JP3870928B2 - Automotive battery control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an apparatus for controlling a battery of an automobile.
[0002]
[Prior art]
2. Description of the Related Art An automobile control device is known in which a temperature sensor is provided to detect the temperature of a battery, and charging / discharging of the battery is managed according to the battery temperature (see, for example, Patent Document 1).
[0003]
Prior art documents related to the invention of this application include the following.
[Patent Document 1]
JP 2001-268715 A
[0004]
[Problems to be solved by the invention]
However, the conventional automobile control device has a problem that it is expensive because a temperature sensor is installed to detect the battery temperature.
[0005]
The present invention provides an automobile battery control device that manages charge / discharge of a battery without using a temperature sensor.
[0006]
[Means for Solving the Problems]
In the present invention, the estimated battery temperature and the engine coolant temperature immediately after the ignition is turned off are stored in the storage means that retains the stored contents even when the ignition is turned off, and immediately after the ignition is turned on, the ignition off stored in the storage means is stored. The estimated battery temperature value stored in the storage means is corrected based on the engine coolant temperature immediately after and the engine coolant temperature detected immediately after the ignition is turned on.
[0007]
【The invention's effect】
According to the present invention, the temperature of the battery can be detected without using a temperature sensor.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment in which the present invention is applied to a hybrid vehicle will be described. FIG. 1 shows the configuration of an embodiment. The hybrid vehicle of one embodiment includes an engine 1 and a motor generator 2, and both are connected by a pulley and belt 3. The driving force of the engine 1 is transmitted to the drive wheels 6 through a transmission 4 and a final drive 5 which are automatic transmissions, thereby causing the vehicle to travel. On the other hand, the motor generator 2 starts the engine 1 and assists the engine 1 to drive the vehicle and perform regenerative braking. The motor generator 2 is an AC machine.
[0009]
The inverter 7 converts the DC power of the battery 8 into AC power and supplies it to the motor generator 2, and converts the AC power generated by the motor generator 2 into DC power to charge the battery 8. In this embodiment, an example in which a battery having a rated voltage of 14 V is used as the battery 8 is shown.
[0010]
The battery 8 supplies power to in-vehicle auxiliary equipment such as a battery fan 9, a defogger 10, a radiator fan 11, and lamps 12. The battery fan 9 blows air to the battery 8 to cool it, and the defogger 10 removes fogging of the rear window. Further, the radiator fan 11 blows air to a radiator (not shown) to cool engine cooling water. The lamps 12 include a head lamp, a fog lamp, a stop lamp, a turn signal lamp, a tail lamp, and the like.
[0011]
The water temperature sensor 1 a detects the cooling water temperature Tw [° C.] of the engine 1. The voltage sensor 13 detects the voltage Vb [V] of the battery 8, and the current sensor 14 detects the charge / discharge current Ib [A] of the battery 8. In this embodiment, the discharge current Ib flowing from the battery 8 to the inverter 7 or the in-vehicle accessories 9 to 12 is positive, and the charging current Ib flowing from the inverter 7 to the battery 8 is negative.
[0012]
The controller 15 includes a CPU 15a, a memory 15b, an A / D converter 15c, a battery backup memory 15d, etc., and adjusts the fuel injection amount and ignition timing of the engine 1 to control the rotational speed and torque. The rotation speed and torque are controlled by adjusting the voltage and current supplied to 2. The controller 15 also executes a control program, which will be described later, to manage the temperature and charge / discharge of the battery 8, and to control the operation of the in-vehicle auxiliary machines 9-12. Note that the memory 15d is a memory that is backed up by a dedicated battery (not shown), and continues to hold the stored contents even when the supply of control power to the controller 15 is stopped when the ignition is off.
[0013]
The ignition switch 16 is turned on (closed) when the ignition key of the vehicle is set to the ON or START position. The defogger switch 17 is an operation member for operating the defogger 10, and the lamp switch 18 is an operation member for turning on and off the lamps 12. The brake switch 19 is a switch that is turned on (closed) when a brake pedal (not shown) is depressed.
[0014]
The vehicle speed sensor 20 detects the travel speed Vsp [km / h] of the vehicle, and the accelerator sensor 21 detects the depression amount [θa] of an accelerator pedal (not shown). The brake fluid pressure sensor 22 detects a brake fluid pressure Pb proportional to the depression pressure of the brake pedal. The shift sensor 23 detects a set position (P, R, N, D, 2, 1) of an automatic transmission shift lever (not shown).
[0015]
2 to 6 are flowcharts showing the battery control program. The operation of the embodiment will be described with reference to these flowcharts. FIG. 2 is a flowchart showing the battery control main program. The CPU 15a of the controller 15 repeatedly executes this main program when the ignition switch 16 is turned on.
[0016]
In step 1, the engine coolant temperature Tw is detected by the water temperature sensor 1a and stored in the memory 15b. In step 2, it is confirmed whether or not the estimated battery temperature Tb is stored in the battery backup memory 15d. When the control power is supplied to the controller 15 for the first time in the vehicle manufacturing factory, or when the controller 15 is reset or exchanged in the maintenance factory, the battery temperature estimated value Tb is not stored in the battery backup memory 15d.
[0017]
When the estimated battery temperature value Tb is stored, the process proceeds to step 3, and the subroutine shown in FIG. 3 is executed to correct the estimated battery temperature value Tb during ignition off. This correction process will be described later. On the other hand, when the estimated battery temperature value Tb is not stored, the process proceeds to step 4 where the engine coolant temperature Tw is read from the memory 15b and set as the initial value of the estimated battery temperature value Tb.
[0018]
When the correction or initialization of the estimated battery temperature Tb during ignition off is completed, the travel is permitted in step 5, and the control of the engine 1 and the motor generator 2 for the travel is started in the subsequent step 6. Specifically, command values such as the rotational speed and torque of the engine 1 and the motor generator 2 are calculated based on the vehicle speed Vsp, the accelerator pedal depression amount θa, the battery SOC, etc., and the engine 1 and the motor generator 2 are Control.
[0019]
In step 7, the subroutine shown in FIG. 4 is executed to estimate the battery temperature Tb during ignition on. This estimation process will be described later. After obtaining the estimated battery temperature Tb, a subroutine shown in FIG. 5 is executed in step 8 to perform idle stop control of the vehicle and charge / discharge control of the battery 8 by the estimated battery temperature Tb. These controls will be described later. Next, in step 9, the subroutine shown in FIG. 6 is executed to correct the estimated battery temperature Tb during ignition on. This correction process will also be described later.
[0020]
In step 10, it is confirmed whether or not the ignition switch 16 is turned off. If the ignition switch 16 remains on, the process returns to step 7 to repeat the above-described processing. In step 11, the battery temperature estimated value Tb obtained by the above-described processing, the current engine cooling water temperature Tw detected by the water temperature sensor 1a, and the operating state of the battery fan 9 before the ignition is turned off are stored in the battery backup memory 15d. The process ends. Here, the estimated battery temperature Tb and the engine coolant temperature Tw stored in the battery backup memory 15d are values immediately after the ignition is turned off.
[0021]
FIG. 3 is a flowchart showing a correction process of the estimated battery temperature value Tb during ignition off. In step 21, the battery temperature estimated value Tb immediately after the ignition is turned off is read from the battery backup memory 15d and set as Tb_off. In the following step 22, the engine coolant temperature Tw immediately after the ignition is turned off is read from the battery backup memory 15d and is set as Tw_off. These estimated battery temperature Tb and engine coolant temperature Tw are stored in step 11 of the main control program shown in FIG.
[0022]
Further, in step 23, the engine coolant temperature Tw immediately after the ignition is turned on is read from the memory 15b and is set as Tw_on. The engine coolant temperature Tw is stored in step 1 of the main control program shown in FIG.
[0023]
In step 24, the engine coolant temperature Tw_on immediately after the ignition is turned on is compared with the engine coolant temperature Tw_off immediately after the ignition is turned off. If Tw_on ≦ Tw_off, it is determined that the engine coolant temperature Tw has decreased during ignition off, and the process proceeds to step 25, where the estimated battery temperature Tb when the engine coolant temperature decreases is corrected by the following equation.
[Expression 1]
Tb = Tb_off− (Tw_off−Tw_on) · Kdown
In Equation 1, Kdown is a coefficient for converting the rate of decrease in the engine coolant temperature Tw to the rate of decrease in the estimated battery temperature Tb, which is determined in advance by an experiment using an actual vehicle and the EEPROM area in the memory 15b. Remember.
[0024]
On the other hand, if Tw_on> Tw_off, it is determined that the engine coolant temperature Tw has increased during ignition off, and the routine proceeds to step 26. When the radiator fan 11 is operated until the engine 1 is stopped to cool the engine coolant of the radiator, the engine coolant temperature Tw rises after the ignition is turned off. However, after a while, the engine coolant temperature Tw decreases. Therefore, it can be said that the ignition-off period is very short when the engine coolant temperature Tw has increased during the ignition-off period.
[0025]
In step 26, the operation status of the battery fan 9 immediately before the ignition is turned off is read from the battery backup memory 15d. If it is operating, the process proceeds to step 27. If not, the process proceeds to step 28. If the battery fan 9 is operating immediately before the ignition is turned off, it is considered that the battery temperature is rising in the same manner as the engine cooling water temperature Tw. Therefore, when the engine cooling water temperature Tw is The battery temperature estimated value Tb is corrected when the battery fan 9 is operating immediately before turning off.
[Expression 2]
Tb = Tb_off + (Tw_on−Tw_off) · Kup
In Equation 2, Kup is a coefficient for converting the rate of increase of the engine coolant temperature Tw to the rate of increase of the battery temperature estimated value Tb, which is determined in advance by an experiment using an actual vehicle and the EEPROM area in the memory 15b. Remember it.
[0026]
On the other hand, even if the engine coolant temperature Tw rises while the ignition is off, if the battery fan 9 is not operating immediately before the ignition is off, it is considered that the battery temperature does not rise, and as described above. Since the ignition-off period is considered to be short, it is assumed that the battery temperature does not change during the ignition-off period. Therefore, in step 28, the estimated battery temperature Tb_off immediately after the ignition is turned off is used as the estimated battery temperature Tb.
[Equation 3]
Tb = Tb_off
[0027]
In step 29, the corrected battery temperature estimated value Tb is stored in the battery backup memory 15d, the battery temperature estimated value Tb is updated, and the process returns to the main program shown in FIG.
[0028]
FIG. 4 is a flowchart showing a process for estimating the battery temperature during ignition-on. In step 31, it is determined whether or not the battery current Ib is positive, that is, whether or not the battery 8 is discharging from the inverter 7 or the in-vehicle accessories 9 to 12. When the battery current Ib is positive and discharging, the routine proceeds to step 32, where it is determined whether or not the in-vehicle accessories 9 to 12 are operating.
[0029]
When any one of the in-vehicle devices 9 to 12 is operating, the process proceeds to step 33, and the estimated battery temperature rise value corresponding to the auxiliary machine drive current is read with reference to the map stored in the EEPROM area of the memory 15b. This map is measured and set in advance by an actual vehicle experiment. In the following step 34, the estimated battery temperature Tb stored in the battery backup memory 15d is read and corrected by adding the temperature increase due to the accessory driving.
[0030]
In step 35 after the correction process by the accessory drive, the map stored in the EEPROM area of the memory 15b is referred to read out the discharge current to the inverter 7, that is, the estimated battery temperature rise value corresponding to the motor drive current. This map is measured and set in advance by an actual vehicle experiment. In the subsequent step 36, the temperature increase due to motor driving is corrected by adding the temperature increase due to motor driving to the estimated battery temperature Tb after correcting the temperature increase due to the accessory driving.
[0031]
Here, the temperature rise of the battery 8 caused by the auxiliary machine drive current and the temperature rise of the battery 8 caused by the motor drive current are estimated separately because the discharge currents to the in-vehicle auxiliary machines 9 to 12 are not changed greatly and are steady. Therefore, while the temperature rise can be estimated relatively easily and accurately, the discharge current to the motor generator 2 varies greatly and is transient, so even if the effective value is the same as the auxiliary drive current. The temperature rise values are different, and the temperature rise is estimated by referring to the map separately.
[0032]
Even if the battery 8 is being discharged, if all the in-vehicle auxiliary machines 9 to 12 are stopped, the process skips steps 33 to 34 and proceeds to step 35, and as described above, the temperature increase due to the motor drive. Is searched for a map, and the temperature rise is added to the estimated battery temperature Tb stored in the battery backup memory 15d to correct it.
[0033]
If the battery current Ib is negative and the battery 8 is being charged, the routine proceeds to step 37, where the temperature rise estimated value corresponding to the charging current is read with reference to the map stored in the EEPROM area of the memory 15b. This map is measured and set in advance by an actual vehicle experiment. In the following step 38, the estimated battery temperature value Tb stored in the battery backup memory 15d is read, and the temperature increase due to the battery charging is added and corrected.
[0034]
In step 39, the corrected battery temperature estimated value Tb is stored in the battery backup memory 15d, the battery temperature estimated value Tb is updated, and the process returns to the main program shown in FIG.
[0035]
FIG. 5 is a flowchart showing idle stop control of the vehicle and charge / discharge control of the battery 8 based on the estimated battery temperature Tb. In step 41, the battery temperature estimated value Tb obtained by the estimation process during ignition on shown in FIG. 4 is read from the battery backup memory 15d, and it is determined whether or not the battery temperature estimated value Tb is equal to or higher than the idle stop permission temperature. . This idle stop permission temperature is preset and stored in the EEPROM area of the memory 15b. If the battery temperature is low, the SOC of the battery 8 decreases, so that sufficient power cannot be supplied to the motor generator 2 when the engine is restarted after the idle stop, and the engine 1 cannot be started. Therefore, idling stop is not permitted when the estimated battery temperature Tb is lower than the predetermined idling stop permission temperature.
[0036]
If the estimated battery temperature value Tb is lower than the idling stop permission temperature, the routine proceeds to step 44 where idling stop is prohibited. On the other hand, when the estimated battery temperature Tb is equal to or higher than the idle stop permission temperature, the routine proceeds to step 42, where it is determined whether or not the idle stop condition is satisfied. If the brake pedal 19 is confirmed to be depressed by the brake switch 19, the vehicle speed Vsp is 0, and the shift lever is set to the D (drive) position by the shift sensor 23, it is assumed that the idle stop condition is satisfied. Proceed to 43 to stop idling. On the other hand, if the idle stop condition is not satisfied, the routine proceeds to step 44 where the idle stop is prohibited.
[0037]
Next, in step 45, the input / output possible power of the battery 8 is calculated. Specifically, the battery voltage Vb and the charge / discharge current Ib at a plurality of time points are sampled by the voltage sensor 13 and the current sensor 14, and the sampling data is plotted on a two-dimensional plane of Vb-Ib as shown in FIG. Go back. When the current at the intersection of the regression line and the end-of-discharge voltage Vb_min is the maximum discharge current Ib_d and the current at the intersection of the regression line and the maximum charge voltage Vb_max is the maximum charge current Ib_c, the input possible power Pin and the output possible power Pout are Obtained by the following equation.
[Expression 4]
Pin = Vb_max · Ib_c,
Pout = Vb_min · Ib_d
[0038]
In step 46, the calculated input / output powers Pin and Pout are corrected using the estimated battery temperature Tb. This correction method is determined in advance by experiments or the like. In the next step 47, the required torque Tm of the motor generator 2 is calculated based on the accelerator pedal depression amount θa, the vehicle speed Vsp, and the brake fluid pressure Pb. If the required torque Tm of the motor generator 2 cannot be satisfied with the input / output possible powers Pin and Pout of the battery 8 in step 48, the required torque Tm is limited according to the input / output possible powers Pin and Pout. In step 49, the inverter 7 is controlled according to the finally determined required torque Tm of the motor generator 2, and the torque control of the motor generator 2 is performed.
[0039]
In step 50, it is determined whether or not the battery temperature estimated value Tb is equal to or higher than a temperature that requires cooling by the battery fan 9. The required cooling temperature is determined in advance by experiments or the like and stored in the EEPROM area of the memory 15b. If the estimated battery temperature value Tb is equal to or higher than the required cooling temperature, the process proceeds to step 51 where the battery fan 9 is operated to cool the battery 8. Thereby, the battery 8 can be maintained at an appropriate temperature. On the other hand, if the estimated battery temperature Tb is less than the required cooling temperature, the process proceeds to step 52 and the battery fan 9 is stopped. Thereafter, the process returns to the main control program shown in FIG.
[0040]
FIG. 6 is a flowchart showing a correction process for the estimated battery temperature value Tb during ignition-on. In step 61, it is determined whether or not the power running torque of the motor generator 2 is required up to the power Pout that can be output from the battery 8 (see Equation 4). When the requested power running torque reaches the output possible power Pout, the routine proceeds to step 62, where it is determined whether or not the actual output of the motor generator 2 is smaller than the output possible power Pout of the battery 8.
[0041]
Here, the actual output of the motor generator 2 is obtained by the following procedure. The current of the motor generator 2 is detected by a current sensor (not shown), the vehicle speed Vsp is detected by the vehicle speed sensor 20, and the shift position of the automatic transmission is detected by the shift sensor 23. Next, the rotational position of the motor generator 2 is detected by a rotation sensor (not shown), and the motor generator current is converted into a d-axis current Id and a q-axis current Iq in the dq axis coordinate system based on the rotational position of the motor generator 2. The actual torque of the motor generator 2 is calculated from these dq axis currents Id and Iq. Then, data that maps the relationship between the torque of the motor generator 2 and the output power of the battery 8 is searched, and the output power corresponding to the actual torque of the motor generator 2 is calculated. This output power is the actual output of the motor generator 2.
[0042]
When the actual output of the motor generator 2 is smaller than the output possible power Pout of the battery 8, the routine proceeds to step 63. In step 63, an output difference Pout_ofs obtained by subtracting the actual output of the motor generator 2 from the output power Pout of the battery 8 is obtained. In the following step 64, the estimated battery temperature Tb is corrected by the following equation based on the output difference Pout_ofs between the output power Pout and the actual output.
[Equation 5]
Tb = Tb (old) −Pout_ofs · Kout
In Equation 5, Kout is a coefficient for converting the output difference Pout_ofs into a temperature difference, and Tb (old) is an estimated battery temperature value before correction read from the battery backup memory 15d.
[0043]
On the other hand, when the actual output of the motor generator 2 reaches the outputable power Pout in step 62, it is not necessary to correct the battery temperature estimated value Tb, so the process is terminated and the process returns to the main program of FIG.
[0044]
If it is determined in step 61 that the required power running torque for the motor generator 2 has not reached the output possible power Pout of the battery 8, the process proceeds to step 65. In step 65, it is determined whether or not the power generation torque (regenerative torque) of the motor generator 2 is requested up to the input possible power Pin of the battery 8. When the required power generation torque reaches the input possible power Pin, the routine proceeds to step 66, where it is determined whether or not the actual input of the motor generator 2 is smaller than the input possible power Pin of the battery 8. The actual input of the motor generator 2 is calculated in the same procedure as the actual output described above.
[0045]
When the actual input of the motor generator 2 is smaller than the input possible power Pin of the battery 8, the routine proceeds to step 67. In step 67, an input difference Pin_ofs obtained by subtracting the actual input of the motor generator 2 from the input power Pin of the battery 8 is obtained. In the following step 68, the estimated battery temperature Tb is corrected by the following equation based on the input difference Pin_ofs between the input possible power Pin and the actual input.
[Formula 6]
Tb = Tb (old) −Pin_ofs · Kin
In Equation 6, Kin is a coefficient for converting the input difference Pin_ofs into a temperature difference, and Tb (old) is an uncorrected battery temperature estimated value read from the battery backup memory 15d.
[0046]
On the other hand, when the actual input of the motor generator 2 reaches the input allowable power Pin in step 66, it is not necessary to correct the battery temperature estimated value Tb, so the process is terminated and the process returns to the main program of FIG.
[0047]
As described above, according to the embodiment, the estimated battery temperature value Tb and the engine coolant temperature Tw_off immediately after the ignition is turned off are stored in the battery backup memory 15d that retains the stored contents even when the ignition is turned off. Immediately after, the battery stored in the battery backup memory 15d is based on the engine coolant temperature Tw_off immediately after the ignition is turned off stored in the battery backup memory 15d and the engine coolant temperature Tw_on detected immediately after the ignition is turned on. Since the estimated temperature value Tb is corrected, the temperature of the battery 8 can be accurately estimated without installing a sensor for detecting the battery temperature, and charging / discharging of the battery 8 can be performed using the estimated battery temperature value Tb. Can be managed
[0048]
In the embodiment described above, when the estimated battery temperature value is not stored in the battery backup memory 15b, the engine coolant temperature is set to the initial value of the estimated battery temperature value Tb. When the control power is supplied to the controller 15 for the first time in the vehicle manufacturing factory, or when the controller 15 is reset or exchanged in the maintenance factory, the battery temperature estimated value Tb is not stored in the battery backup memory 15d. According to this embodiment, the initial value of the estimated battery temperature Tb can be set by a simple and reliable method.
[0049]
According to one embodiment, the current flowing through the battery is separated into the current flowing through the motor generator 2 via the inverter 7 and the current flowing through the in-vehicle accessories 9 to 12, and the battery temperature rises according to each battery current. The value was estimated, and the temperature rise value due to the current flowing to the motor generator 2 and the temperature rise value due to the current flowing to the in-vehicle auxiliary machines 9 to 12 were added to the battery temperature estimated value Tb to be corrected. Since the discharge current to the in-vehicle auxiliary machines 9 to 12 is steady with little change, the temperature rise can be estimated relatively easily and accurately, while the discharge current to the motor generator 2 is greatly changed and transient Therefore, even if the effective value is the same as the auxiliary drive current, the temperature rise value is different, and by estimating the temperature rise separately for each, it is possible to estimate the battery temperature rise value during ignition on accurately. An accurate battery temperature estimated value Tb can be obtained.
[0050]
According to one embodiment, the power (power) Pin and Pout that can be input / output of the battery 8 is calculated based on the battery current Ib, the battery voltage Vb, the discharge end voltage Vb_min, and the maximum charge voltage Vb_max of the battery 8. The input powers Pin and Pout of the battery are corrected based on the estimated battery temperature Tb. In general, power that can be input / output greatly varies depending on the temperature of the battery, but according to this embodiment, accurate power that can be input according to the battery temperature can be obtained. In addition, since the torque of the motor generator 2 is limited by the input powers Pin and Pout of the battery corrected according to the estimated battery temperature value, overdischarge and overcharge of the battery 8 can be prevented.
[0051]
Furthermore, according to one embodiment, the actual output power of the motor generator is calculated, and the input / output possible power (power) Pin and Pout of the battery 8 after correction by the estimated battery temperature Tb and the actual power of the motor generator 2 are calculated. Since the battery temperature estimated value Tb is corrected based on the difference from the output power, a more accurate battery temperature estimated value Tb can be obtained.
[0052]
The correspondence between the constituent elements of the claims and the constituent elements of the embodiment is as follows. That is, the battery backup memory 15d is storage means, the water temperature sensor 1a is water temperature detection means, the controller 15 is temperature correction means, initial value setting means, temperature rise estimation means, power calculation means, power correction means, torque limiting means, The output calculation means and idle stop prohibiting means, the current sensor 14 constitutes current detection means, the voltage sensor 13 constitutes voltage detection means, and the battery fan 9 constitutes battery cooling means. In addition, each component is not limited to the said structure, unless the characteristic function of this invention is impaired.
[0053]
In the above-described embodiment, an example in which the present invention is applied to a battery control device for a hybrid vehicle has been described. However, the present invention is not limited to a hybrid vehicle, and an engine vehicle that runs only by an engine or an electric vehicle that runs only by a motor. It can be applied to any automobile such as an automobile.
[0054]
In the above-described embodiment, an example in which an AC machine is used for the motor generator 2 has been described. However, a DC machine may be used for the motor generator 2. Further, in the above-described embodiment, the example in which the battery backup memory 15d is used as the storage unit that retains the stored contents even when the ignition is off is shown. However, a nonvolatile memory such as an EEPROM may be used.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of an embodiment.
FIG. 2 is a flowchart showing a battery control main program according to one embodiment.
FIG. 3 is a flowchart showing a correction processing subroutine for an estimated battery temperature value during ignition off.
FIG. 4 is a flowchart showing a battery temperature estimation processing subroutine during ignition on.
FIG. 5 is a flowchart showing a subroutine of idle stop control and charge / discharge control.
FIG. 6 is a flowchart showing a correction processing subroutine for an estimated battery temperature value during ignition-on.
FIG. 7 is a diagram for explaining a method of calculating the input power of a battery.
[Explanation of symbols]
1 engine
2 Motor generator
3 Pulley and belt
4 Transmission
5 Final drive
6 Drive wheels
7 Inverter
8 battery
9 Battery fan
10 Defogger
11 Radiator fan
12 Lamps
13 Voltage sensor
14 Current sensor
15 Controller
15a CPU
15b memory
15c A / D converter
15d battery backup memory
16 Ignition switch
17 Defogger switch
18 Lamp switch
19 Brake switch
20 Vehicle speed sensor
21 Accelerator sensor
22 Brake fluid pressure sensor
23 Shift sensor

Claims (9)

A battery control device for an automobile provided with at least an engine as a travel drive source of the vehicle,
Water temperature detecting means for detecting the cooling water temperature of the engine;
Storage means for retaining the stored contents even when the ignition is turned off, and storing the estimated battery temperature and the engine coolant temperature immediately after the ignition is turned off;
Immediately after the ignition is turned on, based on the engine coolant temperature immediately after the ignition is turned off stored in the storage means and the engine coolant temperature detected immediately after the ignition is turned on, an estimated battery temperature value stored in the storage means is obtained. An automobile battery control device comprising temperature correction means for correction. The vehicle battery control device according to claim 1,
When the estimated battery temperature value is not stored in the storage means, an initial value setting means is provided for setting the engine cooling water temperature detected by the water temperature detecting means to an initial value of the estimated battery temperature value. Automotive battery control device. The battery control device for an automobile according to claim 1 or 2,
Current detection means for detecting current flowing in the battery;
Temperature rise estimation means for estimating a temperature rise value of the battery according to the battery current detected by the current detection means,
The vehicle battery control apparatus according to claim 1, wherein the temperature correction unit corrects the battery temperature increase value estimated by the temperature increase estimation unit by adding the battery temperature increase value to the battery temperature estimation value. The battery control device for an automobile according to claim 1 or 2,
A motor generator connected to the engine to generate a driving force and generate electric power;
Current detection means for detecting current flowing in the battery;
A temperature rise estimating means for separating the battery current detected by the current detecting means into a current flowing through the motor generator and a current flowing through the in-vehicle auxiliary machine, and estimating a temperature rise value of the battery according to each battery current; Prepared,
The temperature correction means corrects the temperature increase value due to the current flowing to the motor generator estimated by the temperature increase estimation means and the temperature increase value due to the current flowing to the in-vehicle auxiliary machine by adding to the battery temperature estimated value. A battery control device for an automobile. The vehicle battery control device according to claim 4,
Voltage detecting means for detecting the voltage of the battery;
Based on the battery current detected by the current detection means, the battery voltage detected by the voltage detection means, the discharge end voltage of the battery, and the maximum charge voltage of the battery, the input / output power of the battery is determined. Power calculating means for calculating;
A battery control apparatus for an automobile, comprising: power correcting means for correcting input power of the battery based on the estimated battery temperature value. The vehicle battery control device according to claim 5,
An automotive battery control device comprising torque limiting means for limiting the torque of the motor generator by electric power that can be input and output from the battery. The battery control device for an automobile according to claim 5 or 6,
Output calculation means for calculating the actual output power of the motor generator,
The temperature correction unit corrects the estimated battery temperature value based on a difference between input / output possible power corrected by the power correction unit and actual output power calculated by the output calculation unit. Automotive battery control device. In the vehicle battery control device according to claim 1,
An automobile battery control device comprising: an idle stop prohibiting means for prohibiting the engine from idling when the estimated battery temperature is lower than a predetermined idling stop permission temperature. In the vehicle battery control device according to claim 1,
A battery control apparatus for an automobile, comprising battery cooling means for cooling the battery when the estimated battery temperature is equal to or higher than a predetermined cooling required temperature.

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