JP2020165675A - Power storage element management device, power storage device, and power storage element management method - Google Patents

Abstract

To more properly manage a power storage element used to start an engine of a motorcycle on the basis of an internal resistance value.SOLUTION: A BMU (battery management unit) 101 of a secondary battery 62 (power storage element) used to start an engine of a motorcycle 10 comprises a voltage sensor 110 measuring a voltage value of the secondary battery 62, and a management unit 130. When the engine of the motorcycle 10 is not started, the management unit 130 measures a voltage value in time series by the voltage sensor 110, and estimates an internal resistance value of the secondary battery 62 on the basis of a difference between measured voltage values.SELECTED DRAWING: Figure 6

Description

The present invention relates to a power storage element management device, a power storage device, and a method for managing the power storage element.

The internal resistance value of a power storage element such as a lithium ion battery increases with use. If the internal resistance value increases, the performance required for the power storage element cannot be exhibited. For this reason, conventionally, the internal resistance value of the power storage element has been estimated (see, for example, Patent Document 1).

Japanese Patent No. 6119402

As one of the methods for estimating the internal resistance value, the voltage value of the power storage element is measured in time series by a voltage sensor, and the internal resistance value is estimated based on the difference in the measured voltage values (hereinafter referred to as the voltage difference). There is. In this method, the larger the voltage difference, the smaller the influence of the measurement error of the voltage sensor. Therefore, the larger the voltage difference, the more accurately the internal resistance value can be estimated.

The power storage element generally used for starting an engine has the largest current value at the time of starting the engine (when supplying electric power to the starter for starting the engine). If the current value is large, the voltage drops significantly, so the voltage difference becomes large.
In the case of a power storage element used for starting a four-wheeled vehicle engine (hereinafter referred to as a power storage element for a four-wheeled vehicle), the voltage difference does not become sufficiently large with the current flowing at times other than when the engine is started, so the internal resistance value can be accurately adjusted. Cannot be estimated. Therefore, in the case of a power storage element for a four-wheeled vehicle, the internal resistance value is estimated when the engine is started, which has the largest current value.

However, as described above, since the internal resistance value of the power storage element increases with use, the reliability of the internal resistance value estimated at the time of starting the engine decreases with the passage of time. Therefore, there is room for improvement in managing the power storage element based on the internal resistance value.
This specification discloses a technique capable of more appropriately managing a power storage element used for starting an engine of a motorcycle based on an internal resistance value.

A management device for a power storage element used for starting an engine of a motorcycle, which includes a voltage sensor for measuring a voltage value of the power storage element and a management unit, and the management unit is other than when the engine of the motorcycle is started. A management device that measures voltage values in time series by the voltage sensor at the time of, and estimates the internal resistance value of the power storage element based on the difference between the measured voltage values.

The power storage element used for starting the engine of a motorcycle can be managed more appropriately based on the internal resistance value.

Side view of motorcycle Block diagram of vehicle system Disassembled perspective view of the battery Top view of secondary battery Sectional view of line AA of FIG. Battery block diagram

(Outline of this embodiment)
A management device for a power storage element used for starting an engine of a motorcycle, which includes a voltage sensor for measuring a voltage value of the power storage element and a management unit, and the management unit is other than when the engine of the motorcycle is started. A management device that measures voltage values in time series by the voltage sensor at the time of, and estimates the internal resistance value of the power storage element based on the difference between the measured voltage values.

As a result of diligent studies, the inventor of the present application has found that the power storage element used for starting an engine of a motorcycle (hereinafter referred to as a power storage element for a motorcycle) can accurately estimate the internal resistance value even when the engine is not started. .. Hereinafter, a specific description will be given.
Generally, the magnitude of the charge / discharge current of the power storage element is represented by the C rate. The C rate is the magnitude of the current that flows when a storage element with a 100% charge state (SOC: System of Charge) is discharged to 0% in 1 hour (or a storage element with 0% SOC up to 100% in 1 hour. The magnitude of the current that flows when charging) is defined as 1C. For example, when the power storage element is discharged from SOC 100% to 0% in 30 minutes, the C rate becomes 2C.
When the charge capacity of the power storage element is different, the C rate is different even if the current value of the charge / discharge current is the same. For example, it is assumed that there is a power storage element B1 having a charge capacity of 100 Ah [ampere hour] and a power storage element B2 having a charge capacity of 200 Ah, and the current value of the discharge current of these power storage elements is 100 A [ampere]. In this case, since the SOC of the power storage element B1 becomes 0% in 1 hour, the C rate becomes 1C. On the other hand, since the SOC of the power storage element B2 becomes 0% in 2 hours, the C rate becomes 0.5C. As described above, when the current values of the charge / discharge currents are the same, the smaller the charge capacity, the larger the C rate. In the following description, a large C rate is referred to as a high rate, and a small C rate is referred to as a low rate.
Generally, a power storage element for a two-wheeled vehicle has a smaller charging capacity and a smaller charging / discharging current than a power storage element for a four-wheeled vehicle. However, the difference in the magnitude of the charge / discharge current is not as large as the difference in the charge capacity. For example, assuming that the charging capacity of the power storage element for a two-wheeled vehicle is about 1/3 of the charging capacity of the power storage element for a four-wheeled vehicle, the magnitude of the discharge current of the power storage element for a two-wheeled vehicle is the power storage element for a four-wheeled vehicle. It is about 4/5 of the discharge current of. Therefore, in general, the power storage element for a two-wheeled vehicle is charged and discharged at a higher rate than the power storage element for a four-wheeled vehicle.
When charging / discharging at a high rate, the voltage rise / discharge of the power storage element is larger than when charging / discharging at a low rate. Therefore, in the case of a power storage element for a two-wheeled vehicle, the voltage difference becomes sufficiently large even with a current flowing at a time other than when the engine is started, and the internal resistance value can be estimated accurately.
For example, if the internal resistance value is estimated during engine operation (an example when the engine is not started), the power storage element can be managed based on an internal resistance value newer than the internal resistance value estimated when the engine is started. Therefore, as compared with the case where the internal resistance value is estimated only when the engine is started, the power storage element used for starting the engine of the motorcycle can be managed more appropriately based on the internal resistance value.
The above power storage device does not exclude estimating the internal resistance value when the engine is started. In the case of a power storage element for a two-wheeled vehicle, the internal resistance value can be estimated most accurately when the engine is started, so that the internal resistance value may be estimated even when the engine is started.

The management unit may measure the voltage value during charging of the power storage element to estimate the internal resistance value of the power storage element.

Since the power storage element for motorcycles is charged and discharged at a high rate, the internal resistance value can be accurately estimated even with the current flowing during charging. If the internal resistance value is estimated during charging, the power storage element can be managed based on an internal resistance value newer than the internal resistance value estimated when the engine is started. Therefore, it is possible to manage the power storage element more appropriately based on the internal resistance value. it can.

The management unit may measure the voltage value while the engine is stopped to estimate the internal resistance value of the power storage element.

When auxiliary equipment (headlights, air conditioner, audio, etc.) is used while the engine of the motorcycle is stopped, electric power is supplied to the auxiliary equipment from the power storage element for the motorcycle. Since the power storage element for motorcycles is charged and discharged at a high rate, the internal resistance value can be accurately estimated even with the current when power is supplied to auxiliary equipment. If the internal resistance value is estimated while the engine is stopped, the power storage element can be managed based on an internal resistance value newer than the internal resistance value estimated when the engine is started. Therefore, the power storage element based on the internal resistance value should be managed more appropriately. Can be done.

The management unit may estimate the internal resistance value of the power storage element a plurality of times at a time other than when the engine is started, and may use the average value of the estimated internal resistance values as the estimated value of the internal resistance value of the power storage element.

If the internal resistance value is estimated a plurality of times and the average value is used as the estimated value of the internal resistance value, the estimation accuracy of the internal resistance value is improved. However, when the internal resistance value is estimated only when the engine is started, the number of times the engine is started per day is limited, so the number of times the internal resistance value is estimated is not large. On the other hand, according to the above-mentioned power storage device, since the internal resistance value is estimated even when the engine is not started, the population parameter for obtaining the average value of the internal resistance values can be increased. Therefore, the accuracy of estimating the internal resistance value is improved as compared with the case of estimating only when the engine is started.

The power storage element may be used for starting an engine of the motorcycle that does not have an idling stop function.

In recent years, motorcycles have also been equipped with an idling stop function. When the engine has an idling stop function, the number of engine starts per day is large, so even if the internal resistance value is estimated only when the engine is started, the parameter for obtaining the average value of the internal resistance values becomes large to some extent. On the other hand, in the case of a motorcycle that does not have an idling stop function, the number of times the engine is started per day is limited.
According to the above management device, the internal resistance value of the power storage element is estimated at times other than when the engine is started, so even if the motorcycle does not have the idling stop function, the parameter for calculating the average value of the internal resistance values. Can be increased. Therefore, it is particularly useful for accurately estimating the internal resistance value of the power storage element used for starting the engine of a motorcycle that does not have an idling stop function.

The power storage element is used for starting the engine of the motorcycle having an idling stop function, and the management unit is in a state other than when the engine of the motorcycle is started when the idling stop function is off. The internal resistance value of the power storage element may be estimated.

Even if the motorcycle has an idling stop function, the idling stop function may be turned off. According to the above management device, when the idling stop function is off, the internal resistance value of the power storage element is estimated at a time other than when the engine of the motorcycle is started, so even if the idling stop function is turned off, the average internal resistance value is averaged. You can increase the population parameter for finding the value. Therefore, even if the idling stop function is turned off, the estimation accuracy of the internal resistance value is improved.

The management unit does not have to estimate the internal resistance value of the power storage element when the difference between the measured voltage values is not more than a predetermined value even when the engine of the motorcycle is not started.

If the difference between the voltage values is small, the accuracy of estimating the internal resistance value will decrease. According to the above management device, when the difference between the voltage values is not more than a predetermined value, the internal resistance value is not estimated, so that it is possible to suppress a decrease in the estimation accuracy of the internal resistance value.

The invention disclosed herein can be realized in various aspects such as a device, a method, a computer program for realizing the function of these devices or methods, a recording medium on which the computer program is recorded, and the like.

<Embodiment 1>
The first embodiment will be described with reference to FIGS. 1 to 6.
As shown in FIG. 1, the battery 50 (an example of a power storage device) according to the first embodiment is a battery for a motorcycle mounted on a motorcycle 10. The motorcycle 10 does not have an idling stop function.

As shown in FIG. 2, the battery 50 is connected to the starter 10A, the alternator 10B, and the auxiliary equipment 10C (head ride, air conditioner, audio, etc.) mounted on the motorcycle 10. The battery 50 is an engine starting battery that supplies electric power to the starter 10A to start the engine. The battery 50 is charged by the alternator 10B during engine operation.

While the engine of the motorcycle 10 is operating, electric power is supplied from the alternator 10B to the auxiliary machinery 10C. Therefore, the battery 50 does not supply electric power to the auxiliary equipment 10C while the engine is operating, but also supplies electric power to the auxiliary equipment 10C when the auxiliary equipment 10C is used while the engine is stopped.
Generally, the battery 50 for a motorcycle does not have a function of communicating with the ECU of the motorcycle 10. The motorcycle battery 50 according to the first embodiment also does not have a function of communicating with the ECU.

(1) Battery Configuration As shown in FIG. 3, the battery 50 includes an assembled battery 60, a circuit board unit 65, and an accommodating body 71.
The housing 71 includes a main body 73 made of a synthetic resin material and a lid 74. The main body 73 has a bottomed tubular shape. The main body 73 includes a bottom surface portion 75 and four side surface portions 76. An upper opening 77 is formed at the upper end portion by the four side surface portions 76.

The accommodating body 71 accommodates the assembled battery 60 and the circuit board unit 65. The assembled battery 60 has 12 secondary batteries 62 (an example of a power storage element). The secondary battery 62 is, for example, a lithium ion battery. The 12 secondary batteries 62 are connected in 3 parallels and 4 in series. The circuit board unit 65 includes a circuit board 100 and electronic components mounted on the circuit board 100, and is arranged above the assembled battery 60.

The lid 74 closes the upper opening 77 of the main body 73. An outer peripheral wall 78 is provided around the lid body 74. The lid body 74 has a protrusion 79 having a substantially T-shape in a plan view. The positive electrode external terminal 51 is fixed to one corner of the front portion of the lid 74, and the negative electrode external terminal 52 is fixed to the other corner.

As shown in FIGS. 4 and 5, the secondary battery 62 has an electrode body 83 housed in a rectangular parallelepiped case 82 together with a non-aqueous electrolyte. The case 82 has a case body 84 and a lid 85 that closes an opening above the case body 84.
Although not shown in detail, the electrode body 83 is porous between the negative electrode element in which the active material is applied to the base material made of copper foil and the positive electrode element in which the active material is applied to the base material made of aluminum foil. A separator made of a resin film is arranged. All of these are strip-shaped, and are wound flat so that they can be accommodated in the case body 84 with the negative electrode element and the positive electrode element shifted to the opposite sides in the width direction with respect to the separator. ..

The positive electrode terminal 87 is connected to the positive electrode element via the positive electrode current collector 86, and the negative electrode terminal 89 is connected to the negative electrode element via the negative electrode current collector 88. The positive electrode current collector 86 and the negative electrode current collector 88 include a flat plate-shaped pedestal portion 90 and leg portions 91 extending from the pedestal portion 90. A through hole is formed in the pedestal portion 90. The leg 91 is connected to a positive electrode element or a negative electrode element. The positive electrode terminal 87 and the negative electrode terminal 89 include a terminal body portion 92 and a shaft portion 93 protruding downward from the center portion of the lower surface thereof. Among them, the terminal body portion 92 and the shaft portion 93 of the positive electrode terminal 87 are integrally molded with aluminum (single material). In the negative electrode terminal 89, the terminal body portion 92 is made of aluminum and the shaft portion 93 is made of copper, and these are assembled. The terminal body 92 of the positive electrode terminal 87 and the negative electrode terminal 89 is arranged at both ends of the lid 85 via a gasket 94 made of an insulating material, and is exposed to the outside from the gasket 94.

The lid 85 has a pressure release valve 95. As shown in FIG. 2, the pressure release valve 95 is located between the positive electrode terminal 87 and the negative electrode terminal 89. When the internal pressure of the case 82 exceeds the limit value, the pressure release valve 95 opens to reduce the internal pressure of the case 82.

(2) Electrical Configuration of Battery As shown in FIG. 6, the battery 50 includes an assembled battery 60 and a BMU 101 (Battery Management Unit) that manages the assembled battery 60. BMU101 is an example of a management device.

The assembled battery 60 is composed of a plurality of secondary batteries 62. There are 12 secondary batteries 62, which are connected in 3 parallels and 4 in series. In FIG. 6, three secondary batteries 62 connected in parallel are represented by one battery symbol. The battery 50 is rated at 12V.
The power line 70P is a power line that connects the positive electrode external terminal 51 and the positive electrode of the assembled battery 60. The power line 70N is a power line that connects the negative electrode external terminal 52 and the negative electrode of the assembled battery 60. The negative electrode of the assembled battery 60 is connected to the signal ground G1. The assembled battery 60 uses the signal ground G1 as a reference potential. The negative electrode external terminal 52 is connected to the body ground G2. The body ground G2 is the body of the motorcycle 10. The body ground G2 is the reference potential of the motorcycle 10.

The BMU 101 includes a current sensor 53, a voltage sensor 110, a circuit breaker 55, and a management unit 130. The assembled battery 60, the current sensor 53, and the circuit breaker 55 are connected in series via the power line 70P and the power line 70N. The circuit breaker 55, the current sensor 53, and the management unit 130 are mounted on the circuit board 100, and the signal ground G1 of the circuit board 100 is used as a reference potential (operation reference).

The current sensor 53 is located on the negative electrode of the assembled battery 60 and is provided on the power line 70N on the negative electrode side. The current sensor 53 measures the current I of the assembled battery 60 and outputs it to the management unit 130.
The voltage sensor 110 detects the voltage V of each secondary battery 62 and the total voltage of the assembled battery 60 and outputs the voltage to the management unit 130. The total voltage of the assembled battery 60 is the total voltage of the four secondary batteries 62.
The temperature sensor 111 is provided in any one or two secondary batteries 62, detects the temperature of the secondary battery 62, and outputs the temperature to the management unit 130.

The circuit breaker 55 is located at the negative electrode of the assembled battery 60 and is provided on the power line 70N of the negative electrode. The circuit breaker 55 has a charging FET 55A and a discharging FET 55B. The charging FET 55A and the discharging FET 55B are semiconductor switches for electric power, and more specifically, they are N-channel field effect transistors (FETs: Field Effect Transistors). The source S of the charging FET 55A and the discharging FET 55B is a reference terminal. The gate G of the charging FET 55A and the discharging FET 55B is a control terminal. The drain D of the charging FET 55A and the discharging FET 55B is a connection terminal.

In the charging FET 55A, the source S is connected to the negative electrode of the assembled battery 60. In the discharge FET 55B, the source S is connected to the negative electrode external terminal 52. The charging FET 55A and the discharging FET 55B are back-to-back connected by connecting the drains D to each other.

The charging FET 55A has a parasitic diode 56A. The parasitic diode 56A has the same forward direction as the discharge direction. The discharge FET 55B has a parasitic diode 56B. The parasitic diode 56B has the same forward direction as the charging direction.

Since the source S of the discharge FET 55B is connected to the negative electrode external terminal 52, the body ground G2 is the reference potential. In the charging FET 55A, the source S is connected to the negative electrode of the assembled battery 60. Since the negative electrode of the assembled battery 60 is connected to the signal ground G1 of the circuit board 100, the signal ground G1 of the charging FET 55A is the reference potential.
The charging FET 55A is turned on when an H level voltage is applied to the gate G, and is turned off when an L level voltage is applied to the gate G. The same applies to the discharge FET 55B.

The management unit 130 includes a CPU 131, a ROM 132, and a memory 133. The management unit 130 manages the battery 50 based on the outputs of the voltage sensor 110, the current sensor 53, and the temperature sensor 111. When normal, the management unit 130 applies an H-level voltage to the gate G of the charging FET 55A and the gate G of the discharging FET 55B to turn on the charging FET 55A and the discharging FET 55B. When both the charging FET 55A and the discharging FET 55B are on, the assembled battery 60 can be both charged and discharged.

(3) Processing executed by the management unit Of the processing executed by the management unit 130, the estimation of the internal resistance value of the secondary battery 62 and the management of the secondary battery 62 based on the internal resistance value will be described.

(3-1) Estimating the internal resistance value of the secondary battery The management unit 130 always repeatedly measures the current value and the voltage value at the same timing at predetermined time intervals. Measuring the voltage value at predetermined time intervals is an example of measuring the voltage value in time series.

The current value and voltage value are measured not only when the engine is started but also when the engine is not started. "When the engine is not started" includes both when the engine is running and when the engine is stopped. The "time other than when the engine is started" includes charging, discharging, and charging / discharging pause. The state of suspension of charge / discharge means when the current value of the current flowing through the secondary battery 62 is equal to or less than a minute reference value.

The management unit 130 estimates the internal resistance value from the following equation 1 each time the current value and the voltage value are measured. In Equation 1, R is the internal resistance value, V1 is the voltage value measured last time, V2 is the voltage value measured this time, I1 is the current value measured last time, and I2 is the current value measured this time.
R = | V1-V2 | / | I1-I2 | ... Equation 1

The larger the voltage difference | V1-V2 |, the smaller the ratio of the measurement error of the voltage sensor to the voltage difference | V1-V2 |, so that the influence of the measurement error of the voltage sensor becomes smaller. Therefore, the larger the voltage difference | V1-V2 |, the better the estimation accuracy of the internal resistance value R.

Since the secondary battery 62 for a two-wheeled vehicle is charged and discharged at a higher rate than the secondary battery for a four-wheeled vehicle, the voltage is larger than that of the secondary battery for a four-wheeled vehicle when the same current value flows. Ascend / decrease. Therefore, in the case of the secondary battery 62 for a two-wheeled vehicle, the voltage difference | V1-V2 | becomes sufficiently large even with the current flowing at a time other than when the engine is started, and the internal resistance value can be estimated accurately.

Generally, there is no big difference between the internal resistance value of the secondary battery 62 for two-wheeled vehicles and the internal resistance value of the secondary battery for four-wheeled vehicles, but the secondary battery 62 for two-wheeled vehicles is the secondary battery for four-wheeled vehicles. Since the internal parts are smaller, the electrical resistance tends to be higher. If the electrical resistance is large, the voltage drops significantly. In that sense as well, the secondary battery 62 for motorcycles can estimate the internal resistance value more accurately than the secondary battery for four-wheeled vehicles even when the engine is not started.

(3-2) Management of the secondary battery based on the internal resistance value The secondary battery 62 cannot exhibit its original performance when the internal resistance value increases. Therefore, every time the management unit 130 estimates the internal resistance value, it determines whether or not the estimated internal resistance value is equal to or higher than a predetermined reference value. When the estimated internal resistance value is equal to or higher than a predetermined reference value, the management unit 130 determines that the life has been reached and prohibits the use of the secondary battery 62. Specifically, for example, the management unit 130 makes the secondary battery 62 unusable by turning off (opening, opening) the charging FET 55A and the discharging FET 55B.

(4) Effect of the Embodiment The BMU 101 estimates the internal resistance value of the secondary battery 62 even when the engine is not started. Therefore, the secondary battery 62 can be managed based on an internal resistance value newer than the internal resistance value estimated at the time of starting the engine. Therefore, the secondary battery 62 used for starting the engine of the motorcycle 10 can be managed more appropriately based on the internal resistance value, as compared with the case where the internal resistance value is estimated only when the engine is started.

According to the BMU 101, since the internal resistance value is estimated during charging of the secondary battery 62, the secondary battery 62 can be managed based on an internal resistance value newer than the internal resistance value estimated at the time of starting the engine. Therefore, it is possible to more appropriately determine the life of the secondary battery 62 based on the internal resistance value.

According to the BMU 101, since the internal resistance value is estimated while the engine is stopped, the secondary battery 62 can be managed based on an internal resistance value newer than the internal resistance value estimated when the engine is started. Therefore, it is possible to more appropriately determine the life of the secondary battery 62 based on the internal resistance value.

<Embodiment 2>
The management unit 130 according to the second embodiment estimates the internal resistance value of the secondary battery 62 for a motorcycle a plurality of times at a time other than when the engine is started, and calculates the average value of the estimated internal resistance values at that time. It is an estimated value of.

Specifically, the management unit 130 according to the second embodiment measures the current value and the voltage value at predetermined time intervals to estimate the internal resistance value as in the first embodiment, and estimates the internal resistance value, and the most recently estimated predetermined number (for example). The internal resistance values of 10) are averaged. The management unit 130 uses the average value as an estimated value of the internal resistance value of the secondary battery 62.

According to the BMU 101 according to the second embodiment, since the internal resistance value is estimated even when the engine is not started, the population parameter for obtaining the average value of the internal resistance values can be increased. Therefore, the accuracy of estimating the internal resistance value is improved as compared with the case of estimating only when the engine is started.

According to BMU101, the internal resistance value of the secondary battery 62 is estimated at a time other than when the engine is started. Therefore, even if the motorcycle 10 does not have the idling stop function, it is a parameter for obtaining the average value of the internal resistance values. Can be increased. Therefore, it is particularly useful for accurately estimating the internal resistance value of the secondary battery 62 used for starting the engine of the motorcycle 10 that does not have the idling stop function.

<Other embodiments>
The technology disclosed herein is not limited to the embodiments described above and in the drawings, and for example, the following embodiments are also included in the technical scope disclosed herein.

(1) In the above embodiment, the voltage value is measured and the internal resistance value is estimated at a time other than when the engine is started. However, when the voltage difference is small (for example, during charging / discharging suspension) even when the engine is not started, the accuracy of estimating the internal resistance value is lowered. Therefore, when the voltage difference is equal to or less than a predetermined value, the internal resistance value may not be estimated.

(2) In the above embodiment, the determination of the life is described as an example of the management of the secondary battery 62 based on the internal resistance value, but the management of the secondary battery 62 based on the internal resistance value is not limited to this. What kind of management the internal resistance value is used for can be appropriately determined.

(3) In the above embodiment, a case where the internal resistance value is estimated based on the difference between the voltage value measured last time and the voltage value measured this time has been described as an example. However, the voltage difference used for estimating the internal resistance value is not limited to this. For example, the internal resistance value may be estimated based on the difference between the voltage value measured two times before and the voltage value measured this time.

(4) Although the FET has been described as an example of the circuit breaker in the above embodiment, the circuit breaker may be a relay.

(5) In the above embodiment, the case where the motorcycle 10 does not have the idling stop function has been described as an example, but the motorcycle 10 may have the idling stop function. Even if the motorcycle 10 has an idling stop function, the idling stop function may be turned off. Therefore, when the idling stop function is off, the internal resistance value of the secondary battery 62 may be estimated at a time other than when the engine of the motorcycle 10 is started. In this way, even if the idling stop function is turned off, the population parameter for obtaining the average value of the internal resistance values can be increased. Therefore, even if the idling stop function is turned off, the estimation accuracy of the internal resistance value is improved.
Even if the motorcycle 10 has an idling stop function, the internal resistance value of the secondary battery 62 does not depend on whether the idling stop function is on or off, except when the engine of the motorcycle 10 is started. May be estimated.

(6) In the above embodiment, the secondary battery 62 has been described as an example of the power storage element, but the power storage element is not limited to this. For example, the power storage element may be a capacitor that involves an electrochemical reaction.

10 Motorcycle 50 Battery (Example of power storage device)
62 Secondary battery (an example of power storage element)
101 BMU (an example of management device)
110 Voltage sensor 130 Management unit

Claims (9)

It is a management device for power storage elements used to start the engine of motorcycles.
A voltage sensor that measures the voltage value of the power storage element and
With the management department
With
The management unit measures the voltage value in time series by the voltage sensor at a time other than when the engine of the motorcycle is started, and estimates the internal resistance value of the power storage element based on the difference between the measured voltage values. .. The management device according to claim 1.
The management unit is a management device that measures a voltage value during charging of the power storage element and estimates the internal resistance value of the power storage element. The management device according to claim 1 or 2.
The management unit is a management device that measures a voltage value while the engine is stopped and estimates the internal resistance value of the power storage element. The management device according to any one of claims 1 to 3.
The management unit estimates the internal resistance value of the power storage element a plurality of times at a time other than when the engine is started, and sets the average value of the estimated internal resistance values as the estimated value of the internal resistance value of the power storage element. .. The management device according to claim 4.
The power storage element is a management device used for starting an engine of the motorcycle that does not have an idling stop function. The management device according to claim 4.
The power storage element is used for starting the engine of the motorcycle having an idling stop function.
The management unit is a management device that estimates the internal resistance value of the power storage element when the idling stop function is off, except when the engine of the motorcycle is started. The management device according to any one of claims 1 to 6.
The management unit is a management device that does not estimate the internal resistance value of the power storage element when the difference between the measured voltage values is equal to or less than a predetermined value even when the engine of the motorcycle is not started. A power storage device used to start the engine of a motorcycle.
Power storage element and
The management device according to any one of claims 1 to 7.
A power storage device equipped with. It is a management method of the power storage element used for starting the engine of a motorcycle.
A management method including a step of measuring a voltage value by a voltage sensor in time series by a voltage sensor at a time other than when the engine of the motorcycle is started, and estimating an internal resistance value of the power storage element based on the difference between the measured voltage values.

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