JP6405644B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including an electric motor for driving a vehicle and a generator for driving an engine.

The performance of the battery for driving the vehicle mounted on the vehicle varies depending on the temperature of the usage environment. For example, the charge / discharge power when the battery temperature is low is lower than that at room temperature. Therefore, a temperature sensor and an electric heater are provided in the battery case, and the battery temperature is managed so as to be within a predetermined range.
On the other hand, in a hybrid vehicle that drives an electric motor (vehicle drive motor) using both the electric power generated by an engine-driven generator and the stored electric power of the battery, the generated electric power is assigned to the electric motor driving electric power when the battery temperature is low. be able to. In view of this, there has been proposed a technique for raising the temperature of the battery while running the vehicle using the power generated by the generator.
For example, it is conceivable to supply the generated power to an electric motor and an electric heater to drive the vehicle while raising the temperature of the battery. Alternatively, it is conceivable to increase the temperature of the battery by using Joule heat generated with charging and discharging of the battery (see Patent Document 1). By using these methods, it is possible to raise the temperature of the battery while maintaining the traveling performance of the vehicle.

JP 2012-214142 A

  However, for example, in a cryogenic environment where the battery is significantly below freezing point, the charge / discharge characteristics of the battery are greatly reduced, and deterioration due to a charging operation is particularly likely to proceed. Therefore, if charging / discharging is repeated in a state in which the battery is extremely cold, the battery life may be shortened. Further, it is conceivable that the battery is charged by regenerative electric power generated by the electric motor while the vehicle is running, even if power generation by the electric generator is stopped. Therefore, it is desirable to control the flow of power so that the battery is not charged while the vehicle is running.

  On the other hand, if the low temperature battery is electrically disconnected from the electric circuit so that charging and discharging cannot be performed, such deterioration of the battery is prevented. However, in this case, since the battery is disconnected from the electric circuit, the battery buffer effect (voltage fluctuation suppressing effect) cannot be used. That is, converters and inverters on the electric circuit are directly affected by load fluctuations, which may cause malfunction.

  One of the purposes of the present invention was devised in view of the above-described problems, and a vehicle control device that ensures the traveling performance of a vehicle while improving the protection of a battery and a connected device provided on a circuit. Is to provide. It should be noted that the present invention is not limited to this purpose, and is an operational effect that is derived from each configuration shown in “Mode for Carrying Out the Invention” to be described later. Can be positioned as a purpose.

(1) In the vehicle control device disclosed herein, an electric motor for driving a vehicle and a generator driven by an engine are arranged in a high voltage circuit, and the battery for driving the vehicle has a lower potential than the high voltage circuit. coordinated to the medium voltage circuit, as well as distribution of the auxiliary machine of the vehicle in the low voltage circuit of lower potential than the medium voltage circuit, it is interposed a transformer between the high-voltage circuit and the medium voltage circuit vehicle It is a control device.
The present control device includes a heater that operates with the power of the high-voltage circuit and raises the temperature of the battery. The control apparatus includes a modulator that is interposed on a circuit that connects the heater and the high voltage circuit, and that modulates a direct current of the high voltage circuit into a pulse signal and outputs the pulse signal to the heater.

Further, a generator control unit for generating power by the generator, and a transformer control unit for controlling the transformer, the power consumption of the motor and the transformer output supplied from the transformer to the medium voltage circuit, Prepare. Here, when the temperature of the battery is lower than a predetermined temperature, the modulator modulates a direct current of the high voltage circuit into a pulse signal and outputs the pulse signal to the heater, and the generator control unit includes the electric motor. The generator generates power equal to or greater than the sum of the power consumption and the transformer output, and the transformer control unit is configured so that the transformer output becomes an output for driving the auxiliary equipment of the vehicle. Control the transformer.
( 2 ) It is preferable that the modulator controls a pulse width of the pulse signal based on an output difference between the electric motor and the generator.
( 3 ) It is preferable that the modulator causes the heater to consume electric power obtained by subtracting electric power consumed by the electric motor from electric power generated by the electric generator.

(4 ) When the power consumption of the electric motor exceeds the power generation power of the generator, the transformer control unit preferably causes the battery to bear the power obtained by subtracting the power generation power from the power consumption.

  The transformer performs step-up and step-down between the high voltage circuit and the medium voltage circuit, and is also called an up / down converter (up / down converter). Specific examples of the modulator include a PWM controller that controls output by a PWM (Pulse Width Modulation) method, a PAM controller that controls output by a PAM (Pulse Amplitude Modulation) method, and an output by a PPM (Pulse Position Modulation) method. A PPM controller or the like that controls the above can be used.

  According to the disclosed vehicle control device, the electric motor and the heater can be driven by the electric power generated by the generator while preventing the battery from being charged, and the heater can be used as a power buffer of the high voltage circuit. In addition, it is possible to ensure the traveling performance of the vehicle while improving the protection of the battery and the connected device.

It is a figure which shows typically the structure of a 1st Example. It is a flowchart for demonstrating the procedure of the control at the time of low temperature. It is a flowchart for demonstrating the control procedure of a heater. It is a flowchart for demonstrating the control procedure of a heater.

  A vehicle control apparatus as an embodiment will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit of the present embodiment, and can be selected or combined as necessary.

[1. vehicle]
The control apparatus of this embodiment is applied to the vehicle 10 shown in FIG. This vehicle 10 is a series hybrid vehicle, and a motor 1 (electric motor), a generator 2 (generator) and an engine 11 are mounted on a power train. The engine 11 is a prime mover that drives the generator 2 to generate electric power, and is controlled so as to continue operation in a rotational speed region where engine efficiency is high as necessary. The generated power generated by the generator 2 can be directly supplied to the motor 1 via the high voltage circuit 6, and to the driving battery 3 (battery) via the up / down converter 4 (transformer). It is also rechargeable.

  The motor 1 is an electric motor that drives wheels using charging power stored in the battery 3 and generated power generated by the generator 2. The battery 3 is connected to a medium voltage circuit 7 having a maximum voltage lower than that of the high voltage circuit 6. The battery 3 is provided with a temperature sensor 15 that acquires the battery temperature. Information on the battery temperature acquired here is transmitted to the electronic control unit 9 described later.

  The high voltage circuit 6 is provided with a heater 16 and a PWM controller 17 (modulator). The heater 16 is a heater with a built-in resistor for raising the temperature of the battery 3, and is built in, for example, a battery case. The PWM controller 17 modulates the direct current of the high voltage circuit 6 into a pulse signal and outputs it to the heater 16. Here, the pulse width of the pulse signal modulated by the PWM (Pulse Width Modulation) method is adjusted, and the current (power) output to the heater 16 side is freely controlled. The operating state of the PWM controller 17 is controlled by the electronic control unit 9.

  The transformation state between the medium voltage circuit 7 and the high voltage circuit 6 is controlled in both directions by the up / down converter 4. Further, on the intermediate voltage circuit 7, a downverter 5 (step-down device) that steps down the electric power of the intermediate voltage circuit 7 and supplies it to various electrical components (auxiliaries) on the low voltage circuit 8 is interposed. . As the various electrical components described above, FIG. 1 illustrates an auxiliary battery 12, an air conditioner 13, an electronic control device 9, and other in-vehicle control devices 14.

  Regarding the high voltage circuit 6, the medium voltage circuit 7, and the low voltage circuit 8, the maximum voltage (potential) in each circuit is the highest in the high voltage circuit 6, and the potential of the medium voltage circuit 7 is lower than that in the high voltage circuit 6. The low voltage circuit 8 is the lowest. The voltage of the high voltage circuit 6 varies according to the driving voltage of the motor 1 and the generated voltage of the generator 2, and can rise up to, for example, about 600 [V] at the maximum. Further, the voltage of the intermediate voltage circuit 7 varies according to the charge / discharge voltage of the battery 3, for example, within a range of 200 to 300 [V]. On the other hand, the voltage of the low voltage circuit 8 is a voltage related to driving of various electrical components and is, for example, about 11 to 12 [V].

  In the present embodiment, when the battery temperature is lower than a predetermined temperature, low temperature control is performed in which the battery 3 is heated while preventing the battery 3 from being charged and the traveling state of the vehicle 10 is maintained. The charge / discharge state of the battery 3 is determined by the magnitude relationship between the battery voltage and the voltage of the intermediate voltage circuit 7. For example, when the up / down barter 4 supplies power higher than the battery voltage from the high voltage circuit 6 to the medium voltage circuit 7 when the downverter 5 is stopped, the power is charged in the battery 3. On the other hand, if the voltage generated by the up / down converter 4 is lower than the battery voltage, the battery 3 is not charged.

  Further, when the downverter 5 is in operation and various electrical components on the low voltage circuit 8 act as a load, the power on the medium voltage circuit 7 side is consumed on the low voltage circuit 8 side. At this time, if the battery 3 is being charged, the sum of the power consumption of the low voltage circuit 8 and the charging power of the battery 3 corresponds to the power input from the high voltage circuit 6 side. On the other hand, if the battery 3 is being discharged, the power consumption of the low voltage circuit 8 corresponds to the sum of the power input from the high voltage circuit 6 side and the discharge power of the battery 3.

  Therefore, by setting the power input from the high voltage circuit 6 side to the same value with respect to the power consumption in the low voltage circuit 8, it is possible to maintain the state in which the battery 3 is neither charged nor discharged. . Based on such characteristics, the electronic control unit 9 performs increase / decrease control of the power generated by the generator 2 and the power supplied from the up / down converter 4 to the intermediate voltage circuit 7 during the low temperature control. Thus, the power supply state in the power train of the vehicle 10 is controlled so that the traveling state of the vehicle 10 is maintained and the battery 3 is not charged.

[2. Electronic control unit]
The electronic control device 9 (control device) is a computer that comprehensively controls various devices in the power train, and is, for example, an LSI device or an embedded electronic device in which a microprocessor, ROM, RAM, and the like are integrated. In this embodiment, only low temperature control will be described. The main control targets in the low temperature control are the motor 1, the generator 2, the engine 11, the up / down converter 4, the down converter 5, and the PWM controller 17, and the respective operating states are the battery temperatures acquired by the temperature sensor 15. It is controlled according to.

  The low temperature control start condition is that the battery temperature is lower than a predetermined temperature. When the battery temperature is equal to or higher than the predetermined temperature, the normal control for running the vehicle 10 is performed while using the charging power of the battery 3 and the generated power of the generator 2 together, and the heater 16 and the PWM controller 17 are inactive. Is done. On the other hand, in the low temperature control, the vehicle 10 is caused to travel while operating various electrical components on the low voltage circuit 8 using the power generated by the generator 2. In addition to this, control is performed to operate the heater 16 and the PWM controller 17 by utilizing the output difference between the actual motor power consumption actually consumed by the motor 1 and the actual power generation actually generated by the generator 2. Is done. During the execution of the low temperature control, the state in which the battery 3 is not disconnected from the intermediate voltage circuit 7 is maintained in consideration of the buffer effect of the battery 3.

  The electronic control unit 9 includes, as functional elements for performing low temperature control, a motor control unit 9A, a generator control unit 9B, a transformer control unit 9C, a step-down controller 9D, a heater control unit 9E (modulator control). Part) is provided. These elements may be realized by an electronic circuit (hardware), or may be programmed as software, or some of these functions may be provided as hardware, and other parts may be software. It may be what you did.

  The motor control unit 9A has a function of controlling the operating state of the motor 1 so that the power consumed by the motor 1 (power consumption, target motor output) has a magnitude corresponding to the driver's required output. The magnitude of the motor output is calculated and set based on, for example, an accelerator pedal depression amount, a vehicle speed, a road surface gradient, an outside air temperature, an outside air pressure, and the like. The motor control unit 9 </ b> A has a function of calculating actual motor power consumption actually consumed by the motor 1. The actual motor power consumption is calculated based on the required output calculated in the previous calculation cycle, the actual rotation speed of the motor 1, the actual torque, and the like. Various known methods can be applied to the calculation and setting methods of the required output and actual motor power consumption.

The generator control unit 9B has a function of increasing or decreasing the generated power by controlling the operating states of the generator 2 and the engine 11. The magnitude of the generated power (generator output) of the generator 2 under low temperature control is at least the sum of the power consumption of the motor 1 and the output power supplied to the medium voltage circuit 7 side by the up / down barter 4. The value of In this embodiment, the sum of the power consumption of the motor 1 and the up / down barter output is set as the magnitude of the generated power. As a result, the motor 1 under low temperature control is driven to rotate using only the power generated by the generator 2, thereby preventing the battery 3 from being taken out.
Further, the generator control unit 9B has a function of calculating actual generated power actually generated by the generator 2. The actual generated power is calculated based on the generated power calculated in the previous calculation cycle, the actual rotational speed and actual torque of the generator 2, the actual rotational speed and actual torque of the engine 11, and the like. Various known methods can be applied to the calculation method of the generated power and the actual generated power.

  The transformer control unit 9C controls the operating state of the up / down barter 4 to increase the output power (up / down barter output, transformer output) supplied from the high voltage circuit 6 side to the medium voltage circuit 7 side. Has a function to increase or decrease the thickness. The magnitude of the output power of the up / down barter 4 under low temperature control is basically the same value as the output power supplied by the downverter 5 to the low voltage circuit 8 side. That is, the magnitude of the output power of the up / down barter 4 is controlled so that the power consumed on the low voltage circuit 8 side is supplied to the intermediate voltage circuit 7 under low temperature control. As a result, the battery 3 connected to the intermediate voltage circuit 7 is not charged or discharged, and the buffer effect is obtained.

  In addition, the transformer control unit 9C has a function of taking out insufficient power from the battery 3 when the actual generated power is lower than the actual motor power consumption under low temperature control. The power shortage can be obtained by subtracting the actual generated power from the actual motor power consumption. Further, the power obtained by subtracting the insufficient power from the downverter output is used as the up / downverter output, so that the insufficient power is taken out from the battery 3. In this way, by controlling the magnitude of the output power of the up / down barter 4 so that the power slightly lower than the power consumed on the low voltage circuit 8 side is supplied to the medium voltage circuit 7, the battery 3 is controlled. Becomes a minute discharge state. Even when the actual generated power is lower than the actual motor power consumption, when the shortage of power can be covered in the high voltage circuit 6 (for example, when the heat generated by the heater 16 is large until just before it). The battery 3 does not need to be discharged, and the output power of the up / down barter 4 may be matched with the output power of the downverter 5.

  The step-down controller 9D is configured such that the output power (downverter output, step-down output) supplied from the medium voltage circuit 7 side to the low voltage circuit 8 side corresponds to the required output of various electrical components. In addition, it has a function of controlling the operating state of the downverter 5. The required output of each electric product is calculated and set based on the type of electrical equipment that is operating at that time, the operating state of each electrical equipment, and the like. Various known methods can be applied to the calculation and setting method of the required output.

  The heater control unit 9E has a function of controlling power supplied to the heater 16 side from the high voltage circuit 6 via the PWM controller 17 (ie, heat generated by the heater 16) under low temperature control. Here, the power consumed by the heater 16 is calculated as “heat generation power” based on the output difference between the actual generated power actually generated by the generator 2 and the actual motor consumed power actually consumed by the motor 1. Is done. Two calculation methods will be described as the calculation method of the generated power based on the output difference.

  In the first method, power generated by subtracting actual motor power consumption from actual generated power is used as heat generation power. This method is easy to calculate and can simplify the control configuration. However, when the actual power generation and the actual motor power consumption match, the heater 16 is not energized. Further, when the actual generated power becomes less than the actual motor power consumption, the power of the high voltage circuit 6 is insufficient, and the insufficient power is taken out from the battery 3.

  In the second method, the predetermined reference power is always consumed by the heater 16 during the low temperature control, and the sum of the power obtained by subtracting the generated power from the actual motor power consumption and the reference power is used as the heat generated by the heater 16. It is calculated as electric power. That is, the energization amount of the heater 16 is set in advance to cover the fluctuation range of the output difference between the actual motor power consumption and the generated power. In this case, when the actual motor power consumption of the motor 1 is relatively small with respect to the actual generated power of the generator 2, the heat generation power of the heater 16 may be increased as the surplus output difference increases. On the contrary, when the actual motor power consumption of the motor 1 is relatively large with respect to the actual generated power of the generator 2, the heat generation power of the heater 16 may be reduced as the insufficient output difference increases.

  In the second method, when the heat generated by the heater 16 is less than zero, the insufficient power may be supplemented by the power taken out from the battery 3. That is, when the power consumption of the motor 1 exceeds the power generated by the generator 2, the battery 3 may be charged with a shortage of power. When the battery temperature is low, it is not desirable to charge even with a small amount of power, but with respect to discharging, a small amount of power is acceptable. Using such battery characteristics, the battery 3 may be charged only with electric power for eliminating voltage fluctuations in the high voltage circuit 6.

[3. flowchart]
FIG. 2 is a flowchart illustrating the procedure of the low temperature control. The flow in FIG. 2 is a flow for calculating a target output of various connected devices and performing control. This flow is repeatedly performed, for example, when the main power supply of the vehicle 10 is on. It is assumed that the engine 11 is in a started state. First, the motor control unit 9A calculates a target motor output (step A1), and the step-down controller control unit 9D calculates required outputs of various electrical components as downverter outputs (step A2).

  When the battery temperature is lower than the predetermined temperature (step A3), the transformer controller 9C calculates an output having the same value as the downverter output as the up / downverter output (step A4). Then, in the generator control unit 9B, an added value of the motor output and the up / down barter output is calculated as generated power (step A5), and thereafter, the motor 1, the generator 2, the up / down barter 4, the down barter 5, etc. The operation of various connected devices is controlled (step A6). On the other hand, if the battery temperature is equal to or higher than the predetermined temperature, normal control is performed (step A7). A known technique can be applied to the specific contents of the normal control, and a description thereof will be omitted.

  FIG. 3 is a flow for controlling the heater 16 using the first method, and is repeatedly executed in parallel with the flow of FIG. First, the actual motor power consumption of the motor 1 is calculated by the motor controller 9A (step B1), and the actual generated power of the generator 2 is calculated by the generator controller 9B (step B2). When the actual generated power is greater than or equal to the actual motor power consumption (step B3), the heater controller 9E calculates the power obtained by subtracting the actual motor power consumption from the actual generated power as the heat generated by the heater 16 (step B4). Then, the pulse width of the pulse signal output from the PWM controller 17 is controlled so that the generated heat power is consumed by the heater 16 (step B5).

  Further, when the actual power generation is less than the actual motor power consumption, the heat generated by the heater 16 becomes zero or less, so that the PWM controller 17 is deactivated. On the other hand, in the transformer control unit 9C, the power obtained by subtracting the actual generated power from the actual motor power consumption is calculated as the insufficient power (step B6). Then, the output obtained by subtracting the insufficient power from the downverter output is calculated as the up / downverter output so that the insufficient power is output from the battery 3, and the up / downverter 4 is controlled (step B7). As a result, the insufficient power is taken out from the battery 3 and used to drive the motor 1 of the high voltage circuit 6 and various accessories of the low voltage circuit 8.

  FIG. 4 is a flow for controlling the heater 16 using the second method, and is repeatedly executed in parallel with the flow of FIG. First, the actual motor power consumption of the motor 1 is calculated by the motor controller 9A (step C1), and the actual generated power of the generator 2 is calculated by the generator controller 9B (step C2). On the other hand, the heater controller 9E calculates the reference power of the heater 16 (step C3). The value of the reference power may be a preset fixed value or a variable value set according to the traveling state of the vehicle 10 or the battery temperature.

  When the added value of the actual generated power and the reference power is greater than or equal to the actual motor power consumption (step C4), the heater controller 9E generates the heater 16 by subtracting the actual motor power consumption from the added value of the actual generated power and the reference power. (Step C5). Then, the pulse width of the pulse signal output from the PWM controller 17 is controlled so that the generated heat power is consumed by the heater 16 (step C6). As a result, the power actually consumed by the heater 16 varies according to the power difference between the actual generated power and the actual motor power consumption. Further, even if the actual power generation is insufficient, the reference power is reduced and the motor 1 is driven accordingly, so that the power balance in the high voltage circuit 6 is balanced.

  When the added value of the actual generated power and the reference power is less than the actual motor power consumption, since the heat generated by the heater 16 is zero or less, the PWM controller 17 is deactivated. Further, in the transformer control unit 9C, the power obtained by subtracting the actual generated power and the reference power from the actual motor power consumption is calculated as insufficient power (step C7). Then, the output obtained by subtracting the insufficient power from the downverter output is calculated as the up / downverter output so that the insufficient power is output from the battery 3, and the up / downverter 4 is controlled (step C8). As a result, the insufficient power is taken out from the battery 3 and used to drive the motor 1 of the high voltage circuit 6 and various accessories of the low voltage circuit 8.

[4. effect]
(1) In the electronic control device 9 described above, the DC current of the high voltage circuit 6 is modulated into a pulse signal by the PWM controller 17 and supplied to the heater 16, so that the battery 3 that uses the power of the high voltage circuit 6 is raised. The temperature can be increased, and the temperature of the battery 3 can be raised without depending on the charge / discharge state of the battery 3.
Further, since the generated heat power consumed by the heater 16 can be freely changed by adjusting the pulse width of the pulse signal modulated by the PWM controller 17, the heater 16 is used as a power buffer for the high voltage circuit 6. can do. Thereby, the voltage fluctuation of the high voltage circuit 6 accompanying the load fluctuation of the motor 1 and the generator 2 can be absorbed, and the occurrence of malfunction of various connected devices can be prevented. Further, since the battery 3 is not disconnected from the intermediate voltage circuit 7 even during the low temperature control, the buffer effect of the intermediate voltage circuit 7 can be secured, and the up / down converter 4 The protection of the downverter 5 can be improved.

  (2) In the electronic control device 9 described above, the heater 16 is driven by the power of the high voltage circuit 6 when the battery temperature is lower than the predetermined temperature. Thereby, while preventing charging and discharging of the battery 3 at a low temperature, it is possible to raise the temperature of the battery 3 at an early stage, and to improve the protection of the battery 3. In addition, after battery temperature rises to predetermined temperature or more, the voltage fluctuation of the high voltage circuit 6 is absorbed with the battery 3, and generation | occurrence | production of malfunction of various connection apparatuses can be prevented.

  (3) In the electronic control unit 9 described above, the pulse width of the pulse signal modulated by the PWM controller 17 is controlled based on the output difference between the motor 1 and the generator 2. That is, the magnitude of the heat generated by the heater 16 is determined based on the output difference between the motor 1 and the generator 2. Such control can eliminate excess or deficiency of power in the high voltage circuit 6. Moreover, even if the outputs of the motor 1 and the generator 2 are unstable, the power balance in the high voltage circuit 6 can be balanced, and the battery 3 can be heated while ensuring the power buffer effect. .

  (4) In particular, in the heater control unit 9E, the power obtained by subtracting the actual motor power consumption of the motor 1 from the actual power generation of the generator 2 is calculated as the heat generated by the heater 16. By such calculation, fluctuations in the output difference between the motor 1 and the generator 2 can be accurately offset by the power consumption of the heater 16, and the temperature of the battery 3 is raised while ensuring the buffer effect of the high voltage circuit 6. Can do.

  (5) In the electronic control unit 9 described above, the power generated by the generator 2 under low temperature control is at least the power consumption of the motor 1 and the up / down converter 4 supplies the medium voltage circuit 7 side. The value is equal to or greater than the value added to the output power. The magnitude of the output power of the up / down barter 4 under the low temperature control is set to the same value as the output power supplied by the downverter 5 to the low voltage circuit 8 side. With these output settings, the required power on the low-voltage circuit 8 side where various accessories related to the traveling of the vehicle 10 are provided can be covered by the output of the generator 2 and the protection of the battery 3 is further improved. be able to.

  (6) The transformer control unit 9 </ b> C has a function of taking out insufficient power from the battery 3 when the actual generated power is lower than the actual motor power consumption. As described above, the battery 3 is temporarily burdened with the electric power for eliminating the voltage fluctuation of the high voltage circuit 6, thereby stabilizing the operation of the motor 1 and the generator 2 without significantly impairing the protection of the battery 3. be able to.

  Regardless of the embodiment described above, various modifications can be made without departing from the spirit of the invention. Each structure of this embodiment can be selected as needed, or may be combined appropriately.

  In the above-described embodiment, the current (electric power) supplied to the heater 16 is controlled by the PWM controller 17. However, instead of (or in addition to) this, a PAM that controls output by a PAM (Pulse Amplitude Modulation) method is used. A controller, a PPM controller that controls output by a PPM (Pulse Position Modulation) method, or the like can be used. Any controller, electronic circuit, or semiconductor device can be used as long as it modulates at least the high voltage power in the high voltage circuit 6 so as to match the resistance value of the heater 16.

  The low temperature control has been described on the premise that the control is performed in the single electronic control device 9. However, even if the functions are distributed to various control devices mounted on the vehicle 10, the control may be performed. Good. For example, in the case of a vehicle 10 that includes an engine ECU that controls the engine 11, a motor ECU that controls the motor 1, and the like, the generator control unit 9B and the motor control 9A may be distributed in each ECU. The same applies to the specific configuration for acquiring the battery temperature, and the low temperature control start condition may be determined using the battery temperature calculated by the battery ECU that manages the state of the battery 3.

1 Motor (electric motor)
2 Generator (generator)
3 battery (drive battery)
4 Up / Down converter (transformer)
6 High Voltage Circuit 7 Medium Voltage Circuit 9 Electronic Control Unit 9B Generator Control Unit 9C Transformer Control Unit 9E Heater Control Unit (Modulator Control Unit)
10 Vehicle 15 Temperature Sensor 16 Heater 17 PWM Controller (Modulator)

Claims (4)

It arranged a generator driven by the electric motor and the engine for driving the vehicle to a high voltage circuit, coordinated the battery for driving the vehicle to the voltage circuit in the potential lower than the high voltage circuit, the auxiliary of the vehicle while distribution to the low-voltage circuit of lower potential than the medium voltage circuit, in the control apparatus for a vehicle interposed transformer between said medium voltage circuit and the high voltage circuit,
A heater that operates with the power of the high-voltage circuit and raises the temperature of the battery;
A modulator that is interposed on a circuit connecting the heater and the high voltage circuit, modulates a direct current of the high voltage circuit into a pulse signal, and outputs the pulse signal to the heater;
A generator control unit for generating power by the generator, and the power output of the motor and the transformer output supplied from the transformer to the medium voltage circuit;
A transformer control unit for controlling the transformer,
When the temperature of the battery is less than a predetermined temperature,
The modulator modulates a direct current of the high voltage circuit into a pulse signal and outputs it to the heater,
The generator control unit causes the generator to generate power that is equal to or greater than the sum of the power consumption of the motor and the transformer output,
The vehicle control device , wherein the transformer control unit controls the transformer so that the transformer output becomes an output for driving an auxiliary machine of the vehicle. The modulator is based on the output difference of the electric motor and the generator, and controlling the pulse width of the pulse signal, the control apparatus for a vehicle according to claim 1. The modulator, a power obtained by subtracting the power consumption of the motor from the power generation power of the generator, characterized in that to consume to the heater, the control device for a vehicle according to claim 1 or 2 wherein. The transformer controller, when the power consumption of the motor exceeds the generated power of the generator, characterized in that to bear the electric power obtained by subtracting the generated power from the power to the battery, according to claim 1 The vehicle control device according to any one of?

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