JP2012056468A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system that can warm a battery in a cold state of the battery according to a condition of the battery.SOLUTION: The control system includes: a battery which is carried in the vehicle and carries out internal heating by charging; a motor which drives the vehicle; a generator which generates electricity driven by an internal combustion engine and supplies the generated power to the battery and the motor; a battery temperature detecting device which detects the temperature of the battery; a requested electric energy computing device to compute the requested electric energy requested to the vehicle based on the condition of the vehicle; and a control device to make the battery charged with the power generated by the generator when the temperature of the battery is below a prescribed value, and when the requested electric energy is below the prescribed amount.

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, development and practical use of hybrid vehicles in which a driving force of a vehicle is obtained by combining an internal combustion engine (engine) and a motor have been progressing. The hybrid vehicle has an EV mode in which driving wheels are driven using only the motor as a power source, a series mode in which the motor is used as a power source and the engine is used as a power supply source of the motor, or both the engine and the motor are used as the power source. Some parallel modes are switched according to driving conditions.

  When driving a drive wheel using such a motor as a power source, in order to initially drive the motor, it is necessary to supply electric power from a rechargeable battery mounted on the vehicle. However, when power is supplied from a rechargeable battery mounted on a vehicle, if the rechargeable battery is in a low temperature state, the power that can be output from the rechargeable battery is reduced, which may cause start-up failure or deterioration of controllability. There is.

  For this reason, for example, a battery control device is known that performs warm-up by internal heat generation of the battery by controlling charging and discharging of the battery repeatedly at low temperatures (see, for example, Patent Document 1).

JP 2007-28702 A

  However, in the battery control device described above, when the temperature is increased by internal heat generation of the battery by controlling the charge / discharge of the battery, the battery is consumed by the discharge current without checking the state of the battery. It is also conceivable that the desired output cannot be obtained due to insufficient power.

  Accordingly, an object of the present invention is to solve the above-described problems of the prior art, and to provide a vehicle control device that can raise the temperature of the battery when the battery is cold according to the state of the battery. .

  A vehicle control apparatus according to the present invention is mounted on a vehicle and internally generates heat by charging, a motor that drives the vehicle, an internal combustion engine that generates electric power, and the generated electric power is supplied to the battery and the motor. A generator for supplying to the battery, a battery temperature detecting means for detecting the temperature of the battery, a required power amount calculating means for calculating a required power amount required for the vehicle based on the state of the vehicle, and the detected Control means for charging the battery by supplying electric power generated by the generator to the battery when the temperature of the battery is equal to or lower than a predetermined value and the required power amount is equal to or lower than the predetermined amount; It is characterized by that.

  In the present invention, the operation of the internal combustion engine is controlled based on the required electric energy required by the vehicle and the state of the battery, the charging current is supplied to the battery by the generator, and the battery is warmed up by the internal heat generation of the battery. Depending on the state of the battery, it is possible to raise the temperature of the battery when the battery is cold.

  The battery pack further comprises a state of charge detecting means for detecting a remaining capacity of the battery, and the control means supplies the battery with electric power generated by the generator when the remaining capacity is smaller than a predetermined threshold value. Is preferably charged. As described above, when the remaining capacity of the battery is smaller than a predetermined value, the battery is charged and the temperature is raised, so that damage to the battery due to overcharging of the battery can be avoided.

  Maximum power amount calculating means for calculating the maximum power amount that can be charged and discharged by the battery is further provided, and the control means is calculated by the maximum power amount calculated by the maximum power amount calculating means and the required power amount calculating means. It is preferable to cause the generator to generate electric energy that is the sum of the required electric energy. Accordingly, the battery can be charged with the maximum power that can be charged to the battery, and the battery can be efficiently heated by maximizing the heat generation of the battery.

  According to the vehicle control apparatus of the present invention, the battery can be heated at a low temperature of the battery according to the state of the battery by controlling the internal combustion engine in consideration of the battery state and performing the charge control.

1 is a schematic diagram of a hybrid vehicle according to a first embodiment. FIG. 2 is a block diagram illustrating a control device according to the first embodiment. FIG. 3 is a diagram for explaining a charge control calculation according to the first embodiment. It is a figure for demonstrating the map used for the charge control calculation of Embodiment 1. FIG. 3 is a control flowchart of a charging control unit according to the first embodiment. 3 is a control flowchart of a temperature determination unit according to the first embodiment. 3 is a control flowchart of a charge determination unit according to the first embodiment. 3 is a control flowchart of the SOC determination unit of the first embodiment. 3 is a timing chart according to charge control of the first embodiment. FIG. 10 is a diagram for explaining a charging control calculation according to the second embodiment. 6 is a timing chart according to the charge control of the second embodiment. It is a figure for demonstrating the map in the charge control calculation of Embodiment 3. FIG. 6 is a timing chart according to charge control of the third embodiment.

(Embodiment 1)
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram showing a powertrain configuration of a hybrid vehicle according to an embodiment of the present invention, and FIG. 2 is a block diagram showing a configuration of a control device for the hybrid vehicle.

  As shown in FIG. 1, a hybrid vehicle (hereinafter also simply referred to as “vehicle”) 10 according to the present embodiment includes a front motor 11 and an engine 13 as a driving source for traveling. The driving force of the front motor 11 is transmitted to the front wheels 15 via the front drive transmission mechanism 14. A battery 20, which is a high voltage battery, is connected to the front motor 11 via a front motor inverter 18. Electric power corresponding to the passenger's pedal operation is supplied from the battery 20 to the front motor 11 via the inverter 18. The battery 20 is configured to be able to be charged from an external commercial power source.

  The engine 13 is driven by burning the fuel supplied from the fuel tank 21. A generator 23 is connected to the engine 13 via an output system 22. The output system 22 is connected to the generator 23, and is connected to the front drive transmission mechanism 14 via the clutch 24. The generator 23 is connected to the battery 20 via the inverter 18.

  When the engine 13 is driven according to the traveling state of the hybrid vehicle, the driving force of the engine 13 is first transmitted to the generator 23 via the output system 22. That is, the generator 23 is operated by the driving force of the engine 13, and the electric power generated by the generator 23 is appropriately supplied to the front motor 11 and the battery 20. When the clutch 24 is connected in accordance with the traveling state of the vehicle while the engine 13 is driven, the driving force of the engine 13 is transmitted to the front wheels 15 via the front drive transmission mechanism 14.

  That is, the vehicle 10 according to the present embodiment is a so-called hybrid vehicle, and the driving mode is appropriately switched according to the driving situation of the vehicle. As an operation mode, EV mode, series mode, and parallel mode are mentioned, for example.

  In the EV mode, the vehicle is run using only the front motor 11 as a drive source without stopping the supply of fuel to the engine 13 and driving the engine. In the series mode, the front motor 11 is used as a drive source and the engine 13 is used as a power supply source for the front motor 11. That is, the clutch 24 is disengaged and power is not transmitted between the output system and the front drive transmission mechanism, and the driving force of the engine 13 is transmitted only to the generator 23. In the parallel mode, the vehicle is driven using both the front motor 11 and the engine 13 as drive sources. For example, the clutch 24 is connected and the driving force of the engine 13 is transmitted to the front drive transmission mechanism 14 when a necessary driving output cannot be obtained with the driving force of the front motor 11 during high-speed traveling or the like. That is, in the parallel mode, the driving force of the engine 13 is added to the driving force of the front motor 11 (or the driving force of the engine 13 alone) to drive the vehicle.

  Next, the configuration of the control device mounted on such a hybrid vehicle 10 will be described.

  As shown in FIG. 2, the hybrid vehicle 10 includes a control unit 30. The control means 30 includes a temperature determination unit 31, a charge determination unit 32, an SOC determination unit 33, and a charge control unit 34. The charge determination unit 32 includes required power amount calculation means 32 '. The SOC determination unit 33 includes a charge state detection unit 33 '. The charge control unit 34 includes a maximum power amount calculation unit 34 '.

  For example, at the time of start-up, the charging control unit 34 performs control so that a charging current is supplied to the battery 20 if the battery 20 is in a cold state and the battery 20 can be charged. In the present embodiment, charging of the battery 20 causes charging current to flow through the battery 20 to warm up the battery 20 (temperature increase), and as a result of the temperature of the battery 20 rising, the battery 20 obtains a desired output. Can do.

  The charge control unit 34 determines whether the battery 20 is in a cold state, that is, whether the battery 20 is at a low temperature, based on whether the temperature determination unit 31 has a flag indicating that the temperature is low. In addition, the charging control unit 34 can determine whether or not the battery 20 is in a chargeable state when the charge determination unit 32 requests the amount of electric power required for the vehicle based on the traveling state of the vehicle to be a predetermined amount or less. Whether or not the flag indicating that the battery 20 is in the ON state is set to ON, and whether or not the SOC determining unit 33 has set the flag indicating that the SOC (State of Charge) state of the battery 20 is low. To do. When these flags are set, the charging control unit 34 determines that the battery 20 is at a low temperature and is in a state where the battery 20 can be charged, and a charging current is supplied to the battery 20. Control as follows.

  Each determination unit will be described in detail below.

  The temperature determination unit 31 acquires the temperature of the battery 20 from a temperature sensor (battery temperature detection means) 41 provided in the battery 20. The temperature determination unit 31 compares the acquired temperature of the battery 20 with the temperature threshold T1, and if the acquired temperature of the battery 20 is equal to or lower than the temperature threshold T1, a temperature determination flag indicating that the temperature is equal to or lower than the temperature threshold T1. Set to on. If it is greater than the temperature threshold T1, the temperature determination flag is set to OFF. The temperature threshold T1 is a temperature at which the battery 20 is not able to obtain desired output characteristics when the temperature of the battery 20 becomes equal to or lower than the temperature threshold T1.

  The charge determination unit 32 determines whether the load applied to the battery 20 is equal to or less than a threshold value in order to determine whether the battery 20 is in a chargeable state. That is, if the load applied to the battery 20 is too high, the battery 20 needs to be discharged, and the battery 20 cannot be charged. Determine.

  Specifically, the required power amount calculation means 32 ′ provided in the charge determination unit 32 calculates the required power amount required for the vehicle based on the traveling state of the vehicle. Then, the charge determination unit 32 determines that charging is possible when the calculated required power amount is equal to or less than the threshold, and sets the charge determination flag to ON. Further, the charge determination unit 32 may detect the load state by acquiring the load information of the battery 20 from the control state of the electric load system of the integrated control unit that performs the integrated control of the entire vehicle in the control unit 30.

  When the load L of the battery 20 is equal to or less than the load threshold L1, the charge determination unit 32 sets the charge determination flag indicating that the load L is equal to or less than the threshold L1 to ON, and when the load is greater than the load threshold L1, The charge determination flag may be set off. The load threshold L1 is a value that is a threshold that the battery 20 needs to discharge only.

  The SOC determination unit 33 determines whether the SOC of the battery 20 is larger or smaller than a predetermined threshold value in order to determine whether the battery 20 is in a chargeable state. That is, the SOC determination unit 33 determines whether or not the SOC is within a predetermined threshold because there is a possibility of overcharging when the SOC is too high and charging cannot be performed. The charge state detection means 33 ′ provided in the SOC determination unit 33 is based on the voltage information detected by the voltage sensor 42 provided in the battery 20 and the current information detected by the current sensor 43. (Remaining capacity) is calculated. Then, when the calculated SOC is equal to or less than the first threshold C1, the SOC determination unit 33 sets the SOC determination flag indicating that the calculated SOC is equal to or less than the first threshold C1 to ON. The SOC determination unit 33 sets the SOC determination flag to OFF when the SOC is equal to or greater than the second threshold C2. That is, when the SOC is greater than or equal to the second threshold C2, the SOC determination unit 33 turns off the SOC determination flag because it is not preferable to charge any more.

  When the control is started, the charge control unit 34 determines whether the flag is turned on by the temperature determination unit 31, the charge determination unit 32, and the SOC determination unit 33, and all the flags are set to on. If so, charging control for the battery 20 is started.

  An outline of the charge control will be described with reference to FIG. FIG. 3 is a diagram for explaining the calculation contents performed by the charge control unit 34 (see FIG. 1) in the charge control.

  As shown in FIG. 3, the maximum power amount calculation means 34 ′ provided in the charge control unit 34 is configured to charge and discharge the battery 20 based on the temperature detected by the temperature sensor 41 provided in the battery 20. The amount (maximum charging power) is calculated. This is because the maximum electric energy changes based on the temperature from the characteristics of the battery.

  Further, as shown in FIG. 3, the charge control unit 34 can charge the battery 20 based on the performance of the battery 20 based on the upper limit current value of the battery 20, the current value flowing through the battery 20 and the voltage value applied to the battery 20 ( Derivable power). In other words, the maximum chargeable power that can be charged for the battery 20 is derived with reference to the performance of the battery 20 and the current state of the battery 20, and thus the chargeable power based on the performance of the battery 20 is defined. The charging current exceeding the chargeable amount can be prevented from being supplied to the battery 20.

  The charge control unit 34 selects the smaller value of the derived maximum charge power and chargeable power. That is, the smaller value is selected from the values of the maximum charge power and the chargeable power so that the maximum charge power does not exceed the chargeable power. Then, when the selected charging power is not performed, that is, by adding the charging power to the normal power that is the charging / discharging power of the battery 20 set based on the request of the driver of the vehicle, The target charging power that can obtain the output of is derived.

  The charge control unit 34 derives the target rotational speed of the generator 23 (see FIG. 2) using the map shown in FIG. 4 from the target charging power that can obtain the desired output. As shown in FIG. 4, the rotational speed of the generator 23 increases as the charging power increases.

  In the charging control shown in FIG. 3, the charging control unit 34 determines the power generation and the target rotational speed of the generator 23 so that the generator 23 can generate power at the target rotational speed derived from the map shown in FIG. 4. The output torque of the engine 13 (see FIG. 2) is derived from the actual rotational speed of the generator 23 obtained by the rotation speed sensor 45 (see FIG. 2) provided in the machine 23. In addition, the output torque of the generator 23 corresponding to the output torque of the engine 13 is derived.

  The charging control unit 34 outputs a signal to the engine 13 so that the output torque of the engine 13 derived in this way is obtained. As a result, the engine 13 is driven with a desired output torque to generate power so that the synchronized generator 23 has the desired charging power, and the battery 20 is supplied with a charging current that provides the desired charging power. . As a result, the battery 20 is warmed up, and a discharge current can be supplied to the front motor 11 (see FIG. 1) with a desired output.

  Hereinafter, the operation of the control means 30 of the present embodiment will be described based on a control flowchart.

  As shown in FIG. 5, when the control is started, first, in step S1, the charge control unit 34 sets the temperature determination flag in the temperature determination unit 31, that is, the temperature of the battery 20 is equal to or lower than the temperature threshold T1. It is determined whether or not it is indicated. Note that this control is performed every predetermined time immediately after the vehicle is started and traveling in the EV mode, but is not executed after the temperature determination flag is set to OFF. When the temperature determination flag is set to ON in the temperature determination unit 31 (YES), the process proceeds to step S2. If the temperature determination flag is not set to ON in the temperature determination unit 31 (NO), the process ends.

  The setting of the temperature determination flag in step S1 will be described in detail with reference to FIG. As shown in FIG. 6, first, in step S <b> 11, the temperature determination unit 31 compares the temperature information acquired from the temperature sensor 41 provided in the battery 20 with the temperature threshold T <b> 1. When the acquired temperature of the battery 20 is equal to or lower than the temperature threshold T1 (YES), the process proceeds to step S12, and the temperature determination unit 31 sets the temperature determination flag to ON. When it is larger than the temperature threshold T1 (NO), the process proceeds to step S13, and the temperature determination unit 31 sets the temperature determination flag to OFF. The charge control unit 34 determines whether or not the temperature determination unit 31 has turned on the temperature determination flag in step S1.

  Returning to FIG. 5, in step S <b> 2, the charge control unit 34 determines whether or not the charge determination unit 32 sets the charge determination flag to ON. If the charge determination flag is set to ON (YES), the process proceeds to step S3. If the charge determination flag is set to off (NO), the process ends.

  The setting of the charge determination flag in step S2 will be described in detail with reference to FIG. First, in step S21, the charge determination unit 32 acquires the load L of the battery 20, and compares the load L of the battery 20 with the load threshold L1. When the load L of the battery 20 is equal to or less than the load threshold L1 (YES), the charge determination flag is set to ON. When the load L of the battery 20 is larger than the load threshold L1 (NO), the charge determination flag is set to OFF. In step S2, the charge control unit 34 determines whether or not the charge determination unit 32 has the charge determination flag set to ON.

  Returning to FIG. 5, in step S <b> 3, the charging control unit 34 determines whether or not the SOC determination flag is on in the SOC determination unit 33. When the SOC determination flag is on (YES), the process proceeds to step S4. If the SOC determination flag is off (NO), the process ends.

  The setting of the SOC determination flag in step S3 will be described in detail with reference to FIG. First, in step S31, the SOC determination unit 33 determines whether or not the SOC determination flag is already set off. If the SOC determination flag is set to OFF (YES), the process proceeds to step S32. If the SOC determination flag is set to ON (NO), the process proceeds to step S33.

  In step S32, it is determined whether or not the current SOC of the battery 20 derived from the map is equal to or less than the first threshold value C1. If the SOC is equal to or less than the first threshold C1 (YES), the process proceeds to step S34. If the SOC is greater than the first threshold C1 (NO), the process ends. That is, in this state, the SOC determination flag is kept off.

  In step S33, it is determined whether the current SOC of the battery 20 derived from the map is equal to or greater than the second threshold C2. If the SOC is greater than or equal to the second threshold C2 (YES), the process proceeds to step S35. If the SOC is smaller than the second threshold C2 (NO), the process ends. In this state, the SOC determination flag is kept on.

  In step S34, since the SOC is equal to or less than the first threshold C1, the SOC determination flag is set to ON, and the process ends. In step S35, since the SOC is equal to or greater than the second threshold value C2, the SOC determination flag is set to OFF, and the process ends. Charging control unit 34 determines in step S3 whether or not this SOC determination flag is set to ON.

  Returning to FIG. 5, in step S4, since all the flags are set to ON, that is, the battery 20 is in a cold state and the battery 20 is in a chargeable state, the charging control unit 34 The engine output torque is derived so that a desired charging current can be supplied to the battery 20. The processing is thus completed, and the engine 13 is driven with the derived output torque, and the generator 23 generates power to supply a desired charging current to the battery 20. Thereby, the battery 20 is warmed up.

  The charging current when controlled in this way will be described with reference to the timing chart shown in FIG. In FIG. 9, the charging / discharging current to the battery 20 when the main control is performed is indicated by a solid line, and the charging / discharging current (normal current) to the battery 20 when the main control is not performed as a comparison is indicated by a dotted line. Yes.

  Since the battery 20 is in a cold state and can be charged for warm-up of the battery 20 during the time t1 to t2, which is the start time, the temperature determination flag, the charge determination flag, and the SOC determination flag are All are on. At this time, a larger amount of charging current always flows by the amount of charging power (+ α) than the normal current when the main control by the charging control unit 34 is not performed.

  Next, between times t2 and t3, the charge determination flag is off, charging control is not performed, and the battery 20 is charged and discharged with the same charge / discharge current as the normal current.

  Between times t3 and t4, the battery 20 is still in a cold state and can be charged for warming up the battery 20, so that the temperature determination flag, the charge determination flag, and the SOC determination flag are all on. It has become. At this time, a larger amount of charging current always flows than the normal current when the main control by the charging control unit 34 is not performed, by the amount of charging power (+ α on the charging side).

  Next, between time t4 and time t5, the SOC determination flag is turned off first, and then the charge determination flag is turned off. Therefore, charging control is not performed, and the battery 20 has the same charge / discharge current as the normal current. Is flowing. Specifically, since the charging control has continued until time t4, the SOC becomes greater than or equal to the second threshold at time t4, the SOC determination flag is turned off, and the charge / discharge current follows the normal current. Thereafter, at time t4a, the high voltage load becomes large, the charge determination flag is turned off, and the normal current starts to discharge. The charge / discharge current follows the normal current. Next, at time t4b, since the discharge has continued, the SOC becomes the first threshold value C1 or less and the SOC determination flag is turned on. However, since the charge determination flag is still off, the charge / discharge current follows the normal current. . After that, at time t5, the high voltage load is reduced and the charge determination flag is turned on, whereby all the flags are turned on.

  Next, during the times t5 to t6, the temperature determination flag, the charge determination flag, and the SOC determination flag are all on. At this time, a larger amount of charging current always flows by the amount of charging power (+ α) than the normal current when the main control by the charging control unit 34 is not performed.

  Thereafter, after time t6, the temperature determination flag is turned off, and thus this control is terminated. As described above, in the present embodiment, charging is performed only when a predetermined requirement is satisfied without repeating charging and discharging in order to warm up the battery 20, so that the power of the battery 20 is warmed up. It will not be consumed by the machine.

  In the timing chart shown in FIG. 9, since the battery temperature is substantially constant, the maximum charging power is always constant. However, depending on the battery temperature, the maximum charging power varies as described above. As a result, the charging current value (+ α), which was constant in the present embodiment, varies.

  In this embodiment, if the temperature of the battery 20 is lower than the threshold value, it is determined whether or not the battery 20 is in a chargeable state, and charging control is performed to warm up the battery 20. As a result, the engine 13 can be driven according to the state of charge to perform charge control, so that warm-up can be performed immediately and the power of the battery 20 is not insufficient. In addition, when the charging current is controlled, the maximum charging power is set according to the vehicle speed, so that a desired output can be obtained without obstructing the traveling of the hybrid vehicle 10.

(Embodiment 2)
Another embodiment of the present invention will be described. In the present embodiment, charge control is different from that in the first embodiment. As shown in FIG. 10, the charging control unit 34 (see FIG. 2) does not acquire the temperature of the battery from the temperature sensor, and does not derive the maximum charging power. That is, the charging control unit 34 controls the charging current so that the charging current corresponding to the chargeable power of the battery 20 always flows during the charging control. By controlling in this way, unlike the first embodiment, the charging controller 34 always warms up the battery 20 earlier than the first embodiment because a current corresponding to the chargeable power flows regardless of the temperature. Is possible.

  Specifically, when the charge control unit 34 obtains the current lower limit value from the upper limit current value of the battery 20, the battery current value flowing through the current battery, and the battery voltage value applied to the current battery 20, it obtains the target charge power. And The engine output torque is derived from this target charging power in the same manner as in the first embodiment.

  In this case, the charging current is supplied to the battery 20 as shown in the timing chart of FIG. In FIG. 11, the charging / discharging current to the battery 20 when the main control is performed is indicated by a solid line, and the charging / discharging current (normal current) to the battery 20 when the main control is not performed as a comparison is indicated by a dotted line. Yes.

  Since the battery 20 is in a cold state and can be charged for warm-up of the battery 20 during the time t1 to t2, which is the start time, the temperature determination flag, the charge determination flag, and the SOC determination flag are All are on. At this time, the charging current flows so as to become the maximum value. That is, when performing charging control in the present embodiment, a charging current based on chargeable power flows regardless of normal power.

  Next, between times t2 and t3, since the charge determination flag is off, charging control is not performed, and the same charge / discharge current as the normal current flows through the battery 20.

  Next, between time t3 and t4 ′ (t4 ′ <t4), the battery 20 is still in a cold state and can be discharged for warm-up of the battery 20. The determination flag and the SOC determination flag are all on. At this time, a larger amount of charging current always flows by the amount of charging power (+ α) than the normal current when the main control by the charging control unit 34 is not performed. The battery 20 is warmed up by sufficiently supplying the charging current to the battery 20, and the temperature determination flag is turned off at time t4 '. Thereby, this control is completed.

  That is, in the present embodiment, unlike the first embodiment, when all of the temperature determination flag, the charge determination flag, and the SOC determination flag are on, a current corresponding to chargeable power is always sent from the battery 20. As a result, the battery 20 can be warmed up and supplied with desired power faster than in the first embodiment.

(Embodiment 3)
Still another embodiment of the present invention will be described. In the present embodiment, the charge control is different from that of the first embodiment, and the maximum power amount calculation means 34 ′ provided in the charge control unit 34 (see FIG. 2) does not acquire the temperature of the battery from the temperature sensor. The maximum charging power is derived based on the vehicle speed information detected by the vehicle speed sensor 44 shown in FIG. In this case, the maximum power amount calculation means 34 ′ derives the maximum charging power using the map shown in FIG. In the map shown in FIG. 12, the maximum charging power continuously changes in proportion to the vehicle speed. That is, the maximum charging power increases as the vehicle speed increases. As described above, the maximum charging power may be derived not according to the battery temperature but according to the vehicle speed. In this case, the maximum charging power can be obtained according to the traveling state of the vehicle, that is, the load state. It is possible to easily set the maximum charging power that is not hindered.

  In this case, the charging current is supplied to the battery 20 as shown in the timing chart of FIG. In FIG. 13, the charging / discharging current to the battery 20 when this control is performed is indicated by a solid line, and the charging / discharging current (ordinary current) to the battery 20 when this control is not performed as a comparison is indicated by a dotted line. Yes.

  Since the battery 20 is in a cold state and can be charged for warm-up of the battery 20 during the time t1 to t2, which is the start time, the temperature determination flag, the charge determination flag, and the SOC determination flag are All are on. At this time, a larger amount of charging current always flows by the amount of charging power (+ α) than the normal current when the main control by the charging control unit 34 is not performed. The charging current in this case is constant because the vehicle speed is constant between times t1 and t2.

  Next, between times t2 and t3, the charge determination flag is off, charging control is not performed, and the battery 20 is charged and discharged with the same charge / discharge current as the normal current.

  Between times t3 and t4, the battery 20 is still in a cold state and can be charged for warming up the battery 20, so that the temperature determination flag, the charge determination flag, and the SOC determination flag are all on. It has become. At this time, a larger amount of charging current always flows than the normal current when the main control by the charging control unit 34 is not performed, by the amount of charging power (+ α on the charging side). The + α portion of the charging current between times t3 and t4 decreases in proportion to the decrease in vehicle speed between times t3 and t4. As a result, the charging current flows by + α more than the normal current, but this value also increases or decreases according to the vehicle speed.

  Next, between time t4 and time t5, the SOC determination flag is turned off first, and then the charge determination flag is turned off. Therefore, charging control is not performed, and the battery 20 has the same charge / discharge current as the normal current. Is flowing. Specifically, since the charging control has continued until time t4, the SOC becomes greater than or equal to the second threshold at time t4, the SOC determination flag is turned off, and the charge / discharge current follows the normal current. Thereafter, at time t4a, the high voltage load increases and the charge determination flag is turned off. The charge / discharge current still follows the normal current. Next, at time t4b, since the discharge has continued, the SOC becomes the first threshold value C1 or less and the SOC determination flag is turned on. However, since the charge determination flag is still off, the charge / discharge current follows the normal current. . After that, at time t5, the high voltage load is reduced and the charge determination flag is turned on, whereby all the flags are turned on.

  Next, during the times t5 to t6, the temperature determination flag, the charge determination flag, and the SOC determination flag are all on. At this time, a larger amount of charging current always flows by the amount of charging power (+ α) than the normal current when the main control by the charging control unit 34 is not performed. However, in this case, since the maximum charging power exceeds the chargeable power from time t5 to t5a, the charging current is controlled to be the chargeable power. Thereafter, from time t5a to t6, the maximum charging current becomes smaller in proportion to the decrease in the vehicle speed and becomes smaller than the chargeable power, so the maximum charging current becomes the target charging power, and the charging current flows based on this. It was.

  Thereafter, after time t6, the temperature determination flag is turned off, and thus this control is terminated. As described above, in the present embodiment, charging is performed only when a predetermined requirement is satisfied without repeating charging and discharging in order to warm up the battery 20, so that the power of the battery 20 is warmed up. It will not be consumed by the machine.

  In the present embodiment, since an appropriate charging current can be obtained according to the vehicle speed, that is, the traveling state of the vehicle, the battery 20 can be warmed up and desired power can be supplied without disturbing the hybrid traveling. become.

  As described above, in the first to third embodiments, in consideration of the state of the battery 20, the control unit 30 drives the engine 13 and the generator 23 to control the charging current to the battery 20. The battery 20 can be warmed up without running short, and as a result, a desired output can be obtained from the battery 20. In the first embodiment, since the charging current can be controlled based on the traveling state of the vehicle, the traveling of the vehicle is not hindered. In the second embodiment, the battery 20 can obtain a desired output earlier by warming up earlier. Furthermore, in the third embodiment, appropriate control can be performed according to the traveling state of the vehicle, and the battery 20 can be warmed up and desired power can be supplied without disturbing the hybrid traveling.

  The present invention is not limited to the embodiments described above. In the first embodiment, the control is performed in the order of steps S1 to S3. However, for example, the control can be performed in the order of step S1, step S3, and step S2.

  The vehicle control device of the present invention can be used, for example, in the vehicle manufacturing industry.

  DESCRIPTION OF SYMBOLS 10 Hybrid vehicle, 13 Engine, 20 Battery, 23 Generator, 30 Control means, 31 Temperature determination part, 32 Charge determination part, 33 SOC determination part, 34 Charge control part, 41 Temperature sensor, 42 Voltage sensor, 43 Current sensor, 44 vehicle speed sensor, 45 rpm sensor

Claims (3)

A battery mounted on the vehicle that generates heat internally by charging,
A motor for driving the vehicle;
A generator that is driven by an internal combustion engine to generate electric power and supplies the generated electric power to the battery and the motor;
Battery temperature detecting means for detecting the temperature of the battery;
A required power amount calculating means for calculating a required power amount required for the vehicle based on the state of the vehicle;
When the detected temperature of the battery is equal to or lower than a predetermined value and the required power amount is equal to or lower than a predetermined amount, control is performed to supply the power generated by the generator to the battery and charge the battery. And a vehicle control device. A charge state detecting means for detecting a remaining capacity of the battery;
2. The vehicle according to claim 1, wherein when the remaining capacity is smaller than a predetermined threshold, the control unit supplies the battery with electric power generated by the generator to charge the battery. Control device. A maximum power amount calculating means for calculating a maximum power amount that can be charged and discharged by the battery;
The control means causes the generator to generate an electric energy that is a sum of the maximum electric energy calculated by the maximum electric energy calculating means and the required electric energy calculated by the required electric energy calculating means. The vehicle control device according to claim 1 or 2, characterized in that

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