JP2016140190A - Control unit of electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit occurrence of a deviation between scheduled completion timing, which is reported to a user prior to temperature control, and timing that charging is actually completed even when charging is performed after a power storage device undergoes temperature control.SOLUTION: Scheduled completion timing A calculated prior to completion of pre-charging cooling during which the temperature of a main battery is controlled is reported to a user. After the pre-charging cooling is completed, scheduled completion timing B on which a time actually required for the pre-charging cooling is reflected is calculated. The scheduled completion timing A and scheduled completion timing B are compared with each other, whereby a scheduled time required for the pre-charging cooling and the time actually required for the pre-charging cooling are compared with each other. As a result of the comparison, if the timings are inconsistent with each other, charged power of the main battery to be used for real charging is corrected.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for an electric vehicle, and more particularly, to a control device for an electric vehicle that charges the power storage device using electric power from outside after adjusting the temperature of the on-vehicle power storage device.

  In recent years, electric vehicles such as a hybrid vehicle and an electric vehicle that can travel by driving a motor using electric power of an on-vehicle power storage device have been put into practical use. Such an electric vehicle is configured to be able to charge the power storage device to a fully charged state using electric power from the outside.

  Conventionally, a configuration for notifying a user of an electric vehicle of a charging time has been proposed. For example, Japanese Patent Laying-Open No. 2011-229324 (Patent Document 1) discloses a charging device that notifies a user of a charging time calculated using the amount of power stored in a power storage device (hereinafter also referred to as SOC (State of Charge)). Has been.

  In addition, the power storage device used in the electric vehicle may be deteriorated when left in an extremely high temperature state or a low temperature state. For this reason, the structure which charges after adjusting the temperature of an electrical storage apparatus to the temperature suitable for charge conventionally is proposed. For example, Japanese Unexamined Patent Application Publication No. 2011-182585 (Patent Document 2) discloses an electric vehicle that operates a cooling unit or a heating unit to adjust the temperature of a power storage device as preparation for charging.

JP2011-229324A JP 2011-182585 A

  In a configuration in which charging is performed after adjusting the temperature of the power storage device, when a user is notified of the timing at which charging of the power storage device is completed (hereinafter also referred to as completion completion timing), a predetermined time required for temperature adjustment is used. A method for calculating the completion completion timing can be considered.

  However, the actual time required for temperature adjustment may vary depending on the outside air temperature during the temperature adjustment period, the temperature inside the vehicle, the temperature of the power storage device at the start of temperature adjustment, etc. Is difficult to calculate. Therefore, when charging is performed after the temperature of the power storage device is adjusted, there may be a case where a divergence occurs between the scheduled completion timing notified to the user before the temperature adjustment and the timing at which charging is actually completed.

  The present invention has been made in order to solve the above-described problem. The purpose of the present invention is to perform the charging and the scheduled completion timing notified to the user before the temperature adjustment even when charging after adjusting the temperature of the power storage device. This is to suppress the occurrence of a deviation from the timing of completion of.

  The control device for an electric vehicle according to the present invention charges the power storage device using electric power from outside after adjusting the temperature of the on-vehicle power storage device. The control device includes a pre-temperature adjustment calculation unit, a notification unit, and a correction unit. The pre-temperature adjustment calculation unit includes a first scheduled time required for temperature adjustment and a second scheduled time required for charging the power storage device when charging the power storage device with a predetermined charging power before adjusting the temperature of the power storage device. Based on the above, the timing for completing the charging of the power storage device is calculated. The notification unit notifies the user of the timing calculated by the pre-temperature adjustment calculation unit. When the first scheduled time and the time actually required for temperature adjustment do not match after adjusting the temperature of the power storage device, the correction unit completes charging of the power storage device at the timing notified by the notification unit. The charging power of the power storage device is corrected.

  According to the control device for an electric vehicle, when the first scheduled time required for temperature adjustment and the time actually required for temperature adjustment do not coincide with each other, charging of the power storage device is completed at the timing notified to the user. Thus, the charging power of the power storage device is corrected. For this reason, the user is notified by charging with a predetermined charging power before the temperature adjustment even though the first scheduled time required for the temperature adjustment does not coincide with the time actually required for the temperature adjustment. It can be avoided as much as possible that the charging of the power storage device is completed at a timing different from the timing at which the charging is performed. As a result, even when charging is performed after adjusting the temperature of the power storage device, it is possible to suppress a difference between the scheduled completion timing notified to the user before the temperature adjustment and the timing at which charging is actually completed. it can.

1 is a block diagram schematically showing an overall configuration of an electric vehicle according to an embodiment. It is a timing chart which shows an example of change of SOC of a main battery, and battery temperature. It is a figure for demonstrating the functional block structure of ECU. It is a flowchart for demonstrating pre-cooling calculation control and notification control which ECU performs. It is a flowchart for demonstrating pre-charging cooling, post-cooling calculation control, comparison control, and correction | amendment control which ECU performs. It is a timing chart which shows an example of SOC of the main battery and battery temperature change in a modification.

  Embodiments of the present invention will be described in detail with reference to the drawings. In the drawings to be referred to, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

  In the present embodiment, a plug-in hybrid vehicle that is a hybrid vehicle configured to be able to charge the power storage device using electric power from the outside will be described as one exemplary form of the electric vehicle. In the following, charging the power storage device using external electric power is also referred to as external charging, and charging of the power storage device until full charging is performed in external charging is also referred to as full-scale charging. In addition, the electric vehicle to which the present invention is applicable is not limited to a plug-in hybrid vehicle, and may be an electric vehicle not equipped with an engine as long as it is configured to be externally chargeable.

[Basic configuration of electric vehicle 1]
The overall configuration of the electric vehicle 1 according to the present embodiment will be described with reference to FIG. As shown in FIG. 1, the electric vehicle 1 includes a main battery 150, a system main relay (hereinafter also referred to as SMR (System Main Relay)) 110, an air conditioner 120, a PCU (Power Control Unit) 200, 1 motor generator (hereinafter also referred to as first MG) 10, second motor generator (hereinafter also referred to as second MG) 20, power split mechanism 30, engine 100, drive wheel 350, and ECU (Electronic Control Unit) 300. Main battery 150 corresponds to an example of “power storage device”, and ECU 300 corresponds to an example of “control device”.

  The main battery 150 is a direct current power source configured to be chargeable / dischargeable, and includes a secondary battery such as a lithium ion battery or a nickel hydride battery, or a power storage element such as an electric double layer capacitor. Lithium ion battery is adopted for main battery 150 according to the present embodiment. The voltage of the main battery 150 is about 200V, for example. The main battery 150 supplies electric power for generating a driving force during operation of the electric vehicle 1 to the PCU 200, while being charged using electric power generated by the first MG 10 or the second MG 20 during regenerative braking of the electric vehicle 1. .

  The main battery 150 is provided with a monitoring unit 152. Monitoring unit 152 detects each of temperature of main battery 150 (hereinafter also referred to as battery temperature TB), voltage VB, and current IB, and outputs a signal indicating the detection result to ECU 300. ECU 300 determines whether or not temperature adjustment of main battery 150 is necessary based on battery temperature TB. ECU 300 calculates the SOC of main battery 150 based on voltage VB and current IB. The SOC is indicated as a percentage of the current remaining capacity with respect to the fully charged state of the main battery 150.

  The SMR 110 is closed or opened according to a control signal SE1 from the ECU 300. When SMR 110 is closed, main battery 150 and power lines PL, NL are electrically connected, and power from main battery 150 can be supplied to power lines PL, NL. When SMR 110 is opened, main battery 150 and power lines PL and NL are electrically separated, and power from main battery 150 cannot be supplied to power lines PL and NL.

  Air conditioner 120 and PCU 200 are electrically connected to power lines PL and NL. Air conditioner 120 air-conditions the interior of electrically powered vehicle 1 based on control signal AC from ECU 300. For example, the air conditioner 120 cools the interior of the vehicle when receiving a control signal AC indicating a request for cooling from the ECU 300, and heats the interior of the vehicle when receiving a control signal AC indicating a request for heating from the ECU 300.

  PCU 200 converts the DC power supplied from main battery 150 into AC power, and supplies the AC power to first MG 10 and second MG 20. On the other hand, the PCU 200 converts the AC power generated by the first MG 10 or the second MG 20 into DC power and supplies it to the main battery 150.

  The engine 100 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. First MG 10 and second MG 20 are, for example, three-phase AC rotating electric machines in which permanent magnets are embedded in a rotor. Power split mechanism 30 is, for example, a planetary gear mechanism, and splits power generated by engine 100 into power transmitted to drive wheels 350 and power transmitted to first MG 10.

  First MG 10 is coupled to the crankshaft of engine 100 via power split mechanism 30. When starting engine 100, first MG 10 uses the power of main battery 150 to rotate the crankshaft of engine 100. First MG 10 can also generate power using the power of engine 100. The AC power generated by the first MG 10 is converted into DC power by the PCU 200 and supplied to the main battery 150. Note that the AC power generated by the first MG 10 may be supplied to the second MG 20.

  Second MG 20 rotates the drive shaft using at least one of the electric power of main battery 150 and the electric power generated by first MG 10. The second MG 20 can also generate power by regenerative braking. The AC power generated by the second MG 20 is converted into DC power by the PCU 200 and supplied to the main battery 150.

  ECU 300 includes a CPU (Central Processing Unit), a memory, and a buffer, all of which are not shown. ECU 300 executes arithmetic processing using signals from each sensor based on the map and program stored in the memory, and outputs a control signal according to the arithmetic processing result. Note that a part or all of the ECU 300 may be configured to execute arithmetic processing by hardware such as an electronic circuit.

[Auxiliary system configuration]
The electric vehicle 1 further includes a cooling fan 162, an intake air temperature sensor 164, an auxiliary battery 170, a DC / DC converter 180, a transmission / reception unit 190, and a liquid crystal monitor 600 as an auxiliary machine system configuration.

  The cooling fan 162 is driven or stopped based on a control signal FAN from the ECU 300. The electric vehicle 1 is provided with an intake passage (not shown) for guiding the air in the vehicle to the main battery 150, and when the cooling fan 162 is driven, the air in the vehicle is sucked into the intake passage. Intake temperature sensor 164 is provided in the intake passage, detects intake temperature TC in the intake passage, and outputs a signal indicating the detection result to ECU 300.

  Auxiliary battery 170 is a power source for supplying power to an auxiliary system such as cooling fan 162, and includes, for example, a lead storage battery. The voltage of the auxiliary system is lower than the voltage (200V) of the main battery 150, for example, about 12V.

  The auxiliary battery 170 is provided with a sensor (not shown) that detects the voltage and current of the auxiliary battery 170. ECU 300 controls charging / discharging of auxiliary battery 170 based on a detection signal from the sensor. For example, ECU 300 uses DC / DC converter 180 when discharge current from auxiliary battery 170 exceeds a predetermined current value or when voltage of auxiliary battery 170 falls below a predetermined voltage value. Electric power from the main battery 150 is supplied to the cooling fan 162 and the auxiliary battery 170 is charged.

  The liquid crystal monitor 600 displays a predetermined image on the screen based on the control signal DIS from the ECU 300.

[Configuration for external charging]
The electric vehicle 1 includes an inlet 250, a charger 260, and a charging relay (hereinafter also referred to as CHR (Charge Relay)) 280 as a configuration for external charging.

  Electric power from the external power source 500 is supplied to the charger 260 of the electric vehicle 1 via the charging cable 400. The external power source 500 is typically configured to include a commercial AC power source. Charging cable 400 includes a plug 410, a connector 420, and an electric wire 430. Plug 410 is configured to be connectable to inlet 250 of electric vehicle 1. Connector 420 is configured to be connectable to an outlet 510 of external power supply 500. The electric wire 430 electrically connects the plug 410 and the connector 420.

  The charger 260 converts AC power from the external power source 500 into DC power, and supplies it to the main battery 150 via the CHR 280. Further, charger 260 adjusts the charging power supplied to main battery 150 based on signal CON from ECU 300.

  The CHR 280 is closed or opened based on a control signal SE2 from the ECU 300. When the CHR 280 is closed, the main battery 150 and the charger 260 are mechanically connected, and the power from the charger 260 can be supplied to the main battery 150. When the CHR 280 is opened, the main battery 150 and the charger 260 are mechanically separated, and the power from the charger 260 cannot be supplied to the main battery 150.

  The user can connect the electric vehicle 1 and the external power source 500 by connecting the plug 410 on the charging cable 400 side to the inlet 250 on the electric vehicle 1 side (hereinafter also referred to as an external power source connection). As a result, the main battery 150 is charged using the power supplied from the external power source 500.

[Cooling before charging]
When the user returns home from whereabouts, the main battery 150 may be hot due to driving. If full-scale charging is performed as it is, the main battery 150 is left in a high temperature state for a long time due to heat generated by the charging, and the main battery 150 may deteriorate. For this reason, before full charge, it is necessary to adjust the temperature of the main battery 150 to a temperature suitable for charging.

  Therefore, in electric vehicle 1, control (hereinafter, also referred to as “pre-charging cooling”) for cooling main battery 150 is performed by driving air conditioner 120 and cooling fan 162 before full-scale charging. Such pre-charging cooling is performed by the ECU 300.

  When pre-charging cooling is performed, both CHR 280 and SMR 110 are closed and charger 260 is driven. Further, power from the external power source 500 or the main battery 150 is supplied to the air conditioner 120, and power from the external power source 500 or the main battery 150 is supplied to the cooling fan 162 by driving the DC / DC converter 180. . As a result, the air conditioner 120 and the cooling fan 162 are driven, and the main battery 150 in a high temperature state is cooled by cooling the vehicle interior by the air conditioner 120 and sucking air into the intake passage by the cooling fan 162.

[Calculation and notification of scheduled completion timing before cooling before charging]
In the electric vehicle 1, cooling before charging is performed when an external power source is connected with an ignition switch (not shown) for starting or stopping various systems being OFF. When the temperature of the main battery 150 is adjusted by cooling before charging, full-scale charging starts.

  Here, when the ignition switch is turned off, the predicted completion timing A of full-scale charging is notified to the user via the liquid crystal monitor 600 provided in the vehicle. That is, in the electric vehicle 1, the completion completion timing A is calculated and notified to the user before the pre-charging cooling is performed. The calculation of the scheduled completion timing A is performed by the pre-cooling calculation control of the ECU 300, and the notification of the calculated completion scheduled timing A is performed by the notification control of the ECU 300.

  The pre-cooling calculation control and the notification control will be described more specifically with reference to FIG. FIG. 2A is a timing chart showing an example of the change in the SOC of the main battery from when the ignition switch is turned off until the full charge is completed, and FIG. 2B is a timing chart showing that the ignition switch is turned off. It is a timing chart which shows an example of the change of the battery temperature of the main battery from the time of becoming full charge to completion. The broken line in FIG. 2A indicates the change in SOC predicted at time t0 when the ignition switch is turned off, and the alternate long and short dash line indicates the change in SOC predicted at time t4 when the pre-charging cooling is completed. The solid line shows the actual change in SOC. Note that in the period from time t0 to time t4, the broken line, the alternate long and short dash line, and the solid line overlap.

  First, at time t0 when the ignition switch is turned off, the SOC of the main battery 150 in the initial state (hereinafter also referred to as initial SOC1) is calculated.

  Next, the difference between the initial SOC1 calculated at time t0 and the SOC in the fully charged state of the main battery 150 (hereinafter also referred to as the fully charged SOC0) is calculated, and the calculated difference and a predetermined charging power (hereinafter referred to as the fully charged SOC). The scheduled time a required for full-scale charging is calculated on the basis of the above.

  Further, at time t0, a predetermined scheduled time required for cooling before charging (for example, 30 minutes, hereinafter also referred to as scheduled cooling time) and a scheduled time a required for full-scale charging are added to calculate a scheduled completion timing A. Is done.

  That is, at time t0 before cooling before charging, as shown by a broken line, it is predicted that the scheduled cooling time will be a period from time t1 to time t5, and thereafter, the scheduled time a required for full-scale charging is from time t5 to time t7. It is predicted that the period will be up to. As a result, the full charge completion scheduled timing A is predicted to be time t7.

  Thus, at the time t0 before cooling before charging, the completion completion timing A is calculated by the calculation control before cooling. Further, the information on the calculated completion schedule timing A is included in the signal DIS and transmitted from the transmission / reception unit 190 to the liquid crystal monitor 600 by notification control. As a result, the completion schedule timing A is displayed on the liquid crystal monitor 600 to notify the user.

  However, since the time required for cooling before charging actually depends on the outside air temperature during cooling before charging, the temperature inside the vehicle, and the battery temperature TB1 at time t0, it is difficult to accurately predict in advance. For example, when the outside air temperature or the temperature inside the vehicle is high, or when the battery temperature TB1 is high, the temperature of the main battery 150 is difficult to decrease, so the time required for cooling before charging becomes long. On the other hand, when the outside air temperature or the temperature inside the vehicle is low, or when the battery temperature TB1 is low, the temperature of the main battery 150 tends to decrease, so the time required for cooling before charging is shortened. For this reason, the actual time required for cooling before charging (hereinafter also referred to as actual cooling time) may vary from the scheduled cooling time used when the completion scheduled timing A is calculated.

  Further, during cooling before charging, the air volume of the air conditioner 120 is increased or decreased according to the battery temperature TB. When the air volume of the air conditioner 120 is increased, power is supplied from the main battery 150 to the air conditioner 120 and the cooling fan 162 in addition to the external power source 500, so the SOC of the main battery 150 decreases. On the other hand, when the air volume of air conditioner 120 is weakened, the surplus portion of the electric power supplied from external power supply 500 is supplied to main battery 150, so the SOC of main battery 150 increases. As described above, the SOC of the main battery 150 at the time of completion of the pre-charging cooling may vary from the initial SOC 1 used when the scheduled completion timing A is calculated.

  Therefore, when full-scale charging is started using the pre-cooling planned power as it is after pre-cooling cooling, the scheduled completion timing A notified to the user and the timing at which charging is actually completed (hereinafter referred to as the actual completion timing). May be different).

  Here, the case where the completion completion timing A and the actual completion timing are different will be described with reference to FIG.

  After the completion schedule timing A is notified at time t0, at time t1 when a predetermined standby time (for example, 5 minutes) has elapsed, cooling before charging is started, and the air conditioner 120 and the cooling fan 162 are driven. Thereby, battery temperature TB begins to fall. At the initial driving time of the air conditioner 120 and the cooling fan 162, the air volume of the air conditioner 120 has not increased to the set amount, so that the power consumption is also reduced. For this reason, it can be supplemented only with the electric power from the external power source 500, and the surplus portion of the electric power supplied from the external power source 500 is supplied to the main battery 150, and the SOC of the main battery 150 increases.

  At time t2, in order to further lower the battery temperature TB, the air volume of the air conditioner 120 is increased. Thereby, the battery temperature TB starts to drop at a stretch. On the other hand, power from the external power source 500 alone cannot supplement the power consumption of the air conditioner 120 and the cooling fan 162, so that power is also supplied from the main battery 150 to the air conditioner 120 and the cooling fan 162. For this reason, the SOC of the main battery 150 decreases.

  At time t3, since the battery temperature TB has fallen to some extent from the high temperature state, the air volume of the air conditioner 120 is temporarily reduced. Thereby, the fall of battery temperature TB becomes gentle. On the other hand, since the power consumption is reduced by reducing the air volume of the air conditioner 120, it can be supplemented only with the power from the external power source 500. For this reason, the surplus part of the electric power supplied from the external power source 500 is supplied to the main battery 150, and the SOC of the main battery 150 increases.

  Here, as indicated by the alternate long and short dash line, at time t4, the battery temperature TB falls to the determination temperature TB0 or lower, so the pre-charging cooling is completed earlier than the scheduled time t5, and the pre-charging cooling time is completed. Shorter. Further, due to the SOC variation during the pre-charging cooling period, the SOC (SOC2) of the main battery 150 at time t4 is higher than the initial SOC1 and the difference from the fully charged SOC0 is small, so the time required for full charge is short. Become.

  For this reason, when full-scale charging is started using pre-cooling scheduled power after performing pre-cooling cooling, full-scale charging is completed at time t6 (actual completion timing) earlier than time t7 of predicted completion schedule timing A. Resulting in.

  The user is notified of the time t7 of the scheduled completion timing A, but there is a difference between the notified scheduled completion timing A and the actual completion timing. In this case, even though full-scale charging has already been completed, the user has to wait for wasted time. In addition, while the user is waiting, the main battery 150 is left in a fully charged state, so that the deterioration of the main battery 150 is also advanced.

[Correction of charging power after cooling before charging]
In view of the above-described problem, in electrically powered vehicle 1 according to the present embodiment, after completion of pre-charging cooling, full charge completion scheduled timing B is calculated again, and the completion schedule notified to the user before performing pre-charge cooling. The timing A is compared with the calculated scheduled completion timing B. As a result of the comparison, if the two do not match, the charging power of the main battery 150 is corrected so that the full charge is completed at the completion scheduled timing A. Such calculation of the scheduled completion timing B is performed by calculation control after cooling of the ECU 300, the comparison between the scheduled completion timing A and the scheduled completion timing B is performed by comparison control of the ECU 300, and the charging power is corrected by the correction control of the ECU 300. Is done by.

  The post-cooling calculation control, comparison control, and correction control will be described more specifically with reference to FIG.

  When the pre-charging cooling is completed at time t4, the SOC (SOC2) of the main battery 150 is calculated. Next, the difference between the calculated SOC2 and the fully charged SOC0 is calculated, and the scheduled time b required for full-scale charging is calculated based on the calculated difference and the planned power before cooling. Further, the calculated scheduled time b is added to the time t4, and the scheduled completion timing B is calculated.

  That is, at time t4, the pre-charging cooling has already been completed, and therefore the scheduled completion timing B is calculated after reflecting the actual cooling time. Thus, at the time t4 when the pre-charging cooling is actually completed, the completion completion timing B is calculated by the post-cooling calculation control.

  Next, the completion completion timing A and the completion completion timing B are compared. The scheduled completion timing A is a timing in which the scheduled cooling time is considered, and the scheduled completion timing B is a timing in which the actual cooling time is considered. For this reason, comparing the scheduled completion timing A with the scheduled completion timing B also compares the scheduled cooling time with the actual cooling time. Further, the scheduled completion timing A is a timing in which the charging time based on the initial SOC1 (scheduled time a) is considered, and the scheduled completion timing B is in consideration of the charging time based on the SOC2 after cooling before charging (planned time b). It is the timing. For this reason, comparing the completion scheduled timing A and the completion scheduled timing B also compares the charging time based on the initial SOC1 and the charging time based on the SOC after cooling before charging.

  In the case of the example shown in FIG. 2, the completion completion timing B is earlier than the completion completion timing A, and they do not match.

  Therefore, as indicated by the solid line, the charging power of the main battery 150 is corrected so that the full charge is completed at the completion completion timing A. Specifically, first, the remaining time from time t4 when pre-charging cooling is completed to time t7 of scheduled completion timing A, the difference between SOC2 and fully charged SOC0 at time t4, and the battery temperature at time t4 TB2 (the same temperature as TB0 in the example shown in FIG. 2) is calculated. Next, based on the calculated remaining time, the SOC difference, and the battery temperature TB2, the charging power at which the main battery 150 is fully charged at the completion completion timing A is calculated.

  For example, if the remaining time is large, the charging power is suppressed, and if the remaining time is short, the charging power is maintained high. If the SOC difference is small, the charging power is suppressed, and if the SOC difference is large, the charging power is maintained high. Further, from the viewpoint of keeping the battery temperature at an appropriate temperature, when the battery temperature TB2 is low to some extent as the determination temperature TB0, the battery temperature can be raised to some extent, so that the charging power is kept high, and the battery temperature becomes higher with charging. To reduce charging power. Furthermore, from the viewpoint of suppressing lithium deposition, when the battery temperature TB2 is extremely low, lithium is likely to be deposited, so that charging power is suppressed.

  The planned power before cooling is corrected so as to be the charging power calculated as described above, and full-scale charging is performed using the corrected charging power. As a result, full-scale charging is performed so as to draw a corrected line represented by a solid line, and charging of the main battery 150 is completed at a completion scheduled timing A.

  As described above, in the present embodiment, at the time t4 when the pre-charging cooling is actually completed, the completion scheduled timing A notified to the user before the pre-charging cooling by the comparison control and the pre-charging cooling are calculated. And the charging power of the main battery 150 is corrected so that the charging of the main battery 150 is completed at the scheduled completion timing A notified to the user by the correction control. Is done.

  Thus, although the scheduled cooling time and the actual cooling time do not match, charging is performed with the predetermined power before cooling before cooling before charging, which is different from the scheduled completion timing A notified to the user. It can be avoided as much as possible that the charging of the main battery 150 is completed at the scheduled completion timing B. As a result, even when charging is performed after the temperature of the main battery 150 is adjusted, there is a divergence between the scheduled completion timing A notified to the user before cooling before charging and the actual completion timing when charging is actually completed. Can be suppressed.

  Therefore, it is possible to avoid a situation in which the user waits for wasted time even though full-scale charging has already been completed. In addition, since the time for which the user waits is not prolonged unnecessarily, the main battery 150 is not easily left in a fully charged state, and a situation in which deterioration of the main battery 150 does not occur does not occur.

[Function block configuration of ECU]
Next, the functional block configuration of the ECU 300 will be described with reference to FIG. Note that the various functions of ECU 300 shown in FIG. 3 are a part, and ECU 300 also has other functions.

  The ECU 300 has various functions of a TB detection unit 301, an SOC calculation unit 302, a pre-cooling cooling unit 303, a pre-cooling calculation unit 304, a notification unit 305, a post-cooling calculation unit 306, a comparison unit 307, and a correction unit 308.

  The TB detector 301 detects the battery temperature TB of the main battery 150 based on the signal from the monitoring unit 152. The SOC calculation unit 302 detects the voltage VB and current IB of the main battery 150 based on the signal from the monitoring unit 152, and calculates the SOC of the main battery 150 from the detected voltage VB and current IB.

  The pre-charge cooling unit 303 performs pre-charge cooling. Based on the battery temperature TB detected by the TB detection unit 301, the pre-charging cooling unit 303 drives or stops the air conditioner 120 by a signal AC and drives or stops the cooling fan 162 by a signal FAN.

  The pre-cooling calculation unit 304 executes pre-cooling calculation control. In other words, the pre-cooling calculation unit 304 is predicted based on the initial SOC1 before cooling before charging calculated by the SOC calculation unit 302 and the predetermined scheduled cooling time (30 minutes) before cooling before charging. A charge completion scheduled timing A is calculated. The pre-cooling calculation unit 304 corresponds to an example of the “pre-temperature adjustment calculation unit”.

  The notification unit 305 executes notification control. That is, the notification unit 305 includes information that can specify the completion completion timing A calculated by the pre-cooling calculation unit 304 in the signal DIS and transmits the information to the liquid crystal monitor 600. As a result, the completion schedule timing A is displayed on the liquid crystal monitor 600 to notify the user. The notification unit 305 corresponds to an example of a “notification unit”.

  The after-cooling calculation unit 306 executes after-cooling calculation control. That is, the post-cooling calculation unit 306 takes into account the pre-cooling main battery 150 after pre-cooling calculated by the SOC calculation unit 302 while taking into account the pre-cooling battery temperature TB2 and polarization detected by the TB detection unit 301. Based on the SOC2, a full charge completion scheduled timing B predicted after cooling before charging is calculated.

  The comparison unit 307 executes comparison control. That is, the comparison unit 307 compares the scheduled completion timing A with the scheduled completion timing B and notifies the correction unit 308 of the comparison result.

  The correction unit 308 performs correction control. That is, the correction unit 308 corrects the charging power of the main battery 150 so that the full charge is completed at the scheduled completion timing A when the scheduled completion timing A and the scheduled completion timing B do not match. Furthermore, the correction unit 308 includes information that can specify the corrected charging power in the signal CON and transmits the information to the charger 260. Thereby, the value of the charging power supplied to the main battery 150 is adjusted based on the signal CON. The correction unit 308 corresponds to an example of a “correction unit”.

[Flowchart of pre-cooling calculation control and notification control]
Next, specific processing contents of the pre-cooling calculation control executed by the pre-cooling calculation unit 304 of the ECU 300 and the notification control executed by the notification unit 305 will be described with reference to FIG. Each step of the flowchart shown in FIG. 4 and FIG. 5 described later is basically realized by software processing by the ECU 300, but may be realized by hardware (electronic circuit) produced in the ECU 300.

  Of steps shown in FIG. 4, steps (hereinafter abbreviated as S) 20 to S40 are processes related to pre-cooling calculation control, and S50 is a process related to notification control. Further, during the execution of the process shown in FIG. 4, it may be connected to an external power supply or may not be connected.

  First, ECU 300 determines whether an operation for turning off the ignition switch has been performed by the user (S10). If the ignition switch remains on (NO in S10), ECU 300 ends this routine.

  On the other hand, when an operation for turning off the ignition switch is performed (YES in S10), ECU 300 calculates initial SOC1 of main battery 150 based on a signal from monitoring unit 152 (S20).

  ECU 300 calculates the difference between calculated initial SOC1 and full charge SOC0, and calculates scheduled time a required for full-scale charging based on the calculated difference and predetermined planned power before cooling (S30).

  The ECU 300 calculates a scheduled completion timing A by adding a predetermined scheduled cooling time (30 minutes) and a scheduled time a required for full charge to the current time (S40).

  The ECU 300 transmits a signal DIS including information capable of specifying the calculated completion scheduled timing A to the liquid crystal monitor 600 provided in the vehicle (S50). As a result, the completion schedule timing A is displayed on the liquid crystal monitor 600 to notify the user. Thereafter, the ECU 300 ends this routine.

[Flow chart of cooling before charging, calculation control after cooling, comparison control, and correction control]
Next, referring to FIG. 5, pre-charging cooling performed by the pre-charging cooling unit 303 of the ECU 300, post-cooling calculation control performed by the post-cooling calculation unit 306, comparison control performed by the comparison unit 307, and the correction unit 308. The content of the specific processing of the correction control executed by will be described.

  Of the steps shown in FIG. 5, S120 to S150 are processes related to cooling before charging, S160 to S180 are processes related to post-cooling calculation control, S190 is a process related to comparison control, and S200 is a process related to correction control. It is.

  First, the ECU 300 determines whether or not a predetermined standby time (for example, 5 minutes) has elapsed after the ignition switch is turned off and the pre-charging cooling start timing has come ( S110). In other words, ECU 300 determines whether or not the pre-charging cooling start timing has come when electric power from outside can be supplied to electric vehicle 1 with the ignition switch turned off. If ECU 300 has not yet reached the start timing of cooling before charging (NO in S110), ECU 300 ends this routine.

  On the other hand, ECU 300 determines whether or not battery temperature TB is higher than determination temperature TB0 when the pre-charging cooling start timing is reached (YES in S110) (S120). When battery temperature TB is higher than determination temperature TB0 (YES in S120), ECU 300 drives air conditioner 120 and cooling fan 162 using the electric power of external power supply 500 and main battery 150 (S130). That is, ECU 300 cools main battery 150 in a high temperature state.

  ECU 300 determines whether or not the pre-charging cooling execution time is longer than the scheduled cooling time (30 minutes) (S140). When the execution time of pre-charging cooling is shorter than the scheduled cooling time (NO in S140), ECU 300 proceeds to S120 and determines again whether or not current battery temperature TB is higher than determination temperature TB0.

  If the current battery temperature TB is equal to or lower than determination temperature TB0 (NO in S120), ECU 300 proceeds to S150. That is, ECU 300 completes the pre-charging cooling when the battery temperature TB falls below the determination temperature TB0 even if the pre-charging cooling execution time has not reached the scheduled cooling time.

  As described above, the reason for completing the pre-charge cooling even if the pre-charge cooling execution time has not reached the planned cooling time is that the battery temperature TB has already been lowered to the determination temperature TB0 or lower, so that the pre-charge cooling is performed. This is because there is no need to further lower the battery temperature TB.

  On the other hand, when the execution time of the pre-cooling is longer than the expected cooling time (YES in S140), ECU 300 proceeds to S150. That is, even if the battery temperature TB does not fall below the determination temperature TB0, the ECU 300 completes the pre-charging cooling when the pre-charging cooling execution time reaches the scheduled cooling time.

  As described above, even if the battery temperature TB does not drop below the determination temperature TB0, the reason for completing the pre-charge cooling when the pre-charge cooling execution time reaches the planned cooling time is that This is because if charging is not started, it is difficult to complete full-scale charging at the scheduled completion timing A already notified to the user by notification control.

  In S150, ECU 300 completes the pre-charging cooling by stopping air conditioner 120 and cooling fan 162.

  ECU 300 calculates the current SOC (SOC2) of main battery 150 based on the signal from monitoring unit 152, and detects battery temperature TB (TB2) of main battery 150 (S160).

  ECU 300 calculates the difference between SOC2 and fully charged SOC0, and calculates scheduled time b required for full-scale charging based on the calculated difference and predetermined planned power before cooling (S170).

  ECU 300 calculates scheduled completion timing B by adding scheduled time b required for full-scale charging to the current time (S180).

  The ECU 300 compares the scheduled completion timing A with the scheduled completion timing B, and determines whether or not they match (S190).

  When the scheduled completion timing A and the scheduled completion timing B coincide with each other (YES in S190), the ECU 300 completes the full charge at the scheduled completion timing A without correcting the charging power. Full charge is performed until the SOC of the main battery 150 reaches the fully charged SOC0 (S220). Thereafter, the ECU 300 ends this routine.

  On the other hand, if the scheduled completion timing A and the scheduled completion timing B do not match (NO in S190), ECU 300 determines the remaining time from the current time to scheduled completion timing A, the difference between the current SOC and fully charged SOC0, and the current Based on the battery temperature, the planned power before cooling is corrected to the charged power at which the main battery 150 is fully charged at the scheduled completion timing A (S200).

  Thereafter, ECU 300 performs full-scale charging with the corrected charging power until the SOC of main battery 150 reaches full charge SOC0 (S210), and ends this routine.

  As described above, the ECU 300 according to the present embodiment calculates the scheduled completion timing A before cooling before charging by the pre-cooling calculation control in S20 to S40, and the calculated completion scheduled timing A by the notification control in S50. Notify In addition, the ECU 300 recalculates the scheduled completion timing B even after cooling before charging by the post-cooling calculation control in S160 to S180, and compares the planned completion timing A with the scheduled completion timing B by the comparison control in S190. To do. Further, if the ECU 300 does not agree as a result of comparing the two, the ECU 300 corrects the charging power of the main battery 150 so that the full charge is completed at the completion completion timing A by the correction control in S200.

  As a result, although the scheduled cooling time and the actual cooling time do not coincide with each other, the scheduled completion timing A notified to the user is obtained by charging with the predetermined power before cooling before the execution of the cooling before charging. It can be avoided as much as possible that the charging of the main battery 150 is completed at a different timing. As a result, even when charging is performed after the temperature of the main battery 150 is adjusted, there is a difference between the scheduled completion timing A notified to the user before the pre-charging cooling is performed and the actual completion timing when the charging is actually completed. Can be suppressed.

  As a result, it is possible to avoid a situation in which the user waits for wasted time even though full-scale charging has already been completed. In addition, since the time for which the user waits is not prolonged unnecessarily, the main battery 150 is not easily left in a fully charged state, and a situation in which deterioration of the main battery 150 does not occur does not occur.

[Modification]
In the present embodiment, as shown by the solid line in FIG. 2A, in the charging period from the time t4 when the pre-charging cooling is completed to the time t7 of the scheduled completion timing A, the battery is charged with substantially uniform charging power. For this reason, the SOC of the main battery 150 increases substantially uniformly over time. However, it is not limited to such a charging method.

  For example, as shown by the solid line in FIG. 6A, charging is performed at low power from time t4 when cooling before charging is completed to time t7a, and is switched from low power to high power at time t7a. The battery may be charged with high power until time t7.

  The timing for switching from low power to high power (t7a in FIG. 6) is the timing just before time t7 of the scheduled completion timing A, and the timing at which full-scale charging is completed at time t7 when charging is performed with high power. It may be. As a result, the time during which the SOC is maintained can be shortened as much as possible, so that deterioration of the main battery 150 can be effectively suppressed.

  In the present embodiment, the comparison control compares the scheduled completion timing A notified to the user before the pre-charging cooling is performed with the scheduled completion timing B calculated after the pre-charging cooling is completed. It was. However, the object of comparison is not limited to this. For example, the scheduled cooling time and the actual cooling time may be directly compared, and when there is a difference between them, the charging power of the main battery 150 may be corrected. Further, for example, the charging time based on the initial SOC 1 and the charging time based on the SOC after cooling before charging may be directly compared, and when there is a difference between them, the charging power of the main battery 150 may be corrected.

  Further, the remaining power from the time when the pre-charging cooling is completed to the completion scheduled timing A is simply calculated without executing the comparison control, and the charging power of the main battery 150 is completed so that the full charge is completed in the calculated remaining time. May be corrected.

  In the present embodiment, when the scheduled time “b” required for full-scale charging is calculated in S170 of FIG. 5, the predetermined planned power before cooling is used, but the present invention is not limited to this. For example, when calculating the scheduled time b, the charging power calculated based on the difference between the current SOC and the fully charged SOC0 and the current battery temperature may be used. In this case, in S200 of FIG. 5, the calculated charging power may be corrected by correction control.

  In the present embodiment, in view of the fact that the main battery 150 is in a high temperature state, the temperature is adjusted by cooling the main battery 150 with the air conditioner 120 and the cooling FAN 162 before the full charge is executed. It was. However, in the case of an electric vehicle used in a cold region, it is also assumed that the main battery 150 becomes low temperature. In this case, the temperature of the main battery 150 is increased by heating the main battery 150 with the air conditioner 120 before the full charge is performed. You may adjust.

  In the present embodiment, as shown in S140 of FIG. 5, the pre-charging cooling is completed when the pre-charging cooling execution time reaches the scheduled cooling time even if the battery temperature TB does not fall below the determination temperature TB0. It was something to do. However, the pre-charging cooling may be continued until the battery temperature TB falls below the determination temperature TB0 without providing the determination process of S140.

  In the present embodiment, a predetermined scheduled cooling time (for example, 30 minutes) is used when calculating the completion completion timing A in the pre-cooling calculation control. However, the scheduled cooling time is not fixed, and may be calculated based on the outside air temperature, the temperature inside the vehicle, the battery temperature TB1, and the like detected when the ignition switch is turned off. In this case, the determination process of S140 may or may not be provided.

  Here, if the determination process of S140 is not provided, if the battery temperature TB does not decrease easily, the actual pre-charging cooling execution time may be longer than the scheduled cooling time. However, in the present embodiment, the charging power of the main battery 150 is corrected by the correction control so that the full charge is completed at the completion completion timing A. Therefore, the completion completion timing notified to the user before the temperature adjustment is actually It is possible to suppress a deviation from the timing at which charging is completed.

  In the present embodiment, the notification control is used to notify the user of the time as the scheduled timing for completing the full charge. However, instead of the completion time, the remaining time from the current time until the full charge is completed may be notified. Thus, even if the remaining time until the full charge is completed is notified, the notification of the scheduled timing for the full charge is not changed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Electric vehicle, 10 1st motor generator, 20 2nd motor generator, 30 Power split mechanism, 100 Engine, 110 System main relay (SMR), 120 Air conditioner, 150 Main battery, 152 Monitoring unit, 162 Cooling fan, 164 Intake Temperature sensor, 170 Auxiliary battery, 180 DC / DC converter, 250 inlet, 260 charger, 280 charging relay (CHR), 300 ECU, 400 charging cable, 410 plug, 420 connector, 430 wire, 500 external power supply, 510 outlet 600 LCD monitor.

Claims (1)

A control device for an electric vehicle that charges the power storage device using electric power from outside after adjusting the temperature of the on-vehicle power storage device,
Before adjusting the temperature of the power storage device, based on a first scheduled time required for temperature adjustment and a second scheduled time required for charging the power storage device when charging the power storage device with a predetermined charging power. , A pre-temperature adjustment calculation unit that calculates the timing of completion of charging of the power storage device;
A notification unit for notifying the user of the timing calculated by the pre-temperature adjustment calculation unit;
After adjusting the temperature of the power storage device, when the first scheduled time and the time actually required for temperature adjustment do not match, charging of the power storage device is completed at the timing notified by the notification unit. And a correction unit that corrects charging power of the power storage device.

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