JPH09308117A - Battery residual capacity measuring device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To do away with a current sensor for detecting the charge and discharge current of a main battery. SOLUTION: A current flowing into an inverter 32 corresponding to a traction motor 18 from a main battery 10 or a reverse current to it is estimated based on a torque command Tref TRM which shows the torque to be outputted from a traction motor 18 and the number of revolutions NTRM of the traction motor 18. The residual capacity of the main battery 10 is measured by adding up the current values TRIB* obtained by estimation, and reducing the integrated value from the capacity at full charge. Also as regards the auxiliary machine which receives the power supply without passing through an auxiliary battery 20 from the main battery 10, the same current estimation can be performed. Moreover, as regards an auxiliary machine 22 via the auxiliary battery 20, the output of a current transformer for prevention of overcurrents can be used.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a battery remaining capacity measuring device for measuring the remaining capacity of a battery used in a power supply system of an electric vehicle.

[0002]

2. Description of the Related Art In an electric vehicle, the discharge output of a vehicle-mounted battery is used to drive a motor for driving the vehicle and various electric auxiliaries. If the battery is significantly discharged, it becomes impossible to drive the vehicle or the high-power auxiliary equipment cannot be driven. Therefore, the remaining capacity of the battery (that is, the amount of dischargeable current) is measured by some means. It is preferable to notify the vehicle operator or the like to prompt the charging of the battery. Therefore, several methods for measuring the remaining capacity of the battery have been proposed so far.

The first method is to constantly monitor and detect the current (charging / discharging current) flowing in the battery and integrate the results to obtain the charging / discharging current amount of the battery. Since a battery is essentially a device that accumulates electric charge, the amount of charge / discharge current obtained according to this method is the total amount of electric charge charged / discharged from the current monitoring start time to the current time, that is, at the current monitoring start time. It represents the amount of change in the remaining capacity based on the remaining capacity. Therefore, by performing the detection / accumulation of the charging / discharging current starting from the time when the battery is in a fully charged state (for example, immediately after the end of charging), the value of the remaining capacity (charging) expressed with the fully charged state as a reference (100%). The state: SOC) and the value (depth of charge: DOD) of the decrease in the remaining capacity, which is based on the fully charged state as a reference (0%), can be obtained. As a method of current detection,
A method utilizing a shunt resistance described in No. 100176 can be exemplified. The second method is a method of detecting the terminal voltage of the battery and estimating the remaining capacity of the battery from the value. In general, the terminal voltage of a lead battery or other secondary battery has a correlation with its remaining capacity, so that the SOC and DOD can also be obtained by this method. The third method is a method of detecting the specific gravity of the electrolytic solution of the battery and estimating the remaining capacity of the battery from the value. Since the specific gravity of the electrolytic solution also has a correlation with the remaining capacity, the SOC and DOD can be obtained by this method as well.

[0004]

However, each of the above-mentioned methods has its own drawbacks. First, there is a problem that the method for obtaining the remaining capacity from the integrated value of the detected charging / discharging current requires a sensor for detecting the charging / discharging current of the battery. In particular, in a battery of a system that drives a load whose output fluctuates over a wide range such as a power supply system of an electric vehicle (a motor for traveling a vehicle, etc.), the charging / discharging current fluctuates over a wide range. A sensor that can obtain an accurate detection value over a wide current range is required. Further, in a battery such as a power supply system of an electric vehicle that has various operating temperature environments, a sensor that can obtain an accurate detection value over a wide temperature range, for example, a wide range of −20 ° C. to + 50 ° C. is required. Such a sensor having a wide current range and a wide temperature range is generally expensive and large in size, which has been an obstacle to the cost reduction and downsizing of the system. Further, in the method of estimating the remaining capacity of the battery from the detected value of the terminal voltage of the battery and the specific gravity of the electrolyte,
Although the current sensor described above is not necessary,
There is a new problem that the estimation accuracy is insufficient and it is difficult to provide accurate information to the vehicle operator or the like. This is because the strength of the correlation between the terminal voltage of the battery or the specific gravity of the electrolytic solution and the remaining capacity is generally not sufficiently strong. In addition to the method of estimating the remaining capacity of the battery from the detected value of the specific gravity of the electrolytic solution, there is a problem that a specific gravity meter is required.

A first object of the present invention is to eliminate the current sensor required for measuring the remaining capacity by integrating the charging / discharging current detection value by adopting the method of integrating the charging / discharging current estimated value, and Overcome the inadequate measurement accuracy that was unavoidable in the remaining capacity measurement by estimating from the voltage / electrolyte specific gravity, in other words, charge and discharge with a measurement accuracy comparable to the remaining capacity measurement by integrating the charge / discharge current detection value. It is to realize without a sensor for current detection. A second object of the present invention is to realize the first object without special addition of members by estimating the charge / discharge current using the control information. A third object of the present invention is to
By applying the present invention to a power supply system mounted on an electric vehicle, it is possible for a vehicle operator or the like to accurately know the remaining capacity of the battery, and thus “according to the remaining capacity notified from the vehicle. It is to prevent troubles such as "the vehicle should still be able to run, but the vehicle does not actually move", and to provide an inexpensive and lightweight electric vehicle.

[0006]

A battery remaining capacity measuring apparatus according to a first configuration of the present invention is a battery that supplies electric power to a load or recovers electric power from the load, and a value of a current flowing through the load. A power supply provided between the battery and the load to control the power supply, and control means for controlling the value of the current flowing through the load by giving a control command to the power converter. Used in the system. This configuration, means for estimating the value of the current flowing in the battery based on the value of the control command, means for sequentially integrating the current obtained by the estimation, and means for calculating the remaining capacity of the battery based on the result, It is characterized by including. Here, the control means controls the value of the current flowing through the load according to the value of the control command, and the value of the current flowing through the battery is determined by the value of the current flowing through the load. The remaining capacity is measured with an accuracy close to that of the conventional technique of detecting the current flowing in the battery. Moreover, since the value of the control command generated by the control means is used, it is not necessary to add a sensor for detecting the current flowing in the battery or a new sensor.

A battery remaining capacity measuring apparatus according to a second configuration of the present invention controls a battery that supplies electric power to a plurality of loads or recovers electric power from the loads, and a value of a current flowing through the loads. An electric power converter provided between the battery and the load and for each load, and control means for controlling the value of the current flowing through the load by giving a control command to the electric power converter. Used in power systems. This configuration relates to at least one of the loads to which the control command is given to the corresponding power converter among the plurality of loads, and the value of the component due to the load in the current flowing in the battery is set to the load. Means for estimating based on the value of the control command for the power converter corresponding to, and at least one of the plurality of loads for which the control command is not given to the corresponding electrode converter, A means for detecting the actual value of the component due to the load in the flowing current, and the value of the component obtained by the above estimation and the value of the component obtained by the above detection are added and sequentially integrated to obtain the result. Means for calculating the remaining capacity of the battery based on the above. In this way, for each of the multiple loads,
Even if the estimation or detection of the component of the current flowing through the battery due to the load is executed and the results are combined and integrated, the same operation as in the first configuration occurs. In addition, since a component related to a part of the load of each current component flowing in the battery is an object of “detection”, the same configuration (current sensor, etc.) as the conventional one can be used and used for this type of load as it is. is there. Further, it is generally unnecessary to perform dynamic control based on a control command for a load (for example, a lamp) whose current fluctuation is relatively small. In the present invention, the “detection” is executed for the load corresponding to the power converter to which the control command is not given. Therefore, although the "detection" is executed for a part of the loads, the current range of the load is narrow, so that a relatively expensive and large-sized current sensor corresponding to the wide current range is unnecessary.

The electric vehicle according to the third aspect of the present invention is
A battery that supplies electric power to a plurality of loads including a motor for traveling the vehicle or recovers electric power from the load, and between the battery and the load so as to control the value of the current flowing through the load and each load. And a control unit that controls the value of the current flowing through the load by giving a control command to the power converter, and the control unit according to the second configuration. A battery remaining capacity measuring device is included. In this configuration, the second
The same operation as that of the above configuration occurs in the electric vehicle. Furthermore, in an electric vehicle, the electric current flowing through the motor for driving the vehicle must be changed over a wide range in accordance with the acceleration / deceleration request from the vehicle operator, and the electric vehicle is used over a wide temperature range. . Therefore, when the second configuration of the present invention is applied to a battery whose load includes a motor for traveling the vehicle as in the present configuration, the effect of eliminating the current sensor becomes particularly remarkable. As a result, an electric vehicle can be realized inexpensively and lightly, which enables the vehicle operator or the like to accurately know the remaining capacity of the battery, and thus is less likely to cause trouble due to the discrepancy between the notified remaining capacity and the actual remaining capacity.

[0009]

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

FIG. 1 shows the system configuration of a series hybrid vehicle equipped with an apparatus according to an embodiment of the present invention. The vehicle shown in this figure has a main battery 10 and an engine-driven generator 12 as power sources for driving the vehicle and driving auxiliary equipment.
It is equipped with. The EVECU (electronic control unit for vehicle control) 14 closes the contactor 16 in response to an ignition (IG) operation or the like, so that the main battery 10 and the engine-driven generator 12 are connected to the traction motor 18,
It is connected to an auxiliary battery 20, an in-vehicle electric auxiliary device 22, and an air conditioner compressor driving motor 24. In this connection state, the discharge output of the main battery 10 and the power generation output of the engine-driven generator 12 can be supplied to the traction motor 18, the auxiliary battery 20, the auxiliary device 22, and the air conditioner compressor driving motor 24. It is possible to charge the main battery 10 with the braking energy regenerated by the traction motor 18 and the air conditioner compressor driving motor 24. The engine-driven generator 12 is connected to an engine (not shown) and has a function of converting the engine output into electric power and supplying it to the main battery 10 and the traction motor 18 (function as a generator). It is also possible to have a function of rotating by the discharge output of the main battery 10 to start the engine (function as a starting motor). Further, in detail, the contactor 16 has a contact for resistance insertion and a contact for resistance short circuit as shown in the drawing, and the main battery 10 and the traction motor 1 are connected.
When connecting to 8 etc., first, the contact for resistance insertion is closed, and then the contact for resistance short circuit is closed to prevent inrush current due to charging of the smoothing capacitor described later.

In this embodiment, the control device is E
A VECU 14, a power generation ECU 26, and an ACECU 28 are provided. In addition to the contactor control described above, the EVECU 14 executes motor output control according to the operation of the accelerator pedal or the brake pedal. More specifically, EV
The ECU 14 arithmetically determines the torque to be output from the traction motor 18, which is a three-phase AC motor for traveling the vehicle, according to the amount of depression of the accelerator pedal or the brake pedal, that is, the degree of acceleration / deceleration requested by the vehicle operator.
The EVECU 14 determines the determined torque, that is, the torque command T.
_{Based on refTRM} and the rotation speed N _TRM of the traction motor 18 detected by the rotation sensor 30, the current to be passed through each phase winding of the traction motor 18 is determined. EVE
The CU 14 determines the determined current, that is, the current command and the rotation speed N.
_A pulse width modulated switching control signal, that is, a PWM signal is generated based on the _TRM and is supplied to an inverter 32 provided corresponding to the traction motor 18.

As shown in FIG. 2, the inverter 32 has a total of six power transistors Tr1 to T provided in pairs for each phase winding of the traction motor 18.
It has r6 and diodes D1 to D6 connected in anti-parallel to each power transistor. Each power transistor switches in accordance with the PWM signal supplied from the EVECU 14 via the drive circuit 34, whereby the power from the main battery 10 and the engine drive generator 12 side is changed from direct current to alternating current (during power running), Further, the electric power from the traction motor 18 is converted from alternating current to direct current (during regeneration), respectively. Since the PWM signal corresponds to the torque command T _refTRM as described above, the power conversion operation can realize the power running torque according to the accelerator operation and the regenerative braking torque according to the brake operation. The smoothing capacitor is represented by C in the figure. As an example of the power transistors Tr1 to Tr6,
An IGBT (Insulated Gate Bipolar Transistor) or the like can be shown. The drive circuit 34 performs functions such as vertical distribution of the PWM signal (complementary supply to the upper and lower transistors in the figure), amplification of the PWM signal, and insulation separation between the EVECU 14 side and the power transistors Tr1 to Tr6. Have

When the SOC of the main battery 10 detected by the procedure described later falls below a predetermined level, the EVECU 14 remarkably increases the acceleration demanded by the vehicle operator and cannot be covered by the main battery 10 alone. Power generation EC when the engine is requested by the operator
A power generation command is given to U26 together with information such as SOC.
The power generation ECU 26, based on this command and the rotation speed N _G of the engine-driven generator 12 detected by the rotation sensor 36, outputs a torque command T _refG to the engine-driven generator 12.
_Is determined, a current command is determined based on the torque command T _refG and the rotation speed N _G , and P generated based on the current command is determined.
The WM signal is supplied to the inverter 38 provided corresponding to the engine-driven generator 12. The inverter 38 has the same configuration as the inverter 32. According to this configuration and control procedure, the output of the engine-driven generator 12 can be controlled so that the SOC of the main battery 10 is maintained and the required acceleration is realized. Further, since the engine speed can be controlled by controlling the output of the engine-driven generator 12, the engine can be rotated almost constantly in the high efficiency and low emission region.

The ACECU 28 is detected by the vehicle interior temperature detected by the temperature sensor 40 and the rotation sensor 42 until the air conditioning command is released from the vehicle operator by a panel operation or the like until the air conditioning command is released. The torque to be output from the air conditioner compressor driving motor 24, that is, the torque command T _refACM is determined based on the rotation speed N _ACM of the air conditioner compressor driving motor 24. ACE
The CU 28 determines a current command based on the torque command T _refACM and the rotation speed N _ACM , and outputs the PWM signal generated based on the current command to the air conditioner compressor driving motor 24.
Is supplied to the inverter 44 provided corresponding to.
The inverter 44 has the same configuration as the inverter 32. According to this configuration and control procedure, the air conditioner compressor driving motor 24, which is a three-phase AC motor, and the air conditioner compressor driving motor 24, which is not shown, can be driven in accordance with the temperature in the vehicle.

Motor 24 for driving the air conditioner compressor
Is a typical example of a high-power auxiliary device among in-vehicle electric auxiliary devices. The electric auxiliary equipment mounted on the vehicle generally consumes less electric power than the motor 24 for driving the air conditioner compressor. That is, when supplying drive power to a relatively high power auxiliary machine such as the air conditioner compressor driving motor 24, the main battery 10 or the like can be used as a power source as described above, but other auxiliary machines (eg, When supplying drive power to the above-mentioned three types of control devices, lamps, wipers, etc. (not shown), it is preferable to prepare a lower-voltage battery, that is, an auxiliary battery 20, separately from the main battery 10. Also,
The auxiliary battery 20 can be charged by the output of the main battery 10. Therefore, the DC / DC converter 46 steps down the output of the main battery 10 to the voltage of the auxiliary system and applies it between the positive and negative terminals of the auxiliary battery 20 and the auxiliary machine 22.

The DC / DC converter 46, as shown in FIG. 3, is a switching unit 48 and a switching unit 48 for converting the output of the main battery 10 from direct current to alternating current.
Transformer T and transformer T that transform the alternating current obtained in
The rectifying / smoothing unit 50 for converting the alternating current transformed into the direct current into the direct current is obtained from the rectifying / smoothing unit 50. . The drive circuit 52 of the DC / DC converter 46 detects the current value detected by the current transformer 54 (in the figure, the input from the main battery side is detected, but the output to the auxiliary device side may be detected). Based on the above, the switching operation of the switching transistor forming the full bridge inside the switching unit 48 is controlled so that the overcurrent does not flow.

EV ECU 14, power generation ECU 26 and AC
The ECU 28 executes an operation of estimating a current flowing from the main battery 10 side to the corresponding inverter (or flowing from the inverter to the main battery 10) at a predetermined frequency at least while controlling the corresponding inverter. . For the estimation, the torque command for the corresponding inverter is used. For example, the EV ECU ₁₄ determines the torque command T _refTRM according to the accelerator operation and controls the inverter 32 based on the torque command T _refTRM as described above. In this state, the operating point of the traction motor 18 is determined by the value of the torque command T _{refTRM and} the value of the rotation speed N _TRM .
The operating point of the traction motor 18 is the current flowing through the traction motor 18, and hence the main battery 10 to the inverter 32 or the inverter 32 to the main battery 1.
It corresponds to the current flowing into 0. Therefore, if the correspondence relationship among the torque command T _refTRM , the rotation speed N _TRM, and the main battery side input / output (DC) current value TRIB is known in advance, the torque command T obtained as the control information.
_The DC current value TRIB can be estimated using _refTRM and the rotational speed N _TRM obtained by detection. This means that it is not necessary to detect the DC current value TRIB with the sensor.

The EV ECU 14, the power generation ECU 26, and the AC ECU 28 in the present embodiment have a built-in map for associating the torque command, the rotation speed, and the DC current value with each other in order to execute the current estimation based on the above-described principle (FIG. 4).
(A), see FIGS. 5 and 6. TRIB in these figures
Represented by ^* , ACIB ^* and GIB ^* are estimated values of the currents TRIB, ACIB and GIB flowing through the DC terminals of the inverters 32, 44 and 38, respectively. Further, in these figures, the terminal voltage VB of the main battery 10 is further added as a parameter. This is because the current of the main battery 10 depends on the terminal voltage VB.

The EVECU 14 further maps the output CT ^* of the current transformer 54 of the DC / DC converter 46 to the estimated value DDIB ^* of the input current DDIB of the DC / DC converter 46, as shown in FIG. 4 (b). Also has a built-in. That is, in the present embodiment, the traction motor 18 and the air conditioner compressor driving motor 2
For a load having a relatively wide current range such as 4 or a load in which a control command such as a torque command can be used for the above current estimation, by performing the above current estimation, a high-priced large current sensor (shunt resistance or Auxiliary machine 22 with relatively small output while avoiding the use of current transformer
For loads whose current range is relatively narrow, such as
By utilizing the output of the current sensor (current transformer 54 in this case) originally intended for other purposes (in this case, overcurrent prevention), an inexpensive and lightweight vehicle is realized without adding any special member. .

FIG. 7 shows an EVECU 1 according to this embodiment.
The procedure regarding the measurement of the SOC of the main battery 10 in the operation of 4 will be described. The EVECU 14 repeatedly executes this procedure at a predetermined frequency. When starting this procedure,
The VECU 14 first inputs signals from various parts of the vehicle (100). The input target is, for example, ACIB ^* , CT
^* , GIB ^* , N _TRM , VB, etc. are included. EV ECU
_{Reference numeral 14 denotes the TRIM} shown in FIG. 4A based on the input signals N _TRM and VB and the torque command T _refTRM used to control the inverter 32 in a routine not shown.
The TRIB ^* is obtained by referring to the B ^* map (102). The EVECU 14 also refers to the DDIB ^* map shown in FIG. 4B by CT ^* in the input signal, and obtains DDIB ^* by this (10
4). The EVECU 14 recognizes the ACIB ^* and GIB ^{* of} the signals input in step 100, and outputs them in step 102.
Then, the estimated value IB ^* of the charge / discharge current IB of the main battery 10 is obtained by adding the TRIB ^* and the DDIB ^* obtained in steps 104 and 104 (106). Since the figure shows an example in which the sign is determined so that the discharge is expressed positively, a negative sign is attached to GIB ^* relating to the engine-driven generator 12. The EVECU 14 integrates IB ^* into the variable SIB ^* (108) and subtracts the value of the variable SIB ^* from the main battery capacity FULL at the time of full charge to reduce the S of the main battery 10.
The OC is calculated and output to the SOC meter 58 (11
0). Note that FULL and SIB ^* are given or reset in advance immediately after the charging operation or the like. According to such a procedure, an accurate SOC can be obtained only by a relatively simple arithmetic process.

[0021]

According to the first configuration of the present invention, the value of the current flowing in the battery is estimated based on the value of the control command for the power converter, and the current obtained by the estimation is sequentially integrated to obtain the result. Since the remaining capacity of the battery is calculated based on this, the remaining capacity can be measured with an accuracy comparable to that of the conventional technique for detecting the current flowing in the battery. Further, since the value of the control command is used in the estimation, it is not necessary to add a sensor for detecting the current flowing in the battery or a new sensor, and the implementation is easy.

According to the second configuration of the present invention, regarding a part of the plurality of loads, the value of the component of the current flowing through the battery due to the load is used as a control command for the power converter corresponding to the load. For other parts, the actual value of the component due to the load in the current flowing in the battery was detected, and for some other parts, the value of the component obtained by estimation and the value obtained by detection were obtained. Since the component values are added and sequentially integrated and the remaining capacity of the battery is calculated based on the result, the same effect as the first configuration can be obtained. Also,
Since the component related to a part of the load among the current components flowing in the battery is targeted for "detection", the same configuration (current sensor, etc.) as in the related art can be used / used as it is for this type of load. Further, the load corresponding to the component to be detected is not subject to control by the control command, and its current fluctuation is generally limited to a comparatively small load. A relatively expensive and large-sized current sensor supporting a wide current range is unnecessary.

According to the third configuration of the present invention, the power converter is provided for each load between the battery mounted on the electric vehicle and each of the loads, and the second configuration is applied to this. The same effect as the second configuration can be obtained in the electric vehicle. Further, since at least one of the loads described above is a motor for traveling the vehicle, the effect of eliminating the current sensor is particularly remarkable. That is, an electric vehicle can be realized inexpensively and lightly, in which the vehicle operator or the like can accurately know the remaining capacity of the battery, and therefore troubles due to the discrepancy between the notified remaining capacity and the actual remaining capacity are unlikely to occur.

[0024]

[Addendum] In the description of the embodiment, a series hybrid vehicle including an engine-driven generator is taken as an example, but the application of the present invention is not limited to this type of application. Other examples of applications include series hybrid vehicles equipped with electric power sources (solar cells, fuel cells, etc.) other than engine-driven generators, parallel hybrid vehicles equipped with rotary electric machines that assist the acceleration and deceleration of the engine, and series hybrid vehicles and parallel vehicles. A parallel-series hybrid vehicle that has a hybrid hybrid vehicle, a power supply system for various vehicles such as a pure electric vehicle that drives a traction motor only by the output of a battery, and various battery-driven power machines. You can That is, the present invention can be applied to any power supply system in which a power converter is provided between the battery and its load.

Further, in the embodiment, the current estimation is executed for the AC load based on the value of the control command relating to the corresponding power converter, and the current detection is executed for the DC load. However, the current detection may be performed on the AC load and the current estimation may be performed on the DC load.
When performing the current estimation for the DC load, a control command (for example, a command for step-up / down voltage) for the power converter related to the DC load may be used. Further, although a motor has been shown as an example of an AC load and another battery and an electric auxiliary device have been shown as an example of a DC load, the present invention should not be limitedly interpreted by such an example. Although an inverter and a DC / DC converter are shown as examples of the power converter, a power converter having a configuration other than this may be used.

Further, in the section of the embodiment, an example in which the map is selected or switched according to the battery voltage has been described, but if the change in the battery current due to the change in the battery voltage can be ignored, such a procedure can be omitted. . Further, in the embodiment, a plurality of ECUs share the current estimation function by referring to the map, but for example, all the maps may be centrally mounted on the EVECU, and the EVECU may take on the current estimation function at one hand. On the contrary, the estimated or detected current may be integrated by each ECU, the result of the integration may be delivered to the EVECU, and the EVECU may add and subtract them. As is clear from this, the present invention does not need to be limited to the procedure of adding / subtracting and combining the current estimated value or the detected value and integrating the result, and the current estimated value or the detected value is integrated to obtain the result. It may be configured to perform addition / subtraction combination, or to be integrated into an integration variable as soon as an estimated current value or a detected value is obtained. The control command used when estimating the battery current is not limited to the torque command. For example, a current command generated based on the torque command and used to generate the PWM signal may be used to estimate the battery current. Although the rotation speed detection value is used for current estimation, the rotation speed estimation value may be used in a vehicle that employs a rotation sensorless logic. Also, the example in which the EV ECU synchronously inputs a signal from another ECU or the like has been described, but the signal may be asynchronously input. In that case, processing such as updating the SOC value may be executed in response to an input interrupt or the like.

In addition, in the present application, the term "load" of the battery refers to "a device that is driven by the discharge current of the battery" as well as "a device that supplies a charging current to the battery".
It is used in the meaning of including. That is, the traction motor and the air conditioner compressor driving motor when supplying regenerative current to the battery, and the engine driving generator when generating power at the engine output are also included in the “load” of the battery. Further, an electric vehicle (including a hybrid vehicle) is often equipped with a charger in order to charge a battery by being supplied with power from a power source outside the vehicle. Although not shown in the figure for such a charger, a power source outside the vehicle connected via the charger also corresponds to the “load” of the battery, and the charger also corresponds to the “power converter”.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a series hybrid vehicle including an apparatus according to an embodiment of the present invention.

FIG. 2 is a circuit diagram showing an example configuration of an inverter.

FIG. 3 is a circuit diagram showing an example configuration of a DC / DC converter.

FIG. 4 is a diagram showing an example of a map built in the EVECU, in which (a) is a map for determining TRIB ^* and (b) is a map for determining DDIB ^* .

FIG. 5 is a diagram showing a map which is built in ACECU and determines ACIB ^* .

FIG. 6 is a diagram showing a map which is built in a power generation ECU and determines GIB ^* .

FIG. 7 is a flowchart showing a procedure relating to SOC measurement in the operation of EVECU.

[Explanation of symbols]

10 main battery, 12 engine driven generator, 14
EV ECU, 18 traction motor, 20 auxiliary machine battery, 22 auxiliary machine, 24 air conditioner compressor drive motor, 26 power generation ECU, 28 AC ECU, 3
0, 36, 42 rotation sensor, 32, 38, 44 inverter, 46 DC / DC converter, 54 current transformer, SOC main battery charge state, T _refTRM , T
_refACM , T _refG torque command, N _TRM , N _ACM , N _G
Rotation speed, TRIB ^* , ACIB ^* , GIB ^* DC current estimated value, DDIB ^* DC current detected value, SIB ^* integrated current value.

Claims (3)

[Claims] 1. A battery for supplying electric power to a load or recovering electric power from the load, and a power converter provided between the battery and the load for controlling a value of a current flowing through the load. , A control means for controlling the value of the current flowing through the load by giving a control command to the power converter, and the value of the current flowing through the battery based on the value of the control command. A battery remaining capacity measuring device comprising: an estimating means; and a means for successively integrating the currents obtained by the estimation and calculating the remaining capacity of the battery based on the result. 2. A battery for supplying electric power to or recovering electric power from a plurality of loads, and between the battery and the load for controlling the value of the current flowing through the load and for each load. A power supply system provided with: a power converter provided; and a control means for controlling a value of a current flowing through the load by giving a control command to at least one of the power converters. Of at least one of the loads to which the above control command is given to the corresponding power converter,
Means for estimating the value of the component due to the load in the current flowing in the battery based on the value of the control command for the power converter corresponding to the load, and for the corresponding power converter among the plurality of loads. Regarding at least one of the loads to which the control command is not given, means for detecting the actual value of the component of the current flowing in the battery, which is caused by the load, and the value of the component obtained by the estimation and A battery remaining capacity measuring device comprising: means for adding and successively integrating the component values obtained by detection, and calculating the remaining capacity of the battery based on the result. 3. A battery for supplying electric power to or recovering electric power from a plurality of loads including a motor for driving a vehicle, and a battery and the load for controlling a value of a current flowing through the load. A power converter provided between and for each load, and control means for controlling the value of the current flowing through the load by giving a control command to the power converter, the control means comprising: An electric vehicle comprising the battery residual capacity measuring device according to Item 2.