JPH0865814A - Charging controller for electric vehicle - Google Patents

Abstract

PURPOSE: To effectively complete charging of the on-board battery of an electric vehicle at the time of charging the battery, and to efficiently operate pre-air conditioning function at the time of the charging. CONSTITUTION: Even if the start of a motor driven air conditioner 31 is designated at the time of charging, a charging current Ichg is preferentially supplied to a battery 12. When the conditioner 21 is started at the time of the charging, it is started by the current value of the difference between the maximum output current value of a charger and the charging current value. Therefore, the charging of the battery 12 can be conducted with priority.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charging control device for an electric vehicle, which is suitable for application to an electric vehicle in which a traveling motor is driven by an on-vehicle battery of 240V or the like to travel on a road or the like.

[0002]

2. Description of the Related Art Recently, there has been proposed an electric vehicle which is configured to supply power to a motor inverter from a vehicle-mounted battery of 240 V or the like and drive a traveling motor by the motor inverter.

An air conditioner mounted on this type of electric vehicle uses an electric compressor, and an air conditioner motor constituting the electric compressor is driven by an air conditioner inverter. The in-vehicle battery is connected to the input side of the air conditioner inverter. In the following description, an air conditioner using an electric compressor will be referred to as an electric air conditioner.

In this type of electric vehicle in which the energy for traveling and the air conditioner is a vehicle battery, the distance traveled by the capacity of the vehicle battery is compared with the distance traveled by the capacity of the fuel tank of the vehicle using the internal combustion engine. In consideration of such shortness, a function called pre-conditioning (hereinafter referred to as pre-conditioning) has been proposed.

This pre-air conditioner function is, as described in Japanese Patent Application Laid-Open No. 5-147420, filed by the present applicant, when the electric motor is not driven, such as when the electric vehicle is stopped or parked. , Charging an in-vehicle battery by a charger through an external power source, operating the electric air conditioner through the charger at the time of charging, and at the time of boarding,
This is a function to set the comfortable temperature and humidity conditions inside the vehicle.

[0006] Actually, at present, when the electric air conditioner is operated during traveling, the cruising distance of the electric vehicle is reduced by, for example, about 20%. The pre-air conditioning function
Since it is a function to operate the electric air conditioner by the power of the external power supply during charging, it is effective for electric vehicles because it can cool down during cooling and heat up during heating in advance without reducing the capacity of the in-vehicle battery. It can be said to be a characteristic function.

[0007]

However, in the case of an on-vehicle charger or an ordinary charger arranged in a general household, the capacity of the household power source is, for example, 100V · 15A or 20V.
Since it is required to be limited to 0V / 30A and to be small, lightweight and inexpensive, the rated output (maximum output current value or maximum power value of the charger) of the in-vehicle charger or ordinary charger is limited. Has been done. Specifically, the rated output is the nighttime (for example, 11 pm
It is designed so that charging can be completed within a few hours out of the 8 hours from the time to 7:00 am the next morning. Therefore, if the electric air conditioner is operated by the pre-air conditioner function during charging, There is a problem in that the minute charging current is insufficient and it may not be possible to fully charge the battery by a predetermined time (in the above example, 7:00 am).

On the other hand, since the rated output of the rapid or medium-speed external charger arranged at the charging stand or the like is not a constant value as compared with the above-mentioned on-vehicle charger or ordinary charger, the external power source to be connected is connected. It is necessary to control the output of the electric compressor during pre-air conditioning according to the rated output of the charger. However, such control has not been performed conventionally.

The present invention has been made in consideration of such problems, and makes it possible to surely complete the charging of the battery at the time of charging, and at the same time, to efficiently mount an on-vehicle electric load such as an electric air conditioner at the time of charging. It is an object of the present invention to provide a charge control device for an electric vehicle, which can be driven at a high speed.

[0010]

The present invention, for example, as shown in FIGS. 7 and 11, is a charge control device for an electric vehicle for controlling charging of an on-vehicle battery 12 by a charger 62 supplied with an external power source. In charger maximum output current value I′chgmax that can be output from the charger 62, charger maximum output current value determining means 15 and 64, and instructing means 43, 52c and 45 that instruct activation of the in-vehicle electric load 31,
The charging control means 15 and 21 are connected to the instructing means, the charger, and the charger maximum output current value determining means, and the charging control means detects an instruction to activate the vehicle-mounted electric load from the instructing means during charging. In this case, the charging current value Ichg required for charging is preferentially supplied to the vehicle-mounted battery, and the vehicle-mounted electric load is determined by the difference current value (I'chgmax-Ichg) between the charger maximum output current value and the charging current value. It is characterized by driving.

Further, according to the present invention, when the vehicle-mounted electric load is started, the current value of the difference between the charger maximum output current value and the charging current value is smaller than the operable minimum current value of the vehicle-mounted electric load. In this case, the on-vehicle electric load is not activated and only charging is performed, and when the difference current value becomes larger than the operable minimum current value, the on-vehicle electric load is activated.

Further, the present invention is provided with on-vehicle battery capacity determination means 14 and 15 connected to the charge control means,
Under the control of the charging control means, the charging current value is reduced when the vehicle-mounted battery is charged to a certain capacity value (see time point t1), and the charging until the full charge is continued.

Furthermore, according to the present invention, under the control of the charge control means, constant current charging is performed until the on-vehicle battery is charged to a constant capacity value, and then constant current charging is performed until full charge (FIG. 11A). Or constant voltage charging (Fig. 1)
1B) or a combination thereof.

Furthermore, the present invention is characterized in that the vehicle-mounted electric load is the electric air conditioner 31.

[0015]

According to the present invention, the charging current is preferentially supplied to the on-vehicle battery at the time of charging, and the on-vehicle electric load is driven at the time of charging, even if there is an instruction to activate the on-vehicle electric load. Is driven by the current value of the difference between the charger maximum output current value determined by the charger maximum output current value determination means and the charging current value.
Therefore, the charging of the on-vehicle battery can be prioritized.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows the configuration of this embodiment.

For the electric vehicle 11, for example, + 240V
The high-voltage battery 12 is mounted. A current sensor 13 that detects a current value (hereinafter, referred to as a battery current value) IB flowing in the battery 12 is connected in series to the battery 12, and a voltage value between terminals of the battery 12 (hereinafter, referred to as a battery voltage value). .) A voltage sensor 14 for detecting VB is connected in parallel. The capacity of the battery 12 can be estimated from the battery voltage value VB, the integrated value of the input / output current values of the battery 12, the battery temperature, and the like. Further, in the following description, the battery current value IB during charging is also referred to as a charging current value Ichg, and the battery voltage value VB during charging is also referred to as a charging voltage value Vchg.

A DC / DC converter (hereinafter referred to as a DC-DC converter) 18 is also connected between the terminals of the battery 12. A low-voltage battery 19 of + 12V, for example, is connected to the output side of the DC-DC converter 18, and the voltage of the low-voltage battery 19 is a fan 20 for cooling the battery 12, etc., and the other charge controller 1
5, the air conditioner inverter 32, the air conditioner controller 21, etc. are supplied to them as a low voltage power source.

The battery current value IB and the battery voltage value V detected by the current sensor 13 and the voltage sensor 14
B is stored in the RAM (random access memory) 16 of the charge controller 15 and, if necessary, stored in the RAM 22 of the air conditioner controller 21 through the charge controller 15.

The charge controller 15 and the air-conditioner controller 21 include a CPU as a central processing unit.
(Not shown), ROMs 17 and 23 for storing system programs and the like, RAMs 16 and 22 for work,
A timer and other interfaces (not shown) for timing are included. The stored contents of the RAMs 16 and 22 are backed up by the low voltage battery 19. The charging controller 15 and the air conditioner controller 21 can be configured by a microcomputer.

The charge controller 15 is connected to the control terminal of the on-vehicle charger 25. At the time of charging, the input side of the on-vehicle charger 25 is connected through a plug 26 to, for example, an outlet such as a household which is supplied with AC power.

The DC output + (plus) side of the vehicle-mounted charger 25 is connected to the + side of the battery 12 through the current sensor 13 and the + side of the air conditioner inverter 32, while the DC output − (minus). ) Side (ground side)
Is connected to the negative side of the voltage sensor 14, the negative side of the battery 12, and the negative side of the air conditioner inverter 32.

The three-phase output side of the inverter 32 for the air conditioner is not shown in FIG.
The rotary shaft of the three-phase motor is fixed to the rotary shaft of the compressor. The air conditioner inverter 32, the electric compressor 36, and a refrigerant circuit (not shown) are collectively referred to as an electric air conditioner 31.

An air conditioner inverter drive signal DAI is supplied from the air conditioner controller 21 to the control terminal of the air conditioner inverter 32. The air conditioner inverter drive signal DAI is a pulse width modulation signal and is a so-called duty signal.

A control panel 50 arranged near the dashboard is connected to the air conditioner controller 21, and a remote control key 45 is connected thereto by radio such as radio waves or infrared rays. Control panel 5
0 includes a pre-air conditioner timer 43, an air conditioner switch 52, and the like. The remote controller key 45 includes a pre-air conditioner setting mode switch 46 for setting a cooler mode (cooling mode) or a heater mode (heating mode),
An external input pre-air conditioner on / off switch 47, an external input timer pre-air conditioner on / off switch 48 for turning on / off the pre-air conditioner timer 43 from the outside, a liquid crystal display (LC
D) 49 and a lock / unlock switch (not shown) for the door of the electric vehicle 11 are arranged. The air conditioner operation permission confirmation signal AUX1 transmitted from the remote controller key 45 to the air conditioner controller 21 is a duty signal. Depending on the duty, a signal by operating the external input timer pre-air conditioner on / off switch 48 or the external input pre-air conditioner on / off switch 47. The air conditioner controller 21 confirms whether the signal is due to the operation of.

FIG. 2 shows the detailed structure of the control panel 50. On the control panel 50, in addition to the LCD 51 that displays the temperature inside the vehicle, the humidity inside the vehicle detected by a temperature sensor (not shown) and a humidity sensor (not shown), the above-mentioned air conditioner switch 52, temperature setting switch 53, inside / outside air changeover switch 54, Blower fan air volume selector switch 55, outlet selector switch 56, pre-air conditioner timer 4
3, a heater switch 58, and a dehumidifying switch 59 are arranged.

The air conditioner switch 52 comprises an auto switch 52a, an air conditioner on / off switch 52b, and a pre-air conditioner on / off switch 52c. Every time the auto switch 52a is operated, the automatic / manual control mode (operation mode) of the electric air conditioner 31 is switched, and the signal instructing it is the air conditioner automatic / manual switching signal AUT.
It is supplied as O to the air conditioner controller 21. Further, an air conditioner on / off signal ACS for switching on / off of the electric air conditioner 31 is supplied from the air conditioner on / off switch 52b to the air conditioner controller 21.
Further, a pre-air conditioner on / off signal PAC for switching on / off of the pre-air conditioner operation is supplied to the air conditioner controller 21 by operating the pre-air conditioner on / off switch 52c.

The pre-air-conditioner timer 43 starts the operation of the electric compressor 36 and the operation time (operation duration) in order to keep the air conditioning in the room comfortable at the scheduled boarding time.
Is for setting. Pre-air conditioner timer 43
The initial setting (default value) is 30 before the scheduled boarding time.
The electric compressor 36 is operated for one minute. The time and operating time of the pre-air conditioner timer 43 can be set on the control panel 50. In the display of the pre-air conditioner timer 43 on the control panel 50, the up / down keys of the displays D, H, and M are keys for setting "day", "hour", and "minute", respectively. The scheduled boarding time (in FIG. 3, 8:00 (8 am at 24 hours display) is shown. } Can be set.

A signal from the pre-air conditioner timer 43 for notifying the air conditioner controller 21 of the operation start / stop time set by the pre-air conditioner timer 43 (hereinafter,
It is called a pre-conditioner timer signal. ) TIME (see FIG. 1) is provided.

The control mode (operation mode) of the electric air conditioner 31 according to this embodiment includes a normal air conditioner control mode when the ignition key (not shown) is in the ON position and an external mode when the ignition key is in the OFF position. There are three types of modes: input pre-air conditioner control mode and timer pre-air conditioner control mode.

The normal air conditioner control mode is the operation mode of the electric air conditioner 31 when the ignition key is in the ON position. That is, this is a mode in which air conditioning is performed by the electric power of the battery 12 and / or the vehicle-mounted charger 25 in a standby state in which the battery 12 is electrically connected to the traveling motor, and in other so-called neutral states and traveling states. During charging, an interlock is applied so that the traveling motor is not started by detecting the connection state of the plug 26.

In the timer pre-air conditioner control mode, for example, during charging of the battery 12 at night, the power of the external AC power supply supplied through the vehicle-mounted charger 25 is used for a relatively long time (for example, as described above, , 30 minutes before the scheduled boarding time) This is an operation mode in which air conditioning is performed, and the purpose is to comfortably air-condition the inside of the vehicle at the time of boarding. The operation in the timer pre-air conditioner control mode is a precondition that power is supplied from an external power source (AC power source or DC power source) through the vehicle-mounted charger 25 or an external charger described later.

Further, the external input pre-air conditioner control mode is set for a relatively short time, for example, during shopping (for example, as described above after the control mode is turned on by the external input pre-air conditioner on / off switch 47).
The purpose is that the inside of the vehicle is comfortably air-conditioned when getting on. It should be noted that this external input pre-air conditioner control mode is adapted to operate both during charging and during non-charging. In this embodiment, it is premised that it is operated during charging. For example, it is considered that the external input pre-air conditioner control mode is activated when the AC power source of the restaurant is used for charging at lunchtime at the restaurant.

Next, the operation of the above embodiment will be described in detail with reference to the flow chart and the like.

FIG. 3A shows an example of the charging current characteristic by the two-stage constant current control charging (constant current control charging for the entire period) stored in advance in the ROM 17.

FIG. 3B shows a battery voltage characteristic corresponding to FIG. 3A. Since this battery voltage characteristic changes depending on the ambient temperature of the battery 12 and also changes over time, the battery voltage characteristic for each ambient temperature is actually stored in the ROM 17 and The memory contents are updated. As ROM17,
A data rewritable EEPROM, EAROM, or the like may be used. The RAM 16 may be stored and backed up. The RAM 16 may be a rewritable mini disk, a magnetic disk such as a floppy disk, a magneto-optical disk, or a magnetic card, which does not require backup.

As can be seen from FIGS. 3A and 3B, in this example, the battery voltage value VB reaches a predetermined battery voltage value V1 (for example, a voltage value at which the capacity is about 80% of the full charge capacity) until time t1. Supplies a relatively large charging current value Ichg1 as the charging current value Ichg, and after that time t1, the charging current value Ichg is reached until the time t3 when full charge is reached.
A two-stage constant current charging method for supplying a relatively small charging current value Ichg2 as g is adopted. In this sense, the charging current value Ichg1 is defined as the first-stage charging current value, charging current value I
chg2 is also referred to as a second-stage charging current value. At the time t2 when the battery is fully charged, the battery voltage value VB is equal to the peak voltage value V
Judgment is made at the point of time 2 or the integrated value of charging current.

In this case, the first-stage charging current value I
The chg1 and the second-stage charging current value Ichg12 are values set according to the characteristics of the battery 12, respectively. For example, the discharge amount of the battery 12 is about 80%, and the first-stage charging current value Ichg1 Is a current value corresponding to 0.2 C (C is the rated capacity and the unit is [AH]),
The time from the charging start time t1 to the time t2 when the first-stage charging is completed is about 3 hours. In addition, when the second-stage charging current value Ichg2 is selected to a current value corresponding to, for example, 0.05 C, the time t at which the first-stage charging is completed is completed.
The time from 2 to completion of charging is about 4 hours.

FIG. 4 is a flow chart provided for explaining the entire charging operation. It should be noted that this flowchart shows the charging controller 15 and the air conditioner controller 21.
And the air conditioner controller 21 are connected by a communication line, the operation according to this flow chart should be executed only by the charge controller 15 or only the air conditioner controller 21. Is also possible. Of course, the charge controller 15 and the air conditioner controller 21
It is also possible to configure and integrally.

In the flowchart of FIG. 4, first, it is determined that the plug 26 is connected to the AC power source and the on-vehicle charger 25 is connected.
When confirmed by the charging controller 15 through the charging controller 15, the charging controller 15 confirms the battery voltage value VB and starts the first-stage charging operation with the charging current value Ichg1 (step S1). This first stage charging start time t0 is stored in the RAM 16 of the charging controller 15. Also,
A timer (not shown) included in the charging controller 15 starts measuring the charging time.

Next, by interrupt processing at regular intervals,
Check the state of the pre-air conditioner on / off signal PAC by operating the pre-air conditioner on / off switch 52c, the contents of the pre-air conditioner timer signal TIME (operating time and operation duration) by operating the pre-air conditioner timer 43, and confirm the air conditioner start permission by operating the remote control key 45. Signal AUX1
R from the RAM 22 of the air conditioner controller 21
It is taken into the AM 16 (step S2). The air conditioner controller 21 also processes these signals PAC, TIME, ACS, and AUX by interrupt processing at regular intervals.
The contents of 1 are taken into the RAM 22.

And, the signals PAC, T
Based on the contents of IME and AUX1, it is determined whether the operation start time (starting start time) of the timer pre-air conditioner control mode (external input timer pre-air conditioner control mode) has come, and also the start permission in the external input pre-air conditioner control mode It is determined whether the confirmation has been made (step S3). Note that the estimated boarding time and operation duration are RA
By loading it in M16, the operation start time of the timer pre-air conditioner (external input timer pre-air conditioner) control mode by this charge controller 15 (3
0 minutes) can be calculated. In the external input pre-air conditioner control mode, the operation start time is when the activation permission confirmation signal AUX1 relating to the activation permission of the external input pre-air conditioner is supplied.

When the determination in step S3 is not established, it is confirmed whether or not the charging is completed, that is, whether or not the battery is fully charged. If the battery is not fully charged, the process returns to step S2 (step S4 " N
O "). Until the determination in step S3 is established, the output current of the charger 25 is the charging current value Ichg and DC-DC.
It is used for driving a load connected to the converter 18. It should be noted that the end of charging is not only the judgment of full charge, but also the end of time counting by the protection timer, and if the plug 26 is unplugged from the outlet by the user's intention of the electric vehicle, the power supply is stopped during the midnight power use. In the case of a power outage, it also includes the case of a power outage.

When the determination in step S3 is established, that is, when there is a request to start the operation of the electric air conditioner 31, it is determined whether or not the first-stage charging is in progress by a predetermined control sequence of the in-vehicle charger 25. To confirm (step S5). If the first-stage charging is in progress,
After confirming the end of charging without entering the pre-air conditioner control mode (step S4), the process returns to step S2 again,
Continue charging. As described above, while the charging of the first stage is not completed, the electric air conditioner 31 is not started because the output of the in-vehicle charger 25 has no margin, and the charging of the battery 12 is prioritized.

If it is determined in step S5 that the charging has shifted to the second stage charging, the charging current value Ichg is Ichg.
It decreases to 2 and the in-vehicle charger 25 has a margin. Therefore, an air conditioner operating current upper limit calculation value process for starting the electric air conditioner 31 is performed (step S6).

FIG. 5 shows a detailed flow chart of the air conditioner operating current upper limit value calculation process. in this case,
First, the maximum charger output current value Ichgmax that can be output from the vehicle-mounted charger 25 is confirmed by the ROM 17 (step S11). Since the in-vehicle charger 25 is used, the charger maximum output current value Ichgmax is equal to the first-stage charging current value Ichg1. In this example of FIG. 1, since the charger is the on-vehicle charger 25, the ROM
Although the content stored in advance in 17 may be confirmed, in the case of another embodiment described later, the charger is an external charger existing outside the electric vehicle 11. , The charger maximum output current value I′chgmax is fetched by communication with the external charger and stored in the RAM 16.

Next, the second-stage charging current value I from the ROM 17
Read chg2 (step S12).

The air conditioner operating current upper limit value Iacm
ax is calculated by the following equation (1) (step S1)
3).

Iacmax = Ichgmax-Ichg2 (1) In the example of FIG. 1 using the on-vehicle charger 25, the charger maximum output current value Ichgmax is the first-stage charging current value Ich.
Since it is equal to g1, equation (1) can be transformed into equation (2).

Iacmax = Ichg1-Ichg2 (2) Then, the charging controller 15 informs the air conditioner controller 21 of this air conditioner operating current upper limit value Iacmax.

Next, the air conditioner controller 21 controls the output of the electric air conditioner 31 (step S7).

FIG. 6 shows a detailed flowchart of the air conditioner output control process. In this case, since the operable minimum electric power value Pacmin of the electric compressor 36 is stored in the ROM 23 of the air conditioner controller 21 in advance, it is read (step S21). The minimum operable electric power value of the electric compressor 36 is a value unique to the electric compressor 36. For example, the rated value is 2 kW.
If the air conditioner is operated only at 0.5kW or more,
The power value of 0.5 kW is said.

Therefore, the air conditioner controller 21 receives the charging voltage value Vch from the RAM 16 of the charging controller 15.
g is read (step S22).

Then, under the present circumstances, the electric power (hereinafter referred to as the suppliable electric power) Pn that can be supplied to the electric air conditioner 31 is calculated (see the equation (3)), and the suppliable electric power Pn is the minimum operable electric compressor 36. It is determined whether or not the power value is larger than Pacmin (see step S23, equation (3)).

Pn = Vchg × Iacmax ≧ Pacmin (3) If this determination is not established, the electric air conditioner 31 is not activated. In other words, the stop control mode of the electric air conditioner 31 is kept in a continuous state (step S2).
4).

On the other hand, when the determination in step S23 is satisfied, the electric compressor 36 is supplied with a current up to the air conditioner operating current upper limit value Iacmax while satisfying the expression (3).
The air conditioner inverter drive signal DAI having the duty to be supplied to the air conditioner inverter is supplied to the control terminal of the air conditioner inverter 32 (step S25).

FIG. 3C shows the electric air conditioner 31 in the pre-air conditioner control mode based on the processing result of step S25.
Between the time points t2 and t3 (pre-air conditioner operating time Tpa
The maximum value of usable power when operating in c) is indicated by hatching.

Next, the end of the above-mentioned charging control is detected from time t0 to time t3, and when this end state is detected (step S4 "YES"), the operation of the electric air conditioner 31 by the air conditioner controller 21 is started. After being stopped (step S8), the charging control by the charging controller 15 is stopped (step S9).

As described above, according to the example of FIG. 1, the charging of the battery 12 is prioritized at the time of charging, and the activation of the electric air conditioner 31 is permitted only after the charging of the first stage is completed. Therefore, the battery 12 can be reliably charged, and the electric air conditioner 31 can be efficiently operated by the pre-air conditioner.

FIG. 3D shows the characteristics when constant current charging is performed until the time t1 at which the first-stage charging is completed, and then constant voltage charging is performed until full charging at time t3. in this case,
The second-stage charging current value Ichg2 ′ is the first-stage charging current value I
Since it gradually decreases from chg1, compared to FIG. 3C in which the second-stage charging is also performed with a constant current, the start time of starting the pre-air conditioner is the minimum operable electric power value P of the electric compressor 36.
Determined in relation to acmin.

Next, another embodiment will be described. In the drawings referred to below, parts corresponding to those shown in FIGS. 1 to 6 are designated by the same reference numerals or the same reference numerals with “A” added to the end, and a detailed description thereof will be given. Omit it.

FIG. 7 shows the configuration of another embodiment in which the electric vehicle 11A not having the on-vehicle charger 25 is charged by the charger (external charger) 62 constituting the charging stand 61 through the connector 60. There is. It goes without saying that the electric vehicle 11A may also be equipped with the in-vehicle charger 25 and may be configured to be used together with the external charger 62.

In FIG. 7, the connector 60 on the charging stand 61 side, which is connected to one end of the cable 63, is connected to the connector 60B on one side of the electric vehicle 11A.
A is connected. To the other end of the cable 63, a stand side charge controller 64 and an external charger (also called a stand charger) 62 are connected. The charging controller 15 and the stand side controller 64 are connected by a communication line. The operation of the external charger 62 is controlled by the stand side charging controller 64.

FIG. 8 is a flow chart provided for explaining the overall charging operation of the example of FIG. Note that this FIG.
The flowchart of FIG. 4 corresponds to the flowchart of FIG.

In the case of FIG. 7, the maximum charger output current value I'chgmax that can be taken out from the external charger 62 is considerably larger than that of the vehicle-mounted charger 25 shown in the example of FIG. First-stage charging current value I shown in S5
It is not necessary to determine whether chg1 is being charged.

That is, during battery charging, step S3
When the determination of A is established, in other words, when there is a request to start the operation of the electric air conditioner 31 in the pre-air conditioner control mode, the air conditioner operating current upper limit calculated value processing process is performed (step S6A).

FIG. 9 shows a detailed procedure of the air conditioner operating current upper limit calculation process (step S6A). This FIG. 9 corresponds to FIG.

In this case, as described above, the charging controller 15 obtains the charger maximum output current value I'chgmax which can be output from the charger 62 through the stand side charging controller 64 and stores the value in the RAM 16 (step S11A). ).

The charger maximum output current value I'chgmax of the external charger 62 is considerably larger than the first-stage charging current value Ichg1. That is, I'chgmax >> I
chg1 is established.

Next, the charging current value Ichg is read from the ROM 17.
Is read (step S12). In this case, the charging process is determined by the charging voltage value Vchg or a timer (not shown), and if the charging process is the first charging process, the first charging current value Ichg1 is read and the charging process is the second charging process. If so, the second-stage charging current value Ichg2 is read (step S12A).

The air conditioner operating current upper limit value I'ac
max is calculated by the following equations (4) to (6) (step S13A).

I'acmax = I'chgmax-Ichg (4) = I'chgmax-Ichg1 (when charging the first step) (5) = I'chgmax-Ichg2 (when charging the second step) (6) Therefore, the charge controller 15 informs the air conditioner controller 21 of the air conditioner operating current upper limit value I'acmax in this case.

Next, the air conditioner controller 21 controls the output of the electric air conditioner 31 (step S7A).

FIG. 10 is a detailed flowchart of step S7A.

In this case, R of the air conditioner controller 21
The OM 23 stores in advance the minimum operable electric power value Pacmin of the electric compressor 36, which is read (step S21A).

Therefore, the air conditioner controller 21 receives the charging voltage value Vch from the RAM 16 of the charging controller 15.
g is read (step S22A).

Then, under the present circumstances, the electric power that can be supplied to the electric air conditioner 31 (hereinafter referred to as the electric power that can be supplied) P'n is calculated (see the equation (3)), and this electric power that can be supplied P'n is the electric compressor 36. Of the minimum operable electric power value Pacmin of (step S23A,
(See equation (7)).

P′n = Vchg × I′acmax> Pacmin (7) If this determination is not established, the electric air conditioner 31 is not activated. In other words, the stop control mode of the electric air conditioner 31 is kept in a continuous state (step S24).
A).

In the example of FIG. 7, the external charger 62 of the charging stand 61 is used, so the determination in step S23A is normally established. If the condition is satisfied, the air conditioner operating current upper limit value I'acm is satisfied while the expression (7) is satisfied.
An air conditioner inverter drive signal DAI having a duty for supplying a current up to ax to the electric compressor 36 is supplied to the control terminal of the air conditioner inverter 32 (step S25A).

FIG. 11A shows in hatching the case where the electric air conditioner 31 operates in the pre-air conditioner control mode during the period from t2 'to t3 (pre-air conditioner operating time T'pac) based on the processing result of step S25A. ing. A time point t2 'is a time point when a request to start the pre-air conditioner is issued.

FIG. 11A shows the upper limit value I'a of the air-conditioner operating current when the first-stage charging and the second-stage charging are both constant current control.
The change in cmax is shown, and from the start time t2 'of the pre-air conditioner control mode to the time t1 at which the first-stage charging is finished, the electric compressor is operated at the air conditioner operating current upper limit value I'acmax of the above formula (5). It is possible to operate the electric compressor 36 from the start time t1 of the second stage charging to the end time t3 of the full charge at the air conditioner operating current upper limit value I'acmax according to the above formula (6). You can

FIG. 11B shows charge control corresponding to FIG. 3D. The characteristics are shown when constant current charging is performed until the first stage charging end time t1 and then constant voltage charging is performed until full charge at time t3.

As described above, even when the external charger 62 having a large power supply capacity is used as in the example of FIG. 7, the battery 12 is charged by the first-stage charging current Ichg1 and the electric air conditioner 31 is charged by the surplus power. Since it is driven, the battery 12 can be surely charged and the electric air conditioner 31 can be efficiently controlled.

In the above-mentioned FIG. 1 example and FIG. 7 example, an example in which the electric air conditioner 31 is driven as the vehicle-mounted electric load at the time of charging is explained, but the vehicle-mounted electric load is not limited to the electric air conditioner 31. For example, seat heater,
A warm refrigerator, a rear defroster using a printed resistance wire, a cooling fan 20 for the battery 12 at high temperature, and a heater (not shown) for heating the battery 12 at low temperature are also included.

Further, although the remote control key 45 is used as the generator of the activation permission confirmation signal AUX1 of the external input pre-air conditioner function, a wireless telephone such as a mobile telephone may be used together.

Furthermore, the present invention is not limited to the above-mentioned embodiments, and it goes without saying that various configurations can be adopted without departing from the gist of the present invention.

[0088]

As described above, according to the present invention, the charging current is preferentially supplied to the vehicle-mounted battery at the time of charging, and when the vehicle-mounted electric load is driven at the time of charging, the charger maximum output current is obtained. The driving is performed by the current value of the difference between the charger maximum output current value determined by the value determining means and the charging current value. Therefore, the effect that the charging of the on-vehicle battery can be prioritized is achieved.

Therefore, even when the on-vehicle electric load, for example, the pre-air conditioner function by the electric air conditioner is operated at the time of charging, it is possible to considerably increase the probability that the charging can be surely completed by the scheduled charging completion time. That effect is achieved.

If the charging current is reduced when the on-vehicle battery is charged to a certain capacity value,
Since the current value for driving the vehicle-mounted electric load can be increased by the charger, the effect that the vehicle-mounted electric load can be efficiently driven as needed is achieved.

When the vehicle-mounted electric load is an electric air conditioner, it is usually preferable that the electric air conditioner is operating before the boarding time. Therefore, the electric air conditioner can be efficiently operated, that is, the so-called pre-air conditioner operation can be efficiently performed. The effect of being able to do is achieved.

Furthermore, the effect that the output of the electric compressor during pre-air conditioning can be efficiently controlled according to the rated output of the connected charger is also achieved.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration of an embodiment of the present invention.

FIG. 2 is a plan view showing details of a control panel in the example of FIG.

FIG. 3A is a diagram showing a specified charging current by an in-vehicle charger. B is a diagram showing a change characteristic of the battery voltage during charging. FIG. 6C is a diagram provided for explaining the operation of the pre-air conditioner in the case of the two-step constant current control. D is
FIG. 6 is a diagram used for explaining a pre-air conditioner operation in the case of second-stage constant voltage control.

FIG. 4 is a flowchart provided for explaining the operation of the example in FIG.

FIG. 5 is a flowchart showing detailed processing of an air conditioner operating current upper limit calculation process in FIG. 4.

FIG. 6 is a flowchart showing detailed processing of an air conditioner output control process in FIG.

FIG. 7 is a block diagram showing the configuration of another embodiment of the present invention.

FIG. 8 is a flowchart provided for explaining the operation of the example in FIG.

FIG. 9 is a flowchart showing detailed processing of an air conditioner operating current upper limit value calculation process in FIG. 7.

FIG. 10 is a flowchart showing detailed processing of an air conditioner output control process in FIG. 7.

FIG. 11A is a diagram used for explaining a pre-air conditioner operation in the case of all-step constant current control by an external charger.
FIG. 6B is a diagram used for explaining the operation of the pre-air conditioner in the case of the second-stage constant voltage control by the external charger.

[Explanation of symbols]

11 ... Electric vehicle 12 ... Battery 13 ... Current sensor 14 ... Voltage sensor 15 ... Charge controller 21 ... Air conditioner controller 25 ... In-vehicle charger 31 ... Electric air conditioner 36 ... Electric compressor 45 ... Remote control key 43 ... Pre-air conditioner timer 52c ... Pre-air conditioner on / off switch

Claims (5)

[Claims] 1. A charging control device for an electric vehicle for controlling charging of a vehicle-mounted battery by a charger supplied with an external power source, wherein a maximum output current value of a charger for determining a maximum output current value output from the charger is determined. A charging control means connected to the charging means and the charger maximum output current value determination means, the charging control means At the time of detecting an instruction to activate the in-vehicle electric load from the instructing means, the charging current value necessary for charging is preferentially supplied to the in-vehicle battery, and the charger maximum output current value and the charging current value are also supplied. A charging control device for an electric vehicle, wherein the vehicle-mounted electric load is driven by a current value that is a difference between 2. When the vehicle-mounted electric load is started, the current value of the difference between the charger maximum output current value and the charging current value is smaller than the operable minimum current value of the vehicle-mounted electric load. In this case, the in-vehicle electrical load is not activated and only charging is performed, and when the difference current value becomes larger than the operable minimum current value, the in-vehicle electrical load is activated. The charge control device for an electric vehicle according to claim 1. 3. A capacity determining means for the on-vehicle battery connected to the charging control means, wherein the charging current value is reduced when the on-vehicle battery is charged to a certain capacity value under the control of the charging control means. do it,
2. Charging is continued until the battery is fully charged.
Alternatively, the charge control device for an electric vehicle according to item 2. 4. Under the control of the charge control means, constant current charging is performed until the on-vehicle battery is charged to the constant capacity value, and then constant charge or constant voltage charge is performed until full charge. The charging control device for an electric vehicle according to claim 3, wherein the charging control device is performed. 5. The charge control device for an electric vehicle according to claim 1, wherein the vehicle-mounted electric load is an electric air conditioner.