JP2009038898A - Determining device of secondary battery deterioration - Google Patents

Determining device of secondary battery deterioration Download PDF

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JP2009038898A
JP2009038898A JP2007200991A JP2007200991A JP2009038898A JP 2009038898 A JP2009038898 A JP 2009038898A JP 2007200991 A JP2007200991 A JP 2007200991A JP 2007200991 A JP2007200991 A JP 2007200991A JP 2009038898 A JP2009038898 A JP 2009038898A
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battery
secondary battery
temperature
deterioration
vehicle
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JP4478961B2 (en
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Shigeaki Kurita
茂明 栗田
Kiyoshi Takeuchi
清 竹内
Keiji Komachi
圭司 古町
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Isuzu Motors Ltd
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/25—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by controlling the electric load
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/389—Measuring internal impedance, internal conductance or related variables
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/392—Determining battery ageing or deterioration, e.g. state of health
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/4285—Testing apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Tests Of Electric Status Of Batteries (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a deterioration determining device capable of correctly determining the deterioration of a battery even in a winter when the battery is in a low-temperature state. <P>SOLUTION: At the starting time of an engine 9 and in a determination allowing state, a hybrid control unit 15 sets a motor generator 7 and a clutch 33 in a non-connected drive state. An internal resistance detecting unit 57 detects the internal resistance of a battery 9, and a battery temperature sensor 55 detects the environmental temperature. The hybrid control unit 15 determines the degree of deterioration of the battery 9 on the basis of the internal resistance detected by the internal resistance detecting unit 57 and the environmental temperature detected by the battery temperature sensor 55. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、電動手段と二次電池とを備えた車両に設けられる二次電池の劣化判定装置に関する。   The present invention relates to a secondary battery deterioration determination device provided in a vehicle including an electric means and a secondary battery.

バッテリの温度が設定値よりも高いとき、バッテリの劣化度を判定する判定装置を備えた電気自動車がある。   There is an electric vehicle including a determination device that determines a degree of deterioration of a battery when the temperature of the battery is higher than a set value.

特開平９−９８５０３号公報JP-A-9-98503

上記従来の判定装置では、バッテリの温度が設定値以下となる場合には、バッテリの内部抵抗が上昇して、実際にはバッテリが劣化していなくても劣化判定条件が満たされてしまうため、バッテリの劣化判定が行われない。すなわち、バッテリが低温状態となる冬季には、バッテリの劣化判定を行うことができない。   In the conventional determination device, when the temperature of the battery is equal to or lower than the set value, the internal resistance of the battery is increased, and the deterioration determination condition is satisfied even if the battery is not actually deteriorated. Battery deterioration is not determined. That is, the battery deterioration cannot be determined in winter when the battery is in a low temperature state.

そこで、本発明は、バッテリが低温状態となる冬季であってもバッテリの劣化判定を的確に行うことが可能な劣化判定装置の提供を目的とする。   Accordingly, an object of the present invention is to provide a deterioration determination device that can accurately determine the deterioration of a battery even in winter when the battery is in a low temperature state.

上記目的を達成するために、本発明の第１の態様の劣化判定装置は、電動手段と二次電池とを備えた車両に設けられ、この二次電池の劣化度を判定する。電動手段は、二次電池からの電力供給を受けて駆動回転する駆動状態に設定可能である。   In order to achieve the above object, the deterioration determination device according to the first aspect of the present invention is provided in a vehicle including an electric means and a secondary battery, and determines the deterioration degree of the secondary battery. The electric means can be set in a driving state in which the electric power is supplied from the secondary battery and rotates.

始動検出手段は、車両の始動を検出する。状態判定手段は、二次電池の内部温度と二次電池の環境温度とが等しいと擬制可能な判定許容状態であるか否かを判定する。制御手段は、始動検出手段が車両の始動を検出し、且つ状態判定手段が判定許容状態であると判定したとき、駆動状態を生起する。内部抵抗検出手段は、制御手段が駆動状態を生起したとき、二次電池の内部抵抗を検出する。二次電池温度検出手段は、二次電池の環境温度を検出する。劣化判定手段は、内部抵抗検出手段が検出した内部抵抗と二次電池温度検出手段が検出した環境温度とに基づいて、二次電池の劣化度を判定する。   The start detection means detects the start of the vehicle. The state determination means determines whether or not the determination allowable state can be assumed if the internal temperature of the secondary battery is equal to the environmental temperature of the secondary battery. The control means generates a drive state when the start detection means detects the start of the vehicle and the state determination means determines that the determination is permitted. The internal resistance detection means detects the internal resistance of the secondary battery when the control means generates a driving state. The secondary battery temperature detecting means detects the environmental temperature of the secondary battery. The deterioration determination means determines the degree of deterioration of the secondary battery based on the internal resistance detected by the internal resistance detection means and the environmental temperature detected by the secondary battery temperature detection means.

また、本発明の第２の態様の劣化判定装置は、エンジンと発電手段と電動手段と二次電池とを備えた車両に設けられ、この二次電池の劣化度を判定する。発電手段は、エンジンからの駆動回転力を受けて発電し、二次電池に蓄電する回生状態に設定可能である。電動手段は、二次電池からの電力供給を受けて駆動回転する駆動状態に設定可能である。   Moreover, the deterioration determination apparatus of the 2nd aspect of this invention is provided in the vehicle provided with the engine, the electric power generation means, the electric means, and the secondary battery, and determines the deterioration degree of this secondary battery. The power generation means can be set to a regenerative state where power is generated by receiving a driving rotational force from the engine and is stored in the secondary battery. The electric means can be set in a driving state in which the electric power is supplied from the secondary battery and rotates.

劣化判定装置は、始動検出手段と状態判定手段と制御手段と内部抵抗検出手段と二次電池温度検出手段と劣化判定手段とを備える。   The deterioration determination device includes start detection means, state determination means, control means, internal resistance detection means, secondary battery temperature detection means, and deterioration determination means.

始動検出手段は、エンジンの始動を検出する。状態判定手段は、二次電池の内部温度と二次電池の環境温度とが等しいと擬制可能な判定許容状態であるか否かを判定する。制御手段は、始動検出手段がエンジンの始動を検出し、且つ状態判定手段が判定許容状態であると判定したとき、回生状態又は駆動状態を生起する。内部抵抗検出手段は、制御手段が回生状態又は駆動状態を生起したとき、二次電池の内部抵抗を検出する。二次電池温度検出手段は、二次電池の環境温度を検出する。劣化判定手段は、内部抵抗検出手段が検出した内部抵抗と二次電池温度検出手段が検出した環境温度とに基づいて、二次電池の劣化度を判定する。   The start detection means detects the start of the engine. The state determination means determines whether or not the determination allowable state can be assumed if the internal temperature of the secondary battery is equal to the environmental temperature of the secondary battery. The control means generates a regenerative state or a drive state when the start detection means detects the start of the engine and the state determination means determines that the determination is permitted. The internal resistance detection means detects the internal resistance of the secondary battery when the control means generates a regeneration state or a drive state. The secondary battery temperature detecting means detects the environmental temperature of the secondary battery. The deterioration determination means determines the degree of deterioration of the secondary battery based on the internal resistance detected by the internal resistance detection means and the environmental temperature detected by the secondary battery temperature detection means.

二次電池温度検出手段は、二次電池の環境温度として、二次電池の外面温度を検出してもよい。   The secondary battery temperature detecting means may detect the outer surface temperature of the secondary battery as the environmental temperature of the secondary battery.

状態判定手段は、発電手段及び／又は電動手段の外面温度と二次電池の外面温度との差が所定の範囲以内の場合や、発電手段及び／又は電動手段の外面温度と外気温との差が所定範囲以内であり且つ二次電池の外面温度と外気温との差が所定の範囲以内の場合に、判定許容状態であると判定してもよく、この場合、発電手段及び／又は電動手段の外面温度や外気温を検出する温度検出手段を設けてもよい。また、状態判定手段は、車両（エンジン）の停止時間が所定時間以上であるとき、判定許容状態であると判定してもよく、この場合、車両（エンジン）の停止時間を計時する計時手段を設けてもよい。   The state determination means is used when the difference between the outer surface temperature of the power generation means and / or the electric means and the outer surface temperature of the secondary battery is within a predetermined range, or the difference between the outer surface temperature of the power generation means and / or the electric means and the outside air temperature. Is within a predetermined range, and the difference between the external surface temperature and the outside air temperature of the secondary battery is within the predetermined range, it may be determined that the determination is permitted. In this case, the power generation unit and / or the electric unit Temperature detecting means for detecting the outer surface temperature or the outside air temperature may be provided. Further, the state determination means may determine that the determination is in an allowable state when the stop time of the vehicle (engine) is equal to or longer than a predetermined time. In this case, the time determination means counts the stop time of the vehicle (engine). It may be provided.

また、劣化判定手段は、二次電池の内部抵抗と環境温度と劣化度との関係が予め設定され記憶されたマップやテーブルと、内部抵抗検出手段が検出した温度及び二次電池温度検出手段が検出した環境温度とを照合し、二次電池の劣化度を判定してもよい。   The deterioration determination means includes a map and a table in which the relationship between the internal resistance of the secondary battery, the environmental temperature, and the degree of deterioration is set and stored in advance, the temperature detected by the internal resistance detection means, and the secondary battery temperature detection means. The degree of deterioration of the secondary battery may be determined by collating with the detected environmental temperature.

上記構成では、車両（エンジン）を所定時間（例えば一晩）以上停止し、二次電池の内部温度と等しいと擬制可能な程度まで二次電池の環境温度が低下した後に車両（エンジン）を始動すると、始動検出手段は車両（エンジン）の始動を検出し、状態判定手段は判定許容状態であると判定し、劣化判定手段は、内部抵抗検出手段が検出した内部抵抗と二次電池温度検出手段が検出した環境温度とに基づいて、二次電池の劣化度を判定する。すなわち、車両（エンジン）の始動時であって、二次電池の内部温度と二次電池の環境温度とが等しいと擬制可能な判定許容状態であるときに、内部抵抗検出手段が検出した内部抵抗と二次電池温度検出手段が検出した環境温度とに基づいて、二次電池の劣化度が判定される。   In the above configuration, the vehicle (engine) is stopped for a predetermined time (for example, overnight) or more, and the vehicle (engine) is started after the environmental temperature of the secondary battery has dropped to a level that can be assumed to be equal to the internal temperature of the secondary battery. Then, the start detection means detects the start of the vehicle (engine), the state determination means determines that the determination is permitted, and the deterioration determination means determines the internal resistance and secondary battery temperature detection means detected by the internal resistance detection means. The degree of deterioration of the secondary battery is determined based on the environmental temperature detected by. In other words, the internal resistance detected by the internal resistance detection means when the vehicle (engine) is started and the judgment is in a permissible judgment state that the internal temperature of the secondary battery is equal to the environmental temperature of the secondary battery. And the environmental temperature detected by the secondary battery temperature detecting means, the degree of deterioration of the secondary battery is determined.

ここで、二次電池の内部温度を直接測定することは困難であり、二次電池の内部温度と環境温度とは必ずしも一致しないため、例えば二次電池の環境温度が低くなる状況下（例えば冬季）の車両走行時には、二次電池の内部温度と環境温度とが大きく相違する可能性が高く、環境温度と内部抵抗との関係によって的確に劣化判定を行うことができない。   Here, it is difficult to directly measure the internal temperature of the secondary battery, and the internal temperature of the secondary battery and the environmental temperature do not necessarily coincide with each other. When the vehicle is traveling, there is a high possibility that the internal temperature and the environmental temperature of the secondary battery are significantly different, and the deterioration cannot be accurately determined based on the relationship between the environmental temperature and the internal resistance.

この点に関し、本発明では、二次電池の内部温度と二次電池の環境温度とが等しいと擬制可能な判定許容状態下での車両（エンジン）の始動時に限定して、二次電池の環境温度と内部抵抗とに基づいて劣化判定を行っているので、二次電池の環境温度が低い冬季であっても、二次電池の劣化判定を的確に行うことができる。   In this regard, in the present invention, the environment of the secondary battery is limited to the time when the vehicle (engine) is started under a judgment permitting state in which the internal temperature of the secondary battery is equal to the environmental temperature of the secondary battery. Since the deterioration determination is performed based on the temperature and the internal resistance, the deterioration determination of the secondary battery can be accurately performed even in the winter when the environmental temperature of the secondary battery is low.

なお、上記劣化判定手段は、上記劣化度に応じて上記二次電池が劣化しているか否かを判定してもよく、上記劣化判定装置は、上記二次電池が劣化していると上記劣化判定手段が判定したとき、これを乗員に報知する報知手段を備えてもよい。   The deterioration determination means may determine whether or not the secondary battery has deteriorated according to the degree of deterioration, and the deterioration determination device determines that the deterioration has occurred when the secondary battery has deteriorated. You may provide the alerting | reporting means which alert | reports this to a passenger | crew when a determination means determines.

本発明によれば、二次電池が低温状態となる冬季であっても二次電池の劣化判定を的確に行うことができる。   According to the present invention, it is possible to accurately determine the deterioration of a secondary battery even in winter when the secondary battery is in a low temperature state.

以下、本発明の一実施形態を図面に基づいて説明する。図１は、本発明の一実施形態のハイブリッド車両を模式的に示すブロック構成図である。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram schematically showing a hybrid vehicle according to an embodiment of the present invention.

図１に示すように、ハイブリッド車両１は、エンジン３と、トランスミッション５と、モータジェネレータ（発電手段、電動手段）７と、バッテリ（二次電池）９と、エンジン制御装置（Engine Electric Control Unit）１１と、トランスミッション制御装置（Transmission Electric Control Unit）１３と、ハイブリッド制御装置（Hybrid Electric Control Unit、制御手段、劣化判定手段）１５と、モータジェネレータ・インバータ（Ｍ／Ｇインバータ）１７と、表示装置（報知手段）１９とを備える。   As shown in FIG. 1, the hybrid vehicle 1 includes an engine 3, a transmission 5, a motor generator (power generation means, electric means) 7, a battery (secondary battery) 9, and an engine control device (Engine Electric Control Unit). 11, a transmission control device (Transmission Electric Control Unit) 13, a hybrid control device (Hybrid Electric Control Unit, control means, deterioration determination means) 15, a motor generator / inverter (M / G inverter) 17, and a display device ( Notification means) 19.

エンジン３の出力軸は、湿式多板のクラッチ２１を介してトランスミッション５の入力軸に連結され、トランスミッション５の出力軸は、プロペラシャフト２３、差動装置２５及びリヤアクスル２７を介して左右の後輪（駆動輪）２９に連結されている。モータジェネレータ７の回転軸は、ギヤ３１及びクラッチ３３を介してトランスミッション５の出力軸に連結されている。   The output shaft of the engine 3 is connected to the input shaft of the transmission 5 via a wet multi-plate clutch 21, and the output shaft of the transmission 5 is connected to the left and right rear wheels via a propeller shaft 23, a differential device 25 and a rear axle 27. (Drive wheel) 29 is connected. The rotation shaft of the motor generator 7 is connected to the output shaft of the transmission 5 via the gear 31 and the clutch 33.

モータジェネレータ７は、トランスミッション５の出力軸に連動して従動回転して発電する回生状態と、バッテリ９からの電力供給を受けて駆動回転する駆動状態と、停止状態とに選択的に設定される。駆動状態は、連結駆動状態と非連結駆動状態とを含む。回生状態及び連結駆動状態では、クラッチ３３が連結されて、モータジェネレータ７がトランスミッション５の出力軸と連動する。一方、停止状態及び非連結駆動状態では、クラッチ３３が切断されて、モータジェネレータ７とトランスミッション５の出力軸とが連動しない。すなわち、モータジェネレータ７は、発電手段及び電動手段の双方として機能する。なお、モータジェネレータ７に代えて、発電機（発電手段）とモータ（電動手段）とを別々に設けてもよい。   The motor generator 7 is selectively set to a regenerative state where the motor generator 7 is driven and rotated in conjunction with the output shaft of the transmission 5, a driving state where the motor 9 is driven to rotate by receiving power supplied from the battery 9, and a stopped state. . The drive state includes a connected drive state and an unconnected drive state. In the regenerative state and the connected drive state, the clutch 33 is connected and the motor generator 7 is interlocked with the output shaft of the transmission 5. On the other hand, in the stop state and the non-coupled drive state, the clutch 33 is disconnected, and the motor generator 7 and the output shaft of the transmission 5 do not work together. That is, the motor generator 7 functions as both a power generation unit and an electric unit. Instead of the motor generator 7, a generator (power generation means) and a motor (electric means) may be provided separately.

モータジェネレータ７の内部巻線表面には、モータジェネレータ７の環境温度（内部温度）を検出してハイブリッド制御装置１５へ出力するモータジェネレータ温度センサ５３が設けられている。   A motor generator temperature sensor 53 that detects the environmental temperature (internal temperature) of the motor generator 7 and outputs the detected temperature to the hybrid control device 15 is provided on the surface of the internal winding of the motor generator 7.

バッテリ９は、回生状態のモータジェネレータ７が生起した電力をＭ／Ｇインバータ１７を介して蓄電するとともに、駆動状態のモータジェネレータ７にＭ／Ｇインバータ１７を介して電力を供給する。   The battery 9 stores the electric power generated by the regenerative motor generator 7 via the M / G inverter 17 and supplies the electric power to the driven motor generator 7 via the M / G inverter 17.

バッテリ９の外面上には、バッテリ９の環境温度（外面温度）を検出してハイブリッド制御装置１５へ出力するバッテリ温度センサ（二次電池温度検出手段）５５が設けられている。   On the outer surface of the battery 9, a battery temperature sensor (secondary battery temperature detecting means) 55 that detects the environmental temperature (outer surface temperature) of the battery 9 and outputs it to the hybrid control device 15 is provided.

Ｍ／Ｇインバータ１７には、バッテリ９に入出力する電流値を検出してバッテリ９の内部抵抗を検知するバッテリ内部抵抗検出部（内部抵抗検出手段）５７が設けられている。バッテリ内部抵抗検出部５７は、検知したバッテリ９の内部抵抗をハイブリッド制御装置１５へ出力する。   The M / G inverter 17 is provided with a battery internal resistance detection unit (internal resistance detection means) 57 that detects a current value input to and output from the battery 9 and detects an internal resistance of the battery 9. The battery internal resistance detection unit 57 outputs the detected internal resistance of the battery 9 to the hybrid control device 15.

表示装置１９は、運転席に着座した運転者から視認可能なインストルメントパネル（図示省略）に配置されるバッテリ劣化警告灯を有し、ハイブリッド制御装置１５からの表示制御信号を受けてバッテリ劣化警告灯を点灯する。   The display device 19 has a battery deterioration warning light disposed on an instrument panel (not shown) that is visible to the driver seated in the driver's seat, and receives a display control signal from the hybrid control device 15 to receive a battery deterioration warning. Turn on the light.

エンジン制御装置１１には、車両１の速度を検出する車速センサ３５からの車速信号と、アクセルペダルの操作（踏み込み）を検知するアクセルセンサ３７からのアクセル操作信号とが入力する。エンジン制御装置１１は、車速信号とアクセル操作信号とハイブリッド制御装置１５からの制御信号とに基づいて、エンジン３の燃料噴射装置３９の開度を制御し、エンジン３への燃料の供給量を調整する。また、エンジン制御装置１１は、車速信号とアクセル操作信号とを、ハイブリッド制御装置１５へ送信する。   The engine control device 11 receives a vehicle speed signal from a vehicle speed sensor 35 that detects the speed of the vehicle 1 and an accelerator operation signal from an accelerator sensor 37 that detects an operation (depression) of an accelerator pedal. The engine control device 11 controls the opening degree of the fuel injection device 39 of the engine 3 based on the vehicle speed signal, the accelerator operation signal, and the control signal from the hybrid control device 15, and adjusts the amount of fuel supplied to the engine 3. To do. Further, the engine control device 11 transmits a vehicle speed signal and an accelerator operation signal to the hybrid control device 15.

トランスミッション制御装置１３には、車速センサ３５からの車速信号と、エンジン３の回転速度を検出する回転速度センサ（図示省略）からのエンジン回転速度信号とが入力する。トランスミッション制御装置１３は、車速信号とエンジン回転速度信号とに基づき、予め記憶されたマップ又はテーブルから最適なギヤ段を選択し、トランスミッション５のシフトアクチュエータ４１とクラッチ２１とを制御して、トランスミッション５を最適なギヤ段に設定してエンジン３と連結する。   The transmission control device 13 receives a vehicle speed signal from the vehicle speed sensor 35 and an engine rotation speed signal from a rotation speed sensor (not shown) that detects the rotation speed of the engine 3. The transmission control device 13 selects an optimal gear stage from a map or table stored in advance based on the vehicle speed signal and the engine rotation speed signal, and controls the shift actuator 41 and the clutch 21 of the transmission 5 to thereby transmit the transmission 5. Is set to the optimum gear stage and connected to the engine 3.

ハイブリッド制御装置１５には、上記車速信号やアクセル操作信号の他、キースイッチ（又はイグニッションスイッチ）４５からのＯＮ／ＯＦＦ信号やモータジェネレータ７の発電量を検知する発電量検知部４３からの発電量情報を含む車両情報が入力する。ハイブリッド制御装置１５は、入力された車両情報に基づいて、エンジン制御装置１１や、エンジン７のスタータ４７や、トランスミッション制御装置１３や、クラッチ３３や、Ｍ／Ｇインバータ１７のモータ制御装置（Motor Electric Control Unit）４９や、バッテリ９のバッテリ制御装置（Battery Electric Control Unit）５１に制御信号を出力し、車両１の走行状態に応じて駆動制御処理を実行し、モータジェネレータ７の状態を適宜切り換える。具体的には、ハイブリッド制御装置１５は、キースイッチ４５からＯＮ信号を受信すると、エンジン制御装置１１及びエンジン７のスタータ４７に制御信号を出力して、エンジン３を始動させる。すなわち、キースイッチ４５は、車両１（エンジン３）の始動を検出する始動検出手段を構成する。   In the hybrid control device 15, in addition to the vehicle speed signal and the accelerator operation signal, the power generation amount from the power generation amount detection unit 43 that detects the ON / OFF signal from the key switch (or the ignition switch) 45 and the power generation amount of the motor generator 7 is included. Vehicle information including information is input. Based on the input vehicle information, the hybrid control device 15 is a motor control device (Motor Electric motor 11) that controls the engine control device 11, the starter 47 of the engine 7, the transmission control device 13, the clutch 33, and the M / G inverter 17. A control signal is output to a control unit 49 and a battery control device 51 of the battery 9, a drive control process is executed according to the traveling state of the vehicle 1, and the state of the motor generator 7 is appropriately switched. Specifically, when receiving an ON signal from the key switch 45, the hybrid control device 15 outputs a control signal to the engine control device 11 and the starter 47 of the engine 7 to start the engine 3. That is, the key switch 45 constitutes start detection means for detecting start of the vehicle 1 (engine 3).

また、ハイブリッド制御装置１５は、状況判定処理を含むバッテリ劣化判定処理を実行する。状況判定処理では、バッテリ９の内部温度と環境温度とが等しいと擬制可能な判定許容状態であるか否かを判定する。本実施形態では、モータジェネレータ温度センサ５３から取得したモータジェネレータ７の環境温度とバッテリ温度センサ５５から取得したバッテリ９の環境温度との差が所定範囲内であるとき、エンジン９が長時間停止状態に維持されてバッテリ９の内部温度が充分低下し、バッテリ９の内部温度と環境温度とが等しいと擬制可能な判定許容状態に既に達していると判定する。キースイッチ４５から受信する信号がＯＦＦ信号からＯＮ信号に変わると、エンジン３の始動時と判定し、さらに上記状況判定処理を実行し、判定許容状態であると判定すると、バッテリ劣化判定処理を実行する。このバッテリ劣化判定処理では、モータジェネレータ７及びクラッチ３３を上記非連結駆動状態に設定する。これにより、モータジェネレータ７は、クラッチ３３が切断された状態で、バッテリ９からの電力供給を受けて空転状態で回転する。次に、バッテリ温度センサ５５からバッテリ９の環境温度を取得し、バッテリ内部抵抗検出部５７からバッテリ９の内部抵抗を取得する。次に、予め設定されたバッテリ９の劣化度と環境温度と内部抵抗との相関関係に基づき、取得した環境温度及びバッテリ内部抵抗に対応する劣化度を求め、劣化度が所定の範囲から外れている場合、バッテリ９が劣化していると判定し、表示装置１９に対してバッテリ劣化警告灯の点灯指示信号を出力する。なお、バッテリ９の劣化度と環境温度と内部抵抗との相関関係は、マップ又はテーブルとして、ハイブリッド制御装置１５の内部メモリなどの記憶部に予め記憶されている。   In addition, the hybrid control device 15 executes a battery deterioration determination process including a situation determination process. In the situation determination process, it is determined whether or not it is a determination allowable state that can be assumed if the internal temperature of the battery 9 is equal to the environmental temperature. In the present embodiment, when the difference between the environmental temperature of the motor generator 7 acquired from the motor generator temperature sensor 53 and the environmental temperature of the battery 9 acquired from the battery temperature sensor 55 is within a predetermined range, the engine 9 is stopped for a long time. If the internal temperature of the battery 9 is sufficiently lowered and the internal temperature of the battery 9 is equal to the environmental temperature, it is determined that the determination allowable state that can be assumed is already reached. When the signal received from the key switch 45 changes from the OFF signal to the ON signal, it is determined that the engine 3 is starting, and further the above-described situation determination process is executed. If it is determined that the determination is permitted, the battery deterioration determination process is executed. To do. In this battery deterioration determination process, the motor generator 7 and the clutch 33 are set to the non-coupled drive state. As a result, the motor generator 7 rotates in an idling state upon receiving power supply from the battery 9 with the clutch 33 disconnected. Next, the environmental temperature of the battery 9 is acquired from the battery temperature sensor 55, and the internal resistance of the battery 9 is acquired from the battery internal resistance detection unit 57. Next, the degree of deterioration corresponding to the acquired environmental temperature and battery internal resistance is obtained based on the correlation between the preset degree of deterioration of the battery 9, the environmental temperature, and the internal resistance, and the degree of deterioration falls outside the predetermined range. If it is, it is determined that the battery 9 has deteriorated, and a lighting instruction signal for a battery deterioration warning lamp is output to the display device 19. The correlation between the degree of deterioration of the battery 9, the environmental temperature, and the internal resistance is stored in advance in a storage unit such as an internal memory of the hybrid control device 15 as a map or a table.

以下、発進時・加速時と、定速走行時と、減速時とのそれぞれにおいて、ハイブリッド制御装置１５が実行する駆動制御処理を説明する。   Hereinafter, the drive control process executed by the hybrid control device 15 at the time of start / acceleration, constant speed travel, and deceleration will be described.

[発進時・加速時]
エンジン３に高負荷がかかる車両１の発進時や加速時には、モータジェネレータ７及びクラッチ２２を連結駆動状態に設定し、エンジン３とモータジェネレータ７とによって駆動輪２９を回転駆動させる。これにより、エンジン３の負荷が軽減される。モータジェネレータ７によるトルクアシスト量は、排ガスや燃費が最適となるように制御される。このようなトルクアシストによって、トランスミッション５が早期にシフトアップを行うため、燃費が向上する。なお、本実施形態では、車速信号が示す車速の上昇率（車両１の加速度）が大きく、且つアクセル操作信号がアクセルペダルの操作を示しているとき、車両１の発進時又は加速時と判定するが、例えば、アクセルペダルの踏み込み方向への変動速度が所定速度よりも速い場合に発進時又は加速時と判定するなど、他の方法によって車両１が発進時又は加速時であるか否かを判定してもよい。さらに、車両１がＧＰＳ情報の受信機能を有する場合、車速センサ３５を設けず、車両１の位置情報から車両１の車速を算出してもよい。 [When starting and accelerating]
When starting or accelerating the vehicle 1, in which a high load is applied to the engine 3, the motor generator 7 and the clutch 22 are set in a coupled drive state, and the drive wheels 29 are rotationally driven by the engine 3 and the motor generator 7. Thereby, the load of the engine 3 is reduced. The torque assist amount by the motor generator 7 is controlled so that the exhaust gas and the fuel efficiency are optimized. By such torque assist, the transmission 5 shifts up early, so that fuel efficiency is improved. In this embodiment, when the vehicle speed increase rate indicated by the vehicle speed signal (acceleration of the vehicle 1) is large and the accelerator operation signal indicates the operation of the accelerator pedal, it is determined that the vehicle 1 is starting or accelerating. However, for example, it is determined whether the vehicle 1 is starting or accelerating by another method, such as determining that the vehicle 1 is starting or accelerating when the speed of change in the depression direction of the accelerator pedal is faster than a predetermined speed. May be. Furthermore, when the vehicle 1 has a GPS information reception function, the vehicle speed sensor 35 may not be provided, and the vehicle speed of the vehicle 1 may be calculated from the position information of the vehicle 1.

[定速走行時]
車両１の定速走行時には、モータジェネレータ７及びクラッチ３３を停止状態に設定し、エンジン３によってのみ駆動輪２９を回転駆動させる。これにより、走行状態に応じた最適なギヤ段で車両１が走行し、燃費が向上する。また、モータジェネレータ７が駆動系から切り離されているので、モータフリクションや磁界によってエネルギが無駄に消費されてしまうことがない。本実施形態では、車速信号が示す車速がゼロではなく且つその変動率（車両１の加速度）が所定の範囲内であるとき、車両１の定速走行時と判定するが、例えば、アクセルペダルの踏み込み方向又は踏み込み解除方向への変動速度が所定速度よりも遅い場合に定速走行時と判定するなど、他の方法によって車両１が定速走行時であるか否かを判定してもよい。 [At constant speed]
When the vehicle 1 travels at a constant speed, the motor generator 7 and the clutch 33 are set to a stopped state, and the drive wheels 29 are rotationally driven only by the engine 3. As a result, the vehicle 1 travels at an optimum gear according to the traveling state, and fuel efficiency is improved. Further, since the motor generator 7 is disconnected from the drive system, energy is not wasted due to motor friction or magnetic field. In the present embodiment, when the vehicle speed indicated by the vehicle speed signal is not zero and the rate of change (acceleration of the vehicle 1) is within a predetermined range, it is determined that the vehicle 1 is traveling at a constant speed. Whether or not the vehicle 1 is traveling at a constant speed may be determined by another method, for example, when it is determined that the vehicle is traveling at a constant speed when the fluctuation speed in the depression direction or the depression release direction is slower than a predetermined speed.

[減速時]
車両１の減速時には、モータジェネレータ７及びクラッチ３３を回生状態に設定し、トランスミッション５の出力軸の回転をクラッチ３３及びギヤ３１を介してモータジェネレータ７に伝達し、モータジェネレータ７が発電した電力を回生エネルギとしてＭ／Ｇインバータ１７を介してバッテリ９に蓄電する。この減速時には、クラッチ２１によってエンジン３とトランスミッション５とを切り離す。これにより、モータジェネレータ７にプロペラシャフト２３の回転が無駄なく伝達され、回生エネルギを効率よく発生させて回収することができる。また、停車直前のエンジンアイドル回転以下の車速やエンジンブレーキ相当の緩減速での走行であっても、回生エネルギを得ることができる。本実施形態では、車速信号が示す車速がゼロではなく且つアクセル操作信号がアクセルペダルの非操作（操作解除）を示しているとき、車両１の減速時と判定するが、例えば、車速信号が示す速度が減少傾向である場合に減速時と判定したり、車両１がＧＰＳ情報の受信機能を有する場合に車両１の位置情報から車両１の加速度を算出し、この加速度が減速状態である場合に減速時と判定したり、車両１が前後方向の加速度を検出する加速度センサを有する場合にこの加速度センサが検出する加速度が減速状態である場合に減速時と判定するなど、他の方法によって車両１が減速時であるか否かを判定してもよい。 [When decelerating]
When the vehicle 1 decelerates, the motor generator 7 and the clutch 33 are set in a regenerative state, the rotation of the output shaft of the transmission 5 is transmitted to the motor generator 7 via the clutch 33 and the gear 31, and the electric power generated by the motor generator 7 is transmitted. The regenerative energy is stored in the battery 9 via the M / G inverter 17. At the time of this deceleration, the engine 3 and the transmission 5 are disconnected by the clutch 21. Thereby, the rotation of the propeller shaft 23 is transmitted to the motor generator 7 without waste, and the regenerative energy can be efficiently generated and recovered. Further, regenerative energy can be obtained even when the vehicle is traveling at a slow speed equivalent to the engine speed or the engine speed that is equal to or less than the engine idle rotation immediately before stopping. In this embodiment, when the vehicle speed indicated by the vehicle speed signal is not zero and the accelerator operation signal indicates that the accelerator pedal is not operated (operation release), it is determined that the vehicle 1 is decelerating. For example, the vehicle speed signal indicates When it is determined that the vehicle is decelerating when the speed is decreasing, or when the vehicle 1 has a GPS information receiving function, the acceleration of the vehicle 1 is calculated from the position information of the vehicle 1, and the acceleration is in a decelerating state. The vehicle 1 may be determined by other methods such as determining when the vehicle is decelerating, or when the vehicle 1 has an acceleration sensor that detects acceleration in the front-rear direction, and determining that the vehicle is decelerating when the acceleration detected by the acceleration sensor is in a deceleration state. It may be determined whether or not is during deceleration.

次に、ハイブリッド制御装置１５が実行するバッテリ劣化判定処理について、図２に基づいて説明する。図２はハイブリッド制御装置が実行するバッテリ劣化判定処理のフローチャートである。ハイブリッド制御装置１５は、エンジン３の始動によって本処理を開始し、エンジン３が停止するまで所定時間毎に本処理を繰り返して実行する。   Next, the battery deterioration determination process executed by the hybrid control device 15 will be described with reference to FIG. FIG. 2 is a flowchart of battery deterioration determination processing executed by the hybrid control apparatus. The hybrid control device 15 starts this processing by starting the engine 3 and repeatedly executes this processing every predetermined time until the engine 3 stops.

図２に示すように、本処理を開始すると、まずエンジン３の始動時か否かを判定する。具体的には、キースイッチ４５から受信する信号がＯＦＦ信号からＯＮ信号に変わったとき、エンジン３の始動時と判定する。なお、キースイッチ４５から受信する信号がＯＦＦ信号からＯＮ信号に変わったか否かの判定は、例えばハイブリッド制御装置１５の内部メモリなどの記憶部に、キースイッチ４５から受信する信号のＯＮ／ＯＦＦ状態に応じてＯＮ／ＯＦＦするキースイッチ信号フラグを設定し、キースイッチ信号フラグがＯＦＦ状態のときにキースイッチ４５からＯＮ信号を受信したときに、キースイッチ４５から受信する信号がＯＦＦ信号からＯＮ信号に変わったと判定すればよい。   As shown in FIG. 2, when this process is started, it is first determined whether or not the engine 3 is starting. Specifically, when the signal received from the key switch 45 is changed from the OFF signal to the ON signal, it is determined that the engine 3 is started. Whether or not the signal received from the key switch 45 has changed from the OFF signal to the ON signal is determined by, for example, the ON / OFF state of the signal received from the key switch 45 in a storage unit such as an internal memory of the hybrid control device 15. The key switch signal flag that is turned ON / OFF according to the signal is set, and when the ON signal is received from the key switch 45 when the key switch signal flag is OFF, the signal received from the key switch 45 is changed from the OFF signal to the ON signal. What is necessary is just to determine that it changed to.

エンジン３の始動時と判定した場合（ステップＳ１：Ｙｅｓ）、バッテリ９の内部温度と環境温度とが等しいと擬制可能な判定許容状態であるか否かを判定する（ステップＳ２）。具体的には、モータジェネレータ温度センサ５３からモータジェネレータ７の環境温度を取得し、バッテリ温度センサ５５からバッテリ９の環境温度を取得し、これら取得したモータジェネレータ７の環境温度とバッテリ９の環境温度との差を算出し、算出した温度差が所定範囲内であるとき、判定許容状態であると判定する。   If it is determined that the engine 3 is being started (step S1: Yes), it is determined whether or not it is a determination permitting state that can be assumed if the internal temperature of the battery 9 is equal to the environmental temperature (step S2). Specifically, the environmental temperature of the motor generator 7 is acquired from the motor generator temperature sensor 53, the environmental temperature of the battery 9 is acquired from the battery temperature sensor 55, and the acquired environmental temperature of the motor generator 7 and the environmental temperature of the battery 9 are acquired. When the calculated temperature difference is within a predetermined range, it is determined that the determination is permitted.

判定許容状態であると判定した場合（ステップＳ２：Ｙｅｓ）、モータジェネレータ７及びクラッチ３３を非連結駆動状態に設定する（ステップＳ３）。これにより、モータジェネレータ７は、クラッチ３３が切断された状態で、バッテリ９からの電力供給を受けて空転状態で回転する。   If it is determined that the determination is permitted (step S2: Yes), the motor generator 7 and the clutch 33 are set to the non-coupled drive state (step S3). As a result, the motor generator 7 rotates in an idling state upon receiving power supply from the battery 9 with the clutch 33 disconnected.

次に、バッテリ温度センサ５５からバッテリ９の環境温度を取得し、バッテリ内部抵抗検出部５７からバッテリ９の内部抵抗を取得する（ステップＳ４）。なお、ステップＳ４では、バッテリ９の環境温度を新たに取得してもよく、ステップＳ２で既に取得したバッテリ９の環境温度をそのまま用いてもよい。   Next, the environmental temperature of the battery 9 is acquired from the battery temperature sensor 55, and the internal resistance of the battery 9 is acquired from the battery internal resistance detection unit 57 (step S4). In step S4, the environmental temperature of the battery 9 may be newly acquired, or the environmental temperature of the battery 9 already acquired in step S2 may be used as it is.

次に、予め設定されたバッテリ９の劣化度と環境温度と内部抵抗との相関関係を記憶部から読み出し、読み出した相関関係に基づき、取得した環境温度及びバッテリ内部抵抗に対応する劣化度を求め、劣化度が所定範囲から外れているか否かを判定し（ステップＳ５）、外れている場合（ステップＳ５：Ｙｅｓ）、バッテリ９が劣化していると判定し、表示装置１９に対してバッテリ劣化警告灯の点灯指示信号を出力する（ステップＳ６）。   Next, the preset correlation between the degree of deterioration of the battery 9, the environmental temperature, and the internal resistance is read from the storage unit, and the degree of deterioration corresponding to the acquired environmental temperature and the battery internal resistance is obtained based on the read correlation. Then, it is determined whether or not the degree of deterioration is out of the predetermined range (step S5). If the degree of deterioration is outside (step S5: Yes), it is determined that the battery 9 is deteriorated and the display device 19 is deteriorated. A warning lamp lighting instruction signal is output (step S6).

一方、劣化度が所定範囲内である場合（ステップＳ５：Ｎｏ）、バッテリ９がまだ劣化していないと判定し、ステップＳ６の処理を実行せず、本処理を終了する。   On the other hand, when the degree of deterioration is within the predetermined range (step S5: No), it is determined that the battery 9 has not deteriorated yet, the process of step S6 is not executed, and this process ends.

また、ステップＳ１においてエンジン３の始動時ではないと判定した場合（ステップＳ１：Ｎｏ）、及びステップＳ２において判定許容状態ではないと判定した場合（ステップＳ２：ＮＯ）は、ステップＳ３以降の処理を実行せず、本処理を終了する。   If it is determined in step S1 that the engine 3 is not started (step S1: No), and if it is determined in step S2 that the determination is not permitted (step S2: NO), the processes in and after step S3 are performed. This processing is terminated without executing.

次に、本実施形態のバッテリ劣化判定処理において、エンジン３の始動時で且つ判定許容状態である場合に限定してその処理を実行する理由について説明する。   Next, in the battery deterioration determination process of the present embodiment, the reason for executing the process only when the engine 3 is started and in the determination allowable state will be described.

一般に、バッテリ９の内部抵抗と内部温度と劣化度とは所定の関係を有するため、これらの相関関係を予め求めておけば、バッテリ９の内部抵抗と内部温度とから劣化度を得ることができる。また、実際には、バッテリ９の内部温度を直接測定することは困難であるため、バッテリ９の内部温度に代えて、バッテリ９の環境温度と内部抵抗との相関関係を予め求めておき、バッテリ９の内部抵抗と環境温度とから劣化度を得ることができる。   In general, since the internal resistance, internal temperature, and degree of deterioration of the battery 9 have a predetermined relationship, the degree of deterioration can be obtained from the internal resistance of the battery 9 and the internal temperature if these correlations are obtained in advance. . Actually, since it is difficult to directly measure the internal temperature of the battery 9, instead of the internal temperature of the battery 9, a correlation between the environmental temperature of the battery 9 and the internal resistance is obtained in advance. The degree of deterioration can be obtained from the internal resistance of 9 and the environmental temperature.

しかし、バッテリ９の内部温度と環境温度とは必ずしも一致しない。このため、例えばバッテリ９の環境温度が低くなる状況下（例えば冬季）の車両走行時には、バッテリ９の内部温度と環境温度とが大きく相違する可能性が高く、環境温度と内部抵抗との関係によってバッテリ９の劣化判定を行うことができない。   However, the internal temperature of the battery 9 and the environmental temperature do not necessarily match. For this reason, for example, when the vehicle travels in a situation where the environmental temperature of the battery 9 is low (for example, in winter), there is a high possibility that the internal temperature of the battery 9 and the environmental temperature are greatly different, depending on the relationship between the environmental temperature and the internal resistance. The deterioration determination of the battery 9 cannot be performed.

ここで、例えばエンジン３を所定時間（例えば一晩）以上停止した後に始動すると、エンジン３の始動時には、バッテリ９の内部温度と環境温度（外面温度）との温度差が極めて小さい状態となる。本実施形態では、このようにバッテリ９の内部温度と環境温度との温度差が極めて小さい状態となり得るエンジン９の始動時であり、且つバッテリ９の内部温度と環境温度とが等しいと擬制可能な判定許容状態である場合に限定して、内部抵抗検出部５７が検出した内部抵抗とバッテリ温度センサ５５が検出した環境温度とに基づいて劣化判定を行っているので、環境温度が低い冬季であっても、バッテリ９の劣化判定を的確に行うことができる。   Here, for example, when the engine 3 is started after being stopped for a predetermined time (for example, overnight) or more, when the engine 3 is started, the temperature difference between the internal temperature of the battery 9 and the environmental temperature (outside surface temperature) becomes extremely small. In the present embodiment, it can be assumed that the temperature difference between the internal temperature of the battery 9 and the environmental temperature can be extremely small as described above, and that the internal temperature of the battery 9 and the environmental temperature are equal. Only when it is in the determination allowable state, the deterioration determination is performed based on the internal resistance detected by the internal resistance detection unit 57 and the environmental temperature detected by the battery temperature sensor 55. However, the deterioration determination of the battery 9 can be accurately performed.

なお、本実施形態のバッテリ劣化判定処理では、モータジェネレータ７及びクラッチ３３を非連結駆動状態に設定したが、これに代えて、モータジェネレータ７及びクラッチ３３を回生状態に設定してもよい。この場合、エンジン３の駆動が駆動輪２９に伝達されないように、バッテリ劣化判定処理ではトランスミッション５のギア段をニュートラルに設定したり、トランスミッション５の出力軸とプロペラシャフト２３との間にクラッチを設け、バッテリ劣化判定処理ではこのクラッチを切断すればよい。   In the battery deterioration determination process of the present embodiment, the motor generator 7 and the clutch 33 are set in the non-coupled drive state, but the motor generator 7 and the clutch 33 may be set in the regenerative state instead. In this case, in order to prevent the drive of the engine 3 from being transmitted to the drive wheels 29, the gear stage of the transmission 5 is set to neutral in the battery deterioration determination process, or a clutch is provided between the output shaft of the transmission 5 and the propeller shaft 23. In the battery deterioration determination process, the clutch may be disconnected.

また、本実施形態では、ハイブリッド車両１について説明したが、バッテリが駆動源として搭載された電気自動車に上記バッテリ判定処理を適用してもよい。   Moreover, although the hybrid vehicle 1 was demonstrated in this embodiment, you may apply the said battery determination process to the electric vehicle by which the battery was mounted as a drive source.

また、ハイブリッド制御装置１５が実行する状況判定処理では、モータジェネレータ温度センサ５３から取得したモータジェネレータ７の環境温度とバッテリ温度センサ５５から取得したバッテリ９の環境温度との差が所定範囲内であるとき、判定許容状態であると判定したが、本発明はこれに限定されるものではない。   In the situation determination process executed by the hybrid control device 15, the difference between the environmental temperature of the motor generator 7 acquired from the motor generator temperature sensor 53 and the environmental temperature of the battery 9 acquired from the battery temperature sensor 55 is within a predetermined range. However, the present invention is not limited to this.

例えば、外気温を検出する外気温センサ６１を設け、モータジェネレータ７の環境温度と外気温との差が所定範囲内であり、且つバッテリ９の環境温度と外気温との差が所定範囲内である場合に、判定許容状態であると判定してもよい。   For example, an outside air temperature sensor 61 that detects the outside air temperature is provided, the difference between the ambient temperature of the motor generator 7 and the outside air temperature is within a predetermined range, and the difference between the ambient temperature of the battery 9 and the outside air temperature is within a predetermined range. In some cases, it may be determined that the determination is permitted.

また、Ｍ／Ｇインバータ１７の電力素子表面にＭ／Ｇインバータ１７の環境温度（外面温度）を検出するインバータ温度センサ６３を設け、モータジェネレータ７の環境温度とバッテリ９の環境温度との差、モータジェネレータ７の環境温度とＭ／Ｇインバータ１７の環境温度との差、及びバッテリ９の環境温度とＭ／Ｇインバータ１７の環境温度との差の全てが、所定範囲内である場合に、判定許容状態であると判定してもよい。   Further, an inverter temperature sensor 63 for detecting the environmental temperature (outside surface temperature) of the M / G inverter 17 is provided on the power element surface of the M / G inverter 17, and the difference between the environmental temperature of the motor generator 7 and the environmental temperature of the battery 9, Determination is made when the difference between the environmental temperature of the motor generator 7 and the environmental temperature of the M / G inverter 17 and the difference between the environmental temperature of the battery 9 and the environmental temperature of the M / G inverter 17 are all within a predetermined range. You may determine with it being an allowable state.

さらに、モータジェネレータ７の環境温度と外気温との差が所定範囲内であり、バッテリ９の環境温度と外気温との差が所定範囲内であり、且つＭ／Ｇインバータ１７の環境温度と外気温との差が所定範囲内である場合に、判定許容状態であると判定してもよい。   Further, the difference between the environmental temperature of the motor generator 7 and the outside air temperature is within a predetermined range, the difference between the environmental temperature of the battery 9 and the outside air temperature is within a predetermined range, and the environmental temperature of the M / G inverter 17 is outside the outside temperature. If the difference from the temperature is within a predetermined range, it may be determined that the determination is permitted.

また、ハイブリッド制御装置１５にキースイッチ４５からＯＦＦ信号を受信した後もカウントを継続する内部タイマ（計時手段）を設け、キースイッチ４５からＯＦＦ信号を受信したときに内部タイマの計時（カウント）を開始し、キースイッチ４５からＯＮ信号を受信したとき、内部タイマのカウント値が所定値以上であるかを判定し、所定値以上であるとき、判定許容状態と判定してもよい。この場合、上記所定値は、バッテリ９の内部温度が確実に低下するエンジン３（車両１）の停止時間に相当した値を設定すればよい。   In addition, the hybrid control device 15 is provided with an internal timer (timer) that continues counting even after receiving the OFF signal from the key switch 45. When the ON signal is received from the key switch 45, it may be determined whether the count value of the internal timer is equal to or greater than a predetermined value. In this case, the predetermined value may be set to a value corresponding to the stop time of the engine 3 (vehicle 1) at which the internal temperature of the battery 9 is reliably reduced.

本発明の一実施形態のハイブリッド車両を模式的に示すブロック構成図である。1 is a block diagram schematically illustrating a hybrid vehicle according to an embodiment of the present invention. バッテリ劣化判定処理のフローチャートである。It is a flowchart of a battery deterioration determination process.

符号の説明Explanation of symbols

１：ハイブリッド車両
３：エンジン
５：トランスミッション
７：モータジェネレータ（発電手段、電動手段）
９：：バッテリ（二次電池）
１５：ハイブリッド制御装置（制御手段、劣化判定手段）
１９：表示装置
２９：後輪（駆動輪）
４５：キースイッチ（始動検出手段）
５５：バッテリ温度センサ（二次電池温度検出手段）
５７：バッテリ内部抵抗検出部（内部抵抗検出手段） 1: Hybrid vehicle 3: Engine 5: Transmission 7: Motor generator (power generation means, electric means)
9 :: Battery (secondary battery)
15: Hybrid control device (control means, deterioration determination means)
19: Display device 29: Rear wheel (drive wheel)
45: Key switch (start detection means)
55: Battery temperature sensor (secondary battery temperature detection means)
57: Battery internal resistance detection unit (internal resistance detection means)

Claims (1)

二次電池と、この二次電池からの電力供給を受けて駆動回転する駆動状態に設定可能な電動手段と、を備えた車両に設けられる前記二次電池の劣化判定装置であって、
前記車両の始動を検出する始動検出手段と、
前記二次電池の内部温度と該二次電池の環境温度とが等しいと擬制可能な判定許容状態であるか否かを判定する状態判定手段と、
前記始動検出手段が前記車両の始動を検出し、且つ前記状態判定手段が前記判定許容状態であると判定したとき、前記駆動状態を生起する制御手段と、
前記制御手段が前記駆動状態を生起したとき、前記二次電池の内部抵抗を検出する内部抵抗検出手段と、
前記二次電池の環境温度を検出する二次電池温度検出手段と、
前記内部抵抗検出手段が検出した内部抵抗と前記二次電池温度検出手段が検出した環境温度とに基づいて、前記二次電池の劣化度を判定する劣化判定手段と、を備えた
ことを特徴とする二次電池の劣化判定装置。 A secondary battery deterioration determination device provided in a vehicle, comprising: a secondary battery; and an electric unit that can be set in a driving state that rotates by receiving power supplied from the secondary battery.
Start detection means for detecting the start of the vehicle;
A state determination means for determining whether or not the determination allowable state can be assumed that the internal temperature of the secondary battery is equal to the environmental temperature of the secondary battery;
Control means for causing the drive state when the start detection means detects the start of the vehicle and the state determination means determines that the determination is permitted; and
An internal resistance detecting means for detecting an internal resistance of the secondary battery when the control means causes the driving state;
A secondary battery temperature detecting means for detecting an environmental temperature of the secondary battery;
Deterioration determining means for determining the degree of deterioration of the secondary battery based on the internal resistance detected by the internal resistance detecting means and the environmental temperature detected by the secondary battery temperature detecting means. Secondary battery deterioration determination device.
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JP3750567B2 (en) * 2001-06-27 2006-03-01 日産自動車株式会社 Apparatus and method for calculating output deterioration of secondary battery
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