JP2018027713A - Vehicle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle system in which a vehicle does not stop even when one of temperature sensors for battery temperature detection becomes abnormal, and a vehicle can be stopped when it is highly likely that the temperature of the battery is actually a predetermined temperature or more.SOLUTION: In a vehicle system 1, on condition that a detection temperature of a temperature sensor 5 or 6 that detects a higher temperature of a plurality of temperature sensors 5, 6 for battery temperature detection is a first predetermined temperature or higher, and that a detection temperature of a temperature sensor 6 or 5 that detects a lower temperature than the temperature sensor 5 or 6 that detects the higher temperature of the plurality of temperature sensors 5, 6 is a second predetermined temperature or higher, the vehicle system 1 is turned off and travelling is stopped.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle system that controls driving of a vehicle.

  Conventionally, as a vehicle system for controlling driving of a vehicle, there is one described in Patent Document 1. This vehicle system is configured to stop the vehicle when a temperature sensor for battery temperature detection detects a battery temperature higher than a predetermined value.

JP 2008-239079 (FIG. 7)

  In the vehicle system disclosed in Patent Document 1, when the temperature sensor fails and the battery temperature cannot be accurately detected, the battery temperature is determined to be higher than a predetermined value even though the battery temperature is normal, and the vehicle is stopped. There is a risk of letting you.

  An object of the present invention is to stop a vehicle even when one of the temperature sensors for detecting the battery temperature becomes abnormal, and to stop the vehicle when there is a high probability that the battery is actually above a predetermined temperature. It is to provide a vehicle system that can.

  A vehicle system according to the present invention includes a plurality of temperature sensors that detect a temperature of a battery that is mounted on a vehicle and supplies electric power to a vehicle drive motor generator, and controls the traveling of the vehicle. The detected temperature of the first temperature sensor that detects a relatively high temperature among the sensors is equal to or higher than the first predetermined temperature, and is lower than the detected temperature of the first temperature sensor among the plurality of temperature sensors. On the condition that the detected temperature of the second temperature sensor that detects the temperature is equal to or higher than the second predetermined temperature, the vehicle system is turned off to stop traveling.

  According to the vehicle system of the present invention, even if the detected temperature of the first temperature sensor that detects a relatively high temperature among the plurality of temperature sensors that detect the battery temperature is equal to or higher than the first predetermined temperature, Electric power can be supplied to the control unit, and power can be supplied to the vehicle. Therefore, even when the first temperature sensor detects a high temperature due to a failure, the vehicle can travel and an unnecessary burden on the user can be reduced.

  Furthermore, the detected temperature of the second temperature sensor that detects the temperature that is detected by the first temperature sensor is equal to or higher than the first predetermined temperature and lower than the detected temperature of the first temperature sensor is the second predetermined temperature. When the temperature is higher than the temperature, the vehicle system is turned off and no power is supplied to the vehicle. Accordingly, two temperature sensors of the plurality of temperature sensors detect a high temperature above a predetermined temperature, and the vehicle can be stopped when there is a high probability that the battery is actually at a predetermined temperature or higher. Therefore, when the battery temperature is actually high and there is a high possibility that the battery is abnormal, the vehicle can be stopped reliably and safety can be ensured.

1 is a schematic configuration diagram of a vehicle system according to an embodiment of the present invention. It is a figure which shows an example of the timing chart of the various signals in the said vehicle system. It is a flowchart which shows an example of the process sequence of control which can be performed with the said vehicle system.

  Embodiments according to the present invention will be described below in detail with reference to the accompanying drawings. In addition, when a plurality of embodiments and modifications are included in the following, it is assumed from the beginning that these characteristic portions are used in appropriate combinations. Further, in this specification, a battery refers to a battery that supplies power to a motor generator for driving a vehicle, and a battery that supplies power to an auxiliary machine is referred to as an auxiliary battery. .

  FIG. 1 is a schematic configuration diagram of a vehicle system 1 according to an embodiment of the present invention. The vehicle system 1 can be suitably applied to a plug-in hybrid car that can charge the battery 10 with electric power from a household outlet or a hybrid car that cannot be charged from the outside. Hereinafter, a plug-in hybrid vehicle (hereinafter simply referred to as a vehicle) in which external power can be charged to the battery 10 will be described as an example.

  As shown in FIG. 1, the vehicle system 1 includes a battery 10, a DC-DC converter 3, a PCU (power control unit) 4, a motor generator (hereinafter referred to as MG) 7, an auxiliary battery 36, an engine 28, a system main Relay (SMR) 30, relay 31 for selecting power supply or interruption from auxiliary battery 36 to auxiliary machine, fan 32, first temperature sensor 5, second temperature sensor 6, ammeter 34, and control unit 20.

  The control unit 20 includes an HV integrated ECU (electronic control unit) 21, a battery ECU 22, and an engine ECU 23. The battery ECU 22 communicates bidirectionally with the HV integrated ECU 21, performs charging control of the battery 10 by a control signal from the HV integrated ECU 21, and outputs data related to the charging state and battery temperature of the battery 10 to the HV integrated ECU 21. . The engine ECU 23 also communicates bidirectionally with the HV integrated ECU 21 and controls the operation of the engine 28 by a control signal from the HV integrated ECU 21, and various data representing the state of the engine 28, for example, intake air temperature, exhaust gas temperature The throttle opening, the coolant temperature, the engine speed, etc. are output to the HV integrated ECU 21. Moreover, although not shown in figure, the control part 20 communicates bidirectionally also with motor ECU which controls the driving | operation of MG7. The HV integrated ECU 21 controls the engine ECU 23, the battery ECU 22, the motor ECU, and the like based on information from each ECU, and executes engine operation control, MG7 operation control, battery 10 charge control, and the like.

  In this vehicle, the battery 2 can be charged with electric power from the external power source 15 by the charger 2. The charger 2 has a charging port 2a into which a plug 15a connected to an external power source 15 is inserted. The charger 2 converts AC power from the external power source 15 into DC power for charging. The charger 2 has a control circuit capable of changing the output power, and the output power is appropriately adjusted by the control of the control circuit by the battery ECU 22 based on the control signal from the HV integrated ECU 21. The output terminal of the charger 2 is connected to the battery 10 via the relay switch 16, and the relay switch 16 is controlled to be opened and closed by a signal from the battery ECU 22. With the relay switch 16 closed, AC power from the external power source 15 is converted into DC power by the charger 2 and then charged to the battery 10.

  The battery 10 is a high voltage battery having a terminal voltage of about 200 volts, for example. The battery 10 has, for example, a structure in which a plurality of battery stacks 18 are connected in series by bus bars, and each battery stack 18 has a structure in which, for example, a plurality of battery modules are connected in series by bus bars. The battery module has a structure in which, for example, a plurality of secondary batteries (chargeable / dischargeable batteries such as lithium ion batteries and nickel metal hydride batteries) are connected in parallel. The battery 10 may include a plurality of battery stacks connected in parallel, and at least one battery stack may include a plurality of battery modules connected in parallel. The at least one battery module may include a plurality of secondary batteries connected in series.

  The battery 10 is electrically connected to a PCU (power control unit) 4 via the SMR 30. The PCU 4 includes a boost converter that boosts the voltage of the battery 10 to, for example, about a maximum voltage in a vehicle system of about 600 V, and an MG 7 that converts the boosted DC voltage into an AC voltage and serves as a vehicle power source. An inverter for driving is included. MG7 can be suitably configured, for example, with a three-phase synchronous motor, and in this case, the inverter supplies three-phase AC power to MG7. The motor ECU controls the boost converter, the inverter, and the like based on a control signal from the HV integrated ECU 21. Under the control of the motor ECU, during the power running operation of the traveling MG 7, the DC voltage from the battery 10 is boosted by the boost converter, converted to an AC voltage by the inverter, and then supplied to the MG 7. In the regenerative operation of MG7, the regenerative voltage from the inverter is stepped down by the boost converter and then supplied to battery 10. In the example illustrated in FIG. 1, the vehicle system 1 includes only one MG 7. However, the vehicle system may include a plurality of MGs. For example, the vehicle system may include a first MG that mainly functions as a generator and a second MG that mainly functions as a motor.

  As shown in FIG. 1, the battery 10 is also electrically connected to the DC-DC converter 3 via the SMR 30. The DC-DC converter 3 steps down the voltage of the battery 10 to a low voltage of, for example, about 12 V under the control of the HV integrated ECU 21 and then supplies DC power based on the stepped-down voltage to the auxiliary battery 36. The auxiliary battery 36 is electrically connected to an auxiliary machine, for example, a control unit 20 (including an HV integrated ECU 21, a battery ECU 22, an engine ECU 23, and a motor ECU), a light, an air conditioner, a power steering, a wiper, and an audio through the relay 31. Connected to supply power to the auxiliary equipment.

  The first and second temperature sensors 5 and 6 are installed at different locations in the battery 10. Each temperature sensor 5, 6 is electrically connected to the battery ECU 22 via a lead wire. Each of the temperature sensors 5 and 6 includes, for example, a thermistor element whose electrical resistance varies with temperature and an insulator such as a resin having high thermal conductivity, and protects the thermistor element by covering the periphery of the thermistor element. Part. In each temperature sensor 5, 6, the protective insulating portion is attached in contact with the surface of the battery 10. In each temperature sensor 5, 6, when the temperature of the thermistor element changes in accordance with the temperature at the installation location, the resistance value of the thermistor element changes and the current flowing through the lead wire changes. The battery ECU 22 detects the temperature at the place where the temperature sensors 5 and 6 are installed based on the value of the current flowing through the lead wire. In this embodiment, the vehicle system 1 includes two battery temperature detection temperature sensors 5 and 6, but the vehicle system may include three or more battery temperature detection temperature sensors.

  The fan 32 is provided to cool the battery stack 18 of the battery 10. The wind from the fan flows, for example, in the duct and is sent to each battery stack 18 of the battery 10 substantially evenly. The battery ECU 22 appropriately changes the frequency of the AC power supplied to the motor of the fan 32 by inverter control, and appropriately changes the rotation speed of the motor. Further, the battery ECU 22 controls the driving or stopping of the fan 32 by performing on / off control of a relay (not shown) provided in a line for supplying power from the auxiliary battery 36 to the fan 32. In FIG. 1, the vehicle system 1 includes two battery cooling fans 32, but the vehicle system may include any number of one or more battery cooling fans.

  The ammeter 34 detects a current flowing through the battery 10 and outputs a signal representing the current to the battery ECU 22. The signal from the ammeter 34 is used, for example, to estimate the state of charge SOC (state of charge: the ratio of the charge capacity to the full charge capacity of the battery 10 (charge state)). In addition, when charging is performed in a state where the SOC is high, the charging efficiency is lowered. Therefore, if the upper limit voltage is provided in a region where the SOC is large and the charging power is limited to a small value, the temperature rise and overvoltage due to the lowering of the charging efficiency can be suppressed. 10 deterioration can be suppressed. The signal from the ammeter 34 can also be used for overvoltage suppression (battery deterioration suppression). In addition, a voltmeter that measures the voltage of the battery 10 may be provided, and the measured voltage may be used for SOC estimation or the like.

  As shown in FIG. 1, the HV integrated ECU 21 and the battery ECU 22 can output control signals to the SMR 30 independently of each other, and can control the SMR 30 on and off. When the SMR 30 is controlled to be turned off by the HV integrated ECU 21 or the battery ECU 22, power is not supplied from the battery 10 to the PCU 4. As a result, vehicle travel using MG7 becomes impossible, and battery-less travel using engine 28 is executed. When there are a plurality of MGs, at least one MG generates power with the power of the engine, and the power of the generated power can be used as a motor for another MG. In this specification, battery-less traveling means vehicle traveling that does not use electric power from the battery 10.

  The HV integrated ECU 21 performs on / off control of a relay 31 that supplies or cuts off electric power from the auxiliary battery 36 to various auxiliary machines. Even if the SMR 30 is controlled to be off and the power supply from the battery 10 becomes impossible, the auxiliary battery 36 can be used, so that the engine 28 can travel by supplying power from the auxiliary battery 36 to the control unit 20. It is. On the other hand, when the HV integrated ECU 21 controls the relay 31 to be turned off, the supply of power from the auxiliary battery 36 to the control unit 20 is cut off, and power is supplied to the HV integrated ECU 21, the battery ECU 22, the engine ECU 23, and the motor ECU. The vehicle system 1 is turned off, power cannot be supplied to the wheels, and the vehicle cannot travel. As a result, for example, if the vehicle is traveling, the vehicle stops after performing inertial inertia-based traveling. The relay 31 OFF control by the HV integrated ECU 21 is executed when a serious (serious) abnormality occurs in the vehicle system.

  FIG. 2 is a diagram illustrating an example of a timing chart of various signals in the vehicle system 1. FIG. 2 shows a timing chart from a certain time t1, where f1 is a temperature sensor that detects a high temperature of the two temperature sensors 5, 6 (hereinafter, the temperature sensor is referred to as the first temperature sensor 5). F2 is a temperature sensor that detects a lower temperature of the two temperature sensors 5, 6 (hereinafter, the temperature sensor is the second temperature sensor 6). The detection temperature will be described using the case of Further, a is a first predetermined temperature, a temperature at which the battery temperature may have reached an abnormal temperature, and a temperature at which the first temperature sensor 5 may have failed. Further, b is a second predetermined temperature that is lower than the first predetermined temperature, and is a temperature at which the battery temperature is considered to have reached an abnormal temperature. Unlike the description using FIG. 2, the second temperature sensor 6 detects the high temperature among the two temperature sensors 5 and 6, and detects the low temperature among the two temperature sensors 5 and 6. It goes without saying that the first temperature sensor 5 may be used.

  In the timing chart, the current value is the current value of the current flowing through the battery 10 detected by the ammeter 34. The high temperature abnormality flag is information indicating whether the detected temperature of the first temperature sensor 5 has reached the first predetermined temperature, and when the detected temperature of the first temperature sensor 5 has not reached the first predetermined temperature. It is a digital signal that becomes low level and becomes high level in the opposite case. This digital signal is stored in the memory of the control unit 20, for example, in the storage unit of the HV integrated ECU 21.

  The batteryless command is a control signal from the HV integrated ECU 21 to the SMR 30. When the control signal is switched from the high level to the low level, the SMR 30 is switched from the on state to the off state. The SMR forced OFF is a control signal from the battery ECU 22 to the SMR 30. When the control signal is switched from the low level to the high level, the SMR 30 is switched from the on state to the off state. The SMR forced OFF is a signal for switching the state of the SMR 30 as with the batteryless command. The forced SMR OFF is a signal used to switch the SMR 30 from the on state to the off state when the SMR 30 that has been switched to the off state by the batteryless command is in the on state due to some problem. This signal is output for safety.

  The MG shutdown is a control signal output from the HV integrated ECU 21 to the inverter included in the PCU 4. When the inverter receives the control signal, a line for supplying power from the inverter to the MG 7 is a relay (not shown). ). Thus, the HV integrated ECU 21 can also shut down the MG 7 by outputting an MG shutdown signal. The READYOFF request is a control signal output from the HV integrated ECU 21 to the relay 31. When the control signal is switched from the low level to the high level, the relay 31 is switched from the on state to the off state, and the control unit 20 No power is supplied to the vehicle system 1 and the vehicle system 1 is turned off. Even when the vehicle system 1 is off, power is supplied from the auxiliary battery 36 to the necessary equipment.

  In the time chart shown in FIG. 2, at time t2 after time t1, the detected temperature of the first temperature sensor 5 that detects a higher temperature than the second temperature sensor 6 reaches the first predetermined temperature a, and the temperature is high. The information flag is high. Such information is stored in the storage unit of the control unit 20, and the control unit 20 recognizes the possibility of failure of the first temperature sensor 5. At a time t3 after a lapse of a predetermined time from the time t2, the HV integrated ECU 21 outputs a control signal indicating a battery-less command to the SMR 30, the SMR 30 is turned off, and electric power cannot be supplied from the battery 10, so that the vehicle is It becomes less driving. In this battery-less running, for example, the engine ECU 23 that has received a signal from the HV integrated ECU 21 appropriately controls the state of the engine 28, so that the vehicle shifts to engine running.

  Subsequently, at a time t4 after the elapse of a predetermined time from the time t3, the battery ECU 22 outputs a control signal indicating SMR forced OFF to the SMR 30. This operation is performed to turn off the SMR 30 when the SMR 30 is in the on state for some reason, and is performed for safety. Further, at time t5 after the elapse of a predetermined time from time t4, a control signal indicating MG shutdown is output from the HV integrated ECU 21 to the inverter in the PCU 4, and power supply from the inverter to MG 7 becomes impossible.

  Subsequently, at time t6 after time t5, the temperature detected by the second temperature sensor 6 has reached the second predetermined temperature b. For example, the second temperature sensor 6 may detect the battery temperature five times at a time interval of 500 msec. Then, the average of the battery temperatures detected five times may be specified as the battery temperature detected by the second temperature sensor 6. However, the present invention is not limited to this, and the highest temperature detected by the second temperature sensor 6 may be simply set as the battery temperature detected by the second temperature sensor 6, and the detected temperature of the second temperature sensor 6 may be determined by other methods. You may decide.

  At time t6, the temperature detected by the first temperature sensor 5 reaches the first predetermined temperature a, and then the temperature detected by the second temperature sensor 6 reaches the second predetermined temperature b. Therefore, since the two temperature sensors 5 and 6 detect the abnormality of the battery temperature, the probability that the battery temperature is actually abnormally high is increased.

  When the second temperature sensor 6 that detects the second high temperature following the first temperature sensor 5 detects an abnormal battery temperature, the HV integrated ECU 21 detects the auxiliary battery 36 and the various auxiliary machines (control unit 20). A control signal indicating a READYOFF request is output to the relay 31 provided on the line between When the control signal is input to the relay 31, the relay 31 is turned off and no power is supplied to the control unit 20. Then, no power is supplied to the vehicle, the vehicle system 1 is turned off, and the vehicle cannot travel.

  In this example, the current value fluctuates around time t6 when the HV integrated ECU 21 outputs a control signal to the relay 31. The fluctuation of the current value indicates that one or more secondary batteries in the battery 10 are in an abnormal state, an abnormal current flows in the battery 10, and the battery 10 is abnormal. In this embodiment, the first predetermined temperature “a” is higher than the second predetermined temperature “b”. However, the first predetermined temperature may be the same as the second predetermined temperature, and these same temperatures may be abnormal for the battery. It may be set to a temperature that is considered to be present.

  FIG. 3 is a flowchart illustrating an example of a control processing procedure that can be executed in the vehicle system 1.

  When the plug 15a connected to the external power source 15 is inserted into the charging port 2a and charging of the battery 10 from the external power source 15 is started, the control is started. When the control starts, in step S1, the battery ECU 22 receives the signals from the first and second temperature sensors 5 and 6 and detects the highest temperature (in the example shown in FIG. It is determined whether the detected temperature of the first temperature sensor 5 is equal to or higher than a predetermined temperature. This predetermined temperature is a temperature for determining whether or not to drive the fan 32. If a negative determination is made in step S1, the control is ended.

  On the other hand, if an affirmative determination is made in step S1, the battery ECU 22 controls driving of the fan 32 in step S2, and then determines whether or not a predetermined time has elapsed since the driving of the fan 32 in step S3. The time measurement is executed by, for example, a timer built in the battery ECU 22. The predetermined time is a time during which it is considered that the battery temperature can be lowered to an abnormal temperature or less by the wind from the fan 32. If a negative determination is made in step S3, step S2 and subsequent steps are repeated.

  On the other hand, if an affirmative determination is made in step S3, in step S4, the battery ECU 22 determines whether or not the detected temperature of the first temperature sensor 5 (the sensor that detects the highest temperature) is equal to or higher than the first predetermined temperature. This first predetermined temperature can be set to a temperature considered to be an abnormal battery temperature. If a negative determination is made in step S4, the control is ended. On the other hand, if an affirmative determination is made in step S4, the HV integrated ECU 21 that has received the information on the affirmative determination from the battery ECU 22 controls the SMR 30 to be turned off in step S5, so that the vehicle travels without battery.

  Subsequently, in step S6, the battery ECU 22 determines whether or not the detected temperature of the second temperature sensor 6 (sensor that detects the second highest temperature) is equal to or higher than a second predetermined temperature. The second predetermined temperature may be the same as or different from the first predetermined temperature. This second predetermined temperature can be set to a temperature considered to be an abnormal battery temperature. If a negative determination is made in step S6, the control is ended and battery-less traveling is continued.

  On the other hand, if an affirmative determination is made in step S6, the process proceeds to step S7, where the HV integrated ECU 21 controls the relay 31 to be turned off, and includes the control unit 20 (HV integrated ECU 21, battery ECU 22, engine ECU 23, and motor ECU). ) Cannot be supplied, and the vehicle system 1 is turned off so that the vehicle cannot travel.

  In the example illustrated in FIG. 3, the case where two battery detection temperature sensors 5 and 6 are installed has been described. However, three or more battery detection temperature sensors may be installed. Then, when the temperature sensor that detects the highest temperature among the three or more temperature sensors installed detects a temperature equal to or higher than the first predetermined temperature, the SMR is turned off, and then the three or more temperature sensors are installed. The temperature sensor that has detected the second highest temperature among the temperature sensors may be configured such that power is not supplied from the auxiliary battery to the control unit when a temperature equal to or higher than the second predetermined temperature is detected.

  In the example shown in FIG. 3, when the detected temperature of the temperature sensor 5 that has detected the highest temperature among the plurality of temperature sensors 5 and 6 for battery detection reaches the first predetermined temperature, the SMR 30 is controlled to be off. did. However, the temperature sensor that determines the off control of the SMR does not necessarily have to be the temperature sensor that detects the highest temperature among the plurality of battery detection temperature sensors, and among the plurality of battery detection temperature sensors. Any temperature sensor that detects a relatively high temperature may be used.

  Furthermore, unlike the example shown in FIG. 3, the temperature sensor that is a criterion for stopping running with the vehicle system turned off also detects the second highest temperature among the plurality of temperature sensors for battery detection. It does not have to be a temperature sensor. The temperature sensor that is a criterion for determining to stop traveling with the vehicle system turned off may be a temperature sensor that detects a temperature lower than the temperature sensor that detects the relatively high temperature.

  According to the embodiment, even if the detected temperature of the temperature sensor 5 or 6 that detects a relatively high temperature among the plurality of temperature sensors 5 and 6 that detect the battery temperature is equal to or higher than the first predetermined temperature, the control is performed. Electric power can be supplied to the unit 20, and power can be supplied to the vehicle. Therefore, even when the temperature sensor 5 or 6 detects a high temperature due to a failure, the vehicle can travel, and an unnecessary burden on the user can be reduced.

  Furthermore, the detected temperature of the temperature sensor 5or6 detecting the relatively high temperature is equal to or higher than the first predetermined temperature and is lower than the temperature sensor 5or6 detecting the relatively high temperature. When the detected temperature of the detected temperature sensor 6or5 is equal to or higher than the second predetermined temperature, power is not supplied to the control unit 20, the vehicle system 1 is turned off, and power is not supplied to the vehicle. Therefore, two of the temperature sensors 5 and 6 can detect two high temperature sensors 5 and 6 to detect a high temperature above a predetermined level, and the vehicle can be stopped when there is a high probability that the battery 10 is actually at or above the predetermined temperature. . Therefore, when the battery temperature is actually high and there is a high possibility that the battery 10 is abnormal, the vehicle can be stopped reliably and safety can be ensured.

  The present invention is not limited to the above-described embodiment and its modifications, and various improvements and modifications can be made within the matters described in the claims of the present application and their equivalent ranges.

  For example, as described above, when the detected temperature of a temperature sensor that detects a relatively high temperature among the plurality of temperature sensors for battery detection reaches a first predetermined temperature, the SMR may be controlled to be off, The temperature sensor that is a criterion for determining whether or not to control SMR is not necessarily a temperature sensor that detects the highest temperature among a plurality of temperature sensors for battery detection. In addition, the temperature sensor that is a criterion for determining to stop traveling with the vehicle system turned off may be a temperature sensor that detects a temperature lower than the first temperature sensor that detects a relatively high temperature. It may not be a temperature sensor that detects the second highest temperature among the sensors.

  Further, the abnormality determination control of the battery 10 is performed in the external charging control mode in which charging from the outside is executed. However, the abnormality determination control of the battery 10 may be executed in a state where the vehicle can travel or in a state where the vehicle is traveling. Specifically, after turning on the IG (ignition switch), the battery temperature is high enough to drive the fan, and the detected temperature of the battery temperature sensor that detects the highest temperature after a predetermined time since the fan was driven When the temperature is equal to or higher than the first predetermined temperature, control for turning off the SMR may be executed. Alternatively, when the detected temperature of the battery temperature sensor that has detected the highest temperature in a state where the vehicle can travel or in a state where the vehicle is traveling is an obvious high temperature, control for turning off the SMR is executed. Also good.

  In addition, regarding the condition for stopping the vehicle running, when battery-less running is performed and the battery temperature further rises despite the maximum airflow of the fan that cools the battery, a READYOFF request is made. Power may not be supplied from the auxiliary battery to the control unit. In this case, the temperature is higher than the temperature detected by the second temperature sensor (the temperature sensor detecting a temperature lower than the first sensor detecting the relatively high temperature) at the time when the fan airflow is maximized. The temperature is set as the second predetermined temperature.

  In addition, the abnormality determination control of the battery 10 is performed based on the detected temperatures of the temperature sensors 5 and 6 for battery temperature detection. The two temperature sensors used for the battery temperature abnormality determination include two temperature sensors for battery temperature detection. May include one or two different temperature sensors. For example, one temperature sensor may be a temperature sensor for battery temperature detection, and the other temperature sensor may be a temperature sensor that detects the temperature of a device component (for example, a relay) other than the battery. Then, the battery temperature may be estimated (specified) based on the temperature detected by the temperature sensor that detects the temperature of the relay or the like, and the battery abnormality determination control may be performed (in this specification, such a case may be used). In this case, it is expressed that the temperature sensor for detecting the temperature of the relay or the like detects the battery temperature). Alternatively, the two temperature sensors used for battery temperature abnormality determination may not be battery temperature detection temperature sensors. Note that the above estimation may be executed based on a map representing the correlation between the temperature of the relay and the like, which is predetermined in a test or the like, and the battery temperature.

  In addition, various device parts included in the vehicle system, the number of battery stacks included in the battery, and the electrical connection structure thereof are not limited to those described in the embodiments. For example, in the vehicle system, further device parts may be added in addition to the various device parts shown in FIG. 1, and one or more device parts may be omitted from the various device parts shown in FIG. In short, the vehicle system includes a plurality of temperature sensors that can specify the temperature of the battery mounted on the vehicle, and the detected temperature of the first temperature sensor that specifies a relatively high temperature among them is the first predetermined temperature. The vehicle system is turned off when the temperature detected by the second temperature sensor that is equal to or higher than the temperature and the temperature detected by the second temperature sensor that is lower than the temperature detected by the first temperature sensor is equal to or higher than the second predetermined temperature. Any configuration may be used as long as it can stop traveling.

  DESCRIPTION OF SYMBOLS 1 Vehicle system 5, 6 Temperature sensor, 10 Battery, 20 Control part, 21 HV integrated ECU, 22 Battery ECU, 23 Engine ECU, a 1st predetermined temperature, b 2nd predetermined temperature.

Claims (1)

A vehicle system that includes a plurality of temperature sensors that detect the temperature of a battery that is mounted on a vehicle and supplies power to a vehicle drive motor generator, and controls the traveling of the vehicle,
A detection temperature of a first temperature sensor that detects a relatively high temperature among the plurality of temperature sensors is equal to or higher than a first predetermined temperature, and among the plurality of temperature sensors, A vehicle system that turns off the vehicle system and stops traveling on the condition that a detected temperature of a second temperature sensor that detects a temperature lower than the detected temperature is equal to or higher than a second predetermined temperature.

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