JP2012005223A - Apparatus for charging of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an apparatus for charging of a vehicle in consideration of suitable control of heat generated in battery charging, when charging an onboard battery during vehicle stopping by connecting with an external power supply.SOLUTION: The apparatus includes: a charging unit 2 which supplies heat energy generated when charging, to a warm air required part, while charging the onboard battery by connecting with an external power supply during vehicle stopping; a charging control module which computes the charging control amount at each time point in charging use time based on a charging required amount of the battery, charging use time till the vehicle restarting time, and the degree of heat demand of the warm air required part, and outputs a charge control signal corresponding to the charging control amount to the charge unit 2.

Description

  The present invention relates to a vehicle charging device that charges an in-vehicle battery when the vehicle is stopped by connecting to an external power source.

  As a charge control technique in an electric vehicle or a plug-in hybrid vehicle that charges an in-vehicle battery by connecting to an external power source, for example, in Patent Document 1 below, thermal energy is supplied to the battery when the in-vehicle battery is charged as follows. A battery warm-up system is disclosed. In this system, the motor driving battery is charged by connection to an external power source while the vehicle is stopped, and the heat of the heating electric heater that operates while the battery is being charged is transmitted to the battery. While the battery is being charged, the battery is warmed up by the heat of the heating electric heater. Therefore, the battery can be warmed up without providing an electric heater dedicated to warming up the battery. However, in such a configuration, since the connection to the external power source serves as a trigger for battery charge control and battery warm-up control, flexible control of battery charge control and battery warm-up control can be performed. Can not.

  A control technique for performing pre-air conditioning of the air conditioner and charging of the battery from an external power source is disclosed in Patent Document 2 below. In this technology, when the battery is charged by an external power source before the scheduled vehicle departure time, the pre-air conditioning control unit sets the air conditioning operation start time based on the outside air temperature acquired by the outside air temperature acquiring unit. Decide whether to be before or after the charging start time. In other words, the pre-air conditioning control unit starts the air conditioning operation when the outside air temperature acquired by the outside air temperature acquiring unit is out of the set range when the battery is charged by the external power source before the scheduled departure time. Set the time before the battery charging start time. In addition, the pre-air conditioning control unit is configured such that when the battery is charged by an external power source before the scheduled departure time, the outside air temperature acquired by the outside air temperature acquiring unit is within the set range. When the air conditioning operation start time is set after the battery charging start time. That is, battery charging or pre-air conditioning is performed with charging power equal to or greater than a predetermined value while avoiding simultaneous battery charging and pre-air conditioning. However, even in this control technique, the pre-air-conditioning and the battery charging time are merely shifted so as not to overlap, and the thermal management at the time of battery charging is not sufficiently considered.

JP 2009-224256 A (paragraph number 0004-0009, FIG. 2) JP 2008-308114 A (paragraph number 0008-0027, FIG. 1, FIG. 2, FIG. 4)

  In view of the above circumstances, an object of the present invention is to provide a vehicular charging device that takes into account appropriate management of heat generated in battery charging when an in-vehicle battery is charged when connected to an external power source when the vehicle is stopped. .

  The vehicle charging device according to the present invention includes a charging unit that charges an in-vehicle battery when connected to an external power source when the vehicle is stopped, and that supplies thermal energy generated during charging to a warming-required portion; and A charge control module for controlling the charge control module, the charge control module within the charge use time based on the required amount of charge of the battery, the charge use time until the vehicle is restarted, and the heat demand of the warm-up required part. A charge control amount at each time point is calculated, and a charge control signal corresponding to the charge control amount is output to the charging unit.

  According to this configuration, when the warm-up required part needs heat energy by the time of vehicle restart, the charge control amount is adjusted within the charge usage time until the vehicle is restarted. The loss heat energy sometimes generated in the charging unit can be appropriately supplied to the warm-up required part.

  By the way, in a vehicle, for example, oil and cooling water used for transmission mechanisms such as a transmission mechanism and a differential device, oil and cooling water used for a driving force source such as a motor and an engine, an occupant seat, air in a vehicle, etc. It can be a warm-necessary part that requires warm-up. Such a warm-up required part is a component that is desired to reach a predetermined target temperature at the time of starting the vehicle, and the warm-up required part reaches the target temperature immediately before the start of the vehicle by supplying heat energy generated by the charging unit. It is desirable to reach. That is, if the warm-up required part reaches a predetermined target temperature well before the vehicle start time, it will be cooled by the time the vehicle is started or unnecessary heat transfer will be performed. In order to avoid such a problem, it is preferable that the charge control module is configured to obtain the degree of heat demand so that the warm-up required part becomes a target temperature when the vehicle is restarted. With this configuration, the heat demand level has a built-in time constraint such that the target temperature is reached at the vehicle start time, so it is possible to control to delay the supply of heat energy to the warm-up required part to the very minimum. It becomes.

  In addition, when the heat demand level is the necessity of supplying heat from the charging unit to the warming-required part at each time point within the charging utilization time, or the target temperature at the time of restarting the vehicle of the warming-required part It is also preferable that the temperature is expressed by a temperature difference between the target temperature and the current temperature, or the amount of heat energy required for the warm-up required portion before the vehicle is restarted. According to this configuration, the degree of heat demand can be expressed by a state value corresponding to the configuration of the warm-up required portion, and the degree of need for thermal energy.

  Further, the charge control module calculates a required charge amount from a remaining amount or consumption of the in-vehicle battery, and a temperature difference between a current temperature of the warm-up required portion and a target temperature at start-up. It is preferable to include a heat demand level calculation unit that calculates the heat demand level. In this configuration, the battery charge requirement calculation unit and the heat demand calculation unit that calculate the charge necessary amount necessary for accurately outputting the charge control amount are constructed as independent functional units. And optimal data processing can be employed for each. Also, since the degree of heat demand is calculated from the temperature difference between the current temperature of the warm-up required part and the target temperature at start-up, the warm-up required part is accurately and efficiently used with respect to the target temperature so that the current temperature changes sequentially. Convergence control is possible.

  In order to simply configure a charge control module that calculates a charge control amount based on a required amount of charge of a battery, a charge usage time, and a heat demand, in one preferred embodiment, the charge control module includes A charge control amount that calculates and outputs the charge control amount based on a function that uses the required amount of charge and the charge usage time as input variables and uses the degree of heat demand and the maximum and minimum values of the charge control amount as limiting conditions Includes an arithmetic unit. When the method for obtaining the charge control amount by the function is employed as described above, an advantage that the calculation load is reduced can be obtained by tabulating such a function.

  In addition, when a departure time setting unit that sets a restart time of the vehicle input by the user is provided and the charging usage time is obtained from a difference between the restart time and the current time, the user can The battery can be charged and the heat energy can be supplied to the warm-up required part in accordance with the intended scheduled departure time. For example, if the user inputs the scheduled departure time in cooperation with the car navigation system, it is possible to use the operation input system conveniently.

  Moreover, it is preferable that the charging unit includes a heat generating part that generates heat by charging, and a heat transfer part that connects the heat generating part and the warm-up required part so that heat can be transferred. According to this configuration, the heat energy generated in the heat generating portion during charging can be appropriately transmitted to the portion requiring warm-up by the heat transfer portion. As a specific example of the heat transfer unit, one end of the heat transfer unit is connected to one or both of an oil storage unit and a cooling water storage unit of the vehicle drive system as the warm air requirement unit, and the other end is connected to the heat generation unit. It is proposed to comprise a thermal conductor connected to the. According to this configuration, since the configuration for supplying thermal energy to the oil or the cooling water can be realized with a simple structure using the heat conductor, the entire apparatus can be reduced in size and cost.

It is a schematic diagram which shows the basic principle of the charging device for vehicles by this invention. It is a graph which shows the time-dependent change of the element temperature and charge state in standard charge mode and quick charge mode. It is a schematic block diagram of the electric drive vehicle which employ | adopted the charging device for vehicles by this invention. It is a schematic diagram which shows the heat energy supply from a charging unit to transmission oil. It is a functional block diagram of a car navigation unit. It is a functional block diagram of charge ECU which comprises the charging device for vehicles. It is a flowchart figure which shows an example of a charge control routine. It is a schematic diagram explaining another form of a charge control amount calculating part.

Before describing an embodiment of a vehicle charging device according to the present invention, a basic principle of charge control in the vehicle charging device will be described. FIG. 1 is a schematic diagram for explaining a charging control algorithm. This vehicle charging device has a charge control function that takes into account heat utilization during battery charging from an external power source in an electric vehicle. For example, a charging circuit including a converter for converting AC power supplied from an external power source to DC generates heat, and thus increases the efficiency of energy use by supplying the heat generated there to the vehicle warming-up required part. Is possible. The temperature of a power element such as an IGBT, which is a main heat generating part of the charging circuit, generally reaches a peak when charging is completed, and thereafter is cooled by outside air. By the way, when the warm-up required part is, for example, oil used for lubrication of a transmission mechanism, a motor, etc., it is required that the temperature of the oil reaches a predetermined target temperature when the vehicle is restarted (at the time of departure from the vehicle). Is done. Therefore, when warming the required part such as oil with the heat energy generated in the charging circuit, the battery charging is completed when the vehicle is restarted, and a large amount of thermal energy is supplied to the required part immediately before the vehicle is restarted. This is appropriate charge control. However, a power element such as an IGBT has a lower efficiency and a greater heat loss (in other words, more heat energy can be supplied) as the energization current increases. FIG. 2 shows the oil temperature in each of the standard charging mode in which charging is started immediately after charging becomes possible and charging takes time with a relatively small current, and the quick charging mode in which time is not spent with a large current. The change in the state of charge over time is illustrated. As can be understood from FIG. 2, in order to bring the temperature of the oil as the warming-up required part close to the required temperature in anticipation of the departure of the vehicle, heat is generated by delaying the charging start as much as possible and charging in the quick charge mode. It is desirable to increase. Moreover, when there is no heat demand in the warm-up required part, the heat generation of the heating element can be suppressed by charging in the standard charge mode. Therefore, when the demand for heat is high, such as when the oil is at a low temperature, charging in a control mode (the fastest charging mode of the charging unit) with a large heat loss by applying a large current for a short time is suitable. Also, if the oil is hot enough and heat demand is low, and there is time to restart (when leaving the vehicle), it is not necessary to supply heat energy to the warm-up area. A control that saves power consumption by charging in a control mode (standard charging mode of the charging unit) with less heat loss by applying a small current is suitable.

  In order to realize the appropriate charge control as described above, according to the basic principle shown in FIG. 1, charge control for battery charging with charge utilization time: tn, required charge amount: En, and heat demand level: Tn as input values. A charge control calculation algorithm having an amount of output Wn is constructed. The charging use time: tn can be obtained as a difference value between the vehicle restart time (vehicle departure time) input by the user and the current time, for example. The required amount of charge: En can be obtained, for example, as a difference value between the battery full charge amount and the remaining battery level. The degree of heat demand: Dn indicates how much heat energy is required by the warm air required part before the vehicle departs. It can be simply a binary value that is necessary or unnecessary, and the required level can be divided into a plurality of levels. It may be divided into Furthermore, when the degree of heat demand is represented by a difference value between the target temperature and the current temperature, that value may be adopted as it is. For example, when the heat required part is oil, a difference value between the current oil temperature and the target oil temperature or a sign of the difference value may be used. Further, since the maximum value and the minimum value are set for the output charge control amount: Wn according to the specifications of the charging unit, the maximum charge control amount: Wmax and the minimum charge control amount: Wmin are also set here. I will decide. This charge control calculation algorithm outputs a charge control amount: Wn based on the repetition timing of the control trigger signal output at predetermined time intervals. This charge control amount: Wn is converted into a charge control signal: CCS, which is an electric signal, by the charge control unit 36 and is supplied to the charging unit 2 to control the charging circuit. In this way, charging is executed by sequentially executing the charging control. From this, the subscript n given to the symbols in FIG. 1 is used as a general term for such 1-th-kth control of sequential control.

The charging control calculation algorithm uses a three-variable function: f for deriving a charging control amount: Wn with charging utilization time: tn, charging required amount: En, and heat demand level: Dn as variables.
Wn = f (tn, En, Dn) where Wmin <Wn <Wmax,
Can be defined in the form
Such a three-variable function: f can be obtained approximately by an experimental and statistical method and tabulated. Alternatively, if the values taken by each variable are limited, a rule-based engine method for deriving the charge control amount: Wn by registering a plurality of IF to Then statements in advance and using them can be adopted. Good. In any case, the important point in this charging control calculation algorithm is to realize a state in which the battery is fully charged at the scheduled departure time of the vehicle and the necessary heat energy is secured by the warm-up required part. is there.

  Next, an embodiment of the vehicle charging device according to the present invention will be described by taking an electric vehicle such as an electric vehicle equipped with the vehicle charging device adopting the basic principle described above as an example. FIG. 3 is a schematic configuration diagram of such an electric vehicle. This electric vehicle travels by transmitting the output of the motor 11 for driving the vehicle to the drive wheels via the transmission mechanism 12 constituting the vehicle drive system. The transmission mechanism 12 here includes elements constituting power transmission such as a differential device, a transmission mechanism, and a drive shaft. The speed change mechanism includes a stepped and continuously variable automatic speed change mechanism, a manual speed change mechanism, a fixed gear ratio gear train, a belt / chain speed change mechanism, and the like. The motor 11 receives a motor drive current converted from a direct current supplied from an in-vehicle battery (hereinafter simply referred to as a battery) 13 into an alternating current by an inverter 14. The vehicle is equipped with a charging unit 2 including an AC / DC converter so that the battery 13 can be charged from an external power source (including a 100 V / 200 V household power source). In order to control charging of the battery 13 from the external power source through the charging unit 2, the charging ECU 3 is incorporated in the in-vehicle LAN. The charging ECU 3 constructs a charging control module that sends a charging control signal (charging control amount) to the charging unit 2. A navigation ECU 4 is also connected to the in-vehicle LAN, and information transmission between the charging ECU 3 and the navigation ECU 4 is possible.

  Many sensors are mounted on the vehicle. As sensors particularly relevant to the description of this embodiment, a temperature sensor 12a for measuring the temperature of oil accumulated in the oil reservoir 12A of the transmission mechanism 12 and a battery 13 are provided. There is a battery remaining amount detection device 13a having a function of a battery remaining amount sensor for detecting the remaining amount of the battery, a temperature sensor for detecting the cooling water temperature of the cooling water storage unit, although not shown. The temperature sensor 12a and the remaining battery level detection device 13a are connected to the charging ECU 3, and a signal or data indicating the oil temperature and the remaining battery level is input to the charging ECU 3. The temperature sensor 12a and the battery remaining amount detection device 13a can be directly connected to the charging ECU 3 through a signal line, or can be connected to be able to transmit data through the vehicle-mounted LAN via the sensor ECU together with other sensor groups.

  The battery 13 is a chargeable / dischargeable secondary battery such as a lithium ion battery, and the DC power from the battery 13 is supplied to the vehicle driving motor 11 after being converted into AC by the inverter 14. The battery 13 is provided with a battery remaining amount detecting device 13a that detects the remaining amount of the battery and outputs the detected amount to the charging ECU 3. The vehicle is provided with an insertion plug for charging the battery 13 by feeding from an external power source, and the battery 13 can be charged by being connected to an insertion outlet of the external power source. Charging of the battery 13 using the external power source is performed through the charging unit 2 under the control of the charging ECU 3.

  Although schematically shown in FIG. 4, the charging unit 2 is a charging unit including an AC / DC converter as a switching circuit incorporating a plurality of switching elements such as an IGBT serving as the heat generating unit 20, and a step-up / step-down circuit. Provide a circuit. In the present embodiment, a heat sink 90 that collects the heat of the components that generate heat is attached.

  The heat energy generated during charging by the charging unit 2 is supplied to the warming-required portion. As shown in FIG. 4, the warm air requirement portion in this embodiment is oil stored in the oil storage portion 12 </ b> A of the transmission mechanism 12. Accordingly, the transmission mechanism 12 is provided with a temperature sensor 12a for detecting the temperature of the oil. Further, heat transfer that bridges between the heat sink 90 that collects the heat generated in the charging unit 2 including the charging circuit including the IGBT, which is the heat generating unit 20 that generates heat by charging, and the oil storage unit 12A so that heat energy can be transferred. A heat pipe 9 is provided as a part. Although various types of heat pipes 9 can be used as the heat pipe 9, here, a copper pipe is used by utilizing the difference in the vertical height level between the oil reservoir 12 </ b> A and the heat sink 90 (the heat sink 90 is at a low level). The one that contains the refrigerant is used. This refrigerant is heated on the heat sink 90 side to become gas and moves upward to the oil storage portion 12A side, and is cooled by oil to become liquid and returns to the heat sink 90 side again, so that the heat of the heat sink 90 is transferred to the oil storage portion 12A. To communicate.

  The navigation ECU 4 includes a map database 40 including map information and feature information, and functions as a car navigation unit that performs vehicle operation management. The navigation ECU 4 is connected to the charging ECU 3 through the communication interface 41 so that data can be transmitted. The navigation ECU 4 is connected to various car navigation sensors and input / output devices via the I / O interface 49 in the same manner as a general car navigation system. As a car navigation sensor, a GPS receiver 91 that receives a GPS signal from a GPS (Global Positioning System) satellite, a direction sensor 92 that detects a traveling direction of the host vehicle or a change in the traveling direction, a vehicle speed and a moving distance of the host vehicle And a distance sensor 93 for detecting. Examples of the input / output device include an operating device such as a speaker 94 and a monitor 95 that perform route guidance for the driver, and a touch panel 96. In this navigation ECU 4, the main functional units constructed by hardware and / or software (program) or both are a GPS position information acquisition unit 42, a traveling direction information acquisition unit 43, a map data processing unit 44, a map matching unit 45, A travel distance calculation unit 46, a navigation information processing unit 47, and a departure time management unit 48.

  The GPS position information acquisition unit 42 has a function of acquiring own vehicle position information representing the position of the own vehicle by GPS positioning. The GPS position information acquisition unit 42 can analyze the signal from the GPS satellite received by the GPS receiver 91 and acquire the current position (coordinate position: latitude and longitude) of the host vehicle. The traveling azimuth information acquisition unit 43 has a function of acquiring traveling azimuth information representing the traveling azimuth of the host vehicle based on the direction change amount and the moving distance of the host vehicle. Therefore, the traveling azimuth information acquisition unit 43 takes in the detection data from the azimuth sensor 92 and the distance sensor 93 and processes them. The distance sensor 93 is a sensor that detects the vehicle speed and movement distance of the host vehicle, and the total travel distance is calculated by the travel distance calculation unit 46 based on the detected data. The map matching unit 45 has a function of acquiring map data around the vehicle position from the map database 40 and performing known map matching based on the map data. By this map matching, on the road indicated by the map information, which is the shortest from the current position of the own vehicle by the own vehicle position information output from the GPS position information acquisition unit 42 and the traveling direction information output from the traveling direction information acquisition unit 43 Search for a position at. The searched position is a position on the own vehicle road, and the position on the own vehicle road is displayed on the monitor 6 so as to be superimposed on the road map. The navigation information processing unit 47 creates navigation functions such as display of the vehicle position, route search from the departure point to the destination, route guidance to the destination, and destination search. For example, the navigation information processing unit 47 acquires map data from the map database 40 based on the position on the host vehicle road as the host vehicle position determined by the map matching unit 45 and displays the map image on the display screen of the monitor 95. In addition to displaying, the vehicle position mark indicating the current position and traveling direction of the host vehicle is superimposed on the map image. The navigation information processing unit 47 performs a route search from a predetermined departure point to the destination based on the map data, and based on the searched route from the departure point to the destination and the vehicle position, One or both of the monitor 95 and the speaker 94 are used to provide route guidance to the driver. Although the monitor 95 is equipped with a touch panel 96 that functions as an operation device, other operation switches and operation buttons may be added as operation devices.

  The departure time management unit 48 is a pre-registered position such as the driver's home, workplace, or charging station where the vehicle position determined by the map matching unit 45 is reached, and the next vehicle departure time when the vehicle stops. A sound prompting input of (restart time) is output through the speaker 94. The driver inputs the vehicle departure time by information input through the touch panel 96 or voice instruction input through a voice microphone (not shown). The departure time management unit 48 registers the input vehicle departure time, converts the vehicle departure time data into a data format that can be used by the charging ECU 3, and transfers the data to the charging ECU 3. Finally, the navigation information processing unit 47 urges the battery charging plug provided in the vehicle to be connected to the external power supply outlet for charging the battery 13.

  As shown in FIG. 6, main function units constructed by the hardware and / or software (program) or both in the charge ECU 3 are a departure time setting unit 31, a chargeable time calculation unit 32, and a battery charge required amount. A calculation unit 33, a heat demand calculation unit 34, a charge control amount calculation unit 35, and a charge control unit 36.

  The departure time setting unit 31 receives the vehicle departure time (hereinafter simply referred to as departure time): ts, which is the time at which the vehicle restarts, transferred from the departure time management unit 4 of the navigation ECU 4, and the next departure time is Temporarily store until it is transferred. The chargeable time calculation unit 32 calculates a chargeable time: tn that is a time that can be used to charge the battery 13. This chargeable time: tn is obtained from the difference between the current time: tp acquired from the vehicle, preferably a timepiece having a function automatically corrected by radio waves, and the departure time: ts read from the departure time management unit 4. . The battery charge requirement calculation unit 33 calculates the charge requirement: En required by the battery 13. This required amount of charge: En can be obtained as a difference value between the battery full charge amount: Ef of the battery 13 set and registered in advance and the battery remaining amount: Er sent from the battery remaining amount detecting device 13a. . The heat demand level calculation unit 34 calculates a heat demand level indicating how much heat energy is required by the warm air requirement unit, which is a vehicle component that is desirably maintained at a predetermined thermal energy level when the vehicle is started. The degree of heat demand indicates the necessity of heat supply from the charging unit 2 to the warming-necessary part at each time point within the above-described chargeable time: tn, the starting target temperature and the current temperature that are the target temperatures at the start of the warming-necessary part Can be expressed in various forms, such as the difference in temperature and the amount of heat energy required for the warm-up required part before the vehicle is restarted. In this embodiment, the warm-up required part is the oil of the transmission mechanism 12, and the difference value between the starting target temperature: Tt and the current oil temperature: Ts is the heat demand level: Tn. That is, here, the heat demand calculation unit 34 is configured as an oil temperature calculation unit that calculates a demand temperature that is a temperature difference between the target temperature at start of oil: Tt and the current oil temperature: Ts. Accordingly, the oil start target temperature: Tt is registered and set in advance in the heat demand calculation unit (oil temperature calculation unit) 34, and the oil temperature: Ts detected by the oil temperature sensor 12a is set as needed by the sensor ECU. Through.

  The charge control amount calculation unit 35 has a core function of the charge ECU 3, and includes a chargeable time calculated by the chargeable time calculation unit 32: tn and a charge required amount calculated by the battery charge requirement calculation unit 33: En. Then, the heat demand degree (demand temperature) calculated by the heat demand degree calculation unit 34: Tn is used as an input value, and the charge control amount: Wn is calculated and output. This charge control amount: Wn is an amount corresponding to the charge amount per hour that must be supplied from the external power source to the battery 13 through the charging unit 2. That is, it is an amount necessary to fully charge the battery 13 with the chargeable time calculated by the chargeable time calculation unit 32: tn. This charge control amount: Wn can be obtained simply by dividing the required charge amount: En by the chargeable time: tn, but the maximum charge amount: Emax and the minimum charge amount: Emin are determined by the charging specifications of the charging unit 2. As a result, there is a limitation by the calculation. A basic algorithm for calculating and outputting the charge control amount Wn is based on the basic principle described with reference to FIG. In this embodiment, since the warm-up required part is the oil of the transmission mechanism 12, when the oil is cold, it is generated in the heat generating part 20 of the charging unit 2 so that the oil is exactly at the starting target temperature: Tt at the departure time. The generated heat is transmitted to the oil through the heat pipe 9. At the same time, the battery 13 is also fully charged. Since the battery 13 has only a small amount of spontaneous discharge from the fully charged state, the charging may be completed considerably earlier than the departure time if the purpose is only to fully charge the battery 13. However, since the oil is easy to cool, it is preferable that the oil temperature reaches the starting target temperature Tt just before the departure time. In addition, since the amount of heat generated by the heat generating portion 20 of the charging unit 2 increases by charging (rapid charging) at the maximum charge amount: Emax, when heat transfer to the oil is necessary, quick charging is performed near the departure time. Thus, it is optimal to achieve full charge of the battery 13 and achievement of the target oil temperature. A calculation algorithm that produces the optimum result as much as possible is incorporated in the charge control amount calculation unit 35. An example of such an optimal algorithm will be described later as a specific charge control routine.

  The charging control unit 36 generates a charging control signal (electric signal) for controlling the charging unit 2 based on the charging control amount Wn output by the charging control amount calculation unit 35, and sends it to the charging unit 2. In the charging unit 2, an AC-DC converter circuit or the like operates according to the received charging control signal, converts AC power obtained from an external power source into DC power, and charges the battery 13.

Next, an example of a charge control routine executed in the charge ECU 3 will be described using the flowchart of FIG. This charging control routine starts when the vehicle departure time input by the user is registered in the departure time management unit 48 and the battery charging plug is connected to the external power outlet, and is generated at predetermined time intervals. The routine is repeated at the timing of the control trigger.
First, when the charging control routine is started, “0” is substituted for n indicating the number of repetitions of the control routine as an initial setting (# 01). When the control trigger is generated, that is, when the control trigger is “ON” (# 02 Yes branch), the value of n is incremented (# 03), and the departure time is taken in as the first control operation, and the departure time setting unit 31 is registered and set (# 04). The chargeable time calculation unit 32 reads the departure time: ts set in the departure time setting unit 31 (# 05). Next, the chargeable time: tn is calculated from the departure time: ts and the current time: tp read from the time management unit (not shown) (# 06). Furthermore, the required battery charge amount calculation unit 33 takes in the remaining battery level: Er detected by the remaining battery level detection device 13a (# 07), and the remaining battery level: Er and the fully charged amount registered therein: From Ef, the required amount of charging: En required by the battery 13 at this time is calculated (# 08).

Subsequently, a charge control amount is calculated by the charge control calculation unit 35. First, a charge control amount calculation routine is executed as long as the required charge amount En calculated by the battery charge requirement calculation unit 33 is zero, that is, unless the fully charged state is reached (# 09 No branch).
First, the detected oil temperature: Ts as the current temperature detected by the temperature sensor 12a is fetched (# 10), the target oil temperature: Tt registered inside is read (# 11), and the detected oil temperature: Ts From the target oil temperature: Tt, the degree of heat demand: Dn required by the oil at this time is calculated (# 12). Here, the degree of heat demand: Dn is simply a difference value between the detected oil temperature: Ts and the target oil temperature: Tt, but by appropriately selecting the function g having Ts and Tt as variables, the warm-up required part It is possible to calculate the degree of heat demand suitable for. Furthermore, a standard charge control amount: Wo, which is a necessary charge amount per unit time required from the current time to the departure time, is calculated from the input required charge amount: En and the chargeable time: tn. (# 13). This standard charge control amount: Wo is compared with the maximum charge control amount: Wmax (# 14). If Wo is equal to or greater than Wmax (# 14 Yes branch), the battery 13 is fully charged or almost fully charged by the departure time. Needs to be rapidly charged with the maximum charge control amount: Wmax. In this case, the maximum charge control amount: Wmax is output as the charge control amount: Wn at this control time (# 17). If Wo is less than Wmax (# 14 No branch), this standard charge control amount: Wo is compared with the minimum charge control amount: Wmax (# 15), and if Wo is less than Wmin (# 15 Yes branch), charging is performed. It is considered that there is no need to perform charging or it is not necessary to start charging yet. In this case, the charge control amount at the time of this control: Wn is output with “0” as the value (# 18). As a result, the battery 13 is not charged. If Wo is greater than or equal to Wmin (# 15 No branch), the degree of heat demand at this time: Dn is compared with “0” (# 16), that is, whether or not it is necessary to transfer heat to the oil is checked. If the heat transfer to is unnecessary (# 16 Yes branch), the charge control amount at the time of this control: Wn is output with the standard charge control amount: Wo as its value (# 19). As a result, standard charging with reduced heat loss is performed. If heat transfer to the oil is necessary (# 16 No branch), the charge control amount at this time of control: Wn is output with “0” as the value (# 20). As a result, charging to the battery 13 at that time is not executed. This delays the start of charging as much as possible. If the required charge amount Wo calculated as the standard charge control amount becomes equal to or greater than the maximum charge control amount Wmax (# 14 Yes branch) at the subsequent control timing, the maximum charge control is performed to the value of the charge control amount Wn. Amount: Wmax is set, and quick charging is started (# 17). As a result, the heat generation amount of the heat generating portion 20 of the charging unit 2 is increased and the heat is transferred to the oil, so that the oil temperature becomes the target oil temperature: Tt in accordance with the departure time: ts.
If it is determined in step # 09 that the required charge amount En is zero, that is, the fully charged state is reached (Yes branch at # 09), the charge control amount Wn is output with the value "0". (# 21).

  When the charge control amount: Wn is calculated and output and given to the charge control unit 36, the charge control unit 36 transfers the charge control signal: CCS to the charging unit 2 based on the charge control amount: Wn (# 22). Thereby, the charging unit 2 performs quick charge, standard charge, charge stop, charge interruption, and the like. Finally, in order to leave the vehicle, it is checked whether or not the vehicle has been restarted (# 23), and this charge control routine is repeated unless the vehicle is restarted. When the vehicle is restarted, the charge control routine ends. Although not shown in the flowchart according to FIG. 7, this charging control routine also ends when the current time has passed the departure time without being restarted.

Alternative Embodiment (1) In the above-described embodiment, an electric vehicle is taken up as an electric vehicle driven by a battery. However, the present invention may be applied to other vehicles such as a plug-in hybrid vehicle. In addition, the connection between the external power source and the battery has been described as a contact type using a plug provided on the vehicle and a plug socket of the external power source, but this connection is a non-contact type using electromagnetics etc. Other electrical connection methods may be used.
(2) In the above-described embodiment, the oil that has accumulated in the oil storage part 12A of the transmission mechanism 12 is used as the warming-required part, but other cooling water in the cooling water storage part and other parts that require warming up of the air conditioner Etc. Furthermore, the heat transfer of the present invention may be used for the purpose of warming the vehicle seat in winter.
(3) Each function part in charge ECU3 mentioned above shows sharing as a function, and does not necessarily need to be provided independently. For example, as shown in FIG. 8, the charge control amount calculation unit 35 directly receives the departure time: ts from the departure time management unit 48, the battery remaining amount: Er from the battery remaining amount detection device 13a, and the current oil temperature from the temperature sensor 12a. : Ts may be taken in, and the charge control amount: Wn may be calculated and output. In such a configuration, the battery full charge amount: Ef, the oil target temperature: Tt, the maximum charge control amount: Wmax, and the minimum charge control amount: Wmin may be rewritably registered in the registration table as constants. The charge control amount calculator 35 is a function having ts, Er, Ts as variables and Ef, Tt, Wmax, Wmin as constants: H, that is, Wn = H (ts, Er, Ts, Ef, Tt, Wmax, Wmin). )
, The charging ECU 3 having a light calculation load can be constructed.
(4) In the charge control routine of the embodiment described above, the degree of heat demand: Dn is expressed as a difference value between the current temperature: Ts and the target oil temperature: Tt, and the charge control amount: Wn is Dn> 0. Whether the standard charge control amount: Wo or the maximum charge control amount: Wmax is selected. Instead of this, by setting the charge control amount: Wn to an appropriate value corresponding to the degree of heat demand: Dn between the standard charge control amount: Wo and the maximum charge control amount: Wmax, the balance between the heat generation amount and the charging efficiency is achieved. It is also possible to adopt a control that adjusts. In order to realize such control, the charge control amount: Wn,
Wn = Q (ts, Er, Dn, Ef, Tt, Wmax), Wn <Wmax
A function whose function value satisfies Wn <Wmax: Q or a table may be used.
(5) A structure in which the heat sink 90 directly transfers heat to the oil as the heat transfer portion may be adopted as a heat transfer structure between the heat generating portion and the warm-up required portion. Further, a structure in which an oil flow path is extended into the heat sink 90 and heat is directly exchanged between the oil and the heat sink 90 may be employed.
(6) The charging usage time is not calculated based on the restart time input by the vehicle user, but the charging usage time is obtained using the charging end time given from the external power source regardless of the vehicle user. May be.

  The present invention can be applied to an apparatus that includes a battery that can be charged from an external power source and that includes a warming-required portion that requires predetermined thermal energy during restart.

2: Power receiving unit 3: Charging ECU (charging control module)
31: Departure time setting unit 32: Chargeable time calculation unit 33: Battery charge requirement calculation unit 34: Thermal demand calculation unit 35: Charge control amount calculation unit 36: Charge control unit 4: Navigation ECU
48: Departure time management part 9: Heat pipe (heat transfer part)
90: Heat sink 11: Motor 12: Transmission 12a: Oil temperature sensor 13: Battery 13a: Battery remaining amount detection device 13a

Claims (8)

  The charging control module includes: a charging unit that charges an in-vehicle battery when connected to an external power source when the vehicle is stopped, and supplies heat energy generated during charging to a warming-necessary portion; and a charging control module that controls the charging unit. Calculates the charge control amount at each time point within the charge utilization time based on the battery charge requirement, the charge utilization time until the vehicle restart and the heat demand level of the warm-up required portion, and the charge A vehicle charging apparatus that outputs a charging control signal corresponding to a control amount to the charging unit.   The said charging control module is a charging device for vehicles of Claim 1 which calculates | requires the said heat demand level so that the said warm-up required part may turn into target temperature at the time of a vehicle restart.   The degree of heat demand is the target temperature at start-up that is the necessity of heat supply from the charging unit to the warming-required part at each time point within the charging use time, or the target temperature at the time of vehicle restart of the warm-up necessary part The vehicle charging device according to claim 1, wherein the vehicle charging device is expressed by a temperature difference between the current temperature and a thermal energy necessary for the warm-up required portion before the vehicle is restarted.   The charge control module includes a battery charge requirement calculation unit that calculates the charge requirement from a remaining amount or consumption of the in-vehicle battery, and a heat difference based on a temperature difference between a current temperature of the warm-up requirement unit and a start target temperature. The vehicle charging device according to any one of claims 1 to 3, further comprising a heat demand level calculation unit that calculates a demand level.   The charge control module uses the charge requirement amount and the charge usage time as input variables, and the charge control amount based on a function having the heat demand and the maximum value and the minimum value of the charge control amount as limiting conditions. The charging device for vehicles as described in any one of Claim 1 to 4 containing the charge control amount calculating part which calculates and outputs these.   The charging control module includes a departure time setting unit that sets a restart time of a vehicle input by a user, and the charge use time is obtained from a difference between the restart time and a current time. The vehicle charging device according to claim 1.   The charging unit for a vehicle according to any one of claims 1 to 6, wherein the charging unit includes a heat generating part that generates heat by charging, and a heat transfer part that connects the heat generating part and the warm-up required part so as to be able to transfer heat. apparatus.   The heat transfer section includes a heat conductor having one end connected to one or both of an oil storage section and a cooling water storage section of a vehicle drive system as the warm air requirement section, and the other end connected to the heat generation section. Item 8. The vehicle charging device according to Item 7.

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