JP2016184988A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle capable of accurately estimating the temperature of a power storage device without the need of sensor equipment detecting an environmental temperature.SOLUTION: A vehicle comprises: a power storage device to which electricity is externally charged from an external power supply and which serves as a power source for running the vehicle; a temperature sensor which detects a temperature of the power storage device; a memory which stores an environmental temperature estimation value in a peripheral environment of the power storage device; and a controller which controls external charging. The controller calculates a temperature estimation value TBw of the power storage device at predetermined time on the basis of a correspondence relation among the temperature of the power storage device measured by the temperature sensor at first time at which the external charging is set to a timer, an environmental temperature estimation value Tout, and waiting time t_w from the first time to predetermined time, calculates a temperature deviation amount Δα in response to waiting time based on a difference between a temperature TBs' of the power storage device measured at the predetermined time and a temperature estimation value, and corrects the environmental temperature estimation value using the temperature deviation amount.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle including a power storage device that is charged by power from an external power source and a heater that receives power from the external power source and warms the power storage device.

  In patent document 1, the temperature of the battery in a charging time zone is predicted based on the environmental temperature (outside air temperature) and the battery temperature, and the predicted charging for charging the battery to the target charge amount based on the predicted battery temperature. Time is calculated. The charging time is variably controlled by predicting the temperature change of the battery.

JP 2012-029491 A

  It is known that when the temperature of the battery is low, the internal resistance increases and the input / output performance (particularly, output performance) of the battery decreases. For this reason, in preparation for vehicle travel after the end of the charging time, for example, it is possible to ensure the battery input / output performance during vehicle travel by raising the battery to a target temperature using a heater in accordance with the end time of timer charging. it can.

  In such battery temperature rise control, as described in Patent Document 1, the battery temperature at the time of starting temperature rise is predicted from the battery temperature and the environmental temperature, and the battery is charged before the end of timer charging. Can be controlled to raise the temperature to the target temperature. However, in addition to the temperature sensor that detects the temperature of the battery, an outside air temperature sensor that detects the environmental temperature is required, which increases costs.

  Therefore, an object of the present invention is to provide a vehicle capable of accurately estimating the temperature of a power storage device without requiring a sensor device that detects an environmental temperature.

  A vehicle according to the present invention includes a power storage device that serves as a power source for running the vehicle, and a temperature sensor that detects the temperature of the power storage device, with external charging using power from an external power source installed outside the vehicle. And a memory that stores an estimated environmental temperature value in the surrounding environment of the power storage device, and a controller that controls external charging. Here, the controller includes the temperature of the power storage device actually measured by the temperature sensor at the first time when the external charging timer is set, the estimated environmental temperature, and the standby time from the first time to the predetermined time. Based on the correspondence, the temperature estimation value of the power storage device at a predetermined time is calculated, and the temperature deviation amount according to the standby time based on the difference between the temperature of the power storage device measured by the temperature sensor at the predetermined time and the temperature estimation value And the estimated environmental temperature value is corrected using the temperature deviation amount.

  According to the present invention, the temperature estimated value of the power storage device at a predetermined time before the first time is calculated using the measured temperature value of the power storage device at the first time, the estimated environmental temperature, and the standby time, and the predetermined time The temperature deviation amount corresponding to the standby time is calculated based on the difference between the actually measured temperature of the power storage device and the estimated temperature value, and the estimated environmental temperature value is corrected using the temperature deviation amount. Thus, the temperature of the power storage device at a future time can be accurately estimated. Therefore, it is possible to accurately estimate the temperature of the power storage device while suppressing an increase in cost and the like without requiring a sensor device that detects the environmental temperature.

It is a figure which shows the structure of a hybrid system. It is a flowchart which shows the process of the external charge in which the charge end time was set. It is a flowchart which shows the process which controls the drive of a heater. It is a figure which shows the behavior of battery temperature. It is a flowchart which shows the correction process of environmental temperature. It is a map which shows the example of calculation of a correction coefficient.

  Examples of the present invention will be described below.

Example 1
FIG. 1 is a diagram illustrating a configuration of a hybrid system according to the present embodiment. The hybrid system shown in FIG. 1 is mounted on a vehicle (so-called hybrid vehicle).

  A main battery (corresponding to the power storage device of the present invention) 10 is an assembled battery having a plurality of single cells connected in series. As the single battery, a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used. In addition, an electric double layer capacitor can be used instead of the secondary battery.

  The voltage sensor 21 detects the voltage value VB of the main battery 10 and outputs the detection result to the controller 50. The current sensor 22 detects the current value IB of the main battery 10 and outputs the detection result to the controller 50. The temperature sensor 23 detects the temperature (referred to as battery temperature) TBs of the main battery 10 and outputs the detection result to the controller 50.

  A positive terminal and a negative terminal of the main battery 10 are connected to the inverter 31 via a positive line PL and a negative line NL. A system main relay SMR-B is provided in the positive electrode line PL, and a system main relay SMR-G is provided in the negative electrode line NL. System main relays SMR-B and SMR-G are switched between ON and OFF by receiving a control signal from controller 50.

  When the ignition switch of the vehicle is switched from OFF to ON, the controller 50 switches the system main relays SMR-B and SMR-G from OFF to ON, and connects the main battery 10 to the inverter 31. As a result, the hybrid system shown in FIG. 1 is activated (Ready-On). On the other hand, when the ignition switch is switched from on to off, the controller 50 switches the system main relays SMR-B and SMR-G from on to off, and the connection between the main battery 10 and the inverter 31 is cut off. As a result, the hybrid system shown in FIG. 1 enters a stopped state (Ready-Off).

  Inverter 31 converts the DC power output from main battery 10 into AC power, and outputs the AC power to motor generator MG2. Motor generator MG2 receives the AC power output from inverter 31, and generates kinetic energy (power) for running the vehicle. By transmitting the kinetic energy generated by the motor / generator MG2 to the drive wheels 32, the vehicle can be driven.

  The power split mechanism 33 transmits the power of the engine 34 to the drive wheels 32 or to the motor / generator MG1. Motor generator MG1 receives power from engine 34 to generate power. The electric power (AC power) generated by the motor / generator MG1 is supplied to the motor / generator MG2 or the main battery 10 via the inverter 31. If the electric power generated by the motor / generator MG1 is supplied to the motor / generator MG2, the driving wheels 32 can be driven by the kinetic energy generated by the motor / generator MG2. If the electric power generated by the motor / generator MG1 is supplied to the main battery 10, the main battery 10 can be charged.

  When the vehicle is decelerated or stopped, the motor / generator MG2 converts kinetic energy generated during braking of the vehicle into electric energy (AC power). The inverter 31 converts AC power generated by the motor / generator MG <b> 2 into DC power, and outputs the DC power to the main battery 10. Thereby, the main battery 10 can store regenerative electric power.

  In the hybrid system of the present embodiment, a booster circuit can be provided in the current path between the main battery 10 and the inverter 31 (not shown). The booster circuit can boost the output voltage of the main battery 10 and output the boosted power to the inverter 31. Further, the booster circuit can step down the output voltage of the inverter 31 and output the reduced power to the main battery 10.

  A DC / DC converter 35 is connected to the positive line PL between the system main relay SMR-B and the inverter 31 and the negative line NL between the system main relay SMR-G and the inverter 31. An auxiliary machine 36, an auxiliary battery 37, and a heater 38 are connected to the output side of the DC / DC converter 35. The DC / DC converter 35 steps down the output voltage of the main battery 10 and supplies the reduced power to the auxiliary device 36 and the auxiliary battery 37.

  The heater 38 is used to warm the main battery 10. A switch 39 is provided in the current path between the DC / DC converter 35 and the heater 38, and the switch 39 is switched between ON and OFF in response to a control signal from the controller 50. When the switch 39 is on, predetermined power is supplied from the DC / DC converter 35 to the heater 38, and the heater 38 can generate heat. The heat generated from the heater 38 is transmitted to the main battery 10 so that the main battery 10 is warmed. The heater is driven by external power supplied from an external power supply 44 as will be described later.

  A charging line CHL1 is connected to a positive electrode line PL between the positive terminal of the main battery 10 and the system main relay SMR-B, and a charging relay CHR1 is provided in the charging line CHL1. The charging line CHL2 is connected to the negative electrode line NL between the negative terminal of the main battery 10 and the system main relay SMR-G, and the charging relay CHR2 is provided to the charging line CHL2. Charging relays CHR1, CHR2 are switched between on and off in response to a control signal from controller 50.

  A charger 41 is connected to the charging lines CHL1, CHL2. A connector (so-called inlet) 42 is connected to the charger 41 via charging lines CHL1, CHL2. A connector (so-called charging plug) 43 can be connected to the connector 42. An external power source (for example, commercial power source) 44 is connected to the connector 43, and the connector 43 and the external power source 44 are installed outside the vehicle.

  When connector 43 is connected to connector 42 and charging relays CHR1 and CHR2 are on, charger 41 converts AC power from external power supply 44 into DC power and outputs DC power. The operation of the charger 41 is controlled by the controller 50. The DC power output from the charger 41 is supplied to the main battery 10 and can charge the main battery 10. Charging the main battery 10 using electric power from the external power supply 44 is referred to as external charging. When external charging is performed, the main battery 10 is charged until the SOC (State of Charge) of the main battery 10 becomes equal to or higher than the target value SOC_tag. Here, the target value SOC_tag is set in advance.

  When external charging is performed, the hybrid system is brought into an activated state, whereby the power from the charger 41 can be supplied not only to the main battery 10 but also to the DC / DC converter 35. Here, when the switch 39 is turned on, the DC / DC converter 35 can step down the output voltage of the charger 41 and supply the electric power after being stepped down (constant electric power) to the heater 38. Thereby, when performing external charging, the heater 38 can be driven and the main battery 10 can be warmed using a part of electric power from the external power supply 44.

  The setting unit 25 performs timer setting for external charging, and is used, for example, to set time (referred to as charging end time) TIME_e to end external charging. Information on the charging end time TIME_e set by the setting unit 25 is input to the controller 50. When the charging end time TIME_e is set, the external charging is started so that the external charging is completed by the charging end time TIME_e. Note that the timer setting can be configured to set the start time in addition to setting the end time. In this case, the charging end time can be calculated by adding the charging time to the set start time.

  The clock 26 is used to measure the current time TIME_c, and information on the current time TIME_c measured by the clock 26 is input to the controller 50. The controller 50 has a memory 51, and predetermined information is stored in the memory 51. Note that the memory 51 can be provided outside the controller 50 instead of inside the controller 50.

  In the present embodiment, a hybrid vehicle has been described, but the present invention can also be applied to a so-called electric vehicle. The electric vehicle includes only the main battery 10 as a power source for running the vehicle. In the system mounted on the electric vehicle, for example, in the configuration shown in FIG. 1, the power split mechanism 33, the engine 34, and the motor / generator MG1 are omitted.

  Next, the external charging process will be described with reference to FIG. The process shown in FIG. 2 is executed by the controller 50. The process shown in FIG. 2 is started when the connector 43 is connected to the connector 42 and the charging end time TIME_e is set in the setting unit 25.

  In step S101, the controller 50 calculates the external charging time t_chag. The external charging time t_chag is the time from the start to the end of external charging. The external charging time t_chag can be calculated based on the current SOC of the main battery 10, the target value SOC_tag, and the current value when external charging is performed. Specifically, the external charging time t_chag can be calculated by dividing the difference between the current SOC and the target value SOC_tag by the current value during external charging.

  Here, the target value SOC_tag can be set in advance according to the full charge capacity, and since the charging current for external charging is performed at a constant current, the charging current value can be set (obtained) in advance. Therefore, by calculating the current SOC of the main battery 10, the external charging time t_chag can be calculated. As the current SOC when starting external charging, the SOC of the main battery 10 when the vehicle is stopped is used, or the SOC of the main battery 10 is calculated separately when calculating the external charging time t_chag. May be.

  In step S102, the controller 50 calculates the charging start time TIME_chag. The charging start time TIME_chag is a time when external charging is started, and is calculated based on the charging end time TIME_e and the external charging time t_chag. Specifically, the charging start time TIME_chag is a time that is an external charging time t_chag before the charging end time TIME_e. If the external charging is started at the charging start time TIME_chag, the external charging can be ended by the charging end time TIME_e.

  In step S <b> 103, the controller 50 acquires the current time TIME_c using the clock 26. In step S104, the controller 50 determines whether or not the current time TIME_c acquired in the process of step S103 has passed the charging start time TIME_chag. When the current time TIME_c has not passed the charging start time TIME_chag, the controller 50 returns to the process of step S103.

  When the current time TIME_c has passed the charging start time TIME_chag, the controller 50 starts external charging in step S105. Specifically, the controller 50 starts the operation of the charger 41 when the charging relays CHR1 and CHR2 are on. Thereby, electric power is supplied from the charger 41 to the main battery 10.

  In step S106, the controller 50 calculates the SOC of the main battery 10. In step S107, the controller 50 determines whether or not the SOC calculated in the process of step S106 is equal to or greater than the target value SOC_tag. When the SOC of the main battery 10 is lower than the target value SOC_tag, the controller 50 returns to the process of step S106 and external charging is continued. When the SOC of the main battery 10 is equal to or greater than the target value SOC_tag, the controller 50 stops the operation of the charger 41 in step S108 and terminates external charging.

  When the charging end time TIME_e is not set, the connector 43 is connected to the connector 42, and the user instructs the start of external charging to start external charging. That is, when the connector 43 is connected to the connector 42 and the controller 50 receives an instruction to start external charging, the processing in steps S105 to S108 shown in FIG. 2 is performed.

  By performing external charging in this way, it is possible to perform vehicle travel (EV travel) using the power of the main battery 10 after external charging. However, if the temperature of the main battery 10 during vehicle travel is low, the main battery Since the input / output performance of 10 is reduced, sufficient power supply cannot be performed in response to vehicle requirements, or the charging efficiency of regenerative power is reduced, resulting in deterioration of fuel efficiency.

  Therefore, in this embodiment, as shown in FIG. 3, the battery is heated to the target temperature TB_tag using the heater 38 in accordance with the set charging end time TIME_e, and the battery is inserted when the vehicle travels after external charging. Ensure output performance.

  FIG. 3 is a diagram showing a processing flow of drive control of the heater 38. The process shown in FIG. 3 is executed by the controller 50. As will be described later, in the present embodiment, the environmental temperature Tout uses an estimated value set in advance without using sensor devices such as an outside air temperature sensor.

  The controller 50 detects the battery temperature TBs using the temperature sensor 23 (S301), and determines whether or not the detected battery temperature TBs is lower than the target temperature TB_tag (S302).

  In step S302, when the battery temperature TBs is equal to or higher than the target temperature TB_tag, the controller 50 ends the process shown in FIG. On the other hand, when the battery temperature TBs is lower than the target temperature TB_tag, the controller 50 proceeds to the process of step S303.

  In step S <b> 303, the controller 50 acquires the current time TIME_c using the clock 26. The battery temperature TBs detected in the process of step S301 is the battery temperature TBs at the current time TIME_c. In step S304, the controller 50 calculates the remaining time t_r from the current time TIME_c to the charging end time TIME_e. In step S <b> 305, the controller 50 reads the environmental temperature Tout that is an estimated value stored in the memory 51.

  As will be described later, the environmental temperature Tout, which is an estimated value, is subjected to a correction process. The corrected environmental temperature Tout is stored in the memory 51, and the latest corrected environmental temperature Tout is read from the memory 51 in the process of step S <b> 305. Note that a preset environmental temperature Tout can be applied before the correction process is performed.

  In step S306, the controller 50 specifies the temperature increase time t_h. A method for specifying the temperature increase time t_h is as follows. The temperature increase time t_h is a time required for temperature increase for driving the heater 38 to increase the battery temperature TBs to the target temperature TB_tag.

  The temperature increase time t_h depends on the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, the target temperature TB_tag, and the remaining time t_r. For this reason, it is possible to obtain in advance a correspondence relationship between the temperature rising time t_h, the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, the target temperature TB_tag, and the remaining time t_r. Here, since the target temperature TB_tag is a preset fixed value, the correspondence between the temperature increase time t_h, the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, and the remaining time t_r should be obtained in advance. Good.

  This correspondence relationship can be expressed as an arithmetic expression or a map, and information on this correspondence relationship can be stored in the memory 51. When this correspondence is expressed by an arithmetic expression, the arithmetic expression shown in the following expression (1) can be used.

  In the above formula (1), c and β are predetermined constants. The constants c and β are the heat dissipation characteristics of the main battery 10 when the battery temperature TBs decreases due to the influence of the target temperature TB_tag and the environmental temperature Tout, and the main temperature when the battery temperature TBs increases due to the driving of the heater 38. The heat receiving characteristic of the battery 10 is set in consideration. Information on the constants c and β can be stored in the memory 51.

  As the battery temperature TBs shown in the above equation (1), the battery temperature TBs detected in the process of step S301 is used. From the time when the charging end time TIME_e is set to the time when the charging end time TIME_e is set, the environmental temperature Tout hardly changes, and the environmental temperature Tout can be regarded as constant.

  Therefore, in this embodiment, the environmental temperature Tout read from the memory 51 in the process of step S305 is used as the environmental temperature Tout shown in the above formula (1). As the time t_r shown in the above equation (1), the remaining time t_r calculated in the process of step S304 is used. Thereby, the temperature rising time t_h can be specified (calculated) based on the above formula (1).

  On the other hand, when the correspondence described above is represented by a map, by using this map, the battery temperature TBs detected in the process of step S301 and the environmental temperature Tout read in step S305 and the process of step S304 are calculated. The temperature increase time t_h corresponding to the remaining time t_r can be specified. For example, for each environmental temperature Tout, a map showing a correspondence relationship between the battery temperature TBs, the remaining time t_r, and the temperature rising time t_h is prepared.

  In step S306, the controller 50 also calculates the drive start time TIME_h. If the temperature raising time t_h is specified as described above, the drive start time TIME_h can be calculated. The drive start time TIME_h is a time at which the heater 38 starts to be driven, and is a time before the charge end time TIME_e by the temperature rising time t_h.

  Next, the controller 50 specifies (estimates) the battery temperature TBw at the drive start time TIME_h, that is, the battery temperature TBw when the heater 38 starts to be driven, and stores information on the battery temperature TBw in the memory 51 (S307). ).

  As will be described later, the estimated battery temperature TBw is compared with the battery temperature TBs ′ detected by the actual temperature sensor 23 at the drive start time TIME_h of the heater 38, and the difference between the estimated value and the actually measured value is grasped. And is used to correct the environmental temperature Tout.

  The battery temperature TBw depends on the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, and the standby time t_w. For this reason, it is possible to obtain in advance a correspondence relationship between the battery temperature TBw, the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, and the standby time t_w. This correspondence relationship can be expressed as an arithmetic expression or a map, and information on this correspondence relationship can be stored in the memory 51.

  The standby time t_w is the time from the current time TIME_c to the drive start time TIME_h. That is, the standby time t_w can be calculated by subtracting the temperature increase time t_h from the calculated remaining time t_r.

  When the correspondence relationship between the battery temperatures TBw and TBs, the environmental temperature Tout, and the standby time t_w is expressed by an arithmetic expression, the arithmetic expression shown in the following expression (2) can be used.

  In the above formula (2), TBw is an estimated value of the battery temperature at the drive start time TIME_h. TBs is the battery temperature at the current time TIME_c, and the battery temperature TBs detected by the temperature sensor 23 is used. Tout is the environmental temperature, and the environmental temperature Tout read from the memory 51 is used. t_w is a standby time, and can be obtained by subtracting the temperature increase time t_h from the remaining time t_r. c is a preset constant, which is the same as the constant c described in the above formula (1). By using the above equation (2), the battery temperature TBw at the drive start time TIME_h can be estimated (calculated) based on the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, and the standby time t_w.

  On the other hand, when the correspondence relationship described above is represented by a map, the battery temperature TBw can be estimated based on the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, and the standby time t_w by using this map. it can. A map can be prepared for each environmental temperature Tout.

  The controller 50 determines whether or not the current time TIME_c acquired in the process of step S308 has passed the drive start time TIME_h (S309). When the current time TIME_c has passed the drive start time TIME_h, the controller 50 proceeds to the process of step S310.

  Instead of the processes in steps S308 and S309, for example, after the process in step S307 is performed, measurement of the time t_c using a timer is started. Then, it is determined whether or not the measurement time t_c is equal to or longer than the standby time t_w. When the measurement time t_c is equal to or longer than the standby time t_w, the controller 50 can proceed to the process of step S310. Here, the standby time t_w is calculated in the process of step S307. In this case, it is not necessary to calculate the drive start time TIME_h in the process of step S306.

  In step S310, the controller 50 uses the temperature sensor 23 to detect the actually measured battery temperature TBs ′ at the drive start time TIME_h, and performs an environmental temperature correction process for the environmental temperature Tout (S311). The environmental temperature correction process will be described later.

  In step S312, the controller 50 starts driving the heater 38. In step S313, the controller 50 detects the battery temperature TBs using the temperature sensor 23. In step S314, the controller 50 determines whether or not the detected battery temperature TBs is equal to or higher than the target temperature TB_tag.

  In step S314, when the battery temperature TBs is lower than the target temperature TB_tag, the controller 50 returns to the process of step S313. When the battery temperature TBs is equal to or higher than the target temperature TB_tag, the controller 50 determines that the heater 38 of the heater 38 in step S315. Stop driving.

  FIG. 4 shows the behavior (example) of the battery temperature TBs. In FIG. 4, the vertical axis represents the battery temperature TBs, and the horizontal axis represents time. As shown in FIG. 4, after the current time TIME_c, the battery temperature TBs decreases due to the influence of the environmental temperature Tout. For this reason, at the charging end time TIME_e, the battery temperature TBs becomes lower than the target temperature TB_tag, and as described above, there is a possibility that sufficient input / output characteristics of the battery cannot be obtained during vehicle travel after the end of charging.

  Therefore, in this embodiment, as shown in FIG. 4, the drive start time TIME_h is set such that the battery temperature TBs becomes higher than the target temperature TB_tag at the charge end time TIME_e with respect to the charge end time TIME_e. And the heater 38 is driven. After starting the driving of the heater 38, the heater 38 is continuously driven until the battery temperature TBs becomes equal to or higher than the target temperature TB_tag. The time for driving the heater 38 is the temperature raising time t_h. The time when the driving of the heater 38 is stopped becomes the charging end time TIME_e, and at the charging end time TIME_e, the battery temperature TBs can reach the target temperature TB_tag.

  In the example of FIG. 4, the battery temperature TBs is more likely to rise due to the driving of the heater 38 as the temperature increase time t_h is longer. Further, as the standby time t_w is longer, the battery temperature TBs is more likely to decrease due to the influence of the environmental temperature Tout. Here, the temperature decrease amount of the battery temperature TBs depends on the battery temperature TBs at the current time TIME_c and the environmental temperature Tout. By considering these points, the behavior of the battery temperature TBs can be grasped. As shown in FIG. 4, the temperature rise time is based on the battery temperature TBs at the current time TIME_c, the environmental temperature Tout, and the remaining time t_r. t_h can be specified.

  The heater 38 is driven from the drive start time TIME_h to the charge end time TIME_e, but external charging is also performed until the charge end time TIME_e. For this reason, the time for external charging and the time for driving the heater 38 overlap. When the time for external charging and the time for driving the heater 38 overlap, a part of the power from the charger 41 is supplied to the heater 38, and the remaining power from the charger 41 is supplied to the main battery 10. Supplied.

  Here, when the temperature rising time t_h changes, the amount of power supplied to the heater 38 changes and the amount of power supplied to the main battery 10 also changes. When the amount of power supplied to the main battery 10 changes, the external charging time t_chag also changes. Therefore, in the process of step S101 shown in FIG. 2, the external charging time t_chag can be calculated in consideration of the temperature rising time t_h. Since the temperature increase time t_h is calculated when performing the process of step S101 shown in FIG. 2, the temperature increase time t_h can be taken into account when calculating the external charging time t_chag. For example, the external charging time t_chag when driving the heater 38 is calculated by adding the charging time corresponding to the shortage of external charging power due to the power supply to the heater to the calculated external charging time t_chag. Can do.

  According to this embodiment, the drive start time TIME_h (temperature increase time t_h) is set so that the battery temperature TBs becomes higher than the target temperature TB_tag at the charge end time TIME_e with respect to the charge end time TIME_e. Since the heater 38 is driven, the input / output performance of the main battery 10 during traveling of the vehicle at the charging end time TIME_e can be ensured, and deterioration of fuel consumption can be suppressed.

  In particular, in the temperature increase control of this embodiment, it is not necessary to drive the heater 38 in a time zone before the drive start time TIME_h. For example, as a method of maintaining the battery temperature TBs at the target temperature TB_tag, the heater 38 is driven to raise the temperature, and when the target temperature TB_tag is reached, the driving of the heater 38 is stopped. With respect to the battery temperature TBs that decreases with the temperature Tout, the heater 38 can be redriven to raise the temperature. However, in such a method, in order to maintain the battery temperature TBs near the target temperature TB_tag until the charging end time TIME_e, the heater 38 is repeatedly driven and stopped repeatedly until then. The electric power required for driving is wasted.

  In this embodiment, when the vehicle starts to travel, the battery temperature TBs is controlled so as to reach the target temperature TB_tag. In principle, the battery 38 is set with respect to the charging end time TIME_e without repeatedly driving and stopping the heater 38. Since the temperature rise by the heater 38 is continuously performed at a time from the drive start time TIME_h to be performed, wasteful power consumption can be suppressed.

  Next, the correction process of the environmental temperature Tout will be described with reference to FIGS. As described above, in this embodiment, the estimated value is used as the environmental temperature Tout without using the outside air temperature sensor. Thereby, the number of parts of the hybrid system shown in FIG. 1 is reduced, and an increase in cost can be suppressed.

  Further, the outside air temperature sensor may be controlled by another controller (control device) instead of being monitored by the controller 50 that controls the entire hybrid system shown in FIG. In this case, for example, during external charging, another controller that manages the outside air temperature sensor must be activated separately from the controller 50, and extra power is required to activate and operate the controller. . For this reason, in this embodiment, the environmental temperature Tout, which is an estimated value, is used without using the outside air temperature sensor in order to reduce the number of parts and suppress excess power consumption.

  On the other hand, since the environmental temperature Tout is an estimated value, there is a risk of deviation from the actual environmental temperature. Therefore, it is necessary to correct the environmental temperature Tout. The correction process of the environmental temperature Tout can be performed every time the heater 38 shown in FIG. 3 is driven and controlled. The corrected environmental temperature Tout is stored in the memory 51. In the next drive control of the heater 38, the latest correction is performed. The learned (learned) ambient temperature Tout is used.

  By learning the estimated environmental temperature Tout, the battery temperature TBw at the drive start time TIME_h shown in the above equation (2), in other words, the future temperature change of the main battery 10 can be accurately calculated. By calculating the battery temperature TBw with high accuracy, the drive start time TIME_h can be calculated with high accuracy.

  FIG. 5 is a flowchart showing the correction process of the environmental temperature Tout in step S311 shown in FIG. FIG. 6 is a map showing an example of calculating the correction coefficient.

  First, for example, when the temperature deviation of the environmental temperature Tout is Δα with respect to the battery temperature TBs ′ actually measured in step S310 of FIG. 3, the left side of the above equation (2) is replaced with the battery temperature TBs ′. The following equation (3) is obtained.

  Here, when Tout is eliminated from the equations (2) and (3), the following equation (4) is obtained.

  In Expression (4), λ is a correction coefficient, and t_w is the above-described standby time. That is, according to the equation (4), the deviation amount Δα can be calculated according to the standby time t_w from the difference between the estimated battery temperature TBw at the drive start time TIME_h and the measured value TBs ′. Therefore, as shown in FIG. 6, it is possible to calculate the correction coefficient λ according to the standby time t_w in advance through experiments or the like, and to show the correspondence between the standby time t_w and the correction coefficient λ using a map or the like.

  Thus, the correction coefficient λ is calculated based on the standby time t_w, and the deviation amount Δα of the environmental temperature Tout, which is the estimated value, is calculated from the difference between the estimated battery temperature TBw and the actually measured value TBs ′ at the drive start time TIME_h. Can be requested. Note that, as shown in Expression (4) and FIG. 6, when the standby time t_w is short, the correction coefficient becomes extremely large. For this reason, the accuracy of the correction processing can be improved by setting the waiting time t_w as a certain time or more as a trigger for performing the correction processing.

  As shown in FIG. 5, the controller 50 determines whether or not the standby time t_w is larger than a predetermined threshold before starting the correction process of the environmental temperature Tout (S3111). When the standby time t_w is less than the predetermined threshold, the controller 50 ends the process and does not perform the correction process.

  On the other hand, when it is determined in step S3111 that the standby time t_w is larger than the predetermined threshold, the controller 50 calculates the correction coefficient λ from the map shown in FIG. 6 using the standby time t_w (S3112). Since the standby time t_w is the time from the current time TIME_c to the drive start time TIME_h as described above, the standby time t_w is calculated by subtracting the temperature increase time t_h from the calculated remaining time t_r. can do. The standby time t_w can be obtained in advance in step S306 or can be obtained in step S3112.

  After calculating the correction coefficient λ, the controller 50 calculates the shift amount Δα (S3113). The shift amount Δα can be calculated from the estimated battery temperature TBw at the drive start time TIME_h, the measured value TBs ′, and the correction coefficient λ, as shown in Expression (4).

  Next, the controller 50 corrects the environmental temperature Tout, which is an estimated value, based on the calculated deviation amount Δα. As an example, the corrected environmental temperature Tout can be calculated by using the deviation amount Δα as it is and adding or subtracting the deviation amount Δα to the current environmental temperature Tout. On the other hand, as shown in FIG. 5, when an allowable range of the shift amount Δα is set with respect to the shift amount Δα, and the shift amount Δα is within a predetermined threshold range (first threshold ≦≦ αα ≦ second threshold), It is possible to control so as not to correct the environmental temperature Tout (maintain the current environmental temperature Tout).

  In the example of FIG. 5, the controller 50 determines whether or not the calculated deviation amount Δα is smaller than the first threshold (S3114), and if it is determined that the deviation amount Δα is larger than the first threshold, Proceeding to step S3115, it is determined whether or not the deviation amount Δα is larger than the second threshold value. When the first threshold ≦ the deviation Δα ≦ the second threshold, the controller 50 proceeds to step S3118 and does not update (do not correct) the calculated deviation amount Δα with the current environmental temperature Tout.

  On the other hand, if it is determined in step S3114 that the calculated deviation amount Δα is smaller than the first threshold, the estimated environmental temperature Tout is corrected (S3116). At this time, as described above, it is possible to calculate the corrected environmental temperature Tout by subtracting the deviation amount Δα from the environmental temperature Tout using the deviation amount Δα as it is. For example, the deviation amount Δα is set to a predetermined value. The correction value Δα1 obtained by adding Δγ can be updated by applying to the current environmental temperature Tout.

  Here, Δγ can be arbitrarily set, and may be a fixed value or a fluctuation value corresponding to the value of the shift amount Δα. For example, when the deviation amount Δα is −3 ° C., a correction value Δα1 of −5 ° C. can be calculated by adding −2 ° C. as Δγ. By applying Δγ in this way, it is possible to correct the deviation to the actual environmental temperature more accurately by correcting a larger amount with respect to the deviation direction between the actually measured value TBs ′ and the estimated value TBw.

  Further, when it is determined in step S3115 that the calculated deviation amount Δα is larger than the second threshold, the estimated environmental temperature Tout is corrected (S3117). At this time, by using the deviation amount Δα as it is, the deviation amount Δα can be calculated from the environmental temperature Tout to calculate the corrected environmental temperature Tout. However, similarly to step S3116, a predetermined value Δγ is added to the deviation amount Δα. The added correction value Δα2 can be updated by applying it to the current environmental temperature Tout. As for Δγ in step S3117, for example, when the shift amount Δα is plus 3 ° C., a correction value Δα 2 of plus 5 ° C. can be calculated by adding plus 2 ° C. as Δγ.

  As described above, in this embodiment, using the battery temperature TBs (temperature measurement value) at the current time TIME_c (first time) and the estimated environmental temperature, the drive start time TIME_h (predetermined) before the current time TIME_c. The estimated value TBw of the battery temperature at the time) is calculated, and a temperature deviation amount Δα (a correction in which Δγ is applied to Δα based on the standby time t_w based on the difference between the battery temperature TBs ′ and the estimated value TBw at the drive start time TIME_h And the environmental temperature Tout is corrected using the temperature deviation amount Δα, so that the estimated battery temperature TBw at the drive start time TIME_h which is the future time with respect to the environmental temperature change can be accurately performed. Can do.

  That is, without using the outside air temperature sensor, the estimated value is used as the environmental temperature Tout, and the waiting time t_w based on the difference between the estimated battery temperature TBw at the driving start time TIME_h and the measured value TBs ′ and the waiting time t_w. A corresponding temperature deviation amount Δα is calculated, and the environmental temperature Tout is corrected (learned). Therefore, the number of parts of the hybrid system shown in FIG. 1 can be reduced, cost increase can be suppressed, and the estimated battery temperature TBw at the drive start time TIME_h can be more accurately reflected in the actual environmental temperature. Can be calculated with high accuracy.

10: Main battery (power storage device), 21: Voltage sensor, 22: Current sensor, 23: Temperature sensor, 25: Setting unit, 26: Clock, 31: Inverter, 32: Drive wheel, 33: Power split mechanism, 34: Engine: 35: DC / DC converter, 36: Auxiliary machine, 37: Auxiliary battery, 38: Heater, 39: Switch, 41: Charger, 42, 43: Connector, 44: External power supply, 50: Controller, 51: memory

Claims (1)

A power storage device that is externally charged using electric power from an external power source installed outside the vehicle and serves as a power source for running the vehicle;
A temperature sensor for detecting a temperature of the power storage device;
A memory for storing an estimated environmental temperature value in a surrounding environment of the power storage device;
A controller for controlling the external charging,
The controller is
The temperature of the power storage device measured by the temperature sensor at the first time when the external charging timer is set, the estimated environmental temperature, and the waiting time from the first time to the predetermined time Based on the correspondence relationship, the temperature estimation value of the power storage device at the predetermined time is calculated,
A temperature shift amount corresponding to the standby time is calculated based on a difference between the temperature of the power storage device actually measured by the temperature sensor at the predetermined time and the estimated temperature value, and the environmental temperature is calculated using the temperature shift amount. A vehicle characterized by correcting an estimated value.