JP2003047103A - Regenerative overcharge suppression control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device to suppress a phenomenon that a battery deteriorates due to overcharging of it by the regenerative current caused by going down a slope or the like. SOLUTION: The regenerative overcharge suppression control device comprises a current integrating means which detects the state of overcharge caused by the regenerative current generated during the running of a motor car, and a charging control means which restricts, in correlation with current integrating means, the quantity of electricity being changed in the battery when charging the motor car, and further comprises a charging control means which enables the restricted quantity of the quantity of electricity being charged at the time of charging to be varied promptly followed in the fluctuation in the state of overcharging.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle such as an electric wheelchair, and more particularly to a control device for suppressing overcharging of a battery mainly due to a regenerative current generated when the electric vehicle descends a slope. is there.

[0002]

2. Description of the Related Art In an electric vehicle, a use environment is assumed in which the battery is overcharged due to a regenerative current that is generated from a motor and flows into a vehicle-mounted battery mainly when descending a slope, and repeated use in this environment is assumed. There is a concern that the on-board battery may show deterioration symptoms such as low capacity. Therefore, as a means for suppressing overcharging due to this regenerative current, there is a technique of monitoring the battery voltage during traveling and reducing the traveling speed to reduce the regenerative current flowing into the battery when the battery voltage exceeds a predetermined value. It is disclosed in Japanese Patent Laid-Open No. 2000-102116. Further, as another technique, a battery discharging means including a resistor or the like is provided, and when overcharge due to a regenerative current is detected by the battery voltage monitoring result, etc., the discharging means is operated to discharge the battery. It is possible to avoid the overcharged state by performing

[0003]

In the above-mentioned technique, if the traveling speed is reduced only when the overcharge due to the regenerative current is detected, the regenerative current is sufficient when the downhill angle is steep. It is assumed that overcharging may not be possible,
Also, when descending a slope immediately after charging, the vehicle speed will almost certainly become low, which may cause the user to feel inconvenience. If a battery discharge means is provided, it is possible to reliably avoid an overcharged state, but if the discharge means has sufficient discharge capacity, the cost will be high and it will be difficult to introduce it easily. . Therefore, it is an object of the present invention to provide a regenerative overcharge suppression control device for an electric vehicle that can suppress overcharge due to a regenerative current with an inexpensive configuration and that does not cause the user to feel inconvenienced due to the action. .

[0004]

According to another aspect of the present invention, there is provided a regenerative overcharge suppressing control device for an electric vehicle, wherein a current (ID) consumed from a battery mounted on the electric vehicle is subtracted, and a current flowing into the battery ( IC) is added to update the remaining battery level (CB) recognized by the control device, and the remaining battery level (CB) is calculated by adding the regenerative current (IC) generated from the motor 1 and flowing into the battery when the vehicle is descending a slope. When exceeding the rated capacity (C0), the excess amount is provided with a current integrating means for integrating it as a regenerative overcharge amount (CK), and during charging operation, the battery is recharged according to the regenerative overcharge amount (CK). The charge control means for controlling the charge amount (CC) to the battery is provided.

In the regenerative overcharge suppression control device for an electric vehicle according to a second aspect of the present invention, the charge control means according to the first aspect initializes the charge amount (CC) to the battery with a proper charge rate (R0) specific to the battery. The amount of charge (CC) integrated during charging to be controlled by the completed charging rate (RC) is (RC) × ((C0) − (CB2)) (CB2) is the battery remaining at the start of charging. When the amount of electricity represented by the amount (CB) is reached, the battery remaining amount (C
When the rated capacity (C0) is set in B) and the charging is completed, and when the charging is started in the above-mentioned configuration and the regenerative overcharge amount (CK) is accumulated over a certain amount, the completed charge rate (RC ) Is decreased, and the completed charge rate (RC) is increased if less than a certain value is integrated, and the regenerative overcharge amount (CK) is reset to 0 together with the decrease correction or the increase correction. When (RC) <(R0), the amount of electricity represented by ((R0) − (RC)) × ((C0) − (CB2)) is stored as the charge suppression amount (CN), and the charge If the charge suppression amount (CN) is not 0 in the running state, the current integration means in the item 1 subtracts the regenerative current (IC) from the charge suppression amount (CN) to set the charge suppression amount (CN) to 0. For example, the configuration is such that it is added to the battery level (CB).

In the regenerative overcharge suppressing control device for an electric vehicle according to a third aspect of the present invention, the charging control means according to the second aspect makes the increase correction amount (AP) of the complete charge rate larger than the decrease correction amount (AM). It was configured.

[0007]

In the regenerative overcharge suppressing control device for an electric vehicle according to the first aspect of the present invention, the battery remaining amount (CB) recognized by the control device in the current accumulating means is calculated from the battery mounted in the electric vehicle. The consumed current (ID) is subtracted, the current (IC) flowing into the battery is added and updated, and the remaining battery capacity (CB) is the rated capacity (C).
While 0) is not reached, the regenerative current (IC) that is generated from the motor 1 and flows into the battery at the time of downhill is also added, and when the remaining battery charge (CB) tries to exceed the rated capacity (C0), , Battery remaining capacity (CB) is rated capacity (C
While maintaining 0), the regenerative current (IC) is integrated as the regenerative overcharge amount (CK). The regenerative overcharge amount (CK) is the current (I
Since the value is maintained even when the battery remaining amount (CB) is reduced by D), the charge control means determines the overcharge amount (CK) due to the regenerative current (IC) in the running state during the charging operation to determine the battery. It is possible to control the charge amount (CC) to the battery.

In the regenerative overcharge suppressing control device for an electric vehicle according to a second aspect of the present invention, the charging control means according to the first aspect initializes the charge amount (CC) to the battery with a proper charge rate (R0) specific to the battery. The amount of charge (CC) integrated during charging to be controlled by the completed charging rate (RC) is (RC) × ((C0) − (CB2)) (CB2) is the battery remaining at the start of charging. When the amount of electricity represented by the amount (CB) is reached, the battery remaining amount (C
Since the charging is completed by setting the rated capacity (C0) in B), when the regenerative overcharge amount (CK) is integrated at a certain amount or more at the start of charging by the charging control means, the completed charging rate (RC) ) Is reduced and the completed charge rate (RC) is increased and corrected when the total is less than a certain amount, the charge amount (CC) to the battery is accumulated more than a certain amount of the regenerative overcharge amount (CK). If the regenerative overcharge amount (CK) is less than a certain value, the control can be performed in the decreasing direction when the charging is being performed, and in the increasing direction when the regenerative overcharge amount (CK) is less than a certain value.
Further, the regenerative overcharge amount (CK) is reset to 0 together with the correction of the completed charge rate (RC), and the regenerative overcharge amount (CK) can be normally integrated during the next running. Furthermore, when (RC) <(R0), the amount of electricity represented by ((R0) − (RC)) × ((C0) − (CB2)) is charged by the charge control means in claim 1. The current accumulating means according to claim 1 subtracts the regenerative current (IC) from the charge suppression amount (CN) when the charge suppression amount (CN) is not 0 in the traveling state while being stored as the suppression amount (CN). If the charge suppression amount (CN) is 0, it is added to the battery remaining amount (CB). Therefore, the regenerative current (IC) is regenerated by the amount of electricity stored in the immediately previous charge suppression amount (CN). Overcharge amount (C
K) is delayed, that is, the regenerative overcharge amount (CK) is integrated only by the regenerative overcharge generated after the regenerative overcharge corresponding to the charge suppression amount (CN) suppressed during the immediately preceding charging. As a result, the next charge control means according to claim 1 can be normally operated.

According to a third aspect of the present invention, there is provided a regenerative overcharge suppressing control device for an electric vehicle, wherein the charging control means according to the second aspect is such that when the regenerative overcharge amount (CK) is accumulated at a certain amount or more at the start of charging. Corrects the complete charge rate (RC) with the decrease correction amount (AM), and when the integration is less than a certain amount, the complete charge rate (RC) is increased with the increase correction amount (AP) larger than the decrease correction amount (AM). The correction has the effect of improving the followability of the control of the charge amount (CC) to the battery when the use environment of the electric vehicle changes and the regenerative overcharge amount (CK) greatly decreases.

[0010]

1 is a block diagram showing a connection state of input means and control means, 3 is a CPU, and 4 is a key switch. By connecting the key switch 4, the current of the battery power supply can be supplied to the control circuit and the motor drive circuit 6 via the power supply circuit 5. The connection / disconnection state of the key switch 4 is input to the CPU 3 as a signal,
The CPU 3 is constructed so that the disconnection and connection state of the key switch 4 can be recognized. Reference numeral 27 denotes a charging power supply, which is a full-wave rectified DC by supplying an AC power supply when the electric vehicle is charged.
A current is input to the power supply circuit 5 so that the control circuit can be supplied with the current. The operating state of the charging power source 27 is input to the CPU 3 as a signal so that the CPU 3 can recognize the "operating" and "stopping" states of the charging power source 27. CPU
When the charging operation for supplying the AC power to the electric vehicle is detected by the "operation" status signal of the charging power source 27, 3 is a charging mode for controlling the charging of the battery, and the charging operation is not detected and the key switch is pressed. When the connection of No. 4 is detected, the running mode for controlling the running of the electric vehicle is set.

Reference numeral 16 denotes a battery voltage sensor, which is composed of a voltage dividing resistor or the like, which divides the voltage of the battery and inputs it to the CPU 3. A current detection circuit 24 converts a current (ID) consumed from the battery and a current (IC) flowing into the battery into a voltage and inputs the voltage to the CPU 3. Reference numeral 20 denotes a battery level meter including five LEDs, which lights and displays the battery level (CB). Reference numeral 2 denotes an EEP-ROM to which control data can be written and read from the CPU 3 and which is subjected to initialization processing such as erasing various control data inside the control circuit and initial data setting when the control circuit is manufactured, and a running mode. In the charging mode, the remaining battery level (BC) and other control data to be updated can be stored in a nonvolatile state.
Reference numeral 28 denotes a power supply self-holding circuit which operates by receiving a start signal from the CPU 3 at the same time as the disconnection of the key switch 4 or the stop of the AC power supply, until the CPU 3 completes writing to the EEP-ROM 2 and cuts off the start signal. During this period, the current of the battery power supply can be supplied to the control circuit via the power supply circuit 5. Reference numeral 22 is a control circuit temperature sensor, and 23 is an outside air temperature sensor, which input their output voltages to the CPU 3, respectively.

Reference numeral 7 is a variable resistor for speed command, which is rotated by an accelerator lever, and its output voltage is CPU3.
Is input to. It should be noted that the output voltage of the speed command variable resistor 7 at the neutral corresponding position is set to a stop command voltage because the neutral position is automatically returned when the accelerator lever is released. Is set to. Further, the output voltage in the movable range to the rear side of the vehicle body is set in a plurality of steps as the forward command voltage range, and the output voltage in the movable range to the front side is set in a plurality of steps as the reverse command voltage range. Reference numeral 8 denotes a variable resistor for speed adjustment, which is set to rotate by an operation dial, the output voltage of which is a CPU.
3, the command voltage of the above-described variable resistor for speed command can be adjusted in the range of 30% to 100%, for example. 9 is a main relay coil, key switch 4
The main relay output signal output from the CPU 3 is connected to the main relay 10 to connect the main relay 10 to supply the battery current to the motor drive circuit 6. 11, 1
Reference numerals 2, 13 and 14 denote drive transistors, each gate side of which is connected to the motor drive circuit 6 to form a full bridge circuit. The variable resistor 7 for speed command and the variable resistor 8 for speed adjustment described above are provided. Command speed and the actual speed detected by the motor rotation sensor 15 to be described later are input to the CPU 3 for calculation, and the drive is controlled by the drive pulse and the drive direction signal output from the CPU 3, and the rotation direction of the current to the motor 1 can be controlled. Supply to drive. The motor rotation sensor 15 is composed of a tachogenerator attached to the motor shaft, and can detect the rotation speed and rotation direction of the motor 1 by detecting the rotation pulse output at two places around the motor shaft.
A motor temperature sensor 21 inputs its output voltage to the CPU 3. Reference numeral 17 denotes a negatively-operated electromagnetic brake, which is configured to release braking by energizing while traveling, and return by spring force to apply braking force to the motor shaft while stopped. Reference numerals 18 and 19 are transistors for electromagnetic brake two-stage amplification. 25 is a horn switch,
The output voltage is input to the CPU 3, and the CPU 3 processes the input value of the horn switch 25 according to the control state. For example, when processing a horn sounding operation during running, a buzzer signal is output to the buzzer output circuit 26. The buzzer output circuit 2
The buzzer 26a connected to 6 is driven.

Reference numeral 27a denotes a charging circuit which, in the charging mode, supplies a DC current input from the charging power source 27 to C
It switches according to the charge output signal input from PU3, and controls the electric current which charges a battery. CPU3
Controls the charging output signal to charge in a constant current state or a constant voltage state while monitoring the current (IC) flowing into the battery, the battery voltage, the output voltage of the outside air temperature sensor 23, and the like. Input to the circuit 27a.

Next, the operation of the current accumulating means in the electric vehicle having the above structure will be described. FIG. 2 is a flow chart showing the operation of the current accumulating means in the traveling mode programmed in the CPU 3, and the CPU in the traveling mode.
In step 3, the current (ID) consumed from the battery is input in step S101, and the current is consumed from the battery in step S102. Current (I
D) is subtracted from the battery level (CB). It should be noted that the data constituting the remaining battery level (CB) is stored in the RAM incorporated in the CPU 3 when the CPU 3 is operating, and when the power supply to the control circuit is cut off, the CPU 3 outputs EEP-.
It is written in the ROM 2 and stored in a non-volatile manner, and when the supply to the control circuit is started and the CPU 3 starts operating, it is read from the EEP-ROM 2 and stored in the RAM incorporated in the CPU 3 and stored. Further, the battery remaining capacity (CB) is initially set to the rated capacity (C0) peculiar to the battery at the time of the initialization process at the time of manufacturing the control circuit and at the time of operating the DIP switch for data initialization mounted on the control circuit. After the battery is replaced, the dip switch can be operated to initialize the battery. Next, in step S103, if the battery remaining amount (CB) is less than 0 as a result of the subtraction in step S102, 0 is substituted for the battery remaining amount (CB) in step S104 to determine the battery remaining amount (CB). Limit the lower bound to 0.

Next, in step S105, the current (IC) flowing into the battery is input, and in step S106, it is judged whether or not the charge suppression amount (CN) set in the charge control means described later is zero. . If it is determined in step S106 that the charge suppression amount (CN) is 0, the process proceeds to step S107. First, in step S107, the current (IC) flowing into the battery is calculated as the battery remaining amount (CB). to add. Next, in step S108, as a result of the addition in step S107, the remaining battery capacity (CB) is the rated capacity (C
0), in the present embodiment, it is determined whether or not the value corresponding to 35 AH is exceeded, and if not, the processing is terminated, and if it is exceeded, the regenerative overcharge amount (CK) is set to step S109. It is the excess (Battery level (C
B) -rated capacity (C0)) is added, and the remaining capacity (CB) of the battery is calculated by substituting the rated capacity (C0) for the remaining capacity (CB) of the battery in step S110.
The upper limit of the above is limited to the rated capacity (C0) and the processing is ended.
The data constituting the regenerative overcharge amount (CK) and the charge suppression amount (CN) set in the charge control means described later.
The data that makes up the
Similarly to the data forming the
3 Built-in RAM is configured to be stored in EEP-ROM 2 while power supply to the control circuit is cut off,
At the time of initialization processing at the time of manufacturing the control circuit and at the time of operating the DIP switch for data initialization, they are initialized to 0.

In step S106, the charge suppression amount (CN)
When it is determined that is not 0, the process proceeds to step S111 and first, in step S111, the current (IC) flowing into the battery is subtracted from the charge suppression amount (CN). Next, in step S112, step S111
As a result of the subtraction of, it is determined whether the charge suppression amount (CN) is less than 0, and if it is 0 or more, the processing is terminated and 0
If it falls below the range, the process proceeds to step S113 to reflect that portion in the battery remaining capacity (CB), and then step S11.
In 3, by subtracting the negative charge suppression amount (CN) from the battery remaining amount (CB), a part of the current (IC) flowing into the battery is added to the battery remaining amount (CB), Further, after substituting 0 for the charge suppression amount (CN) in step S114, the process shifts to the process from step S108 described above to compare the remaining battery charge (CB) with the rated capacity (C0) and regenerates when exceeded. After the process for the overcharge amount (CK) and the battery remaining amount (CB) is performed, the process is finished.

FIG. 3 is a flow chart showing the operation of the current accumulating means in the charging mode programmed in the CPU 3, and in the charging mode, the CPU 3 performs the operation at regular intervals.
In the present embodiment, processing is performed every 25 msec cycle. First, the current (IC) flowing into the battery is input in step S201, and in step S202, the current (I) flowing into the battery is calculated as the battery remaining amount (CB).
Add C). Next, in step S203, step S
As a result of the addition in 202, it is judged whether or not the remaining battery charge (CB) exceeds the rated capacity (C0) peculiar to the battery. If not, the process is terminated. Battery capacity (CB) by substituting the rated capacity (C0) for the remaining capacity (CB)
The upper limit of the above is limited to the rated capacity (C0) and the processing is ended.

Next, the operation of the charging control means in the electric vehicle of the above construction will be described. FIG. 4 is a flow chart showing the operation of the charge control means programmed in the CPU 3, which is processed by the CPU 3 in the charge mode at regular intervals, in the present embodiment, at intervals of 25 msec. In step S301, it is determined whether this is the first process of the charging control means, that is, whether it is the start of charging. If it is the first process, the process at the start of charging following step S302 is performed. If not, the process proceeds to step S311 to integrate the charge amount (CC) of the battery and to determine the charge completion. At the start of charging, first, in step S302, the remaining battery amount (CB) is substituted into the remaining battery amount (BC2) at the start of charging, and in step S303, 0 is substituted into the charging amount (CC) to integrate the charging amount. Before starting, in step S304, the regenerative overcharge amount (CK) is equal to or more than a certain amount of electricity by the current accumulating unit in the above-described running mode, which is 2% of the rated capacity (C0) in the present embodiment. It is determined whether or not the above has been integrated, and if 2% or more of the rated capacity (C0) has been integrated, the completed charge rate (RC) is reduced and corrected in the charge amount reduction process of step S305. Step S305
The charge amount reduction process of is separately shown in FIG. 5 and its operation will be described later. When the integration is less than 2% of the rated capacity (C0), the completed charge rate (RC) is increased and corrected in the charge amount increasing process of step S306. The charge amount increasing process in step S306 is separately shown in FIG. 6 and its operation will be described later.

Incidentally, the data constituting the complete charge rate (RC), like the data constituting the battery remaining amount (CB) described above, is a RAM built in the CPU 3 when the CPU 3 is operating.
And EEP- while the power supply to the control circuit is cut off.
It is configured to be stored in the ROM 2 so that it is initialized to an appropriate charging rate (R0) at the time of initialization processing at the time of manufacturing the control circuit and at the time of operating the DIP switch for data initialization. The proper charging rate (R0) is a value peculiar to the battery and represents an ideal charging amount with respect to the discharging amount of the battery, and the proper charging rate (R0) of the battery adopted in the present embodiment is 105. %. After the process of step S305 or step S306, the process proceeds to step S307 and the regenerative overcharge amount (CK).
By substituting 0 for, it becomes possible to normally integrate the regenerative overcharge amount (CK) at the next running. Next, step S3
At 08, the completed charging rate (RC) is compared with the appropriate charging rate (R0). If the completed charging rate (RC) is lower than the appropriate charging rate (R0), then at step S309 (the appropriate charging rate (R0)
-Completion charge rate (RC)) x (rated capacity (C0) -remaining battery capacity at the start of charging (CB2)) is substituted into the charge suppression amount (CN), and the complete charge rate (RC) is properly charged. When it is equal to the rate (R0) or the completed charge rate (RC) is larger than the proper charge rate (R0), 0 is substituted for the charge suppression amount (CN) in step S310.

The charging suppression amount (CN) in which the value obtained by the above equation is substituted is originally a proper charging ratio (R0) which is charged at an optimum charging ratio in consideration of the regenerative overcharge amount (CK). When the battery is charged at a completed charging rate (RC) smaller than the charging rate (R0), it shows the capacity of the insufficient charge, and as described above, the current suppressing means in the traveling mode does not have the charge suppression amount (CN) of 0. In this case, the current (IC) flowing into the battery is subtracted from the charge suppression amount (CN), and from the time when the charge suppression amount (CN) becomes 0, that is, the capacity that is insufficiently charged during charging is charged during traveling. The current (IC) flowing into the battery from the point when
B) or battery remaining capacity (CB) is rated capacity (C0)
If it exceeds, it is added to the regenerative overcharge amount (CK).

Next, in step S311, the current (IC) flowing into the battery is input, and in step S312, the current (I) flowing into the battery for the charge amount (CC) is input.
Add C). Next, in step S313, the charge amount (CC) is equal to the completed charge rate (RC) × (rated capacity (C0)
-It is determined whether or not the remaining battery charge (CB2) at the start of charging has become equal to or greater than the calculated value, that is, whether the completed charge rate (RC) has been reached. If the completed charge rate (RC) has not been reached, the processing is executed. After that, the charging output control means separately programmed in the CPU 3 is caused to continue processing, and charging is continued. If the completed charge rate (RC) is reached, step S3
At step 14, a charge completion command is issued, the charge output control means is stopped to complete the charge, and at step S315, the rated capacity (C0) is substituted into the battery remaining capacity (CB), and the processing is ended.

FIG. 5 shows step S3 of the charging control means described above.
5 is a flowchart showing the details of the charge amount reduction process executed in step 05, in which first, in step S401, whether the completed charge rate (RC) is a constant charge rate (RX) or more than 90% is determined in the present embodiment. If it does not exceed, the processing ends without further reduction processing, and if it exceeds, the reduction correction amount of the complete charging rate (RC) in one charging amount reduction processing in step S402. (AM)
Are appropriately restricted, and step S403 and step S40
The lower limit of the decrease correction amount (AM) is limited by 4 and step S4
At 05, the reduction correction amount (AM) is subtracted from the completed charge rate (RC), and the charge amount reduction processing is ended. Step S401
From step S405, constant charge rate (RX) = 90% Reduction correction amount (AM) = of complete charge rate (RC) for one time =
((RC)-(RX)) ÷ 6 Decrease correction amount (AM) of one complete charge rate (RC) ≧ 1 Complete charge rate (RC) = (RC) − (AM) Complete charge rate (RC) ≧ Although the charge amount reduction formula represented by (RX) is processed, the formula is not limited to this formula and may be an appropriate formula that gradually reduces the completed charge rate (RC) in consideration of regenerative overcharge. I have processed it.

FIG. 6 shows step S3 of the charge control means described above.
It is a flowchart which shows the detail of the charge amount increase process processed by 06, It is judged whether the completion charge rate (RC) is less than the proper charge rate (R0) first in step S501, and it determines whether it is a proper charge rate (R0). ) If it is the above, further increase processing is not performed, and steps S506 and S are performed.
At 507, the complete charging rate (RC) is the upper limit of the appropriate charging rate (R
0), the process is ended and the completed charge rate (RC) is less than the proper charge rate (R0). In step S502, the completed charge rate (RC) increase correction amount (A) in one charge amount increase process is increased.
P) is appropriately restricted, and steps S503 and S are performed.
The lower limit of the increase correction amount (AP) is limited in 504, the increase correction amount (AP) is added to the completed charging rate (RC) in step S505, and further steps S506 and S507.
Then, the completed charging rate (RC) is limited to the upper limit proper charging rate (R0), and the process is ended. In step S501 to step S507, a constant charging rate (RX) = 90%, an increase correction amount (AP) = of the complete charging rate (RC) for one time
((RC) − (RX)) ÷ 6 Increase correction amount (AP) of one complete charge rate (RC) ≧ 2 Complete charge rate (RC) = (RC) + (AP) Complete charge rate (RC) ≦ Although the charging amount increase formula represented by (R0) is processed, it is not particularly limited to this formula, and when the regenerative overcharge state is eliminated, the completed charge rate (RC) is gradually increased, and In order to return to the proper charging rate (R0) which is the upper limit of the complete charging rate (RC) with a smaller number of times of processing than the above-described charging amount reducing processing, the increasing correction amount (AP) is made larger than the decreasing correction amount (AM). It may be processed by an appropriate formula.

Table 1 shows a case where the electric vehicle employing this embodiment is assumed to be continuously used in an environment where a regenerative overcharge amount (CK) of 3.5 AH is generated in a running state. The effect of this invention is represented, Completion charge rate (RC) and charge suppression amount (C
N) increases and conversely the regenerative overcharge amount (CK) decreases, and after the 7th time, the regenerative overcharge amount (CK) increases.
Is 2% of the rated capacity (C0), that is, 3 in the present embodiment.
0.7 AH, which is 2% capacity of 5 AH, and 0.3
Saturation is reached at 5 AH, with an average of about 0.5 AH
The regenerative overcharge state is suppressed and maintained.

[Table 1] Table 2 shows that the usage environment changes from the saturated state of Table 1 above.
It represents the follow-up state of the control of the present invention, assuming a case where the regenerative overcharge amount (CK) is continuously used in an environment where it does not occur. The completed charge rate (RC) and the charge suppression amount (CN) decrease every time, and the proper charge rate (R0), that is, 105 in the present embodiment, is obtained at the fifth time, which is faster than the saturation at the seventh time in Table 1.
It returns to the normal state of charge in which it is charged at a charge rate of%.

[Table 2]

[0025]

[Brief description of drawings]

FIG. 1 is a block diagram showing a connection state of an input unit and a control unit.

FIG. 2 is a flowchart showing the operation of a current accumulating means in a traveling mode.

FIG. 3 is a flowchart showing the operation of the current integration means in the charging mode.

FIG. 4 is a flowchart showing the operation of the charge control means.

FIG. 5 is a flowchart showing details of a charge amount reduction process.

FIG. 6 is a flowchart showing details of a charge amount increasing process.

[Explanation of symbols] (1) Motor (ID) Current consumed from the battery (IC) Current flowing into the battery (CB) Battery level (C0) Rated capacity (CK) Regenerative overcharge amount (CC) Battery charge (R0) Proper charging rate (RC) Complete charge rate (CB2) Battery level at the start of charging (CN) Charge suppression amount (AP) Increased correction amount (AM) Decrease correction amount

Claims (3)

[Claims] 1. A current (ID) consumed from a battery mounted on an electric vehicle is subtracted, and a current (IC) flowing into the battery is added to update a battery remaining amount (CB) recognized by a control device. , The remaining battery capacity (CB) is the rated capacity (C0) due to the addition of the regenerative current (IC) that is generated from the motor (1) and flows into the battery when going downhill.
In the case of trying to exceed the rechargeable overcharge amount (CK), the excess amount is provided with a current integrating means for integrating as a regenerative overcharge amount (CK). A regenerative overcharge suppression control device for an electric vehicle, comprising: a charge control means for controlling the CC). 2. The charge control means controls the charge amount (CC) to the battery by a completed charge rate (RC) initialized by a proper charge rate (R0) specific to the battery,
The amount of charge (CC) accumulated during charging is (RC) × ((C0)-(CB2)) (CB2) reaches the amount of electricity represented by the remaining battery charge (CB) at the start of charging. Battery level (C
When the rated capacity (C0) is set in B) and the charging is completed, and when the charging is started in the above-mentioned configuration and the regenerative overcharge amount (CK) is accumulated over a certain amount, the completed charge rate (RC ) Is decreased, and the completed charge rate (RC) is increased if less than a certain value is integrated, and the regenerative overcharge amount (CK) is reset to 0 together with the decrease correction or the increase correction. When (RC) <(R0), the amount of electricity represented by ((R0) − (RC)) × ((C0) − (CB2)) is stored as the charge suppression amount (CN), and the charge If the charge suppression amount (CN) is not 0 in the running state, the current integration means in the item 1 subtracts the regenerative current (IC) from the charge suppression amount (CN) to set the charge suppression amount (CN) to 0. For example, it is added to the battery remaining capacity (CB) Regenerative overcharge suppression control apparatus according to claim 1. 3. The completed charge rate (R
The regenerative overcharge suppression control device according to claim 2, wherein the increase correction amount (AP) of C) is made larger than the decrease correction amount (AM).