vehicle

Abstract

To propose a configuration which can supply electricity to a heater without providing a relay or a control circuit dedicated to the heater.SOLUTION: A vehicle includes: a power storage device; a heater for warming up the power storage device; a DC charging connection unit which can be connected to a DC charging stand; an AC charging connection unit which can be connected to an AC charging stand; a charger which converts AC power on the side of the AC charging connection unit to DC power to be supplied to the power storage device; and a control device which controls the charger. The vehicle is capable of DC charging to charge the power storage device using DC power from the DC charging stand, and AC charging to charge the power storage device by the charger converting the AC power from the AC charging stand to DC power. The charger can supply electric power on the side of the power storage device and the DC charging connection unit to the heater. The control device controls the charger, when a request is made to warm up the power storage device in DC charging, so that part of the electric power from the DC charging stand may be supplied to the heater via the charger.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] A conventional vehicle of this type includes a battery, a charger for supplying power from an external power supply device to the battery, a heater for heating the battery, and a heater relay for connecting and disconnecting the charger and the heater (see, for example, Patent Document 1). In this vehicle, when charging the battery using power from the external power supply device, if it is determined that the heater should be energized, the heater relay is connected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-118629 Summary of the Invention [Problem to be solved by the invention]

[0004] Although the above-mentioned vehicle is equipped with a relay and a control circuit dedicated to the heater, one of the challenges is to devise a configuration that can energize the heater while reducing the number of such relays and control circuits dedicated to the heater.

[0005] The main object of the vehicle of the present disclosure is to propose a configuration that allows current to be applied to the heater without providing a relay or control circuit dedicated to the heater. [Means for solving the problem]

[0006] The vehicle of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The vehicle disclosed herein comprises a power storage device, a heater for heating the power storage device, a DC charging connection section connectable to a DC charging stand, an AC charging connection section connectable to an AC charging stand, a charger capable of converting AC power from the AC charging connection section to DC power and supplying it to the power storage device, and a control device for controlling the charger, and is capable of DC charging, in which the power storage device is charged using DC power from the DC charging stand, and AC charging, in which AC power from the AC charging stand is converted to DC power by the charger and then charged with the power storage device, wherein the charger is capable of supplying power from the power storage device side and the DC charging connection section side to the heater, and the control device controls the charger so that when a temperature increase of the power storage device is required during DC charging, part of the power from the DC charging stand is supplied to the heater via the charger.

[0008] In the vehicle of the present disclosure, this configuration makes it possible to supply power to the heater to raise the temperature of the battery when a temperature increase in the storage device is required during DC charging, without providing a relay or control circuit dedicated to the heater.

[0009] In the vehicle of the present disclosure, a switching unit is provided that switches between a state in which the charger and the heater are connected and a state in which the charger and the AC charging connection unit are connected, and the control device may control the switching unit and the charger so that, when a temperature increase of the power storage device is required during the DC charging, a portion of the power from the DC charging stand is supplied to the heater via the charger while the charger and the heater are connected by the switching unit, and when AC charging is required, the control device may control the switching unit and the charger so that, when the charger and the AC charging connection unit are connected by the switching unit, power from the AC charging stand is supplied to the power storage device via the charger.

[0010] In the vehicle of the present disclosure, the charger may include a power factor correction circuit connected to the AC charging connection unit and an intermediate power line, a DC / DC converter connected to the intermediate power line, the power storage device, and the DC charging connection unit, and a power supply unit connected to the intermediate power line and the heater, and the control device may, when a temperature increase of the power storage device is required during the DC charging, control the charger so that a portion of the power from the DC charging stand is supplied to the heater via the DC / DC converter, the intermediate power line, and the power supply unit, and when a temperature increase of the power storage device is required during the AC charging, control the charger so that a portion of the power supplied from the AC charging stand to the intermediate power line is supplied to the heater via the power supply unit. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic configuration diagram of a vehicle 10 according to an embodiment of the present invention. [Figure 2] 2 is an explanatory diagram showing the flow of power in each case in the vehicle 10. FIG. [Figure 3] 10 is a flowchart illustrating an example of temperature increase control. [Figure 4] FIG. 10 is a schematic diagram of a vehicle 10 according to another embodiment. [Figure 5] 10A and 10B are explanatory diagrams showing the flow of power in each case in a vehicle 10B. [Figure 6] 10 is a flowchart illustrating an example of temperature increase control. DETAILED DESCRIPTION OF THE INVENTION

[0012] An embodiment of the present disclosure will be described with reference to the drawings. FIG. 1 is a schematic diagram of a vehicle 10 according to this embodiment. The vehicle 10 is configured as an electric vehicle, and as shown in the figure, includes a propulsion unit 12, a battery unit 20, a DC (Direct Current) charging inlet 30 as a direct current charging connection unit, a DC relay 32, an AC (Alternating Current) charging inlet 34 as an alternating current charging connection unit, a socket 36, a bidirectional charging unit 40, a selector switch 50 as a switching unit, a selector switch 52, and a main electronic control unit (hereinafter referred to as "main ECU") 70. The propulsion unit 12 includes a motor for driving the motor and an inverter for driving the motor. The inverter is connected to a power line 29.

[0013] The battery unit 20 has a battery 22 as an electricity storage device, a heater 24, a system main relay 26, and a battery electronic control unit (hereinafter referred to as "battery ECU") 28. The battery 22 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to a power line 23. The heater 24 has a resistor that generates heat when current is applied, and is used to raise the temperature of the battery 22. The heater 24 is connected to a power line 25. The system main relay 26 is turned on and off to connect and disconnect the power line 23 and a power line 29. The power line 29 is connected to the traveling unit 12 and a bidirectional charger 41 of a bidirectional charging unit 40.

[0014] The battery ECU 28 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The battery ECU 28 receives, via an input port, for example, the voltage Vb of the battery 22 from a voltage sensor, the current Ib of the battery 22 from a current sensor, and the temperature Tb of the battery 22 from a temperature sensor. The battery ECU 28 outputs a control signal to the system main relay 26 via an output port. The battery ECU 28 calculates the state of charge (SOC) of the battery 22 based on the integration of the current Ib of the battery 22, and calculates the allowable input / output powers Win and Wout of the battery 22 based on the state of charge (SOC) of the battery 22 and the temperature Tb. The battery ECU 28 is connected to a charging electronic control unit (hereinafter referred to as the "charging ECU") 46 of the bidirectional charging unit 40 and the main ECU 70 via the communication ports.

[0015] DC charging inlet 30 is configured to be connectable to a DC charging connector 82 connected to a DC charging stand 80 via a DC charging cable 81, and is connected to a power line 31. DC relay 32 connects and disconnects power line 31 and power line 29 by turning it on and off. AC charging inlet 34 is configured to be connectable to an AC charging connector 92 connected to an AC charging stand 90 via an AC charging cable 91, and is connected to a power line 35. DC charging stand 80 and AC charging stand 90 are each installed in a home, a charging station, or the like. Socket 36 is configured to allow insertion of a plug for a power device such as a household appliance, and is connected to a power line 37.

[0016] The bidirectional charging unit 40 includes a bidirectional charger 41 and a charging ECU 46. The bidirectional charger 41 includes a power factor correction circuit 42 and a DC / DC converter 43. The power factor correction circuit 42 is configured as a power factor correction circuit having a switching element, and converts AC power on the power line 47 into DC power and supplies it to the power line 45, and converts DC power on the power line 45 into AC power and supplies it to the power line 47. The DC / DC converter 43 is configured as an isolated DC / DC converter having a switching element and a transformer, and exchanges DC power between the power line 45 and the power line 29 with voltage conversion. Because the DC / DC converter 43 is an isolated type, when a short-circuit abnormality occurs on the power line 45 side, for example, in the heater 24 or the socket 36, the influence of the short-circuit abnormality can be prevented from extending to the power line 29 side.

[0017] The charging ECU 46 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The charging ECU 46 outputs control signals to the DC relay 32, the bidirectional charger 41 (power factor correction circuit 42 and DC / DC converter 43), the selector switch 50, and the selector switch 52 via the output port. The charging ECU 46 is connected to the battery ECU 28 and the main ECU 70 via the communication port. The charging ECU 46 is capable of communicating with a DC charging stand 80.

[0018] The changeover switch 50 is configured to be able to switch between a first state, a second state, and a third state. In the first state, the power line 47 connected to the bidirectional charger 41 is connected to the power line 25 connected to the heater 24. In the second state, the power line 47 is connected to the power line 51. In the third state, the power line 47 is not connected to either the power line 25 or the power line 51.

[0019] Changeover switch 52 is configured to be able to switch among a fourth state, a fifth state, and a sixth state. In the fourth state, power line 51 is connected to power line 35 connected to AC charging inlet 34. In the fifth state, power line 51 is connected to power line 37 connected to socket 36. In the sixth state, power line 51 is not connected to either power line 35 or 37.

[0020] The main ECU 70 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The main ECU 70 receives signals from various sensors that detect the state of the propulsion unit 12 via the input port. Examples of the state of the propulsion unit 12 include the rotational position of the motor rotor and the current of each phase of the motor. The main ECU 70 outputs control signals to the propulsion unit 12 via the output port. The main ECU 70 is connected to the battery ECU 28 and the charging ECU 46 via the communication ports.

[0021] In this embodiment, when vehicle 10 is stopped and DC charging connector 82 is connected to DC charging inlet 30, vehicle 10 can perform DC charging, which charges battery 22 using relatively large DC power from DC charging stand 80. Furthermore, when vehicle 10 is stopped and AC charging connector 92 is connected to AC charging inlet 34, vehicle 10 can perform AC charging, which converts AC power from AC charging stand 90 into DC power using bidirectional charging unit 40 to charge battery 22.

[0022] Next, the operation of the vehicle 10 will be described. FIG. 2 is an explanatory diagram showing the flow of power in each case in the vehicle 10. FIG. 2(A) shows the flow of power when the temperature of the battery 22 is increased while the vehicle 10 is running. FIG. 2(B) shows the flow of power when the temperature of the battery 22 is increased while the vehicle 10 is being DC charged. FIG. 2(C) shows the flow of power when the vehicle 10 is being AC charged. In FIG. 2, the illustration of each ECU and the like of the vehicle 10 is omitted. Each case will be described below in order.

[0023] First, a case where the temperature of the battery 22 is increased while the vehicle 10 is running will be described with reference to Fig. 2(A). When the vehicle 10 is running, the system main relay 26 is on, and the power line 23 and the power line 29 are connected. In this state, as shown by the thick solid arrow in Fig. 2(A), power from the battery 22 is supplied to the driving unit 12 via the power line 23, the system main relay 26, and the power line 29. When the vehicle 10 is running, the main ECU 70 periodically executes the temperature increase control of Fig. 3.

[0024] 3 is executed, the main ECU 70 first determines whether or not a temperature increase of the battery 22 is required (step S100). In the process of step S100, the main ECU 70 compares the temperature Tb of the battery 22 input by communication from the battery ECU 28 with a threshold value Tbref1. If the temperature Tb is equal to or higher than the threshold value Tbref1, it determines that a temperature increase of the battery 22 is not required, and if the temperature Tb is less than the threshold value Tbref1, it determines that a temperature increase of the battery 22 is required. If it is determined in step S100 that a temperature increase of the battery 22 is not required, the main ECU 70 ends the temperature increase control of FIG.

[0025] When the main ECU 70 determines in step S100 that a temperature increase of the battery 22 is required, the main ECU 70 transmits a predetermined command to the charging ECU 46 to set the selector switch 50 to the first state (a state in which the power line 47 and the power line 25 are connected) (step S110), and transmits a command to start increasing the temperature of the battery 22 to the charging ECU 46 (step S120). Upon receiving the predetermined command, the charging ECU 46 sets the selector switch 50 to the first state. Furthermore, upon receiving the command to start increasing the temperature of the battery 22, the charging ECU 46 controls the bidirectional charger 41 so that power is supplied from the power line 29 to the power line 47 via the DC / DC converter 43, the power line 45, and the power factor correction circuit 42. As a result, as shown by the thick dashed arrow in FIG. 2A , a portion of the power supplied from the battery 22 to the power line 29 is supplied to the heater 24 via the DC / DC converter 43, the power line 45, the power factor correction circuit 42, the power line 47, the selector switch 50, and the power line 25. As a result, the temperature of the battery 22 increases. At this time, the power from the battery 22 is divided and supplied to the propulsion unit 12 and the heater 24, so the upper limit of the power that can be supplied from the battery 22 to the propulsion unit 12 is limited, which may limit the driving performance of the vehicle 10.

[0026] Next, the main ECU 70 waits for a determination that the end of the warming up of the battery 22 has been requested (step S130). In the processing of step S130, the main ECU 70 compares the temperature Tb of the battery 22 input by communication from the battery ECU 28 with a threshold value Tbref2 that is equal to or greater than the threshold value Tbref1 described above. If the temperature Tb is less than the threshold value Tbref2, it is determined that the end of the warming up of the battery 22 has not been requested, and if the temperature Tb is equal to or greater than the threshold value Tbref2, it is determined that the end of the warming up of the battery 22 has been requested.

[0027] When the main ECU 70 determines in step S130 that the end of the temperature increase of the battery 22 has been requested, it transmits a command to end the temperature increase of the battery 22 to the charging ECU 46 (step S140) and ends the temperature increase control of FIG. 3. When the charging ECU 46 receives the command to end the temperature increase of the battery 22, it stops the bidirectional charger 41. This ends the temperature increase of the battery 22 by the heater 24. Note that the main ECU 70 may then cause the charging ECU 46 to set the selector switch 50 to the third state (a state in which the power line 47 is not connected to either the power lines 51 or 25).

[0028] Next, a case where the temperature of the battery 22 is increased during DC charging of the vehicle 10 will be described with reference to FIG. 2B. As described above, the vehicle 10 can be DC charged when the vehicle is parked and the DC charging connector 82 is connected to the DC charging inlet 30. As preparation for DC charging, the charging ECU 46 turns on the DC relay 32 to connect the power line 31 to the power line 29, and also causes the battery ECU 28 to turn on the system main relay 26 to connect the power line 23 to the power line 29. Next, the charging ECU 46 sends a DC charging command to the DC charging stand 80. Upon receiving the DC charging command, the DC charging stand 80 supplies DC power to the vehicle 10. As a result, power from the DC charging stand 80 is supplied to the battery 22 via the DC charging cable 81, the DC charging connector 82, the DC charging inlet 30, the power line 31, the DC relay 32, the power line 29, the system main relay 26, and the power line 23, as indicated by the thick solid arrow in FIG. 2B. As a result, the battery 22 is charged. Then, when the DC charging end condition is met, the charging ECU 46 transmits a DC charging end command to the DC charging stand 80. Upon receiving the DC charging end command, the DC charging stand 80 ends the supply of power to the vehicle 10. This ends the charging of the battery 22. An example of the DC charging end condition is when the state of charge (SOC) of the battery 22 reaches a predetermined rate Sfl. The predetermined rate Sfl is set, for example, to the value of the fully charged battery 22 or a value slightly lower than that. As post-processing for DC charging, the charging ECU 46 turns off the DC relay 32 to disconnect the power line 31 from the power line 29, and also causes the battery ECU 28 to turn off the system main relay 26 to disconnect the power line 23 from the power line 29.

[0029] When DC charging the vehicle 10, the main ECU 70 executes the temperature increase control of Fig. 3, just as when the vehicle 10 is running. Therefore, through cooperative control between the main ECU 70 and the charging ECU 46, when a temperature increase of the battery 22 is required, the main ECU 70 sets the selector switch 50 to the first state (a state in which the power line 47 and the power line 25 are connected) and controls the bidirectional charger 41 so that power is supplied from the power line 29 to the power line 47 via the DC / DC converter 43, the power line 45, and the power factor correction circuit 42. As a result, as shown by the thick dashed arrow in Fig. 2(B), a portion of the power supplied from the DC charging stand 80 to the power line 29 is supplied to the heater 24 via the DC / DC converter 43, the power line 45, the power factor correction circuit 42, the power line 47, the selector switch 50, and the power line 25. As a result, the battery 22 is charged and its temperature is increased. At this time, the ratio of charging power to the battery 22 relative to the power supplied from the DC charging stand 80 is lower than when power is not supplied to the heater 24. Therefore, it is preferable that the main ECU 70 request the DC charging stand 80 to output a larger amount of power than when power is not supplied to the heater 24. This can prevent the charging time of the battery 22 from becoming longer. Note that the temperature rise of the battery 22 is completed more quickly than with DC charging.

[0030] Next, AC charging of vehicle 10 will be described with reference to FIG. 2(C). As described above, vehicle 10 can be AC ​​charged when it is parked and AC charging connector 92 is connected to AC charging inlet 34. As a preparation process for AC charging, charging ECU 46 sets selector switch 50 to the second state (a state in which power line 47 and power line 51 are connected), sets selector switch 52 to the fourth state (a state in which power line 51 and power line 35 are connected), and causes battery ECU 28 to turn on system main relay 26 to connect power line 23 and power line 29. Next, charging ECU 46 starts AC charging processing. In AC charging processing, bidirectional charger 41 is controlled to supply power from power line 47 to power line 29 via power factor correction circuit 42, power line 45, and DC / DC converter 43. As a result, as shown by the thick solid arrow in FIG. 2(C), power from AC charging stand 90 is supplied to battery 22 via AC charging cable 91, AC charging connector 92, AC charging inlet 34, power line 35, selector switch 52, power line 51, selector switch 50, power line 47, power factor correction circuit 42, power line 45, DC / DC converter 43, power line 29, system main relay 26, and power line 23. As a result, battery 22 is charged. Then, when an AC charging termination condition similar to the DC charging termination condition is met, charging ECU 46 terminates the AC charging process; specifically, it stops bidirectional charger 41. This terminates charging of battery 22. As a post-processing step for AC charging, charging ECU 46 instructs battery ECU 28 to turn off system main relay 26 and disconnect power line 23 from power line 29. It is also possible to set the selector switch 50 to the third state (a state in which the power line 47 is not connected to either the power lines 51 or 25) and the selector switch 52 to the sixth state (a state in which the power line 51 is not connected to either the power lines 35 or 37). During such AC charging, the selector switch 50 cannot be set to the first state (a state in which the power line 47 and the power line 25 are connected), and therefore power cannot be supplied to the heater 24.

[0031] When the temperature of the battery 22 is not raised and power is supplied to the power device connected to the socket 36 during driving of the vehicle 10 or during DC charging, the bidirectional charger 41 is controlled so that power is supplied from the power line 29 to the power line 47 via the DC / DC converter 43, the power line 45, and the power factor correction circuit 42 with the selector switch 50 in the second state (a state in which the power line 47 and the power line 51 are connected) and the selector switch 52 in the fifth state (a state in which the power line 51 and the power line 37 are connected). As a result, a portion of the power supplied to the power line 29 from the battery 22 or the DC charging stand 80 is supplied to the power device via the DC / DC converter 43, the power line 45, the power factor correction circuit 42, the power line 47, the selector switch 50, the power line 51, the selector switch 52, the power line 37, and the socket 36. During AC charging of the vehicle 10, the selector switch 52 cannot be set to the fifth state, and therefore power cannot be supplied to the power device connected to the socket 36.

[0032] In the vehicle 10 of the present embodiment described above, when a temperature increase of the battery 22 is required during DC charging, the changeover switch 50 is set to the first state (a state in which the power line 47 is connected to the power line 25 connected to the heater 24), and the bidirectional charger 41 is controlled so that power is supplied from the power line 29 to the power line 47 via the DC / DC converter 43, the power line 45, and the power factor correction circuit 42. As a result, when a temperature increase of the battery 22 is required during DC charging, power can be supplied to the heater 24 to increase the temperature of the battery 22, without providing a relay or control circuit dedicated to the heater 24.

[0033] Fig. 4 is a schematic diagram of a vehicle 10B according to another embodiment. Vehicle 10B in Fig. 4 differs from vehicle 10 in Fig. 1 in that changeover switch 50 is removed and power lines 47 and 51 are directly connected, and that bidirectional charger 41 connected to power line 29 and power line 47 is replaced with bidirectional charger 41B connected to power line 29, power line 47, and power line 25.

[0034] The bidirectional charger 41B has a power factor correction circuit 42 and a DC / DC converter 43 similar to those of the bidirectional charger 41, and in addition has a power supply circuit 44. The power supply circuit 44 is configured as a DC / AC converter, and converts DC power on the power line 45 into AC power and supplies it to the power line 25. The power supply circuit 44 is configured in the same manner as the power factor correction circuit 42, for example. The power supply circuit 44, together with the power factor correction circuit 42 and the DC / DC converter 43, is controlled by the charging ECU 46.

[0035] Next, the operation of vehicle 10B will be described. FIG. 5 is an explanatory diagram showing the flow of power in each case in vehicle 10B. FIG. 5(A) shows the flow of power when the temperature of battery 22 is increased when vehicle 10B is traveling. FIG. 5(B) shows the flow of power when the temperature of battery 22 is increased when vehicle 10B is being DC charged. FIG. 5(C) shows the flow of power when the temperature of battery 22 is increased when vehicle 10B is being AC charged. In FIG. 2, the illustration of each ECU and the like of vehicle 10B is omitted. Each case will be described below in order.

[0036] First, a case where the temperature of battery 22 is increased while vehicle 10B is running will be described with reference to Fig. 5(A). When vehicle 10B is running, similarly to when vehicle 10 is running, system main relay 26 is on and power line 23 and power line 29 are connected. In this state, as indicated by the thick solid arrow in Fig. 5(A), power from battery 22 is supplied to driving unit 12 via power line 23, system main relay 26, and power line 29. When vehicle 10B is running, main ECU 70 executes the temperature increase control of Fig. 6.

[0037] The temperature rise control of Fig. 6 differs from the temperature rise control of Fig. 3 in that the process of step S110 is omitted. Furthermore, in step S120 of the temperature rise control of Fig. 6, a command to start raising the temperature of battery 22 is transmitted from main ECU 70 to charging ECU 46. When charging ECU 46 receives this command, charging ECU 46 controls bidirectional charger 41 so that power is supplied from power line 29 to power line 25 via DC / DC converter 43, power line 45, and power supply circuit 44. As a result, as indicated by the thick dashed arrow in Fig. 5(A), a portion of the power supplied from battery 22 to power line 29 is supplied to heater 24 via DC / DC converter 43, power supply circuit 44, and power line 25. As a result, the temperature of battery 22 is raised. At this time, the driving performance of vehicle 10B may be limited, as with vehicle 10.

[0038] Next, a case where the temperature of battery 22 is increased during DC charging of vehicle 10B will be described with reference to Fig. 5(B). During DC charging of vehicle 10B, as during DC charging of vehicle 10, DC relay 32 and system main relay 26 are in the on state, and power from DC charging stand 80 is supplied to battery 22 via DC charging cable 81, DC charging connector 82, DC charging inlet 30, power line 31, DC relay 32, power line 29, system main relay 26, and power line 23, as shown by the thick solid arrow in Fig. 5(B).

[0039] When charging the vehicle 10B with a DC current, the main ECU 70 executes the temperature increase control shown in FIG. 6 , just as when the vehicle 10B is running. Therefore, through cooperative control between the main ECU 70 and the charging ECU 46, when a temperature increase of the battery 22 is requested, the main ECU 70 controls the bidirectional charger 41 so that power is supplied from the power line 29 to the power line 25 via the DC / DC converter 43, the power line 45, and the power supply circuit 44. As a result, as shown by the thick dashed arrow in FIG. 5(B), a portion of the power supplied from the DC charging stand 80 to the power line 29 is supplied to the heater 24 via the DC / DC converter 43, the power line 45, the power supply circuit 44, and the power line 25. As a result, the battery 22 is charged and its temperature is increased. At this time, just as in the vehicle 10, the main ECU 70 preferably requests the DC charging stand 80 to output a larger amount of power than when power is not supplied to the heater 24.

[0040] Next, a case where the temperature of battery 22 is increased during AC charging of vehicle 10B will be described with reference to Fig. 5(C). During AC charging of vehicle 10B, similar to AC charging of vehicle 10, except that there is no selector switch 50 (power lines 51 and 47 are directly connected), bidirectional charger 41 is controlled so that power is supplied from power line 47 to power line 29 via power factor correction circuit 42, power line 45, and DC / DC converter 43 with system main relay 26 in the on state and selector switch 52 in the fourth state (connecting power line 51 and power line 35). As a result, as shown by the thick solid arrow in FIG. 5(C), power from AC charging stand 90 is supplied to battery 22 via AC charging cable 91, AC charging connector 92, AC charging inlet 34, power line 35, selector switch 52, power lines 51 and 47, power factor correction circuit 42, power line 45, DC / DC converter 43, power line 29, system main relay 26, and power line 23.

[0041] When charging the vehicle 10B with AC charging, the main ECU 70 executes the temperature-rise control of Fig. 6, just as when the vehicle is traveling or is being charged with DC charging. However, in this case, in step S120 of the temperature-rise control of Fig. 6, the main ECU 70 transmits a command to start raising the temperature of the battery 22 to the charging ECU 46. When the charging ECU 46 receives this command, the charging ECU 46 controls the bidirectional charger 41 so that a portion of the power supplied from the AC charging stand 90 to the power line 45 via the power factor correction circuit 42 and the like is supplied to the power line 25 via the power supply circuit 44. As a result, as shown by the thick dashed arrow in Fig. 5(C), a portion of the power supplied from the AC charging stand 90 to the power line 45 is supplied to the heater 22 via the power supply circuit 44 and the power line 25. As a result, the battery 22 is charged and heated.

[0042] When supplying power to the power equipment connected to socket 36 while vehicle 10B is running or undergoing DC charging, regardless of whether battery 22 is being heated or not, selector switch 52 is in the fifth state (a state in which power line 51 and power line 37 are connected), and bidirectional charger 41 is controlled so that power is supplied from power line 29 to power line 47 via DC / DC converter 43, power line 45, and power factor correction circuit 42. As a result, as shown by the thick dashed-dotted arrows in FIGS. 5(A) and 5(B), a portion of the power supplied from battery 22 or DC charging stand 80 to power line 29 is supplied to the power equipment via DC / DC converter 43, power line 45, power factor correction circuit 42, power lines 47 and 51, selector switch 52, power line 37, and socket 36. Therefore, in vehicle 10B, power from battery 22 or DC charging stand 80 can be allocated and supplied to the power equipment connected to propulsion unit 12, heater 24, and socket 36. When the vehicle 10B is being charged with an AC current, the changeover switch 52 cannot be set to the fifth state, and therefore power cannot be supplied to the power device connected to the socket 36.

[0043] In vehicle 10B of the embodiment described above, when a temperature increase of battery 22 is required during DC charging, bidirectional charger 41 is controlled so that power is supplied from power line 29 to power line 25 connected to heater 24 via DC / DC converter 43, power line 45, and power supply circuit 44. This makes it possible to supply power to heater 24 to increase the temperature of battery 22 when a temperature increase of battery 22 is required during DC charging, without providing a relay dedicated to heater 24.

[0044] In the vehicle 10B of the embodiment, the power supply circuit 44 is configured as a DC / AC converter, but may be configured as a DC / DC converter.

[0045] In the vehicles 10 and 10B of the embodiment, the main ECU 70 determines whether or not a temperature increase of the battery 22 is required by using the temperature Tb of the battery 22. However, the main ECU 70 may also determine whether or not a temperature increase of the battery 22 is required by using the outside air temperature Tout in addition to the temperature Tb of the battery 22.

[0046] In the vehicles 10 and 10B of the embodiment, the battery 22 is used as the power storage device. However, a capacitor may also be used.

[0047] The vehicles 10 and 10B of the embodiment are provided with the battery ECU 28, the charging ECU 46, and the main ECU 70. However, at least two of these may be integrally configured.

[0048] The vehicles 10 and 10B in the embodiments are configured as electric vehicles equipped with a motor for driving, but may also be configured as hybrid vehicles, fuel cell vehicles, or the like.

[0049] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problems" section will be described below. In the embodiment, battery 22 corresponds to the "power storage device," DC charging inlet 30 corresponds to the "DC charging connection section," AC charging inlet 34 corresponds to the "AC charging connection section," bidirectional chargers 41 and 41B correspond to the "charger," and battery ECU 28, charging ECU 46, and main ECU 70 correspond to the "controller." Changeover switch 50 corresponds to the "switching section." Power factor correction circuit 42 corresponds to the "power factor correction circuit," DC / DC converter 43 corresponds to the "DC / DC converter," and power supply circuit 44 corresponds to the "power supply section."

[0050] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments and can, of course, be implemented in various forms within the scope that does not deviate from the gist of the present disclosure. [Industrial Applicability]

[0051] The present disclosure is applicable to the vehicle manufacturing industry and the like. [Explanation of symbols]

[0052] 10,10B vehicle, 20 battery unit, 22 battery, 24 heater, 26 system main relay, 28 battery ECU, 30 DC charging inlet, 32 DC relay, 34 AC charging inlet, 36 socket, 40 bidirectional charging unit, 41 bidirectional charger, 42 power factor correction circuit, 43 DC / DC converter, 44 power supply circuit, 46 charging ECU, 50 changeover switch, 52 changeover switch, 70 main ECU, 80 DC charging stand, 90 AC charging stand.

Claims

[Claim 1] a power storage device, a heater for heating the power storage device, a DC charging connection part connectable to a DC charging stand, an AC charging connection part connectable to an AC charging stand, a charger capable of converting AC power on the AC charging connection part side into DC power and supplying the DC power to the power storage device side, and a control device for controlling the charger; a vehicle capable of DC charging in which the power storage device is charged using DC power from the DC charging station, and AC charging in which AC power from the AC charging station is converted into DC power by the charger and used to charge the power storage device, the charger is capable of supplying power from the power storage device side and the DC charging connection unit side to the heater side; when a temperature increase of the power storage device is required during the DC charging, the control device controls the charger so that a portion of the power from the DC charging stand is supplied to the heater via the charger; the vehicle includes a switching unit that switches between a state in which the charger and the heater are connected and a state in which the charger and the AC charging connection unit are connected; The control device When a temperature increase of the power storage device is required during the DC charging, the switching unit controls the charger and the charger so that a portion of the power from the DC charging stand is supplied to the heater via the charger while the charger and the heater are connected by the switching unit; When AC charging is requested, the switching unit and the charger are controlled so that power from the AC charging stand is supplied to the power storage device via the charger while the charger and the AC charging connection unit are connected by the switching unit. vehicle.

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