JP3671905B2 - Battery deterioration diagnosis device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a battery deterioration diagnosis device for diagnosing deterioration of a battery of an electric motor constituting a power device of a hybrid vehicle, and more particularly to a technique for diagnosing deterioration of a battery based on a degree of travel dependence on an internal combustion engine.
[0002]
[Prior art]
In a hybrid vehicle, as a method of diagnosing the deterioration of the battery of the electric motor that constitutes the power unit, conventionally, there is a method that focuses on the output characteristics of the battery itself, such as detecting the current value, voltage value, and charging time of the battery. It was general. In Japanese Patent Application No. 2000-078462 of the prior application relating to the present applicant, focusing on the fact that the internal resistance increases as the deterioration of the battery progresses, the open-ended voltage in the equilibrium state of the battery and the terminal at the start A device that detects an internal resistance based on a voltage and a discharge current is disclosed.
[0003]
[Problems to be solved by the invention]
However, it is desirable that battery deterioration can be monitored not only at the time of starting but also during traveling. Here, during running, charging / discharging is repeated according to the running pattern, and the state of charge necessary for diagnosis is not always obtained, and the current value and voltage value may change due to topography and the like. Conceivable. These make deterioration diagnosis during running difficult.
[0004]
Assuming that the vehicle travels on a certain route, the dependence on the internal combustion engine becomes higher when the battery is deteriorated and when the battery is deteriorated. That is, in the parallel configuration, the travel distance by the internal combustion engine becomes long. This is due to the faster consumption of the battery as the deterioration of the battery progresses. From this, it is considered that the deterioration of the battery can be diagnosed by detecting the degree of travel dependence on the internal combustion engine, regardless of the output characteristics of the battery itself.
[0005]
Japanese Patent Application Laid-Open No. 5-203456 discloses that the energy consumption during traveling is influenced not only by the traveling distance but also by the road type of the route. For example, on roads with many signals such as urban areas, it is expected that battery consumption will progress faster than when traffic flows without stagnation. From this, it can be considered that the degree of travel dependence on the internal combustion engine changes according to the road conditions even when traveling the same distance.
[0006]
Accordingly, an object of the present invention is to provide a battery deterioration diagnosis device capable of diagnosing battery deterioration in a hybrid vehicle regardless of the output characteristics of the battery itself.
Another object of the present invention is to accurately diagnose deterioration regardless of road conditions that change from time to time even on the same travel route.
[0007]
[Means for Solving the Problems]
Therefore, in the first aspect of the invention, the battery deterioration diagnosis device that diagnoses the deterioration of the battery of the electric motor that constitutes the power device of the hybrid vehicle reads (A) road information relating to a specific traveling section through which the vehicle passes. Road information reading means; (B) engine travel distance detection means for detecting a travel distance or driving time during which the internal combustion engine is actually driven in the section; and (C) road information read by the road information read means; The battery deterioration diagnosis means for diagnosing the deterioration of the battery based on the actual travel distance or the operation time detected by the engine travel distance detection means.
[0008]
In the invention according to claim 2, the battery deterioration diagnosis device for diagnosing the deterioration of the battery of the electric motor that constitutes the power device of the hybrid vehicle is (A) related to the section for every predetermined distance on the route on which the vehicle travels. Road information reading means for reading road information, (B) engine travel distance detection means for detecting a travel distance or driving time during which the internal combustion engine is actually driven in each section, and (C) road information read means. Battery deterioration diagnosis means for diagnosing battery deterioration based on the road information and the actual travel distance or driving time detected by the engine travel distance detection means.
[0009]
In the invention according to claim 3, the battery deterioration diagnosis device for diagnosing the deterioration of the battery of the electric motor constituting the power device of the hybrid vehicle is (A) road information reading means for reading road information relating to a specific route on which the vehicle travels. And (B) engine travel distance detecting means for detecting a travel distance or operating time when the internal combustion engine is actually operated in the route, (C) road information read by the road information reading means, and engine travel distance Battery deterioration diagnosis means for diagnosing battery deterioration based on the actual travel distance or operation time detected by the detection means.
[0010]
In the invention described in claim 4, the traffic information is read as road information in the road information reading means.
In the invention described in claim 5, the signal information is read as road information in the road information reading means.
In the invention described in claim 6, the road information reading means reads the terrain information as road information, and in the invention described in claim 7, the road gradient is adopted as the terrain information.
[0011]
In the invention described in claim 8, the road temperature reading means reads the outside air temperature as road information.
In the invention according to claim 9, the battery deterioration diagnosis means corrects the detected actual travel distance or driving time based on the read road information, and the correction value exceeds the reference driving distance or driving time. In this case, it was decided to diagnose that the battery was deteriorated.
[0012]
In the invention described in claim 10, the reference traveling distance or driving time is set as an average value of the traveling distance or driving time calculated by correcting based on road information in the initial state.
In the invention described in claim 11, the battery remaining capacity detecting means for detecting the remaining capacity of the battery is provided, and the battery deterioration is diagnosed only when the detected remaining capacity is within a predetermined range.
[0013]
【The invention's effect】
According to the first to third aspects of the present invention, the deterioration of the battery is diagnosed based on the travel dependency on the internal combustion engine detected as the travel distance or the operation time of the internal combustion engine, regardless of the output characteristics of the battery itself. It was. For this reason, it is possible to make a diagnosis based on the fact that the vehicle has traveled a predetermined route regardless of the state of the battery in the middle of the route, so that a highly flexible diagnosis is possible.
[0014]
In addition, since battery deterioration can be diagnosed by one parameter of travel dependence on the internal combustion engine in any travel route, it is very simple. At this time, since this parameter is corrected based on the road information, high diagnostic accuracy can be obtained.
According to the first aspect of the invention, in particular, even if the travel routes do not coincide as a whole, the diagnosis can be made based on the degree of travel dependence in the partially corresponding specific section, so the diagnosis frequency can be ensured.
[0015]
According to the second aspect of the invention, in particular, the diagnosis with the travel dependency corrected based on the road information related to the section for each predetermined distance improves the detection accuracy of the travel dependency. It can be improved.
According to the third aspect of the invention, in particular, the process required for diagnosis is simplified by making a diagnosis based on the travel dependence detected when traveling on a specific route (that is, when the travel route matches as a whole). Can be
[0016]
According to the invention which concerns on Claim 4, the traffic dependence to an internal combustion engine can be detected more correctly by employ | adopting traffic jam information as road information. This is because when the road is congested, the battery is consumed faster than when the traffic is smooth, and the travel dependency on the internal combustion engine is increased.
According to the invention which concerns on Claim 5, the driving | running | working dependence degree to an internal combustion engine can be detected more correctly by employ | adopting signal information as road information. This is because in a route where many signals are installed, it is predicted that the vehicle repeatedly stops and restarts, and the battery is quickly consumed.
[0017]
According to the sixth aspect of the present invention, it is possible to more accurately detect the travel dependence on the internal combustion engine by adopting the terrain information as the road information, in particular, the road gradient according to the seventh aspect of the invention. This is because the degree of consumption of the battery is different between the slope and the flat ground, and for example, the consumption proceeds faster on an uphill.
According to the eighth aspect of the present invention, by adopting the outside air temperature as the road information, the temperature of the battery is reflected in the detection of the travel dependency on the internal combustion engine, so that the battery can be managed more optimally. .
[0018]
According to the ninth aspect of the present invention, the deterioration of the battery can be easily diagnosed by comparing the travel dependency on the internal combustion engine corrected based on the road information with the reference travel dependency.
According to the invention which concerns on Claim 10, the reliability of a comparison result can be improved by making the reference | standard dependence for a comparison into the average value of the driving | running | working dependence calculated by correct | amending in an initial state.
[0019]
According to the invention which concerns on Claim 11, a misdiagnosis can be prevented by diagnosing deterioration of a battery only when the remaining capacity of a battery exists in the predetermined range. This is because, when the remaining capacity of the battery is excessively small, it is considered that the traveling dependence on the internal combustion engine is detected as a high value even if the deterioration does not progress so much.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a configuration diagram of a drive device for a hybrid vehicle according to an embodiment of the present invention. Note that the left wheels 9, 9 are front wheels and the opposite right wheels 7, 7 are rear wheels.
[0021]
In this vehicle, an electric motor (hereinafter referred to as “motor generator”) 2 having a function as a generator is directly connected to an output side of an internal combustion engine (hereinafter referred to as “engine”) 1. 2, a torque converter 3 and a transmission 4 are connected. Then, a wheel drive shaft 8 of the engine drive wheels (rear wheels 7 and 7 in this case) is connected via a rear wheel side differential 6 by a power transmission shaft (propeller shaft) 5 connected to the output side of the transmission 4. , 8 are driven.
[0022]
Here, the motor generator 2 has a function as an assist device for the engine 1, and is used as starting means for cranking the engine 1 when the engine 1 is started. Further, during deceleration operation, the motor generator 2 can function as a generator, and the regenerated braking energy can be used for charging the battery 14.
[0023]
On the other hand, a motor generator 10 is provided for the front wheels 9 and 9 which are non-engine driving wheels, and a power transmission shaft (a relatively small propeller shaft) 11 connected to the output side of the motor generator 10 and a front wheel side differential. Torque generated by the motor generator 10 is transmitted to the wheel drive shafts 13 and 13 of the front wheels 9 and 9 via the device 12 so that driving force can be obtained from the front wheels side.
[0024]
The motor generator 10 is connected to a battery 14 constituting the power source via an inverter 15b. In a state where torque is obtained from the motor generator 10, the discharge power of the battery 14 is converted into three-phase AC power by the inverter 15 b and supplied to the motor generator 10.
On the other hand, the motor generator 2 is connected to the battery 14 via an inverter 15a. In a state where torque is obtained from the motor generator 2, the discharge power of the battery 14 is converted into three-phase AC power by the inverter 15 a and supplied to the motor generator 2.
[0025]
Here, there is no physical coupling between the rear wheel drive shafts 8 and 8 and the front wheel drive shafts 13 and 13, and torque can be transmitted independently to the front and rear drive shafts. That is, torque is transmitted to the rear wheel drive shafts 8 and 8 by the engine 1 and the motor generator 2, and to the front wheel drive shafts 13 and 13 by the motor generator 10.
[0026]
During actual travel, in the normal travel mode, the vehicle is propelled by the FR method using only the rear wheels 7 and 7 as drive wheels. When the four-wheel drive state is set based on the driver's selection or the like, the torque is transmitted from the motor generator 10 to the front wheel drive shafts 13 and 13 to establish the 4WD system using both the front and rear wheels as drive wheels. Is possible.
[0027]
In a predetermined low-speed driving mode (for example, when the vehicle speed is less than 20 km / h), only the front wheels 9 and 9 are used as driving wheels, and the vehicle is propelled only by the motor generator 10. Then, the engine 1 is started in response to an acceleration request from the driver, and the driving force source is switched from the motor generator 10 to the engine 1 to shift to the normal traveling mode.
[0028]
Next, the configuration of the control system will be described. A hybrid control module (hereinafter abbreviated as “HCM”) 21 as an integrated controller of the engine 1 and motor generators 2 and 10 is connected to an engine control module (hereinafter abbreviated as “ECM”) 31 and a motor via a communication line 91. The generators 2 and 10 are connected to control devices (motor controllers; hereinafter abbreviated as “M / C”) 32 and 33.
[0029]
FIG. 2 shows the configuration of this control system in more detail. In the figure, to the HCM 21, the accelerator opening APO from the accelerator opening sensor 41, the vehicle speed V from the vehicle speed sensor 42, and the engine speed Ne from the rotation speed sensor 43 are input as the operating state.
The HCM 21 is connected to the in-vehicle navigation device so as to communicate with each other, and reference numeral 51 denotes a control unit (hereinafter abbreviated as “C / U”). The C / U 51 receives GPS information from a receiving device 73 equipped with a GPS (Worldwide Positioning System) information receiving antenna 61, and also receives VICS (VICS information receiving antenna 62) from a receiving device 74 provided with a VICS (road traffic information communication system) information. Information is entered.
[0030]
The C / U 51 has a function of searching for a route in response to a destination input operation on the operation panel 72 by the driver, reads road map information related to the set route from the storage device 71, and receives GPS information and VICS information. Along with this, it is provided to HCM21. The provided information includes a route ID, a classification, a road type, a traffic jam situation, a road gradient, a distance, a signal density, and the like. Reference numeral 81 denotes a display device that displays a road map created based on road map information, and the current position of the vehicle detected based on GPS information is shown on the road map.
[0031]
The HCM 21 generates a control command to the ECM 31 and the M / Cs 32 and 33 based on the above-described various sensors 41 to 43 and navigation information from the navigation device.
Next, the deterioration diagnosis control of the battery 14 among the controls executed by the ECM 21 will be described.
[0032]
FIG. 3 is a flowchart of the deterioration diagnosis control according to the present embodiment. First, when a travel route is set based on a destination input operation by a driver, a determination section for deterioration diagnosis is set on the route. This determination section may be set anew, or may be set as a specific section that has previously traveled.
In step (hereinafter abbreviated as “S”), when the current position of the vehicle reaches the start point of the determination section, the remaining capacity of the battery 2 is detected in S2. The remaining capacity of the battery 2 is presumably detected as the state of charge SOC based on the open circuit voltage OCV of the battery 2.
[0033]
In S3, it is determined whether or not the remaining capacity of the battery 2, that is, the state of charge SOC is within the set range. If it is determined that it is within the set range, the process proceeds to S4. If it is determined that it is not within the set range, this routine is returned. When the state of charge SOC is excessively low, the torque from the motor generator 10 is insufficient, and the engine 1 has to travel even if the battery 14 is normal. Under such conditions, the deterioration of the battery 14 may be misdiagnosed, so the deterioration diagnosis is prohibited.
[0034]
The state of charge SOC of the battery 14 is preferably controlled with a certain width in the vicinity of 50% in consideration of the possibility of deceleration regeneration and the output of the motor generators 2 and 10.
In S4, a travel distance (hereinafter referred to as “engine travel distance”) R by the engine 1 is detected. Here, R is obtained by detecting a distance dR where the engine 1 has generated torque for each control cycle and integrating the distance dR (that is, R = ΣdR).
[0035]
In S5, it is determined whether or not the current position of the vehicle has reached the end point of the determination section. If the end point has been reached, the process proceeds to S6, while if not yet reached, the process returns to S4 and the detection of the engine travel distance R is continued.
In S6, the average corrected travel distance L0 is calculated as follows based on the engine travel distance R and the current road condition. FIG. 4 is a subroutine for calculating L0.
[0036]
In S21, navigation information such as road map information and VICS information is read as road information. As the road map information, the signal density and the road gradient are read out, and as the VICS information, a traffic jam situation is read out. The outside air temperature is read from the weather information as VICS information here, but may be detected by a sensor.
[0037]
In S23, the corrected engine travel distance R0 is calculated by correcting the engine travel distance R based on the read road information. For this correction, various road information is reflected in the setting of the correction coefficient KR. Then, R0 is calculated by multiplying R by the set KR (that is, R0 = R × KR).
Specifically, first, regarding the traffic situation, even if it is in the same judgment section, comparing the case where there is a traffic jam and the case where there is no traffic jam, the vehicle travels a certain distance if there is a traffic jam Therefore, even if the battery 14 is not deteriorated, the amount of energy consumption required for the consumption is increased. Therefore, if the initial state of charge SOC is constant, it is conceivable that the engine travel distance R is detected as a value longer than the actual deterioration degree. For this reason, the correction coefficient KR is reduced at a traffic jam location, and converted to an engine travel distance (corrected travel distance R0) that is obtained if the section is not congested.
[0038]
The same applies to the signal density. When the vehicle travels in a section where many signals are installed, the vehicle 14 is likely to repeatedly stop and restart, and thus the battery 14 is quickly consumed. Therefore, the correction coefficient KR is decreased and converted to the engine travel distance obtained if the signal density is low and the vehicle can travel smoothly.
As for the road gradient, it is necessary to increase the driving force as the road has a higher climb gradient, so that the travel dependency on the engine 1 becomes higher. Accordingly, in this case as well, the correction coefficient KR is decreased and converted to the engine travel distance obtained if it is flat.
[0039]
It should be noted that the fact that it can be corrected based on the terrain in this way is a lack of information because it can be evaluated based on the engine mileage even when traveling in a section that has not traveled in the past. It is advantageous in that it can compensate. That is, the deterioration diagnosis of the battery 14 according to the present embodiment is not limited to traveling in the same determination section, but the engine travel distance obtained when traveling in a similar section having travel experience in the past, and this time It can also be performed based on the calculated corrected travel distance R0.
[0040]
Regarding the outside air temperature, for example, in a hot area, even if the motor generator 10 is operated so as to output a torque having a normal magnitude, the temperature may be excessively increased. In such a case, even if the battery 14 is normal, the output is limited in order to prevent the motor generator 10 from failing, so the engine travel distance is detected as a long value. Accordingly, when the outside air temperature is higher than a predetermined value, the correction coefficient KR is decreased and converted into the case of a predetermined temperature condition.
[0041]
In S23, it is determined whether or not it is the first time that the vehicle travels in the determination section (including the case where a section that has traveled in the past is taken out). If it is the first time, the process proceeds to S24, where the sign N is set to 1 and the average corrected travel distance L0 is set to 0. On the other hand, if it is not the first time, the process proceeds to S25 and 1 is added to the code N.
In S26, it is determined whether or not the code N is a predetermined value N0 (for example, 5) or more. If it is determined that the value is equal to or greater than the predetermined value, the process proceeds to S28, whereas if it is determined that the value is less than the predetermined value, the process proceeds to S27. In S27, the average value L of the corrected travel distance R0 is calculated by the following equation (1). Here, Ln−1 is an average value calculated in the previous control.
[0042]
L = (Ln−1 × (N−1) + R0) / N (1)
In S28, it is determined whether or not the code N is N0. When it is determined that it is N0, the process proceeds to S29, whereas when it is determined that it is not N0, this routine is returned. That is, the process proceeds to S29 only when N is N0. In S29, the average corrected travel distance L0 is calculated by the following equation (2).
[0043]
L0 = (L × (N−1) + R0) / N (2)
Returning to FIG. 3, in subsequent S7, it is determined whether or not the average corrected travel distance L0 is zero. L0 is set to 0 while the code N is less than the predetermined value N0. If it is determined that L0 is 0, the routine is returned. If the value is other than 0, the process proceeds to S8.
[0044]
In S8, the deterioration determination basic value F (F = L0 × KL) is calculated by multiplying the average corrected travel distance L0 by the safety factor KL. Then, it is determined whether or not the corrected travel distance R0 calculated this time exceeds F. If it is determined that it has exceeded, the process proceeds to S9, whereas if it is determined that it has not exceeded, this routine is returned.
In S9, 1 is added to the battery deterioration determination count m, and in subsequent S10, it is determined whether or not the added count m has reached a predetermined value mL. While the routine has not yet been reached, the routine is returned. If it is determined that the routine has been reached, the process proceeds to S11. In S11, the driver is urged to recognize that the battery 14 has deteriorated, for example, by turning on the MIL.
[0045]
Next, with reference to FIG. 5, the operation of this deterioration diagnosis control will be described. In the deterioration diagnosis control, even when the vehicle travels in the same determination section, if the battery 14 is deteriorated, the travel dependency on the engine 1 increases correspondingly, and the engine travel distance R (specifically, corrected travel) This is based on the extension of the distance R0).
As shown in FIG. 5, while the battery 14 is not deteriorated, the corrected travel distance R0 is a value obtained by multiplying the average value L0 of R0 calculated in the initial state (the battery 14 is a new state) by the safety factor KL. It will be below F. However, when the battery 14 deteriorates and its consumption progresses quickly, the corrected travel distance R0 when traveling in that section is gradually extended, and when the deterioration has progressed to the extent that replacement is necessary, R0 is determined to be deteriorated. The basic value F will be exceeded. If the determination that R0 exceeds F is continuously obtained a predetermined number of times, it can be determined that the actual deterioration has occurred, and the deterioration determination is made.
[0046]
As described above, according to the present embodiment, the deterioration of the battery 14 is diagnosed based on the engine travel distance R when the vehicle travels in a predetermined determination section. Therefore, the diagnosis is performed regardless of the state of the battery in the middle of the route. There is an advantage that can be performed. Even if correction is made according to actual road conditions, the basic parameter for diagnosis is only the engine travel distance R, which is very simple.
[0047]
Once the average corrected travel distance L0 has been set for a certain determination section, deterioration can be diagnosed using this L0 when traveling in another section similar to this section. At this time, the actual engine travel distance R when traveling in another section is corrected and standardized based on the road information related to the section, and when R0 exceeds the deterioration determination basic value F, it is deteriorated Is determined. In this way, it is possible to diagnose deterioration when traveling in a section where L0 as an average value has not yet been set.
[0048]
In addition, although the case where deterioration was diagnosed in the specific area on the travel route was described above, the present invention is not limited to such a case. According to another embodiment, the engine travel distance R is detected for each predetermined distance in the set travel route, and the detected R is corrected based on the road information read for the section, and the entire route is corrected. It is also possible to make a diagnosis based on the obtained integrated value of each corrected travel distance R0.
[0049]
Further, when traveling on a specific route, the detected engine travel distance R can be corrected by one correction coefficient KR set as the entire route, and the corrected travel distance R0 can be calculated, which makes processing extremely Easy to be.
In the above description, the engine 1 and the motor generator 2 together constitute a driving force source (therefore, the travel dependency on the engine 1 is indicated as the engine travel distance R here). The present invention is not limited to this type, but can also be applied to an engine 1 that functions as a generator for charging a battery.
[0050]
FIG. 6 shows an example thereof. The generator 101 is driven by the engine 1, and the generated electric power is supplied to the battery 103 via the generator inverter 102. When the electric motor 104 that is a driving force source generates torque, three-phase AC power is supplied from the battery 103 via the motor inverter 105. Torque generated by the electric motor 104 rotates the differential device 107 via the power transmission shaft 106 and rotates the wheel drive shafts 109 and 109 of the drive wheels 108 and 108.
[0051]
In the drive device having such a configuration, the engine 1 and the wheel drive shaft 109 are not mechanically connected, so the engine 1 does not directly contribute to the traveling of the vehicle. However, considering that the battery 103 is depleted when the battery 103 is deteriorated, it is assumed that the frequency of power generation by the generator 101, that is, the operation time of the engine 1 increases as the deterioration progresses.
[0052]
Therefore, for example, it is conceivable that the operation time of the engine 1 when traveling in the determination section is detected and corrected in accordance with the actual road condition in the same manner as described above. Then, the obtained corrected operation time is compared with a reference value, and it can be determined that the battery 103 has deteriorated when the time is longer than the reference value. This reference value is preferably obtained by multiplying the average value of the corrected operation time obtained in the initial state by a predetermined safety factor.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a drive device for a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is a configuration diagram of a control device of the drive device.
FIG. 3 is a flowchart of battery deterioration diagnosis control executed by the control device.
FIG. 4 is a flowchart of a calculation routine for an average corrected travel distance L0.
FIG. 5 is a conceptual diagram of battery deterioration diagnosis by the control device.
FIG. 6 is a configuration diagram of a drive device for a hybrid vehicle according to another embodiment of the present invention.
[Explanation of symbols]
1 ... Engine
2 ... Motor generator
3 ... Torque converter
4 ... Transmission
5 ... Power transmission shaft
6. Rear wheel side differential
7 ... Rear wheel
8: Rear wheel drive shaft
9 ... Front wheels
10. Motor generator
11 ... Power transmission shaft
12 ... front wheel side differential
13: Front wheel drive shaft
14 ... Battery
15a, 15b ... inverter
21 ... Hybrid control module
31 ... Engine control module
32 ... Motor controller
33 ... Motor controller

Claims (11)

A battery deterioration diagnosis device for diagnosing deterioration of a battery of an electric motor constituting a power device of a hybrid vehicle,
Road information reading means for reading road information about a specific travel section through which the vehicle passes;
In the section, engine travel distance detection means for detecting a travel distance or operation time during which the internal combustion engine is actually operated,
Battery deterioration diagnosis means for diagnosing deterioration of the battery based on road information read by the road information reading means and an actual travel distance or driving time detected by the engine travel distance detection means. A battery deterioration diagnosis device comprising: A battery deterioration diagnosis device for diagnosing deterioration of a battery of an electric motor constituting a power device of a hybrid vehicle,
Road information reading means for reading road information related to the section for each predetermined distance on the route on which the vehicle travels,
In each of the sections, engine travel distance detection means for detecting a travel distance or operation time during which the internal combustion engine is actually operated;
Battery deterioration diagnosis means for diagnosing deterioration of the battery based on road information read by the road information reading means and an actual travel distance or driving time detected by the engine travel distance detection means. A battery deterioration diagnosis device comprising: A battery deterioration diagnosis device for diagnosing deterioration of a battery of an electric motor constituting a power device of a hybrid vehicle,
Road information reading means for reading road information relating to a specific route on which the vehicle travels;
An engine travel distance detecting means for detecting a travel distance or an operation time during which the internal combustion engine is actually operated in the path;
Battery deterioration diagnosis means for diagnosing deterioration of the battery based on road information read by the road information reading means and an actual travel distance or driving time detected by the engine travel distance detection means. A battery deterioration diagnosis device comprising: The battery deterioration diagnosis apparatus according to claim 1, wherein the road information reading unit reads traffic jam information as the road information. The battery deterioration diagnosis apparatus according to claim 1, wherein the road information reading unit reads signal information as the road information. The battery deterioration diagnosis device according to claim 1, wherein the road information reading unit reads terrain information as the road information. The battery deterioration diagnosis apparatus according to claim 6, wherein the terrain information is a road gradient. The battery deterioration diagnosis apparatus according to claim 1, wherein the road information reading unit reads an outside temperature as the road information. The battery deterioration diagnosing means corrects the detected actual travel distance or driving time based on the read road information, and when the correction value exceeds a reference traveling distance or driving time, The battery deterioration diagnosis apparatus according to claim 1, wherein the battery deterioration diagnosis apparatus diagnoses that the battery is deteriorated. The battery deterioration diagnosis apparatus according to claim 9, wherein the reference travel distance or driving time is set as an average value of the travel distance or driving time calculated based on the road information in an initial state. The battery remaining capacity detecting means for detecting the remaining capacity of the battery is provided, and the battery deterioration diagnosis means diagnoses battery deterioration only when the detected remaining capacity is within a predetermined range. The battery deterioration diagnosis device according to any one of the above.

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