JP3860807B2 - Control device for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the control accuracy of various control being performed based on the measured value of a current sensor, by improving the measurement accuracy of the current sensor, in an electric vehicle. <P>SOLUTION: A controller for an electric vehicle is provided with a reference value storage means which stores the measured value IH of a current sensor measured in a predetermined condition as a reference value IHO, a measurement preparation means which puts the quantity of the charge/discharge current I of a battery in the same condition as the predetermined condition, an amount-of-correction computing means which computes the amount &Delta;IH of the current sensor, by using the measured value IH of the current sensor when the measurement preparation means has worked and the reference value IHO, and a correction means which corrects the measured value IH of the above current sensor, based on the amount &Delta;IH of correction obtained by the above amount-of-correction computing means. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a control device for an electric vehicle provided with an electric drive source using a power storage device as a power source as a drive source for traveling the vehicle.

  In general, a control device for an electric vehicle including an electric motor as an electric drive source and a power storage device performs various controls such as regenerative power generation control during deceleration according to the charge state (charge amount or charge rate) of the power storage device. It is widely known that the conventional electric vehicle control device attempts to more accurately calculate the state of charge of the power storage device by the following method.

First, by calculating the charge amount of the power storage device from the time integration of the charge / discharge current to the power storage device and the IV characteristics at the time of discharging, and further forcibly overcharging the battery to obtain the full charge amount In addition to the remaining capacity of the battery, the chargeable capacity can be calculated, and the state of charge of the power storage device can be calculated more accurately (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 2001-224103.

  By the way, in the control device of Patent Document 1, it is essential to measure the charge / discharge current to the power storage device in order to calculate the charge amount of the power storage device, and the charge / discharge current is measured by a current sensor. It was found that the offset value of the current sensor changes with running conditions and time. Therefore, even if an attempt is made to calculate the charge amount of the power storage device based on the measured value of the current sensor without considering the change of the offset value, the accurate charge amount is not measured because the accurate charge / discharge current is not measured. Cannot be calculated. If the state of charge of the power storage device cannot be accurately grasped, there is a problem in that various controls performed based on the state of charge of the power storage device cannot be performed appropriately.

  The present invention has been made in view of the above points, and an object of the present invention is to improve the measurement accuracy of a current sensor and improve the control accuracy of various controls performed based on the measurement value of the current sensor in an electric vehicle. .

In order to achieve the above-described object, an electric drive source of a vehicle using a power storage device as a power source, a current sensor for measuring a charge / discharge current of the power storage device, and the electric drive source based on a measured value of the current In a control device for an electric vehicle including control means for performing various controls, reference value storage means for storing a measurement value of the current sensor measured in advance in a predetermined state as a reference value;
The current sensor using the measurement preparation means for making the charge / discharge current of the power storage device the same as the predetermined state, the measured value of the current sensor when the measurement preparation means is activated, and the reference value Correction amount calculation means for calculating the correction amount of the current sensor, and correction means for correcting the measured value of the current sensor based on the correction amount obtained by the correction amount calculation means. Various controls of the electric drive source were performed based on the measured values.

  According to the control apparatus for an electric vehicle according to the first aspect, the reference value storage means stores the measurement value of the current sensor measured in advance in a predetermined state as the reference value, and the measurement preparation means The charge / discharge current amount of the power storage device is set to the same state as the predetermined state when the reference value is measured, and the correction amount calculation means measures the current sensor measurement value measured in this state and the reference value stored in advance. The correction amount of the current sensor is calculated from the above. Further, the correcting means corrects the measured value of the current sensor based on the calculated correction amount, and the control means performs various controls of the electric drive source based on the corrected measured value.

  Therefore, the charge / discharge current amount of the power storage device is set to the same state as the state where the reference value is measured, and the correction amount is determined from the measured value and the reference value of the current sensor measured in this state.

  Since the correction amount calculated in this way is corrected as necessary with respect to the measurement value, the measurement accuracy of the current sensor is improved, and as a result, the control accuracy of various controls is improved.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the best mode for realizing a control device for an electric vehicle according to the present invention will be described in claims 1, 2, 5, 7, 8, 9, 10, 11, A description will be given based on the first embodiment corresponding to claim 12.

  FIG. 4 is a schematic configuration diagram of an electric vehicle showing an example of an embodiment of the present invention, and FIG. 9 is a schematic diagram showing an example of an embodiment of a motor / generator circuit 700 described later.

  The output side of an AC motor / generator 2 (electric drive source) composed of an engine 1 (internal combustion engine), a generator and a three-phase induction motor / generator acting as an electric motor is input to the differential device 3 respectively. The output side of the differential device 3 is connected to the input side of the transmission device 4, and the output side of the transmission device 4 is connected to the drive wheels 5 via a final reduction gear or the like (not shown).

  Here, the engine 1 is controlled by the engine controller EC, and is configured to perform an idle stop that stops the rotation of the engine 1 when the vehicle stops.

  The motor / generator circuit 700 (FIG. 9 / connection path) measures the charge / discharge current amount I of a 288V battery 6a (for example, a nickel metal hydride battery / power storage device) that can be charged / discharged and the battery 6a connected to the battery 6a. Motor / generator 2 having a stator 2S and a rotor 2R (not shown), a DC-DC converter 8 for converting the voltage of the battery 6a to drive the vehicle electrical equipment 9a, a chopper 7a, For example, an inverter 7b which has, for example, six thyristors connected between the chopper 7a and the motor / generator 2 and converts direct current into three-phase alternating current, and a contactor 60 (connection path cut-off means) which cuts off the battery 6a from the circuit. Consists of.

  The chopper 7a receives a duty control signal DS from a motor / generator controller 12 (control means) described later, and outputs a chopper signal having a duty ratio corresponding to the duty control signal DS to the inverter 7b. / The generator 2 is driven.

  Further, a temperature sensor 71 (temperature measuring means) for measuring the temperature of the current sensor 70 is connected to the current sensor 70, and a battery charge / discharge current amount signal IH which is a measured value of the current sensor 70 and a temperature signal TH of the temperature sensor Is supplied to the motor / generator controller 12 that controls the motor / generator 2.

  The contactor 60 receives the ON / OFF control signal CS from the motor / generator controller 12 and disconnects the battery 6 a from the motor / generator circuit 700.

  The inverter 7b acts as a motor when the motor / generator 2 is rotating forward, and as a generator when the motor / generator 2 is rotating reversely, based on a rotation position detection signal of a position sensor that detects the rotation position of the rotor of the motor / generator 2 (not shown). For example, the gate control signal of each thyristor is formed so as to form a three-phase alternating current driven at a frequency synchronized with the rotation.

  The transmission 4 is controlled by the transmission controller TC to a gear ratio of, for example, the first to fourth speeds determined with reference to a transmission control map set in advance based on the vehicle speed and the throttle opening. .

  In addition, an inhibitor switch 51 (range position detecting means) for detecting a range signal corresponding to a range selected by a select lever (not shown), a vehicle speed sensor 52 (vehicle speed detecting means) for detecting the speed of the vehicle, and a depression amount of a brake pedal. A brake depression amount sensor 53 (brake operation detection means) to detect is provided, and the range signal RS of the inhibitor switch 51, the vehicle speed signal Vsp of the vehicle speed sensor 52, and the brake depression amount signal Bt of the brake depression amount sensor 53 are the motor / generator. 2 is supplied to the motor / generator controller 12 that controls the motor 2. The motor / generator controller 12 includes a microcomputer 12e having at least an input-side interface circuit 12a, an arithmetic processing unit 12b, a storage device 120c (reference value storage means), and an output-side interface circuit 12d.

  The input side interface circuit 12a includes at least a battery charge / discharge current amount signal IH of the current sensor 70, a current sensor temperature signal TH of the temperature sensor 71, a range signal RS of the inhibitor switch 51, a vehicle speed signal Vsp of the vehicle speed sensor 52, and a brake depression amount. A brake depression amount signal Bt of the sensor 53 is input.

  The arithmetic processing unit 12b is activated, for example, when a key switch (not shown) is turned on and a predetermined power is turned on, and then at least the battery charge / discharge current amount signal IH, the current sensor temperature signal TH, the range signal RS, Based on the vehicle speed signal Vsp, the brake depression amount signal Bt, and a timer (not shown / elapsed time measuring means) that measures an elapsed time T from the execution of the previous correction amount update operation (described later), FIG. Arithmetic processing is executed, the contactor 60 is driven, a signal is output to the engine controller EC, the current sensor 70 is corrected, and the motor / generator 2 is controlled.

  The storage device 120c stores in advance processing programs necessary for the arithmetic processing of the arithmetic processing device 12b, and various data necessary in the arithmetic processing of the arithmetic processing device 12b, for example, is measured in advance for each temperature in a predetermined state. The charge / discharge current amount I is stored as a reference value IHO from the time of shipment from the factory. The predetermined state in this embodiment is a state in which the contactor 60 is turned off, the battery 6a is disconnected from the motor / generator circuit 700, and the charge / discharge current amount I of the battery 6a is zero.

  The output side interface circuit 12d supplies a duty control signal DS to the motor / generator circuit 700 based on the corrected charge / discharge current amount I of the battery 6a, which is the calculation result of the arithmetic processing unit 12b, and the motor / generator 2, for example, the regenerative control is performed so as to select an operation state in which the regenerative power by the motor / generator 7 is larger as the battery charge SOC determined by the charge / discharge current amount I is smaller.

  Next, the operation of the first embodiment will be described with reference to the flowchart of FIG. 1 showing an example of correction processing executed by the arithmetic processing unit 12b in the microcomputer 12e.

  In step S1, an elapsed time T from the execution time of the previous correction amount update operation (described later) is detected, and then the process proceeds to step S2 to check whether the elapsed time T is equal to or greater than a predetermined value, for example, the previous correction amount update operation. It is determined whether or not a week or more has elapsed, and if it is equal to or greater than the predetermined value, the process proceeds to step S3, and if it is less than the predetermined value, the process proceeds to step S13. Here, step S2 corresponds to a second measurement preparation prohibiting unit.

  In step S3, the charge amount SOC of the battery 6a is detected from, for example, the time integration of the charge / discharge current amount I, and then the process proceeds to step S4, where the charge amount SOC of the battery 6a is greater than or equal to a predetermined value, for example, charge It is determined whether the amount is 20% or more. If the amount is greater than or equal to a predetermined value, the process proceeds to step S5. Here, Step S3 and Step S4 correspond to the charge amount detection means and the first measurement preparation prohibition means, respectively.

  In step S5, the routine shifts to a travel intention determination subroutine (step S21 to step S28 / FIG. 2) described later, determines whether or not there is a travel intention, and then proceeds to step S6. If there is no travel intention, the process proceeds to step S7. When there is an intention to travel, the process proceeds to step S13. Here, step S5 corresponds to a travel intention determination unit, and step S6 corresponds to a second measurement preparation permission unit.

  In step S7, it is determined whether or not the engine is in idle stop (during automatic stop). When the engine is in idle stop, the process proceeds to step S8, and after restarting the engine, the process proceeds to step S9. When the engine is not in idle stop, the process proceeds to step S9, and the subsequent idle stop is prohibited. . In step S10, it is determined whether the engine 1 is in operation. If the engine 1 is in operation, the process proceeds to step S11. If the engine 1 is not in operation, the process waits in step S10 until the engine 1 is in operation. To do. Here, Steps S7 to S10 correspond to automatic stop prohibiting means.

  In step S11, the process proceeds to a correction amount update operation subroutine (steps S31 to S36 / FIG. 3), which will be described later. After calculating the correction amount ΔIH, the process proceeds to step S12, and idle stop is prohibited in step S9. The idle stop prohibition is canceled, and the process proceeds to step S14. In step S13, the correction amount ΔIH obtained in the previous correction amount update operation is read, and the process proceeds to step S14. In step S14, the charge / discharge current amount I is obtained by correcting the battery charge / discharge current amount signal IH based on the correction amount ΔIH obtained in step S11 or step S13. For example, if the change in the offset value is not taken into account, I = A · (IH-IO) (A: constant, IO: offset value), and the battery charge / discharge current amount signal IH is corrected in consideration of the change in the offset value. In this case, I = A · (IH−IO−ΔIH). Here, step S14 corresponds to a correction means.

FIG. 2 is a flowchart of a travel intention determination subroutine.
In step S21, the vehicle speed signal Vsp is detected, and then the process proceeds to step S22 to determine whether the vehicle speed Vsp = 0. If the vehicle speed Vsp = 0, the process proceeds to step S23, and if the vehicle speed Vsp = 0 is not satisfied. Control goes to step S28. The range signal RS is detected in step S23, and then the process proceeds to step S24, where it is determined whether the range position is a non-traveling range (N range or P range), and if it is a non-traveling range, the process proceeds to step S25. If it is not the non-traveling range, the process proceeds to step S28.

In step S25, the brake depression amount signal Bt is detected. Then, in step S26, it is determined whether the brake depression amount signal Bt = 0. When the brake depression amount signal Bt = 0, that is, when the brake is not depressed. Shifts to step S27, and when the brake depression amount signal Bt = 0 is not 0, that is, when the brake is depressed, the flow shifts to step S28.
In step S27, it is determined that there is no travel intention, and in step S28, it is determined that there is a travel intention.

FIG. 3 is a flowchart of the correction amount update operation subroutine.
In step S31, the contactor 60 is turned off, the battery 6a is disconnected from the motor / generator circuit 700, and the charge / discharge current amount I of the battery 6a is the same as the predetermined state when the reference value IHO is measured, that is, Then, the charging / discharging current amount I is set to zero, then the process proceeds to step S32, and in the same state as the predetermined state, the battery charging / discharging current amount signal IH is detected, then the process proceeds to step S33, and the contactor 60 is changed. Turn on and reconnect battery 6a to motor / generator circuit 700. Here, step S31 corresponds to measurement preparation means.

  In step S34, the current sensor temperature signal TH is detected. Then, the process proceeds to step S35, and the correction reference value IHO is read from the temperature-reference value map stored in advance based on the current sensor temperature signal TH. In step S36, a correction amount ΔIH is calculated from the battery charge / discharge current amount signal IH obtained in step S32 and the reference value IHO obtained in step S35. For example, ΔIH = IH−IHO. Here, step S36 corresponds to a correction amount calculation means.

The first embodiment described above has the following effects.
(1) The reference value IHO measured in a predetermined state in advance and the charge / discharge current amount I of the battery 6a by the correction amount update operation are set to the same state as the state in which the reference value IHO is measured. The correction amount ΔIH is determined from the battery charge / discharge current amount signal IH.
Accordingly, the correction amount ΔIH to be obtained can be calculated in a systematic manner, and the measurement accuracy of the current sensor 70 is improved. As a result, the control accuracy of various controls is improved (effect resulting from claim 1).

(2) When the correction amount update operation is performed, as shown in step S31, the contactor 60 is turned off to disconnect the battery 6a from the motor / generator circuit 700.
Therefore, by disconnecting the battery 6a from the motor / generator circuit 700, the charge / discharge current amount I of the battery 6a can be reliably reduced to zero, and when the reference value IHO is measured, the battery charge / discharge current amount The charge / discharge current amount I when the signal IH is measured can be easily and reliably set to the same state as the predetermined state described above. Further, since the measurement is performed in a state where no current flows in the battery 6a, the correction amount ΔIH can be calculated with higher accuracy, and the calculated correction amount ΔIH is corrected as needed with respect to the battery charge / discharge current amount signal IH. The measurement accuracy of the charge / discharge current amount I of the sensor 70 is further improved, and as a result, the control accuracy is further improved (effect resulting from claim 2).

(3) When the correction amount update operation, particularly when the contactor 60 is turned off (step S31), as shown in step S6, the operation is performed when the driver does not intend to travel.
Therefore, despite the driver's intention to travel, the start response delay due to the motor / generator 2 becoming inoperable due to the contactor 60 being turned off can be eliminated, and the driver's uncomfortable feeling can be eliminated. Effect due to).

(4) When the correction amount update operation, particularly when the contactor 60 is turned off (step S31), as shown in steps S21 to S24, steps S27 to S28, and steps S5 and S6, the vehicle speed Vsp = 0, This is performed when the range position is a non-traveling range (N range or P range).
Therefore, until the driver is willing to travel and actually depresses the accelerator, the shift lever is moved from the non-travel range position to the travel range position and then the brake is released, resulting in a time lag. To do. In other words, even if a drive intention occurs, the vehicle cannot start the vehicle immediately. Since the contactor 60 is turned off in this state, even if a driving intention occurs, the contactor 60 can be turned on (step S33) during the driver's operation. The start response delay due to the inability to operate the generator 2 can be eliminated, and the driver's uncomfortable feeling can be eliminated (effect resulting from claim 7).

(5) When the correction amount update operation is performed, particularly when the contactor 60 is turned off (step S31), as shown in steps S21 to S28, and steps S5 and S6, the vehicle speed Vsp = 0 and the range position is the non-traveling range ( N range or P range) and brake depression amount signal Bt = 0.
Therefore, until the driver is willing to travel and actually depresses the accelerator, the brake is operated to move the position of the shift lever, and the shift lever is moved from the non-travel range position to the travel range position. After that, an operation such as releasing the brake, a time lag occurs. In other words, even if a drive intention occurs, the vehicle cannot start the vehicle immediately. Since the contactor 60 is turned off in this state, even if a driving intention occurs, the contactor 60 can be turned on (step S33) during the driver's operation. The start response delay caused by the inability of the generator 2 to be eliminated can be eliminated, and the driver's uncomfortable feeling can be eliminated (effect resulting from claim 8).

(6) When the correction amount update operation, particularly when the contactor 60 is turned off (step S31), as shown in steps S7 to S10, it is performed when the engine 1 is in operation.
That is, when performing the correction amount update operation, if the engine 1 is in operation, the automatic stop is prohibited, and if the engine 1 is in the automatic stop, the engine 1 is restarted in advance to turn off the contactor 60. (Step S31), it is possible to suppress further response delay of the start of the vehicle due to the engine 1 being stopped, and to eliminate the driver's uncomfortable feeling (effect resulting from claim 9) .

(7) When the correction amount update operation, particularly when the contactor 60 is turned off (step S31), as shown in step S3 to step S4, it is performed when the battery charge amount SOC is equal to or greater than a predetermined value.
Therefore, when the remaining charge amount of the battery 6a is low, the contactor 60 is turned off so that the charging of the battery 6a is not hindered, and the battery 6a can be preferentially charged. ).

(8) When the correction amount update operation, particularly when the contactor 60 is turned off (step S31), as shown in steps S1 to S2, it is performed when the elapsed time T from the previous correction amount update operation is a predetermined value or more. I am doing so.
Therefore, even if the vehicle is frequently stopped and the contactor 60 is frequently turned off, the motor / generator 7 is prohibited by turning off the contactor 60 until a predetermined time elapses. The unnecessary stop of the vehicle can be suppressed, and the startability of the vehicle can be secured (effect resulting from claim 11).

(9) As shown in steps S34 to S36, the reference value IHO based on the temperature of the current sensor 70 measured by the temperature sensor 71, and the measured value IH of the current sensor 70 when the contactor 60 is turned off. From this, the correction amount ΔIH is calculated.
Therefore, since the output characteristic of the current sensor has temperature dependence, the correction value ΔIH can be calculated more accurately by using the reference value IHO based on temperature, and the measurement accuracy of the charge / discharge current amount I of the current sensor 70 can be improved. Further improvement is achieved, and the control accuracy is further improved (effect resulting from claim 12).

Embodiments for realizing the control device for an electric vehicle according to the present invention are described below as claims 1, 3, 5, 7, 8, 9, 10, 11, 11. A description will be given based on the second embodiment corresponding to claim 12.
FIG. 7 is a schematic configuration diagram of an electric vehicle showing an example of Example 2 of the present invention, and FIG. 10 is a schematic diagram showing an example of Example 2 of a motor / generator circuit 701 described later.

  That is, in the second embodiment, the configuration of the motor / generator circuit 701 is changed from that of FIG. 9 of the first embodiment to that of FIG. 10, and the storage contents of the storage device 121c are changed. Since the main configuration other than the periphery of the motor / generator circuit 701 and the storage device 121c of the second embodiment is the same as that of the first embodiment, different points will be described.

  The motor / generator circuit 701 (FIG. 10) includes, for example, a 42V battery 6a that can be charged / discharged, a current sensor 70 that measures the charge / discharge current amount I of the battery 6a connected to the battery 6a, and a stator 2S (not shown). A motor / generator 2 having a rotor 2R, a chopper 7a, and an inverter 7b for converting, for example, six thyristors connected between the chopper 7a and the motor / generator 2 into a three-phase alternating current. For example, the battery 6b of 12V which can be charged / discharged, the vehicle electrical equipment 9a connected to the battery 6b, and the alternator 10 for supplying electricity to the vehicle electrical equipment 9a.

  The storage device 121c stores in advance processing programs necessary for the arithmetic processing of the arithmetic processing device 12b, and various data necessary in the arithmetic processing of the arithmetic processing device 12b, for example, is measured in advance for each temperature in a predetermined state. The charge / discharge current amount I is stored as a reference value IHO from the time of shipment from the factory. The predetermined state in this embodiment is a state where the inverter 7b is pulsed off and the charge / discharge current amount I of the battery 6a is zero.

  Here, the arithmetic processing executed by the arithmetic processing unit 12b other than the correction amount update operation subroutine in the second embodiment is the same as that in the first embodiment. Therefore, only the different points will be described with reference to the flowchart of FIG. 1 showing an example of the correction process executed by the arithmetic processing unit 12b in the microcomputer 12e and the flowchart of FIG. 6 showing an example of the correction amount update operation subroutine.

  In the flowchart of FIG. 1 showing an example of the correction process, unlike the first embodiment, in step S11, the process proceeds to a correction amount update operation subroutine (step S201 to step S206 / FIG. 6) described later, and a correction amount ΔIH is calculated. .

FIG. 6 is a flowchart of the correction amount update operation subroutine.
In step S201, the chopper signal is turned off, that is, the inverter 7b is pulsed off. The charge / discharge current amount I of the battery 6a is the same as the predetermined state when the reference value IHO is measured, that is, the charge / discharge current amount I is Then, the process proceeds to step S202. After detecting the battery charge / discharge current amount signal IH in the same state as the predetermined state, the process proceeds to step S203, the inverter 7b is pulsed on, and the motor / generator Return circuit 701 to normal use. Here, step S201 corresponds to measurement preparation means.

  In step S204, the current sensor temperature signal TH is detected. Then, the process proceeds to step S205, where the correction reference value IHO is determined from the temperature-reference value map stored in advance based on the current sensor temperature signal TH. Read IHO. In step S206, a correction amount ΔIH is calculated from the battery charge / discharge current amount signal IH obtained in step S202 and the reference value IHO obtained in step S205. For example, ΔIH = IH−IHO. Here, step S206 corresponds to correction amount calculation means.

  Since other configurations and control contents, or the effect of the control, are the same as those in the first embodiment, detailed description thereof will be omitted.

The second embodiment described above has the following effects in addition to the effect (1) in the first embodiment.
(10) When the correction amount update operation is performed, as shown in step S201, the inverter 7b is pulsed off to reduce the power consumption of the motor / generator 2 to zero.
By making the power consumption of the motor / generator 2 zero, the charge / discharge current amount I of the battery 6a can be zero without adding a new device, and when the reference value IHO is measured, the battery The charge / discharge current amount I when the charge / discharge current amount signal IH is measured can be easily set to the same state as the above-mentioned predetermined state, and further, no current flows in the battery 6a. Since measurement is performed, the correction amount ΔIH can be calculated with higher accuracy, and the calculated correction amount ΔIH is corrected as needed with respect to the battery charge / discharge current amount signal IH. Therefore, the measurement accuracy of the charge / discharge current amount I of the current sensor 70 is improved. As a result, the control accuracy is further improved (effect resulting from claim 3).

(11) When the correction amount is updated, particularly when the inverter 7b is turned off (step S201), as shown in step S6, the operation is performed when the driver does not intend to travel.
Therefore, despite the driver's intention to travel, the start response delay due to the motor / generator 2 becoming inoperable due to the pulse-off of the inverter 7b is eliminated, and the driver's uncomfortable feeling can be eliminated. Due to the effect).

(12) When the correction amount is updated, particularly when the inverter 7b is turned off (step S201), as shown in steps S21 to S24, step S27, step S28, step S5, and step S6, the vehicle speed Vsp = 0, the range This is performed when the position is in the non-running range (N range or P range).
Therefore, until the driver is willing to travel and actually depresses the accelerator, the shift lever is moved from the non-travel range position to the travel range position and then the brake is released, resulting in a time lag. To do. In other words, even if a drive intention occurs, the vehicle cannot start the vehicle immediately. In this state, since the inverter 7b is turned off, even if the intention to travel is generated, the inverter 7b can be turned on (step S203) during the operation of the driver, so that the inverter 7b is turned off. Thus, the start response delay due to the motor / generator 2 becoming inoperable can be eliminated, and the driver's uncomfortable feeling can be eliminated (effect caused by claim 7).

(13) When the correction amount update operation is performed, particularly when the inverter 7b is turned off (step S201), as shown in steps S21 to S28, and steps S5 and S6, the vehicle speed Vsp = 0 and the range position is the non-traveling range ( N range or P range) and brake depression amount signal Bt = 0.
Until the driver is willing to drive and actually depresses the accelerator, after operating the brake to move the position of the shift lever and moving the shift lever from the non-travel range position to the travel range position An operation such as releasing the brake and a time lag occur. In other words, even if a drive intention occurs, the vehicle cannot start the vehicle immediately. In this state, since the inverter 7b is turned off, even if the intention to travel is generated, the inverter 7b can be turned on (step S203) during the operation of the driver, so that the inverter 7b is turned off. Thus, the start response delay due to the motor / generator 2 becoming inoperable can be eliminated, and the driver's uncomfortable feeling can be eliminated (effects resulting from claims 5, 7 and 8).

(14) In the second embodiment, the correction amount update operation, particularly when the inverter 7b is turned off (step S201), is performed when the engine 1 is in operation, as shown in steps S7 to S10.
When performing the correction amount update operation, if the engine 1 is in operation, it is prohibited to stop automatically, and if the engine 1 is in automatic stop, the engine 1 is restarted in advance to turn off the inverter 7b. In this case, it is possible to suppress further delay in response of the start of the vehicle due to the automatic stop of the engine 1 and to eliminate the driver's uncomfortable feeling (effect resulting from claim 9).

(15) When the correction amount update operation, particularly when the inverter 7b is turned off (step S201), as shown in steps S3 to S4, it is performed when the battery charge amount SOC is a predetermined value or more.
When the remaining amount of charge of the battery 6a is low, the inverter 7b is pulse-off, so that the charging of the battery 6a is not hindered, and the battery 6a can be preferentially charged (effect resulting from claim 10).

(16) When the correction amount update operation, particularly when the inverter 7b is turned off (step S201), as shown in steps S1 to S2, it is performed when the elapsed time T from the previous correction amount update operation is equal to or greater than a predetermined value. I am doing so.
Even if the vehicle is frequently stopped and the inverter 7b is frequently pulsed off, the inverter 7b is prohibited from being pulsed off until a predetermined time elapses. Necessary stops can be suppressed and startability of the vehicle can be ensured (effect resulting from claim 11).

(17) As shown in steps S204 to S206, a reference value IHO based on the temperature of the current sensor 70 measured by the temperature sensor 71, and a measured value IH of the current sensor 70 when the inverter 7b is pulsed off. From this, the correction amount ΔIH is calculated.
Since the output characteristics of the current sensor are temperature dependent, a more accurate correction amount ΔIH can be calculated by using the reference value IHO based on temperature, and the measurement accuracy of the charge / discharge current amount I of the current sensor 70 is further improved. As a result, the control accuracy is further improved (effect resulting from claim 12).

  Embodiments for realizing a control device for an electric vehicle according to the present invention are described in claims 1, 3, 4, 5, 7, 7, 8, 9, 10, and 10. 11 and a third embodiment corresponding to claim 12.

  FIG. 8 is a schematic configuration diagram of an electric vehicle showing an example of Example 3 of the present invention, and FIG. 11 is a schematic diagram showing an example of Example 3 of a motor / generator circuit 702 described later. That is, in the third embodiment, the configuration of the motor / generator circuit 702 is changed from the configuration of FIG. 9 of the first embodiment to the configuration of FIG. 11, and the storage contents of the storage device 122c are changed. ing. Since the main configuration other than the periphery of the motor / generator circuit 702 and the storage device 122c of the third embodiment is the same as that of the first embodiment, different points will be described.

  The motor / generator circuit 702 (FIG. 11) includes, for example, a 42V battery 6a that can be charged and discharged, a current sensor 70 that measures the charge / discharge current amount of the battery connected to the battery 6a, a stator 2S and a rotor 2R (not shown). A motor / generator 2 having a power source, a chopper 7a, an inverter 7b that has, for example, six thyristors connected between the chopper 7a and the motor / generator 2, and converts a direct current into a three-phase alternating current, a battery In order to supply electricity to the vehicle electrical equipment 9b (vehicle electrical equipment) that uses 6a as a power source, a 12V battery 6b that can be charged and discharged, the vehicle electrical equipment 9a connected to the battery 6b, and the vehicle electrical equipment 9a And an alternator 10.

  The storage device 122c stores in advance processing programs necessary for the arithmetic processing of the arithmetic processing device 12b, and various data necessary in the arithmetic processing of the arithmetic processing device 12b, for example, is measured in advance for each temperature in a predetermined state. The charge / discharge current amount I is stored as a reference value IHO from the time of factory shipment. The predetermined state in the third embodiment means that when the vehicle electrical device 9b is in a predetermined state of use, for example, when only the air conditioner fan is activated and the power consumption of the vehicle electrical device 9b is substantially zero, In addition, the inverter 7b is pulsed off, and the charge / discharge current amount I of the battery 6a is substantially zero.

  The arithmetic processing executed by the arithmetic processing device 12b other than the flowchart showing an example of the correction processing in the third embodiment is the same as that of the second embodiment, and therefore only the different points are the arithmetic processing device 12b in the microcomputer 12e. 5 will be described with reference to the flowchart of FIG.

  In step S301, the elapsed time T from the previous execution of the correction amount update operation is detected, and then the process proceeds to step S302, where it is determined whether the elapsed time T is equal to or greater than a predetermined value. The process proceeds to S3, and if it is less than the predetermined value, the process proceeds to step S315. Here, step S302 corresponds to a second measurement preparation prohibiting unit.

  In step S303, the charge amount SOC of the battery is detected from, for example, time integration of the charge / discharge current amount I of the battery, and then the process proceeds to step S304 to determine whether the charge amount SOC of the battery is equal to or greater than a predetermined value. When it is equal to or greater than the predetermined value, the process proceeds to step S305, and when it is less than the predetermined value, the process proceeds to step S315. Here, step S303 and step S304 correspond to a charge amount detection unit and a first measurement preparation prohibition unit, respectively.

  In step S305, it is detected whether the use state of the vehicle electrical equipment 9b is the same as the predetermined state when the reference value IHO is measured in advance, that is, substantially zero, and then the process proceeds to step S306. If the use state is the predetermined state when the reference value IHO is measured in advance, the process proceeds to step S307, and if not, the process proceeds to step S315. Here, step S306 corresponds to first measurement preparation permission means.

  In step S307, the process proceeds to a travel intention determination subroutine (steps S21 to S28 / FIG. 2), where it is determined whether or not there is a travel intention. Then, the process proceeds to step S308. If there is no travel intention, the process proceeds to step S309. When there is an intention, the process proceeds to step S315. Here, step S307 corresponds to a travel intention determination unit, and step S308 corresponds to a second measurement preparation permission unit.

  In step S309, it is determined whether or not the engine is in idle stop (during automatic stop). If the engine is in idle stop, the process proceeds to step S310, the engine restart operation is performed, and then the process proceeds to step S311. If the engine is not in idle stop in step S309, the process proceeds to step S311. Is prohibited.

  In step S312, it is determined whether the engine is operating. If the engine is operating, the process proceeds to step S313. If the engine is not operating, the process waits in step S312 until the engine is operating. Here, Steps S309 to S312 correspond to automatic stop prohibiting means.

  In step S313, the process proceeds to a correction amount update operation subroutine (step S201 to step S206 / FIG. 6), and after calculating the correction amount ΔIH, the process proceeds to step S314, where idle stop is prohibited in step S311. The prohibition is canceled and the process proceeds to step S316. In step S315, the correction amount ΔIH obtained by the previous correction amount update operation is read, and the process proceeds to step S316. In step S316, the charge / discharge current amount I is obtained by correcting the battery charge / discharge current amount signal IH based on the correction amount ΔIH obtained in step S313 or step S315. For example, I = A · (IH-IO) when offset value correction is not considered (A: constant, IO: offset value), and I = A · (IH-IO) when offset value correction is considered. -ΔIH). Here, step S316 corresponds to correction means.

  Since other configurations and control contents, or the effect of the control, are the same as those in the second embodiment, detailed description thereof will be omitted.

The third embodiment described above has the following effects in addition to the effects (1) of the first embodiment and (11) to (17) of the second embodiment.
(18) As shown in steps S305 to S306 and step S201, when the power consumption of the vehicle electrical equipment 9b becomes substantially zero, the inverter 7b is pulsed off to reduce the power consumption of the motor / generator 2 to zero. I am doing so.
In a vehicle including a vehicle electrical equipment 9b that uses the same battery 6a as the power source of the motor / generator 7 of the vehicle, when the power consumption of the vehicle electrical equipment 9b is substantially zero, the power consumption of the motor / generator 2 Is set to zero so that the charge / discharge current amount I when the reference value IHO is measured and when the battery charge / discharge current amount signal IH is measured can be in the same predetermined state as described above. Thus, since the measurement is performed in a state where the charge / discharge current amount I of the battery 6a is substantially zero, the correction amount ΔIH can be calculated with high accuracy, and the calculated correction amount ΔIH is corrected as needed with respect to the battery charge / discharge current amount signal IH. Therefore, the measurement accuracy of the charge / discharge current I of the current sensor 70 is further improved, and as a result, the control accuracy is further improved (effect resulting from claim 4).

  Embodiments for realizing the control device for an electric vehicle according to the present invention correspond to claims 1, 3, 5, 6, 9, 10, 11, and 12. This will be described based on the fourth embodiment.

FIG. 4 is a schematic configuration diagram of an electric vehicle showing an example of Embodiment 4 of the present invention. However, in the fourth embodiment, it does not matter whether the inhibitor switch 51 and the range signal RS shown in FIG. 4 are present.
That is, in the fourth embodiment, the configuration related to the travel intention determination subroutine is changed from the configuration of FIG. 2 of the first embodiment to the configuration of FIG. Since the main configuration other than the configuration related to the travel intention determination subroutine of the fourth embodiment is the same as that of the first embodiment, different points will be described.

  A vehicle speed sensor 52 (vehicle speed detection means) for detecting the speed of the vehicle (not shown) and a brake depression amount sensor 53 (brake operation detection means) for detecting the depression amount of the brake pedal are provided, the vehicle speed signal Vsp of the vehicle speed sensor 52, the brake depression The brake depression amount signal Bt of the amount sensor 53 is supplied to the motor / generator controller 12 that controls the motor / generator 2.

  The motor / generator controller 12 includes a microcomputer 12e having at least an input-side interface circuit 12a, an arithmetic processing unit 12b, a storage device 120c (reference value storage means), and an output-side interface circuit 12d.

  The input side interface circuit 12a includes at least a battery charge / discharge current amount signal IH of the current sensor 70, a current sensor temperature signal TH of the temperature sensor 71, a vehicle speed signal Vsp of the vehicle speed sensor 52, and a brake depression amount signal BT of the brake depression amount sensor 53. Is entered.

  The arithmetic processing unit 12b is activated when, for example, a key switch (not shown) is turned on and a predetermined power is turned on, and then at least a battery charge / discharge current amount signal IH, a current sensor temperature signal TH, a vehicle speed signal Vsp, Based on the brake depression amount signal BT and the elapsed time T of a timer (not shown / elapsed time measuring means) that measures the elapsed time from the previous processing execution, the arithmetic processing of FIG. The contactor 60 is driven, a signal is output to the engine controller EC, the current sensor is corrected, and the motor / generator 2 is controlled.

  Next, since the arithmetic processing executed by the arithmetic processing unit 12b other than the travel intention determination subroutine in the fourth embodiment is the same as that of the first embodiment, only the different points are executed by the arithmetic processing device 12b in the microcomputer 12e. The flowchart of FIG. 1 showing an example of the correction process and the flowchart of FIG. 12 showing an example of the travel intention determination subroutine will be described.

  In the flowchart of FIG. 1 showing an example of the correction process, unlike the first embodiment, in step S5, the routine proceeds to a travel intention determination subroutine (step S521 to step S528 / FIG. 12), which will be described later, and the presence or absence of the travel intention is determined. .

FIG. 12 is a flowchart of the travel intention determination subroutine.
In step S521, the vehicle speed signal Vsp is detected, and then the process proceeds to step S522 to determine whether the vehicle speed Vsp = 0. If the vehicle speed Vsp = 0, the process proceeds to step S525, and if the vehicle speed Vsp = 0 is not satisfied. The process proceeds to step S528. In step S525, the brake depression amount signal Bt is detected. Then, in step S526, it is determined whether the brake depression amount signal Bt> 0. If the brake depression amount signal Bt> 0, the process proceeds to step S527, and the brake depression amount signal Bt When the quantity signal Bt> 0 is not satisfied, the process proceeds to step S528.

  In step S527, it is determined that there is no travel intention, and in step S528, it is determined that there is a travel intention.

  Since other configurations and control contents, or the effect of the control, are the same as those in the first embodiment, detailed description is omitted.

  The fourth embodiment described above has the following effects in addition to the effects (1) to (3) and (6) to (9) of the first embodiment.

(19) As shown in Steps S521 to S528, and Steps S5 and S6, the correction amount update operation, in particular, turning off the contactor 60 (Step S31) is a vehicle speed Vsp = 0, a brake depression amount signal Bt> This is done when 0.
When the vehicle is stopped, an operation of releasing the brake and a time lag occur until the driver intends to travel and performs the actual accelerator depression operation. In other words, even if a drive intention occurs, the vehicle cannot start the vehicle immediately. Since the contactor 60 is turned off in this state, even if a driving intention occurs, the contactor 60 can be turned on (step S33) during the driver's operation. The start response delay due to the inability of the generator 2 to be lost can be eliminated, and the driver's uncomfortable feeling can be eliminated (effect resulting from claim 6).

  In addition, although this invention has been demonstrated based on Examples 1-4, it is not limited to this.

  For example, in the first to fourth embodiments, the case where the power consumption of the motor / generator 2 is reduced to zero has been described. However, the power consumption of the motor / generator 2 does not have to be zero in order to implement the battery 6a. The charge / discharge current amount I may be in the same state as the predetermined state when the reference value IHO is measured.

  In the first to third embodiments, when determining the travel intention, the travel intention is determined based on whether or not the brake is operated. However, whether or not the brake is operated is not necessarily required. In 1 to 4, it has been described that the determination of the driving intention based on the vehicle speed, the presence / absence of the brake, and the position of the shift lever, but in carrying out, the vehicle speed, the presence / absence of the operation of the brake, and the position of the shift lever It is not necessary to determine the driving intention on the basis of the correction amount. The correction amount update operation may be performed when the correction amount update operation can be completed before the driver depresses the accelerator.

7 is a flowchart illustrating an example of correction processing in the first, second, and fourth embodiments. 7 is a flowchart illustrating an example of a travel intention determination routine according to the first, second, and third embodiments. 10 is a flowchart illustrating an example of a correction amount update operation routine in the first and fourth embodiments. It is a schematic block diagram which shows the content of Example 1, 4. FIG. 10 is a flowchart illustrating an example of correction processing in the third embodiment. 12 is a flowchart illustrating an example of a correction amount update operation routine in the second and third embodiments. FIG. 6 is a schematic configuration diagram showing the contents of Example 2. FIG. 6 is a schematic configuration diagram showing the contents of Example 3. FIG. 3 is a schematic diagram illustrating an example of a motor / generator circuit in Examples 1 and 4. 6 is a schematic diagram illustrating an example of a motor / generator circuit in Embodiment 2. FIG. 6 is a schematic diagram illustrating an example of a motor / generator circuit in Embodiment 3. FIG. 12 is a flowchart illustrating an example of a travel intention determination routine according to a fourth embodiment.

Explanation of symbols

1 engine (internal combustion engine)
2 Motor / generator (electric drive source)
3 Differential Device 4 Transmission 5 Drive Wheel 6a Battery (Power Storage Device)
6b Battery 7a Chopper 7b Inverter 8 DC-DC converter 9a Vehicle electrical equipment 9b Vehicle electrical equipment (vehicle electrical equipment)
10 Alternator 12 Controller for motor / generator (control means)
12a input side interface circuit 12b arithmetic processing unit 120c storage unit 121c storage unit 122c storage unit 12d output side interface circuit 12e microcomputer 51 inhibitor switch (range position detection means)
52 Vehicle speed sensor (vehicle speed detection means)
53 Brake depression sensor (brake operation detection means)
60 Contactor (connection path blocking means)
70 Current sensor 71 Temperature sensor (temperature measuring means)
700 Motor / generator circuit (connection path)
701 Motor / generator circuit (connection path)
702 Motor / generator circuit (connection path)

Claims (12)

An electric drive source for a vehicle using the power storage device as a power source, a current sensor for measuring a charge / discharge current of the power storage device, and a control means for performing various controls of the electric drive source based on a measured value of the current; In an electric vehicle control device comprising:
A reference value storage means for storing a measured value of the current sensor measured in advance in a predetermined state as a reference value;
Measurement preparation means for bringing the charge / discharge current of the power storage device into the same state as the predetermined state;
Correction amount calculation means for calculating a correction amount of the current sensor using the measured value of the current sensor when the measurement preparation means is activated and the reference value;
Correction means for correcting the measured value of the current sensor based on the correction amount obtained by the correction amount calculation means,
The control device for an electric vehicle, wherein the control means performs various controls of the electric drive source based on the corrected measurement value. The control device for the electric vehicle includes:
A connection path for electrically connecting the power storage device and the electrical drive source;
A connection path blocking means arranged in the connection path and blocking the power storage device from the connection path;
2. The control device for an electric vehicle according to claim 1, wherein the measurement preparation unit sets the charge / discharge current of the power storage device to the same state as the predetermined state by operating the connection path blocking unit.   The said measurement preparation means makes the charging / discharging current of the said electrical storage apparatus the same state as the said predetermined state by making the power consumption of the electric drive source of the said vehicle into zero. Control device for electric vehicle. The control device for the electric vehicle includes:
Vehicle electrical equipment that uses the same power storage device as the electric drive source of the vehicle as a power source,
4. The control apparatus for an electric vehicle according to claim 3, further comprising first measurement preparation permission means for permitting the operation of the measurement preparation means when power consumption of the vehicle electrical equipment is substantially zero. The control device for the electric vehicle includes:
Driving intention determination means for determining the driving intention of the driver;
5. The electric vehicle according to claim 2, further comprising: a second measurement preparation permission unit that permits operation of the measurement preparation unit when it is determined that there is no intention to travel. Control device. The control device for the electric vehicle includes:
Vehicle speed detecting means for detecting the vehicle speed, and brake operation detecting means for detecting that the brake is operated,
The travel intention determination unit determines that the driver does not have a travel intention when the vehicle speed detection unit detects a stop of the vehicle and the brake operation detection unit detects a brake operation. 6. The control device for an electric vehicle according to claim 5, wherein the control device is an electric vehicle. The control device for the electric vehicle includes:
Vehicle speed detecting means for detecting the vehicle speed, and range position detecting means for detecting the range position of the shift lever,
The travel intention determination unit is configured such that when the vehicle speed detection unit detects stop of the vehicle and the range position detection unit detects a non-travel range position of the shift lever, the driver does not have a travel intention. The control device for an electric vehicle according to claim 5, wherein the determination is performed. The control device for the electric vehicle includes:
Brake operation detecting means for detecting that the brake is operated,
8. The electric vehicle according to claim 7, wherein the travel intention determination unit further determines that the driver does not have a travel intention when the brake operation detection unit does not detect a brake operation. Control device. The control device for the electric vehicle includes:
An internal combustion engine that automatically stops when a predetermined condition is satisfied as a drive source of the vehicle;
The automatic stop prohibiting means for prohibiting the internal combustion engine from being in the automatic stop state during the operation of the measurement preparation means is provided. Control device for electric vehicle. The control device for the electric vehicle includes:
Charge amount detection means for detecting a charge amount of the power storage device;
The first measurement preparation prohibiting means for prohibiting the operation of the measurement preparation means when the charge amount of the power storage device detected by the charge amount detection means is not more than a predetermined value. Item 10. The control device for an electric vehicle according to any one of Items 9. The control device for the electric vehicle includes:
An elapsed time measuring means for measuring an elapsed time from a previous operation of the measurement preparation means;
The second measurement preparation prohibiting means for prohibiting the operation of the measurement preparation means when the elapsed time obtained by the elapsed time measurement means is less than a predetermined time. The control device for an electric vehicle according to any one of 10. The control device for the electric vehicle includes:
Comprising temperature measuring means for measuring the temperature of the current sensor;
The reference value storage means stores a reference value for each temperature, and the correction amount calculation means includes the reference value determined based on the temperature of the current sensor measured by the temperature measurement means, and the measurement The control device for an electric vehicle according to any one of claims 1 to 11, wherein the correction amount is calculated based on a measured value of the current sensor when a preparation unit is activated.

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