Vehicular control device and method

An ECU executes a program including the steps of: performing shipping electric charging control when an electric charging plug is connected and a condition is also established for performing the shipping electric charging control; and if the condition for performing the shipping electric charging control is not established, performing full electric charging control.

TECHNICAL FIELD

The present invention relates to controlling a vehicle having mounted therein a battery electrically chargeable from an external power supply, and particularly to controlling electrically charging using an external power supply and implemented for a battery mounted in a vehicle.

BACKGROUND ART

Conventionally, a hybrid vehicle, a fuel-cell vehicle, an electric vehicle and the like that travels by the driving force provided from a motor attract an attention as one approach to environmental issues. Such a vehicle has a battery mounted therein for supplying the motor with electric power. However, leaving such a battery for a long period of time with a large state of charge promotes its degradation.

In view of such an issue, Japanese Patent Laying-Open No. 2006-304393 (Patent Literature 1) discloses a power supply device including a plurality of batteries having different characteristics, that allows the batteries' characteristics to be considered to allow the batteries to be in better states to reduce their degradation. This power supply device is a power supply device externally receiving electric power and supplying external electric power consuming equipment therewith, and includes: a first electrically chargeable and dischargeable battery having a first characteristic; a second electrically chargeable and dischargeable battery having a second characteristic different from the first characteristic; a voltage adjustment means that can adjust a first voltage that is a voltage of a first voltage system having the first battery connected thereto and a second voltage that is a voltage of a second voltage system having the second battery connected thereto; a first state detection means that detects the state of the first battery; and a control means that controls the voltage adjustment means so that the first battery and the second battery communicate electric power therebetween to allow the first battery to be in a good state based on the state of the first battery, as detected by the first state detection means, when the power supply device does not receive electric power externally. The power supply device disclosed in the above publication allows a battery to be in a better state.

CITATION LIST

Patent Literature

SUMMARY OF INVENTION

Technical Problem

A battery mounted in a vehicle and electrically fully charged from an external power supply may thereafter not be used and may thus be left in the electrically fully charged state. It may be done so for example when the user does not drive the vehicle for a long period of time after the battery is electrically fully charged or when a vehicle having a battery electrically charged in a factory shipment stage is thereafter delivered, shipped or the like over a long period of time before the vehicle is received by the user, and the battery may thus be left in the electrically fully charged state for a long period of time and thus further degrade.

The above publication discloses the power supply device without considering such an issue, and cannot solve the issue.

The present invention has been made to overcome the above disadvantage, and it contemplates a vehicular control device and method preventing further degradation of a battery mounted in a vehicle.

Solution to Problem

The present invention in one aspect provides a vehicular control device mounted in a vehicle including a rotating electric machine serving as a driving source, a plurality of power storage devices for supplying the rotating electric machine with electric power, and an electric charging device for electrically charging the plurality of power storage devices from an external power supply. The plurality of power storage devices are connected in parallel. The vehicular control device includes: an input unit for inputting an instruction; and a control unit. The control unit performs first electric charging control for electrically charging the plurality of power storage devices to have a state of charge to attain an electrically fully charged state when the external power supply is connected to the electric charging device. The control unit performs second electric charging control rather than the first electric charging control when the external power supply is connected to the electric charging device and in addition an instruction is input to the input unit for performing the second electric charging control. The second electric charging control is electric charging control using the external power supply to electrically charge the plurality of power storage devices to each have a state of charge equal to a threshold value smaller than an upper limit value set for a state of charge corresponding to the electrically fully charged state.

Preferably, when the external power supply is connected to the electric charging device and in addition the instruction is input to the input unit for performing the second electric charging control, the control unit uses the external power supply to start electrically charging a first power storage device of the plurality of power storage devices, and when the first power storage device attains a state of charge equal to or larger than the threshold value, the control unit uses the external power supply to electrically charge a second power storage device different from the first power storage device to attain a state of charge equal to or larger than the threshold value.

Still preferably, the input unit includes a brake pedal, and a detection unit for detecting an amount of an operation of the brake pedal. The control unit performs the second electric charging control when the external power supply is connected to the electric charging device, and, in addition, how many times the brake pedal is depressed and released repeatedly for a predetermined period of time is a predetermined number of times, based on a result detected by the detection unit.

Still preferably, a connection terminal is attached to the vehicle for connecting the external power supply to the electric charging device. The input unit includes a button provided at the connection terminal for unlocking and thus disconnecting the external power supply from the electric charging device, and a detection unit for detecting whether the button has been operated. The control unit performs the second electric charging control when the external power supply is connected to the electric charging device, and, in addition, how may times the button is operated for a predetermined period of time is a predetermined number of times, based on a result detected by the detection unit.

Still preferably, the second electric charging control is performed when the vehicle is shipped from a factory.

Still preferably, the threshold value corresponds to an amount of electric power charged to ensure: first electric power consumed by electronics mounted in the vehicle while the vehicle is stored; and second electric power consumed by the plurality of power storage devices as the plurality of power storage devices self-discharge while the vehicle is stored.

Still preferably, the threshold value corresponds to an amount of electric power charged to ensure the first electric power and the second electric power, and in addition thereto third electric power required to move the vehicle when the vehicle is shipped from the factory.

Still preferably, the threshold value corresponds to an amount of electric power charged when electrically charging the plurality of power storage devices is continued until a period of time elapses that is required to confirm whether the plurality of power storage devices can be normally electrically charged.

The present invention in another aspect provides a vehicular control method for a vehicle including a rotating electric machine serving as a driving source, a plurality of power storage devices for supplying the rotating electric machine with electric power, and an electric charging device for electrically charging the plurality of power storage devices from an external power supply. The plurality of power storage devices are connected in parallel. The method includes the steps of: receiving an instruction; and performing first electric charging control for electrically charging the plurality of power storage devices to have a state of charge to attain an electrically fully charged state when the external power supply is connected to the electric charging device, whereas performing second electric charging control when the external power supply is connected to the electric charging device and in addition an instruction is received to perform the second electric charging control. The second electric charging control is electric charging control using the external power supply to electrically charge the plurality of power storage devices to each have a state of charge equal to a threshold value smaller than an upper limit value set for a state of charge corresponding to the electrically fully charged state.

Advantageous Effects of Invention

Thus in accordance with the present invention when an external power supply is connected to an electric charging device and in addition if an instruction is received to perform second electric charging control, the external power supply is used to perform the second electric charging control to electrically charge a plurality of power storage devices to attain an SOC equal to a threshold value lower than an upper limit value set for an SOC corresponding to an electrically fully charged state so that the batteries may less degrade than when the vehicle is not driven for a long period of time with the power storage devices completely electrically charged to attain the electrically fully charged state. Furthermore, this can also complete electrically charging the batteries in the vehicle faster than when the batteries are electrically charged to attain the electrically fully charged state. A vehicular control device and method can thus be obtained that can prevent further degradation of a battery mounted in a vehicle.

DESCRIPTION OF EMBODIMENTS

Hereinafter reference will be made to the drawings to describe the present invention in embodiments. In the following description, identical components are identically denoted. Their names and functions are also identical. Accordingly, they will not be described repeatedly in detail.

As shown inFIG. 1, a vehicle100includes a first motor generator (MG)2, a second MG4, a first inverter12, a second inverter14, a smoothing capacitor16, a first boost converter22, a second boost converter24, a first system main relay (SMR)32, a second SMR34, a third SMR36, a main battery42, a first sub battery44, a second sub battery46, an electric charging device50, a power split device52, a driving wheel54, an engine56, a braking device58, and an electronic control unit (ECU)200.

In the present embodiment, while vehicle100is described as a hybrid vehicle, it is not limited thereto and it may be any vehicle at least having a rotating electric machine as a driving source. Accordingly, vehicle100may be an electric vehicle.

First MG2, second MG4, and engine56are coupled with power split device52. Vehicle100travels with the driving force received from at least one driving source of engine56and second MG4. Engine56generates motive power which is in turn divided into two paths by power split device52. One is a path transmitted to driving wheel54, and the other is a path transmitted to first MG2. Driving wheel54is provided with braking device58, and when a brake pedal112, which will be described later, is depressed, braking device58limits the rotation of driving wheel54.

First MG2and second MG4are each an alternating current rotating electric machine, and for example, a three-phase alternating rotating electric machine including a rotor having a permanent magnet embedded therein. First MG2uses motive power of engine56divided by power split device52to generate electric power. For example, when main battery42has a state of charge (SOC), having a value smaller than a predetermined value, engine56starts and first MG2generates electric power, which is in turn supplied to main battery42. Main battery42is thus electrically charged with the electric power generated by first MG2.

Second MG4receives electric power from second inverter14and uses it to generate driving force which is in turn transmitted to driving wheel54. Note that when vehicle100is braked, driving wheel54drives second MG4to operate second MG4as an electric power generator. Thus, second MG4operates as a regenerative brake converting braking energy into electric power. Second MG4thus generates electric power which is in turn supplied to the second inverter. The second inverter receives the electric power which is in turn supplied via first boost converter22to main battery42or via second boost converter24to first sub battery44or second sub battery46. Main battery42, first sub battery44, or second sub battery46is thus electrically charged with the electric power generated by second MG4.

Power split device52is a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear (not shown). The pinion gear is engaged with the sun gear and the ring gear. The carrier supports the pinion gear rotatably and is also coupled with a crankshaft of engine56. The sun gear is coupled with a rotation shaft of first MG2. The ring gear is coupled with a rotation shaft of second MG4.

First inverter12and second inverter14are connected in parallel to a main positive bus MPL and a main negative bus MNL. First inverter12receives direct current electric power from first boost converter22or second boost converter24, converts it into alternating current electric power, and outputs it to first MG2. Second inverter14receives a direct current from first boost converter22or second boost converter24, converts it into alternating current electric power, and outputs it to second MG4.

Furthermore, first inverter12receives alternating current electric power generated by first MG2, and first inverter12converts it into direct current electric power and outputs it to first boost converter22or second boost converter24. Second inverter14receives alternating current electric power generated by second MG4, and second inverter14converts it into direct current electric power and outputs it to first boost converter22or second boost converter24.

Note that first inverter12and second inverter14are each a bridge circuit including a switching element for three phases, for example. First inverter12operates in response to a control signal PWI1received from ECU200to perform a switching operation to drive first MG2. Second inverter14operates in response to a control signal PWI2received from ECU200to perform a switching operation to drive second MG4.

To ECU200are connected a brake pedal position sensor110, an accelerator pedal position sensor114, a shift position sensor118, and a steering position sensor122.

Brake pedal position sensor110senses an amount of an operation of brake pedal112(i.e., how much in amount it is depressed). Brake pedal position sensor110transmits to ECU200a signal indicating how much in amount brake pedal112is depressed, as sensed thereby. Note that brake pedal position sensor110may be replaced with a switch for sensing whether brake pedal112is depressed (or in the on state) or released (or in the off state).

Accelerator pedal position sensor114senses an amount of an operation of accelerator pedal116(i.e., how much in amount it is depressed). Accelerator pedal position sensor114transmits to ECU200a signal indicating how much in amount accelerator pedal116is depressed, as sensed thereby.

Shift position sensor118senses the position of shift lever120. Shift position sensor118transmits to ECU200a signal indicating the position of shift lever120, as sensed thereby. ECU200receives the signal indicating the position of shift lever120and therefrom determines a shift position currently selected.

Steering position sensor122senses an amount of an operation of steering wheel124(i.e., how much in amount it rotates). Steering position sensor122transmits to ECU200a signal indicating how much in amount steering wheel124rotates.

ECU200calculates vehicular requested power Ps based on how much in amount brake pedal112is depressed, how much in amount accelerator pedal116is depressed, a signal sensed by each sensor (not shown), how the vehicle currently travels, and the like, and ECU200calculates from the calculated vehicular requested power Ps a targeted torque value and a targeted rotational speed value for first MG2and second MG4. ECU200controls first inverter12and second inverter14to allow first MG2and second MG4to generate torque and attain rotational speed, as targeted.

Main battery42, first sub battery44, and second sub battery46are each a rechargeable direct current power supply, and for example, they are each a nickel metal hydride battery, a lithium ion battery or a similar rechargeable battery, a capacitor of a large capacity, or the like.

Main battery42is connected to first boost converter22with first SMR32posed therebetween. First sub battery44is connected to second boost converter24with second SMR34posed therebetween. Second sub battery46is connected to second boost converter24with third second SMR36posed therebetween.

Note that while the present embodiment will be described with main battery42and in addition first sub battery44and second sub battery46serving as two dependent power supplies, it is not limited to two dependent power supplies and may have three or more dependent power supplies.

First SMR32operates in response to a control signal S1received from ECU200to switch an electrically conducting state allowing main battery42to be electrically connected to first boost converter22to a disconnected state allowing main battery42to be electrically disconnected from first boost converter22or vice versa.

Second SMR34operates in response to a control signal S2received from ECU200to switch an electrically conducting state allowing first sub battery44to be electrically connected to second boost converter24to a disconnected state allowing first sub battery44to be electrically disconnected from second boost converter24or vice versa.

Third SMR36operates in response to a control signal S3received from ECU200to switch an electrically conducting state allowing second sub battery46to be electrically connected to second boost converter24to a disconnected state allowing second sub battery46to be electrically disconnected from second boost converter24or vice versa.

In the present embodiment, ECU200transmits control signals S2and S3to second SMR34and third SMR36to set one of second SMR34and third SMR36to the electrically conducting state and the other to the disconnected state.

For example, when second SMR34is set to the electrically conducting state and third SMR36is set to the disconnected state, first sub battery44is electrically connected to second boost converter24. Accordingly, first sub battery44will supply electric power to second boost converter24.

In contrast, when third SMR36is set to the electrically conducting state and second SMR34is set to the disconnected state, second sub battery46is electrically connected to second boost converter24. Accordingly, second sub battery46will supply electric power to second boost converter24.

Second SMR34and third SMR36thus controlled allow a power supply to be selected to supply second boost converter24with electric power.

First boost converter22and second boost converter24are connected in parallel to main positive bus MPL and main negative bus MNL. First boost converter22operates in response to a control signal PWC1received from ECU200to perform voltage conversion between main battery42and main positive and negative buses MPL and MNL. Second boost converter24operates in response to a control signal PWC2received from ECU200to perform voltage conversion between one of first and second sub batteries44and46and main positive and negative buses MPL and MNL.

Smoothing capacitor16is connected between main positive bus MPL and main negative bus MNL, and reduces an electric power variation component included in main positive bus MPL and main negative bus MNL.

Further connected to ECU200are a first current sensor84, a first voltage sensor86, a second current sensor88, a second voltage sensor90, a third current sensor92, and a third voltage sensor94.

First current sensor84senses a current IB1flowing from main battery42to first boost converter22and transmits to ECU200a signal representing current IB1sensed. First voltage sensor86senses voltage VB1of main battery42and transmits to ECU200a signal representing voltage VB1sensed.

ECU200calculates an SOC of main battery42from current IB1sensed by first current sensor84and voltage VB1sensed by first voltage sensor86. Note that ECU200may calculate the SOC of main battery42from current IB1and voltage VB1and in addition thereto the temperature of main battery42. The temperature of main battery42is sensed by a temperature sensor (not shown) provided for main battery42. Furthermore, ECU200may calculate the SOC of main battery42from open circuit voltage (OCV) or from a charged current and a discharged current, for example.

Second voltage sensor90senses a voltage VB2of first sub battery44and transmits to ECU200a signal representing voltage VB2sensed. Second current sensor88senses a current IB2flowing from first sub battery44to second boost converter24and transmits to ECU200a signal representing current IB2sensed.

ECU200calculates an SOC of first sub battery44from current IB2sensed by second current sensor88and voltage VB2sensed by second voltage sensor90. Note that ECU200may calculate the SOC of first sub battery44from current IB2and voltage VB2and in addition thereto the temperature of first sub battery44. Note that how the SOC is calculated has been described above and thus will not be described repeatedly in detail.

Third voltage sensor94senses a voltage VB3of second sub battery46and transmits to ECU200a signal representing voltage VB3sensed. Third current sensor92senses a current IB3flowing from second sub battery46to second boost converter24and transmits to ECU200a signal representing current IB3sensed.

ECU200calculates an SOC of second sub battery46from current IB3sensed by third current sensor92and voltage VB3sensed by third voltage sensor94. Note that ECU200may calculate the SOC of second sub battery46from current IB3and voltage VB3and in addition thereto the temperature of second sub battery46. Note that how the SOC is calculated has been described above and thus will not be described repeatedly in detail.

Note that while the present embodiment has been described with first current sensor84, second current sensor88, and third current sensor92all sensing a current of a positive electrode line, it is not limited thereto and the sensors may for example sense a current of a negative electrode line.

ECU200generates control signals S2and S3for sequentially switching and thus using first sub battery44and second sub battery46, and transmits the signals to second SMR34and third SMR36.

For example, when second SMR34electrically conducts and third SMR36is disconnected to electrically connect first sub battery44to second boost converter24, and if first sub battery44also has an SOC decreased below that indicating a predetermined state of charge, ECU200generates control signals S2and S3to allow second SMR34in the electrically conducting state to be electrically disconnected and third SMR36in the disconnected state to electrically conduct.

ECU200generates control signals PWC1and PWC2based on vehicular requested power Ps for controlling first boost converter22and second boost converter24, respectively. ECU200transmits the generated control signals PWC1and PWC2to first boost converter22and second boost converter24, respectively, to control first boost converter22and second boost converter24.

An electric charging plug62connected to external power supply60is attached to electric charging device50to allow electric power of external power supply60to be used to electrically charge one of main battery42, first sub battery44, and second sub batteries46.

Electric charging plug62includes a locking mechanism which locks the connection between electric charging device50and electric charging plug62once the connection has been completed, and a button68which moves from an initial position to a predetermined position once the operation of the locking mechanism has been completed. From the fact that button68has positionally moved from the initial position to the predetermined position, the user can understand that the locking mechanism has normally operated and that electric charging device50has completely been connected to electric charging plug62. When the user moves button68from the predetermined position to the initial position, the locking mechanism unlock the connection between electric charging device50and electric charging plug62. The user can thus remove electric charging plug62from electric charging device50.

Furthermore, button68has a switch64attached thereto, and when button68is moved from the initial position to the predetermined position switch64transmits to ECU200via electric charging device50a signal PI indicating that button68has been operated. Switch64stops transmitting signal PI when button68is moved from the predetermined position to the initial position. Note that switch64may transmit signal P1to ECU200when button68is moved from the predetermined position to the initial position, and switch64may stop transmitting signal P1when button68is moved from the initial position to the predetermined position.

Furthermore, electric charging device50is provided with a connection confirmation sensor66for sensing that electric charging plug62has been connected to electric charging device50. For example, connection confirmation sensor66is an electrical circuit which electrically conducts when electric charging plug62is connected to electric charging device50. Connection confirmation sensor66transmits to ECU200a signal C1indicating that electric charging plug62has been connected to electric charging device50.

External power supply60is a power supply provided outside vehicle100and may for example be a commercial power supply or a similar alternating current power supply.

Electric charging device50is connected to each of first sub battery44and second sub battery46via relay38in parallel.

Relay38operates in response to a control signal S4received from ECU200to switch an electrically conducting state allowing electric charging device50to be electrically connected to first sub battery44or second sub battery46to a disconnected state allowing electric charging device50to be electrically disconnected from first sub battery44or second sub battery46or vice versa.

When vehicle100thus configured has its mounted main battery42, first sub battery44and second sub battery46electrically fully charged by external power supply60, the batteries may thereafter be left in the electrically fully charged state. They may be done so for example when the user does not drive vehicle100for a long period of time after the batteries are electrically charged or when vehicle100having the batteries electrically charged in a factory shipment stage is thereafter delivered, shipped or the like over a long period of time before the vehicle is received by the user, and the batteries are thus left in the electrically fully charged state for a long period of time and may thus further degrade. Note that the factory shipment stage as referred to herein means a stage in which vehicle100produced in a factory is subsequently shipped from the factory.

Furthermore, to electrically charge all the batteries in the factory shipment stage of vehicle100to SOC(1) corresponding to the electrically fully charged state, as indicated inFIG. 2, initially, at time T(0), main battery42is first electrically charged to attain an SOC equal to SOC(1) corresponding to an upper limit value set for an SOC corresponding to the electrically fully charged state. Note that inFIG. 2, the axis of ordinate represents SOC and the axis of abscissa represents time.

At time T(1), main battery42attains an SOC equal to or larger than SOC(1) and electrically charging main battery42is thus completed, and in response, first sub battery44is then electrically charged to be electrically fully charged.

At time T(2), first sub battery44attains an SOC equal to or larger than SOC(1) and electrically charging sub battery44is thus completed, and in response, second sub battery46is then electrically charged to be electrically fully charged.

At time T(3), second sub battery46attains an SOC equal to or larger than SOC(1) and electrically charging second sub battery46is thus completed, and electrically charging all of the batteries is thus completed.

Thus completing electrically fully charging all of the batteries may require a long period of time.

Accordingly, in the present embodiment, ECU200performs first electric charging control for electrically charging main battery42, first sub battery44, and second sub battery46to attain an SOC equal to SOC(1) when external power supply60is connected to electric charging device50, and ECU200performs second electric charging control rather than the first electric charging control when external power supply60is connected to electric charging device50and in addition an instruction is input to an input unit to perform the second electric charging control. Note that in the present embodiment, the second electric charging control is electric charging control performed when vehicle100is shipped from a factory, and it uses external power supply60to electrically charge main battery42, first sub battery44and second sub battery46to each attain an SOC equal to a threshold value SOC(2) lower than SOC(1) for shipment. In the following description, the first electric charging control will be referred to as “full electric charging control”, and the second electric charging control will be referred to as “shipping electric charging control”.

The present embodiment provides an input unit implemented by brake pedal112and brake pedal position sensor110and ECU200performs the shipping electric charging control when external power supply60is connected to electric charging device50and in addition thereto brake pedal position sensor110senses that for a predetermined period of time brake pedal112is depressed and released repeatedly a predetermined number of times.

Threshold value SOC(2) corresponds to an amount of electric power charged to main battery42, first sub battery44and second sub battery46that corresponds to when vehicle100is shipped. Threshold value SOC(2) corresponds to a first amount of electric power charged for example to ensure: the electric power allowing vehicle100to be moved and the engine to be started after vehicle100is shipped before vehicle100is received by a user; and the electric power allowing for a state of charge that is decreased while vehicle100is stored (e.g., that decreased as the batteries self-discharge, that consumed while a system of vehicle100is inactive, and the like). Alternatively, threshold value SOC(2) corresponds to a second amount of electric power charged when electrically charging main battery42, first sub battery44, and second sub battery46is continued until a period of time elapses that is required to confirm whether main battery42, first sub battery44, and second sub battery46can be normally electrically charged. Alternatively, threshold value SOC(2) corresponds to a larger one of the first amount of electric power charged and the second amount of electric power charged.

FIG. 3is a functional block diagram of ECU200serving as the vehicular control device according to the present embodiment. ECU200includes a connection determination unit300, a condition determination unit302, a shipping electric charging control unit304, and a full electric charging control unit306.

Connection determination unit300determines whether electric charging plug62is connected to electric charging device50. Specifically, if signal C1is received from connection confirmation sensor66indicating that electric charging plug62is connected to electric charging device50, connection determination unit300determines that electric charging plug62is connected to electric charging device50. Note that, for example, when connection determination unit300determines that electric charging plug62is connected to electric charging device50, connection determination unit300may set a connection determination flag on.

When connection determination unit300determines that electric charging plug62is connected to electric charging device50, condition determination unit302determines whether a condition is established for performing the shipping electric charging control. The condition for performing the shipping electric charging control is such a condition that an instruction has been input to the input unit to perform the shipping electric charging control, as has been set forth above, and specifically it is a condition that for a predetermined period of time brake pedal112is depressed and released repeatedly a predetermined number of times.

Note that condition determination unit302determines whether the condition for performing the shipping electric charging control is established for example when the connection determination flag is set on, and if condition determination unit302determines that the condition for performing the shipping electric charging control has been established, condition determination unit302may set a condition determination flag on. Furthermore, for example, condition determination unit302may determine whether the condition for performing the shipping electric charging control is established after it is determined that electric charging plug62is connected to electric charging device50until a predetermined period of time elapses or condition determination unit302may determine whether the condition for performing the shipping electric charging control is established after it is determined that electric charging plug62is connected to electric charging device50until an operation is done to start electrically charging a battery from external power supply60.

If condition determination unit302determines that the condition for performing the shipping electric charging control has been established, shipping electric charging control unit304performs the shipping electric charging control. Specifically, shipping electric charging control unit304electrically charges main battery42, first sub battery44and second sub battery46until main battery42, first sub battery44and second sub battery46each attain an SOC equal to threshold value SOC(2) corresponding to an SOC set for shipment.

Threshold value SOC(2) corresponding to the SOC set for shipment is only required for example to have a value smaller than SOC(1) corresponding to the electrically fully charged state. Furthermore, while threshold value SOC(2) corresponding to the SOC set for shipment is described in the present embodiment as a single value shared by main battery42, first sub battery44and second sub battery46, it is not limited thereto and may be different values for main battery42, first sub battery44and second sub battery46, respectively. For example, a threshold value for any of main battery42, first sub battery44and second sub batteries46that has a large charging capacity may be set to have a value smaller than those for the other batteries. This can prevent a battery having a large charging capacity from being electrically charged for an unnecessarily long period of time.

For example, if it is determined that the condition for performing the shipping electric charging control has been established, shipping electric charging control unit304electrically charges main battery42to attain an SOC equal to SOC(2) corresponding to the SOC set for shipment. If electric charging device50is connected to electric charging plug62and the condition for performing the shipping electric charging control has also been established, shipping electric charging control unit304holds second SMR34and third SMR36in the disconnected state and also switches relay38and first SMR32from the disconnected state to the electrically conducting state. Shipping electric charging control unit304activates first boost converter22, second boost converter24, and electric charging device50to supply electric power from external power supply60via electric charging device50, second boost converter24, and first boost converter22to main battery42. Main battery42thus receiving electric power from external power supply60is thus electrically charged.

Shipping electric charging control unit304monitors main battery42in SOC with reference to current IB1, voltage VB1and the like, and when main battery42attains an SOC equal to or larger than SOC(2) corresponding to the SOC set for shipment, shipping electric charging control unit304completes electrically charging main battery42. At the time, shipping electric charging control unit304inactivates first boost converter22, second boost converter24and electric charging device50and switches first SMR32from the electrically conducting state to the disconnected state.

After electrically charging main battery42is thus completed, shipping electric charging control unit304electrically charges first sub battery44to attain an SOC equal to SOC(2) corresponding to the SOC set for shipment.

Shipping electric charging control unit304holds first SMR32and third SMR36in the disconnected state and also switches second SMR34from the disconnected state to the electrically conducting state. Shipping electric charging control unit304activates electric charging device50to supply electric power to first sub battery44from external power supply60via electric charging device50. First sub battery44thus receiving electric power from external power supply60is thus electrically charged.

Shipping electric charging control unit304monitors first sub battery44in SOC with reference to current IB2, voltage VB2and the like, and when first sub battery44attains an SOC equal to or larger than SOC(2) corresponding to the SOC set for shipment, shipping electric charging control unit304completes electrically charging first sub battery44. At the time, shipping electric charging control unit304inactivates electric charging device50and switches second SMR34from the electrically conducting state to the disconnected state.

After electrically charging first sub battery44is thus completed, shipping electric charging control unit304electrically charges second sub battery46to attain an SOC equal to SOC(2) corresponding to the SOC set for shipment. Shipping electric charging control unit304holds first SMR32and second SMR34in the disconnected state and also switches third SMR36from the disconnected state to the electrically conducting state. Shipping electric charging control unit304activates electric charging device50to supply electric power to second sub battery46from external power supply60via electric charging device50. Second sub battery46thus receiving electric power from external power supply60is thus electrically charged.

Shipping electric charging control unit304monitors second sub battery46in SOC with reference to current IB3, voltage VB3and the like, and when second sub battery46attains an SOC equal to or larger than the threshold value SOC for shipment, shipping electric charging control unit304completes electrically charging second sub battery46. At the time, shipping electric charging control unit304inactivates electric charging device50and switches third SMR36from the electrically conducting state to the disconnected state.

Note that shipping electric charging control unit304may perform the shipping electric charging control for example when the connection determination flag and the condition determination flag are both set on.

Furthermore while in the present embodiment shipping electric charging control unit304first completes electrically charging main battery42and thereafter starts electrically charging first sub battery44and after shipping electric charging control unit304completes electrically charging first sub battery44shipping electric charging control unit304then starts electrically charging second sub battery46, the batteries may be electrically charged in an order other than that described above.

When condition determination unit302determines that the condition for performing the shipping electric charging control is not established, full electric charging control unit306performs the full electric charging control.

Note the full electric charging control is different from the shipping electric charging control only in that whether electrically charging a battery is completed is determined with reference to a threshold value that corresponds to the electrically fully charged state, or threshold value SOC(1). The remainder in the electrically charging operation is similar to that in the shipping electric charging control. Accordingly, it will not be described repeatedly in detail.

While in the present embodiment, connection determination unit300, condition determination unit302, shipping electric charging control unit304, and full electric charging control unit306all function as software implemented by ECU200's CPU executing a program stored in the memory, they may be implemented by hardware. Note that the program is stored in a storage medium and thus mounted in the vehicle.

Reference will be made toFIG. 4to describe a structure to control a program executed by ECU200serving as the vehicular control device according to the present embodiment.

At Step (S)100, ECU200determines whether electric charging plug62has been connected. If so (YES at S100), the control proceeds to S102. Otherwise (NO at S100), the control returns to S100.

At S102, ECU200determines whether the condition for performing the shipping electric charging control is established. If so (YES at S102), the control proceeds to S104. Otherwise (NO at S102), the control proceeds to S106.

At S104, ECU200performs the shipping electric charging control. At S106, ECU200performs the full electric charging control. Note that the shipping electric charging control and the full electric charging control are as has been described previously, and accordingly, will not be described repeatedly in detail.

In accordance with the above structure and flowchart, the vehicular control device of the present embodiment, or ECU200, operates, as will be described hereinafter with reference toFIG. 5.

When vehicle100is in the shipment stage, an operator attaches electric charging plug62to vehicle100(YES at S100), and subsequently if brake pedal112is depressed and released repeatedly a predetermined number of times for a predetermined period of time, i.e., the condition for performing the shipping electric charging control is established (YES at S102), then, at time T(0) the shipping electric charging control is performed (S104).

More specifically, initially, main battery42is first electrically charged and at time T(4) main battery42attains an SOC equal to SOC(2) corresponding to the SOC set for shipment and accordingly, electrically charging main battery42is completed.

Once electrically charging main battery42has been completed, first sub battery44is then electrically charged. At time T(5), first sub battery44attains an SOC equal to threshold value SOC(2), and electrically charging first sub battery44is accordingly completed.

Once electrically charging first sub battery44has been completed, second sub battery46is then electrically charged. At time T(6), second sub battery46attains an SOC equal to SOC(2), and electrically charging second sub battery46is accordingly completed. Time T(0) to time T(6) is a period of time shorter than a period of time consumed by the MI electric charging control to complete electrically charging all of the batteries (i.e., time T(0) to time T(3)).

In contrast, electric charging plug62is attached (YES at S100) and thereafter if the condition for performing the shipping electric charging control is not established (NO at S102), the full electric charging control is performed (S106). At the time, how the SOC varies is similar to that indicated inFIG. 2, and accordingly, will not be described repeatedly in detail.

Thus the present embodiment provides such a vehicular control device that when an external power supply is connected to an electric charging device and in addition if an instruction is input to an input unit to perform second electric charging control, the external power supply is used to electrically charge a main battery, a first sub battery and a second sub battery to attain an SOC equal to threshold value SOC(2) lower than SOC(1) corresponding to an upper limit value set for an SOC corresponding to the electrically fully charged state so that the batteries may less degrade than when the vehicle is not driven for a long period of time with the batteries completely electrically charged to attain the electrically fully charged state. Furthermore, this can also complete electrically charging the batteries in the vehicle faster than when the batteries are electrically charged to all attain the electrically fully charged state. A vehicular control device and method can thus be provided that can prevent further degradation of the batteries mounted in the vehicle.

Furthermore, the second electric charging control is not performed only when vehicle100is shipped from a factory. For example, the user may depress the brake pedal to establish the condition for performing the second electric charging control, and accordingly an external power supply may be used to electrically charge all batteries to attain an SOC equal to threshold value SOC(2) lower than SOC(1) corresponding to the upper limit value set for the SOC corresponding to the electrically fully charged state. For example when the user does not drive the vehicle for a long period of time, the main battery, the first sub battery and the second sub battery can all be prevented from being left in the electrically fully charged state for the long period of time. This can prevent further degradation of the batteries. In that case, it is desirable to set threshold value SOC(2) to maintain an SOC to ensure the electric power consumed by a system of vehicle100and self-discharged electric power and also reduce the batteries' degradation for a period of time for which the user does not intend to drive the vehicle.

Alternatively, the shipping electric charging control and the electric charging control performed when the user does not drive vehicle100for a long period of time may be performed with reference to different threshold values SOC(2) set differently, or the two types of control may be performed for different conditions, respectively. For example, the former may be performed when the electric charging plug62button68is operated more than a predetermined number of times, whereas the latter may be performed when brake pedal112is operated more than a predetermined number of times. How the threshold value for the former and that for the latter are set is as has been described previously, and accordingly, will not be described repeatedly in detail.

While the present embodiment has been described with an input unit including brake pedal position sensor110and brake pedal112, it is not limited thereto. For example, the input unit may include button68of electric charging plug62and switch64and ECU200may perform the second electric charging control when external power supply60is connected to electric charging device50and if switch64is turned on/off (or signal PI is received) a predetermined number of times for a predetermined period of time.

This can not only reduce the batteries' degradation and promote completing electrically charging the batteries but also allows an operator in a factory to perform an operation without getting in vehicle10, i.e., outside vehicle10, to perform the shipping electric charging control for efficient workability.

Alternatively, the input unit may include an operation member such as a button of an air-conditioner, a navigation system, an audio system and/or the like, and a switch which transmits to ECU200a signal indicating whether the button has been pressed, as sensed.

Alternatively, the input unit may include: accelerator pedal position sensor114and accelerator pedal116; shift position sensor118and shift lever120; or steering position sensor122and steering wheel124.

Furthermore, vehicle100is not limited in configuration to that shown inFIG. 1, and it may be configured as shown inFIG. 6for example.

TheFIG. 6vehicle100is different from theFIG. 1vehicle100in that electric charging device50is connected to the first boost converter in parallel and that relay38, second sub battery46, and third SMR36are not provided. The remainder in configuration is similar to that of theFIG. 1vehicle100, and accordingly, will not be described repeatedly in detail.

In theFIG. 6vehicle100, when main battery42is electrically charged, first SMR32is switched from the disconnected state to the electrically conducting state and electric charging device50is also activated, and second SMR32is held disconnected and first boost converter22and second boost converter24is held inactivated. Once electrically charging main battery42has been completed, first SMR32is switched from the electrically conducting state to the disconnected state and electric charging device50is inactivated.

Furthermore, when first sub battery44is electrically charged, second SMR34is switched from the disconnected state to the electrically conducting state and first boost converter22, second boost converter24, and electric charging device50are activated, and first SMR32is held disconnected. Once electrically charging first sub battery44has been completed, second SMR34is switched from the electrically conducting state to the disconnected state and first boost converter22, second boost converter24, and electric charging device50are inactivated.

Such a configuration with the invention of the present embodiment applied thereto also presents an effect similar to that of theFIG. 1vehicle100with the invention of the present embodiment applied thereto. Accordingly, it will not be described repeatedly in detail.

Furthermore, in theFIG. 6vehicle100, ECU200may switch both first SMR32and second SMR34from the disconnected state to the electrically conducting state and activate first boost converter22, second boost converter24and electric charging device50to electrically charge main battery42and first sub battery44concurrently.

REFERENCE SIGNS LIST