JP2009247057A - Control device of electric vehicle - Google Patents

Control device of electric vehicle Download PDF

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Publication number
JP2009247057A
JP2009247057A JP2008088001A JP2008088001A JP2009247057A JP 2009247057 A JP2009247057 A JP 2009247057A JP 2008088001 A JP2008088001 A JP 2008088001A JP 2008088001 A JP2008088001 A JP 2008088001A JP 2009247057 A JP2009247057 A JP 2009247057A
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high voltage
voltage source
voltage battery
electric vehicle
converter
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JP2008088001A
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Yutaka Yokoyama
裕 横山
Mitsunori Ishii
光徳 石井
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Subaru Corp
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Fuji Heavy Industries Ltd
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Priority to JP2008088001A priority Critical patent/JP2009247057A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/72—Electric energy management in electromobility
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Abstract

<P>PROBLEM TO BE SOLVED: To use a high-voltage battery by sufficiently charging it while suppressing the deterioration of the high-voltage battery. <P>SOLUTION: It is determined whether a terminal voltage Vi of the high-voltage battery exceeds a prescribed voltage V1 or not (mark b) when an ignition switch is switched to an off-state (mark a). When it is determined that the terminal voltage Vi exceeds the prescribed voltage V1 for a prescribed time TO (mark c), drive states of a converter are switched (mark d), and a low-voltage battery is charged by the high-voltage battery. In continuation to this, when it is determined that the terminal voltage Vi of the high-voltage battery is lower than the a prescribed voltage V2 (mark e), the discharge of the high-voltage battery is stopped by the stop of the converter (mark f). As above, since the high-voltage battery is not left in a highly-charged state, the deterioration of the high-voltage battery can be suppressed even if the high-voltage battery is sufficiently charged and used. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、高電圧源および低電圧源を備える電気自動車の制御装置に関する。   The present invention relates to a control device for an electric vehicle including a high voltage source and a low voltage source.

駆動源として電動モータのみを備える電気自動車や、駆動源としてエンジンおよび電動モータを備えるハイブリッド型の電気自動車がある。これらの電気自動車には、電動モータに電力を供給するリチウムイオンバッテリ等の蓄電デバイスが搭載されている。このような電気自動車において、電動モータを用いて走行する際の航続距離を延ばすとともに、蓄電デバイスの小型化や軽量化を図るためには、蓄電デバイスを十分に充電して使用することが望ましい。また、蓄電デバイスからの電力は、電動モータに対して供給されるだけでなく、エアコンディショナ装置の電動コンプレッサにも供給されている。このような電動コンプレッサの駆動に備える観点からも、蓄電デバイスを十分に充電しておくことが望ましい。しかしながら、長時間に渡って蓄電デバイスを満充電状態で保持することは、蓄電デバイスを劣化させてしまう要因となっていた。   There are electric vehicles that include only an electric motor as a drive source, and hybrid electric vehicles that include an engine and an electric motor as drive sources. These electric vehicles are equipped with a power storage device such as a lithium ion battery for supplying electric power to the electric motor. In such an electric vehicle, it is desirable to sufficiently charge and use the power storage device in order to extend the cruising distance when traveling using the electric motor and to reduce the size and weight of the power storage device. Further, the electric power from the power storage device is not only supplied to the electric motor but also supplied to the electric compressor of the air conditioner device. From the viewpoint of preparing for driving such an electric compressor, it is desirable to sufficiently charge the power storage device. However, holding the power storage device in a fully charged state for a long time has been a factor that deteriorates the power storage device.

そこで、外部電源によって蓄電デバイスを充電するタイプの電気自動車においては、予め利用者が出発時刻を設定しておくことにより、この出発時刻の直前に蓄電デバイスを満充電状態まで充電する充電方法が考えられている。この充電方法によれば、満充電状態の蓄電デバイスを長期に渡って放置することがないため、蓄電デバイスの劣化を抑制することが可能となる。また、同様の問題を解決するため、バッテリの充電回路に操作スイッチを組み込み、充電電圧が低く設定される長寿命モードと、充電電圧が高く設定される高容量モードとの切換を可能にした充電回路が提案されている(例えば、特許文献１参照)。この充電回路によれば、電気自動車を走行させる際には高容量モードに設定する一方、電気自動車を駐車させる際には予め長寿命モードに設定することにより、蓄電デバイスの劣化を抑制しながら蓄電デバイスを十分に充電して使用することが可能となる。
特開２００２−７８２２２号公報 Therefore, in an electric vehicle of a type in which the power storage device is charged by an external power source, a charging method for charging the power storage device to a fully charged state immediately before the departure time by setting a departure time in advance by the user is considered. It has been. According to this charging method, a fully charged power storage device is not left for a long period of time, so that deterioration of the power storage device can be suppressed. In order to solve the same problem, an operation switch is incorporated in the battery charging circuit to enable switching between a long life mode in which the charging voltage is set low and a high capacity mode in which the charging voltage is set high. A circuit has been proposed (see, for example, Patent Document 1). According to this charging circuit, while driving the electric vehicle, the high capacity mode is set, while when the electric vehicle is parked, the long life mode is set in advance, thereby suppressing the deterioration of the power storage device. The device can be fully charged and used.
JP 2002-78222 A

しかしながら、利用者に対して出発時刻の入力操作や充電モードの切換操作を強いることは、電気自動車の使い勝手を悪化させる要因となる。また、走行に備えて蓄電デバイスを十分に充電した場合であっても、電気自動車が使用されずに蓄電デバイスが満充電状態で放置されてしまうことも考えられる。このように、利用者の操作によって蓄電デバイスの充電制御を変化させる方法では、蓄電デバイスの劣化を防止することが極めて困難となっていた。   However, forcing the user to input the departure time or change the charging mode is a factor that deteriorates the usability of the electric vehicle. In addition, even when the power storage device is sufficiently charged in preparation for traveling, it is conceivable that the power storage device is left in a fully charged state without using the electric vehicle. As described above, in the method of changing the charging control of the power storage device by the operation of the user, it has been extremely difficult to prevent the deterioration of the power storage device.

本発明の目的は、利用者に負担を強いることなく、蓄電デバイスの劣化を抑制しながら蓄電デバイスを十分に充電して使用することにある。   An object of the present invention is to sufficiently charge and use an electricity storage device while suppressing deterioration of the electricity storage device without imposing a burden on the user.

本発明の電気自動車の制御装置は、走行用の電動モータに電力を供給する高電圧源と、車両補機に電力を供給する低電圧源とを備える電気自動車の制御装置であって、前記高電圧源と前記低電圧源との間に設けられ、前記高電圧源から前記低電圧源に電力を供給するコンバータと、前記コンバータの駆動状態を制御するコンバータ制御手段と、前記高電圧源が高充電状態であるか否かを判定する判定手段とを有し、前記コンバータ制御手段は、イグニッションスイッチがオフ操作された状態のもとで、前記高電圧源の高充電状態が所定時間に渡って継続されたときに、前記コンバータを駆動して前記高電圧源から前記低電圧源に電力を供給することを特徴とする。   An electric vehicle control device according to the present invention is an electric vehicle control device including a high voltage source that supplies electric power to a traveling electric motor, and a low voltage source that supplies electric power to a vehicle auxiliary machine. A converter provided between the voltage source and the low voltage source and supplying power from the high voltage source to the low voltage source; converter control means for controlling a driving state of the converter; and Determining means for determining whether or not the battery is in a charged state, wherein the converter control means is configured so that a high charged state of the high voltage source is maintained for a predetermined time under a state in which an ignition switch is turned off. When continued, the converter is driven to supply power from the high voltage source to the low voltage source.

本発明の電気自動車の制御装置は、前記高電圧源の高充電状態とは、前記高電圧源の電圧が第１電圧値を上回る状態であり、前記コンバータ制御手段は、前記高電圧源の電圧が前記第１電圧値よりも低い第２電圧値を下回るまで、前記コンバータを駆動して前記高電圧源から前記低電圧源に電力を供給することを特徴とする。   In the control apparatus for an electric vehicle according to the present invention, the high charge state of the high voltage source is a state in which the voltage of the high voltage source exceeds a first voltage value, and the converter control means includes a voltage of the high voltage source. Until the voltage falls below a second voltage value lower than the first voltage value, the converter is driven to supply power from the high voltage source to the low voltage source.

本発明の電気自動車の制御装置は、前記イグニッションスイッチがオン操作された状態のもとでは、前記低電圧源の電圧が所定の上限電圧に達しないように、前記低電圧源を充電制御する低電圧源制御手段を有することを特徴とする。   The control apparatus for an electric vehicle according to the present invention is a low-voltage control device that controls charging of the low-voltage source so that the voltage of the low-voltage source does not reach a predetermined upper limit voltage when the ignition switch is turned on. It has a voltage source control means.

本発明の電気自動車の制御装置は、外部電源を接続して前記高電圧源を充電する際には、前記高電圧源が高充電状態に達するまで、前記高電圧源を充電制御する高電圧源制御手段を有することを特徴とする。   The control apparatus for an electric vehicle according to the present invention is configured to charge the high voltage source until the high voltage source reaches a high charge state when the high voltage source is charged by connecting an external power source. It has a control means.

本発明によれば、イグニッションスイッチがオフ操作された状態のもとで、高電圧源の高充電状態が所定時間に渡って継続されたときに、コンバータを駆動して高電圧源から低電圧源に電力を供給する。これにより、高電圧源が高充電状態で放置されないため、高電圧源の劣化を抑制しながら高電圧源を十分に充電して使用することが可能となる。しかも、高電圧源から放電された電力は低電圧源の充電に使用されることから、高電圧源の電力を無駄なく使用することが可能となる。また、利用者に対して特別な操作を強いることがないため、電気自動車の使い勝手を損なうこともない。   According to the present invention, when the high charge state of the high voltage source continues for a predetermined time under the state where the ignition switch is turned off, the converter is driven to switch the high voltage source from the low voltage source. To supply power. Accordingly, since the high voltage source is not left in a high charge state, the high voltage source can be sufficiently charged and used while suppressing deterioration of the high voltage source. In addition, since the power discharged from the high voltage source is used for charging the low voltage source, the power of the high voltage source can be used without waste. Moreover, since the user is not forced to perform a special operation, the usability of the electric vehicle is not impaired.

以下、本発明の実施の形態を図面に基づいて詳細に説明する。図１は電気自動車１０の構成を示す概略図であり、この電気自動車１０には本発明の一実施の形態である電気自動車の制御装置が設けられている。図１に示すように、車体前部には駆動源としてのモータジェネレータ(電動モータ)１１が搭載されている。このモータジェネレータ１１には歯車列１２を介して前輪駆動軸１３が連結され、前輪駆動軸１３には駆動輪としての前輪１４が連結されている。また、電気自動車１０には、モータジェネレータ１１に供給する電力を蓄えるため、高電圧源である高電圧バッテリ１５(例えば４００Ｖのリチウムイオンバッテリ)が搭載されている。なお、電気自動車１０を制動する際には、モータジェネレータ１１を発電駆動させることにより、運動エネルギーを電気エネルギーに変換して高電圧バッテリ１５に回収することが可能となる。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a configuration of an electric vehicle 10, and the electric vehicle 10 is provided with a control device for an electric vehicle according to an embodiment of the present invention. As shown in FIG. 1, a motor generator (electric motor) 11 as a drive source is mounted on the front of the vehicle body. A front wheel drive shaft 13 is connected to the motor generator 11 via a gear train 12, and a front wheel 14 as a drive wheel is connected to the front wheel drive shaft 13. The electric vehicle 10 is equipped with a high voltage battery 15 (for example, a 400 V lithium ion battery) that is a high voltage source in order to store electric power to be supplied to the motor generator 11. When braking the electric vehicle 10, the motor generator 11 is driven to generate electricity, so that kinetic energy can be converted into electric energy and recovered by the high voltage battery 15.

モータジェネレータ１１のトルクや回転数を制御するため、モータジェネレータ１１にはインバータ１６が接続されている。このインバータ１６は通電ケーブル１７，１８を介して高電圧バッテリ１５に接続されており、インバータ１６は高電圧バッテリ１５の直流電流を交流電流に変換してモータジェネレータ１１に供給する。また、インバータ１６を介して交流電流の電流値や周波数を制御することにより、モータジェネレータ１１のトルクや回転数を制御することが可能となる。なお、高電圧バッテリ１５からの直流電流を案内する通電ケーブル１７，１８にはメインリレー１９が設けられている。   In order to control the torque and rotation speed of the motor generator 11, an inverter 16 is connected to the motor generator 11. The inverter 16 is connected to the high voltage battery 15 via energization cables 17 and 18, and the inverter 16 converts the direct current of the high voltage battery 15 into an alternating current and supplies it to the motor generator 11. Further, by controlling the current value and frequency of the alternating current via the inverter 16, it is possible to control the torque and rotation speed of the motor generator 11. A main relay 19 is provided in the energizing cables 17 and 18 for guiding a direct current from the high voltage battery 15.

また、高電圧バッテリ１５には、ＤＣ／ＤＣコンバータ２０(以下、コンバータという)を介して低電圧源である低電圧バッテリ２１(例えば１２Ｖの鉛蓄電池)が接続されている。この低電圧バッテリ２１は、インバータ１６、コンバータ２０、後述する各種制御ユニット３０，３１に対して電力を供給するとともに、ヘッドライト、テールランプ、ウインカー、ブロワ等の車両補機２２に対して電力を供給する。また、コンバータ２０を介して高圧電流から低圧電流を生成することにより、高電圧バッテリ１５から低電圧バッテリ２１に対して電力を供給することが可能となる。   The high voltage battery 15 is connected to a low voltage battery 21 (for example, a 12V lead storage battery) as a low voltage source via a DC / DC converter 20 (hereinafter referred to as a converter). The low voltage battery 21 supplies power to the inverter 16, the converter 20, and various control units 30 and 31, which will be described later, and also supplies power to the vehicle auxiliary equipment 22 such as a headlight, tail lamp, turn signal, and blower. To do. Further, by generating a low voltage current from the high voltage current via the converter 20, it is possible to supply power from the high voltage battery 15 to the low voltage battery 21.

また、高電圧バッテリ１５の充放電を制御するため、高電圧バッテリ１５にはバッテリ制御ユニット(ＢＣＵ)３０が接続されている。このバッテリ制御ユニット３０は、高電圧バッテリ１５の電圧、電流、温度等に基づいて、高電圧バッテリ１５の残存容量を表す充電状態ＳＯＣ(state of charge)を算出することが可能である。また、インバータ１６の駆動状態や高電圧バッテリ１５の充放電等を制御するため、電気自動車１０には車両制御ユニット３１が設けられている。さらに、車両制御ユニット３１には、電気自動車１０を起動状態と停止状態とに切り換えるイグニッションスイッチ３２や、低電圧バッテリ２１の端子電圧を検出する電圧センサ３３等が接続されている。なお、車両制御ユニット３１、バッテリ制御ユニット３０、インバータ１６、コンバータ２０等は通信ネットワーク３４を介して相互に接続されている。   Further, a battery control unit (BCU) 30 is connected to the high voltage battery 15 in order to control charging / discharging of the high voltage battery 15. The battery control unit 30 can calculate a state of charge (SOC) representing the remaining capacity of the high voltage battery 15 based on the voltage, current, temperature, etc. of the high voltage battery 15. In addition, a vehicle control unit 31 is provided in the electric vehicle 10 in order to control the driving state of the inverter 16 and charging / discharging of the high voltage battery 15. Further, an ignition switch 32 that switches the electric vehicle 10 between a start state and a stop state, a voltage sensor 33 that detects a terminal voltage of the low voltage battery 21, and the like are connected to the vehicle control unit 31. Note that the vehicle control unit 31, the battery control unit 30, the inverter 16, the converter 20, and the like are connected to each other via a communication network 34.

続いて、図２(Ａ)および(Ｂ)は外部電源によって充電される電気自動車１０を示す説明図であり、(Ａ)には急速充電器(外部電源)３５を用いた急速充電モードが示され、(Ｂ)には家庭用電源(外部電源)３６を用いた家庭充電モードが示されている。図１および図２(Ａ)に示すように、給電ステーション等に設置される急速充電器３５を用いた急速充電モードを実行するため、車体側部には急速充電用の受電側コネクタ３７が設置されている。この受電側コネクタ３７は一対の接続端子３８，３９を有しており、一方の接続端子３８は通電ケーブル４０を介して通電ケーブル１７に接続され、他方の接続端子３９は通電ケーブル４１を介して通電ケーブル１８に接続されている。すなわち、受電側コネクタ３７の接続端子３８，３９は、高電圧バッテリ１５の正極と負極とに接続されている。   Next, FIGS. 2A and 2B are explanatory views showing the electric vehicle 10 charged by an external power source. FIG. 2A shows a quick charging mode using a quick charger (external power source) 35. (B) shows a home charging mode using a home power source (external power source) 36. As shown in FIG. 1 and FIG. 2 (A), in order to execute a quick charging mode using a quick charger 35 installed in a power supply station or the like, a power receiving side connector 37 for quick charging is installed on the side of the vehicle body. Has been. The power receiving side connector 37 has a pair of connection terminals 38, 39. One connection terminal 38 is connected to the energization cable 17 via an energization cable 40, and the other connection terminal 39 is energized via an energization cable 41. It is connected to the energization cable 18. That is, the connection terminals 38 and 39 of the power receiving side connector 37 are connected to the positive electrode and the negative electrode of the high voltage battery 15.

また、急速充電器３５から延びる充電ケーブル４２には給電側コネクタ４３が設けられており、この給電側コネクタ４３には受電側コネクタ３７の接続端子３８，３９に対応する一対の接続端子４４，４５が設けられている。そして、高電圧バッテリ１５を急速充電する際には、受電側コネクタ３７に対して給電側コネクタ４３を接続することにより、急速充電器３５によって生成された充電電流が高電圧バッテリ１５に対して供給される。また、急速充電器３５は通信ネットワーク３４に接続されており、高電圧バッテリ１５が後述する高充電状態に達するまで、車両制御ユニット３１からの制御信号に応じて充電制御が実行されている。なお、急速充電器３５には、低電圧(例えば２００Ｖ)の交流電流を高電圧(例えば４００Ｖ)の直流電流に変換する昇圧コンバータ４６が組み込まれている。   The charging cable 42 extending from the quick charger 35 is provided with a power supply side connector 43. The power supply side connector 43 has a pair of connection terminals 44 and 45 corresponding to the connection terminals 38 and 39 of the power reception side connector 37. Is provided. When the high voltage battery 15 is rapidly charged, the charging current generated by the quick charger 35 is supplied to the high voltage battery 15 by connecting the power supply side connector 43 to the power receiving side connector 37. Is done. Further, the quick charger 35 is connected to the communication network 34, and charging control is executed in accordance with a control signal from the vehicle control unit 31 until the high voltage battery 15 reaches a high charging state described later. The quick charger 35 incorporates a boost converter 46 that converts a low voltage (for example, 200 V) alternating current into a high voltage (for example, 400 V) direct current.

また、図１および図２(Ｂ)に示すように、家庭用電源３６(例えばＡＣ２００Ｖ)を用いた家庭充電モードを実行するため、電気自動車１０には、家庭用電源３６の交流電流を高電圧バッテリ１５に対応した高電圧(例えば４００Ｖ)の直流電流に変換する車載充電器５０が搭載されている。この車載充電器５０は一対の通電ケーブル５１，５２を有しており、一方の通電ケーブル５１は通電ケーブル１７に接続され、他方の通電ケーブル５２は通電ケーブル１８に接続されている。すなわち、車載充電器５０の通電ケーブル５１，５２は、高電圧バッテリ１５の正極と負極とに接続されている。さらに、車載充電器５０を家庭用電源３６に接続するため、車体前部には家庭充電用の受電側コネクタ５３が設けられている。この受電側コネクタ５３は一対の接続端子５４，５５を有しており、一方の接続端子５４は通電ケーブル５６を介して車載充電器５０に接続され、他方の接続端子５５は通電ケーブル５７を介して車載充電器５０に接続されている。すなわち、受電側コネクタ５３の接続端子５４，５５は、車載充電器５０を介して高電圧バッテリ１５の正極と負極とに接続されている。   Further, as shown in FIGS. 1 and 2B, in order to execute the home charging mode using the home power source 36 (for example, AC 200V), the electric vehicle 10 is supplied with the alternating current of the home power source 36 at a high voltage. A vehicle-mounted charger 50 that converts a high voltage (for example, 400 V) DC current corresponding to the battery 15 is mounted. The in-vehicle charger 50 has a pair of energization cables 51 and 52, one energization cable 51 is connected to the energization cable 17, and the other energization cable 52 is connected to the energization cable 18. That is, the energization cables 51 and 52 of the in-vehicle charger 50 are connected to the positive electrode and the negative electrode of the high voltage battery 15. Furthermore, in order to connect the in-vehicle charger 50 to the household power source 36, a power receiving side connector 53 for household charging is provided at the front of the vehicle body. The power receiving side connector 53 has a pair of connection terminals 54, 55. One connection terminal 54 is connected to the in-vehicle charger 50 via an energization cable 56, and the other connection terminal 55 is connected via an energization cable 57. Connected to the in-vehicle charger 50. That is, the connection terminals 54 and 55 of the power receiving side connector 53 are connected to the positive electrode and the negative electrode of the high voltage battery 15 via the in-vehicle charger 50.

さらに、家庭用電源３６のコンセント５８に接続される充電ケーブル５９には給電側コネクタ６０が設けられており、この給電側コネクタ６０には受電側コネクタ５３の接続端子５４，５５に対応する一対の接続端子６１，６２が設けられている。そして、高電圧バッテリ１５を家庭用電源３６によって充電する際には、受電側コネクタ５３に対して給電側コネクタ６０が接続される。これにより、家庭用電源３６からの交流電流は車載充電器５０に供給され、車載充電器５０によって充電電流に変換された後に高電圧バッテリ１５に対して供給される。なお、車載充電器５０は通信ネットワーク３４に接続されており、高電圧バッテリ１５が後述する高充電状態に達するまで、車両制御ユニット３１からの制御信号に応じて充電制御が実行されている。   Further, the charging cable 59 connected to the outlet 58 of the household power supply 36 is provided with a power supply side connector 60, and the power supply side connector 60 has a pair of terminals corresponding to the connection terminals 54 and 55 of the power reception side connector 53. Connection terminals 61 and 62 are provided. When the high voltage battery 15 is charged by the household power source 36, the power supply side connector 60 is connected to the power reception side connector 53. Thereby, the alternating current from the household power source 36 is supplied to the in-vehicle charger 50, converted into a charging current by the in-vehicle charger 50, and then supplied to the high voltage battery 15. The in-vehicle charger 50 is connected to the communication network 34, and charging control is executed in accordance with a control signal from the vehicle control unit 31 until the high voltage battery 15 reaches a high charging state described later.

ところで、電気自動車１０に搭載される高電圧バッテリ１５においては、高電圧バッテリ１５の小型化を図りつつ航続距離を延ばす観点から、高電圧バッテリ１５を十分に充電して使用することが望ましい。しかしながら、高電圧バッテリ１５として採用されるリチウムイオンバッテリは、高レベルの充電状態ＳＯＣが長時間に渡って継続されると、バッテリ性能が劣化してしまうという特性を有している。そこで、本発明の電気自動車の制御装置は、高レベルの充電状態ＳＯＣとなった高電圧バッテリ１５が放置されることのないよう、所定条件下において高電圧バッテリ１５を放電させるようにしている。以下、高電圧バッテリ１５の放電制御について説明する。なお、この放電制御は、コンバータ制御手段、判定手段および高電圧源制御手段として機能する車両制御ユニット３１によって実行されている。   By the way, in the high voltage battery 15 mounted in the electric vehicle 10, it is desirable to fully charge and use the high voltage battery 15 from the viewpoint of extending the cruising distance while reducing the size of the high voltage battery 15. However, the lithium ion battery adopted as the high voltage battery 15 has a characteristic that the battery performance deteriorates when the high-level state of charge SOC is continued for a long time. Therefore, the control apparatus for an electric vehicle according to the present invention discharges the high voltage battery 15 under a predetermined condition so that the high voltage battery 15 in a high level SOC is not left unattended. Hereinafter, the discharge control of the high voltage battery 15 will be described. This discharge control is executed by the vehicle control unit 31 that functions as converter control means, determination means, and high voltage source control means.

図３は放電制御の実行手順の一例を示すフローチャートである。図３に示すように、ステップＳ１では、イグニッションスイッチ３２がオフ操作された状態であるか否かが判定される。ステップＳ１において、イグニッションスイッチ３２がオン状態である場合には、高電圧バッテリ１５の電力がモータジェネレータ１１等に供給されるため、高電圧バッテリ１５の放電処理を行うことなくルーチンを抜ける。一方、ステップＳ１において、イグニッションスイッチ３２がオフ状態である場合には、その時点の充電状態ＳＯＣにて高電圧バッテリ１５が放置される可能性があるため、ステップＳ２に進み、タイマＴをリセットした後にタイマカウント処理が開始される。   FIG. 3 is a flowchart showing an example of the execution procedure of the discharge control. As shown in FIG. 3, in step S1, it is determined whether or not the ignition switch 32 has been turned off. In step S1, when the ignition switch 32 is in the ON state, the electric power of the high voltage battery 15 is supplied to the motor generator 11 and the like, and the routine is exited without performing the discharging process of the high voltage battery 15. On the other hand, if the ignition switch 32 is in the OFF state in step S1, the high voltage battery 15 may be left in the state of charge SOC at that time, so the process proceeds to step S2 and the timer T is reset. The timer count process is started later.

続いて、ステップＳ３では、高電圧バッテリ１５の端子電圧Ｖｉが所定電圧(第１電圧値)Ｖ１を上回るか否かが判定される。なお、所定電圧Ｖ１とは高電圧バッテリ１５に劣化のおそれがあるか否かを判定する値であり、端子電圧Ｖｉが所定電圧Ｖ１を上回る場合には、高電圧バッテリ１５は劣化のおそれがある高充電状態であると判定されることになる。ステップＳ３において、端子電圧Ｖｉが所定電圧Ｖ１を下回ると判定された場合には、高電圧バッテリ１５に劣化のおそれはないため、高電圧バッテリ１５の放電処理を行うことなくルーチンを抜ける。一方、ステップＳ３において、端子電圧Ｖｉが所定電圧Ｖ１を上回ると判定された場合には、高電圧バッテリ１５に劣化のおそれがあるため、続くステップＳ４，Ｓ５において、端子電圧Ｖｉが所定電圧Ｖ１を所定時間に渡って上回るか否かが判定される。   Subsequently, in step S3, it is determined whether or not the terminal voltage Vi of the high voltage battery 15 exceeds a predetermined voltage (first voltage value) V1. The predetermined voltage V1 is a value for determining whether or not the high voltage battery 15 may be deteriorated. If the terminal voltage Vi exceeds the predetermined voltage V1, the high voltage battery 15 may be deteriorated. It will be determined that the state of charge is high. If it is determined in step S3 that the terminal voltage Vi is lower than the predetermined voltage V1, the high voltage battery 15 is not likely to be deteriorated, and the routine is exited without performing the discharge process of the high voltage battery 15. On the other hand, if it is determined in step S3 that the terminal voltage Vi exceeds the predetermined voltage V1, the high voltage battery 15 may be deteriorated. Therefore, in the subsequent steps S4 and S5, the terminal voltage Vi exceeds the predetermined voltage V1. It is determined whether or not it exceeds a predetermined time.

ステップＳ４では、タイマＴのカウント処理が実行され、続くステップＳ５では、タイマＴが所定時間ＴＯを上回るか否かが判定される。ステップＳ５において、タイマＴが所定時間ＴＯを下回る場合には、再びステップＳ３において、端子電圧Ｖｉが所定電圧Ｖ１を上回るか否かが判定される。一方、ステップＳ５において、タイマＴが所定時間ＴＯを上回る場合には、ステップＳ６に進み、高電圧バッテリ１５の放電処理が開始される。すなわち、ステップＳ３〜５に従い、端子電圧Ｖｉが所定電圧Ｖ１を上回る状態が、所定時間ＴＯに渡って継続されたと判定された場合には、高電圧バッテリ１５に劣化のおそれがあるため、ステップＳ６に進み、高電圧バッテリ１５の放電処理が開始される。一方、所定時間ＴＯ内に端子電圧Ｖｉが所定電圧Ｖ１を下回った場合には、高電圧バッテリ１５に劣化のおそれはないため、放電処理を行うことなくルーチンを抜ける。   In step S4, the count process of the timer T is executed, and in the subsequent step S5, it is determined whether or not the timer T exceeds the predetermined time TO. In step S5, if the timer T falls below the predetermined time TO, it is determined again in step S3 whether the terminal voltage Vi exceeds the predetermined voltage V1. On the other hand, when the timer T exceeds the predetermined time TO in step S5, the process proceeds to step S6, and the discharging process of the high voltage battery 15 is started. That is, if it is determined that the state where the terminal voltage Vi exceeds the predetermined voltage V1 is continued for the predetermined time TO according to steps S3 to S5, the high voltage battery 15 may be deteriorated. The process of discharging the high voltage battery 15 is started. On the other hand, when the terminal voltage Vi falls below the predetermined voltage V1 within the predetermined time TO, the high voltage battery 15 is not likely to be deteriorated, and the routine is exited without performing the discharge process.

ステップＳ６では、出力電圧を引き上げるようにコンバータ２０が駆動され、高電圧バッテリ１５から低電圧バッテリ２１に対して電力が供給される。続くステップＳ７では、イグニッションスイッチ３２がオン状態であるか否かが判定される。ステップＳ７において、イグニッションスイッチ３２がオン状態であると判定された場合には、モータジェネレータ１１等に対する電力供給に備えるため、ステップＳ９に進み、コンバータ２０が停止されて高電圧バッテリ１５から低電圧バッテリ２１に対する電力供給が遮断される。一方、ステップＳ７において、イグニッションスイッチ３２がオフ状態であると判定された場合には、ステップＳ８に進み、高電圧バッテリ１５の端子電圧Ｖｉが所定電圧Ｖ１よりも低い所定電圧(第２電圧値)Ｖ２を下回るか否かが判定される。なお、所定電圧Ｖ２とは高電圧バッテリ１５の劣化要因が解消したが否かを判定する値であり、端子電圧Ｖｉが所定電圧Ｖ２を下回る場合には、高電圧バッテリ１５の劣化要因が解消されたと判定されることになる。   In step S <b> 6, converter 20 is driven so as to raise the output voltage, and power is supplied from high voltage battery 15 to low voltage battery 21. In a succeeding step S7, it is determined whether or not the ignition switch 32 is in an on state. If it is determined in step S7 that the ignition switch 32 is in the on state, the process proceeds to step S9 to prepare for power supply to the motor generator 11 and the like, and the converter 20 is stopped and the high voltage battery 15 is switched to the low voltage battery. The power supply to 21 is cut off. On the other hand, if it is determined in step S7 that the ignition switch 32 is in the OFF state, the process proceeds to step S8, where the terminal voltage Vi of the high-voltage battery 15 is lower than the predetermined voltage V1 (second voltage value). It is determined whether it is below V2. The predetermined voltage V2 is a value for determining whether or not the degradation factor of the high voltage battery 15 has been eliminated. When the terminal voltage Vi is lower than the predetermined voltage V2, the degradation factor of the high voltage battery 15 is eliminated. Will be determined.

ステップＳ８において、端子電圧Ｖｉが所定電圧Ｖ２を上回ると判定された場合には、高電圧バッテリ１５の劣化要因が解消していないため、再びステップＳ６に進み、コンバータ２０の駆動状態が継続される。一方、ステップＳ８において、端子電圧Ｖｉが所定電圧Ｖ２を下回ると判定された場合には、高電圧バッテリ１５の劣化要因が解消した状態であるため、ステップＳ９に進み、コンバータ２０が停止されて高電圧バッテリ１５から低電圧バッテリ２１に対する電力供給が遮断されることになる。   If it is determined in step S8 that the terminal voltage Vi exceeds the predetermined voltage V2, the deterioration factor of the high voltage battery 15 has not been eliminated, so the process proceeds to step S6 again, and the driving state of the converter 20 is continued. . On the other hand, if it is determined in step S8 that the terminal voltage Vi is lower than the predetermined voltage V2, since the deterioration factor of the high voltage battery 15 is eliminated, the process proceeds to step S9, where the converter 20 is stopped and the high voltage is increased. The power supply from the voltage battery 15 to the low voltage battery 21 is cut off.

続いて、前述した高電圧バッテリ１５の放電制御をタイミングチャートに沿って説明する。図４は放電制御の実行状況の一例を示すタイミングチャートである。図４に示すように、イグニッションスイッチ３２がオン状態からオフ状態に切り換えられると(符号ａ)、高電圧バッテリ１５の端子電圧Ｖｉが所定電圧Ｖ１を上回るか否かが判定される(符号ｂ)。そして、所定時間ＴＯに渡って端子電圧Ｖｉが所定電圧Ｖ１を上回ると判定された場合には(符号ｃ)、コンバータ２０の駆動状態が出力停止状態から高出力のハイ状態に切り換えられる(符号ｄ)。これにより、高電圧バッテリ１５から低電圧バッテリ２１への電力供給が開始され、高電圧バッテリ１５の端子電圧Ｖｉが低下する一方、低電圧バッテリ２１の端子電圧Ｌｉが上昇することになる。そして、高電圧バッテリ１５の端子電圧Ｖｉが所定電圧Ｖ２を下回ると判定された場合には(符号ｅ)、高電圧バッテリ１５の劣化要因が解消した状態であるため、コンバータ２０が停止されて高電圧バッテリ１５から低電圧バッテリ２１に対する電力供給が遮断される(符号ｆ)。   Next, the above-described discharge control of the high voltage battery 15 will be described with reference to a timing chart. FIG. 4 is a timing chart showing an example of the execution status of the discharge control. As shown in FIG. 4, when the ignition switch 32 is switched from the on state to the off state (reference a), it is determined whether or not the terminal voltage Vi of the high voltage battery 15 exceeds a predetermined voltage V1 (reference b). . When it is determined that the terminal voltage Vi exceeds the predetermined voltage V1 over the predetermined time TO (reference c), the drive state of the converter 20 is switched from the output stop state to the high output high state (reference d). ). As a result, power supply from the high voltage battery 15 to the low voltage battery 21 is started, and the terminal voltage Vi of the high voltage battery 15 decreases, while the terminal voltage Li of the low voltage battery 21 increases. When it is determined that the terminal voltage Vi of the high voltage battery 15 is lower than the predetermined voltage V2 (symbol e), since the deterioration factor of the high voltage battery 15 has been eliminated, the converter 20 is stopped and high. The power supply from the voltage battery 15 to the low voltage battery 21 is interrupted (reference f).

このように、イグニッションスイッチ３２がオフ操作された状態のもとで、高電圧バッテリ１５が高充電状態であり、この高充電状態が所定時間ＴＯに渡って継続した場合には、コンバータ２０を駆動することによって高電圧バッテリ１５から電力を放電させるようにしている。これにより、高電圧バッテリ１５が高充電状態で放置されることがないため、高電圧バッテリ１５の劣化を抑制しつつ高電圧バッテリ１５を十分に充電して使用することが可能となる。したがって、電気自動車１０の航続距離を確保しつつ高電圧バッテリ１５の小型化や軽量化を達成することが可能となる。しかも、高電圧バッテリ１５から放電された電力は、低電圧バッテリ２１の充電に使用されることから、高電圧バッテリ１５に蓄えられた電気エネルギーを無駄なく使用することが可能となる。また、利用者に対して特別な操作を強いることがないため、電気自動車１０の使い勝手を損なうこともない。なお、高電圧バッテリ２１を所定電圧Ｖ２まで放電させることにより、高電圧バッテリ２１の充電状態ＳＯＣが劣化防止に適した範囲(例えば５０〜６０％)に収まるようになっている。   In this way, when the ignition switch 32 is turned off, the high-voltage battery 15 is in a high charge state, and when this high charge state continues for a predetermined time TO, the converter 20 is driven. By doing so, electric power is discharged from the high-voltage battery 15. Thereby, since the high voltage battery 15 is not left in a high charge state, the high voltage battery 15 can be sufficiently charged and used while suppressing deterioration of the high voltage battery 15. Therefore, the high voltage battery 15 can be reduced in size and weight while ensuring the cruising distance of the electric vehicle 10. In addition, since the electric power discharged from the high voltage battery 15 is used for charging the low voltage battery 21, the electric energy stored in the high voltage battery 15 can be used without waste. Further, since the user is not forced to perform a special operation, the usability of the electric vehicle 10 is not impaired. In addition, by discharging the high voltage battery 21 to the predetermined voltage V2, the state of charge SOC of the high voltage battery 21 falls within a range (for example, 50 to 60%) suitable for preventing deterioration.

また、図４に示すように、イグニッションスイッチ３２がオン状態に操作されている場合には、低電圧バッテリの端子電圧Ｌｉが所定の上限電圧Ｌ１を下回るように制御されている。このように、イグニッションスイッチ３２がオン側に操作された状態のもとでは、低電圧源制御手段として機能する車両制御ユニット３１からの制御信号により、コンバータ２０は出力電圧を抑えたロー状態で駆動され、上限電圧Ｌ１を超えないように低電圧バッテリ２１に対して充電が施される。ここで、低電圧バッテリ２１の上限電圧Ｌ１とは、低電圧バッテリ２１の受け入れ可能な許容電圧Ｌ２よりも低く設定される電圧であり、放電制御に伴う高電圧バッテリ１５からの放電量に基づき設定される電圧である。すなわち、低電圧バッテリ２１を上限電圧Ｌ１以下に制御しておくことにより、低電圧バッテリ２１に高電圧バッテリ２１から放出される電力の受入領域を設定することができ、放電制御の実行によって高電圧バッテリ１５から放出される電気エネルギーを確実に低電圧バッテリ２１に蓄えることが可能となっている。   Further, as shown in FIG. 4, when the ignition switch 32 is operated to be in an ON state, the terminal voltage Li of the low voltage battery is controlled to be lower than a predetermined upper limit voltage L1. Thus, under the state where the ignition switch 32 is operated to the on side, the converter 20 is driven in the low state with the output voltage suppressed by the control signal from the vehicle control unit 31 functioning as the low voltage source control means. Then, the low voltage battery 21 is charged so as not to exceed the upper limit voltage L1. Here, the upper limit voltage L1 of the low-voltage battery 21 is a voltage that is set lower than the allowable voltage L2 that the low-voltage battery 21 can accept, and is set based on the amount of discharge from the high-voltage battery 15 that accompanies discharge control. Voltage. That is, by controlling the low voltage battery 21 to be equal to or lower than the upper limit voltage L1, it is possible to set an acceptance region for the electric power discharged from the high voltage battery 21 in the low voltage battery 21, and the high voltage is obtained by executing the discharge control. The electric energy released from the battery 15 can be reliably stored in the low voltage battery 21.

前述の説明では、駆動源としてモータジェネレータ１１のみを備える電気自動車１０に対し、本発明の電気自動車の制御装置を適用しているが、これに限られることはない。例えば、駆動源としてエンジン７１および電動モータを備えるハイブリッド電気自動車に対して本発明を適用することも可能である。ここで、図５および図６はハイブリッド電気自動車７０，８０の構成を示す概略図である。なお、図５および図６において、図１に示す部品と同様の部品については、同一の符号を付してその説明を省略する。   In the above description, the control device for an electric vehicle according to the present invention is applied to the electric vehicle 10 including only the motor generator 11 as a drive source. However, the present invention is not limited to this. For example, the present invention can be applied to a hybrid electric vehicle including an engine 71 and an electric motor as drive sources. Here, FIG. 5 and FIG. 6 are schematic views showing the configuration of the hybrid electric vehicles 70 and 80. 5 and FIG. 6, parts similar to those shown in FIG. 1 are denoted by the same reference numerals and description thereof is omitted.

図５に示すように、ハイブリッド電気自動車７０には、車体前部に駆動源としてのエンジン７１が搭載されている。このエンジン７１には変速機７２を介して前輪駆動軸７３が連結され、前輪駆動軸７３には駆動輪としての前輪１４が連結されている。また、車体後部には、駆動源としてモータジェネレータ１１が搭載されている。このモータジェネレータ１１には歯車列１２を介して後輪駆動軸７４が連結され、後輪駆動軸７４には駆動輪としての後輪７５が連結されている。また、車体側部には、急速充電器３５からの充電ケーブル４２が接続される受電側コネクタ３７や、家庭用電源３６からの充電ケーブル５９が接続される受電側コネクタ５３が設けられている。このように、図５に示す電気自動車は、外部電源からの充電を可能としたプラグイン型のハイブリッド電気自動車７０となっている。   As shown in FIG. 5, the hybrid electric vehicle 70 has an engine 71 as a drive source mounted at the front of the vehicle body. A front wheel drive shaft 73 is connected to the engine 71 via a transmission 72, and a front wheel 14 as a drive wheel is connected to the front wheel drive shaft 73. A motor generator 11 is mounted as a drive source at the rear of the vehicle body. A rear wheel drive shaft 74 is connected to the motor generator 11 via a gear train 12, and a rear wheel 75 as a drive wheel is connected to the rear wheel drive shaft 74. Further, a power receiving side connector 37 to which the charging cable 42 from the quick charger 35 is connected and a power receiving side connector 53 to which the charging cable 59 from the household power source 36 is connected are provided on the vehicle body side. As described above, the electric vehicle shown in FIG. 5 is a plug-in hybrid electric vehicle 70 that can be charged from an external power source.

また、図６に示すように、ハイブリッド電気自動車８０には、車体前部に縦置きのパワーユニット８１が設けられている。このパワーユニット８１は、駆動源としてのエンジン８２、駆動源としてのモータジェネレータ(電動モータ)８３、変速機８４、トランスファ機構８５によって構成されている。変速機８４の後端にはプロペラシャフト８６が接続されており、このプロペラシャフト８６にはリヤデファレンシャル８７を介して駆動輪である後輪７５が連結されている。また、トランスファ機構８５には前輪出力軸８８が接続されており、この前輪出力軸８８にはフロントデファレンシャル８９を介して駆動輪である前輪１４が連結されている。このように、図６に示す電気自動車は、パラレル型のハイブリッド電気自動車８０となっており、走行用の主要な駆動源としてエンジン８２が駆動される一方、発進時や加速時には補助的な駆動源としてモータジェネレータ８３が駆動されることになる。なお、減速時や定常走行時にはモータジェネレータ８３を発電駆動させることにより、運動エネルギーを電気エネルギーに変換して回収することが可能である。   As shown in FIG. 6, the hybrid electric vehicle 80 is provided with a vertically installed power unit 81 at the front of the vehicle body. The power unit 81 includes an engine 82 as a drive source, a motor generator (electric motor) 83 as a drive source, a transmission 84, and a transfer mechanism 85. A propeller shaft 86 is connected to the rear end of the transmission 84, and a rear wheel 75, which is a driving wheel, is connected to the propeller shaft 86 via a rear differential 87. Further, a front wheel output shaft 88 is connected to the transfer mechanism 85, and the front wheel 14 which is a driving wheel is connected to the front wheel output shaft 88 through a front differential 89. As described above, the electric vehicle shown in FIG. 6 is a parallel type hybrid electric vehicle 80, and the engine 82 is driven as a main driving source for traveling, while an auxiliary driving source is used at the time of start and acceleration. As a result, the motor generator 83 is driven. It is possible to convert the kinetic energy into electric energy and recover it by driving the motor generator 83 to generate electricity during deceleration or steady running.

このようなハイブリッド電気自動車７０，８０においても、本発明の制御装置を適用することにより、前述した効果と同様の効果を得ることが可能である。すなわち、停車前の回生制動等によって高電圧バッテリ１５が高充電状態になったとしても、イグニッションスイッチ３２がオフ操作された後に、コンバータ２０を駆動して高電圧バッテリ１５を放電させることが可能となる。これにより、高電圧バッテリ１５が高充電状態で放置されることがないため、高電圧バッテリ１５の劣化を抑制しながら、高電圧バッテリ１５を十分に充電して使用することが可能となる。また、ハイブリッド電気自動車７０，８０においては、高電圧バッテリ１５の性能を十分に発揮させることにより、エンジン７１，８２の燃料消費量を抑制することが可能となる。   Even in such hybrid electric vehicles 70 and 80, by applying the control device of the present invention, it is possible to obtain the same effects as those described above. That is, even if the high voltage battery 15 is in a high charge state due to regenerative braking or the like before stopping, the converter 20 can be driven to discharge the high voltage battery 15 after the ignition switch 32 is turned off. Become. Thereby, since the high voltage battery 15 is not left in a high charge state, the high voltage battery 15 can be sufficiently charged and used while suppressing deterioration of the high voltage battery 15. Further, in the hybrid electric vehicles 70 and 80, the fuel consumption of the engines 71 and 82 can be suppressed by sufficiently exerting the performance of the high voltage battery 15.

本発明は前記実施の形態に限定されるものではなく、その要旨を逸脱しない範囲で種々変更可能であることはいうまでもない。たとえば、図３に示すように、高電圧バッテリ１５の端子電圧Ｖｉに基づいて、高電圧バッテリ１５が高充電状態であるか否かを判定しているが、これに限られることはない。例えば、高電圧バッテリ１５の充電状態ＳＯＣに基づいて、高電圧バッテリ１５が高充電状態であるか否かを判定しても良い。また、前述の説明では、高電圧バッテリ１５としてリチウムイオンバッテリを採用しているが、高充電状態での放置に伴って性能が劣化するものであれば、他の形式のバッテリやキャパシタであっても良い。さらに、図６に示すハイブリッド電気自動車８０は、パラレル方式のハイブリッド電気自動車であるが、これに限られることはない。例えば、シリーズ方式のハイブリッド電気自動車に対して本発明の制御装置を適用しても良く、シリーズ・パラレル方式のハイブリッド電気自動車に対して本発明の制御装置を適用しても良い。   It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, as shown in FIG. 3, it is determined whether or not the high voltage battery 15 is in a high charge state based on the terminal voltage Vi of the high voltage battery 15, but the present invention is not limited to this. For example, based on the state of charge SOC of the high voltage battery 15, it may be determined whether or not the high voltage battery 15 is in a high state of charge. In the above description, a lithium-ion battery is used as the high-voltage battery 15, but other types of batteries and capacitors may be used as long as the performance deteriorates when left in a high-charge state. Also good. Furthermore, although the hybrid electric vehicle 80 shown in FIG. 6 is a parallel type hybrid electric vehicle, it is not limited to this. For example, the control device of the present invention may be applied to a series type hybrid electric vehicle, and the control device of the present invention may be applied to a series / parallel type hybrid electric vehicle.

電気自動車の構成を示す概略図である。It is the schematic which shows the structure of an electric vehicle. (Ａ)および(Ｂ)は外部電源によって充電される電気自動車を示す説明図である。(A) And (B) is explanatory drawing which shows the electric vehicle charged with an external power supply. 放電制御の実行手順の一例を示すフローチャートである。It is a flowchart which shows an example of the execution procedure of discharge control. 放電制御の実行状況の一例を示すタイミングチャートである。It is a timing chart which shows an example of the execution situation of discharge control. ハイブリッド電気自動車の構成を示す概略図である。It is the schematic which shows the structure of a hybrid electric vehicle. ハイブリッド電気自動車の構成を示す概略図である。It is the schematic which shows the structure of a hybrid electric vehicle.

符号の説明Explanation of symbols

１０ 電気自動車
１１ モータジェネレータ(電動モータ)
１５ 高電圧バッテリ(高電圧源)
２０ ＤＣ／ＤＣコンバータ(コンバータ)
２１ 低電圧バッテリ(低電圧源)
２２ 車両補機
３１ 車両制御ユニット(コンバータ制御手段、判定手段、低電圧源制御手段、高電圧源制御手段)
３２ イグニッションスイッチ
３５ 急速充電器(外部電源)
３６ 家庭用電源(外部電源)
７０ ハイブリッド電気自動車(電気自動車)
８０ ハイブリッド電気自動車(電気自動車)
８３ モータジェネレータ(電動モータ) 10 Electric Vehicle 11 Motor Generator (Electric Motor)
15 High voltage battery (high voltage source)
20 DC / DC converter (converter)
21 Low voltage battery (low voltage source)
22 Vehicle accessory 31 Vehicle control unit (converter control means, determination means, low voltage source control means, high voltage source control means)
32 Ignition switch 35 Quick charger (external power supply)
36 Household power supply (external power supply)
70 Hybrid Electric Vehicle (Electric Vehicle)
80 Hybrid electric vehicle (electric vehicle)
83 Motor generator (electric motor)

Claims (4)

走行用の電動モータに電力を供給する高電圧源と、車両補機に電力を供給する低電圧源とを備える電気自動車の制御装置であって、
前記高電圧源と前記低電圧源との間に設けられ、前記高電圧源から前記低電圧源に電力を供給するコンバータと、
前記コンバータの駆動状態を制御するコンバータ制御手段と、
前記高電圧源が高充電状態であるか否かを判定する判定手段とを有し、
前記コンバータ制御手段は、イグニッションスイッチがオフ操作された状態のもとで、前記高電圧源の高充電状態が所定時間に渡って継続されたときに、前記コンバータを駆動して前記高電圧源から前記低電圧源に電力を供給することを特徴とする電気自動車の制御装置。 A control device for an electric vehicle comprising a high voltage source for supplying electric power to an electric motor for traveling and a low voltage source for supplying electric power to a vehicle auxiliary machine,
A converter provided between the high voltage source and the low voltage source and supplying power from the high voltage source to the low voltage source;
Converter control means for controlling the driving state of the converter;
Determining means for determining whether the high voltage source is in a high charge state;
The converter control means drives the converter from the high voltage source when the high charge state of the high voltage source is continued for a predetermined time under a state where the ignition switch is turned off. An electric vehicle control apparatus for supplying electric power to the low voltage source. 請求項１記載の電気自動車の制御装置において、
前記高電圧源の高充電状態とは、前記高電圧源の電圧が第１電圧値を上回る状態であり、
前記コンバータ制御手段は、前記高電圧源の電圧が前記第１電圧値よりも低い第２電圧値を下回るまで、前記コンバータを駆動して前記高電圧源から前記低電圧源に電力を供給することを特徴とする電気自動車の制御装置。 In the control apparatus of the electric vehicle according to claim 1,
The high charge state of the high voltage source is a state in which the voltage of the high voltage source exceeds a first voltage value,
The converter control means drives the converter to supply power from the high voltage source to the low voltage source until the voltage of the high voltage source falls below a second voltage value lower than the first voltage value. A control apparatus for an electric vehicle. 請求項１または２記載の電気自動車の制御装置において、
前記イグニッションスイッチがオン操作された状態のもとでは、前記低電圧源の電圧が所定の上限電圧に達しないように、前記低電圧源を充電制御する低電圧源制御手段を有することを特徴とする電気自動車の制御装置。 In the control apparatus of the electric vehicle according to claim 1 or 2,
Under the state where the ignition switch is turned on, it has low voltage source control means for controlling charging of the low voltage source so that the voltage of the low voltage source does not reach a predetermined upper limit voltage. Electric vehicle control device. 請求項１〜３のいずれか１項に記載の電気自動車の制御装置において、
外部電源を接続して前記高電圧源を充電する際には、前記高電圧源が高充電状態に達するまで、前記高電圧源を充電制御する高電圧源制御手段を有することを特徴とする電気自動車の制御装置。 In the control apparatus of the electric vehicle of any one of Claims 1-3,
When charging the high voltage source by connecting an external power source, the high voltage source control means for controlling charging of the high voltage source until the high voltage source reaches a high charge state is provided. Automotive control device.
JP2008088001A 2008-03-28 2008-03-28 Control device of electric vehicle Pending JP2009247057A (en)

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