JP3361430B2 - In-vehicle battery control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is applied to an electric vehicle that uses an electric motor as driving power. The present invention relates to charge / discharge control of a vehicle-mounted rechargeable battery. The present invention was developed for a hybrid car that uses both an internal combustion engine and an electric motor as driving power, but is widely used in automobiles in which a rechargeable battery is mounted in the vehicle and this battery energy is used for driving. can do.

[0002]

2. Description of the Related Art The applicant of the present application develops, manufactures and sells a hybrid car which uses an internal combustion engine and an electric motor together under the name of HIMR. In this automobile, a three-phase AC cage induction machine is connected to the crankshaft of an internal combustion engine, a large battery is mounted on the vehicle, and the battery and the cage induction machine are connected by a bidirectional inverter, The inverter is configured to be controlled by a program control circuit (see WO88 / 06107).

In this device, when the vehicle accelerates, the rotating magnetic field applied to the squirrel cage induction machine is controlled so that the squirrel cage induction machine becomes an electric motor, and when the vehicle decelerates, the rotating magnetic field applied to the squirrel cage induction machine is controlled. The squirrel cage induction machine is controlled to become a generator. When the squirrel cage induction machine is used as an electric motor, the battery is discharged, and when it is used as a generator, the battery is charged, that is, regenerative braking is performed.

This device is mounted on a large-sized bus and is put to practical use for a route bus in an urban area and a mountain climbing bus in an area where it is necessary to minimize environmental pollution. On the other hand, in recent years, environmental pollution caused by exhaust from internal combustion engines of automobiles has become a big problem, and even if the price of automobiles is high and the fuel is a little expensive, most automobiles running in urban areas can be electric vehicles. Was discussed.

In the HIMR, a battery compartment is provided in a vehicle, and a battery having a terminal voltage of 12 V, which can be obtained at a low cost by mass production, is used as a unit cell, and 25 unit batteries are mounted in the battery compartment and electrically connected in series. The total terminal voltage is 12V × 25 =
It is used as a battery configured to supply 300V to supply energy for traveling.

Here, the "unit battery" is a unit which constitutes a battery for supplying traveling energy by connecting a large number of batteries in series. For example, in the case of lead batteries,
The minimum terminal voltage of a unit battery is 2V due to its chemical nature, but generally, a battery in which a plurality of 2V batteries are connected in series and housed in one housing is commercially available. For example, in the case of a lead battery, the terminal voltage of the unit battery is 2V, 4V, 6V,
12V, 24V, etc. For batteries other than lead batteries, the terminal voltage of a unit battery is determined by its chemical properties and the number of batteries connected in series.

The applicant of the present application has filed an international patent application (PCT / JP96 / 00966, which has not been published at the time of filing this application) for monitoring the unit battery.

[0008]

SUMMARY OF THE INVENTION
We were able to obtain a number of running and maintenance records for IMR vehicles. The battery deteriorates as the charge and discharge are repeated. Therefore, the battery needs to be replaced at a certain time. However, in the related art, the life of the battery is not taken into consideration for the charge and discharge control. That is, conventionally, charging / discharging control of the battery of the electric vehicle is configured to be performed according to the running condition of the electric vehicle, and the state of the battery at that time is taken into the control device, and the state of the battery is taken into consideration. It wasn't.

More specifically, assuming that the standard terminal voltage of the battery is 300 V as described above, when the battery is charged by regenerative braking, the terminal voltage has hitherto been a predetermined limit value (for example, 380 V). If the value exceeds the limit, the battery may be damaged, so control is performed so that the value does not exceed the limit value. However, this limit value is actually a safe value when the battery charge is large (when full), and when the charge is small (empty), efficient charging is possible even if the terminal voltage is further increased. It can be carried out. This means that when the brake pedal is depressed and in a braking state, the energy that is dissipated as frictional heat of the brake shoe can be used as energy that is further charged and reduced in the battery by regenerative braking.

The same applies to a hybrid vehicle when the accelerator pedal is depressed and the vehicle is in an accelerating state. That is, the required torque is shared between the internal combustion engine and the electric motor when the vehicle is in an accelerating state. However, even when the accelerator pedal has the same stroke (the same torque), when the amount of charge of the battery at that time is large ( When the battery is full, the discharge current is increased to reduce the load on the internal combustion engine. When the battery charge is low (when the stomach is empty), the battery load is reduced to reduce the internal combustion engine load. You should be able to control as much as you want.

From a more detailed observation, when discharging, for example, 25 unit batteries connected in series, the energy is 2
It was found that the five unit cells were not uniformly discharged. Even when charging is performed, not all unit batteries are uniformly charged. From the electrical characteristics, it is easy to understand that the internal resistance (R) of each unit battery is not uniform. The current (I) is uniform because it is connected in series, but the energy of charging or discharging (I ² R) per unit time is the same for both charging and discharging.
Is not uniform. A unit battery having a high internal resistance has a terminal voltage higher than that of other unit batteries during charging, and conversely has a terminal voltage lower than that of other unit batteries during discharging. If this is actually done evenly and the charging / discharging is repeatedly performed at the standard voltage or rated voltage of the entire battery, the battery with high internal resistance will be insufficiently charged at the time of charging, and only the unit battery will be deteriorated at an accelerated rate. Become. In addition, a unit battery with a high internal resistance will have a different temperature from other unit batteries due to its higher battery temperature even if it is charged and discharged by series connection, and only that unit battery will deteriorate first. Become.

That is, determining the maximum value of the charging current or the maximum value of the discharging current according to not only the condition of the entire battery but also the condition of each individual unit battery is an important factor for extending the battery life. I understood it.

The inventor has made various attempts such as accommodating the same production lot of unit batteries in one battery chamber. Among new cars, even if the unit batteries have the same characteristics,
It was found that when the vehicle is used for a long time, the characteristics vary, and uneven deterioration is accelerated. In general,
The batteries are not replaced for each unit battery but are replaced all at once. Therefore, controlling the entire battery under uniform conditions is obviously the cause of shortening the battery life. The heavy use and disposal of a large amount of batteries is a new cause of environmental pollution.

The present invention has been made against such a background. The charging / discharging current of a battery is controlled so as to improve its efficiency and increase the service life of the battery while observing the state of the battery. The purpose is to The present invention aims to increase the overall life of the battery. The present invention aims to regenerate as much energy as is lost by a brake. SUMMARY OF THE INVENTION It is an object of the present invention to provide a control device in which even if there is a variation in the characteristics of a unit battery, the variation will not be enlarged by long-term use. The present invention aims to reduce the battery cost of an electric vehicle. The present invention aims to simplify battery maintenance.

[0015]

The present invention sets a maximum value of a charging current or a maximum value of a discharging current according to the charging / discharging state of each unit battery mounted on a vehicle, and charges according to the value. It is characterized by performing control.

That is, a first aspect of the present invention is to provide a multi-phase alternating current rotating machine connected to a drive device of a vehicle, a battery mounted on the vehicle and an alternating current direct current provided between the multi-phase alternating current rotating machine. Alternatively, an inverter that performs DC / AC conversion, a speed sensor that detects the traveling speed of the vehicle, a rotation sensor that detects the rotation speed of the drive device, and the inverter is controlled according to the outputs of the speed sensor and the rotation sensor. A program control circuit is provided, and a current sensor for detecting a charge / discharge current (i) of the battery is provided. The program control circuit has a time integrated value I I = ∫idt + C (C is a value of the charge / discharge current (i). Means for calculating an integral constant corresponding to the initial charge amount, and a charging current to the battery during regenerative braking and discharge during traveling driving according to a function of the time integral value. Characterized by comprising means for controlling the flow.

The battery is provided with a battery sensor including means for detecting its temperature (θ), and the function of the integrated value is ηI when the charging efficiency of the battery is η, and this efficiency η is a function of the temperature ( η (θ)) is desirable.

The program control circuit uses a speed sensor to drive the vehicle, and a rotation sensor to drive the vehicle (internal combustion engine).
The rotation speed and the charging / discharging current (i) of the battery from the current sensor are taken in as a detection signal, and the inverter is controlled according to the detection signal. The inverter performs AC / DC conversion or DC / AC conversion between a battery mounted on a vehicle and a multi-phase AC rotating machine connected to a drive device (internal combustion engine).

In the course of this charging / discharging control, the time integral value I of the charging / discharging current (i) is calculated, and the charging current to the battery at the time of regenerative braking and the driving current at the time of traveling are calculated according to the function of this time integral value I. Control the discharge current.

In the case of an electric vehicle, if the time integrated value I calculated for the discharge current (i) exceeds a predetermined value (for example, as shown by the shaded area in FIG. 10A), it is generated by braking. A large amount of the generated electric energy is regenerated in the battery. If the time integrated value I calculated for the discharge current (i) is less than or equal to a predetermined value, it means that the battery is in a substantially charged state (for example, as shown by the hatched portion in FIG. 6B). Energy is regenerated by limiting the energy so that it is not overcharged.

In the case of a hybrid vehicle (HIMR), if the time integrated value I calculated for the charging current (i) exceeds a predetermined value (charging state) (eg, FIG. 11).
(As indicated by the hatched line in (a)), the electric energy regenerated and accumulated is supplied to the multi-phase AC rotating machine, and the driving torque is increased in the driving device as an electric motor. If the time integrated value I calculated for the charging current (i) is less than or equal to a predetermined value (for example, as shown in FIG. 6B, the charging is insufficient), the electric power to the multi-phase AC rotating machine is reduced. Limit the supply of energy.

Thus, by constantly observing the charging / discharging state of the battery and controlling the charging / discharging according to the situation,
The battery life can be increased and the energy lost by the brake is regenerated as much as possible.
By such control, it is possible to prevent the dispersion of individual unit batteries from expanding due to long-term use.

Since the characteristics of the battery change depending on the temperature, if a battery sensor including a means for detecting the temperature (θ) is provided, the charging efficiency η of the battery is used as a function of the temperature (η (θ)) to change the charging / discharging current. Since the time integrated value I for (i) can be used as the control information ηI including the influence of the temperature change,
Charge / discharge control can be performed more accurately and precisely.

A second aspect of the present invention is characterized in that the interface circuit between the battery sensor and the program control circuit includes means for transmitting the sensor output information by a radio signal. It is preferable that the program control circuit includes means for individually detecting a terminal voltage of the unit battery, and the program control circuit includes means for controlling a charging current during regenerative braking according to the terminal voltage. Further, it is preferable that the battery sensor includes a unit that individually detects a terminal voltage of the unit battery, and the program control circuit includes a unit that controls a discharge current during traveling driving according to the terminal voltage.

The battery sensor provided in each unit battery is provided with a wireless transmitter, and the wireless receiver for receiving the electromagnetic wave from the transmitter is provided, whereby the battery information detected by the battery sensor can be transmitted by a wireless signal. it can. When the battery sensor individually detects the terminal voltage of the unit battery and wirelessly transmits that information, the program control circuit captures that information via the wireless receiver and displays the charging current during regenerative braking and the discharging current during running driving. Control is performed according to the detected terminal voltage.

[0026]

DETAILED DESCRIPTION OF THE INVENTION

[0027]

Embodiments of the present invention will now be described with reference to the drawings.

(First Embodiment) FIG. 1 is a block diagram showing the arrangement of the essential parts of the first embodiment of the present invention.

In the first embodiment of the present invention, a multi-phase AC rotating machine 2 connected to a vehicle drive device (internal combustion engine) 1, a battery 3 mounted on the vehicle, and the multi-phase AC rotating machine 2 are provided. Inverter 4 for AC / DC or DC / AC conversion
A speed sensor 5 for detecting the traveling speed of the vehicle, a rotation sensor 6 for detecting the rotation speed of the drive device 1, and a program control circuit 7 for controlling the inverter 4 according to the outputs of the speed sensor 5 and the rotation sensor 6. , A current sensor 8 for detecting the charging / discharging current (i) of the battery 3, and the program control circuit 7 has a time integrated value I I = ∫idt + C (C is an initial charging amount) for the charging / discharging current (i). And a means for controlling the charging current to the battery 3 during regenerative braking and the discharging current during traveling driving according to the function of the time integral value. The battery 3 is provided with a battery sensor 10 including means for detecting its temperature (θ), and the function of the integrated value is ηI when the charging efficiency of the battery is η, and this efficiency η is a function of the temperature ( η (θ)).

The speed sensor 5, the rotation sensor 6 and the battery sensor 10 are connected to the program control circuit 7 via the interface circuit 9. Although omitted in FIG. 1, the program control circuit 7 includes an accelerator sensor, a gear position sensor, a brake sensor, a generator temperature sensor,
The clutch sensor is connected.

A capacitor 31 is connected to the output side of the inverter 4, and a detection circuit 32 for detecting the output voltage of the inverter 4 is connected to the battery 3. A DC / DC converter 34 is connected to the battery 3 via a cutoff switch 33. The battery sensor 10 is a temperature detector (thermistor).
It is built in and is attached to the box of one of many unit batteries.

FIG. 2 is a diagram showing the charging efficiency according to the first embodiment of the present invention. The charging efficiency η of the battery 3 changes depending on the temperature as shown in FIG. The value becomes smaller as the temperature becomes lower and becomes larger as the temperature rises. Therefore, even if the same charging current is supplied to the battery 3 for a certain period of time, the amount of charge varies depending on the temperature at that time. The present invention takes in the battery temperature from one of a large number (for example, 25) of batteries 3 connected in series, regards this as the temperature of the entire high-voltage battery, and determines the charging efficiency η at that temperature as the charging current (i ), The charge current during regenerative braking and the discharge current during traveling driving are controlled according to the value of ηI multiplied by the time integral value I calculated for

The operation of the first embodiment of the present invention thus constructed will now be described.

While the vehicle is traveling, the battery 3 is constantly discharged and the battery 3 is charged as shown in FIG. 3A, and the charge amount of the battery 3 changes with time as shown in FIG. 3B. Fluctuates.

Normally, when the braking force is generated in the rotary system, the program control circuit 7 is smaller than the actual rotation speed of the rotor portion of the multi-phase AC rotary machine 2 detected by the rotation sensor 6 (for example, 97). %, Slip-3%) to apply a rotating magnetic field to the stator portion of the multi-phase AC rotating machine 2.
Generate a control signal to the. At this time, the multi-phase AC rotating machine 2 operates as a generator, and the generated electrical energy is converted into DC energy by the inverter 4 and supplied to the battery 3 as a charging current.

When the driving force is applied to the rotating system, the program control circuit 7 causes the rotating magnetic field (for example, 102) at a speed higher than the actual rotating speed of the rotor portion of the multi-phase AC rotating machine 2 detected by the rotation sensor 6. %, Slip + 2%), and a control signal is generated for the inverter 4 so as to give the stator portion of the multi-phase AC rotating machine 2. At this time, a direct current is taken out from the battery 3, converted into a multi-phase alternating current by the inverter 4 and supplied to the multi-phase alternating current rotating machine 2, and an auxiliary driving force is given to the drive device (internal combustion engine) 1 as an electric motor.

The feature of the present invention resides in that the charging / discharging current is controlled while observing the state of the battery 3 in such charging / discharging control. That is, the program control circuit 7 takes in the discharge current (i) of the battery 3 detected by the current sensor 8, the temperature of the battery 3 detected by the battery sensor 10 and the terminal voltage (V) detected by the detection circuit 32, and the battery 3 The time integrated value I I = ∫idt + C (ampere hour) of the charging / discharging current (i) is calculated. C indicates an integration constant corresponding to the initial charge amount. The charged energy is I × V (Watt Hour).

The time integrated value I is multiplied by the battery efficiency η which is a function of the battery temperature to supply a charging current to the battery 3 during regenerative braking and to the multi-phase AC rotating machine 2 during driving. The supply of the discharge current is controlled to be performed within the allowable range of the predetermined charge amount. That is, as shown in FIG. 3B, when the charge amount of the battery 3 exceeds the upper limit of the allowable range, overcharging occurs, so charging is limited, and when the charge amount falls below the lower limit of the allowable range. Limits the discharge to the multi-phase AC rotating machine 2.

Deterioration of the unit batteries constituting the battery is different from each other. Therefore, each unit battery is equipped with a battery sensor,
The charging / discharging current (i) of each unit battery is detected, the time integration value I is calculated, and the charging current to the battery at the time of regenerative braking and the discharge current at the time of traveling driving are calculated according to the function of the time integration value I. Can be controlled.

Here, an embodiment in which a battery sensor is provided for each unit battery will be described. FIG. 4 is a block diagram showing a configuration in the case where a battery sensor is provided for each unit battery in the first embodiment of the present invention, and FIG. 5 is a unit battery in which a battery sensor is provided for each unit battery in the first embodiment of the present invention. It is a perspective view which shows the structure of.

In this example, a large number n (25 pieces) of unit cells 11 having a voltage of 12 V are connected in series.
The battery sensor 10 is connected between the (+) terminal 11a and the (−) terminal 11b of the above through a pair of connecting tools 12. (+) Terminal 11a and (-) terminal 11 of each unit battery 11
b is connected by a connection cable 14.

Each of the battery sensors 10 has means for detecting the battery temperature (θ), the (+) terminal 11a,
(-) voltage is first set value between the terminals 11b (V ₁₎ first light-emitting display circuit 13a and the second setting value that the light-emitting display when less is (V ₂₎ the first when exceeded A light emitting display circuit 13 including a second light emitting display circuit 13b that performs light emission display in a color different from that of the light emitting display circuit 13a is provided.

FIG. 6 is a perspective view showing a mounted state of the high voltage battery in the first embodiment of the present invention. Unit battery 11 described above
Is housed in a battery carrier 21 inside a battery chamber provided in the lower center of the vehicle body, and is shielded from the outside by an opening / closing door 22.

In the case of this example, the program control circuit 7
Takes the detection output from each unit battery 11, calculates the time integrated value I of the charge / discharge current (i) detected by the current sensor 8, and changes the temperature of the unit battery 11 according to the function of the time integrated value I. The charge / discharge current including the charging efficiency η is controlled.

At the same time, the program control circuit 7 turns on the first light emitting display circuit 13a in red when the terminal voltage of each unit battery 11 is equal to or lower than the first set value (V ₁ ) because of insufficient charging. When the terminal voltage exceeds the second set value (V ₂ ), the second light-emitting display circuit 13b is turned on in green because it is in a charged state, and the charge state of each unit battery 11 is displayed. .

(Second Embodiment) FIG. 7 is a block diagram showing the arrangement of the essential parts of a second embodiment of the present invention.

In the second embodiment of the present invention, the interface circuit 9 between the battery sensor 10 and the program control circuit 7 in the first embodiment includes means for transmitting the sensor output information by a radio signal. 10 includes means for individually detecting the terminal voltage of the unit battery 11, and the program control circuit 7 includes means for controlling the charging current during regenerative braking according to this terminal voltage and the discharging current during traveling driving. And means for controlling the voltage in accordance with the terminal voltage.

As a means for transmitting by radio signal, each unit battery 11 is provided with a transmitter 15, and a radio for demodulating the output detected by the battery sensor 10 by receiving the electromagnetic waves radiated from the transmitter 15 and propagating in the space. A receiver 17 is provided.

The battery sensor 10 is included in the transmitter 15. The transmitter 15 includes an oscillator 16 for radiating an electromagnetic wave modulated according to the detection output of the battery sensor 10 into space.
A light emitting display circuit 13 is provided to indicate whether the unit battery 11 is abnormal or normal according to the detection output of the battery sensor 10. The light emitting display circuit 13 is provided with a first light emitting display 13a and a second light emitting display 13b as in the first embodiment. An optical display means 18 for displaying the demodulated output is connected to the wireless receiver 17.

FIG. 8 is a perspective view showing the structure of a unit battery according to the second embodiment of the present invention. The transmitter 15 is detachably attached to the unit battery 11 by the bracket 19. The oscillator 16 in the transmitter 15 has a (+) terminal 11
Means for stopping the oscillation of the electromagnetic wave when the voltage between the a and (-) terminals 11b exceeds the set value and for starting the oscillation of the electromagnetic wave when the voltage becomes equal to or lower than the set value.

FIG. 9 is a perspective view showing a mounted state of the high-voltage battery according to the second embodiment of the present invention. The unit batteries 11 are connected in series, and are housed by a battery carrier 21 in a battery chamber provided in the lower center of the vehicle body as in the first embodiment. In the vicinity of the battery carrier 21, the wireless receiver 17,
The optical display unit 18 and the cutoff switch 33 are arranged, and the battery carrier 21 and the outside are shielded by the opening / closing door 22. The cutoff switch 33 is operated by an operator to perform maintenance, and disconnects the battery from the inverter 4 and the ground. Radio receiver 17 and optical display means 18
Can also be placed in the driver's seat, in which case the radio receiver 1
7 and the power source are connected by an antenna cable.

The battery sensor 10 individually detects the terminal voltage of the unit battery 11, and when any one of the terminal voltages of the unit batteries 11 indicates a predetermined value or less, the detected output is generated by the oscillator 1
6 and the oscillator 16 oscillates an electromagnetic wave according to the detected output. This electromagnetic wave is received by the wireless receiver 17, demodulated, and its output is sent to the optical display means 18. Upon receiving this output, the optical display means 18 lights up in red and notifies that any one of the unit batteries 11 has an abnormal state. At this time, the light emitting display circuit 13 also operates in the same manner as in the first embodiment, and the first light emitting display circuit 13a and the second light emitting display circuit 13b are turned on.

The program control circuit 7 includes a battery sensor 10
In response to the detected output from, the charging current during regenerative braking is controlled according to the detected terminal voltage, and the discharging current during traveling is controlled according to the terminal voltage.

As described above, the voltage detection operation is performed by the unit battery 11
Each of the battery carriers 2 is automatically and individually performed. Therefore, when the notification is given by turning on the optical display means 18, the opening / closing door 22 can be simply opened.
It is possible to confirm which unit battery 11 is in an abnormal state without pulling out 1. Abnormal unit battery 1
When 1 is replaced, the terminal voltage exceeds a predetermined value, so that the oscillator 16 stops the oscillation of electromagnetic waves.

[0055]

As described above, according to the present invention, the charging / discharging of the battery for supplying the energy for driving the automobile is controlled while observing the state of the battery to improve its efficiency and the service life of the battery. Can be increased. Also,
The energy lost by the brake can be regenerated as much as possible, and even if there are variations in the characteristics of the unit batteries, it is possible to prevent the variations from expanding due to long-term use. Further, it is possible to reduce the cost of the battery mounted on the vehicle and simplify the maintenance of the battery.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a main part of a first embodiment of the present invention.

FIG. 2 is a diagram showing charging efficiency according to the first embodiment of the present invention.

FIG. 3A is a diagram for explaining a charge / discharge state of a battery according to the first embodiment of the present invention, and FIG. 3B is a diagram for explaining a change in charge amount.

FIG. 4 is a block diagram showing a configuration in the case where a battery sensor is provided for each unit battery in the first embodiment of the present invention.

FIG. 5 is a perspective view showing a configuration of a unit battery when a battery sensor is provided for each unit battery in the first embodiment of the present invention.

FIG. 6 is a perspective view showing a mounted state of the high-voltage battery in the first embodiment of the present invention.

FIG. 7 is a block diagram showing a configuration of a main part of a second embodiment of the present invention.

FIG. 8 is a perspective view showing a configuration of a unit battery according to a second embodiment of the present invention.

FIG. 9 is a perspective view showing a mounted state of a high voltage battery according to a second embodiment of the present invention.

10 (a) and 10 (b) are views for explaining regeneration of electric energy generated by electric braking.

11A and 11B are views for explaining generation of drive torque by electric discharge.

[Explanation of symbols]

1 Drive device (internal combustion engine) 2 Multi-phase AC rotating machine 3 batteries 4 inverter 5 speed sensor 6 Rotation sensor 7 Program control circuit 8 Current sensor 9 Interface circuit 10 Battery sensor 11 unit battery 11a (+) terminal 11b (-) terminal 12 Connection tool 13 Light emitting display circuit 13a First light emitting display circuit 13b Second light emitting display circuit 14 Connection cable 15 transmitter 16 oscillators 17 wireless receiver 18 Optical display means 19 bracket 21 battery carrier 22 Door 31 capacitor 32 detection circuit 33 Break switch 34 DC / DC converter

Continuation of front page (56) Reference JP-A-5-316658 (JP, A) JP-A-7-163008 (JP, A) JP-A-4-368401 (JP, A) JP-A-7-230830 (JP , A) JP-A-9-129272 (JP, A) JP-A-8-289401 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 3/00 B60K 6/04 B60L 11/14

Claims (3)

(57) [Claims] 1. A multi-phase alternating current circuit connected to a vehicle drive unit.
A turning machine, a battery mounted on the vehicle, and this multi-phase AC rotating machine
Is installed between the
Converter and a speed sensor that detects the running speed of this vehicle
And a rotation sensor that detects the rotation speed of the drive device,
According to the output of the speed sensor and the rotation sensor
And a program control circuit for controlling the inverter.
e, Equipped with a current sensor that detects the charging / discharging current (i) of the battery
e, The program control circuit is connected to the charge / discharge current (i).
And its time integration value I I = ∫idt + C (C is an integration constant corresponding to the initial charge) According to the means of calculating
Charging current to the battery during regenerative braking and driving during running
Equipped with means for controlling discharge current, A battery cell including means for detecting the temperature (θ) of the battery.
Sensor, When the charging efficiency of the battery is η, the function of the integral value is η
I, and this efficiency η is a function of the temperature (η (θ))
And An interface between the battery sensor and the program control circuit
In the interface circuit, the sensor output information is converted into a wireless signal.
Including means to better communicate In-vehicle battery control characterized by
Your device. 2. The battery sensor is a terminal voltage of a unit battery.
And a program control circuit including means for individually detecting
Controls the charging current during regenerative braking according to this terminal voltage.
The vehicle-mounted battery control device according to claim 1 , further comprising : 3. The battery sensor is a terminal voltage of a unit battery.
And a program control circuit including means for individually detecting
Controls the discharge current during driving according to this terminal voltage.
Control apparatus for vehicle batteries according to claim 1 further comprising a means that.