JP2024084920A - Vehicle control system - Google Patents

Abstract

To accurately conduct deterioration determination of a battery by using a simple configuration, in a vehicle that does not perform engine start using a battery at the time of ignition, but that is set to a drivable state when prescribed time has elapsed after ignition.SOLUTION: In response to the establishment of a first condition including an on-state of an IG 19, and a non-set state of the ready-on being a drivable state, a maximum value Bvmax and a minimum value Bvmin of a battery voltage, and battery liquid temperature Bt, that are charge state data of an auxiliary battery 1 acquired by an HV-ECU 10, are accumulated at each of a plurality of momentums by using an external server 16 being accumulating means. Further, a deterioration state of the auxiliary battery 1 is determined on the basis of the magnitude of a difference ΔBv of the maximum value Bvmax and the minimum value Bvmin of the battery voltage at each of the plurality of accumulated momentums, and a change degree (tendency) when a change linear line in a time series of the difference ΔBv tends to decline.SELECTED DRAWING: Figure 1

Description

This invention relates to a vehicle control system that does not start the engine using a battery when the ignition is turned on, but controls a vehicle that becomes ready to run after a predetermined time has elapsed after the ignition is turned on.

In the case of conventional vehicles that use an engine as a drive source, as shown in Figure 6, turning on the start key activates the starter and initiates high-rate discharge, causing the battery voltage to drop sharply, after which the battery voltage gradually recovers as shown in Figure 6. In such conventional vehicles, as shown in Figure 6, it is common to determine battery deterioration during the period T during which the battery voltage is dropping immediately after the start key is turned on.

Conventional battery degradation determination involves detecting the degree of battery degradation by comparing the minimum battery voltage at engine start with a predetermined threshold, as described in, for example, Patent Documents 1 and 2.

JP 2018-7361 A JP 2020-176835 A

However, hybrid vehicles, particularly series hybrid vehicles, do not have a starter and do not start the engine using the battery when the ignition is turned on. Instead, the vehicle becomes drivable after a certain time has elapsed since the ignition is turned on. This means that high-rate discharge is not performed, and it is not possible to set the period T for determining battery deterioration. Therefore, it is desirable to be able to accurately determine battery deterioration with a simple configuration, even in vehicles that do not perform high-rate discharge.

The purpose of this invention is to provide a simple configuration that can accurately determine battery deterioration in a vehicle that does not use a battery to start the engine when the ignition is turned on, but is ready to run after a certain period of time has elapsed after the ignition is turned on.

In order to achieve the above-mentioned object, the vehicle control system of the present invention is a vehicle control system that does not start the engine using a battery when the ignition is turned on, but controls a vehicle that becomes ready to run after a predetermined time has elapsed after the ignition is turned on, and is characterized by comprising: an acquisition means for acquiring state-of-charge data relating to the state of charge of the battery; a storage means for storing the state-of-charge data acquired by the acquisition means for each of a plurality of triggers when the ignition is turned on and the vehicle is not ready to run; and a judgment means for judging the deterioration state of the battery based on the degree of change when the change in the time-series state-of-charge data for each of the plurality of triggers stored by the storage means shows a downward trend.

With this configuration, when the ignition is on and the vehicle is not in a drivable state, the charge state data acquired by the acquisition means is stored by the storage means for each of a number of triggers, and the deterioration state of the battery is judged by the judgment means based on the degree of change when the time-series charge state data accumulated by the storage means for each of a number of triggers shows a downward trend. Therefore, in a vehicle in which the engine is not started using the battery when the ignition is on and the vehicle becomes drivable after a predetermined time has elapsed after the ignition is on, it is possible to accurately judge the deterioration of the battery with a simple configuration without providing any new detection means, etc., and it is possible to accurately judge the deterioration state of the battery over a long period of time, such as several months or several years (deterioration judgment).

The storage means may store the charge state data acquired by the acquisition means for each temperature of the battery within a predetermined range at the time of acquisition, and the determination means may determine the deterioration state of the battery based on the degree of change in the charge state data accumulated by the storage means for each temperature of the battery within the predetermined range.

In this case, the determination means determines the deterioration state of the battery based on the degree of change in the charging state data for each battery temperature (particularly the battery fluid temperature) within a specified range accumulated by the accumulation means, so that the deterioration state of the battery can be determined according to the environmental temperature.

The storage means may store maximum and minimum values relating to the charging state at the trigger as the charging state data acquired by the acquisition means, and the determination means may determine the degradation state of the battery based on the degree of change and the difference between the maximum and minimum values of the charging state data at the trigger.

In this way, the determination means determines the deterioration state of the battery based on the degree of change in the charging state data for each trigger and the difference between the maximum and minimum values of the charging state data at that trigger, making it possible to more accurately determine the deterioration state of the battery.

According to the present invention, in a vehicle in which the engine is not started using the battery when the ignition is turned on and a predetermined time has elapsed since the ignition is turned on and the vehicle is ready to run, it is possible to accurately determine the deterioration state of the battery (deterioration determination) with a simple configuration.

1 is a block diagram of an embodiment of a vehicle control system according to the present invention; FIG. 2 is an explanatory diagram of the operation of FIG. 1; FIG. 2 is an explanatory diagram of the operation of FIG. 1; 2 is a flowchart illustrating the operation of FIG. 1 . 2 is a flowchart illustrating the operation of FIG. 1 . FIG. 13 is an explanatory diagram of the operation of a conventional example.

An embodiment of the vehicle control system according to the present invention applied to a series hybrid vehicle will be described in detail with reference to Figures 1 to 5.

In FIG. 1, 1 is an auxiliary battery consisting of a lead-acid battery with a nominal voltage of 12V that is the subject of deterioration judgment, and is used as a power source for various control systems such as brakes and door locks, as well as for accessory systems such as navigation. 2 is a current/liquid temperature sensor (hereinafter also simply referred to as "sensor") that detects the current and liquid temperature of the auxiliary battery 1, 3 is various electrical loads, 4 is a main battery for driving consisting of a lithium-ion battery with a nominal voltage of 48V, and 5 is a DCDC converter that incorporates a boost circuit 5a and a step-down circuit 5b. The voltage generated by the motor generator (MG) 6, which serves as a driving source for driving, is received via the ACDC inverter 7 and stepped up to 48V by the step-up circuit 5a to supply power to the main battery 4, and the voltage of the main battery 4 is stepped down to 12V by the step-down circuit 5b to charge the auxiliary battery 1 and supply power to the electrical load 3.

Here, the battery fluid temperature is detected by an estimation calculation from the detection value of the sensor 2. If the detected temperature value of the sensor 2 is TBH, the current estimated battery temperature value is THBSM _n , the past estimated battery temperature value is THBSM _n-1 , and the initial value of THBSM _n is THB, then:
THBSM _n = THBSM _n-1 + G × (THB-THBSM _n-1 )
Here, G is a gain and is a predetermined value.

In FIG. 1, 10 is an HV-ECU (HV: Hybrid Vehicle, ECU: Electronic Control Unit), which directly detects the battery voltage Bv between both terminals of the auxiliary battery 1, and detects the charge state of the auxiliary battery 1, such as the charge amount, based on the detected battery voltage Bv, the battery current Bc detected by the sensor 2, and the battery fluid temperature Bt estimated from the battery temperature. It also controls the DCDC converter 5 so that the charging voltage of the auxiliary battery 1 by the main battery 4 becomes the command voltage of the MG-ECU 11 by instructing the MG-ECU 11, which controls the MG (motor generator) 6, of the target voltage for charging the auxiliary battery 1 by the main battery 4. Note that the power generated by the MG 6 by the engine 18 is boosted by the boost circuit 5a of the DCDC converter 5 via the ACDC inverter 7, and the boosted voltage is supplied to the main battery 4, thereby charging the main battery 4.

Furthermore, the HV-ECU 10 transmits information for engine control to the EFI (Electronic Fuel Injection)-ECU 14 by CAN (Controller Area Network) communication via the communication bus 13, and also transmits data regarding the charging state of the auxiliary battery 1 temporarily stored in the built-in memory 10a to the communication device 15, and uploads and stores the data regarding the charging state from the communication device 15 via the Internet to an external server 16, which is the "storage means" of the present invention.

Engine 18 is a feature of series hybrid vehicles, in that when the ignition (IG) 19 is turned on, the engine is started by the MG 6 and the rotation speed etc. are controlled by the EFI-ECU 14, but it does not operate as a driving source for driving. Instead, while the vehicle is running using the MG 6 as a driving source, the MG 6 operates as a generator and uses the generated electricity to charge the main battery 4 depending on the charging status of the main battery 4. In this way, in a series hybrid vehicle, when the IG 16 is turned on, the engine 18 is not started using the battery, and after a predetermined time (for example, 1 second) has elapsed after the IG 16 is turned on, the vehicle enters a state where it is ready to run, i.e., a ready-on state, and the vehicle runs using the MG 6 as a driving source.

In this type of series hybrid vehicle, the degree and state of deterioration of the auxiliary battery 1 (deterioration judgment) is determined based on the charge state data acquired during the ready-off period (unable to drive) from when the IG 19 is turned on until it becomes ready-on (able to drive), as shown in FIG. 2. The timing of the deterioration judgment may be during the ready-off period after the IG 19 is turned on, or after it becomes ready-on.

That is, during the ready-off period from when IG19 is turned on until it becomes ready-on, HV-ECU10 acquires the battery voltage Bv of auxiliary battery 1, as well as the battery current Bc and battery fluid temperature Bt detected by sensor 2. However, during the ready-off period after IG19 is turned on for the first time in a day, heavy loads that consume large currents such as lights, illumination, and air conditioner blowers are not operating, so the voltage between both ends of auxiliary battery 1, especially immediately after IG19 is turned on, is almost the open circuit voltage (OCV) and indicates a maximum value. Therefore, the battery voltage Bv between both ends of auxiliary battery 1 immediately after IG19 is turned on for the first time (and during the ready-off period) becomes the maximum value Bvmax at that time, and during the ready-off period from when IG19 is turned on until it becomes ready-on, HV-ECU10 can acquire the maximum battery voltage Bvmax. Furthermore, when IG19 is turned on, the auxiliary battery 1 is in a state where current is consumed due to the wake-up of various ECUs in a sleep state and the lighting of various indicators, and the battery voltage Bv drops from the maximum value Bvmax to the minimum value Bvmin. Therefore, during the ready-off state after IG19 is turned on, the HV-ECU 10 also acquires the minimum value Bvmin of the battery voltage Bv. Even if the switch of a heavy load that consumes a large current, such as an air conditioner blower, is in the on state before IG19 is turned on, the heavy load does not actually operate until a short period has elapsed after IG19 is turned on, so at least one of the maximum value Bvmax and the minimum value Bvmin may be acquired during this short period (until the heavy load actually operates). In this way, at least one of the maximum value Bvmax and the minimum value Bvmin can be acquired even if the switch of a heavy load that consumes a large current, such as an air conditioner, is in the on state before IG19 is turned on.

However, when the vehicle changes from ready-off to ready-on (drivable state), the mechanisms related to the vehicle's running (for example, engine-related mechanisms such as the engine injectors, intake and exhaust valves, and accelerator opening, transmission-related mechanisms such as hydraulic valves and gear shift mechanisms) are activated, causing the voltage to become unstable. Therefore, in the ready-on state, charging state data such as battery voltage is not acquired. Instead, as described above, during the ready-off state after IG19 is turned on, the HV-ECU10 acquires the maximum value Bvmax and minimum value Bvmin of the battery voltage Bv, as well as the battery fluid temperature Bt measured by sensor 2 at that time.

More specifically, when the first condition consisting of the following four items is all satisfied, the HV-ECU 10 acquires the maximum value Bvmax and minimum value Bvmin of the battery voltage Bv of the auxiliary battery 1, as well as the battery fluid temperature Bt from the sensor 2, and temporarily stores them in the memory 10a.
~~First condition~~
(i) 24 hours have passed since IG19 was turned off. (ii) The vehicle is in an unloaded state in which only light loads that consume small currents, such as the dark current of the ECU, are operating, excluding heavy loads that consume large currents, such as lights, illumination, and air conditioner blowers. (iii) The battery fluid temperature Bt is between -20°C and 40°C (-20°C≦Bt≦40°C). (iv) IG10 is on and ready-off (unable to drive).

And then,
(v) IG19 is on and the ready-off state has changed to ready-on (second condition)
When the second condition is met, the data on the maximum value Bvmax and minimum value Bvmin of the battery voltage Bv and the battery fluid temperature Bt stored in the memory 10a during the communication cycle of the CAN communication are transmitted to an external server 16 via a communication device 15 such as a smartphone or a DCM (Data Communication Module) or the Internet, and the maximum value Bvmax and minimum value Bvmin of the battery voltage received by the external server 16 are mapped and stored for each battery fluid temperature Bt at that time (for example, in increments of 5°C within a range of -20°C to 40°C).

Here, the process of acquiring the maximum value Bvmax and minimum value Bvmin of the battery voltage of the auxiliary battery 1 by the HV-ECU 10, and the battery fluid temperature Bt by the sensor 2 corresponds to the "acquisition means" in the present invention, and the external server 16 corresponds to the "storage means" as described above.

Furthermore, after the second condition is satisfied, the HV-ECU 10 derives the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage, and transmits it to the external server 16 together with the maximum value Bvmax and the minimum value Bvmin of the battery voltage Bv and the battery fluid temperature Bt stored in the memory 10a and stores it there. The difference ΔBv may be derived by the external server 16 and transmitted to the HV-ECU 10, or may be stored in the memory 10a for each battery fluid temperature Bt. At this time, by deriving the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage after the second condition is satisfied, it becomes possible to derive the difference ΔBv that also corresponds to the case where the minimum value Bvmin of the battery voltage fluctuates during the ready-off state.

In this way, each time the first condition is satisfied, in other words, each time IG19 is turned on while the vehicle is stopped for 24 hours or more, the maximum value Bvmax of the battery voltage for each battery fluid temperature Bt and the minimum value Bvmin are mapped and accumulated for each battery fluid temperature Bt. The maximum value Bvmax of the battery voltage at the first trigger is represented by a white circle and the minimum value Bvmin is represented by a black circle. Similarly, the maximum value Bvmax of the battery voltage at the second trigger is represented by a white circle and the minimum value Bvmin is represented by a black circle. The maximum value Bvmax of the battery voltage at the Nth trigger and the (N+1)th trigger are represented by a white circle and the minimum value Bvmin is represented by a black circle. The relationship between the battery voltage and the trigger (the number of times the battery voltage is measured, etc.) is as shown in Figure 3. Note that Figure 3 illustrates the relationship when the battery fluid temperature Bt is 20°C.

When the auxiliary battery 1 is new and undegraded, the difference ΔBv (the difference between the white circle and the black circle) between the maximum battery voltage Bvmax (white circle in FIG. 3) and the minimum battery voltage Bvmin (black circle in FIG. 3) at the same battery fluid temperature Bt hardly changes, as in the first, second, etc. times in FIG. 3, and the time series change line of the difference ΔBv obtained by connecting, for example, the midpoints of the difference ΔBv for each trigger does not show a downward trend, as shown by the dashed line in FIG. 3. Rather, when the auxiliary battery 1 is new, the change line shows a tendency to rise little by little upward (to the right) with each charge.

On the other hand, if the auxiliary battery 1 deteriorates due to long-term use, the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage at the same battery fluid temperature Bt will increase over time, as shown in the Nth, (N+1)th, etc. times in Figure 3, and the time series change line of the difference ΔBv for each trigger also has a downward trend (sloping downward to the right), as shown by the solid line in Figure 3.

Furthermore, the HV-ECU 10 compares the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage Bv for each trigger at which the first condition is satisfied with a first threshold value V1 and a second threshold value V2 (V1>V2) that are preset, derives a time series change line of the difference ΔBv for each trigger, and compares the slope K of the change line with a first slope K1 (<0) and a second slope K2 (K1<K2) that are preset. Note that the first and second slopes K1 and K2 are negative values that are the slopes of a line sloping downward to the right. If the slope K is larger than the first slope K1, the degree of downward sloping to the right is small, if the slope K is smaller than the first slope K1 and larger than the second slope K2, the degree of downward sloping to the right is large, and if the slope K is smaller than the second slope K2, the degree of downward sloping to the right is even larger.

Based on the results of these comparisons, the degree of deterioration of the auxiliary battery 1 is judged to be large or small. Specifically, the third condition (vi) is that the difference ΔBv is larger than the first threshold value V1 (ΔBv>v1) and the gradient K of the change line of the difference ΔBv is larger than the first gradient K1 (K>K1).
(vii) The difference ΔBv is smaller than the first threshold V1 and larger than the second threshold V2 (V1>ΔBv>V2), and the slope K of the change line of the difference ΔBv is smaller than the first slope K1 and larger than the second slope K2 (K1>K>K2).
(viii) The number of measurements that is the trigger is equal to or greater than a preset M times, and (ix) The first condition is satisfied. If (vi), (viii), and (ix) are satisfied but (vii) is not satisfied, it can be determined that the degree of deterioration of the auxiliary battery 1 is small (small deterioration), and if (vi), (vii), (viii), and (ix) are all satisfied, it can be determined that the degree of deterioration of the auxiliary battery 1 is large (large deterioration). In this way, the HV-ECU 10 determines whether the degree of deterioration is large or small, and determines the deteriorated state of the auxiliary battery 1 (deterioration determination).

In this way, the maximum value Bvmax and the minimum value Bvmin of the battery voltage for each battery fluid temperature Bt are derived and stored in the memory 10a each time the first condition is satisfied, and the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage stored in the memory 10a is derived when the second condition is satisfied and stored in the external server 16 together with the maximum value Bvmax and the minimum value Bvmin of the battery voltage for each battery fluid temperature Bt. The degree of deterioration of the auxiliary battery 1 is determined based on the degree of change in the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage Bv, which is the time-series charging state data acquired by the external server 16 each time the first condition is satisfied. The result of this determination is then downloaded from the external server 16 to the communication device 15 via the Internet. The result of this determination may be displayed on a specified display device of the vehicle, or may be downloaded from the external server 16 to the user's mobile terminal via the Internet and displayed on the user's mobile terminal. The derivation process and determination process by the HV-ECU 10 correspond to the "determination means" in this invention.

Next, the process of determining the degradation state (degradation determination) of the auxiliary battery 1 and the operation of the charging control of the auxiliary battery 1 based on the results of the degradation state determination (degradation determination) will be described with reference to the flowcharts in Figures 4 and 5.

The flowchart in FIG. 4 shows the procedure for determining deterioration by the HV-ECU 10. As shown in FIG. 4, a determination is made as to whether all four of the first conditions (i) to (vi) described above are met (step S1). If the result of this determination is NO, the operation ends. If the result of the determination is YES, the first condition is met, and the battery voltage Bv of the auxiliary battery 1 and the battery fluid temperature Bt from the sensor 2 are acquired. The maximum and minimum battery voltage values Bvmax and Bvmin, as well as the battery fluid temperature Bt at that time, are stored in the memory 10a (step S2). Then, a determination is made as to whether the second condition (v) described above is met (step S3).

If the result of the determination in step S3 is NO, the process returns to step S2. If the result of the determination in step S3 is YES, the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage stored in the memory 10a is derived, and the maximum value Bvmax, the minimum value Bvmin, and the difference ΔBv between them are stored in the external server 16 for each battery fluid temperature Bt at that time (step S4), and the operation ends.

Next, the charging control of the auxiliary battery 1 based on the result of the deterioration determination will be described. As shown in Fig. 5, the HV-ECU 10 determines which of the above four third conditions (vi) to (ix) is satisfied (step S11), and if (vi), (viii), and (ix) are satisfied and (vii) is not satisfied, the degree of deterioration is determined to be small (small deterioration), and the process proceeds to step S12, and the instruction voltage _n for charging the auxiliary battery 1 by the main battery 4 controlled by the DCDC converter 5 is changed to (previous instruction voltage _n-1 -0.1V) to lower the instruction voltage for charging (step S12), and the operation then ends.

Furthermore, if the result of the determination in step S11 is that all of (vi) to (ix) are true, it is determined that the degree of degradation is large (large degradation), and the process proceeds to step S13, and the instruction voltage _n for charging the auxiliary battery 1 by the main battery 4 controlled by the DCDC converter 5 is changed to (previous instruction voltage _n-1 +0.1V) to increase the instruction voltage for charging (step S13), and then the operation ends. Note that, although the correction voltage value for small degradation and large degradation is set to 0.1V here, the correction voltage value is not limited to 0.1V.

In this way, by increasing or decreasing the command voltage for charging the main battery 4 by adding or subtracting the correction voltage value according to the degree of deterioration of the auxiliary battery 1, it is possible to mitigate the rate of deterioration of the auxiliary battery 1 that is charged by the main battery 4.

Therefore, according to the embodiment described above, when the first condition is satisfied, including the condition that the IG 19 is on and not in a ready-to-drive state, the maximum value Bvmax and minimum value Bvmin of the battery voltage Bv and the battery fluid temperature Bt, which are the charge state data of the auxiliary battery 1 acquired by the HV-ECU 10, are accumulated by the external server 16, which is an accumulation means, for each of the multiple events, and the magnitude of the difference ΔBv between the maximum value Bvmax and the minimum value Bvmin of the battery voltage for each of the multiple accumulated events and the change line of the difference ΔBv in time series (see FIG. 3) are calculated. ) is on a downward trend, the deterioration state of the auxiliary battery 1 is judged based on the degree of change (slope). Therefore, in vehicles such as series-type hybrid vehicles in which the engine 18 is not started using the auxiliary battery 1 when the IG 19 is on and the vehicle becomes ready-on (drivable state) after a predetermined time such as one second has elapsed after the IG 19 is turned on, it is possible to accurately judge the deterioration of the auxiliary battery 1 with a simple configuration without providing any new detection means, and it is possible to accurately judge the deterioration state of the auxiliary battery 1 over a long period of time such as several months or several years (deterioration judgment).

In addition, the maximum value Bvmax and minimum value Bvmin of the battery voltage Bv, which is the charging state data of the auxiliary battery 1 acquired by the HV-ECU 10, are mapped for each battery fluid temperature Bt at the time of acquisition (for example, in 5°C increments within the range of -20°C to 40°C) and stored by the external server 16. This makes it possible to determine the deterioration state of the auxiliary battery 1 based on the charging state data for each accumulated battery fluid temperature Bt, and accurately determine (deterioration judgment) the deterioration state of the auxiliary battery 1 according to the environmental temperature in which the vehicle is used.

The HV-ECU 10 also determines the deterioration state of the auxiliary battery 1 based on the magnitude of the difference ΔBv between the maximum value Bvmax and minimum value Bvmin of the battery voltage of the auxiliary battery 1, which is the charging state data for each occasion when the first condition is satisfied, and the degree of change (slope) when the change line (see FIG. 3) in the time series of the difference ΔBv is on a downward trend. Therefore, for example, the magnitude of the difference ΔBv can be used as a judgment criterion for a relatively short period of time, such as several months, and the degree of change (slope) when the change line (see FIG. 3) in the time series of the difference ΔBv is on a downward trend can be used as a judgment criterion for a long period of time, such as several years. This makes it possible to accurately determine the deterioration state (deterioration judgment) according to the period of use of the auxiliary battery 1.

In addition, depending on the degree of deterioration of the auxiliary battery 1 (small deterioration, large deterioration), the instruction voltage _n for charging the auxiliary battery 1 by the main battery 4 controlled by the DCDC converter 5 is increased or decreased using a correction voltage value, so that the deterioration rate of the auxiliary battery 1 charged by the main battery 4 can be slowed down and the life of the auxiliary battery 1 can be extended.

The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the invention.

For example, in the above embodiment, the degraded state of the auxiliary battery 1 is determined based on the difference ΔBv (corresponding to "charge state data") between the maximum value Bvmax and the minimum value Bvmin of the battery voltage for each occasion when the first condition is satisfied, and the degree of change when the time series of the difference ΔBv is on a downward trend, but the degraded state may be determined based only on the degree of change in the time series of the difference ΔBv.

In the above embodiment, the storage means is the external server 16, the HV-ECU 10 and the external server 16 are connected by the communication device 15 via the Internet, and the charging state data (maximum, minimum, and difference of the battery voltage, and the battery fluid temperature) acquired by the HV-ECU 10 is uploaded to the external server 16 and stored therein, but the storage means is not limited to the external server 16 and may be a storage means mounted on the vehicle or other storage means. In this case, the deterioration judgment described above may also be performed by the vehicle.

In addition, instead of the battery fluid temperature Bt in the above embodiment, charging state data may be accumulated for each battery temperature, including the temperature of the battery housing.

In addition, the charging state data is not limited to the battery voltage described above, but may also be the battery current.

The present invention can be applied to a vehicle control system that does not start the engine using the battery when the ignition is turned on, but controls a vehicle that becomes ready to run after a predetermined time has elapsed after the ignition is turned on.

1 ... auxiliary battery 10 ... HV-ECU (acquisition means, determination means)
16 ... External server (storage means)

Claims (3)

A vehicle control system that controls a vehicle in which an engine is not started using a battery when an ignition is turned on, and the vehicle is made ready to run after a predetermined time has elapsed after the ignition is turned on,
an acquisition means for acquiring charge state data relating to a charge state of the battery;
a storage means for storing the charge state data acquired by the acquisition means for each of a plurality of triggers when the ignition is on and the vehicle is not in the traveling-enabled state;
a determination means for determining a deterioration state of the battery based on a degree of change when the change in the time-series charging state data for each of the multiple triggers accumulated by the accumulation means shows a downward trend. 2. The vehicle control system according to claim 1,
The storage means includes:
The charge state data acquired by the acquisition means is accumulated for each temperature of the battery within a predetermined range at the time of acquisition,
The determination means is
a determination of a deterioration state of the battery based on the degree of change in the state-of-charge data accumulated by the accumulation means for each temperature of the battery within the predetermined range. 3. The vehicle control system according to claim 1,
The storage means includes:
A maximum value and a minimum value related to the charging state at the time of the trigger are accumulated as the charging state data acquired by the acquisition means,
The determination means is
A vehicle control system which judges a deterioration state of the battery based on the degree of change and a difference between a maximum value and a minimum value of the charge state data at the time of the change.

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