JP2007114149A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To establish a system which calculates a charge state of a battery at the time of starting of a battery monitor using a battery opening voltage by an operation signal of an electric load for vehicle provided with the vehicle and monitors the charge state at high accuracy in a controller for the vehicle. <P>SOLUTION: The battery monitor comprises a leave time measuring means to measure a leave time as a lapsed time since a halt state of charging/discharging of a battery, a current time charge state calculation means to calculate a current time charge state from a battery voltage detected by a voltage detection means and a battery temperature detected by a battery temperature detection means, and a new charge state calculation means to calculate a new charge state using two values of a charge state calculated last time and a current time charge state calculated by the current time charge state calculation means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that activates a battery monitoring device even when the current value is small and accurately monitors the state of charge (SOC) of the battery.

  A vehicle such as a hybrid vehicle or an idling stop vehicle equipped with an engine and a traveling motor is used to drive a main battery that is a battery for driving the traveling motor and the engine starting motor, and other electric loads for the vehicle. And a battery monitoring device (BMU) for monitoring the state of charge of the main battery.

  As shown in FIG. 15, the hybrid vehicle is equipped with an engine 101 and a vehicle control device 102. The vehicle control device 102 includes a travel motor 103, an inverter 104 connected to the travel motor 103, a main battery 105 that drives the travel motor 103 via the inverter 104, and the main battery 105. And a battery monitoring device (BMU) 106 for monitoring the state of charge (SOC). The main battery 105 serves as both a battery for driving the traveling motor 103 and a battery for driving the air conditioner. The battery monitoring device 6 is provided with a state of charge (SOC) calculation means 107 and a voltage sensor 108 that detects the battery voltage of the main battery 105.

  In the main battery 105, a main positive line 109 on the positive (+) pole side is connected to the inverter 104, and a main negative line 110 on the negative (−) pole side is connected to the inverter 104. The main plus line 109 is provided with a current sensor 111 that detects the battery current of the main battery 105.

  A current sensor 111 and a temperature sensor 112 that detects the battery temperature of the main battery 105 are connected to the charging state calculation unit 107.

  The voltage sensor 108 has one end connected to the main positive wire 109 between the positive electrode of the main battery 105 and the current sensor 111, and the other end connected to the negative wire 110 on the negative electrode side of the main battery 105. Is provided.

  The battery monitoring device 106 is connected to an auxiliary battery 114 and an electric load 115 driven by the auxiliary battery 114.

  The auxiliary battery 114 is connected to the battery monitoring device 106 via a plus (+) pole-side sub-plus line 116 and a minus (-) pole-side sub minus line 117. The secondary plus line 116 is provided with an ignition switch (IG) 118 between the battery monitoring device 106 and a second connection line 119 that bypasses the ignition switch 118 and is connected to the battery monitoring device 106. Yes.

  An electrical load 115 is provided between the sub plus line 116 and the sub minus line 117.

  The electrical load 115 includes an audiovisual device 120, a position lamp 121, a brake lamp 122, and a room lamp 123.

  The audiovisual device 120 is provided on a third connection line 124 having one end connected to the plus line 116 and the other end connected to the minus line 117. The third connection line 124 is provided with an accessory switch (ACC) 125 in series with the audiovisual device 120 on the sub-plus line 116 side. The position lamp 121 is provided on a fourth connection line 126 having one end connected to the sub-plus line 116 and the other end connected to the sub-minus line 117. The fourth connection line 126 is provided with a position lamp switch 127 in series with the position lamp 121 on the sub minus line 117 side. The brake lamp 122 is provided on a fifth connection line 128 having one end connected to the sub plus line 116 and the other end connected to the sub minus line 117. The fifth connecting line 128 is provided with a brake lamp switch 129 in series with the brake lamp 122 on the sub minus line 117 side. The room lamp 123 is provided on a sixth connection line 130 having one end connected to the sub-plus line 116 and the other end connected to the sub-minus line 117. In the sixth connection line 130, a room lamp switch 131 is provided in series with the room lamp 123 on the sub minus line 117 side.

  In such a vehicle control device, the main battery was discharged slightly rather than near the fully charged state (SOC: 100%) in order to leave room for accepting the regenerative current so as to contribute to improvement in fuel consumption. It is desirable to be in a state. On the other hand, if the state of charge (SOC) of the main battery is too low, the life of the main battery is shortened or the engine cannot be started. Therefore, it is desirable to keep the state of charge not low. Eventually, the main battery needs to be controlled to an intermediate charge state, for example, a state where the charge state is 60 to 90%. For this reason, the battery monitoring device monitors the state of charge of the main battery.

2. Description of the Related Art Conventionally, as a power control device for an electric vehicle, there is one that keeps power feeding to a battery monitoring unit until charging of a battery is completed, and suppresses power consumption in a battery monitoring function portion.
Japanese Patent No. 3524661

  By the way, in the conventional vehicle control device provided with the battery monitoring device, the battery monitoring device is activated by the operation (ON) of the ignition switch and estimates the state of charge of the battery, for example, JP-A-2002-365347. As described in Japanese Patent Laid-Open No. 2003-180003, the open-circuit voltage of the battery measured when the ignition switch is turned on is used.

  However, in the idling stop vehicle, the auxiliary battery may be used as the main battery. Even in that case, it is necessary to control the state of charge of the battery to an intermediate state of charge (SOC: 60 to 90%), and therefore, it is necessary to estimate the state of charge.

  However, when the ignition switch is turned on, an electric load that consumes a large amount of current, such as a blower fan or a headlamp, may be activated, and the battery voltage when the ignition switch is turned on also fluctuates accordingly. The battery voltage at the time of ON is not regarded as an open circuit voltage. For this reason, the conventional battery charge state estimation method cannot accurately estimate the charge state.

  Further, in order to reduce the power consumption by the battery monitoring device, for example, as in Patent Document 1 above, the ignition switch ON state, the charging switch ON state, or the air conditioning switch ON state is detected, Some have adopted a state of charge state that activates the battery monitoring device only while the switch is on. This charging state method can be achieved by using an electric vehicle in which a battery for driving and air conditioning and a battery for auxiliary equipment for control devices and lamps / audios are separately mounted, or a hybrid vehicle as shown in FIG. The main battery 105 for traveling and air conditioning is applied.

  However, in a vehicle using a single battery as a battery for driving and control equipment, even when the ignition switch is off, discharge that cannot be ignored may occur due to the operation of an electric load such as lamps. The state calculation method cannot be applied. For this reason, there has been a disadvantage that the state of charge cannot be estimated with high accuracy.

  Also, as shown in FIG. 15, when calculating the state of charge of the auxiliary battery 114, the discharge state due to the operation of an electric load such as lamps cannot be ignored. Can not apply. For this reason, there has been a disadvantage that the state of charge cannot be estimated with high accuracy.

  Therefore, an object of the present invention is to monitor the state of charge of the battery in a state where the value of the current is small according to the operation signal of the electric load for the vehicle, suppress the voltage drop at the internal resistance of the battery, estimate the open circuit voltage accurately, An object of the present invention is to provide a vehicle control device that constructs a system for monitoring a highly accurate state of charge.

  The present invention provides a vehicle control device that includes a battery that drives a motor for traveling and a battery monitoring device that monitors the state of charge of the battery, and includes voltage detection means for detecting battery voltage to detect battery temperature. A battery temperature detection means is provided, and an activation means for activating the battery monitoring device according to an operation signal of an electric load for a vehicle is provided, and the battery monitoring device is an elapsed time since charging / discharging of the battery is stopped. An idle time measuring means for measuring the idle time, a current charge state calculating means for calculating the current charge state from the battery voltage detected by the voltage detecting means and the battery temperature detected by the battery temperature detecting means, and a previous calculation Using the two values of the charged state and the current state of charge calculated by the current state of charge calculating means. And a new state of charge calculating means for calculating a conducting state.

  The vehicle control device according to the present invention calculates the state of charge of the battery when the battery monitoring device is activated, using the open circuit voltage of the battery, based on the operation signal of the electric load for the vehicle mounted on the vehicle. A system for monitoring a high charge state can be constructed.

An object of the present invention is to accurately estimate the open circuit voltage of a battery and accurately calculate the state of charge using a battery open voltage based on an operation signal of an electric load for a vehicle mounted on the vehicle. This is realized by calculating the state of charge of the battery when it is activated.
Embodiments of the present invention will be described in detail and specifically with reference to the drawings.

  1 to 5 show a first embodiment of the present invention.

  In FIG. 4, 1 is an engine mounted on an idling stop vehicle (hereinafter referred to as “vehicle”), and 2 is a vehicle control device.

  The vehicle control device 2 includes a traveling motor 3, an inverter 4 connected to the traveling motor 3, a battery 5 that drives the traveling motor 3 via the inverter 4, and a charge state of the battery 5 ( A battery monitoring device (BMU) 6 for monitoring the SOC) and an electric load 7 such as a lamp for a vehicle are provided. The battery 5 serves as both a main battery that drives the traveling motor 3 and an auxiliary battery that drives the electric load 7.

  The battery 5 is connected to the inverter 4 by a plus line 8 on the plus (+) pole side and a minus line 9 on the minus (−) pole side. A battery monitoring device 6 and an electric load 7 are provided in parallel between the plus line 8 and the minus line 9.

  The battery monitoring device 6 is provided on a first connection line 10 having one end connected to the plus line 8 and the other end connected to the minus line 9.

  The electrical load 7 includes an audiovisual device 11, a position lamp 12, a brake lamp 13, and a room lamp 14, and activates the battery monitoring device 6 when activated (turned on).

  The audiovisual device 11 is provided on a second connection line 15 having one end connected to the plus line 8 and the other end connected to the minus line 8. The second connection line 15 is provided with an accessory switch (ACC) 16 in series with the audiovisual device 11 on the plus line 8 side. The position lamp 12 is provided on a third connection line 17 having one end connected to the plus line 8 and the other end connected to the minus line 9. The third connection line 17 is provided with a position lamp switch 18 in series with the position lamp 12 on the negative line 8 side. The brake lamp 13 is provided on a fourth connecting line 19 having one end connected to the plus line 8 and the other end connected to the minus line 9. The fourth connecting line 19 is provided with a brake lamp switch 20 in series with the brake lamp 13 on the minus line 9 side. The room lamp 14 is provided on a fifth connection line 21 having one end connected to the plus line 8 and the other end connected to the minus line 9. The fifth connection line 21 is provided with a room lamp switch 22 in series with the brake lamp 14 on the minus line 9 side.

  The plus line 8 is provided with an ignition switch (IG) 23 between the connection part of the first connection line 10 and the connection part of the second connection line 15, and the ignition switch 23 and the second connection line 15 are connected to each other. A sixth connection line 24 connected to the battery monitoring device 6 is connected to the connection site. The sixth connection line 24 constitutes an activation unit 25 that activates the battery monitoring device 6 in response to an operation (ON) signal of the electric load 7.

  Further, a current sensor 26 is provided on the plus line 8 between the connection portion of the fifth connection line 21 and the battery 5. The current sensor 26 detects the value of the battery current flowing through the plus line 8 and outputs it to the battery monitoring device 6.

  The battery monitoring device 6 includes a voltage sensor 27 that is a battery voltage detection unit that detects a battery voltage of the battery 5, and a leaving time that measures a standing time that is an elapsed time after the charging / discharging of the battery 5 is stopped. A measurement unit 28, a charge state calculation unit 29 that calculates a state of charge (SOC), a memory 30 that stores data and the like, and a timer 31 are provided. Here, the discharge time is a time when the charge / discharge current is substantially zero (0). The timer 31 can also be provided outside the battery monitoring device 6.

  The voltage sensor 27 has one end connected to the plus line 8 between the plus pole of the battery 5 and the current sensor 26, and the other end connected to the seventh connecting line 32 connected to the minus line 9 on the minus pole side of the battery 5. Provided and output the detected voltage to the charge state calculation means 29.

  The charge state calculation means 29 includes a current charge state calculation means 34 that calculates the current charge state from the battery voltage detected by the voltage sensor 27 and the battery temperature detected by the temperature sensor 33 that detects the battery temperature, and the previously calculated charge. A new charge state calculation means 35 for calculating a new charge state using two values of the state and the current charge state calculated by the current charge state calculation means 34.

  As shown in FIG. 4, a cooling water temperature sensor 36 that detects the cooling water temperature of the engine 1 and an outside air temperature sensor 37 that detects the outside air temperature are connected to the battery monitoring device 6.

  Next, the principle of the vehicle control device 2 will be described with reference to FIG.

  In the description of the principle of the vehicle control device 2 in FIG. 5, names and symbols corresponding to the components used in FIG. 4 are used as they are.

  In FIG. 5, the vehicle control device 2 includes a traveling motor 3, an inverter 4 connected to the traveling motor 3, a battery 5 that drives the traveling motor 3 via the inverter 4, and the battery 5. A battery monitoring device (BMU) 6 for monitoring the state of charge of the vehicle and an electric load 7 such as a lamp for a vehicle.

  The battery 5 is connected to the inverter 4 by a plus line 8 on the plus (+) pole side and a minus line 9 on the minus (−) pole side. A battery monitoring device 6 is provided between the plus line 8 and the minus line 9.

  The battery monitoring device 6 includes a voltage sensor 27 that is a voltage detection unit that detects the battery voltage of the battery 5, and a leaving time measurement that measures a standing time that is an elapsed time since charging / discharging of the battery 5 is stopped. A means 28, a state-of-charge calculating means 29 for calculating a state of charge (SOC), a memory 30 for storing data and the like, a timer 31, and a power supply means 38 are provided.

  The charging state calculation unit 29 includes a current charging state calculation unit 34 that calculates the current charging state from the battery voltage detected by the voltage sensor 27 and the battery temperature detected by the temperature sensor 33 that detects battery temperature (temperature data). It comprises a new charge state calculation means 35 for calculating a new charge state using two values of the calculated charge state and the current charge state calculated by the current charge state calculation means 34.

  The voltage sensor 27 has one end connected to the plus line 8 between the plus pole of the battery 5 and the current sensor 26, and the other end connected to the seventh connecting line 32 connected to the minus line 9 on the minus pole side of the battery 5. Provided and output the detected voltage data to the state of charge calculation means 29.

  The power supply means 38 is provided on the first connecting line 10 having one end connected to the plus wire 8 and the other end connected to the minus wire 9.

  On the plus line 8, a current sensor 26 is provided between the connection part of the first connection line 10 and the connection part of the seventh connection line 32. Current data that is the value of the battery current flowing through the plus line 8 is detected and output to the battery monitoring device 6.

  An OR circuit 39 is connected to the power supply unit 38 as the activation unit 25. An electric load 7 is connected to the OR circuit 39.

  The electrical load 7 includes an accessory switch 16, a brake lamp switch 20, a room lamp switch 22, an ignition switch 23, a keyless entry receiving device 40, a door lock switch 41, a door lock control device 42, a door A switch 43, a hazard lamp switch 44, a position lamp switch 45, and a key insertion switch 46 are provided.

  As shown in FIG. 5, the battery monitoring device 6 is connected to a cooling water temperature sensor 36 that detects the cooling water temperature of the engine 1 and an outside air temperature sensor 37 that detects the outside air temperature.

  In the charge state calculation means 29, as shown in FIG. 2, the relationship among the open circuit voltage of the battery 5, the battery temperature, and the state of charge (SOC) is set. Based on this relationship, the battery voltage, and the battery temperature, the current charge state calculation means 34 calculates the current charge state (SOC).

  In the state of charge calculation means 29, as shown in FIG. 3, a change in the state of the battery voltage with respect to the leaving time is set. The new charge state calculation means 35 changes the value of the new charge state according to the length of the leave time measured by the leave time measurement means 28.

  Next, the operation of the first embodiment will be described based on the flowchart of FIG.

  As shown in FIG. 1, when the electric load 7 is activated (turned on) and the battery monitoring device 6 is activated, the program starts (step A01). First, the charge state calculation unit 29 performs initialization (step A02). Then, it is determined whether or not the stored state of charge (SOC) has been updated (see step A08 described later) (step A03). At this time, the measurement of the standing time is continued (see Step A13 described later).

  When this step A03 is NO, the measurement of the standing time is ended (step A04), and the battery voltage and the battery temperature are measured (step A05).

  In this case, since the battery current at the time of activation of the battery monitoring device 6 is smaller than the current at the time of operation (ON) of the ignition switch 23, the voltage drop due to the internal resistance of the battery 5 is small and the battery monitoring device 6 is activated. The battery voltage at the time is closer to the open circuit voltage than the battery voltage when the ignition switch 23 is on. Therefore, even if the measured voltage at the time when the battery monitoring device 6 is started is regarded as the open voltage, the error of the open circuit voltage is reduced. Can be reduced.

  Then, as shown in FIG. 2, the current state of charge calculation means 34 calculates the state of charge (SOC1) based on the open circuit voltage according to the relationship between the battery voltage, the battery temperature, and the open circuit voltage (step A06).

Thereafter, the new charge state calculation means 35 determines the reflection rate (α) of the charge state (SOC1) based on the open circuit voltage from the measured leaving time (step A07), and the charge state stored immediately before the previous self-shutdown (SOC) (see Step A12 described later) is updated by the following equation (Step A08).
SOC ← SOC * (1-α) + SOC1 * α
Here, there is a relationship of 0 ≦ α ≦ 1.

  This is preferably corrected in the state of charge (SOC1) based on the open circuit voltage because the error of the current sensor 26 is accumulated in the state of charge updated based on the integration of current, as shown in FIG. If the leaving time from the end of the previous charge / discharge is short, the battery voltage at the time of starting up the battery monitoring device 6 is far from the open voltage in the original charge state. Therefore, the leaving time is measured, and the reflection rate (α) (0 ≦ α ≦ 1) of the charging state (SOC1) based on the open circuit voltage is determined according to the measured leaving time, and the charging state based on the open circuit voltage (0 ≦ α ≦ 1) is determined. We will modify SOC1). In this case, the reflection rate (α) of the state of charge (SOC1) based on the open circuit voltage is set to be higher as the leaving time is longer. The standing time is a time when the charge / discharge current is substantially zero (0).

  Then, the current from the current sensor 26 is measured (step A09). On the other hand, if step A03 is YES, the process immediately proceeds to step A09.

  Then, the state of charge (SOC) is updated by integrating the current (step A10).

  Next, it is determined whether or not the ignition switch 23 is inactive (off) and the current is within a predetermined range for a predetermined time (step A11). When this step A11 is NO, it returns to said step A03.

  If this step A11 is YES, the updated state of charge (SOC) is stored (step A12), the measurement of the standing time is started by the timer 31 (step A13), and the self shut is turned off (step A14). . However, the measurement of the standing time is continued by the timer 31 inside the battery monitoring device 6 even after the battery monitoring device 6 turns off the self shut.

  Then, the program is ended (step A15).

  As a result, the battery monitoring device 6 includes a leaving time measuring unit 28 that measures a leaving time that is an elapsed time since charging / discharging of the battery 5 is stopped, and a voltage sensor 27 as a charging state calculating unit 29. The current charge state calculation means 34 for calculating the current charge state from the battery voltage detected by the temperature sensor 33 and the battery temperature detected by the temperature sensor 33, and the current charge state calculated by the previous charge state and the current charge state calculation means 34. And a new charge state calculation means 35 for calculating a new charge state using the two values. Then, the battery monitoring device 6 calculates the state of charge (SOC1) based on the open circuit voltage from the battery voltage and the battery temperature, and adds the reflection ratio (α) to the state of charge (SOC1) based on the open circuit voltage to charge state. (SOC) is calculated.

  As a result, even when the ignition switch 23 is not operated (OFF), the battery 5 is turned on when the value of the current when the battery monitoring device 6 is started is small by the operation (ON) signal of the electric load 7 mounted on the vehicle. Since the state of charge can be calculated, it is possible to construct a system that suppresses the voltage drop at the internal resistance of the battery 5, estimates the open-circuit voltage with high accuracy, and monitors the state of charge of the battery 5 with high accuracy.

  Also, the new charge state calculation means 35 changes the value of the new charge state according to the length of the left time measured by the left time measurement means 28. As a result, the new charge state can be accurately calculated without being affected by the magnitude of the discharge time.

  That is, in this embodiment, when the vehicle is left, the battery monitoring device 6 is activated by the operation signal of the electric load 7. Thereby, the battery monitoring device 6 is started in a state where the current is small and the voltage drop due to the internal resistance of the battery 5 is small, and the open voltage is estimated using the voltage at the time of starting the battery monitoring device 6. Estimation error can be suppressed.

  Further, the leaving time is measured by the timer 31, and the weight of the state of charge (SOC1) based on the open circuit voltage is increased as the leaving time is longer. Thereby, when the estimation error of the open circuit voltage is small, the weight of the state of charge (SOC1) based on the open circuit voltage is increased, so that accumulation of errors of the current sensor 26 in the calculation of the state of charge (SOC) can be suppressed.

  6 and 7 show a second embodiment of the present invention.

  In the following embodiments, portions having the same functions as those in the first embodiment will be described with the same reference numerals.

  The features of the second embodiment are as follows. That is, the current charging state calculation means 34 calculates the voltage drop (ΔV) of the battery 4 when the activation signal is input by the activation means 25, and the voltage drop (ΔV) is calculated from the battery voltage and the battery temperature. Is added to the value of the charged state. That is, a method of measuring in advance the battery voltage temporal change for each battery temperature, for each current, and for each state of charge (SOC), and adding the voltage drop (ΔV) at the start of the battery monitoring device 6 to the measured voltage. Thus, the open circuit voltage is estimated.

  This is because, before the battery monitoring device 6 measures the battery voltage (step A06 in FIG. 1), a current for unlocking the lock or lighting the lamp starts to flow before the battery monitoring device 6 is activated, or the battery monitoring device 6 When the current consumption of the device itself is large, the estimation accuracy of the state of charge (SOC) can be further improved by estimating the open-circuit voltage in consideration of the current as follows. That is, the timing at which the battery monitoring device 6 measures the battery voltage is set to a point in time when the change in the current and the battery voltage accompanying the turning on of the electric load 7 becomes gentle, and the measured voltage is reduced by a predetermined voltage drop (ΔV). Are added to obtain an estimated open-circuit voltage value.

  Next, the operation of the second embodiment will be described with reference to the flowchart of FIG.

  As shown in FIG. 6, when the electric load 7 is activated and the battery monitoring device 6 is activated, when the program is started (step B01), the charging state measuring means 29 is first initialized (step B02), and It is determined whether or not the stored state of charge (SOC) has been updated (see step B11 described later) (step B03). At this time, the measurement of the standing time is continued (see Step B16 described later).

  If this step B03 is NO, the measurement of the standing time is ended (step B04), and it is determined whether or not a predetermined waiting time has elapsed (step B05). The predetermined waiting time is, for example, a value obtained by subtracting the initialization time from several hundred milliseconds so that the measurement is performed after the discharge current and the battery voltage are stabilized in the measurement of the battery voltage and the battery temperature in Step B06 described later. (See FIG. 7).

  If step B05 is YES, the battery voltage, battery temperature, and battery current are measured (step B06), and a voltage drop (ΔV) is calculated according to the battery temperature and battery current (step B07). ) Then, the voltage drop (ΔV) is added to the battery voltage to calculate the open circuit voltage estimated value (step B08), and the state of charge (SOC1) based on the open circuit voltage is calculated from the battery voltage and the battery temperature. (Step B09).

Then, the reflection rate (α) of the state of charge (SOC1) based on the open circuit voltage is determined from the leaving time (step B010), and the stored state of charge (SOC) immediately before the previous self-shutdown (step B15 described later) is Update by formula (step B11).
SOC ← SOC * (1-α) + SOC1 * α
Here, there is a relationship of 0 ≦ α ≦ 1.

  Thereafter, the current is measured (step B12). On the other hand, if step B03 is YES and step B05 is NO, the process immediately proceeds to step B12.

  Then, the state of charge (SOC) is updated by integrating the current (step B13).

  Next, it is determined whether or not the ignition switch 23 is off and the state where the current is within a predetermined range continues for a predetermined time (step B14). If step B14 is NO, the process returns to step B03.

  When this step B14 is YES, the updated state of charge (SOC) is stored (step B15), the measurement of the standing time is started by the timer 31 (step B16), and the self-shut is turned off (step B17). ) End the program (step B18).

  That is, immediately after the electric load 7 is activated (turned on), the change rate of both the discharge current and the battery voltage is large, and the discharge current and the voltage are greatly different with a slight deviation in measurement timing. If the open circuit voltage is estimated based on the current or voltage measured immediately after completion, the error becomes large. Although the current flowing through the electric load 7 is not in a constant current state immediately after the start of discharge, in this embodiment, the constant current state is reached in about 0.2 seconds from the start of discharge. Further, after 0.3 seconds from the start of discharge, the voltage transition when discharging with the current of the electric load 7 is substantially equal to the voltage transition when discharging with a constant current from the beginning. Therefore, the above-described predetermined waiting time is provided in step B05 of FIG.

  In addition, the voltage drop (ΔV) data in step B07 in FIG. 6 for each current / battery temperature is, for example, the voltage before the start of discharge from the discharge characteristic data during constant current discharge for each current and each battery temperature. And extract the difference in voltage after several hundred milliseconds.

  The data of the voltage drop (ΔV) is predetermined in the form of a three-dimensional map of the voltage drop (ΔV) with respect to (current, battery temperature). If the dependency of the voltage drop (ΔV) on the state of charge (SOC) is equal to or higher than the dependency on current and battery temperature, the amount of voltage drop relative to (current, battery temperature, state of charge (SOC)) ( A four-dimensional map in the form of ΔV) is preferable. For currents, temperatures, etc. that are not on the map, control is performed to obtain the voltage drop (ΔV) using interpolation or extrapolation.

  Further, as another method of calculating the voltage drop (ΔV), it is detected which factor is activated in any one of the electric loads 7 as activation factors of the battery monitoring device 6 in FIG. The predetermined waiting time may be set in accordance with and a map for calculating the voltage drop (ΔV) including the activation factor as a parameter may be prepared.

  Next, the operation of the voltage waveform / current waveform and the charging state calculation means 29 when the door lock is unlocked will be described based on the time chart of FIG.

  As shown in FIG. 7, when there is an activation request command for the battery monitoring device 6 at the time of unlocking the door when the door opening operation is detected by the door lock switch 41, initialization is started and immediately after the door lock unlocking current is detected. Begins to flow (time t1).

  Then, the initialization is completed after a predetermined time (time t2). However, at this point in time, neither the current nor the voltage is stable, so the measurement process is delayed until the stable state is reached. This delay time (waiting time) is a time obtained by subtracting the time required for starting the battery monitoring device 6 (initialization time) from the time required for the current of the electric load 7 to be stabilized (several hundred milliseconds).

  At the end of the waiting time (time t3), that is, when several hundred milliseconds have elapsed since the time t1 has elapsed, both the current and voltage are stable. Therefore, the current, battery voltage, and battery temperature at this time are measured, and the voltage measurement value is determined and the open-circuit voltage estimation value is determined. The voltage drop (ΔV) is determined from the voltage measurement value and the open-circuit voltage estimation value. The voltage drop (ΔV) is added to the measured value of the battery voltage to calculate the open-circuit voltage estimated value.

  As a result, according to the second embodiment, the current state of charge calculation means 34 calculates the voltage drop (ΔV) of the battery 5 when the activation signal is input by the activation means 25, and this voltage drop (ΔV) ) Is added to the value of the state of charge calculated from the battery voltage and the battery temperature. As a result, even when the current and the battery voltage change greatly due to the operation of the electric load 7 used for the starter 25, the value of the state of charge is set in consideration of the battery voltage drop by the starter 25 in advance. Since the calculation is performed, the measurement and calculation accuracy of the state of charge are not reduced. That is, the voltage drop (ΔV) corresponding to the discharge current, battery temperature, and state of charge (SOC) is added to the measured value of the battery voltage to estimate the open circuit voltage, and the voltage drop inside the battery 5 due to the discharge current. By considering (ΔV), the estimation error of the open circuit voltage can be further suppressed.

  8 to 11 show a third embodiment of the present invention.

  The features of the third embodiment are as follows. That is, the leaving time measuring means 28 calculates the leaving time by measuring the engine warm-up state and the outside air temperature. This does not use a timer to reduce power consumption, but estimates the battery standing time from the engine warm-up state and the ambient temperature state. In other words, if the standing time from the end of the previous charge / discharge is estimated by the difference between the parameter indicating the engine warm-up state and the parameter indicating the ambient temperature and the parameter indicating the ambient temperature, the timer becomes unnecessary. Power consumption can be reduced. In this case, for example, the engine cooling water temperature can be cited as a parameter representing the engine warm-up state, and the outside air temperature can be cited as a parameter representing the ambient temperature.

  For this reason, as shown in FIG. 11, the state-of-charge calculation means 29 incorporates a map for setting the leaving time with respect to the difference between the engine coolant temperature and the outside air temperature when the vehicle is started.

  In the third embodiment, the coolant temperature of the warmed-up engine decreases as time passes after the ignition switch 23 is turned off, and becomes the same as the outside air temperature after a sufficient time has elapsed. Therefore, the leaving time as the elapsed time can be estimated from the difference between the engine coolant temperature and the outside air temperature and the outside air temperature. For example, the standing time can be estimated from the difference between the engine coolant temperature and the outside air temperature when the ignition switch 23 is on and the outside air temperature when the ignition switch 23 is on.

  That is, for each air temperature, the standing time characteristic with respect to the difference between the engine coolant temperature and the outside air temperature when the vehicle is started is set as shown in FIG. The estimated leaving time may be calculated based on this leaving time characteristic. However, when the engine 1 is used for a short time while the vehicle is running, the engine cooling water temperature is not sufficiently increased. It is possible that the difference between is small. Therefore, when the engine coolant temperature when the ignition switch 23 is off is less than the threshold value (Twt_th_off), the ignition switch 23 is set at the left time estimated from the difference between the engine coolant temperature and the outside air temperature and the outside air temperature. The estimated leaving time is set to a small value by multiplying by a predetermined coefficient of zero (0) or more and less than 1 determined by the engine coolant temperature at the time of off.

  Hereinafter, the operation of the third embodiment will be specifically described with reference to the flowchart of FIG.

  As shown in FIG. 8, when the electric load 7 is activated and the battery monitoring device 6 is activated, the program starts (step C01), first, the charge state calculation means 29 is initialized (step C02), and It is determined whether or not the update of the stored state of charge (see step C11) has been executed (step C03).

  When this step C03 is NO, the leaving time is estimated (step C04).

  The estimation of the standing time is performed based on the flowchart of FIG.

  As shown in FIG. 9, when the program is started (step D01), it is first determined whether or not the estimation of the leaving time is completed (step D02).

  When this step D02 is NO, it is determined whether or not the data for estimating the leaving time when the ignition switch 23 is turned off when the battery monitoring device 6 was operated last time can be stored (step D03).

  When this step D03 is NO, the leaving time is regarded as zero (0) (leaving time estimation completion) (step D04).

  On the other hand, when the step D03 is YES, the engine coolant temperature and the outside air temperature are measured (step D05), and the standing time is estimated from the difference between the engine coolant temperature and the outside air temperature and the outside air temperature (step S05). D06), the standing time is corrected based on the difference between the engine coolant temperature when the ignition switch 23 is off and the threshold value (Twt_th_off) (step D07).

  After the process of step D04 and after the process of step D07, the program is returned (step D08).

  In other words, in FIG. 9, the neglected time is estimated, and in step D04, the ignition switch 23 is not turned on during the previous operation of the battery monitoring device 6, and the engine warm-up state data cannot be obtained. This is the process when In step D06, the leaving time of the battery 5 is estimated according to the relationship of FIG. If the engine coolant temperature when the ignition switch 23 is OFF is lower than the threshold value (Twt_th_off), the standing time estimated in step D06 is corrected to be short in step D07.

  After estimating the neglected estimation time in step C04 in FIG. 8, it is determined whether or not a predetermined waiting time has elapsed (step C05).

  If step C05 is YES, the battery voltage, battery temperature, and battery current are measured (step C06), and a voltage drop (ΔV) is calculated according to the battery voltage and battery temperature (step C07). This voltage drop (ΔV) is added to the battery voltage to calculate an open circuit voltage estimated value (step C08), and a charge state (SOC1) based on the open circuit voltage is calculated from the battery voltage and the battery temperature (step C09). ).

Then, the reflection ratio (α) of the state of charge (SOC1) based on the open circuit voltage is determined from the standing time (step C10), and the stored state of charge (see step C18 described later) immediately before the previous self-shut is expressed by the following equation: (Step C11).
SOC ← SOC * (1-α) + SOC1 * α
Here, there is a relationship of 0 ≦ α ≦ 1.

  Then, the current is measured (step C12). However, if step C03 is YES and step C05 is NO, the process immediately proceeds to step C12.

  Thereafter, the state of charge (SOC) is updated by integrating the current (step C13), and data for calculating the threshold value (Twt_th_off) of the engine coolant temperature is measured (step C14).

  Next, it is determined whether or not the ignition switch 23 is off (step C15). If step C15 is NO, the process returns to step C03.

  If this step C15 is YES, the neglect time estimation data is stored (step C16).

  The storage of the leaving time estimation data in step C16 is performed as shown in FIG. In FIG. 10, calculation and storage of the engine coolant temperature threshold (Twt_th_off) and storage of the engine coolant temperature when the ignition switch 23 is turned off are performed only once after the ignition switch 23 is turned off. It is shown that.

  As shown in FIG. 10, when the program starts (step E01), it is determined whether or not the storage of the engine coolant temperature (see step E04 described later) has been executed (step E02).

  When this step E02 is NO, the engine coolant temperature threshold value (Twt_th_off) is calculated and stored (step E03), and the engine coolant temperature is stored (step E04).

  After the processing of step E04 and when the step E02 is YES, the program is returned (step E05).

  After storing the leaving time estimation data in step C16 of FIG. 8, it is determined whether or not the ignition switch 23 is off and the current continues within a predetermined range for a predetermined time (step C17). If step C17 is NO, the process returns to step C03.

  If this step C17 is YES, the updated state of charge is stored (step C18), the self-shut is turned off (step C19), and the program is ended (step C20).

  In steps C14 to C16 in FIG. 8, a threshold value (Twt_th_off) of the engine coolant temperature when the ignition switch 23 is turned off is calculated and stored.

  In the third embodiment, this is remarkable at a low temperature, but before the ignition switch 23 is turned off, the heat of the engine coolant is used for heating the vehicle while the engine 1 is stopped. In such a case, since the engine coolant temperature decreases, if the threshold value (Twt_th_off) is set to a high value in the same way as when the outside air temperature is high, the engine coolant temperature when the ignition switch 23 is turned off is reduced. Below the threshold (Twt_th_off). Accordingly, the estimated leaving time is shorter than the actual leaving time, and as a result, the correction of the state of charge based on the estimated open circuit voltage does not work effectively. In order to suppress the accumulation of the error of the current sensor 26 in the state of charge updated by the integration of the current, the state of charge (SOC1) based on the open circuit voltage in proportion to the difference between the battery voltage and the original open circuit voltage The correction is effective. For this reason, the engine coolant temperature threshold (Twt_th_off) is set to the outside air temperature, the maximum value of the engine coolant temperature while the ignition switch 23 is on, and the engine stop time before the ignition switch 23 is turned off. , Function of blower air volume, vehicle speed, etc.

  In step C14 of FIG. 8, the outside air temperature, the maximum value of the engine coolant temperature when the ignition switch 23 is on, the engine stop time before the ignition switch 23 is turned off, the blower air volume, the vehicle speed, and the like are measured. In step C16, the engine coolant temperature threshold value (Twt_th_off) is calculated, and the engine coolant temperature and the threshold value (Twt_th_off) are stored.

  As a result, according to the third embodiment, the leaving time measuring means 28 measures the engine warm-up state and the outside air temperature (battery temperature, engine intake air temperature), so that the battery 5 after the previous charging / discharging is performed. Estimate the amount of time left. Thereby, since it is not necessary to use a timer for measuring the standing time, the system configuration can be simplified, the power consumption of the monitoring system can be reduced, and the cost can be reduced as compared with the case where the timer is used.

  12 to 14 show a fourth embodiment of the present invention.

  The features of the fourth embodiment are as follows. That is, the temperature data used for estimating the standing time is conventionally measured by another control device (controller). In the third embodiment, the battery monitoring device 6 measures all temperatures necessary for calculating the state of charge. In the fourth embodiment, in order to utilize the control of other control devices as much as possible, In the estimation of the battery 4 leaving time, the battery monitoring device 6 obtains temperature data from another control device by communication or the like.

  Next, the operation of the fourth embodiment will be described with reference to the flowchart of FIG.

  As shown in FIG. 12, when the electric load 7 is activated and the battery monitoring device 6 is activated, the program starts (step F01), first, the charge state measuring means 29 is initialized (step F02), and The measurement of the time (t_mt) until obtaining the temperature data necessary for estimating the standing time is started (step F03).

  Then, it is determined whether or not the update of the state of charge (SOC) (step F13 described later) has been executed (step F04). When this step F04 is NO, the leaving time is estimated (step F05).

  The estimation of the leaving time in step F05 is performed based on the flowchart of FIG.

  As shown in FIG. 13, when the program is started (step G01), it is first determined whether or not the estimation of the leaving time is completed (step G02).

  If this step G02 is NO, it is determined whether or not the data for estimating the leaving time when the ignition switch 23 is turned off during the previous operation of the battery monitoring device 6 could be stored (step G03).

  When this step G03 is NO, the leaving time is regarded as zero (0) (standby time estimation completion) (step G04).

  On the other hand, if this step G03 is YES, it is determined whether or not temperature data is available (step G05).

  If this step G05 is YES, the engine coolant temperature and the outside air temperature are obtained (step G06), and the measurement of the time (t_mt) until obtaining the temperature data necessary for estimating the standing time is completed (step S06). G07), the leaving time is estimated from the difference between the engine cooling water temperature and the outside air temperature and the outside air temperature (step G08), and the leaving time is determined by the difference between the engine cooling water temperature and the threshold value (Twt_th_off) when the ignition switch 23 is turned off. Is corrected (step G09), and the time to obtain temperature data (t_mt) is subtracted from the standing time, and the value is set as the leaving time (standby time estimation completion) (step G10).

  After the process of step G04, if NO in step G05 and after the process of step G10, the program is returned (step G11).

  In FIG. 13, the difference from the third embodiment is steps G05 to G07 and G010. Step G05 is a state in which it waits for another control device (controller) to measure the temperature data necessary for estimating the standing time. In step G06, the temperature data is obtained from another control device. In step G07, the time from the activation of the battery monitoring device 6 to the acquisition of the temperature data is determined. In step G10, the time is subtracted, and the battery 5 Complete the estimation of idle time.

  After estimating the neglected estimation time in step F05 in FIG. 12, it is determined whether or not a predetermined waiting time has elapsed (step F06).

  If this step F06 is YES, the battery voltage, battery temperature and current are measured (step F07), the voltage drop (ΔV) is calculated according to the battery voltage and battery temperature (step F08), and The voltage drop (ΔV) is added to the battery voltage to calculate an open-circuit voltage estimated value (step F09), and a state of charge (SOC1) based on the open-circuit voltage is calculated from the open-circuit voltage estimated value and the battery temperature ( Step F10).

  Then, it is determined whether the estimation of the leaving time is completed (step F11).

If this step F11 is YES, a reflection ratio (α) of the state of charge (SOC1) based on the open circuit voltage is calculated from this standing time (step F12), and the state of charge (SOC) stored immediately before the previous self-shutdown is calculated. Is updated by the following equation (step F13).
SOC ← SOC * (1-α) + SOC1 * α
Here, there is a relationship of 0 ≦ α ≦ 1.

  Thereafter, the current is measured (step F14). On the other hand, if step F04 is YES, step F06 is NO, and if step F11 is NO, the process immediately proceeds to step F14.

  Then, the state of charge is updated by integrating the current (step F15).

  Data for calculating the engine coolant temperature threshold value (Twt_th_off) is obtained (step F16).

  Then, it is determined whether or not the ignition switch 23 is off (step F17). If step F17 is NO, the process returns to step F04.

  On the other hand, when this step F17 is YES, the data for estimation of the leaving time is stored (step F18).

  The storage of the neglected time estimation data in step F18 is performed as shown in FIG.

  As shown in FIG. 14, when the program is started (step H01), it is determined whether or not the storage of the engine coolant temperature (see step H04 described later) has been executed (step H02).

  If this step H02 is NO, the engine coolant temperature threshold value (Twt_th_off) is calculated and stored (step H03), and the engine coolant temperature is stored (step H04).

  After the process of step H04 and when the step H02 is YES, the program is returned (step H05).

  After storing the neglecting time estimation data in step F18 of FIG. 12, it is determined whether or not the ignition switch 23 is off and the current is in the predetermined range for a predetermined time (step F19). If step F19 is NO, the process returns to step F04.

  On the other hand, if this step F19 is YES, the updated state of charge is stored (step F20), the self-shut is turned off (step F21), and the program is ended (step F22).

  In FIG. 12, the differences from the third embodiment are steps F03, F05, and F11. This difference is due to the fact that the start timing of other control devices (controllers) that measure the temperature data necessary for the neglected time estimation is different from that of the battery monitoring device 6. The activation of other control devices is usually after the ignition switch 23 is turned on, whereas the battery monitoring device 6 is activated before the ignition switch 23 is turned on. In the vehicle targeted by the embodiment of the present invention, since the current flows before the ignition switch 23 is turned on, the waiting time estimated after obtaining the temperature data is from the start of the current flow until the waiting time estimation is completed. Only time will be longer than it actually is. Therefore, the time (t_mt) from the completion of the initialization of the battery monitoring device 6 to the acquisition of data necessary for estimation of the neglected time is measured, and the result of subtracting this time (t_mt) from the estimated neglected time is taken as the estimated neglected time. Step F03 in FIG. 12 is measurement start processing for the time (t_mt).

  As a result, according to the fourth embodiment, since the data for estimating the battery 5 leaving time is obtained from another control device (controller), the system configuration can be simplified and the cost can be reduced. .

  Of course, the present invention is not limited to the above-described embodiments, and various application modifications are possible.

  For example, in the third and fourth embodiments, an example in which the outside air temperature is measured has been described. However, as a modification thereof, when the outside air temperature is not measured, the battery temperature and the engine intake air temperature are measured, and the values are small May be regarded as an equivalent temperature of the outside air temperature. For a while after the engine is turned off, the engine intake temperature is high due to the remaining heat of the engine, and the battery temperature is close to the outside air temperature. Thereafter, the intake air temperature becomes closer to the outside air temperature.

  Also, when the leaving time is not used elsewhere, the open time is directly calculated from the difference between the parameter indicating the engine warm-up state and the parameter indicating the ambient temperature and the parameter indicating the ambient temperature without calculating the leaving time. It is simple to calculate the reflection rate (α) of the state of charge (SOC1) based.

  Furthermore, as shown in FIGS. 4 and 5, the case where one battery is applied to a vehicle that serves as both a main battery for traveling and an auxiliary battery for control, lamps, etc. has been described. As shown in FIG. 15, the same operating principle and flow of operation are applied to the calculation of the state of charge of the main battery and auxiliary battery in a vehicle equipped with an auxiliary battery separately from the main battery. Is possible.

  Monitoring the state of charge of the battery in a state where the current value is small by the operation signal of the vehicle electrical load can be applied to other control devices.

It is a flowchart of control for vehicles in the 1st example. It is a map which shows the relationship between an open circuit voltage, battery temperature, and a charge condition (SOC) in 1st Example. It is a map which shows the relationship between leaving time and battery voltage in 1st Example. It is a block diagram of the control apparatus for vehicles in 1st Example. It is a principle figure of the control apparatus for vehicles in 1st Example. It is a flowchart of control for vehicles in the 2nd example. It is a time chart explaining the operation | movement with the voltage waveform and current waveform at the time of door lock unlocking in 2nd Example, and a charge condition calculation means. It is a flowchart of control for vehicles in the 3rd example. It is a flowchart of the subroutine of neglected time estimation in 3rd Example. It is a flowchart of the subroutine which memorize | stores the leaving time estimation data at the time of OFF of an ignition switch in 3rd Example. It is an estimated leaving time calculation map in 3rd Example. It is a flowchart of control for vehicles in the 4th example. It is a flowchart of the subroutine of neglected time estimation in 4th Example. It is a flowchart of the subroutine which memorize | stores the leaving time estimation data at the time of ignition switch OFF in 4th Example. It is a block diagram of the conventional vehicle control apparatus.

Explanation of symbols

1 engine
2 Vehicle control device
3 Motor for traveling
5 battery
6 Battery monitoring device
7 Electric load
23 Ignition switch
25 Starting means
26 Current sensor
27 Voltage sensor
28 Discharge measurement means
29 Charging state measuring means
33 Battery temperature sensor
34 Current charging state measuring means 35 New charging state measuring means 36 Cooling water temperature sensor 37 Outside air temperature sensor

Claims (4)

  In a vehicle control device including a battery that drives a motor for traveling and a battery monitoring device that monitors a state of charge of the battery, a battery temperature detection unit that detects a battery temperature by providing a voltage detection unit that detects a battery voltage And an activation means for activating the battery monitoring device in response to an operation signal of an electric load for the vehicle, and the battery monitoring device measures a standing time which is an elapsed time after the charging / discharging of the battery is stopped. Leaving time measuring means, current charging state calculating means for calculating the current charging state from the battery voltage detected by the voltage detecting means and the battery temperature detected by the battery temperature detecting means, and the previously calculated charging state And the current charge state calculated by the current charge state calculation means, the new charge state is calculated. Vehicle control apparatus characterized by and a new state of charge calculating means for.   The vehicle control apparatus according to claim 1, wherein the new charge state calculation unit changes the value of the new charge state according to the length of the leave time measured by the leave time measurement unit.   The current state of charge calculation means calculates the voltage drop of the battery when the start signal is input by the start means, and adds this voltage drop to the value of the charge state calculated from the battery voltage and the battery temperature. The vehicle control device according to claim 1.   2. The vehicle control device according to claim 1, wherein the leaving time measuring means calculates the leaving time by measuring an engine warm-up state and an outside air temperature.

Images