JP2008278585A - Electric vehicle charging control system, and electric vehicle charging control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To generate a driving force sufficiently and restrain the durability of a battery from deteriorating. <P>SOLUTION: This system has a charging element, an electric machine, a charging circuit 65 which is selectively connected with the power source of a charging facility, a charging control treatment means which starts the charging of the charging element at the set time before the planned time to start the running of an electric vehicle and stops the charging of the charging element when specified charging stop conditions are achieved until the planned time to start the running of the electric vehicle, and a discharging control treatment means which starts the discharging of the charging element in case that the start of the electric vehicle is not confirmed after passage of a specified time since the set time. Since it is so arranged as to charge the charging element before starting the running of the electric vehicle and then, discharge the charging element, it can generate a driving force sufficiently for running the electric vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an electric vehicle charge control system and an electric vehicle charge control method.

Conventionally, in an electric vehicle such as an electric vehicle or a hybrid vehicle, a battery is connected to the drive motor, and electric power generated by discharging the battery is supplied to the drive motor to drive the drive motor. The electric power can be regenerated by the drive motor during braking or the like, and the regenerated electric power can be supplied to the battery to charge the battery. In addition, for example, an electric vehicle is placed at home or the like, and a battery can be charged from an external power source by inserting a plug into an outlet of a charging facility (see, for example, Patent Document 1).
JP 2000-1116019 A

  However, in the conventional electric vehicle, when it is necessary to make the electric vehicle run suddenly, if the remaining amount of the battery is small, the amount of electricity generated is small. Therefore, the electric vehicle is driven with priority on the EV driving mode. In this case, the cruising distance is shortened, and in some cases, the required vehicle torque necessary for running the electric vehicle, that is, the driving force cannot be sufficiently generated. Therefore, before stopping the operation of the electric vehicle, the next time when it becomes necessary to make the electric vehicle suddenly travel, the cruising distance can be increased and the driving force can be sufficiently generated. It is conceivable to keep the remaining battery level large. However, when the battery remaining amount is kept large, the battery electrolyte, electrodes, and the like deteriorate, and the durability of the battery is reduced accordingly.

  The present invention solves the problems of the conventional electric vehicle and increases the cruising distance when the electric vehicle needs to be driven suddenly when the electric vehicle is driven with priority on the EV driving mode. It is an object of the present invention to provide an electric vehicle charging control system and an electric vehicle charging control method capable of generating a sufficient driving force and suppressing a decrease in battery durability. To do.

  For this purpose, in the electric vehicle charging control system of the present invention, the charging element, the electric machine driven by power supplied from the charging element, and the power source of the charging facility are selectively connected to charge the charging element. A charging circuit for starting the charging and charging of the charging element at a set time set a predetermined time before the scheduled time for starting the running of the electric vehicle, and by the scheduled time for starting the running of the electric vehicle A charging control processing means for stopping charging of the charging element when a predetermined charging stop condition is satisfied, and the charging element when the start of the electric vehicle is not confirmed after a further predetermined time has elapsed from the set time. Discharge control processing means for stopping the discharge of the charging element when the remaining charge becomes small and reaches a preset value.

  According to the present invention, in the electric vehicle charging control system, the charging element, the electric machine driven by power supplied from the charging element, and the power source of the charging facility are selectively connected to charge the charging element. A charging circuit for starting the charging and charging of the charging element at a set time set a predetermined time before the scheduled time for starting the running of the electric vehicle, and by the scheduled time for starting the running of the electric vehicle A charging control processing means for stopping charging of the charging element when a predetermined charging stop condition is satisfied, and the charging element when the start of the electric vehicle is not confirmed after a further predetermined time has elapsed from the set time. Discharge control processing means for stopping the discharge of the charging element when the remaining charge becomes small and reaches a preset value.

  In this case, since the charging element is charged before the running of the electric vehicle is started, and then the discharging of the charging element is started at a predetermined set time, the electric vehicle is used by using the discharging of the charging element. In the case where the electric vehicle is driven with priority on the mode for traveling the vehicle, when it is necessary to make the electric vehicle suddenly travel, the cruising distance can be increased, and the driving force can be generated sufficiently. And it can suppress that the durability of a battery falls.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a hybrid vehicle as an electric vehicle will be described.

  FIG. 1 is a block diagram of an electric drive control device according to an embodiment of the present invention.

  In the figure, 11 is an engine, 12 is connected to a crankshaft (not shown), and an output shaft to which rotation generated by driving the engine 11 is output, and 13 is a torque input via the output shaft 12. A planetary gear unit 16 serving as a differential rotating device that distributes the power is connected to the planetary gear unit 13 via a transmission shaft 17 and a generator (G that receives torque distributed by the planetary gear unit 13) (G , 25 is a drive motor (M) as a second electric machine which is connected to the planetary gear unit 13 via the output shaft 14 and receives the torque distributed by the planetary gear unit 13. The engine 11, the generator 16 and the drive motor 25 are mechanically connected to each other so as to be differentially rotatable and mechanically connected to a drive wheel 37 which is a wheel via an output shaft 18. .

  The planetary gear unit 13 includes at least a sun gear (not shown) as a first differential element, a pinion (not shown) that meshes with the sun gear, and a second differential element that meshes with the pinion (not shown). A ring gear and a carrier (not shown) as a third differential element that rotatably supports the pinion are provided. The sun gear is connected to the generator 16 via the transmission shaft 17, and the ring gear is connected to the output shaft 14 and a predetermined not shown. The drive motor 25 and the carrier are connected to the engine 11 via the output shaft 12.

  A one-way clutch (not shown) is disposed between the carrier and a case (not shown), and the one-way clutch becomes free when the forward rotation from the engine 11 is transmitted to the carrier, and the generator 16 or the drive It is locked when reverse rotation is transmitted from the motor 25 to the carrier, preventing the engine 11 from rotating in the reverse direction.

  The generator 16 is connected to an inverter 28 as a generator inverter, the drive motor 25 is connected to an inverter 29 as a drive motor inverter, and each of the inverters 28 and 29 is a plurality of, for example, six switching elements. The transistors are united one by one to form a transistor module (IGBT) for each phase, and are connected to a battery 43 as a first power source and as a charging element. A capacitor (not shown) can be connected as a charging element instead of the battery 43 or in addition to the battery 43.

  The generator 16 is driven by being supplied with electric power from the battery 43, generates torque of the generator 16, that is, generator torque, generates electric power during power generation, and sends it to the battery 43.

  The drive motor 25 is driven by being supplied with electric power from the battery 43, generates torque of the drive motor 25, that is, drive motor torque, sends it to the drive wheel 37, and receives the rotation of the drive wheel 37 during regeneration to generate electric power. Regenerate and send to battery 43.

  In order to control the generator 16 and the drive motor 25, a drive unit control device 49 serving as a first control device is used. In order to control the engine 11, an engine control device 46 serving as a second control device is used. The drive unit control device 49 and the engine control device 46 are connected to a vehicle control device 50 as a main control device. The engine control device 46, the drive unit control device 49, and the vehicle control device 50 are all configured by a CPU, a recording device, etc. (not shown), and perform various calculations based on a predetermined program, data, etc., and function as a computer. To do. The engine control device 46 and the drive unit control device 49 constitute a lower control device for the vehicle control device 50, and the vehicle control device 50 is used for the engine control device 46 and the drive unit control device 49. A higher-level control device is configured. The engine control device 46, the drive unit control device 49, and the vehicle control device 50 constitute an electric vehicle charging control system.

  The drive unit control device 49 sends a drive signal for driving the generator 16 to the inverter 28 and a drive signal for driving the drive motor 25 to the inverter 29.

  The inverter 28 is driven according to a drive signal, receives power from the battery 43, that is, a direct current when the generator 16 is powered, generates a current of each phase, and supplies the current of each phase to the generator 16. When the generator 16 generates power, it receives a current of each phase from the generator 16, generates a direct current, and supplies it to the battery 43.

  The inverter 29 is driven in accordance with a drive signal, receives electric power, that is, a direct current from the battery 43 when the drive motor 25 is powered, generates a current of each phase, and supplies the current of each phase to the drive motor 25. When the drive motor 25 is regenerated, each phase current is received from the drive motor 25 to generate a direct current, which is supplied to the battery 43. In the present embodiment, power generation by the generator 16 will be described as regeneration by the drive motor 25.

  Reference numeral 48 denotes a DC / DC converter that converts the voltage of the battery 43 into a control voltage and applies it to the vehicle control device 50. Reference numeral 52 denotes a current detector that detects the current of the battery 43, that is, the battery current Ib. The battery current sensor 53 is a battery voltage sensor as a voltage detection unit that detects the voltage of the battery 43, that is, the battery voltage Vb. The battery remaining amount detection processing means (not shown) of the vehicle control device 50 is a battery remaining amount detection process. And the remaining battery charge SOC as the remaining charge is detected based on the battery current Ib and the battery voltage Vb. The remaining battery charge SOC is a value representing the amount of electricity charged as a percentage of the capacity of the battery 43 (battery capacity).

  Reference numeral 54 denotes a battery temperature sensor as a first temperature detection unit for detecting the temperature of the battery 43, that is, the battery temperature tb. Reference numeral 55 denotes an accelerator pedal representing an acceleration operation amount of an accelerator pedal (not shown) as an acceleration operation unit. A position (depression amount), that is, an accelerator opening sensor 56 serving as an acceleration operation amount detection unit for detecting the accelerator opening, and a brake pedal position (depression) representing a deceleration operation amount of a brake pedal (not shown) as a deceleration operation unit Amount), that is, a brake sensor as a deceleration operation amount detection unit that detects the brake depression amount, 57 is a vehicle speed sensor as a vehicle speed detection unit that detects the vehicle speed v, and 58 detects the temperature of the engine 11, that is, the engine temperature te. An engine temperature sensor 59 serving as a second temperature detecting unit, 59 is a temperature in the passenger compartment, that is, a room temperature tr A third interior temperature sensor as a temperature detection unit that detects. In the present embodiment, a vehicle speed sensor 57 is provided as a vehicle speed detection unit, but the vehicle speed v is detected based on the position of the rotor detected by the position sensor provided in the drive motor 25. You can also

  In order to switch between charging and discharging of the battery 43, a power switch 61 as a switching element is provided. The power switch 61 constitutes a switching unit that selectively connects the battery 43 to the generator 16, the drive motor 25, and a 100 [V] commercial power source (AC power source AC) 64 as a second power source. . The commercial power source 64 is disposed in a facility that can charge the battery 43, such as a home or office, that is, a charging facility. The hybrid vehicle is provided with a charging circuit 65 for charging the battery 43 and is selectively connected to the commercial power source 64.

  Note that an AC / DC converter (not shown) is disposed between the commercial power supply 64 and the charging circuit 65, and in the AC / DC converter, an alternating current is converted into a direct current. Further, an outlet (not shown) provided in the commercial power supply 64 and a plug (not shown) provided in the hybrid vehicle are brought into and out of contact with each other. A connecting member is constituted by the outlet and the plug.

  In addition, when the terminals a and b are connected in the power switch 61, the battery 43 and the commercial power source 64 are connected via the charging circuit 65, and accordingly, the power of the commercial power source 64 is supplied to the battery 43. The battery 43 can be charged. When the terminals a and c are connected, the inverters 28 and 29 and the battery 43 are connected via the charging circuit 66, and accordingly, the power generated by the generator 16 and the drive motor 25 are regenerated. The supplied electric power can be supplied to the battery 43 and the battery 43 can be charged. Further, when the terminals a and d are connected, the inverters 28 and 29 and the battery 43 are connected via the diode D1, and are necessary for discharging the battery 43 and driving the generator 16 and the drive motor 25. Electric power can be output from the battery 43 and supplied to the generator 16 and the drive motor 25.

  In addition, 62 is an air conditioner as an air conditioner for cooling and heating the passenger compartment, and 63 is a heater as a heating element that is disposed immediately below the main body (case) of the engine 11 and warms up (preheats) the engine 11. The air conditioner 62 and the heater 63 are connected to the battery 43 through the DC / DC converter 67 and directly connected to the commercial power supply 64 through the plug. The engine 11, the battery 43, and the air conditioner 62 constitute a warm-up target device that is a target of warm-up.

  By the way, the characteristics of the battery 43 change depending on the temperature. When the temperature is low, the output density representing the power that can be output per unit weight of the battery 43 and the power that can be input per unit weight of the battery 43. The input density representing can not be made sufficiently high. Therefore, when the hybrid type vehicle is driven in the cold season, the electric power of the battery 43 cannot be used up, so the cruising distance cannot be increased or the driving force for driving the hybrid type vehicle is sufficiently generated. I can't. In addition, if the hybrid vehicle is run without sufficiently warming up the engine 11 before the hybrid vehicle starts running, the engine 11 is warmed up while running. Until the machine is finished, the fuel injection control, ignition timing control, etc. of the engine 11 will be changed to warm-up, and the vehicle will run with control different from the normal time, resulting in poor fuel consumption. Not only that, it will pollute the atmosphere with exhaust gas.

  Therefore, in the present embodiment, the warm-up of the battery 43 and the engine 11 is terminated before the hybrid vehicle starts to travel. In this case, the hybrid type vehicle is driven with priority on the EV driving mode that is driven by using the discharge of the battery 43, and starts running from the first departure point that becomes the charging facility, for example, from home. After passing through various waypoints (destinations), the travel is ended at the final destination, for example, at home. In addition, in the battery 43 when leaving the home, the remaining battery charge SOC is assumed to be 100 [%], and the remaining battery charge SOC when reaching the home is assumed to be 30 [%].

  In order to use the battery 43 repeatedly and economically, the maximum remaining battery charge SOCmax that can be continuously maintained for a long time is set to about 80 [%], and the minimum remaining battery charge SOCmin is set to 30 [%]. However, the maximum remaining battery charge SOCmax when the battery is maintained for an extremely short time of about 10 minutes is 100%, and the battery 43 can be fully charged. The maximum remaining battery charge SOCmax and the minimum remaining battery charge SOCmin vary depending on the performance, material, and the like of the battery 43.

  Next, the operation of the electric drive control device will be described.

  FIG. 2 is a flowchart showing the operation of the previous step of the electric drive control apparatus in the embodiment of the present invention, FIG. 3 is a flowchart showing the operation of the electric drive control apparatus in the embodiment of the present invention, and FIG. It is a time chart which shows the operation | movement of this process of the electric drive control apparatus in embodiment of invention.

  First, when driving of the hybrid vehicle is started, a drive condition acquisition processing unit (not shown) of the vehicle control device 50 (FIG. 1) performs a drive condition acquisition process, and the accelerator opening, the brake depression amount, the vehicle speed v, the remaining battery power, and the like. A drive control processing unit (not shown) of the vehicle control device 50 reads the drive conditions such as the amount SOC, performs drive control processing, and sends instructions to the engine control device 46 and the drive unit control device 49 based on the drive conditions, The engine 11, the generator 16, and the drive motor 25 are driven.

  Therefore, the remaining battery level determination processing unit (not shown) as the remaining charging level determination processing unit (not shown) of the vehicle control device 50 performs the remaining battery level determination process as the remaining charging level determination process, and the remaining battery level SOC is 30 [%]. Determine if greater than.

  When the remaining battery SOC is larger than 30%, the drive control processing means supplies power from the battery 43 to the drive motor 25, drives the drive motor 25, and drives the generator 16 as necessary. Then, the hybrid type vehicle is caused to travel in the EV traveling mode, for example. Meanwhile, the remaining battery charge SOC gradually decreases, the battery temperature tb gradually increases, and the engine temperature te gradually increases from 50 [° C.].

  When the remaining battery SOC is reduced to 30 [%] as the hybrid vehicle travels, the drive control processing means drives the engine 11 and the drive motor 25 to travel the hybrid vehicle in the HV travel mode. Let Along with this, the remaining battery SOC changes at 30 [%], and the engine temperature te rises to the peak value and then reaches a constant temperature. Meanwhile, the air conditioner 62 is operated by the electric power supplied from the battery 43, and the room temperature tr is kept at a predetermined temperature, that is, 25 [° C.] in the present embodiment.

  Next, when the vehicle arrives at the home, stops the hybrid vehicle, and turns off the start switch, the pre-process is started. At this time, the battery temperature tb and the engine temperature te are gradually lowered. The room temperature tr gradually increases from 25 [° C.] when the outside air temperature is high, and gradually decreases from 25 [° C.] when the outside air temperature is low, and is equal to the outside air temperature.

  Then, when the driver inserts the plug into the outlet, the vehicle control device is set at a first predetermined set time, which is set by a timer (not shown) in the present embodiment and starts providing midnight power. The remaining battery charge monitoring processing means 50 as a remaining charge monitoring process means (not shown) 50 performs a remaining battery charge monitoring process as a remaining charge monitoring process, reads the remaining battery charge SOC, and is not shown in the vehicle controller 50. The charge control processing means starts the charge control process and controls the charging of the battery 43 based on the remaining battery charge SOC.

  Therefore, the charge control processing means determines whether or not the remaining battery charge SOC is equal to or less than a threshold (threshold) value SOCth1, which is 80 [%] in the present embodiment. When the remaining battery SOC is 80% or less, the charge control processing unit connects the terminals a and b of the power switch 61 to charge the battery 43, and the remaining battery SOC is 80% or less. When it becomes larger, charging of the battery 43 is stopped. The threshold value SOCth1 is set to a maximum value within the range of the remaining battery charge SOC set so as to ensure the predetermined durability of the battery 43.

  As the charging progresses, the remaining battery charge SOC gradually increases, and accordingly, the input from the commercial power supply 64 gradually decreases. During this time, the battery 43 generates heat due to charging due to the internal resistance of the battery 43 itself, and the battery temperature tb gradually increases.

  When the remaining battery SOC reaches 80 [%] at a predetermined timing, the charging control processing unit stops charging and ends the previous process.

  As described above, when the battery remaining amount SOC reaches 80 [%] in the previous process, the battery remaining amount SOC is maintained at 80 [%] until this process is started at the timing t1. Therefore, even if it is necessary to make the hybrid vehicle suddenly travel before the start of this step, the hybrid vehicle can immediately travel with priority on the EV travel mode.

  By the way, in the present embodiment, when the hybrid vehicle is scheduled to travel, the driver starts traveling the hybrid vehicle at the second predetermined set time, in the present embodiment, timing t2. Set as the scheduled time.

  In this case, the present process is started at a predetermined time from the timing t2, a timing t1 10 minutes before in the present embodiment, and the charging control processing means starts charging the battery 43. Note that the period from timing t1 to timing t2 is set as the full charge control section. If the driver pulls out the plug from the outlet for the purpose of running the hybrid vehicle in the full charge control section, the charge control processing means stops charging and discharges the battery 43 with the remaining battery SOC at that time. The hybrid type vehicle can be run using this.

  Further, in the present embodiment, the timing t1 occurs, for example, when the driver operates a remote controller starter (not shown) (for example, a remote controller as a remote controller for starting the engine 11 from inside the building). Although the timing when the hybrid-type vehicle receives the operation signal is used as the operation signal thus generated, it can be set by a timer.

  Next, the charging control processing means determines whether or not a condition for stopping charging of the battery 43, that is, whether or not a charging stop condition is satisfied. For this purpose, the charging control processing means determines whether or not the first condition is satisfied based on whether or not the remaining battery SOC is 100 [%], and determines whether or not the second condition is satisfied. Judgment is made based on whether or not a predetermined time, for example, 10 minutes has elapsed since t1, and when at least one of the first and second conditions is satisfied, it is determined that the charge stop condition is satisfied.

  As shown in FIG. 4, during the period from timing t1 to timing t2, the voltage control processing means of the charging control processing means performs voltage control processing, sends an instruction to the charging circuit 65, and uses the commercial power source 64 to charge the battery. 43, the target value of the battery voltage Vb when charging 43 is set to a predetermined first value Vb1 at timing t1, and then is increased by drawing a linear curve (straight line) having a certain slope, and the second value at timing t2. Set to the value Vb2.

  In the meantime, the battery current Ib becomes a value Ib1 at the timing t1, and then decreases with a quadratic curve (a parabola whose slope increases with the passage of time), and becomes zero (0) [C] at the timing t2. In addition, the remaining battery charge SOC increases in a quadratic curve (a parabola whose inclination decreases with time) and becomes 100%. Note that 1 [C: cylate] represents a charging current required to make the remaining battery charge SOC 100% in one hour.

  Then, when the charge stop condition is satisfied, the charge control processing means stops the application of the charge voltage and stops the charging of the battery 43. Therefore, the battery 43 can be fully charged by the timing t2, which is the time when the driver starts traveling the hybrid vehicle.

  Subsequently, at timing t2, the standby processing means (not shown) of the vehicle control device 50 performs standby processing, and in this embodiment, 10 minutes have elapsed with the charging of the battery 43 stopped. Then, it waits for the third predetermined set time set by the timer, that is, the timing t3 in this embodiment. Therefore, the time from timing t2 to timing t3 is set in advance as a departure time zone and as a driving preparation section in the sense that it includes an error in the driver's behavior.

  During this time, the charging circuit 65 does not apply a voltage to the battery 43, but the battery voltage Vb is maintained at the second value Vb2. Further, the remaining battery charge SOC is maintained at 100 [%]. Therefore, since the input density of the battery 43 can be increased, when the driver starts running the hybrid vehicle during the departure time period, the battery 43 is used in a state where the remaining battery charge SOC is 100%. Can start.

  As a result, it is possible not only to increase the cruising distance of the hybrid vehicle, but also to sufficiently generate the driving force of the hybrid vehicle.

  By the way, even if 10 minutes have elapsed from the timing t2 and the departure time zone has passed, the driver may not start the hybrid vehicle and the hybrid vehicle may not start running. In that case, the state where the remaining battery charge SOC is 100% is maintained thereafter, and the deterioration of the electrolyte solution, electrodes, and the like of the battery 43 is accelerated. As a result, the durability of the battery 43 is improved. The decline will be accelerated.

  Therefore, in the present embodiment, when the start of the hybrid vehicle is not confirmed, at timing t3, the discharge control processing means (not shown) of the vehicle control device 50 performs the discharge control processing and plans to drive the hybrid vehicle. In order to reduce the remaining battery charge SOC to about 80%, forced discharge (forced discharge) of the battery 43 is started. Therefore, the discharge control processing means discharges the battery 43 by energizing the heater 63 to start warming up the engine 11 or starting the operation of the air conditioner 62. Note that whether or not the hybrid vehicle has been started can be determined based on, for example, whether or not the start switch has been turned on.

  Further, if necessary, the battery 43 is connected to a variable resistor (not shown), and the battery 43 is discharged by supplying a predetermined current to the variable resistor, or the predetermined current is supplied to the charging facility via the commercial power source 64. It can be discharged by supplying.

  At this time, the current control processing means of the discharge control processing means performs a current control process, and controls the current supplied to the air conditioner 62 and the heater 63, that is, the discharge current to a constant value Ib2. Along with this, the battery voltage Vb is lowered to draw a quadratic curve (a parabola whose slope decreases with time), and is set to 4.0 [V] at timing t4, and the remaining battery charge SOC is changed to a linear curve ( A straight line is drawn and becomes smaller, and reaches 80% at timing t4.

  Thus, in the present embodiment, the remaining battery charge SOC is maintained at 100 [%] only during the departure time period from the timing t2 to the timing t3, and the remaining battery level is before the timing t1 and after the timing t4. Since the amount SOC is maintained at 80 [%], it is possible to prevent the durability of the battery 43 from being lowered.

  Further, even if the driver suddenly uses the hybrid type vehicle outside the departure time zone, the remaining battery SOC is kept at 80 [%]. The vehicle can be run in the EV running mode.

  Since charging is performed from timing t1 to timing t2, the battery 43 generates heat during that time. Therefore, the battery 43 can be warmed up by the timing t2 and the battery temperature tb can be increased, so that the output density of the battery 43 can be increased before the hybrid vehicle starts to travel. As a result, even when the hybrid vehicle is started in the cold season, the driving force of the hybrid vehicle can be sufficiently generated immediately after that.

  Moreover, after the departure time elapses, power is supplied from the battery 43 to the heater 63 and the air conditioner 62 from the timing t3 to the timing t4, and the engine 11 and the air conditioner 62 are warmed up before the vehicle starts running. Can do. Therefore, when the driver starts driving the hybrid vehicle after the departure time period has elapsed, it is not necessary to change the fuel injection control, ignition timing control, and the like of the engine 11 for warm-up. It is possible to prevent a cold start. Therefore, it is possible not only to improve fuel efficiency when starting the running of the hybrid type vehicle, to increase energy efficiency, but also to sufficiently purify the components of the exhaust gas, and to pollute the atmosphere by the exhaust gas. Can be prevented.

  Furthermore, since the air conditioner 62 is warmed up before the hybrid type vehicle starts traveling, the load applied to the hybrid vehicle by the air conditioner 62 after the start of traveling can be reduced. Therefore, fuel consumption can be improved.

Next, the flowchart of FIG. 2 will be described.
Step S1 Plug into an outlet.
Step S2: Charging is started at a predetermined set time.
Step S3: The remaining battery charge SOC is read.
Step S4: It is determined whether the remaining battery SOC is 80% or less. If the remaining battery charge SOC is 80% or less, the process proceeds to step S5. If the remaining battery charge SOC is greater than 80%, the process proceeds to step S6.
Step S5: The battery 43 is charged.
Step S6: The process is terminated without charging the battery 43.
Step S7: It is determined whether the remaining battery charge SOC is greater than 80 [%]. If the remaining battery charge SOC is greater than 80%, the process proceeds to step S8, and if the remaining battery charge SOC is 80% or less, the process returns to step S5.
Step S8: The charging of the battery 43 is stopped and the process is terminated.

Next, the flowchart of FIG. 3 will be described.
Step S11: Charging is started at a predetermined set time.
Step S12 Wait for the remaining battery charge SOC to reach 100%, and if the remaining battery charge SOC reaches 100%, the process proceeds to Step S14.
Step S13: Wait for 10 minutes to elapse, and if 10 minutes have elapsed, proceed to step S14.
Step S14 The charging of the battery 43 is stopped.
Step S15: It is determined whether 10 minutes have passed. If 10 minutes have passed, the process proceeds to step S16, and if not, the process returns to step S14.
Step S16: The battery 43 is discharged.
Step S17: It is determined whether the remaining battery charge SOC is 80% or less. If the remaining battery charge SOC is 80% or less, the process proceeds to step S18. If the remaining battery charge SOC is greater than 80%, the process returns to step S16.
Step S18: Discharging the battery 43 is stopped and the process is terminated.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

It is a block diagram of the electric drive control device in an embodiment of the present invention. It is a flowchart which shows operation | movement of the pre-process of the electric drive control apparatus in embodiment of invention. It is a flowchart which shows the operation | movement of this process of the electric drive control apparatus in embodiment of this invention. It is a time chart which shows the operation | movement of this process of the electric drive control apparatus in embodiment of this invention.

Explanation of symbols

16 Generator 25 Drive motor 43 Battery 46 Engine control device 49 Drive unit control device 50 Vehicle control device 64 Commercial power supply 65 Charging circuit SOC Battery remaining amount

Claims (4)

  A charging element, an electric machine driven by power supplied from the charging element, a charging circuit that is selectively connected to a power source of a charging facility, and charging the charging element, and starts running the electric vehicle When the charging element starts charging at a set time set a predetermined time before the scheduled time and the predetermined charging stop condition is satisfied by the scheduled time to start the traveling of the electric vehicle, the charging element When the start of the electric vehicle is not confirmed after a predetermined time has passed since the set time, and the charging control processing means for stopping the charging of the charging start of the charging element, the remaining charge is reduced, An electric vehicle charging control system comprising: a discharge control processing unit that stops discharging of the charging element when a preset value is reached.   The charging control processing means determines whether or not a predetermined condition is satisfied based on whether or not the charging element is fully charged. When the charging element is fully charged and the predetermined condition is satisfied, The electric vehicle charging control system according to claim 1, wherein it is determined that the stop condition is satisfied, and charging of the charging element is stopped.   The charging control processing means determines whether or not a predetermined condition is satisfied depending on whether or not a predetermined time has elapsed since the charging of the charging element was started, and the predetermined condition has been satisfied. The electric vehicle charging control system according to claim 1, wherein the charging stop condition is determined to be satisfied and charging of the charging element is stopped.   Electric vehicle charging control method for an electric vehicle having a charging element, an electric machine driven by power supplied from the charging element, and a charging circuit that is selectively connected to a power source of a charging facility and charges the charging element , Charging of the charging element is started at a set time set a predetermined time before the time when the electric vehicle is scheduled to start running, and the predetermined charging is stopped by the time when the electric vehicle is scheduled to start running. When the condition is satisfied, charging of the charging element is stopped, and when the start of the electric vehicle is not confirmed after a predetermined time has elapsed from the set time, discharging of the charging element is started and the remaining charge amount is An electric vehicle charging control method characterized by stopping discharging of a charging element when it becomes small and reaches a preset value.

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