JP7031370B2 - Vehicle control device - Google Patents

Description

The present disclosure relates to a vehicle control device mounted on an electric vehicle.

In an electric vehicle, a control device that communicates with a battery monitoring device is installed. The battery monitoring device monitors the state of the battery used as a power source for the traveling motor. The control device acquires information that can grasp the SOC of the battery and the like from the battery monitoring device. Then, the control device controls a plurality of electric devices such as a traveling motor by using the information acquired from the battery monitoring device. Note that SOC is an abbreviation for "State Of Charge", that is, an abbreviation for charge rate. Further, for example, Patent Document 1 below describes calculating the SOC of a battery based on the charge / discharge current of the battery or the current flowing through an electric load.

Japanese Unexamined Patent Publication No. 2012-54168

As a result of the inventor's detailed examination of the above-mentioned control device, the following problems have been found. When the control device cannot acquire information from the battery monitoring device due to an abnormality in communication with the battery monitoring device, etc., from the viewpoint of battery safety, a plurality of electric devices including a traveling motor and the battery It is conceivable to cut off the current path immediately. However, it is not possible to satisfy the desire to make the vehicle as travelable as possible even when an abnormality occurs.

Therefore, one aspect of the present disclosure is to provide a vehicle control device capable of driving an electric vehicle as much as possible even when an abnormality in which information cannot be acquired from the battery monitoring device occurs.

The vehicle control device (4) according to one aspect of the present disclosure communicates with the battery monitoring device (3). The battery monitoring device monitors the state of the battery (2) used as a power source for at least one traveling motor (5, 6) in an electric vehicle. The vehicle control device is a plurality of electric devices connected to the battery by acquiring at least information that can grasp the charge rate (that is, SOC) of the battery from the battery monitoring device, and includes at least a traveling motor. A plurality of electric devices are controlled by using the above information. This vehicle control device includes an abnormality determination unit (S110), an estimation unit (S140, S150), and a stop control unit (S170, S180, S210).

The abnormality determination unit determines whether or not an abnormality has occurred in which the information cannot be acquired from the battery monitoring device. When the abnormality determination unit determines that the abnormality has occurred, the estimation unit detects the power consumption of the plurality of electric devices, and determines that the detected power consumption and the abnormality determination unit have caused the abnormality. The battery charge rate is estimated from the battery charge rate based on the above-mentioned information acquired up to the point of time. The detected power consumption may be positive or negative power consumption. The positive power consumption is the power supplied from the battery and consumed by the electric device, and the negative power consumption is the power supplied to the battery from the electric device side (that is, charging power).

When the abnormality determination unit determines that the abnormality has occurred, the stop control unit determines whether or not the estimated charge rate, which is the charge rate estimated by the estimation unit, is smaller than the predetermined lower limit value, and estimates. When it is determined that the charge rate is smaller than the lower limit value, the current path (21) between the battery and the plurality of electric devices is cut off, and the running of the electric vehicle is stopped.

According to the vehicle control device having such a configuration, even if an abnormality in which the information cannot be obtained from the battery monitoring device occurs, the current path is not interrupted until the estimated charge rate becomes smaller than the lower limit value, and electricity is supplied. The running of the car can be continued. And the over-discharge of the battery is also prevented.

In addition, the reference numerals in parentheses described in this column and the scope of claims indicate the correspondence with the specific means described in the embodiment described later as one embodiment, and the technical scope of the present disclosure is defined. It is not limited.

It is a block diagram which shows the vehicle control system of an embodiment. It is a flowchart of the control process carried out in the EVECU. It is explanatory drawing explaining the threshold value about estimated SOC. It is explanatory drawing explaining the threshold value about a motor input voltage.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
[1. Constitution]
The vehicle control system 1 of the embodiment shown in FIG. 1 is a system mounted on a vehicle. The vehicle is an EV (ie, an electric vehicle). EV is an abbreviation for "Electric Vehicle".

The vehicle control system 1 includes a battery monitoring ECU 3 that monitors the state of the battery 2 and an EV ECU 4 that controls the power of the EV and the like. ECU is an abbreviation for "Electronic Control Unit".

The vehicle is equipped with a traveling motor 5 for driving the front wheels and a traveling motor 6 for driving the rear wheels. The battery 2 is used as a power source for the traveling motors 5 and 6. That is, the battery 2 is a so-called main battery and is also called a high-voltage battery.

The battery monitoring ECU 3 and the EV ECU 4 communicate with each other via the communication line 7. The battery monitoring ECU 3 detects, for example, the voltage of the battery 2 (hereinafter, VB), the input / output current of the battery 2 (hereinafter, IB), the SOC, the temperature, and the like as the state of the battery 2. Then, the information of the detection result by the battery monitoring ECU 3 is periodically transmitted to the EV ECU 4, for example.

Further, the vehicle control system 1 is connected to the Fr inverter unit 11 connected to the traveling motor 5, the Rr inverter unit 12 connected to the traveling motor 6, and the motor 13 for driving the air conditioner compressor. It includes a / C inverter unit 14 and a DCDC converter unit 15. The Fr inverter unit 11, the Rr inverter unit 12, and the A / C inverter unit 14 are collectively referred to as an inverter unit.

The Fr inverter unit 11 supplies electric power from the battery 2 to the traveling motor 5 and supplies regenerative electric power from the traveling motor 5 to the battery 2. Similarly, the Rr inverter unit 12 supplies electric power from the battery 2 to the traveling motor 6 and supplies regenerative electric power from the traveling motor 6 to the battery 2. The A / C inverter unit 14 supplies electric power from the battery 2 to the motor 13. The DCDC converter unit 15 steps down the voltage of the battery 2 (for example, 300V) to a constant voltage (for example, 13V) and outputs the voltage. The output voltage of the DCDC converter unit 15 is supplied to an auxiliary battery (not shown), and is also supplied to electrical components such as headlights, wipers, seat heaters, and cigarette lighter sockets.

Each of the inverter units 11, 12, 14, the DCDC converter unit 15, and the motors 5, 6, and 13 is an electric device electrically connected to the battery 2. Hereinafter, these are collectively referred to as an electric device group.

The current path 21 between the battery 2 and the electric device group is provided with a system main relay (hereinafter, SMR) 22 for switching between connection and disconnection of the current path 21.
Further, the current path 21 is provided with a voltage sensor 23 that detects the voltage of the current path 21 that is input from the battery 2 to the traveling motors 5 and 6 (hereinafter, motor input voltage). There is.

The EVECU 4 calculates the required torque, which is the torque to be output to each of the traveling motors 5 and 6, based on the operation amount of the accelerator pedal by the user of the vehicle, the vehicle speed, the SOC acquired by communication from the battery monitoring ECU 3, and the like. .. Then, the EVECU 4 commands the calculated required torques to the Fr inverter unit 11 and the Rr inverter unit 12.

The Fr inverter unit 11 controls the power supply to the traveling motor 5 so that the output torque of the traveling motor 5 becomes the required torque from the EV ECU 4. The Rr inverter unit 12 also controls the power supply to the traveling motor 6 so that the output torque of the traveling motor 6 becomes the required torque from the EV ECU 4.

Further, the EV ECU 4 determines the licensed power, which is the power that can be used by the motor 13, based on the SOC or the like acquired from the battery monitoring ECU 3. Then, the ECECU 4 commands the determined license power to the A / C inverter unit 14. The A / C inverter unit 14 supplies electric power from the battery 2 to the motor 13 within the range of the licensed electric power instructed by the EVECU 4.

Further, the EVECU 4 determines the output voltage value of the DCDC converter unit 15 and commands the determined output voltage value to the DCDC converter unit 15. The DCDC converter unit 15 steps down the voltage of the battery 2 to the voltage of the output voltage value commanded by the EV ECU 4 and outputs the voltage to the auxiliary battery and electrical components.

On the other hand, the Fr inverter unit 11 informs the EVE C4 of the execution torque, which is the actual output torque of the traveling motor 5, and the rotation speed of the traveling motor 5 as monitor information regarding the traveling motor 5. Similarly, the Rr inverter unit 12 informs the EVE C4 of the execution torque and the rotation speed of the traveling motor 6 as monitor information regarding the traveling motor 6. Further, the A / C inverter unit 14 notifies the ECECU 4 of the power consumption of the motor 13 as monitor information regarding the motor 13.

Further, the EVE C4 controls to switch the SMR 21 on / off. When the SMR 21 is turned on, the current path 21 is connected, and when the SMR 21 is turned off, the current path 21 is cut off. The EVECU 4 prevents the battery 2 from being overcharged or overdischarged when, for example, the SOC acquired from the battery monitoring ECU 3 exceeds a predetermined upper limit value U1 or falls below a predetermined lower limit value D1 which is smaller than the upper limit value U1. To do so, turn off SMR21. Further, the detection result of the motor input voltage by the voltage sensor 23 is input to the EVE C4.

[2. process]
Next, the control process executed by the EVE C4 will be described with reference to the flowchart of FIG.

The EVE C4 includes a microcomputer having a CPU 31 and a semiconductor memory (hereinafter, memory) 32 such as RAM or ROM. The operation of the EVE C4 is realized by the CPU 31 executing a program stored in the non-transitional substantive recording medium. In this example, the memory 32 corresponds to a non-transitional substantive recording medium in which a program is stored. In addition, when this program is executed, the method corresponding to the program is executed. The EVE C4 may be provided with one microcomputer or may be provided with a plurality of microcomputers. On the other hand, the method for realizing each function of the EVE C4 is not limited to software, and some or all of the functions may be realized by using one or a plurality of hardware. For example, when the above function is realized by an electronic circuit which is hardware, the electronic circuit may be realized by a digital circuit, an analog circuit, or a combination thereof.

The EVE C4 is activated when the vehicle power is turned on by the user of the vehicle, and starts the control process of FIG. 2.
As shown in FIG. 2, when the control process is started, the EV ECU 4 determines in S110 whether or not the communication with the battery monitoring ECU 3 is abnormal. For example, the EV ECU 4 determines that the communication is abnormal when the information scheduled to be periodically transmitted from the battery monitoring ECU 3 is not received even after the predetermined abnormality determination time has passed. An abnormality in communication with the battery monitoring ECU 3 corresponds to an abnormality in which information cannot be acquired from the battery monitoring ECU 3.

When the EVAC 4 determines in S110 that the communication with the battery monitoring ECU 3 is not abnormal, that is, normal, the process proceeds to S120.
In S120, the EVECU 4 performs a process of storing the latest SOC acquired by communication from the battery monitoring ECU 3. The storage destination of information such as SOC is, for example, a memory 32.

The EVAC 4 performs an error learning process in the next S130.
The error learning process is a process of learning an error regarding the power consumption of the electric device group detected by the EVECU 4. In the error learning process, the error is calculated by the following equation (1).

Error = "Battery carry-out power"-"Power consumption of electrical equipment group" ... Equation (1)
The battery take-out power is the power output by the battery 2. Then, the battery take-out power is calculated by the following formula (2) using VB and IB among the information from the battery monitoring ECU 3. The VB and IB from the battery monitoring ECU 3 correspond to the power information indicating the power output by the battery 2. The EVECU 4 may be adapted to acquire the value of the battery take-out power itself as the power information from the battery monitoring ECU 3.

"Battery take-out power" = VB x IB ... formula (2)
The power consumption of the electric device group is calculated by the following equation (3) based on the above-mentioned monitor information from the inverter units 11, 12, and 14.

"Power consumption of the electric device group" = "execution torque of the traveling motor 5 x rotation speed" + "execution torque of the traveling motor 6 x rotation speed" + "power consumption of the motor 13" ... Equation (3)
In the formula (3), "execution torque of the traveling motor 5 x rotation speed" represents the power consumption of the traveling motor 5, and "execution torque of the traveling motor 6 x rotation speed" is the consumption of the traveling motor 6. Represents power.

Then, in the error learning process, the maximum value during the trip of the calculated error is stored. The trip referred to here is a period from when the vehicle power is turned on to when the vehicle is turned off by the user of the vehicle, in other words, it is a one-time traveling period of the vehicle.

The error calculated in S130 is an error in the power consumption of the electric device group detected by the EVE C4. The error includes the power consumption of the auxiliary equipment system connected to the DCDC converter unit 15 in addition to the power loss in the inverter units 11, 12, and 14 and the wiring. The auxiliary machine system is the above-mentioned auxiliary machine battery and a plurality of electrical components connected to the auxiliary machine battery. Regarding the power consumption of auxiliary equipment, the driving environment and user characteristics such as headlight on / off, seat heater on / off, and what kind of equipment is connected to the cigarette lighter socket are dominant. It is considered that there will be no significant fluctuation during the trip. Therefore, the error stored in the error learning process of S130 is used to improve the estimation accuracy of the SOC when the SOC of the battery 2 is estimated by the process described later.

The EVE C4 returns to S110 after performing the error learning process in S130.
Further, when the EVECU 4 determines in the above S110 that the communication with the battery monitoring ECU 3 is abnormal, that is, when it is determined that an abnormality in which information cannot be acquired from the battery monitoring ECU 3 has occurred, the process proceeds to S140.

The ECE C4 estimates the charge / discharge power of the battery 2 in S140. Specifically, the EVECU 4 calculates the power consumption of the electric device group by the above formula (3) based on the above-mentioned monitor information from the inverter units 11, 12, and 14, and stores the calculated power consumption in S130. Using the error obtained, the estimated value of charge / discharge power is calculated by the following equation (4).

Charge / discharge power = "power consumption of electrical equipment group" + error ... Equation (4)
In the above formula (3), when the electric power is regenerated from the traveling motor 5 to the battery 2, the "execution torque of the traveling motor 5" becomes negative, and the electric power is transferred from the traveling motor 6 to the battery 2. When it is regenerated, the "execution torque of the traveling motor 6" becomes negative. That is, the power consumption calculated (that is, detected) in S140 is positive or negative power consumption. The fact that the power consumption is negative means that power is supplied to the battery 2 from the electric device group. Further, the estimated value of the charge / discharge power calculated by the formula (4) is the power consumption obtained by correcting the power consumption of the electric device group calculated by the formula (3) by the error stored in S130 (that is, after the correction). Power consumption).

In the next S150, the EVAC 4 estimates the SOC of the battery 2 from the charge / discharge power calculated in S140 and the SOC stored in S120. At the time when the processing of S150 is performed, the SOC stored in S120 is the last SOC acquired from the battery monitoring ECU 3 before it is determined in S110 that the communication with the battery monitoring ECU 3 is abnormal. SOC. In the ECECU 4, for example, in S150, the charge / discharge power calculated in S140 is converted (that is, converted) into SOC, the converted SOC value is subtracted from the SOC stored in S120, and the estimated value of SOC is obtained. Calculated as. The SOC calculated in S150, that is, the estimated SOC is referred to as an estimated SOC. In S150, the SOC may be converted into the remaining power of the battery 2 and calculated.

The EVAC 4 sets the threshold value for the estimated SOC in the next S160.
The threshold values set in S160 include the lower limit value D2 and the upper limit value U2 during the evacuation running shown by the solid line in FIG. 3, and the regeneration prohibition value PR during the evacuation running shown by the alternate long and short dash line in FIG. The evacuation running referred to here means a vehicle running after the EVECU 4 cannot normally communicate with the battery monitoring ECU 3.

The lower limit value D2 is the lower limit value of the estimated SOC for continuing the evacuation run, and the upper limit value U2 is the upper limit value of the estimated SOC for continuing the evacuation run. By setting the lower limit value D2, over-discharging of the battery 2 is prevented, and by setting the upper limit value U2, over-charging of the battery 2 is prevented. Naturally, the upper limit value U2 is larger than the lower limit value D2. The regeneration prohibition value PR is a threshold value meaning that regeneration to the battery 2 is prohibited when the estimated SOC exceeds the regeneration prohibition value PR during the evacuation running. By setting this regeneration prohibition value PR, overcharging of the battery 2 is also prevented. The regeneration prohibition value PR is set to a value smaller than the upper limit value U2 and larger than the lower limit value D2.

Then, as shown in FIG. 3, the EVAC 4 sets the lower limit value D2 to a larger value according to the evacuation running continuation time as the evacuation running continuation time becomes longer. Further, as shown in FIG. 3, the EVECU 4 sets the upper limit value U2 and the regeneration prohibition value PR to smaller values according to the evacuation running continuation time as the evacuation running continuation time becomes longer. The evacuation running duration corresponds to the duration for which communication with the battery monitoring ECU 3 is determined to be abnormal in S110.

In FIG. 3, the upper limit value U1 and the lower limit value D1 during normal driving shown by the dotted lines are the above-mentioned upper limit value U1 and lower limit value D1, and when the communication between the battery monitoring ECU 3 and the EV ECU 4 is normal. , Upper and lower limits of SOC for switching off SMR21.

Returning to the description of FIG. The EVACU 4 determines in the next S170 whether or not the first stop condition is satisfied. The first stop condition is that the estimated SOC calculated in S150 is out of the range from the lower limit value D2 set in S160 to the upper limit value U2. In other words, the first stop condition is that the estimated SOC is smaller than the lower limit value D2 or larger than the upper limit value U2.

When it is determined in the above S170 that the first stop condition is satisfied, the ECECU 4 proceeds to S210 and performs a process of turning off the SMR 22 as a process of ending the vehicle running. Then, after that, the control process is terminated. When the SMR 22 is turned off, the power supply from the battery 2 to the traveling motors 5 and 6 is cut off, so that the vehicle stops.

Further, the EVACU 4 proceeds to S180 when it is determined in the above S170 that the first stop condition is not satisfied, that is, when the estimated SOC is within the range from the lower limit value D2 to the upper limit value U2.

In S180, the EVE C4 determines whether or not the second stop condition is satisfied. The second stop condition is that, as shown in FIG. 4, the motor input voltage detected by the voltage sensor 23 is out of the range from the lower limit voltage VD to the upper limit voltage VU. In other words, the second stop condition is that the motor input voltage is smaller than the lower limit voltage VD or larger than the upper limit voltage VU.

Even when it is determined in S180 that the second stop condition is satisfied, the ECECU 4 proceeds to S210, performs a process of turning off the SMR22, and then ends the control process.
Further, the ECECU 4 proceeds to S190 when it is determined in S180 that the second stop condition is not satisfied, that is, when the motor input voltage is within the range from the lower limit voltage VD to the upper limit voltage VU. ..

In S190, the EVAC 4 determines whether or not the regeneration prohibition condition is satisfied. The regeneration prohibition condition is a condition that the estimated SOC is larger than the regeneration prohibition value PR set in S160. When the EVAC 4 determines in S190 that the regeneration prohibition condition is not satisfied, the EVECU 4 returns to S110.

Further, when the EVECU 4 determines that the regeneration prohibition condition is satisfied in the above S190, it proceeds to S200 and gives a regeneration prohibition command to the Fr inverter unit 11 and the Rr inverter unit 12, and the traveling motors 5 and 6 Prohibits the regeneration of power from the battery 2. Then, it returns to S110.

[3. effect]
According to the embodiment described in detail above, the following effects are obtained.
<1> When the EVECU 4 determines in S110 that the communication with the battery monitoring ECU 3 is abnormal, the EVECU 4 detects the power consumption of the electric device group in S140. Then, the EV ECU 4 estimates the SOC of the battery 2 in S150 by using the detected power consumption and the SOC acquired from the battery monitoring ECU 3 and stored in S120 when the communication is normal. Further, the EVACU 4 determines whether or not the estimated SOC is smaller than the lower limit value D2 in S170, and if it determines that the estimated SOC is smaller than the lower limit value D2, the current path 21 is cut off by turning off the SMR 22 in S210. And stop the vehicle running.

Therefore, even if the EV ECU 4 cannot acquire information from the battery monitoring ECU 3, the vehicle can continue to run until the estimated SOC becomes smaller than the lower limit value D2. Also, over-discharging of the battery 2 is prevented.

Further, the EVACU 4 also determines whether or not the estimated SOC is larger than the upper limit value U2 in S170, and turns off the SMR 22 in S210 even when it is determined that the estimated SOC is larger than the upper limit value U2. Therefore, overcharging of the battery 2 is also prevented.

<2> When the EVECU 4 determines in S110 that the communication with the battery monitoring ECU 3 is normal, the battery take-out power and electricity indicated by the power information (that is, VB, IB) from the battery monitoring ECU 3 in S130. The difference from the result of detecting the power consumption of the device group is calculated as the power consumption detection error. Then, in S140, the EVECU 4 corrects the detection result of the power consumption used for estimating the SOC by using the error calculated in S130. Therefore, the estimation accuracy of SOC can be improved.

<3> In S160, the EVECU 4 changes the lower limit value D2 used in the determination of S170 to a larger value as the evacuation running continuation time is longer. Since the difference between the actual SOC and the estimated SOC may increase with the passage of time, the lower limit value D2 is set to a larger value as the evacuation running duration becomes longer, so that the battery 2 is surely prevented from being over-discharged. Can be enhanced.

Further, in S160, the EVECU 4 changes the upper limit value U2 used in the determination of S170 to a smaller value as the evacuation running continuation time becomes longer. Therefore, even if the difference between the actual SOC and the estimated SOC increases with the passage of time, it is possible to increase the certainty of preventing overcharging of the battery 2.

<4> When the EVECU 4 determines in S110 that the communication with the battery monitoring ECU 3 is abnormal, the EVECU 4 determines in S190 whether the estimated SOC is larger than the regeneration prohibition value PR, and the estimated SOC is the regeneration prohibition value. If it is determined that it is larger than PR, the regeneration of electric power to the battery 2 is prohibited in S200. During the evacuation run, it is expected that the distance of the evacuation run will be extended by allowing the regeneration, but the estimated SOC exceeds the regeneration prohibition value PR because the regeneration in the high SOC state may cause overcharging. If so, regeneration is prohibited. Therefore, the effect of preventing overcharging of the battery 2 can be enhanced.

<5> In S160, the EVECU 4 changes the regeneration prohibition value PR to a smaller value as the evacuation running continuation time becomes longer. Therefore, even if the difference between the actual SOC and the estimated SOC increases with the passage of time, it is possible to increase the certainty of preventing overcharging of the battery 2.

<6> Even if the EVECU 4 determines NO in S170, if it is determined in S180 that the motor input voltage is out of the range from the lower limit voltage VD to the upper limit voltage VU, the SMR 22 is turned off in S210. .. Therefore, even if the estimated SOC deviates significantly from the actual SOC, it is possible to prevent over-discharging and over-charging of the battery 2.

In the above embodiment, the EV ECU 4 corresponds to the vehicle control device, and the battery monitoring ECU 3 corresponds to the battery monitoring device. Then, in the steps of FIG. 2, S110 corresponds to the processing as the abnormality determination unit, S140 and S150 correspond to the processing as the estimation unit, and S170, S180 and S210 correspond to the processing as the stop control unit. Equivalent to. Further, S130 corresponds to the processing as the error calculation unit, S160 corresponds to the processing as the lower limit changing unit and the prohibition changing unit, and S190 and S200 correspond to the processing as the regeneration prohibiting unit.

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be variously modified and implemented.

For example, in S110 of FIG. 2, the EVECU 4 determines whether or not an abnormality such as a communication abnormality between the battery 2 and the battery monitoring ECU 3 that makes it impossible for the battery monitoring ECU 3 to monitor the state of the battery 2 has occurred. Is also good. This is because even if such an abnormality occurs, the EV ECU 4 cannot acquire information from the battery monitoring ECU 3.

Further, in S130 and S140 of FIG. 2, the EVECU 4 may calculate the power consumption of the electric device group based on the command values to the inverter units 11, 12, and 14. For example, the power consumption of the electric device group may be calculated by the following formula (5).

"Power consumption of the electric device group" = "required torque of the traveling motor 5 x rotation speed" + "required torque of the traveling motor 6 x rotation speed" + "permitted power of the motor 13" ... Equation (5)
Further, the EV ECU 4 may be configured to calculate and grasp the SOC of the battery 2 from the VB and the IB from the battery monitoring ECU 3, for example. In this case, it is not necessary to transmit the value of the SOC itself from the battery monitoring ECU 3. Further, the number of traveling motors of the electric vehicle may be one. Further, the upper limit value U2 during the evacuation running may not be set.

Further, a plurality of functions possessed by one component in the above embodiment may be realized by a plurality of components, or one function possessed by one component may be realized by a plurality of components. Further, a plurality of functions possessed by the plurality of components may be realized by one component, or one function realized by the plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. It should be noted that all aspects included in the technical idea specified from the wording described in the claims are embodiments of the present disclosure.

Further, in addition to the above-mentioned EVECU 4, a system having the ECE C4 as a component, a program for operating a computer as the ECE C4, a non-transitional actual recording medium such as a semiconductor memory in which this program is recorded, and a control method for an electric vehicle. The present disclosure can also be realized in various forms such as.

2 ... Battery, 3 ... Battery monitoring ECU, 4 ... EVECU, 5,6 ... Driving motor, 21 ... Current path

Claims (4)

Charging at least the battery from the battery monitoring device by communicating with a battery monitoring device (3) that monitors the state of the battery (2) used as a power source for at least one traveling motor (5, 6) in an electric vehicle. It is configured to acquire information that can grasp the rate and control a plurality of electric devices connected to the battery, including at least the traveling motor, by using the information. It is a vehicle control device (4).
An abnormality determination unit (S110) configured to determine whether or not an abnormality has occurred in which the information cannot be acquired from the battery monitoring device.
When the abnormality determination unit determines that the abnormality has occurred, the power consumption of the plurality of electric devices is detected, and the detected power consumption and the abnormality determination unit determine that the abnormality has occurred. An estimation unit (S140, S150) configured to estimate the charge rate of the battery from the charge rate of the battery based on the information acquired up to the above.
When the abnormality determination unit determines that the abnormality has occurred, it is determined whether or not the estimated charge rate, which is the charge rate estimated by the estimation unit, is smaller than the predetermined lower limit value, and the estimated charge rate is determined. Is determined to be smaller than the lower limit value, the stop control unit (stop control unit) configured to cut off the current path (21) between the battery and the plurality of electric devices to stop the running of the electric vehicle. S170, S180, S210) and
The lower limit changing unit (S160) configured to change the lower limit value to a larger value as the duration is longer, according to the duration in which the abnormality is determined to occur by the abnormality determining unit. )When,
A vehicle control device. Charging at least the battery from the battery monitoring device by communicating with a battery monitoring device (3) that monitors the state of the battery (2) used as a power source for at least one traveling motor (5, 6) in an electric vehicle. It is configured to acquire information that can grasp the rate and control a plurality of electric devices connected to the battery, including at least the traveling motor, by using the information. It is a vehicle control device (4).
An abnormality determination unit (S110) configured to determine whether or not an abnormality has occurred in which the information cannot be acquired from the battery monitoring device.
When the abnormality determination unit determines that the abnormality has occurred, the power consumption of the plurality of electric devices is detected, and the detected power consumption and the abnormality determination unit determine that the abnormality has occurred. An estimation unit (S140, S150) configured to estimate the charge rate of the battery from the charge rate of the battery based on the information acquired up to the above.
When the abnormality determination unit determines that the abnormality has occurred, it is determined whether or not the estimated charge rate, which is the charge rate estimated by the estimation unit, is larger than the predetermined regeneration prohibition value, and the estimated charge is charged. When it is determined that the rate is larger than the regeneration prohibition value, the regeneration prohibition unit (S190, S200) configured to prohibit the regeneration of electric power from the traveling motor to the battery,
The prohibition change unit (prohibition change unit) configured to change the regeneration prohibition value to a smaller value as the duration is longer, according to the duration for which the abnormality is determined to occur by the abnormality determination unit. S160) and
A vehicle control device. The vehicle control device according to claim 1 .
The stop control unit
When the abnormality determination unit determines that the abnormality has occurred, it is determined whether or not the input voltage from the battery to the traveling motor is out of the predetermined range (S180), and the input voltage is within the range. It is configured to cut off the current path (S210) even when it is determined that the voltage has gone out.
Vehicle control device. The vehicle control device according to any one of claims 1 to 3 .
When it is determined by the abnormality determination unit that the abnormality has not occurred, power information indicating the power output by the battery is acquired from the battery monitoring device, and the consumption of the plurality of electric devices is obtained. Further, an error calculation unit (S130) configured to detect electric power and calculate the difference between the electric power indicated by the electric power information and the detected electric power as an error is further provided.
The estimation unit is configured to correct the detected power consumption using the error calculated by the error calculation unit, and estimate the charge rate of the battery using the corrected power consumption. Yes,
Vehicle control device.

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