JP6645380B2 - Vehicle system - Google Patents

Description

  The present invention relates to a vehicle system that controls driving of a vehicle.

  2. Description of the Related Art Conventionally, as a vehicle system for controlling driving of a vehicle, there is a vehicle system described in Patent Literature 1. In this vehicle system, the vehicle is stopped when a battery temperature detection temperature sensor detects a battery temperature equal to or higher than a predetermined value.

JP 2008-239079 A (FIG. 7)

  In the vehicle system of Patent Literature 1, when the temperature sensor fails and the battery temperature cannot be accurately detected, the battery temperature is determined to be higher than a predetermined temperature and the vehicle is stopped even though the battery temperature is normal. There is a possibility that it will be done.

  An object of the present invention is to stop the vehicle even if one of the temperature sensors for detecting the battery temperature becomes abnormal, and to stop the vehicle if the probability that the battery is actually higher than the predetermined temperature is high. It is an object of the present invention to provide a vehicle system.

The vehicle system according to the present invention is a vehicle system that includes a plurality of temperature sensors mounted on the vehicle and detects a temperature of a battery that supplies power to a motor generator for driving the vehicle, and includes a control unit that controls traveling of the vehicle, The detected temperature of the first temperature sensor that detects a relatively high temperature among the plurality of temperature sensors is equal to or higher than a first predetermined temperature, and of the plurality of temperature sensors, On condition that the detected temperature of the second temperature sensor detecting a temperature lower than the detected temperature is equal to or higher than a second predetermined temperature, the vehicle system is turned off to stop running, and the detected temperature of the first temperature sensor is After the temperature is equal to or higher than the first predetermined temperature, the control unit controls a relay that electrically connects the battery and the inverter to be turned off, so that power is output from the battery. Interrupting the supply to the vehicle drive motor generator via the inverter, and thereafter, the control unit outputs a signal to the inverter to disable power supply from the inverter to the vehicle drive motor generator. When the temperature detected by the second temperature sensor reaches the second predetermined temperature, the control unit performs control to stop supplying power to the control unit, so that power is not supplied to the vehicle. You.

  According to the vehicle system of the present invention, even if the detected temperature of the first temperature sensor that detects a relatively high temperature among the plurality of temperature sensors that detect the battery temperature is equal to or higher than the first predetermined temperature, Electric power can be supplied to the control unit, and power can be supplied to the vehicle. Therefore, even when the first temperature sensor detects a high temperature due to a failure, the vehicle can run, and it is possible to reduce unnecessary burden on the user.

  Further, the detected temperature of the first temperature sensor is equal to or higher than the first predetermined temperature, and the detected temperature of the second temperature sensor that detects a temperature lower than the detected temperature of the first temperature sensor is equal to the second predetermined temperature. If so, the vehicle system turns off and no power is supplied to the vehicle. Therefore, two of the plurality of temperature sensors detect a high temperature equal to or higher than a predetermined temperature, and the vehicle can be stopped when the probability that the battery is actually higher than the predetermined temperature is high. Therefore, when the battery temperature is actually high and there is a high possibility that an abnormality has occurred in the battery, the vehicle can be reliably stopped, and safety can be ensured.

1 is a schematic configuration diagram of a vehicle system according to an embodiment of the present invention. It is a figure showing an example of a timing chart of various signals in the above-mentioned vehicle system. It is a flowchart which shows an example of the processing procedure of the control which can be performed in the said vehicle system.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, when a plurality of embodiments, modifications, and the like are included, it is assumed from the beginning that the characteristic portions are appropriately combined and used. In this specification, a battery refers to a battery that supplies power to a motor generator for driving a vehicle, and a battery that supplies power to an auxiliary machine is referred to as an auxiliary battery. .

  FIG. 1 is a schematic configuration diagram of a vehicle system 1 according to one embodiment of the present invention. The vehicle system 1 can be suitably applied to a plug-in hybrid car that can charge the battery 10 with electric power from an outlet such as a home or a hybrid car that cannot be charged from the outside. Hereinafter, a plug-in hybrid vehicle (hereinafter simply referred to as a vehicle) that can charge the battery 10 with external power will be described as an example.

  As shown in FIG. 1, the vehicle system 1 includes a battery 10, a DC-DC converter 3, a PCU (power control unit) 4, a motor generator (hereinafter, referred to as MG) 7, an auxiliary battery 36, an engine 28, a system main unit. Relay (SMR) 30, relay 31 for selecting supply or cutoff of electric power from auxiliary battery 36 to auxiliary equipment, fan 32, first temperature sensor 5, second temperature sensor 6, ammeter 34, and control unit 20.

  The control unit 20 includes an HV integrated ECU (electronic control unit) 21, a battery ECU 22, and an engine ECU 23. The battery ECU 22 bidirectionally communicates with the HV integrated ECU 21, performs charging control and the like of the battery 10 based on a control signal from the HV integrated ECU 21, and outputs data on the state of charge of the battery 10 and battery temperature to the HV integrated ECU 21. . The engine ECU 23 also bi-directionally communicates with the HV integrated ECU 21 to control the operation of the engine 28 according to control signals from the HV integrated ECU 21. Various data representing the state of the engine 28, for example, intake air temperature, exhaust temperature , The throttle opening, the cooling water temperature, the engine speed, etc., are output to the HV integrated ECU 21. Although not shown, control unit 20 also bidirectionally communicates with a motor ECU that controls the operation of MG7. The HV integrated ECU 21 controls the engine ECU 23, the battery ECU 22, the motor ECU, and the like based on information from each ECU, and executes the operation control of the engine, the operation control of the MG 7, the charge control of the battery 10, and the like.

  In this vehicle, the battery 2 can be charged with power from the external power supply 15 by the charger 2. Charger 2 has charging port 2a into which plug 15a connected to external power supply 15 is inserted. Charger 2 converts AC power from external power supply 15 into DC power for charging. The charger 2 has a control circuit capable of changing the output power, and the output power is appropriately adjusted by controlling the control circuit by the battery ECU 22 based on a control signal from the HV integrated ECU 21. The output terminal of the charger 2 is connected to the battery 10 via the relay switch 16, and the relay switch 16 is controlled to open and close by a signal from the battery ECU 22. With the relay switch 16 closed, the battery 10 is charged after the AC power from the external power supply 15 is converted into DC power by the charger 2.

  The battery 10 is a high-voltage battery having a terminal voltage of, for example, about 200 volts. The battery 10 has, for example, a structure in which a plurality of battery stacks 18 are connected in series by bus bars, and each battery stack 18 has, for example, a structure in which a plurality of battery modules are connected in series by bus bars. The battery module has a structure in which, for example, a plurality of secondary batteries (chargeable / dischargeable batteries, for example, a lithium ion battery or a nickel hydride battery) are connected in parallel. The battery 10 may include a plurality of battery stacks connected in parallel, and at least one battery stack may include a plurality of battery modules connected in parallel. Further, at least one battery module may include a plurality of secondary batteries connected in series.

  Battery 10 is electrically connected to PCU (power control unit) 4 via SMR 30. The PCU 4 includes a boost converter that boosts the voltage of the battery 10 to a voltage of about 600 V, for example, the maximum voltage of a vehicle system, and an MG7 that converts the boosted DC voltage to an AC voltage to serve as a power source of the vehicle. And an inverter for driving the same. MG7 can be suitably formed of, for example, a three-phase synchronous motor, and in this case, the inverter supplies three-phase AC power to MG7. The motor ECU controls the boost converter, the inverter, and the like based on a control signal from the HV integrated ECU 21. Under the control of the motor ECU, the DC voltage from the battery 10 is boosted by the boost converter, converted to an AC voltage by the inverter, and then supplied to the MG 7 during power running operation of the MG 7 during traveling. Also, during the regenerative operation of MG 7, the regenerative voltage from the inverter is stepped down by the boost converter and then supplied to battery 10. In the example shown in FIG. 1, the vehicle system 1 has a configuration including only one MG 7. However, the vehicle system may include a plurality of MGs, for example, a configuration including a first MG that mainly functions as a generator and a second MG that mainly functions as a motor.

  As shown in FIG. 1, the battery 10 is also electrically connected to the DC-DC converter 3 via the SMR 30. Under the control of the HV integrated ECU 21, the DC-DC converter 3 reduces the voltage of the battery 10 to a low voltage of, for example, about 12 V, and then supplies DC power based on the reduced voltage to the auxiliary battery 36. The auxiliary battery 36 is electrically connected to the auxiliary devices, for example, the control unit 20 (including the HV integrated ECU 21, the battery ECU 22, the engine ECU 23, and the motor ECU), lights, an air conditioner, a power steering, a wiper, and audio via the relay 31. Power supply to auxiliary equipment.

  The first and second temperature sensors 5 and 6 are installed at different positions in the battery 10. Each of the temperature sensors 5 and 6 is electrically connected to the battery ECU 22 via a lead wire. Each of the temperature sensors 5 and 6 is made of, for example, a thermistor element whose electric resistance changes according to temperature and an insulator such as a resin having high thermal conductivity, and covers the periphery of the thermistor element to protect the thermistor element. And a part. In each of the temperature sensors 5 and 6, the protective insulating portion is attached in a state of being in contact with the surface of the battery 10. In each of the temperature sensors 5 and 6, when the temperature of the thermistor element changes according to the temperature of the place where the thermistor element is installed, the resistance value of the thermistor element changes and the current flowing through the lead wire changes. The battery ECU 22 detects the temperature at the installation location of each of the temperature sensors 5 and 6 based on the value of the current flowing through the lead wire. In this embodiment, the vehicle system 1 has two temperature sensors 5 and 6 for detecting battery temperature, but the vehicle system may have three or more temperature sensors for detecting battery temperature.

  The fan 32 is provided for cooling the battery stack 18 of the battery 10. The wind from the fan, for example, flows in the duct and is sent to each battery stack 18 of the battery 10 substantially uniformly. The battery ECU 22 appropriately changes the frequency of the AC power supplied to the motor of the fan 32 by the inverter control, and appropriately changes the rotation speed of the motor. Further, the battery ECU 22 controls driving or stopping of the fan 32 by controlling on / off of a relay (not shown) provided in a line for supplying electric power from the auxiliary battery 36 to the fan 32. Although the vehicle system 1 includes two battery cooling fans 32 in FIG. 1, the vehicle system may include one or more battery cooling fans.

  The ammeter 34 detects a current flowing in the battery 10 and outputs a signal representing the current to the battery ECU 22. The signal from the ammeter 34 is used, for example, to estimate the state of charge (state of charge: the ratio of the charged capacity to the fully charged capacity of the battery 10 (charged state)) of the battery 10. Further, when charging is performed in a state where the SOC is high, the charging efficiency is reduced. Therefore, if an upper limit voltage is provided in a region where the SOC is large and the charging power is limited to a small value, a temperature rise and an overvoltage due to a reduction in the charging efficiency can be suppressed. 10 can be suppressed. The signal from the ammeter 34 can be used for suppressing an overvoltage (suppressing battery deterioration). In addition, a voltmeter that measures the voltage of the battery 10 may be provided, and the measured voltage may be used for SOC estimation or the like.

  As shown in FIG. 1, the HV integrated ECU 21 and the battery ECU 22 can output control signals to the SMR 30 independently of each other, and can control ON / OFF of the SMR 30. When the SMR 30 is controlled to be turned off by the HV integrated ECU 21 or the battery ECU 22, power is not supplied from the battery 10 to the PCU 4. As a result, traveling of the vehicle using MG 7 becomes impossible, and battery-less traveling using engine 28 is executed. When a plurality of MGs exist, at least one MG generates power by the power of the engine, and the power of the generated power enables the use of another MG as a motor. In this specification, battery-less running means vehicle running without using electric power from the battery 10.

  The HV integrated ECU 21 controls on / off of a relay 31 that supplies or cuts off power from the auxiliary battery 36 to various auxiliary machines. Even when the SMR 30 is turned off and the power supply from the battery 10 becomes impossible, the auxiliary battery 36 can be used. Therefore, the vehicle can be driven by the engine 28 by supplying the power from the auxiliary battery 36 to the control unit 20. It is. On the other hand, when the HV integrated ECU 21 controls the relay 31 to be turned off, the supply of power from the auxiliary battery 36 to the control unit 20 is interrupted, and the power is supplied to the HV integrated ECU 21, the battery ECU 22, the engine ECU 23, and the motor ECU. The vehicle system 1 is turned off, power cannot be supplied to the wheels, and the vehicle cannot travel. As a result, for example, if the vehicle is traveling, the vehicle stops after performing inertial traveling based on inertia. The control of turning off the relay 31 by the HV integrated ECU 21 is executed when a serious (serious) abnormality occurs in the vehicle system.

  FIG. 2 is a diagram illustrating an example of a timing chart of various signals in the vehicle system 1. FIG. 2 shows a timing chart from a certain time t1, and f1 is a temperature sensor that detects a higher temperature among the two temperature sensors 5 and 6 (hereinafter, the temperature sensor is the first temperature sensor 5). F2 indicates a detected temperature of a temperature sensor that detects a lower temperature among the two temperature sensors 5 and 6 (hereinafter, the temperature sensor is the second temperature sensor 6). Is described as an example). In addition, a is the first predetermined temperature, a temperature at which the battery temperature may have reached an abnormal temperature, and a temperature at which the first temperature sensor 5 may have failed. Further, b is a second predetermined temperature lower than the first predetermined temperature, and is a temperature at which the battery temperature is considered to have reached an abnormal temperature. In addition, unlike the description using FIG. 2, the second temperature sensor 6 detects the high temperature among the two temperature sensors 5 and 6, and detects the low temperature among the two temperature sensors 5 and 6. Needless to say, the first temperature sensor 5 may be used.

  In the timing chart, the current value is the current value of the current flowing in the battery 10 detected by the ammeter 34. The high temperature abnormality flag is information indicating whether the temperature detected by the first temperature sensor 5 has reached the first predetermined temperature. If the temperature detected by the first temperature sensor 5 has not reached the first predetermined temperature, It is a digital signal that goes low while it goes high in the opposite case. This digital signal is stored in the memory of the control unit 20, for example, in the storage unit of the HV integrated ECU 21.

  The batteryless command is a control signal from the HV integrated ECU 21 to the SMR 30. When the control signal switches from a high level to a low level, the SMR 30 switches from an on state to an off state. The SMR forced OFF is a control signal from the battery ECU 22 to the SMR 30. When the control signal switches from a low level to a high level, the SMR 30 switches from an on state to an off state. The SMR compulsory OFF is a signal for switching the state of the SMR 30 similarly to the batteryless command. The SMR forced OFF is a signal used to change the SMR 30 from the ON state to the OFF state when the SMR 30 that should have been switched to the OFF state by the battery-less command is in the ON state for some problem. This signal is output for safety.

  The MG shutdown is a control signal output from the HV integrated ECU 21 to an inverter included in the PCU 4. When the inverter receives the control signal, a line for supplying power from the inverter to the MG 7 is connected to a relay (not shown). ). Therefore, the HV integrated ECU 21 can also shut down the MG 7 by outputting the MG shutdown signal. The READYOFF request is a control signal output from the HV integrated ECU 21 to the relay 31. When the control signal switches from a low level to a high level, the relay 31 switches from an on state to an off state, and the control unit 20 Is not supplied to the vehicle, and the vehicle system 1 is turned off. In addition, even when the vehicle system 1 is off, power is supplied from the auxiliary battery 36 to necessary devices.

  In the time chart shown in FIG. 2, at time t2 after time t1, the detected temperature of the first temperature sensor 5, which detects a higher temperature than the second temperature sensor 6, reaches the first predetermined temperature a, and The information flag is at high level. Such information is stored in the storage unit of the control unit 20, and the control unit 20 recognizes the possibility of failure of the first temperature sensor 5. At a time t3 after a lapse of a predetermined time from the time t2, the HV integrated ECU 21 outputs a control signal indicating a batteryless command to the SMR 30, the SMR 30 is turned off, power cannot be supplied from the battery 10, and the vehicle It will run less. In this batteryless traveling, for example, the engine ECU 23 that has received a signal from the HV integrated ECU 21 controls the state of the engine 28 as appropriate, and the vehicle shifts to the engine traveling.

  Subsequently, at time t4 after a lapse of a predetermined time from time t3, the battery ECU 22 outputs a control signal indicating SMR forced OFF to the SMR 30. This operation is performed to turn off the SMR 30 when the SMR 30 is on for some problem, and is performed for safety. At time t5 after a predetermined time has elapsed from time t4, a control signal indicating MG shutdown is output from HV integrated ECU 21 to the inverter in PCU4, and power supply from the inverter to MG7 becomes impossible.

  Subsequently, at time t6, which is later than time t5, the temperature detected by the second temperature sensor 6 has reached the second predetermined temperature b. Note that the second temperature sensor 6 may detect the battery temperature five times at a time interval of 500 msec, for example. Then, the average of the battery temperatures detected five times may be specified as the battery temperature detected by the second temperature sensor 6. However, the present invention is not limited thereto, and the highest temperature detected by the second temperature sensor 6 may be simply used as the battery temperature detected by the second temperature sensor 6, and the detected temperature of the second temperature sensor 6 may be determined by other methods. You may decide.

  At time t6, the detection temperature of the first temperature sensor 5 has reached the first predetermined temperature a, and then the detection temperature of the second temperature sensor 6 has reached the second predetermined temperature b. Therefore, since the two temperature sensors 5 and 6 detect abnormality in the battery temperature, the probability that the battery temperature is actually abnormally high is increased.

  When the second temperature sensor 6 that detects the second high temperature following the first temperature sensor 5 detects an abnormal battery temperature, the HV integrated ECU 21 causes the auxiliary battery 36 and various auxiliary machines (the control unit 20 to operate). ) Is output to the relay 31 provided on the line between the control signal and the READYOFF request. When the control signal is input to the relay 31, the relay 31 is turned off, and power is not supplied to the control unit 20. Then, power is not supplied to the vehicle, the vehicle system 1 is turned off, and the vehicle cannot travel.

  In this example, the current value fluctuates around time t6 when the HV integrated ECU 21 outputs the control signal to the relay 31. Such a change in the current value indicates that one or more secondary batteries in the battery 10 are in an abnormal state, an abnormal current flows in the battery 10, and an abnormality has occurred in the battery 10. In this embodiment, the first predetermined temperature “a” is higher than the second predetermined temperature “b”. However, the first predetermined temperature may be the same as the second predetermined temperature. The temperature may be set to a certain value.

  FIG. 3 is a flowchart illustrating an example of a control procedure that can be executed by the vehicle system 1.

  When the plug 15a connected to the external power supply 15 is inserted into the charging port 2a and charging of the battery 10 from the external power supply 15 is started, control starts. When the control is started, in step S1, the battery ECU 22 receives the signals from the first and second temperature sensors 5 and 6 and detects the highest temperature (in the example shown in FIG. It is determined whether the temperature detected by the first temperature sensor 5 is equal to or higher than a predetermined temperature. The predetermined temperature is a temperature for determining whether to drive the fan 32. If a negative determination is made in step S1, the control ends.

  On the other hand, if an affirmative determination is made in step S1, the battery ECU 22 controls the drive of the fan 32 in step S2, and subsequently determines in step S3 whether a predetermined time has elapsed since the drive of the fan 32. The measurement of the time is executed by, for example, a timer built in the battery ECU 22. Further, the predetermined time is a time at which it is considered that the temperature of the battery can be reduced to an abnormal temperature or lower by wind from the fan 32. If a negative determination is made in step S3, step S2 and subsequent steps are repeated.

  On the other hand, if an affirmative determination is made in step S3, in step S4, the battery ECU 22 determines whether the detected temperature of the first temperature sensor (the sensor that detects the highest temperature) 5 is equal to or higher than a first predetermined temperature. The first predetermined temperature can be set to a temperature considered as an abnormal battery temperature. If a negative determination is made in step S4, the control ends. On the other hand, if an affirmative determination is made in step S4, the HV integrated ECU 21 that has received the information of the affirmative determination from the battery ECU 22 controls the SMR 30 to be turned off in step S5, and the vehicle enters battery-less traveling.

  Subsequently, in step S6, the battery ECU 22 determines whether the temperature detected by the second temperature sensor (the sensor that detects the second highest temperature) 6 is equal to or higher than a second predetermined temperature. This second predetermined temperature may be the same as or different from the first predetermined temperature. This second predetermined temperature can be set to a temperature considered to be an abnormal battery temperature. If a negative determination is made in step S6, the control ends, and the battery-less traveling is continued.

  On the other hand, if an affirmative determination is made in step S6, the process proceeds to step S7, where the HV integrated ECU 21 controls the relay 31 to be turned off, and the control unit 20 (including the HV integrated ECU 21, the battery ECU 22, the engine ECU 23, and the motor ECU). ), The vehicle system 1 is turned off so that the vehicle cannot travel, and the control ends.

  Note that, in the example shown in FIG. 3, a case has been described in which two temperature sensors 5 and 6 for battery detection are provided, but three or more temperature sensors for battery detection may be provided. Then, when the temperature sensor that detects the highest temperature among the three or more installed temperature sensors detects the first predetermined temperature or more, the SMR is turned off, and thereafter, the three or more installed three or more installed temperature sensors are installed. When the temperature sensor that has detected the second highest temperature among the temperature sensors detects a temperature equal to or higher than the second predetermined temperature, power may not be supplied from the auxiliary battery to the control unit.

  In the example shown in FIG. 3, the SMR 30 is turned off when the temperature detected by the temperature sensor 5 that detects the highest temperature among the plurality of battery detection temperature sensors 5 and 6 reaches the first predetermined temperature. did. However, the temperature sensor that determines the SMR off control may not necessarily be the temperature sensor that detects the highest temperature among the plurality of battery detection temperature sensors, but may be one of the plurality of battery detection temperature sensors. Any temperature sensor that detects a relatively high temperature may be used.

  Further, unlike the example shown in FIG. 3, the temperature sensor serving as a criterion for determining that the vehicle system is turned off to stop running also detects the second highest temperature among a plurality of battery detection temperature sensors. It does not need to be a temperature sensor. The temperature sensor serving as a criterion for determining that the vehicle system is turned off to stop running may be a temperature sensor that detects a lower temperature than the temperature sensor that detects the relatively high temperature.

  According to the above embodiment, even if the detected temperature of the temperature sensor 5 or 6 that detects a relatively high temperature among the plurality of temperature sensors 5 and 6 that detect the battery temperature is equal to or higher than the first predetermined temperature, Power can be supplied to the unit 20 and power can be supplied to the vehicle. Therefore, even when the temperature sensor 5 or 6 detects a high temperature due to a failure, the vehicle can run, and it is possible to reduce unnecessary burden on the user.

  Further, the detected temperature of the temperature sensor 5 or 6 that detects the relatively high temperature is equal to or higher than the first predetermined temperature and is lower than the temperature sensor 5 or 6 that detects the relatively high temperature. When the detected temperature of the temperature sensor 6 or 5 is equal to or higher than the second predetermined temperature, power is not supplied to the control unit 20, the vehicle system 1 is turned off, and power is not supplied to the vehicle. Therefore, two of the plurality of temperature sensors 5, 6 detect a high temperature equal to or higher than a predetermined temperature, and can stop the vehicle when the probability that the battery 10 is actually higher than the predetermined temperature is high. . Therefore, when the battery temperature is actually high and there is a high possibility that an abnormality has occurred in the battery 10, the vehicle can be reliably stopped, and safety can be ensured.

  It should be noted that the present invention is not limited to the above-described embodiment and its modifications, and various improvements and modifications can be made within the scope of the claims and the equivalent scope thereof.

  For example, as described above, when the temperature detected by the temperature sensor that detects a relatively high temperature among the plurality of battery detection temperature sensors reaches the first predetermined temperature, the SMR may be turned off, The temperature sensor serving as a criterion for determining whether to turn off the SMR may not be the temperature sensor that detects the highest temperature among a plurality of battery detection temperature sensors. In addition, the temperature sensor serving as a criterion for determining that the vehicle system is turned off to stop running may be a temperature sensor that detects a lower temperature than the first temperature sensor that detects a relatively high temperature. The temperature sensor which detects the second highest temperature among the sensors may not be used.

  Further, the control for determining the abnormality of the battery 10 is performed in the external charge control mode in which external charging is performed. However, the control for determining the abnormality of the battery 10 may be executed in a state where the vehicle can travel or in a state where the vehicle is traveling. Specifically, after turning on the IG (ignition switch), the battery temperature is high enough to drive the fan, and the detected temperature of the battery temperature sensor that detected the highest temperature a predetermined time after driving the fan. If the temperature is equal to or higher than the first predetermined temperature, control for turning off the SMR may be executed. Alternatively, when the temperature detected by the battery temperature sensor that detects the highest temperature in a state in which the vehicle can run or in a state in which the vehicle is running is clearly high, control to turn off the SMR is executed. Is also good.

  Regarding the condition for stopping the running of the vehicle, when the battery-less running is executed and the battery temperature further rises even though the air volume of the fan that cools the battery is maximized, a READYOFF request is issued, Power may not be supplied from the auxiliary battery to the control unit. In this case, at the time when the air volume of the fan is maximized, the temperature is higher than the temperature detected by the second temperature sensor (the temperature sensor that detects a lower temperature than the first sensor that has detected a relatively high temperature). The temperature is set as the second predetermined temperature.

  Further, the abnormality determination of the battery 10 is controlled based on the detected temperatures of the temperature sensors 5 and 6 for detecting the battery temperature. May include one or two different temperature sensors. For example, one temperature sensor may be a temperature sensor for detecting a battery temperature, and the other temperature sensor may be a temperature sensor for detecting the temperature of a component (eg, a relay or the like) other than the battery. Then, the battery temperature may be estimated (specified) based on the temperature detected by the temperature sensor that detects the temperature of the relay or the like, and control of battery abnormality determination may be performed (in this specification, such a case will be described). In such a case, it is assumed that the temperature sensor for detecting the temperature of the relay or the like detects the battery temperature.) Alternatively, the two temperature sensors used for battery temperature abnormality determination may not be both temperature sensors for battery temperature detection. The above estimation may be performed based on a map indicating a correlation between the temperature of the relay and the like and the battery temperature, which is determined in advance by a test or the like.

  Further, the various device parts included in the vehicle system, the number of battery stacks included in the battery, the electrical connection structure thereof, and the like are not limited to those described in the embodiments. For example, in the vehicle system, further device components may be added in addition to the various device components shown in FIG. 1, and one or more device components may be omitted from the various device components shown in FIG. In short, the vehicle system includes a plurality of temperature sensors capable of specifying the temperature of the battery mounted on the vehicle, and the detection temperature of the first temperature sensor that specifies a relatively high temperature among them is equal to the first predetermined temperature. If the detected temperature of the second temperature sensor that is equal to or higher than the temperature and that is lower than the detected temperature of the first temperature sensor is equal to or higher than the second predetermined temperature, the vehicle system is turned off. Any configuration may be used as long as it can stop traveling.

  Reference Signs List 1 vehicle system, 5, 6 temperature sensor, 10 battery, 20 control unit, 21 HV integrated ECU, 22 battery ECU, 23 engine ECU, a first predetermined temperature, b second predetermined temperature.

Claims (1)

A vehicle system including a plurality of temperature sensors for detecting a temperature of a battery mounted on a vehicle and supplying electric power to a motor generator for driving a vehicle, and having a control unit for controlling traveling of the vehicle. Detecting a temperature detected by the first temperature sensor that detects a relatively high temperature is equal to or higher than a first predetermined temperature and that is lower than the temperature detected by the first temperature sensor among the plurality of temperature sensors; On condition that the temperature detected by the second temperature sensor is equal to or higher than a second predetermined temperature, the vehicle system is turned off to stop traveling ,
After the detected temperature of the first temperature sensor becomes equal to or higher than the first predetermined temperature, the control unit controls a relay that electrically connects the battery and an inverter to be turned off, so that power is supplied to the battery. From the inverter to the vehicle drive motor generator, and then the control unit causes the inverter to disable power supply from the inverter to the vehicle drive motor generator. And thereafter, when the temperature detected by the second temperature sensor reaches the second predetermined temperature, the control unit performs control to stop supplying power to the control unit, and power is not supplied to the vehicle. , Vehicle system.

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