JP2010104114A - Controller of vehicle and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle, which can adjust a charging schedule of a power storage device by an external power supply, and to provide the vehicle having the controller. <P>SOLUTION: ECU 170 loaded on the vehicle includes a charging control part 174 charging a battery by controlling a charger 240, and a starting command part 174 making the charging control part 171 wait until present time reaches charging start time when charging start time is set, and sending a starting command to the charging control part 174 so that charging of the battery is started from charging start time. When the starting command part 171 receives a starting instruction, it sends the starting command to the charging control part 174 so that charging of the battery is started from time when the starting instruction is received. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device and a vehicle including the control device, and more particularly to a technique for charging a power storage device mounted on a vehicle with electric power supplied from the outside of the vehicle.

  Conventionally, vehicles equipped with a motor as a drive source, such as hybrid vehicles, electric vehicles, and fuel cell vehicles, are known. Such a vehicle is equipped with a power storage device that stores electric power supplied to the motor. The power storage device stores power generated during regenerative braking or power generated by a generator mounted on the vehicle.

  For example, there is a vehicle that supplies electric power to a power storage device mounted on the vehicle from a power source outside the vehicle such as a power source of a house and charges the vehicle. By connecting the outlet provided in the house and the inlet provided in the vehicle with a cable, electric power is supplied from the power source of the house to the power storage device of the vehicle. Hereinafter, a vehicle that charges a power storage device mounted on a vehicle by a power source provided outside the vehicle is also referred to as a plug-in vehicle.

  By the way, when a user's schedule is changed suddenly, a plug-in vehicle may be used at a time earlier than the originally scheduled time. However, if the charging process of the power storage device cannot be changed in response to the user's scheduled change, it is considered that the charging of the power storage device cannot be completed by the scheduled use start time of the vehicle. In this case, the user waits until charging of the power storage device is completed.

As an example of a technique capable of changing the charging process of the power storage device, for example, Japanese Patent Laying-Open No. 2006-296013 (Patent Document 1) discloses a series automatic transmission charger of a nickel hydride / nickel cadmium battery capable of adjusting a charging speed. Is disclosed.
JP 2006-296013 A

  From the viewpoint of user convenience, it is preferable that the power storage device is charged according to a schedule determined by the user. Japanese Patent Laid-Open No. 2006-296013 discloses that the charging speed is variable, but does not disclose the point of adjusting the charging start time and / or the charging end time.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device capable of adjusting a charging schedule of a power storage device by an external power source, and a vehicle including the control device. Is to provide.

  In summary, the present invention provides a rotating electrical machine as a drive source, a power storage device that stores power to be supplied to the rotating electrical machine, and a charging circuit that charges the power storage device using power supplied from a power source external to the vehicle. It is a control device of vehicles provided with. The control device includes a charge control unit and a charge start control unit. The charge control unit charges the power storage device by controlling the charging circuit. When the charging start time is set, the charging start control unit causes the charging control unit to wait until the current time reaches the charging start time and starts charging the power storage device from the charging start time. Send start instructions. When receiving a release instruction for releasing the standby state of the charge control unit, the charge start control unit sends a start instruction to the charge control unit so as to start charging the power storage device from the time when the release instruction is received. .

  Preferably, the control device further includes a storage unit and a start time setting unit. The storage unit stores first information related to the time rate of change of the remaining capacity of the power storage device and second information related to the start time of the vehicle every time the power storage device is charged and the vehicle is started. The start time setting unit sets the charge start time based on the first and second information stored in the storage unit.

  Preferably, the start time setting unit calculates an expected start time of the vehicle based on the second information stored in the storage unit. The start time setting unit sets the charge start time based on the first information and the remaining capacity of the power storage device before the start of charging so that the interval between the expected start time and the charge end time of the power storage device is within a predetermined time. To do.

  Preferably, the charge start control unit sends a start instruction to the charge control unit in response to a release instruction generated by the user.

  According to another aspect of the present invention, a vehicle includes a rotating electrical machine as a drive source of the vehicle, a power storage device that stores power to be supplied to the rotating electrical machine, and power storage using power supplied from a power source external to the vehicle. A charging circuit for charging the device, and the control device according to any one of the above.

  Preferably, the vehicle further includes a release instruction generation device that generates a release instruction in response to an operation of a user of the vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the adjustment of the charging schedule of the electrical storage apparatus by an external power supply is attained in the vehicle carrying an electrical storage apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram showing a plug-in hybrid vehicle equipped with a control device according to an embodiment of the present invention.

  Referring to FIG. 1, the plug-in hybrid vehicle includes an engine 100, a first MG (Motor Generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, and a battery 150.

  Engine 100, first MG 110, second MG 120, and battery 150 are controlled by an ECU (Electronic Control Unit) 170. ECU 170 may be divided into a plurality of ECUs.

  This vehicle travels by driving force from at least one of engine 100 and second MG 120. More specifically, the plug-in hybrid vehicle travels automatically or manually by switching between the HV traveling mode and the EV traveling mode.

  The HV traveling mode is a mode in which one or both of the engine 100 and the second MG 120 is automatically selected as a driving source according to the driving state and travels. The EV travel mode is a mode in which travel is performed using only the second MG 120 as a drive source. Even in the EV travel mode, engine 100 may be operated for power generation or the like.

  Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheels 160 via the speed reducer 140. The other is a path for driving the first MG 110 to generate power.

  First MG 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. First MG 110 generates power using the power of engine 100 divided by power split mechanism 130. For example, during normal traveling, the electric power generated by first MG 110 becomes electric power for driving second MG 120 as it is. On the other hand, when the SOC (remaining capacity) of battery 150 is lower than a predetermined value, the electric power generated by first MG 110 is converted from AC to DC by an inverter described later, and the voltage is adjusted by a converter described later. Stored in battery 150.

  Second MG 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second MG 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by first MG 110.

  The driving force of second MG 120 is transmitted to front wheel 160 via reduction gear 140. Thereby, second MG 120 assists engine 100 or causes the vehicle to travel by the driving force from second MG 120. The rear wheels may be driven instead of or in addition to the front wheels 160.

  During regenerative braking of the plug-in hybrid vehicle, the second MG 120 is driven by the front wheel 160 via the speed reducer 140, and the second MG 120 operates as a generator. Thus, second MG 120 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by second MG 120 is stored in battery 150.

  Power split device 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so that it can rotate. The sun gear is connected to the rotation shaft of first MG 110. The carrier is connected to the crankshaft of engine 100. The ring gear is connected to the rotation shaft of second MG 120 and speed reducer 140.

  Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130 that is a planetary gear, so that the rotational speeds of engine 100, first MG 110, and second MG 120 are connected in a straight line in the nomograph. Become.

  The battery 150 is a chargeable / dischargeable power storage device, and is composed of, for example, a secondary battery such as nickel hydride or lithium ion. Specifically, the battery 150 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of the battery 150 is about 200V, for example. The voltage of the battery 150 is about 200V, for example. In addition to the electric power generated by first MG 110 and second MG 120, battery 150 stores electric power supplied from a power source outside the vehicle, as will be described later.

  Note that as the power storage device mounted on the vehicle, a large-capacity capacitor can be used instead of the battery 150 or in addition to the battery 150. If the power buffer that can temporarily store the power generated by the first MG 110 and the second MG 120 and the power from the power source outside the vehicle and supply the stored power to the second MG 120, the power storage device mounted on the plug-in hybrid vehicle The type and number are not particularly limited. A plurality of batteries may be mounted on the plug-in hybrid vehicle. In this case, the capacity (maximum chargeable charge amount) of the plurality of batteries may be substantially the same or different.

  FIG. 2 is a diagram for explaining the electrical system of the plug-in hybrid vehicle shown in FIG. Referring to FIG. 2, the plug-in hybrid vehicle includes a converter 200, a first inverter 210, a second inverter 220, an SMR (System Main Relay) 230, a charger 240, and an inlet 250.

  Converter 200 includes a reactor, two npn transistors, and two diodes. One end of the reactor is connected to the positive electrode side of each battery, and the other end is connected to the connection point of the two npn transistors.

  Two npn-type transistors are connected in series. The npn transistor is controlled by the ECU 170. A diode is connected between the collector and emitter of each npn transistor so that a current flows from the emitter side to the collector side.

  For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn transistor. In place of the npn transistor, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) may be used.

  When supplying the electric power discharged from battery 150 to first MG 110 or second MG 120, converter 200 boosts the voltage from battery 150. On the other hand, when battery 150 is charged with the electric power generated by first MG 110 or second MG 120, converter 200 performs a step-down operation.

  Voltage sensor 180 detects a voltage (system voltage VH) of a power line provided between converter 200 and inverters 210 and 220. The detection result of voltage sensor 180 is transmitted to ECU 170.

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 112 of each coil of the first MG 110.

  First inverter 210 converts a direct current supplied from battery 150 into an alternating current, and supplies the alternating current to first MG 110. In addition, first inverter 210 converts the alternating current generated by first MG 110 into a direct current.

  Second inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 122 of each coil of the second MG 120.

  Second inverter 220 converts the direct current supplied from battery 150 into an alternating current, and supplies the alternating current to second MG 120. Second inverter 220 converts the alternating current generated by second MG 120 into a direct current.

  Converter 200, first inverter 210, and second inverter 220 are controlled by ECU 170.

  SMR 230 is provided between battery 150 and charger 240. The SMR 230 is a relay that switches between a connected state and a disconnected state of the battery 150 and the electrical system. When SMR 230 is open, battery 150 is disconnected from the electrical system. When SMR 230 is closed, battery 150 is connected to the electrical system. That is, when SMR 230 is in an open state, battery 150 is electrically disconnected from converter 200, charger 240, and the like. When SMR 230 is in the closed state, battery 150 is electrically connected to converter 200, charger 240, and the like.

  SMR 230 is controlled by ECU 170. For example, when the ECU 170 is activated, the SMR 230 changes from the open state to the closed state. When the ECU 170 stops, the SMR 230 changes from the closed state to the open state.

  Charger 240 is connected between battery 150 and converter 200. As shown in FIG. 3, the charger 240 includes an AC / DC conversion circuit 242, a DC / AC conversion circuit 244, an insulation transformer 246, and a rectifier circuit 248.

  The AC / DC conversion circuit 242 is a single-phase bridge circuit. The AC / DC conversion circuit 242 converts AC power into DC power based on a drive signal from the ECU 170. The AC / DC conversion circuit 242 also functions as a boost chopper circuit that boosts the voltage by using a coil as a reactor.

  The DC / AC conversion circuit 244 is composed of a single-phase bridge circuit. The DC / AC conversion circuit 244 converts the DC power into high-frequency AC power based on the drive signal from the ECU 170 and outputs it to the isolation transformer 246.

  Insulation transformer 246 includes a core made of a magnetic material, and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically insulated and connected to the DC / AC conversion circuit 244 and the rectification circuit 248, respectively. Insulation transformer 246 converts high-frequency AC power received from DC / AC conversion circuit 244 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier circuit 248. The rectifier circuit 248 rectifies AC power output from the insulating transformer 246 into DC power.

  A voltage (voltage between terminals of the smoothing capacitor) between AC / DC conversion circuit 242 and DC / AC conversion circuit 244 is detected by voltage sensor 182, and a signal representing the detection result is input to ECU 170. The output current of charger 240 is detected by current sensor 184, and a signal representing the detection result is input to ECU 170. Further, the temperature of charger 240 is detected by temperature sensor 186, and a signal representing the detection result is input to ECU 170.

  ECU 170 generates a drive signal for driving charger 240 and outputs it to charger 240 when battery 150 is charged from a power supply external to the vehicle.

  ECU 170 has a failure detection function of charger 240 in addition to a control function of charger 240. When the voltage detected by the voltage sensor 182, the current detected by the current sensor 184, the temperature detected by the temperature sensor 186, etc. are equal to or higher than the threshold, a failure of the charger 240 is detected.

  Inlet 250 is provided, for example, on the side of a plug-in hybrid vehicle. A connector 310 of a charging cable 300 that connects the plug-in hybrid vehicle and an external power source 402 is connected to the inlet 250.

  Charging cable 300 that connects the plug-in hybrid vehicle and external power supply 402 includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.

  Connector 310 of charging cable 300 is connected to inlet 250 provided in the plug-in hybrid vehicle. The connector 310 is provided with a switch 312. When the switch 312 is closed while the connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle, the connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle. Connector signal PISW indicating that the state has been achieved is input to ECU 170.

  Plug 320 of charging cable 300 is connected to an outlet 400 provided in the house. AC power is supplied to the outlet 400 from a power source 402 outside the plug-in hybrid vehicle.

  CCID 330 includes a relay 332 and a control pilot circuit 334. When relay 332 is open, the path for supplying power from power supply 402 outside the plug-in hybrid vehicle to the plug-in hybrid vehicle is blocked. When the relay 332 is closed, power can be supplied from the power source 402 outside the plug-in hybrid vehicle to the plug-in hybrid vehicle. The state of relay 332 is controlled by ECU 170 in a state where connector 310 of charging cable 300 is connected to inlet 250 of the plug-in hybrid vehicle.

  The control pilot circuit 334 is connected to the control pilot line when the plug 320 of the charging cable 300 is connected to the outlet 400, that is, the external power supply 402, and the connector 310 is connected to the inlet 250 provided in the plug-in hybrid vehicle. A pilot signal CPLT is sent. Pilot signal CPLT is output from an oscillator (not shown) provided in control pilot circuit 334.

  When the plug 320 of the charging cable 300 is connected to the outlet 400, the control pilot circuit 334 can output the pilot signal CPLT even if the connector 310 is disconnected from the inlet 250 provided in the plug-in hybrid vehicle. However, ECU 170 cannot detect pilot signal CPLT output with connector 310 removed from inlet 250 provided in the plug-in hybrid vehicle.

  When plug 320 of charging cable 300 is connected to outlet 400 and connector 310 is connected to inlet 250 of the plug-in hybrid vehicle, control pilot circuit 334 causes pilot signal CPLT having a predetermined pulse width (duty cycle). Is output.

  The plug-in hybrid vehicle is notified of the current capacity that can be supplied based on the pulse width of pilot signal CPLT. For example, the current capacity of charging cable 300 is notified to the plug-in hybrid vehicle. The pulse width of pilot signal CPLT is constant without depending on the voltage and current of external power supply 402.

  On the other hand, if the type of charging cable used is different, the pulse width of the pilot signal may be different. That is, the pulse width of the pilot signal can be determined for each type of charging cable.

  In the present embodiment, in a state where the plug-in hybrid vehicle and the external power source 402 are connected by the charging cable 300, the battery 150 is charged by supplying the power supplied from the external power source 402 to the battery 150. Is done. When battery 150 is charged, relay 332 in SMR 230 and CCID 330 is closed.

  The AC voltage VAC of the external power supply 402 is detected by a voltage sensor 188 provided inside the plug-in hybrid vehicle. The detected voltage VAC is transmitted to ECU 170.

  When the charging start time is set, ECU 170 waits for charging of battery 150 until the current time reaches the charging start time even if connector signal PISW and pilot signal CPLT are received. ECU 170 starts charging battery 150 by controlling charger 240 when the current time reaches a preset charging start time. For example, ECU 170 sets the charging start time based on history data (described later) stored therein. Further, when the user operates the reservation time input unit 176, the reservation time is input to the ECU 170. When the reservation time is input to ECU 170, ECU 170 sets the charging start time based on the reservation time.

  ECU 170 cancels the charging standby state and starts charging of battery 150 when charging start switch 175 is operated by the user while waiting for charging of battery 150 to start.

  Further, ECU 170 starts charging battery 150 without providing a standby time when the charging start time is not set.

  FIG. 4 is a functional block diagram for explaining the configuration of the ECU 170. The configuration shown in FIG. 4 may be realized by hardware, or may be realized by executing a program stored in ECU 170.

  Referring to FIG. 4, ECU 170 includes a start command unit 171, a start time setting unit 172, a storage unit 173, and a charge control unit 174.

  Activation command unit 171 receives information on the charging start time from start time setting unit 172. The start command unit 171 generates a start command when the current time reaches the charge start time, and outputs the start command to the charge control unit 174.

  When the user operates the charging start switch 175, a start instruction is sent from the charging start switch 175 to the activation command unit 171. When the start command unit 171 receives the start instruction, the start command unit 171 generates a start command even if the current time does not reach the charge start time, and outputs the start command to the charge control unit 174. The “start instruction” corresponds to the “release instruction” in the present invention, and the “start command” corresponds to the “start instruction” in the present invention.

  The start time setting unit 172 sets the charge start time based on the history data stored in the storage unit 173, and sends the set charge start time to the activation command unit 171.

FIG. 5 is a conceptual diagram illustrating history data stored in the storage unit 173.
Referring to FIG. 5, history data stored in storage unit 173 includes SOC at the start of charging of battery 150 (A1, A2 in the figure), charging start time (X1, X2 in the figure), and charging end time. (Y1, Y2 in the figure) and a plurality of data each including the start time (Z1, Z2 in the figure) of the electric system of the vehicle. The charging start time corresponds to the time when the charger 240 is activated. The charging end time corresponds to the time when the SOC of the battery 150 reaches a predetermined value (for example, 80%).

  Note that the SOC, the charging start time, and the charging end time are information on the SOC time change rate of the battery 150. As shown in FIG. 5, the information related to the time change rate of the SOC is stored in the storage unit 173 in a state associated with the information related to the start time of the electric system of the vehicle. These pieces of information are added each time the battery is charged and the vehicle electrical system is activated.

  Returning to FIG. 4, the start time setting unit 172 calculates the time (charge time) required for one charge of the battery 150 from the charge start time and the charge end time. Then, start time setting unit 172 calculates the amount of change in SOC of battery 150 (the difference between the value at the end of charging and the value at the start of charging). Start time setting unit 172 calculates the time change rate of the SOC based on the charging time and the change amount of the SOC.

  Here, start time setting unit 172 may calculate the time change rate of the SOC based on the latest data (data indicating the previous charging result of battery 150) among the plurality of data included in the history data. Good. Alternatively, the start time setting unit 172 calculates the SOC time change rate for all or part of the plurality of data included in the history data, and calculates the SOC time change rate by averaging the calculated time change rates. May be.

  The start time setting unit 172 further calculates an expected start time of the electric system of the vehicle based on the history data. For example, the start time setting unit 172 may calculate the expected start time by averaging the start times included in the history data. In addition, the start time setting unit 172 may calculate an expected start time based on a time zone in which the vehicle is most frequently started during the day. For example, the length of the time zone may be 1 hour, and the middle of the time zone in which the vehicle is most frequently activated during the day may be set as the expected activation time.

  The start time setting unit 172 calculates the charging time required for the current charging of the battery 150 based on the SOC change rate and the SOC value at the start of charging. Then, the start time setting unit 172 sets the charge start time based on the charge time and the expected activation time. Specifically, the start time setting unit 172 sets the charge end time so that the difference between the expected start time and the charge end time is a predetermined time (may be a predetermined time or less), and the charge time is determined from the charge end time. The time just before is set as the charging start time. The predetermined time is set as a value that does not overlap the charging end time and the expected activation time (for example, 30 minutes).

  Note that various known methods can be used as a method for calculating the SOC value at the start of charging, and therefore detailed description thereof will not be repeated here.

  In addition, when receiving the reservation time information from the reservation time input unit 176, the start time setting unit 172 sets the charge start time based on the reservation time. The user operates the reservation time input unit 176 to set the charging start time or the charging end time. Information on the charging start time or charging end time set by the user is transmitted from the reservation time input unit 176 to the start time setting unit 172.

  When the start time setting unit 172 receives information on the charge start time from the reservation time input unit 176, the start time setting unit 172 sends the charge start time to the activation command unit 171. When receiving the information about the charging end time from the reservation time input unit 176, the starting time setting unit 172 calculates the charging start time from the charging end time and sends the charging start time to the activation command unit 171. As described above, the start time setting unit 172 can calculate the charging time based on the history data stored in the storage unit 173 and the SOC value of the battery 150 at the start of charging. Therefore, start time setting unit 172 sets the charge start time based on the information on the charge end time received from reservation time input unit 176 and the calculated charge time.

  Based on connector signal PISW and pilot signal CPLT, charging control unit 174 performs a charging preparation process for battery 150. When the charging preparation process is completed, the charging control unit 174 transmits information indicating that the charging preparation is completed to the start command unit 171 and then enters a standby state. Charging control unit 174 releases the standby state in accordance with the activation command from activation command unit 171 and starts control of charger 240.

  When the charging control unit 174 completes the charging of the battery 150, the data indicating the current charging process result (the SOC value at the start of charging, the charging start time, the charging end time) is stored in the history data stored in the storage unit 173. to add. When the electric system of the vehicle is activated, the activation time is added to the history data stored in the storage unit 173 by a vehicle ECU (not shown).

  FIG. 6 is a schematic diagram showing a schedule for charging the battery 150 by the ECU 170. Referring to FIG. 6, at time t <b> 1, ECU 170 completes preparation for charging battery 150. When the charging start time is set at time t2, ECU 170 is in a standby state for a period from time t1 to time t2. At time t2, ECU 170 starts charging battery 150. When the SOC of battery 150 reaches a predetermined value (for example, 80%) at time t3, ECU 170 ends charging of battery 150. At time t4, the electric system of the vehicle is activated by the user.

  On the other hand, when the charging start switch 175 is operated between time t1 and time t2, a start instruction is input to the ECU 170 (time t12). Therefore, ECU 170 starts charging battery 150 from the time point when the start instruction is received (time t12). At time t13, charging of the battery 150 ends.

  The charging start switch 175 is for advancing the charging start time of the battery 150. That is, in this embodiment, the charging speed of battery 150 is the same regardless of whether charging start switch 175 is operated or not, and the time required for charging battery 150 is T.

  FIG. 7 is a flowchart for explaining the charging start time setting process by the start time setting unit 172 shown in FIG. The process shown in this flowchart is called from the main routine and executed when a predetermined condition is satisfied (for example, when information indicating that the preparation for charging the battery 150 is completed is received from the charging control unit 174).

  7 and 4, start time setting unit 172 determines whether or not a reservation time (start time or end time) is input from reservation time input unit 176 (step S11). When the reservation time is input (YES in step S11), start time setting unit 172 sets the charge start time according to the input reservation time (step S12). On the other hand, when the reservation time is not input (NO in step S11), start time setting unit 172 sets the charge start time according to the history data stored in storage unit 173 (step S13). Then, the start time setting unit 172 outputs the charge start time set by the process of step S12 or S13 to the activation command unit 171 (step S14). When the process of step S14 ends, the charging start time setting process shown in the flowchart ends.

  FIG. 8 is a flowchart for explaining start command output processing by the start command unit 171 shown in FIG. The process shown in this flowchart is performed, for example, when a predetermined condition is satisfied (for example, when information indicating that the preparation for charging of the battery 150 is completed is received from the charging control unit 174) or for a certain time (for example, a control cycle of the ECU 170). ) Is called from the main routine and executed every time.

  Referring to FIGS. 8 and 4, activation command unit 171 determines whether or not a start instruction is input from charge start switch 175 (step S <b> 21). When a start instruction is input (YES in step S21), start command unit 171 outputs a start command to charge control unit 174 (step S22). Thereby, the charge control part 174 is started. The charging control unit 174 charges the battery 150 by controlling the charger 240.

  When the start instruction is not input (NO in step S21), activation command unit 171 determines whether or not the current time has reached the charging start time (step S23). When the current time reaches the charging start time (YES in step S23), start command unit 171 outputs a start command to charge control unit 174 (step S22). When the start instruction is not input (NO in step S21) and the current time has not reached the charging start time (NO in step S23), the entire process is returned to the main routine. In this case, the start command unit 171 does not output a start command.

  As described above, in the present embodiment, charging of battery 150 is not immediately started even when preparation for charging of battery 150 is completed by connecting the external power source and the vehicle by charging cable 300. That is, the charging of the battery 150 is delayed until a preset charging start time.

  Thus, the following advantages can be obtained by delaying the charging of the battery 150. For example, the battery can be charged in a time zone (generally midnight) in which the charge for power is set at a low price. As a result, the cost required for charging the battery can be reduced.

  Further, when the time from the completion of charging of the battery 150 to the start of the electric system of the vehicle becomes long, even if the battery 150 is fully charged at the time of charging completion, the electric energy accumulated by the self-discharge of the battery 150 is It is possible to decrease gradually. Moreover, the influence on the performance of a battery can also be considered by maintaining the state which stored much electric energy for a long time. By delaying the charging start time, the time interval from the completion of charging to the start of the electric system of the vehicle is shortened as much as possible, so that the above-described problem can be prevented.

  On the other hand, the vehicle use schedule may be changed from the original schedule for the convenience of the user. For example, the scheduled vehicle use time may be earlier than the originally scheduled use time. However, if the charging schedule once set cannot be changed, the user needs to wait for use of the vehicle until the charging of the battery 150 is completed. Alternatively, the vehicle must be used in a state where sufficient power is not stored in the battery 150. This reduces user convenience.

  According to the present embodiment, when charging start switch 175 is operated in a state where charging of battery 150 is on standby, ECU 170 causes battery 150 to change from the operation point of charging start switch 175 (when the start instruction is input). Charger 240 is controlled to start charging. Thus, the initial charging schedule (starting charging from the charging start time set by the start time setting unit 172) can be canceled, and the charging completion time can be made earlier than the originally scheduled time. As described above, according to the present embodiment, it is possible to adjust the charging schedule of the power storage device by the external power supply, so that the convenience for the user can be improved.

  Further, according to the present embodiment, the charging speed of battery 150 is the same regardless of whether or not charging start switch 175 is operated. For example, in consideration of user convenience, it is conceivable to perform rapid charging of the battery 150 when the charging start switch 175 is operated. In order to fully charge the battery 150 in a short time, it is necessary to supply a large amount of power to the battery 150 in a short time.

  However, there is a high possibility that any one of the power source 402, the charging cable 300, and the charger 240 does not have a rating that enables such a large power supply. In the present embodiment, rapid charging is not executed, so that the influence (for example, heat generation or damage) on these can be prevented.

  The embodiment disclosed this time should be considered as illustrative in all points 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.

It is a schematic block diagram which shows the plug-in hybrid vehicle carrying the control apparatus which concerns on embodiment of this invention. It is a 1st figure explaining the electric system of the plug-in hybrid vehicle shown in FIG. FIG. 3 is a second diagram illustrating an electrical system of the plug-in hybrid vehicle shown in FIG. 1. 2 is a functional block diagram illustrating a configuration of an ECU 170. FIG. 4 is a conceptual diagram illustrating history data stored in a storage unit 173. FIG. It is a schematic diagram which shows the charge schedule of the battery 150 by ECU170. 6 is a flowchart for explaining a charging start time setting process by a start time setting unit 172 shown in FIG. 4. It is a flowchart explaining the starting command output process by the starting command part 171 shown in FIG.

Explanation of symbols

  100 Engine, 110 1st MG, 120 2nd MG, 112, 122 Neutral point, 130 Power split mechanism, 140 Reducer, 150 Battery, 160 Front wheel, 170 ECU, 171 Start command unit, 172 Start time setting unit, 173 Storage unit 174 Charge control unit, 175 charge start switch, 176 reservation time input unit, 180, 182, 188 voltage sensor, 184 current sensor, 186 temperature sensor, 200 converter, 210, 220 inverter, 240 charger, 242 AC / DC conversion Circuit, 244 DC / AC conversion circuit, 246 isolation transformer, 248 rectifier circuit, 250 inlet, 300 charging cable, 310 connector, 312 switch, 320 plug, 330 CCID, 332 relay, 334 control pilot Road, 400 outlet, 402 power supply.

Claims (6)

Control of a vehicle comprising: a rotating electrical machine as a drive source; a power storage device that stores power supplied to the rotating electrical machine; and a charging circuit that charges the power storage device using power supplied from a power source external to the vehicle A device,
The control device includes:
A charge control unit for charging the power storage device by controlling the charging circuit;
When the charging start time is set, the charging control unit is made to wait until the current time reaches the charging start time, and the charging control unit starts charging the power storage device from the charging start time. A charge start control unit for sending instructions,
When the charging start control unit receives a release instruction for releasing the standby state of the charge control unit, the charge control unit starts charging the power storage device from the time when the release instruction is received. A vehicle control device that sends the start instruction to the vehicle. The control device includes:
A storage unit that stores first information related to a time change rate of a remaining capacity of the power storage device and second information related to a start time of the vehicle each time the power storage device is charged and the vehicle is started.
The vehicle control device according to claim 1, further comprising: a start time setting unit that sets the charge start time based on the first and second information stored in the storage unit.   The start time setting unit calculates an expected start time of the vehicle based on the second information stored in the storage unit, and also includes the first information and a remaining capacity before starting to charge the power storage device. 3. The vehicle control device according to claim 2, wherein the charging start time is set so that an interval between the predicted activation time and the charging end time of the power storage device is within a predetermined time based on the control.   4. The vehicle control device according to claim 1, wherein the charge start control unit sends the start instruction to the charge control unit in response to the release instruction generated by a user. 5. A rotating electric machine as a drive source of the vehicle;
A power storage device for storing electric power to be supplied to the rotating electrical machine;
A charging circuit for charging the power storage device using electric power supplied from a power source external to the vehicle;
A vehicle comprising the control device according to any one of claims 1 to 4. The vehicle is
The vehicle according to claim 5, further comprising a release instruction generation device that generates the release instruction in response to an operation of a user of the vehicle.

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