JP5366685B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle capable of traveling with electric energy.

  Vehicles such as EVs (Electric Vehicles) and HEVs (Hybrid Electrical Vehicles) are equipped with a battery that supplies electric power to an electric motor or the like. In general, the input / output characteristics of a capacitor depend on temperature, and the lower the temperature, the lower the input / output performance. Therefore, it is desirable to warm up the battery, especially when used in cold regions.

  However, even if the driver starts warming up immediately after the driver starts the vehicle (turns on the ignition), it may take time for the capacitor to warm up sufficiently. Moreover, when the energy required for warming up the battery is taken out from the battery, the energy available for running the vehicle is reduced. In addition, in vehicles such as plug-in type EVs and HEVs that can charge a capacitor from an external power source, if charging starts when the capacitor is at a low temperature, the charging power is reduced because the input performance of the capacitor decreases. Low and heavy load on the battery. In this case, it is considered that not only the time from the start of charging to the warm-up becomes longer, but also the deterioration of the storage battery progresses.

JP 2005-295668 A JP 2008-98098 A

  FIG. 8 is a block diagram showing a power supply device for a vehicle disclosed in Patent Document 1. As shown in FIG. As shown in FIG. 8, the power supply device for a vehicle disclosed in Patent Document 1 includes a traveling battery 50, a heater 40 that heats the traveling battery 50, and a control circuit 60 that controls energization of the heater 40. Is provided. The control circuit 60 includes a heat retention timer 69 that stores a heat retention time for holding the travel battery 50 in the warm-up state by the heater 40 after the ignition switch 68 of the vehicle is turned off. The control circuit 60 controls the energization of the heater 40 during the heat retention time (12 hours to 36 hours) until the heat retention timer 69 times up in a state where the ignition switch 68 is turned off, and the traveling battery 50 Is kept warm.

  However, when the heater 40 is energized in order to keep the traveling battery 50 in a warm-up state, energy for this energization is consumed. Therefore, when the traveling battery 50 is used as the power source of the heater 40, the energy available for traveling of the vehicle is reduced. When a household commercial power source is used as the power source of the heater 40, the heater 40 continues to consume power during the heat retention time after the ignition switch 68 is switched off. For this reason, when the next boarding is actually extended and a long time has passed since the end of the heat insulation, useless power is consumed. Further, the heat retention effect of the traveling battery 50 is lost when the next ride is made.

  Patent document 2 is disclosing the power supply device mounted in a hybrid vehicle. In the power supply device, the temperature of the capacitor is increased by resistance heat generation of the capacitor by inputting and outputting power between a charge / discharge device installed outside the hybrid vehicle and a chargeable / dischargeable capacitor. However, the power supply device has a problem that the equipment is enlarged and the cost is increased. Furthermore, when power is input to the capacitor at a low temperature, the deterioration of the capacitor proceeds.

  An object of the present invention is to provide an electric vehicle capable of charging a battery quickly while suppressing deterioration of the battery even when the environmental temperature is low.

In order to solve the above-described problems and achieve the object, the electric vehicle according to the first aspect of the invention is an electric vehicle capable of traveling by electric energy, and is an energy source for the electric vehicle to travel. It is driven by a chargeable / dischargeable battery (for example, battery 101 in the embodiment), a temperature sensor for detecting the temperature of the battery (for example, temperature sensor 111 in the embodiment), and power supply from the battery. An auxiliary machine (for example, the heater 107 and the fan 109 in the embodiment), a charger (for example, the charger 129 in the embodiment) that controls charging from the external power source to the capacitor, and the charger Before starting charging of the battery, when the temperature of the battery is lower than a threshold value, a control unit (for example, controlling to drive the auxiliary machine by supplying power from the battery) If a warm-up control unit 131) in the embodiment, wherein the control unit, the electric vehicle is traveling, performing the running control that ensures the state of charge value needed to warm-up of the capacitor It is characterized by.

  Furthermore, in the electric vehicle according to a second aspect of the present invention, the charger starts charging the capacitor when the temperature of the capacitor is equal to or higher than the threshold value.

  Furthermore, in the electric vehicle according to the third aspect of the present invention, the auxiliary machine generates heat by supplying electric power from the power storage device, and heats the power storage device (for example, the heater 107 in the embodiment). ).

  Furthermore, in the electric vehicle of the invention according to claim 4, the auxiliary machine has a blower (for example, the fan 109 in the embodiment) that generates a flow of air passing through the battery, and the electric heater is It is provided on the upstream side of the air flow with respect to the capacitor.

  Furthermore, in the electric vehicle of the invention according to claim 5, the power storage device has a plurality of power storage cells inside, and the wind generated by the blower passes between the power storage cells in the power storage device. It is said.

  Furthermore, in the electric vehicle according to the sixth aspect of the invention, the control unit determines a time required for warming up the capacitor by driving the auxiliary device from a scheduled next boarding date and time set by a driver of the electric vehicle, and The auxiliary device is started to be driven on the date and time when the total time required for charging the battery from the external power source by the charger is calculated.

  Furthermore, an electric vehicle according to a seventh aspect of the invention includes an electric power supply unit (for example, the internal combustion engine 121 and the generator 125 in the embodiment) that supplies electric energy to be charged to the battery, and a charge state of the battery. A charge state calculation unit (for example, battery ECU 113 in the embodiment) that calculates a value indicating the temperature of the battery before the start of charging by the charger. The control unit controls driving of the power supply unit while the electric vehicle is traveling so as to ensure a state of charge necessary for the machine. Here, the power supply unit is not limited as long as it can supply power to the battery, such as a fuel cell or a capacitor.

  Furthermore, in the electric vehicle according to the eighth aspect of the present invention, the control unit controls to drive the power supply unit when a charge state value of the battery is less than a charge state value necessary for warming up the battery. It is characterized by doing.

  Furthermore, in the electric vehicle according to the ninth aspect of the present invention, when the lowest environmental temperature is less than the threshold value, the control unit performs control to ensure a state of charge necessary for warming up the battery. It is characterized by that.

  Furthermore, in the electric vehicle of the invention according to claim 10, when the control unit waits for less than a predetermined value from a running end date / time of the electric vehicle to a date / time when the charger starts charging the battery, Compared with the case where the standby time is equal to or greater than the predetermined value, the state of charge necessary for warming up the battery is set to be small.

  According to the electric vehicle of the first to tenth aspects of the present invention, even when the environmental temperature is low, the battery is warmed up by self-heating due to the discharge of the battery, so that the battery can be quickly removed while suppressing the deterioration of the battery. Can be charged.

  According to the electric vehicle of the invention described in claims 3 to 5, the battery is also warmed by the heat generated by the electric heater.

  According to the electric vehicle of the invention described in claims 6 to 10, since the charging of the battery is started in a state where the battery is sufficiently warmed, the deterioration of the battery 101 can be suppressed quickly even when the environmental temperature is low. The battery 101 can be charged. In addition, warming up and charging of the battery is performed immediately before the next boarding. Therefore, the energy used for warming up the battery is not wasted. In addition, since the battery is warmed up, the vehicle can start quickly.

The block diagram which shows the internal structure of the electric vehicle of one Embodiment. The perspective view which shows the positional relationship of the battery 101 and the fan 109. Side view showing the positional relationship between the battery 101 and the fan 109 Conceptual diagram when warm air passes through the capacitor 101 when the heater 107 and the fan 109 are driven. Flow chart showing operation of warm-up control unit 131 The graph which shows an example of the change of SOC of the electrical storage device 101 from the time the vehicle starts to the end Flow chart showing the operation of the management ECU 133 Block diagram showing a power supply device for a vehicle disclosed in Patent Document 1

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiment described below, a series-type HEV (Hybrid Electrical Vehicle) will be described as an example. The series-type HEV includes an electric motor and an internal combustion engine, and travels by using the power of the electric motor that is driven by using a capacitor as a power source. The internal combustion engine is used only for power generation, and the electric power generated by the power of the internal combustion engine is charged in a capacitor or supplied to an electric motor.

  FIG. 1 is a block diagram illustrating an internal configuration of an electric vehicle according to an embodiment. 1 includes a battery (BATT) 101, a converter 103, a 12V battery 105, a heater 107, a fan 109, a temperature sensor 111, a battery ECU (BATT). ECU) 113, first inverter (first INV) 115, electric motor (Mot) 117, motor ECU (MOT ECU) 119, internal combustion engine (ENG) 121, engine ECU (ENG ECU) 123, and generator (GEN) 125, a second inverter (second INV) 127, a charger 129, a warm-up control unit 131, and a management ECU (MG ECU) 133.

  The storage battery 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200V. Note that when the battery 101 is discharged, the temperature of the battery 101 rises due to self-heating due to the internal resistance of each battery cell. In addition, the storage device 101 is provided with an intake port and an exhaust port, and heat or wind from the outside warms or cools each storage cell.

  Converter 103 steps down the output voltage of battery 101. The 12V battery 105 outputs an auxiliary machine voltage (for example, a low voltage of 12V). The 12V battery 105 is charged with the voltage stepped down by the converter 103. The heater 107 is provided on the intake port side of the battery 101 and is driven by a voltage obtained by stepping down the output voltage of the battery 101 by the converter 103. Fan 109 is provided on the exhaust port side of battery 101, and is driven by a voltage obtained by stepping down the output voltage of battery 101 by converter 103.

  2 and 3 are a perspective view and a side view showing the positional relationship between the battery 101 and the fan 109, respectively. As shown in FIGS. 2 and 3, ducts 147 are respectively provided on the exhaust port side and the intake port side of the battery 101. When the fan 109 is driven, an air flow from the intake port side to the exhaust port side of the battery 101 occurs as indicated by a dotted line in FIG. At this time, when the heater 107 provided on the intake port side of the capacitor 101 is driven, the warm air passes between the storage cells in the capacitor 101 and escapes to the exhaust port side.

  FIG. 4 is a conceptual diagram when warm air passes through the battery 101 when the heater 107 and the fan 109 are driven. As shown in FIG. 4, when the battery 101 is discharged to drive the heater 107 and the fan 109, the battery 101 self-heats due to the internal resistance of each battery cell in the battery 101. Further, the heat generated by the heater 107 becomes warm air and passes between the storage cells in the storage battery 101. At this time, the air in the battery 101 is agitated due to the wind generated by the fan 109. As a result, the temperature of the storage battery 101 rises from both the inside and the outside, and each storage cell is evenly heated.

  The temperature sensor 111 is provided in the vicinity of or inside the battery 101 and detects the temperature of the battery 101. A signal indicating the temperature detected by the temperature sensor 111 is sent to the battery ECU 113. The battery ECU 113 detects the state of the battery 101 and sends information indicating the state to the management ECU 133 and the warm-up control unit 131. The information indicating the state of the battery 101 includes information such as the SOC (State of Charge) and temperature of the battery 101, for example. The SOC of the battery 101 is calculated by the battery ECU 113 from the temperature of the battery 101 and an open circuit voltage (OCV) using a method such as current integration. The first inverter 115 converts a DC voltage that is an output voltage of the battery 101 into an AC voltage and supplies a three-phase current to the electric motor 117.

  The electric motor 117 generates power (torque) for the vehicle to travel. The torque generated by the electric motor 117 is transmitted to the drive shaft 155 of the wheel 153 via the transmission 151. The electric motor 117 operates as a generator when the vehicle decelerates, and the electric power generated by the electric motor 117 is recovered by the battery 101 as regenerative energy. The motor ECU 119 controls the operation and state of the electric motor 117 in accordance with an instruction from the management ECU 133.

  The internal combustion engine 121 is used only for power generation, and the electric power generated by the power of the internal combustion engine 121 is charged in the battery 101 or supplied to the electric motor 117. The engine ECU 123 controls the start and stop of the internal combustion engine 121 and the rotation speed in accordance with a command from the management ECU 133.

  The generator 125 generates power generation energy by driving the internal combustion engine 121. The second inverter 127 converts the AC voltage generated by the generator 125 into a DC voltage. The electric power converted by the second inverter 127 is charged in the battery 101 or supplied to the electric motor 117 via the first inverter 115.

  The charger 129 is provided with a plug 141 that can be connected to an external power source. The charger 129 converts an AC voltage supplied from an external power source through the plug 141 into a DC voltage, and controls charging of the charger 129 with the DC voltage.

  The warm-up control unit 131 controls the driving of the heater 107 and the fan 109 in order to warm up the battery 101 based on information regarding the state of the battery 101 and information input from the outside. The warm-up control unit 131 includes a timer 143.

  FIG. 5 is a flowchart showing the operation of the warm-up control unit 131. As shown in FIG. 5, the warm-up control unit 131 determines whether or not the current time is the charging start date and time set in the timer 143 (step S101), and proceeds to step S103 if it is the charging start date and time. In step S103, the warm-up control unit 131 determines whether or not the temperature of the battery 101 is lower than the set temperature T_tgt. The warm-up control unit 131 proceeds to step S105 if the temperature of the battery 101 is lower than the set temperature T_tgt, and proceeds to step S107 if it is equal to or higher than the set temperature T_tgt.

  In step S105, the warm-up control unit 131 drives the heater 107 and the fan 109 until the temperature of the battery 101 reaches the set temperature T_tgt. In step S107, the warm-up control unit 131 stops driving the heater 107 and the fan 109, and proceeds to step S109. In step S109, the charger 129 starts charging the battery 101 from the external power source. In step S111, the charger 129 continues charging until a condition for completing charging is satisfied.

  Information concerning the state of the battery 101 sent from the battery ECU 113, the destination set by the driver, the next boarding date and time, and the like are input to the management ECU 133. The management ECU 133 has a memory 145 inside, and the input information is stored in the memory 145. The management ECU 133 gives instructions to the battery ECU 113, the motor ECU 119, and the engine ECU 123.

  FIG. 6 is a graph showing an example of the change in the SOC of the battery 101 from when the vehicle starts running to when it ends. In the example shown in FIG. 6, since the SOC of the battery 101 is sufficiently high when the vehicle starts to travel, the management ECU 133 drives only the electric motor 117 without driving the internal combustion engine 121. When the SOC decreases to the SOC required to warm up the battery 101 (hereinafter referred to as “warm up SOC”), the management ECU 133 drives the internal combustion engine 121 to charge the battery 101 with the power generation energy generated by the power generator 125. As a result, the SOC of the battery 101 changes according to the driving situation of the vehicle. However, the management ECU 133 controls the drive of the internal combustion engine 121 so that the SOC of the battery 101 is equal to or higher than the warm-up SOC when the vehicle is scheduled to arrive.

  FIG. 7 is a flowchart showing the operation of the management ECU 133. As shown in FIG. 7, the management ECU 133 determines whether or not the ignition of the vehicle is turned on (step S201). When the ignition is turned on, the process proceeds to step S203. In step S203, the management ECU 133 acquires the SOC (initial SOC) of the battery 101 immediately after the ignition is turned on, the environmental minimum temperature, the destination set by the driver, and the next scheduled boarding date and time. Note that the environmental minimum temperature is a value obtained from a weather forecast or a trend of the lowest temperature during the last month. External information such as weather forecast is obtained from a wireless or wired communication device (not shown).

  Next, the management ECU 133 calculates the SOC (warm-up SOC) necessary for warming up the battery 101 (step S205). The management ECU 133 periodically acquires the SOC of the battery 101 from the battery ECU 113, and determines whether the SOC is equal to or higher than the warm-up SOC (step S207). If the SOC of the battery 101 is less than the warm-up SOC, the process proceeds to step S209, and the management ECU 133 controls the drive of the internal combustion engine 121 so that the generator 125 generates generated energy. On the other hand, if the SOC of the battery 101 is equal to or higher than the warm-up SOC, the process proceeds to step S211 and the management ECU 133 determines whether or not the vehicle has arrived at the destination.

  If the vehicle has not arrived at the destination, the process returns to step S207, and if it has arrived at the destination, the process proceeds to step S213. In step S213, the management ECU 133 calculates the charging start date and time from the next boarding scheduled date and time set in step S203, and sets the charging start date and time in the timer 143 of the warm-up control unit 131. The driver connects the plug 141 of the charger 129 to the external power supply at the latest by the charging start date and time.

  The charging start date and time is calculated by calculating the total time of the time required for warming up the battery 101 by driving the heater 107 and the fan 109 and the time required for charging the battery 101 from the external power source by the charger 129 from the next boarding scheduled date and time. Date and time. The time required for warming up the battery 101 is the time required for the temperature of the battery 101 to reach the target warming temperature from the lowest environmental temperature by driving the heater 107 and the fan 109. In addition, the time required for charging the battery 101 is the time required for the SOC of the battery 101 to reach the target SOC from the SOC that has decreased due to warm-up due to the power supply from the external power source.

  Hereinafter, a method for calculating the warm-up SOC performed in step S205 described above will be described. In order to calculate the warm-up SOC, the capacity of the battery 101 necessary for warming up the battery 101 (hereinafter referred to as “warm-up capacity”) is first calculated. Hereinafter, a method for calculating the warm-up capacity will be described. The management ECU 133 acquires the minimum environment temperature (T_min) and sets the target warm-up temperature (T_tgt). The target warm-up temperature (T_tgt) is preferably set from the performance of the battery 101. When the target increase temperature (ΔT) is “ΔT = T_tgt-T_min”, the required heat quantity (Q_req) is obtained as “Q_req = C_box · ΔT” using the heat capacity (C_box) of the battery 101. The heat capacity (C_box) is a value unique to the battery 101, and the management ECU 133 calculates it in advance.

From the viewpoint of heat balance, the following formula (1) is obtained.
Q_req = ∫ (W_batt + W_air-con-W_loss) dt (1)

Here, “W_batt” indicates the heat generation work due to the internal resistance of the capacitor 101, and becomes W_batt = I ² · R (I: current, R: internal resistance of the capacitor 101). It is preferable that “I” is a value detected by a current sensor (not shown), and “R” is obtained by estimation from the voltage-current behavior of the battery 101. Further, since “R” depends on the SOC, temperature, energization time, and the like, these may be derived using these correlation maps. “W_air-con” indicates the amount of heating work performed on the battery 101 by the heater 107 and is affected by the driving state of the heater 107 and the operation of the fan 109. Therefore, the function “W_air-con” depending on time (t) and flow velocity (F) con = f (t, F) ". “W_loss” indicates heat loss, and becomes a function “W_loss = f (T_batt, T_env, F)” depending on the temperature (T_batt), environmental temperature (T_env), and flow velocity (F) of the capacitor 101.

The management ECU 133 obtains the time (t_warm) required for warming up the capacitor 101 from the formula (1), and from the formula (1) and the formula “W_batt = I ² · R”, as shown below, Obtain the warm-up capacity (Capa_warm) required for the machine.

Q_req = ∫ (W_batt + W_air-con-W_loss) dt
= Q_batt + Q_air-con-Q_loss

Q_batt = Q_req-Q_air_con + Q_loss

I_ave ²・ R_ave ・ t_warm = Q_req-Q_air_con + Q_loss
I_ave ・ V_ave ・ t_warm = Q_req-Q_air_con + Q_loss

Capa_warm ・ V_ave = Q_req-Q_air_con + Q_loss
Capa_warm = (Q_req-Q_air_con + Q_loss) / V_ave (2)

  Here, “Q_batt” is the amount of heat generated by the internal resistance of the capacitor 101, “Q_air-con” is the amount of heating by the heater 107, “Q_loss” is the amount of heat loss, and “I_ave” is the average during warm-up. It is a current, “R_ave” is an average resistance during warm-up, and “V_ave” is an average voltage during warm-up.

  In this way, the management ECU 133 can calculate the warm-up capacity (Capa_warm) necessary for warming up the battery 101. However, the management ECU 133 may determine the ambient temperature and the warm-up capacity (Capa_warm) from a unique relationship without calculating the warm-up capacity (Capa_warm) from the above formula. At that time, the management ECU 133 more preferably corrects the derived warm-up capacity (Capa_warm) based on the degree of deterioration or the like.

  It should be noted that when the environmental minimum temperature (T_min) is higher than the target warm-up temperature (T_tgt), such as in summer, the target increase temperature ΔT <0. At this time, the management ECU 133 determines that it is not necessary to warm up the battery 101, sets the warm-up capacity Capa_warm = 0, and does not secure the capacity for warm-up. As a result, the battery capacity for running increases.

Next, a method for calculating the warm-up SOC will be described. The warm-up SOC (SOC_warm) is obtained from the following equation (3).
SOC_warm = Capa_warm / Capa_batt (3)

  Here, “Capa_batt” indicates the overall capacity of the battery 101. If the management ECU 133 performs traveling control so as not to fall below the warm-up SOC (SOC_warm), it is possible to always ensure a capacity necessary for warming up the battery 101. For this reason, the management ECU 133 provides an output limit based on the SOC and controls the capacity during travel.

  As a method for setting the output restriction, the following method can be considered in order to perform a smooth running without a rapid decrease in the permitted output of the vehicle. In the output limiting method, the management ECU 113 sets the permission output at the warm-up SOC (SOC_warm) to 0, and increases the permission output in a first-order correlation with respect to the difference between the warm-up SOC (SOC_warm) and the current SOC. That is, the permission output for the difference between the warm-up SOC (SOC_warm) and the current SOC has a linear function relationship. Therefore, when the current SOC becomes the warm-up SOC (SOC_warm), the management ECU 113 sets the permission output to 1 and performs maximum output restriction.

  As the SOC calculation method, for example, the initial SOC is calculated from the open circuit voltage (OCV) immediately after the ignition is turned on, the current SOC is calculated based on the initial SOC, or the capacitor 101 calculated from the current and voltage is used. A method of estimating an open circuit voltage (OCV) using a resistor and calculating an SOC from the estimated OCV is already common.

  When the management ECU 133 performs travel control, the management ECU 133 obtains the traffic situation to the destination, the terrain (gradient, etc.) from the car navigation system, calculates the capacity (Capa_Drv) required for traveling in advance, and It is preferable to perform energy management efficiently by predicting and adjusting the acquisition amount of regenerative energy so that the capacitor 101 has a warm-up capacity (Capa_warm) when it arrives at the power source. In addition, the management ECU 133 may use both the output restriction based on the SOC and the prediction and adjustment of the regenerative energy acquisition amount based on the information of the car navigation system.

  The management ECU 133 determines that the warm-up capacity (Capa_warm) is equal to the above formula when the standby time from the vehicle travel end date and time to the charge start date and time for the next ride is short and the capacitor 101 is not completely cooled at the charge start date and time. A value smaller than the value obtained by the above may be calculated. In this case, the capacity that can be used for running increases. When calculating the warm-up capacity (Capa_warm) with a small value, the management ECU 133 determines the temperature of the battery 101 at the charging start date and time from the temperature of the battery 101 at the end of travel, the environmental temperature, and the cooling tendency of the battery 101, for example. (T_box) is estimated, and the warm-up capacity (Capa_warm) is calculated using the temperature instead of the minimum environmental temperature (T_min).

  As described above, according to the electric vehicle of the present embodiment, when the battery 101 using the heater 107 and the fan 109 is warmed up, the battery 101 is placed inside by the self-heating due to the discharge of the battery 101 and the heat from the heater 107. Can be warmed from both the outside and the outside. Further, since the air in the battery 101 is agitated by the wind generated by the fan 109, each power storage cell in the battery 101 is evenly heated.

  In addition, since charging of the battery 101 is started in a state where the battery 101 is sufficiently warmed, the battery 101 can be charged quickly while suppressing deterioration of the battery 101 even when the environmental temperature is low. For example, when the battery 101 is a lithium ion battery, if the battery 101 is charged at a low temperature, the battery 101 is deteriorated due to a phenomenon such as lithium deposition. However, in this embodiment, such a phenomenon does not occur because charging is performed in a state where the battery 101 is warm.

  Furthermore, warming up and charging of the battery 101 are performed immediately before the next boarding. Therefore, the energy used for warming up the battery 101 is not wasted. In addition, since the battery 101 is warmed up when the ignition of the vehicle is turned on, the vehicle can start quickly.

  In the present embodiment, electric power for charging the battery 101 is generated by the internal combustion engine 121 and the generator 125. However, the means for generating the charging power is not limited to the internal combustion engine 121 and the generator 125, and a fuel cell, a capacitor, or the like may be used.

101 Battery (BATT)
103 Converter 105 12V Battery 107 Heater 109 Fan 111 Temperature Sensor 113 Battery ECU (BATT ECU)
115 1st inverter (1st INV)
117 Motor (Mot)
119 Motor ECU (MOT ECU)
121 Internal combustion engine (ENG)
123 Engine ECU (ENG ECU)
125 Generator (GEN)
127 Second inverter (second INV)
129 Charger 131 Warm-up control unit 133 Management ECU (MG ECU)
141 Plug 143 Timer 145 Memory

Claims (10)

An electric vehicle that can be driven by electric energy,
A chargeable / dischargeable battery as an energy source for the electric vehicle to travel;
A temperature sensor for detecting the temperature of the battery;
An auxiliary machine driven by power supply from the battery;
A charger for controlling charging from the external power source to the battery;
Before the charger starts charging the capacitor, and when the temperature of the capacitor is less than a threshold, a control unit that controls to drive the auxiliary device by supplying power from the capacitor ; and
The said control part performs driving | running | working control which ensured the charge condition value required for the warming-up of the said electrical storage device while the said electric vehicle drive | works. The electric vehicle according to claim 1,
The battery charger starts charging the battery when the temperature of the battery is equal to or higher than the threshold value. The electric vehicle according to claim 1 or 2,
The electric machine includes an electric heater that generates heat by supplying electric power from the electric storage device and heats the electric storage device. The electric vehicle according to claim 3,
The auxiliary machine has a blower that generates a flow of air passing through the battery,
The electric vehicle, wherein the electric heater is provided on the upstream side of the air flow with respect to the electric storage device. The electric vehicle according to claim 4,
The capacitor has a plurality of storage cells inside,
The electric vehicle characterized in that the wind generated by the blower passes between the storage cells in the storage battery. An electric vehicle according to any one of claims 1 to 5,
The control unit starts from the next boarding scheduled date and time set by the driver of the electric vehicle, and takes time required for warming up the battery by driving the auxiliary machine, and charging the battery from the external power source by the charger. An electric vehicle characterized by starting driving of the auxiliary machine at a date and time when the total time required is calculated backward. The electric vehicle according to any one of claims 1 to 6,
A power supply for supplying electrical energy to charge the capacitor;
A charge state calculation unit for calculating a value indicating a charge state of the battery,
In order to ensure that the battery at the end of travel of the electric vehicle can secure a charge state value necessary for warming up the battery before the start of charging by the charger, the control unit is configured to output the power while the electric vehicle is running. An electric vehicle characterized by controlling driving of a supply unit. The electric vehicle according to claim 7,
The electric vehicle characterized in that the control unit controls the power supply unit to be driven when a charge state value of the battery is less than a charge state value necessary for warming up the battery. The electric vehicle according to claim 7,
When the environmental minimum temperature is lower than the threshold value, the control unit performs control for ensuring a charge state value necessary for warming up the battery. The electric vehicle according to claim 7,
When the standby time from the date and time when the electric vehicle finishes running to the date and time when the charger starts charging the battery is less than a predetermined value, the control unit compares the standby time with the predetermined value or more. An electric vehicle characterized in that a charging state value necessary for warming up the battery is set small.

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