JPH05316658A - Controlling device for charged amount of battery - Google Patents
Controlling device for charged amount of batteryInfo
- Publication number
- JPH05316658A JPH05316658A JP11925592A JP11925592A JPH05316658A JP H05316658 A JPH05316658 A JP H05316658A JP 11925592 A JP11925592 A JP 11925592A JP 11925592 A JP11925592 A JP 11925592A JP H05316658 A JPH05316658 A JP H05316658A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- mode
- charging
- value
- steady
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Landscapes
- Hybrid Electric Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、自動車に搭載しバッテ
リの充電および放電の管理を行う装置として利用する。
本発明の装置は、制動により発電されたエネルギをバッ
テリに回生充電し、バッテリに蓄積されたエネルギを補
助走行動力として利用する電気制動補助動力装置付きの
自動車に搭載して利用する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is used as a device mounted on an automobile to manage charging and discharging of a battery.
The device of the present invention is used by being mounted on a vehicle equipped with an electric braking auxiliary power device that regeneratively charges the battery with energy generated by braking and uses the energy stored in the battery as auxiliary traveling power.
【０００２】[0002]
【従来の技術】自動車の走行用内燃機関回転軸にかご形
誘導機を直結し、自動車を制動状態とするときにはこの
かご形誘導機を発電機として作用させ、その発電出力を
整流してバッテリに充電し、自動車が発進するなど大き
いエネルギを必要とするときにはこのかご形誘導機を電
動機として作用させ、バッテリからインバータを介して
放電させる技術が開発されている。この技術の基本思想
はＷＯ−８８／０６１０７号公報に開示されたものであ
り、電気制動補助動力付き自動車として完成度の高い試
験装置が得られている。2. Description of the Related Art A squirrel-cage induction machine is directly connected to a rotary shaft of an internal combustion engine for driving a vehicle. When the vehicle is in a braking state, the squirrel-cage induction machine acts as a generator, and the generated output is rectified to a battery. A technique has been developed in which the squirrel cage induction machine is caused to act as an electric motor when the vehicle is charged and a large amount of energy is required such as when the vehicle starts, and the battery is discharged through an inverter. The basic idea of this technique is disclosed in WO-88 / 06107, and a highly complete test device has been obtained as an automobile with electric braking assist power.
【０００３】上記公報には、このような装置ではバッテ
リの充電量を定格値のほぼ７０％に維持しておき、制動
により発生するエネルギを有効に回生し、発進や登坂の
時の内燃機関からの黒煙の発生を有効に抑圧することが
望ましいことが開示されている。上記公報に開示の技術
では、バッテリの充電量をその端子電圧から計測するこ
とが行われている。In the above-mentioned publication, in such a device, the amount of charge of the battery is maintained at about 70% of the rated value, the energy generated by braking is effectively regenerated, and the internal combustion engine is used at the time of starting or climbing a hill. It has been disclosed that it is desirable to effectively suppress the generation of black smoke. In the technique disclosed in the above publication, the charge amount of the battery is measured from its terminal voltage.
【０００４】本願発明者らは、上記技術について試験車
両を製造し、東京多摩地区を中心に都市バスとして利用
して多くの試験データを得た。都市バスのように短い区
間で停車および発進をひんぱんに繰り返す自動車にはこ
の技術は有効であり、燃料消費を経済化するとともに、
排気ガスに含まれる未燃焼ガスを少なくし、騒音を小さ
くするために適性があることがわかった。The inventors of the present invention manufactured a test vehicle for the above technique and used it as a city bus mainly in the Tama area of Tokyo to obtain many test data. This technology is effective for automobiles that frequently stop and start in a short section such as city buses, which makes fuel consumption economical and
It was found to be suitable for reducing unburned gas contained in exhaust gas and noise.
【０００５】[0005]
【発明が解決しようとする課題】上記試験の結果得られ
た内容のひとつに、バッテリの充電量を望ましい値に正
しく管理するにはなお課題があることがわかった。すな
わちバッテリの充電量を上記公報に開示されたように端
子電圧で計測すると、バッテリがほとんど放電してしま
った状態、およびバッテリがほぼ完全に充電された状態
については、端子電圧による計測が有効にできるが、充
電および放電を繰り返している定常状態の使用状態で
は、定格充電量のほぼ２０％から９０％までの範囲で端
子電圧の変化が小さく、むしろ周囲温度その他の環境条
件の影響が端子電圧に現れてしまうことがわかった。It has been found that one of the contents obtained as a result of the above test is that there is still a problem in properly managing the charged amount of the battery to a desired value. That is, when the charge amount of the battery is measured by the terminal voltage as disclosed in the above publication, the measurement by the terminal voltage is effective for the state where the battery is almost discharged and the state where the battery is almost completely charged. However, in the steady state of use where charging and discharging are repeated, the change in the terminal voltage is small within the range of approximately 20% to 90% of the rated charge, but rather the ambient temperature and other environmental conditions affect the terminal voltage. I found that it would appear in.
【０００６】また上記試験の結果、上記自動車ではバッ
テリの充電および放電が激しく繰り返されることから、
バッテリの各単位セルの能力の製造偏差が拡大されて充
電量にアンバランスが生じやすく、バッテリを長く適正
な状態に保持するには、一定の周期で定期点検を行い、
その際にバッテリをほぼ完全充電の状態に強制的に充電
して各セルの状態を均等化しておくことがよいこともわ
かった。これを均等化充電という。Further, as a result of the above-mentioned test, in the above-mentioned automobile, charging and discharging of the battery are repeated violently.
The manufacturing deviation of the capacity of each unit cell of the battery is expanded and the imbalance in the charge amount is likely to occur, and in order to keep the battery in a proper state for a long time, regular inspection is performed at regular intervals.
At that time, it was also found that it is preferable to forcibly charge the battery to a nearly fully charged state to equalize the states of the cells. This is called equalized charging.
【０００７】本発明はこのような背景のもとに行われた
ものであって、電気制動補助動力付きの自動車に搭載す
るバッテリの充電量を適正に制御することができる装置
を提供することを目的とする。The present invention has been made under such a background, and it is an object of the present invention to provide an apparatus capable of appropriately controlling the charge amount of a battery mounted on a vehicle equipped with electric braking auxiliary power. To aim.
【０００８】[0008]
【課題を解決するための手段】本発明は、バッテリの充
電量を端子電圧により計測するのではなく、バッテリの
端子を出入りする電流を電流センサで検出し、これをデ
ィジタル信号に変換して時間にしたがって計数回路で積
算計数することにした。この計数回路の計数結果から、
定常モード、放電モード、および充電モードを設定し、
各モード毎にモード制御信号を送出することを特徴とす
る。According to the present invention, the amount of charge of a battery is not measured by the terminal voltage, but the current flowing in and out of the terminal of the battery is detected by a current sensor, and this is converted into a digital signal for time measurement. According to the above, it was decided to perform integrated counting with a counting circuit. From the counting result of this counting circuit,
Set steady mode, discharge mode, and charge mode,
A feature is that a mode control signal is transmitted for each mode.
【０００９】さらに詳しくは、前記計数回路の値がバッ
テリの最大充電定格の５０ないし８０％（望ましくはほ
ぼ７０％）の範囲の一定値に設定された定常値の近傍に
あるときに充放電を繰り返す定常モードとし、前記計数
回路の値が前記定常値より大きいときに前記バッテリの
充電を抑制し放電を助長する放電モードとし、前記計数
回路の値が前記定常値より小さいときに前記バッテリの
放電を抑制して充電を助長する充電モードとして、それ
ぞれのモード別にモード制御信号を送出する手段を備え
たことを特徴とする。More specifically, when the value of the counting circuit is in the vicinity of a steady value set to a constant value within the range of 50 to 80% (preferably approximately 70%) of the maximum charge rating of the battery, charging / discharging is performed. In the repeating steady mode, when the value of the counting circuit is larger than the steady value, the discharge mode is set to suppress the charging of the battery and promote the discharge, and when the value of the counting circuit is smaller than the steady value, the battery is discharged. As a charging mode that suppresses charging and promotes charging, a means for transmitting a mode control signal for each mode is provided.
【００１０】電流センサは、バッテリの端子にきわめて
小さいインピーダンスを持たせ、その両端に生じる電圧
を検出することにより行われる。The current sensor is implemented by giving a terminal of a battery an extremely small impedance and detecting a voltage generated across the terminal.
【００１１】このモード制御信号は、かご形誘導機に電
源電流を供給しかつかご形誘導機から充電電流を取り出
すインバータの制御回路で利用する。This mode control signal is used in the control circuit of the inverter that supplies the power source current to the squirrel cage induction machine and extracts the charging current from the squirrel cage induction machine.
【００１２】実用的には計数回路およびモード制御信号
を送出する手段は一つのマイクロプロセッサにソフトウ
エアが組み込まれて実現される。上記インバータの制御
回路もマイクロプロセッサにソフトウエアが組み込まれ
て実現されることは上記の公報で説明されている。Practically, the counting circuit and the means for transmitting the mode control signal are realized by incorporating software in one microprocessor. It has been described in the above publication that the control circuit of the inverter is also realized by incorporating software into the microprocessor.
【００１３】前記放電モードにはさらに２段階の制御レ
ベルの異なる放電モードを含み、前記充電モードにもさ
らに２段階の制御レーザの異なる充電モードを含むよう
に構成し、定常モードと合わせて全部で５段階のモード
制御信号を送出することが望ましい。The discharge mode further includes two different discharge modes having different control levels, and the charge mode further includes two different charge modes of the control laser. It is desirable to send a 5-step mode control signal.
【００１４】そして上で説明した均等化充電に際して
は、前記計数回路の計数値を全充電状態にリセットする
リセット手段を備える構成とすることが望ましい。At the time of the equalized charging described above, it is preferable that the resetting means is provided for resetting the count value of the counting circuit to the fully charged state.
【００１５】[0015]
【作用】本発明の装置が作動している間は、バッテリの
充電量が最大充電定格の５０ないし８０％の範囲の一定
値に設定された定常値を越えると、自動的に充電が抑圧
され放電が助長される状態に制御され、逆にその一定値
を下回ると、自動車に放電が抑圧され充電が助長される
状態に制御される。したがって、通常の動作状態で自動
的にバッテリの充電量は上記定常値に維持されるように
制御される。While the device of the present invention is in operation, when the charge amount of the battery exceeds the steady value set to a constant value within the range of 50 to 80% of the maximum charge rating, the charge is automatically suppressed. The discharge is controlled to be promoted, and conversely, when the discharge amount is below a certain value, the vehicle is controlled to suppress the discharge and promote charging. Therefore, in a normal operating state, the amount of charge of the battery is automatically controlled to be maintained at the above steady value.
【００１６】上記一定値の望ましい値は最大充電定格の
ほぼ７０％であり、これは自動車の走行状態により回生
制動が行われるときには、なお３０％の余裕があるので
充電を行うことができるとともに、補助動力を発生する
ときには、バッテリの充電量が十分にある状態である。The desirable value of the above-mentioned constant value is approximately 70% of the maximum charge rating, which means that when regenerative braking is performed due to the running state of the vehicle, there is still a margin of 30%, so that charging can be performed. When the auxiliary power is generated, the battery is sufficiently charged.
【００１７】制御モードを５段階に設定する場合には、
定常モードでは充電および放電を走行状態に応じて制限
なく繰り返す。第一レベルの放電モードでは惰性走行時
の回生制動は禁止される。第二レベルの放電モードでは
通常走行時に補助動力が使用される。第一レベルの充電
モードでは通常走行時に発電が行われる（この状態では
燃料消費量が大きくなり燃料の経済化にはならない）。
第二レベルの充電モードでは内燃機関のアイドリング時
にも発電が行われる。When setting the control mode in five steps,
In the steady mode, charging and discharging are repeated without limitation according to the running state. In the first level discharge mode, regenerative braking during coasting is prohibited. In the second level discharge mode, auxiliary power is used during normal driving. In the first-level charging mode, power is generated during normal driving (in this state, fuel consumption is large and fuel economy is not achieved).
In the second level charging mode, power is generated even when the internal combustion engine is idling.
【００１８】[0018]
【実施例】次に、本発明実施例を図面に基づいて説明す
る。図１は本発明実施例の構成を示すブロック図であ
る。Embodiments of the present invention will now be described with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the embodiment of the present invention.
【００１９】本発明実施例は、放電電流を内燃機関１の
回転軸に直結されたかご形誘導機２に走行補助動力用と
して供給し、かご形誘導機２により制動回生された電流
を充電電流として供給される車載バッテリ３の端子電流
を検出する電流センサ４と、この電流センサ４の出力を
デジタル信号に変換するアナログ・ディジタル変換回路
（以下Ａ／Ｄ変換回路という）５と、このディジタル信
号を時間の経過にしたがって積算計数する計数回路６
と、この計数回路６からの出力に基づきインバータ回路
７を制御する制御回路８とを備え、この制御回路８に、
計数回路６の値が車載バッテリ３の最大充電定格の５０
ないし８０％の範囲の一定値に設定された定常値の近傍
にあるときに充放電を繰り返す定常モードとし、計数回
路６の値が前記定常値より大きいときに車載バッテリ３
の充電を抑制し放電を助長する放電モードとし、計数回
路６の値が前記定常値より小さいときに車載バッテリ３
の放電を抑制して充電を助長する充電モードとして、そ
れぞれのモード別にモード制御信号を送出する手段を含
む。In the embodiment of the present invention, the discharge current is supplied to the squirrel cage induction machine 2 directly connected to the rotary shaft of the internal combustion engine 1 as a drive assist power, and the current regenerated by the squirrel cage induction machine 2 is recharged. Current sensor 4 for detecting the terminal current of the vehicle-mounted battery 3 supplied as a signal, an analog / digital conversion circuit (hereinafter referred to as A / D conversion circuit) 5 for converting the output of the current sensor 4 into a digital signal, and the digital signal. Circuit 6 for integrating and counting
And a control circuit 8 for controlling the inverter circuit 7 based on the output from the counting circuit 6, and the control circuit 8 includes:
The value of the counting circuit 6 is 50 which is the maximum charging rating of the on-vehicle battery 3.
Is set to a steady mode in which the charging / discharging is repeated in the vicinity of a steady value set to a constant value within a range of 80% to 80%, and when the value of the counting circuit 6 is larger than the steady value, the vehicle battery 3
When the value of the counting circuit 6 is smaller than the steady value, the vehicle-mounted battery 3
As a charging mode for suppressing the discharge of the battery and promoting the charging, means for transmitting a mode control signal for each mode is included.
【００２０】前記放電モードにはさらに２段階の放電モ
ードを含み、前記充電モードにはさらに２段階の充電モ
ードを含み、計数回路６にはその計数値を全充電状態に
リセットするリセット手段６ａを含む。The discharge mode further includes a two-stage discharge mode, the charge mode further includes a two-stage charge mode, and the counting circuit 6 is provided with reset means 6a for resetting the count value to a fully charged state. Including.
【００２１】次に、このように構成された本発明実施例
の動作について説明する。図２は本発明実施例における
制御モード発生動作の流れを示すフローチャートであ
る。本実施例では５段階の制御モードが設定されている
ものとして説明する。図３は制御モードの管理区分を説
明する図、図４はそれぞれの制御モードにおける充放電
の状況を説明する図である。Next, the operation of the embodiment of the present invention thus constructed will be described. FIG. 2 is a flow chart showing the flow of the control mode generating operation in the embodiment of the present invention. In the present embodiment, description will be made assuming that the control mode of five stages is set. FIG. 3 is a diagram for explaining management divisions of control modes, and FIG. 4 is a diagram for explaining charging / discharging situations in the respective control modes.
【００２２】電流センサ４が放電電流を走行補助動力用
としてかご形誘導機２に供給し、このかご形誘導機２か
ら制動時に回生された電流を充電電流として供給される
車載バッテリ３の端子電流を検出する。Ａ／Ｄ変換回路
５がこの検出出力を受けてディジタル信号に変換し計数
回路６に送出する。Ａ／Ｄ変換回路５はこのディジタル
信号を取込み時間の経過にしたがって積算計数し、その
計数値を制御回路８に送出する。この積算計数値は車載
バッテリ３の充電量に相当する値となる。The current sensor 4 supplies a discharge current to the squirrel cage induction machine 2 for driving auxiliary power, and the terminal current of the on-vehicle battery 3 to which the current regenerated from the squirrel cage induction machine 2 during braking is supplied as the charging current. To detect. The A / D conversion circuit 5 receives this detection output, converts it into a digital signal, and sends it to the counting circuit 6. The A / D conversion circuit 5 integrates the digital signals as time passes and counts them, and sends the count value to the control circuit 8. This integrated count value is a value corresponding to the charge amount of the vehicle-mounted battery 3.
【００２３】制御回路８はその計数値を取込み、５段階
のどのレベルにあるかを判断する。すなわち、図３に示
すように、計数値が車載バッテリ３の最大充電定格の７
０％±１０％の範囲内の一定値に設定された定常値の近
傍にあるときには充放電を繰り返す定常モードにある
ものとする。The control circuit 8 takes in the count value and judges at which level among the five levels. That is, as shown in FIG. 3, the count value is 7 which is the maximum charging rating of the vehicle-mounted battery 3.
When it is in the vicinity of a steady value set to a constant value within the range of 0% ± 10%, it is assumed to be in a steady mode in which charging / discharging is repeated.
【００２４】また、計数値がその定常値（７０％＋１０
％）よりも大きいときには車載バッテリ３の充電を抑制
して放電を助長する放電モードにあるものとする。さら
に、計数値が定常値よりも極めて大きいとき（７０％＋
２０％）には、この放電モードがかご形誘導機２に電流
を供給して走行補助動力を与える走行時アシストモード
にあるものとし、やや大きいとき（８０％〜９０％）
には惰性走行時の充電電流回生を停止する惰性走行時回
生停止モードにあるものとする。The count value is the steady value (70% + 10).
%), It is assumed that the vehicle is in a discharge mode in which the charging of the vehicle-mounted battery 3 is suppressed and discharge is promoted. Furthermore, when the count value is much larger than the steady value (70% +
20%), it is assumed that this discharge mode is in the traveling assist mode in which current is supplied to the squirrel cage induction machine 2 to provide traveling auxiliary power, and when it is a little large (80% to 90%).
Is in a regenerative stop mode during coasting, which stops charging current regeneration during coasting.
【００２５】計数値が定常値（７０％−１０％）より小
さいときには車載バッテリ３の放電を抑制して充電を助
長する充電モードにあるものとし、この充電モードの場
合も計数値が定常値よりもやや小さいときには（６０％
〜５０％）、走行時にかご形誘導機２を発電機として充
電する走行時発電モードにあるものとし、極めて小さ
いときには（５０％以下）アイドリング状態においても
かご形誘導機２を発電機として充電するアイドリング発
電モードにあるものとする。When the counted value is smaller than the steady value (70% -10%), it is assumed that the vehicle is in the charging mode in which the discharge of the on-vehicle battery 3 is suppressed and the charging is promoted. In this charging mode as well, the counted value is lower than the steady value. When it is slightly small (60%
(~ 50%), the squirrel-cage induction machine 2 is charged as a generator when traveling, and the squirrel-cage induction machine 2 is charged as a generator even in an idling state when it is extremely small (50% or less). It shall be in idling power generation mode.
【００２６】このようにして５段階のどのモードにある
かの判断がなされると、該当するモードにより制御を行
うためのモード制御信号をインバータ回路７に送出す
る。インバータ回路７はこのモード制御信号を識別して
制御回路８が判断した制御モードを設定する。In this way, when it is determined which of the five modes the mode is in, a mode control signal for controlling the mode is sent to the inverter circuit 7. The inverter circuit 7 identifies the mode control signal and sets the control mode determined by the control circuit 8.
【００２７】図４はこのようにして設定された各制御モ
ードにおける充放電の状況を模式的に示す図である。横
軸にバッテリの充放電電流、縦軸にバッテリの端子電圧
を示す。面積は単位時間当りのエネルギになる。走行時
アシストモードの場合は、かご形誘導機２を走行補助
動力を与える電動機として作動させるために、放電電流
値Ｉ1 の放電が行われ電圧値をＥ0 からＥ1 に立ち上げ
走行アシストを行う。FIG. 4 is a diagram schematically showing the charging / discharging situation in each control mode set in this way. The horizontal axis shows the charge / discharge current of the battery, and the vertical axis shows the terminal voltage of the battery. Area is the energy per unit time. In the case of the assist mode during traveling, in order to operate the squirrel cage induction machine 2 as an electric motor for providing the traveling assistance power, the discharge current value I 1 is discharged and the voltage value is raised from E 0 to E 1 to assist the traveling. To do.
【００２８】惰性走行時回生停止モードの場合は、回
生が停止されているために充電は行われない。定常モー
ドの場合は電流値Ｉ3 、電圧値Ｅ3 で充電が行われ
る。走行時発電モードの場合は計数値を定常値に近づ
けるための充電電流Ｉ4 、充電電圧Ｅ4 の充電が行わ
れ、さらにアイドリング発電モードでは計数値が定常時
に対し大きな差が生じていることからアイドリング時で
も充電電流Ｉ5 、充電電圧Ｅ5 の充電が行われる。In the coasting regenerative stop mode, charging is not performed because regeneration is stopped. In the steady mode, charging is performed with a current value I 3 and a voltage value E 3 . In the running power generation mode, the charging current I 4 and the charging voltage E 4 are charged to bring the count value close to the steady value, and further, in the idling power generation mode, the count value has a large difference from the steady state. Even at the time of idling, the charging current I 5 and the charging voltage E 5 are charged.
【００２９】したがってアイドリング発電モードの場
合は充電エネルギは小さく、走行時発電モード、定常
モードの順に充電エネルギは大きくなり、リターダに
よるブレーキ操作時が最も大きな充電エネルギを回生で
きることを示す。Therefore, the charging energy is small in the idling power generation mode, and the charging energy increases in the order of the running power generation mode and the steady mode, showing that the maximum charging energy can be regenerated when the retarder operates the brake.
【００３０】このような充放電制御を長時間行うと、実
際の車載バッテリ３の充電状態と計数回路６の表示との
間にずれを生じる。これはバッテリの発熱その他による
ものである。一方、定期点検時などに車載バッテリ３に
対し全充電容量いっぱいに均一化充電を行うことがある
ので、上記のずれを解消するために計数回路６にリセッ
ト手段６ａが設けられ、リセット手段６ａを操作して計
数値をリセットすることによりずれに対する修正を行う
ことができる。When such charging / discharging control is performed for a long time, a deviation occurs between the actual charging state of the on-vehicle battery 3 and the display of the counting circuit 6. This is due to the heat generation of the battery and other factors. On the other hand, since there is a case where the vehicle-mounted battery 3 is uniformly charged to the full charge capacity at the time of regular inspection, the resetting means 6a is provided in the counting circuit 6 in order to eliminate the above deviation, and the resetting means 6a is provided. The deviation can be corrected by operating and resetting the count value.
【００３１】[0031]
【発明の効果】以上説明したように本発明によれば、電
気制動補助動力付き自動車に搭載するバッテリの充電量
を自動的に適正に制御することができる効果がある。本
発明によれば、バッテリの充電量を最も望ましい値に自
動的に維持できるから、燃料使用量が経済化され、排気
ガスの黒煙発生の抑圧に有効である。As described above, according to the present invention, it is possible to automatically and properly control the charge amount of the battery mounted on the vehicle with the electric braking assist power. According to the present invention, the amount of charge of the battery can be automatically maintained at the most desirable value, so that the amount of fuel used is made economical and it is effective in suppressing the generation of black smoke in the exhaust gas.
【図１】本発明実施例の構成を示すブロック図。FIG. 1 is a block diagram showing the configuration of an embodiment of the present invention.
【図２】本発明実施例における制御モード発生動作の流
れを示すフローチャート。FIG. 2 is a flowchart showing a flow of a control mode generating operation in the embodiment of the present invention.
【図３】本発明実施例における制御モードの管理区分を
説明する図。FIG. 3 is a diagram illustrating control mode management divisions according to an embodiment of the present invention.
【図４】本発明実施例における各制御モードの充放電の
状況を説明する図。FIG. 4 is a diagram for explaining a charging / discharging situation in each control mode in the embodiment of the present invention.
１ 内燃機関 ２ かご形誘導機 ３ 車載バッテリ ４ 電流センサ ５ Ａ／Ｄ変換回路 ６ 計数回路 ６ａ リセット手段 ７ インバータ回路 ８ 制御回路 1 Internal Combustion Engine 2 Squirrel-Cage Induction Machine 3 Vehicle-mounted Battery 4 Current Sensor 5 A / D Conversion Circuit 6 Counting Circuit 6a Reset Means 7 Inverter Circuit 8 Control Circuit
Claims (3)
給し、充電電流を制動回生用の発電機から供給する車載
バッテリの端子電流を検出する電流センサと、この電流
センサの出力をディジタル信号に変換するアナログ・デ
ィジタル変換回路と、このディジタル信号を時間の経過
にしたがって積算計数する計数回路とを備え、 前記計数回路の値が前記バッテリの最大充電定格の５０
ないし８０％の範囲の一定値に設定された定常値の近傍
にあるときに充放電を繰り返す定常モードとし、前記計
数回路の値が前記定常値より大きいときに前記バッテリ
の充電を抑制し放電を助長する放電モードとし、前記計
数回路の値が前記定常値より小さいときに前記バッテリ
の放電を抑制して充電を助長する充電モードとして、そ
れぞれのモード別にモード制御信号を送出する手段を備
えたバッテリ充電量の管理装置。1. A current sensor for detecting a terminal current of an on-vehicle battery which supplies a discharge current to an electric motor for driving assistance power and a charging current from a generator for braking / regeneration, and a digital signal output from the current sensor. An analog / digital conversion circuit for converting into a digital signal and a counting circuit for integrating and counting this digital signal as time passes, the value of the counting circuit being 50 of the maximum charging rating of the battery.
To a steady mode in which charging and discharging are repeated when the value is near a steady value set to a constant value within a range of 80% to 80%, and when the value of the counting circuit is larger than the steady value, charging of the battery is suppressed and discharging is performed. A battery provided with means for sending a mode control signal for each mode as a discharge mode that promotes, and as a charge mode that suppresses discharge of the battery and promotes charging when the value of the counting circuit is smaller than the steady value. Charge amount management device.
モードを含み、前記充電モードにはさらに２段階の充電
モードを含む請求項１記載のバッテリ充電量の管理装
置。2. The battery charge amount management device according to claim 1, wherein the discharge mode further includes a two-stage discharge mode, and the charge mode further includes a two-stage charge mode.
態にリセットするリセット手段を備えた請求項１記載の
バッテリ充電量の管理装置。3. The battery charge amount management device according to claim 1, wherein the counting circuit includes reset means for resetting the count value to a fully charged state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04119255A JP3123812B2 (en) | 1992-05-12 | 1992-05-12 | Battery charge management device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04119255A JP3123812B2 (en) | 1992-05-12 | 1992-05-12 | Battery charge management device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH05316658A true JPH05316658A (en) | 1993-11-26 |
| JP3123812B2 JP3123812B2 (en) | 2001-01-15 |
Family
ID=14756803
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP04119255A Expired - Fee Related JP3123812B2 (en) | 1992-05-12 | 1992-05-12 | Battery charge management device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3123812B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR970015284A (en) * | 1995-09-21 | 1997-04-28 | 이형곤 | Vehicle Peripherals and Cars |
| WO2003026912A1 (en) * | 2001-09-21 | 2003-04-03 | Honda Giken Kogyo Kabushiki Kaisha | Controller for hybrid car |
| JP2013189192A (en) * | 2013-03-23 | 2013-09-26 | Masahiro Watanabe | Hybrid vehicle |
| WO2014084116A1 (en) * | 2012-11-28 | 2014-06-05 | トヨタ自動車株式会社 | Hybrid vehicle travel state control device |
-
1992
- 1992-05-12 JP JP04119255A patent/JP3123812B2/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR970015284A (en) * | 1995-09-21 | 1997-04-28 | 이형곤 | Vehicle Peripherals and Cars |
| WO2003026912A1 (en) * | 2001-09-21 | 2003-04-03 | Honda Giken Kogyo Kabushiki Kaisha | Controller for hybrid car |
| US6949897B2 (en) | 2001-09-21 | 2005-09-27 | Honda Motor Co., Ltd. | Control device for hybrid vehicle |
| AU2002338069B2 (en) * | 2001-09-21 | 2005-09-29 | Honda Giken Kogyo Kabushiki Kaisha | Controller for hybrid car |
| WO2014084116A1 (en) * | 2012-11-28 | 2014-06-05 | トヨタ自動車株式会社 | Hybrid vehicle travel state control device |
| JP2014104864A (en) * | 2012-11-28 | 2014-06-09 | Toyota Motor Corp | Traveling state control device for hybrid vehicle |
| CN104812644A (en) * | 2012-11-28 | 2015-07-29 | 丰田自动车株式会社 | Hybrid vehicle travel state control device |
| JP2013189192A (en) * | 2013-03-23 | 2013-09-26 | Masahiro Watanabe | Hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3123812B2 (en) | 2001-01-15 |
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