JP3351683B2 - In-vehicle battery control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is applied to an electric vehicle using an electric motor as running power. The present invention relates to charge / discharge control of a rechargeable battery for a vehicle. The present invention was developed for a hybrid car using both an internal combustion engine and an electric motor as running power, but is widely used in vehicles that mount a rechargeable battery on the vehicle and use this battery energy for running. can do.

[0002]

2. Description of the Related Art The present applicant has developed, manufactured and sold a hybrid car using an internal combustion engine and an electric motor together under the name of HIMR. In this car, a three-phase AC cage induction machine is connected to the crankshaft of the internal combustion engine, a large battery is mounted on the vehicle, and the battery and the cage induction machine are connected by a bidirectional inverter circuit. This inverter circuit is configured to be controlled by a program control circuit (see WO88 / 06107).

In this device, when the vehicle accelerates, the rotating magnetic field applied to the cage induction machine is controlled so that the cage induction machine becomes an electric motor, and when the vehicle decelerates, the rotating magnetic field applied to the cage induction machine is controlled. Control is performed so that the cage induction machine becomes a generator. When the squirrel-cage induction machine is used as an electric motor, the battery is discharged. When the squirrel-cage induction machine is used as a generator, the battery is charged, that is, regenerative braking is performed.

[0004] This device is mounted on a large-sized bus, and is practically used for a route bus in an urban area and a mountain climbing bus in an area where it is necessary to minimize environmental pollution. On the other hand, in recent years, environmental pollution due to exhaust from the internal combustion engine of automobiles has become a major problem, and even if automobile prices are still high and fuel is somewhat expensive, most automobiles running in urban urban areas may become electric vehicles. Came to be discussed.

In the HIMR, a battery chamber is provided in a vehicle, and a unit battery is a battery having a terminal voltage of 12 V, which can be obtained inexpensively by mass production, and 25 batteries are mounted in the battery chamber and electrically connected in series. The total terminal voltage is 12V × 25 =
The battery is configured to have a voltage of 300 V and is used as a battery for supplying energy for traveling.

Here, the "unit battery" is a unit constituting a battery for supplying energy for traveling by connecting a large number of batteries in series. For example, in the case of a lead battery,
The terminal voltage of the minimum unit battery is 2 V due to its chemical properties. Generally, a battery in which a plurality of 2 V batteries are connected in series and accommodated in one housing is commercially available. For example, in the case of a lead battery, the terminal voltages of the unit batteries are 2V, 4V, 6V,
12V, 24V, etc. Even for batteries other than lead batteries, the terminal voltage of the unit battery is determined by its chemical properties and the number of batteries connected in series.

The applicant of the present application has filed an international patent application (PCT / JP96 / 00966, unpublished at the time of filing of the present application) for monitoring of a unit battery.

[0008]

When starting or accelerating using a squirrel-cage induction machine as an electric motor, the battery is discharged since energy is taken out from the battery and used. When the squirrel-cage induction machine is operated as a generator to perform deceleration, it is in a regenerative braking state and the battery is being charged. In a battery that is repeatedly charged and discharged in this way, charging and discharging are not always balanced.

When the vehicle runs on a road with many uphills, the discharging time becomes long, and when the vehicle runs on a road with many downhills, the charging time becomes long. Currently, lead-acid batteries are basically used as batteries, so it is necessary to take into account deterioration of batteries due to overcharging or overdischarging.

Conventionally, this management is performed by measuring the terminal voltage value of the unit battery. For example, standard voltage 1
For a 2V unit battery, the charge end voltage is 13.2
V, the discharge end voltage is set to 11.4 V, and when the voltage exceeds 13.2 V, an overcharge warning is displayed or the charging is automatically stopped. When the voltage falls below 11.4 V, an over-discharge warning is displayed or the discharge is automatically stopped.

However, the battery deteriorates as the battery is repeatedly charged and discharged, and the amount of electricity that can be charged and discharged decreases. In other words, a battery that has deteriorated reaches the charging end voltage value even though sufficient charging has not yet been performed at the time of charging. At the time of discharging, when a load is applied, the battery voltage falls below the discharge end voltage. Therefore, if charge / discharge control is performed based on the terminal voltage while ignoring the state of deterioration, control may be performed such that charging is restricted while charging is still possible, or charging is further performed when charging is no longer possible.

Further, a battery for storing the running energy of an automobile is used by connecting a plurality of unit batteries in series. However, the unit batteries connected in series do not deteriorate uniformly, and the deterioration also varies. In addition, when uniform charging and discharging are performed, the variation in deterioration is increased.

Conventionally, since the charge / discharge current is controlled by the terminal voltage as described above, the control is not performed so that the charge end voltage value and the discharge end voltage value, which are the reference, change with the deterioration of the unit battery. As a measure to avoid overcharging or overdischarging of a deteriorated battery, a charge end voltage value and a discharge end voltage value are set in advance in accordance with the deteriorated battery. This means that a new battery does not make full use of its storage capacity.

The present invention has been made in view of such a background, and an object of the present invention is to provide an on-vehicle battery control device capable of fully utilizing the storage capacity of a battery. An object of the present invention is to provide an apparatus that adaptively controls a terminal voltage limit value during charging according to a state of deterioration of a battery. An object of the present invention is to provide a device that adaptively controls a terminal voltage limit value at the time of discharging according to a state of deterioration of a battery. An object of the present invention is to provide a control device for a vehicle-mounted battery that can increase the life of the battery.
An object of the present invention is to provide an apparatus that can manage a state of deterioration of a battery in which a plurality of unit batteries are connected in series, for each unit battery.

[0015]

SUMMARY OF THE INVENTION The present invention is an on-vehicle battery control device, which is characterized by a multi-phase AC rotating machine connected to a vehicle drive unit and a vehicle mounted on the vehicle. An inverter circuit provided between the battery and the multi-phase AC rotating machine for performing AC / DC or DC / AC conversion, and a program control circuit for controlling the inverter circuit,
Means for measuring a current voltage at the time of discharging and a current voltage at the time of charging of the battery, wherein the program control circuit performs charging on the battery via the inverter circuit based on information on voltage and current measured by the means. And means for controlling the current and / or discharge current.

Thus, fine control of the charging current and / or the discharging current can be performed in consideration of both the voltage value and the current value.

It is preferable that the program control circuit includes a memory means for storing information on a current voltage during discharge (discharge IV characteristic) and a current voltage during charge (charge IV characteristic).

The memory means holds a discharge IV characteristic and a charge IV characteristic based on data obtained by actually measuring the battery, and compares the characteristic with the current voltage value and current value to charge and / or discharge current. Current control can be performed.

The battery is provided with a battery sensor for detecting a terminal voltage of the unit battery, and a detection output of the battery sensor is taken into the program control circuit. The program control circuit charges the battery according to the terminal voltage information of the unit battery. It is also possible to adopt a configuration including means for adjusting the current during and / or during discharge.

By providing a battery sensor for detecting the terminal voltage value of each unit battery, the program control circuit can grasp the state of deterioration of each unit battery. By setting the charge end voltage value or the discharge end voltage value according to the unit battery that has deteriorated the most among multiple unit batteries, only the unit battery that has deteriorated acceleratedly deteriorated more than the current level. It is possible to prevent the user from proceeding.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION

[0022]

【Example】

(First Embodiment) The structure of the first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is an overall configuration diagram of the HIMR. FIG. 2 is a block diagram of the inverter control circuit according to the first embodiment of the present invention.

The present invention relates to an on-vehicle battery control device, which is characterized by a cage-type polyphase induction machine as a polyphase AC rotating machine connected to an internal combustion engine 1 as a vehicle driving device. 2, an inverter circuit 4 provided between the secondary battery circuit 3 mounted on the vehicle and the cage type polyphase induction machine 2 to perform AC / DC or DC / AC conversion, and program control for controlling the inverter circuit 4 An inverter control circuit 5 as a circuit, and a detection circuit 13 as a means for measuring the current voltage during discharging and the current voltage during charging of the secondary battery circuit 3.
It includes a means for controlling the charging current and / or the discharging current to be performed on the secondary battery circuit 3 via the inverter circuit 4 based on the information on the voltage and current measured by the detection circuit 13.

The inverter control circuit 5 includes a current voltage during discharge (discharge IV characteristic) and a current voltage during charge (charge I
V characteristic).

The hybrid car (HIM) shown in FIG.
R) will be described. In this automobile, a three-phase AC squirrel-cage polyphase induction machine 2 is connected to a crankshaft of an internal combustion engine 1 and a large secondary battery circuit 3 is mounted on the vehicle. 3 and a two-way inverter circuit 4 between the cage type polyphase induction machine 2
And the inverter circuit 4 is controlled by an inverter control circuit 5 using program control. The detection circuit 13 converts the voltage of the secondary battery circuit 3 and the current of the current detector 7 into an inverter control circuit 5
Is being entered. The inverter control circuit 5 includes the detection circuit 1
The inverter circuit 4 is controlled in accordance with inputs from the CPU 3 and the rotation sensor 6 and the CPU 12.

The inverter control circuit 5 includes the inverter circuit 4
, And when the vehicle starts or accelerates, the rotating magnetic field applied to the cage type polyphase induction machine 2 is applied to the cage type polyphase induction machine 2.
Is controlled to be an electric motor, and when the vehicle decelerates, the rotating magnetic field applied to the cage-shaped polyphase induction machine 2 is controlled so that the cage-shaped polyphase induction machine 2 becomes a generator. When the cage type polyphase induction machine 2 is used as an electric motor, the secondary battery circuit 3 is discharged, and when it is used as a generator, the secondary battery circuit 3 is charged, that is, regenerative braking is performed. To control. In addition, it is possible to operate the internal combustion engine 1 only for charging the secondary battery circuit 3 while the hybrid car is stopped.

Next, the operation of the first embodiment of the present invention will be described with reference to FIGS. FIG. 3 is a diagram showing the charging characteristics of the secondary battery circuit 3, in which the horizontal axis represents the charging current and the vertical axis represents the voltage. The charging characteristics shown in FIG. 3 are stored in the memory 52 of the inverter control circuit 5. As shown in FIG.
A curve a indicates a state where the battery of the secondary battery circuit 3 is new and the charge amount is small (hunger). Curve b is the secondary battery circuit 3
Indicates that the battery is new and has a moderate charge.
A curve c indicates a state where the battery of the secondary battery circuit 3 is new and charged (full). Curve d is the secondary battery circuit 3
5 shows a state in which the deterioration of the unit battery has progressed to the extent that replacement is required. The upper limit value MAX is a value indicating the charging end voltage controlled by the control device according to the embodiment of the present invention, and rises to the right in FIG. 3 as compared with the conventional example shown by the dashed line. This means that when the battery is new and hungry, control is performed so that the charging current is larger than before, that is, the terminal voltage during charging is increased. That is, the battery is fully utilized according to the state of the battery. Conversely, when the battery is in a state where deterioration has progressed to the point where replacement is required, the charging end voltage is set low, and control is performed so that a large charging current is supplied and the battery is not further overcharged.

FIG. 4 is a flowchart showing the operation of the inverter control unit 50 when charging. The inverter control unit 50 inputs the current value and voltage value at that time from the detection circuit 13 (S1). According to the current value and the voltage value, the area A to which the current secondary battery circuit 3 belongs,
B and C are specified (S2). That is, the charging characteristic shown in FIG. 3 stored in the memory 52 is compared with the current current value and the current voltage value, and the state of the secondary battery circuit 3 is grasped. If it belongs to the area A, the unit battery of the secondary battery circuit 3 is new and is hungry. If the battery belongs to the area B, the unit battery of the secondary battery circuit 3 is new, and the hunger is in the middle. If the battery belongs to the area C, the unit battery of the secondary battery circuit 3 is in a state where deterioration of the unit battery has advanced to such a level that replacement is required. At this time, an external display may be performed according to the regions A, B, and C to which the devices belong.

That is, if the battery belongs to the area A, the battery needs to be charged. If the battery belongs to the area B, the battery needs to be replaced. The upper limit value MAX depends on which of the areas A, B, and C it belongs to.
Changes. If the voltage value is equal to or greater than the upper limit value MAX corresponding to the regions A, B, and C (S3), the increase in the charging current value is limited (S4). By limiting the increase in the charging current value, the voltage can maintain the current value.

In the above description, the batteries are classified into "new" and "need replacement", but the batteries actually used are between them. In fact, when the battery starts to deteriorate,
The curves a, b, and c in FIG. 3 gradually approach the curve d. The shapes of the regions A, B, and C change accordingly,
Its area becomes smaller. In the present invention, the curves a, b, and c are obtained by simultaneously detecting the charging current and the terminal voltage during charging.
Can be detected two-dimensionally at that time. However, from these measurement results, even if the curve gradually approaches the curve c, it cannot be distinguished whether the deterioration is progressing or the battery is gradually becoming full. Need not be distinguished. The curves a to c are stored in a memory corresponding to one battery type, and charge / discharge control is performed according to this pattern. Then, when the charging current-voltage characteristic becomes the curve d, it is known that the battery is in a state requiring replacement, and this is displayed.

The charging current is controlled by changing the rotation speed of the rotating magnetic field applied to the cage type polyphase induction machine 2 by the inverter circuit 4. That is, when the rotation speed of the rotating magnetic field of the cage-shaped polyphase induction machine 2 is smaller than the rotation speed of the crankshaft of the internal combustion engine 1, the cage-shaped polyphase induction machine 2 operates as a generator. In order to limit the charging current, if the rotational speed of the rotating magnetic field of the cage-shaped polyphase induction machine 2 approaches the rotation speed of the crankshaft, that is, if the slip amount is reduced, the cage-shaped polyphase induction machine as a generator is used. 2, the amount of power generation can be reduced.

FIG. 5 is a diagram showing the discharge characteristics of the secondary battery circuit 3, where the horizontal axis indicates the discharge current and the vertical axis indicates the voltage. The discharge characteristics shown in FIG.
Is held in. As shown in FIG. 5, a curve e indicates a state in which the unit battery of the secondary battery circuit 3 is new and full. A curve f indicates a state where the unit battery of the secondary battery circuit 3 is new and the hunger is medium. A curve g indicates a state in which the unit battery of the secondary battery circuit 3 is new and is hungry. A curve h indicates a state in which the deterioration of the battery of the secondary battery circuit 3 has advanced to such a degree that the battery needs to be replaced. The lower limit value MIN indicates a terminal voltage at which overdischarge occurs when discharging is performed beyond this value. In the present invention, as shown in FIG. 5, this lower limit value MIN becomes lower right as compared with the conventional example shown by the dashed line. This indicates that when the battery is fresh and full, the discharge limit voltage may be relatively low. Conversely, when the battery has deteriorated and needs to be replaced, it indicates that the discharge limit voltage is relatively high, that is, the discharge current cannot be increased.

FIG. 6 is a flowchart showing the operation of the inverter control unit 50 when discharging is performed. The inverter control unit 50 inputs the current value and voltage value at that time from the detection circuit 13 (S11). According to the current value and the voltage value, the area E to which the current secondary battery circuit 3 belongs,
F and G are specified (S12). That is, the discharge characteristic shown in FIG. 5 held in the memory 52 is compared with the current current value and the current voltage value to detect the state of deterioration of the battery of the secondary battery circuit 3 and the state of being full or hungry. I do.

From the detection result, if the battery belongs to the area E, the battery of the secondary battery circuit 3 is new and full. If the battery belongs to the area F, the battery of the secondary battery circuit 3 is new and the hunger is in a medium state.
If the battery belongs to the area G, the battery of the secondary battery circuit 3 is in a state where deterioration of the battery has advanced to such a level that replacement is required. At this time,
The display may be made outside according to the areas E, F, and G to which the user belongs. That is, "discharge required" if it belongs to the area E, "normal" if it belongs to the area F, "battery replacement required" if it belongs to the area G, and the like. Further, the value of the lower limit value MIN changes depending on which of the regions E, F, and G it belongs to. If the voltage value is equal to or less than the lower limit value MIN corresponding to the regions E, F, and G (S13), the increase in the discharge current value is limited (S14). By limiting the increase in the discharge current value, the voltage can maintain the current value.

In the case of this discharge, the battery is new and hungry.
Although the battery is classified as new and full, the battery needs to be replaced, etc., the actual battery is between a new and needs to be replaced. That is, the curve e gradually approaches the curve h as the use is continued. At this time, the shapes of the regions E, F, and G also change.
However, it is not possible to determine whether the battery has deteriorated or the battery has become hungry by this measurement alone, but this characteristic is stored in memory in advance for each battery type,
The discharge current of the battery is controlled according to this characteristic. The curves e to g can be recognized two-dimensionally by simultaneously measuring the discharge current and the voltage. Therefore, when approaching the curve h, it can be displayed that the battery needs to be replaced.

The control of the discharge current is performed by changing the rotation speed of the rotating magnetic field applied to the cage-type polyphase induction machine 2 by the inverter circuit 4. That is, when the rotational speed of the rotating magnetic field of the cage-shaped polyphase induction machine 2 is higher than the rotation speed of the crankshaft of the internal combustion engine 1, the cage-shaped polyphase induction machine 2 operates as an electric motor. In order to limit the discharge current, the rotation speed of the rotating magnetic field of the cage-shaped polyphase induction machine 2 is made to approach the rotation speed of the crankshaft, that is, by reducing the slip amount, the cage-shaped polyphase induction machine as an electric motor. 2 can reduce power consumption.

(Second Embodiment) A second embodiment of the present invention will be described with reference to FIGS. FIG. 7 is an overall configuration diagram of the second embodiment of the present invention. In the second embodiment of the present invention, a battery sensor is provided for each of a plurality of unit batteries constituting the secondary battery circuit 3, and this battery sensor detects the terminal voltage of each unit battery. The detection results are transmitted as wireless signals by wireless transmitters TX _{1 to} TX _n attached to the individual battery sensors. This wireless signal is received by the wireless receiver RX, and is input to the inverter control circuit 5 as voltage information of each unit battery. The inverter control circuit 5
In accordance with the voltage information of each unit battery and the current information of the current detector 7, it is determined whether or not there is a unit battery that has deteriorated. If a battery with advanced deterioration is found as a result of the determination, a charge end voltage value and a discharge end voltage value are set in accordance with the characteristics of the battery. In this way, the storage capacity of the other unit batteries that have not deteriorated is reduced by 10%.
Although 0% cannot be used effectively, it is possible to prevent the deterioration of the unit battery that has deteriorated from accelerating. Furthermore, by displaying the information of the unit battery that has been deteriorated to the outside, it is possible to prompt replacement of the unit battery.

FIG. 8 is a block diagram of a main part of a second embodiment of the present invention. The n unit batteries B _{1 to} B _n are connected in series, and each has a battery sensor VD _{1 to} VD _n . The battery sensor VD ₁ to VD _n, respectively radio transmitters TX
_{1 to} TX _n are provided. Wireless transmitters TX _{1 to} TX
_The radio signal transmitted from _n is received by the radio receiver RX. The voltage values of the battery sensors VD _{1 to} VD _n output from the wireless receiver RX are input to the inverter control circuit 5. Further, the current value detected by the current detector 7 is input to the inverter control circuit 5 via the detection circuit 13.

FIG. 9 is a block diagram of the battery sensor VD. The voltage measurement unit V measures the terminal voltage of the unit battery B. This measured value is converted into a radio signal by the radio transmitter TX and transmitted.

FIG. 10 is a diagram showing a frame structure of a radio signal. The radio transmitter TX has 32bi as shown in FIG.
A data signal having a frame configuration of t is transmitted at a rate of 64 kb / s at a period t.
Transmit intermittently every time. In the header portion, an ID individually assigned to each transmitter TX is transmitted. Therefore,
The receiver RX can identify from which transmitter TX the received frame is transmitted. In this example, this device was used by modifying a cell of a portable telephone. The cycle t is set to a different value for each wireless transmitter TX. One transmission time is about 20 mS. The cycle t is set slightly different for each transmitter TX in the range of 20 to 60 seconds. With this configuration, even if the transmission timings of the plurality of transmitters TX match, the transmission timings will be different in the next cycle. Can be received.

Assuming that the cycle is 20 seconds, the time 20 mS during which one radio transmitter TXi is transmitting is one thousandth of the cycle. Therefore, 25 unit batteries B _{1 to} B _n
When the wireless transmitters TX _{1 to} TX _n connected to the transmitter transmit at random timing, the possibility of collision is about 40
It is 1/0. Even if a collision occurs, individual periods can be received without collision in the next period because the periods t are different.

FIG. 11 is a flowchart showing the operation of the inverter control unit 50 according to the second embodiment of the present invention. The current value of the current detector 7 is input to the inverter control unit 50 via the detection circuit 13 (S21). Individual unit batteries B _{1 to} B
_n are the battery sensors VD _{1 to} VD _n and the wireless transmitter T
X _{1 to} TX _n are input via the radio receiver RX (S
22). As described in detail in the present invention a first embodiment, affiliation area of each unit cell B ₁ .about.B _n is specified (S2
3). Further, the result of specifying the belonging area is preferably displayed outside. As a result, it is determined whether or not there is a deteriorated battery (S24). That is, it is determined whether there is a unit cell B ₁ .about.B _n entering the area C or the area G shown in FIG. 3 or 5. As a result, if there is a deteriorated unit battery (S24), charge / discharge control suitable for the deteriorated unit battery is performed (S25). That is, all the unit batteries B _{1 to} B _n constituting the secondary battery circuit 3 are assumed to have the characteristics included in the region C or the region G shown in FIG. 3 or FIG. Charge / discharge control. Thereby, even if the unit battery whose deterioration has progressed is included in the unit batteries B _{1 to} B _n constituting the secondary battery circuit 3, the progress of deterioration due to overcharge or overdischarge can be avoided. .

By displaying the state of deterioration externally,
The driver or the manager can be urged to immediately replace the deteriorated unit battery.

[0044]

As described above, according to the present invention,
The storage capacity of the battery can be fully utilized. That is, the terminal voltage upper limit during charging is adaptively controlled according to the state of deterioration of the battery. Also, the terminal voltage lower limit value at the time of discharging is adaptively controlled according to the state of deterioration of the battery. According to the present invention, the life of a battery can be increased. Furthermore, for a battery in which a plurality of unit batteries are connected in series, the state of deterioration can be managed for each unit battery.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a HIMR.

FIG. 2 is a block diagram of an inverter control circuit according to the first embodiment of the present invention.

FIG. 3 is a diagram showing charging characteristics of a secondary battery circuit.

FIG. 4 is a flowchart illustrating an operation of an inverter control unit when charging is performed.

FIG. 5 is a diagram showing discharge characteristics of a secondary battery circuit.

FIG. 6 is a flowchart showing the operation of the inverter control unit when discharging is performed.

FIG. 7 is an overall configuration diagram of a second embodiment of the present invention.

FIG. 8 is a configuration diagram of a main part of a second embodiment of the present invention.

FIG. 9 is a block diagram of a battery sensor.

FIG. 10 is a diagram showing a frame configuration of a wireless signal.

FIG. 11 is a flowchart showing the operation of the inverter control unit according to the second embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Cage-shaped polyphase induction machine 3 Secondary battery circuit 4 Inverter circuit 5 Inverter control circuit 6 Rotation sensor 7 Current detector 12 CPU 13 Detection circuit 50 Inverter control part 52 Memory A, B, C, D, E, F, G region a, b, c, d, e, f, g curve TH _1, TH ₂ threshold B, B ₁ ~B _n unit cell RX radio receiver TX, TX ₁ ~TX _n radio transmitters V voltage measurement part VD, VD ₁ ~VD _n battery sensor

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI H02J 7/00 H02J 7/10 H 7/10 B60K 9/00 E (56) References JP-A-8-140209 (JP, A JP-A-7-87681 (JP, A) JP-A-8-140206 (JP, A) JP-A-8-33219 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 3/00 B60K 6/02 B60K 6/04 B60R 16/04 H01M 10/44 H02J 7/00 H02J 7/10

Claims (3)

(57) [Claims] 1. A multi-phase AC rotating machine connected to a drive device of a vehicle, and an inverter circuit provided between the battery mounted on the vehicle and the poly-phase AC rotating machine for performing AC / DC or DC / AC conversion. , and a program control circuit for controlling this inverter circuit, comprising means for measuring the current voltage of the current-voltage and charging at the time of discharging for each unit cell for the battery, the program control circuit, by means of the measurement most advanced degradation of the measured voltage the inverter circuit charging current and discharge current conducted through the basis of the information of the current
An on-vehicle battery control device including means for controlling based on a unit battery . 2. The on-vehicle battery according to claim 1, wherein the program control circuit includes a memory unit for storing information on a current voltage during discharge (discharge IV characteristic) and a current voltage during charge (charge IV characteristic). Control device. 3. A battery sensor for detecting a terminal voltage of a unit battery is provided on the battery, and a detection output of the battery sensor is taken into the program control circuit. 3. The on-vehicle battery control device according to claim 1, further comprising means for adjusting a current at the time of charging and / or discharging according to the voltage information.