JPH08140205A - Apparatus for managing battery for electric motor vehicle - Google Patents
Apparatus for managing battery for electric motor vehicleInfo
- Publication number
- JPH08140205A JPH08140205A JP6273914A JP27391494A JPH08140205A JP H08140205 A JPH08140205 A JP H08140205A JP 6273914 A JP6273914 A JP 6273914A JP 27391494 A JP27391494 A JP 27391494A JP H08140205 A JPH08140205 A JP H08140205A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- life
- charge
- soc
- charging
- 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、電気自動車の走行用電
力源である電池の寿命を管理する電気自動車用電池の管
理装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle battery management device for managing the life of a battery which is a power source for running an electric vehicle.
【０００２】[0002]
【従来の技術】電気自動車の走行用電力源としては鉛蓄
電池等の電池が用いられる。この種の電池は、車両走行
に伴い放電しその残存容量（ＳＯＣ：充電状態）が低下
する。従って、電池のＳＯＣを検出し操縦者又は同乗者
（以下使用者と呼ぶ）に充電すべき旨を警告することが
好ましい。また、ＳＯＣの低下検出は電池電圧等に基づ
き実現できる。さらに、この種の電池は、充放電サイク
ルの繰り返しに伴いその残存寿命が少なくなる。従っ
て、残存寿命を評価してこれを表示するようにすれば、
使用者が残存寿命を確認可能となる。また、残存寿命
は、電解液量、電解液温度、放電率・充電率（通常充電
か均等充電か）等をそれぞれポイントに換算し総合する
ことにより、評価できる。これら、ＳＯＣ低下の警告や
残存寿命の評価の方法に関しては、例えば特開平２−２
２５８２号公報等に開示されている。2. Description of the Related Art A battery such as a lead storage battery is used as a power source for running an electric vehicle. This type of battery discharges as the vehicle travels, and its remaining capacity (SOC: charge state) decreases. Therefore, it is preferable to detect the SOC of the battery and warn the driver or passenger (hereinafter referred to as the user) that the battery should be charged. Further, the SOC decrease detection can be realized based on the battery voltage or the like. Further, this type of battery has a short remaining life with repeated charge / discharge cycles. Therefore, if you evaluate the remaining life and display it,
The user can confirm the remaining life. The remaining life can be evaluated by converting the amount of electrolyte, the temperature of electrolyte, the discharge rate / charge rate (whether normal charge or uniform charge) into points, and totalizing the points. For these methods of warning of SOC decrease and evaluation of remaining life, see, for example, Japanese Patent Laid-Open No. 2-2
It is disclosed in Japanese Patent No. 2582.
【０００３】[0003]
【発明が解決しようとする課題】しかし、このような電
池管理を実行するのみでは、電池を長寿命化するのに十
分でない。However, executing such battery management alone is not sufficient for extending the life of the battery.
【０００４】まず、ＳＯＣが低下したことを使用者に警
告することにより、ＳＯＣが極端に低い状態（極端に深
い放電状態）に至るまでそのまま走行することは回避で
きる。すなわち、この警告は、エンジン車の燃料計と同
様に走行エネルギ源の状態を知らせる効果を有している
から、電池上がりとなり路上停車を余儀なくされるまで
走行を続けるといった事態は避けることができる。反面
で、“電池上がりが生じる前に充電を行えばよい”とい
うようにこの警告が理解される恐れがある。使用者が、
このような理解の下に未充電のまま（すなわち比較的深
い放電状態にて）電池を放置したりすると、これは電池
寿命短縮の原因となる。First, by warning the user that the SOC has dropped, it is possible to avoid running as it is until the SOC reaches an extremely low state (extremely deep discharge state). That is, since this warning has the effect of notifying the state of the running energy source like the fuel gauge of an engine vehicle, it is possible to avoid a situation in which the vehicle continues running until the battery runs out and the vehicle must be stopped on the road. On the other hand, this warning may be understood, such as "you can charge before the battery runs out." The user
Under such an understanding, if the battery is left uncharged (that is, in a relatively deeply discharged state), this will shorten the battery life.
【０００５】さらに、電池のＳＯＣが比較的高い状態で
あっても、電池寿命を考えると充電を行った方がよい場
合がある。例えば鉛蓄電池を浅い放電状態にて長期間放
置すると電池寿命の短縮の原因となるし、また部分充電
（満充電に至らない充電状態までしか充電しない充電操
作）が繰り返されるとやはり電池寿命の短縮の原因とな
る。このような原因による寿命短縮は満充電操作を実行
することにより回避できるが、このような充電の必要性
を使用者に知らしめることは、ＳＯＣ低下の警告のみで
は実現できない。Further, even when the SOC of the battery is relatively high, it may be better to charge the battery in consideration of the battery life. For example, if a lead storage battery is left in a shallow discharge state for a long period of time, it will shorten the battery life, and if the partial charge (charging operation that charges only to a charge state that does not reach full charge) is repeated, the battery life also shortens. Cause of. The shortening of the service life due to such a cause can be avoided by executing the full charge operation, but it is not possible to notify the user of the need for such a charge only by the warning of the SOC decrease.
【０００６】次に、残存寿命につながる要素をポイント
評価しその総合結果を使用者に知らせるにしても、それ
だけでは、なぜ残存寿命が短縮したのか使用者は理解で
きない。従って、どのような対処をとれば電池寿命の短
縮を抑制できるか、すなわちどの様な使い方をすれば電
池寿命を長くできるかを、使用者が体得するのが困難で
あるから、電池寿命確保延長のための充電操作はやはり
実行され得ない。[0006] Next, even if the user evaluates the factors leading to the remaining life and informs the user of the total result, it is impossible for the user to understand why the remaining life is shortened. Therefore, it is difficult for the user to know what kind of measures can be taken to suppress the shortening of the battery life, that is, how to use it to extend the battery life. The charging operation for cannot be performed again.
【０００７】本発明は、このような問題点を解決するこ
とを課題としてなされたものであり、充電操作又は完全
放電操作が必要であることを充放電履歴の評価結果に基
づき適当なタイミングで使用者に知らしめることによ
り、電池の充電操作又は完全放電操作が電池の寿命確保
延長に適するタイミングで実行されるようにし、ひいて
は電池の寿命を延ばして電気自動車の経済性を高めるこ
とを目的とする。The present invention has been made to solve the above problems, and uses the fact that a charging operation or a complete discharging operation is necessary at an appropriate timing based on the evaluation result of the charge / discharge history. By informing the person concerned, the purpose is to carry out the charging operation or the complete discharging operation of the battery at a timing suitable for extending and ensuring the life of the battery, and thereby extending the life of the battery and improving the economical efficiency of the electric vehicle. .
【０００８】[0008]
【課題を解決するための手段】このような目的を達成す
るために、本発明の第１の構成は、電池の充放電履歴に
基づき、満充電状態に至らない充電状態での放置及び／
又は部分充電の繰り返しを原因とする電池の寿命短縮の
可能性を評価する手段と、使用者が降車しようとしてい
る場合に、上記可能性が大である場合に使用者に満充電
の必要性を知らせる警告を発する手段と、を備え、上記
原因によりその寿命が短縮される性質の電池（例えば鉛
蓄電池）を走行電力源として用いた電気自動車に搭載さ
れることを特徴とする。本発明は、さらに、満充電状態
に至らない充電状態での放置時間の積算値と部分充電に
係る電流量の積算値の和が大きい場合に、電池の寿命短
縮の可能性が大であると評価することを特徴とする。本
発明は、電池の充放電履歴に基づき警告しきい値を設定
し、電池のＳＯＣが警告しきい値を下回った場合に電池
の寿命短縮の可能性が大であると評価することを特徴と
する。In order to achieve such an object, the first structure of the present invention is based on the charge / discharge history of the battery, and is left in a charged state where the battery is not fully charged and /
Or, a means to evaluate the possibility of shortening the battery life due to repeated partial charging, and a user needing to fully charge the battery when the user is about to get off and the above possibility is large. And a means for issuing a warning to notify, and is mounted on an electric vehicle using a battery (for example, a lead storage battery) having a property of shortening the life due to the above causes as a traveling power source. Further, the present invention has a high possibility of shortening the battery life when the sum of the integrated value of the standing time in the charged state that does not reach the fully charged state and the integrated value of the current amount related to the partial charge is large. Characterized by evaluation. The present invention is characterized in that a warning threshold value is set based on a charge / discharge history of a battery, and when the SOC of the battery falls below the warning threshold value, it is evaluated that the life of the battery is likely to be shortened. To do.
【０００９】本発明の第２の構成は、電池の充放電履歴
に基づき、完全放電に至らない放電の繰り返しを原因と
する一次的な電圧低下、すなわちメモリー効果の可能性
を評価する手段と、使用者が降車しようとしている場合
に、上記可能性が大である場合に使用者に完全放電の必
要性を知らせる警告を発する手段と、を備え、上記原因
によりメモリー効果が発生すると予想される性質の電池
（例えばアルカリ蓄電池）を走行電力源として用いた電
気自動車に搭載されることを特徴とする。A second configuration of the present invention is a means for evaluating the possibility of a memory effect, which is a primary voltage drop due to repeated discharge that does not reach complete discharge, based on the charge / discharge history of the battery. When the user is about to get off, there is provided a means for issuing a warning to inform the user of the need for a complete discharge when the above possibility is high, and a property expected to cause a memory effect due to the above cause. It is mounted on an electric vehicle using the battery (for example, an alkaline storage battery) as a traveling power source.
【００１０】[0010]
【作用】本発明の第１の構成においては、まず、満充電
状態に至らない充電状態での放置及び／又は部分充電の
繰り返しを原因とする電池の寿命短縮の可能性が、電池
の充放電履歴に基づき評価される。この評価の結果は、
使用者が降車する際に、警告発生条件として使用され
る。すなわち、使用者が降車しようとしている場合に、
上記原因による寿命短縮の可能性が大であると使用者に
満充電の必要性が警告される。降車の時点では使用者が
操縦から解放され余裕ができるから警告に応じた充電操
作を実行するであろうし、またその時点で余裕がない場
合でも後に余裕ができた時点で充電操作を実行するであ
ろう。従って、上述の原因によりその寿命が短縮される
性質の電池、例えば鉛蓄電池を走行電力源として用いる
場合に、本構成においては、充電操作が必要であること
を電池の寿命確保延長に適するタイミングで使用者に知
らしめることができ、電池の寿命を延ばして電気自動車
の経済性を高めることができる。加えて、電池の充放電
履歴は電池のＳＯＣの挙動検出や充電制御状態に基づき
知ることができ、また使用者の降車はイグニッションス
イッチの状態等に基づき知ることができるから、上述の
構成を実施するに際して新たなハードウエアの追加は必
要でない。In the first configuration of the present invention, first, there is a possibility that the life of the battery may be shortened due to repeated leaving and / or partial charging in a charged state that does not reach the fully charged state. Evaluated based on history. The result of this evaluation is
It is used as a warning generation condition when the user gets off the vehicle. That is, when the user is about to get off,
If the possibility of shortening the life due to the above causes is great, the user is warned that the battery needs to be fully charged. At the time of getting off, the user will be released from the operation and there will be a margin, so the charging operation according to the warning will be executed, and even if there is no room at that time, the charging operation can be executed at a later time when there is a margin. Ah Therefore, in the case of using a battery of which the life is shortened due to the above-mentioned cause, for example, a lead storage battery as a running power source, in this configuration, it is necessary to perform charging operation at a timing suitable for extending and ensuring the life of the battery. The user can be informed, the battery life can be extended, and the economical efficiency of the electric vehicle can be improved. In addition, the charging / discharging history of the battery can be known based on the SOC behavior detection and charge control status of the battery, and the user's exit can be known based on the ignition switch status. No additional hardware is needed to do this.
【００１１】また、本構成においては、満充電状態に至
らない充電状態での放置時間の積算値と部分充電に係る
電流量の積算値の和が大きい場合に、電池の寿命短縮の
可能性が大であると評価される。従って、放置時間が顕
著に長い場合には部分充電履歴の有無にかかわらず充電
の必要性が警告され、逆に部分充電が繰り返された場合
には放置時間が短くても充電の必要が警告される。この
ように、放置時間及び部分充電電流量という２種類の指
標を結合して上記評価を行うことにより、個々の使用者
による電池の使い方や充電の仕方を織り込んだ柔軟で正
確な評価が可能になる。Further, in this configuration, the life of the battery may be shortened when the sum of the integrated value of the standing time and the integrated value of the current amount related to the partial charge in the charged state which does not reach the fully charged state is large. Evaluated to be large. Therefore, if the leaving time is remarkably long, the necessity of charging is warned regardless of whether or not there is a partial charge history, and conversely, if the partial charging is repeated, the need for charging is warned even if the leaving time is short. It In this way, by combining the two types of indicators, that is, the leaving time and the partial charge current amount, and performing the above evaluation, it is possible to make a flexible and accurate evaluation that incorporates the usage and charging method of the battery by each user. Become.
【００１２】さらに、本構成においては、電池の充放電
履歴に基づき警告しきい値が設定され、電池のＳＯＣが
警告しきい値を下回った場合に電池の寿命短縮の可能性
が大であると評価される。すなわち、電池の充放電履歴
をＳＯＣと比較可能な警告しきい値に換算し、寿命短縮
の可能性評価をＳＯＣにて行うようにしているため、Ｓ
ＯＣ低下の検出処理と同様の処理により本構成を実現で
きる。Further, in the present configuration, the warning threshold value is set based on the charge / discharge history of the battery, and it is highly possible that the life of the battery is shortened when the SOC of the battery falls below the warning threshold value. To be evaluated. That is, since the charge / discharge history of the battery is converted into a warning threshold value that can be compared with SOC, the possibility of shortening the life is evaluated by SOC.
The present configuration can be realized by the same processing as the OC lowering detection processing.
【００１３】本発明の第２の構成においては、まず、電
池の充放電履歴に基づき、完全放電に至らない放電の繰
り返しを原因とする電池の寿命短縮の可能性が評価され
る。この構成において前提しているのは、上記原因によ
りその寿命が短縮される性質の電池、例えばアルカリ蓄
電池である。この評価の結果、上記原因による寿命短縮
の可能性が大であるとされると、使用者が降車する際に
完全放電の必要性が警告される。降車の時点では使用者
が操縦から解放され余裕ができるから警告に応じた完全
放電操作を実行するであろうし、またその時点で余裕が
ない場合でも後に余裕ができた時点で完全放電操作を実
行するであろう。従って、本構成においては、完全放電
操作が必要であることを電池の寿命確保延長に適するタ
イミングで使用者に知らしめることができ、電池の寿命
を延ばして電気自動車の経済性を高めることができる。
加えて、電池の充放電履歴は電池のＳＯＣの挙動検出や
充電制御状態に基づき知ることができ、また使用者の降
車はイグニッションスイッチの状態等に基づき知ること
ができるから、上述の構成を実施するに際して新たなハ
ードウエアの追加は必要でない。In the second structure of the present invention, first, the possibility of shortening the life of the battery is evaluated based on the charging / discharging history of the battery, which is caused by repeated discharges that do not reach complete discharge. What is premised on this configuration is a battery, for example, an alkaline storage battery, whose life is shortened due to the above reasons. As a result of this evaluation, if the possibility of shortening the life due to the above causes is high, the user is warned of the necessity of complete discharge when getting off the vehicle. At the time of disembarking, the user will be released from the operation and there will be a margin, so a full discharge operation will be performed according to the warning, and even if there is no margin at that time, a full discharge operation will be performed when there is a margin later. Will do. Therefore, in this configuration, it is possible to inform the user that the complete discharge operation is necessary at a timing suitable for ensuring and extending the life of the battery, and it is possible to extend the life of the battery and enhance the economical efficiency of the electric vehicle. .
In addition, the charge / discharge history of the battery can be known based on the SOC behavior detection of the battery and the charge control state, and the user's exit can be known based on the state of the ignition switch. No additional hardware is needed to do this.
【００１４】[0014]
【実施例】以下、本発明の好適な実施例について図面に
基づき説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings.
【００１５】図１には、本発明の一実施例に係る装置の
構成が示されている。この図に示される主電池１０は電
気自動車の走行電力源であり、インバータ１２を介して
モータ１４に駆動電力を供給している。モータ１４は車
両走行用の三相交流モータであり、インバータ１２を介
して電力供給を受け回転駆動し、車両を走行させる。ま
た、インバータ１２は、インバータ制御回路１６から供
給されるスイッチング制御信号に応じてスイッチング
し、モータ１４に供給する電流、ひいてはモータ１４の
出力を制御する。インバータ制御回路１６は、そのた
め、車両操縦者のアクセル操作やブレーキ操作を示す信
号を入力し、これらに応じてスイッチング制御信号を発
生させる。FIG. 1 shows the configuration of an apparatus according to an embodiment of the present invention. The main battery 10 shown in this figure is a running power source of an electric vehicle, and supplies driving power to a motor 14 via an inverter 12. The motor 14 is a three-phase AC motor for traveling the vehicle, receives electric power from the inverter 12 and is rotationally driven to drive the vehicle. Further, the inverter 12 switches according to the switching control signal supplied from the inverter control circuit 16 to control the current supplied to the motor 14 and thus the output of the motor 14. Therefore, the inverter control circuit 16 inputs a signal indicating an accelerator operation or a brake operation of the vehicle operator and generates a switching control signal in response to these signals.
【００１６】インバータ制御回路１６を含む装置各部の
動作は、主制御回路１８により制御される。主制御回路
１８は、インバータ制御回路１６の他、ＳＯＣ演算回路
２０、充電制御回路２２及び時計回路２４と共に制御部
２６を構成している。制御部２６は、車載の補機電池２
８から電源供給を受けて動作する。また、制御部２６の
動作は、車両走行を開始させることを指示するためのイ
グニッション（ＩＧ）スイッチ３０や、主電池１０の充
電を指示するためのイグニッションチャージ（ＩＧＣ
Ｈ）スイッチ３２の状態に応じ、切り換る。The operation of each part of the apparatus including the inverter control circuit 16 is controlled by the main control circuit 18. The main control circuit 18 constitutes a control unit 26 together with the SOC control circuit 20, the charge control circuit 22, and the clock circuit 24 in addition to the inverter control circuit 16. The control unit 26 uses the vehicle-mounted auxiliary battery 2
Power is supplied from 8 to operate. In addition, the operation of the control unit 26 is performed by an ignition (IG) switch 30 for instructing to start traveling of the vehicle and an ignition charge (IGC) for instructing charging of the main battery 10.
H) Switch according to the state of the switch 32.
【００１７】図２には、主電池１０として鉛蓄電池を使
用した場合の主制御回路１８の動作の流れが示されてい
る。但し、図示の簡略化のため、主電池１０の充電に関
係しない処理は省いている。FIG. 2 shows the operation flow of the main control circuit 18 when a lead storage battery is used as the main battery 10. However, for simplification of the drawing, processing unrelated to charging the main battery 10 is omitted.
【００１８】ここでは、まず、ＩＧスイッチ３０及びＩ
ＧＣＨスイッチ３２が共にオフしている状態を考える。
この状態では、時計回路２４により計時が行われてい
る。ＩＧスイッチ３０がオンされると、主制御回路１８
はインバータ制御回路１６を起動させ、インバータ１２
を用いたモータ１４の出力制御を開始させる。主制御回
路１８は、ＩＧスイッチ３０がオンした時点で時計回路
２４に指令を与え計時動作を停止させると共に、ＳＯＣ
演算回路２０を起動させる。Here, first, the IG switch 30 and I
Consider a state in which both GCH switches 32 are off.
In this state, the clock circuit 24 keeps time. When the IG switch 30 is turned on, the main control circuit 18
Activates the inverter control circuit 16, and the inverter 12
The output control of the motor 14 using is started. The main control circuit 18 gives an instruction to the clock circuit 24 at the time when the IG switch 30 is turned on to stop the time counting operation, and
The arithmetic circuit 20 is activated.
【００１９】ＩＧスイッチ３０がオンしている間は、主
制御回路１８はモータ１４の出力制御を継続させる。そ
の際、主制御回路１８は、ＳＯＣ演算回路２０により演
算される主電池１０のＳＯＣやセンサ３４により検出さ
れる主電池１０の温度等を監視しモータ１４の出力制御
に反映させる。この実施例では、主電池１０のＳＯＣを
求めるため、主電池１０にセンサ３４が付設されてお
り、このセンサにより検出される主電池１０の充放電電
流、電圧、温度等がＳＯＣ演算回路２０に入力される。
ＳＯＣ演算回路２０は適宜満充電容量を演算設定すると
共に充放電電流量を求め、満充電容量に充放電電流量を
積算することによりＳＯＣを求める。ＳＯＣ演算回路２
０は、求めたＳＯＣを主制御回路１８に報知すると共
に、充電電流や電圧等を充電制御回路２２に報知する。
なお、ＳＯＣとしては定格容量に対する残存容量の比を
用いてもよいが、ここでは満充電容量に対する残存容量
の比を用いる。The main control circuit 18 continues the output control of the motor 14 while the IG switch 30 is on. At that time, the main control circuit 18 monitors the SOC of the main battery 10 calculated by the SOC calculation circuit 20, the temperature of the main battery 10 detected by the sensor 34, etc., and reflects them in the output control of the motor 14. In this embodiment, in order to obtain the SOC of the main battery 10, a sensor 34 is attached to the main battery 10, and the charging / discharging current, voltage, temperature, etc. of the main battery 10 detected by this sensor are stored in the SOC calculation circuit 20. Is entered.
The SOC calculation circuit 20 appropriately calculates and sets the full charge capacity, calculates the charge / discharge current amount, and calculates the SOC by integrating the charge / discharge current amount with the full charge capacity. SOC calculation circuit 2
0 notifies the main control circuit 18 of the obtained SOC and also notifies the charge control circuit 22 of the charging current, voltage, and the like.
Although the ratio of the SOC to the rated capacity may be used as the SOC, the ratio of the SOC to the full charge capacity is used here.
【００２０】ＩＧスイッチ３０がオフすると（１０
０）、主制御回路１８はこれに応じてインバータ制御回
路１６に指令を与え、モータ１４への電力供給を遮断さ
せる。また、ＩＧスイッチ３０がオフすることになるた
め、主制御回路１８は時計回路２４に指令を与え、その
計時値をリセットした上で計時を開始させる。When the IG switch 30 is turned off (10
0), the main control circuit 18 gives a command to the inverter control circuit 16 in response thereto, and cuts off the power supply to the motor 14. Further, since the IG switch 30 is turned off, the main control circuit 18 gives a command to the clock circuit 24, resets the clock value thereof, and then starts clocking.
【００２１】主制御回路１８は、さらに、現時点におけ
る主電池１０のＳＯＣをＳＯＣ演算回路２０から入力
し、これを警告しきい値ＳＯＣ０と比較する（１０
２）。警告しきい値ＳＯＣ０は、後述のように主電池１
０の充放電履歴に応じて設定されており、ＳＯＣがその
値を下回った場合には主電池１０を充電すべきであると
見なすことができるような値に設定されている。ＳＯＣ
≧ＳＯＣ０が成立している場合、すなわちＳＯＣが十分
高く充放電履歴上は主電池１０を充電する必要がない場
合には、ＳＯＣはさらに所定値（図では８０％）と比較
される（１０４）。この比較は、ＳＯＣが若干低下して
おり主電池１０が浅い放電状態にあるか否かを判定する
ためのものである。従って、ステップ１０４においてＳ
ＯＣ≧８０％が成立した場合には、充放電履歴でみても
ＳＯＣ値でみても主電池１０を充電する必要がないもの
と見なし得るため、使用者に対する警告なしで、主制御
装置１８の動作が終了する。ステップ１０４においてＳ
ＯＣ＜８０％が成立した場合には、主電池１０が浅い放
電状態にあると考えられるため、主制御回路１８はブザ
ー３８を鳴音させることにより第１段階の警告を発する
（１０６）。例えば、ピ、ピ、ピ、…という断続音を出
力させる。ステップ１０２においてＳＯＣ＜ＳＯＣ０が
成立した場合には、充放電履歴から見て主電池１０を充
電すべきであると認められるため、主制御回路１８はブ
ザー３８を鳴音させることにより第２段階の警告を発す
る（１０８）。例えば、ピーという連続音を１０秒程度
出力させる。The main control circuit 18 further inputs the SOC of the main battery 10 at the present time from the SOC calculation circuit 20, and compares this with the warning threshold SOC 0 (10
2). The warning threshold SOC 0 is the main battery 1 as described later.
It is set according to the charge / discharge history of 0, and is set to a value such that it can be considered that the main battery 10 should be charged when the SOC falls below that value. SOC
When ≧ SOC 0 is satisfied, that is, when SOC is sufficiently high and the main battery 10 does not need to be charged in the charge / discharge history, the SOC is further compared with a predetermined value (80% in the figure) (104). ). This comparison is for determining whether or not the SOC is slightly lowered and the main battery 10 is in a shallow discharge state. Therefore, in step 104, S
When OC ≧ 80% is satisfied, it can be considered that it is not necessary to charge the main battery 10 according to the charge / discharge history and the SOC value. Therefore, the operation of the main control device 18 can be performed without warning the user. Ends. S in step 104
When OC <80% is satisfied, it is considered that the main battery 10 is in a shallow discharge state, and therefore the main control circuit 18 sounds the buzzer 38 to issue the first-stage warning (106). For example, an intermittent sound such as beep, bee, bee, ... Is output. When SOC <SOC 0 is satisfied in step 102, it is recognized from the charge / discharge history that the main battery 10 should be charged, and therefore the main control circuit 18 causes the buzzer 38 to ring to make the second stage. Is issued (108). For example, a continuous beep sound is output for about 10 seconds.
【００２２】このように、使用者が車両から降りるべく
ＩＧスイッチ３０をオフさせた時点で主電池１０が浅い
放電状態にあれば第１段階の警告音が発せられ、充電が
必要ならば第２段階の警告音が発せられることになる。
従って、使用者は警告音の段階に応じて適宜充電操作を
実行できる。すなわち、第１に、使用者は、充電操作を
行うべきであることを警告音によって確実に知ることが
できる。第２に、発せられた警告音が第１段階の警告音
ならば、使用者は、時間的に余裕があるようなら充電操
作を行うといった自由度を持った行動を採ることができ
る。第３に、発せられた警告音が第２段階の警告音なら
ば、使用者は、充電操作を行わなければ主電池１０の寿
命短縮につながることを確実に認識できる。また、使用
者には、鉛蓄電池の特性に関する知識は必要でない。As described above, if the main battery 10 is in a shallow discharge state when the user turns off the IG switch 30 to get out of the vehicle, the first stage warning sound is emitted, and if the main battery 10 needs to be charged, the second sound is emitted. A stage warning sound will be emitted.
Therefore, the user can appropriately perform the charging operation according to the stage of the warning sound. That is, first, the user can surely know from the warning sound that the charging operation should be performed. Secondly, if the emitted warning sound is the warning sound in the first stage, the user can take an action with a degree of freedom such as performing a charging operation if there is time to spare. Third, if the emitted warning sound is the second-stage warning sound, the user can surely recognize that the life of the main battery 10 will be shortened if the charging operation is not performed. Moreover, the user does not need to have knowledge of the characteristics of the lead storage battery.
【００２３】次に、使用者が警告音に応じて、あるいは
自発的に充電操作を行ったとする。すなわち、ＩＧＣＨ
スイッチ３２をオンさせたとする。主制御回路１８は、
これに応じて時計回路２４に指令を与え、計時動作を停
止させると共に、充電制御回路２２に指令を与え充電器
３６による主電池１０の充電を開始させる。充電器３６
は、車両外部から供給される電力を用いて主電池１０を
充電する回路であり、車載としても車外設置としても構
わない。充電制御回路２２は、ＳＯＣ演算回路２０を介
して得られる情報、例えば主電池１０の電圧等に基づき
充電電流値を切換設定し、また充電段階に応じて充電時
間を設定しながら充電動作を実行させる。なお、充電シ
ーケンスとしては各種のものがすでに提案されている。
本実施例はいずれのシーケンスにも適用できる。Next, it is assumed that the user performs the charging operation in response to the warning sound or voluntarily. That is, IGCH
It is assumed that the switch 32 is turned on. The main control circuit 18 is
In response to this, a command is given to the clock circuit 24 to stop the timing operation, and at the same time, a command is given to the charging control circuit 22 to start charging the main battery 10 by the charger 36. Charger 36
Is a circuit for charging the main battery 10 using electric power supplied from the outside of the vehicle, and may be installed in the vehicle or installed outside the vehicle. The charging control circuit 22 switches and sets the charging current value based on the information obtained through the SOC calculation circuit 20, for example, the voltage of the main battery 10, and executes the charging operation while setting the charging time according to the charging stage. Let Various charging sequences have already been proposed.
This embodiment can be applied to any sequence.
【００２４】主制御回路１８は、その後、充電が終了す
るのを待つ。充電終了時におけるＳＯＣが１００％又は
これに十分近接した値である場合（１１０）、主制御回
路１８は充電量積算値Ｑｃ及び放置時間積算値Ｔ０に０
を設定し（１１２）、ステップ１１４に移行する。ステ
ップ１１４においては、主制御回路１８は、次の式に基
づき警告しきい値ＳＯＣ０を求める。この式から明らか
なように、充電量積算値Ｑｃ及び放置時間積算値Ｔ０が
０である場合警告しきい値ＳＯＣ０は最小の値（ほぼ４
０％）となる。The main control circuit 18 then waits for the end of charging. If SOC at end of charging is a value sufficiently close to 100% or to (110), the main control circuit 18 to the charge amount integrated value Q c and standing time integrated value T 0 0
Is set (112), and the process proceeds to step 114. In step 114, the main control circuit 18 calculates the warning threshold SOC 0 based on the following equation. As is clear from this formula, when the charge amount integrated value Q c and the standing time integrated value T 0 are 0, the warning threshold SOC 0 is the minimum value (approximately 4).
0%).
【００２５】[0025]
【数１】ＳＯＣ０［％］＝４０＋ｋ１・（Ｑｃ＋Ａ
ｈ０）／Ａｈ０＋ｋ２・Ｔ０ 但し、Ａｈ０：主電池１０の満充電容量 ｋ１及びｋ２：係数 主制御回路１８は、ＩＧスイッチ３０がオフされるまで
（１００）、前述のモータ制御等を実行する。ＩＧスイ
ッチ３０がオフすると、前述のようにＳＯＣとＳＯＣ０
の比較やＳＯＣと所定値（８０％）の比較、更にはその
結果に応じた警告処理が実行される（１０２〜１０
８）。## EQU1 ## SOC 0 [%] = 40 + k 1. (Q c + A
h 0 ) / Ah 0 + k 2 · T 0 However, Ah 0 : full charge capacity of the main battery 10 k 1 and k 2 : coefficient The main control circuit 18 continues until the IG switch 30 is turned off (100). Executes motor control, etc. When the IG switch 30 is turned off, SOC and SOC 0 as described above.
Is compared, SOC is compared with a predetermined value (80%), and warning processing is executed according to the result (102 to 10).
8).
【００２６】また、主電池１０のＳＯＣが１００％に至
る前にＩＧＣＨスイッチ３２がオフされる等、充電が部
分充電で終了された場合（１１０）、主制御回路１８
は、その後ＩＧスイッチ３０がオンし時計回路２４の計
時動作を終了させた時点で、ＳＯＣ演算回路２０から当
該部分充電の充電電流量Ｉｃ・ｔを、時計回路２４から
放置時間計数値ｔ０を、それぞれ読み込む（１１６）。
ここに、Ｉｃは主電池１０の充電電流でありセンサ３４
により検出され、ｔは充電時間であり充電制御回路２２
から得られる。また時計回路２４は前述のようにＩＧス
イッチ３０及びＩＧＣＨスイッチ３２が共にオフしてい
るときに計時動作を実行しているから、放置時間計数値
ｔ０は充電が終了した後ＩＧスイッチ３０がオンするま
での時間を示している。主制御回路１８は、このように
して読み込んだ充電電流量Ｉｃ・ｔ及び放置時間計数値
ｔ０を、満充電後にリセットされている充電量積算値Ｑ
ｃ及び放置時間積算値Ｔ０にそれぞれ積算し（１１
８）、ステップ１１４を実行する。その結果得られる警
告しきい値ＳＯＣ０の値は満充電終了時のそれよりも大
きくなりまた主電池１０の充放電履歴を反映しているか
ら、使用者による車両の使い方や主電池１０の充電の仕
方を反映した警告が実現される。Further, when charging is completed by partial charging, such as when the IGCH switch 32 is turned off before the SOC of the main battery 10 reaches 100% (110), the main control circuit 18
Is then when the IG switch 30 has terminated the counting operation of the on and the clock circuit 24, the charging current amount I c · t of the partial charge from SOC calculation circuit 20, the standing time count t 0 from the clock circuit 24 Are read respectively (116).
Where I c is the charging current of the main battery 10 and is the sensor 34
Is detected by the charging control circuit 22.
Obtained from Further, since the clock circuit 24 performs the time counting operation when both the IG switch 30 and the IGCH switch 32 are off as described above, the left time count value t 0 indicates that the IG switch 30 is turned on after charging is completed. It shows the time to do. The main control circuit 18 sets the charging current amount I c · t and the standing time count value t 0 read in this way to the charging amount integrated value Q which is reset after the full charge.
c and the standing time integrated value T 0 , respectively (11
8), Step 114 is executed. The value of the warning threshold SOC 0 obtained as a result is larger than that at the end of full charge and reflects the charging / discharging history of the main battery 10, so that the user can use the vehicle and charge the main battery 10 The warning reflecting the method of is realized.
【００２７】なお、図２の制御手順は、鉛蓄電池に限ら
ず、満充電状態に至らない充電状態での放置や部分充電
の繰り返しにより寿命が短縮する性質の電池に広く適用
できる。The control procedure shown in FIG. 2 is not limited to the lead storage battery, but can be widely applied to batteries having a property that the life is shortened by leaving the battery in a charged state that does not reach a fully charged state or repeating partial charging.
【００２８】図３には、主電池１０としてアルカリ蓄電
池、例えばニッケル水素、ニッケルカドミウム、ニッケ
ル金属水素化合物、ニッケル鉄等の各種の電池を使用し
た場合における主制御回路１８の動作の流れが示されて
いる。この種の電池は、浅い放電状態で充放電を繰り返
していると電極に不活性物質であるオキシ水酸化ニッケ
ルが蓄積し（このような現象をメモリー効果という）、
一次的に出力電圧が低下する性質を有している。そのた
め、図３においては、ＩＧスイッチ３０がオフした時点
で（２００）メモリ効果度Ａが警告しきい値Ａ０と比較
され（２０２）、Ａ＞Ａ０が成立した場合、すなわちメ
モリ効果が進行していると見なせる場合に、ＳＯＣが０
となるまで放電させるべき旨の警告音がブザー３８から
発せられる（２０４）。さらに、メモリ効果度Ａは、Ｓ
ＯＣ＝０に至らない放電が行われた場合に（２０６）こ
の放電に係る放電電流量Ｉｄ・ｔの積算値Ｑｄを求め
（２０８）それに所定の係数ｋを乗じて求められる値で
ある（２１０）。完全放電が行われると（２０６）、積
算値Ｑｄは０にリセットされる。従って、この実施例に
おいては、メモリ効果の進行による主電池１０の出力電
圧の低下を回避すべく、使用者に完全放電を行う旨の警
告を降車時点で与えることが可能である。使用者がアル
カリ蓄電池の特性を知っている必要もない。FIG. 3 shows the flow of operation of the main control circuit 18 when an alkaline storage battery such as nickel hydrogen, nickel cadmium, nickel metal hydride, nickel iron, etc. is used as the main battery 10. ing. In this type of battery, when charging and discharging are repeated in a shallow discharge state, nickel oxyhydroxide, which is an inactive substance, accumulates on the electrodes (this phenomenon is called the memory effect),
It has the property that the output voltage drops temporarily. Therefore, in FIG. 3, when the IG switch 30 is turned off (200), the memory effect level A is compared with the warning threshold value A 0 (202), and when A> A 0 is satisfied, that is, the memory effect progresses. If it can be considered that the SOC is 0,
The buzzer 38 emits a warning sound indicating that the battery should be discharged until it becomes (204). Furthermore, the memory effect level A is S
When a discharge that does not reach OC = 0 is performed (206), an integrated value Q d of the discharge current amount I d · t related to this discharge is obtained (208), which is a value obtained by multiplying it by a predetermined coefficient k. (210). When the complete discharge is performed (206), the integrated value Q d is reset to 0. Therefore, in this embodiment, it is possible to give a warning to the user at the time of getting off the vehicle, in order to avoid a decrease in the output voltage of the main battery 10 due to the progress of the memory effect. It is not necessary for the user to know the characteristics of the alkaline storage battery.
【００２９】[0029]
【発明の効果】以上説明したように、本発明の第１の構
成によれば、満充電状態に至らない充電状態での放置及
び／又は部分充電の繰り返しを原因とする電池の寿命短
縮の可能性を電池の充放電履歴に基づき評価し、その結
果に基づき降車の際使用者に満充電の必要性を警告する
ようにしたため、使用者が適切なタイミングで充電操作
を実行可能となる。その結果、電池の寿命を延ばして電
気自動車の経済性を高めることができる。加えて、電池
の充放電履歴は電池のＳＯＣの挙動検出や充電制御状態
に基づき知ることができ、また使用者の降車はイグニッ
ションスイッチの状態等に基づき知ることができるか
ら、上述の構成を実施するに際して新たなハードウエア
の追加は必要でない。As described above, according to the first configuration of the present invention, it is possible to shorten the life of the battery due to repeated leaving and / or partial charging in a charged state that does not reach the fully charged state. Is evaluated based on the charge / discharge history of the battery, and the user is warned of the necessity of full charge when getting off the vehicle based on the result, so that the user can execute the charging operation at an appropriate timing. As a result, the battery life can be extended and the economy of the electric vehicle can be improved. In addition, the charge / discharge history of the battery can be known based on the SOC behavior detection of the battery and the charge control state, and the user's exit can be known based on the state of the ignition switch. No additional hardware is needed to do this.
【００３０】また、本構成によれば、満充電状態に至ら
ない充電状態での放置時間の積算値と部分充電に係る電
流量の積算値の和が大きい場合に、電池の寿命短縮の可
能性が大であると評価するようにしたため、個々の使用
者による電池の使い方や充電の仕方を織り込んだ柔軟で
正確な評価が可能になる。Further, according to this configuration, the life of the battery may be shortened when the sum of the integrated value of the standing time and the integrated value of the current amount related to the partial charge in the charged state which does not reach the full charged state is large. Since it is evaluated as large, it is possible to make a flexible and accurate evaluation that incorporates how to use and charge the battery by individual users.
【００３１】さらに、本構成によれば、電池の充放電履
歴に基づき警告しきい値を設定し電池のＳＯＣが警告し
きい値を下回った場合に電池の寿命短縮の可能性が大で
あると評価するようにしたため、ＳＯＣ低下の検出と同
様の処理により実現できる。本発明の第２の構成によれ
ば、完全放電に至らない放電の繰り返しを原因とする電
池の寿命短縮の可能性を電池の充放電履歴に基づき評価
し、その結果に基づき降車の際使用者に完全放電の必要
性を警告するようにしたため、使用者が完全放電操作を
適切なタイミングで実行できる。従って、電池の寿命を
延ばして電気自動車の経済性を高めることができる。加
えて、電池の充放電履歴は電池のＳＯＣの挙動検出や充
電制御状態に基づき知ることができ、また使用者の降車
はイグニッションスイッチの状態等に基づき知ることが
できるから、上述の構成を実施するに際して新たなハー
ドウエアの追加は必要でない。Further, according to this configuration, the warning threshold value is set on the basis of the charge / discharge history of the battery, and when the SOC of the battery falls below the warning threshold value, the life of the battery is likely to be shortened. Since the evaluation is performed, it can be realized by the same process as the detection of the SOC decrease. According to the second configuration of the present invention, the possibility of shortening the life of the battery due to repeated discharge that does not reach complete discharge is evaluated based on the charge / discharge history of the battery, and based on the result, the user at the time of getting off the vehicle Since the user is warned that the full discharge is necessary, the user can perform the full discharge operation at an appropriate timing. Therefore, the battery life can be extended and the economical efficiency of the electric vehicle can be improved. In addition, the charge / discharge history of the battery can be known based on the SOC behavior detection of the battery and the charge control state, and the user's exit can be known based on the state of the ignition switch. No additional hardware is needed to do this.
【図１】本発明の一実施例に係る装置の構成を示すブロ
ック図である。FIG. 1 is a block diagram showing a configuration of an apparatus according to an embodiment of the present invention.
【図２】主電池として鉛蓄電池を用いた場合に主制御回
路が実行するブザー制御動作を示すフローチャートであ
る。FIG. 2 is a flowchart showing a buzzer control operation executed by a main control circuit when a lead storage battery is used as a main battery.
【図３】主電池としてニッケル金属化合物蓄電池を用い
た場合に主制御回路が実行するブザー制御動作を示すフ
ローチャートである。FIG. 3 is a flowchart showing a buzzer control operation executed by a main control circuit when a nickel metal compound storage battery is used as a main battery.
１０ 種電池 １８ 主制御回路 ２２ 充電制御回路 ２４ 時計回路 ２６ 制御部 ３０ ＩＧスイッチ ３２ ＩＧＣＨスイッチ ３６ 充電器 ３８ ブザー 10 type battery 18 main control circuit 22 charging control circuit 24 clock circuit 26 control unit 30 IG switch 32 IGCH switch 36 charger 38 buzzer
───────────────────────────────────────────────────── フロントページの続き (72)発明者 小林 徹也 愛知県刈谷市昭和町１丁目１番地 日本電 装株式会社内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tetsuya Kobayashi 1-1-1, Showa-cho, Kariya city, Aichi prefecture Nihon Denso Co., Ltd.
Claims (4)
に至らない充電状態での放置及び／又は部分充電の繰り
返しを原因とする電池の寿命短縮の可能性を評価する手
段と、 操縦者又は同乗者が降車しようとしている場合に、上記
可能性が大である場合に操縦者又は同乗者に満充電の必
要性を知らせる警告を発する手段と、 を備え、 上記原因によりその寿命が短縮される性質の電池を走行
電力源として用いた電気自動車に搭載されることを特徴
とする管理装置。1. A means for evaluating the possibility of shortening the life of a battery based on the charge / discharge history of the battery, which is caused by leaving the battery in a charged state that does not reach a fully charged state and / or repeating partial charging, and an operator. Or, when a passenger is about to get off, there is provided a means for issuing a warning notifying the operator or passenger that a full charge is necessary when the above possibility is high. A management device, which is installed in an electric vehicle using a battery having a property as a traveling power source.
部分充電に係る電流量の積算値の和が大きい場合に、電
池の寿命短縮の可能性が大であると評価することを特徴
とする管理装置。2. The management device according to claim 1, wherein the life of the battery is shortened when the sum of the integrated value of the standing time and the integrated value of the current amount related to the partial charge in the charged state that does not reach the fully charged state is large. A management device characterized by being evaluated as having a high possibility.
の残存容量が警告しきい値を下回った場合に電池の寿命
短縮の可能性が大であると評価することを特徴とする管
理装置。3. The management device according to claim 1, wherein a warning threshold value is set based on a charge / discharge history of the battery, and the life of the battery may be shortened when the remaining capacity of the battery falls below the warning threshold value. A management device characterized by being evaluated as being large.
至らない放電の繰り返しを原因とする電池の寿命短縮の
可能性を評価する手段と、 操縦者又は同乗者が降車しようとしている場合に、上記
可能性が大である場合に操縦者又は同乗者に完全放電の
必要性を知らせる警告を発する手段と、 を備え、 上記原因によりその寿命が短縮される性質の電池を走行
電力源として用いた電気自動車に搭載されることを特徴
とする管理装置。4. A means for evaluating the possibility of shortening the life of a battery due to repeated discharge that does not result in complete discharge, based on the charge / discharge history of the battery, and a method for assessing the possibility that the operator or passenger is about to get off the vehicle. , A means for issuing a warning to the operator or passenger when the above possibility is high to notify the necessity of a complete discharge, and a battery of a nature whose life is shortened due to the above causes is used as a running power source. A management device that is installed in an electric vehicle that has been used.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27391494A JP3197439B2 (en) | 1994-11-08 | 1994-11-08 | Battery management device for electric vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27391494A JP3197439B2 (en) | 1994-11-08 | 1994-11-08 | Battery management device for electric vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08140205A true JPH08140205A (en) | 1996-05-31 |
| JP3197439B2 JP3197439B2 (en) | 2001-08-13 |
Family
ID=17534333
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27391494A Expired - Fee Related JP3197439B2 (en) | 1994-11-08 | 1994-11-08 | Battery management device for electric vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3197439B2 (en) |
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| WO2014167924A1 (en) * | 2013-04-12 | 2014-10-16 | 日産自動車株式会社 | Apparatus and method for controlling power generation of vehicle |
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