JP2013236497A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle for improving the use efficiency of power supply capability when controlling an onboard device by an external power supply.SOLUTION: Load devices 2, 9 to be operated by power fed through a distribution board including a current breaker 13 which is installed in a building 10 are installed in a vehicle 1. Moreover, a detecting means 5a detecting a resistance value generated according to the current that flows in the current breaker 13 is installed. In addition, control means 5b, 5c for controlling operating states of the load devices 2, 9 in accordance with the change of the resistance value detected by the detecting means 5a are installed.

Description

  The present invention relates to an electric vehicle including a load device that operates with electric power supplied from an external power source.

  Conventionally, in an electric vehicle equipped with a battery that can be charged by an external power source, a system has been developed that uses the external power source as a power source for in-vehicle electrical components. As this type of system, a pre-air conditioning system (a pre-air conditioning system) that operates an air conditioner or the like while charging a battery with an external power source is known.

  For example, Patent Literature 1 describes a pre-air conditioning system that performs pre-air conditioning during charging based on a state of charge of a battery, a scheduled operation start time, and a vehicle interior temperature setting value. Japanese Patent Application Laid-Open No. 2004-228561 describes an electric vehicle equipped with a pre-air conditioning function that controls on / off of the power supply of the air conditioner while referring to the temperature of the air outlet of the air conditioner. With these technologies, the air conditioning environment at the completion of charging can be adjusted to a desired state, and the thermal comfort in the passenger compartment can be improved.

Japanese Unexamined Patent Publication No. 7-193901 JP 2011-25898 A

  By the way, the external power source for charging the battery of the vehicle is roughly classified into a low-current household power source using a general household AC power feeding facility and a high-output power source which is a DC power feeding facility dedicated to high-speed charging. . A high-output power source is a facility for charging a battery in a short time, and in recent years, a device that outputs power of up to several tens of kilowatts has been developed. On the other hand, in a household power source, the maximum current amount is limited by the number of amperes contracted with a power company, so the maximum output varies from household to household. Moreover, while the former is a power supply device only for charge, the latter power supply is shared with other household appliances. Therefore, in the household power source, the maximum output of the power source varies depending on the household, and the maximum output varies depending on the usage state of other electrical products in the household.

  However, in the conventional pre-air-conditioning system, such differences and fluctuations in the actual maximum output of the household power supply are not taken into consideration. For this reason, even if there is a surplus in the household power supply, the battery is charged with a constant low power, and the charging time is consumed. On the other hand, if there is no surplus power in the household power supply, the ampere breaker (limiter that limits the upper limit current) provided in each household may operate, and the power supply may stop. In this case, in addition to the fact that the pre-air conditioning described above cannot be performed, charging is also incomplete. Further, if the battery is charged at night, the morning break may occur without realizing that the ampere breaker has been activated, which may hinder the use of the vehicle the next day.

  One of the purposes of the present invention was devised in view of the above-described problems, and provides an electric vehicle capable of improving the utilization efficiency of power supply capability when controlling an in-vehicle device by an external power source. That is. The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

(1) The electric vehicle disclosed herein is an electric vehicle having a load device that operates with electric power fed via a switchboard including a current breaker installed in a building, and the electric current flowing through the current breaker Detecting means for detecting a resistance value generated in response to the detecting means; and control means for controlling an operating state of the load device in accordance with a change in the resistance value detected by the detecting means.
The “load device” as used herein means a device that is electrically loaded with respect to an external power source (a main body that stores or consumes electric power). Specifically, a vehicle running battery, auxiliary battery, air conditioner, vehicle warm-up device (for example, battery coolant temperature control device, engine coolant temperature control device, inverter coolant temperature control device, etc. ) Is included in the load device.

  In addition, the “resistance value” here is a resistance value generated when a current flows through the current breaker, and fluctuates depending on the heat when current flows through the current breaker. It is. For example, when the power supply circuit including the current breaker is an AC circuit, impedance (AC resistance) and admittance correspond to this, and in the case of a DC circuit, resistance (electric resistance obtained by dividing the potential difference by current) is It corresponds to this.

  In addition, the “detection means” here is for directly or indirectly acquiring the “resistance value” as described above. For example, a sensor or a calculation device that measures, estimates, and calculates the resistance value in an electric vehicle. It may be a sensor or a calculation device that acquires a resistance value measured, estimated, or calculated outside the electric vehicle or inside the building.

  (2) Moreover, it is preferable that the said load apparatus contains the battery which stores the electric power supplied from the said building, and the air conditioner which operates by consuming the electric power supplied from the said building. In this case, it is preferable that the control unit controls an operating state of the air conditioner during charging of the battery according to a change in the resistance value detected by the detection unit.

(3) Moreover, while the said control means reduces the power consumption in the said air conditioner, so that the increase rate of the said resistance value is high, the power consumption in the said air conditioning device is so low that the increase rate of the said resistance value is low It is preferred to increase the amount.
As a means for reducing the power consumption in the air conditioner, the operating speed of the compressor (compressor) is decreased, the target temperature during cooling operation is increased, and the target temperature during heating operation is set. It is conceivable to reduce the rotational speed of the blower fan. On the other hand, as means for increasing the power consumption in the air conditioner, the operating speed of the compressor is increased, the target temperature during cooling operation is decreased, and the target temperature during heating operation is increased. It is conceivable to increase the rotational speed of the blower fan.

(4) Moreover, it is preferable that the said control means carries out increase / decrease control of the electric power consumption in the said air conditioner periodically according to the increase / decrease change of the said resistance value.
(5) The control unit may decrease the charging speed of the battery as the increasing rate of the resistance value increases, and increase the charging speed of the battery as the increasing rate of the resistance value decreases. preferable.

  (6) Moreover, it is preferable that the said detection means has a measurement means which measures the said resistance value within a vehicle.

  According to the disclosed electric vehicle, the electrical load applied to the external power supply can be increased or decreased by controlling the operating state of the load device in accordance with the change in the resistance value. Accordingly, in consideration of the power supply capability of the external power source, the vehicle load device can be used while preventing excessive power consumption, and the utilization efficiency of the power supply capability can be improved.

It is a figure which illustrates the composition of the electric vehicle concerning one embodiment. It is a circuit diagram which shows typically the charging circuit of the electric vehicle of FIG. It is a graph for demonstrating the characteristic of the bimetal built in the safety breaker in FIG. It is an example of the flowchart which shows the control procedure implemented with the electric vehicle of FIG. It is a graph for demonstrating the control content implemented with the electric vehicle of FIG. 1, and illustrates the impedance change of an external power supply. It is an example of the flowchart which shows the control procedure implemented with the electric vehicle of FIG.

  The electric vehicle will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit of the present embodiment, and can be selected or combined as necessary.

[1. Device configuration]
An electric vehicle 1 of this embodiment (hereinafter also referred to as vehicle 1) is illustrated in FIG. The vehicle 1 is an electric vehicle or a plug-in hybrid vehicle that can run with electric power stored in a battery 2 (load device). The battery 2 is a power storage device that can be charged with at least electric power supplied from an external power source, and is a power source for driving the traveling motor 29. The battery 2 can also be charged with electric power generated during the regenerative operation of the traveling motor 29.

  On the outer surface of the vehicle 1, an inlet 8 (electric power inlet) for connecting a charging cable 30 when charging the battery 2 with an external power source is provided. In addition, a charging converter 3 a is interposed on a circuit connecting the inlet 8 and the battery 2. Charging converter 3a is a power conversion device that converts AC power into DC power. For example, an alternating current input from an external power source is converted into a direct current by the charging converter 3 a and charged to the battery 2.

  A traveling inverter 3b and an air conditioning inverter 3c are connected to the DC circuit connecting the charging converter 3a and the battery 2. The travel inverter 3b and the air conditioning inverter 3c are power converters for converting DC power into AC power and supplying the AC power to the travel motor 29 and the air conditioner 4, respectively. As shown in FIG. 1, the traveling inverter 3 b and the air conditioning inverter 3 c are connected to the battery 2 in parallel.

  The air conditioner 4 (load device) adjusts the air conditioning environment such as the temperature and humidity in the passenger compartment of the vehicle 1. The timing at which the air conditioner 4 can be operated is when the main power supply of the vehicle 1 is on and when the battery 2 is charged by an external power supply. The air conditioner 4 includes an air conditioner heater, an air conditioner fan, an evaporator, a compressor 9 that compresses a refrigerant (heat medium), and the like (not shown).

  Each of the battery 2 and the air conditioner 4 is one of load devices for an external power source. The “load device” as used herein means an electrical component that can be energized at least when the battery 2 is charged, and that is an electrical load with respect to an external power source (main body that stores or consumes electric power). . Specifically, an auxiliary battery of the vehicle 1 and a vehicle warm-up device (for example, a battery coolant temperature control device, an engine coolant temperature control device, an inverter coolant temperature control device, etc.) are also included in the load device. included.

  The vehicle 1 is provided with a vehicle ECU 5, an air conditioner ECU 6, and a battery ECU 7 as electronic control devices for controlling the operating state of load devices such as the battery 2 and the air conditioner 4. The vehicle ECU 5, the air conditioner ECU 6, and the battery ECU 7 are electronic control units configured by a microcomputer, and are configured as, for example, a well-known microprocessor device, ROM, RAM, or other LSI device or an embedded electronic device, and an in-vehicle communication network. Are connected to each other through communication.

  The vehicle ECU 5 is a top-level electronic control device that comprehensively manages other electronic control devices mounted on the vehicle 1. On the other hand, the air conditioner ECU 6 that controls the operation of the air conditioner 4 and the battery ECU 7 that controls the state of the battery 2 and the converter 3a for charging are electronic control devices positioned below the vehicle ECU 5. The air conditioner ECU 6 performs normal air conditioning control when the vehicle 1 is powered on, and pre-air conditioning control when the battery 2 is charged by an external power source. The air conditioner ECU 6 controls the operating state of the air conditioner heater, the air conditioner fan, the evaporator, the compressor 9 and the like in accordance with an input from an operating device (not shown) to adjust the air conditioning environment in the vehicle interior.

  FIG. 1 is a configuration example in the case where a commercial AC power source (power feeding device) drawn into a building 10 is used as an external power source of the vehicle 1. This building 10 is a building of a power consumer such as a general house, an office building, or a factory. The frequency of a general commercial AC power supply is 50 [Hz], 60 [Hz], etc., and the voltage at the time of normal charge (normal charge other than quick charge) is about 100 to 240 [V].

  The feeder line drawn from the utility pole transformer 16 provided on the utility pole 15 of the commercial AC power supply is connected to the distribution board 12 (distribution board) in the building 10 and branches into a plurality of lines inside the distribution board 12. Wired. In addition, each line on the downstream side of the distribution board 12 is wired to outlets 14 provided at various locations in the building 10, and connected to various electrical appliances 17 after that. One of the lines branched from the distribution board 12 is connected to a personal charging station 11. The charging stand 11 is provided with a charging outlet 18 to which a plug of the charging cable 30 is connected, and a pre-air conditioning switch 19 for on / off control of the pre-air conditioning of the vehicle 1 when power is supplied from the charging outlet 18.

  The distribution board 12 incorporates a safety breaker 13 (current breaker) for limiting the power drawn from the commercial AC power supply. The safety breaker 13 has a function of interrupting power supply when a current exceeding a predetermined value set in advance flows. The upper limit value of the current (contract amperage) set by the safety breaker 13 is determined, for example, by an agreement between the power company and the owner of the building 10. Therefore, the maximum value of the power that can be taken out from the charging outlet 18 varies depending on the maximum power corresponding to the contracted amperage and the power consumption in the electrical appliance 17 connected to the downstream side of the distribution board 12. To do.

  The safety breaker 13 contains a bimetal that is bent by receiving heat generated at least during current flow. In addition to this, there is a safety breaker 13 in which an electromagnet that cuts off power supply using electromagnetic force generated along with the flow of electric current is incorporated. As shown in FIG. 3, the operation time of the bimetal is almost inversely proportional to the magnitude of the current, whereas the electromagnet has a characteristic of interrupting power supply almost instantaneously with respect to a predetermined current value.

  An electronically controlled safety breaker 13 that detects or measures a current value flowing through the safety breaker 13 and drives an electromagnet according to the current value is also known. On the other hand, even in the case of the electronically controlled safety breaker 13, the relationship between the operation related to the connection / disconnection of the power supply line and the current value is substantially the characteristic shown in FIG.

[2. Circuit configuration]
FIG. 2 shows a circuit configuration of the charging circuit 20 related to the charging of the battery 2 by the external power source. Hereinafter, regarding the AC current feed line transformed by the utility pole transformer 16, one connected to one end of the utility pole transformer 16 is called a feed line L1, and one connected to the other end is called a feed line L2. .

  As shown in FIG. 2, the safety breaker 13 acts as a variable resistance interposed in at least one of the power supply lines L1 and L2. On the other hand, the electrical appliance 17 connected to the outlet 14 acts as a resistance interposed on a line connecting between the feeder lines L1 and L2. One power supply line L1 is connected to a power supply line L5 in the vehicle 1 through a power supply line L3 in the charging cable 30, and the other power supply line L2 is connected to the inside of the vehicle 1 through a power supply line L4 in the charging cable 30. To the feeder line L6.

  In the vehicle 1, a transformer 22 for changing a received voltage from an external power source and a rectifier circuit 23 that converts an alternating current from the external power source into a direct current are provided. The transformer 22 has a primary winding whose both ends are connected to the feed lines L5 and L6, a secondary winding whose both ends are connected to the feed lines L7 and L8, and a magnetic which magnetically connects these windings. Circuit. The fluctuating magnetic field generated in the primary winding is transmitted to the secondary winding through the magnetic circuit, and an induced electromotive force is generated between the feeder lines L7 and L8. The voltage between the feeder lines L7 and L8 has a magnitude corresponding to the turn ratio between the primary winding and the secondary winding and the voltage between the feeder lines L5 and L6. Hereinafter, a circuit between the inlet 8 of the vehicle 1 and the transformer 22 is referred to as a power receiving unit 21. The feeder lines L5 and L6 are circuit elements constituting the power receiving unit 21.

  An arbitrary rectifier circuit 23 (for example, a double-wave rectifier circuit or a bridge rectifier circuit) and a capacitor 24 are interposed between the feeder lines L7 and L8. The rectifier circuit 23 and the capacitor 24 are elements for converting an alternating current into a direct current, and are built in, for example, the charging converter 3 a of the vehicle 1. The current value of the direct current converted by the rectifier circuit 23, the output ripple frequency, and the like are controlled by the battery ECU 7. Further, the battery 2 is interposed in series on the DC power supply line L9 on the downstream side of the rectifier circuit 23 and the capacitor 24, and the compressor 9 of the air conditioner 4 is interposed in parallel.

  The battery 2 can be regarded as having a power storage element 25 that stores electric power supplied from an external power source and a charging load 26 that acts as a load for the external power source. Further, the compressor 9 can be regarded as one having an air conditioning load 27 that is a variable resistance to an external power source (that is, a load device). For example, reducing the operating speed of the compressor 9 corresponds to an operation of reducing the resistance value of the air conditioning load 27, and the load on the external power supply is reduced. On the contrary, when the operation speed of the compressor 9 is increased, the resistance value of the air conditioning load 27 is increased and the load on the external power source is increased. The operating state of the compressor 9 is controlled by the air conditioner ECU 6.

[3. Control configuration]
In the vehicle ECU 5, maximum operation control for controlling the operation state of the load devices such as the battery 2 and the air conditioner 4 is performed according to the power supply capability of the external power source. The maximum operation control here is a control that uses the power supply capability of the external power source as much as possible and uses the maximum (or almost maximum) power on the vehicle 1 side within a range in which the safety breaker 13 does not operate (cut off). is there. That is, the maximum operation control is control that distributes the maximum current to the vehicle 1 side that does not cut the bimetal of the safety breaker 13.

  The vehicle ECU 5 is provided with an AC resistance detection unit 5a, an air conditioner load control unit 5b, and a charging load control unit 5c as elements for realizing the maximum operation control function. Each of these elements may be realized by an electronic circuit (hardware), or may be programmed as software, or some of these functions may be provided as hardware, and the other part may be software. It may be what.

  The AC resistance detection unit 5a (detection means, measurement means) detects the internal resistance of the external power supply. Here, “detection” includes measuring the internal resistance of the external power supply in the vehicle 1 or the internal resistance measured on the cable 30 outside the vehicle 1 or in the building 10 (external power supply side). To grasp and obtain the information of

  In the present embodiment, the impedance R at the power receiving unit 21 is measured as the impedance (AC resistance) of the circuit closer to the building 10 than the charging cable 30. This impedance R is an internal resistance value of the circuit on the side of the building 10 with respect to the charging cable 30 and is a resistance value generated according to the current acting on the safety breaker 13 (in other words, the heat generated according to the current). The resistance value fluctuates accordingly. For example, as shown in FIG. 2, the AC resistance detection unit 5a of the present embodiment measures a voltage value between a point A on the feeder line L5 and a point B on the feeder line L6 and a current value at that point. Then, the ratio of the voltage value to the current value is calculated as the impedance R.

  The measurement period (oscillation frequency, sampling rate) of the impedance R in the AC resistance detector 5a is set higher than the frequency of the commercial AC power supply. Specifically, it is set within a range of several hundred to several thousand [Hz], preferably about 1 [kHz]. The value of impedance R obtained here is transmitted to the air conditioner load control unit 5b and the charge load control unit 5c.

  In addition, when it is set as the control structure which measures the impedance R between the point A and the point B using a commercially available impedance measuring device (another measuring means), the alternating current resistance detection part 5a of vehicle ECU5 is abbreviate | omitted. Is possible. In this case, the impedance measuring device may be connected to the in-vehicle communication network, and the control configuration may be such that information on the impedance R measured by the impedance measuring device is transmitted to the air conditioner load control unit 5b and the charging load control unit 5c.

  Further, when a measuring device (another measuring means) for measuring the impedance R is provided on the building 10 side, the control configuration is such that the information on the impedance R measured on the building 10 side is transmitted to the AC resistance detector 5a. That's fine. Thereby, the AC resistance detector 5a detects the impedance R. Or it is good also as a control structure which transmits the information of the impedance R measured in the building 10 side directly to the air-conditioner load control part 5b and the charge load control part 5c.

The air conditioner load control unit 5b (control means) controls the operating state of the air conditioner 4 according to the change of the impedance R. Here, the rate of increase A per unit time of the impedance R is calculated, and the output of the air conditioner 4 is controlled to increase or decrease under the following conditions.
A. When increasing rate A is less than a predetermined value A _0, B. increasing the air-conditioning output When the rate of increase A exceeds the predetermined value A ₀ , the air conditioning output is decreased. The predetermined value A ₀ is a threshold value for determining the output margin of the external power supply.

The impedance R is a parameter that correlates with the output margin of the external power supply. When the output margin of the external power supply (that is, the difference between the maximum output of the external power supply and the output at that time) decreases, the resistance value increases as the current value flowing through the safety breaker 13 increases. To increase. On the other hand, the increase rate A of the impedance R when caused to decrease the load on the external power supply when that exceeds a predetermined value A _0, the value of the current flowing through the safety breaker 13 is decreased, the heating value of the bimetal is reduced. Therefore, the power supply is continued without the safety breaker 13 operating. At this time, when the current value flowing through the safety breaker 13 decreases, the impedance R decreases again.

Various methods for increasing or decreasing the output of the air conditioner 4 are conceivable. In this embodiment, the output is increased by increasing the operation speed (the number of revolutions per unit time, the rotation speed) of the compressor 9, and the operation speed of the compressor 9 is increased. It is assumed that the output is decreased by decreasing.
As another method, it is conceivable to change the set temperature or refrigerant temperature of the air conditioner 4, the operating speed of the air conditioning fan, or the like. For example, the output can be increased by lowering the target temperature during cooling operation or increasing the target temperature during heating operation. Conversely, the output can be lowered by increasing the target temperature during the cooling operation or decreasing the target temperature during the heating operation.

  The charging load control unit 5 c (control unit) controls the state of charge in the battery 2. Here, two types of control, that is, a case where the control of the state of charge not depending on the change of the impedance R and the case of performing the control of the state of charge corresponding to the change of the impedance R are described.

  In the former case, the charging load control unit 5c determines whether or not the charging cable 30 is connected between the inlet 8 of the vehicle 1 and an external power source. 2 to control the converter 3a for charging. In this case, normal charging control by an external power source is performed. For example, when the battery 2 is a lithium secondary battery, a charging method combining constant current charging and constant voltage charging may be employed.

In the latter case, the charging load control unit 5c controls the charging converter 3a under the following conditions according to the increase rate A of the impedance R calculated by the air conditioner load control unit 5b to increase or decrease the charging rate.
C. When increasing rate A is less than a predetermined value A _0, D. increase the charging speed When the rate of increase A exceeds the predetermined value A ₀ , the charging speed is decreased.

  Various methods for increasing / decreasing the charging speed are also conceivable. For example, if the voltage or current acting on the battery 2 is increased by controlling the charging converter 3a, the electric power stored in the battery 2 per unit time increases, and the time taken to fully charge is shortened. Conversely, if the voltage or current acting on the battery 2 is decreased, the charging time is extended.

It is also conceivable to adopt a control configuration that switches between the former control and the latter control in accordance with the state of charge (SOC) of the battery 2. That is, when the priority is given to the operating state of the air conditioner 4 or the charged state of the battery 2 in a situation where there is a margin in the output of the external power supply, the determination is made based on the charge rate SOC of the battery 2. . For example, the latter control was performed when the charging rate SOC of the battery 2 is smaller than the predetermined value SOC _0, it is conceivable to implement the control of the former when a predetermined value SOC ₀ or more. In this case, in a state where the battery 2 is not sufficiently charged, charging can be performed with priority, and pre-air conditioning can be started from a point in time when a certain amount of charge is secured, thereby preparing an air conditioning environment.

[4. flowchart]
FIG. 4 is a flowchart when the control of the air conditioner 4 according to the change of the impedance R is performed, and is repeatedly performed in a predetermined cycle inside the energized vehicle ECU 5. Here, a control procedure related to pre-air conditioning control performed during charging of the battery 2 will be described in detail, and description regarding charging control of the battery 2 will be omitted.

  In step A10, it is determined whether or not the battery 2 is connected to an external power source. Here, for example, it is determined whether or not the plugs at both ends of the charging cable 30 are connected to the inlet 8 on the vehicle 1 side and the charging outlet 18 on the charging stand 11 side. If this condition is satisfied, it is determined that the battery 2 can be charged by the external power source, the charging load control unit 5c starts the charging control of the battery 2, and the process proceeds to Step A20. On the other hand, when this condition is not satisfied, this flow is finished as it is.

  In step A20, it is determined whether or not the pre-air conditioning switch 19 is turned on. If this condition is not satisfied, the pre-air conditioning is not performed, and this flow is finished as it is. In this case, only charging control is continued. On the other hand, if the pre-air conditioning switch 19 is turned on, the air conditioner ECU 6 starts the pre-air conditioning control and proceeds to step A30. In steps after Step A30, pre-air conditioning control (maximum operation control of the air conditioner 4) is performed.

  In Step A30, the impedance R of the external power source is measured in the AC resistance detector 5a of the vehicle ECU 5. Further, when an impedance measuring device is mounted on the vehicle 1, information on the impedance R measured by the impedance measuring device is input to the vehicle ECU 5. The value of the impedance R has a magnitude corresponding to the degree to which the air conditioner 4 acts as a load on the external power supply.

In step A40, the air conditioning load control unit 5b, with the increase rate A of the impedance R is calculated, the rate of increase A is equal to or less than a predetermined value A ₀ is determined. Here, if A ≦ A _0, it is determined that there is a margin in the output of the external power supply, the process proceeds to step A50, and control for increasing the air conditioning output is performed. On the other hand, if A> A _0, it is determined that the output of the external power supply is small, and the process proceeds to step A60 where control for reducing the air conditioning output is performed.

  By repeating such control, pre-air-conditioning control is performed so that the air-conditioning output increases or decreases according to the output margin of the external power supply. When the output margin of the external power supply decreases, the air conditioning output decreases, so that the electrical load of the vehicle 1 with respect to the external power supply is reduced, and the amount of current flowing through the safety breaker 13 is suppressed. Therefore, charging of the battery 2 and pre-air conditioning by the air conditioner 4 are continued without operating the safety breaker 13. On the other hand, if the output of the external power supply is large, the air conditioning output increases, so that the pre-air conditioning in the air conditioner 4 is reliably performed. Therefore, the air-conditioning environment at the completion of charging is surely set in a desired state, and the thermal comfort in the passenger compartment is improved.

[5. Action, effect]
FIG. 5 shows a change in impedance when the control described in the flowchart is performed. When charging control of the battery 2 and pre-air conditioning control (maximum operation control of the air conditioning device 4) in the air conditioning device 4 are performed at the same time, and the electrical load on the external power source becomes slightly large, from the building 10 side to the vehicle 1 side. The amount of current flowing increases, and the impedance R increases with heat generation in the safety breaker 13. Therefore, if the impedance R becomes excessive as shown by the broken line in FIG. 5, the safety breaker 13 is activated and the power supply line L2 is interrupted.

In contrast, in this embodiment, when the rate of increase A of impedance R at time t ₀ , that is, when the rate of change of impedance R with time exceeds a predetermined value A ₀ , for example, control is performed to reduce the operating speed of the compressor 9. Air conditioning load is reduced. As a result, the output margin of the external power supply can be recovered without performing control for limiting the output on the external power supply side. Further, when the amount of current supplied from the building 10 to the vehicle 1 decreases, the impedance R decreases. On the other hand, if the control for increasing the operating speed of the compressor 9 is performed, for example, when the output margin of the external power supply is recovered, the amount of current increases and the impedance R increases.

Thereafter, when the rate of increase A of impedance R exceeds a predetermined value A ₀ at time t ₁ , control for reducing the air conditioning output is performed again. After time t _0, the air conditioning output is controlled to periodically increase and decrease, and the electric load on the vehicle 1 side is changed so that the impedance R changes within a certain range B without the safety breaker 13 being operated. Is controlled. The intervals between the times t ₁ , t ₂ , t ₃ ... When the rate of increase A of the impedance R exceeds the predetermined value A ₀ correspond to the period for increasing or decreasing the air conditioning output.

  (1) Thus, according to the vehicle 1 described above, the electrical load applied to the external power supply is increased or decreased by controlling the operating state of the air conditioner 4 according to the change in the impedance R of the external power supply. be able to. Thereby, in consideration of the power supply capability of the external power supply, the air conditioner 4 of the vehicle 1 can be used while preventing excessive power consumption, and the power supply capability can be reduced without changing the power supply device on the building 10 side. Utilization efficiency can be improved.

  (2) Moreover, in said vehicle 1, by operating the air conditioner 4 at the time of charge of the battery 2, the vehicle interior environment can be prepared beforehand before the vehicle 1 is used. Thereby, the air-conditioning load at the start of use of the vehicle 1 can be reduced, the power consumption of the battery 2 can be suppressed, and the travelable distance can be lengthened. Also, the load of pre-air conditioning during battery charging given to the external power supply can be increased or decreased, and the vehicle 1 can be powered by utilizing the power supply capability of the external power supply while preventing excessive power consumption in the vehicle 1 being charged. Indoor air conditioning can be implemented.

(3) Further, in the vehicle 1, the increase rate A of the impedance R higher than the predetermined value A _0, the power consumption by the air conditioner 4 is reduced. Therefore, when the allowable power of the safety breaker 13 built in the external power supply is about to be exceeded, the air conditioning load can be reduced. Conversely, the increase rate A of the impedance R as lower than the predetermined value A _0, the power consumption by the air conditioner 4 is increased. Therefore, when the margin of the external power source is large, the pre-air conditioning control can be fully utilized. In this way, a substantially maximum current that is not interrupted by the safety breaker 13 of the external power supply can be supplied to the vehicle 1 side.

  (4) Further, in the vehicle 1 described above, the air conditioning load is periodically increased or decreased in accordance with the increase or decrease of the impedance R. With such a control configuration, as shown in FIG. 5, the impedance R changes periodically within a predetermined range B, that is, the air conditioner 4 is maintained while maintaining the impedance R of the external power source substantially constant. It can be operated continuously. Therefore, the pre-air conditioning of the vehicle 1 can be continued for a long time by utilizing the power supply capability of the external power source to the maximum.

  (5) Moreover, in said vehicle 1, the alternating current resistance detection part 5a is measuring the impedance R in the power receiving part 21 of the vehicle 1. FIG. Since the power receiving unit 21 is a part directly connected to the external power source, it is possible to accurately grasp the change in the resistance value at the safety breaker 13 and accurately estimate the margin of the output of the external power source. can do.

[6. Modified example]
In the above-described embodiment, an example in which the operation state of the air conditioner 4 is controlled according to the output margin of the external power source is illustrated, but the control target is not limited to the air conditioner 4 alone. For example, the charging state (charging current) of the battery 2 may be controlled according to the margin of output from the external power source, or both the air conditioner 4 and the battery 2 may be controlled according to the margin of output from the external power source. You may control.

FIG. 6 is a flowchart when the control of the air conditioner 4 and the battery 2 according to the change of the impedance R is performed. Steps having the same control contents as those in FIG. 4 are denoted by the same reference numerals and description thereof is omitted. In this flow, the process proceeds to step A32 after step A30, and the charge rate SOC of the battery 2 is measured in the battery ECU 7. Moreover, In step A34, the charging load control unit 5c, the SOC is equal to or a predetermined value SOC ₀ or more is determined. Here, in the case of SOC ≧ SOC ₀ proceeds to step A40, following the output of similarly pre-air conditioning the flow of FIG. 4 is controlled. On the other hand, if SOC <SOC ₀ , the process proceeds to step A70.

In step A70, the charging load control unit 5c, the increase rate A of the impedance R or less than a predetermined value A ₀ is determined. Here, if A ≦ A _0, it is determined that there is a margin in the output of the external power supply, the process proceeds to step A80, and control for increasing the charging current is performed. On the other hand, if A> A _0, it is determined that the output margin of the external power supply is small, and the process proceeds to step A90 where control for reducing the charging current is performed. Note that it is optional whether or not the pre-air conditioning control is performed simultaneously in steps A80 and A90. When the pre-air-conditioning control is performed simultaneously, the air-conditioning output is constant.

  By such control, in addition to the pre-air conditioning control, the charging control can be preferentially performed in a state where the battery 2 is not sufficiently charged. Also, by reducing the amount of charge to the battery 2 as the rate of increase A of the impedance R increases, the charging load can be reduced if the allowable power of the safety breaker 13 built in the external power source is about to be exceeded. Can do. On the contrary, when the rate of increase A of the impedance R is low, the amount of charge per unit time can be increased. As described above, the maximum current that is not interrupted by the safety breaker 13 can be supplied to the vehicle 1 side, so that charging can be performed efficiently and the charging time can be shortened.

Further, in the above-described embodiment, the example in which the output of the air conditioner 4 is increased or decreased by comparing the rate of increase A of the impedance R of the external power source with the predetermined value A ₀ is exemplified. 4 may be a control for switching the on / off state of the main power source, or may be a control for setting the operating speed of the compressor 9 using a control map, a mathematical expression, or the like using the rate of increase A as an argument.

Instead of the rate of increase A of impedance R, the operating state of air conditioner 4 may be controlled using the value of impedance R itself, the time gradient of rate of increase A, or the like. For example, it is conceivable that the following conditions E and F are applied instead of the conditions A and B in the above-described embodiment to increase / decrease the output of the air conditioner 4.
E. Increase the air conditioning output when the impedance R is below the predetermined threshold R ₀ F. When the impedance R exceeds the predetermined threshold R ₀ , the air conditioning output is decreased.

Since the impedance R is a parameter that correlates with the output margin of the external power supply, the value of the current flowing through the safety breaker 13 is reduced by reducing the output of the air conditioner 4 when the impedance R exceeds the predetermined threshold value _R0. In addition, the amount of heat generated by the bimetal is reduced. Therefore, the power supply is continued without the safety breaker 13 operating. At this time, when the current value flowing through the safety breaker 13 decreases, the impedance R decreases again.

  Therefore, the same control as that of the above-described embodiment can be realized, and the utilization efficiency of the power supply capability can be improved without limiting the output on the external power supply side. At least by increasing or decreasing the electrical load on the external power supply in accordance with the change in impedance R, it is possible to carry out charge control and air conditioning control commensurate with the output margin of the external power supply. For example, the lower the increase rate A of the impedance R, the more the operation amount of the vehicle warm-up device (for example, the battery coolant temperature control device, the engine coolant temperature control device, the inverter coolant temperature control device, etc.) The operation amount of the vehicle warm-up device may be decreased as the increase rate A is higher.

1 Vehicle (electric vehicle)
2 Battery (load device)
4 Air conditioner (load device)
5 Vehicle ECU
5a AC resistance detector (detection means, measurement means)
5b Air-conditioner load control unit (control means)
5c Charge load controller (control means)
9 Compressor (load device)
10 Building 12 Distribution board (switchboard)
13 Safety breaker (current breaker)

Claims (6)

An electric vehicle having a load device that operates with electric power fed via a switchboard including a current breaker installed in a building,
Detecting means for detecting a resistance value generated according to a current flowing through the current breaker;
Control means for controlling an operating state of the load device according to a change in the resistance value detected by the detection means;
An electrically powered vehicle comprising: The load device includes a battery that stores electric power fed from the building, and an air conditioner that operates by consuming electric power fed from the building,
The electric vehicle according to claim 1, wherein the control unit controls an operating state of the air conditioner during charging of the battery in accordance with a change in the resistance value detected by the detection unit. The control means decreases the power consumption in the air conditioner as the increase rate of the resistance value is higher, and increases the power consumption in the air conditioner as the increase rate of the resistance value is lower. The electric vehicle according to claim 2, wherein: The electric vehicle according to claim 3, wherein the control means periodically increases and decreases the power consumption in the air conditioner in accordance with an increase and decrease change in the resistance value. The control means decreases the charging speed of the battery as the increasing rate of the resistance value increases, and increases the charging speed of the battery as the increasing rate of the resistance value decreases. Item 5. The electric vehicle according to any one of Items 2 to 4. The electric vehicle according to claim 1, wherein the detection unit includes a measurement unit that measures the resistance value within the vehicle.

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