JP2009280041A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of activating a battery while the battery is mounted on the vehicle. <P>SOLUTION: The control device 16 for the vehicle 1 runs by power from at least either one of a motor 12 driven by a high voltage battery 15 as a power source and an internal combustion engine 11, determines decrease in activity of the high voltage battery 15, and drives the motor 12 preferentially to the internal combustion engine 11 during accelerated running of the vehicle 1 when the decrease in the activity of the high voltage battery 15 is determined. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that travels by power from at least one of an electric motor that drives a capacitor as a power source and an internal combustion engine, and a vehicle that travels by power from a motor that drives the capacitor as a power source. The present invention relates to a control device.

  A vehicle such as an EV (Electric Vehicle) or a HEV (Hybrid Electric Vehicle) is equipped with a capacitor that supplies electric power to a motor or the like. The storage battery is provided with a plurality of storage batteries.

  A storage battery mounted on an EV or HEV is required to have a predetermined output. Generally, when a storage battery is left for a long period of time, the surface of the electrode is covered with an oxide film, resulting in a decrease in output characteristics. When the output from the storage battery decreases in this manner, it is generally determined that the battery has deteriorated, and control is performed so as to decrease the output from the storage battery. This is because, even when the storage battery is deteriorated, when the output before the storage battery deterioration is requested, the storage battery is overloaded, and the life deterioration of the storage battery is accelerated.

  In order to eliminate the deterioration of the storage battery, it is necessary to activate the storage battery by performing a predetermined discharge process on the storage battery. An example of a charging system for activating a storage battery is a charging system having a secondary battery of a storage battery, a charger, and an adapter, and the secondary battery stores a flag indicating whether or not a refresh process is necessary The charger has a circuit and can be mounted with a secondary battery directly or through an adapter, and has a charging circuit for charging the secondary battery. The adapter is connected between the secondary battery and the charger. A discharge circuit that discharges the secondary battery, and a switching circuit that selectively connects the secondary battery to the discharge circuit or the charging circuit of the charger. The charger or adapter includes a secondary battery. 2. Description of the Related Art There is known a charging system provided with a control circuit that controls a switching circuit based on a flag stored in a memory circuit of a secondary battery when attached to a charger via an adapter. In this charging system, when the storage battery is refreshed, the battery can be activated by connecting to a discharge circuit and discharging the battery.

JP 2003-284254 A

  However, the charging system of Patent Document 1 does not assume that the storage battery is activated in a state where the charging system is mounted on a hybrid vehicle or an electric vehicle. A storage battery once mounted on a vehicle or the like is preferably activated during normal operation such as when the vehicle is running.

  This invention is made | formed in view of the said situation, and it aims at providing the control apparatus of the vehicle which can activate a storage battery in the state with which the storage battery was mounted in the vehicle.

  In order to solve the above-described problems and achieve the object, a vehicle control device according to a first aspect of the present invention includes an electric motor (for example, an implementation) that uses a capacitor (for example, the high-voltage battery 15 in the embodiment) as a power source. The control device (for example, in the embodiment) of the vehicle (for example, the hybrid vehicle 1 in the embodiment) that travels by power from at least one of the motor 12) and the internal combustion engine (for example, the internal combustion engine 11 in the embodiment). Control unit 16), and an activity decrease determination unit (for example, control device 16 in the embodiment) that determines a decrease in the activity of the capacitor, and the activity of the capacitor is decreased by the activity decrease determination unit. A drive control unit (for example, the control device 16 in the embodiment) that drives the electric motor preferentially over the internal combustion engine when the vehicle is accelerated. It is characterized in.

  Furthermore, in the vehicle control device according to the second aspect of the invention, the control device gives priority to the electric motor when the remaining capacity of the capacitor is not less than a first predetermined value and the capacitor is not more than a first predetermined temperature. And driving.

  Furthermore, in the vehicle control device according to the third aspect of the present invention, when the control device determines that the activity of the capacitor is decreased by the activity decrease determination unit, the remaining capacity of the capacitor is the predetermined amount. Control is performed so that the capacitor is charged until the value becomes equal to or greater than the value.

  Furthermore, the vehicle control device according to the fourth aspect of the invention is characterized in that the control device performs the preferential driving until a predetermined period elapses from the start of the preferential driving of the electric motor. .

  Furthermore, in the vehicle control device according to the fifth aspect of the present invention, the remaining capacity of the capacitor is the first predetermined value until the control device has passed a predetermined period from the start of preferential driving of the electric motor. The preferential driving is performed until the temperature becomes less than a second predetermined value lower than the first predetermined temperature or until the capacitor exceeds a second predetermined temperature higher than the first predetermined temperature.

  Furthermore, in the vehicle control apparatus according to the sixth aspect of the present invention, the battery has a plurality of storage batteries, and the drive control unit satisfies a condition in which the state of the vehicle is expected to decrease the activity of the battery. And driving the electric motor with priority over the internal combustion engine while the vehicle is accelerating, and the activity decrease determination unit is configured to perform the preferential driving with respect to an average value of the current discharged by the capacitor. When the difference between the output voltages of the plurality of storage batteries is equal to or higher than a predetermined level, it is determined that the activity of the battery is reduced.

  Furthermore, in the vehicle control device according to claim 7, the difference in output voltage of the plurality of storage batteries with respect to an average value of the current discharged by the capacitor for the preferential driving is determined by the activity decrease determination unit. When the battery is out of the predetermined range, it is determined that the activity of the battery is reduced.

  Further, in the vehicle control device according to the eighth aspect of the present invention, the condition that the decrease in the activity of the battery is expected is that a predetermined time has elapsed since the last driving of the vehicle, and the motor that has been previously operated is prioritized. Including at least one of the conditions that a predetermined time has elapsed since the active driving.

  Furthermore, in the vehicle control apparatus according to the ninth aspect of the present invention, the drive control unit performs the preferential driving performed continuously for the predetermined time at least once.

  Furthermore, in the vehicle control device according to the invention of claim 10, the drive control unit is configured to reduce the output voltage drop level of the battery with respect to an average value of the current continuously discharged by the battery for the preferential driving. The preferential driving is performed until the difference between the average value of the current continuously discharged by the battery before the preferential driving and the drop level of the output voltage of the battery is equal to or less than a predetermined value. To do.

  Furthermore, the vehicle control device of the invention according to claim 11 travels by power from an electric motor (for example, the motor 12 in the embodiment) that is driven by using a capacitor (for example, the high-voltage battery 15 in the embodiment) as a power source. A control device (for example, the control device 16 in the embodiment) of a vehicle (for example, the electric vehicle in the embodiment), and an activity decrease determination unit (for example, the control device in the embodiment) that determines a decrease in the activity of the capacitor. 16), when it is determined by the activity decrease determination unit that the activity of the battery is decreased, control is performed to supply a field weakening current from the capacitor to the electric motor while the vehicle is accelerating. And a current supply control unit (for example, the control device 16 in the embodiment also serves as).

  According to the vehicle control device of the first aspect of the invention, the storage battery can be activated in a state where the storage battery is mounted on the vehicle. In particular, it is a great advantage to activate the storage battery during normal vehicle travel. Moreover, in a hybrid vehicle, only the drive ratio by the internal combustion engine and the drive ratio by the electric motor are changed, so that the battery activity can be restored without imposing excessive load on the vehicle and without forcing the driver to drive excessively. It becomes possible.

  According to the vehicle control apparatus of the second aspect of the present invention, the electric motor can be preferentially driven under the condition that the electric storage device can operate stably.

  According to the vehicle control device of the third aspect of the present invention, when it is determined that the activity is lowered, the storage battery operates stably by setting the remaining capacity of the battery to a sufficient amount before the activation is restored. The electric motor can be preferentially driven under possible conditions.

  According to the vehicle control apparatus of the fourth aspect of the present invention, it is possible to reliably recover the decrease in activity by preferentially driving the electric motor for a sufficient time.

  According to the vehicle control apparatus of the fifth aspect of the present invention, it is possible to reliably recover the decrease in activity by performing the preferential driving of the electric motor for a sufficient time. In addition, when the remaining capacity of the battery is less than the predetermined value and the temperature of the battery becomes abnormal, the preferential drive of the electric motor is stopped, so that it is possible to safely recover the decrease in activity without difficulty in the battery. Become.

  According to the vehicle control device of the invention described in claim 6, for example, when the vehicle is left for a medium to long period and the surface of the electrode of the storage battery is covered with an oxide film, compared with a vehicle having a high usage rate. It is possible to determine the decrease in activity by utilizing the tendency that the difference in the output voltage of the plurality of storage batteries with respect to the average value of the current discharged from the battery is large.

  According to the control apparatus for a vehicle of the invention described in claim 7, the relationship between the average discharge current (average value of the current discharged by the battery) serving as a determination index for the decrease in activity and the difference between the output voltages of the plurality of storage batteries is shown. It is possible to determine a decrease in activity by providing a reference line, setting a predetermined range including the reference line as an allowable range, and determining whether or not the measured voltage drop value is included in the allowable range.

  According to the vehicle control device of the invention described in claim 8, the activity decreases, for example, when the vehicle is left without being driven for a long period of time, or when a predetermined time has elapsed since the previous activation recovery process. If there is a possibility that the activity is reduced, the decrease in activity can be recovered.

  According to the vehicle control apparatus of the ninth aspect of the present invention, it is possible to reliably recover the decrease in activity by performing the activity recovery process once or a plurality of times.

  According to the control apparatus for a vehicle of the invention described in claim 10, before and after the activation recovery process, the voltage drop with respect to the average value of the current continuously discharged from the capacitor is less than a predetermined value, that is, the activation recovery effect is predetermined. When it slows down below, the activity recovery process can be terminated. Thereby, it can prevent damaging a storage battery by performing the process of excessive activity recovery.

  According to the vehicle of the invention described in claim 11, the storage battery can be activated in a state where the storage battery is mounted on the vehicle. In particular, it is a great advantage to activate the storage battery during normal vehicle travel. At this time, in the electric vehicle, only a weak field current is passed so as to increase the amount of discharge from the battery, so that it is possible to restore the battery activity without forcing the driver to operate excessively.

  A vehicle control apparatus according to an embodiment of the present invention will be described below with reference to the drawings.

  As a vehicle according to an embodiment of the present invention, a parallel HEV (Hybrid Electric Vehicle) is assumed. In addition, although it demonstrates supposing a lithium ion battery as a storage battery, a nickel metal hydride battery, an electric double layer capacitor, a capacitor | condenser etc. can be considered to others.

Hereinafter, a control apparatus for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
A hybrid vehicle 1 according to an embodiment of the present invention includes, for example, a parallel type in which an internal combustion engine (ENG) 11, a motor (MOT) 12, and a transmission (T / M) 13 are directly connected in series as shown in FIG. The driving force of both the internal combustion engine 11 and the motor 12 is distributed and transmitted to the left and right drive wheels W, W via a transmission 13 and a differential (not shown). Further, when the driving force is transmitted from the driving wheel W side to the motor 12 side during deceleration of the hybrid vehicle 1, the motor 12 functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is used as electric energy. to recover. Furthermore, the motor 12 is driven as a generator by the output of the internal combustion engine 11 in accordance with the operating state of the hybrid vehicle 1 to generate power generation energy.

The motor 12 is, for example, a three-phase (U phase, V phase, W phase) DC brushless motor or the like, and is connected to a power drive unit (PDU) 14 that controls driving and power generation of the motor 12.
The power drive unit 14 includes, for example, a PWM inverter by pulse width modulation (PWM) including a bridge circuit formed by bridge connection using a plurality of transistor switching elements.

The power drive unit 14 includes the motor 12 and electric power (for example, supply power supplied to the motor 12 when the motor 12 is driven or assisted, or output power output from the motor 12 when the motor 12 is generated by regenerative operation or boost driving). ) Is connected to a high voltage battery (capacitor) 15.
The power drive unit 14 receives a control command from the control device 16 and controls driving of the motor 12 and power generation. For example, when the motor 12 is driven, DC power output from the high voltage battery 15 is converted into three-phase AC power and supplied to the motor 12 based on a torque command output from the control device 16. On the other hand, when the motor 12 generates power, the three-phase AC power output from the motor 12 is converted into DC power to charge the high voltage battery 15.

  The power conversion operation of the power drive unit 14 is to turn on / off each transistor by a pulse input from the control device 16 to the gate of each transistor constituting the bridge circuit of the PWM inverter, that is, pulse width modulation (PWM). The control is performed in accordance with the pulse, and a map (data) of the duty of the pulse, that is, the ON / OFF ratio is stored in the control device 16 in advance.

A 12V battery 18 for driving an electric load 17 composed of various auxiliary machines is connected in parallel to the power drive unit 14 and the high voltage battery 15 via a DC-DC converter 19.
The DC-DC converter 19 whose power conversion operation is controlled by the control device 16 is, for example, a bidirectional DC-DC converter. When the voltage between the terminals of the high-voltage battery 15 or the motor 12 is regeneratively operated or boosted. The voltage between terminals of the power drive unit 14 is reduced to a predetermined voltage value to charge the 12V battery 18, and when the remaining capacity (SOC: State Of Charge) of the high voltage battery 15 is reduced, the 12V battery The high voltage battery 15 can be charged by boosting the voltage between the 18 terminals.

The control device 16 controls the state of the vehicle according to the operating states of the internal combustion engine 11 and the motor 12, the power conversion operations of the power drive unit 14 and the DC-DC converter 19, the operating state of the electric load 17, and the like.
For this reason, the control device 16 includes, for example, various sensors that detect the state of the power plant (that is, the internal combustion engine 11 and the motor 12), for example, a rotation speed sensor 21 that detects the engine rotation speed NE of the internal combustion engine 11, and a motor. A rotation angle sensor (not shown) for detecting the magnetic pole position (phase angle) of the 12 rotors, and a wheel speed sensor 22 for detecting the rotation speed (wheel speed) NW of the driven wheel for detecting the vehicle speed (vehicle speed). An accelerator opening sensor 23 that detects an accelerator opening AP related to the amount of accelerator operation by the driver, a gradient sensor 24 that detects a gradient of the traveling path (for example, an uphill gradient DE), a charging current of the high-voltage battery 15, and A current sensor 25 for detecting a discharge current (battery current IB), a voltage sensor 26 for detecting a voltage between terminals of the high-voltage battery 15 (battery voltage VB), A signal output from the temperature sensor 27 for detecting the temperature of the pressure battery 15 (battery temperature TB) and a signal output from the shift switch 28 indicating the state SH of the transmission 13 according to the input operation of the driver are input. ing.

  Note that the gradient sensor 24 is, for example, a detection result of an acceleration sensor that detects acceleration in the front-rear direction of the vehicle when the vehicle is stopped, or a travel value of the vehicle on a flat road that is preset with a detection value of the driving force of the vehicle, for example. Based on the comparison result with the resistance and the like, the gradient of the traveling road is detected.

  Further, the control device 16 detects the remaining capacity SOC of the high voltage battery 15 by, for example, a current integration method. In this current integration method, the control device 16 calculates the integrated charge amount and the integrated discharge amount by integrating the charge current and the discharge current of the high voltage battery 15 detected by the current sensor 25 every predetermined period, and these integrated charges. The remaining capacity SOC is calculated by adding or subtracting the amount and the accumulated discharge amount to the initial state or the remaining capacity immediately before the start of charging / discharging. At this time, the control device 16 performs, for example, a predetermined correction process for an internal resistance or the like that changes depending on the battery temperature TB or a predetermined correction process according to the stored voltage VB of the high-voltage battery 15.

  Further, the control device 16 determines a decrease in the activity of the high voltage battery 15. Further, when it is determined that the activity of the storage battery is reduced, drive control for increasing the drive ratio by the motor 12 is performed. By increasing the drive ratio in this way, the motor 12 is driven with priority over the internal combustion engine 11. Further, a discharge process for maintaining the magnitude of the discharge current supplied from the storage battery to the motor 12 through a predetermined discharge path (for example, a path from the high voltage battery 15 to the motor 12 through the power driver unit 14) to a predetermined value or more. I do. Further, the control device 16 determines whether or not the hybrid vehicle 1 is accelerating based on the detection result of the accelerator opening sensor 23. Moreover, the control apparatus 16 measures the value of the voltage drop of a storage battery with respect to the average discharge current which shows the average value per predetermined time of the discharge current in a discharge process based on the detection result of the voltage sensor 26. FIG.

  The high-voltage battery (capacitor) 15 includes one or more storage batteries. This storage battery includes one constituted by one power storage cell (hereinafter also referred to as an individual battery), one constituted by a power storage module in which a plurality of power storage cells are connected in series, and the like.

  Next, processing performed by the control device 16 of the present embodiment will be described.

  FIG. 2 is a flowchart showing an example of the overall operation (overall processing) of the hybrid vehicle 1 of the present embodiment. First, the control device 16 performs a state displacement amount input process (step S1). Subsequently, the control device 16 performs an operation state analysis process (step S2). Subsequently, the control device 16 performs a battery activity decrease determination process (step S3). Subsequently, the control device 16 performs battery activation recovery processing (step S4). Subsequently, the control device 16 performs determination processing of battery activity and deterioration level (step S5). Details of these processes will be described later.

  Next, the state displacement amount input process will be described in detail. FIG. 3 is a flowchart showing an example of state displacement amount input processing in step S1 of FIG. As the state displacement amount, the control device 16 includes information on the vehicle speed based on the wheel speed detected by the wheel speed sensor 22 (step S101), information on the engine speed NE detected by the rotation speed sensor 21 (step S102), and high pressure. Information (step S103) of the output of the entire battery in the battery 15 (driving power when driving the motor 12 as a generator, other auxiliary driving power), the entire battery in the high voltage battery 15 detected by the voltage sensor 26 Voltage information (step S104), voltage information of individual cells in the high-voltage battery 15 detected by the voltage sensor 26 (step S105), and voltage between the plurality of individual cells based on the voltage information detected by the voltage sensor 26 Variation (voltage difference) information (step S106), detected by the current sensor 25 Information on the flow IB (step S107), information on the SOC of the battery in the high voltage battery 15 (step S108), temperature information on the individual battery in the high voltage battery 15 detected by the temperature sensor 27 (step S109), timer information (that is, Information on time) (step S110) and the like are input. Here, the input of the state displacement amount means that the state displacement amount can be referred to or operated. The whole battery is assumed to be a battery group in which a plurality of storage batteries are connected in series in the high-voltage battery 15.

  These state displacement amounts are stored in a memory (not shown) and are compared with, for example, a predetermined value, a predetermined value, or a reference value that is set in advance or can be arbitrarily set. The specified value, the predetermined value, and the reference value to be compared can also be stored in the memory. When the input of the state displacement amount is completed, the operation status analysis processing is performed.

  Next, operation status analysis processing will be described in detail. FIG. 4 is a flowchart showing an example of the operation status analysis process in step S2 of FIG. First, the control device 16 reads operation history data (step S201). The operation history data includes, for example, time information when the ignition is turned on in the past, time information when the battery activation recovery process is executed, and the like. The operation history data is stored in a memory (not shown). Subsequently, the control device 16 determines whether or not a specified time has elapsed since the previous ignition was turned on based on the timer information (step S202). If the specified time has not elapsed, the control device 16 determines whether the specified time has elapsed since the previous execution of the battery activation recovery process based on the timer information (step S203). When the specified time has elapsed in step S203 and when the specified time has elapsed in step S202, the process proceeds to a battery activity decrease determination process. On the other hand, if the specified time has not elapsed in step S203, the entire process is terminated.

  Next, the battery activity decrease determination process will be described in detail. 5 and 6 are flowcharts showing an example of the battery activity decrease determination process in step S3 of FIG.

  First, the control device 16 controls the SOC to a specified value (SOC_START) (step S301). In step S301, charge control for charging the battery is performed in order to control (set to the specified value) to the specified value. At this time, the control device 17 determines whether or not the temperature of each individual battery 1 is within a specified value (TB_CHECK) (step S302). If the temperature of each individual battery 1 is not within the specified value, the control device 16 controls the temperature of each individual battery 1 to be within the specified value (TB_CHECK) (step S304), and continues the charge control in step S301. In the control in step S304, battery cooling control for cooling the battery is performed. When the temperature of each individual battery 1 is within the specified value, the control device 16 determines whether or not the SOC is the specified value (SOC_START) (step S303). If the SOC is not a specified value, the charging control in step S301 is continued. Note that the processing of steps S301 to S304 is also referred to as SOC conditioning processing.

  When the SOC is the specified value in step S303, the control unit 7 determines whether or not the vehicle is in an acceleration state (step S305). The acceleration state indicates a state where a predetermined torque output is required. Further, whether or not the vehicle is in the acceleration state can be determined by the accelerator opening AP detected by the accelerator opening sensor 23. When the vehicle is in an acceleration state, the control device 16 performs high-power continuous discharge (step S306). At the time of this high output continuous discharge, the discharge current (IB_CHECK) is controlled so as to maintain a state equal to or higher than the specified current value (10C). However, care should be taken not to damage the battery excessively during high power continuous discharge. Here, 1C represents a current value for exhausting all the batteries fully charged in 3 hours, and 10C represents a current value 10 times as large as 1C. The high output continuous discharge is performed for a predetermined time, and is normally in a state where the high output discharge continues in steps S307 to S314. On the other hand, if the vehicle is not in an accelerated state in step S305, the process returns to step S301.

  Subsequently, the control device 16 determines whether or not the voltage value of each individual battery 1 is within the limit value (VBI_LMT) (step S307). When it is within the limit value, the control device 16 determines whether or not the voltage value of each individual battery 1 is within the execution specified value (VBI_CHECK) (step S308). When it is within the execution regulation value, the control device 16 determines whether or not the variation of the voltage value of each individual battery 1 is within the limit value (VBI_D_LMT) (step S309). When it is within the limit value, the control device 16 determines whether or not the variation in the voltage value of each individual battery 1 is within the execution specified value (VBI_D_CHECK) (step S310). If it is within the specified execution value, the control device 16 determines whether or not the SOC is within the limit value (SOC_LMT) (step S311). If it is within the limit value, the control device 16 determines whether or not the SOC is within the specified execution value (SOC_CHECK) (step S312). If it is within the specified execution value, the control device 16 determines whether or not the temperature of each individual battery 1 is within the limit value (TB_LMT) (step S313). If it is within the limit value, the control device 16 determines whether or not the temperature of each individual battery 1 is the execution regulation value (TB_CHECK) (step S314). If it is within the specified execution value, the control device 16 determines whether a specified time (TM_CHECK) has elapsed since the start of the high-power continuous discharge (step S315).

  On the other hand, if the voltage value, voltage variation, SOC, and temperature of each individual battery 1 are outside the limit values in the corresponding step, the entire process is terminated to prevent the battery from being damaged. To do. Further, in the corresponding step, if the voltage value, voltage variation, SOC, and temperature of each individual battery 1 are outside the specified execution value, the control device 16 changes the setting of the discharge current value. (Step S316), the process returns to Step S305.

  In addition, said limit value has shown the boundary point from which a battery is damaged. That is, if a predetermined operation is performed on the battery outside the limit value, the battery may be overloaded and the battery may be damaged. Moreover, said execution regulation value is a regulation value eased rather than the limit value, and is a setting value mainly desired by the user. For example, when the SOC limit value is 20% to 80%, the SOC execution regulation value can be 40% to 70%.

  If the specified time has not elapsed since the start of the high output continuous discharge in step S315, the process returns to step S305. On the other hand, when the specified time has elapsed from the start of the high-power continuous discharge, the control device 16 determines whether or not the high-power discharge result is outside the allowable value of the predetermined reference line (step S317). For example, as shown in FIG. 7, a predetermined reference line (bold line in FIG. 7) is prepared for the relationship between the battery average current described later and the inter-battery voltage drop described later, and a predetermined range including the reference is set as an allowable range. Then, it is determined whether or not the measured value (circle in FIG. 7) of the voltage drop of the storage battery due to the high output continuous discharge is included in the permissible range. If the measured value is within the allowable range, it is determined that the storage battery has not decreased in activity, and if it is outside the allowable range, it is determined that the storage battery has been decreased in activity. In FIG. 7, it may be determined that the activity is reduced only when the measured value is below the lower limit of the allowable range (dotted line in FIG. 7). The reference line and the allowable range are values that can be changed based on the temperature of the storage battery. If the measured value is outside the allowable range, the process proceeds to battery activation recovery processing. On the other hand, if it is within the allowable range, the battery activation recovery process is skipped, and the process proceeds to the battery activation and deterioration level determination process.

  Here, the battery average current refers to the average value of the current supplied by the storage battery when high output discharge equal to or higher than the reference value is continuously performed. In other words, the average value per predetermined time of the discharge current supplied from the storage battery to the motor 12 via the predetermined discharge path is shown. In addition, the voltage drop between batteries is a voltage difference generated between a plurality of storage batteries, and when a high output discharge exceeding a reference value is continuously performed, the voltage between the plurality of storage batteries obtained at the time when the reference time has elapsed. Is the difference. In addition, a storage battery refers to the battery group which grouped some electrical storage cells (individual battery), the electrical storage module, and the electrical storage module as a block. The battery average current is calculated by the control device 16 based on the value detected by the current sensor 25, and the inter-battery voltage drop is calculated based on the value detected by the voltage sensor 26. Is calculated.

  Next, the battery activity recovery process will be described in detail. FIG. 8 is a flowchart showing an example of the battery activity recovery process in step S4 of FIG. In the battery activity recovery process, the battery activity is restored by performing high output discharge as in the battery activity decrease determination process.

  First, the control device 16 performs the SOC conditioning process described in FIG. 5 (step S401). When the SOC is controlled to the specified value, control device 16 determines whether or not the vehicle is in an accelerating state (step S402). When the vehicle is in an accelerating state, the control device 16 performs high-power continuous discharge (step S403). During this high-power continuous discharge, the control device 16 changes the load on the internal combustion engine 11 and the load on the motor 12 via the power drive unit 14. Specifically, the internal combustion engine load is lowered so that the motor 12 can bear a high output discharge load. That is, drive control for increasing the drive ratio by the motor 12 is performed. In this drive control, the control device 16 issues a torque command for increasing the torque distribution of the motor 12. This makes it possible to restore the battery activity without imposing an excessive load on the vehicle and without forcing the driver to drive excessively. In this high output continuous discharge, the discharge current is set larger than in the high output continuous discharge in step S306. The high output continuous discharge is performed for a predetermined time, and is normally in a state where the high output discharge is continued in steps S404 to S407.

  Subsequently, the control device 16 determines whether or not the voltage value of each individual battery 1 is within the limit value (VBI_LMT) (step S404), and the variation in the voltage value of each individual battery 1 is within the limit value (VBI_D_LMT). Whether the SOC is within the limit value (SOC_LMT) (step S406) and whether the temperature of each individual battery 1 is within the limit value (TB_LMT) (step S406). S407). If any of the determinations is outside the limit value, the entire process is terminated. If it is within the limit value in any of the determinations in steps S404 to S407, the control device 16 determines whether a specified time (TM_CHECK) has elapsed since the start of the high-power continuous discharge (step S408). If the specified time has not elapsed, the process returns to step S402.

  When the specified time has elapsed since the start of the high output continuous discharge, the control device 16 determines whether or not the high output continuous discharge has been executed a specified number of times (step S409). When the specified number of executions have been performed, the battery activation recovery process is terminated so that the storage battery targeted for activation recovery is not damaged, and the process proceeds to the determination process of the battery activation and deterioration level. On the other hand, if the specified number of times has not been executed, the control device 16 determines whether or not the actual measurement value of the battery average current vs. battery voltage drop due to the high-power continuous discharge is within the allowable range of the reference line ( Step S410). When the measured value is within the allowable range, the process proceeds to battery activity level determination processing. On the other hand, if the measured value is not within the allowable range, the process returns to step S402.

  When high output continuous discharge is performed, the allowable range of the reference line as shown in FIG. 7 is approached. That is, when high-power continuous discharge is repeated, the activity is recovered, and the measured value of battery average current versus battery voltage drop is moved toward the reference line before and after the high-power continuous discharge. For example, when the actual measurement value is lower than the reference line in FIG. 7 (that is, the voltage difference between the plurality of storage batteries is large), the actual measurement value is higher in FIG. The voltage difference between the storage batteries is small). However, this amount of movement decreases each time high-power continuous discharge is repeated. Therefore, instead of step S409 and step S410, the control device 11 determines whether or not the movement amount is equal to or less than a specified value even if the actually measured value is not within the allowable range of the reference line, and the specified value In the case of the following, the battery activity recovery process may be terminated and the battery activity level determination process may be performed. Actually, the high-power continuous discharge is repeated several times, or the high-power continuous discharge is continuously performed for about 10 seconds, so that there is a sufficient activity recovery effect. In FIG. 7, the voltage difference between the plurality of batteries becomes larger as the inter-battery voltage drop on the vertical axis becomes lower.

  Furthermore, instead of ending the battery activation recovery process based on the movement amount of the measured value of battery average current versus battery voltage drop before and after the high output continuous discharge, the battery average current versus the capacitor before and after the high output continuous discharge. When the voltage drop level is equal to or lower than a predetermined level, the battery activation recovery process may be terminated.

  FIG. 9 is a conceptual diagram showing an example of the active state of the battery. In the initial state, the SOC value is large and close to full charge, but the SOC value decreases with the passage of time, and the battery activity decreases. When the battery activity recovery process described above is performed from this state, the SOC value increases again, and the battery activity is recovered. Even after the battery activity recovery process is performed, the battery activity decreases again as time passes. Therefore, the battery activity recovery process is performed as necessary.

  Next, the battery activity and deterioration level determination process will be described in detail. FIG. 10 is a flowchart showing an example of the battery activation level determination process in step S5 of FIG. First, the control device 16 determines the activation level of the storage battery in the high voltage battery 15 (step S501). FIG. 11 is a conceptual diagram showing an example of battery activity. The battery activity as the activity level is such that the reference line as shown in FIG. 7 is 100%, and the ratio of the current voltage to the reference line is the battery activity. Naturally, the current battery activity is lower than the battery activity 100% in the initial state.

  Subsequently, the control device 16 stores information on the activation level of the storage battery in a memory (not shown) (step S502).

  Subsequently, the control device 16 calculates the deterioration level of the storage battery (step S503). The deterioration level is calculated as follows. First, high output continuous discharge, medium output continuous discharge, and low output continuous discharge are performed. Then, the relationship between the battery average current and the total battery voltage is derived. The battery average current refers to the average value of the current supplied by the storage battery when continuous discharge is performed. In other words, the average value per predetermined time of the discharge current supplied from the storage battery to the motor 12 via the predetermined discharge path is shown. Further, the total battery voltage refers to the voltage of the entire storage battery in the high voltage battery 15, and a value after discharging for a specified time with a predetermined current is adopted. FIG. 12 is a diagram illustrating an example of the relationship between the battery average current and the total battery voltage. In FIG. 12, the solid line shows the battery average current versus the total battery voltage in the initial state where the battery has not deteriorated. In addition, circles indicate actual measurement values of the results of the high, medium, and low output continuous discharge, and dotted lines indicate those connecting the actual measurement values. And the internal resistance value of a storage battery is calculated | required from the inclination of this graph. The internal resistance value of the storage battery measured by the continuous discharge is the slope of the dotted line in FIG.

  Subsequently, the control device 16 determines the deterioration level of the storage battery (step S504). The determination of the deterioration level is performed as follows. First, the internal resistance value of the initial storage battery (the slope of the solid line in FIG. 12) and the current internal resistance value of the storage battery (the slope of the dotted line in FIG. 12) are compared. The deterioration level of the storage battery is obtained as an increase rate from the initial value. FIG. 13 is a diagram illustrating an example of an internal resistance increase rate of the storage battery at a predetermined time. The initial state is 100%, and the current internal resistance increase rate of the storage battery is obtained as an increase rate (Δ%) from the initial value. When the internal resistance increase rate exceeds a specified value, it is primarily determined that the storage battery has reached the deterioration level. When the primary determination is made that the storage battery has reached the deterioration level and the storage battery cannot output the specified output value, it is finally determined that the storage battery has reached the deterioration level.

  Subsequently, the control device 16 stores information on the deterioration level of the storage battery in a memory (not shown) (step S505).

  According to the hybrid vehicle 1 of this embodiment, the storage battery can be activated in a state where the storage battery is mounted on the vehicle. In particular, it is a great advantage to activate the storage battery during normal vehicle travel. Further, in the hybrid vehicle 1, only the drive ratio by the internal combustion engine 11 and the drive ratio by the electric motor 12 are changed, so that the battery is activated without imposing excessive load on the vehicle and forcing the driver to drive excessively. It becomes possible to recover.

  Although the hybrid vehicle 1 has been described as an example in the above embodiment, it may be applied to an electric vehicle. However, in this case, when it is determined that the activity of the storage battery is lowered, control is performed such that a higher field weakening current is supplied so that the amount of discharge from the battery increases.

  INDUSTRIAL APPLICABILITY The present invention is useful as a vehicle control device that can activate a storage battery while the storage battery is mounted on the vehicle.

The figure which shows an example of a structure of the hybrid vehicle in the 1st Embodiment of this invention. The flowchart which shows an example of the whole process in the 1st Embodiment of this invention. The flowchart which shows an example of the state displacement amount input process in the 1st Embodiment of this invention. The flowchart which shows an example of the analysis process of the operation condition in the 1st Embodiment of this invention The flowchart which shows an example of the activity fall judgment process of the battery in the 1st Embodiment of this invention. The flowchart which shows an example of the activity fall judgment process of the battery in the 1st Embodiment of this invention. The figure which shows an example of the relationship between the battery average current by the high output continuous discharge in the 1st Embodiment of this invention, and the voltage drop between batteries. The flowchart which shows an example of the active recovery process of the battery in the 1st Embodiment of this invention. The conceptual diagram which shows an example of the active recovery of the battery in the 1st Embodiment of this invention The flowchart which shows an example of the judgment processing of the activity and the deterioration level of the battery in the 1st Embodiment of this invention. The conceptual diagram which shows an example of the activity level of the battery in the 1st Embodiment of this invention The figure which shows an example of the relationship between the battery average current by the continuous discharge and the total battery voltage in the 1st Embodiment of this invention. The conceptual diagram which shows an example of the deterioration level of the battery in the 1st Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 11 Internal combustion engine 12 Motor (electric motor)
13 Transmission 14 Power drive unit 15 High voltage battery (capacitor)
16 Control device 17 Electric load 18 12V battery 19 DC-DC converter 21 Rotational speed sensor 22 Wheel speed sensor 23 Accelerator opening sensor 24 Gradient sensor 25 Current sensor 26 Voltage sensor 27 Temperature sensor 28 Shift switch

Claims (11)

A control device for a vehicle that travels by power from at least one of an electric motor that drives a capacitor as a power source and an internal combustion engine,
An activity decrease determination unit for determining an activity decrease of the battery;
A drive control unit that drives the electric motor with priority over the internal combustion engine while the vehicle is accelerating when the activity decrease determining unit determines that the activity of the battery is decreasing;
A vehicle control device comprising: The vehicle control device according to claim 1,
The control device according to claim 1, wherein the motor is preferentially driven when the remaining capacity of the capacitor is equal to or higher than a first predetermined value and the capacitor is equal to or lower than a first predetermined temperature. The vehicle control device according to claim 2,
The control device controls to charge the capacitor until the remaining capacity of the capacitor becomes equal to or greater than the predetermined value when the activity decrease determination unit determines that the activity of the capacitor is decreased. A vehicle control device. The vehicle control device according to claim 1,
The said control apparatus performs the said priority drive until the predetermined period passes from the start of the priority drive of the said electric motor, The control apparatus of the vehicle characterized by the above-mentioned. The vehicle control device according to claim 2 or 3,
The control device is configured until the remaining capacity of the capacitor becomes less than a second predetermined value lower than the first predetermined value or until the predetermined period elapses from the start of preferential driving of the electric motor, or the capacitor The vehicle control device is characterized in that the preferential driving is performed until the temperature exceeds a second predetermined temperature higher than the first predetermined temperature. A vehicle control device according to any one of claims 1 to 5,
The battery has a plurality of storage batteries,
The drive control unit drives the electric motor with priority over the internal combustion engine while the vehicle is accelerating when the state of the vehicle satisfies a condition in which a decrease in the activity of the battery is expected.
The activity decrease determining unit is configured such that when the difference in output voltage of the plurality of storage batteries with respect to an average value of the current discharged by the capacitor for the preferential driving is equal to or higher than a predetermined level, the activity of the capacitor is decreased. A control apparatus for a vehicle, characterized in that The vehicle control device according to claim 6,
When the difference in output voltage of the plurality of storage batteries with respect to the average value of the current discharged by the capacitor for the preferential driving is out of a predetermined range, the activity decrease determining unit decreases the activity of the capacitor. It is judged that there is. The vehicle control device according to claim 6,
The condition where the decrease in the activity of the battery is expected includes at least one condition that a predetermined time has elapsed since the previous driving of the vehicle and that a predetermined time has elapsed since the previous preferential driving of the electric motor. A control apparatus for a vehicle. The vehicle control device according to claim 4 or 5,
The vehicle control apparatus, wherein the drive control unit performs the preferential driving performed continuously for the predetermined time at least once. The vehicle control device according to claim 9, comprising:
The drive control unit is configured to reduce a level of the output voltage of the capacitor relative to an average value of the current continuously discharged by the capacitor for the preferential driving, and to continuously discharge the capacitor before performing the preferential driving. The vehicle control apparatus characterized in that the preferential driving is performed until a difference between a drop level of the output voltage of the electric storage device with respect to an average value of the current becomes a predetermined value or less. A control device for a vehicle that travels by power from an electric motor that drives a capacitor as a power source,
An activity decrease determination unit for determining an activity decrease of the battery;
A current supply control unit that controls to supply a field weakening current from the capacitor to the electric motor while the vehicle is accelerating when the activity determination unit determines that the activity of the capacitor is decreased; ,
A vehicle control device comprising:

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