JP2016208639A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle capable of driving an on-vehicle electric loads while suppressing influence to be given to a timer charging schedule.SOLUTION: A hybrid vehicle 100 includes: a charging inlet 54 for receiving power from the outside of the vehicle; a battery 10; electric load devices; and a charging ECU 47 for performing the control of timer charging to start charging to the battery 10 by using power supplied from the outside of the vehicle via the charging inlet 54 at a set charging start time. The charging ECU 47 further performs the control of timer driving to operate the electric load devices when the set operation start time comes. When the operation of the electric load devices is started before the charging start time by the timer driving or a drive operation in a remote controller, the charging ECU 47 performs the control of power incoming from a power incoming part so as to keep the charging state of the battery 10 during a period between the operation start time to the charging start time.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle, and particularly to a vehicle equipped with a power storage device configured to be able to be charged by receiving electric power from the outside of the vehicle.

  Japanese Patent Laying-Open No. 2014-069593 (Patent Document 1) discloses a traveling battery charging timer operation control unit that automatically charges a traveling battery with an external power source according to a preset time schedule, and a preset time schedule. The vehicle which has the air-conditioning timer operation control means which performs operation | movement of an air conditioner automatically according to this is disclosed.

JP 2014-069593 A

  If the charge state of the battery (hereinafter referred to as SOC (State Of Charge)) fluctuates due to the driving of the on-board electric load before starting the timer charge, such as the air conditioning timer operation, the charge will be delayed later than the scheduled charge completion time of the timer charge May be completed.

  FIG. 9 is a waveform diagram for explaining the change in the SOC in the examination example when the timer charging and the air conditioning timer operation are executed. Referring to FIG. 9, the vehicle stops at time t1, and the charging cable is connected. At the target charging completion time t5 where the SOC is set immediately before the departure time, the time t4 is determined in advance as the charging start time so that the battery is fully charged.

  If the timer air conditioning is not activated, the SOC of the battery does not change from time t1 to time t4 as indicated by the broken line. When charging starts at time t4, the battery is fully charged at time t5 and preparation for departure is completed.

  However, if the timer air conditioner is set to operate at time t2 to t3, the SOC of the battery decreases at time t2 to t3. Therefore, even if charging is started at the set time t4, charging is completed until time t5A. Become slow.

  In addition, it is conceivable to receive power from an external power source during timer air-conditioning operation, but depending on the amount of power supplied, the SOC of the battery becomes high, and charging may be completed earlier than the scheduled completion time of charging. . If the charging is completed later than the scheduled time, it will be inconvenient for the user, and if the battery is fully charged at a time that is too early than the scheduled time, depending on the type of battery (especially it can be stored for a long time with a high SOC). Degradation may progress (such as in unfavorable lithium ion batteries). A similar problem occurs when the air conditioner of the vehicle is operated from outside the vehicle by the remote controller at times t2 to t3.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle capable of driving an on-vehicle electric load while suppressing an influence on a timer charging schedule. .

  In summary, the present invention is a vehicle, and is supplied from the outside of the vehicle via the power receiving unit to the power receiving unit that receives power from the outside of the vehicle, the power storage device, the electric load device, and the set charging start time. And a control device that controls timer charging that starts charging the power storage device using the generated power. The control device further executes control for operating the electric load device when the set time comes or when a drive instruction is received from the remote controller. When the electric load device starts operating before the charge start time, the control device maintains the charge state of the power storage device at the operation start time of the electric load device from the operation start time to the charge start time. In this manner, control of power reception from the power reception unit is executed.

  By controlling as described above, the state of charge of the power storage device at the start of timer charging is maintained in the originally planned state of charge even when the in-vehicle electric load is operated. Therefore, it is not necessary to change the start time of the timer charging, and even if the timer charging is performed as scheduled, the charging completion time is not greatly delayed or accelerated due to the operation of the electric load.

  When the driving time of the electric load device and the timer charging time overlap, the control device corrects the charging start time to be advanced according to the overlapping time. By controlling in this way, the timer end time can be kept more accurately.

  According to the present invention, even if an air conditioner or other in-vehicle electric load is operated, the influence on timer charging can be suppressed, so that convenience for the user is not impaired.

1 is an overall block diagram of a hybrid vehicle shown as an example of a vehicle according to an embodiment of the present invention. It is a wave form diagram for demonstrating the charge control performed in this Embodiment. It is a wave form diagram for demonstrating the example when timer charge is started during operation | movement of an air conditioner. It is a flowchart for demonstrating control of the air conditioner and timer charge which are performed in this Embodiment. It is a wave form chart for explaining control which improves the accuracy of charge end time. It is a flowchart for demonstrating the control which improves the precision of charge completion time. It is the wave form diagram which showed the example of charge in my room mode. It is the wave form diagram which showed the example which correct | amends the charge start time in my room mode. It is a wave form chart for explaining change of SOC in a study example when timer charge and air-conditioning timer operation are performed.

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

  FIG. 1 is an overall block diagram of a hybrid vehicle shown as an example of a vehicle according to an embodiment of the present invention. Hereinafter, the “hybrid vehicle” may be simply referred to as “vehicle”. The present invention can be applied not only to a hybrid vehicle but also to an electric vehicle such as an electric vehicle that can be charged from the outside.

  Referring to FIG. 1, hybrid vehicle 100 includes a battery pack 2, a power control unit (PCU) 12, a charger 42, a charging inlet 54, an auxiliary battery 84, an air conditioner 80, and a DC / DC converter. 86, HV-ECU 46, SOC indicator 48, and charging indicator 50.

  Battery pack 2 includes a power storage device 10, a system main relay 11, a current sensor 16, a charging relay CHR, and a battery ECU 14. The power storage device 10 is a rechargeable DC power source, and includes, for example, a secondary battery such as a nickel metal hydride battery, a lithium ion battery, or a lead storage battery, a large-capacity capacitor, and the like. Battery ECU 14 controls the opening and closing of charging relay CHR and calculates the SOC of the power storage device from the output of current sensor 16.

  The PCU 12 includes an inverter for driving a motor (not shown) that drives the vehicle.

  The air conditioner 80 can be driven so that an occupant performs air conditioning of the passenger compartment in advance before boarding. For example, the air conditioner 80 can be operated by a time schedule set in the HV-ECU 46, a remote control operation, or the like, even if no occupant is in the passenger compartment.

  The charging inlet 54 is configured to be connectable to the connector 56 of the charging cable 55. Charging cable 55 includes plug 210 connected to an external power source, CCID 330 including relay 332 and control circuit 334, and connector 56.

  The DC / DC converter 86 is connected between a positive electrode line and a negative electrode line arranged between the system main relay 11 and the PCU 12. The DC / DC converter 86 supplies power to an auxiliary machine (headlight, audio equipment, etc.) and an auxiliary battery 84 (not shown).

  The charger 42 has an input end connected to the charging inlet 54. The output terminal of the charger 42 is connected to the power storage device 10 via a charging relay CHR.

  When the charging connector 56 is connected to the charging inlet 54, the operation mode is set to the charging mode. When the operation mode is set to the charging mode, charger 42 receives electric power supplied from an external power source via plug 210, CCID box 330 and connector 56. The charger 42 receives a control signal including a charging command from the HV-ECU 46. The charger 42 outputs a voltage suitable for charging to the power storage device 10.

  Specifically, the charger 42 includes an input unit sensor 82, a PFC 62, an insulating unit 70, a discharge unit 72, an output unit sensor 79, a sub DC / DC conversion unit 76, and a charging ECU 47.

  When the operation mode is set to the charging mode, a PFC (Power Factor Correction) 62 converts AC power from an external power source and converts it to high-frequency AC with improved power factor. The insulating unit 70 is configured by an insulating transformer or the like, and boosts the AC voltage. The discharge unit 72 operates as a rectifier circuit that rectifies the output of the insulating unit 70. The DC voltage output from the discharge unit 72 is controlled to a voltage suitable for charging the power storage device 10. The output unit sensor 79 measures the output voltage VH of the discharge unit 72.

  As shown in FIG. 1, for example, when connector 56 of charging cable 55 is connected to charging inlet 54 of hybrid vehicle 100, charging ECU 47 communicates control pilot signal CPLT with control circuit 334 of CCID box 330 of charging cable 55. To do. When the connection is detected, the charging ECU 47 uses the control pilot signal CPLT to request the CCID box 330 to close the relay 332 in the CCID box and supply power.

  In “SAE Electric Vehicle Conductive Charge Coupler”, a standard relating to a control pilot signal CPLT is defined as an example of a standard for a plug-in vehicle. The control pilot signal CPLT has a function of sending a square wave signal from the oscillator to the control pilot line to notify that the power can be supplied between the charging cable and the vehicle and to instruct charging start. .

  FIG. 2 is a waveform diagram for explaining the charge control executed in the present embodiment. Referring to FIGS. 1 and 2, at time t <b> 1, the vehicle stops at a place where there is a charging facility, and connector 56 of charging cable 55 is connected to charging inlet 54. At this time, when timer charging is set, time t4 is determined in advance as the charging start time. Time t4 is determined so that the battery is fully charged at target charge completion time t5 when the SOC of power storage device 10 is set immediately before the departure time. This time t4 is set to a time earlier than the time t5 by the charging time calculated based on the SOC of the battery at the time t1.

  At this time, if the air conditioner is set to operate at times t2 to t3, the power storage device 10 is connected from the external power source so as to maintain the current value without decreasing the SOC of the battery at times t2 to t3. Charging is performed.

  Specifically, the charging ECU 47 performs control to close the relay 332 and the charging relay CHR during the time t2 to t3 when the air conditioner operates, stores the SOC of the power storage device at the start of the air conditioning, and Charging is started and stopped in small increments so that the difference between the stored SOC and the SOC of the power storage device is within a predetermined ratio (for example, ± 2%).

  Then, if charging is started at the set time t4, charging is completed at time t5 as shown in FIG. 2, so that it is possible to avoid the completion of charging until time t5A as shown in FIG. .

  In addition, when the air conditioner is operating as described above, by controlling the SOC of the power storage device to be maintained, the control of the air conditioner can be considered independently of the charge control, and the operation becomes easy to understand.

  FIG. 3 is a waveform diagram for explaining an example when timer charging is started during operation of the air conditioner.

  Referring to FIG. 3, charging is executed for the amount of power required by the air conditioner between times t11 and t12. And between time t12-t13, although the charge to the electrical storage apparatus 10 is performed, the electric power remove | excluding the part for the electric power consumed by an air conditioner from the electric power which can be supplied from an external power supply to the electrical storage apparatus 10 at this time Charged (in-charge charge). And from time t13 to t14, the air conditioning is stopped, and the power from the external power source is used only for charging the power storage device 10.

  In this case, there is no particular problem if the power that can be supplied from the external power source is sufficiently large. When the power that can be supplied from the power supply outside the vehicle is limited, the power charged in the power storage device is reduced during the time t12 to 13 when the air conditioning and charging overlap, but the difference in charging completion time is small. Therefore, since it often falls within the error range, it is sufficiently practical.

  FIG. 4 is a flowchart for illustrating control of the air conditioner and timer charging executed in the present embodiment. Although the control of this flowchart is described as being executed by the charging ECU 47, the control may be executed by sharing with the HV-ECU 46 and other ECUs.

  Referring to FIGS. 1 and 4, when the processing of this flowchart is started, charging ECU 47 determines whether or not timer charging is set in step S1. If timer charging is not set in step S1 (NO in S1), the process proceeds to step S12, and the control of this flowchart is exited. If timer charging is set in step S1 (YES in S1), the process proceeds to step S2.

  In step S2, the charging ECU 47 determines whether or not the air conditioner is currently operating. If it is determined in step S2 that the air conditioner is not operating (NO in S2), the process proceeds to step S8, and the control of this flowchart is exited. On the other hand, if it is determined in step S2 that the air conditioner is operating (YES in S2), the process proceeds to step S3.

  In step S3, the charging ECU 47 determines whether or not the current time is during the timer charging time. If it is determined in step S3 that the current time is not during the timer charging time (YES in S3), the process proceeds to step S5, and normal charging of power storage device 10 is performed. On the other hand, if it is determined in step S3 that the current time is during the timer charging time (NO in S3), the process proceeds to step S4.

  In step S4, charging of power storage device 10 from an external power source is executed such that the SOC of power storage device 10 is maintained within a predetermined range from reference value SOCT stored at the start of operation of the air conditioner. Within a predetermined range from the reference value SOCT, SOCT−α <SOC <SOCT + α, for example, α can be 2%.

  Subsequent to step S4 or step S5, in step S6, the charging ECU 47 determines whether or not the current time is the timer charging end time. In step S6, if the current time has not reached the timer charging end time (NO in S6), the process proceeds to step S8, and the control of this flowchart is exited. On the other hand, if the current time has reached the timer charging end time in step S6 (YES in S6), after the air conditioning is stopped in step S7, the process proceeds to step S8, and the control of this flowchart is exited. .

  In the flowchart of FIG. 4, timer air conditioning has been described as an example, but the present invention can also be applied to the case where air conditioning is operated by remote control.

  Furthermore, in order to increase the accuracy of the charging end time, the control described below may be additionally performed. FIG. 5 is a waveform diagram for explaining control for improving the accuracy of the charging end time. FIG. 6 is a flowchart for explaining control for improving the accuracy of the charging end time.

  Referring to FIGS. 5 and 6, when there is an overlap between the originally scheduled timer charging times t12 to t14 and the air conditioning times t11 to t13, the charging power may be less than usual in the overlapping time. There is. In this case, whether or not there is an overlap is determined in step S31. If there is an overlap, in step S32, the timer charging start time t12 is set as necessary based on the power used for air conditioning and the power that can be supplied from the external power source. Processing to change to t12A is performed.

  Then, it is possible to reliably avoid problems such as the time when timer charging is completed later than the departure time.

[Modification]
As described above, the air conditioner has been described as an example of the on-vehicle electric load. However, the present invention can also be applied to driving an electric load other than the air conditioner.

  In a vehicle that can be plug-in charged, a vehicle that can use an electric load (audio device, air conditioner, in-vehicle outlet, etc.) in a vehicle that can be supplied with electric power from an external power source can be used. Exists. In this case as well, it is sufficient to control the current SOC so as to be maintained before reaching the start time of timer charging based on the same idea.

  FIG. 7 is a waveform diagram showing an example of charging in the my room mode. FIG. 8 is a waveform diagram showing an example of correcting the charging start time in the my room mode.

  Referring to FIG. 7, charging is executed for the amount of power used in the my room mode between times t21 and t22. And between time t22-t23, although the charge to the electrical storage apparatus 10 is performed, the electric power remove | excluding the part for the electric power consumed in my room mode from the electric power which can be supplied from an external power supply at this time is the electrical storage apparatus 10 Is charged (in-charge charging). At times t <b> 23 to t <b> 24, the my room mode is terminated, and the power from the external power source is used only for charging the power storage device 10.

  In this case, there is no particular problem if the power that can be supplied from the external power source is sufficiently large. When the power that can be supplied from the power supply outside the vehicle is limited, the power charged in the power storage device between times t22 to 23 is somewhat reduced, but the deviation of the charging completion time is short and often falls within the error range. So it is practical enough.

  Referring to FIG. 8, when an overlap is expected between the originally scheduled timer charging times t22 to t24 and the times t21 to t23 used in the my room mode, the charging power is higher than usual at the time when the overlapping occurs. May be less. In this case, it is determined whether or not the my room mode is in progress a predetermined time before time t22.

  The user does not know when to end the My Room mode, but for example, when the My Room mode is set, the user may forget to end the My Room mode. It is possible to leave the my room mode after the time as a standard process.

  In the case of the my room mode only a predetermined time before the time t22, the timer charging start time t22 is set to t22A as necessary based on the power used in the my room mode and the power that can be supplied from the external power source. Process to change to.

  Then, it is possible to reliably avoid problems such as the time when timer charging is completed later than the departure time.

  Note that, in this embodiment, an example in which a vehicle and an external power source are connected by a charging cable has been described, but the present invention can also be applied to a vehicle that receives power without contact.

  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.

  2 battery pack, 10 power storage device, 11 system main relay, 14 battery ECU, 16 current sensor, 42 charger, 46 HV-ECU, 47 charge ECU, 48 indicator, 50 charge indicator, 54 charge inlet, 55 charge cable, 56 Connector, 70 Insulation part, 72 Discharge part, 76 Sub DC / DC conversion part, 79 Output part sensor, 80 Air conditioner, 82 Input part sensor, 84 Auxiliary battery, 86 DC / DC converter, 100 Hybrid vehicle, 210 Plug, 330 CCID box, 332 relay, 334 control circuit, CHR charging relay.

Claims (1)

A power receiving unit that receives power from outside the vehicle;
A power storage device;
An electrical load device;
A control device that controls timer charging that starts charging the power storage device using electric power supplied from outside the vehicle via the power receiving unit at a set charging start time;
The control device further executes control for operating the electric load device when a set time is reached or when a drive instruction is received from a remote controller,
When the electric load device starts operating before the charge start time, the control device determines that the charge state of the power storage device at the operation start time of the electric load device is from the operation start time to the charge start time. The vehicle that executes control of power reception from the power reception unit so that the power is maintained until the time is reached.

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