JP2003023704A - Battery control device for electric vehicle - Google Patents
Battery control device for electric vehicleInfo
- Publication number
- JP2003023704A JP2003023704A JP2001206403A JP2001206403A JP2003023704A JP 2003023704 A JP2003023704 A JP 2003023704A JP 2001206403 A JP2001206403 A JP 2001206403A JP 2001206403 A JP2001206403 A JP 2001206403A JP 2003023704 A JP2003023704 A JP 2003023704A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- power
- control device
- warm
- battery control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000001514 detection method Methods 0.000 claims description 3
- 238000006243 chemical reaction Methods 0.000 claims 1
- 230000006866 deterioration Effects 0.000 abstract description 22
- 238000007599 discharging Methods 0.000 abstract description 13
- 230000032683 aging Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 6
- 238000010792 warming Methods 0.000 description 6
- 101001125854 Homo sapiens Peptidase inhibitor 16 Proteins 0.000 description 1
- 102100029324 Peptidase inhibitor 16 Human genes 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000003745 diagnosis Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 230000002250 progressing effect Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Landscapes
- Secondary Cells (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は電気車の車載バッテ
リを管理するバッテリ制御に係り、特にバッテリの充電
放電によってバッテリの暖気をおこなう、電気車のバッ
テリ制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to battery control for managing an on-vehicle battery of an electric vehicle, and more particularly to a battery control apparatus for an electric vehicle that warms the battery by charging and discharging the battery.
【０００２】[0002]
【従来の技術】一般にバッテリが充放電できる電力範囲
は、バッテリ温度に大きく依存する。バッテリ温度が高
い方が充放電できる範囲が広く、逆にバッテリ温度が低
くなるほど充放電範囲が狭くなる。このために、バッテ
リが電気車用に使用される場合、バッテリが暖まるま
で、車両の運転性が制限されることがある。2. Description of the Related Art Generally, the electric power range in which a battery can be charged and discharged greatly depends on the battery temperature. The higher the battery temperature is, the wider the charging / discharging range is. On the contrary, the lower the battery temperature is, the narrower the charging / discharging range is. For this reason, when the battery is used for an electric vehicle, the drivability of the vehicle may be limited until the battery warms up.
【０００３】この問題を解決する一手段として、特開２
０００−４０５３６号公報がある。これは、バッテリ温
度を検出し、バッテリ温度が所定値未満である場合に
は、バッテリの充電または放電の少なくとも一方をおこ
なうものである。またバッテリ容量が所定量未満のとき
は充電を、所定量以上のときは放電、の制御をおこな
う。すなわちバッテリの内部発熱を利用してバッテリの
暖気をおこなう暖気装置が記載されている。As one means for solving this problem, Japanese Unexamined Patent Application Publication No.
000-40536. This detects the battery temperature, and at least one of charging and discharging of the battery is performed when the battery temperature is lower than a predetermined value. Further, when the battery capacity is less than a predetermined amount, charging is controlled, and when the battery capacity is more than the predetermined amount, discharging is controlled. That is, there is described a warming device that warms the battery by utilizing the internal heat of the battery.
【０００４】また、バッテリの劣化診断については特開
２０００−１２１７１０号公報がある。パルス放電させ
たときのバッテリ電圧と、放電直前の電圧との差と電流
からバッテリの内部抵抗を算出し、この値に基づいてバ
ッテリの劣化の程度を診断するものである。Japanese Patent Laid-Open No. 2000-121710 discloses a battery deterioration diagnosis. The internal resistance of the battery is calculated from the difference between the battery voltage at the time of pulse discharge and the voltage immediately before discharge and the current, and the degree of deterioration of the battery is diagnosed based on this value.
【０００５】[0005]
【発明が解決しようとする課題】バッテリが充放電でき
る電力範囲は、温度に依存すると共にバッテリ劣化よっ
ても特性が大きく変化する。また、バッテリの温度を同
一とすると、バッテリの利用できる電力範囲は新品時が
広く、劣化が進むほど狭くなる。したがって、単にバッ
テリ温度だけで暖機運転の実行／否実行を判断した場
合、劣化時にはバッテリの利用できる電力範囲が予定よ
り狭い状態で暖機を打ち切ることになる。したがって、
バッテリの利用できる電力範囲をできるだけ広げようと
する本来の目的を十分に達成することができなくなる。The electric power range in which the battery can be charged and discharged depends on the temperature, and the characteristics greatly change even if the battery deteriorates. In addition, if the temperature of the battery is the same, the usable power range of the battery is wide when the battery is new and becomes narrower as the deterioration progresses. Therefore, if the execution / non-execution of the warm-up operation is determined only based on the battery temperature, the warm-up is terminated in the state where the electric power range available for the battery is narrower than planned at the time of deterioration. Therefore,
The original purpose of maximizing the available power range of the battery cannot be sufficiently achieved.
【０００６】また、劣化時のバッテリ特性に基づいて充
放電が必要な温度判定の所定値をあらかじめ決めると、
新品時は必要以上にバッテリを暖機することとなり、エ
ネルギを無駄に使用することになる。さらに、バッテリ
は高温状態で充放電をおこなうと、劣化の進行が早まる
問題がある。Further, if a predetermined value for temperature judgment that requires charging / discharging is determined in advance based on the battery characteristics at the time of deterioration,
When a new product is used, the battery is warmed up more than necessary, and energy is wasted. Furthermore, when the battery is charged and discharged in a high temperature state, there is a problem that deterioration progresses quickly.
【０００７】本発明の目的は、バッテリ温度とバッテリ
の劣化情報から求めたバッテリの充放電可能な電力が、
所望値に達しない場合にのみ暖気のための充放電おこな
い充放電可能な電力を所望値になるように制御するバッ
テリ制御装置を提供することにある。The object of the present invention is to determine the chargeable / dischargeable electric power of a battery obtained from the battery temperature and the deterioration information of the battery.
It is an object of the present invention to provide a battery control device that controls charging / discharging power for warming up to a desired value only when the desired value is not reached.
【０００８】[0008]
【課題を解決するための手段】電気車のバッテリの制御
装置において、バッテリの温度検出手段と，前記検出さ
れたバッテリ温度とバッテリの電圧および電流から前記
バッテリの充電可能電力あるいは放電可能電力を演算す
る手段と前記演算結果と予め定められた充電電力あるい
は放電電力のそれぞれの所望値により前記バッテリの暖
機運転の可否をきめる暖気運転判断手段とを含むバッテ
リ制御装置、から構成されることに特徴がある。In a battery control device for an electric vehicle, a battery temperature detecting means and a chargeable power or a dischargeable power of the battery are calculated from the detected battery temperature and the voltage and current of the battery. And a warming-up operation determining means for determining whether or not to warm up the battery based on desired values of the calculation result and a predetermined charging power or discharging power. There is.
【０００９】また、前記バッテリ制御手段はバッテリ温
度が予め定めた最高温度のときにバッテリが充電あるい
は放電できる最大充電可能電力あるいは最大放電可能電
力を演算し、前記最大充電可能電力あるいは最大放電可
能電力が前記それぞれについて定められた所望値よりも
小さいとき、前記所望値として前記最大充電可能電力あ
るいは最大放電可能電力の値を選択する比較選択手段を
備えたこと、また、前記電気車の動力伝達制御手段の開
放状態を条件に前記バッテリの暖機運転の可否をきめる
バッテリ制御装置であること、また、前記演算されたバ
ッテリの充電可能電力あるいは放電可能電力が予め定め
られた充電電力あるいは放電電力のそれぞれの所望値よ
り小さいとき暖気運転可と判断する判断手段であること
に特徴がある。Further, the battery control means calculates the maximum chargeable power or the maximum dischargeable power with which the battery can be charged or discharged when the battery temperature is a predetermined maximum temperature, and the maximum chargeable power or the maximum dischargeable power. Is smaller than the desired value determined for each of the above, a comparison and selection means for selecting the value of the maximum chargeable power or the maximum dischargeable power as the desired value is provided, and the power transmission control of the electric vehicle A battery control device that determines whether or not the battery can be warmed up on the condition of an open state of the means, and the calculated chargeable power or dischargeable power of the battery is a predetermined charge power or discharge power. It is characterized in that it is a judging means for judging that warm-up operation is possible when the respective values are smaller than the desired values.
【００１０】[0010]
【発明の実施の形態】以下、本発明の実施例を図面に基
づいて説明する。図１は本発明の一実施例を適用した電
気車用駆動システムの構成を示すものである。バッテリ
１００は図示されていないリレーを介して電力変換器１
０１に接続され、電力変換器１０１は交流モータ（Ｓ
Ｍ）１０２に接続されている。モータ１０２は出力軸の
動力を遮断できるクラッチ１０３を介してミッション１
０４に接続する。ミッション１０４は駆動輪１０５に接
続する。電力変換器１０１はバッテリから出力した直流
電力を交流電力に変換し、交流モータＳＭに入力する。
交流モータは交流電力を機械出力に変換し駆動力をクラ
ッチに伝達する。クラッチがオフでない場合、クラッチ
に伝達された駆動力はミッションを通してタイヤを駆動
する。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows the configuration of an electric vehicle drive system to which an embodiment of the present invention is applied. The battery 100 is a power converter 1 via a relay (not shown).
01, the power converter 101 is an AC motor (S
M) 102. The motor 102 transmits a power to the transmission 1 via a clutch 103 that can cut off the power of the output shaft.
Connect to 04. The mission 104 is connected to the drive wheels 105. The power converter 101 converts the DC power output from the battery into AC power and inputs the AC power to the AC motor SM.
The AC motor converts AC power into mechanical output and transmits driving force to the clutch. When the clutch is not off, the driving force transmitted to the clutch drives the tire through the mission.
【００１１】バッテリ１００の温度はバッテリに付設し
たバッテリ温度センサ１１０で計測し、バッテリ温度情
報ＴＢをバッテリ制御装置１０９に伝送する。バッテリ
に流れる直流電流ＩＢは直流電流センサ１１１で計測
し、直流電流情報をバッテリ制御装置１０９に伝送す
る。バッテリの電圧は直流電圧センサ１１２で計測し、
直流電圧情報ＶＢをバッテリ制御装置に伝送される。[0011] Temperature of the battery 100 is measured by the battery temperature sensor 110 attached to the battery and transmits the battery temperature information T B to the battery control unit 109. The direct current I B flowing through the battery is measured by the direct current sensor 111, and the direct current information is transmitted to the battery control device 109. The voltage of the battery is measured by the DC voltage sensor 112,
Transmitted DC voltage information V B to the battery control device.
【００１２】その他に、車両制御装置１０８から得る動
作指示信号９１に基づいて電力変換器１０１にモータ駆
動制御信号９２を送信し、モータの駆動力を制御するモ
ータ制御装置１０７と、少なくともクラッチの接続を管
理する車両制御装置１０８とを備えている。バッテリ制
御装置１０９は（車両制御装置１０８からクラッチの接
続信号９４を得るとともに）バッテリ暖機指令信号９３
を車両制御装置１０８に入力する。ここでは、モータＳ
Ｍを交流モータとしたが、直流モータで構成してもよ
い。Besides, at least the clutch is connected to the motor control device 107 which transmits the motor drive control signal 92 to the power converter 101 based on the operation instruction signal 91 obtained from the vehicle control device 108 to control the driving force of the motor. And a vehicle control device 108 for managing the vehicle. The battery controller 109 receives the clutch connection signal 94 from the vehicle controller 108 and the battery warm-up command signal 93.
Is input to the vehicle control device 108. Here, the motor S
Although M is an AC motor, it may be a DC motor.
【００１３】図２は、バッテリ制御装置１０９の機能ブ
ロックの内、本発明に係わる機能ブロックを示したもの
である。利用可能な充電可能電力算出手段２０２と放電
可能電力算出手段２０３は、バッテリ温度情報ＴＢとバ
ッテリ電圧ＶＢバッテリ電流ＩＢ、バッテリ劣化情報Ｒ
とバッテリ充電状態ＳＯＣを得て、現時点のバッテリ温
度ＴＢで充放電できる充電可能電力ＷＣＨＧと放電可能
電力ＷＤＩＳを算出し、暖機運転判断手段２０６に伝送
する。ここで、バッテリ劣化情報Ｒとバッテリ充電状態
ＳＯＣは演算手段２０８で演算される。バッテリ劣化情
報Ｒは、例えばバッテリ電圧ＶＢおよび直流電流ＩＢか
ら演算されるバッテリ内部抵抗が該当する。FIG. 2 shows functional blocks according to the present invention among the functional blocks of the battery control device 109. The available chargeable power calculation means 202 and the available dischargeable power calculation means 203 use the battery temperature information T B , the battery voltage V B, the battery current I B , and the battery deterioration information R.
Then, the battery charge state SOC is obtained, the chargeable power WCHG and the dischargeable power WDIS that can be charged and discharged at the current battery temperature T B are calculated, and the calculated chargeable power WCHG and the warm-up operation determination means 206 are transmitted. Here, the battery deterioration information R and the battery charge state SOC are calculated by the calculating means 208. The battery deterioration information R corresponds to, for example, a battery internal resistance calculated from the battery voltage V B and the direct current I B.
【００１４】バッテリの暖機運転判断手段２０６は、バ
ッテリの暖機の可否を判断し、暖機運転要求信号（９
３）ＷＡＭＥを出力する。この暖機運転要求を受け、車
両制御装置は、バッテリを充放電するモータ動作指令を
モータ制御装置に伝送する。The battery warm-up operation judging means 206 judges whether or not the battery can be warmed up, and a warm-up operation request signal (9
3) Output W AME . In response to this warm-up operation request, the vehicle control device transmits a motor operation command for charging / discharging the battery to the motor control device.
【００１５】ここで、バッテリの放電可能電力と充電可
能電力は、バッテリ温度とバッテリ充電状態ＳＯＣとバ
ッテリ劣化状態の関数となる。図３にバッテリ充電状態
を固定し、バッテリ温度とバッテリ劣化状態を変化させ
た場合の模式的な特性を示した。充電可能電力について
は図３の（Ａ）に、放電可能電力については図３の
（Ｂ）に示す。また、新品に近い使用開始初期のバッテ
リの場合（ａ）と、使用を開始しバッテリの劣化が進行
している場合（ｂ）の両者について示している。このよ
うに（ａ）、（ｂ）の２本のラインで示したが、実際に
は劣化の進行に伴って（ａ）の特性は、徐々に（ｂ）の
特性に、すなわち新品時の特性のラインからバッテリ劣
化進行品のラインに移行することになる。Here, the dischargeable power and chargeable power of the battery are functions of the battery temperature, the battery charge state SOC, and the battery deterioration state. FIG. 3 shows a schematic characteristic when the battery charge state is fixed and the battery temperature and the battery deterioration state are changed. The chargeable power is shown in FIG. 3A, and the dischargeable power is shown in FIG. 3B. In addition, both of the case where the battery is near to the beginning of use (a) and the case where the battery has started to be used and the deterioration of the battery is progressing (b) are shown. As described above, the two lines (a) and (b) are shown, but in reality, the characteristic of (a) gradually changes to the characteristic of (b) as the deterioration progresses, that is, the characteristic at the time of new product. Line will be changed to the battery deterioration progress line.
【００１６】また図３には合わせて、バッテリ特性に要
求する充電電力の所望値ＷＣＨＧreqと、放電電力の所
望値ＷＤＩＳreqを図示している。Further, FIG. 3 also shows the desired value WCHGreq of the charging power and the desired value WDISreq of the discharging power required for the battery characteristics.
【００１７】充電可能電力と放電可能電力の実際の算出
は、式（１）を式（２）〜（５）の条件でＷの最小値と
最大値を求め、Ｗの最大値を充電可能電力、Ｗの最小値
×（−１）を放電可能電力とすればよい。
Ｗ＝ＶＢ×ＩＢ ……（１）
ＶＢ＝ＯＣＶ ＋ r×ＩＢ ……（２）
ただし、ｒ＝Ｒ(ＴB)
ＯＣＶ＝ｈ(ＳＯＣ) ……（３）
ｈ：ＳＯＣを参照してＯＣＶに換算する関数
下限電圧 ≦ ＶＢ ≦ 上限電圧 ……（４）
下限電流 ≦ ＩＢ ≦ 下限電流 ……（５）
ただし、ＯＣＶはバッテリの開放端電圧，ＳＯＣは充電
状態電圧を表している。またｒはバッテリ内部抵抗、ｒ
はバッテリ温度ＴＢの関数で表される。その関数をＲで
表した（Ｒ＝ｄＶＢ／ｄＩＢからきまる）。The actual calculation of the chargeable power and the dischargeable power is performed by obtaining the minimum value and the maximum value of W under the conditions of the expressions (1) and (2) to (5), and the maximum value of W is the chargeable power. , The minimum value of W × (−1) may be the dischargeable power. W = V B × I B ...... (1) V B = OCV + r × I B ...... (2) where, r = R (T B) OCV = h (SOC) ...... (3) h: the SOC Referring to functions lower limit voltage ≦ V B ≦ upper limit voltage ...... be converted to OCV (4) lower current ≦ I B ≦ lower limit current ... (5) where, OCV is the open circuit voltage of the battery, SOC is a charge state voltage It represents. R is the internal resistance of the battery, r
Is expressed as a function of the battery temperature T B. The function is represented by R (determined from R = dV B / dI B ).
【００１８】また、バッテリの内部抵抗はバッテリ温度
ＴＢにより変化するので、各バッテリ温度情報ＴＢ毎に
バッテリ劣化情報Ｒのデータを保持し、適宜、更新す
る。他のバッテリ劣化検出手段としては、予め実験によ
りバッテリ電流積算値と内部抵抗の対応データを作成し
ておき、時々刻々のバッテリ電流情報を積算して、バッ
テリ内部抵抗を算出しても良い。Further, the internal resistance of the battery is so varied by the battery temperature T B, and holds the data of the battery deterioration information R for each battery temperature information T B, as appropriate, update. As another battery deterioration detecting means, correspondence data of the battery current integrated value and the internal resistance may be created in advance by an experiment, and the battery current information may be integrated every moment to calculate the battery internal resistance.
【００１９】暖機運転判断手段２０６は、充電可能電力
ＷＣＨＧと放電可能電力ＷＤＩＳと、充電電力所望値Ｗ
ＣＨＧreqと放電電力所望値ＷＤＩＳreqを入力とし、暖
機要求ＷＡＭＥを下記の条件で出力する。
暖機要求ＷＡＭＥの出力条件：
ＷＣＨＧ ＜ ＷＣＨＧｒｅｑ
または、ＷＤＩＳ ＜ ＷＤＩＳｒｅｑ
すなわち、図３（Ａ）の充電可能電力の場合でバッテリ
温度がＴ０であったとすると、特性（ａ）のときは前記
条件を満たす矢印Ｃ１の領域において暖気がおこなわ
れ，特性（ｂ）のときは前記の条件を満たす矢印Ｃ２の
領域で暖気がおこなわれ、暖気によってバッテリ温度を
Ｔ１あるいはＴ２に上昇させる。また図３の（Ｂ）の放
電可能電力についても前記充電の場合と同じで、矢印Ｃ
３、Ｃ４の領域において暖気がおこなわれ、暖気運転に
よりバッテリ温度をＴ０からＴ４，Ｔ５に上昇させ、充
電電力の所望値ＷＣＨＧｒｅｑ、ＷＤＩＳｒｅｑを満足
するように暖気がおこなわれる。所望値ＷＣＨＧｒｅｑ
は、例えば「モータの回生電力の最大値＋α１」とし、
ＷＤＩＳｒｅｑは例えば「モータの力行電力＋α２」
（α１、α２；予め定めた定数）などとする。The warm-up operation determining means 206 determines the chargeable power WCHG, the dischargeable power WDIS, and the desired charge power value W.
CHGreq and the desired discharge power value WDISreq are input, and the warm-up request W AME is output under the following conditions. Output condition of warm-up request W AME : WCHG <WCHGreq or WDIS <WDISreq That is, assuming that the battery temperature is T 0 in the case of rechargeable power in FIG. Warm air is performed in the region of arrow C1 that satisfies the above condition, and in the case of the characteristic (b), warm air is performed in the region of arrow C2 that satisfies the above condition, and the warm temperature raises the battery temperature to T1 or T2. Also, the dischargeable electric power of FIG. 3B is the same as in the case of the charging, and the arrow C
Warm-up is performed in the regions C3 and C4, and the warm-up operation raises the battery temperature from T0 to T4 and T5 so as to satisfy the desired values WCHGreq and WDISreq of the charging power. Desired value WCHGreq
Is, for example, “the maximum value of the regenerative electric power of the motor + α 1 ”,
WDISreq is, for example, “motor running power + α 2 ”.
(Α 1 , α 2 ; a predetermined constant) or the like.
【００２０】図３の（Ａ）の場合、バッテリ特性に要求
される放電電力の所望値と放電電力の所望値を図示して
いる。バッテリが（ａ）の場合、温度Ｔ１以下では、充
電電力の所望値に対しバッテリの放電可能電力が不足す
る。また、バッテリが（ｂ）の場合、バッテリ温度Ｔ２
以下では、充電電力の所望値に対し、バッテリの充電可
能電力が不足していることを示している。In the case of FIG. 3A, the desired value of discharge power and the desired value of discharge power required for the battery characteristics are shown. In the case of the battery (a), at the temperature T1 or lower, the dischargeable power of the battery is insufficient with respect to the desired value of the charging power. When the battery is (b), the battery temperature T2
The following shows that the chargeable power of the battery is insufficient with respect to the desired value of the charge power.
【００２１】プログラムで放電可能電力と充電可能電力
を求める関数を作る場合は、予めデータを計算し、計算
結果データをＲＯＭに記録しておいて参照する方式とし
てもよい。また、ＴＢｍはバッテリの種類や使用目的に
あわせて、適宜、決定する。When a function for obtaining the dischargeable power and the chargeable power is created by a program, data may be calculated in advance and the calculation result data may be recorded in a ROM and referred to. Further, T B m is appropriately determined according to the type of battery and the purpose of use.
【００２２】このように、充電可能電力算出手段と放電
可能電力算出手段、および、バッテリ暖機運転判断手段
を構成することで、バッテリが劣化しても、バッテリの
暖機不足における暖気あるいは必要以上に暖機すること
なく、充電電力の所望値と放電電力の所望値を満足する
適切なバッテリの暖機状態を保持することが可能とな
る。By configuring the chargeable power calculation means, the dischargeable power calculation means, and the battery warm-up operation determination means in this manner, even if the battery deteriorates, warm-up due to insufficient warm-up of the battery or more than necessary. It is possible to maintain an appropriate warmed-up state of the battery that satisfies the desired value of the charging power and the desired value of the discharging power without being warmed up.
【００２３】さらに、バッテリが十分に暖機されたとき
のバッテリ温度をＴＢmとし、あらかじめ、バッテリ温
度が温度ＴＢmになったときの充電可能電力ＷＣＨＧｍ
と放電可能電力ＷＤＩＳｍを算出する。そして、暖機運
転判断手段２０６への入力である充電電力所望値ＷＣＨ
Ｇreqと放電電力所望値ＷＤＩＳreqを
ＷＣＨＧreqの代わりにMIN（ＷＣＨＧreq，ＷＣＨＧ
ｍ）
ＷＤＩＳreqの代わりにMIN（ＷＤＩＳreq，ＷＤＩＳ
ｍ）
となる条件でＷＣＨＧｒｅｑ、ＷＤＩＳｒｅｑを比較選
択手段２０４ｃ、２０４ｄで選択して暖気運転判断手段
２０６に入力する。図４に示すように、比較選択手段２
０４ｃ、２０４ｄを付加することで、バッテリの劣化が
進行し、バッテリの暖機を実行しても所望の充電電力と
放電電力を得られない場合にバッテリの暖機を途中で打
ち切ることができる。Further, the battery temperature when the battery is sufficiently warmed up is T B m, and the chargeable electric power WCHG m when the battery temperature reaches the temperature T B m is set in advance.
And the dischargeable power WDISm is calculated. Then, the charging power desired value WCH which is an input to the warm-up operation determination means 206
Greq and discharge power desired value WDISreq are replaced by MIN (WCHGreq, WCHG) instead of WCHGreq.
m) MIN (WDISreq, WDIS instead of WDISreq
Under the condition of m), WCHGreq and WDISreq are selected by the comparison and selection means 204c and 204d and input to the warm-up operation determination means 206. As shown in FIG. 4, comparison / selection means 2
By adding 04c and 204d, it is possible to stop the warm-up of the battery midway when the deterioration of the battery progresses and the desired charging power and discharging power cannot be obtained even if the warm-up of the battery is executed.
【００２４】充電可能電力ＷＣＨＧｍと放電可能電力Ｗ
ＤＩＳｍの算出は、充電可能電力算出手段２０２と放電
可能電力算出手段２０３の入力の内、バッテリ温度の入
力を、時々刻々のバッテリ温度ＴＢから温度ＴＢmに変
更することで求めることができる。例えば，図３の
（Ａ）において、温度ＴＢmがＴ３であったとする。そ
のときの最大充電可能電力がＷＣＨＧｍであるとする
と、前記比較選択手段２０４Ｃでは、ＷＣＨＧｒｅｑと
してＷＣＨＧｍが選択されるから、過剰暖気をさけるこ
とができる。図３の（Ｂ）の場合についても同様に、Ｔ
Ｂｍのときの最大放電可能電力がＷＤＩＳｍであれば、
ＷＤＩＳｒｅｑとしてＷＤＩＳｍが選択されることにな
る。Rechargeable power WCHGm and dischargeable power W
The DISm can be calculated by changing the input of the battery temperature among the inputs of the chargeable power calculation means 202 and the dischargeable power calculation means 203 from the battery temperature T B to the temperature T B m every moment. . For example, in FIG. 3A, it is assumed that the temperature T B m is T3. Assuming that the maximum chargeable power at that time is WCHGm, WCHGm is selected as WCHGreq in the comparison / selection unit 204C, and therefore excessive warming can be avoided. Similarly, in the case of FIG.
If the maximum dischargeable power at B m is WDISm,
WDISm will be selected as WDISreq.
【００２５】車両制御装置は、バッテリ暖機の要求を受
け、クラッチを開放し、モータ動作指示信号として、モ
ータを加速させる指示と減速させる指示を交互に出力す
る。したがって、モータ加速時は、バッテリから放電す
ることになり、モータ減速時はバッテリを充電すること
となる。なお、あらかじめクラッチを開放して暖気運転
にはいるから、バッテリの暖機通電によって、運転者の
意志に相違して車両が駆動されることはない。In response to the request for battery warm-up, the vehicle control device releases the clutch and alternately outputs an instruction to accelerate and decelerate the motor as a motor operation instruction signal. Therefore, when the motor is accelerated, the battery is discharged, and when the motor is decelerated, the battery is charged. Since the clutch is released in advance for warm-up operation, the vehicle is not driven by the driver's intention by warming up the battery.
【００２６】図５はモータ動作指令として、回転数指示
を与えた場合の１例を示している。図に示した例では、
加速区間ｔ１，コースト区間ｔ２，減速区間ｔ３，コー
スト区間ｔ４の４区間にて１サイクルを構成し、このサ
イクルを繰り返すことになる。コースト区間は、モータ
出力軸に過大なねじりトルクを発生しなければ省いても
よい。FIG. 5 shows an example of a case where a rotation speed instruction is given as a motor operation instruction. In the example shown in the figure,
The acceleration section t1, the coast section t2, the deceleration section t3, and the coast section t4 constitute one cycle, and this cycle is repeated. The coast section may be omitted as long as an excessive torsion torque is not generated on the motor output shaft.
【００２７】また、図６はモータ動作指令がトルク指令
の場合を示している。この場合は、プラスのトルク指令
とマイナスのトルク指令を交互に指示して、モータを加
減速させ暖気運転をおこなった場合の例である。このよ
うに図５あるいは図６のような場合があり得る。FIG. 6 shows the case where the motor operation command is the torque command. In this case, a positive torque command and a negative torque command are alternately instructed to accelerate / decelerate the motor to perform warm-up operation. In this way, there may be the case as shown in FIG. 5 or FIG.
【００２８】また、バッテリの劣化によって特性が変化
しても、暖機不足や過剰暖機になることがない。Further, even if the characteristics change due to deterioration of the battery, insufficient warming up or excessive warming up does not occur.
【００２９】[0029]
【発明の効果】本発明によれば、電気車用のバッテリの
制御において、充電可能電力、あるいは放電可能電力と
充放電電力の所望値との関係からモータに制御信号を与
え、過剰暖気を抑制して適切な暖気運転をおこなうこと
ができる。According to the present invention, in controlling a battery for an electric vehicle, a control signal is given to a motor from the relationship between chargeable power or dischargeable power and a desired value of charge / discharge power to suppress excessive warm-up. The appropriate warm-up operation can be performed.
【図１】 本発明の、全体システムの構成を示す図であ
る。FIG. 1 is a diagram showing a configuration of an entire system of the present invention.
【図２】 バッテリ制御装置のブロック構成図である。FIG. 2 is a block configuration diagram of a battery control device.
【図３】 バッテリ充電可能電力と放電可能電力とバッ
テリ温度との関係、充放電所望値、を表す図である。FIG. 3 is a diagram showing a relationship between battery chargeable power, dischargeable power and battery temperature, and a desired charge / discharge value.
【図４】 過剰暖気を抑制するための実施例を示す図で
ある。FIG. 4 is a diagram showing an embodiment for suppressing excessive warm air.
【図５】 モータの回転数指令による暖気運転の例を示
す図である。FIG. 5 is a diagram showing an example of warm-up operation based on a motor rotation speed command.
【図６】 モータのトルク指令による暖気運転の例を示
す図である。FIG. 6 is a diagram showing an example of warm-up operation based on a motor torque command.
【符号の説明】
１００；バッテリ １０１；電力変換装置 １０２；交
流モータ １０３；クラッチ １０４；ミッション １
０５；タイヤ １０７；モータ制御装置 １０８；車両
制御装置 １０９；バッテリ制御装置 １１１；直流電
流センサ １１２；直流電流センサ ２０２；バッテリ
劣化検出手段 ２０４；利用可能電力範囲検出手段 ２
０６；暖機運転判断手段。[Explanation of Codes] 100; Battery 101; Power Converter 102; AC Motor 103; Clutch 104; Mission 1
05; Tire 107; Motor control device 108; Vehicle control device 109; Battery control device 111; DC current sensor 112; DC current sensor 202; Battery deterioration detection means 204; Available power range detection means 2
06: Warm-up operation judging means.
───────────────────────────────────────────────────── フロントページの続き Ｆターム(参考） 5G003 BA01 DA07 EA09 FA06 GB06 GC05 5H030 AA08 AS08 BB01 BB21 FF22 FF42 FF43 FF44 5H031 AA09 CC05 CC09 HH01 HH06 KK00 KK03 5H115 PA08 PA11 PG04 PI16 PO02 PU10 PV09 QH01 SE06 TI01 TI05 TI06 TR19 TU11 UI35 ─────────────────────────────────────────────────── ─── Continued front page F-term (reference) 5G003 BA01 DA07 EA09 FA06 GB06 GC05 5H030 AA08 AS08 BB01 BB21 FF22 FF42 FF43 FF44 5H031 AA09 CC05 CC09 HH01 HH06 KK00 KK03 5H115 PA08 PA11 PG04 PI16 PO02 PU10 PV09 QH01 SE06 TI01 TI05 TI06 TR19 TU11 UI35
Claims (4)
電力変換器を有し，前記電力変換器から電力が供給され
る電動機をもつ電気車に搭載されたバッテリ制御装置に
おいて、前記バッテリ制御装置は、バッテリの温度検出
手段と，前記検出されたバッテリ温度とバッテリの電圧
および電流から前記バッテリの充電可能電力あるいは放
電可能電力を演算する手段と前記演算結果と予め定めら
れた充電電力あるいは放電電力のそれぞれの所望値によ
り前記バッテリの暖機運転の可否をきめる暖気運転判断
手段とを含むバッテリ制御装置であることを特徴とする
電気車のバッテリ制御装置。1. A battery control device mounted on an electric vehicle having an electric power converter that performs electric power conversion using a battery as a power source and having an electric motor to which electric power is supplied from the electric power converter, wherein the battery control device comprises: Battery temperature detection means, means for calculating chargeable power or dischargeable power of the battery from the detected battery temperature and voltage and current of the battery, and the calculation result and predetermined charge power or discharge power, respectively. A battery control device for an electric vehicle, comprising: a warm-up operation determining means for determining whether or not the battery can be warmed up according to a desired value of.
御手段はバッテリ温度が予め定めた最高温度のときにバ
ッテリが充電あるいは放電できる最大充電可能電力ある
いは最大放電可能電力を演算し、前記最大充電可能電力
あるいは最大放電可能電力が前記それぞれについて定め
られた所望値よりも小さいとき、前記所望値として前記
最大充電可能電力あるいは最大放電可能電力の値を選択
する比較選択手段を備えたことを特徴とする電気車のバ
ッテリ制御装置。2. The battery control means according to claim 1, wherein the battery control means calculates a maximum chargeable power or a maximum dischargeable power that the battery can charge or discharge when the battery temperature is a predetermined maximum temperature, and the maximum charge. When the available power or the maximum dischargeable power is smaller than the desired value defined for each of them, the comparison and selection means for selecting the value of the maximum chargeable power or the maximum dischargeable power as the desired value is provided. Battery control device for electric vehicle.
て、前記電気車の動力伝達制御手段の開放状態を条件に
前記バッテリの暖機運転の可否をきめるバッテリ制御装
置であることを特徴とする電気車バッテリ制御装置。3. The battery control device according to claim 1, wherein the battery control device determines whether or not to warm up the battery under the condition that the power transmission control means of the electric vehicle is open. Electric vehicle battery control device.
て、前記演算されたバッテリの充電可能電力あるいは放
電可能電力が予め定められた充電電力あるいは放電電力
のそれぞれの所望値より小さいとき暖気運転可と判断す
る判断手段を備えたことを特徴とする電気車のバッテリ
制御装置。4. The battery control device according to claim 1, wherein warm-up operation is possible when the calculated chargeable power or dischargeable power of the battery is smaller than a predetermined desired value of charge power or discharge power. A battery control device for an electric vehicle, comprising: a determining unit that determines that
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001206403A JP3635047B2 (en) | 2001-07-06 | 2001-07-06 | Electric vehicle battery control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001206403A JP3635047B2 (en) | 2001-07-06 | 2001-07-06 | Electric vehicle battery control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2003023704A true JP2003023704A (en) | 2003-01-24 |
| JP3635047B2 JP3635047B2 (en) | 2005-03-30 |
Family
ID=19042545
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001206403A Expired - Fee Related JP3635047B2 (en) | 2001-07-06 | 2001-07-06 | Electric vehicle battery control device |
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| Country | Link |
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| JP (1) | JP3635047B2 (en) |
Cited By (10)
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| JP2007165211A (en) * | 2005-12-16 | 2007-06-28 | Hitachi Vehicle Energy Ltd | Secondary battery management device |
| JP2008061487A (en) * | 2006-07-31 | 2008-03-13 | Toyota Motor Corp | Power supply system and vehicle equipped with the same, method for controlling temperature rise of power storage apparatus, and computer-readable recording medium with program for making computer execute temperature rise control of the power storage apparatus stored |
| JP2010200570A (en) * | 2009-02-27 | 2010-09-09 | Nissan Motor Co Ltd | Battery temperature rise controller of electric vehicle |
| JP2012133900A (en) * | 2010-12-20 | 2012-07-12 | Calsonic Kansei Corp | Heating device |
| JP2013062081A (en) * | 2011-09-12 | 2013-04-04 | Mitsubishi Motors Corp | Battery temperature control unit |
| JP2014131366A (en) * | 2012-12-27 | 2014-07-10 | Toyota Industries Corp | Warming-up control device for inverter |
| WO2017056161A1 (en) * | 2015-09-28 | 2017-04-06 | 本田技研工業株式会社 | Heating control device |
| JP2018132453A (en) * | 2017-02-16 | 2018-08-23 | 株式会社デンソー | Battery state estimation device and power supply device |
| WO2020022527A1 (en) * | 2018-07-24 | 2020-01-30 | 한국전력공사 | Apparatus and method for diagnosing battery |
| CN113525053A (en) * | 2021-06-21 | 2021-10-22 | 上汽通用五菱汽车股份有限公司 | Battery heating method for hybrid electric vehicle, vehicle and computer readable storage medium |
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| JP2007165211A (en) * | 2005-12-16 | 2007-06-28 | Hitachi Vehicle Energy Ltd | Secondary battery management device |
| JP2008061487A (en) * | 2006-07-31 | 2008-03-13 | Toyota Motor Corp | Power supply system and vehicle equipped with the same, method for controlling temperature rise of power storage apparatus, and computer-readable recording medium with program for making computer execute temperature rise control of the power storage apparatus stored |
| JP2010200570A (en) * | 2009-02-27 | 2010-09-09 | Nissan Motor Co Ltd | Battery temperature rise controller of electric vehicle |
| JP2012133900A (en) * | 2010-12-20 | 2012-07-12 | Calsonic Kansei Corp | Heating device |
| JP2013062081A (en) * | 2011-09-12 | 2013-04-04 | Mitsubishi Motors Corp | Battery temperature control unit |
| JP2014131366A (en) * | 2012-12-27 | 2014-07-10 | Toyota Industries Corp | Warming-up control device for inverter |
| WO2017056161A1 (en) * | 2015-09-28 | 2017-04-06 | 本田技研工業株式会社 | Heating control device |
| JPWO2017056161A1 (en) * | 2015-09-28 | 2018-07-05 | 本田技研工業株式会社 | Heating control device |
| US10770766B2 (en) | 2015-09-28 | 2020-09-08 | Honda Motor Co., Ltd. | Heating control device |
| JP2018132453A (en) * | 2017-02-16 | 2018-08-23 | 株式会社デンソー | Battery state estimation device and power supply device |
| WO2020022527A1 (en) * | 2018-07-24 | 2020-01-30 | 한국전력공사 | Apparatus and method for diagnosing battery |
| US11366172B2 (en) | 2018-07-24 | 2022-06-21 | Korea Electric Power Corporation | Apparatus and method for diagnosing battery |
| CN113525053A (en) * | 2021-06-21 | 2021-10-22 | 上汽通用五菱汽车股份有限公司 | Battery heating method for hybrid electric vehicle, vehicle and computer readable storage medium |
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| Publication number | Publication date |
|---|---|
| JP3635047B2 (en) | 2005-03-30 |
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