JP4548343B2 - Battery control device, electric vehicle, and charging / discharging power determination method - Google Patents

Battery control device, electric vehicle, and charging / discharging power determination method Download PDF

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JP4548343B2
JP4548343B2 JP2006002730A JP2006002730A JP4548343B2 JP 4548343 B2 JP4548343 B2 JP 4548343B2 JP 2006002730 A JP2006002730 A JP 2006002730A JP 2006002730 A JP2006002730 A JP 2006002730A JP 4548343 B2 JP4548343 B2 JP 4548343B2
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隆彦 三木
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Description

本発明は、二次電池を電源とするモータを駆動源として備える車両に関する。   The present invention relates to a vehicle including a motor that uses a secondary battery as a power source as a drive source.

車両の駆動源になるモータの電源の役割をするバッテリーは、一般に二次電池が用いられる。二次電池としては、例えば、ニッケル水素電池が用いられる。このような二次電池は、充放電時の主として負極の膨張により電池内圧が上昇するので、充放電サイクルごとに内圧が徐々に高くなることが知られている。   In general, a secondary battery is used as a battery that serves as a power source of a motor serving as a driving source of the vehicle. For example, a nickel metal hydride battery is used as the secondary battery. In such secondary batteries, it is known that the internal pressure gradually increases with each charge / discharge cycle because the internal pressure of the battery rises mainly due to expansion of the negative electrode during charge / discharge.

特許文献１には、二次電池の内圧を調整するための開閉弁を二次電池の筐体に設け、その開閉弁を電池内圧が所定圧力を超えると開き、所定圧力以下の圧力で閉じるように制御することで、繰り返し充放電による電池内圧上昇を抑え、電池寿命を増大させることが開示されている。   In Patent Document 1, an open / close valve for adjusting the internal pressure of the secondary battery is provided in the casing of the secondary battery, and the open / close valve is opened when the internal pressure of the battery exceeds a predetermined pressure and closed at a pressure equal to or lower than the predetermined pressure. It is disclosed that control of the internal pressure suppresses an increase in the internal pressure of the battery due to repeated charge and discharge and increases the battery life.

ところで、大気圧が低い高地を車両が走行する場合、大気圧が低いために、二次電池に設けられた開閉弁が開く際の電池内圧が、予め想定した所定圧力より低くなることがあり、無用に開閉弁の開閉が行われるおそれがある。   By the way, when the vehicle travels in a high altitude with low atmospheric pressure, the atmospheric pressure is low, so the battery internal pressure when the on-off valve provided in the secondary battery opens may be lower than the predetermined pressure assumed in advance. There is a risk that the on-off valve may be opened and closed unnecessarily.

特許文献２では、二次電池の充電状態（以下、ＳＯＣ（State Of Charge）とも称す）の判定値を、大気圧に応じて設定することが開示されている。   Patent Document 2 discloses that a determination value of a state of charge of a secondary battery (hereinafter also referred to as SOC (State Of Charge)) is set according to atmospheric pressure.

しかし、特許文献２では、大気圧の変化が二次電池の開閉弁の開閉に影響を与えることは考慮されていない。   However, Patent Document 2 does not consider that the change in atmospheric pressure affects the opening / closing of the opening / closing valve of the secondary battery.

特開２００４−３９３３７号公報JP 2004-39337 A 特開平８−６１１９３号公報JP-A-8-61193

本発明は、大気圧の変化によって、二次電池に設けられた開閉弁が開く際の電池内圧が、予め想定した所定圧力より低くなることで、無用に開閉弁の開閉が行われることを防止する。   The present invention prevents the on-off valve from being opened and closed unnecessarily because the internal pressure of the battery when the on-off valve provided in the secondary battery opens due to a change in atmospheric pressure is lower than a predetermined pressure assumed in advance. To do.

本発明に係る電池制御装置は、電気自動車の駆動用モータの電源として利用される二次電池の充電状態を検知する充電状態検知部と、前記二次電池の電池温度を検知する電池温度検知部と、前記二次電池近傍の大気圧を検知する大気圧検知部と、前記充電状態と前記電池温度と前記大気圧とに基づいて、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定する充放電電力決定部と、を備えることを特徴とする。   A battery control device according to the present invention includes a charge state detection unit that detects a charge state of a secondary battery that is used as a power source for a drive motor of an electric vehicle, and a battery temperature detection unit that detects a battery temperature of the secondary battery. And an atmospheric pressure detector for detecting an atmospheric pressure in the vicinity of the secondary battery, and a maximum charging power or a maximum discharging power allowed by the secondary battery based on the charging state, the battery temperature, and the atmospheric pressure. And a charge / discharge power determining unit for determining.

本発明の１つの態様によれば、前記充放電電力決定部は、充電状態と電池温度と大気圧との関係が示される参照マップを参照して、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定することを特徴とする。   According to one aspect of the present invention, the charging / discharging power determination unit refers to a reference map showing a relationship between a charging state, a battery temperature, and atmospheric pressure, or the maximum charging power allowed by the secondary battery or The maximum discharge power is determined.

本発明の１つの態様によれば、前記充放電電力決定部は、前記大気圧が低くなるにつれて二次電池の内圧上昇が抑制されるように最大充電電力もしくは最大放電電力を決定することを特徴とする。   According to one aspect of the present invention, the charge / discharge power determination unit determines the maximum charge power or the maximum discharge power so that an increase in internal pressure of the secondary battery is suppressed as the atmospheric pressure decreases. And

また、本発明に係る電気自動車は、少なくとも駆動源として駆動用モータと、前記駆動用モータの電源として利用される二次電池の充電状態を検知する充電状態検知部と、前記二次電池の電池温度を検知する電池温度検知部と、前記二次電池近傍の大気圧を検知する大気圧検知部と、前記充電状態と前記電池温度と前記大気圧とに基づいて、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定する充放電電力決定部と、を備えることを特徴とする。   The electric vehicle according to the present invention includes at least a driving motor as a driving source, a charging state detection unit that detects a charging state of a secondary battery used as a power source of the driving motor, and a battery of the secondary battery. The secondary battery permits based on the battery temperature detection unit for detecting the temperature, the atmospheric pressure detection unit for detecting the atmospheric pressure in the vicinity of the secondary battery, and the state of charge, the battery temperature, and the atmospheric pressure. A charge / discharge power determining unit that determines maximum charge power or maximum discharge power.

さらに、本発明に係る充放電電力決定方法は、電気自動車の駆動用モータの電源として利用される二次電池が許容する最大充電電力もしくは最大放電電力を決定する充放電電力決定方法において、前記二次電池の充電状態を検知し、前記二次電池の電池温度を検知し、前記二次電池近傍の大気圧を検知し、前記充電状態と前記電池温度と前記大気圧とに基づいて、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定することを特徴とする。   Furthermore, the charge / discharge power determination method according to the present invention is a charge / discharge power determination method for determining a maximum charge power or a maximum discharge power allowed by a secondary battery used as a power source for a drive motor of an electric vehicle. Detecting a charging state of the secondary battery, detecting a battery temperature of the secondary battery, detecting an atmospheric pressure in the vicinity of the secondary battery, and based on the charging state, the battery temperature, and the atmospheric pressure, The maximum charging power or the maximum discharging power allowed by the secondary battery is determined.

本発明によれば、大気圧が比較的低い場所では、二次電池の充放電が制限され、二次電池の内圧上昇が抑制され、二次電池に設けられた開閉弁の開閉が抑制される。   According to the present invention, in a place where the atmospheric pressure is relatively low, charging / discharging of the secondary battery is restricted, increase in the internal pressure of the secondary battery is suppressed, and opening / closing of the on-off valve provided in the secondary battery is suppressed. .

本発明を実施するための最良の形態（以下、実施形態と称す）について、ハイブリッド式電気自動車（以下、ハイブリッド車と称す）を例に、図面を参照して説明する。なお、本実施形態では、電気自動車の１つであるハイブリッド車を例に説明するが、駆動源としてモータを備える燃料電池自動車など他の電気自動車にも本実施形態は適用可能である。   A best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described with reference to the drawings, taking a hybrid electric vehicle (hereinafter referred to as a hybrid vehicle) as an example. In the present embodiment, a hybrid vehicle that is one of electric vehicles will be described as an example. However, the present embodiment can also be applied to other electric vehicles such as a fuel cell vehicle including a motor as a drive source.

図１は、本実施形態に係るハイブリッド車の概略構成を示す図である。図１において、車両ＥＣＵ１０は、インバータ５０およびエンジン電子制御ユニット（以下、エンジンＥＣＵと称す）４０を制御する。エンジンＥＣＵ４０は、エンジン４２を制御する。また、電池電子制御ユニット（以下、電池ＥＣＵ）２０は、二次電池３０から、電池電圧、充放電電流、電池温度、大気圧等の情報を受けて、二次電池のＳＯＣを推定し、二次電池３０が現在のＳＯＣにおいて許容できる最大放電電力Ｗｏｕｔおよび最大充電電力Ｗｉｎを決定し、決定した最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎ、さらに二次電池３０のＳＯＣや電池温度などの二次電池情報を車両ＥＣＵ１０に送信する。   FIG. 1 is a diagram illustrating a schematic configuration of a hybrid vehicle according to the present embodiment. In FIG. 1, a vehicle ECU 10 controls an inverter 50 and an engine electronic control unit (hereinafter referred to as an engine ECU) 40. The engine ECU 40 controls the engine 42. Further, the battery electronic control unit (hereinafter referred to as battery ECU) 20 receives information such as battery voltage, charging / discharging current, battery temperature, atmospheric pressure, etc. from the secondary battery 30, and estimates the SOC of the secondary battery. The secondary battery 30 determines the maximum discharge power Wout and the maximum charge power Win allowable in the current SOC, and the secondary battery such as the determined maximum discharge power Wout and the maximum charge power Win, and the SOC and battery temperature of the secondary battery 30. Information is transmitted to vehicle ECU10.

二次電池３０は、複数の単電池または複数の単電池を直列接続した電池モジュールを複数積層して形成される電池スタックであり、例えば、ニッケル水素電池である。また、二次電池３０には、車両ＥＣＵ１０に送信する二次電池情報を取得するために、電池温度を測定する温度センサ３２と、二次電池３０の電池電圧を測定する電圧センサ３４と、二次電池３０の充放電電流を測定する電流センサ３６と、二次電池３０の近傍の大気圧を測定する気圧センサ３８とが設けられている。さらに、二次電池３０は、充放電時の主として負極の膨張により電池内圧が上昇するので、充放電サイクルごとに電池内圧が徐々に高くなる。そこで、その内圧を降下させるために、二次電池３０には、電池内圧を降下させるために開閉弁が設けられている。開閉弁は、所定の圧力を超えると開き、該所定の圧力以下の圧力で閉じる公知のバネ式逆止弁により構成される。   The secondary battery 30 is a battery stack formed by stacking a plurality of unit cells or a plurality of battery modules in which a plurality of unit cells are connected in series, for example, a nickel hydrogen battery. Further, the secondary battery 30 includes a temperature sensor 32 that measures the battery temperature, a voltage sensor 34 that measures the battery voltage of the secondary battery 30, and a secondary battery information in order to acquire secondary battery information to be transmitted to the vehicle ECU 10. A current sensor 36 that measures the charge / discharge current of the secondary battery 30 and an atmospheric pressure sensor 38 that measures the atmospheric pressure in the vicinity of the secondary battery 30 are provided. Furthermore, since the internal pressure of the secondary battery 30 increases mainly due to the expansion of the negative electrode during charge / discharge, the internal pressure of the battery gradually increases with each charge / discharge cycle. Therefore, in order to lower the internal pressure, the secondary battery 30 is provided with an on-off valve for lowering the battery internal pressure. The on-off valve is configured by a known spring type check valve that opens when a predetermined pressure is exceeded and closes at a pressure equal to or lower than the predetermined pressure.

インバータ５０は、二次電池３０の放電時に、二次電池３０から供給される直流電流を三相の交流電流に変換し、三相の巻線を有するモータ５２に三相交流電流を供給する。また、インバータ５０は、二次電池３０の充電時に、モータ５２から供給される三相交流電流を直流電流に変換し、二次電池３０に直流電流を供給する。トランスミッション６０は、エンジン４２やモータ５２の出力を駆動輪に伝達する。   When the secondary battery 30 is discharged, the inverter 50 converts the direct current supplied from the secondary battery 30 into a three-phase alternating current, and supplies the three-phase alternating current to the motor 52 having a three-phase winding. Further, the inverter 50 converts the three-phase alternating current supplied from the motor 52 into a direct current when the secondary battery 30 is charged, and supplies the direct current to the secondary battery 30. The transmission 60 transmits the output of the engine 42 and the motor 52 to the drive wheels.

車両ＥＣＵ１０は、エンジンＥＣＵ４０からのエンジン４２の運転状態の情報、アクセルペダルの操作量、ブレーキペダルの操作量、シフトレバーで設定されるシフトレンジ、電池ＥＣＵ２０からのＳＯＣや最大放電電力Ｗｏｕｔおよび最大充電電力Ｗｉｎなどに基づいて、エンジンＥＣＵ４０やインバータ５０に制御命令を出力し、エンジン４２やモータ５２を駆動させる。   The vehicle ECU 10 receives information on the operating state of the engine 42 from the engine ECU 40, the operation amount of the accelerator pedal, the operation amount of the brake pedal, the shift range set by the shift lever, the SOC, the maximum discharge power Wout and the maximum charge from the battery ECU 20. Based on the electric power Win or the like, a control command is output to the engine ECU 40 or the inverter 50 to drive the engine 42 or the motor 52.

このように構成されたハイブリッド車が、高地などの大気圧が比較的低い場所を走行する場合、二次電池３０に設けられた開閉弁が無用に開閉することがある。これにより、二次電池３０の性能劣化などが早まるなどの不具合が発生するおそれがある。   When the hybrid vehicle configured in this manner travels in a place where the atmospheric pressure is relatively low, such as a high altitude, the on-off valve provided in the secondary battery 30 may open and close unnecessarily. As a result, there is a risk that problems such as deterioration in performance of the secondary battery 30 may occur.

そこで、本実施形態では、ハイブリッド車が走行する場所の大気圧が低くなるにつれて、電池内圧の上昇幅が小さくなるように、電池ＥＣＵ２０が二次電池３０の最大放電電力Ｗｏｕｔおよび最大充電電力Ｗｉｎを決定する。車両ＥＣＵ１０は、上記の通り電池ＥＣＵ２０から送信される最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎに基づいて、インバータ５０を制御する。つまり、車両ＥＣＵ１０は、最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎの値が小さければ、二次電池３０の充放電を抑制するようにインバータ５０を制御する。よって、本実施形態によれば、大気圧が比較的低い場所では、二次電池３０の充放電が制限され、二次電池３０の内圧上昇が抑制され、二次電池３０に設けられた開閉弁の開閉が抑制される。これにより、二次電池３０の性能劣化などが早まるなどの不具合の発生を防止することができる。特に、電池内圧の上昇は主として充電時に発生するため、大気圧の低下に伴い、最大充電電力Ｗｉｎを抑制することで、二次電池３０に設けられた開閉弁の開閉が抑制される。   Therefore, in the present embodiment, the battery ECU 20 sets the maximum discharge power Wout and the maximum charge power Win of the secondary battery 30 so that the increase range of the battery internal pressure becomes smaller as the atmospheric pressure at the place where the hybrid vehicle travels becomes lower. decide. The vehicle ECU 10 controls the inverter 50 based on the maximum discharge power Wout and the maximum charge power Win transmitted from the battery ECU 20 as described above. That is, the vehicle ECU 10 controls the inverter 50 so as to suppress charging / discharging of the secondary battery 30 when the maximum discharge power Wout and the maximum charge power Win are small. Therefore, according to the present embodiment, in a place where the atmospheric pressure is relatively low, charging / discharging of the secondary battery 30 is restricted, the increase in the internal pressure of the secondary battery 30 is suppressed, and the on-off valve provided in the secondary battery 30 Is prevented from opening and closing. As a result, it is possible to prevent the occurrence of problems such as the early deterioration of performance of the secondary battery 30. In particular, since the increase in battery internal pressure occurs mainly during charging, the opening and closing of the on-off valve provided in the secondary battery 30 is suppressed by suppressing the maximum charging power Win as the atmospheric pressure decreases.

続いて、電池ＥＣＵ２０の最大放電電力Ｗｏｕｔおよび最大充電電力Ｗｉｎの決定方法について説明する。   Next, a method for determining the maximum discharge power Wout and the maximum charge power Win of the battery ECU 20 will be described.

電池ＥＣＵ２０は、順次、二次電池３０に設けられた各センサから送信される、電池電圧、充放電電流、電池温度、大気圧の情報を検知する。そして、電池ＥＣＵ２０は、電池電圧、充放電電流、電池温度に基づいて、二次電池３０のＳＯＣを決定する。さらに、電池ＥＣＵ２０は、ＳＯＣと電池温度と大気圧とに基づいて、最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定する。より具体的には、電池ＥＣＵ２０は、大気圧の大きさごとに、ＳＯＣと電池温度とをパラメータとして最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定することができる参照マップを保持し、検知した大気圧に対応する参照マップを参照して、最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定する。図２Ａは、大気圧が１．０気圧の場合の参照マップを示す。電池ＥＣＵ２０は、大気圧が１．０気圧の場合、図２Ａに示すような参照マップを参照することで、ＳＯＣと電池温度とをパラメータとして最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定することができる。   The battery ECU 20 sequentially detects information on battery voltage, charge / discharge current, battery temperature, and atmospheric pressure transmitted from each sensor provided in the secondary battery 30. Then, the battery ECU 20 determines the SOC of the secondary battery 30 based on the battery voltage, the charge / discharge current, and the battery temperature. Further, the battery ECU 20 determines the maximum discharge power Wout and the maximum charge power Win based on the SOC, the battery temperature, and the atmospheric pressure. More specifically, the battery ECU 20 maintains a reference map that can determine the maximum discharge power Wout and the maximum charge power Win using the SOC and the battery temperature as parameters for each magnitude of the atmospheric pressure, and detects the detected large The maximum discharge power Wout and the maximum charge power Win are determined with reference to the reference map corresponding to the atmospheric pressure. FIG. 2A shows a reference map when the atmospheric pressure is 1.0 atmosphere. When the atmospheric pressure is 1.0 atm, the battery ECU 20 can determine the maximum discharge power Wout and the maximum charge power Win using the SOC and the battery temperature as parameters by referring to a reference map as shown in FIG. 2A. it can.

図２Ｂは、大気圧が０．８気圧の場合の参照マップ、図２Ｃは、大気圧が０．６気圧の場合における参照マップの一例を示す。本実施形態では、図２Ａ〜図２Ｃに示すように、ＳＯＣと電池温度とが同じ値でも大気圧が低くなるについて、最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎが小さくなる。よって、大気圧が比較的低い場所では、二次電池３０の充放電が制限され、二次電池３０の内圧上昇が抑制され、二次電池３０に設けられた開閉弁の開閉が抑制される。これにより、二次電池３０の性能劣化などが早まるなどの不具合の発生を防止することができる。   FIG. 2B shows an example of a reference map when the atmospheric pressure is 0.8 atmosphere, and FIG. 2C shows an example of a reference map when the atmospheric pressure is 0.6 atmosphere. In the present embodiment, as shown in FIGS. 2A to 2C, the maximum discharge power Wout and the maximum charge power Win decrease as the atmospheric pressure decreases even when the SOC and the battery temperature are the same. Therefore, in a place where the atmospheric pressure is relatively low, charging / discharging of the secondary battery 30 is restricted, an increase in the internal pressure of the secondary battery 30 is suppressed, and opening / closing of the on-off valve provided in the secondary battery 30 is suppressed. As a result, it is possible to prevent the occurrence of problems such as the early deterioration of performance of the secondary battery 30.

なお、上記では、ＳＯＣと電池温度とをパラメータとして最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定することができる参照マップを大気圧の大きさごとに電池ＥＣＵ２０が保持する例について説明した。しかし、電池ＥＣＵ２０は、例えば、図３に示すように、ＳＯＣと大気圧とをパラメータとして最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定することができる参照マップを電池温度の大きさごとに保持してもよい。このような参照マップを保持する場合でも、電池ＥＣＵ２０は、ＳＯＣと電池温度とが同じ値でも大気圧が低くなるについて、二次電池３０の充放電が抑制されるように、最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定することができる。これにより、大気圧が低くなるにつれて、二次電池３０に設けられた開閉弁の開閉が抑制され、二次電池３０の早期の性能劣化などの不具合の発生を防止することができる。   In the above description, the example in which the battery ECU 20 holds the reference map that can determine the maximum discharge power Wout and the maximum charge power Win using the SOC and the battery temperature as parameters for each magnitude of the atmospheric pressure has been described. However, for example, as shown in FIG. 3, the battery ECU 20 holds a reference map that can determine the maximum discharge power Wout and the maximum charge power Win using the SOC and the atmospheric pressure as parameters for each size of the battery temperature. May be. Even in the case where such a reference map is held, the battery ECU 20 keeps the maximum discharge power Wout and the discharge power Wout so that charging / discharging of the secondary battery 30 is suppressed even when the SOC and the battery temperature are the same. The maximum charging power Win can be determined. Thereby, as the atmospheric pressure becomes lower, the opening / closing of the on-off valve provided in the secondary battery 30 is suppressed, and the occurrence of problems such as early performance deterioration of the secondary battery 30 can be prevented.

また、上記では、電池ＥＣＵ２０は、大気圧が低くなるにつれて、最大放電電力Ｗｏｕｔおよび最大充電電力Ｗｉｎを小さい値になるように決定する例について説明した。しかし、電池内圧の上昇は主として充電時に発生するため、電池ＥＣＵ２０は、大気圧が低くなるにつれて、電池内圧が抑制されるように最大充電電力Ｗｉｎのみを抑制してもよい。   In the above description, the battery ECU 20 has described an example in which the maximum discharge power Wout and the maximum charge power Win are determined to become smaller values as the atmospheric pressure becomes lower. However, since the battery internal pressure rises mainly during charging, the battery ECU 20 may suppress only the maximum charging power Win so that the battery internal pressure is suppressed as the atmospheric pressure decreases.

本実施形態におけるハイブリッド車の概略構成を示す図である。It is a figure showing a schematic structure of a hybrid car in this embodiment. 電池ＥＣＵが最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定する際に参照する参照マップの一例である。It is an example of the reference map which battery ECU refers when determining the maximum discharge electric power Wout and the maximum charge electric power Win. 電池ＥＣＵが最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定する際に参照する参照マップの一例である。It is an example of the reference map which battery ECU refers when determining the maximum discharge electric power Wout and the maximum charge electric power Win. 電池ＥＣＵが最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定する際に参照する参照マップの一例である。It is an example of the reference map which battery ECU refers when determining the maximum discharge electric power Wout and the maximum charge electric power Win. 電池ＥＣＵが最大放電電力Ｗｏｕｔや最大充電電力Ｗｉｎを決定する際に参照する参照マップの一例である。It is an example of the reference map which battery ECU refers when determining the maximum discharge electric power Wout and the maximum charge electric power Win.

符号の説明Explanation of symbols

１０ 車両ＥＣＵ、２０ 電池ＥＣＵ、３０ 二次電池、３２ 温度センサ、３４ 電圧センサ、３６ 電流センサ、３８ 気圧センサ、４０ エンジンＥＣＵ、４２ エンジン、５０ インバータ、５２ モータ、６０ トランスミッション。   DESCRIPTION OF SYMBOLS 10 Vehicle ECU, 20 Battery ECU, 30 Secondary battery, 32 Temperature sensor, 34 Voltage sensor, 36 Current sensor, 38 Atmospheric pressure sensor, 40 Engine ECU, 42 Engine, 50 Inverter, 52 Motor, 60 Transmission.

Claims (5)

電気自動車の駆動用モータの電源として利用される二次電池の充電状態を検知する充電状態検知部と、
前記二次電池の電池温度を検知する電池温度検知部と、
前記二次電池近傍の大気圧を検知する大気圧検知部と、
前記充電状態と前記電池温度と前記大気圧とに基づいて、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定する充放電電力決定部と、
を備えることを特徴とする電池制御装置。 A charge state detection unit for detecting a charge state of a secondary battery used as a power source for a drive motor of an electric vehicle;
A battery temperature detector for detecting a battery temperature of the secondary battery;
An atmospheric pressure detector for detecting atmospheric pressure in the vicinity of the secondary battery;
A charge / discharge power determination unit that determines the maximum charge power or maximum discharge power allowed by the secondary battery based on the charge state, the battery temperature, and the atmospheric pressure;
A battery control device comprising: 請求項１に記載の電池制御装置において、
前記充放電電力決定部は、充電状態と電池温度と大気圧との関係が示される参照マップを参照して、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定することを特徴とする電池制御装置。 The battery control device according to claim 1,
The charging / discharging power determining unit determines a maximum charging power or a maximum discharging power allowed by the secondary battery with reference to a reference map showing a relationship between a charging state, a battery temperature, and an atmospheric pressure. Battery control device. 請求項１または２に記載の電池制御装置において、
前記充放電電力決定部は、前記大気圧が低くなるにつれて二次電池の内圧上昇が抑制されるように最大充電電力もしくは最大放電電力を決定することを特徴とする電池制御装置。 The battery control device according to claim 1 or 2,
The battery control device, wherein the charge / discharge power determination unit determines maximum charge power or maximum discharge power so that an increase in internal pressure of the secondary battery is suppressed as the atmospheric pressure decreases. 少なくとも駆動源として駆動用モータと、
前記駆動用モータの電源として利用される二次電池の充電状態を検知する充電状態検知部と、
前記二次電池の電池温度を検知する電池温度検知部と、
前記二次電池近傍の大気圧を検知する大気圧検知部と、
前記充電状態と前記電池温度と前記大気圧とに基づいて、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定する充放電電力決定部と、
を備えることを特徴とする電気自動車。 At least a drive motor as a drive source;
A charge state detection unit for detecting a charge state of a secondary battery used as a power source of the drive motor;
A battery temperature detector for detecting a battery temperature of the secondary battery;
An atmospheric pressure detector for detecting atmospheric pressure in the vicinity of the secondary battery;
A charge / discharge power determination unit that determines the maximum charge power or maximum discharge power allowed by the secondary battery based on the charge state, the battery temperature, and the atmospheric pressure;
An electric vehicle comprising: 電気自動車の駆動用モータの電源として利用される二次電池が許容する最大充電電力もしくは最大放電電力を決定する充放電電力決定方法において、
前記二次電池の充電状態を検知し、
前記二次電池の電池温度を検知し、
前記二次電池近傍の大気圧を検知し、
前記充電状態と前記電池温度と前記大気圧とに基づいて、前記二次電池が許容する最大充電電力もしくは最大放電電力を決定する、
ことを特徴とする充放電電力決定方法。 In a charge / discharge power determination method for determining the maximum charge power or maximum discharge power allowed by a secondary battery used as a power source for a drive motor of an electric vehicle,
Detecting the state of charge of the secondary battery,
Detecting the battery temperature of the secondary battery,
Detecting atmospheric pressure in the vicinity of the secondary battery,
Based on the state of charge, the battery temperature and the atmospheric pressure, the maximum charge power or maximum discharge power allowed by the secondary battery is determined.
The charge / discharge power determination method characterized by the above-mentioned.
JP2006002730A 2006-01-10 2006-01-10 Battery control device, electric vehicle, and charging / discharging power determination method Expired - Fee Related JP4548343B2 (en)

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