JP2013074706A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain and improve the durability by suppressing deterioration of a battery while ensuring as large a use area as much as possible of the capacity of the battery mounted on a vehicle.SOLUTION: A control device for a vehicle has an upper limit value of the remaining battery capacity at traveling (H1) that is set when the vehicle is traveling and an upper limit value of the remaining battery capacity at parking (H2) that is lower than the upper limit value of the remaining battery capacity at traveling (H1) and is set when the vehicle is parking, as upper limit values of the remaining battery capacity. According to the traveling state of the vehicle, the control device for a vehicle switches between the upper limit value of the remaining battery capacity at traveling (H1) and the upper limit value of the remaining battery capacity at parking (H2). When parking, the upper limit value of the battery capacity is controlled so that it may be within a range that can suppress the progress of deterioration, and when traveling, the battery capacity can be used in a wide range to secure enough traveling performance of the vehicle. Thereby, the battery capacity can be efficiently used and the deterioration of the battery can be suppressed when the vehicle is left unused for a long time period.

Description

  The present invention includes a control means for controlling a remaining capacity due to charging / discharging of a battery in a vehicle such as a hybrid vehicle or an electric vehicle having a battery and a driving motor capable of transferring power to and from the battery. The present invention relates to a vehicle control device.

  There are vehicles such as a hybrid vehicle and an electric vehicle having a battery (storage battery) and a driving motor capable of transferring power to and from the battery. When such a battery mounted on a vehicle is left in a state of a high remaining capacity (charged amount), capacity deterioration occurs. Further, the capacity deterioration tends to become more remarkable as the temperature is increased.

  For example, in the case of a battery made of lithium ion, if the charge amount is 30% or less and the storage temperature is 15 ° C. or less, the capacity deterioration of about several percent is sufficient even if left for 1 year (storage). When the storage temperature is 45 ° C. in a charged state, capacity degradation of about 60% may occur even if left for a short time. In this way, particularly in the case of a lithium ion battery, the capacity deterioration becomes significant when left in a state of a high remaining capacity (charged amount). For this reason, as an example, batteries installed in vehicles such as hybrid vehicles and electric vehicles have a remaining capacity set to an upper limit of about 70% and a lower limit set to about 20%. By using in a capacity range between the upper limit value and the lower limit value, the life is kept long.

  Conventionally, there are control devices described in Patent Documents 1 to 3 as control devices for controlling the remaining capacity of the battery. The control device described in Patent Literature 1 performs control to lower the upper limit value of the remaining battery capacity based on the parking prediction of the vehicle. Further, the control device described in Patent Document 2 performs control for prohibiting charging of a battery by an external power source for a predetermined period when the prediction unit predicts a long-term stop of the vehicle. In addition, when it is estimated that the vehicle is left for a long time, the control device described in Patent Literature 3 suppresses dark current by disconnecting the auxiliary machine connected to the battery from the battery. It has become.

  However, conventionally, as a control of the remaining capacity of the battery mounted on the vehicle, a target value of the remaining capacity under the same condition (the same amount) is set when the vehicle is running and when the vehicle is parked, and control based on the target value is performed. Had gone. In other words, in order to suppress battery deterioration when the battery is left for a long period of time, such as when the vehicle is parked for a long time, the upper limit value of the battery usage area is set to about 70% of the total capacity even when the vehicle is running. I was trying not to use in the capacity range.

  However, in such use, only about 50% or less of the total usable capacity of the battery can be used. For this reason, a battery having a capacity that is significantly larger than the actual usage capacity has to be mounted, resulting in an increase in the cost and weight of the battery.

JP 2009-1049 A JP 2009-5450 A JP 2010-183758 A

  The present invention has been made in view of the above-mentioned points, and its object is to suppress the deterioration of the battery and ensure durability while ensuring the use range of the capacity of the battery mounted on the vehicle as large as possible. An object of the present invention is to provide a vehicle control device capable of maintaining and improving the performance.

  In order to solve the above-described problem, a vehicle control device according to the present invention includes a battery (15) in a vehicle (1) having a battery (15) and a motor (12) capable of transmitting and receiving electric power. ), The control means (16) for controlling charging / discharging of the battery (15) is set as the target upper limit value of the remaining capacity of the battery (15) when the vehicle travels. It is possible to set a remaining capacity upper limit value (H1) for traveling and a remaining capacity lower than the upper limit remaining capacity for traveling (H2) for setting when parking the vehicle. The vehicle remaining capacity upper limit value (H1) and the parking remaining capacity upper limit value (H2) are switched and set between when the vehicle is traveling and when the vehicle is parked.

  As described above, conventionally, a battery for a vehicle can be used only in a range of about 20 to 70% with respect to the total chargeable capacity in order to suppress capacity deterioration at the time of leaving due to long-term parking of the vehicle. There wasn't. Therefore, only about half of the total capacity of the battery could be used. On the other hand, in the vehicle control device according to the present invention, as described above, the upper limit value of the remaining battery capacity during travel, which is the maximum use area of the battery during travel of the vehicle, and the remaining capacity during parking, which is the maximum area during parking. An upper limit value is set, and control is performed to switch between when the vehicle is running and when the vehicle is parked. As a result, when the vehicle is parked, the upper limit value of the battery capacity is controlled so as to be within a range in which the progress of deterioration can be suppressed, and when the vehicle is traveling, the battery capacity is set in a large range so that sufficient traveling performance of the vehicle can be secured. It becomes available at. Therefore, it is possible to achieve both the effective utilization of the battery capacity and the suppression of the deterioration of the battery when the vehicle is left for a long time. In addition, since the capacity (size and weight) of the battery mounted on the vehicle can be kept small, the cost and weight of the vehicle can be reduced.

  The vehicle control apparatus includes an on-vehicle auxiliary device (17) mounted on the vehicle (1) and a low-voltage battery (18) for driving the on-vehicle auxiliary device (17). 16) When the remaining capacity of the battery (15) exceeds the parking remaining capacity upper limit (H2) when the vehicle is parked, power is supplied from the battery (15) to the low voltage battery (18) It is preferable that the remaining capacity of the battery (15) be equal to or less than the parking remaining capacity upper limit (H2) by performing control to consume the power of the battery (15) by operating the machine (17).

  Alternatively, in the vehicle control device described above, a plug-in device (20 for causing power to be exchanged between the battery (15) and at least one of equipment, equipment, and external power source provided outside the vehicle (1). ), And when the remaining capacity of the battery (15) exceeds the parking remaining capacity upper limit (H2) when the vehicle is parked, the control means (16) passes the battery (15) via the plug-in device (20). ) To supply power to at least one of equipment, equipment, and external power supply provided outside the vehicle, so that the remaining capacity of the battery (15) becomes equal to or less than the remaining capacity upper limit (H2) during parking. It may be. According to these, the remaining capacity of the battery when the vehicle is parked can be made equal to or less than the upper limit value of the remaining capacity during parking while effectively using the power of the battery.

  In the vehicle control device, it is desirable that the control means (16) is set so that the parking remaining capacity upper limit (H2) gradually decreases as the parking time of the vehicle (1) elapses. According to this, the remaining capacity at the time of parking is lowered as the parking time of the vehicle becomes longer, so that the remaining capacity of the battery when left for a long time is kept low. Thereby, deterioration of a battery can be suppressed more effectively.

  In this case, when it is determined that the elapsed time after parking of the vehicle (1) is within one day, the remaining capacity upper limit value (H2) during parking is set to the battery (15) in consideration of the possibility that the vehicle will be used the next day. ) To 70% of the full charge amount. When it is determined that the elapsed time after the start of parking of the vehicle (1) is 2 days or more and less than 3 days, it is assumed that the vehicle is parked on the weekend, and the remaining capacity upper limit value (H2) at the time of parking is determined by It is good to set to 50 to 60% of the full charge amount of (15). In addition, when it is determined that the elapsed time after parking of the vehicle (1) is longer than 3 days, it is regarded as long-term parking exceeding weekend parking, and the parking remaining capacity upper limit (H2) is set to the battery It is better to set it to 50% or less of the full charge. According to these, it is possible to more effectively suppress the deterioration of the battery by setting the remaining capacity of the battery in more detail according to the parking period of the vehicle.

  Further, in this case, a long-term parking intention input means (21) is provided for the user to input an intention to park the vehicle (1) for a long period, and the control means (16) includes a long-term parking intention input means ( When an intention to park for a long time is input in 21), it may be determined that the elapsed time after the start of parking of the vehicle (1) is for a long time of 3 days or more. According to this, when it is clear that the vehicle will be parked for a long period of time at the user's will, the remaining battery capacity is set to a lower remaining capacity than the normal remaining capacity. Can be more effectively suppressed. The long-term parking intention input means may be a long-term parking switch (button) installed on the operation panel of the driver's seat of the vehicle.

  Further, the vehicle control device includes temperature detection means (27, 28) for detecting the outside air temperature or the temperature of the battery (15), and the control means (16) is the temperature detection means (27, 28). When the detected temperature value is higher than the predetermined value, the parking remaining capacity upper limit (H2) may be set to a lower value than when the detected value is lower than the predetermined value. As the ambient temperature rises, the battery is more likely to deteriorate. Therefore, when the outside air temperature or the battery temperature is high as described above, the battery remaining capacity upper limit value is lowered. Can be effectively suppressed.

  Moreover, in said vehicle control apparatus, a battery (15) may be a lithium ion secondary battery. Lithium-ion batteries are prone to electrodeposition, so that deterioration becomes significant when left in a state with a large remaining capacity. Therefore, if the safety rate of the remaining capacity is increased by performing the control according to the present invention, the deterioration of the battery can be effectively suppressed.

  The vehicle control device includes a navigation system (40) mounted on the vehicle (1), and the control is performed when the position of the parking storage location of the vehicle (1) is set by the navigation system (40). The means (16) is configured such that when the remaining capacity of the battery (15) exceeds the parking remaining capacity upper limit (H2) while the vehicle (1) is traveling, the position of the vehicle (1) is set to the parking storage position. Control that lowers the remaining capacity of the battery (15) toward the parking remaining capacity upper limit (H2) as approaching may be performed.

According to this, while performing the control to reduce the remaining capacity of the battery toward the parking remaining capacity upper limit as the position of the vehicle approaches a parking storage place such as home, while effectively using the battery power, It is possible to prevent the remaining battery capacity during parking from exceeding the remaining capacity upper limit during parking. Therefore, it is possible to suppress the deterioration without wasting power of the battery.
In addition, the code | symbol in parenthesis here shows the code | symbol of the corresponding component in embodiment mentioned later as an example of this invention.

  According to the vehicle control device of the present invention, while setting the use area of the capacity of the battery mounted on the vehicle in a larger range, the deterioration of the battery is suppressed and the durability is maintained and improved. Can do.

1 is a schematic diagram (block diagram) showing an example of the overall configuration of a hybrid vehicle including a vehicle control device according to an embodiment of the present invention. It is a figure which shows the capacity setting of the use range with respect to the full capacity (full charge capacity) of a battery, (a) is the capacity setting of the use range at the time of vehicle travel, (b) is the capacity setting of the use range at the time of a vehicle stop. It is a graph to show. It is a figure which shows the control flow of the battery remaining capacity by the leaving period determination of a vehicle. It is a figure which shows the control flow of the battery remaining capacity by determination of a vehicle position. It is a control flow of the battery remaining capacity based on a user's long-term parking intention. It is a timing chart which shows the change of the ON / OFF state of a long-term parking switch, an accelerator pedal opening degree, a vehicle speed, etc. in control of the battery remaining capacity based on a user's long-term parking intention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing an overall configuration of a hybrid vehicle including a vehicle control device according to the present invention. A hybrid vehicle 1 shown in FIG. 1 is a parallel hybrid vehicle in which an internal combustion engine (hereinafter referred to as an engine) 11, a generator motor (hereinafter referred to as a motor) 12, and a transmission 13 are connected in series. The driving force of the motor 12 is distributed and transmitted to the left and right drive wheels via a transmission 13 and a differential (not shown). Further, when the driving force is transmitted from the driving wheel side to the motor 12 side when the hybrid vehicle 1 is decelerated, the motor 12 functions as a generator to generate a regenerative braking force and recover the kinetic energy of the vehicle 1 as electric energy. To do. Furthermore, the motor 12 is driven as a generator by the output of the engine 11 in accordance with the operating state of the hybrid vehicle 1 to generate power generation energy.

  The motor 12 is, for example, a three-phase (U phase, V phase, W phase) DC brushless motor or the like, and is connected to a power drive unit (PDU) 14 that controls driving and power generation of the motor 12. The PDU 14 includes a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of transistor switching elements, for example.

  Connected to the PDU 14 is a high-voltage battery (hereinafter simply referred to as “battery”) 15 that exchanges power with the motor 12. The battery 15 is a secondary battery made of lithium ions. Examples of the electric power exchanged between the motor 12 and the battery 15 include an electric power supplied to the motor 12 when the motor 12 is driven or assisted, and an output from the motor 12 when the motor 12 is generated by regenerative operation or boost driving. There is output power. The PDU 14 receives a control command from a motor / battery ECU (hereinafter referred to as “control unit”) 16 and controls driving of the motor 12 and power generation. For example, when the motor 12 is driven, the DC power output from the battery 15 is converted into three-phase AC power and supplied to the motor 12 based on the torque command output from the control unit 16. On the other hand, when the motor 12 generates power, the three-phase AC power output from the motor 12 is converted into DC power and the battery 15 is charged.

  Further, a 12V battery (low voltage battery) 18 for driving the in-vehicle auxiliary machine 17 is mounted on the vehicle. The 12V battery 18 is connected in parallel to the PDU 14 and the battery 15 via the DC-DC converter 19. The DC-DC converter 19 whose power conversion operation is controlled by the control unit 16 is, for example, a bidirectional DC-DC converter, and is connected between terminals of the battery 15, or the PDU 14 when the motor 12 is regenerated or boosted. When the remaining voltage (SOC: State Of Charge) of the battery 15 is reduced while the voltage between the terminals of the battery 15 is reduced to a predetermined voltage value and the 12V battery 18 is charged, the voltage between the terminals of the 12V battery 18 is reduced. It is also possible to charge the battery 15 by boosting.

  The control unit 16 controls the state of the hybrid vehicle 1 according to the operating state of the engine 11 and the motor 12, the power conversion operations of the PDU 14 and the DC-DC converter 19, the operating state of the in-vehicle auxiliary machine 17, and the like. The remaining capacity (charged state) of the battery 15 is controlled. That is, the control unit 16 detects the remaining capacity (SOC) of the battery 15 by, for example, a current integration method and controls the remaining capacity (SOC) based on the detection. The control unit 16 is supplied with output signals from various sensors and switches that detect the state of the power plant (for example, the engine 11 and the motor 12). The various sensors here include a wheel speed sensor 22 that detects the rotational speed (wheel speed) NW of the driven wheel to detect the speed (vehicle speed) of the vehicle 1, and an accelerator opening AP that depends on the accelerator operation amount by the driver. Accelerator opening sensor 23 for detecting battery, current sensor 25 for detecting charging current and discharging current (battery current IB) of battery 15, voltage sensor 26 for detecting voltage between terminals of battery 15 (battery voltage VB), There are a battery temperature sensor 27 that detects temperature (battery temperature TB), an outside air temperature sensor 28 that detects outside air temperature, and the like.

  The vehicle 1 is equipped with an FI / TM / MG • ECU 24 for controlling the engine 11, the transmission 13, and the motor 12. The FI / TM / MG / ECU / ECU 24 is supplied with output signals of various sensors and switches for detecting the state of the power plant (for example, the engine 11 and the motor 12). Although not shown in the drawings for various sensors and switches here, a rotational speed sensor for detecting the rotational speed of the engine 11 and a rotational angle sensor for detecting the magnetic pole position (phase angle) of the rotor of the motor 12 (illustrated). Abbreviation) and the like. The FI / TM / MG • ECU • ECU 24 is connected to the control unit 16 through a signal line, and can exchange signals with each other. Here, detailed description of the functions of the FI / TM / MG • ECU 24 is omitted.

  The operation panel of the driver's seat of the vehicle 1 is provided with a long-term parking switch (button) 21 for performing an input operation when the user (driver) of the vehicle 1 parks the vehicle for a long time. Yes. A signal generated by the on / off operation of the long-term parking switch 21 is input to the control unit 16.

  Further, the vehicle 1 is equipped with a plug-in device 20 connected to a battery 15. The plug-in device 20 can be connected to at least one of an external power source, an external device, and equipment (none of which is shown) via the connection terminal 20b when the vehicle is stopped. The plug-in device 20 includes a battery charger 20b for charging the battery 15 with power supplied from the outside of the vehicle. Here, the external power source may be a power source facility outside the vehicle such as a commercial power source or another battery installed outside the vehicle. The external device or facility is an electrical device or facility that operates by receiving power supply from a power source. In the vehicle 1, when performing the remaining capacity control of the battery 15 to be described later, it is possible to perform control for supplying power from the battery 15 to an external power source, an external device, or equipment provided outside the vehicle 1 via the plug-in device 20. it can.

  The vehicle 1 is equipped with a navigation system 40. The navigation system 40 includes a main control unit 41 for controlling the system, a map information database 43 storing map information for navigation, a display unit 45 for displaying information such as map information and own vehicle position, An operation unit 47 for the passenger to operate the navigation system 40 is provided. The navigation system 40 is provided with a GPS device 33 for navigation. The GPS device 33 receives longitude / latitude information for use in the navigation system 40. The longitude / latitude information of the vehicle position received by the GPS device 33 is output to the main control unit 41 of the navigation system 40. The navigation system 40 mounted on the vehicle 1 may be either a dedicated product for the vehicle 1 or a general-purpose product (including a navigation system manufactured outside the company).

  Next, control of the remaining capacity of the battery 15 performed by the control unit 16 in the hybrid vehicle 1 having the above configuration will be described. FIG. 2 is a diagram showing the capacity of the usage range with respect to the full capacity (full charge capacity) of the battery 15, (a) is a diagram showing the usage range of the battery 15 during vehicle travel, and (b) is when the vehicle is stopped. It is a figure which shows the use range of the battery 15. As shown in the figure, in the hybrid vehicle 1 of the present embodiment, as the upper limit value (target value) of the remaining capacity (SOC) of the battery 15, the remaining capacity upper limit value H1 during travel and the remaining capacity during travel are set to H1. It has a parking remaining capacity upper limit H2 to be set. The parking remaining capacity upper limit H2 is a value lower than the traveling remaining capacity upper limit H1. In the example shown in the graph of FIG. 2, the remaining capacity upper limit value H1 during travel is 85% of the full charge amount, whereas the remaining capacity upper limit value H2 during parking is set to 70%. Then, the control unit 16 sets the remaining capacity upper limit value H1 during traveling and the remaining capacity upper limit value H2 during parking as target upper limit values of the remaining capacity of the battery 15 depending on whether the vehicle is in a traveling state or in a parking state. Is set to switch. In addition, the remaining capacity lower limit value L1 during traveling and the remaining capacity lower limit value L2 during parking are set to the same value, and in the example of FIG. 2, both are 20% of the full charge amount. Therefore, the battery capacity usage range W1 when the vehicle is running is in the range of 20% to 85% of the full charge amount, and the battery capacity usage range W2 when the vehicle is parked is in the range of 20% to 70% of the full charge amount. is there. That is, the battery capacity usage range W1 when the vehicle is running is larger than the battery capacity usage range W2 when the vehicle is parked.

  Thus, the remaining capacity upper limit value H1 during travel, which is the maximum use area of the battery 15 during travel of the vehicle, and the remaining capacity upper limit value H2 during parking, which is the maximum area during parking, are set. By performing the control to switch between them depending on the time, when the vehicle is parked, the upper limit value of the capacity of the battery 15 is controlled so that the progress of deterioration can be suppressed, and the vehicle traveling performance is sufficiently improved when the vehicle is traveling. Therefore, the capacity of the battery 15 can be used in a large range. Thereby, coexistence with the deterioration suppression of the battery 15 at the time of vehicle long-term leaving and effective utilization of the capacity | capacitance of the battery 15 can be aimed at. Moreover, since the capacity | capacitance (a dimension and weight) of the battery 15 mounted in a vehicle can be restrained small, the cost reduction and weight reduction of a vehicle can be achieved.

  Further, in the control of the present embodiment, control is performed to set the parking remaining capacity upper limit value H2 to a lower value in accordance with a leaving period when the vehicle is parked or a user's intention to leave for a long time. This point will be described in detail below.

Hereinafter, the control of the remaining capacity of the battery 15 will be described in detail. FIG. 3 is a diagram showing a control flow of the remaining capacity of the battery 15 based on the leaving period determination when the vehicle is parked. The control flow in the figure is executed when the vehicle 1 finishes traveling and enters the parking state. At the start of the control flow, the setting of the remaining capacity upper limit value of the battery 15 is as shown in FIG. The remaining running capacity upper limit value H1 shown in a) is set. In the control flow shown in the figure, first, a vehicle leaving determination (first vehicle leaving period determination) is performed (step ST1-1). In this vehicle leaving determination, it is determined whether or not the elapsed time t after the start of parking is equal to or longer than a preset first set time t1. Here, the first set time t1 can be set to one day (24 hours) as an example. While the elapsed time t after the start of parking is less than the first set time t1 (NO), the process waits without changing the setting of the remaining capacity upper limit value of the battery 15. On the other hand, if the elapsed time t after the start of parking becomes equal to or longer than the first set time t1 (YES), the process proceeds to the second vehicle leaving period determination (step ST1-2). In the second vehicle leaving period determination, it is determined whether or not the elapsed time t after the start of parking is equal to or longer than a preset second set time t2. Here, the second set time t2 can be set to 3 days (72 hours) as an example. If the elapsed time t after the start of parking is equal to or longer than the second set time t2 (YES), a long period of 3 days or more (leaving period 1) is set as the vehicle leaving period (ST1-3). Then, based on the set vehicle leaving period, a target value (target SOC) of the remaining battery capacity while the vehicle is left is determined. Specifically, the target SOC is determined based on the following formula (1).
(Target SOC while the vehicle is left) = (Target SOC correction coefficient) × (Set target SOC for the leaving period 1)
... (Formula 1)

On the other hand, if the elapsed time t after the start of parking is less than the second set time t2 in the previous second vehicle leaving period determination (step ST1-2) (NO), then the third vehicle leaving period determination is continued. Proceed to (Step ST1-5). In the third vehicle leaving period determination, it is determined whether the elapsed time t after the start of parking is equal to or longer than a preset third set time t3. The third set time t3 here can be set to 2 days (48 hours) as an example. If the elapsed time t after the start of parking is equal to or longer than the third set time t3 (YES), a medium period (left period 2) of 2 days or more and less than 3 days is set as the vehicle leaving period (step ST1-6). Then, based on the set vehicle leaving period, a target value (target SOC) of the remaining battery capacity while the vehicle is left is determined. Specifically, the target SOC is determined based on (Equation 2) below.
(Target SOC while the vehicle is left) = (Target SOC correction coefficient) × (Set target SOC of the leaving period 2) (Expression 2)

On the other hand, if the elapsed time t after the start of parking is less than the third set time t3 (NO) in the third vehicle leaving period determination (step ST1-5), the vehicle leaving period is 1 day or more and less than 2 days Is set (step ST1-8). Then, based on the set vehicle leaving period, a target value (target SOC) of the remaining battery capacity while the vehicle is left is determined. Specifically, the target SOC is determined based on (Equation 3) below.
(Target SOC while the vehicle is left) = (Target SOC correction coefficient) × (Set target SOC of the leaving period 3) (Equation 3)

  Thus, the target value of the remaining battery capacity corresponding to the vehicle leaving period is set. Specifically, the target upper limit value of the remaining battery capacity is set to a lower value as the vehicle leaving period becomes longer. That is, the parking remaining capacity upper limit value H2 is set to gradually decrease as the vehicle parking time elapses. Thus, the remaining capacity of the battery 15 when left for a long time can be kept low by lowering the parking remaining capacity upper limit H2 as the parking time of the vehicle becomes longer. Therefore, deterioration of the battery 15 can be suppressed.

  Specifically, when it is determined that the elapsed time after the start of parking of the vehicle is within one day (NO in step ST1-1), considering the possibility that the vehicle will be used the next day, the remaining capacity upper limit at parking The value H2 can be set to 70% of the full charge amount of the battery 15. Further, when it is determined that the elapsed time after the parking of the vehicle is 2 days or more and less than 3 days (step ST1-6), it is considered that the vehicle is parked on the weekend, and the remaining capacity upper limit H2 during parking is determined. Can be set to 50 to 60% of the full charge amount of the battery 15. Further, when it is determined that the elapsed time after parking of the vehicle is a long period of 3 days or more (step ST1-3), it is regarded as long-term parking exceeding weekend parking, and the remaining capacity upper limit value H2 during parking is set as the battery. Can be set to 50% or less of the full charge. By these, when the parking period of a vehicle extends over a long period, deterioration of a battery can be suppressed by making low the remaining capacity of the battery 15 according to the said parking period.

  In the flow of FIG. 3, the outside air temperature or battery temperature determination (step ST1-10) is subsequently performed. In the outside air temperature or battery temperature determination, it is determined whether or not the detected value of the outside air temperature detected by the outside air temperature sensor 28 or the battery temperature detected by the battery temperature sensor 27 is higher than a predetermined value. As a result, when the detected value of the outside air temperature or the battery temperature is higher than the predetermined value (YES), the remaining battery while the vehicle is left set in any of the previous steps ST1-4, ST1-7, ST1-9. The target value (H2) of the capacity is set to a value lower than that. According to this, as the ambient temperature becomes higher, the battery 15 is more likely to deteriorate. However, when the outside air temperature or the battery temperature is high as described above, the parking remaining capacity upper limit value H2 is lowered. Thereby, deterioration of the battery 15 can be suppressed effectively. The predetermined value may be set, for example, such that the summer average temperature is higher than the predetermined value and the winter average temperature is lower than the predetermined value. According to this, it becomes possible to switch and set the parking remaining capacity upper limit H2 in summer and winter.

  Subsequently, battery discharge control determination (step ST1-11) is performed. In the battery discharge control determination, at the start of parking of the vehicle (when the ignition key is turned off after parking), whether or not the current remaining battery capacity is higher than the remaining parking capacity upper limit H2 that is the target remaining capacity while the vehicle is left. Judging. As a result, when the current battery remaining capacity is equal to or less than the parking remaining capacity upper limit H2 (NO), the battery discharge control is not performed and the process is terminated as it is. On the other hand, when the current battery remaining capacity is higher than the parking remaining capacity upper limit H2 (YES), battery discharge control is performed (step ST1-13). Specific contents of the battery discharge control include charging the 12V battery 18 by supplying power from the battery (high voltage battery) 15 to the 12V battery (low voltage battery) 18, and the electric air conditioner included in the in-vehicle auxiliary machine 17. And controlling to supply power (sell power) from the battery 15 to an external power source, an external device or equipment provided outside the vehicle 1 through the plug-in device 20. The electric air conditioner described above may be an air conditioner for air conditioning in the passenger compartment, or an air conditioner for cooling the battery 15.

  Thus, the power of the battery 15 can be consumed and the remaining capacity can be reduced. If battery discharge control is performed, battery discharge control end determination (step ST1-14) is performed. In the battery discharge control end determination, it is determined whether or not the remaining battery capacity is equal to or less than the parking remaining capacity upper limit H2. As a result, when the remaining battery capacity is not less than or equal to the remaining parking capacity upper limit H2 (NO), the process returns to step ST1-13 and the battery discharge control is continued. On the other hand, when the remaining battery capacity is equal to or lower than the remaining parking capacity upper limit H2 (YES), the battery discharge control is terminated.

  As described above, when the remaining battery capacity at the start of parking exceeds the remaining parking capacity upper limit H2, the power of the battery 15 is supplied to the 12V battery 18, the in-vehicle auxiliary machine 17 is operated, or the plug-in device 20 By supplying power from the battery 15 to an external power source, external device, or facility provided outside the vehicle via the battery 15, the remaining battery power is reduced. Thereby, the remaining capacity of the battery 15 when the vehicle is parked can be made equal to or lower than the remaining capacity upper limit H2 during parking while effectively using the power of the battery 15.

  FIG. 4 is a diagram showing a control flow of the remaining battery capacity based on the determination of the vehicle position. The control flow shown in the figure is executed while the vehicle is running. At the start of the control flow, the target upper limit value of the remaining battery capacity is the remaining battery capacity upper limit value H1 shown in FIG. Is set to In the following description, the vehicle owner (user) 's home will be described as an example of the vehicle parking location, but the vehicle parking location is not limited to the home but may be another location. In the control flow of FIG. 4, in steps ST2-1 and ST2-2, the distance from the home position, which is a parking place of the vehicle, to the current position of the vehicle is determined. That is, in step ST2-1, it is determined whether or not the distance from the home position to the current position of the vehicle is equal to or greater than the set value (large set value) S1 of the distance between homes. As a result, if the distance from the home position to the current position of the vehicle is not greater than the set value S1 (NO), then in step ST2-2, the distance from the home position to the current position of the vehicle is within the distance between homes. It is determined whether or not the set value (medium set value) is equal to or greater than S2. In step ST2-1, if the distance from the home position to the current position of the vehicle is greater than or equal to the set value S1 (YES), the target value of the remaining battery capacity is the target value when the distance between homes is large. Thus, the target value of the remaining capacity of the battery is changed (step ST2-3). In step ST2-2, if the distance from the home position to the current position of the vehicle is equal to or greater than the set value (in the set value) S2 in the distance between homes (YES), the target value of the remaining battery capacity = between the homes The target value of the remaining battery capacity is changed so as to be the target value in the case of the distance (step ST2-4). In step ST2-2, if the distance from the home position to the current position of the vehicle is less than the set value S2 (NO), the target value of the remaining battery capacity = the target value when the distance between homes is small. Thus, the target value of the remaining capacity of the battery is changed (step ST2-5). Then, the remaining battery capacity is controlled in accordance with the set remaining capacity target value (step ST2-6).

  As described above, when the home position (parking position) is set in the navigation system 40, when the remaining capacity of the battery 15 exceeds the parking remaining capacity upper limit H2 while the vehicle 1 is traveling, As the position approaches the home position, control is performed to decrease the remaining capacity of the battery 15 toward the parking remaining capacity upper limit H2. Thus, the battery 15 can be prevented from degrading without wastefully consuming the power of the battery 15 so that the remaining battery capacity during parking does not exceed the remaining parking capacity upper limit H2.

  FIG. 5 is a control flow of the remaining battery capacity based on the user's intention to park for a long time. The control flow of FIG. 5 is performed when the vehicle 1 finishes traveling and enters the parking state (when the ignition key is turned off after parking). At the start of the control flow, the remaining capacity of the battery 15 The setting of the upper limit value is the parking remaining capacity upper limit value H2 shown in FIG. In the flow of FIG. 3, first, the user's determination of the intention to leave the vehicle for a long time is performed (step ST3-1). In the determination of the vehicle long-term leaving intention by the user, it is determined that there is a long-term leaving intention when the long-term parking switch 21 is turned on, and otherwise it is determined that there is no long-term leaving intention. If it is determined that there is an intention to leave for a long time (YES), the vehicle is in a stopped state (vehicle speed = 0 km / h) and the accelerator pedal opening is 0% (step) ST3-2), the target value of the remaining battery capacity is changed (step ST3-3). In the change of the target value of the remaining battery capacity, the target value of the remaining battery capacity = the target value when the vehicle is left for a long time. The target value when the vehicle is left for a long time is a value obtained by further lowering the parking remaining capacity upper limit value H2 shown in FIG. 2B, and is set to 60% of the full charge amount of the battery 15 as an example. can do. Then, the remaining capacity of the battery 15 is controlled according to the set target value (step ST3-4).

  FIG. 6 is a timing chart showing changes in the long-term parking switch 21 on / off, the accelerator pedal opening, the vehicle speed, and the like in the control of the remaining battery capacity based on the user's intention to park long-term. The control of the remaining battery capacity based on the user's intention to park for a long time will be described with reference to the timing chart of the figure. From the vehicle running state in which the accelerator pedal is on and the vehicle speed is a positive value, the accelerator pedal is After that, the vehicle speed gradually decreases and the vehicle speed is stopped at time Tb at 0 (km / h). Thereafter, the long-term parking switch 21 is turned on by the user at time Tc. As a result, the battery remaining amount control when the vehicle is left unattended is turned on, and the upper limit value (target value) of the remaining battery capacity is lower than the upper limit value of the remaining capacity at normal control. Switch to the upper limit. Thereafter, when the long-term parking switch 21 is turned off by the user while the vehicle is left (time Td), the battery remaining amount control when the vehicle is left unattended is turned off, and the upper limit value (target value) of the remaining battery capacity is set to the vehicle. The remaining capacity upper limit value when left for a long time returns to the remaining capacity upper limit value during normal control. Thereafter, the accelerator pedal is turned on at time Te, and the vehicle starts to travel.

  Thus, in the present embodiment, the long-term parking switch 21 is provided as a long-term parking intention input means for the user to input a intention to park (leave) the vehicle for a long period of time. When the parking switch 21 is turned on, it is determined that the elapsed time after the start of parking of the vehicle will be extended for a long time thereafter, and the parking remaining capacity upper limit H2 is set to a remaining capacity that is lower than the normal remaining capacity. I am doing so. Thereby, when it is clear that the vehicle is left for a long period of time according to the user's intention, the deterioration of the battery 15 can be more effectively prevented.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, although the case where the battery 15 is formed of a lithium ion secondary battery has been described in the above embodiment, the battery of the present invention is not limited to the lithium ion secondary battery, and other secondary batteries formed of Ni-MH or the like. It may be. Further, the specific numerical values such as the battery capacity and the parking period shown in the above embodiment are only examples, and each value may be a value other than that shown in the above embodiment.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 11 Engine 12 Motor 13 Transmission 15 High voltage battery (battery)
16 Control unit (control means)
17 on-vehicle auxiliary machine 18 12V battery 19 DC-DC converter 20 plug-in device 20b connection terminal 20b battery charger 21 long-term parking switch (long-term parking intention input means)
22 Wheel speed sensor 23 Accelerator opening sensor 25 Current sensor 26 Voltage sensor 27 Battery temperature sensor 28 Outside air temperature sensor 33 GPS device 40 Navigation system 41 Main control unit 43 Map information database 45 Display unit 47 Operation unit H1 Upper limit of remaining capacity during travel
H2 Parking remaining capacity upper limit L1 Traveling remaining capacity lower limit L2 Parking remaining capacity lower limit W1 Battery usage range W2 (during vehicle travel) W2 Battery usage range (during vehicle parking)

Claims (11)

In a vehicle having a battery and a motor capable of transferring power to and from the battery, the vehicle control device includes control means for controlling charging and discharging of the battery,
The control means sets the target remaining value of the remaining battery capacity when the vehicle is parked as a target remaining capacity upper limit value during travel of the vehicle and a remaining capacity lower than the remaining capacity upper limit value during travel. It is possible to set the parking remaining capacity upper limit value to
A vehicle control device that switches between the remaining capacity upper limit value during travel and the remaining capacity upper limit value during parking when the vehicle is traveling and when the vehicle is parked. An in-vehicle auxiliary device mounted on the vehicle, and a low-voltage battery for driving the in-vehicle auxiliary device,
The control means includes
When the remaining capacity of the battery exceeds the parking remaining capacity upper limit when the vehicle is parked,
By supplying power from the battery to the low-voltage battery or by controlling the battery power to be consumed by operating the in-vehicle auxiliary machine, the remaining capacity of the battery becomes equal to or less than the remaining capacity upper limit value during parking. The vehicle control device according to claim 1, wherein: A plug-in device for allowing power to be exchanged between the battery and at least one of equipment, equipment, and external power supply provided outside the vehicle;
The control means includes
When the remaining capacity of the battery exceeds the parking remaining capacity upper limit when the vehicle is parked, the battery is connected to at least one of equipment, equipment, and external power source provided outside the vehicle via the plug-in device. 2. The vehicle control device according to claim 1, wherein the remaining capacity of the battery is equal to or less than the upper limit value of the remaining capacity during parking by performing power supply control. The control means includes
4. The vehicle control device according to claim 1, wherein the parking remaining capacity upper limit value is set to gradually decrease as the vehicle parking time elapses. 5. The control means includes
5. The vehicle according to claim 4, wherein when it is determined that the elapsed time after parking of the vehicle is within one day, the parking remaining capacity upper limit value is set to 70% of a full charge amount of the battery. Control device. The control means includes
The parking remaining capacity upper limit value is set to 50 to 60% of the full charge amount of the battery when it is determined that the elapsed time after the start of parking of the vehicle is 2 days or more and less than 3 days. The vehicle control device according to 4 or 5. The control means includes
The parking remaining capacity upper limit value is set to 50% or less of the full charge amount of the battery when it is determined that the elapsed time after parking of the vehicle is 3 days or more. The vehicle control device according to claim 1. Long-term parking intention input means for the user to input intention to park the vehicle for a long period of time;
The control means includes
8. The method according to claim 7, wherein if an intention to park for a long period of time is input by the long-term parking intention input means, an elapsed time after the start of parking of the vehicle exceeds three days. The vehicle control device described. Temperature detecting means for detecting the outside air temperature or the temperature of the battery,
The control means includes
When the detected temperature value by the temperature detecting means is higher than a predetermined value, the parking remaining capacity upper limit value is set to a lower value than when the detected value is lower than the predetermined value. The vehicle control device according to any one of claims 1 to 8. The vehicle control device according to claim 1, wherein the battery is a lithium ion secondary battery. A navigation system mounted on the vehicle,
When the position of the parking storage location of the vehicle is set in the navigation system,
When the remaining capacity of the battery exceeds the parking remaining capacity upper limit value while the vehicle is running, the control means reduces the remaining capacity of the battery as the position of the vehicle approaches the position of the parking storage location. The control device for a vehicle according to any one of claims 1 to 10, wherein control is performed to reduce the parking remaining capacity toward an upper limit value.

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