JP5625715B2 - Vehicle control apparatus and control method - Google Patents

Description

  The present invention relates to vehicle control, and more particularly to vehicle control capable of external charging in recent years for charging a power storage device mounted on a vehicle with external power supplied from a power supply external to the vehicle.

  In recent years, vehicles capable of external charging (so-called plug-in vehicles) that charge an electric storage device mounted on a vehicle with external power supplied from a power source outside the vehicle have been put into practical use. With regard to such a plug-in vehicle, for example, in JP 2009-171733 A (Patent Document 1), an external charging system for a plug-in vehicle is activated using a pilot signal output from a charging cable to charge the power storage device. A technique for stopping the external charging system when completed is disclosed.

JP 2009-171733 A

  As described above, in the technique disclosed in Patent Document 1, the external charging system is stopped when charging of the power storage device is completed. Therefore, in a situation where the user continues to use auxiliary equipment loads such as audio and air conditioner in the vehicle during external charging, the operation of auxiliary equipment using external power and The auxiliary battery cannot be charged. For this reason, the auxiliary load is operated only by the electric power of the auxiliary battery, and in the worst case, the auxiliary battery may be overdischarged.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to prevent overdischarge of an auxiliary battery while ensuring operation of an auxiliary load in a vehicle capable of external charging. It is.

  The control device according to the present invention is a vehicle control device. A vehicle includes a power storage device that stores power for obtaining driving power, a charging device that converts external power supplied from an external power source into power that can be charged in the power storage device, an auxiliary battery, a power storage device, a charging device, and And an auxiliary load operable by using electric power supplied from at least one of the auxiliary batteries. The control device receives the first signal when the external power source is connected to the vehicle and is capable of supplying power to the vehicle, and the second signal is output when the user may operate the auxiliary load. An input unit that is input, and a control unit that controls the execution of external charging for operating the charging device and charging the power storage device with external power based on the first and second signals and its own operating state.

  Preferably, the control unit starts external charging in response to the first signal, and stops the external charging by stopping external charging when there is no second signal at the time of full charging when the storage amount of the power storage device reaches the target value. When there is a second signal at the time of full charge, external charging is temporarily stopped while maintaining the operation state.

  Preferably, the control unit resumes external charging when the amount of stored power becomes less than a target value during a temporary stop of external charging.

  Preferably, the vehicle further includes a converter that converts a voltage supplied from at least one of the power storage device and the charging device into a voltage capable of operating the auxiliary load. When there is a second signal at the time of full charge, the control unit operates the converter while temporarily stopping external charging, operates the auxiliary load using the power of the power storage device, and operates the auxiliary load. External charging is resumed when the amount of electricity stored is less than the target value.

  Preferably, during execution of external charging, the control unit operates the converter when there is a second signal, and stops the converter when there is no second signal.

  Preferably, the vehicle further includes a switching device that switches connection and disconnection between the power storage device and the auxiliary load. The control unit maintains the switching device in a connected state during execution of external charging, switches the switching device to a disconnected state when there is no second signal at the time of full charge, and switches if there is a second signal at the time of full charge. Keep the device connected.

  Preferably, the external power is supplied to the vehicle via the charging cable. The first signal is a pilot signal generated when the charging cable is connected to the external power source and the vehicle and the external power source can supply power to the vehicle. The second signal is a signal generated in response to the auxiliary battery and the auxiliary load being electrically connected.

  A control method according to another aspect of the present invention is a control method performed by a vehicle control device. A vehicle includes a power storage device that stores power for obtaining driving force, a charging device that converts external power supplied from an external power source into power that can be charged to the power storage device and outputs the power to the power storage device, an auxiliary battery, And an auxiliary load operable with electric power supplied from at least one of a power storage device, a charging device and an auxiliary battery. In the control method, a first signal indicating that an external power source is connected to the vehicle and power can be supplied to the vehicle and a second signal indicating that the user may be operating the auxiliary load are input. Determining whether or not to be performed, and controlling the execution of external charging for operating the charging device to charge the power storage device with external power and the operating state of the control device based on the first and second signals Including.

  ADVANTAGE OF THE INVENTION According to this invention, in the vehicle which can be charged externally, the overdischarge of an auxiliary machine battery can be prevented, ensuring the action | operation of auxiliary machine load.

1 is an overall block diagram of a vehicle. It is the schematic of the starting circuit of a low voltage system. The relationship between IG switch operation and an IG signal is shown. It is the figure which illustrated the relationship between plug-in operation, an IGP signal, and a CPLT signal. It is a functional block diagram of ECU when a charging mode is selected. It is a flowchart which shows the process sequence of ECU in charge control mode. It is a figure which shows the state transition of ECU. It is a timing chart of SOC during charge control.

  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 vehicle 1 equipped with a control device according to the present embodiment. The vehicle 1 includes a high-voltage power supply 10, a system main relay (SMR) 11, a power control unit (PCU) 20, a motor generator (MG) 30, a power transmission gear 40, drive wheels 50, a DC / DC converter. 60, a low-voltage power supply 70, an auxiliary machine load 80, and a control device (ECU) 100.

  The high voltage power supply 10 stores electric power for obtaining the driving force of the vehicle 1. The high voltage power supply 10 is a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The high voltage power supply 10 may be an electric double layer capacitor.

  High-voltage power supply 10 is connected to PCU 20 via positive line PL1 and negative line NL1. The high voltage power supply 10 supplies the PCU 20 with electric power for generating the driving force of the vehicle 1. The high-voltage power supply 10 stores the electric power generated by the MG 30. The output of the high voltage power supply 10 is about 200V, for example.

  SMR 11 includes relays R1 and R2. Relays R1 and R2 are independently controlled by a control signal S1 from ECU 100, and switch between power supply and cutoff between high-voltage power supply 10 and PCU 20.

  Capacitor C1 is connected between positive line PL1 and negative line NL1, and reduces voltage fluctuation between positive line PL1 and negative line NL1.

  The PCU 20 includes a converter and an inverter. The PCU 20 is controlled by a control signal S2 from the ECU 100, converts DC power supplied from the high-voltage power supply 10 into AC power that can drive the MG 30, and outputs the AC power to the MG 30. As a result, the MG 30 is driven by the power of the high-voltage power supply 10.

  MG30 is an AC rotating electric machine, for example, a permanent magnet type synchronous motor including a rotor in which a permanent magnet is embedded.

  The output torque of the MG 30 is transmitted to the drive wheels 50 via the power transmission gear 40 and causes the vehicle 1 to travel. The MG 30 can generate power by the rotational force of the drive wheels 50 during regenerative braking of the vehicle 1. Then, the generated power is converted into power for charging the high-voltage power supply 10 by the PCU 20.

  Although FIG. 1 illustrates the case where one MG 30 is provided, a plurality of motor generators may be provided. Moreover, you may provide an engine other than MG30 as a motive power source. That is, the vehicle 1 in the present embodiment can be applied to all vehicles that obtain driving force with electric power, such as electric vehicles, hybrid vehicles, and fuel cell vehicles.

  DC / DC converter 60 is connected to positive electrode line PL1 and negative electrode line NL1. DC / DC converter 60 is controlled based on control signal S3 from ECU 100 to step down the voltage between positive electrode line PL1 and negative electrode line NL1. DC / DC converter 60 supplies a reduced voltage (about 12 V) to low-voltage power supply 70, auxiliary machine load 80, ECU 100, and the like via positive line PL3.

  The low-voltage power supply 70 is typically configured to include a lead storage battery. The low-voltage power supply 70 is also called an auxiliary battery, and stores electric power for operating the auxiliary load 80, the ECU 100, and the like. The output voltage of the low-voltage power supply 70 is lower than the output voltage of the high-voltage power supply 10 and is, for example, about 12V. Hereinafter, the devices that operate with the electric power supplied from the low-voltage power supply 70 are collectively referred to as a “low voltage system”.

  The auxiliary machine load 80 includes an air conditioning unit 81 and an audio unit 82. In addition to these, the auxiliary load 80 includes other electric loads such as lamps, wipers, and heaters (not shown).

  In the following, the auxiliary load 80 is described as a low voltage system, but a part of the auxiliary load 80 may be a high voltage auxiliary machine that operates with electric power supplied from the high-voltage power supply 10. For example, when the air conditioning unit 81 is a high-voltage auxiliary machine, the air conditioning unit 81 may be directly connected to the positive line PL1 and the negative line NL1 without using the DC / DC converter 60.

  The auxiliary machine load 80 is operated by electric power supplied from at least one of the low voltage power supply 70 and the DC / DC converter 60.

  Further, vehicle 1 includes a charging device 200 and an inlet 210 as a configuration for performing external charging for charging high voltage power supply 10 with electric power from external power supply 500.

  Inlet 210 is provided in the body of vehicle 1 in order to receive AC power from external power supply 500. Connector 410 of charging cable 400 is connected to inlet 210. The plug 420 of the charging cable 400 is connected to the outlet 510 of the external power source 500 (for example, a household power source), so that the power of the external power source 500 can be supplied to the vehicle 1 via the charging cable 400. It becomes a state.

  A pilot circuit 430 is provided inside the charging cable 400. Pilot circuit 430 operates with electric power supplied from external power supply 500 and generates a control pilot signal (hereinafter referred to as “CPLT signal”). When connector 410 is connected to inlet 210, pilot circuit 430 oscillates the CPLT signal at a predetermined duty cycle (ratio of pulse width to oscillation period). The CPLT signal is a state in which the power of the external power source 500 can be supplied to the vehicle 1 (that is, a state where the charging cable 400 is connected to both the external power source 500 and the vehicle 1 and there is no power supply interruption due to a power failure or the like). In this case, it is input to the ECU 100 via the inlet 210.

  When connector 410 is connected to inlet 210, a limit switch provided inside connector 410 is activated. As a result, the cable connection signal PISW is input from the inlet 210 to the ECU 100.

  Charging device 200 is connected to inlet 210. The charging device 200 is controlled by a control signal S4 from the ECU 100, converts AC power supplied from the inlet 210 into power that can be charged to the high-voltage power supply 10 (DC 200V or so), and supplies the positive line PL1 and the negative line NL1. Output. Thereby, the external charging described above is performed.

  Further, the vehicle 1 includes an IG switch 91, an accelerator pedal position sensor 92, a brake pedal stroke sensor 93, and a shift position sensor 94.

  The IG switch 91 is a switch for the user to input an operation for setting the vehicle 1 in a travelable state (hereinafter also referred to as “Ready-ON state”). In the Ready-ON state, since the low voltage power supply 70 and the auxiliary load 80 are electrically connected as described later, the auxiliary load 80 can be operated. When the user presses the IG switch 91 in an inoperable state (hereinafter also referred to as a “Ready-OFF state”), the IG switch 91 outputs an IGreq signal indicating that the user is requesting to enter the Ready-ON state. It outputs to ECU100. As will be described later, ECU 100 is activated in response to this IGreq signal. In the present embodiment, “activation” means changing from a stopped state (sleep state) to an operating state.

  The accelerator pedal position sensor 92 detects an operation amount AP of the accelerator pedal. The brake pedal stroke sensor 93 detects the stroke amount BS of the brake pedal.

  The shift position sensor 94 detects a position (shift position) SP of a shift lever (not shown) operated by the user.

Each of these sensors outputs a detection result to ECU 100.
ECU 100 includes a CPU (Central Processing Unit) and a memory, and inputs signals from sensors and the like and outputs control signals to each device, and controls vehicle 1 and each device. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  The ECU 100 generates the control signals S1 to S4 described above according to signals input from the sensors and the like, and outputs them to the corresponding devices. In FIG. 1, ECU 100 is a single unit, but may be divided for each function, for example.

  FIG. 2 is a schematic diagram of a start-up circuit of a low voltage system. The activation circuit includes two power switches, a main relay (MR) 71 and a plug-in main relay (PIMR) 72. MR 71 and PIMR 72 are controlled by control signals S5 and S6 from ECU 100, respectively.

  ECU 100 and charging device 200 are connected to low-voltage power supply 70 via MR 71 and also connected to low-voltage power supply 70 via PIMR 72. ECU 100 is always connected to low-voltage power supply 70 through power line PL4. On the other hand, auxiliary load 80 is connected to low voltage power supply 70 via MR 71, but is not connected to low voltage power supply 70 via PIMR 72.

  In the stopped state (sleep state), ECU 100 monitors the IGreq signal and the CPLT signal while consuming a little amount of power supplied via power line PL4.

  When the user presses the IG switch 91 in the sleep state, an IGreq signal is input to the ECU 100. In this case, the ECU 100 outputs to the MR 71 a control signal S5 that closes the MR 71. As a result, the MR 71 is closed and the electric power of the low voltage power source 70 is supplied to the low voltage system including the ECU 100. This state is the Ready-ON state. Hereinafter, the electric power supplied from the low voltage power source 70 to the ECU 100 via the MR 71 is referred to as an “IG signal”. ECU 100 is activated when this IG signal is input. Further, when the IG signal is input to the ECU 100, the MR 71 is in the closed state, so the low voltage power source 70 and the auxiliary load 80 are electrically connected, and the auxiliary load 80 is connected with the electric power of the low voltage power source 70. Can be operated. That is, when the IG signal is input to the ECU 100, the user may be operating the auxiliary load 80.

  On the other hand, when the user performs an operation (hereinafter referred to as “plug-in operation”) for connecting charging cable 400 to external power supply 500 and vehicle 1 in the sleep state, the above-described CPLT signal is input to ECU 100. In this case, the ECU 100 outputs a control signal S6 for closing the PIMR 72 to the PIMR 72. Thereby, PIMR 72 is closed, and the electric power of low-voltage power supply 70 is supplied to charging device 200 and ECU 100. At this time, since the auxiliary load 80 (such as the air conditioning unit 81 and the audio unit 82) that is not required for external charging is not started, useless power consumption is suppressed. Hereinafter, the electric power supplied from the low voltage power supply 70 to the ECU 100 via the PIMR 72 is referred to as an “IGP signal”. ECU 100 is activated not only by the above-described IG signal but also by the input of this IGP signal.

  As described above, the ECU 100 is activated when the IG signal or the IGP signal is input. In the following description, “ON” used for a signal means that the signal is in an active state, and “OFF” means that it is in an inactive state.

  FIG. 3 shows the relationship between the IG switch operation (operation in which the user presses the IG switch 91) and the IG signal. When the IG switch is operated when the IG signal is “OFF” (the IG signal is not input to the ECU 100), the IGreq signal is input to the ECU 100, and the IG signal is changed from “OFF” to “ON” (IG signal). Changes to the state in which the ECU 100 is input to the ECU 100. On the other hand, if the IG switch is operated when the IG signal is “ON”, the IG signal changes from “ON” to “OFF”. As described above, the ON / OFF switching of the IG signal is performed according to the user's IG switch operation, and is not determined by the ECU 100.

  FIG. 4 is a diagram illustrating the relationship among the plug-in operation, the IGP signal, and the CPLT signal. When a plug-in operation is performed when the IGP signal is “OFF”, the CPLT signal is input to the ECU 100, and the IGP signal changes from “OFF” to “ON”. Thereby, ECU100 is started and it will be in the state in which external charging is possible. Thereafter, when ECU 100 opens PIMR 72 at its own judgment, the IGP signal changes from “ON” to “OFF”. In this case, until the user performs an operation of disconnecting charging cable 400 from external power supply 500 or vehicle 1 (hereinafter referred to as “plug-out operation”), as long as there is no power failure of external power supply 500, as shown in FIG. The input of the CPLT signal is continued even after the signal is turned off.

  ECU 100, after startup, based on an IG signal, an IGP signal, a CPLT signal, and the like, a traveling control mode for controlling traveling of vehicle 1 and a charging control mode for performing external charging by controlling charging device 200 The control mode is selected, and each device of the vehicle 1 is controlled in the selected control mode.

  In the travel control mode, the ECU 100 closes the SMR 11 and sets the power of the high-voltage power supply 10 to the MG 30 via the PCU 20. Then, ECU 100 controls the operation of PCU 20 based on information from each sensor such as the accelerator pedal operation amount AP, and drives MG 30 with the power of high-voltage power supply 10. Thereby, the vehicle 1 travels according to the user's intention. In the traveling control mode, the operation of the charging device 200 is prohibited. Therefore, external charging cannot be performed.

  When the user presses the IG switch 91 to stop the system during the traveling control mode, the ECU 100 opens the MR 71. Along with this, the ECU 100 shifts from the operating state to the sleep state.

  On the other hand, in the charge control mode, the ECU 100 closes the SMR 11 and connects the charging device 200 and the high-voltage power supply 10. Then, ECU 100 controls the operation of charging device 200 to convert AC power from external power supply 500 into DC power that can be charged to high-voltage power supply 10. Thereby, external charging is performed.

  Further, in the charge control mode, ECU 100 allows charging apparatus 200 and DC / DC converter 60 to be controlled to operate auxiliary load 80 or charge low voltage power supply 70 using the power of external power supply 500. To do. That is, when the IG signal is “ON” in the charge control mode, the ECU 100 may control the charging device 200 to control the AC power of the external power source 500 because the user may operate the auxiliary load 80. Is converted to DC power, and the DC / DC converter 60 is controlled to step down the voltage of the power converted by the charging device 200 and supplied to the low voltage power supply 70 and the auxiliary load 80. As a result, when the charging control mode is in effect, the low voltage power supply 70 is charged with the power of the home external power supply 500, or the power of the home external power supply 500 is supplied to the auxiliary load 80 of the vehicle 1 in real time. can do. Hereinafter, operating the charging device 200 and the DC / DC converter 60 for such a purpose is also referred to as “my room charging”.

  FIG. 5 is a functional block diagram of ECU 100 when the charging mode is selected. Each functional block shown in FIG. 5 may be realized by hardware processing using an electronic circuit or the like, or may be realized by software processing such as execution of a program.

ECU 100 includes an input unit 110 and a control unit 120.
The input unit 110 receives an IG signal, a CPLT signal, and an SOC (State Of Charge) indicating the amount of electricity stored in the high-voltage power supply 10. In the following, the SOC is indicated by the ratio (percentage) of the charged amount to the full charge capacity of the high-voltage power supply 10. The SOC is calculated by another functional block (not shown) based on the voltage and current of the high-voltage power supply 10 and input to the input unit 110. Information input to the input unit 110 is sent to the control unit 120.

  Control unit 120 performs external charging in the charge control mode when the CPLT signal is “ON”. When the CPLT signal changes from “ON” to “OFF” during the charging control mode, the control unit 120 stops the charging device 200 and shuts off the high voltage with the SMR 11 opened, and then opens the PIMR 72. . Along with this, external charging is stopped and ECU 100 shifts from the operating state to the sleep state.

  Control unit 120 includes a first control unit 120A that performs external charging when the IG signal is “OFF”, and a second control unit 120B that performs external charging when the IG signal is “ON”.

  When the IG signal is “OFF”, the first controller 120 </ b> A performs external charging while prohibiting the operation of the auxiliary load 80 because the user is unlikely to operate the auxiliary load 80. Hereinafter, such charging is also referred to as “normal charging”.

  120 A of 1st control parts stop charging device 200 by control signal S4, when IG signal is "OFF" also at the time of SOC reaching target value during normal charge (when high voltage power supply 10 became a full charge state) The SMR 11 is opened by the control signal S1 to shut off the high voltage, and the PIMR 72 is opened by the control signal S6. Along with this, the ECU 100 shifts from the operating state to the sleep state.

  When the IG signal is “ON”, the second control unit 120B may be operating the auxiliary load 80 (high), and thus performs external charging while allowing the auxiliary load 80 to operate. . Such charging is the “my room charging” described above. In the my room charging, the DC / DC converter 60 is operated by the control signal S3.

  When the IG signal is maintained “ON” even when the SOC reaches the target value during the my room charging, the second control unit 120B stops the charging device 200 by the control signal S4, but the control signal S4 The SMR 11 keeps the DC / DC converter 60 operated by the control signal S3 while maintaining the closed state.

  FIG. 6 is a flowchart showing a processing procedure of the ECU 100 during the charge control mode. The process shown in this flowchart is started at a predetermined cycle time during the charge control mode. Accordingly, at the start of this process, the SMR 11 is in a closed state (on state). Each step of the flowchart (hereinafter, step is abbreviated as “S”) may be realized by hardware processing or software processing.

  In S1, ECU 100 determines whether a CPLT signal is input (CPLT = ON) or not. If CPLT = ON (YES in S1), the process proceeds to S2. Otherwise (NO in S1), the process proceeds to S10.

  In S2, ECU 100 determines whether or not an IG signal is input (IG = ON). If IG = ON (YES in S2), ECU 100 moves the process to S3 and permits the operation of auxiliary machine load 80. At this time, the DC / DC converter 60 is operated. On the other hand, if IG = OFF (NO in S2), ECU 100 moves the process to S4 and prohibits the operation of auxiliary load 80.

In S5, ECU 100 determines whether or not high voltage power supply 10 is in a fully charged state.
If high-voltage power supply 10 is not fully charged (NO in S5), ECU 100 moves the process to S6 and operates charging device 200 to perform external charging. Thereafter, the process returns to S1, and the processes after S1 are repeated. In addition, the external charge by the process of S4 and S6 is normal charge, and the external charge by the process of S3 and S6 is my room charge.

  On the other hand, when high voltage power supply 10 is fully charged by external charging (YES in S5), ECU 100 moves the process to S7 and determines whether or not the IG signal is input (IG = ON). to decide.

  If IG = ON at the time of full charge (YES in S7), there is a possibility that the user is operating auxiliary load 80 (high), so ECU 100 closes SMR 11 in S8. While maintaining the state, the operation of the charging device 200 is temporarily stopped to temporarily stop external charging, and the operation of the DC / DC converter is continued in S9.

  On the other hand, when IG = OFF when the fully charged state is reached (NO in S7), since it is unlikely that the user is operating auxiliary load 80, ECU 100 opens SMR 11 in S10. The operation of the charging device 200 is stopped and external charging is stopped. Further, ECU 100 changes PIMR 72 to the open state in S11. As a result, ECU 100 enters a sleep state, and this process ends.

FIG. 7 is a diagram illustrating state transition of the ECU 100.
When the IG signal is “OFF” during the charge control mode, normal charging is performed. When the high voltage power supply 10 is fully charged by normal charging or when a plug-out operation is performed, normal charging is stopped and the EUC 100 enters a sleep state as indicated by arrows f and g.

  On the other hand, if the user operates the IG switch to operate the auxiliary load 80 to listen to music or perform air conditioning during normal charging, the IG signal changes from “OFF” to “ON”. Thereby, as shown by the arrow a, my room charge is performed instead of normal charge. That is, the electric power from the external power source 500 is supplied to the auxiliary load 80 via the DC / DC converter 60 in addition to the high voltage power source 10. As a result, the auxiliary load 80 can be operated using the electric power of the external power source 500, so that the power consumption of the low-voltage power source 70 can be suppressed.

  When the high-voltage power supply 10 becomes fully charged due to my room charging, the ECU 100 temporarily stops the operation of the charging device 200 and temporarily stops external charging, as indicated by an arrow c. At this time, the ECU 100 maintains its own state in the operating state, not in the sleep state. Further, ECU 100 continues the operation of DC / DC converter 60 in a state where SMR 11 is maintained in the closed state. As a result, the auxiliary load 80 can be operated using the power of the high-voltage power supply 10, so that the power consumption of the low-voltage power supply 70 can be suppressed.

  When the high-voltage power supply 10 is not fully charged due to the operation of the auxiliary load 80 during the temporary stop of external charging (when the SOC becomes less than the target value), as indicated by the arrow d, the My Room Charging resumes. As a result, the reduced storage amount of the high-voltage power supply 10 can be recovered while operating the auxiliary load 80 using the power of the external power supply 500.

  Note that if the IG signal changes to “OFF” during my room charging, normal charging is performed instead of my room charging (arrow b). If a plug-out operation is performed while charging my room, the charging of my room is stopped and a sleep state is entered (arrow e).

  In the present embodiment, the most characteristic point is that the state transition indicated by arrows c and d in FIG. 7 is realized. This point will be described.

  Conventionally, when the high voltage power supply 10 is fully charged during the charge control mode, the ECU 100 is shifted to the sleep state regardless of the presence or absence of the IG signal. Therefore, subsequent external charging cannot be performed. Therefore, when operating the auxiliary load 80, the power of the low-voltage power supply 70 is forced to be consumed even though the power of the external power supply 500 can be supplied to the vehicle 1 via the charging cable 400. In the worst case, there was a risk of overdischarge of the low-voltage power supply 70 (up of the auxiliary battery).

  In contrast, in the present embodiment, when IG = ON at the time of full charge, external charging is temporarily stopped, but ECU 100 is maintained in an operating state, and SMR 11 is maintained in a closed state. In this state, the operation of the DC / DC converter 60 is continued (arrow c). Thereby, the auxiliary load 80 can be operated with the electric power of the high-voltage power supply 10 while enabling the external charging to be resumed. That is, power consumption of the low-voltage power supply 70 is suppressed.

  Then, external charging is resumed when the high voltage power supply 10 is no longer fully charged due to the operation of the auxiliary load 80 (arrow d). By this. The lowered SOC can be recovered with external power.

  FIG. 8 is a timing chart of SOC during charge control. In the example shown in FIG. 8, in order to provide hysteresis, the target value of SOC at the time of external charging is divided into target value SOC2 at the time of increasing SOC and target value SOC1 at the time of decreasing SOC (<SOC2). .

  Prior to time t1, IG = OFF and normal charging is performed. At time t1, when IG = ON and the operation of the auxiliary load 80 is started by a user operation, my room charging is started. Due to this influence, the rate of increase in SOC becomes moderate after time t1.

  When the SOC exceeds the target value SOC2 at time t2, it is determined that the battery is fully charged and the operation of the charging device 200 is stopped, but the SMR 11 is maintained in the closed state, and the operation of the DC / DC converter 60 is Maintained. As a result, the SOC starts to decrease, and when the SOC decreases to the target value SOC1 (<SOC2) at time t3, it is determined that the battery is not fully charged, and the operation of the charging apparatus 200 is resumed.

  After that, when the IG signal is turned “OFF” by the user operation at time t5 and the auxiliary machine load 80 is stopped, normal charging is started instead of my room charging.

  In the example shown in FIG. 8, a region α having a lower limit as the target value SOC2 and an upper limit as the target value SOC3 (> SOC2) is provided, and external charging is continued until the SOC during normal charging reaches the target value SOC3. The case where “push-in charging” is performed is shown. Therefore, at time t6 when the SOC reaches the target value SOC3, normal charging is stopped and the ECU 100 enters a sleep state.

  As described above, ECU 100 according to the present embodiment performs external charging when CPLT = ON. When IG = ON when the high-voltage power supply 10 becomes fully charged by external charging, the ECU 100 temporarily stops external charging, but maintains the DC / DC converter 60 in an operating state. Continue to operate. For this reason, even if it is impossible to handle a low voltage system load in a car that is being externally charged, such as a situation where it has been impossible in the past, the load on the auxiliary machine from the charger and high-voltage power supply In addition, it is possible to supply power to the low-voltage power source (auxiliary battery), and the convenience of the vehicle (user convenience and purchase incentive) can be significantly improved.

  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.

  1 Vehicle, 10 High Voltage Power Supply, 11 SMR, 20 PCU, 30 MG, 40 Power Transmission Gear, 50 Drive Wheel, 60 Converter, 70 Low Voltage Power Supply, 80 Auxiliary Load, 81 Air Conditioning Unit, 82 Audio Unit, 91 Switch, 92 Accelerator Pedal position sensor, 93 brake pedal stroke sensor, 94 shift position sensor, 100 ECU, 110 input unit, 120 control unit, 120A first control unit, 120B second control unit, 200 charging device, 210 inlet, 400 charging cable, 410 Connector, 420 plug, 430 pilot circuit, 500 external power supply, 510 outlet, C1 capacitor, NL1 negative line, PL1, PL3 positive line, PL4 power line, R1, R2 relay.

Claims (6)

A control device for a vehicle,
The vehicle is
A power storage device for storing electric power for obtaining driving force;
A charging device that converts external power supplied from an external power source into power that can be charged into the power storage device;
An auxiliary battery,
An auxiliary load operable by using electric power supplied from at least one of the power storage device, the charging device, and the auxiliary battery ; and
A converter that converts a voltage supplied from at least one of the power storage device and the charging device into a voltage capable of operating the auxiliary load ,
The controller is
A first signal is input when the external power source is connected to the vehicle and power can be supplied to the vehicle, and a second signal is input when there is a possibility that the user is operating the auxiliary load. An input part to be input;
Based on the first and second signals, a control unit that operates the charging device to charge the power storage device with the external power and controls its own operating state ,
The control unit starts the external charging in response to the first signal, and stops the external charging when there is no second signal at the time of full charging when the storage amount of the power storage device reaches a target value. If the second signal is present at the time of full charge when the second signal is present, the converter is operated while temporarily stopping the external charging while maintaining the self-operating state, and the power of the power storage device is reduced. A vehicle control apparatus that uses the auxiliary load to operate . Before SL controller, said storage amount by Rukoto actuates the auxiliary load using power before Kigaibu charging said power storage device by actuating the converter into the temporary stop is less than the target value when it becomes resumes the external charging control apparatus for a vehicle according to claim 1. 2. The vehicle control device according to claim 1 , wherein the control unit activates the converter when the second signal is present during execution of the external charging, and stops the converter when the second signal is absent. . The vehicle further includes a switching device that switches connection and disconnection between the power storage device and the auxiliary load,
The control unit maintains the switching device in a connected state during the execution of the external charging, disconnects the switching device when there is no second signal at the time of full charging, and sets the switching device at the time of full charging. The vehicle control device according to claim 1 , wherein when there is a second signal, the switching device is maintained in a connected state. The external power is supplied to the vehicle via a charging cable,
The first signal is a pilot signal generated when the charging cable is connected to the external power source and the vehicle and the external power source is capable of supplying power to the vehicle.
2. The vehicle control device according to claim 1, wherein the second signal is a signal generated when the auxiliary battery and the auxiliary load are electrically connected. 3. A control method performed by a vehicle control device,
The vehicle is
A power storage device for storing electric power for obtaining driving force;
A charging device that converts external power supplied from an external power source into power that can be charged to the power storage device and outputs the power to the power storage device;
An auxiliary battery,
An auxiliary load operable by using electric power supplied from at least one of the power storage device, the charging device, and the auxiliary battery ; and
A converter that converts a voltage supplied from at least one of the power storage device and the charging device into a voltage capable of operating the auxiliary load ,
The control method is:
A first signal indicating that the external power source is connected to the vehicle and is capable of supplying power to the vehicle and a second signal indicating that the user may be operating the auxiliary load are input. Determining whether or not
Based on the first, second signals, it viewed including the step of controlling the operating state of the external charging performed with the control device for charging the power storage device by operating the external power the charging device,
The step of controlling the execution of the external charging and the operating state of the control device starts the external charging according to the first signal, and at the time of full charging when the amount of power stored in the power storage device reaches a target value. When there is no second signal, the external charging is stopped to put itself in a stopped state, and when there is the second signal at the time of full charge, the external charging is temporarily stopped while maintaining the operating state. A vehicle control method comprising : operating the converter while operating the auxiliary load using electric power of the power storage device .

Images