JP2023047588A - battery management device - Google Patents

Abstract

To provide a battery management device that enables correction control of an SOC of a battery in an electric vehicle to be properly executed.SOLUTION: A battery management device 10, which manages a battery in an electric vehicle, comprises: an information obtaining part 12 that obtains idle-determination information which is information for determining whether the electric vehicle is in an idle state or not; a determining part 13 that when sensing that the vehicle is in a long-time idle state which is a state where the idle state continues for more than a predetermined time, determines whether correction control by which an error of an SOC of the battery is corrected should be executed, by controlling the SOC of the battery in a predetermined state by power generation by a power generator; and a correction control part 14 that when the determining part 13 determines that the correction control should be executed, executes the correction control of the SOC of the battery.SELECTED DRAWING: Figure 2

Description

The present invention relates to a battery management device for managing batteries of electric vehicles.

There are electric vehicles that include a generator, a battery, and a motor operated by the output power of the generator and/or the battery. As a method of managing the SOC (State of Charge) of this battery, for example, there is a current integration method. However, in the current integration method, an error accumulates in the estimated value of SOC due to an error in current measurement during charging and discharging. In order to correct this error, a method of correcting the SOC by referring to the voltage value of the battery is known. In this method, the SOC error is corrected by controlling the charging and discharging of the battery so that the SOC value falls within a range in which the amount of change in the voltage value with respect to the amount of change in the SOC is large, and obtaining the SOC value corresponding to the voltage value. be done. For example, in a lithium ion battery using lithium iron phosphate, the amount of change in voltage value with respect to the amount of change in SOC is extremely small when the SOC is not near 0% or near 100%. Control for error correction is performed so as to be close to 100%. For example, Patent Literature 1 describes charging a battery until it reaches full charge and correcting an error in an estimated value of SOC.

WO2018/181489

Correction control for correcting the SOC value by fully charging the battery so that the SOC is close to 100% may be performed, for example, at the end of operation of the electric vehicle. When such control conditions are applied, there have been cases where the electric vehicle system continues to operate against the driver's intention in order to implement the SOC correction control. Further, during execution of the SOC correction control, noise is generated due to the power generation operation of the generator, and if the generator is composed of a fuel cell, water is generated during power generation. However, if the place where the operation of the electric vehicle is terminated is a place where the generation of noise and drainage are not permitted, there is an inconvenience that the SOC correction control is performed against the intention of the driver.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a battery management apparatus capable of appropriately performing SOC correction control of a battery of an electric vehicle.

A battery management device according to the present invention is a battery management device for managing a battery in an electric vehicle including a battery, a generator, and a motor, and is information capable of determining whether the electric vehicle is in an idle state. and an information acquisition unit that acquires the idle determination information, and controls the SOC of the battery to a predetermined state by generating power from the generator when detecting that the idle state continues for a predetermined time or longer, that is, the long-time idle state. a determination unit for determining whether to perform correction control for correcting an error in the SOC of the battery; and when the determination unit determines to perform correction control, correction control for the SOC of the battery is performed. and a correction control unit.

In the idle state of an electric vehicle, since the system is in operation, SOC correction control can be performed, and since the electric vehicle is not in operation, it is a low load state, so it is suitable for performing SOC correction control. state. In this battery management device, when it is detected that the idle state continues for a predetermined period of time or longer, the SOC correction control is performed. becomes possible.

Further, in the battery management device, the correction control unit performs correction control by causing the generator to generate power at a high-efficiency operating point, which is a preset operating state at which the power generation efficiency of the generator is equal to or higher than a predetermined value. It is also possible to

According to this battery management device, the correction control is performed by causing the generator to generate power at the high-efficiency operating point, so the fuel consumption associated with the correction control can be improved.

Further, in the battery management device, the correction control unit causes the generator to generate power so that the battery is charged with charge permission power, which is power during charging that is allowed according to the SOC value, thereby performing correction control. may be implemented.

According to this battery management device, when the correction control is performed, the generator is controlled so that the battery is charged with the charge permission power, so the battery is charged in a suitable state.

Further, in the battery management device, the information acquisition unit may include at least one of a parking brake, a transmission, a brake pedal, an accelerator pedal, and a driving range instruction switch for indicating the driving state of the electric vehicle. Operation information indicating the state of operation by the driver for each of the two is acquired as idle determination information, and the determination unit determines that the parking brake is operating, that the transmission is not in a state to drive the electric vehicle, and that the brake pedal is being operated. , that the accelerator pedal is not operated, and that the driving range instruction switch is not instructed to drive the electric vehicle, if the operation information indicates at least one of the following: It may be determined that the automobile is in an idle state.

According to this battery management device, since various operation information is used as the idle determination information, it is possible to appropriately determine whether or not the vehicle is in the idle state.

Further, in the battery management device, the information acquisition unit acquires schedule information indicating at least one of a position and time at which the electric vehicle is scheduled to enter an idle state, and at least one of the current position and current time of the electric vehicle. , as idle judgment information, and the judging unit obtains an idle state when at least one of the current position and the current time corresponds to at least one of the position and the time at which the idle state is to be set indicated in the schedule information. It may be determined that the state is the state.

According to this battery management device, if the current position and/or the current time correspond to the position and/or the time at which the electric vehicle is likely to be in the idle state based on the schedule information, the electric vehicle is in the idle state. is determined. Therefore, it is easily determined that the electric vehicle is in the idle state.

Further, in the battery management device, the information acquisition unit acquires history information indicating at least one of the history of positions and times when the electric vehicle entered an idle state, and at least one of the current position and current time of the electric vehicle. , as idle judgment information, and the judging unit detects the idle state when at least one of the current position and the current time corresponds to at least one of the idle state position and the time indicated in the history information. It is good also as determining that it is.

According to this battery management device, if the current position and/or the current time correspond to the position and/or the time at which the electric vehicle is likely to be in the idle state based on the history information, the electric vehicle is in the idle state. is determined. Therefore, it is easily determined that the electric vehicle is in the idle state.

Further, in the battery management device, the correction control unit sets a predetermined value near full charge of the SOC of the battery as a target value, and sets the power generation efficiency of the generator to a predetermined value or higher, and high-efficiency operation, which is a preset operating state. and a control state in which the generator charges and discharges the battery with a predetermined SOC target value that is lower than the SOC target value in the charge priority mode. When it is determined that the battery charging by the generator is controlled by one of the normal control modes, and the determination unit determines that correction control is to be performed, control is performed in the charge priority mode, and when correction control is not performed Control is performed in the normal control mode, and the information acquisition unit obtains schedule information indicating at least one of the position and time at which the electric vehicle is scheduled to enter an idle state, and the position and time at which the electric vehicle enters an idle state. At least one of history information indicating at least one history is obtained, and the determination unit acquires at least one of the schedule information and the history information when detecting that the electric vehicle is no longer in an idle state. Based on the one, at least one of the next idle position and the next idle time at which the electric vehicle will be idle for a long time next is obtained, and the difference between the current position of the electric vehicle and the next idle position, and the current time and If at least one of the difference from the next idling time is equal to or less than a predetermined value relating to the position or the time, the correction control unit is caused to suspend the correction control and maintain the control in the charge priority mode, and the current position of the electric vehicle and the If at least one of the difference from the next idling position and the difference between the current time and the next idling time exceeds a predetermined value related to the position or the time, the correction control unit is caused to stop the correction control and the normal control mode is performed. It is also possible to shift to control.

According to this battery management device, charging of the battery is controlled in either the charge priority mode or the normal control mode. When the electric vehicle is no longer in the idle state, if the time until the next expected idle state is less than or equal to the predetermined time, and to the position where the next expected idle state is reached is equal to or less than a predetermined distance, the correction control is interrupted and the charge priority mode control is maintained. Therefore, since the SOC is maintained at a high state, it is possible to complete the correction control in a short time when the correction control is restarted.

Further, in the battery management device, the correction control is performed by controlling the SOC to the predetermined state in which the SOC is in the vicinity of 100%. It may also be a battery that has a larger amount of change with respect to the voltage value when is in a state lower than a predetermined state.

When the battery is a battery in which the amount of change in the voltage value when the SOC is in a predetermined state is greater than the amount of change in the voltage value when the SOC is in a state lower than the predetermined state, the SOC is near 100%. By charging to a predetermined state within the range, the correlation between the SOC and the voltage value can be easily obtained. Therefore, it is possible to accurately correct the SOC error based on the voltage value.

Further, in the battery management device, the battery may be a lithium ion battery using lithium iron phosphate.

Generally, in a lithium-ion battery using lithium iron phosphate, it is difficult to obtain a correlation between the SOC and the voltage value in portions other than near 0% and near 100% of the SOC. According to this battery management device, when an idle state for a long time is detected, correction control is performed so that the SOC of the battery is brought to a predetermined state near 100% by power generation by the generator. can be estimated more accurately.

Advantageous Effects of Invention According to the present invention, it is possible to provide a battery management device that enables appropriate execution of SOC correction control of a battery of an electric vehicle.

1 is a schematic diagram showing the configuration of an electric vehicle equipped with a battery management device according to an embodiment of the present invention; FIG. 3 is a functional block diagram showing the functional configuration of the battery management device; FIG. 4 is a flowchart showing processing contents of a battery management method in a battery management device;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments according to the present invention will be described in detail with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference numerals, and overlapping descriptions are omitted.

FIG. 1 is a schematic diagram showing the configuration of an electric vehicle equipped with a battery management device according to an embodiment. As shown in FIG. 1, the battery management device 10 is mounted on an electric vehicle V. As shown in FIG. An electric vehicle V includes a fuel cell 1 (generator), a battery 2, and a motor 3. The electric vehicle V also has a parking brake 5, a transmission 6, a brake pedal 7 and an accelerator pedal 8 that can be operated by the driver. The battery management device 10 may be configured to communicate wirelessly with the operation management system 20 . The electric vehicle V does not have to include the transmission 6, and the transmission 6 is a non-essential component of the electric vehicle V.

The fuel cell 1 includes an FC stack (Fuel Cell Stack) that generates power. The electric vehicle V runs on electric power generated by the fuel cell 1 . Electric power generated by the fuel cell 1 is used to charge the battery 2 . Since the fuel cell 1 configured as an FC stack generates water during power generation, it needs to be drained. In addition, the fuel cell 1 emits operating noise of the cooling fan during power generation. The electric vehicle V may be equipped with an engine as a generator instead of the fuel cell.

Battery 2 stores the electric power generated by fuel cell 1 . The battery 2 can also store power generated by a regenerative brake or the like provided in the electric vehicle V, and further supplies power to the motor 3 when the power from the fuel cell 1 is insufficient. The battery 2 is, for example, a lithium ion battery using lithium iron phosphate in this embodiment.

For example, in the battery 2, which is a lithium ion battery using lithium iron phosphate, the voltage value (OCV (Open Circuit Voltage)) changes with respect to the amount of change in the SOC in the near range of 100% and near 0% of the SOC. Outside these ranges, the amount of change in voltage value relative to the amount of change in SOC is extremely small. Therefore, it is difficult to estimate the SOC based on the voltage value in a range other than the SOC near 100% range and the near 0% range. For this reason, the battery management device 10 of the present embodiment performs full charging so that the SOC of the battery 2 is close to 100% as correction control for correcting the SOC error. That is, the battery management device 10 of the present embodiment acquires the voltage value when the SOC is in the vicinity of 100%, acquires the SOC corresponding to the acquired voltage value, and corrects the estimated value of the SOC. .

Motor 3 is operated by output power of at least one of fuel cell 1 and battery 2 . The motor 3 drives the wheels 4 provided on the electric vehicle V to make the electric vehicle V run.

The battery management device 10 may be configured to be able to acquire operation information indicating the operation states of the parking brake 5 , the transmission 6 , the brake pedal 7 and the accelerator pedal 8 by the driver.

The battery management device 10 can acquire schedule information from the operation management system 20 . The operation management system 20 manages and stores schedule information, which is information indicating the operation schedule of the electric vehicle V. FIG. The schedule information includes operating routes (including location information and time information). The schedule information may also include information on the position and time when the electric vehicle V is waiting for cargo handling work, and information on the position and time when the driver takes a break.

The idling state of the electric vehicle V is a state in which the system is in operation, so correction control of the SOC can be performed, and the electric vehicle is not in operation (not running). When the electric vehicle V is waiting for cargo handling work and the driver is taking a break, it is highly probable that the electric vehicle V is in an idle state. Therefore, the operation management system 20 provides the battery management device 10 with information on the position and time at which the electric vehicle V is scheduled to enter the idle state as schedule information. Information on the position and time at which the electric vehicle V is scheduled to be idle, which is indicated in the schedule information, is not limited to the state of waiting for loading and unloading work and the information when the driver is taking a break. It may be information indicating other states in which is high.

The battery management device 10 can acquire history information from the operation management system 20 . The operation management system 20 manages and stores history information, which is information indicating the operation history of the electric vehicle V. FIG. Note that the history information is not limited to the operation history of the electric vehicle V, and may include information on the operation history of other vehicles. The history information includes at least one of the position and time when the electric vehicle V and the like entered the idle state. The history information may be generated by performing a well-known learning process on information on the operation history of the electric vehicle V or the like, and stored in the operation management system 20 . At the position and time at which the electric vehicle V was in the idle state in the past, there is a high probability that the electric vehicle V will be in the idle state again in the current operation. Therefore, the operation management system 20 provides the battery management device 10 with information on the position and time at which the electric vehicle V is likely to be in the idle state as history information.

FIG. 2 is a functional block diagram showing the functional configuration of the battery management device 10. As shown in FIG. The battery management device 10 manages the battery 2 . In this embodiment, the battery management device 10 can manage the SOC (State Of Charge) of the battery 2 . The SOC of the battery 2 managed by the battery management device 10 is used for various controls in the electric vehicle V, such as control of the motor 3, for example.

The battery management device 10 includes an ECU (Electronic Control Unit) 100 . The ECU 100 is an electronic control unit having a CPU, ROM, RAM and the like. The ECU 100 implements various functions by, for example, loading programs recorded in the ROM into the RAM and executing the programs loaded into the RAM by the CPU. The ECU 100 may be composed of a plurality of electronic units.

As shown in FIG. 2 , the battery management device 10 functionally includes an SOC estimation unit 11 , an information acquisition unit 12 , a determination unit 13 and a correction control unit 14 .

The SOC estimator 11 estimates the SOC of the battery 2 based on the state of use of the battery 2 . As described above, it is difficult to estimate the SOC of the battery 2 from the voltage value based on the correlation between the voltage value of the battery 2 and the SOC unless the SOC is near 100% or near 0%. be. For this reason, the SOC estimator 11 estimates the SOC of the battery 2 using, for example, a current integration method, based on a value obtained by integrating current values during charging and discharging.

Here, when the SOC estimator 11 estimates the SOC by the current integration method, an error occurs between the estimated SOC and the actual SOC of the battery 2 due to the measurement error of the current value or the like. Therefore, the SOC estimator 11 corrects the estimated SOC at a predetermined timing. That is, as will be described in detail later, the correction control unit 14 performs full charge so that the SOC of the battery 2 is close to 100% as correction control, and the SOC estimation unit 11 controls the SOC to be close to 100%. The estimated value of the SOC is corrected by acquiring the voltage value in the state of and acquiring the SOC corresponding to the acquired voltage value.

The information acquisition unit 12 acquires idling determination information that can determine whether the electric vehicle V is in an idling state. The information acquisition unit 12 may acquire operation information indicating the operation state of at least one of the parking brake 5, the transmission 6, the brake pedal 7, and the accelerator pedal 8 by the driver as the idling determination information. Further, the information acquisition unit 12 may acquire, as the idle determination information, operation information indicating the operation state of a driving range instruction switch for indicating the driving state of the electric vehicle.

Further, the information acquisition unit 12 may acquire schedule information as idle determination information. In this case, the information acquisition unit 12 further acquires the current position and current time of the electric vehicle V as idle determination information.

Also, the information acquisition unit 12 may acquire history information as idle determination information. In this case, the information acquisition unit 12 further acquires the current position and current time of the electric vehicle V as idle determination information.

When the determination unit 13 detects a long-time idle state, which is a state in which the idle state continues for a predetermined time or longer, the determination unit 13 controls the SOC of the battery 2 to a predetermined state by the power generation of the fuel cell 1, so that the battery 2 It is determined to perform correction control for correcting the SOC error of .

The correction control unit 14 performs correction control of the SOC of the battery 2 when the determination unit 13 determines to perform the correction control. Specifically, the correction control unit 14 sends a power generation command at a predetermined operating point to the fuel cell 1 and operates the fuel cell 1 to perform correction control. More specifically, the correction control unit 14 sends to the fuel cell 1 a power generation command including designation of the power value. In addition, when a generator for charging the battery 2 by the engine is configured instead of the fuel cell 1, the correction control unit 14 sends a power generation command including the rotation speed and the torque value to the engine (generator). do.

In the correction control, the correction control unit 14 controls the power generation of the fuel cell 1 with the target SOC value near full charge. On the other hand, when the correction control is not performed, the correction control unit 14 controls the power generation of the fuel cell 1 by setting the SOC target value to a predetermined value instead of full charge. This predetermined value is called an SOC center, for example.

The correction control unit 14 may perform correction control by causing the power generator to generate power at a high-efficiency operating point, which is a preset operating state at which power generation efficiency of the power generator is equal to or higher than a predetermined value. In this embodiment, the correction control unit 14 causes the fuel cell 1 to generate power at a high efficiency operating point, which is a preset operating state at which the power generation efficiency of the fuel cell 1 is equal to or higher than a predetermined value. In general, the lighter the load, the less the loss in the fuel cell 1, and the more efficiently the fuel cell 1 can generate power. By causing the fuel cell 1 to generate power at the high-efficiency operating point and executing the correction control in this manner, the fuel consumption associated with the correction control can be improved.

Further, the correction control unit 14 performs correction control by causing the generator to generate power so that the battery 2 is charged with the charge permission power that is the power during charging that is allowed according to the SOC value. may In general, the range of allowable charge power for battery 2 narrows as the SOC value increases. Specifically, the correction control unit 14 pre-stores a range of charge permission power corresponding to the predicted value of the SOC in association with each other, and generates power corresponding to the SOC value acquired by the SOC estimation unit 11. to control the generator. In this way, when the correction control is performed, the generator is controlled so that the battery 2 is charged with the charge permission power, so the battery 2 is charged in a suitable state.

The correction control unit 14 may control charging of the battery 2 by the generator in either the charge priority mode or the normal control mode. In this embodiment, the correction control unit 14 controls charging of the battery 2 by the fuel cell 1 in either the charge priority mode or the normal control mode.

In the charge priority mode, the target value is a predetermined value near full charge of the SOC of the battery 2, and the power generation efficiency of the generator is equal to or higher than a predetermined value. This is the control state for power generation. The normal control mode is a control state in which the generator charges and discharges the battery with a predetermined SOC target value (for example, SOC center) that is lower than the SOC target value in the charge priority mode.

The correction control unit 14 may perform control in the charge priority mode when the determination unit 13 determines to perform correction control, and may perform control in the normal control mode when correction control is not performed.

FIG. 3 is a flow chart showing the processing contents of the battery management method in the battery management device 10. As shown in FIG. The processing shown in the flowchart of FIG. 3 is started, for example, when a predetermined SOC correction request event occurs. The SOC correction request event is, for example, the lapse of a predetermined time since the previous SOC correction control was performed, the cumulative operating time of the electric vehicle V reaching a predetermined time, or an explicit input by the driver. However, it is not limited to these examples.

In step S1, the information acquisition unit 12 acquires predetermined idle determination information for detecting an idle state. The idling determination information may be operation information indicating the operation state of at least one of the parking brake 5, the transmission 6, the brake pedal 7, the accelerator pedal 8, and the driving range instruction switch by the driver. Also, the idle determination information may include either or both of schedule information and history information. The idle determination information may also include the current position and current time of the electric vehicle V. FIG.

In step S2, the determination unit 13 determines whether the electric vehicle V has been idle for a long time. The long idle state is a state in which the idle state continues for a predetermined time or longer.

The determination unit 13 determines that the parking brake 5 is operating, that the transmission 6 is not in a state to drive the electric vehicle V (for example, P range or N range), that the brake pedal 7 is not operated, It may be determined that the electric vehicle V is in the idle state when at least one of the operation information indicates that the accelerator pedal 8 is not operated.

The determination unit 13 may acquire driving range information indicating the driving state of the wheels 4 by the motor 3 as the operation information. The driving range information indicates, for example, one of the driving states of P range (parking), N range (neutral), R range (reverse driving), and D range (forward driving). The drive state is indicated, for example, by the driver's operation of a drive range instruction switch (not shown), which is a switch for switching and indicating the drive state. The determination unit 13 may determine that the electric vehicle V is in the idle state when the driving range information is the P range or the N range (when the electric vehicle V is not being driven). The determining unit 13 can determine the driving state of the electric vehicle V by referring to the driving range information even if the electric vehicle V does not have the transmission 6 .

Further, when the schedule information is used as the idle determination information, the determination unit 13 determines whether the current position corresponds to the position where the idle state is to be set indicated in the schedule information, or when the idle state indicated in the schedule information is reached. When at least one of the cases where the current time corresponds to the scheduled time to be set is established, it is determined that the vehicle is in the idle state.

Further, when the history information is used as the idle determination information, the determination unit 13 determines whether the current position corresponds to the idle state position indicated in the history information, or when the idle state indicated in the history information is reached. If at least one of the cases where the current time corresponds to the time specified is established, it is determined that the device is in the idle state.

The determination unit 13 may determine that the electric vehicle V is in the idle state using any one of the operation information, the schedule information, and the history information. may be used to determine that the electric vehicle V is in an idle state.

If it is determined that the electric vehicle V has been idle for a long time, the process proceeds to step S3. On the other hand, if it is not determined that the electric vehicle V has been idle for a long time, the acquisition process of step S1 and the determination process of step S2 are repeated.

In step S3, the determination unit 13 sets to 1 a long-time idle flag, which is a flag for holding information indicating that the electric vehicle V has been idle for a long time. In the battery management device 10, the means for holding the information indicating the long idle state is not limited to the flag.

In step S4, the determination unit 13 determines to perform SOC correction control. The correction control unit 14 performs SOC correction control by performing charge control so that the SOC of the battery 2 becomes a value near full charge. At this time, the correction control unit 14 controls the fuel cell 1 (generator) so as to generate power at a predetermined high-efficiency operating point. Further, the correction control unit 14 controls the fuel cell 1 so that the battery 2 is charged with the charge permission power corresponding to the SOC value.

Further, the correction control unit 14 may perform SOC correction control in a charge priority mode out of the charge priority mode and the normal control mode. In the charge priority mode, the target value is a predetermined value near full charge of the SOC of the battery 2, and the power generation efficiency of the generator is equal to or higher than a predetermined value. This is the control state for power generation. Note that when the processing procedure reaches step S4 after the processing of step S9 is performed, since control in the charge priority mode is being performed, the correction control unit 14 maintains the control state as the charge priority mode. do.

In step S5, the determination unit 13 determines whether or not the SOC correction control has ended. Specifically, the determination unit 13 may determine that the SOC correction control has ended, for example, when it is detected that the voltage value of the battery 2 has reached or exceeded a predetermined value. When it is determined that the SOC correction control has ended, the processing shown in the flowchart of FIG. 3 ends. On the other hand, if it is determined that the SOC correction control has not ended, the process proceeds to step S6.

In step S6, the judgment unit 13 judges whether or not the long-time idle flag is "1". The long-time idling flag is set to 0 when the condition used as the basis for determining that the electric vehicle V is in the long-time idling state is not met in step S2. Therefore, when the long idle flag is 1, the electric vehicle V continues to be in the idle state, and when the long idle flag is 0, the electric vehicle V is not in the idle state. If it is determined that the long idle flag is 1, the process returns to step S5 to continue the SOC correction control. On the other hand, if the long idle flag is not determined to be 1, the process proceeds to step S7.

In step S7, the determination unit 13 selects at least one of the interval up to the next idle position, which is the next long idle state position, and the next idle time, which is the next long idle state time. Predict one or the other. Specifically, for interval prediction, the information acquisition unit 12 acquires at least one of schedule information and history information. The determination unit 13 acquires at least one of the next idle position and the next idle time based on at least one of the schedule information and the history information. The determination unit 13 calculates at least one of the difference between the current position of the electric vehicle and the next idle position and the difference between the current time and the next idle time as the interval until the next long idle state. .

In step S8, the determination unit 13 determines whether or not the interval until the next long-time idle state is equal to or less than a predetermined value relating to position or time. If it is determined that the interval is less than or equal to the predetermined value for position or time, the process proceeds to step S9. On the other hand, if it is determined that the interval is not equal to or less than the predetermined value for position or time, the process proceeds to step S10.

In step S9, the determination unit 13 causes the correction control unit 14 to suspend the SOC correction control and maintain control in the charge priority mode. The correction control unit 14 interrupts the SOC correction control, but maintains the control in the charge priority mode which was the control state when the correction control was performed.

By maintaining the charge priority mode in this manner, the SOC of the battery 2 is maintained at a high state, so that the correction control can be completed in a short time when the correction control is restarted. In addition, since the SOC of the battery 2 is maintained at a high state, the loss due to charging and discharging of the battery 2 is suppressed, so the fuel efficiency is improved. In addition, since the SOC of the battery 2 is maintained at a high state, the degree of reduction in the amount of regenerative energy is reduced, and deterioration in fuel consumption due to a reduction in the regenerative braking force of the motor 3 and a large amount of lost regenerative energy is prevented. be done.

In step S10, the determination unit 13 causes the correction control unit 14 to stop correction control and shift to control in the normal control mode. The correction control unit 14 suspends the SOC correction control. Also, the correction control unit 14 changes the control state to the normal control mode. After the processing of steps S9 and S10, the processing returns to step S1.

As described above, in the battery management device 10 of the present embodiment, when it is detected that an idle state suitable for performing SOC correction control is in a long-time idle state that continues for a predetermined time or longer, SOC correction control is performed. is performed, the SOC correction control of the battery 2 of the electric vehicle V can be appropriately performed.

The present invention has been described in detail based on its embodiments. However, the invention is not limited to the above embodiments. Various modifications are possible for the present invention without departing from the gist thereof.

REFERENCE SIGNS LIST 1 fuel cell 2 battery 3 motor 4 wheel 5 parking brake 6 transmission 7 brake pedal 8 accelerator pedal 10 battery management device 11 SOC estimator 12 Information acquisition unit 13 Determination unit 14 Correction control unit 20 Operation management system V Electric vehicle.

Claims (9)

A battery management device for managing the battery in an electric vehicle comprising a battery, a generator, and a motor,
an information acquisition unit that acquires idle determination information that can determine whether the electric vehicle is in an idle state;
When it is detected that the idle state continues for a predetermined time or longer, the SOC of the battery is controlled to a predetermined state by the power generation of the generator, thereby reducing the SOC error of the battery. A determination unit that determines to perform correction control for correcting the
a correction control unit that performs the correction control of the SOC of the battery when the determining unit determines to perform the correction control;
A battery management device comprising: The correction control unit performs the correction control by causing the generator to generate power at a high-efficiency operating point, which is a preset operating state at which the power generation efficiency of the generator is equal to or higher than a predetermined value.
The battery management device according to claim 1. The correction control unit performs the correction control by causing the generator to generate power so that the battery is charged with charging permission power, which is power during charging that is permitted according to the value of the SOC. do,
The battery management device according to claim 1 or 2. The information acquisition unit controls at least one of a parking brake, a transmission, a brake pedal, an accelerator pedal, and a driving range instruction switch for indicating the driving state of the electric vehicle. acquires operation information indicating the operation state by as the idle determination information,
The determination unit determines that the parking brake is operating, that the transmission is not in a state of driving the electric vehicle, that the brake pedal is not being operated, and that the accelerator pedal is not being operated. and that the electric vehicle is not being driven by the drive range instruction switch, the electric vehicle is in the idle state when the operation information indicates at least one of the above. judge,
The battery management device according to any one of claims 1 to 3. The information acquisition unit acquires schedule information indicating at least one of a position and time at which the electric vehicle is scheduled to enter the idle state, and at least one of a current position and a current time of the electric vehicle, to the idle state. obtained as judgment information,
The judging unit, if at least one of the current location and the current time corresponds to at least one of the scheduled idle state position and time indicated in the schedule information, determine that there is
The battery management device according to any one of claims 1 to 4. The information acquisition unit acquires history information indicating a history of at least one of positions and times at which the electric vehicle entered the idle state, and at least one of the current position and current time of the electric vehicle, to the idle state. obtained as judgment information,
The determining unit is in the idle state when at least one of the current position and the current time corresponds to at least one of the idle state position and time indicated in the history information. determine that
The battery management device according to any one of claims 1-5. The correction control unit is
Control for causing the generator to generate power at a high-efficiency operating point, which is a preset operating state at which the power generation efficiency of the generator is equal to or higher than a predetermined value, with a predetermined value near full charge of the SOC of the battery as a target value. and a normal control mode, which is a control state in which the generator charges and discharges the battery with a predetermined value lower than the SOC target value in the charge priority mode as the SOC target value. controlling charging of the battery by the generator by either
When the determination unit determines that the correction control should be performed, the control is performed in the charge priority mode, and when the correction control is not performed, the normal control mode is performed;
The information acquisition unit obtains schedule information indicating at least one of a position and time at which the electric vehicle is scheduled to enter the idle state, and at least one of a position and time at which the electric vehicle enters the idle state. Acquiring at least one of history information indicating history,
The determination unit
When it is detected that the electric vehicle is no longer in the idle state, the next idle state in which the electric vehicle is in the long idle state is determined based on at least one of the schedule information and the history information. Get at least one of the position and the next idle time,
when at least one of the difference between the current position of the electric vehicle and the next idle position and the difference between the current time and the next idle time is equal to or less than a predetermined value relating to position or time, the correction control unit to suspend the correction control and maintain the control in the charge priority mode;
When at least one of the difference between the current position of the electric vehicle and the next idle position and the difference between the current time and the next idle time exceeds the predetermined value related to position or time, the correction control unit to stop the correction control and shift to control in the normal control mode;
The battery management device according to any one of claims 1-6. The correction control is performed by controlling to the predetermined state in which the SOC is in the vicinity of 100%,
The battery is such that the amount of change in voltage value when the SOC is in the predetermined state is greater than the amount of change in the voltage value when the SOC is in a state lower than the predetermined state.
The battery management device according to any one of claims 1-7. The battery is a lithium ion battery using lithium iron phosphate,
The battery management device according to claim 8.

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