 charging control device using a solar cell integrated into the vehicle
专利摘要:
CHARGING CONTROL DEVICE WITH THE USE OF A SOLAR CELL INTEGRATED WITH THE VEHICLE. The present invention relates to a solar ECU (31) included in a charging controller (30) that is configured to temporarily store the electrical power generated by a vehicle-integrated solar cell (21) of an electrical power supply unit ( 20) on a low voltage battery (22), when a vehicle (100) is on the move. In addition, when the vehicle (100) is traveling, a battery ECU (32) included in the charge controller (30) is configured to maintain a charge relay (27) in an open state (disconnected state), so that the electrical power temporarily stored in the low voltage battery (22) is not supplied to a main battery (18). On the other hand, when the vehicle (100) is moving, the solar ECU (31) supplies the electrical power temporarily stored in the low voltage battery (22) to a sub-battery (19). 公开号:BR112015014083B1 申请号:R112015014083-1 申请日:2012-12-21 公开日:2020-12-29 发明作者:Seigen Maeno 申请人:Toyota Jidosha Kabushiki Kaisha； IPC主号:
专利说明:
TECHNICAL FIELD [0001] The present invention relates to a charge control device configured to control the charging of a battery installed in a vehicle and, more particularly, to a charge control device configured to control the charging of a battery using a solar cell installed in a vehicle. BACKGROUND TECHNIQUE [0002] Up to the present moment, for example, there has been knowledge of a charge management device disclosed in Patent Literature 1. This related technique charge management device is installed in a vehicle including a battery in-vehicle to be used as a power source for in-vehicle devices and a solar cell to charge the in-vehicle battery. The solar cell must also have the ability to be used to charge a rechargeable battery for external devices to be used as a power source for devices external to the vehicle. As a result, for example, when the vehicle battery is fully charged, the rechargeable battery for external devices can be charged by the solar cell, allowing the electrical power generated by the solar cell installed in the vehicle to be used more effectively. [0003] Furthermore, until now, for example, there is also knowledge of a vehicle power supply control device revealed in Patent Literature 2. This vehicle power supply control device from Related technique includes a vehicle battery configured to supply electrical power to a load group and a solar cell configured to charge the battery in a vehicle with the use of generated electrical power. The vehicle power supply control device also includes a storage device configured to store the electrical power generated by the solar cell, a switch circuit configured to connect or disconnect a connection between the solar cell and the storage device. and the vehicle battery, and an operating unit configured to turn the switch circuit on or off. [0004] Furthermore, up to the present moment, for example, there is also knowledge of an electric vehicle disclosed in Patent Literature 3. This electric vehicle of the related technique includes a high voltage battery configured to drive an electric motor to drive the vehicle, a solar cell, a DC / DC converter for charging configured to supply electrical power generated by the solar cell to the high voltage battery, an electronic charge control unit (ECU) configured to carry out the high voltage battery charge control in the DC / DC converter for charging and a low voltage power supply DC / DC converter configured to receive a portion of the electrical power generated by the solar cell and generate a power supply voltage to be supplied for ECU charging control. [0005] Furthermore, up to the present moment, for example, there is also knowledge of an electric vehicle charging system disclosed in Patent Literature 4. This related technique electric vehicle charging system includes a plurality of solar cell modules formed by joining the wires of solar cell elements in series so that when sufficient sunlight shines on the solar cell elements, a charging voltage is produced that has the capacity to charge directly an auxiliary battery. When the output voltage of the solar cell modules is high, the auxiliary battery is directly charged and, when the output voltage is low, a main battery is charged via a DC / DC converter. [0006] Furthermore, until now, for example, there has also been knowledge of a hybrid vehicle energy regeneration device disclosed in Patent Literature 5. That related vehicle hybrid energy regeneration device is configured to store electrical power that has a large change in load generated by regenerative braking of an electric motor during deceleration or electrical power generated by a solar cell for a double electric capacitor. The stored electrical power is increased to a predetermined voltage through a charger and then re-stored in a battery including a lithium ion cell. [0007] Furthermore, up to the present moment, for example, there is also knowledge of an electric vehicle control device disclosed in Patent Literature 6. This related technique electric vehicle control device includes a main battery con- figured to supply electrical power to an engine, a first auxiliary battery configured to supply electrical power to an electrical device in the vehicle, a lift / lower transformer configured to raise and lower electrical power between a drive system circuit and the first auxiliary battery and supplying the high / low electrical power in both directions, a solar panel configured to charge the first auxiliary battery and a battery control unit configured to control charging and discharging by monitoring the remaining levels of the main battery and the first auxiliary battery. In addition, in this related vehicle's electric vehicle control device, the battery control unit charges the first auxiliary battery using the solar panel. When the remaining level of the first auxiliary battery reaches a first predetermined value, the battery control unit charges the main battery by increasing the voltage of the electrical power of the first auxiliary battery with the lift / lower transformer. CITATION LIST PATENT LITERATURE PTL 1: Patent Application Open to Public Inspection (kokai) No. 2009- 248692 PTL 2: Patent Application Open to Public Inspection (kokai) No. 2012- 56357 PTL 3: Patent Application Open to Public Inspection (kokai) No. 2007- 228753 PTL 4: Patent Application Open to Public Inspection (kokai) No. H07- 123510 PTL 5: Patent Application Open to Public Inspection (kokai) No. H10- 309002 PTL 6: Application Patent Open to Public Inspection (kokai) No. 2012- 75242 SUMMARY OF THE INVENTION [0008] In devices, systems, vehicles of the related technique and similar disclosed in Patent Literature 1 to 6, the electric power generated by the solar cell (solar panel) can be supplied to and stored in the main battery configured to supply electrical power high voltage to the motor. The main battery configured to supply electrical power to the engine is usually a high voltage battery. In this case, in order to properly ensure reliability and safety, particularly for a vehicle that is on the road, the main battery is strictly controlled and managed through the operation of various electronic and similar components in order to perform system management. high voltage, high voltage battery control, opening / closing control of an electric power opening / closing device (a relay, etc.) and power supply control. [0009] In relation to this, when a solar cell is installed in a vehicle (hereinafter called "solar cell integrated into the vehicle") and the electrical power generated by the solar cell integrated into the vehicle used, the maximum amount of electrical power generated can be estimated based on the size of the vehicle body (that is, the installed surface area of the solar cell integrated into the vehicle). Currently, the maximum amount of electrical power generated is small, about a few hundred watts. On the other hand, electrical power is also necessary in order to properly operate the various electronic components mentioned above and the like. Consequently, during the attempt to supply the electrical power generated by the solar cell integrated into the vehicle while properly operating the various electronic and similar components in order to properly assure reliability and safety while the vehicle is on the road, in In some situations, the level of electrical power required to operate the various electronic and similar components may exceed the electrical power generated. In that case, there is an increased probability that the generated power cannot be stored in the main battery and, therefore, no benefit is obtained. [0010] In addition, in devices, systems, vehicles of the related technique and similar disclosed in Patent Literature 1 to 6, for example, the charging destination of the electric power generated by the solar cell integrated into the vehicle is managed based on the voltage of battery and the charge status of the main battery that supplies the motor with high voltage power. Although this may seem, in the first place, a rational way to manage charging, problems can occur such as competition with other functions that use the generated electrical power and competition between controls. In order to deal with such competition, it is necessary that the system becomes more complicated (complex) and that highly complex controls are carried out in order to ensure trust and security. This can lead to an increase in the scale of development and development costs. [0011] The present invention is directed to the solution of the problems mentioned above. It is an objective of the present invention to provide a charge control device configured to use a solar cell integrated into the vehicle, in which the charge control device is modified so that the electrical power generated by the solar cell integrated into the vehicle can be adequately flared. - woven. [0012] In order to achieve the aforementioned objective, in accordance with one embodiment of the present invention, a charging control device configured to use a solar cell integrated into the vehicle, which must be applied to the vehicle, in which the vehicle is installed, is provided. - circle includes: a motor generator (“motor generator”) configured to generate a driving force and to generate regenerative electrical power; a main battery electrically connected to the generator motor, in which the main battery is configured to supply electrical power to the generator motor and to store the regenerative electrical power; and a sub-battery configured to supply electrical power to various accessory devices mounted on the vehicle, in which the vehicle has the capacity to make a journey using at least the driving force generated by the motor-generator. Examples of such a vehicle that can be adopted include an electric vehicle (EV), a hybrid vehicle (HV) and a plug-in hybrid vehicle (PHV). [0013] In addition, the charging control device configured to use a solar cell integrated into the vehicle according to a modality of the present invention includes an electrical power supply unit and a charging control unit. . The power supply unit includes the solar cell integrated into the vehicle installed in the vehicle and is configured to supply electrical power generated by the solar cell integrated in the vehicle to at least one of the main battery and the sub-battery. The charge control unit is configured to control the charging of at least one of the main battery and the sub-battery using the electrical power generated by the solar cell integrated into the vehicle and supplied by the power supply unit. [0014] A feature of the charge control device configured to use a solar cell integrated into the vehicle according to one embodiment of the present invention lies in the fact that the charge control unit is configured to, when the vehicle is on the move, prevent the electrical power generated by the solar cell integrated in the vehicle from being supplied from the electrical power unit to the main battery. Note that, in this case, the charge control unit may include a route determination means to determine whether or not the vehicle is on route and a disconnect means to disconnect a connection between the power supply unit and the main battery. When it is determined by the route determination means that the vehicle is traveling, the disconnection means can prevent the electrical power generated by the solar cell integrated in the vehicle from being supplied from the electrical power supply unit to the main battery. by disconnecting the connection between the power supply unit and the main battery. [0015] Accordingly, when the vehicle is on the road, that is, when there is a possibility that the electrical power of the main battery is supplied to the motor-generator, it is possible to prevent the electrical power generated by the solar cell integrated into the vehicle is supplied to the main battery directly from the solar cell integrated into the vehicle or through a storage device configured to temporarily store the generated electrical power. This eliminates the need to perform more complex controls without having an effect on how the main battery is managed based, for example, on high voltage system management, on high voltage battery control, on openness control. opening / closing an electric power opening / closing device (a relay, etc.) and power supply control, namely, avoiding competition between controls and the like. Therefore, an increase in the development scale and development costs can be suppressed and the electrical power generated by the solar cell integrated into the vehicle can be used appropriately. [0016] In this case, the charging control unit can supply the electrical power generated by the solar cell integrated into the vehicle of the power supply unit to the sub-battery when the vehicle is on the road. Note that, in this case, the charge control unit may include a supply means to supply or disconnect the electrical power generated by the solar cell integrated in the vehicle from the electrical power supply unit to the sub-battery. When it is determined by the means of determining the route that the vehicle is traveling, the supply medium can supply the electrical power generated by the solar cell integrated in the vehicle from the electrical power supply unit to the sub-battery. Consequently, when the vehicle is on the road, the electrical power generated by the solar cell integrated into the vehicle can be stored (accumulated) in the low-voltage sub-battery without performing the highly complex operations and management controls mentioned above. on the main battery, which allows the electrical power generated by the solar cell integrated into the vehicle to be used effectively. [0017] In addition, in these cases, the power supply unit may include a low voltage battery configured to temporarily store the electrical power generated by the solar cell integrated in the vehicle and the charge control unit may be configured to supply, when the vehicle is on the road, at least the electrical power generated by the solar cell integrated into the vehicle and temporarily stored in the low voltage battery for the sub-battery. [0018] Accordingly, the electrical power generated by the solar cell integrated into the vehicle can be temporarily stored in the low voltage battery and, when the vehicle is on the road, the generated electrical power can be supplied to the sub-battery. . In addition, by temporarily storing the electrical power generated by the solar cell integrated into the vehicle in the low voltage battery in this way, when the vehicle is traveling, for example, when the vehicle is stopping or parking, the electrical power - Trica can not only be supplied to the sub-battery, but as the electrical power can also be supplied to the main battery. Consequently, the electrical power generated by the solar cell integrated into the vehicle can be used effectively. [0019] In addition, in these cases, the charging control unit can be configured to allow, when the vehicle is traveling, that the electric power generated by the solar cell integrated into the vehicle is supplied from the power source unit. electrical supply to the main battery. [0020] Accordingly, when the vehicle is moving, for example, when the vehicle is stopping or parking, the electrical power generated by the solar cell integrated into the vehicle can be supplied from the power supply unit. for the main battery. In this case, due to the fact that the vehicle is not traveling, the electrical power generated by the solar cell integrated into the vehicle can be supplied to and stored in the main battery based on the same charging controls as for an EV, Ordinary HV or PHV, for example. Therefore, the main battery can be charged using the generated electrical power without performing separate complex controls. [0021] In this case, the charge control unit can be configured to allow, when a level of electrical power generated by the solar cell integrated into the vehicle is greater than a predetermined electrical power level defined in advance, that the power electrical power generated by the solar cell integrated into the vehicle is supplied from the electrical power supply unit to the main battery. In this case, more specifically, for example, it is preferable that the predetermined level of electrical power is defined based on a level of electrical power consumed by various electronic components that operate as a result of the charge control of the main battery. . [0022] Accordingly, when the level of electrical power generated by the solar cell integrated into the vehicle is greater than the level of electrical power consumed by the various electronic components that operate during the charging of the main battery in which the management and control high voltage are strictly performed, the electrical power generated by the solar cell integrated into the vehicle can be supplied to and stored in the main battery. Consequently, when charging the main battery using the electrical power generated by the solar cell integrated into the vehicle, a situation in which the main battery cannot be charged due to the fact that the electrical power can be avoided can be avoided. fueled is being consumed by the operation of the various electronic components. In addition, when the level of electrical power generated by the solar cell integrated into the vehicle is greater than the level of electrical power consumed by the various electronic components, the operating frequency of the various electronic components can be appropriately reduced by quickly carrying out charging. main battery. As a result, the amount of wasted electrical power that is consumed without being stored in the main battery can be suppressed, with the result that the electrical power generated by the solar cell integrated into the vehicle can be used more effectively. [0023] In addition, another charge control device feature configured to use a solar cell integrated into the vehicle according to a modality of the present invention also resides in the fact that: the power supply unit is additionally configured to supply, when the vehicle is traveling, electrical power supplied externally from the vehicle to at least the main battery; and the charge control unit is configured to supply the electrical power generated by the solar cell integrated in the vehicle to the main battery or to the sub-battery based on an external electrical power supply status on the power supply unit. electrical. Note that, in this case, the electrical power supply unit may include a means of supplying external electrical power to supply the externally supplied electrical power of the vehicle to at least the main battery. [0024] Accordingly, when the vehicle is on the move, the electrical power generated by the solar cell integrated into the vehicle can be supplied to the main battery or the sub-battery depending on the electrical power supply status at least for the main battery, for example, depending on whether the electrical power is being supplied (charging) due to the fact that the main battery is not fully charged or if the supplied electrical power is disconnected due to the fact that the battery main is fully charged (charging completed). Consequently, for example, the state of supply of external electrical power can be determined using the same control as for an ordinary EV or PHV. Therefore, the electrical power generated by the solar cell integrated into the vehicle can be used more effectively without performing complex controls. [0025] In this case, more specifically, the charge control unit can be configured to supply, when the power supply unit is charging the main battery by supplying the external electrical power to the main battery, the power electricity generated by the solar cell integrated into the vehicle for the main battery. Accordingly, the electrical power required to charge the battery can be supplied by the external electrical power and the electrical power generated by the solar cell integrated into the vehicle. Therefore, the amount of electrical power purchased, for example, from the commercial power source such as external electrical power can be reduced by the amount of electrical power that is generated by the solar cell integrated into the vehicle, allowing costs related to loading are decreased. [0026] In addition to the electrical power stored in the main battery, the electrical power ratio generated by the solar cell integrated in the vehicle, namely the renewable energy ratio, can be increased. As a result, for example, depending on the region in which the vehicle is traveling, fuel consumption (electricity consumption) can be calculated based on the ratio of the electrical power generated by the solar cell integrated in the vehicle and, from a perspective of environmental protection, the driver or an occupant can receive preferential treatment due to improved fuel consumption (electricity consumption). [0027] In addition, in these cases, the charge control unit can be configured to supply, when the charging of the main battery is completed, the electrical power generated by the solar cell integrated into the vehicle for the sub-battery. Accordingly, the dark current consumed by the various accessory devices that are operated can be adequately compensated with the electrical power supplied from the sub-battery. Therefore, you can prevent the sub-battery from "dying" in advance. In addition, by changing the supply destination (charging destination) of the electrical power generated by the solar cell integrated into the vehicle to the sub-battery when charging the main battery is completed, the overload of the main battery can be avoided, in which the result is the main battery that can be adequately protected. [0028] In addition, yet another feature of the charge control device configured to use a solar cell integrated into the vehicle according to one embodiment of the present invention also lies in the fact that the charge control unit is configured to supply , when the vehicle is on the move and, when the various accessory devices are operating on the basis of an operating request from an occupant in the vehicle, the electrical power generated by the solar cell integrated into the vehicle of the power supply unit for the sub-battery. [0029] Accordingly, the supply destination (charging destination) of the electrical power generated by the solar cell integrated into the vehicle can be selected based on the occupant's wishes in the vehicle. Consequently, for example, even when the vehicle is traveling and, therefore, normally the electrical power generated by the solar cell integrated in the vehicle is supplied to the main battery based on the state of charge, if the occupant requests the operation of the various accessory devices (specifically, such as by switching the ignition to the supplementary position), the sub-battery can preferably be selected as the charging destination based on the occupant's wishes. Therefore, by supplying the electrical power generated by the solar cell integrated into the vehicle to the sub-battery, even when the various accessory devices are being operated, it is possible to prevent the sub-battery from "dying" properly. BRIEF DESCRIPTION OF THE DRAWINGS [0030] Figure 1 is a schematic function block diagram of a vehicle to which a charge control device configured to use a solar cell integrated into the vehicle is applied according to an embodiment of the present invention. [0031] Figure 2 is a block diagram to illustrate schematically a configuration of an electrical power supply unit and a charge controller installed in the vehicle shown in Figure 1. [0032] Figure 3 is a table to show a relationship between a vehicle situation and a loading destination. [0033] Figure 4 is a diagram to illustrate the operation of the power supply unit and the charge controller according to the modality of the present invention. [0034] Figure 5 is a block diagram to illustrate schematically a configuration of an electrical power supply unit and a charge controller installed in the vehicle according to a modified example of the modality of the present invention. [0035] Figure 6 is a diagram to illustrate the operation of the power supply unit and the charge controller according to the modified example of the modality of the present invention. DESCRIPTION OF MODALITIES [0036] A charging control device (hereinafter simply called "the device") is now described with the use of a solar cell integrated into the vehicle according to an embodiment of the present invention with reference to the drawings. [0037] Figure 1 is a block diagram to illustrate a configuration of a vehicle 100 to which the device can be applied. Examples of vehicles that can be used as the vehicle 100 to which the device can be applied include an electric vehicle (EV), which includes a motor-generator driven by electrical power from an installed main battery and which charges the main battery with use of regenerative electrical power and an external power supply supplied by a charging station and the like, a hybrid vehicle (HV) including a generator motor and a motor mechanism, and a plug-in hybrid vehicle (PHV) which has the ability to charge a main battery using an external power supply additionally compared to a hybrid vehicle (HV). Note that, in this modality, a description is given with an example in which vehicle 100 is a plug-in hybrid vehicle (PHV). [0038] As shown in Figure 1, the vehicle 100 according to this modality includes, in addition to a drive power generation unit 10, an electrical power supply unit 20 and a charging controller 30 as a unit control device included in the device. The drive power generation unit 10 includes a motor-mechanism 11, a motor power-sharing mechanism 12, generator-motors 13 and 14, a transmission gear 15, a drive shaft 16, a drive controller. power (PCU) 17, a main battery 18 and a sub-battery 19. The engine mechanism 11 is configured to emit motive power through the combustion of a hydrocarbon-based fuel, such as gasoline or diesel fuel. In vehicle 100, the driving power (kinetic energy) emitted by the driving mechanism 11 drives, through the driving power sharing mechanism 12, the transmission gear 15, which is configured to transmit driving power to the drive shaft. drive 16 (wheels). [0039] The engine power division mechanism 12 is coupled to the engine mechanism 11, the engine generator 13 (14) and the transmission gear 15 and distributes the engine power among these units. As the driving power division mechanism 12, for example, a planetary gear that has three axes of rotation, a solar gear, a planetary carrier and a toothed gear can be used. The generator motor 13 is connected to the solar gear. The motor mechanism 11 is connected to the carrier. The drive shaft 16 and the motor-generator 14 are connected to the toothed gear via the transmission gear 15. [0040] The generator motors 13 and 14 are three-phase synchronous generator motors controlled by PCU 17. When the electrical power of the main battery 18 is supplied, the generator motors 13 and 14 function as electric motors and, when the external motive power (for example, of the motor mechanism 11) (kinetic energy) is transmitted, the motor generators 13 and 14 function as electrical generators. Specifically, motor generator 13 functions as an electrical generator when the driving power (kinetic energy) of the motor mechanism 11 which has been divided by the motor power sharing mechanism 12 is transmitted and the motor generator 13 also functions as a starter motor that has the ability to start engine-engine 11. Engine-generator 14 functions as an electric motor (a source of motive power) to drive the transmission gear 15 configured to transmit a driving force to the drive shaft 16 (wheels). Note that, in this modality, although motor-generator 13 functions as an electric generator and motor-generator 14 functions as an electric motor, evidently motor-generator 14 can function as an electrical generator and motor-generator 13 can function as an electric motor or generator motors 13 and 14 can function as electric generators or electric motors. [0041] Main battery 18, which is a high voltage power supply, is electrically connected to generator motors 13 and 14 via PCU 17. Sub battery 19, which is a low voltage power supply as an auxiliary battery, it is electrically connected to various electronic control units including the charge controller 30 installed in vehicle 100 and various accessory devices installed in vehicle 100. [0042] As shown in Figure 2, the power supply unit 20 included in the device includes a solar cell integrated into the vehicle 21, a low voltage battery 22, a solar charger 23 and a plug-in charger 24 The solar cell integrated into vehicle 21, which is mounted, for example, on the roof of vehicle 100, is configured to convert solar energy into electrical energy. Note that, in the following description, the electrical power generated by the solar cell integrated in the vehicle 21 is also called "generated electrical power from sunlight". The low voltage battery 22 is configured to temporarily store the low voltage electrical power generated by the solar cell integrated into the vehicle 21 and, as described later, to emit electrical power to the main battery 18 and / or the sub-battery 19. Therefore, the low voltage battery 22 is electrically connected to the solar cell integrated into the vehicle 21 by means of a fuse, a blocking diode and the like (not shown). [0043] The solar charger 23 is configured to supply the electrical power temporarily stored in the low voltage battery 22 to the main battery 18 and / or to the sub battery 19. Therefore, the solar charger 23 includes a circuit charge control device 23a to supply the temporarily stored (accumulated) electrical power in the low voltage battery 22, namely the electrical power generated from sunlight, for the main battery 18 and / or the sub-battery 19. Although not shown, the charging control circuit 23a includes a high voltage charging DC / DC converter configured to raise (increase) the low voltage electrical power (electrical power generated from sunlight) stored (accumulated) in the battery. low voltage 22 for a high voltage, and to supply that high voltage electrical power to the main battery 18 and a low voltage charging DC / DC converter configured to supply electrical power d and low voltage stored in the low voltage battery 22 for sub-battery 19. [0044] The plug-in charger 24 is, for example, configured to be electrically connected to a charging station and the like installed in an individual's home or in a public facility via a cable or free of contact, for convert alternating current supplied as an external power supply (specifically, a commercial power supply) into direct current, and to supply this direct current to charge main battery 18 and / or sub-battery 19. Therefore, the charger plug-in 24 includes, for example, an electrical power circuit that includes a smoothing capacitor, a voltage converter, an inverter circuit and the like (not shown). [0045] In addition, as shown in Figure 2, the power supply unit 20 includes a system main relay 25 arranged on a drive power supply path that connects the main battery 18 and the PCU 17 (namely , engine-generators 13 and 14). The system main relay 25 is arranged between a PML1 high voltage power supply line on the main battery side 18 and a PML2 high voltage power supply line on the PCU side 17. Based on an operation of open / close, the system main relay 25 selectively switches between connection and disconnection between PCU 17 (namely, motor generators 13 and 14) and main battery 18. In addition, as shown in Figure 2, the electrical power supply unit 20 includes a DC / DC converter 26 arranged between a PML3 high voltage power supply line, which is connected to the PML2 high voltage power supply line on the power side. PCU 17 and sub-battery 19. [0046] The DC / DC converter 26 is configured to convert (reduce) the voltage of the high voltage power supply from the PML3 high voltage power supply line, which is on one side upstream, to a low voltage , and to supply the low voltage power supply to sub-battery 19 through a low voltage power supply line PTL1, which is on one side downstream. Note that, as shown in Figure 2, solar charger 23 and sub-battery 19 are connected to each other via a low voltage power supply line PTL2, and plug-in charger 24 and sub-battery 19 are connected to each other via a low voltage PTL3 power supply line. In addition, in Figures 2 and 4 to 6 described below, the power supply lines along which the high voltage power supply flows are represented by solid bold lines and the power supply lines along which the low voltage power supply flows are represented by double lines. [0047] In addition, as shown in Figure 2, the electrical power supply unit 20 includes a charging relay 27 as a disconnect means arranged on the charging power supply path that connects the solar charger 23 and the charger plug-in 24 with main battery 18. Charging relay 27 is arranged between a line of charging power supply PUL1 on the side of main battery 18 and a line of charging power supply PUL2 on the side of plug-in charger 24 (solar charger 23). In this case, the solar charger 23 is electrically connected to the PUL2 charging power supply line via a PUL3 charging power supply line. In addition, although plug-in charger 24 is directly connected to the PUL2 charging power supply line, plug-in charger 24 is electrically connected to the PUL3 charging power supply line via a power supply line. charging power PUL4. Note that a blocking diode to prevent current from flowing from the PUL2 charging power supply line side to the solar charger 23 side is arranged on the PUL3 charging power supply line and a blocking diode. to prevent the current from flowing from the side of the charging power supply line PUL3 to the side of the plug-in charger 24 it is arranged in the charging power line PUL4. [0048] As shown in Figure 2, the charge controller 30 as the charge control unit included in the device includes a solar ECU 31 and a battery ECU 32. The solar ECU 31 is a microcomputer that includes a unit central processing (CPU), a read-only memory (ROM), a random access memory (RAM) and the like as main constituent components. Solar ECU 31 is configured to control the charging (storage of electrical power in) of the low voltage battery 22 with the electrical power generated by the solar cell integrated in the vehicle 21 and operation of the solar charger 23 in an integrated manner. - gradually. [0049] The ECU 32 battery is also a microcomputer that includes a CPU, ROM, RAM and the like as its main constituent components. The ECU battery 32 is configured to control the charging of the main battery 18 in an integrated manner by monitoring the charging status of the main battery 18 and by controlling the operation of the charging relay 27. For this purpose, a known charging sensor 32a is connected to battery ECU 32. The charging sensor 32a, which is mounted on the main battery 18, is configured to detect a charge state (SOC) of the main battery 18, and emit a signal that represents the SOC for the battery ECU 32. As a result, battery ECU 32 manages and controls the charging of the main battery 18 based on a charging state, namely the SOC, of the main battery 18 detected by the charging sensor 32a. [0050] Furthermore, as shown in Figure 2, the charge controller 30 includes a hybrid ECU 33. The hybrid ECU 33, which operates engine-engine 11 and engine-generators 13 and 14 in co-operation with each other another, it is configured to control the trigger force to allow vehicle 100 to travel. Therefore, the hybrid ECU 33 is also a microcomputer that includes a CPU, a ROM, a RAM and the like as main constituent components and is configured to control a switching operation of the main system relay 25 when vehicle 100 is en route and during vehicle loading 100. In addition, the loading controller 30 also includes a plug-in ECU 34. The plug-in ECU 34 is configured to control the operation of the plug-in charger 24 in an integrated manner. For this purpose, the slot ECU 34 is also a microcomputer that includes a CPU, a ROM, a RAM and the like as main constituent components. [0051] The hybrid ECU 33, in cooperation with at least the ECU 32 battery, strictly performs high voltage system management and high voltage battery control related to the main battery 18, the opening / operation management closing system main relay 25 and charging relay 27, the power supply controls necessary for vehicle 100 to travel, and the like. Therefore, several electronic components are installed around main battery 18 in vehicle 100. Note that these electronic components are not shown in Figure 2 due to the fact that these components are well known in the art. The execution of the various management and control operations mentioned above with the various electronic components ensures the reliability and safety of the vehicle 100 in which the high voltage battery main battery 18 is mounted. [0052] In addition, as shown in Figure 2, the solar ECU 31, the ECU battery 32, the hybrid ECU 33 and the plug-in ECU 34 have the ability to communicate with each other via a communication line (for example, a CAN communication line) built into vehicle 100. In particular, as shown in Figure 2, the solar ECU 31 and the hybrid ECU 33 are directly connected to each other via a verification ECU 35 (a microcomputer ). As a result, the solar ECU 31 can communicate with / from the hybrid ECU 33 after the solar ECU 31 has been verified by the verification ECU 35. Consequently, as described later, this allows several signals (start signals, etc.) are supplied directly. [0053] Subsequently, the charge controller 30 operations included in the device are described in more detail. First, the operations performed when the vehicle 100 is on the road are described. When an ignition (I / G) (not shown) is switched on by the driver and the hybrid ECU 33 has switched system main relay 25 to a closed state (connected state), vehicle 100 is in a so-called " Ready ON "in which vehicle 100 has the ability to travel based on the engine power of at least engine generator 14. Please note that, for example, when the SOC of the main battery 18 managed by the ECU battery 32 is a predetermined SOC or more, the hybrid ECU 33 switches the main system relay 25 to a closed state (connected state), to know, vehicle 100 is in a "Ready ON" state. [0054] In other words, in the "Ready ON" state, the PML1 high voltage power supply line on the main battery side 18 and the PML2 high voltage power supply line on the PCU side 17 are maintained in a state where the high voltage power supply line PML1 and the high voltage power supply line PML2 are connected to each other by means of various electronic components, including system main relay 25. Consequently, while vehicle 100 is on the way, in co-operation with battery ECU 32, hybrid ECU 33 supplies high voltage electrical power from main battery 18 to motor generator 14 (13) through PCU 17 by controlling the power source. feeding in a known manner. Consequently, the generator motor 14 (13) generates a predetermined driving force based on the accelerator operation by the driver and transmits the driving force to the driving shaft 16 (wheels) through the transmission gear 15. [0055] In addition, when vehicle 100 is on the road or, more specifically, when vehicle 100 is in a "Ready ON" state, the hybrid ECU 33 switches charging relay 27 to an open state (disconnected state) ) in relation to ECU battery 32. As a result, the charging power supply line PUL1 on the side of the main battery 18 and the charging power supply line PUL2 on the side of the plug-in charger 24 (solar charger 23) are maintained in a state in which the PUL1 charging power supply line and the PUL2 charging power supply line are disconnected from each other via various electronic components, including the charging relay 27. In other words, while vehicle 100 is on the way, the main battery 18 is maintained in a state in which the main battery 18 is completely (absolutely) disconnected from the solar charger 23 and the plug-in charger 24 based on known operations high-voltage system management and high-voltage battery management trips. [0056] As a result, while the vehicle 100 is on the way, the electrical power is prevented from being supplied by the solar charger 23, thus preventing the main battery 18 from being charged. Note that, while vehicle 100 is on the road, due to the fact that an electrical connection is not established between the plug-in charger 24 and the charging station disposed outside vehicle 100, the main battery 18 is not charged with the use of an external power supply. [0057] In a state in which the vehicle on course 100 is slowing down (for example, the driver has applied the brake), the hybrid ECU 33 performs a regeneration control with the motor generator 13 (14) through the PCU 17 to convert the kinetic energy of vehicle 100 into recovered electrical energy. In other words, when vehicle 100 is slowing down, based on the regeneration control carried out by the hybrid ECU 33 and PCU 17, the motor generator 13 (14) converts the kinetic energy transmitted from the axle of aci - onamento 16 (wheels) through the transmission gear 15 and the mechanism of division of driving power 12 into electric energy. [0058] PCU 17 emits the converted electrical energy, namely the recovered electrical power, to the PML2 high voltage power supply line as regenerated electrical power. At this point, due to the fact that vehicle 100 is in a "Ready ON" state and system main relay 25 is kept in a closed state (connected state), the PML2 high voltage power supply line is connected to the PML1 high-voltage power supply line on the side of the main battery 18. Consequently, when the regenerated electrical power produced by the regeneration control is emitted, the voltage of the regenerated electrical power is increased by various electronic components (not shown) ( specifically, a DC / DC converter etc.) and the resulting electrical power is stored in the main battery 18. Alternatively, the voltage of the regenerated electrical power produced by the regeneration control and emitted to the high power supply line PML3 voltage is reduced by the DC / DC converter 26. The resulting electrical power is output to the low voltage power supply line PTL1 and stored in sub-battery 19. [0059] Subsequently, the charge control of the main battery 18 or sub-battery 19 of the vehicle 100 by the charge controller 30 is described in several different situations. (A) WHEN VEHICLE 100 IS DRIVING [0060] As described above, when vehicle 100 is on the move, battery ECU 32 of charge controller 30 keeps charge relay 27 disposed between main battery 18 and solar charger 23 in an open state (disconnected state) ) in order to give priority to reliability and security considering the fact that a high voltage power supply is handled. However, when vehicle 100 is en route, if the solar cell integrated with vehicle 21 is in a state that has the capacity to generate electrical power, specifically, during the day on a clear day, the integrated solar cell vehicle 21 generates electrical power by converting solar energy into electrical energy. In this case, the solar ECU 31 of the charge controller 30 temporarily stores the electrical power generated by the solar cell integrated in the vehicle 21, namely, electrical power generated from sunlight, in the low voltage battery 22. [0061] When vehicle 100 is on the way, specifically, as shown in Figure 3, when the ignition (I / G) on vehicle 100 is in an ON state and vehicle 100 is in an "Ready ON" state, the ECU solar 31 selects sub-battery 19 as the charging destination and supplies the generated electrical power from sunlight temporarily stored in the low voltage battery 22 to sub-battery 19. In other words, solar ECU 31 uses a converter Low voltage charging DC / DC in the charging control circuit 23a of the solar charger 23 to transform and rectify the electrical power generated from sunlight into a predetermined voltage and then supply and store the electrical power generated from sunlight on sub-battery 19 through the low voltage PTL2 power supply line. Note that, in this case, the solar charger 23 (solar ECU 31) evidently supplies the electrical power generated from sunlight to sub-battery 19 so that sub-battery 19 is not overloaded, based on a detected SOC by a charging sensor (not shown) included in sub-battery 19. [0062] Thus, when vehicle 100 is on the road, due to the fact that solar ECU 31 selects sub-battery 19 as the charging destination, only a low voltage power source is handled in vehicle 100 without the voltage of the electrical power generated from sunlight being substantially increased. In other words, when vehicle 100 is en route, if main battery 18 is selected as the charging destination, a high voltage power source that has a significantly increased voltage that was obtained from the electrical power generated from sunlight needs to be handled in the vehicle 100. When handling the electrical power generated from sunlight as a high voltage power source, there is an inevitable increase in complexity in order to avoid competition between system management and load control operations necessary to ensure the reliability and safety of the high voltage battery main battery 18. In contrast, when sub-battery 19 is selected as the charging destination, a low voltage power supply can be handled in the same way as in EVs, HVs, PHVs and traditional vehicles and, as a result, the charging system and control can be simplified. (B) WHEN VEHICLE 100 IS STOPPING OR STOPPING [0063] For example, if it is determined, based on a detected vehicle speed and the like, that the vehicle 100 is stopping or parking, there is no need to supply a high voltage power source for the motor- generator 14 and therefore the hybrid ECU 33 switches the system main relay 25 to an open state (disconnected state). When the hybrid ECU 33 switches the system main relay 25 to an open state (disconnected state) in this way, vehicle 100 is at least in a state in which vehicle 100 is not traveling based on a driving force motor-generator 14, namely, it is in a "Ready OFF" state. In this "Ready OFF" state, charge controller 30 uses a different charge destination when the ignition (I / G) is in an on state when the ignition (I / G) is in an off state . This operation is now described in more detail. (B-1) THE "READY OFF" STATUS IN WHICH I / G IS IN A OFF STATE [0064] When vehicle 100 is in a "Ready OFF" state, as shown in Figure 4, battery ECU 32 can switch charging relay 27 to a closed state (connected state). As a result, when the driver has switched the ignition (I / G) to an off state and vehicle 100 is stopping or parking, namely, when vehicle 100 is not traveling, the electrical power generated from sunlight which is temporarily stored in the low voltage battery 22 can be refilled and stored in the main battery 18. This operation of charging the main battery 18 is now described in more detail. [0065] As shown in Figure 3, when the ignition (I / G) on vehicle 100 is in an off state and vehicle 100 is in an "Ready OFF" state, solar ECU 31 selects main battery 18, which is in a state that is not fully charged, such as the charging destination, and supplies the electrical power generated from sunlight temporarily stored in the low voltage battery 22 to the main battery 18. Note that in this case, the charger connector 24 may not be electrically connected to a charging station. In other words, this operation can be carried out on the condition that there is no means to supply electrical power to the main battery 18 except the solar charger 23. [0066] As described above, various electronic components, including the system main relay 25, charging relay 27 and the like, are arranged in the vicinity of the main battery 18 in order to handle the high voltage power supply safely. In addition, in order to monitor the status of the main battery 18 and to control the charging of the main battery 18, the battery ECU 32, the hybrid ECU 33, the plug-in ECU 34, the verification ECU 35 and the like need to operate . In addition, in order to operate the various electronic components and the various ECUs, a predetermined operational electrical power is required. [0067] Therefore, when the electrical power generated from sunlight needs to be supplied to and stored in the main battery 18, the solar ECU 31 performs charge control when the electrical power level temporarily stored in the low voltage battery 22 is at least a predetermined electrical operating power level or more. If the level of electrical power generated from sunlight stored in the low voltage battery 22 is the predetermined operational electrical power level or more, the electrical power generated from sunlight can be stored in the main battery 18 even if the electrical power is consumed from the operation of the various electronic components and the various ECUs mentioned above. [0068] Specifically, solar ECU 31 determines whether the amount of electrical power generated from sunlight generated by the solar cell integrated into the vehicle 21 and temporarily (provisionally) stored in the low voltage battery 22, namely the SOC of the low voltage battery 22, is or is not greater than a SOC that corresponds to the predetermined operational electrical power mentioned above. Charging the main battery 18 whenever the SOC of the low voltage battery 22 is greater than the SOC that corresponds to the predetermined operating electrical power, the frequency with which the various electronic components mentioned below and the several ECUs are operated (initialized) can be reduced. As a result, the electrical power consumed every time that the various electronic components and the various ECUs are operated (initialized), namely, the electrical power consumed by operating the devices necessary to charge the main battery 18, can be reduced, in which the result is that the electrical power generated from sunlight can be stored efficiently in the main battery 18. [0069] After the electrical power generated from sunlight has been stored until the SOC of the low voltage battery 22 is greater than the SOC that corresponds to the predetermined operational electrical power, as shown in Figure 4, the verification is performed by Verification ECU 35 and Solar ECU 31 emit initialization signals to initialize the hybrid ECU 33 and the battery ECU 32 and the plug-in ECU 34 which operate in cooperation with the hybrid ECU 33 in order to safely charge the main battery 18. The hybrid ECU 33, which was started by the initialization signal sent, keeps the system main relay 25 in an open state (disconnected state). The ECU battery 32 initialized by the initialization signal sent switches the charging relay 27 from an open state (disconnected state) to a closed state (connected state), thus connecting the charging power supply line PUL1 on the side of the main battery 18 and the PUL2 charging power supply line on the side of the solar charger 23. The plug-in ECU 34 initialized by the initialization signal emitted controls an electrical power supply path (current) so that, as described below, an external power supply is supplied. [0070] In particular, when the charging relay 27 is switched by battery ECU 32 to a closed state (connected state), solar ECU 31 raises (increases) and rectifies the low voltage electrical power temporarily stored in the battery. low voltage 22 with a high voltage charging dc / dc converter in the charging control circuit 23a of the solar charger 23 for a predetermined voltage in a short period of time and supplies the electrical power whose voltage has been converted into a high voltage for main battery 18 via the PUL3 charging power supply line and the PUL2 charging power supply line. As a result, the ECU 32 battery can, by controlling the charge in a known manner, store the electrical power (electrical power generated from sunlight) supplied by the solar charger 23 (solar ECU 31) in the main battery 18. [0071] In addition, in this case, the electrical power in sub-battery 19 is consumed in order to initialize the various electronic components and the various ECUs. As a result, solar ECU 31 rectifies the low voltage electrical power temporarily stored in the low voltage battery 22 with the low voltage charging DC / DC converter in the charging control circuit 23a of solar charger 23 and supplies the electrical power to sub-battery 19 through the low voltage power supply line PTL2, only as long as the voltage of the electrical power is being raised (increased) as described above. Consequently, the charge status of sub-battery 19 can be brought to recovery, thereby preventing sub-battery 19 from "dying". (B-2) "READY OFF" STATUS IN WHICH I / G IS IN A CONNECTED STATE [0072] In case, for example, when the driver or an occupant in the vehicle 100 wants to use an accessory device that can be operated by switching the ignition (I / G) to an on state, or when the engine mechanism 11 it has not been successfully started, vehicle 100 is not on course and, as shown in Figure 3, the ignition (I / G) is in an on state and vehicle 100 is in an "Ready OFF" state. In this case, due to the fact that the load on sub-battery 19 increases as a result of the operation of the accessory device according to the wishes (wishes) of the driver or the occupant, solar ECU 31 selects sub-battery 19 as the charging destination and supplies the electrical power generated from sunlight temporarily stored in the low voltage battery 22 for sub-battery 19. [0073] In other words, solar ECU 31 uses the low voltage charging DC / DC converter in the charging control circuit 23a of solar charger 23 to transform and rectify the electrical power generated from sunlight at a predetermined voltage and, it then supplies and stores this electrical power in sub-battery 19 through the low voltage power supply line PTL2. Note that, also in this case, the solar charger 23 (solar ECU 31) evidently supplies the generated electrical power of sunlight to the sub-battery 19 so that the sub-battery 19 does not overload based on a SOC detected by a charging sensor (not shown) included in sub-battery 19. [0074] Thus, in a situation in which the load on sub-battery 19 increases, namely, in a situation in which the consumption of electrical power stored in sub-battery 19 increases, the selection by solar ECU 31 of the sub-battery battery 19 as the charging destination allows the electrical power generated from sunlight to be adequately supplied. As a result, sub-battery 19 can be properly prevented from "dying". Note that due to the fact that the electrical power supplied to sub-battery 19 has a low voltage, as described above, a low voltage power supply can be handled in the same way as for traditional vehicles, except EVs, HVs and PHVs and, as a result, the charging system and control can be simplified. (C) DURING FITTING LOADING WITH THE USE OF AN EXTERNAL POWER SUPPLY [0075] In a situation in which the ignition (I / G) is in an off state, for example, a situation in which vehicle 100 is parked in the driver's residence, the driver can perform the charging with the use of an external power supply, or "plug-in charging". In plug-in charging, solar ECU 31 changes the charging destination of the electrical power generated from sunlight to any of the main battery 18 or sub-battery 19 based on the state of supply of the electrical power being supplied from the power supply external battery for the main battery 18 by the plug-in ECU 34. Such cases are now described in more detail. (C-1) MAIN BATTERY CHARGING 18 DURING FITTING CHARGING [0076] When the plug-in charger 24 of the vehicle 100 and a charging station are electrically connected to each other and the plug-in charging is being performed or when the plug-in charging is scheduled to be performed based on a programmed timer and similarly, the plug-in ECU 34 charges the main battery 18 by supplying an external power source (commercial power source) from the charging station to the main battery 18. In addition, when the main battery 18 is being charged through the external power supply, solar ECU 31 supplies the generated electrical power of sunlight to the main battery 18. [0077] At this stage, based on communication to / from solar ECU 31, when electrical power is supplied from solar charger 23 to main battery 18, plug-in ECU 34 selects the PUL4 charging power supply line as the supply path for the electrical power (current) of the external power supply and, via the PUL4 charging power supply line and the PUL3 charging power supply line electrically connected to the solar charger 23, supplies electrical power (current) for the main battery 18. In other words, when the electrical power generated from sunlight is supplied by the solar charger 23, the plug-in ECU 34 merges the electrical power (current) supplied from the power source. external supply with electrical power (current) supplied through the PUL3 charging power supply line and supplies the fused electrical power to the main battery 18. [0078] As a result, the electrical power required to charge the main battery 18 can be achieved by the electrical power supplied from the external power source and by the electrical power generated from sunlight. In other words, from the amount of electrical power needed to charge the main battery 18, the amount of electrical power supplied from the plug-in charger 24 is obtained by subtracting the amount of electrical power supplied from the solar charger 23 from the amount of electrical power needed to charge the main battery 18. Therefore, when the electric power of the solar charger 23 is used in conjunction with plug-in charging, the amount of electrical power (current) supplied from the external power source in order to charge the battery principal 18 decreases. This allows the driver of the vehicle 100 to reduce the charging costs that arise through the use of the external power supply (commercial power supply). [0079] On the other hand, in relation to the electrical power stored in the main battery 18, the ratio of electrical power supplied by the solar charger 23, namely, the ratio of the electrical power generated from sunlight, which is renewable energy, can be actively increased. As a result, for example, depending on the region in which vehicle 100 is traveling, fuel consumption (electricity consumption) is calculated based on the ratio of the electrical power generated from sunlight and an environmental protection perspective, the driver of the vehicle 100 can receive preferential treatment due to the improved fuel consumption (electricity consumption). [0080] Furthermore, for example, when the electrical power is not supplied from the solar charger 23 to the main battery 18 due to the fact that the amount of electrical power generated by the solar cell integrated in the vehicle 21 is low due to bad weather, plug-in ECU 34 supplies electrical power (current) to main battery 18 by selecting the PUL2 charging power supply line as the supply path for the electrical power (current) of the external power supply. As a result, the main battery 18 can be charged safely using the stable, externally supplied power supply (commercial power supply), which allows the driver to use vehicle 100 according to his own schedule. (C-2) CHARGING THE UNDER-BATTERY 19 AFTER FITTING CHARGING [0081] When the plug-in charger 24 of the vehicle 100 and the charging station have been electrically connected to each other and the charging of the main battery 18 has been completed as described above, the plug-in ECU 34 stops plug-in charging. In other words, based on communication to / from the battery ECU 32, when the SOC of the main battery 18 is a predefined SOC that is predetermined in order to determine the fully charged state of the main battery 18, the plug-in ECU 34 disconnects the electrical power of the external power supply. On the other hand, based on the fact that the plug-in charging by the plug-in ECU 34 was interrupted, namely, that the electrical power supply of the external power source was interrupted, the solar ECU 31 changes the charging destination to supply and store the electrical power generated from sunlight from the main battery 18 to sub-battery 19. [0082] As a result, the dark current consumed by the various accessory devices can be adequately compensated by the electrical power supplied from the sub-battery 19 when the vehicle 100 is stopping or parking (in particular, when the motor-mechanism 11 is stopped). Therefore, sub-battery 19 can be prevented from "dying" in advance. In addition, by changing the charging destination to sub-battery 19 when charging the main battery 18 is completed, overcharging of the main battery 18 can be avoided, with the result that the main battery 18 can be adequately protected . (D) DURING LOADING IN A STATE IN WHICH I / G HAS BEEN SWITCHED TO THE "ACCESSORY" POSITION [0083] When the ignition (I / G) has been switched by the driver to the "accessory" position, it can be determined that the driver or an occupant wants to operate and use an accessory device without starting the engine mechanism 11, the know, without consuming gasoline or diesel. Therefore, the charge controller 30 selects sub-battery 19 as the charging destination and supplies the generated electrical power from sunlight in order to continuously operate the accessory device according to the wishes of the driver or occupant. [0084] Specifically, similar to the case mentioned above in (b-2) or the case mentioned above in (c-2), the solar ECU 31 uses the low voltage charging DC / DC converter in the control circuit. charging trolley 23a of solar charger 23 to transform and rectify the electrical power generated from sunlight at a predetermined voltage and then supply electrical power to sub-battery 19 via the low voltage power supply line PTL2 . Note that, also in this case, solar charger 23 (solar ECU 31) supplies the generated electrical power of sunlight to sub-battery 19 so that sub-battery 19 does not overload, based on a SOC detected by a sensor charge (not shown) included in sub-battery 19. [0085] Thus, for example, in a situation in which an accessory device is operated only by the electrical power of the sub-battery 19 according to the wishes of the driver or the occupant, namely, in a situation in which the consumption of electrical power stored in sub-battery 19 increases, the driver's or occupant's wishes can be adequately reflected through the use of the electrical power generated from sunlight. In addition, by supplying the electrical power generated from sunlight to sub-battery 19, it is possible to adequately prevent sub-battery 19 from "dying". Note that even in this case, due to the fact that the electrical power supplied to sub-battery 19 has a low voltage, as described above, a low voltage power supply can be handled in the same way as for traditional vehicles, except - to EVs, HVs and PHVs and, as a result, the loading system and control can be simplified. [0086] As can be understood from the description above, according to this modality, when vehicle 100 is on the way, namely, when there is the possibility that the electrical power of at least the main battery 18 is being supplied for engine-generator 14, it is possible to prevent the electrical power generated by the solar cell integrated in the vehicle 21 from being supplied to the main battery 18 directly from the solar cell integrated in the vehicle 21 or through the low voltage battery 22 This eliminates the need to perform more complex controls without having an effect on how the main battery 18 is managed based on, for example, high voltage system management, high voltage battery control, aperture control / closing of an opening / closing device for electrical power (a relay, etc.) and power supply control, namely, avoiding competition between controls and the like. Therefore, an increase in the scale of development and in development costs can be suppressed and the electrical power generated from sunlight can be used appropriately. [0087] In addition, the electrical power generated by the solar cell integrated into the vehicle 21 can be temporarily stored in the low voltage battery 22 and the generated electrical power can be supplied to sub-battery 19 when the vehicle 100 is on the way. In addition, by temporarily storing the electrical power generated by the solar cell integrated into the vehicle 21 in the low voltage battery 22, when the vehicle 100 is stopping or parking, it is evident that not only can the electrical power be supplied to the sub-battery 19, but the electrical power generated from sunlight can also be supplied to the main battery 18. As a result, the electrical power generated by the solar cell integrated into the vehicle 21 can be used even more effectively. MODIFIED EXAMPLE [0088] In the modality mentioned above, the electric power supply unit 20 of the vehicle 100 includes the low voltage battery 22 and the electrical power generated from sunlight generated by the solar cell integrated into the vehicle 21 is temporarily (provisionally) stored in the low voltage battery 22. In this case, as shown in Figure 5, the low voltage battery 22 can be omitted and the electrical power generated from sunlight can be temporarily (provisionally) stored in the sub battery 19. [0089] Specifically, in this case, as shown in Figure 6, solar ECU 31 temporarily stores (provisionally) the electric power generated by sunlight by the solar cell integrated in vehicle 21 in sub-battery 19 through the circuit. charging control 23a of solar charger 23. Note that, as described above in relation to the various different situations, the electrical power generated from sunlight to be stored in sub-battery 19 can be used by supplying the electrical power of sub-battery 19. In particular, in a situation where the main battery 18 is selected as the charging destination, top in the case of (b-1), the solar ECU 31 performs the charge control when the level of electrical power temporarily stored in sub-battery 19 is at least a predetermined operational electrical power level or more. Specifically, when the electrical power level stored in sub-battery 19 is the predetermined operational electrical power level or more, as shown in Figure 6, after verification by verification ECU 35, solar ECU 31 emits a boot and boot battery ECU 32, hybrid ECU 33 and plug-in ECU 34. [0090] In particular, when the charging relay 27 is switched by the battery ECU 32 to a closed state (connected state), as shown in Figure 6, the solar ECU 31 raises (increases) and turns off the electrical power low-voltage charger temporarily stored in sub-battery 19 with a high-voltage charging DC / DC converter in the charging control circuit 23a of solar charger 23 for a predetermined voltage in a short period of time via the power line low voltage power supply PTL2 and supplies the electrical power whose voltage has been converted into a high voltage for the main battery 18 through the PUL3 charging power supply line and the PUL2 charging power supply line. As a result, the ECU battery 32 can, by controlling it in a known manner, store the electrical power (electrical power generated from sunlight) supplied from sub-battery 19 by solar charger 23 (solar ECU 31) in the main battery 18. [0091] Therefore, according to this modified example, there is no need to separately include the low voltage battery 22 to temporarily (provisionally) store the electrical power generated by the solar cell integrated in the vehicle 21. Consequently, a the increase in costs resulting from the inclusion of the low voltage battery 22 can be eliminated and there is no need to reserve a space to dispose of the low voltage battery 22, which allows for space saving and lightness. The other advantageous effects that can be obtained by the modified example are the same advantageous effects obtained by the modality described above. [0092] The implementation of the present invention is not limited to the above mentioned modality and the modified example. Various changes can be made, provided that such changes do not deviate from the objective of the present invention. [0093] For example, in the modality mentioned above, the electrical power generated from sunlight by the solar cell integrated into the vehicle 21 is temporarily stored in the low voltage battery 22 and, in the modified example mentioned above, the electrical power generated from sunlight is temporarily stored in shared sub-battery 19. However, it is also possible for the electrical power generated from sunlight to be supplied to main battery 18 and sub-battery 19 without temporarily storing electrical power in the low voltage battery. 22 or that the electrical power generated from sunlight is supplied to the main battery 18 without temporarily storing the electrical power in the sub-battery 19. [0094] Also in this case, it is possible to prevent the electric power generated from sunlight being supplied to the main battery 18 while the vehicle 100 is on the way. In addition, when vehicle 100 is not traveling, due to the fact that the electrical power generated from sunlight can be directly supplied from the solar cell integrated into vehicle 21 to main battery 18 via solar charger 23, the battery main 18 can be charged while ensuring reliability and safety when handling the high voltage power supply. Note that, in this case, it increases the frequency with which the various electronic components and the various ECUs included in order to ensure reliability and safety are operated. Consequently, the charging efficiency (SOC) of the main battery 18 can deteriorate by an amount that corresponds to the increase in the amount of electrical power consumed through the operation of those electronic components in comparison to the above mentioned modality and modified example. [0095] Furthermore, in the modality and modified example mentioned above, for example, in the case of (c-1), the electric power supplied from the solar charger 23 to the main battery 18 (namely, electrical power generated from sunlight that has an increased voltage) and the electrical power from the external power supply (commercial power supply) supplied from the plug-in charger 24 to the main battery 18 are fused. As a result, the ratio of renewable energy to electrical power (electrical energy) stored in the main battery 18 increases, and the amount of electrical power purchased from the commercial power source is reduced. [0096] In this case, for example, when the level (amount of electrical power) of the electrical power generated by the solar cell integrated in the vehicle 21 is lower than the level (amount of electrical power) of the electrical power of the power source. external power (commercial power source), solar ECU 31 can select sub-battery 19 as the charging destination. In other words, in this case, only the plug-in charger 24 supplies electrical power from the external power supply (commercial power supply) to the main battery 18 via the PUL2 charging power supply line and the solar charger. 23 supplies the generated electrical power of sunlight to sub-battery 19 through the low voltage power supply line PTL2. As a result, different from the case mentioned above (b-1), in a situation in which the plug-in charging is performed in parallel (c-1), for example, the load on the solar cell integrated with the vehicle 21 and the solar charger 23 can be reduced, which allows the useful periods (life) of those parts to be extended.
权利要求:
Claims (4) [0001] 1. Load control device configured to use a solar cell integrated in the vehicle (21) for installation in a vehicle (100), the vehicle (100) comprising: a motor-generator (13, 14) configured to generate a drive power and to generate regenerative electrical power; a main battery (18) electrically connected to the motor-generator (13, 14), where the main battery (18) is configured to supply electrical power to the motor-generator (13, 14) and to store the regenerative electrical power ; and a sub-battery (19) configured to supply electrical power to various accessory devices mounted on the vehicle (100), the vehicle (100) having the ability to travel using at least the driving force generated by the motor-generator ( 13, 14), the charging control device being characterized by the fact that it comprises: an electrical power supply unit (20) comprising a solar cell integrated with the vehicle (21), which is configured to supply electrical power generated by the solar cell integrated in the vehicle (21) to at least one of a main battery (18), a sub-battery (19) and a low voltage battery (22), configured to store temporarily the electrical power generated by the solar cell integrated into the vehicle (21); and a charge control unit (30) configured to control the charging of at least one of the main battery (18) and the sub-battery (19) using the electric power generated by the solar cell integrated in the vehicle (21) and supplied from the electrical power supply unit (20), the charging control unit (30) being configured to prevent the electrical power generated by the solar cell integrated in the vehicle (21) from being supplied to from the electrical power supply unit (20) to the main battery (18), when the vehicle (100), in which the charge control device is installed, is in motion, and the power control unit charging (30) is configured to allow the electrical power generated by the solar cell integrated into the vehicle (21) and temporarily stored in the low voltage battery (22) to be supplied from the low voltage battery (22) to the main battery (18), when the vehicle o (100), in which the charge control device is installed, is not traveling, where the charge control unit (30) is configured to at least supply the electrical power generated by the solar cell integrated into the vehicle (21) and temporarily stored in the low voltage battery (22) for the sub-battery (19), when the vehicle (100) is traveling, where the charging control unit (30) is configured to allow, when the vehicle (100) is not moving and an amount of electrical power generated by the solar cell integrated in the vehicle (21) is greater than a predetermined amount of predetermined electrical power, than the power electrical energy generated by the solar cell integrated into the vehicle (21) is supplied from the electrical power supply unit (20) to the main battery (18), and in which the predetermined amount of electrical power is defined in an amount of electrical power consumed when an electronic component required for charging the main battery (18) is in operation as a result of the charge control of the main battery (18). [0002] 2. Charge control device configured to use a solar cell integrated into the vehicle (21), according to claim 1, characterized by the fact that the charge control unit (30) is configured to supply the electrical power generated by the solar cell integrated into the vehicle (21) from the electrical power supply unit (20) to the sub-battery (19), when the vehicle is traveling. [0003] 3. Load control device configured to use a solar cell integrated into the vehicle (21), according to any one of claims 1 to 2, characterized by the fact that the electrical power supply unit (20) is configured additionally to supply externally supplied electrical power from the vehicle (100) to at least the main battery (18), when the vehicle is not moving, and where the charge control unit (30) is configured to provide the electrical power generated by the solar cell integrated into the vehicle (21), the main battery (18) or the sub-battery (19) based on whether external electrical power is being supplied or if external electrical power is disconnected from - due to the fact that the main battery (18) is fully charged with external electrical power in the electrical power supply unit (20), in which the charge control unit (30) is configured to to be supplied, when the electrical power supply unit (20) is charging the main battery (18) by supplying the external electrical power to the main battery (18), the electrical power generated by the solar cell integrated into the vehicle (21) for the main battery (18), and where the charge control unit (30) is configured to supply, when the charging of the main battery (18) is complete, the electrical power generated by the solar cell integrated into the vehicle ( 21) to the sub-battery (19). [0004] 4. Load control device configured to use a solar cell integrated into the vehicle (21), according to either of claims 1 or 3, characterized in that the load control unit (30) is configured to supply, when the vehicle (100) is not moving and when the various accessory devices are in operation based on an operating request from an occupant in the vehicle (100), the electrical power generated by the solar cell integrated in the vehicle (21 ) from the power supply unit (20) to the sub-battery (19).
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同族专利:
公开号 | 公开日 JPWO2014097469A1|2017-01-12| US20150349582A1|2015-12-03| EP2937242B1|2021-08-04| KR20150097679A|2015-08-26| CN105073481B|2017-03-08| JP6065920B2|2017-01-25| EP3907096A1|2021-11-10| EP2937242A1|2015-10-28| EP2937242A4|2016-08-24| KR101743855B1|2017-06-05| EP3907096A4|2021-11-10| US9614399B2|2017-04-04| CN105073481A|2015-11-18| WO2014097469A1|2014-06-26| BR112015014083A2|2017-07-11|
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法律状态:
2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]| 2019-11-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]| 2020-11-03| B09A| Decision: intention to grant [chapter 9.1 patent gazette]| 2020-12-29| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/12/2012, OBSERVADAS AS CONDICOES LEGAIS. |
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申请号 | 申请日 | 专利标题 PCT/JP2012/083239|WO2014097469A1|2012-12-21|2012-12-21|Charging control device using in-vehicle solar cell| 相关专利
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