JP2010285149A - Electric drive control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To start travel of a motor-driven vehicle with high energy efficiency. <P>SOLUTION: The electric drive control device includes: a motor-driven machine connected mechanically to an engine 11 and a driving shaft, a battery 43 for supplying electric power to the motor-driven machine; charge circuits 65, 66 connected selectively to an electric power source of a charge facility, and for charging the battery 43; and a charge control processing means for starting the charging of the battery 43 to full capacity, before starting the travel of the motor-driven vehicle. The travel of the motor-driven vehicle can be started with high energy efficiency, since the charging of the battery 43 is started to be charged to full capacity before starting the travel of the motor-driven vehicle. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an electric drive control device.

  Conventionally, an electric vehicle, for example, a hybrid type vehicle, includes an engine and a drive motor, and selects an EV travel mode in which the drive motor is driven while the engine is stopped or an HV travel mode in which the engine and the drive motor are driven. Thus, the hybrid type vehicle can be driven (see, for example, Patent Document 1).

JP-A-10-84603

  However, in the conventional hybrid type vehicle, if the hybrid type vehicle is run without sufficiently warming up the engine before starting running, for example, when the running starts, the temperature of the engine is low. Control corresponding to a low temperature such as injecting a large amount of fuel is performed. Therefore, the fuel efficiency is deteriorated, and the hybrid vehicle is caused to travel with low energy efficiency until the warm-up of the engine ends.

  An object of the present invention is to solve the problems of the conventional hybrid type vehicle and to provide an electric drive control device capable of starting the running of the electric vehicle with high energy efficiency.

  Therefore, in the electric drive control device of the present invention, the electric machine mechanically coupled to the engine and the drive wheels, the battery for supplying electric power to the electric machine, and the power source of the charging facility are selectively connected. And a charging circuit for charging the battery, and charging control processing means for starting the charging of the battery to fully charge the battery before the running of the electric vehicle is started.

  According to the present invention, in the electric drive control device, the electric machine mechanically coupled to the engine and the drive wheels, the battery for supplying electric power to the electric machine, and the power source of the charging facility are selectively connected. And a charging circuit for charging the battery, and charging control processing means for starting the charging of the battery to fully charge the battery before the running of the electric vehicle is started.

  In this case, since the battery is charged and the battery is fully charged before the electric vehicle starts to run, the electric vehicle can be started to run with high energy efficiency.

It is a block diagram which shows the electric drive control apparatus in embodiment of this invention. It is a flowchart which shows operation | movement of the front process of the electric drive control apparatus in embodiment of this invention. It is a 1st flowchart which shows operation | movement of this process of the electric drive control apparatus in embodiment of this invention. It is a 2nd flowchart which shows operation | movement of this process of the electric drive control apparatus in embodiment of this invention. It is a flowchart which shows operation | movement of the post process of the electric drive control apparatus in embodiment of this invention. It is a time chart which shows operation | movement of the electric drive control apparatus in embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, an electric drive control device for a hybrid vehicle as an electric vehicle will be described.

  FIG. 1 is a block diagram showing an electric drive control apparatus according to an embodiment of the present invention.

  In the figure, 11 is an engine, 12 is connected to a crankshaft (not shown), and an output shaft to which rotation generated by driving the engine 11 is output, and 13 is a torque input via the output shaft 12. A planetary gear unit as a differential rotating device that distributes the power, 14 is an output shaft that outputs torque distributed by the planetary gear unit 13, and 16 is connected to the planetary gear unit 13 via a transmission shaft 17, and the planetary gear unit 13 A generator (G) as a first electric machine that receives the torque distributed by the motor 25, and a drive motor (M) 25 as a second electric machine. The engine 11, the generator 16 and the drive motor 25 are mechanically connected to each other so as to be differentially rotatable and mechanically connected to the drive wheel 37 via the output shaft 18.

  The planetary gear unit 13 includes at least a sun gear (not shown) as a first differential element, a pinion (not shown) that meshes with the sun gear, and a second differential element that meshes with the pinion. A ring gear and a carrier (not shown) as a third differential element that rotatably supports the pinion are provided. The sun gear is connected to the generator 16 via the transmission shaft 17, and the ring gear is connected to the output shaft 14 and a predetermined not shown. The drive motor 25 and the carrier are connected to the engine 11 via the output shaft 12.

  A one-way clutch (not shown) is disposed between the carrier and a case (not shown), and the one-way clutch becomes free when the forward rotation from the engine 11 is transmitted to the carrier, and the generator 16 or the drive When the reverse rotation from the motor 25 is transmitted to the carrier, the motor 25 is locked to stop the rotation of the engine 11 so that the reverse rotation is not transmitted to the engine 11.

  The drive motor 25 is driven by being supplied with electric power during power running, generates torque of the drive motor 25, that is, drive motor torque and sends it to the drive wheels 37, and regenerates power by receiving rotation of the drive wheels 37 during regeneration. To do.

  The generator 16 is connected to an inverter 28 as a generator inverter, the drive motor 25 is connected to an inverter 29 as a drive motor inverter, and each of the inverters 28 and 29 is a plurality of, for example, six switching elements. The transistors are paired as a unit to form a transistor module (IGBT) for each phase, and are connected to a battery 43 as a first power source.

  In order to control the generator 16 and the drive motor 25, a drive unit control device 49 serving as a first control device is used. In order to control the engine 11, an engine control device 46 serving as a second control device is used. The drive unit control device 49 and the engine control device 46 are connected to a vehicle control device 50 as a third control device. The engine control device 46, the drive unit control device 49, and the vehicle control device 50 are all configured by a CPU, a recording device, etc. (not shown), and perform various calculations based on a predetermined program, data, etc., and function as a computer. To do. The engine control device 46 and the drive unit control device 49 constitute a lower control device for the vehicle control device 50, and the vehicle control device 50 is used for the engine control device 46 and the drive unit control device 49. A higher-level control device is configured.

  The drive unit control device 49 sends a drive signal for driving the generator 16 to the inverter 28 and a drive signal for driving the drive motor 25 to the inverter 29.

  The inverter 28 is driven according to a drive signal, receives power from the battery 43, that is, a direct current when the generator 16 is powered, generates a current of each phase, and supplies the current of each phase to the generator 16. When the generator 16 generates power, it receives a current of each phase from the generator 16 to generate a direct current and supplies it to the battery 43. In the present embodiment, power generation by the generator 16 will be described as regeneration.

  The inverter 29 is driven in accordance with a drive signal, receives electric power, that is, a direct current from the battery 43 when the drive motor 25 is powered, generates a current of each phase, and supplies the current of each phase to the drive motor 25. When the drive motor 25 is regenerated, each phase current is received from the drive motor 25 to generate a direct current, which is supplied to the battery 43.

  Reference numeral 48 denotes a DC / DC converter that converts the voltage of the battery 43 into a control voltage and applies it to the vehicle control device 50. Reference numeral 52 denotes a battery as a current detector that detects the current of the battery 43, that is, the battery current. The current sensor 53 is a voltage of the battery 43, that is, a battery voltage sensor as a voltage detector that detects the battery voltage, and 54 is a battery as a first temperature detector that detects the temperature of the battery 43, ie, the battery temperature tb. A remaining battery level detection processing unit (not shown) of the vehicle control device 50 that is a temperature sensor performs a remaining battery level detection process, and detects the remaining battery level SOC based on the battery current and the battery voltage. The remaining battery charge SOC is a value representing the amount of electricity charged as a percentage of the capacity of the battery 43 (battery capacity).

  Reference numeral 55 denotes an accelerator pedal position sensor serving as an acceleration index detector for detecting an accelerator pedal position (depression amount) representing an operation of an accelerator pedal (not shown) as a first driving operation index, that is, an accelerator pedal position; Indicates a brake pedal position (depression amount) indicating a brake pedal operation (not shown) as a second driving operation index, that is, a brake sensor as a deceleration index detection unit for detecting the brake depression amount, and 57 detects the vehicle speed v A vehicle speed sensor as a vehicle speed detection unit, 58 is a temperature of the engine 11, that is, an engine temperature sensor as a second temperature detection unit that detects the engine temperature te, and 59 is a vehicle interior temperature, that is, a room temperature tr It is a vehicle interior temperature sensor as a 3rd temperature detection part. In the present embodiment, a vehicle speed sensor 57 serving as a vehicle speed detection unit is provided, but the vehicle speed is detected based on the position of the rotor detected by the position sensor provided in the drive motor 25. can do.

  In order to switch between charging and discharging of the battery 43, a power switch 61 as a switching element is provided. The power switch 61 constitutes a switching unit that selectively connects the battery 43 to the generator 16, the drive motor 25, and a 100 [V] commercial power source (AC power source AC) 64 as a second power source. . The commercial power supply 64 is disposed in a facility that can charge the battery 43, such as a home or office, that is, a charging facility, and is detachably connected to the hybrid vehicle.

  For this purpose, the power switch 61 includes terminals a to d, and the positive side of the battery 43 is connected to the terminal a. When the terminals a and b are connected according to the instruction from the drive unit control device 49, the commercial power source 64 and the battery 43 are connected via the charging circuit 65, and the power of the commercial power source 64 is supplied to the battery 43. Can be entered. The cost of the commercial power supply 64 can be reduced by using late-night power.

  Note that an AC / DC converter (not shown) is disposed between the commercial power supply 64 and the charging circuit 65, and an alternating current is converted into a direct current. Further, an outlet (not shown) provided in the commercial power supply 64 and a plug (not shown) provided in the hybrid vehicle are brought into and out of contact with each other. A connecting member is constituted by the outlet and the plug.

  Further, when the terminals a and c are connected, the inverters 28 and 29 and the battery 43 are connected via the charging circuit 66, and the electric power generated by the generator 16 and the electric power regenerated by the drive motor 25 are supplied to the battery. 43 can be entered. Further, when the terminals a and d are connected, the inverters 28 and 29 and the battery 43 are connected via the diode D1, and are necessary for discharging the battery 43 and driving the generator 16 and the drive motor 25. Electric power can be output from the battery 43 and supplied to the generator 16 and the drive motor 25.

  In addition, 62 is an air conditioner as an air conditioner for cooling and heating the passenger compartment, 63 is a heater as a heating element that is disposed directly under the main body (case) of the engine 11 and warms up (preheats) the engine 11. The air conditioner 62 and the heater 63 are connected to the battery 43 through the DC / DC converter 67 and directly connected to the commercial power supply 64 through the plug. The engine 11, the battery 43, and the air conditioner 62 constitute a warm-up target device that is a target of warm-up.

  By the way, the characteristics of the battery 43 change depending on the temperature, and the output density and capacity density of the battery 43 cannot be sufficiently increased at low temperatures. Therefore, it is not possible to lengthen the driving time when the hybrid vehicle is traveling, and it is not possible to lengthen the cruising distance.

  Further, if the hybrid vehicle is run without sufficiently warming up the engine 11 before the hybrid vehicle starts running, the temperature of the engine 11 is low, so that the fuel is injected at a low temperature such as when more fuel is injected. Corresponding control is performed, fuel consumption is deteriorated, and the vehicle travels with low energy efficiency until the engine warm-up is completed. Further, the exhaust gas is not purified and the air is polluted by the exhaust gas.

  Therefore, in the present embodiment, the battery 43 and the engine 11 can be warmed up before the hybrid vehicle starts to travel. In this case, the hybrid vehicle starts traveling from the first departure point that becomes the charging facility, for example, home, and ends traveling at the final destination, for example, home. The battery 43 at the time of leaving the home is assumed to have a remaining battery charge SOC of 80 [%], and the remaining battery charge SOC upon arrival at the home is assumed to be 30 [%].

  In order to allow the battery 43 to be used repeatedly and economically, the maximum battery remaining amount SOCmax that can be continuously maintained for a long time is set to about 80%, and the minimum battery remaining amount is set. It is preferable to set the SOCmin to about 30%. For example, the maximum remaining battery charge SOCmax when maintaining for an extremely short time of about 10 minutes is 100 [%]. In this case, the battery 43 can be fully charged. Note that the remaining battery levels SOCmax and SOCmin vary depending on the performance, material, and the like of the battery 43.

  FIG. 2 is a flowchart showing the operation of the previous step of the electric drive control apparatus according to the embodiment of the present invention. FIG. 3 is a first flowchart showing the operation of the electric drive control apparatus according to the embodiment of the present invention. 4 is a second flowchart showing the operation of this step of the electric drive control device according to the embodiment of the present invention, FIG. 5 is a flowchart showing the operation of the subsequent step of the electric drive control device according to the embodiment of the present invention, FIG. These are time charts which show operation | movement of the electric drive control apparatus in embodiment of this invention.

  When the hybrid vehicle starts to travel at the timing t0 shown in FIG. 6, the drive condition acquisition processing means (not shown) of the vehicle control device 50 performs the drive condition acquisition processing, and the accelerator opening, the brake depression amount, the vehicle speed, the remaining battery power A drive control processing unit (not shown) of the vehicle control device 50 reads the drive conditions such as the amount SOC, performs drive control processing, and sends instructions to the engine control device 46 and the drive unit control device 49 based on the drive conditions, The engine 11, the generator 16, and the drive motor 25 are driven.

  Therefore, the remaining battery level determination processing unit as the remaining level determination processing unit (not shown) of the vehicle control device 50 performs the remaining battery level determination process as the remaining level determination process, and the remaining battery level SOC is larger than 0%. Determine whether or not.

  When the remaining battery SOC is greater than 30%, the output control processing means (not shown) of the vehicle control device 50 performs output control processing, outputs electric power from the battery 43, mainly drives the drive motor 25, The generator 16 is driven as necessary to cause the hybrid vehicle to travel with priority on the EV traveling mode. Meanwhile, the remaining battery charge SOC gradually decreases, the battery temperature tb gradually increases, and the engine temperature te gradually increases from 50 [° C.].

  During normal traveling, the hybrid motor is driven in the EV traveling mode by driving the drive motor 25. However, when a large driving force is required, such as during rapid acceleration or high-speed traveling. Is permitted to travel in the HV traveling mode in which the engine 11 is also driven. Therefore, when the hybrid type vehicle is driven only in the EV driving mode, the engine temperature te may be lowered, but the engine 11 is also driven appropriately as the HV driving mode is permitted. The engine temperature te increases.

  When the remaining battery SOC reaches 30% at timing t1, the output control processing means drives the engine 11 and the drive motor 25 to cause the hybrid vehicle to travel in the HV travel mode. Along with this, the remaining battery charge SOC changes at 30%, and the engine temperature te rises to the peak value and then reaches a constant temperature. Meanwhile, the air conditioner 62 is operated by the electric power supplied from the battery 43, and the room temperature tr is kept at a predetermined temperature, 25 [° C.] in the present embodiment.

  During this time, power generated by the drive motor 25 regenerating electric power or driving the engine 11 efficiently and generating electric power in the generator 16 is supplied to the battery 43, and the battery 43 is charged.

  Next, when the vehicle arrives at the timing t2, stops the hybrid vehicle, and turns off the start switch, the pre-process is started. At this time, the battery temperature tb and the engine temperature te are gradually lowered. The room temperature tr gradually increases from 25 [° C.] when the outside air temperature is high, and gradually decreases from 25 [° C.] when the outside air temperature is low and becomes equal to the outside air temperature.

  Then, when the driver inserts the plug into the outlet, a battery remaining amount monitoring process (not shown) of the vehicle control device 50 is performed at a predetermined set time, in this embodiment, at a timing t3 when the supply of midnight power is started. The means performs a battery remaining amount monitoring process, reads the remaining battery amount SOC, and determines whether or not the remaining battery amount SOC is a threshold (threshold) value SOCth1, which is 80% or less in the present embodiment. To do. When the remaining battery charge SOC is greater than 80 [%], a charging control processing unit (not shown) of the vehicle control device 50 performs a charging control process so that the battery 43 is not charged. Further, when the remaining battery SOC is 80% or less, the charge control processing means connects the terminals a and b of the power switch 61 and starts charging the battery 43. The threshold SOCth1 is set to the maximum remaining battery charge SOCmax that can be continuously maintained for a long time so that the battery 43 can be used repeatedly and economically.

  As the charging progresses, the remaining battery charge SOC is gradually increased, and accordingly, the input from the commercial power supply 64 is gradually decreased. During this time, the battery 43 generates heat due to the internal resistance of the battery 43 by charging, and the battery temperature tr gradually increases.

  When the remaining battery charge SOC becomes 80% or more at timing t4, the charge control processing unit stops charging and ends the previous process. In this case, since the remaining battery charge SOC is maintained at 80 [%] for a predetermined time until the next main process is started, even if it is necessary to make the hybrid vehicle suddenly travel before the timing t0. Since the remaining battery charge SOC is sufficiently large, it is possible to immediately start traveling that prioritizes the EV traveling mode of the hybrid type vehicle.

  Subsequently, in this step, warming up of the engine 11 is started at a predetermined set time, in the present embodiment, at a timing t5 set by a timer, one hour before the start of traveling of the hybrid vehicle. The Therefore, the vehicle control device 50 reads the battery temperature tb detected by the battery temperature sensor 54.

  Subsequently, the vehicle control device 50 reads the engine temperature te as the temperature for warming up the engine 11, and the engine temperature determination processing means (not shown) as the first warm-up temperature determination processing means of the vehicle control device 50 is The engine temperature determination process is performed as the warm-up temperature determination process 1, and it is determined whether or not the engine temperature te is higher than the threshold value eth1 and, in the present embodiment, 50 [° C]. If higher, the engine warm-up control processing means (not shown) as the first warm-up control processing means of the vehicle control device 50 performs the engine warm-up control processing as the first warm-up control processing, Stop energization.

Further, when the engine temperature te is 50 [° C.] or less, a temperature prediction processing unit (not shown) of the vehicle control device 50 performs a temperature prediction process, and the engine temperature te is a target temperature te ^* that represents a target value. In the embodiment, it is determined whether or not 50 [° C.] can be reached. Therefore, the temperature prediction processing means calculates a change rate Δte of the engine temperature te when a predetermined minute time elapses, and the engine temperature te can reach 50 [° C.] based on the change rate Δte. Judge whether there is.

  When the engine temperature te can reach 50 [° C.], the battery temperature determination processing means (not shown) of the vehicle control device 50 performs the battery temperature determination processing, and the battery temperature tb is 40 [° C.], which is the threshold value tbth1. When the battery temperature tb is 40 [° C.] or less, the engine warm-up control processing means supplies power from the battery 43 to the heater 63. The threshold value tbth1 is the highest battery temperature tb suitable for operating the battery 43 with sufficiently high capacity density and output density. In the case where the battery 43 is a solid electrolyte battery using P ionic liquid as an electrolyte, the threshold value tbth1 is set to 30 [° C.] in order to ensure sufficient conductivity, and a conventional organic solvent electrolyte is used. In the case of a lithium ion battery to be used, the temperature is set to 20 [° C.].

  Note that, since the heater 63 is not energized at first after this process is started, the temperature prediction processing unit determines that the engine temperature te can reach 50 [° C.].

  When the engine temperature te cannot reach 50 [° C.], the battery temperature determination processing unit determines whether or not the battery temperature tb is equal to or lower than 40 [° C.] which is the threshold value tbth1, and the battery temperature tb is 40 [ If the temperature is equal to or lower than [° C.], the heater 63 is energized from the battery 43 and the commercial power source 64. If the engine temperature te cannot reach 50 [° C.] and the battery temperature tb is higher than 40 [° C.], the heater 63 is energized from the commercial power source 64.

As described above, when the engine temperature te is equal to or lower than the target temperature te ^* and the engine temperature te can reach the target temperature te ^* simply by energizing the heater 63 from the battery 43, the heater 63 is energized. The engine 11 is warmed up, and when the engine temperature te is equal to or lower than the target temperature te ^* and the engine temperature te cannot reach the target temperature te ^* , the heater 63 is energized from the battery 43 and the commercial power source 64 to energize the engine 11. Since the engine 11 is heated and warmed up, the engine 11 can be reliably warmed up. In warming up the engine 11, when the battery temperature tb is higher than the threshold value tbth1, the heater 63 is energized from the commercial power source 64 and the heater 63 is not energized, thereby preventing the battery 43 from deteriorating. Can do.

Thus, when the engine 11 is warmed up and the engine temperature te becomes higher than the target temperature te ^* , the energization of the heater 63 is stopped.

  In the present embodiment, the air conditioner 62 can be warmed up in addition to the battery 43 and the engine 11.

  That is, after the engine 11 has been warmed up, a predetermined time has elapsed, and in the present embodiment, the timer is set at a predetermined time, 20 minutes before the start of traveling of the hybrid vehicle. Warming up of the air conditioner 62 is started at the timing t6. Therefore, the vehicle control device 50 reads the indoor temperature tr as the temperature for warming up the air conditioner 62, and the indoor temperature determination processing means (not shown) as the second warm-up temperature determination processing means of the vehicle control device 50 is 2 to determine whether the room temperature tr is within the target temperature range, that is, the threshold trth1, which is higher than 10 ° C. in the present embodiment, and , Threshold trth2, in the present embodiment, it is determined whether it is lower than 30 [° C.]. When the indoor temperature tr is higher than 10 [° C.] and lower than 30 [° C.], the air conditioner warm-up control processing means (not shown) as the second warm-up control processing means of the vehicle control device 50 An air conditioner warm-up control process is performed as a machine control process, and energization of the air conditioner 62 is stopped.

  When the indoor temperature tr is 10 [° C.] or lower or 30 [° C.] or higher, the temperature prediction processing means has an indoor temperature tr higher than 10 [° C.] and from 30 [° C.]. Determine if the lower temperature range is reachable. For this purpose, the temperature prediction processing means calculates a change rate Δtr of the indoor temperature tr when a predetermined minute time elapses, and based on the change rate Δtr, the indoor temperature tr is higher than 10 [° C.], and It is determined whether or not a temperature range lower than 30 [° C.] can be reached.

  When the room temperature tr is higher than 10 [° C.] and can reach a temperature range lower than 30 [° C.], the battery temperature determination processing means has a battery temperature tb of 40 [° C.] where the battery temperature tb is a threshold value tbth1 When the battery temperature tb is 40 [° C.] or less, the air conditioner warm-up control processing unit supplies power from the battery 43 to the air conditioner 62.

  In addition, since the air conditioner 62 is not energized at first after this process is started, the temperature prediction processing means can reach a temperature range higher than 10 [° C.] and lower than 30 [° C.]. Judge.

  When the indoor temperature tr is higher than 10 [° C.] and cannot reach the temperature range lower than 30 [° C.], the warm-up control processing means energizes the heater 63 from the commercial power source 64. In this case, it is determined whether or not the battery temperature tb is 40 [° C.] or lower. If the battery temperature tb is 40 [° C.] or lower, the air conditioner 62 is energized from the battery 43 and the commercial power source 64, and the battery temperature When tb is higher than 40 [° C.], it is possible to energize the heater 63 from the commercial power source 64.

  As described above, when the indoor temperature tr is not within the target temperature range and the indoor temperature tr can reach the target temperature range simply by energizing the air conditioner 62 from the battery 43, the air conditioner 62 can be operated from the battery 43. When the room temperature tr is not within the target temperature range and the room temperature tr cannot reach the target temperature range, the commercial power source 64 supplies power to the heater 63. Since the air conditioner 62 is operated and warmed up, the air conditioner 62 can be reliably warmed up. In warming up the air conditioner 62, when the battery temperature tb is higher than the threshold value tbth1, the commercial power source 64 energizes the air conditioner 62, and the battery 43 does not energize the air conditioner 62, thereby preventing the battery 43 from deteriorating. Can do.

  Thus, when the air conditioner 62 is warmed up and the room temperature tr falls within the target temperature range, the energization of the air conditioner 62 is stopped.

  By the way, when the engine 11 and the air conditioner 62 are warmed up, the battery 43 is discharged as the heater 43 and the commercial power supply 64 are energized from the battery 43, and the remaining battery SOC is 80%. Get smaller. In this case, if the remaining battery charge SOC becomes too small as the engine 11 and the air conditioner 62 are warmed up, the cruising distance becomes short when the hybrid type vehicle needs to run suddenly in the EV running mode. As a result, the effect of improving fuel consumption is reduced.

  Therefore, when discharging from the battery 43 or from the battery 43 and the commercial power source 64 to the heater 63 or the air conditioner 62, the battery remaining amount monitoring processing unit reads the remaining battery amount SOC, and the remaining battery amount SOC is a threshold value SOCth2. In the embodiment, it is determined whether it is less than 75%. When the remaining battery charge SOC is less than 75 [%], the charging control processing means stops energization from the battery 43 to the air conditioner 62, charges the battery 43 from the commercial power supply 64, and the remaining battery charge SOC is 80 [ %], The charging is terminated.

  In this way, when the energization from the battery 43 to the heater 63 or the air conditioner 62 and the charging to the battery 43 by the commercial power source 64 are alternately and intermittently performed, the output by the energization from the battery 43 and the output to the battery 43 are performed. The pulsation operation by the input by charge will be performed. As a result, the battery temperature tb gradually increases due to heat generated by the internal resistance of the battery 43 itself, and the battery 43 can be warmed up. The engine temperature te gradually increases in a sawtooth waveform.

  Subsequently, the warm-up of the engine 11 and the air conditioner 62 is terminated at a predetermined set time, in the present embodiment, at a timing t7 set by a timer, 10 minutes before the time when the hybrid type vehicle starts to travel. This step is finished.

  Then, a post-process is started at timing t7, and the charge control processing means of the vehicle control device 50 charges the battery 43 to full charge.

  For this purpose, the remaining battery charge monitoring means reads the remaining battery charge SOC and determines whether the remaining battery charge SOC is smaller than 100%. When the remaining battery charge SOC reaches 100 [%], the charge control processing means stops the charging of the battery 43. Subsequently, an elapsed time determination processing unit (not shown) of the vehicle control device 50 performs an elapsed time determination process, and determines whether or not a set time, in this embodiment, 10 minutes has elapsed since the charging was stopped. .

  When 10 minutes have elapsed since the charging was stopped, a discharge processing means (not shown) of the vehicle control device 50 performs a discharge control process and starts discharging the battery 43. Then, the remaining battery charge monitoring means reads the remaining battery charge SOC, and when the remaining battery charge SOC becomes 80% or less, the discharge control processing means stops discharging.

  In the present embodiment, the warm-up of the air conditioner 62 is started at the timing t6, but the operation of the air conditioner 62 can be started at the timing t7.

  As described above, in the present embodiment, since the battery 43 is charged before the hybrid vehicle starts to travel, the battery temperature tb can be increased. Therefore, the output density and capacity density of the battery 43 can be sufficiently increased. As a result, it is possible to lengthen the driving time when the hybrid vehicle travels, and to increase the cruising distance. In addition, since charging and discharging of the battery 43 are alternately repeated, the remaining battery charge SOC can be kept sufficiently high. Therefore, when it becomes necessary to make the hybrid vehicle suddenly travel, the hybrid vehicle can immediately travel in the EV travel mode.

  In addition, since the engine 11 is warmed up before the hybrid vehicle starts to travel, it is possible to prevent the engine 11 from being cold-started. Therefore, it is possible to improve the fuel efficiency when starting the running of the hybrid type vehicle, not only increase the energy efficiency, but also suppress the generation of exhaust gas.

  Furthermore, since the air conditioner 62 is warmed up before the hybrid type vehicle starts traveling, the load applied to the hybrid vehicle by the air conditioner 62 after the start of traveling can be reduced. Therefore, fuel consumption can be improved.

Next, the flowchart of FIG. 2 will be described.
Step S1 Plug into an outlet.
Step S2: Charging is started at a predetermined set time.
Step S3: The remaining battery charge SOC is read.
Step S4: It is determined whether or not the remaining battery charge SOC is 80% or less. If the remaining battery charge SOC is 80% or less, the process proceeds to step S5. If the remaining battery charge SOC is greater than 80%, the process proceeds to step S6.
Step S5: The battery 43 is charged.
Step S6: The process is terminated without charging the battery 43.
Step S7: It is determined whether the remaining battery charge SOC is greater than 80 [%]. If the remaining battery charge SOC is greater than 80%, the process proceeds to step S8, and if the remaining battery charge SOC is 80% or less, the process returns to step S5.
Step S8: The charging of the battery 43 is stopped.

Next, the flowcharts of FIGS. 3 and 4 will be described.
Step S11: Charging is started at a predetermined set time.
Step S12: Read the remaining battery charge SOC.
Step S13: The battery temperature tb is read.
Step S14 The engine temperature te is read.
Step S15: It is determined whether the engine temperature te is higher than 50 [° C.]. When the engine temperature te is higher than 50 [° C.], the process proceeds to step S16, and when the engine temperature te is 50 [° C.] or less, the process proceeds to step S17.
Step S16 The energization to the heater 63 is stopped.
Step S17: It is determined whether the engine temperature te is reachable. If the engine temperature te is reachable, the process proceeds to step S18. If the engine temperature te is not reachable, the process proceeds to step S19.
Step S18: It is determined whether the battery temperature tb is 40 [° C.] or less. When the battery temperature tb is 40 [° C.] or less, the process proceeds to step S20, and when the battery temperature tb is higher than 40 [° C.], the process proceeds to step S21.
Step S19: It is determined whether the battery temperature tb is 40 [° C.] or less. When the battery temperature tb is 40 [° C.] or less, the process proceeds to step S22, and when the battery temperature tb is higher than 40 [° C.], the process proceeds to step S23.
Step S20 The heater 43 is energized from the battery 43, and the process proceeds to Step S32.
Step S21 The heater 63 is energized from the commercial power source 64, and the process returns to Step S14.
Step S22: The heater 63 is energized from the battery 43 and the commercial power source 64, and the process proceeds to Step S32.
Step S23 The heater 63 is energized from the commercial power source 64, and the process returns to Step S14.
Step S24: Charging is started at a predetermined set time.
Step S25: The room temperature tr is read.
Step S26: It is determined whether or not the room temperature tr is higher than 10 [° C.] and lower than 30 [° C.]. If the indoor temperature tr is higher than 10 [° C.] and lower than 30 [° C.], the process proceeds to step S27, and if the indoor temperature tr is 10 [° C.] or lower or 30 [° C.] or higher, the process proceeds to step S28. move on.
Step S27: The power supply to the air conditioner 62 is stopped.
Step S28: It is determined whether or not the room temperature tr can be reached. If the room temperature tr is reachable, the process proceeds to step 29. If the room temperature tr is not reachable, the process returns to step S14.
Step S29: It is determined whether the battery temperature tb is 40 [° C.] or less. When the battery temperature tb is 40 [° C.] or less, the process proceeds to step S30, and when the battery temperature tb is higher than 40 [° C.], the process proceeds to step S31.
Step S30: Energizing the air conditioner 62 from the battery 43.
Step S31: Energizing the air conditioner 62 from the commercial power source 64 returns to Step S14.
Step S32: It is determined whether the remaining battery charge SOC is less than 75 [%]. If the remaining battery charge SOC is less than 75 [%], the process proceeds to step S33, and if the remaining battery charge SOC is 75 [%] or more, the process returns to step S14.
Step S33 The energization from the battery 43 is stopped.
Step S34: The battery 43 is charged by the commercial power source 64.
Step S35: It is determined whether the remaining battery charge SOC is greater than 80 [%]. If the remaining battery charge SOC is greater than 80%, the process returns to step S14, and if the remaining battery charge SOC is 80% or less, the process returns to step S34.

Next, the flowchart of FIG. 5 will be described.
Step S41 Charging is started at a predetermined set time.
Step S42 It waits for the remaining battery charge SOC to become smaller than 100 [%].
Step S43 The charging of the battery 43 is stopped.
Step S44: to judge whether 10 minutes have passed. If 10 minutes have passed, the process proceeds to step S45, and if not, the process returns to step S43.
Step S45 Discharge.
Step S46: It is determined whether the remaining battery charge SOC is 80% or less. When the remaining battery charge SOC is 80% or less, the process proceeds to step S47, and when the remaining battery charge SOC is greater than 80%, the process returns to step S45.
Step S47: Discharging is stopped and the process is terminated.

  In the present embodiment, the charging control processing means charges the battery 43 with the commercial power source 64 when the remaining battery charge SOC is less than 75 [%], and charges when the remaining battery charge SOC exceeds 80 [%]. Although it stops, a charge control process can be performed based on a battery voltage. In this case, when the battery voltage is lower than 3.8 [V], the charging control processing means charges the battery 43 with the commercial power source 64 and performs charging until the battery voltage becomes higher than 3.95 [V]. it can. In this case, the battery 43 is a lithium battery.

  The present invention is not limited to the embodiments described above, and various modifications can be made based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

11 Engine 16, 25 Generator 37 Drive wheel 43 Battery 62 Air conditioner 64 Commercial power supply 65, 66 Charging circuit

Claims (5)

An electric machine mechanically coupled to the engine and drive wheels;
A battery for supplying power to the electric machine;
A charging circuit that is selectively connected to a power source of a charging facility and charges the battery;
An electric drive control device comprising: charge control processing means for starting charging of a battery to fully charge the battery before starting the running of the electric vehicle.   The electric drive control according to claim 1, further comprising: a power control processing unit that uses a power that exceeds a predetermined battery remaining amount that is smaller than a battery remaining amount at the time of full charging as the battery is fully charged. apparatus.   The electric drive control device according to claim 2, wherein the power control processing unit uses power that exceeds the predetermined battery remaining amount by energizing the warm-up target device from a battery.   The electric drive control device according to claim 1, wherein the charge control processing unit stops charging when the battery is fully charged.   The electric drive control device according to claim 4, further comprising a discharge processing unit that starts discharging the battery when a set time elapses after the battery is fully charged.

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