JP2011024322A - Control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an in-vehicle hybrid battery system which employs a battery-use form improved in energy efficiency, and achieves travel suppressed in energy loss. <P>SOLUTION: This control device includes a main battery 10, auxiliary batteries 20 different from the main battery 10, an in-vehicle motor 60 which receives power from the main battery 10 and the auxiliary batteries 20, output control parts (11, 21) which control the outputs of the main battery 10 and the auxiliary batteries 20 when the main battery 10 and the auxiliary batteries 20 feed power to the motor 60, and a navigation part 81 which sets a travel route to a destination of a vehicle. The control device is also characterized by being controlled so that a plurality of batteries out of the main battery 10 and the auxiliary batteries 20 output power when the destination is set at the navigation part 81. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device that controls a hybrid battery system including a main battery and an auxiliary battery mounted on the basis of traveling state information of a vehicle in order to supply electric power to a power source of the vehicle.

  So far, a hybrid battery system combining two types of batteries has been proposed as a motor drive power source for electric vehicles (EV), hybrid electric vehicles (HEV), and plug-in hybrid electric vehicles (Plug-in HEV). .

For example, Patent Document 1 includes a first power source and a second power source connected to a load including a traveling motor, and power is supplied to the second power source from the first power source, and In the hybrid power supply apparatus for an electric vehicle configured to supply electric power to the load from the first and second power supplies, the first power supply is provided with voltage variable means capable of changing the output voltage, and Control means for controlling the voltage varying means is provided to arbitrarily control power distribution between the power supplied from the first power source to the load and the power supplied from the second power source to the load. A hybrid power supply device for an electric vehicle is disclosed.
JP-A-8-9511

  As a hybrid battery system for a vehicle as described above, the applicants are a secondary battery that can be charged and discharged, a main battery that cannot be replaced in a normal use, and a primary battery that cannot be charged. We are considering installing and operating a hybrid battery system consisting of an auxiliary battery on the premise of replacement in a vehicle. Here, examples of the main battery include a lithium ion battery, and examples of the auxiliary battery include a metal air battery such as an aluminum air battery.

  As a battery utilization mode in a vehicle equipped with a hybrid battery system proposed by the applicants, it is desirable to use up the auxiliary battery one by one after using a certain amount of the main battery. This is because the energy unit price of the auxiliary battery is expected to be expensive due to additional delivery costs, and replacement of an auxiliary battery that has not been used up in the middle is an economic loss. Therefore, as described above, it is better to use up the auxiliary batteries one by one so as to prepare for the next opportunity to replace the auxiliary batteries.

  On the other hand, since the battery has an internal resistance, the smaller the output from the battery, the smaller the loss. For this reason, from the viewpoint of energy efficiency, it is desirable to simultaneously use a plurality of batteries and reduce the output per battery. However, in the battery usage mode of the conventional hybrid battery system mounted on a vehicle, the auxiliary batteries are used up one by one as described above, and such an energy efficient battery usage mode cannot be adopted. From the viewpoint of energy efficiency, there was a problem that it was forced to run with a lot of loss.

In order to solve the above problem, the invention according to claim 1 includes a main battery, an auxiliary battery different from the main battery, a vehicle-mounted electric motor that receives power supply from the main battery and the auxiliary battery, and An output control unit that controls output of the main battery and the auxiliary battery when power is supplied to the electric motor from the main battery and the auxiliary battery, and a navigation unit that sets a travel route to the destination of the vehicle. And when the said destination is set in the said navigation part, it is controlled so that electric power is output from the some battery of the said main battery and the said auxiliary battery, It is characterized by the above-mentioned.

  According to a second aspect of the present invention, in the control device according to the first aspect, when the destination is not set in the navigation unit, a single battery out of the main battery and the auxiliary battery. It controls to output electric power from.

  The invention according to claim 3 is the control device according to claim 2, wherein the main battery has a remaining capacity of a predetermined amount or more when the destination is not set in the navigation unit. Then, control is performed so that power is output only from the main battery, and power is output from only a single battery among the auxiliary batteries under the condition that the main battery does not have a remaining capacity of a predetermined amount or more. It is characterized by controlling.

  According to a fourth aspect of the present invention, in the control device according to any one of the first to third aspects, the navigation unit further includes a current position detecting means for detecting a current position of the vehicle and a set destination. A route search means for searching the travel route of the vehicle, and a determination means for determining whether or not the current location of the detected vehicle is present on the searched route, wherein the vehicle is searched for by the determination means. When it is determined that the battery is present, control is performed such that power is output from a plurality of batteries among the main battery and the auxiliary battery.

  Further, the invention according to claim 5 is the control device according to any one of claims 1 to 4, wherein when the determination means determines that the vehicle is off the searched route, Control is performed such that power is output from a single battery of the main battery and the auxiliary battery.

  According to a sixth aspect of the present invention, in the control device according to the fifth aspect, when the determination means determines that the vehicle is off the searched route, the main battery has a predetermined amount or more. In the condition where there is a remaining capacity of the main battery, control is performed so that power is output only from the main battery, and in the condition where the main battery does not have a remaining capacity of a predetermined amount or more, only one of the auxiliary batteries is controlled. It controls to output electric power from.

  Further, the invention according to claim 7 is the control device according to any one of claims 1 to 6, further comprising main battery remaining capacity detection means for calculating the remaining capacity of the main battery. When the main battery remaining capacity is larger than a predetermined value, control is performed such that electric power is output from the main battery.

  Further, the invention according to claim 8 is the control device according to any one of claims 1 to 7, further comprising auxiliary battery remaining capacity detecting means for calculating a remaining capacity of each of the auxiliary batteries. When the remaining capacity of the main battery is smaller than a predetermined value, control is performed such that power is output from the auxiliary battery having the smallest remaining capacity of the detected auxiliary battery.

  In the control device according to the present invention, when the destination is set in the navigation unit and the amount of power consumed by traveling to the destination can be predicted, power is output from a plurality of batteries. So that it is controlled. For this reason, according to the control apparatus which concerns on this invention, a battery utilization form with sufficient energy efficiency can be employ | adopted suitably, and it becomes possible to implement | achieve driving | running | working with little energy loss.

It is a figure which shows the outline of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the outline of the block configuration of the control apparatus which concerns on embodiment of this invention. It is a figure which shows the flowchart of the output control processing operation | movement in the control apparatus which concerns on embodiment of this invention. It is a figure which shows the flowchart of the output control processing subroutine by several batteries in the control apparatus which concerns on embodiment of this invention. It is a figure which shows the flowchart of a battery remaining capacity check process subroutine in the control apparatus which concerns on embodiment of this invention. It is a figure which shows the flowchart of the normal parallel output control subroutine in the control apparatus which concerns on embodiment of this invention. It is a figure which shows the concept of the output in normal parallel output control. It is a figure which shows the flowchart of the replacement candidate battery priority output control subroutine in the control apparatus which concerns on embodiment of this invention. It is a figure which shows the concept of the output in replacement | exchange candidate battery priority output control. It is a figure which shows the flowchart of the cell priority output control subroutine in the control apparatus which concerns on embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing an outline of a vehicle on which a control device according to an embodiment of the present invention is mounted, and FIG. 2 is a diagram showing an outline of a block configuration of the control device according to an embodiment of the present invention. The control device according to the present embodiment controls a hybrid battery system that supplies electric power to a motor (electric motor) 60 mounted as a drive source of an electric vehicle (EV). In the present embodiment, an electric vehicle will be described as an example of a vehicle. However, the control device according to the present invention is a hybrid electric vehicle (HEV) or a plug-in hybrid electric vehicle (Plug-in) equipped with another motor. It can also be used to control a hybrid battery system in a vehicle such as HEV).

  1 and 2, 10 is a main battery (main battery), 11 is a main battery output control unit, 19-1, 19-2... 19-n are auxiliary battery (auxiliary battery) slots, 20-1, 20-2... 20-n is an auxiliary battery (auxiliary battery), 21-1 is a first auxiliary battery output controller, 21-2 is a second auxiliary battery output controller, and 21-3 is a third auxiliary battery output. The control unit, 50 is an inverter, 60 is a motor, 70 is a main control unit, 80 is a position information acquisition unit, 81 is a navigation unit, 82 is a map database, and 90 is a display unit.

  In the hybrid battery system in the present embodiment, a lithium ion battery is used as the main battery 10, and a metal air battery such as an aluminum air battery is used as the auxiliary batteries 20-1, 20-2. The main battery 10 is a chargeable / dischargeable secondary battery, and is not supposed to be basically replaced except during maintenance. On the other hand, the auxiliary batteries 20-1, 20-2,..., 20-n are primary batteries that cannot be charged, and are premised on replacement when the remaining amount is exhausted. In general, the replaceable auxiliary battery can be set to an arbitrary number, but in the present embodiment, the first auxiliary battery 20-1, the second auxiliary battery 20-2, and the third auxiliary battery. An electric vehicle vehicle capable of mounting four auxiliary batteries, that is, the battery 20-3 and the fourth auxiliary battery 20-4 will be described.

In order to mount the auxiliary batteries 20-1, 20-2, 20-3, 20-4 as described above on the vehicle, the auxiliary battery slots 19-1, 19-2, 19-3, 19- 4 is provided. The auxiliary battery slots 19-1, 19-2, 19-3, 19-
4 allows any number of auxiliary batteries up to four to be mounted on the vehicle so as to be electrically connectable.

  FIG. 2 shows a control device according to an embodiment of the present invention, in which auxiliary batteries 20-1, 20-2, and 20-3 are installed in the auxiliary battery slots 19-1, 19-2, and 19-3, respectively. The block configuration is shown. Hereinafter, a case where three auxiliary batteries 20-1, 20-2, and 20-3 are attached to the hybrid battery system of the vehicle will be described as an example, but the control device of the present invention is not limited to this example. It works.

  The main battery 10 is provided with a battery voltage detection unit (not shown) and a battery current detection unit (not shown) for detecting the voltage value and the current value of the main battery 10, and the voltage value acquired by them. The state information signal of the main battery 10 such as the current value is input to the main control unit 70. The state information signal of the main battery 10 is used by the main control unit 70 to calculate an SOC (State of Charge) indicating the remaining capacity of the main battery 10. The main battery output control unit 11 is a circuit unit such as a chopper circuit that controls the output from the main battery 10, and controls the output of the main battery 10 based on the battery control signal from the main control unit 70. .

  Similarly, the auxiliary batteries 20-1, 20-2, 20-3,... Include a battery voltage detector (not shown) and a battery current detector for detecting the voltage value and current value of each auxiliary battery. (Not shown) is provided, and status information signals of each auxiliary battery such as a voltage value and a current value acquired by these are input to the main control unit 70. Such state information signals of the auxiliary batteries 20-1, 20-2, 20-3,... Are used by the main control unit 70 to calculate an SOC (State of Charge) indicating the remaining capacity of each auxiliary battery. Used for The first auxiliary battery output control unit 21-1, the second auxiliary battery output control unit 21-2, the third auxiliary battery output control unit 21-3,... Are chopper circuits that control output from the respective auxiliary batteries. And controls the output of each auxiliary battery based on the battery control signal from the main control unit 70.

  The main control unit 70 can be configured by a general-purpose information processing mechanism including, for example, a microcomputer, a ROM that holds a program that operates on the microcomputer, and a RAM that is a work area of the microcomputer.

  The main control unit 70 calculates the SOC of each battery based on the state information signal of each battery acquired by the main battery 10, the auxiliary batteries 20-1, 20-2, 20-3,. Further, the main control unit 70 acquires the traveling state information of the vehicle acquired by the navigation unit 81, and based on the acquired traveling state information and the calculated SOC of each battery, the main battery output control unit 11. Battery control signals for controlling the battery output control units of the first auxiliary battery output control unit 21-1, the second auxiliary battery output control unit 21-2, the third auxiliary battery output control unit 21-3,. Or the display unit 90 performs a predetermined display.

The position information acquisition unit 80 acquires the current position information of the vehicle by using a GPS positioning unit that receives a GPS signal from a GPS satellite and calculates its own position. The navigation unit 81 is a general well-known navigation system, and the map database 82 is a database such as map information referred to by the navigation unit 81. The map database 82 stores road information, facility information, and the like. The map database 82 stores road information, facility information, and the like. In particular, in the control device according to the present embodiment, the map database 82 includes road type information (general roads, national roads, expressways). Etc.) is stored.

  The display unit 90 is provided in the driver's seat of the vehicle, and is configured to provide information related to the vehicle to the driver or to perform a predetermined warning to the driver. As the display unit 90, a display device such as a liquid crystal can be used. Further, in addition to such display unit 90, voice guidance and warning may be given to the driver as necessary.

  The navigation unit 81 has an interface unit (not shown) that allows input by a user such as a vehicle driver, and the user can input a destination from this interface unit. The navigation unit 81 searches the map database 82 for a candidate route when traveling to the destination from the current position information acquired by the position information acquisition unit 80 and the input destination information. . The user can select and set a suitable route from the searched candidate routes by the interface unit of the navigation unit 81. Thereafter, the user can reach the destination by driving the vehicle in accordance with the travel route guide set in the navigation unit 81. Further, the navigation unit 81 can detect, for example, that the vehicle has been removed from the set travel route by the position information acquisition unit 80. Conventionally well-known techniques can be used for route search and route setting as described above.

  Next, the control operation of the control device of the vehicle-mounted hybrid battery system configured as described above will be described. FIG. 3 is a flowchart of the output control processing operation of the control device according to the embodiment of the present invention. In FIG. 3, when the output control process is started in step S100, the process proceeds to step S101, and the auxiliary battery 20 (hereinafter referred to as an auxiliary battery) is inserted into the auxiliary battery slots 19-1, 19-2, 19-3, 19-4. It is determined whether or not the battery is referred to as “AB”. For such determination, a switch sensor (not shown) provided in the auxiliary battery slot is used.

  When the determination in step S101 is YES, the process proceeds to step S102, and when the determination is NO, the process proceeds to step S107. In step S107, output control is performed only by the main battery 10 (hereinafter, the main battery may be referred to as “MB”).

  In step S102, it is determined in the navigation unit 81 whether or not the user has set a travel route. When the determination result of step S102 is YES, the process proceeds to step S103, and when NO, the process proceeds to step S106. In step S106, the process jumps to a subroutine for output control by a single battery.

  In step S <b> 103, it is determined whether or not the vehicle is traveling on the route set in the navigation unit 81 based on the own vehicle position information acquired by the position information acquisition unit 80. When the determination result in step S103 is YES, the process proceeds to step S104, and in step S104, the process jumps to a subroutine for output control using a plurality of batteries. If the determination result of step S103 is NO, the process proceeds to step S106. In step S106, the process jumps to a subroutine for output control by a single battery.

  In step S105, it is determined whether or not the vehicle has been driven. If the vehicle has ended, the process proceeds to step S108 to end the output control process. If not, the process returns to step S101 to loop.

  In the present embodiment, either a subroutine for output control using a plurality of batteries or a subroutine for output control using a single battery is executed in accordance with the vehicle traveling state information from the navigation unit 81 or the like. However, the concept of introducing such settings will be described below.

  From the viewpoint of energy efficiency, it is better to use multiple batteries in parallel to reduce energy loss because of the internal resistance of the battery. However, on the other hand, in order not to waste energy at the time of replacement, it is better to use up the auxiliary batteries one by one, and then use the next auxiliary battery to prepare for the next auxiliary battery replacement opportunity. .

  By the way, if it is known that the vehicle travels according to the route set by the navigation unit 81, it is possible to calculate the total electric energy required for traveling, so that a plurality of batteries are used in parallel. However, it is possible to perform output control that uses up the auxiliary battery. Therefore, in this embodiment, when a route scheduled to travel is set by the navigation unit 81 and the vehicle is traveling along the route, an output control routine that uses a plurality of batteries in parallel is adopted, while the navigation unit When the route scheduled for traveling is not set at 81 or when the vehicle deviates from the route scheduled for traveling, an output control routine using single cells is set to be adopted. As described above, according to this embodiment, when the total amount of electric power required for traveling can be predicted, an energy efficient battery utilization mode can be adopted, and traveling with less energy loss can be realized. It becomes possible.

  Next, a description will be given of an output control routine that uses a plurality of batteries that are jumped in step S104 in parallel when a route to be traveled is set in the navigation unit 81 and the vehicle is traveling on the route. FIG. 4 is a flowchart of an output control processing subroutine by a plurality of batteries of the control device according to the embodiment of the present invention. The output control process shown in FIG. 4 is control using a plurality of batteries in parallel, and is referred to as parallel control in this specification.

In FIG. 4, when a subroutine for output control processing using a plurality of batteries is started in step S200, the process proceeds to step S201, where a subroutine for battery remaining capacity check processing is executed. The remaining battery capacity check processing subroutine will be described with reference to FIG. When the remaining battery capacity check processing subroutine is started in step S300, in the next step S301, the amount of electric power W0 required for traveling from the current location to the destination acquired by the position information acquisition unit 80 is calculated. For such calculations, road type information (types such as general roads, national roads, and highways) stored in the map database 82 can be used effectively. That is, the average power consumed on the general road, the average power consumed on the national highway, and the highway consumed on each of the breakdown of the general road, the national highway, and the highway on the route set in the navigation unit 81 By multiplying each of the average power amounts and taking the sum of these, the power amount W0 required to reach the destination can be calculated.

In step S302, the total power Wt of the remaining electric energy (Wm) of the main battery 10 (MB) and the remaining electric energy (Wa) of the auxiliary batteries 20-1, 20-2... 20-n (AB) is calculated. To do. For such calculation, the main battery 10 and the auxiliary battery 20-1 are used.
, 20-2, 20-3,..., 20-2, 20-3, etc., the data acquired in each battery state information signal is used.

In step S303, the total available electric energy Wu is set to Wu = Wt− (main battery 10
(Remaining electric energy when SOC is 30%), and the process returns in step S304.
Note that the Wu is calculated from the remaining amount Wt of all the batteries by the difference in the remaining amount when the SOC of the main battery 10 is 30%. If such setting is unnecessary, Wu = Wt can be set.

  Returning to the flowchart of FIG. 4, it is determined in step S202 whether Wu> W0.

  When the determination in step S202 is YES, that is, when it is possible to travel on all the set routes depending on the remaining battery level and the destination can be reached without adding or replacing the auxiliary battery, the process proceeds to step S203.

  In step S203, the process jumps to a subroutine that performs normal parallel output control. The normal parallel output control subroutine uses connected batteries in parallel, but the output ratio from each battery can be arbitrarily set. In this routine, for example, control may be performed so that equivalent output is performed from all the connected batteries, or control may be performed so that output is performed according to the remaining amount of each battery. Alternatively, output control may be performed based on other criteria.

  Further, when the determination in step S202 is NO, that is, when it is impossible to travel on all the set routes depending on the remaining amount of the battery and it is necessary to add or replace the auxiliary battery before reaching the destination Proceed to step S204. In step S204, the process jumps to a subroutine for performing replacement candidate battery monitoring output control. This replacement candidate battery monitoring output control subroutine is a routine that makes it easy to replace the auxiliary battery by performing control so as to monitor the auxiliary battery that is a replacement candidate among the batteries used in parallel. By using the replacement battery monitoring output control subroutine as described above, by using the auxiliary battery that is the replacement candidate, the auxiliary battery is used up and the user is encouraged to replace it while using multiple batteries in parallel. Output control can be performed. In this embodiment, by performing such output control, it is possible to adopt a battery utilization form with high energy efficiency, and it is possible to realize traveling with less energy loss.

  In step S205, the process returns to the main routine.

  Next, the normal parallel output control subroutine that jumps in step S203 will be described. FIG. 6 is a flowchart of a normal parallel output control subroutine in the control apparatus according to the embodiment of the present invention. In FIG. 6, when the normal parallel output control subroutine is started in step S400, the process proceeds to step S401, where it is determined whether the SOC of the main battery 10 is 30% or less.

When the determination result in step S401 is NO, the process proceeds to step S402, and parallel output control is performed from a plurality of batteries including the main battery 10. Here, FIG. 7A is a diagram showing an output image from each battery in step S402. For example, in the example shown in FIG. 7A, among the auxiliary battery 20-1, the auxiliary battery 20-2, and the auxiliary battery 20-3 mounted on the vehicle, the auxiliary battery 20-2 and the auxiliary battery 20-3 The two are used in parallel. Further, since the SOC of the main battery 10 exceeds 30%, the main battery 10 is also used in parallel. According to such a usage form of the battery, it is possible to reduce a loss due to the internal resistance of the battery. The output ratio from the auxiliary battery 20-2, auxiliary battery 20-3, and main battery 10 is controlled to be proportional to the remaining capacity of each battery.

  When the determination result in step S401 is YES, the process proceeds to step S403, and parallel output control is performed from the battery excluding the stemain battery 10. Here, FIG. 7B is a diagram showing an output image from each battery in step S403.

  For example, in the example shown in FIG. 7B, among the auxiliary battery 20-1, the auxiliary battery 20-2, and the auxiliary battery 20-3 mounted on the vehicle, the auxiliary battery 20-2 and the auxiliary battery 20-3 The two are used in parallel. Further, since the SOC of the main battery 10 is 30% or less, the main battery 10 is not used. It is possible to reduce the loss due to the internal resistance of the battery even by using such a battery. The output ratio from the auxiliary battery 20-2 and the auxiliary battery 20-3 is controlled to be proportional to the remaining capacity of each battery.

  In step S404, the process returns to the original routine.

  Next, the replacement candidate battery monitoring output control subroutine that jumps in step S204 will be described. FIG. 8 is a flowchart of a replacement candidate battery monitoring output control subroutine in the control device according to the embodiment of the present invention.

  In FIG. 8, when the replacement candidate battery monitoring output control subroutine is started in step S500, the process proceeds to step S501, and the auxiliary battery 20 having the smallest remaining amount (SOC) is determined as the replacement candidate auxiliary battery 20. .

  In step S502, it is determined whether the SOC of the main battery 10 is 30% or less.

  When the determination result in step S502 is NO, the process proceeds to step S503, and parallel output control is performed from a plurality of batteries including the main battery 10. Here, FIG. 9A shows an output image from each battery in step S503. For example, in the example shown in FIG. 9A, of the auxiliary battery 20-1, the auxiliary battery 20-2, and the auxiliary battery 20-3 mounted on the vehicle, the auxiliary battery 20-2 and the auxiliary battery 20-3 The two are used in parallel. Further, since the SOC of the main battery 10 exceeds 30%, the main battery 10 is also used in parallel. According to such a usage form of the battery, it is possible to reduce a loss due to the internal resistance of the battery. The output ratio from the auxiliary battery 20-2, auxiliary battery 20-3, and main battery 10 is controlled to be proportional to the remaining capacity of each battery.

  When the determination result in step S502 is YES, the process proceeds to step S506, and parallel output control is performed from the batteries other than the stemain battery 10. Here, FIG. 9B is a diagram showing an output image from each battery in step S506. For example, in the example shown in FIG. 9B, among the auxiliary battery 20-1, the auxiliary battery 20-2, and the auxiliary battery 20-3 mounted on the vehicle, the auxiliary battery 20-2 and the auxiliary battery 20-3 The two are used in parallel. Further, since the SOC of the main battery 10 is 30% or less, the main battery 10 is not used. It is possible to reduce the loss due to the internal resistance of the battery even by using such a battery. The output ratio from the auxiliary battery 20-2 and the auxiliary battery 20-3 is controlled to be proportional to the remaining capacity of each battery.

  In step S504, it is determined whether the remaining amount of the auxiliary battery (the auxiliary battery 20-3 in the example of FIG. 9) that is a replacement candidate is zero. When the determination in step S504 is NO, the process proceeds to step S506 and returns. When the determination is YES, the process proceeds to step S505, and a sign indicating that the auxiliary battery needs to be replaced is lit on the display unit 90. As a result, it is possible to notify the user that one of the auxiliary batteries has become empty and to prompt replacement.

  Next, a subroutine for cell priority output control that jumps from step S106 of the main routine will be described. FIG. 10 is a flowchart of a cell priority output control subroutine in the control apparatus according to the embodiment of the present invention. The output control processing shown in FIG. 10 is control that sequentially uses the batteries one by one, and is referred to as sequential control in this specification. In this sequential control, first, under the condition that the main battery 10 has a remaining capacity of a predetermined amount or more, control is performed so that power is output only from the main battery 10, and then the main battery 10 has a remaining capacity of a predetermined amount or more. When the condition is not satisfied, power is output from only a single battery of the auxiliary batteries 20.

  In FIG. 10, when the output control subroutine by the single battery is started in step S600, it is determined in subsequent step S601 whether the SOC of the main battery 10 is 30% or less. When the result of the determination in step S601 is YES, the process proceeds to step S602, and output control is performed only from the auxiliary battery 20 having the lowest remaining amount. On the other hand, when the result of the determination in step S601 is NO, the process proceeds to step S603, and output control is performed only from the main battery 10. In step S604, the process returns to the main routine.

  As described above, in the control device according to the present invention, when the destination is set in the navigation unit and the amount of power consumed by traveling to the destination can be predicted, power is supplied from a plurality of batteries. Control to output. For this reason, according to the control apparatus which concerns on this invention, a battery utilization form with sufficient energy efficiency can be employ | adopted suitably, and it becomes possible to implement | achieve driving | running | working with little energy loss.

DESCRIPTION OF SYMBOLS 10 ... Main battery (main battery), 11 ... Main battery output control part, 19-1, 19-2 ... 19-n ... Auxiliary battery (auxiliary battery) slot, 20-1, 20 -2 ... 20-n ... auxiliary battery (auxiliary battery), 21-1 ... first auxiliary battery output controller,
21-2 ... second auxiliary battery output control unit, 21-3 ... third auxiliary battery output control unit, 50 ... inverter, 60 ... motor, 70 ... main control unit, 80. ..Position information acquisition unit, 81 ... Navigation unit, 82 ... Map database, 90 ... Display unit

Claims (8)

A main battery and an auxiliary battery different from the main battery;
A vehicle-mounted electric motor that receives power from the main battery and the auxiliary battery;
An output control unit for controlling the output of the main battery and the auxiliary battery when power is supplied from the main battery and the auxiliary battery to the electric motor;
A navigation unit for setting a travel route to the destination of the vehicle,
When the said destination is set in the said navigation part, it controls to output electric power from the some battery of the said main battery and the said auxiliary battery, The control apparatus characterized by the above-mentioned. 2. The control according to claim 1, wherein when the destination is not set in the navigation unit, control is performed such that power is output from a single battery of the main battery and the auxiliary battery. Control device. When the destination is not set in the navigation unit,
Under the condition that the main battery has a remaining capacity of a predetermined amount or more, control is performed so that power is output only from the main battery,
3. The control device according to claim 2, wherein control is performed so that electric power is output from only a single battery among the auxiliary batteries under a condition that a remaining capacity of a predetermined amount or more does not exist in the main battery. Furthermore, the navigation part
Current location detection means for detecting the current location of the vehicle, route search means for searching for a travel route to the set destination, and whether or not the current location of the detected vehicle exists on the searched route A determination unit, and when the determination unit determines that the vehicle is on the searched route, control is performed so that power is output from a plurality of the main battery and the auxiliary battery. The control device according to any one of claims 1 to 3, wherein the control device is characterized in that: When it is determined by the determination means that the vehicle is off the searched route, control is performed so that power is output from a single battery of the main battery and the auxiliary battery. The control device according to any one of claims 1 to 4. If it is determined by the determination means that the vehicle is off the searched route,
Under the condition that the main battery has a remaining capacity of a predetermined amount or more, control is performed so that power is output only from the main battery,
6. The control device according to claim 5, wherein control is performed so that power is output from only a single battery among the auxiliary batteries under a condition that the main battery has no remaining capacity of a predetermined amount or more. further,
A main battery remaining capacity detecting means for calculating the remaining capacity of the main battery;
The control device according to any one of claims 1 to 6, wherein when the detected remaining capacity of the main battery is larger than a predetermined value, control is performed so that electric power is output from the main battery. further,
Auxiliary battery remaining capacity detection means for calculating the remaining capacity of each of the auxiliary batteries,
The control is performed to output power from the auxiliary battery with the smallest remaining capacity of the detected auxiliary battery when the detected remaining capacity of the main battery is smaller than a predetermined value. Item 8. The control device according to Item 7.

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