JP3800870B2 - Hybrid battery control method and control apparatus - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid battery control method and a control apparatus.
[0002]
[Prior art]
In general, in an electric vehicle, an inverter that converts a mounted DC power source into an AC power source of variable voltage and variable frequency, a three-phase AC motor for driving a vehicle, and a current sensor that detects a current and a rotation speed of the three-phase AC motor. And a speed command, a torque command calculation circuit for determining a torque command for the three-phase AC motor in accordance with the accelerator opening, and a torque command for the three-phase AC motor based on the torque command determined by the torque command calculation circuit and the output of the current sensor. A three-phase alternating current command generation circuit that generates a three-phase alternating current command for controlling current, a three-phase alternating current command that is output from the three-phase alternating current command generation circuit, and a three-phase alternating current motor that is detected by a current sensor. A signal generation circuit for generating a signal for controlling the inverter based on the flowing current;
[0003]
By the way, as a battery for an electric vehicle, a secondary battery is generally used. However, the secondary battery has a short traveling distance per charge, which is a great factor in promoting the popularization of electric vehicles. It is an obstacle.
[0004]
On the other hand, room-temperature fuel cells such as polymer electrolyte fuel cells have attracted attention as electric vehicle batteries that replace secondary batteries. A fuel cell is one that takes out energy by electrochemically reacting hydrogen and oxygen of fuel, and can continuously generate output while fuel is supplied, so that it can be operated for a long time. . Most of the emissions are clean.
[0005]
However, the output of a room temperature fuel cell that has been put into practical use is that the output voltage of the unit cell is 1 V or the output power is 1 W / cm. ² However, there is a problem that the output density is low as a battery of an electric vehicle that requires a wide range of output up to a high load as well as a low load.
[0006]
Therefore, a hybrid battery technology that uses both the fuel cell and the secondary battery when the current flowing through the motor is large, and charges the secondary battery with surplus power of the fuel cell when the current is small so that it can withstand the next large load. Have been proposed (Japanese Patent Laid-Open Nos. 8-163711 and 8-289410).
[0007]
According to this hybrid battery type power supply device, as a battery for an electric vehicle, the weak points of a secondary battery and a room temperature type fuel cell can be compensated for each other to meet a wide range of output requirements. In order to put this to practical use, the rated voltage of the secondary battery is usually about 300V, whereas the rated voltage of the fuel cell is 24V to 96V, generally 48V. Considering the difference in rated voltage, it is necessary to make the most suitable use form that fully utilizes both characteristics. As a result, it is possible to put into practical use an electric vehicle that can meet a wide range of output demands from a low load to a high load of the vehicle and that has a long travelable distance.
[0008]
[Problems to be solved by the invention]
Therefore, in the conventionally proposed hybrid battery type power supply device, such a technical problem is solved by using a power battery and an energy battery together or by controlling the secondary battery to always have a predetermined voltage value. I was trying to find the following problems. To ensure the required capacity at all times when the electric capacity used for starting is different between low temperature start and normal temperature start of the electric vehicle, a large electric capacity is set to a voltage that matches the low temperature side that is required at the start. There is a problem that the secondary battery is deteriorated earlier, and when the secondary battery deteriorates, the electric capacity becomes insufficient and the engine cannot be started. In addition, in order to accept regenerative power on the high temperature side, it is necessary to prepare a secondary battery with a large full charge capacity or to have two batteries, a power battery and an energy battery, which is expensive.
[0009]
The present invention has been made in view of such a conventional problem. When a secondary battery is charged by a fuel cell, the outside air temperature is high, and a large capacity is required to warm up the fuel cell at the start. When it is not needed, the secondary battery voltage is lowered, and when the outside air temperature is low and a large capacity is required at start-up, the secondary voltage is automatically set to a higher value, so that The fuel cell can always be started reliably even if there is a general change, and the secondary battery is not overburdened, the service life is extended, and a large secondary battery is prepared. An object of the present invention is to provide a hybrid battery control technique that can eliminate the necessity of providing two batteries of an energy battery and improve the cost.
[0010]
[Means for Solving the Problems]
According to the hybrid battery control method of the first aspect of the invention, in order to charge the secondary battery to a predetermined capacity by the surplus generated power of the fuel cell, the outside temperature is monitored, and the fuel cell is started in the environment of the monitored outside temperature. Minimum required Of the secondary battery Battery capacity is calculated, and the calculated battery capacity and the secondary Compared with the current battery capacity of the battery, if the secondary battery is not charged with the minimum battery capacity required for starting the fuel cell under the monitored ambient temperature environment, the monitored ambient temperature The secondary battery is charged to the minimum charge capacity required to start the fuel cell under the environment of
[0011]
According to a second aspect of the present invention, there is provided a hybrid battery control device having a function of charging a secondary battery to a predetermined voltage by surplus generated power of a fuel cell. An outside air temperature sensor, and an outside air temperature detected by the outside air temperature sensor. The minimum required to start the fuel cell under the environment Of the secondary battery Battery capacity is calculated, and the calculated battery capacity and the secondary Compared with the current battery capacity of the battery, when the secondary battery is not charged with the minimum battery capacity required for starting the fuel cell under the environment of the outside temperature detected by the outside temperature sensor And a secondary battery capacity control means for charging the secondary battery to a minimum charge capacity necessary for starting the fuel cell under an ambient temperature environment detected by the ambient temperature sensor. .
[0012]
The hybrid battery control device of the invention of claim 3 is the hybrid battery control device according to claim 2, Of the fuel cell Power amount temperature map data at the time of start-up corresponding to the outside air temperature detected by the outside air temperature sensor and the amount of power measured by the power amount at start-up detecting means for measuring the amount of power used at the time of start-up Temperature map creating means for creating and storing The secondary battery capacity control means controls charging of the secondary battery based on the outside air temperature detected by the outside air temperature sensor and the amount of power registered in the starting power amount temperature map data. Is.
[0013]
A hybrid battery control device according to a fourth aspect of the present invention is the hybrid battery control device according to the third aspect, wherein the charge voltage of the secondary battery is determined by referring to the starting power amount temperature map data with respect to the outside air temperature detected by the outside air temperature sensor. The fuel cell in the outside air temperature state. Start A secondary battery voltage control means for controlling to a voltage corresponding to a minimum charge capacity necessary for operation is provided.
[0014]
【The invention's effect】
According to the hybrid battery control method of the first aspect of the present invention, the amount of electric power required for starting the fuel cell varies greatly depending on the temperature condition, but the fuel cell is operated under the environment of the outside air temperature while monitoring the outside air temperature. Since the secondary battery is charged to the minimum charge capacity necessary for starting, there is always enough space available for regenerating the power of the fuel cell even if the rechargeable battery does not have an extremely large chargeable capacity. In addition, the charging control can be performed so as to have a sufficient charging capacity that can cope with the start of the fuel cell in a low temperature environment.
[0015]
According to the hybrid battery control device of the second aspect of the invention, the hybrid battery control method of the first aspect of the invention can be used. Therefore, the fuel cell can be operated under the environment of the outside air temperature while monitoring the outside air temperature. The rechargeable battery can be charged to the minimum charge capacity necessary for starting, and the space required for power regeneration of the fuel cell is not required even if the rechargeable battery has an extremely large chargeable capacity. Charge control can be performed to ensure sufficient capacity, and to have sufficient charge capacity to cope with the start of the fuel cell in a low temperature environment.
[0016]
According to the hybrid battery control device of the invention of claim 3, in addition to the effect of the invention of claim 2, the amount of power used at startup is measured, and the startup power amount is made to correspond to the outside air temperature Creates and stores power temperature map data, so it accurately understands how the amount of power required at the start of the fuel cell changes due to changes in the actual outside air temperature. It is possible to control charging so that the secondary battery has the minimum charging capacity necessary for starting the battery.
[0017]
According to the hybrid battery control device of the fourth aspect of the invention, in addition to the effect of the third aspect of the invention, the starting electric energy temperature map with respect to the outside temperature detected by the outside temperature sensor by the secondary battery voltage control means. By controlling the charging voltage of the secondary battery with reference to the data, the fuel cell is started at the actual outside air temperature while always ensuring the free capacity necessary for the power regeneration of the fuel cell for the secondary battery. It can be charged up to the minimum charge capacity required for this.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a configuration of a hybrid battery system to which a hybrid battery control method and a control apparatus according to one embodiment of the present invention are applied. This hybrid battery system includes a drive inverter 1 that converts a DC power supply into an AC power supply, a vehicle drive motor 2 that is driven by the output of the drive inverter 1, a rotation speed sensor 3 that detects the rotation speed of the drive motor 2, A current sensor 4 that detects the current of the drive motor 2, a torque command controller 6 that determines a torque command of the drive motor 2 according to the depression amount of the accelerator 5, a torque command that is an output of the current sensor 4 and an output of the torque command controller 6 The drive motor generates a three-phase alternating current command for controlling the current of the drive motor 2 based on the motor current and generates a signal for controlling the drive inverter 1 based on the motor current command and the current flowing through the drive motor 2 A controller 7 is provided.
[0019]
The hybrid battery system further includes a secondary battery 11 connected to the drive motor 2, a step-up / down circuit 12, a fuel cell 13 connected in parallel to the secondary battery 11 via the step-up / down circuit 12, and a secondary battery 11. The voltage sensor 14 and the current sensor 15 for detecting the voltage and current, the outside air temperature sensor 16 for measuring the outside air temperature, the output of the voltage sensor 14 and the current sensor 15 and the output of the outside air temperature sensor 16 on the basis of the output of the secondary battery 11. A battery controller 17 for controlling the state of charge is provided.
[0020]
The hybrid battery system further includes a reforming device 21 that supplies hydrogen to the fuel cell 13, a compressor 22 that supplies air to the fuel cell 13, a compressor motor 23 that drives the compressor 22, and a compressor inverter that drives the compressor motor 23. 24, a current sensor 25 for detecting the current supplied from the compressor inverter 24 to the compressor motor 23, a rotation speed sensor 26 for detecting the rotation speed of the compressor motor 23, and an output of the current sensor 25 and an output of the rotation speed sensor 26. Based on this current command, a current flowing through the compressor motor 23, and a torque command given, a compressor motor that generates a signal for controlling the compressor inverter 24 is generated. Fuel that controls the amount of hydrogen and air sent to the fuel cell 13 based on the state of the controller 27, the battery controller 17, the state of the torque command controller 6, and the state of the compressor motor controller 27, and determines the power that can be extracted from the fuel cell 13 A battery controller 28, a step-up / step-down circuit controller 29 that controls the step-up / down circuit 12 based on an instruction from the fuel cell controller 28, and a display unit 30 that displays the power generation of the fuel cell 13 in an instrument or other appropriate location. ing.
[0021]
Next, the control operation of the battery controller 17 in the hybrid battery system having the above configuration will be described with reference to the flowcharts of FIGS. Prior to executing the main process shown in the flowchart of FIG. 2, the outside air temperature is observed by the process S100 shown in the flowchart of FIG. 3, and the capacity of the secondary battery 11 is calculated by the process S200 shown in the flowchart of FIG. , Update and store those data.
[0022]
In the outside air temperature detection process S100 shown in the flowchart of FIG. 3, when the ignition is turned on (step S105), the outside air temperature Tout is obtained from the outside air temperature sensor 16 (step S110), and is obtained up to that time during the ignition on period. Compared to the maximum value (MAX value) and minimum value (MIN value) of the outside air temperature Tout. If it is higher than the MAX value, the new outside air temperature Tout is updated as the MAX value, and the newly acquired outside air temperature Tout is less than the MIN value. If it is low, the new outside air temperature Tout is updated and stored as a MIN value (step S115), and this process is periodically repeated while the ignition is on, and the finally obtained MIN value is used as the current minimum temperature Tmin. (Step S120).
[0023]
If the ignition is turned off, it is determined whether the data storage of the past outside air temperature Tmin has reached a predetermined N times (S125). If not, the minimum temperature map M1 shown in FIG. 5 is displayed. Sequentially register Tmin (step S130), and if it is N times or more, replace the oldest data of the minimum temperature map M1 with the Tmin finally obtained by the processing of steps S110 to S120. Registration is performed (step S135). In this way, the lowest temperature map M1 always stores the latest N times of the lowest temperature Tmin of the outside air temperature. Thereby, the seasonal fluctuation | variation of external temperature can be acquired as data.
[0024]
In the capacity calculation process S200 shown in the flowchart of FIG. 4, when the ignition is turned on (step S205), the open voltage Vopen of the secondary battery 11 immediately after the ignition is turned on is acquired from the voltage sensor 14 (step S210), and the battery temperature Tb is acquired (step S215). Thereafter, the battery capacity (SOC) is calculated from only the open circuit voltage Vopen with reference to the battery capacity map (SOC map) M2 shown in FIG. 6 registered in advance (step S220).
[0025]
Then, the obtained SOC is subjected to temperature correction based on the temperature coefficient map M3 as shown in FIG. 7, and further, the deterioration corrected from the initial SOC characteristic (what is determined from the initial characteristic) is calculated for the obtained temperature-corrected SOC. The numerical value indicating the degree of deterioration is also registered as data), and the SOC after the correction is set as the battery capacity SOC at the time of activation (steps S225 and S230).
[0026]
Thereafter, the process waits until the sampling conditions for the output possible power are met (step S235). If the sampling conditions are met, the SOC is calculated from the output possible power using the output-capacity map data shown in FIG. 8 (step S240). .
[0027]
Sampling conditions for power that can be output are satisfied when the battery current is as shown in the graph in FIG. 9, and the power calculation start timing is marked with a circle in the graph when powering and when the current increases. When it reaches. If this sampling condition is satisfied, the current and voltage at the time when a predetermined time has elapsed from the start point of the circle are sampled by the current sensors 4, 15, 25 and the voltage sensor 14, and the power calculation data storage shown in FIG. Store in map M4. Then, using data when the predetermined capacity changes from the first power calculation start point, linear regression calculation is performed as shown in FIG. 11 to obtain the open circuit voltage and the internal resistance. The open circuit voltage is a straight line intercept, and the internal resistance is obtained as the slope of the straight line. This calculation is repeated each time the secondary battery capacity changes by a predetermined capacity.
[0028]
After calculating the SOC from the output possible power using the output-capacity map data, the battery temperature is acquired, and the temperature correction is performed on the obtained SOC using the temperature coefficient map M3 shown in FIG. To determine the current capacity degradation degree of the secondary battery 11 (steps S245 and S250). Then, the corrected SOC is determined as the current SOC and used for the calculation described later (step S255). The arithmetic processing of steps S235 to S255 described above is repeated during a period in which the ignition is on (step S260).
[0029]
The calculation of the battery capacity deterioration in step S250 is performed as follows. As shown in the output-capacity map of FIG. 12, the output temperature (B) obtained by the power calculation after the ignition is turned on is set to a predetermined temperature (in this case, 25 when the secondary battery 11 is new). The output power (C) is corrected when the temperature is set to ° C. For this purpose, the temperature coefficient with respect to the battery temperature is obtained by using the temperature coefficient map shown in FIG. 7, and the temperature correction is performed such that the output power x temperature coefficient = temperature-corrected data (C). Then, an output deterioration coefficient is calculated from the ratio (C / A) between the temperature-corrected data (C) and the initial data (A). Further, the capacity deterioration is determined from this output deterioration by a deterioration coefficient map M5 shown in FIG. To calculate.
[0030]
Thus, the charging control of the secondary battery 11 is performed by the main flow shown in FIG. 2 using the results obtained by the outside air temperature detection process and the capacity calculation process. Here, if the ignition is turned on (step S05), the reformer 21 is warmed up by the power of the secondary battery 11 (steps S10 and S15). Then, when the warming-up of the reformer 21 is completed, the SOC range in which the output XKW and the input YKW can be performed using the output-capacity map data shown in FIG. For example, a range of 30% to 50% is calculated (step S20). Subsequently, the SOC of the secondary battery 11 is adjusted by setting the median value of the SOC range, 40% in the above example, as a target value at the time of startup (steps S25 and S30).
[0031]
When the ignition is turned off, the MIN value of the past N times of the outside air temperature is read from the minimum temperature map M1 shown in FIG. 5 obtained in the outside air temperature detection process S100 (steps S30 and S35). The SOC required to cover the amount of power required at the time of startup is read from a pre-registered power usage map at startup M6 shown in FIG. 14 (step S40). Then, if the actual SOC when the ignition of the secondary battery 11 is off is the minimum necessary size with respect to the startup SOC, the secondary battery 11 is stopped as it is, and if it is insufficient, the fuel cell 13 is turned off after the ignition is turned off. Also, the power generation operation is continued, and charging is performed until the actual SOC of the secondary battery 11 exceeds the SOC at the time of startup. During this charging, the display unit 30 such as an instrument panel displays a message indicating that the fuel cell 13 is to be continuously operated for a while because the capacity of the secondary battery 11 is insufficient (steps S45 and S50). .
[0032]
If the ignition is turned off before the warm-up of the fuel cell 13 ends, the process branches to YES in step S15, and the past N temperatures from the lowest temperature map M1 in the same manner as the processes in steps S35 to S45. MIN value is read (step S55), and the SOC required to cover the amount of power required at the time of startup under this outside air temperature environment is read from the power consumption map M6 at startup (step S60), and the secondary battery 11 If the actual SOC at the time of ignition off is the minimum necessary size with respect to the SOC at the time of startup, it is stopped as it is, but if it is insufficient, the display unit 30 displays a display to alert the lack of capacity. To inform the user (steps S65 and S70).
[0033]
Thus, according to the first embodiment, when the secondary battery 11 is charged by the fuel cell 13, the SOC of the secondary battery is lowered and the outside temperature is low when the outside temperature is high. Since a large amount of electric power is required to warm up the reforming device 21 of the fuel cell 13 at the time, the fuel cell 13 is automatically adjusted to a higher SOC so that the fuel cell 13 can be used even when the outside air temperature is low. Can be started smoothly, and under the conditions that do not require a large amount of power to start the fuel cell 13 so much, the secondary battery is not overburdened, and the life can be extended. Costs can be reduced by eliminating the necessity of preparing batteries or providing two batteries, a power battery and an energy battery.
[0034]
Next, a hybrid battery control method and control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. 15 and 16. The hybrid battery system to which the second embodiment is applied is the same as that of the first embodiment shown in FIG. The control operation of the battery controller 17 in the hybrid battery system is shown in the flowcharts of FIGS.
[0035]
Prior to each activation, as in the first embodiment, the outside air temperature is observed by the process shown in the flowchart of FIG. 3, and the capacity of the secondary battery 11 is calculated by the process shown in the flowchart of FIG. Further, the power measurement at start-up is executed by the process shown in the flowchart of FIG. 16 which is a feature of the second embodiment, and the data is updated and stored.
[0036]
As shown in FIG. 16, the startup power measurement process S300, which is a feature of the second embodiment, acquires the outside air temperature Tout from the outside air temperature sensor 16 when the ignition is turned on (step S305) (step S310). ) In accordance with the outside air temperature Tout, the starting power consumption map M6 shown in FIG. 14 registered until the end of the previous operation (in the second embodiment, this map M6 is automatically set as will be described later). The amount of power used at startup is referred to (step S315).
[0037]
When the ignition operation is started (operation corresponding to engine start in an engine vehicle) (step S320), the power used for warming up the reformer 21 is calculated from the outputs of the voltage sensor 14 and the current sensor 15. Integration is performed until the warm-up ends (steps S325 and S330). When the warming-up of the reformer is completed, the integrated power amount is updated and registered in the startup use power amount map M6 in accordance with the outside air temperature Tout (step S335).
[0038]
Accordingly, the power amount actually required for warming up the reforming device 21 of the fuel cell 13 by an actual device can be registered in the power consumption map M6 at startup shown in FIG.
[0039]
In this manner, the capacity calculation process S100 and the outside air temperature detection process S200 are performed in the same manner as in the first embodiment, and the data obtained in the startup power measurement process S300 is used to obtain a secondary result according to the flowchart shown in FIG. The charging capacity of the battery 11 is controlled. This control procedure is as follows.
[0040]
When the ignition is turned on and the warming-up of the reformer 21 is completed (steps S405 and S410), the output XKW is output from the current SOC obtained in the capacity calculation process S200 using the output-capacity map shown in FIG. The SOC range in which the input YKW is possible is calculated (step S415). Subsequently, the MIN value of the past N times of the outside air temperature is read from the minimum temperature map M1 shown in FIG. 5 obtained in the outside air temperature detection process S100 (step S420), and the electric energy required at the start-up under this outside air temperature environment Is read from the startup power consumption map M6 shown in FIG. 14 obtained in the startup power measurement process S300, and set as the target SOC (step S425).
[0041]
Then, the actual SOC of the secondary battery 11 is compared with the target SOC, and the actual SOC is the minimum necessary to cover the target SOC (that is, the amount of power required for warming up the reformer 21 at startup). If so, the power generation command to the fuel cell 13 is not issued, and if the ignition is turned off, it is stopped as it is (steps S430 to S445). However, if the actual SOC of the secondary battery 11 is insufficient with respect to the target SOC, the process branches to NO in step S435, and the actual SOC is determined regardless of whether the fuel cell 13 is turned on or off. The power generation operation of the fuel cell 13 is continued until the target SOC is exceeded, and the secondary battery 11 is charged. During this charging, the display unit 30 such as an instrument panel displays a message indicating that the fuel cell 13 is in operation because the capacity of the secondary battery 11 is insufficient, and notifies the user (step S450).
[0042]
If the actual SOC and the target SOC are balanced, the process branches to YES in step S430. If the ignition is on, the process is continued, and if it is off, the process is terminated (step S455).
[0043]
Thus, according to the second embodiment, the power measurement at start-up is actually performed, and the map M6 is always updated to a reality. Therefore, in addition to the effects of the first embodiment, the secondary battery Thus, the capacity control according to 11 can be realized.
[0044]
It should be noted that the numerical values and graph characteristics used in both of the above embodiments are all illustrative, and are determined experimentally in practical use.
[Brief description of the drawings]
FIG. 1 is a block diagram of a hybrid battery system to which a first embodiment of the present invention is applied.
FIG. 2 is a main flowchart of capacity control of a secondary battery according to the embodiment.
FIG. 3 is a flowchart of outside temperature detection processing in the embodiment.
FIG. 4 is a flowchart of capacity calculation processing in the embodiment.
FIG. 5 is an explanatory diagram of a minimum temperature storage map used in the above embodiment.
6 is an explanatory diagram of an open-circuit voltage-capacity map of a secondary battery used in the above embodiment. FIG.
FIG. 7 is an explanatory diagram of a temperature coefficient map used in the above embodiment.
FIG. 8 is an output-capacity characteristic graph of the secondary battery used in the embodiment.
FIG. 9 is a graph showing the change over time of the output current of the secondary battery in the above embodiment.
FIG. 10 is an explanatory diagram of a power calculation data storage map of a secondary battery used in the above embodiment.
FIG. 11 is a graph showing current-voltage characteristics of the secondary battery in the above embodiment.
FIG. 12 is a graph for explaining deterioration correction of a secondary battery in the above embodiment.
FIG. 13 is an explanatory diagram of a deterioration coefficient map of the secondary battery used in the embodiment.
FIG. 14 is an explanatory diagram of a starting power consumption storage map of a secondary battery used in the embodiment.
FIG. 15 is a main flowchart of capacity control of a secondary battery according to the second embodiment of the present invention.
FIG. 16 is a flowchart of start-up power measurement processing in the embodiment.
[Explanation of symbols]
1 Drive inverter
2 Drive motor
3 Speed sensor
4 Current sensor
5 Accelerator
6 Torque command controller
7 Drive motor controller
11 Secondary battery
12 Buck-boost circuit
13 Fuel cell
14 Voltage sensor
15 Current sensor
16 Outside air temperature sensor
17 Battery controller 17
21 reformer
22 Compressor 22
23 Compressor motor
24 Inverter for compressor
25 Current sensor
26 Speed sensor
27 Compressor motor controller
28 Fuel Cell Controller
29 Buck-Boost Circuit Controller
30 Display section

Claims (4)

In the hybrid battery control method of charging the secondary battery to a predetermined capacity by surplus generated power of the fuel cell,
Monitor the outside temperature,
Calculate the minimum battery capacity of the secondary battery required for starting the fuel cell under the monitored ambient temperature environment, and compare the calculated battery capacity with the current battery capacity of the secondary battery. If the secondary battery is not charged with the minimum battery capacity required for starting the fuel cell under the monitored ambient temperature environment, the fuel cell is activated under the monitored ambient temperature environment. A hybrid battery control method comprising charging the secondary battery to a minimum charge capacity necessary for the above. In the hybrid battery control device having a function of charging the secondary battery to a predetermined voltage by surplus generated power of the fuel cell,
An outside temperature sensor,
The minimum battery capacity of the secondary battery required for starting the fuel cell is calculated under the ambient temperature detected by the ambient temperature sensor, and the calculated battery capacity and the current battery of the secondary battery are calculated. If the minimum battery capacity required for starting the fuel cell is not charged in the secondary battery under the ambient temperature detected by the ambient temperature sensor, the ambient temperature sensor And a secondary battery capacity control means for charging the secondary battery to a minimum charge capacity necessary for starting the fuel cell under the ambient temperature detected by the battery. A startup power amount detection unit that measures the amount of power used when starting the fuel cell, and a power amount measured by the startup power amount detection unit correspond to an outside air temperature detected by the outside air temperature sensor, Temperature map creating means for creating and storing quantity temperature map data,
The secondary battery capacity control means controls charging of the secondary battery based on the outside air temperature detected by the outside air temperature sensor and the amount of power registered in the starting power amount temperature map data. The hybrid battery control device according to claim 2. Against the outside air temperature detected by the said ambient temperature sensor, the startup reference to electric energy thermal map data, a minimum necessary charging voltage of the secondary battery to start the fuel cell at the ambient temperature state 4. The hybrid battery control device according to claim 3, further comprising secondary battery voltage control means for controlling the voltage to a voltage corresponding to a limited charge capacity.

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