JP6048278B2 - Vehicle charging control device - Google Patents

Description

  The present invention relates to a charge control device for a battery (secondary battery) mounted on a hybrid vehicle or the like.

  In a series-type hybrid vehicle including an engine-driven generator and a traveling motor, power generation by the generator is controlled so that the remaining capacity of the battery is maintained within a predetermined range. In this type of vehicle, the driving motor is driven by the electric power from the battery, so the input / output power of the battery greatly affects the driving performance of the vehicle.

  The most significant factor that reduces the battery input / output power is the temperature of the battery, and the input / output power significantly decreases as the temperature decreases. For this reason, in cold regions and the like, the temperature of the battery is raised by a heater, thereby suppressing the decrease in the input / output power of the battery. Patent Document 1 proposes an invention relating to a battery warm-up control device that warms up a battery by alternately switching between a charge mode and a discharge mode when the battery is lower than a set temperature.

JP 2006-174597 A

  However, even when a heater is used, sufficient charge / discharge cannot be expected until the battery temperature rises. Further, as in Patent Document 1, when the battery is warmed up by alternately switching between the charging mode and the discharging mode, the power output period (discharge mode) exists, so that the remaining capacity of the battery is recovered early. It ’s difficult. In addition, if charging / discharging is repeated beyond the power that can be input / output before sufficient warm-up is performed, the battery may be deteriorated.

  The present invention has been made in view of the above circumstances, and by making it possible to charge relatively well without being influenced by the battery temperature, in particular, the battery remaining capacity at a low temperature or the like can be quickly increased. The purpose is to provide technology that contributes to recovery.

In battery charging, continuous DC power is normally supplied to the battery. However, when pulsed DC current is supplied to the battery, a decrease in input / output power of the battery can be suppressed even at low temperatures. This has been found in recent research. The present invention focuses on this point. That is, the present invention includes an AC generator, a battery, an inverter that converts AC power output from the AC generator into DC power, charges the battery, and supplies the battery to electrical equipment, and a temperature of the battery. And a control means for controlling the operation of the inverter and the output of the vehicle electrical component , wherein the inverter converts the AC power into continuous DC power and outputs the first conversion. A second conversion unit that converts the AC power into continuous DC power including a ripple component, and a part of the continuous DC power is set to the threshold value based on a threshold signal associated with the output of the vehicle electrical component. A third converter that converts and outputs a continuous DC power of a corresponding magnitude, and the second converter is configured to convert the lip converted from the AC power by the second converter. The ripple component is extracted by subtracting the DC power corresponding to the threshold value converted by the third converter from the DC power including the component, and the ripple component is binarized to generate rectangular pulse-shaped DC power. And when the temperature detected by the temperature detecting means is within a specific range, the control means charges the battery with the continuous DC power output from the first converter , and the detected temperature becomes the detected temperature. When out of a specific range, the rectangular pulsed DC power output from the second converter is charged to the battery, and the continuous DC power output from the third converter is supplied to the vehicle electrical component. The inverter is controlled to be supplied . The “vehicle electrical component” in the present invention is an electrical component (car navigation system, audio system, etc.), a PTC heater, or a low-voltage battery in the section for carrying out the invention.

According to this charging control device, continuous DC power is supplied to the battery in a specific temperature range where the temperature is appropriate in view of the charging performance of the battery, and in other temperature ranges, for example, the low temperature range, the battery It is possible to supply pulsed direct-current power to the battery, thereby improving the charging performance of the battery in a low temperature range (outside the specific temperature range). That is, the battery can be charged satisfactorily without being influenced by the temperature of the battery. Furthermore, according to this charging control apparatus, it becomes possible to supply power other than the power charged in the battery to the vehicle electrical components among the AC power generated by the AC generator, and the AC power can be effectively utilized. . In addition, by controlling the power consumption of the vehicle electrical components in accordance with the engine output that changes depending on the outside air temperature or the like, it is possible to generate pulsed DC power within the power input / output range of the battery. In addition, it is possible to rationally generate pulsed DC power by using a ripple component included in DC power.

In the charging control apparatus having the third conversion unit, the third conversion unit is a continuous DC power that is capable of directly supplying power to the vehicle electrical component. It is preferable that the power is converted into the following power.

According to this configuration, it is possible to supply power (continuous DC power) from the inverter to the vehicle electrical components without providing a transformer or the like separately from the inverter, in other words, without accompanying energy loss due to the transformation. It becomes.

Further, in each of the charge control devices, it is preferable that the control means controls the inverter so as to change a duty ratio of the rectangular pulsed DC power according to a temperature detected by the temperature detection means. It is.

That is, since the charging efficiency of the battery changes depending on the temperature of the battery, the battery in the low temperature range (outside the specific temperature range) can be changed by changing the duty ratio of the rectangular pulsed DC power according to the temperature of the battery. It is possible to effectively improve the charging performance.

  As described above, according to the present invention, it is possible to charge the battery relatively well without being influenced by the battery temperature. Therefore, it is possible to reduce the remaining battery capacity at a low temperature while suppressing the battery deterioration. It is possible to recover quickly.

It is a block diagram which shows the hybrid vehicle by which the charging control apparatus which concerns on this invention is mounted. It is a block diagram which shows the structure of the inverter which concerns on 1st Embodiment. (A) is a figure which shows the alternating voltage waveform output from a motor generator, (b) is a figure which shows the direct current voltage waveform after half-wave rectification, (c) is the direct current voltage waveform after pressure | voltage rise FIG. (A) is a figure which shows the relationship between the DC power waveform after pressure | voltage rise, and a threshold value, (b) is a figure which shows a pulse-shaped DC power waveform, (c) is supplied to an electrical component etc. FIG. It is a block diagram which shows the structure of the inverter which concerns on 2nd Embodiment. (A) is a figure which shows the one-phase alternating current voltage waveform taken out from the three-phase alternating current power output from a motor generator, (b) is a figure which shows the direct current voltage waveform after half-wave rectification. (A) is a figure which shows the relationship between a DC power waveform and a threshold value, (b) is a figure which shows a pulse-shaped DC power waveform. (A) is a figure which shows the two-phase alternating current voltage waveform taken out from the three-phase alternating current power output from a motor generator, (b) is a figure which shows the direct current voltage waveform after half-wave rectification, c) is a diagram showing a DC voltage waveform after boosting.

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
(First embodiment)
FIG. 1 shows a schematic configuration of a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a charge control device according to the present invention.

  The vehicle 1 is a so-called series type hybrid vehicle. The vehicle 1 includes an engine 10, a motor generator 12 (corresponding to an AC generator of the present invention) connected to the output shaft of the engine 10, a traveling motor 16, and electric power generated by the motor generator 12 or traveling. And a high voltage battery 14 in which the electric power regenerated by the motor 16 is stored (charged). In this example, the motor generator 12 includes a U-phase, V-phase, and W-phase coil, and a three-phase AC rotating electric machine that outputs three-phase AC power of 24 V by driving the engine 10 is applied. The high-voltage battery 14 is a secondary battery having a high voltage (up to 300 V) and a large capacity capable of relatively rapid charging / discharging. For example, a lithium ion battery is applied. In this example, the high voltage battery 14 corresponds to the battery of the present invention.

  An inverter 18 is provided between the motor generator 12, the high voltage battery 14 and the traveling motor 16. The electric power generated by the motor generator 12 is supplied to the high voltage battery 14 and / or the traveling motor 16 via the inverter 18, and the discharged power from the high voltage battery 14 is supplied to the motor generator 12 and / or the traveling motor 16. Supplied.

  The travel motor 16 is driven by being supplied with at least one of the generated power of the motor generator 12 and the stored power (discharge power) of the battery 14. The driving force of the traveling motor 16 is transmitted to the left and right front wheels 22 that are driving wheels via the differential device 20, and the vehicle 1 travels. The engine 10 is used only for power generation by the motor generator 12. In this example, the engine 10 is, for example, a twin-rotor (2-cylinder) hydrogen engine, but the type of the engine 10 is not limited to a hydrogen engine, and may be a gasoline engine, a diesel engine, or the like.

  A high-voltage PTC heater 24 and a DC / DC converter 26 are further connected to the inverter 18, and a low-voltage battery 28 and electrical components (car navigation system, audio, etc.) 30 are connected via the DC / DC converter 26. ing. Furthermore, a low-pressure PTC heater 32 is connected to the DC / DC converter 26 as necessary. As a result, the generated power of the motor generator 12 or the regenerative power of the traveling motor 16 is supplied to the PTC heater 24 via the inverter 18, and the low-voltage battery 28, the electrical component 30 and the PTC are connected via the DC / DC converter 26. It is supplied to the heater 32.

  The low voltage battery 28 is a secondary battery of a low voltage (maximum 16V), and in this example, a general lead battery is applied as a vehicle battery. The low-voltage battery 28 is not suitable for rapid charging / discharging, but can store a relatively large amount of electric power. The DC / DC converter 26 steps down the maximum 300 V power output from the inverter 18 to 16 V, supplies it to the electrical component 30 or the PTC heater 32, and supplies it to the low voltage battery 28 as necessary.

  The vehicle 1 is further controlled based on input signals from various sensors to control the traveling motor 16 so that the traveling state requested by the driver can be obtained, and the electric power necessary for the vehicle 1 is ensured. A controller 36 (corresponding to the control means of the present invention) that controls the engine 10 and the inverter 18 is mounted.

  The controller 36 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that includes, for example, a RAM and a ROM, and stores programs and data, And an input / output (I / O) bus for inputting and outputting. Various information is input to the controller 36 from sensors provided in the vehicle 1. If it demonstrates to the range required for description of this invention, the vehicle 1 is provided with the temperature sensor 15 (equivalent to the temperature detection means of this invention) for detecting the temperature of the high voltage battery 14, This temperature sensor 15 is input to the controller 36. The controller 36 outputs an appropriate command value to the inverter 18 and the PTC heaters 24 and 32 based on the input signal (input information) from the temperature sensor 15, so that the batteries 14 and 28, the travel motor 16, and the PTC are output. The power supply to the heaters 24 and 32 and the electrical component 30 is controlled.

  FIG. 2 functionally shows a specific configuration of the inverter 18 within a range necessary for explaining the present invention. As shown in the figure, the inverter 18 includes a rectifier circuit 40, a first booster circuit 42, a relay circuit 44, a comparison circuit 46, and the like.

  The rectifier circuit 40 is a three-phase half-wave rectifier circuit, and performs half-wave rectification on the 24 V three-phase AC power output from the motor generator 12 via the U-phase, V-phase, and W-phase AC output lines. , Which converts to continuous DC power. 3A shows a three-phase AC voltage waveform output from the motor generator 12, and FIG. 3B shows a DC voltage waveform after three-phase half-wave rectification.

  The first booster circuit 42 boosts the voltage of the DC power output from the rectifier circuit 40. Specifically, as shown in FIG. 3C, the voltage of the DC power is increased from 24 V to 300 V, that is, the voltage level of the high voltage battery 14 and the traveling motor 16.

  The relay circuit 44 selectively connects the first booster circuit 42 to the first path L1 or the second path L2, and is based on the input of a switch switching signal (control signal) from the controller 36. The booster circuit 42 is switched to a state where it is connected to the first path L1 or a state where it is connected to the second path L2. As shown in FIG. 2, the first path L1 is a path that directly connects the first booster circuit 42 to the traveling motor 16, the high-voltage battery 14, and the like, while the second path L2 is the first path L1. This is a path for connecting the booster circuit 42 to the high voltage battery 14, the PTC heater 24, and the like via the comparison circuit 46.

  The comparison circuit 46 is provided in the second path L2. The comparison circuit 46 generates pulsed DC power by outputting a part of DC power (continuous DC power) output from the first booster circuit 42 to the PTC heater 24. Specifically, the controller 36 sets the output of the PTC heater 24 based on the DC power output from the first booster circuit 42, so that the PTC heater 24 out of the DC power output from the first booster circuit 42. The surplus power obtained by subtracting the power consumption due to becomes a pulse. At this time, although a voltage drop slightly occurs in the comparison circuit 46, the current value basically decreases. That is, the voltage of the DC power output from the first booster circuit 42 is caused by the change in the voltage of the AC power before conversion, the fluctuation in the output voltage of the motor generator 12 caused by the fluctuation in driving of the engine 10, and the like. A ripple (pulsation) component as shown in (a) is included. The comparison circuit 46 binarizes the ripple component based on a threshold signal (control signal) associated with the output of the PCT heater 24 provided from the controller 36, as shown in FIG. Then, pulsed DC power having a substantially constant amplitude is generated and output to the high voltage battery 14.

  On the other hand, to the vehicle electrical components such as the PTC heater 24, the low voltage battery 28 and the electrical components (car navigation system, audio, etc.) 30 connected via the DC / DC converter 26, the first booster circuit shown in FIG. Continuous DC power as shown in FIG. 4C is supplied by subtracting the pulsed DC power shown in FIG. 4B output to the high-voltage battery 14 from the DC power output from 42. .

  The second booster circuit boosts the voltage of the pulsed DC power obtained by the comparison circuit 46, and boosts the voltage of the pulsed DC power to 300V as shown in FIG.

  Next, the control of the inverter 18 by the controller 36 and the function and effect thereof will be described.

  The controller 36 starts the engine 10 according to the SOC (State Of Charge) state of the high voltage battery 14 and the output of the traveling motor 16, and charges the high voltage battery 14 with a part of the generated power of the motor generator 12. Specifically, based on the detected temperature T of the temperature sensor 15, when the detected temperature T is within a predetermined optimum temperature range (5 ° C. <T <55 ° C.), the controller 36 sends a switch switching signal to the relay circuit 44. Is output, the first booster circuit 42 of the inverter 18 is connected to the first path L1. The optimum temperature range is a temperature range in which the high voltage battery 14 can be appropriately charged with continuous DC power, and is set in advance according to the structure of the high voltage battery 14 and the like.

  When the first booster circuit 42 is connected to the first path L1 as described above, 300V DC power (continuous DC power) output from the first booster circuit 42 is supplied from the inverter 18 to the high-voltage battery 14. The As a result, charging of the high voltage battery 14 is promoted, and the SOC of the high voltage battery 14 is recovered.

  On the other hand, when the detected temperature T of the temperature sensor 15 is outside the above-mentioned optimum temperature range (T ≦ 5 ° C., 55 ° C. ≦ T), the controller 36 outputs a switch switching signal to the relay circuit 44, and the first booster circuit 42 is connected to the second path L2. When the first booster circuit 42 is thus connected to the second path L 2, a part of the 300 V DC power (continuous DC power) output from the first booster circuit 42 is pulsed via the comparison circuit 46. And is supplied to the high voltage battery 14 from the inverter 18. That is, by supplying such a pulsed direct current to the high voltage battery 14, the high voltage battery 14 is appropriately charged even when the high voltage battery 14 is out of the optimum temperature range, for example, at a low temperature. As a result, the SOC of the high voltage battery 14 can be recovered or maintained, and the degradation can be suppressed depending on the situation.

  As described above, according to the vehicle 1, when the high-voltage battery 14 is within the optimum temperature range, continuous DC power is charged to the high-voltage battery 14, while when the high-voltage battery 14 is outside the optimum temperature range, the pulse is When the DC power is charged, the high voltage battery 14 is charged relatively well without being influenced by the temperature of the high voltage battery 14. Therefore, even when the high voltage battery 14 is outside the optimum temperature range, such as at low temperatures, the remaining battery capacity can be recovered while suppressing battery deterioration.

  Moreover, according to this vehicle 1, when the high voltage battery 14 is outside the optimum temperature range, a part of the DC power (continuous DC power) output from the first booster circuit 42 is supplied to the PTC heater 24, and Since it is supplied to the low voltage battery 28 and the electrical component 30 via the DC / DC converter 26, there is also an advantage that the power generated by the motor generator 12 can be effectively utilized without waste. At this time, since the output of the PCT heater 24 can be controlled within a predetermined range, by controlling the power generated by the motor generator 12 and the PTC heater 24, the pulsed DC power can be suppressed within the allowable battery input / output power range. Can also be easily done.

  As a control method of the PTC heater 24, there are a method of changing the set temperature and air volume of the air conditioner and a method of changing the duty ratio of the PTC heater output. When a plurality of PTC heaters are mounted on the vehicle, the power consumption of the PTC heaters can be controlled by changing the number of PTC heaters used.

  In the first embodiment, the rectifier circuit 40, the first booster circuit 42, and the relay circuit 44 in the inverter 18 correspond to the first converter of the present invention, and the rectifier circuit 40, the first booster circuit 42, the relay circuit. 44 and the comparison circuit 46 correspond to the second conversion unit and the third conversion unit of the present invention.

(Second Embodiment)
FIG. 5 functionally shows the configuration of the inverter 18 according to the second embodiment within a range necessary for the description of the present invention. The configuration of the vehicle 1 according to the second embodiment is basically the same as that of the first embodiment except for points mentioned in the following description.

  As shown in the figure, the inverter 18 includes a relay circuit 50, rectifier circuits 52 to 56 (first rectifier circuit 52, second rectifier circuit 54, and third rectifier circuit 56), a comparator circuit 58, and booster circuits 60 and 64 ( The first booster circuit 60, the third booster circuit 64) and the like are included (in order to match the rectifier circuit, the second booster circuit is not used in terms of wording).

  Relay circuit 50 includes switch elements respectively corresponding to the U-phase, V-phase, and W-phase AC output lines of motor generator 12, and based on a switch switching signal (control signal) from controller 36, U-phase and V-phase. A state in which all the W-phase AC output lines are connected to the first rectifier circuit 52, and a U-phase AC output line is connected to the second rectifier circuit 54, while the other (V-phase, W-phase) AC output lines. The switch element is switched to a state of connecting to the third rectifier circuit 56.

  The first rectifier circuit 52 is a three-phase half-wave rectifier circuit, and half-wave rectifies the 24 V three-phase AC power output from the motor generator 12 via the U-phase, V-phase, and W-phase AC output lines. Thus, the AC power is converted into continuous DC power (see FIGS. 3A and 3B).

  The second rectifier circuit 54 is a single-phase half-wave rectifier circuit, and half-wave rectifies the 24 V single-phase AC power output from the motor generator 12 via the U-phase AC output line, thereby converting the AC power into the second rectifier circuit 54. It converts to 24V intermittent DC power. 6A shows a single-phase (U-phase) AC voltage waveform output from motor generator 12, and FIG. 6B shows a DC voltage waveform after single-phase half-wave rectification.

  The third rectifier circuit 56 is a two-phase half-wave rectifier circuit, and half-wave rectifies 24 V two-phase AC power output from the motor generator 12 via the V-phase and W-phase AC output lines. The AC power is converted into continuous DC power. FIG. 8A shows a two-phase (V phase, U phase) AC voltage waveform output from the motor generator 12, and FIG. 8B shows a DC voltage waveform after two-phase half-wave rectification. ing.

  The first booster circuit 60 boosts the voltage of the DC power output from the first rectifier circuit 52. Specifically, the voltage of the DC power is increased from 24 V to 300 V (see FIG. 3C), and then supplied to the traveling motor 16 and the high voltage battery 14. Similarly, the third booster circuit 64 boosts the DC power voltage output from the third rectifier circuit 56, and boosts the DC power voltage from 24 V to 300 V (see FIG. 8B). In addition to being supplied to the PTC heater 24, the low-voltage battery 28 and the electrical component 30 are supplied via the DC / DC converter 26.

  As shown in FIG. 7A, the comparison circuit 58 uses the DC power obtained by the second rectifier circuit 54 as a threshold signal (control signal) associated with the control command for the PTC heater 24 provided from the controller 36. Based on the above, binarization is performed, whereby rectangular pulsed DC power as shown in FIG. 7B is generated and supplied to the high voltage battery 14.

  In the second embodiment, the controller 36 starts the engine 10 in accordance with the output of the SOC and the traveling motor 16, and in order to charge a part of the power generated by the motor generator 12 to the high-voltage battery 14, the inverter 18 is as follows. Control etc. That is, when the detected temperature T of the temperature sensor 15 is within the optimum temperature range (5 ° C. <T <55 ° C.), by outputting a switch switching signal to the relay circuit 44, the U-phase, V All the AC output lines of the phase and the W phase are connected to the first rectifier circuit 52.

  When all the AC output lines are connected to the first rectifier circuit 52 in this way, 24V three-phase AC power output from the motor generator 12 is converted into continuous DC power in the first rectifier circuit 52, and The voltage of the DC power is boosted to 300 V in the first booster circuit 60 and then supplied to the high voltage battery 14. As a result, charging of the high voltage battery 14 is promoted, and the SOC of the high voltage battery 14 is recovered.

  On the other hand, when the detected temperature T of the temperature sensor 15 is outside the above-mentioned optimum temperature range (T ≦ 5 ° C., 55 ° C. ≦ T), the controller 36 outputs a switch switching signal to the relay circuit 44 and the U-phase AC While the output line is connected to the second rectifier circuit 54, the other (V phase, W phase) AC output lines are connected to the third rectifier circuit 56.

  When the U-phase AC output line is connected to the second rectifier circuit 54, the single-phase (U-phase) AC current output from the motor generator 12 is converted into intermittent DC power in the second rectifier circuit 54. The intermittent DC power is converted into a rectangular pulsed DC current in the comparison circuit 58 and supplied to the high voltage battery 14. Thus, by supplying the pulsed direct current to the high voltage battery 14, the high voltage battery 14 is appropriately charged even when the high voltage battery 14 is outside the optimum temperature range, for example, at a low temperature. As a result, the SOC of the high-voltage battery 14 can be recovered or maintained, and the degradation can be suppressed depending on the situation.

  Further, when the V-phase and W-phase AC output lines are connected to the third rectifier circuit 56, the 24 V two-phase AC power output from the motor generator 12 is continuous DC power in the third rectifier circuit 56. The voltage of the DC power is further boosted to 300 V in the third booster circuit 64 and then supplied from the inverter 18 to the PTC heater 24. The low-voltage battery 28 and the electrical components are connected via the DC / DC converter 26. 30. As a result, of the electric power generated by the motor generator 12, electric power other than the electric power charged in the high voltage battery 14 is effectively utilized as the driving electric power for the PTC heater 24 and the like.

  Thus, also in the vehicle 1 of the second embodiment, as in the first embodiment, the high voltage battery 14 can be charged relatively well without being influenced by the temperature of the high voltage battery 14. Therefore, the remaining battery capacity can be recovered even when the high voltage battery 14 is outside the optimum temperature range, such as at low temperatures.

  In the second embodiment, the relay circuit 50, the first rectifier circuit 52, and the first booster circuit 60 in the inverter 18 correspond to the first converter of the present invention, and the relay circuit 50, the second rectifier circuit 54, and The comparison circuit 58 corresponds to the second conversion unit of the present invention. Further, the relay circuit 50, the third rectifier circuit 56, and the third booster circuit 64 correspond to the third conversion unit of the present invention.

  By the way, the vehicle 1 of each embodiment demonstrated above is an illustration of preferable embodiment of the hybrid vehicle to which the charge control apparatus which concerns on this invention was applied, Comprising: The specific structure of the vehicle 1 and the specific of a charge control apparatus are shown. Such a configuration can be appropriately changed without departing from the gist of the present invention.

  For example, in the inverter 18 of the first embodiment, the duty ratio of the pulsed DC power output from the comparison circuit 46 is constant regardless of the temperature of the high-voltage battery 14, but the duty ratio is set to the high-voltage battery 14. It may be changed according to the detected temperature. For example, the duty ratio of the DC power output from the comparison circuit 46 is increased as the detected temperature is closer to the optimum temperature range. According to this configuration, it is considered that the high-voltage battery 14 can be more efficiently charged in a temperature range outside the optimum temperature range. In this case, the threshold value (voltage value) given from the controller 36 to the inverter 18 (comparing circuit 46) is changed according to the temperature detected by the temperature sensor 15, and the lip component of the DC power is binarized. It is conceivable to change the duty ratio by changing the voltage level at the time. In addition, although the inverter 18 of 1st Embodiment was demonstrated here, it is the same also about the inverter 18 of 2nd Embodiment. That is, the duty ratio of the pulsed DC power output from the comparison circuit 58 may be changed according to the detected temperature of the high-voltage battery 14.

  Moreover, in each said embodiment, although the high voltage battery 14 is a lithium ion battery, the high voltage battery 14 is not limited to a lithium ion battery, charge falls with a fall (or rise) of temperature, and The present invention is applicable to any battery (secondary battery) having a characteristic that charging performance is improved by supplying pulsed DC power in a low temperature range (or high temperature range).

  In the above embodiment, the vehicle 1 is a series type hybrid vehicle, and the example in which the generated power (AC power) of the motor generator 12 by driving the engine 10 is converted into pulsed DC power has been described. May be a hybrid vehicle other than the series type, and in that case, a configuration may be employed in which regenerative power (AC power) generated by the motor generator during braking of the vehicle is converted into pulsed DC power. At this time, the surplus power between the power generation amount of the motor generator 12 and the output of the traveling motor 16 may be converted into pulsed DC power. Furthermore, in the said embodiment, although the case where battery temperature was low was shown as an example, you may use when the SOC of a battery is high. In that case, the cruising distance can be improved by charging a large amount of regenerative power of the traveling motor 16.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Engine 12 Motor generator 14 High voltage battery 16 Driving motor 18 Inverter 40 Rectifier circuit 42 First booster circuit 44 Relay circuit 46 Comparison circuit

Claims (3)

An alternator,
Battery,
An inverter that converts AC power output from the AC generator into DC power, charges the battery, and supplies the battery electrical components ;
Temperature detecting means for detecting the temperature of the battery;
Control means for controlling the operation of the inverter and the output of the vehicle electrical component ,
The inverter includes a first converter that converts the AC power into continuous DC power and outputs the second power, a second converter that converts the AC power into continuous DC power including a ripple component, and the continuous DC power. A third converter that converts a part of the power into continuous DC power having a magnitude corresponding to the threshold based on a threshold signal associated with the output of the vehicle electrical component,
The second conversion unit subtracts DC power having a magnitude corresponding to the threshold value converted by the third conversion unit from DC power including the ripple component converted by the second conversion unit from the AC power. Extract the component and binarize this ripple component to generate and output rectangular pulse DC power,
When the temperature detected by the temperature detection means is within a specific range, the control means charges the battery with the continuous DC power output from the first conversion unit , and when the detection temperature is outside the specific range. The rectangular pulsed DC power output from the second converter is charged to the battery, and the continuous DC power output from the third converter is supplied to the vehicle electrical component. A vehicle charging control apparatus that controls the inverter. The charge control device according to claim 1 ,
The third conversion unit converts the AC power into the continuous DC power and power having a magnitude that can be directly supplied to the vehicle electrical component. apparatus. In the charge control device according to claim 1 or 2,
The vehicle charging control apparatus according to claim 1, wherein the control means controls the inverter to change a duty ratio of the rectangular pulsed DC power in accordance with a temperature detected by the temperature detecting means.

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