JP2011093334A - Hybrid automobile and method of controlling power supply to electric cooler - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To adjust the operating time of an electric cooler during the time idling is stopped, while protecting a battery satisfactorily. <P>SOLUTION: A vehicle 1 includes: a timer 33 for temporarily interrupting the operation of the electric cooler 22 when a state where idling has been stopped continues more than a prescribed time t; an SOC recording section 31 recording the state-of-charge value indicative of the state of charge of the battery 14, with the idling stop state as a trigger; a temperature sensor 30 measuring the temperature of the battery 14; a temperature information collecting section 32; and a timer setting section 34 calculating a prescribed time t<SB>1</SB>according to an assumption that time is set on the timer 33 based on the increasing tendency or decreasing tendency in the state-of-charge value derived from the previous record and the current record in the SOC recording section 31, calculating a prescribed time t<SB>2</SB>according to an assumption that time is set on the timer 33 based on the measurement of the temperature information collecting section 32, and setting either smaller one between the time t<SB>1</SB>and the time t<SB>2</SB>as time t. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power source control method for a hybrid vehicle and an electric cooler.

  Some hybrid vehicles in which an electric motor and an engine run in cooperation are equipped with an electrically driven electric cooler so that the cooler can operate even when the engine is stopped and the electric motor alone is running. .

  In a hybrid vehicle, the battery is charged on a downhill where the running state can be continued even when the engine is running or the engine is stopped. On the other hand, during idle stop such as waiting for a signal, the engine is stopped and the vehicle is also stopped, so charging is not performed at all.

  It is preferable not to stop the electric cooler in order to avoid an increase in the in-vehicle temperature even during such idling stop. However, the use of the electric cooler during idle stop only discharges the battery.

  For this reason, for example, in the invention according to Patent Document 1, a proposal has been made to vary the set time of a timer for continuing the operation of the electric cooler from the engine stop point according to the remaining amount of the battery. In the invention according to Patent Document 1, as shown in FIG. 5, the set time of the timer is varied in the region where the remaining battery capacity is 50% to 90%. As a result, as shown in FIG. 6, when the idle stop is performed, the electric cooler changes from the ON state to the OFF state after the set time of the timer.

JP 2000-108651 A

  As in the invention according to Patent Document 1 described above, it is useful from the viewpoint of battery protection to stop the electric cooler that continues to operate even during idle stop after a predetermined time using a timer. However, simply setting the timer time based only on the remaining battery power cannot be said to accurately reflect the battery status.

  For example, in the invention according to Patent Document 1, when the remaining battery level is in the vicinity of 70%, the remaining battery level in the vicinity of 50% has increased to about 70%, or the remaining battery level in the vicinity of 90%. It is not judged whether the amount has decreased to about 70%.

  Here, if the remaining battery level that was close to 90% decreases to about 70%, the remaining battery level tends to decrease. Under such a decreasing trend, it is preferable to delay the decrease in the remaining battery level without stopping the electric power of the battery as much as possible by stopping the electric cooler in a short time. On the other hand, if the remaining battery level, which was near 50%, increases to near 70%, the remaining battery level tends to increase. Under such an upward trend, there is no problem even if the operation of the electric cooler is continued because the remaining amount of the battery is expected to recover immediately even if the battery power is consumed.

  Therefore, it is not always sufficient from the viewpoint of battery protection to vary the time setting of the above-described timer by simply paying attention to only the remaining battery level.

  The present invention has been made under such a background, and is capable of adjusting the operation time of the electric cooler during idling stop while sufficiently protecting the battery, and the power control method for the electric cooler The purpose is to provide.

One aspect of the present invention is a viewpoint as a hybrid vehicle. That is, the hybrid vehicle of the present invention is a hybrid vehicle having an electric cooler that operates in response to the supply of power from a battery that runs in cooperation with the engine and the electric motor and supplies power to the electric motor. Operation is possible even in the idle stop state, and when the idle stop state has exceeded a predetermined time t, the timer means for temporarily stopping the operation of the electric cooler, and the charge state indicating the charge state of the battery triggered by the idle stop state Charge state value recording means for recording values, temperature measurement means for measuring the temperature of the battery, and increasing or decreasing charge state values derived from previous recording results and current recording results in the charging state value recording means calculating the predetermined time t ₁ which is assumed to set the time in the timer means based on trends, warm The predetermined time t ₂ it is assumed that setting the time in the timer unit based on the measurement result of the measuring means calculates, timer setting means for setting a time t either smaller time of the time t ₁ or time t ₂ And.

Another aspect of the present invention is a viewpoint as a power supply control method for an electric cooler. That is, the power control method for an electric cooler according to the present invention is executed by a hybrid vehicle having an electric cooler that operates in cooperation with an engine and an electric motor and operates with power supplied from a battery that supplies electric power to the electric motor. In the power control method for the electric cooler, the electric cooler can be operated even in the idle stop state, and when the idle stop state has elapsed for a predetermined t time or longer, the step of temporarily stopping the operation of the electric cooler is executed. At the time of the idling stop state, the charging state value recording step for recording the charging state value indicating the charging state of the battery, the temperature measurement step for measuring the battery temperature, and the previous recording result in the processing of the charging state value recording step And the trend of increase or decrease in the state of charge derived from the recorded results Once calculated for a predetermined time t ₁ which was assumed to perform the steps of stopping based on, calculates the predetermined time t ₂ where it is assumed that executes once step of stopping the basis of the measurement result of the temperature measurement step, the time t ₁ or A time setting step for setting the smaller one of the times t ₂ as the t time.

  According to the present invention, the operation time of the electric cooler during idle stop can be adjusted while sufficiently protecting the battery.

It is a principal part block diagram of the hybrid vehicle which concerns on embodiment of this invention. It is a graph showing the relationship between the SOC variation | change_quantity used by the time setting part of FIG. 1, and the setting time of a timer. It is a graph showing the relationship between the battery temperature used by the time setting part of FIG. 1, and timer setting time. It is a flowchart which shows the operation | movement procedure of electric cooler ECU of FIG. It is a graph showing the relationship between the battery remaining charge used in the invention which concerns on patent document 1, and timer setting time. It is a figure which shows the relationship between the electric cooler driving | running state in the invention which concerns on patent document 1, and timer setting time.

(Configuration of hybrid vehicle 1 according to the embodiment of the present invention)
A configuration of a hybrid vehicle 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a main part configuration diagram of a hybrid vehicle 1. In the following description, the hybrid vehicle 1 is simply referred to as a vehicle 1 for the sake of simplicity.

  The vehicle 1 includes an engine 10, an engine ECU (Electric Control Unit) 11, an HV (Hybrid Vehicle) rotating machine 12, an HV inverter 13, and batteries 14-1 to 14-4 (however, the batteries 14-1 to 14-4 are collectively included). The battery ECU 15-1 to 15-4 (however, the battery ECU 15-1 to 15-4 will be collectively referred to as the battery ECU 15) and the electric cooler inverter 16 are described. -1, 16-2 (however, when the electric cooler inverters 16-1 and 16-2 are collectively described as the electric cooler inverter 16), the compressors 17-1 and 17-2 (however, the compressor 17- 1 and 17-2 are collectively referred to as a compressor 17.), battery gateway ECU 18, electric cooler inverter ECU 19, HV- CU 20, electric cooler ECU 21, electric cooler 22-1 and 22-2 are configured by (in describing collectively However electric cooler 22-1 and 22-2 described as an electric cooler 22.).

  The engine 10 is an internal combustion engine such as a gasoline engine or a diesel engine, and the vehicle 1 travels in cooperation with the HV rotating machine 12 in the vehicle 1.

  The engine ECU 11 is a computer device for controlling the engine 10, and controls the engine 10 in cooperation with the HV-ECU 20.

  The HV rotating machine 12 has both functions of an electric motor or a generator. When the engine 10 is in operation or the vehicle 1 is traveling downhill, the HV rotating machine 12 operates as a generator. Further, when the engine 10 is at rest or when the HV rotating machine 12 assists the engine 10, the HV rotating machine 12 operates as an electric motor.

  When the HV rotating machine 12 operates as an electric motor, the HV inverter 13 converts the DC power of the battery 14 into AC power and supplies it to the HV rotating machine 12. When the HV rotating machine 12 is operating as a generator, the HV inverter 13 converts AC power generated by the HV rotating machine 12 into DC power and supplies it to the battery 14. That is, the HV inverter 13 also has a role as a rectifier.

  The battery 14 supplies power to the HV rotating machine 12 and the compressor 17 of the electric cooler 22. Further, when the HV rotating machine 12 is operating as a generator, charging is performed with electric power generated by the HV rotating machine 12.

  In FIG. 1, it is divided into four batteries 14-1 to 14-4. When viewed from the HV inverter 13 side, the battery 14-1 and the battery 14-3 are connected in series to form one battery pair, and the battery 14-2 and the battery 14-4 are connected in series. Another battery pair is formed. These two battery pairs are connected in parallel and connected to the HV inverter 13. Therefore, a voltage corresponding to the sum of the voltages of the two batteries 14-1 and 14-3 (or 14-2 and 14-4) is applied to the HV inverter 13.

  On the other hand, when viewed from the electric cooler inverters 16-1 and 16-2 side, the batteries 14-1 and 14-2 are connected in parallel to the electric cooler inverter 16-1, and the electric cooler inverter 16-2 is connected to the electric cooler inverter 16-2. The batteries 14-3 and 14-4 are connected in parallel. Therefore, a voltage corresponding to the voltage of one battery 14-1 (or 14-2) or 14-3 (or 14-4) is applied to each of the inverters 16-1 and 16-2 for the electric cooler.

  By combining the four batteries 14-1 to 14-4 in this way, different voltage values can be generated and different voltage values can be supplied to the HV inverter 13 and the electric cooler inverter 16, respectively.

  The battery ECU 15 is a computer device that controls charging / discharging of the battery 14. The battery ECU 15 transmits a charge state value of the battery 14 (hereinafter referred to as SOC (State Of Charge)) to the HV-ECU 20 or charges / discharges the battery 14 based on a control instruction from the HV-ECU 20. Control.

  The electric cooler inverter 16 converts the DC power of the battery 14 into AC power and supplies the AC power to the compressor 17.

  The battery gateway ECU 18 receives a control instruction for the battery 14 from the HV-ECU 20 and transmits the control instruction to the battery ECU 15.

  The electric cooler inverter ECU 19 is a computer device for controlling the electric cooler inverter 16. The electric cooler inverter ECU 19 receives the control instruction from the HV-ECU 20 and controls the electric cooler inverter 16. Alternatively, the electric cooler inverter ECU 19 controls the electric cooler inverter 16 by transmitting temperature information in the vehicle in which the electric cooler 22 is installed from the electric cooler ECU 21. Thus, the electric cooler inverter ECU 19 controls the operation amount of the compressor 17. Note that most of the operation amount of the electric cooler 22 is the operation amount of the compressor 17.

  The HV-ECU 20 is a computer device for performing cooperative control of the engine ECU 11, the battery gateway ECU 18, the electric cooler inverter ECU 19, and the electric cooler ECU 21.

  The electric cooler ECU 21 receives a control instruction from the HV-ECU 20, controls the air volume of the electric cooler 22, and senses temperature information in the vehicle in which the electric cooler 22 is installed with a sensor (not shown). And it transmits to inverter ECU19 for electric coolers.

  The electric cooler 22 is supplied with refrigerant from the compressor 17 to cool the inside of the vehicle, measures the temperature inside the vehicle with a sensor (not shown), and transmits the temperature information to the electric cooler ECU 21.

  Further, a temperature sensor 30 (a part of the temperature measuring means in the claims) is attached to the battery 14. The temperature sensor 30 measures the temperature of the battery 14. The measurement result of the temperature sensor 30 is captured by the battery ECU 15.

  Further, the battery gateway ECU 18 is provided with an SOC recording unit 31 (charge state value recording unit in the claims) and a temperature information collection unit 32 (part of the temperature measurement unit in the claims).

  The SOC recording unit 31 records the SOC value transmitted from the battery ECU 15 to the battery gateway ECU 18.

  The temperature information collection unit 32 collects temperature information of the battery 14 measured by the temperature sensor 30 transmitted from the battery ECU 15 to the battery gateway ECU 18.

  The electric cooler ECU 21 is provided with a timer 33 (timer means in the claims) and a time setting unit 34 (timer setting means in the claims).

  The timer 33 starts timing from the time when the vehicle 1 starts idling stop, and operates the electric cooler 22 when the engine 10 still does not start even after the predetermined time t set by the time setting unit 34 has elapsed. Stop. The time t is, for example, about 3 minutes to 5 minutes.

  The time setting unit 34 sets the time in the timer 33 according to a procedure described later.

(About operation | movement of electric cooler ECU21)
Next, the operation of the electric cooler ECU 21 will be described with reference to FIGS. Below, operation | movement of the timer 33 and the time setting part 34 which electric cooler ECU21 has is demonstrated.

FIG. 2 is a graph showing the relationship between the SOC change amount used in the time setting unit 34 and the time t ₁ . In FIG. 2, the horizontal axis represents the SOC change amount, and the vertical axis represents time t ₁ . Here, the time t ₁ is a time assumed to set the time in the timer 33 based on the SOC change amount. Note that a, b, and c are numerical values larger than “0”. Further, a <b. Figure 3 is a graph showing the relationship between the battery temperature and time t ₂ used in the time setting unit 34. In Figure 3, taking the temperature on the horizontal axis, taking a time t ₂ the vertical axis. Here, the time t ₂ is a time assumed to set the time in the timer 33 based on the temperature of the battery 14. Note that d, e, p, q, and r are numerical values larger than “0”. Further, d <e, p <q <r. FIG. 4 is a flowchart showing an operation procedure of the electric cooler ECU 21. Since the set time t is about 3 to 5 minutes, the times t ₁ and t ₂ are calculated in the same range.

Time setting unit 34 calculates time t ₁ according to the SOC change amount. The SOC change amount is a result of comparing the SOC value recorded last time with the SOC value recorded this time. For example, [(SOC value recorded this time) − (SOC value recorded last time)]. That is, if the SOC value recorded this time is the same as the SOC value recorded last time, the value becomes “0” in FIG. If the SOC value recorded this time is larger than the SOC value recorded last time, the value is on the “0 + c” side in FIG. On the other hand, if the currently recorded SOC value is smaller than the previously recorded SOC value, the value is on the “−c to 0” side in FIG.

  That is, when the value is on the “0 + c” side in FIG. 2, the SOC value recorded this time is larger than the SOC value recorded last time, so that it can be seen that the SOC value tends to increase. When the value is on the “−c to 0” side in FIG. 2, the SOC value recorded this time is smaller than the SOC value recorded last time, so it can be seen that the SOC value tends to decrease.

  Here, when considering the situation where the SOC value is increasing, “the vehicle 1 is traveling for a long time by the engine 10. Alternatively, the vehicle 1 is traveling downhill and is regenerated by the HV rotating machine 12. There are many situations. On the other hand, when considering the situation where the SOC value is decreasing, “the assist traveling time by the HV rotating machine 12 is long. Alternatively, the vehicle 1 is traveling uphill or on a flat ground and the regeneration by the HV rotating machine 12 is not performed. "There are few."

As a result, when the value is on the “0 to + c” side in FIG. 2, the SOC value tends to increase, so that even if the power of the battery 14 is consumed, the SOC value can be recovered immediately. Therefore, the time t ₁ may be longer (for example, b (> a)). On the other hand, when the value is on the “−c to 0” side in FIG. 2, the SOC value tends to decrease, so it is necessary to delay the decrease in the SOC value while refraining from the power consumption of the battery 14. Therefore, the time t ₁ is preferably short (for example, a (<b)).

Further, the time setting unit 34 calculates time t ₂ according to the temperature of the battery 14. Factors that change the temperature of the battery 14 include:
(1) Power consumption per unit time (2) Temperature (3) Overcharge or overdischarge.

  As for “(1) power consumption per unit time”, as the power consumption increases, the temperature of the battery 14 increases. “(2) Air temperature” varies greatly depending on the season, and in Japan, the temperature of the battery 14 is higher in summer than in winter. In “(3) Overcharge or overdischarge”, the temperature of the battery 14 increases in any case.

  In the graph of FIG. 3, the horizontal axis represents temperatures p ° C., q ° C., and r ° C., and p <q <r. Further, the maximum temperature allowed by the battery 14 is higher than r ° C. Further, the minimum temperature allowed by the battery 14 is a temperature further lower than p ° C.

Here, when the temperature of the battery 14 is on the “p ° C. to q ° C.” side in FIG. 3, the temperature of the battery 14 is relatively low. There is plenty of room to reach. Therefore, time _{t 2} may be a long (e.g. e (> d) min). On the other hand, when the temperature of the battery 14 is on the “q ° C. to r ° C.” side in FIG. 3, the temperature of the battery 14 is relatively high, so it is necessary to suppress the power consumption of the battery 14 as much as possible to delay the temperature rise of the battery 14. is there. Therefore, the time _{t 2} is good short (e.g. d (<e) min).

In this way, the time setting unit 34 calculates the times t ₁ and t ₂ . The time setting unit 34 sets the shorter time of the calculated times t ₁ and t ₂ as the time t for setting the actual timer 33.

That is, when the SOC change amount is on the “0 to + c” side and the time t ₁ can be set relatively long, but the temperature of the battery 14 is high (q ° C. to r ° C.), the time t ₂ is relatively short. Become. If the relatively longer time t ₁ is set as the actual timer 33 setting time t, the power consumption of the battery 14 cannot be suppressed, and the temperature of the battery 14 further increases. Such a situation is an undesirable situation for the battery 14. Thus, such case, a relatively shorter time t ₂ a set time t.

On the other hand, when the SOC change amount is on the “−c to 0” side and the time t ₁ needs to be set relatively short, the temperature of the battery 14 is low (p ° C. to q ° C.). t ₂ is relatively long. If now, when a set time t of a relatively longer time t ₂ the actual timer 33 can not suppress the power consumption of the battery 14, SOC value of the battery 14 is further reduced. Such a situation is an undesirable situation for the battery 14. Thus, such case, the set time t to time t ₁ of a relatively shorter.

Alternatively, when the SOC change amount is on the “−c to 0” side and the time t ₁ needs to be set relatively short, and the temperature of the battery 14 is high (q ° C. to r ° C.), the time t ₂ is also It is also relatively short. In such a case, there is no big problem even if any time t ₁ or t ₂ is set as the set time t. However, it is more preferable from the safety side of the protection of the battery 14 to set the smaller one of the times t _{1 and} t ₂ as the set time t.

Further, when the SOC change amount is on the “0 to + c” side and the time t ₁ can be set relatively long, and the temperature of the battery 14 is low (p ° C. to q ° C.), the time t ₂ is also compared. Can be set longer. In such a case, there is no big problem even if any time t ₁ or t ₂ is set as the set time t. However, it is more preferable from the safety side of the protection of the battery 14 to set the smaller one of the times t _{1 and} t ₂ as the set time t.

  Next, the operation of the electric cooler ECU 21 will be described with reference to the flowchart of FIG.

  START: The electric cooler ECU 21 proceeds to the processing of step S1 when the key switch of the vehicle 1 is turned on.

  Step S1: The electric cooler ECU 21 determines whether or not the vehicle 1 is in the idle stop state based on the control information transmitted from the engine ECU 11. That is, when the electric cooler ECU 21 determines that the vehicle 1 is in the idle stop state (Yes in step S1), the electric cooler ECU 21 proceeds to the process of step S2. On the other hand, when it is determined that the vehicle 1 is not in the idle stop state (No in step S1), the electric cooler ECU 21 repeatedly executes the process of step S1.

  Step S2: The time setting unit 34 of the electric cooler ECU 21 acquires the previous and current SOC values from the SOC recording unit 31 of the battery gateway ECU 18, and proceeds to the process of step S3.

Step S3: The time setting unit 34 of the electric cooler ECU 21 calculates the time t ₁ based on the comparison result of the previous and current SOC values, and proceeds to the process of step S4.

  Step S4: The time setting unit 34 of the electric cooler ECU 21 acquires the temperature measurement result of the battery 14 from the temperature information collecting unit 32 of the battery gateway ECU 18, and proceeds to the process of step S5.

Step S5: time setting unit 34 of the electric cooler ECU21 proceeds by calculating the time _{t 2} based on the temperature measurement result of the battery 14 to the process of step S6.

Step S6: time setting unit 34 of the electric cooler ECU21, the time t ₁ determines whether longer than the time _{t 2.} That is, the time setting unit 34 of the electric cooler ECU21, when the time t ₁ is longer than the time _{t 2} (Yes in step S6), and the process proceeds to step S7. On the other hand, when the time t ₁ is shorter than the time t ₂ (No in step S6), the time setting unit 34 of the electric cooler ECU 21 proceeds to the process of step S8.

Step S7: time setting unit 34 of the electric cooler ECU21 proceeds to set the set time t of the timer 33 to time _{t 2} to step S9.

Step S8: time setting unit 34 of the electric cooler ECU21 advances the set time t of the timer 33 is set to the time t ₁ to step S9.

  Step S9: The timer 33 of the electric cooler ECU 21 starts measuring time and proceeds to the process of step S10.

  Step S10: The electric cooler ECU 21 determines whether or not the engine 10 is stopped based on the control information transmitted from the engine ECU 11. That is, when the engine 10 is stopped (Yes in step S10), the electric cooler ECU 21 proceeds to the process of step S11. On the other hand, when the engine 10 is not stopped (No in step S10), the electric cooler ECU 21 proceeds to the process of step S12.

  Step S11: The electric cooler ECU 21 determines whether or not the timer 33 has timed out. That is, when the timer 33 times out (Yes in step S11), the electric cooler ECU 21 proceeds to the process of step S13. On the other hand, when the timer 33 has not yet timed out (No in step S11), the electric cooler ECU 21 returns to the process of step S10.

  Step S12: The electric cooler ECU 21 clears the timer 33 and proceeds to the process of step S15.

  Step S13: The electric cooler ECU 21 stops the electric cooler 22, and proceeds to the process of step S14.

  Step S14: The electric cooler ECU 21 determines whether or not the engine 10 has been started based on the control information transmitted from the engine ECU 11. In other words, when the engine 10 is started (Yes in step S14), the electric cooler ECU 21 proceeds to the process of step S15. On the other hand, when the engine 10 has not yet started (No in step S14), the electric cooler ECU 21 returns to the process of step S10.

  Step S15: The electric cooler ECU 21 activates the electric cooler 22 and ends the process (END).

(Effects according to embodiments of the present invention)
The vehicle 1 records the SOC value of the battery 14 triggered by the idle stop state, measures the temperature of the battery 14, and obtains the SOC derived from the previous SOC value recording result and the current SOC value recording result. A predetermined time t ₁ assumed to set the time in the timer 33 based on an increasing or decreasing tendency of the value is calculated, and a predetermined time t ₂ assumed to set the time in the timer 33 based on the measurement result of the temperature of the battery 14. And the smaller of time t _{1 and} time t ₂ is set as t time.

  Thereby, the optimal setting time t of the timer 33 can be obtained from both the increasing or decreasing tendency of the SOC value and the temperature of the battery 14. Therefore, it is possible to obtain the optimum set time t of the timer 33 corresponding to the operation status of various vehicles 1. As a result, the operation of the electric cooler 22 can be continued as much as possible even during idling stop while keeping the SOC value of the battery 14 at an optimum value. Therefore, it is possible to reduce the possibility that the user who gets on the vehicle 1 feels uncomfortable due to an increase in the temperature in the driver's cabin.

(About the embodiment using the program)
The functions of the SOC recording unit 31 and the temperature information collecting unit 32 of the battery gateway ECU 18 and the functions of the timer 33 and the time setting unit 34 of the electric cooler ECU 21 are general-purpose information processing devices (CPU (Central Processing Unit), ASIC (Application Specific Integrated Circuit), microprocessor (microcomputer), or the like. For example, a general-purpose information processing apparatus has a memory, a CPU, an input / output port, and the like. The CPU of the general-purpose information processing apparatus reads and executes a control program as a predetermined program from a memory or the like. Thereby, the functions of the SOC recording unit 31 and the temperature information collecting unit 32 of the battery gateway ECU 18 and the functions of the timer 33 and the time setting unit 34 of the electric cooler ECU 21 are realized in the general-purpose information processing apparatus. As for other functions, functions that can be realized by software can be realized by a general-purpose information processing apparatus and a program.

  Even if the control program executed by the general-purpose information processing apparatus is stored in the memory of the general-purpose information processing apparatus before shipment of the battery gateway ECU 18 and the electric cooler ECU 21, the battery gateway ECU 18 and the electric cooler After shipment of the ECU 21, it may be stored in a memory of a general-purpose information processing device. A part of the control program may be stored in a memory of a general-purpose information processing apparatus after the battery gateway ECU 18 and the electric cooler ECU 21 are shipped. After the shipment of the battery gateway ECU 18 and the electric cooler ECU 21, the control program stored in the memory of a general-purpose information processing apparatus is, for example, installed from a computer-readable recording medium such as a CD-ROM. Or what was downloaded via transmission media, such as the internet, may be installed.

  The control program includes not only a program that can be directly executed by a general-purpose information processing apparatus, but also a program that can be executed by being installed on a hard disk or the like. Also included are those that are compressed or encrypted.

  As described above, by realizing the functions of the battery gateway ECU 18 and the electric cooler ECU 21 with a general-purpose information processing apparatus and program, it is possible to flexibly cope with mass production and specification change (or design change).

(Other embodiments)
The embodiment of the present invention can be variously modified without departing from the gist thereof. For example, it has been described that the SOC recording unit 31 and the temperature information collecting unit 32 are included in the battery gateway ECU 18, and the timer 33 and the time setting unit 34 are included in the electric cooler ECU 21, but the SOC recording unit 31, temperature information collecting unit 32, timer 33 and the time setting unit 34 may be integrated to form a separate ECU.

  The SOC change amount has been described as [(SOC value recorded this time) − (SOC value recorded last time)], but may be [(SOC value recorded this time) / (SOC value recorded last time)]. In this case, if (SOC value recorded this time) = (SOC value recorded last time), the value is “1”. If the SOC change amount is increasing, the value is larger than “1”, and the SOC change amount is When it is decreasing, the value is smaller than “1”. Alternatively, [(SOC value recorded last time) / (SOC value recorded this time)] may be used. In this case, if (SOC value recorded last time) = (SOC value recorded this time), the value is “1”, and if the SOC change amount is increasing, the value is smaller than “1”, and the SOC change amount is When it is decreasing, the value is larger than “1”.

DESCRIPTION OF SYMBOLS 1 ... Vehicle (hybrid vehicle), 10 ... Engine, 12 ... HV rotating machine (electric motor), 14-1 to 14-4 ... Battery, 22-1, 22-2 ... Electric cooler, 30 ... Temperature sensor (Temperature measuring means) , 31... SOC recording unit (charging state value recording unit), 32... Temperature information collecting unit (part of temperature measuring unit), 33... Timer (timer unit), 34. )

Claims (2)

In a hybrid vehicle having an electric cooler that operates in response to the supply of power from a battery that runs in cooperation with the engine and the motor and supplies power to the motor,
The electric cooler can be operated even in an idle stop state,
Timer means for temporarily stopping the operation of the electric cooler when the idle stop state has elapsed for a predetermined time t or more;
Charge state value recording means for recording a charge state value indicating the state of charge of the battery triggered by an idle stop state;
Temperature measuring means for measuring the temperature of the battery;
Calculates a predetermined time t ₁ assuming that the timer means sets the time based on the increasing tendency or decreasing tendency of the charging state value derived from the previous recording result and the current recording result in the charging state value recording means. Then, based on the measurement result of the temperature measuring means, a predetermined time t ₂ assumed to set the time in the timer means is calculated, and the smaller one of the time t _{1 and the} time t ₂ is set as the time timer setting means for setting as t time;
Having
A hybrid vehicle characterized by that. In an electric cooler power control method executed by a hybrid vehicle having an electric cooler that operates in response to the supply of power from a battery that runs in cooperation with the engine and the electric power supplied to the electric motor,
The electric cooler can be operated even in an idle stop state,
When the idle stop state has elapsed for a predetermined time t or longer, when executing the step of temporarily stopping the operation of the electric cooler,
A charging state value recording step for recording a charging state value indicating a charging state of the battery in response to an idle stop state;
A temperature measuring step for measuring the temperature of the battery;
A predetermined time t ₁ assumed to execute the step of temporarily stopping based on the increasing tendency or decreasing tendency of the charging state value derived from the previous recording result and the current recording result in the processing of the charging state value recording step. calculating the said temperature for a predetermined time t ₂ where it is assumed that executes the once step of stopping is calculated based on a measurement step of measuring results, any smaller time of the above time t ₁ or the time t ₂ A time setting step for setting the time as t time;
Having
An electric cooler power control method.

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