JP4165242B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to vehicle battery control.
[0002]
[Prior art]
A vehicle equipped with a power train called a hybrid system combining an engine (for example, a known engine such as a gasoline engine or a diesel engine) and an electric motor has been developed and put into practical use. Such a vehicle is equipped with a rechargeable secondary battery for driving the vehicle. As such a secondary battery, a high-voltage, large-capacity secondary battery is used to drive the vehicle.
[0003]
On the other hand, there are cases where it is desired to use household appliances in a vehicle. In such a case, it is convenient if the power of the secondary battery can be used. When the hybrid vehicle supplied commercial AC power to household appliances while the engine was stopped, the battery immediately started to rise. For example, when a hybrid vehicle is used for auto camping and electric power is supplied to an electric cooking appliance or the like, the capacity of the battery is exhausted in a short time. Japanese Laid-Open Patent Publication No. 9-560007 (Patent Document 1) discloses a hybrid vehicle that supplies AC power with high conversion efficiency. The hybrid vehicle disclosed in Patent Document 1 includes an engine that drives driving wheels, a generator that is driven by the engine, a first battery that is charged by the generator, and drives the driving wheels and generates power by the engine. Is disposed between the motor generator, the engine output shaft and the motor generator, and stores the electric power generated by the motor generator, the clutch that divides the engine output, and the motor generator. A second battery having a higher voltage and a larger capacity than the first battery for supplying and driving the drive wheels, and converting electric power from the second battery for driving the motor generator, and by the motor generator A first converter that converts the generated power for charging the second battery; and a second converter that converts the power from the second battery and supplies AC power to the connection terminal for power supply. Provided.
[0004]
According to the vehicle disclosed in Patent Document 1, the power of the second battery having a voltage higher than that of the first battery is converted into alternating current by the second converter and applied to the connection terminal for power supply. high. Further, when the hybrid vehicle decelerates, the electric power regenerated by the motor generator is used, and the electric power of the first battery generated by the engine is not used, so that the energy consumption is reduced. Furthermore, since the electric power of the second battery having a large capacity is converted into alternating current and supplied, the electric power can be continuously supplied for a long time even when the hybrid vehicle is stopped.
[0005]
[Patent Document 1]
Japanese Patent Laid-Open No. 9-56007
[0006]
[Problems to be solved by the invention]
However, the vehicle disclosed in Patent Document 1 merely discloses that two batteries are provided and a second battery having a high voltage and a large capacity is used for power feeding. Thus, even if electric power is supplied to the outside of the vehicle using the second battery, it is not possible to prevent the battery from rising.
[0007]
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 supplying electric power to the outside of the vehicle before the electric power is supplied to the outside of the vehicle. It is to provide a vehicle control device that can sufficiently store electric power that can be supplied to a vehicle.
[0008]
[Means for Solving the Problems]
The control device according to the first invention controls a vehicle equipped with a chargeable / dischargeable secondary battery. The control device includes: an output unit for outputting electric power from the secondary battery to the outside of the vehicle; a prediction unit for predicting a power output request by the output unit in advance; and a prediction by the prediction unit. Control means for controlling charging / discharging of the secondary battery.
[0009]
According to the first invention, the vehicle includes the engine and the motor generator, and the chargeable / dischargeable secondary battery is charged by the electric power generated by the motor generator driven by the engine, or by the driver's brake operation. When recovering the kinetic energy of the vehicle, the motor generator driven by the drive wheels is charged with the regenerated power. Further, the electric power for charging the secondary battery may be generated by a fuel cell in addition to being generated by power generation by these engines or by regenerative power generation. The predicting means predicts in advance a power output request used outside the vehicle. For example, when an output request button is pressed by a vehicle occupant or the destination of car navigation is an auto campground, a power output request is predicted in advance. When such an output request is predicted, the control means charges the secondary battery to an SOC (States Of Charge) state higher than the normal use state. Thereby, when the electric power is used in a state where the vehicle is stopped and the engine is stopped, since the SOC is higher than that in the conventional art, the amount of electric power that can be used increases. As a result, in a vehicle capable of supplying power to the outside of the vehicle, the power usage time can be made as long as possible.
[0010]
In the control device according to the second invention, in addition to the configuration of the first invention, the predicting means includes means for predicting in advance a power output request made after the vehicle stops.
[0011]
According to the second aspect of the invention, since the power output request is predicted when the vehicle is stopped, particularly when the engine is stopped, the engine is restarted for charging even if the power is used as in the conventional case. The time to do can be lengthened. The engine restart at midnight can be avoided as much as possible.
[0012]
In addition to the configuration of the first or second invention, the control device according to the third invention further includes input means for a vehicle occupant to input information. The prediction means includes means for predicting a power output request in advance based on information input from the input means.
[0013]
According to the third invention, when an output request button provided as an input means is pressed before the passenger arrives at the auto campground, an output request for power is predicted in advance. When such an output request is predicted, the control means charges the secondary battery to an SOC state higher than the normal use state. As a result, in a vehicle capable of supplying electric power to the outside of the vehicle, the usage time of electric power can be made as long as possible without starting the engine.
[0014]
In the control device according to the fourth invention, in addition to the configuration of the first or second invention, the prediction means predicts a power output request in advance based on information input to the car navigation device. including.
[0015]
According to the fourth aspect of the invention, when the time until arrival at the auto campground, which is the destination set by car navigation, reaches a predetermined time, a power output request is predicted in advance. When such an output request is predicted, the control means charges the secondary battery to an SOC state higher than the normal use state. As a result, in a vehicle capable of supplying electric power to the outside of the vehicle, the power usage time can be made as long as possible without starting the engine.
[0016]
In the control device according to the fifth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the control means may provide a destination registered in the car navigation based on the information analyzed by the car navigation device. Means for controlling charging / discharging of the secondary battery is included so that the state of charge of the secondary battery becomes a predetermined state when it arrives.
[0017]
According to the fifth invention, the SOC of the secondary battery is set in advance upon arrival at the destination based on the route and time until the destination arrives at the destination such as an auto campsite registered by car navigation. Can be controlled.
[0018]
In the control device according to the sixth invention, in addition to the configuration of the fifth invention, the control means includes the travel route to the destination, the gradient in the travel route, and the travel time included in the information analyzed by the car navigation device. Means for controlling charge / discharge of the secondary battery based on at least one of the above.
[0019]
According to the sixth invention, the car navigation device analyzes the travel route to the destination, the gradient in the travel route, the travel time, and the like. The control means reduces the amount of regenerative power generation when there are many uphill roads, and increases the amount of regenerative power generation when there are many downhill roads. Control can be performed so that the SOC of the secondary battery is in a predetermined state.
[0020]
In the control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the control means is calculated by a calculation means for calculating the usable time of the secondary battery, and the calculation means. And a display means for displaying the displayed usable time.
[0021]
According to the seventh invention, the control means calculates the usable time when the load is kept connected based on the load of the power connected to the output means. It is possible to grasp the time that the user of power can use. At this time, control is performed such that recharging is not performed until the SOC reaches approximately 20%.
[0022]
In the control device according to the eighth invention, in addition to the configuration of any one of the first to seventh inventions, the power output to the outside of the vehicle is AC power.
[0023]
According to the eighth aspect, in the vehicle capable of supplying AC power to the outside of the vehicle, the usage time of AC power can be made as long as possible.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
[0025]
<First Embodiment>
With reference to FIG. 1, a vehicle equipped with a control device according to the present embodiment and having two power sources of an engine and an electric motor will be described. The vehicle shown in FIG. 1 has a power train called a hybrid system.
[0026]
Here, the hybrid system will be briefly described. A hybrid system is a power train that uses a combination of two types of power sources, such as a gasoline engine and an electric motor. This system can make use of the gasoline engine and the electric motor depending on the driving conditions, and make up for the weak points while taking advantage of the advantages of each. Therefore, it has the characteristics that fuel consumption and exhaust gas can be greatly suppressed, as well as smooth and responsive power performance. This hybrid system is roughly classified into two types: a series hybrid system and a parallel hybrid system.
[0027]
The series hybrid system drives the wheels with an electric motor, and the engine operates as a power source for the electric motor. A small-powered engine can be operated at an almost constant rotation in an efficient region and can be run while being charged efficiently.
[0028]
A parallel hybrid system directly drives wheels with an engine and an electric motor. In this system, the electric motor can assist the engine power and run while charging the battery as a generator.
[0029]
The engine used in the hybrid system is not limited to a gasoline engine, but may be an engine that can be driven by light oil or natural gas, and other known internal combustion engines can be used.
[0030]
FIG. 1 shows a parallel series hybrid system having features of both a parallel hybrid system and a series hybrid system. As shown in FIG. 1, the power train of this vehicle includes a transaxle 100, an engine 200 as a power source, and a control device 2000 that controls the transaxle 100 and the engine 200. The control device 2000 is connected to an engine speed sensor and a vehicle speed sensor.
[0031]
The input shaft 400 of the transaxle 100 is connected to the engine 200 via the power switching mechanism 500, and the output shaft 600 of the transaxle 100 is connected to drive wheels 700 (front tires). The vehicle power train further includes a battery 800 for supplying DC power, an inverter 900 connected to the battery 800, a front front motor generator 1000 and a rear rear motor generator 1100 connected to the inverter 900. , A power split mechanism 500 that splits the power from engine 200 into a drive force to front motor generator 1000 and a drive force to drive wheels 700 via transaxle 100.
[0032]
Front driving wheel 700 is driven by driving force from at least one of engine 200 and front motor generator 1000 that is transmitted to transaxle 100 via power split mechanism 500. Rear driving wheel 1300 is driven by a driving force from rear motor generator 1100. Both front motor generator 1000 and rear motor generator 1100 use the electric power of battery 800 supplied via inverter 900.
[0033]
Further, the electric power regenerated by the front motor generator 1000 and the rear motor generator 1100 is supplied to the battery 800 via the inverter 900, and the battery 800 is charged.
[0034]
The control device 2000 has a CPU (Central Processing Unit) and a memory therein, and the memory stores programs executed by the CPU and various maps. Controller 2000 controls inverter 900 connected to engine 200, front motor generator 1000, and rear motor generator 1100, which are power sources, based on the command torque for generating the target torque. At this time, the control device 2000 controls the power switching mechanism 500 so that a predetermined driving force is input from the engine 200 to the input shaft 400 of the transaxle 100. A belt type continuously variable transmission can be used as the transaxle 100, and a planetary gear mechanism can be used as the power switching mechanism 500.
[0035]
Control device 2000 starts and travels by controlling engine 200, front front motor generator 1000 and rear motor generator 1100 in accordance with a travel mode such as when the vehicle starts or at low speed.
[0036]
During normal start, the vehicle starts using the front motor generator 1000 and the rear motor generator 1100. When starting when the SOC of the battery 800 is low, the engine 200 and the rear motor generator 1100 are used to start.
[0037]
When traveling in a light load state, the engine 200 is stopped and traveled by the front motor generator 1000 in a region where the engine efficiency is poor, such as when traveling at a low speed or traveling on a gentle downhill road. During light load traveling when the SOC of the battery 800 is low, the vehicle travels with the engine 200, and the starter generator assists power generation under specific conditions of low vehicle speed.
[0038]
When traveling in the middle speed and low load state, the engine 200 is started and travels because the engine efficiency is good. When the engine 200 is started, the starter generator rotates the cranking shaft pulley via the V belt. During medium-speed and low-load traveling when the SOC of the battery 800 is low, the engine 200 travels, the output of the engine 200 is increased, and the front motor generator 1000 simultaneously generates power. Note that the charge priority mode, which will be described later, is a mode in which, as in this case, the vehicle travels with the engine 200, the output of the engine 200 is increased, and the front motor generator 1000 simultaneously generates power.
[0039]
During traveling in the case of acceleration or rapid acceleration, the engine 200 is accelerated by increasing the output of the engine 200 and increasing the gear ratio of the continuously variable transmission of the transaxle 100. Further, the driving force of the engine 200 is assisted by the front motor generator 1000 as necessary. If further driving force is required, the rear motor generator 1100 is used to assist the driving force of the engine 200.
[0040]
During traveling in the case of deceleration or braking, the front drive wheel 700 and the rear drive wheel 1300 operate the front motor generator 1000 and the rear motor generator 1100 as generators to collect travel energy. When the SOC of the battery 800 is high and cannot be charged, the engine brake is directly operated by directly connecting the engine 200 and the transaxle 100.
[0041]
When traveling on a low μ road, if the front drive wheel 700 slips, the rear motor generator 1100 is driven, and at the same time, the front motor generator 1000 acts as a generator to reduce the front driving force.
[0042]
When the SOC of the battery 800 decreases while the vehicle is stopped, the engine 200 is started, the front motor generator 1000 generates electric power, and the electric power is charged to the battery 800 via the inverter 900. Therefore, when the SOC of battery 800 decreases while electric power is supplied to the outside of the vehicle while the vehicle is stopped and the engine is stopped in an auto campsite or the like, engine 200 is started and electric power is generated by front motor generator 1000.
[0043]
The battery 800 is a high capacity nickel metal hydride battery having a rated voltage of 200V to 400V, for example. A rectangular battery module in which six cells having a rated voltage of 1.2 V are connected in series is used by directly connecting 30 modules. Such a battery is used with an SOC of 40 to 60% in order to prevent deterioration of the battery over time. The control device according to the embodiment of the present invention raises the SOC to about 80% in advance when power supply to the outside of the vehicle is predicted, or drops to about 20% when using commercial AC power. Until it is recharged.
[0044]
As for the power train to which the control device 2000 according to the present embodiment is applied, the power train shown in FIG. 1 is an example, and may be a power train other than those described above. The control device 2000 according to the present embodiment can be applied to all power trains having at least two power sources. In the following description, a vehicle equipped with the power train shown in FIG. 1 will be described.
[0045]
With reference to FIG. 2, the control apparatus 2000 of FIG. 1 is demonstrated in detail. As shown in FIG. 2, this control device 2000 actually includes an engine control ECU (Electronic Control Unit) 2010 that controls the engine 200, an HV control ECU 2020 that controls the entire hybrid vehicle, a skid control ECU 2030, A battery ECU 2040. In FIG. 2, each ECU is separately configured, but may be configured as an ECU in which two or more ECUs are integrated. The control device according to the present embodiment is realized by a program executed by any ECU of control device 2000.
[0046]
Inverter 900 is connected to starter generator of engine 200, front motor generator 1000, and rear motor generator 1100. Inverter 900 supplies power from battery 800 when each motor generator operates as a motor. Each motor generator generates regenerative power for charging the battery 800 when operating as a generator. The regenerative power is supplied to the battery 800 via the inverter 900.
[0047]
A system main relay 2100 is provided between the battery 800 and the inverter 900, and is linked to an ignition switch or the like. Battery 800 is connected to DC / AC inverter 2200 via system main relay 2100. The DC / AC inverter 2200 converts high voltage direct current into low voltage (100V) alternating current. The DC / AC inverter 2200 is connected to an accessory outlet 2300 that outputs a commercial AC power supply of AC 100V. An accessory outlet switch 2400 that enables use of the accessory outlet 2300 is connected to the DC / AC inverter 2200. In addition, the DC / AC inverter 2200 is provided with a charge button 2500.
[0048]
The circuit shown in FIG. 2 is an example, and the present invention is not limited to such a circuit.
[0049]
With reference to FIG. 3, a control structure of a program executed by control device 2000 will be described.
[0050]
In step (hereinafter, step is abbreviated as S) 100, it is determined whether or not the vehicle is stopped. This determination is made based on various information (vehicle speed sensor, brake hydraulic pressure, etc.) input to the control device 2000. If the vehicle is stopped (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.
[0051]
In S102, control device 2000 calculates the SOC of battery 800. In S104, control device 2000 determines whether or not the calculated SOC is 80% or less. If the SOC is 80% or less (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S120.
[0052]
In S106, control device 2000 determines whether or not charging button 2500 is pressed. If charging button 2500 is pressed (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S120. This charge button 2500 is pressed before the vehicle occupant uses AC power.
[0053]
At S108, control device 2000 determines whether or not the recharge permission flag is ON (set). If the recharge permission flag is set (YES in S108), the process proceeds to S110. If not (NO in S108), the process proceeds to S120. The recharge permission flag is turned off (reset) when, for example, a vehicle occupant wants to avoid starting the engine at night.
[0054]
In S110, control device 2000 calculates a charging time. This charging time is calculated from the current SOC, the target SOC (about 80%), and the like. At S112, control device 2000 displays the charging time. For example, the charging time is displayed on a combination panel that displays a speedometer, a tachometer, various warning information, and the like.
[0055]
At S114, control device 2000 starts engine 200 and engine 200 drives front motor generator 1000 to charge battery 800.
[0056]
In S116, control device 2000 determines whether or not the SOC of battery 800 is 80% or more. If the SOC is 80% or more (YES in S116), the process proceeds to S118. If not (NO in S116), the process proceeds to S110, and front motor generator 1000 is driven by engine 200 to charge battery 800. In S118, since the SOC becomes 80% or more, charging to battery 800 is stopped.
[0057]
In S120, the current load is detected. At this time, the passenger of the vehicle connects the load to the accessory outlet 2300 with the accessory outlet switch 2400 used. At S122, control device 2000 calculates the available time based on the current SOC, the lowest SOC, and the current load. At this time, it is assumed that the battery 800 is discharged without recharging until the SOC is changed from 80% to 20%. In S124, control device 2000 displays the available time. For example, the available time is displayed on the combination panel.
[0058]
The operation of the vehicle equipped with the control device according to the present embodiment based on the structure and flowchart as described above will be described.
[0059]
If the vehicle stops, SOC of battery 800 is 80% or less (YES in S104), and charging button 2500 is pressed (YES in S106), the state of the recharge permission flag is determined. (S106). If the recharge permission flag is set (YES in S106), the charging time required to increase the SOC to about 80% is calculated (S110) and displayed (S112), and then engine 200 is started. Is done. The engine 200 is started, the front motor generator 1000 is driven by the engine 200, and the electric power generated by the front motor generator 1000 is supplied to the battery 800 via the inverter 900 and charged (S114).
[0060]
Until the SOC of the battery 800 reaches about 80%, the electric power generated by the front motor generator 1000 operated as a generator by the driving force of the engine 200 continuously charges the battery 800. When SOC of battery 800 reaches 80% or more (YES in S116), charging ends (S118). When the passenger uses the accessory outlet switch 2400 and connects the load to the accessory outlet 2300, the current load is detected (S120), and the current load is continuously used, and the SOC is increased from 80% to 20%. The available time is calculated as the time until (S122), and the available time is displayed on the combination meter (S124).
[0061]
Referring to FIG. 4, the SOC state of battery 800 when such control is executed is shown. When the control device according to the present embodiment is used, after the vehicle is stopped, the front motor generator 1000 is driven by the engine 200 to charge the battery 800 until the SOC becomes about 80%. Thereafter, commercial AC power is used. Therefore, as shown in FIG. 4, the AC power can be used only for the time from the start of use of the accessory outlet (1) until the end of use (1), whereas the use of the accessory outlet starts from use (2). The AC power can be used only for the time until the end (2).
[0062]
As described above, according to the control device of the present embodiment, charging to a region higher than the SOC of a normally used battery and discharging to a region lower than the SOC of a normally used battery are performed. Thus, commercial AC power can be used without restarting the engine for a long time and generating power with the motor generator. In addition, since the deep charge up to about 80% SOC and the deep discharge up to 20% SOC are performed, it is possible to perform the uniform processing between cells (modules) and the memory effect on the charge side and the discharge side. Can disappear.
[0063]
<Second Embodiment>
Hereinafter, a control device according to a second embodiment of the present invention will be described. The control device according to the present embodiment controls charging / discharging of battery 800 based on information of a car navigation device installed in the vehicle. In order to realize this control, a program different from that of the first embodiment is executed in the control device 2000. Other hardware configurations are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here.
[0064]
With reference to FIG. 5, a control structure of a program executed by control device 2000 will be described. In the flowchart shown in FIG. 5, the same steps as those shown in FIG. 3 are given the same step numbers. These processes are the same. Therefore, detailed description thereof will not be repeated here.
[0065]
In S200, control device 2000 determines whether or not a destination is set in the car navigation device. This determination is made based on information input to the control device 2000 from the car navigation device. If the destination is set (YES in S200), the process proceeds to S202. Otherwise (NO in S100), this process ends.
[0066]
In S202, control device 2000 determines whether or not charging button 2500 is pressed. If charging button 2500 is pressed (YES in S202), the process proceeds to S204. Otherwise (NO in S202), this process ends. This charge button 2500 is pressed when the vehicle passenger uses AC power after arrival at the destination of the car navigation device. In addition, the charging button 2500 does not predict the use of AC power after arrival at the destination, but predicts the use of AC power after arrival at the destination based on destination information set in the car navigation device. You may make it do. For example, this is the case when an auto campground or the like is set as the destination.
[0067]
At S204, control device 2000 estimates a charge / discharge pattern on the travel route to the destination. At this time, the road gradient on the travel route to the destination received by the control device 2000 from the car navigation device is also taken into consideration. Since the amount of discharge from the battery 800 increases on the uphill road, and the amount of charge to the battery 800 increases on the downhill road, it is necessary to consider the road gradient and its length.
[0068]
In S206, the control device calculates a charging time required for charging before arrival at the destination so that the target SOC (for example, 80%) is reached when the destination arrives at the destination set in the car navigation device. . That is, this indicates that when the battery is charged for the calculated charging time, the SOC of the battery 800 is 80% when the destination arrives.
[0069]
In S208, control device 2000 determines whether or not the calculated charging time has reached the time until arrival at the destination. When the calculated charging time is the time until arrival at the destination (YES in S208), the process proceeds to S210. If not, the process returns to S208 and waits until the calculated charging time reaches the time until arrival at the destination.
[0070]
At S210, control device 2000 switches the charging mode to the charging priority mode, drives front motor generator 1000, and charges battery 800. At this time, the front motor generator 1000 operates as a generator by the driving force of the engine 200 and the driving force from the driving wheels 700.
[0071]
In S212, control device 2000 determines whether the SOC of battery 800 is 80% or more or whether the vehicle has arrived at the destination. If the SOC is 80% or more or the vehicle arrives at the destination (YES in S212), the process proceeds to S118. If not (NO in S212), the process proceeds to S210. Further, in the charge priority mode, front motor generator 1000 is driven by engine 200 or regenerative power generation is performed, and battery 800 is charged.
[0072]
The operation of the vehicle equipped with the control device according to the present embodiment based on the structure and flowchart as described above will be described.
[0073]
When the passenger of the vehicle sets a destination in the car navigation device (YES in S200), the use of commercial AC power after arrival at the destination is predicted according to the type of the destination. This prediction may be determined based on the charging button 2500 being pressed. The charge / discharge pattern on the travel route to the destination is estimated (S204), and the number of minutes before the destination arrival is calculated so that the target SOC is 80% when the destination arrives. The At this time, information from the car navigation device such as the travel route to the destination, the gradient and travel time in the travel route, battery information such as the SOC and temperature of the battery 800, the air conditioner operating state of the vehicle, and the like are used.
[0074]
If it is before the charging time to arrive at the destination (YES in S208), the charging mode is switched to the charging priority mode, and front motor generator 1000 is driven to generate power. If SOC of battery 800 is 80% or more or the vehicle arrives at the destination (YES in S212), the process proceeds to S118. If not (NO in S212), the process proceeds to S210, and further, front motor generator 1000 is driven by engine 200 in the charge priority mode, or regenerative power generation is performed, and battery 800 is charged. When the SOC reaches 80% of the target or the vehicle stops, charging ends (S118). When the passenger places the accessory outlet switch 2400 on the use side and connects the load to the accessory outlet 2300, the current load is detected (S120), and the current load is continuously used. The time until reaching 20% is calculated as the available time (S122), and the available time is displayed on the combination meter (S124).
[0075]
Referring to FIG. 6, the SOC state of battery 800 when such control is executed is shown. When the control device according to the present embodiment is used, the vehicle travels in the charge priority mode so that the SOC becomes about 80% before the vehicle stops before arrival at the destination. The engine 200 drives the front motor generator 1000 to charge the battery 800, or the driving wheel 700 drives the front motor generator 1000 to charge the battery 800. Thereafter, commercial AC power is used at the destination. Therefore, the charge priority mode is used so that the SOC becomes higher than the normal use state and before the destination arrives. Conventionally, as shown in FIG. 6, the AC power can be used only for the time from the start of use of the accessory outlet to the end of use (1). On the other hand, when the control device according to the present embodiment is used, the accessory outlet is used. The AC power can be used only for the time from the start of use to the end of use (2).
[0076]
As described above, according to the control device according to the present embodiment, charging to an area higher than the SOC of the battery that is normally used based on the destination information set in the car navigation device, and normal use By discharging to a region lower than the SOC of the battery being used, commercial AC power can be used without restarting the engine for a long time and generating power by the motor generator. In addition, since the deep charge up to about 80% SOC and the deep discharge up to 20% SOC are performed, it is possible to perform the uniform processing between cells (modules) and the memory effect on the charge side and the discharge side. Can disappear.
[0077]
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.
[Brief description of the drawings]
FIG. 1 is a block diagram of a power train of a vehicle according to an embodiment of the present invention.
FIG. 2 is a detailed view of FIG.
FIG. 3 is a flowchart showing a control structure of processing executed by the control device according to the first embodiment of the present invention.
FIG. 4 is a timing chart for explaining the operation of the vehicle equipped with the control device according to the first embodiment of the present invention.
FIG. 5 is a flowchart showing a control structure of processing executed by a control device according to a second embodiment of the present invention.
FIG. 6 is a timing chart for explaining the operation of a vehicle equipped with a control device according to a second embodiment of the present invention.
[Explanation of symbols]
100 transaxle, 200 engine, 400 input shaft, 500 power switching mechanism, 600, 1200 output shaft, 700, 1300 drive wheel, 800 battery, 900 inverter, 1000 front motor generator, 1100 rear motor generator, 2000 control device, 2010 engine Control ECU, 2020 HV control ECU, 2030 skid control ECU, 2040 battery ECU, 2100 system main relay, 2200 DC / AC inverter, 2300 accessory outlet, 2400 accessory outlet switch, 2500 charge button.

Claims (8)

A vehicle control device equipped with a chargeable / dischargeable secondary battery,
Output means for outputting electric power from the secondary battery to the outside of the vehicle;
A predicting means for predicting in advance a power output request by the output means;
Control means for controlling charge / discharge of the secondary battery based on prediction by the prediction means,
The vehicle is equipped with a car navigation device,
The control means is based on the information analyzed by the car navigation device, and the destination registered in the car navigation is compared with a case where the prediction means predicts that there is an output request of the power, compared with a case where the power output request is not predicted. as the amount of charge of the secondary battery when it arrives increases, including means for controlling the charging and discharging of the secondary battery, the control device.   The control device according to claim 1, wherein the prediction means includes means for predicting in advance a power output request made after the vehicle stops. The control device further includes input means for a vehicle occupant to input information,
The control device according to claim 1, wherein the prediction unit includes a unit for predicting the output request of the power in advance based on information input from the input unit.   The control device according to claim 1, wherein the prediction unit includes a unit for predicting the output request of the power in advance based on information input to the car navigation device. A vehicle control device equipped with a chargeable / dischargeable secondary battery,
Output means for outputting electric power from the secondary battery to the outside of the vehicle;
A predicting means for predicting in advance a power output request by the output means;
Control means for controlling charging / discharging of the secondary battery based on the prediction by the prediction means,
The vehicle is equipped with a car navigation device,
The control means, based on the information analyzed by the car navigation device, so that the state of charge of the secondary battery is in a predetermined state when arriving at the destination registered in the car navigation Means for controlling charge and discharge of the secondary battery,
The control means includes a means for predicting the power output request in advance based on information input to the car navigation device. The control means controls charging / discharging of the secondary battery based on at least one of a travel route to the destination, a gradient in the travel route, and a travel time included in the information analyzed by the car navigation device. The control apparatus in any one of Claims 1-5 containing the means for. The control means includes
A calculating means for calculating a usable time of the secondary battery;
Further comprising a display means for displaying the available time calculated by the calculating means, the control device according to any one of claims 1-6. Power output to the outside of the vehicle, an AC power control device according to any one of claims 1-7.

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