JP6332131B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle including a driving battery configured to be rechargeable using electric power supplied from an external power source and a temperature raising device that heats the driving battery.

  Japanese Patent Laying-Open No. 2005-339980 (Patent Document 1) discloses a traveling battery (driving battery) configured to be able to be charged using electric power supplied from an external power source, and a heater (heating unit) that heats the driving battery. An electric vehicle equipped with a warming device is disclosed. In this electric vehicle, either the output power of the AC / DC converter that converts AC power supplied from an external power source into DC power or the output power of the DC / DC converter that steps down the voltage supplied from the driving battery. The heater can be operated with such electric power.

JP 2005-339980 A JP 2013-172536 A

  In the electric vehicle disclosed in Patent Document 1, when an AC / DC converter having a small maximum output is adopted from the viewpoint of power conversion efficiency and cost, the output power of the AC / DC converter alone is not sufficient for the operation of the heater. It is assumed that Therefore, in addition to the output power of the AC / DC converter, it is necessary to supply the output power of the DC / DC converter and the auxiliary battery to the heater. However, when the DC / DC converter cannot be used for some reason, there is a concern that a large amount of electric power of the auxiliary battery is taken out and the amount of power stored in the auxiliary battery is depleted.

  The present invention has been made to solve the above-described problems, and its object is to raise the temperature of the driving battery by operating the temperature raising device while maintaining the charged amount of the auxiliary battery within a predetermined range. It is to be.

  (1) An electric vehicle according to the present invention is an electric vehicle that can be connected to an external power source, and includes a driving battery that stores electric power for generating vehicle driving force, and a driving power line to which the driving battery is connected. An auxiliary battery for storing electric power for operating an auxiliary machine of an electric vehicle, an auxiliary power line to which the auxiliary battery is connected, and a driving battery using electric power supplied from the auxiliary power line. A heating device for heating, a power receiving unit to which external power supplied from an external power source is input, a charging power line for supplying external power input to the power receiving unit to the driving battery, and power of the charging power line Alternatively, a first converter that converts the voltage and outputs it to the auxiliary power line, a second converter that converts the voltage of the driving power line and outputs the converted voltage to the auxiliary power line, a temperature raising device, a first converter, and And a control device for controlling the second converter. The control device performs the first temperature increase control when it is necessary to increase the temperature of the driving battery in a state where external power is input to the power receiving unit. The first temperature increase control operates the first converter to operate the temperature increasing device using the output power of the first converter and the output power of the auxiliary battery and the first converter. In this control, the temperature raising device is stopped and the charging operation of charging the auxiliary battery using the output power of the first converter is alternately repeated.

  According to such a configuration, when it is necessary to raise the temperature of the driving battery while external power is input to the power receiving unit, the first temperature raising control is performed. During the first temperature raising control, the temperature raising operation and the charging operation are alternately repeated. During the temperature raising operation, the temperature raising device is operated using the output power (external power) of the first converter and the output power of the auxiliary battery. As a result, the temperature of the driving battery is increased, but the power storage amount of the auxiliary battery is reduced. On the other hand, during the charging operation, the temperature raising device is stopped and the auxiliary battery is charged using the output power (external power) of the first converter. Therefore, the amount of power stored in the auxiliary battery that has been reduced by the temperature raising operation is recovered by the external power. As a result, even when the maximum output of the first converter is smaller than the electric power required to operate the temperature raising device and the second converter cannot be used, the charged amount of the auxiliary battery is maintained within a predetermined range. The temperature of the driving battery can be raised by operating the temperature raising device.

  (2) Preferably, the control device performs the first temperature rise control when the temperature raising device cannot be operated using the output power of the second converter, and uses the output power of the second converter. When the temperature raising device can be operated, the second converter is operated, and the second temperature raising control for operating the temperature raising device using the output power of the second converter is executed.

  If the first temperature rise control in which the increase or decrease in the amount of power stored in the auxiliary battery is repeated is frequently performed, there is a concern that the auxiliary battery may deteriorate early. However, according to the above configuration, the control device executes the second temperature rise control instead of the first temperature rise control when the temperature raising device can be operated using the output power of the second converter. . As a result, the temperature of the driving battery can be raised, and the number of executions of the first temperature raising control can be reduced to suppress early deterioration of the auxiliary battery.

  (3) Preferably, the control device executes the first temperature increase control when the temperature of the driving battery is lower than the first threshold temperature, and the temperature of the driving battery is equal to or higher than the first threshold temperature. The second temperature rise control is performed by operating the second converter and operating the temperature raising device using the output power of the second converter.

  If the first temperature rise control in which the increase or decrease in the amount of power stored in the auxiliary battery is repeated is frequently performed, there is a concern that the auxiliary battery may deteriorate early. However, according to the above configuration, the control device determines whether or not the second converter cannot be used based on the temperature of the driving battery. When the temperature of the driving battery is equal to or higher than the first threshold temperature, it is determined that the second converter can be used, and the second temperature increase control is executed instead of the first temperature increase control. Therefore, it is possible to suppress the early deterioration of the auxiliary battery by reducing the number of executions of the first temperature increase control while raising the temperature of the driving battery.

  (4) Preferably, when the temperature of the drive battery rises to a second threshold temperature higher than the first threshold temperature after starting execution of the first temperature rise control, the control device performs the first temperature rise control. Is stopped and the second temperature rise control is executed.

  If the first temperature rise control in which the increase or decrease in the amount of power stored in the auxiliary battery is repeated for a long time, there is a concern that the auxiliary battery may deteriorate early. However, according to the above configuration, when the temperature of the driving battery is increased to the second threshold temperature higher than the first threshold temperature by the first temperature increase control after the execution of the first temperature increase control is started. Then, it is determined that the second converter can be used, and switching from the first temperature rise control to the second temperature rise control is performed. Therefore, while the temperature of the driving battery is raised, the execution time of the first temperature raising control can be reduced and early deterioration of the auxiliary battery can be suppressed.

1 is an overall configuration diagram of a vehicle. It is a figure which shows the use of DC / DC converter and an AC / DC converter, and the difference in a characteristic. It is a figure which shows an example of the change of the battery temperature for a drive etc. by temperature rising control. It is a flowchart which shows the flow of a process of a control apparatus.

  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 configuration diagram of a vehicle 1 according to the present embodiment. The vehicle 1 includes a high-voltage power line (drive power line) LP1, LN1, a drive battery 10, a system main relay (hereinafter also referred to as "SMR") 11, a monitoring unit 12, a DC / DC converter 20, a low-voltage System power lines (auxiliary power lines) LP2, LN2, auxiliary battery 30, monitoring unit 31, heater 40, heater relay 41, charging power lines LCA, LCP, LCN, charger 50, charging The relay 52, the inlet 51, the AC / DC converter 60, and the control apparatus 100 are provided.

  The vehicle 1 is an electric vehicle that generates a vehicle driving force by operating a motor (not shown) with electric power stored in the driving battery 10. The vehicle 1 may include an engine as a driving force source in addition to the motor. That is, the vehicle 1 may be an electric vehicle or a hybrid vehicle.

  The driving battery 10 is a secondary battery that stores electric power of a relatively high voltage (hereinafter also referred to as “high-voltage voltage”) for operating the motor. The driving battery 10 includes, for example, a lithium ion battery cell, a nickel hydride battery cell, and the like.

  The high-voltage power lines LP1 and LN1 (positive line LP1 and negative line LN1) are power lines for supplying power from the driving battery 10 to the motor, and are connected to the driving battery 10 via the SMR 11.

  The SMR 11 is opened and closed according to a control signal from the control device 100. When the SMR 11 is closed, the driving battery 10 is connected to the high-voltage power lines LP1 and LN1, and power can be supplied from the driving battery 10 to the high-voltage power lines LP1 and LN1. When the SMR 11 is opened, the driving battery 10 is disconnected from the high-voltage power lines LP1 and LN1, and power cannot be supplied from the driving battery 10 to the high-voltage power lines LP1 and LN1.

  The monitoring unit 12 monitors the state of the driving battery 10, specifically the temperature of the driving battery 10 (hereinafter also referred to as “driving battery temperature Tb” or simply “battery temperature Tb”), current, and voltage, The result is output to the control device 100.

  The auxiliary battery 30 is a secondary battery that stores electric power of a relatively low voltage (hereinafter also referred to as “low-voltage voltage”) for operating auxiliary machines such as the heater 40 and the control device 100. The auxiliary battery 30 typically includes a lead storage battery.

  Low-voltage power lines LP 2 and LN 2 (positive line LP 2 and negative line LN 2) are power lines for supplying power from the auxiliary battery 30 to each auxiliary machine, and are connected to the auxiliary battery 30.

  The monitoring unit 31 monitors the state of the auxiliary battery 30, specifically, the current, voltage, and temperature of the auxiliary battery 30, and outputs the result to the control device 100.

  The DC / DC converter 20 steps down the high-voltage voltage of the high-voltage power lines LP1 and LN1 to a low-voltage voltage and outputs the voltage to the low-voltage power lines LP2 and LN2. Thereby, the high-voltage power is also supplied to the low-pressure system. The DC / DC converter 20 is controlled based on a control signal from the control device 100.

  The heater 40 is connected to the low-voltage power lines LP2 and LN2 via the heater relay 41, and generates the Joule heat using the power supplied from the low-voltage power lines LP2 and LN2, thereby heating the driving battery 10 from the outside. To do.

  The heater relay 41 is opened and closed according to a control signal from the control device 100. When the heater relay 41 is closed, the heater 40 is connected to the low-voltage power lines LP2 and LN2, and the heater 40 is activated. When the heater relay 41 is opened, the heater 40 is disconnected from the low-voltage power lines LP2 and LN2, and the heater 40 is stopped.

  The inlet 51 is configured to be connectable to the connector 201 of the external power source 200. When the connector 201 of the external power source 200 is connected to the inlet 51, power from the external power source 200 (hereinafter also referred to as “external power”) is input to the inlet 51. In the following, the case where the external power source 200 is an AC power source will be described. However, the external power source 200 may be a DC power source (such as a solar system or a rapid DC charging device).

  Charging power lines LCA, LCP, LCN are power lines for supplying external power input to the inlet 51 to the driving battery 10. The charging power line LCA is an AC power line that connects the inlet 51 and the charger 50. Charging power lines LCP and LCN (positive line LCP and negative line LCN) are DC power lines that connect charger 50 and driving battery 10.

  The charger 50 is controlled by a control signal from the control device 100, converts the power (AC power) of the charging power line LCA into DC power that can be charged to the driving battery 10, and outputs it to the charging power lines LCP and LCN. To do. Thereby, the driving battery 10 is charged by the external power. Hereinafter, charging the driving battery 10 with external power is referred to as “external charging”.

  The charging relay 52 is opened and closed according to a control signal from the control device 100. When the charging relay 52 is closed, the charger 50 is connected to the driving battery 10 and can be externally charged. When the charging relay 52 is opened, the charger 50 is disconnected from the driving battery 10 and external charging becomes impossible. The charging relay 52 is housed in the driving battery pack together with the driving battery 10, the monitoring unit 12, the SMR 11, the heater 40, and the heater relay 41.

  AC / DC converter 60 converts AC power of charging power line LCA (external power before power conversion by charger 50) into DC power of a voltage that can be supplied to the auxiliary machine, and supplies the voltage to low-voltage power lines LP2 and LN2. Output. Thereby, a part of the external power is supplied to the low-voltage system without passing through the driving battery 10. AC / DC converter 60 is controlled based on a control signal from control device 100.

  Furthermore, the vehicle 1 includes a plurality of sensors (all not shown) that detect information necessary for controlling the travel of the vehicle 1, such as the accelerator pedal position and the vehicle speed. Each sensor outputs a detection result to the control device 100.

  The control device 100 includes a CPU (Central Processing Unit) and a memory, and controls each device of the vehicle 1 according to information stored in the memory, detection results of each sensor, and the like. In FIG. 1, the control device 100 is a single unit, but may be divided for each function.

  When the external power source 200 is connected to the inlet 51, the control device 100 closes the charging relay 52 and activates the charger 50 to start external charging. Control device 100 stops charger 50 and terminates external charging when the amount of power stored in drive battery 10 reaches a target value due to external charging.

  When the driving battery temperature Tb falls below a threshold temperature T1 (for example, minus 40 ° C.) at which the electrolyte of the driving battery 10 freezes, the control device 100 opens the SMR 11 and disconnects the driving battery 10. Charging / discharging of the battery 10 is prohibited.

  As described above, vehicle 1 according to the present embodiment includes two converters, DC / DC converter 20 and AC / DC converter 60, as converters that supply power to the low-voltage system.

  FIG. 2 is a diagram exemplarily showing applications and characteristics of the DC / DC converter 20 and the AC / DC converter 60. The DC / DC converter 20 is mainly used for supplying electric power to the auxiliary machine when the vehicle is traveling. Since many auxiliary machines need to be operated when the vehicle is traveling, the maximum output (unit: watts) of the DC / DC converter 20 is set to a relatively large value. As a result, the maximum output of the DC / DC converter 20 is larger than the heater power consumption (the power required for the operation of the heater 40).

  On the other hand, the AC / DC converter 60 is mainly used for supplying power to the auxiliary machine during external charging. Since the number of auxiliary machines that need to be operated during external charging is smaller than when the vehicle is running, the maximum output of the AC / DC converter 60 is set to a relatively small value. As a result, the maximum output of the AC / DC converter 60 is smaller than the heater power consumption.

  In the example shown in FIG. 2, the power conversion efficiency of the AC / DC converter 60 is higher than the power conversion efficiency of the DC / DC converter 20.

  When the vehicle 1 having the above configuration is left in an extremely low temperature environment during external charging or after external charging, the driving battery temperature Tb decreases, and the output performance (outputtable power) of the driving battery 10 is reduced. It will be in a lowered state. In such a state, even if the user tries to run the vehicle 1 next time, sufficient electric power cannot be supplied from the drive battery 10 to the motor, and there is a concern that the motor running performance is deteriorated.

  Therefore, in the state in which external power is input to inlet 51 (hereinafter also referred to as “plug-in state”), control device 100 has battery temperature Tb lower than a predetermined temperature increase request temperature T0 (for example, minus 10 ° C.). In this case, in order to ensure the motor running performance, the heater relay 41 is closed and the heater 40 is operated to increase the temperature of the driving battery 10 (hereinafter also referred to as “temperature increase control”). At this time, if the heater 40 is operated only with the electric power of the auxiliary battery 30, there is a concern that the amount of power stored in the auxiliary battery 30 may be exhausted early.

  In view of such a point, when executing temperature increase control in the plug-in state, the control device 100 operates the AC / DC converter 60 to supply external power to the low-voltage system (hereinafter referred to as “temperature increase control mode A”). And a mode in which the DC / DC converter 20 is operated to supply the electric power of the driving battery 10 to the low-voltage system (hereinafter referred to as “temperature increase control mode B”).

  FIG. 3 is a diagram showing an example of changes in driving battery temperature Tb, power storage amount of auxiliary battery 30 (hereinafter also referred to as “auxiliary battery SOC”), and operating state of heater 40 by temperature increase control according to the present embodiment. It is. With reference to FIG. 3, the contents of temperature increase control in temperature increase control mode A and temperature increase control mode B will be described in detail.

  At time t1 when the plug-in state is reached, the driving battery temperature Tb is lower than the threshold temperature T1 (for example, minus 40 ° C.). In this case, since there is a possibility that the electrolyte of the driving battery 10 is frozen, as described above, the SMR 11 is opened and charging / discharging of the driving battery 10 is controlled in a controlled manner. Therefore, the DC / DC converter 20 cannot operate.

  Therefore, at time t1, control device 100 selects temperature increase control mode A for operating AC / DC converter 60 instead of temperature increase control mode B for operating DC / DC converter 20. Thereby, even if the DC / DC converter 20 cannot operate, the output power of the AC / DC converter 60 can be supplied to the heater 40.

  During the temperature increase control mode A, the control device 100 keeps the AC / DC converter 60 in operation, so that the auxiliary battery SOC is maintained between the control lower limit value S1 and the control upper limit value S2. Switch between on and off.

  When the heater relay 41 is closed and the heater 40 is operated at time t1, not only the output power of the AC / DC converter 60 but also the output power of the auxiliary battery 30 is supplied to the heater 40. This is because the maximum output of the AC / DC converter 60 is smaller than the heater power consumption (see FIG. 2 described above), and the power shortage is output from the auxiliary battery 30 to the heater 40. Therefore, when the heater 40 is operated during the temperature increase control mode A, the driving battery temperature Tb increases, but the auxiliary battery SOC decreases.

  When auxiliary battery SOC decreases to control lower limit S1 at time t2, control device 100 opens heater relay 41 while operating AC / DC converter 60, and temporarily stops heater 40. Thereby, auxiliary battery 30 is charged with the output power of AC / DC converter 60, and auxiliary battery SOC rises. Thereby, exhaustion of auxiliary battery SOC can be avoided.

  When auxiliary battery SOC reaches control upper limit S2 at time t3, control device 100 operates heater 40 again. Thereby, drive battery temperature Tb rises again, and auxiliary battery SOC falls again. When auxiliary battery SOC decreases to control lower limit S1 again at time t4, control device 100 temporarily stops heater 40 again.

  Thus, during the temperature increase control mode A, the heater 40 is operated using the output power of the AC / DC converter 60 and the output power of the auxiliary battery 30 while the AC / DC converter 60 is operated. The temperature raising operation and the charging operation for stopping the heater 40 and charging the auxiliary battery 30 using the output power of the AC / DC converter 60 are alternately repeated. Therefore, driving battery temperature Tb can be gradually increased while maintaining auxiliary battery SOC in the range between control lower limit value S1 and control upper limit value S2 to avoid depletion of auxiliary battery SOC.

  However, since the change (increase / decrease) in the auxiliary battery SOC is repeated as described above during the temperature increase control mode A, if the temperature increase control in the temperature increase control mode A is executed for a long time, the auxiliary battery 30 is quickly released. There is concern about the deterioration.

  Therefore, control device 100 starts from temperature increase control mode A to temperature increase control mode at time t5 when drive battery temperature Tb increases to threshold temperature T2 that is higher than threshold temperature T1 and lower than required temperature increase T0. Switch to B. During the temperature increase control mode B, the control device 100 operates the DC / DC converter 20 and closes the heater relay 41 to operate the heater 40. At this time, control device 100 adjusts the output power of DC / DC converter 60 such that auxiliary battery SOC is maintained at control upper limit value S2. As a result, the driving battery temperature Tb can be raised, and the execution time of the temperature increase control mode A accompanied by increase / decrease in the auxiliary battery SOC can be reduced to suppress early deterioration of the auxiliary battery 30. it can.

  Although not shown in FIG. 3, when the driving battery temperature Tb in the plug-in state is lower than the temperature increase required temperature T0 and higher than the threshold temperature T1, the DC / DC converter 20 is turned on. Since it is in an operable state, control device 100 selects temperature increase control mode B instead of temperature increase control mode A from the beginning of temperature increase control. Therefore, the number of executions of temperature increase control mode A accompanied by increase / decrease in auxiliary battery SOC can be reduced, and early deterioration of auxiliary battery 30 can be suppressed.

  FIG. 4 is a flowchart showing a flow of processing when the control device 100 performs the temperature rise control. This flowchart is started when the plug-in state is entered.

  In step (hereinafter, step is abbreviated as “S”) 10, control device 100 determines whether or not drive battery temperature Tb is lower than required temperature increase temperature T0.

  If drive battery temperature Tb is higher than temperature increase request temperature T0 (NO in S10), control device 100 ends the process because it is not necessary to perform temperature increase control.

  If drive battery temperature Tb is lower than required temperature rise T0 (YES in S10), control device 100 determines in S11 whether drive battery temperature Tb is lower than threshold temperature T1. .

  If drive battery temperature Tb is higher than threshold temperature T1 (NO in S11), DC / DC converter 20 is ready for use, so control device 100 raises temperature in temperature rise control mode B in S15. To do. That is, as described above, the control device 100 operates the DC / DC converter 20 and closes the heater relay 41 to operate the heater 40.

  When drive battery temperature Tb is lower than threshold temperature T1 (YES in S11), DC / DC converter 20 cannot be used. Therefore, control device 100 increases in temperature increase control mode A in S13. Do the temperature. That is, as described above, control device 100 operates AC / DC converter 60, and operates and stops heater 40 so that auxiliary battery SOC is maintained between control lower limit value S1 and control upper limit value S2. (See FIG. 3).

  In S14, control device 100 determines whether or not drive battery temperature Tb has risen to threshold temperature T2 (T1 <T2 <T0) due to the temperature increase in temperature increase control mode A. If drive battery temperature Tb has not risen to threshold temperature T2 (NO in S14), the process returns to S13, and the temperature increase in temperature increase control mode A is continued.

  When drive battery temperature Tb rises to threshold temperature T2 (YES in S14), control device 100 stops the temperature increase in temperature increase control mode A, moves the process to S15, and uses temperature increase control mode B. Raise the temperature.

  In S16, control device 100 determines whether or not drive battery temperature Tb has risen to temperature increase request temperature T0 due to the temperature increase in temperature increase control mode B. If drive battery temperature Tb has not increased to temperature increase request temperature T0 (NO in S16), control device 100 returns the process to S15 and continues the temperature increase in temperature increase control mode B.

  When drive battery temperature Tb rises to temperature increase request temperature T0 (YES in S16), control device 100 stops the temperature increase in temperature increase control mode B and ends the process.

  As described above, the control device 100 according to the present embodiment increases the temperature when it is necessary to increase the temperature of the driving battery 10 in the plug-in state and when the DC / DC converter 20 cannot be used. The temperature increase control by the control mode A is executed. During the temperature increase control mode A, the temperature increase operation for operating the heater 40 using the output power of the AC / DC converter 60 and the output power of the auxiliary battery 30, and the heater 40 is stopped to stop the AC / DC converter 60. The charging operation for charging the auxiliary battery 30 using the output power is alternately repeated. Therefore, while the temperature of the driving battery 10 is raised by the temperature raising operation, the storage amount of the auxiliary battery 30 reduced by the temperature raising operation can be recovered by the external power. As a result, it is possible to raise the temperature of the driving battery 10 by operating the heater 40 while maintaining the charged amount of the auxiliary battery 30 within a predetermined range.

<Modification>
The above-described embodiment can be modified as follows, for example.

  (1) In the above-described embodiment, the temperature increase control mode A and the temperature increase control mode are determined depending on whether or not the DC / DC converter 20 can be used in S11, S13, and S15 of FIG. Either B or B was selected.

  However, the temperature increase in the temperature increase control mode A may be executed regardless of whether the DC / DC converter 20 can be used. Even if it deform | transforms in this way, the battery 40 for a drive can be heated up by operating the heater 40, maintaining the electrical storage amount of the auxiliary battery 30 in a predetermined range at least.

  (2) In the above-described embodiment, it is determined in S11 of FIG. 4 whether or not the DC / DC converter 20 can be used based on the driving battery temperature Tb.

  However, the method for determining whether or not the DC / DC converter 20 can be used is not limited to this. For example, the DC / DC converter 20 can be used on the basis of whether or not the DC / DC converter 20 itself has failed, or whether or not an off failure has occurred that is fixed when the SMR 11 is open. It may be determined whether or not.

  (3) In the above-described embodiment, as a converter that supplies external power to the low-voltage system without passing through the driving battery 10, the AC power of the charging power line LCA is converted into DC power and the low-voltage power lines LP2, LN2 The AC / DC converter 60 is used.

  However, the converter that supplies external power to the low-voltage system without passing through the driving battery 10 is not limited to the AC / DC converter 60. For example, instead of the AC / DC converter 60, the voltage of the DC power of the charging power lines LCP and LCN (external power after power conversion by the charger 50) is converted into a low voltage voltage, and the low voltage power line LP2 , A DC / DC converter that outputs to LN2 may be employed.

  (4) In the above-described embodiment, two converters of the DC / DC converter 20 and the AC / DC converter 60 are provided as converters for supplying power to the low-voltage system, but the number of converters is three or more. It may be.

  Further, the above-described embodiment and its modifications can be combined as appropriate within the technically possible range.

  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 Drive Battery, 11 System Main Relay (SMR), 12, 31 Monitoring Unit, 20 DC / DC Converter, 30 Auxiliary Battery, 40 Heater, 41 Heater Relay, 50 Charger, 51 Inlet, 52 Charging Relay, 60 AC / DC converter, 100 control device, 200 external power supply, 201 connector, LCA, LCN, LCP charging power line, LN1, LP1 high voltage system power line, LN2, LP2 low voltage system power line.

Claims (4)

An electric vehicle that can be connected to an external power source,
A driving battery for storing electric power for generating vehicle driving force;
A driving power line to which the driving battery is connected;
An auxiliary battery for storing electric power for operating an auxiliary machine of the electric vehicle;
An auxiliary power line to which the auxiliary battery is connected;
A temperature raising device that heats the driving battery using electric power supplied from the auxiliary power line;
A power receiving unit to which external power supplied from the external power source is input;
A charging power line for supplying the external power input to the power receiving unit to the driving battery;
A first converter that converts the power or voltage of the charging power line and outputs the converted power or voltage to the auxiliary power line;
A second converter that converts the voltage of the driving power line and outputs the converted voltage to the auxiliary power line;
A controller for controlling the temperature raising device, the first converter and the second converter;
The control device performs first temperature increase control when it is necessary to increase the temperature of the driving battery in a state where the external power is input to the power receiving unit,
In the first temperature raising control, the temperature raising operation for operating the first converter and operating the temperature raising device using the output power of the first converter and the output power of the auxiliary battery, and An electric vehicle that is a control that alternately repeats a charging operation of stopping the temperature raising device while operating the first converter and charging the auxiliary battery using the output power of the first converter.   The control device performs the first temperature rise control when the temperature raising device cannot be operated using the output power of the second converter, and uses the output power of the second converter. When the temperature raising device can be operated, the second converter is operated, and the second temperature raising control for operating the temperature raising device using the output power of the second converter is executed. The electric vehicle as described in.   The control device performs the first temperature increase control when the temperature of the driving battery is lower than a first threshold temperature, and when the temperature of the driving battery is equal to or higher than the first threshold temperature. 2. The electric vehicle according to claim 1, wherein a second temperature increase control is performed to operate the second converter and operate the temperature increasing device using output power of the second converter.   When the temperature of the driving battery rises to a second threshold temperature higher than the first threshold temperature after starting execution of the first temperature increase control, the control device performs the first temperature increase control. The electric vehicle according to claim 3, which stops and executes the second temperature raising control.

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