vehicle

Abstract

To efficiently perform charge processing in a vehicle whose on-vehicle battery can be charged from an external power source.SOLUTION: A vehicle 100 comprises: a battery 110; a rotary electric machine 130; an inverter 120; a charger 150; and an ECU 300. The inverter converts direct current power from the battery to AC power to supply the rotary electric machine with the AC power to generate traveling drive power. The charger can charge the battery by use of external power source. The charger supplies, when charging the battery, a neutral point NP of the rotary electric machine with the direct current power and the rotary electric machine and the inverter boosts voltage of the direct current power supplied from the charger to supply the boosted directed current power to the battery. ECU predicts traveling time to a predetermined charging base during traveling. When the predicted traveling time is a reference time or less, and when at least one of temperatures in a charging system including the battery, the rotary electric machine, and the inverter is higher than a reference temperature, a control is executed to suppress temperature rise in the charging system.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle, and more particularly to a technology for improving the efficiency of a charging process in a vehicle capable of charging an on-board battery using external power. [Background technology]

[0002] Japanese Patent No. 6808695 (Patent Document 1) discloses a configuration in which, when a sign that the battery will need to be charged is detected while the vehicle is running and / or stopped, the battery is cooled. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6808695 Summary of the Invention [Problem to be solved by the invention]

[0004] Electrically driven vehicles such as electric vehicles and hybrid vehicles are equipped with an AC rotating electric machine (motor generator) to generate driving force for the vehicle. The rotating electric machine generates driving force using electric power from the vehicle's onboard battery, and also generates electricity using an external force (inertial force) during regenerative braking, such as when decelerating.

[0005] In an electric vehicle, when charging a battery using external power (hereinafter also referred to as "external charging"), there is a system that supplies external power to the neutral point of a rotating electric machine to charge the battery. In an electric vehicle, while the vehicle is running, the rotating electric machine is basically used all the time for generating driving force and regenerative braking as described above. The rotating electric machine generates heat due to the current flowing through the rotating electric machine during such driving force generation and regenerative braking.

[0006] On the other hand, in a system that performs external charging by supplying power to the neutral point of a rotating electric machine, the rotating electric machine generates heat due to the charging current even during external charging. Therefore, if the temperature of the rotating electric machine is high when external charging begins after the vehicle has stopped, the rotating electric machine may excessively heat up during external charging, which may lead to performance degradation of the rotating electric machine, such as deterioration and failure. Furthermore, limiting the charging operation to prevent the rotating electric machine from overheating may result in a decrease in charging efficiency, such as an extension of the charging time.

[0007] The present disclosure has been made to solve such problems, and its purpose is to suppress performance degradation of a rotating electric machine and to make the charging process more efficient in a vehicle in which the onboard battery can be charged via the neutral point of the rotating electric machine. [Means for solving the problem]

[0008] A vehicle according to an aspect of the present disclosure includes a chargeable and dischargeable battery, a rotating electric machine, a power conversion device, a charging device, and a control device. The rotating electric machine generates driving force for traveling using electric power from the battery. The power conversion device converts DC power from the battery into AC power and supplies it to the rotating electric machine. The charging device is capable of charging the battery using external electric power. When charging the battery, the charging device supplies DC power to a neutral point of the rotating electric machine, and the rotating electric machine and the power conversion device boost the DC power supplied from the charging device and supply it to the battery. During traveling, the control device (i) acquires a predicted value of a traveling time to a predetermined charging station, and (ii) executes control to suppress a temperature rise in the charging system when a first condition is met, in which the predicted traveling time is equal to or shorter than a reference time and at least one of the temperatures of a charging system including the battery, the rotating electric machine, and the power conversion device is higher than the reference temperature.

[0009] A vehicle according to another aspect of the present disclosure includes a chargeable and dischargeable battery, a rotating electric machine, a power conversion device, a charging device, and a control device. The rotating electric machine generates driving force for traveling using electric power from the battery. The power conversion device converts DC power from the battery into AC power and supplies it to the rotating electric machine. The charging device is capable of charging the battery using external electric power. When charging the battery, the charging device supplies DC power to a neutral point of the rotating electric machine, and the rotating electric machine and the power conversion device boost the DC power supplied from the charging device and supply it to the battery. During traveling, the control device (i) acquires a predicted value of a traveling distance to a destination, and (ii) executes control to suppress a temperature rise in the charging system when the following conditions are met: the predicted traveling distance is equal to or less than the distance to a charging station, and at least one of the temperatures of a charging system including the battery, the rotating electric machine, and the power conversion device is higher than a reference temperature. [Effects of the Invention]

[0010] According to the vehicle disclosed herein, when the driving time to a charging station or the driving distance to a destination falls below a reference value while the vehicle is traveling and the timing to start external charging is approaching, control is executed to suppress a temperature rise in the charging system, including the rotating electric machine. This suppresses excessive temperature rise in the devices during charging and avoids charging restrictions for protecting the devices in the charging system when charging starts. This suppresses performance degradation of the rotating electric machine and enables efficient charging. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is an overall schematic diagram of a charging system for a vehicle according to a first embodiment. [Figure 2] 4 is a time chart for illustrating a first example of pre-charge cooling control in the first embodiment. [Figure 3] 6 is a time chart for illustrating a second example of pre-charge cooling control in the first embodiment. [Figure 4]4 is a flowchart for illustrating processing of pre-charge cooling control executed by an ECU in the first embodiment. [Figure 5] 10 is a flowchart illustrating a process of pre-charge cooling control according to a modified example. [Figure 6] 10 is a flowchart for illustrating a process of pre-charge cooling control executed by an ECU in a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0013] [Embodiment 1] (Charging system overview) 1 is an overall schematic diagram of a power supply system 10 according to a first embodiment. In this embodiment, a configuration in which the vehicle 100 is an electric vehicle will be described as an example. However, the configuration of the vehicle 100 is not limited to this, and the present invention is applicable to any vehicle that can run on power from a battery. In addition to electric vehicles, the vehicle 100 also includes, for example, hybrid vehicles and fuel cell vehicles.

[0014] Referring to FIG. 1, vehicle 100 includes a battery 110, a current sensor 115, a voltage sensor 116, an inverter 120, a motor generator (MG) 130, drive wheels 140, a charging device 150, a cooling device 160, a temperature sensor 165, a navigation device 170, an ECU (Electronic Control unit) 300 which is a control device, and a relay RY1.

[0015] Battery 110 is a power storage element configured to be chargeable and dischargeable. Battery 110 includes, for example, a secondary battery such as a lithium ion battery, a nickel-metal hydride battery, or a lead storage battery, or a power storage element such as an electric double layer capacitor. Battery 110 includes sensors (none of which are shown) for detecting the voltage, current, and temperature of battery 110. The battery voltage VB, battery current IB, and battery temperature TB detected by these sensors are output to ECU 300.

[0016] Battery 110 is connected to inverter 120 via power lines PL1 and NL1. Battery 110 supplies inverter 120 with power for driving motor generator 130. Battery 110 also stores the power generated by motor generator 130. The output of battery 110 is, for example, approximately 800V.

[0017] Inverter 120 is controlled by a control command PWI from ECU 300 , and converts DC power supplied from battery 110 into AC power for driving motor generator 130 .

[0018] Inverter 120 includes a U-phase arm 121, a V-phase arm 122, and a W-phase arm 123, which form a three-phase bridge circuit. U-phase arm 121, V-phase arm 122, and W-phase arm 123 are connected in parallel between power line PL1 and power line NL1.

[0019] U-phase arm 121 includes switching elements Q1 and Q2 connected in series between power lines PL1 and NL1, and diodes D1 and D2 connected in parallel to switching elements Q1 and Q2, respectively. The cathode of diode D1 is connected to the collector of switching element Q1, and the anode of diode D1 is connected to the emitter of switching element Q1. The cathode of diode D2 is connected to the collector of switching element Q2, and the anode of diode D2 is connected to the emitter of switching element Q2.

[0020] V-phase arm 122 includes switching elements Q3 and Q4 connected in series between power lines PL1 and NL1, and diodes D3 and D4 connected in parallel to switching elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of switching element Q3, and the anode of diode D3 is connected to the emitter of switching element Q3. The cathode of diode D4 is connected to the collector of switching element Q4, and the anode of diode D4 is connected to the emitter of switching element Q4.

[0021] W-phase arm 123 includes switching elements Q5 and Q6 connected in series between power lines PL1 and NL1, and diodes D5 and D6 connected in parallel to switching elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of switching element Q5, and the anode of diode D5 is connected to the emitter of switching element Q5. The cathode of diode D6 is connected to the collector of switching element Q6, and the anode of diode D6 is connected to the emitter of switching element Q6.

[0022] Inverter 120 includes a temperature sensor (not shown) for detecting the temperature of inverter 120. Inverter temperature TI detected by the temperature sensor is output to ECU 300.

[0023] Motor generator 130 is, for example, a three-phase AC motor generator including a rotor with embedded permanent magnets and a stator having three-phase coils connected in a Y-connection at a neutral point NP. One end of each of the three coils of U-phase, V-phase, and W-phase of motor generator 130 is connected to neutral point NP. The other end of the U-phase coil is connected to the connection node of switching elements Q1 and Q2. The other end of the V-phase coil is connected to the connection node of switching elements Q3 and Q4. The other end of the W-phase coil is connected to the connection node of switching elements Q5 and Q6. A temperature sensor (not shown) is provided in motor generator 130. A detection value TM detected by the temperature sensor is output to ECU 300.

[0024] The output torque of motor generator 130 is transmitted to drive wheels 140 via a power transmission gear (not shown) configured by a speed reducer and a power split mechanism, causing vehicle 100 to travel. Motor generator 130 can generate electricity using the rotational force of drive wheels 140 during regenerative braking of vehicle 100. The generated electricity is then converted by inverter 120 into charging power for battery 110.

[0025] Current sensor 115 is arranged on power line PL1. Current sensor 115 detects a current flowing through power line PL1 and outputs a detected value IH to ECU 300. Voltage sensor 116 detects a voltage applied to smoothing capacitor C connected between power line PL1 and power line NL1 and outputs a detected value VH to ECU 300.

[0026] Cooling device 160 is a device for cooling battery 110, inverter 120, and motor generator 130. Cooling device 160 includes a radiator or a refrigeration cycle. Cooling device 160 is controlled by a control signal CS1 from ECU 300, and cools battery 110 and the like by circulating cooled refrigerant through cooling pipes 162. Temperature sensor 165 detects the temperature of the circulated refrigerant, and outputs the detected value TW to ECU 300.

[0027] The navigation device 170 includes a touch panel (not shown) and presents and guides the user to a destination specified by the user. The navigation device 170 estimates the travel distance and travel time to the destination input by the user and displays them on the touch panel. The estimated travel distance and travel time to the destination are output to the ECU 300.

[0028] Charging device 150 receives DC power from charging stand 200 provided outside vehicle 100 and supplies charging power for charging battery 110. Although not shown in FIG. 1, charging device 150 includes an EMC (Electromagnetic Compatibility) filter for removing power supply noise and various sensors for detecting charging current and charging voltage. The detected charging current ICH and charging voltage VCH are transmitted to ECU 300.

[0029] A positive electrode of charging device 150 is connected to a neutral point NP of motor generator 130 via relay RY1. A negative electrode of charging device 150 is connected to power line NL1. Relay RY1 is controlled by a control signal CS2 from ECU 300, and switches between supplying and cutting off charging power from charging device 150 to motor generator 130.

[0030] When charging battery 110 using charging device 150, a boost chopper circuit is formed by the coils of each layer of motor generator 130 and the switching elements of the corresponding arms of inverter 120. Therefore, ECU 300 complementarily switches the switching elements of each arm of inverter 120, thereby boosting the voltage of DC power supplied from charging stand 200 (for example, 400 V) to a voltage (for example, 800 V) suitable for charging battery 110. In the following description, the configuration including battery 110, inverter 120, and motor generator 130 to which power is transmitted during external charging is also referred to as a "charging system."

[0031] ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, all of which are not shown in Fig. 1. ECU 300 receives input of signals from sensors and outputs control signals to devices, and controls vehicle 100 and the devices. Control in ECU 300 is not limited to software processing, and can also be performed by dedicated hardware (electronic circuitry).

[0032] The ECU 300 receives a voltage VB and a current IB from the battery 110. The ECU 300 calculates a state of charge (SOC) of the battery 110 based on the voltage VB and the current IB. The ECU 300 executes "pre-charge cooling control" (described later) based on temperature data of each device during driving, the SOC of the battery 110, the accelerator operation amount ACC and the brake operation amount BRK by the user, and the like.

[0033] (Pre-charge cooling control) In the above-described configuration in which power for charging the battery is supplied from the charging device via the neutral point of the motor generator, even when external charging is performed while the vehicle is stopped, current flows not only through the battery but also through the inverter and motor generator, which can cause the temperatures of the battery, inverter, and motor generator, which make up the charging system, to rise during external charging.

[0034] In this case, if the temperature of each device in the charging system exceeds its corresponding rated temperature, it may accelerate deterioration or cause malfunction of the device, which may result in a decrease in performance. Furthermore, if external charging is interrupted or charging power is limited to prevent adverse effects on the device, the charging time until full charge is extended, which may result in a decrease in charging efficiency.

[0035] Therefore, in vehicle 100 of the first embodiment, when it is predicted that the time for external charging is approaching while the vehicle is traveling, "pre-charge cooling control" is executed to suppress a temperature rise in the charging system including battery 110, inverter 120, and motor generator 130 and keep the temperature at or below a predetermined temperature. This makes it possible to prevent the temperature of the charging system from becoming excessively high when external charging begins upon arrival at a charging station such as a destination, thereby protecting each device in the charging system and suppressing a decrease in charging efficiency.

[0036] (Example 1) FIG. 2 is a time chart illustrating a first example of pre-charge cooling control in the first embodiment. In FIG. 2, the horizontal axis represents time, and the vertical axis represents a charging point approach flag, an inverter (INV) high temperature flag, a motor-generator (MG) high temperature flag, a battery high temperature flag, a cooling pump rotation speed, an accelerator operation amount, a driving force command value, and a temperature of the charging system. Note that the temperature of the charging system shown at the bottom of FIG. 2 is illustrated as an example of the refrigerant return temperature Tw detected by temperature sensor 165 of cooling device 160. However, instead of or in addition to this, the individual temperatures of battery 110, inverter 120, and motor-generator 130 may be considered. Furthermore, individual estimated temperatures of battery 110, inverter 120, and motor-generator 130 calculated from refrigerant temperature Tw and the driving force command value, etc., may also be used.

[0037] 2, before time t1, the temperatures of the devices are within normal ranges and vehicle 100 is running normally. At this time, cooling pump 161 is operating at a rotation speed of P1.

[0038] At time t1, when the refrigerant temperature TW (or the temperature of any of the battery 110, inverter 120, and motor generator 130) exceeds a predetermined threshold value TH1 (solid line LN18), the high temperature flag turns ON (solid lines LN11, LN12, and LN13).

[0039] Then, when the information from the navigation device 170 indicates that the travel time to reach the destination or charging point falls below a reference time, the charging point approach flag is turned ON (time t2: solid line LN10).

[0040] When the condition (first condition) that the charging point approach flag is ON and the high temperature flag is ON is met, first, the rotation speed of cooling pump 161 is increased from P1 to P2, and the amount of refrigerant for cooling the charging system is increased (solid line LN14). This improves the cooling capacity, and the temperature of the cooling system gradually decreases. Note that if cooling device 160 includes a refrigeration cycle, instead of increasing the amount of refrigerant, the cooling capacity may be improved by lowering the temperature of the refrigerant itself by adjusting the compressor and / or pressure reducing valve included in the refrigeration cycle.

[0041] When the temperature of the refrigerant system drops below a predetermined threshold TH2 (TH1>TH2), the pre-charge cooling control ends. On the other hand, if the user presses the accelerator to accelerate or drive uphill before the temperature of the refrigerant system drops to the threshold TH2 (time t3: solid line LN15), the load power increases accordingly (solid line LN16), and the temperature of the charging system rises (solid line LN18).

[0042] Then, when the amount of accelerator operation by the user exceeds reference operation amount OP1 (time t4), ECU 300 limits the driving force. In Figure 2, after time t4, the driving force is set lower (solid line LN16) than when there is no driving force limit (dashed line LN17). This maintains a lower temperature state of the charging system (solid line LN18) than when there is no driving force limit (dashed line LN19).

[0043] Although not shown in Figure 2, when the accelerator operation amount by the user falls below a reference operation amount OP1, the drive force limit is released. Also, when the temperature of the charging system falls below a threshold value TH2, the pre-charge cooling control is terminated.

[0044] In this way, if the temperature of the charging system including battery 110, inverter 120, and motor generator 130 rises above a predetermined threshold value as the charging start timing approaches, the cooling capacity of cooling device 160 is increased to maintain the temperature of the charging system at or below the threshold value. Furthermore, if the increase in driving force due to the user's accelerator operation exceeds a predetermined value, the driving force command value is limited to suppress the temperature rise of the charging system. Therefore, the temperature of the charging system is prevented from becoming excessively high when the vehicle arrives at the charging point, which suppresses performance degradation of the charging system including the rotating electric machine and enables efficient charging processing.

[0045] (Example 2) 3 is a time chart for explaining a second example of pre-charge cooling control in the first embodiment. In the second example, a configuration is described in which regeneratively generated power due to a user's braking operation is limited when the cooling capacity of the cooling device 160 is increased and the SOC of the battery 110 is higher than the reference charge amount. Note that the solid lines LN20 to LN24, LN28 and the dashed line LN29 in FIG. 3 correspond to the solid lines LN10 to LN14, LN18 and the dashed line LN19 in FIG. 2. Therefore, in FIG. 3, the relationship between the amount of braking operation by the user and the regeneratively generated power of the motor generator 130 during execution of pre-charge cooling control is mainly explained.

[0046] Referring to FIG. 3, when the condition (first condition) that the charging point approach flag is ON and the high temperature flag is ON is met (time t12), the rotation speed of the cooling pump 161 is increased from P1 to P2, as in the case of FIG. 2, and the amount of refrigerant for cooling the charging system is increased.

[0047] If the user applies the brakes to decelerate the vehicle before the temperature of the refrigerant system drops to threshold value TH2, i.e., while pre-charge cooling control is in progress (solid line LN25), negative torque acts on the motor generator 130, generating power through regenerative operation. This causes the temperature of the charging system to rise (solid line LN28).

[0048] Then, when the SOC of battery 110 is greater than the reference charge amount, if the amount of brake operation by the user becomes greater than reference operation amount BR1 (time t14), ECU 300 limits the regenerative power generated by motor generator 130. In Fig. 3, after time t14, the magnitude of the negative direction torque of motor generator 130 is set smaller (solid line LN26) than when there is no limit on regenerative power (dashed line LN27). As a result, the temperature of the charging system is maintained lower (solid line LN28) than when there is no limit on regenerative power (dashed line LN29).

[0049] The braking force that is insufficient due to limitations on regenerative power generation is compensated for by increasing the braking force of the hydraulic mechanical brake.

[0050] Although not shown in Figure 3, when the amount of braking operation by the user falls below a reference operation amount BR1, the limit on regenerative power generation is lifted. Also, when the temperature of the charging system falls below a threshold value TH2, the pre-charge cooling control ends. Note that the limit on regenerative power generation in the pre-charge cooling control described in the second example can also be applied to the configuration of the first example.

[0051] In the second example configuration, the temperature of the charging system is prevented from becoming excessively high when the vehicle arrives at the charging point, thereby preventing performance degradation of the charging system including the rotating electric machine and enabling efficient charging processing.

[0052] (flowchart) Fig. 4 is a flowchart for explaining the processing of pre-charge cooling control executed by ECU 300. Note that Fig. 4 explains the processing when the configurations of the first example and the second example described above are combined.

[0053] 4, in step (hereinafter, step will be abbreviated as S) 100, ECU 300 acquires a predicted value of the travel time to the destination or to a charging point near the destination from navigation device 170. Then, in S110, ECU 300 determines whether the predicted travel time is equal to or less than a reference time, that is, whether the timing for external charging is approaching.

[0054] If the predicted running time is greater than the reference time (NO in S110), ECU 300 determines that there is still sufficient time until external charging is to be performed, skips the subsequent processes, and ends the process.

[0055] On the other hand, if the predicted running time is less than or equal to the reference time (YES in S110), ECU 300 determines that the time for external charging is approaching. Then, ECU 300 proceeds to S120 to determine whether the device temperatures of battery 110, inverter 120, and motor generator 130 included in the charging system are equal to or greater than threshold value TH1. Note that when making the determination based on the individual temperature of each device, threshold value TH1 is set individually according to the rated temperature of each device.

[0056] If the device temperature is lower than threshold value TH1 (NO in S120), cooling control is not necessary, and therefore ECU 300 skips the subsequent processes and ends the process.

[0057] On the other hand, if the device temperature is equal to or higher than threshold value TH1 (YES in S120), the process proceeds to S130. In S130, ECU 300 controls cooling device 160 to increase the flow rate of cooling pump 161. This increases the cooling capacity of cooling device 160. ECU 300 then determines whether a predetermined time has elapsed since the increase in the flow rate of cooling pump 161. This predetermined time is the time required for cooling of the charging system to be performed by increasing the amount of refrigerant, and is set to, for example, about 10 minutes.

[0058] If the predetermined time has not elapsed (NO in S140), the process returns to S140, and ECU 300 waits for the predetermined time to elapse. If the predetermined time has elapsed (YES in S140), the process proceeds to S150, and ECU 300 determines whether the device temperature is equal to or higher than threshold value TH2 (TH1>TH2), that is, whether each device in the charging system has been sufficiently cooled.

[0059] If the device temperature is less than threshold value TH2 (NO in S140), ECU 300 determines that each device in the charging system is sufficiently cooled, skips the subsequent processes, and ends pre-charge cooling control. Although not shown in FIG. 4, when pre-charge cooling control ends, the flow rate of cooling pump 161 is returned to the initial flow rate.

[0060] On the other hand, if the device temperature is equal to or higher than threshold value TH2 (YES in S140), the process proceeds to S160, where ECU 300 then determines whether the accelerator operation amount by the user is greater than the reference operation amount. If the accelerator operation amount is greater than the reference operation amount (YES in S160), the process proceeds to S170, where ECU 300 limits the driving force of motor generator 130. If the accelerator operation amount is equal to or less than the reference operation amount (NO in S160), S170 is skipped, and the process proceeds to S180.

[0061] In S180, ECU 300 determines whether the SOC of battery 110 is greater than the reference charge amount. If the SOC is equal to or less than the reference charge amount (NO in S180), the process returns to S150. If the SOC is greater than the reference charge amount (YES in S180), the process proceeds to S190. In S190, ECU 300 limits the regenerative power generated by motor generator 130 if the amount of brake operation by the user is greater than the reference operation amount. Thereafter, the process returns to S150.

[0062] When the process returns to S150, ECU 300 continues to limit the driving force and / or regenerative power of motor generator 130 in accordance with the accelerator operation and brake operation of the user until the device temperature drops to threshold value TH2.

[0063] By performing control according to the above-described processing, the temperature of the charging system is prevented from becoming excessively high when the vehicle arrives at the charging point, thereby suppressing performance degradation of the charging system including the rotating electric machine and enabling efficient charging processing.

[0064] (Variation) In the first and second examples of the first embodiment described above, a configuration has been described in which the amount of refrigerant in cooling device 160 is increased to increase the cooling capacity of cooling device 160, and then the driving force and / or regenerative power of motor generator 130 is limited.

[0065] In the following modified example, a configuration will be described in which the temperature rise in the charging system is suppressed only by limiting the driving force of motor generator 130 or limiting the regenerative power generated by motor generator 130.

[0066] 5 is a flowchart for explaining the processing of pre-charge cooling control according to a modified example. The left diagram (A) is a flowchart for suppressing a temperature rise in the charging system by limiting the driving force of motor generator 130. The right diagram (B) is a flowchart for suppressing a temperature rise in the charging system by limiting the regenerative power generated by motor generator 130.

[0067] 5(A), in S200, ECU 300 acquires a predicted value of the travel time to the destination or to a charging point near the destination from navigation device 170. Then, in S210, ECU 300 determines whether the predicted travel time is equal to or less than a reference time, that is, whether the timing for external charging is approaching.

[0068] If the predicted running time is greater than the reference time (NO in S210), ECU 300 determines that there is still sufficient time until external charging is performed, skips the subsequent processes, and ends the process. On the other hand, if the predicted running time is equal to or less than the reference time (YES in S210), ECU 300 determines that the time for external charging is approaching. Then, ECU 300 proceeds to S220 and determines whether the temperature of the devices included in the charging system is equal to or greater than threshold value TH1.

[0069] If the device temperature is less than threshold value TH1 (NO in S220), cooling control is not necessary, and ECU 300 skips the subsequent processes and ends the process. On the other hand, if the device temperature is equal to or greater than threshold value TH1 (YES in S220), the process proceeds to S230, where ECU 300 determines whether the amount of accelerator operation by the user is greater than the reference amount of operation.

[0070] If the accelerator operation amount is greater than the reference operation amount (YES in S230), the process proceeds to S240, where ECU 300 limits the driving force of motor generator 130, and then returns to S220. If the accelerator operation amount is equal to or less than the reference operation amount (NO in S230), the process returns to S220. Then, ECU 300 continues to limit the driving force of motor generator 130 until the device temperature becomes less than threshold value TH1.

[0071] Next, referring to the right diagram (B) of Fig. 5, a case where the regenerative power of the motor generator 130 is limited will be described. In the right diagram (B), steps S230 and S240 in the left diagram (A) of the drive power limit are replaced with steps S230A and S240A. The description of the same steps as in the left diagram (A) will not be repeated.

[0072] If the predicted traveling time to the charging point is less than or equal to the reference time (YES in S210) and the device temperature is greater than or equal to threshold value TH1 (YES in S220), ECU 300 determines in S230A whether the SOC of battery 110 is greater than the reference charge amount. If the SOC is greater than the reference charge amount (YES in S230A), the process proceeds to S240A. If the amount of brake operation by the user is greater than the reference operation amount, in S240, ECU 300 limits the regenerative power generated by motor generator 130, and then returns the process to S220. If the SOC is less than or equal to the reference charge amount (NO in S230A), the process returns to S220. Then, ECU 300 continues to limit the regenerative power generated by motor generator 130 until the device temperature becomes less than threshold value TH1.

[0073] As described above, even in a configuration that only limits the driving power or the regenerative power, the temperature of the charging system is prevented from becoming excessively high when the vehicle arrives at the charging point, thereby preventing a decline in performance of the charging system including the rotating electric machine and enabling efficient charging processing.

[0074] [Embodiment 2] In the first embodiment, the driving time to the charging point is one of the conditions for starting the pre-charge cooling control. In the second embodiment, a configuration will be described in which the driving distance to the destination is used as the condition for starting the pre-charge cooling control, instead of the driving time to the charging point.

[0075] Fig. 6 is a flowchart for describing the processing of pre-charge cooling control executed by ECU 300 in the second embodiment. In the flowchart of Fig. 6, S100 and S110 in the flowchart of Fig. 4 are replaced with S100A and S110A, respectively. The other steps in Fig. 6 are the same as those in Fig. 4, and description of steps common to Fig. 4 will not be repeated.

[0076] 6, in S100A, ECU 300 acquires a predicted value of the travel distance to the destination from navigation device 170. Then, in S110A, ECU 300 determines whether the predicted travel distance is equal to or less than the distance to the charging point, that is, whether the time for external charging is approaching.

[0077] If the predicted travel distance is greater than the distance to the charging point (NO in S110A), ECU 300 determines that there is still sufficient time until external charging is performed, skips the subsequent processes, and ends the process.

[0078] On the other hand, if the predicted travel distance is equal to or less than the distance to the charging point (YES in S110A), ECU 300 determines that the time for external charging is approaching. Then, ECU 300 executes the processes from S120 onward to perform pre-charge cooling control.

[0079] In the configuration of embodiment 2, the temperature of the charging system is prevented from becoming excessively high when the vehicle arrives at the charging point, thereby preventing performance degradation of the charging system including the rotating electric machine and enabling efficient charging processing.

[0080] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0081] 10 power supply system, 100 vehicle, 110 battery, 115 current sensor, 116 voltage sensor, 120 inverter, 121 U-phase arm, 122 V-phase arm, 123 W-phase arm, 130 motor generator, 140 drive wheel, 150 charging device, 160 cooling device, 161 cooling pump, 162 cooling piping, 165 temperature sensor, 170 navigation device, 200 charging stand, 300 ECU, C smoothing capacitor, D1 to D6 diodes, NL1, PL1 power line, NP neutral point, Q1 to Q6 switching elements, RY1 relay.

Claims

1. A vehicle, a rechargeable battery; a rotating electric machine that generates a driving force for traveling using electric power from the battery; a power conversion device that converts DC power from the battery into AC power and supplies the AC power to the rotating electric machine; a charging device capable of charging the battery using external power; a control device; When charging the battery, the charging device supplies DC power to a neutral point of the rotating electric machine; the rotating electric machine and the power conversion device boost the DC power supplied from the charging device and supply the boosted power to the battery; The control device While driving, a predicted value of the driving time to a predetermined charging station is obtained, A vehicle that, when a first condition is met in which the predicted driving time is equal to or shorter than a reference time and at least one of the temperatures of the charging system including the battery, the rotating electric machine, and the power conversion device is higher than a reference temperature, executes control to suppress a temperature rise in the charging system.

2. Further, a cooling device for cooling the charging system is provided. The vehicle according to claim 1 , wherein when the first condition is met, the control device increases the cooling capacity of the cooling device compared to when the temperature of the charging system is lower than the reference temperature.

3. the cooling device includes a cooling pump for circulating a refrigerant; The vehicle according to claim 2 , wherein the control device increases the amount of coolant supplied by the cooling pump when the first condition is met.

4. The vehicle according to any one of claims 1 to 3, wherein when the first condition is met and the amount of accelerator operation by the user is greater than a reference amount of operation, the control device reduces the driving force generated by the rotating electric machine compared to when the temperature of the charging system is lower than the reference temperature.

5. The vehicle according to any one of claims 1 to 3, wherein when the first condition is met and the charge amount stored in the battery is greater than a reference charge amount, the control device reduces the regenerative power generated by the rotating electric machine compared to when the temperature of the charging system is lower than the reference temperature.

6. A vehicle, a rechargeable battery; a rotating electric machine that generates a driving force for traveling using electric power from the battery; a power conversion device that converts DC power from the battery into AC power and supplies the AC power to the rotating electric machine; a charging device capable of charging the battery using external power; a control device; When charging the battery, the charging device supplies DC power to a neutral point of the rotating electric machine; the rotating electric machine and the power conversion device boost the DC power supplied from the charging device and supply the boosted power to the battery; The control device While driving, the estimated distance to the destination is obtained. When the predicted driving distance is equal to or less than the distance to a charging station and at least one of the temperatures of the charging system including the battery, the rotating electric machine, and the power conversion device is higher than a reference temperature, the vehicle executes control to suppress a temperature rise in the charging system.

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