel remaining amount meter 20. . Then, average travel fuel consumption information is calculated from the remaining fuel amount information and travel distance information by the odometer. Further, a cruising distance (a travelable distance with the current fuel amount) is calculated from the average travel fuel consumption information and the remaining fuel amount information.

  In step S12, the navigation system 8 is caused to search for the nearest repair base and search for the route and distance from the vehicle position to the service base. Further, the necessity of refueling is determined by comparing the travel distance to the service base with the cruising distance calculated in step S11. If it is determined that refueling is necessary, the navigation system 8 is also made to search for a filling station within the cruising distance in the route, and the optimum filling point within the cruising distance (the farthest filling station within the cruising distance). It is preferable that a filling station is designated and the designated filling station is displayed on the navigation system 8 as a filling place. Further, when there is a point that the driver wants to drop in on the route to the service base with respect to the navigation system 8, this information is grasped.

  In step S13, from the information up to step S12, the number of engine starts that occurs before reaching the service base where the high-power battery 6 can be repaired is calculated, and the required charge amount (Ah) is calculated. It is assumed that the amount of electricity (Ah) information necessary for one engine start is stored in the CPU 7.

  In step S14, the high voltage relay connecting the high voltage battery 6 and the inverter 5 is turned off and disconnected.

  In step S15, the positive / negative terminal of the high-power battery 6 is connected to the positive / negative terminal of the inverter 5A of the rescue vehicle using the booster cable 21. Further, the CPU 7 is connected to the CPU 7A of the rescue vehicle by a bus using the sub harness 22. When these connections are confirmed, the process proceeds to step S16. Also, the rescue vehicle system is activated.

  In step S16, after confirming the activation of the CPU 7A of the rescue vehicle, the necessary charge electricity amount (Ah) information calculated in step S13 is transmitted to the CPU 7A of the rescue vehicle.

  The CPU 7A of the rescue vehicle receives from the CPU 7 of the rescue vehicle in step S21 and proceeds to step S22.

  In step S22, in order to generate the necessary charge electricity received in step S21, the high-power battery 6A and the inverter 5A are connected with the high-power relay turned on, and the process proceeds to step S23.

  In step S23, the engine 1A is started to maintain the engine speed at which the required power generation amount is obtained, and a power generation command is output to cause the inverter 5A to generate a power generation amount commensurate with the required charge amount. The inverter 5A applies a power generation torque to the first motor 3A, converts the generated power from the first motor 3A from AC power to DC power, and charges the high power battery 6A to the high power battery 6 of the rescue vehicle. Charge.

  In step S24, it is determined whether or not a charging completion signal is input from the CPU 7 of the rescue vehicle. If the input of the charging completion signal is not confirmed, the charging state is continued.

  The CPU 7 of the rescue vehicle confirms the charge amount of the high-power battery 6 by monitoring the battery voltage, determines whether or not the required charge amount (Ah) has been reached in step S17, and reaches the required charge amount (Ah). If not, the state of charge is continued, and if the required amount of charge (Ah) is reached, the process proceeds to step S18. In step S18, a charge completion signal is output to the CPU 7A of the rescue vehicle, and the process proceeds to step S19. move on.

  In step S19, it is monitored whether or not a high power relay off signal is input from the CPU 7A of the rescue vehicle.

  The CPU 7A of the rescue vehicle proceeds to step S25 when the input of the charging completion signal is confirmed in step S24, stops the engine 1A in step S25, stops the power generation command for the inverter 5A, and proceeds to step S26. Then, a command to turn off the high voltage relay is output, and the rescue flow is terminated.

  When the CPU 7 of the rescue vehicle confirms the off signal of the high power relay from the CPU 7A of the rescue vehicle, the process proceeds to step S20, and the booster cable 21 connecting the positive and negative terminals of the high power battery 6 to the positive and negative terminals of the inverter 5A of the rescue vehicle. After confirming that the sub-harness 22 connected to the CPU 7A of the rescue vehicle is removed, the charging flow is terminated.

  The high-power battery 6 of the vehicle charged in the above process calculates the engine start frequency when the vehicle travels from the current position to the base where the battery 6 can be maintained in step S13, and only the calculated engine start frequency is calculated. Since the capacity capable of starting the engine 1 is calculated and charged, it is possible to easily secure a power source for starting the engine 1 when an abnormality occurs in the battery of the host vehicle that does not result in inability to travel. Until the battery abnormal state can be accurately grasped, by maintaining the minimum necessary charge / discharge, it is possible to maintain the driveable state to a repairable base such as a dealer without extending the battery abnormal state (in the bad direction). . For example, when an abnormality is detected due to a light short inside the battery, it is possible to use the battery if the charge / discharge amount and frequency are significantly limited. It can also be applied.

  Therefore, the engine 1 can be stopped as many times as necessary until the maintenance is possible, the fuel consumption due to the engine 1 being kept rotating even when the vehicle is stopped can be suppressed, and the maintenance can be reliably performed by driving the engine 1. Can travel up to. Moreover, since the amount of charge is limited to the required amount, there is a possibility that the battery 6A of the rescue vehicle will rise even when the capacity of the battery 6A mounted on the rescue vehicle is small or when the remaining capacity (electric power) is small. Can be lowered.

  In addition, a travel route from the current value of the host vehicle to a base where the battery 6 can be maintained is set by a travel route setting means such as the navigation system 8, and at least, for example, traffic jam information and intersections can be passed through the set travel route. Since the number of start times of the engine 1 is calculated based on time information or the like, the engine 1 can be stopped in response to an engine stop operation unique to the travel route.

  Moreover, since the cruising distance that can be traveled is calculated based on the fuel remaining amount detected by the fuel remaining amount meter 20 and the number of times that the engine 1 is stopped by refueling is also included in the number of engine starts. The engine can be stopped for replenishment. Further, since the average fuel consumption of the host vehicle is calculated and the cruising distance that can be traveled based on the remaining amount of fuel is calculated based on the calculated average fuel consumption, the travelable distance can be calculated with high accuracy.

  Further, a gas station on the travel route set by the navigation system 8 or the like is searched in step S12, and based on at least the set travel route, the travelable distance, and the position of the searched gas station, Since the number of start times of the engine 1 is calculated, it is possible to set a desired gas station that is a gas station on the travel route and is farther than can be reached with the current fuel, and the number of start times can be reduced.

  Furthermore, in order to calculate the number of times the engine 1 is started in consideration of a desired stop point input by the driver, it is necessary to consider, for example, a situation where a meal break is taken before reaching the repair base. It is possible to reach the vehicle without difficulty while stopping the necessary engine.

  In the above embodiment, as a hybrid vehicle drive device, the rotation of the engine 1 is input to the transmission 2 via the forward / reverse switching mechanism 10 including the neutral state, and functions mainly as a generator and for starting the engine and the like. The first motor 3 is also connected to the engine 1 so as to be drivable, and the second motor 4 that mainly functions as a motor is connected to the input shaft of the transmission 2. As long as the vehicle is capable of being driven by the driving force of only the engine, it may be equipped with any speed change mechanism or power transmission mechanism, and is not limited to a hybrid vehicle. The vehicle may be a normal vehicle that drives the starter motor (a vehicle that travels with the driving force of only the engine).

  In the present embodiment, the following effects can be achieved.

  (A) The first motor 3 is provided as a starting means for starting the engine 1 by the electric power of the battery 6, and the own vehicle is powered from the power source 6A of the other vehicle at the time of charging by connecting the battery 6 of the own vehicle to the power source 6A of the other vehicle. Charge control means (step S17) for controlling the amount of charging electric power to be charged to the battery 6 and a start frequency calculation means for calculating the engine start frequency when the host vehicle travels from the current position to a location where the battery 6 can be maintained. (Step S13) and capacity calculation means (step S13) for calculating a capacity capable of starting the engine 1 by the engine start frequency calculated by the start frequency calculation means, wherein the charge control means is a battery of the host vehicle. 6 to charge the battery 6 of the host vehicle from the power source 6A of the other vehicle so that the remaining capacity of the vehicle 6 becomes the capacity calculated by the capacity calculating means. Since the amount of electric power is controlled, the engine can be stopped as many times as necessary up to the base where maintenance can be performed, fuel consumption due to the engine 1 continuing to rotate can be suppressed even when the vehicle is stopped, and maintenance can be reliably performed by driving the engine. You can travel to the base. Moreover, since the amount of charge is limited to the required amount, there is a possibility that the battery 6A of the rescue vehicle will rise even when the capacity of the battery 6A mounted on the rescue vehicle is small or when the remaining capacity (electric power) is small. Can be lowered.

  (A) The navigation system 8 is provided as a travel route setting means for setting a travel route from the current value to the base where the maintenance of the battery 6 can be performed, and the number-of-starts calculation means (step S13) includes at least the set travel route. Therefore, the engine 1 can be stopped in correspondence with the engine stop operation unique to the travel route.

  (C) A fuel remaining amount detecting means 20 for detecting the current remaining fuel amount and a cruising distance calculating means (step S11) for calculating a travelable distance based on the detected remaining fuel amount and calculating the number of start times The means (step S13) calculates the number of start times of the engine 1 based on at least the set travel route and the travelable distance, so that the engine can be stopped for refueling.

  (D) An average fuel consumption calculating means (step S11) for calculating the average fuel consumption of the vehicle is provided, and the cruising distance calculating means (step S11) includes a fuel remaining amount detected by the fuel remaining amount detecting means 20 and an average fuel consumption calculating means. Since the distance that can be traveled is calculated based on the average fuel consumption calculated by the above, the travelable distance can be calculated with high accuracy.

  (E) The navigation system 8 is provided as a gas station search means for searching for a gas station on the set travel route, and the start frequency calculation means (step S13) includes at least the set travel route and a travelable distance. Based on the position of the gas station searched by the gas station search means, a desired gas station that is a gas station on the travel route and that can be reached by the current fuel is set in order to calculate the number of times the engine 1 is started. And the number of start-ups can be reduced.

  (F) The number-of-starts calculation means (step S13) includes at least the set travel route, the travelable distance, the position of the gas station searched by the gas station search means, and a desired input inputted by the driver. In order to calculate the number of times the engine 1 is started based on the stopping point, by taking into account the situation where a meal break is taken before reaching the repair base, the repair base is stopped without fail while ensuring the necessary engine stoppage. It becomes possible to reach.

The system block diagram of a hybrid vehicle provided with the charging control apparatus for vehicles which shows one Embodiment of this invention. The schematic block diagram of a transaxle similarly. The flowchart explaining a charge control procedure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission mechanism 3 1st motor 4 2nd motor 5 Inverter 6 High-power battery 7 CPU
8 Navigation system 9 Auxiliary battery 10 Forward / reverse switching mechanism 21 Booster cable 22 Sub harness

Claims (6)

Starting means for starting the engine by the power of the battery,
Charge control means for controlling the amount of charge power from the power supply of the other vehicle to the battery of the own vehicle at the time of charging with the battery of the own vehicle connected to the power supply of the other vehicle
Start number calculation means for calculating the engine start number when the host vehicle travels from a current position to a base where battery maintenance is possible;
Capacity calculating means for calculating a power capacity capable of starting the engine by the number of engine starting times calculated by the starting number calculating means,
The charge control means controls the amount of charging power charged from the power supply of the other vehicle to the battery of the own vehicle so that the remaining capacity of the battery of the own vehicle becomes the capacity calculated by the capacity calculation means. A vehicle charge control device. The vehicle charging control device includes travel route setting means for setting a travel route from a current value to a base where battery maintenance is possible,
The vehicle charge control device according to claim 1, wherein the start frequency calculating means calculates the engine start frequency based on at least the set travel route. The vehicle charging control device includes fuel remaining amount detecting means for detecting the current remaining fuel amount, and cruising distance calculating means for calculating a travelable distance based on the detected remaining fuel amount,
The vehicle charge control device according to claim 2, wherein the start frequency calculation means calculates the engine start frequency based on at least the set travel route and the travelable distance. The vehicle charging control device includes an average fuel consumption calculating means for calculating an average fuel consumption of the vehicle,
4. The cruising distance calculating unit calculates a travelable distance based on the remaining fuel amount detected by the remaining fuel amount detecting unit and the average fuel consumption calculated by the average fuel consumption calculating unit. The vehicle charge control device according to claim 1. The vehicle charging control device includes a filling station search means for searching for a filling station on the set travel route,
The start frequency calculation means calculates the engine start frequency based on at least the set travel route, the travelable distance, and the position of the gas station searched by the gas station search means. The vehicle charging control device according to claim 3 or 4, wherein:   The start frequency calculation means includes at least the set travel route, the travelable distance, the position of the gas station searched by the gas station search means, and a desired stop point input by the driver. 6. The vehicle charging control apparatus according to claim 5, wherein the number of engine starts is calculated based on the calculation.

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