JP6791345B2 - Operation mode control device, mobile body - Google Patents

Description

The present invention, the operation mode control equipment, relating to moving body.

Conventionally, general commercial batteries such as lithium ion batteries and nickel-hydrogen batteries are often used for moving bodies capable of hybrid driving such as PHEV (Plug-in Hybrid Electric Vehicle) and HEV (Hybrid Electric Vehicle). Has been done.

However, in conventional lithium-ion batteries and nickel-metal hydride batteries, when the SOC decreases, the output of the battery decreases significantly, and the motor drive capability decreases. As a result, sufficient assist performance by the battery cannot be obtained, and there are drawbacks such as poor fuel consumption. Further, in HEV, it is necessary to secure the output and assist with as few batteries as possible, so the batteries must be used on the high SOC side. As a result, there are drawbacks such as severe storage deterioration of the battery and shortening of the battery life. Here, SOC (State Of Charge) is the remaining capacity of the battery.

For example, in PHEV, EV running (running by driving only the motor with a battery without using an engine) on the high SOC side of the battery (region with high SOC) and HEV running on the low SOC side (region with low SOC). (Running with both engine and motor). Therefore, for example, when the vehicle is running on an EV with a PHEV, the SOC decreases and the battery output decreases significantly, and when the motor drive capacity decreases and the engine needs to be started, the battery output is deprived for the engine start. The motor drive capacity is further reduced.

Therefore, in order to improve this problem, a technique has been proposed in which the output of the battery is prioritized even if the SOC is lowered and the timing of starting the engine is delayed.

However, the above technique cannot fundamentally solve the insufficient output of the battery when the SOC is lowered. Therefore, the above-mentioned technology cannot eliminate the drawbacks of a decrease in the running performance of the vehicle, a decrease in fuel consumption, and a decrease in the life of the battery mounted on the vehicle.

The present invention has been made in view of the above, and an operation mode control device capable of improving the running performance and fuel efficiency of a moving body capable of hybrid running and extending the life of a battery mounted on the moving body. The challenge is to provide.

This operation mode control device is an operation mode control device that controls the operation mode of a moving body including a battery, a motor operated by electric power supplied from the battery, and an engine, and operates only by the motor. The switching between the first mode and the second mode in which the motor and the engine are operated in combination can be controlled, and the battery is an electrode having a plurality of materials having different output characteristics with respect to the battery voltage. The remaining capacity vs. output characteristic having a first minimum value, a maximum value on the residual capacity side lower than the minimum value, and a second minimum value on the residual capacity side lower than the maximum value, and the maximum value. It has a remaining capacity vs. input characteristic having a maximum value on the lower remaining capacity side than the value, and in the remaining capacity vs. output characteristic, the remaining capacity corresponding to the first minimum value is the first remaining capacity. The remaining capacity corresponding to the maximum value is the second remaining capacity, the remaining capacity corresponding to the maximum value and the second minimum value is the third remaining capacity, and the remaining capacity includes the third remaining capacity. In the range, the operation mode is controlled so as to have an operation area operating in the first mode or the second mode, and when the remaining capacity becomes equal to or less than the third remaining capacity, charging of the battery is started. , Is a requirement.

According to the disclosed technology, it is possible to provide an operation mode control device capable of improving the running performance and fuel efficiency of a moving body capable of hybrid running and extending the life of a battery mounted on the moving body.

It is a schematic block diagram of the hybrid vehicle to which the operation mode control device of 1st Embodiment is applied. It is a figure which illustrates the SOC vs. output characteristic of a general lithium ion battery. It is a figure which illustrates the SOC vs. output characteristic of the battery of 1st Embodiment. It is a figure (the 1) explaining the mode switching of the 1st Embodiment. It is a figure which illustrates the functional block of the battery control unit of 1st Embodiment. It is an example of the flow chart of the mode switching of the first embodiment. It is a figure (the 2) explaining the mode switching of the 1st Embodiment. It is a figure (the 3) explaining the mode switching of the 1st Embodiment. It is a figure (the 4) explaining the mode switching of the 1st Embodiment. It is a figure (the 5) explaining the 1st Embodiment mode switching. It is a figure explaining the mode switching of the 2nd Embodiment. It is an example of the flow chart of the mode switching of the second embodiment. It is a schematic block diagram of the hybrid vehicle to which the battery control unit of 3rd Embodiment is applied. It is a figure which illustrates the functional block of the battery control unit of the 3rd Embodiment. It is a flowchart explaining the operation of the battery control unit of 3rd Embodiment. It is a figure explaining the characteristic of the battery of the 3rd Embodiment. It is a figure explaining the outline of the electronic device of 4th Embodiment. It is a figure which shows the functional structure of the control part of the 4th Embodiment. It is a flowchart explaining the operation of the control part of 4th Embodiment.

(First Embodiment)
Hereinafter, modes for carrying out the invention will be described with reference to the drawings. In each drawing, the same components may be designated by the same reference numerals and duplicate description may be omitted.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle to which the operation mode control device of the first embodiment is applied. In FIG. 1, the battery pack 10 has a battery 11 and a monitor unit 12. The battery pack 10 may include at least one battery 11, but two or more batteries 11 may be connected in series or in parallel in order to increase the output.

The battery 11 is a battery that can be charged and discharged. As the battery 11, for example, a lithium ion battery or the like can be used. The monitor unit 12 has a function of monitoring the state of the battery 11. The monitor unit 12 may include a voltage sensor, a current sensor, a temperature sensor, and the like.

The engine 20 is a well-known internal combustion engine that uses gasoline, light oil, or the like as fuel. The motor 30 is a well-known generator motor that functions as an electric motor and a generator. The battery 11 has a role of supplying electric power when the motor 30 functions as an electric motor and a role of storing regenerative energy when the motor 30 functions as a generator.

In a hybrid vehicle including a PHEV or HEV, the engine 20 and the motor 30 are used in combination, and the vehicle travels by at least one of the power output from the engine 20 and the power output from the motor 30.

The system control unit 40 switches between an EV mode (first mode) that operates only by the power of the motor 30 and an HEV mode (second mode) that operates by using the power of the motor 30 and the power of the engine 20 together. It is an ECU (Electronic Control Unit) configured to be controllable. The system control unit 40 may be configured to enable various other controls such as control of charging of the battery 11 and control of regenerative operation.

The system control unit 40 can be configured to include, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a main memory, and the like. In this case, various functions of the system control unit 40 can be realized by reading the program recorded in the ROM or the like into the main memory and executing it by the CPU. The CPU of the system control unit 40 can read and store data from the RAM as needed. The system control unit 40 is a typical example of the operation mode control device according to the present invention.

The battery control unit 50 has a function of managing and controlling the charge / discharge state of the battery 11, and charges the battery 11 via the charging unit 60. When the hybrid vehicle is a PHEV, the charging unit 60 is provided with an external power supply plug 65, and the charging unit 60 can be directly charged by inserting the external power supply plug 65 into an outlet.

The battery control unit 50 may be configured to include, for example, a CPU, ROM, RAM, main memory, and the like. In this case, various functions of the battery control unit 50 can be realized by reading the program recorded in the ROM or the like into the main memory and executing it by the CPU. The CPU of the battery control unit 50 can read and store data from the RAM as needed. The system control unit 40 and the battery control unit 50 are configured to be capable of transmitting and receiving data to and from each other by a CAN (Controller Area Network) or the like.

However, the system control unit 40 may have a part of the functions of the battery control unit 50, or the battery control unit 50 may have a part of the functions of the system control unit 40. Further, the system control unit 40 and the battery control unit 50 may be physically realized as one ECU, or may be realized as three or more ECUs.

Here, the SOC vs. output characteristic (remaining capacity vs. output characteristic) of the battery 11 will be described. FIG. 2 is a diagram illustrating the SOC vs. output characteristics of a general lithium-ion battery. FIG. 3 is a diagram illustrating the SOC vs. output characteristics of the battery 11 of the first embodiment. As shown in FIG. 2, a general lithium-ion battery has a monotonous reduction characteristic in which the output is high on the high SOC side and the output is low on the low SOC side.

On the other hand, the battery 11 according to the present embodiment has an output characteristic that the output is higher even on the low SOC side than on some high SOC sides. That is, the battery 11 is predetermined remaining capacity (Fig. 3 in the example SOC = 40% near) the output is minimum value _{O 1,} and the minimum value _{O 1} from the output at a predetermined remaining capacity of the low SOC side maxima O It has an SOC pair output characteristic of ₂ . The output of the battery 11 may be provided with other local maximum value from the high SOC side minimum value O _1.

In order to obtain the characteristics of the battery 11 as shown in FIG. 3, for example, an electrode obtained by mixing a material having different output characteristics with respect to the battery voltage may be used for the positive electrode. As a specific example of the battery 11, vanadium lithium phosphate having Li ₃ V ₂ (PO ₄ ) ₃ as a basic skeleton or a similar compound obtained by modifying a part of the structure of lithium vanadium phosphate (hereinafter, vanadium phosphate). A lithium ion battery using a positive electrode in which (called lithium) and a ternary material (nickel, cobalt, aluminum, etc.) are mixed can be mentioned. Lithium vanadium phosphate alone is difficult to increase in capacity (for example, 100 Wh / kg or more), but it is an advantageous material for increasing the output. Further, the ternary material is an advantageous material for increasing the capacity. As the material of the negative electrode, for example, graphite or the like can be used.

In this embodiment, the system control unit 40 causes the output low SOC side from the minimum value O ₁ for at least the battery 11 is controlled to have an operation area where the hybrid vehicle is operated in HEV mode. In this case, it is preferable to control the hybrid vehicle to operate in the HEV mode at least with the remaining capacity at which the output of the battery 11 reaches the maximum value O ₂ . By doing so, the output characteristics in the HEV mode can be sufficiently ensured, so that the running performance as a hybrid vehicle is not impaired. In addition, since the output from the engine can be suppressed, gasoline can be saved, which can lead to improvement in fuel efficiency.

Of course, the remaining capacity for switching between the EV mode and the HEV mode can be freely selected by design, that is, from the driving characteristics of the hybrid vehicle and the like. For example, in order to take advantage of the motor assist of the HEV mode, it is preferable to use only the maximum value _{O 2} near the A region _(a region of _{SOC = A 1 ~SOC = A 2} ) in FIG. 4 as HEV mode. FIG. 4 is a diagram (No. 1) for explaining the mode switching of the first embodiment.

Here, A ₁ can be appropriately determined, but for example, it can be an SOC in which the output of the battery 11 is a value between the maximum value O ₂ and the minimum value O ₁ . Further, A ₂ can be appropriately determined, but for example, the output of the battery 11 can be set to an SOC that is about the same as the output of A ₁ on the SOC side lower than the maximum value O ₂ .

Here, the control when only the area A of FIG. 4 is set to the HEV mode will be described with reference to the functional block diagram of the battery control unit shown in FIG. 5, the flowchart shown in FIG. 6, and FIGS. 1 and 4. FIG. 5 is a diagram illustrating a functional block of the battery control unit. FIG. 6 is an example of a flowchart for mode switching according to the first embodiment. It is assumed that the initial state of the SOC of the battery 11 is around 100%.

First, in step S101 of FIG. 6, the system control unit 40 starts the EV mode. That is, the hybrid vehicle is driven by using only the motor 30 without using the engine 20.

Next, in step S102, the monitor unit 12 starts monitoring the battery 11. The monitor unit 12 monitors, for example, the voltage and current of the battery 11 and the temperature of the battery 11.

Next, in step S103, the battery control unit 50 estimates the current SOC of the battery 11 based on the information monitored by the monitor unit 12. Then, it is determined whether or not the current SOC has reached the predetermined remaining capacity (predetermined remaining capacity) which is the HEV mode start point. In the present embodiment, since only the region A of FIG. 4 and the HEV drive area, default remaining capacity becomes HEV mode starting point is a SOC = _{A 1} in FIG. 4.

Specifically, for example, the battery state detection unit 51 of the battery control unit 50 shown in FIG. 5 continuously detects the voltage of the battery 11 based on the information monitored by the monitor unit 12. Then, the SOC estimation unit 53 reads out a table showing the relationship between the voltage and the SOC stored in the storage unit 52, and estimates the SOC corresponding to the current voltage of the battery 11 based on the read-out table. Then, SOC determination unit 54 determines whether the SOC SOC estimation unit 53 has estimated reaches a predetermined remaining capacity _{A 1.}

At this time, it is preferable to store in the storage unit 52 a plurality of tables showing the relationship between the voltage and the SOC corresponding to the temperature of the battery 11. As a result, the battery state detection unit 51 detects the temperature of the battery 11 based on the information monitored by the monitor unit 12, and the SOC estimation unit 53 reads out the table corresponding to the current temperature, thereby improving the SOC estimation accuracy. it can.

If the SOC determination unit 54 determines in step S103 that the current SOC has not reached the default remaining capacity that is the HEV mode start point, the process of step S103 is repeated while continuing the EV mode. On the other hand, when the SOC determination unit 54 determines in step S103 that the current SOC has reached the predetermined remaining capacity which is the HEV mode start point, the process proceeds to step S104.

Then, in step 104, the communication unit 55 transmits the mode switching signal to the system control unit 40. Then, the system control unit 40 that has received the mode switching signal switches from the EV mode to the HEV mode and starts the HEV mode. That is, the engine 20 and the motor 30 are used in combination to drive the hybrid vehicle.

After that, when the point of SOC = A ₂ is reached in FIG. 4, for example, the running can be performed using only the engine 20 without using the motor 30.

In this way, a battery whose output increases on the low SOC side (a battery having a minimum value and a maximum value on the residual capacity side lower than the minimum value) is applied to a hybrid vehicle including PHEV and HEV. Then, the predetermined SOC region including the SOC that becomes the maximum value on the SOC side lower than the minimum value is controlled to be used as the HEV mode. As a result, the running performance and fuel efficiency of the PHEV can be improved, and the battery life of the HEV can be extended.

In the hybrid vehicle of the present embodiment, regeneration is performed even during EV traveling. At this time, in order to obtain sufficient assist from the motor 30, the SOC vs. output characteristic shown in FIG. 7 reaches the minimum value O ₁ when, for example, the current SOC of the battery 11 becomes B point or less. Until then, the regenerative operation of the battery 11 may not be performed, and control may be performed to quickly shift the SOC to the A region. FIG. 7 is a diagram (No. 2) for explaining the mode switching of the first embodiment. Here, point B is an SOC in which the output of the battery 11 is equal to the maximum value O ₂ on the higher SOC side than the minimum value O ₁ . By doing so, sufficient running performance as a hybrid vehicle can be smoothly secured. This control can be performed by, for example, the system control unit 40.

Further, as shown in FIG. 8, in the SOC pair output characteristic of the battery 11, the point where the output becomes the minimum value O ₁ may be set as the intermediate point (switching point) between the EV mode and the HEV mode. FIG. 8 is a diagram (No. 3) for explaining the mode switching of the first embodiment. In this case, in that the output is minimum value O _1, the total output of the engine 20 and the motor 30, it is preferable that the required minimum output or to become designed as a hybrid vehicle. As a result, the output can be supplied only by the electric power from the battery 11, and the engine 20 can be configured to charge only the battery 11, which is convenient. Of course, in this case as well, the engine 20 may be used for driving.

Further, when the battery 11 is applied to the HEV, as shown in FIG. 9, the system control unit 40 may control the battery 11 so as to exclusively use the area A. FIG. 9 is a diagram (No. 4) for explaining the mode switching of the first embodiment. The more the battery maintains the high SOC region, the more the deterioration progresses. Therefore, compared to a general battery used in a state where the SOC is about 60 to 80%, the battery 11 of the present embodiment can be set to the HEV mode in a low SOC region, so that the battery life can be extended. Can be extended. Further, when the low SOC side is used, the charging performance is improved, so that the regenerative ability is improved and the fuel consumption can be improved.

Further, as shown in FIG. 10, in the SOC vs. output characteristics of the battery 11, the output difference between the minimum value O ₁ and the maximum value O ₂ may be relatively small, and the output between CD and CD may be relatively flat. .. In this case, control by the system control unit 40 may be performed so that the HEV mode is set in the SOC region including at least between CD and CD. FIG. 10 is a diagram (No. 5) for explaining the first embodiment mode switching. The operating area operating in the HEV mode between the CDs does not have to be one continuous area, and a plurality of operating areas operating in the HEV mode may be provided between the CDs.

Alternatively, the point at which the HEV mode is started may be set to a value of C or less (lower SOC side than C). For example, the HEV mode can be controlled to start when the SOC reaches about 10%. Further, the system control unit 40 may continue the HEV mode on the side having a lower SOC than D. In any of these cases, improvement in fuel efficiency can be expected with simple control.

Further, it may be controlled to start the HEV mode after the battery is used up in the EV mode. This is effective when you want to extend the running time in EV mode.

As described above, the system control unit 40 has an output equal to or less than the SOC (first remaining capacity D) at which the output is equal to the maximum value O ₂ on the higher SOC side than the minimum value O ₁ , and the output is the maximum value O. it may be controlled to operate in HEV mode in all or part of the SOC region is the minimum value O ₁ and equal to the composed SOC (second remaining capacity C) or higher in the low SOC side than _2.

(Second embodiment)
A second embodiment of the present embodiment will be described below with reference to the drawings. The second embodiment differs from the first embodiment in that the hybrid vehicle is operated in the EV mode, which is the first mode, when the SOC value is included in a predetermined range including the maximum value O ₂ . Therefore, in the following description of the second embodiment, only the differences from the first embodiment will be described, and those having the same functional configuration as the first embodiment will be described in the first embodiment. A code similar to the code used will be assigned, and the description thereof will be omitted.

FIG. 11 is a diagram illustrating mode switching of the second embodiment. In the present embodiment, when the SOC value becomes the A region, which is a predetermined range including the maximum value O ₂ , the operation mode of the hybrid vehicle is changed from the HEV mode, which is the second mode, to the first mode. Switch to EV mode, which is the mode of.

Then, when the value of the SOC of the battery control unit 50 of the present embodiment becomes lower than the value A ₂ which is the minimum value in the A region, the operation mode is switched from the EV mode to the HEV mode.

The region A of the present embodiment is an region in which the SOC value ranges from the value A ₁ to the value A ₂ . In the present embodiment, the value A ₁ is a value between the value of SOC whose output is the minimum value O ₁ and the value of SOC whose output is the maximum value O ₂ . Specifically, for example, the value A ₁ may be an SOC value in which the corresponding output value is an intermediate value between the minimum value O ₁ and the maximum value O ₂ .

The value A ₂ of the present embodiment is a value lower than the value of SOC whose output is the minimum value O ₁ , and the value of the corresponding output is the same as the value of the output corresponding to the value A _1. It may be a value. Further, the value A ₂ of the present embodiment may be a value at which the output value corresponds to a predetermined cutoff voltage (discharge prohibition voltage).

As shown in FIG. 2, the output of a general lithium-ion battery tends to decrease with a decrease in SOC. Therefore, in a hybrid vehicle equipped with this lithium-ion battery, when the operation mode is switched from EV mode to HEV mode due to a decrease in SOC, the operation in HEV mode is continued until the SOC increases, and the operation mode is changed. It is not expected to switch to EV mode again.

In contrast, in the battery 11 of the present embodiment, after the value of the output is reduced with a decrease in SOC until the minimum value O _1, started to increase again, increases to the maximum value O _2.

Therefore, in the present embodiment, after the operation mode is switched to the HEV mode due to the decrease in SOC, the operation mode can be switched to the EV mode again in accordance with the increase in the output of the battery 11. Therefore, according to the present embodiment, the hybrid vehicle can be operated in the EV mode for a long period of time as compared with the case where a general lithium ion battery is used, and the fuel consumption can be improved.

Also, the battery 11 of the present embodiment, the value of the input by the regenerative operation when the value of the SOC is in A region is larger than the value of the input by the regenerative operation when the value of the SOC is larger than the value A ₁ Become. Therefore, the battery 11 of the present embodiment, when the value of the SOC is in A region, as compared with the case the value of the SOC, for example, greater than the value A _1, while the output also obtain input even higher values it can.

Therefore, according to the present embodiment, it is possible to maintain the SOC value of the battery 11 within the A region while operating the hybrid vehicle in the EV mode. Therefore, in the present embodiment, in order to obtain an output comparable to the maximum value O _{2 of the} output obtained in the A region, it is not necessary to charge the battery 11 until the SOC becomes a value higher than that in the A region, and the fuel consumption is reduced. Can be improved.

Further, in the present embodiment, by maintaining the SOC value of the battery 11 in the A region, the SOC value of the battery 11 is kept relatively low, and the deterioration of the battery 11 and the heat generation of the battery 11 are caused. It can be suppressed.

The operation mode switching by the battery control unit 50 of the present embodiment will be described below. FIG. 12 is an example of a flowchart for mode switching according to the second embodiment.

Since the processing from step S1201 to step S1204 in FIG. 12 is the same as the processing from step S601 to step S604 in FIG. 6, the description thereof will be omitted.

Following step S1204, the battery control unit 50 determines whether or not the SOC value has reached the EV mode restart point by the SOC estimation unit 53 (step S1205). Specifically, SOC estimating unit 53 determines whether or not the value of the SOC is lower than the value A _1. In step 1205, if the SOC value is not lower than the value A ₁ , the battery control unit 50 maintains the HEV mode until the SOC value is lower than the value A ₁ .

When the value of SOC becomes lower than the value A _{1 in} step S1205, the battery control unit 50 switches the operation mode from the HEV mode to the EV mode (step S1206), and resumes the operation in the EV mode.

Subsequently, the battery control unit 50 determines whether or not the SOC value has reached the HEV mode restart point by the SOC estimation unit 53 (step S1207). Specifically, SOC estimating unit 53 determines whether or not the value of the SOC is lower than the value A _2. In step 1207, if the SOC value is not lower than the value A ₂ , the battery control unit 50 maintains the EV mode until the SOC value is lower than the value A ₂ .

When the SOC value becomes lower than the value A ₂ in step S1207, the battery control unit 50 switches the operation mode from the EV mode to the HEV mode (step S1208), and resumes the operation in the HEV mode.

As described above, the battery control unit 50 of the present embodiment operates the hybrid vehicle in the EV mode when the SOC value of the battery 11 is within a predetermined range including the value at which the output value becomes the maximum value O ₂ . .. That is, in the present embodiment, the hybrid vehicle is operated in the EV mode in the low SOC region of the battery 11.

Therefore, in the present embodiment, the hybrid vehicle can be operated in a longer time mode as compared with a general lithium ion battery, and fuel efficiency can be improved.

The low SOC region may mean, for example, a region where the SOC value is less than 40%, and the high SOC region may indicate a region where the SOC value is 40% or more.

In the present embodiment, the SOC value when switching from the HEV mode to the EV mode again is set to A ₁ , but the present invention is not limited to this. In the present embodiment, for example, the HEV mode may be switched to the EV mode again at any point between the SOC where the output becomes the minimum value O ₁ and the SOC where the output becomes the maximum value O ₂ .

(Third embodiment)
The third embodiment will be described below with reference to the drawings. In the following description of the third embodiment, those having the same functional configuration as that of the first embodiment are given the reference numerals used in the description of the first embodiment, and the description thereof will be omitted.

FIG. 13 is a schematic configuration diagram of a hybrid vehicle to which the battery control unit of the third embodiment is applied.

The hybrid vehicle of this embodiment has a battery control unit 50A instead of the battery control unit 50 of the first embodiment.

The battery control unit 50A of the present embodiment stops the output from the battery 11 when the SOC value of the battery 11 becomes the first value, and the SOC value of the battery 11 becomes the second value. At that time, the output from the battery 11 is restarted. That is, the battery control unit 50A of the present embodiment is an output control device that controls the stop and restart of the output from the battery 11.

The first value of the present embodiment is a value smaller than the second value. Details of the first value and the second value will be described later.

FIG. 14 is a diagram illustrating a functional block of the battery control unit of the third embodiment.
The battery control unit 50A of the present embodiment has a battery output control unit 56 in addition to each unit of the battery control unit 50 of the first embodiment.

When the SOC value estimated by the SOC estimation unit 53 becomes the first value, the battery output control unit 56 of the present embodiment stops the output from the battery 11 of the battery pack 10 and regenerates the motor 30. Charges the battery 11. In other words, the battery output control unit 56 stops the discharge from the battery 11 and starts charging when the SOC value reaches the first value.

Further, the battery output control unit 56 of the present embodiment restarts the output from the battery 11 of the battery pack 10 when the SOC value estimated by the SOC estimation unit 53 becomes the second value. In other words, the battery output control unit 56 starts discharging from the battery 11 when the SOC value reaches the second value. At this time, the charging of the battery 11 by the regenerative operation may be continued or stopped.

FIG. 15 is a flowchart illustrating the operation of the battery control unit of the third embodiment.

When the system control unit 40 is activated, the battery control unit 50A of the present embodiment monitors the SOC value estimated by the SOC estimation unit 53 by the battery output control unit 56 (step S1501). Subsequently, the battery output control unit 56 determines whether or not the SOC value is equal to or less than the first value (step S1502). That is, the battery output control unit 56 determines whether or not the SOC value of the battery 11 has become a value corresponding to the voltage at which the output of the battery 11 is stopped.

If the SOC value is not equal to or less than the first value in step S1502, the battery control unit 50A proceeds to step S1506, which will be described later.

In step S1502, when the SOC value is equal to or less than the first value, the battery output control unit 56 stops the output from the battery 11 and at the same time starts charging by the regenerative operation (step S1503).

Subsequently, the battery control unit 50A determines whether or not the SOC value estimated by the SOC estimation unit 53 is equal to or higher than the second value by the battery output control unit 56 (step S1504). That is, the battery output control unit 56 determines whether or not the SOC value has become a value corresponding to the voltage at which output is started from the battery 11.

If the value is not equal to or greater than the second value (less than the second value) in step S1504, the battery control unit 50A proceeds to step S1506 described later.

When the value becomes equal to or higher than the second value in step S1504, the battery control unit 50A permits the output from the battery 11 by the battery output control unit 56 (step S1505). That is, the battery output control unit 56 releases the stop of the output from the battery 11 and restarts the output from the battery 11.

Subsequently, the battery control unit 50A determines whether or not the processing end instruction from the system control unit 40 has been received (step S1506). When the end instruction is received in step S1506, the battery control unit 50A ends the process. If the end instruction is not received in step S1506, the battery control unit 50A returns to step S1501.

As described above, in the present embodiment, when the SOC value becomes equal to or less than the first value, the output of the battery 11 is stopped and charging is started, and when the SOC value becomes equal to or more than the second value. Allows output from battery 11. That is, the first value is the first threshold value for determining whether or not to stop the output of the battery 11 and start charging, and the second value is whether to allow the output from the battery 11. It is a second threshold value for determining whether or not.

Next, with reference to FIG. 16, the first value and the second value of the present embodiment will be described. FIG. 16 is a diagram illustrating the characteristics of the battery of the third embodiment. FIG. 16A is a diagram showing the SOC pair output characteristic of the battery 11, and FIG. 16B is a diagram showing the SOC pair input characteristic in the regenerative operation of the battery 11.

First, the SOC vs. output characteristics of the battery 11 will be described. The battery 11 of the present embodiment has an output characteristic that the output is higher even on the low SOC side than on some high SOC sides.

Specifically, in the SOC vs. output characteristics of the battery 11 of the present embodiment, the output is the first minimum value O at a predetermined SOC value A ₀ (SOC = 40% in the example of FIG. 16). _It becomes ₁ , and the output becomes the maximum value O ₂ with a predetermined remaining capacity whose value is smaller than the SOC corresponding to the minimum value O ₁ . Further, in the SOC versus output characteristics of the battery 11 of the present embodiment, the predetermined SOC value A ₃ smaller than the value A _0, the output is at the second minimum value smaller than the minimum value O ₁ a certain minimum value _{O 3.}

That is, the battery 11 of the present embodiment has a first minimum value O ₁ and a second minimum value O _{3 in} the SOC pair output characteristic. The second minimum value O ₃ is smaller than the first minimum value O ₁ , and the SOC value A ₃ corresponding to the second minimum value O ₃ corresponds to the first minimum value O ₁ . it is a value smaller than the value _{a 0} of SOC. The value _{A 3} of the SOC corresponding to the second minimum value _{O 3} is smaller than the value of the SOC corresponding to the maximum value _{O 2.}

Next, the SOC pair input characteristics of the battery 11 of the present embodiment will be described. Cell 11 of the present embodiment, as shown in FIG. 16 (B), until the value of the SOC becomes a predetermined value A _3, corresponding to the decrease of the SOC value, the energy input to the cell 11 increases to I will go.

Therefore, the battery 11 of the present embodiment, SOC is when the value A _3, most of the energy is input. In other words, the battery 11 when the SOC is close to the value A _3, are charged most efficiently.

Therefore, in this embodiment, the first value is a first threshold value to a value A _3, and the second value is a second threshold value to a value A _0.

Battery control unit 50A of the present embodiment, when the value of the SOC reaches a value A ₃ below, to stop the output from the battery 11, to start charging by regenerative operation to the battery 11. Then, the battery control unit 50A prohibits the output of the battery 11 until the SOC value of the battery 11 reaches the value A _0, and only charges the battery 11 by the regenerative operation. Then, the battery control unit 50A permits the output from the battery 11 when the SOC value of the battery 11 becomes a value A ₀ or more.

In the present embodiment, by controlling the charging / discharging of the battery 11 as described above, charging is started when the SOC value of the battery 11 reaches a value at which charging can be performed most efficiently.

In situations where the value of the SOC is lowered to a value A _3, depending usage of the battery 11, which may use up remaining SOC. Therefore, in this situation, it is desirable to charge the battery as quickly as possible to increase the SOC value of the battery 11.

In the battery 11 of the present embodiment, both the value of the SOC is decreased, increased energy input to the battery 11, when the value of the SOC is lowered to a value A _3, energy input is the maximum value P.

This embodiment focuses on this point, when the value of the SOC is lowered to a value A _3, to start charging of the battery 11 by the regenerative operation to stop the output of the battery 11. In the present embodiment, when the value of the SOC of the battery 11 becomes a value A _0, permitting output of the battery 11. When the output of the battery 11 is permitted, the charging may be stopped, but it may not be stopped.

The reason why the output of the battery 11 is permitted when the SOC value of the battery 11 becomes the value A ₀ will be described below.

In the present embodiment, as shown in FIG. 16 (A), after becoming the output is minimum value O ₁ of the battery 11, the output increases with SOC values. Therefore, in the battery 11, even if the SOC value increases or decreases from the value A _{0, an} output larger than the minimum value O ₁ can be obtained.

In such a case, considering the power for charging and the heat generation and deterioration of the battery 11 due to the increase in SOC, the battery 11 is more than the battery 11 is charged to increase the SOC value to obtain a high output. It can be said that it is more efficient to obtain the same output by continuously reducing the value of SOC by continuing the output from. Therefore, in the present embodiment, when the value of the SOC of the battery 11 becomes a value A _0, it was intended to allow the output of the battery 11.

In the present embodiment, when the SOC of the battery 11 is in the H region and an output closer to the maximum value O ₂ is required, the output from the engine may be used to compensate.

In the present embodiment, by controlling the output from the battery 11 in this way, the SOC value of the battery 11 can be maintained in the H region from the value A ₀ to the value A ₃ for a long period of time. ..

The H region of the present embodiment is a region that includes the maximum value O ₂ and can obtain an output similar to the output when the SOC value is about 70%. Further, the H region of the present embodiment is a region in which the energy input by the regenerative operation is larger than that in the case of the higher SOC side than the H region, and charging can be performed quickly.

Therefore, in the present embodiment, by using the battery 11 in the H region, when the SOC value becomes the value A ₃ or less, the SOC value quickly recovers to the value A ₀ , and the SOC value becomes the value. When it becomes A ₀ or more, a high output can be obtained while keeping the SOC value in a low state.

On the other hand, in a general lithium-ion battery, the SOC pair output characteristic tends to be a simple decrease in which the output decreases as the SOC decreases, and the value of the SOC that stops the output from the lithium-ion battery and the value of the SOC The relationship with the value of SOC that starts the output from the lithium-ion battery is not considered.

In the present embodiment, by maintaining the SOC value of the battery 11 having the above-mentioned SOC vs. output characteristics and SOC vs. input characteristics in the H region, for example, a battery 11 having the same weight as a general lithium ion battery is used as a hybrid vehicle. When mounted on, a higher output can be obtained than when a general lithium-ion battery is mounted.

In the example of FIG. 16, the H region is set to SOC values A ₀ to A ₃ , but is not limited to this. The H region of the present embodiment may include, for example, the maximum value O ₂ and the corresponding SOC value. Further, it is preferable that the H region of the present embodiment is further between the value A ₀ and the value A ₃ .

Therefore, the H region of the present embodiment may be a value A ₁ to a value A ₂ , a value A ₀ to a value A ₂ , or a value A ₁ to a value A _3. You may.

As described above, in the present embodiment, by using the battery 11 in the state where the SOC is in the H region, the SOC of the battery 11 can be maintained in a relatively low state, and the battery 11 deteriorates and generates heat. Can be suppressed. Further, in the present embodiment, since the heat generation of the battery 11 can be suppressed, energy for cooling is not required, and fuel efficiency can be improved.

In the present embodiment, the value of the SOC that allows the output of the battery 11 is set to the value A ₀ , but the value of the SOC that allows the output of the battery 11 is the value of the SOC corresponding to the maximum value O ₂ from the value A ₀ . it may be a value between the values a _2.

(Fourth Embodiment)
The fourth embodiment will be described below with reference to the drawings. The fourth embodiment is an embodiment in which the third embodiment is applied to an electronic device. In the following description of the fourth embodiment, the reference numerals used in the description of the third embodiment are given to those having the same functional configuration as that of the third embodiment, and the description thereof will be omitted.

FIG. 17 is a diagram illustrating an outline of an electronic device according to a fourth embodiment. The electronic device 1 of the present embodiment has a battery pack 100 and a load 300, and is connected to the charger 400.

The battery pack 100 of this embodiment includes a terminal T1, a terminal T2, a charger connection terminal T3, a resistor R1, a battery 11, a protection circuit 200, a switch element SW120 for discharge control, a switch element SW130 for charge control, and a parasitic diode 121. , 131.

The protection circuit 200 of this embodiment is a semiconductor device for charge / discharge control of the battery 11. The protection circuit 200 of the present embodiment includes a control unit 210, an overcharge detection unit 220, an overdischarge detection unit 230, and an overcurrent detection unit 240.

The control unit 210 of the present embodiment is a microcomputer or the like that controls ON (ON) and OFF (OFF) of the switch element SW120 for discharge control and the switch element SW130 for charge control. That is, the control unit 210 of this embodiment is a charge / discharge control device.

The overcharge detection unit 220 detects the overcharge of the battery 11. The over-discharge detection unit 230 detects the over-discharge of the battery 11. The overcurrent detection unit 240 detects the overcurrent flowing through the battery 11.

Further, in the battery pack 100, the terminal T1 is connected to the positive (+) side of the battery 11, and the terminal T2 is connected to the negative (−) side of the battery 11. The terminals T1 and T2 are input terminals to which the charging current from the charger 400 is input when the battery 11 is charged. Parasitic diodes 121 and 131 indicate the parasitic diodes of the switch element SW120 and the switch element SW130, respectively.

The overcharge detection unit 220 of the present embodiment monitors the battery voltage so that the battery 11 is not overcharged, and notifies the control unit 210 that it is in a normal state when the battery voltage is lower than the preset charge prohibition voltage. To do. In the normal state, the control unit 210 sets the gate of the switch element SW130 to the H (High) level, turns on the switch element SW130, and energizes the charging current.

When the overcharge detection unit 220 detects a battery voltage equal to or higher than the charge prohibition voltage, the overcharge detection unit 220 notifies the control unit 210 that the battery is in the overcharge state. In the overcharged state, the control unit 210 sets the gate of the switch element SW130 to the L (Low) level, turns off the switch element SW130, and cuts off the charging current.

The over-discharge detection unit 230 of the present embodiment monitors the battery voltage so that the battery 11 does not become over-discharged. When the detection voltage is higher than the preset discharge prohibition voltage, the over-discharge detection unit 230 notifies the control unit 210 that it is in a normal state. In the normal state, the control unit 210 sets the gate of the switch element SW120 to the H level, turns on the switch element SW120, and energizes the discharge current.

When the over-discharge detection unit 230 detects a battery voltage equal to or lower than the discharge prohibition voltage, the over-discharge detection unit 230 notifies the control unit 210 that it is in an over-discharge state. In the over-discharged state, the control unit 210 sets the gate of the switch element SW120 to the L level, turns off the switch element SW120, and cuts off the discharge current.

The overcurrent detection unit 240 of the present embodiment converts the current flowing through the switch element SW120 and the switch element SW130 into a voltage value and monitors the battery 11 in order to protect the battery 11 from an overcurrent due to an abnormal load or a load short circuit.

When the detection voltage is lower than the preset overcurrent set voltage, the overcurrent detection unit 240 notifies the control unit 210 that it is in a normal state. In the normal state, the control unit 210 sets the gate of the switch element SW120 to H level, turns on the switch element SW120, and energizes the discharge current. When the overcurrent detection unit 240 detects a voltage equal to or higher than the overcurrent set voltage, the overcurrent detection unit 240 notifies the control unit 210 that it is in an overcurrent state. In the overcurrent state, the control unit 210 sets the gate of the switch element SW120 to the L level, turns off the switch element SW120, and cuts off the discharge current.

In the present embodiment, the battery voltage and the corresponding SOC value A _3, for example cell 11, and a discharge inhibition voltage (see FIG. 16). The control unit 210 of the present embodiment, the battery voltage of the battery 11, when it becomes the corresponding battery voltage value _{A 0} of the SOC of the battery 11, and the gate of the switch element SW120 to H level, the switch element SW120 Turn on to resume energization of the discharge current.

The control unit 210 of the present embodiment will be described below with reference to FIG. FIG. 18 is a diagram showing a functional configuration of a control unit according to a fourth embodiment.

The control unit 210 of the present embodiment includes a battery voltage monitoring unit 221, a remaining capacity monitoring unit 222, a switch control unit 223, a charger detection unit 224, and a storage unit 225.

The battery voltage monitoring unit 221 monitors the battery voltage of the battery 11. The remaining capacity monitoring unit 222 monitors the remaining capacity (SOC) of the battery 11. Specifically, the remaining capacity monitoring unit 222 reads out the information indicating the SOC vs. output characteristic of the battery 11 stored in the storage unit 225, and corresponds to the current voltage of the battery 11 based on the read out information. Estimate the SOC.

The switch control unit 223 controls the on / off of the switch element SW120 and the switch element SW130.

The charger detection unit 224 detects the connection of the charger 400 based on the change in voltage between the terminal T1 and the charger connection terminal T3.

The storage unit 225 stores information and the like indicating the SOC vs. output characteristics of the battery 11. The information stored in the storage unit 225 may include, for example, information indicating the SOC vs. output characteristic of the battery 11 shown in FIG. 16 and information indicating the SOC pair input characteristic. Further, these pieces of information stored in the storage unit 225 may be stored in association with each other for different temperatures.

Next, the operation of the control unit 210 of the present embodiment will be described with reference to FIG. FIG. 19 is a flowchart illustrating the operation of the control unit according to the fourth embodiment.

The control unit 210 of the present embodiment refers to the battery voltage of the battery 11 by the battery voltage monitoring unit 221 (step S1901). Subsequently, the control unit 210 determines whether or not the battery voltage is equal to or lower than the discharge prohibition voltage by the battery voltage monitoring unit 221 (step S1902).

If the voltage is not equal to or lower than the discharge prohibition voltage in step S1902, the control unit 210 proceeds to step S1906 described later.

In step S1902, when the voltage is equal to or lower than the discharge prohibition voltage, the control unit 210 turns off the switch element SW120, which is a switch for discharge control, by the switch control unit 223 (step S1903). Since the electronic device 1 of the present embodiment is connected to the charger 400, charging by the charger 400 is started when the switch element SW120 is turned off.

Subsequently, the control unit 210 determines whether or not the battery voltage of the battery 11 exceeds the discharge start voltage by the battery voltage monitoring unit 221 (step S1904). In the present embodiment, the battery voltage corresponding to the SOC value A ₀ of the battery 11 is defined as the discharge start voltage.

If the discharge start voltage is not exceeded in step S1904, the control unit 210 proceeds to step S1906, which will be described later.

When the discharge start voltage is exceeded in step S1904, the control unit 210 turns on the switch element SW120 by the switch control unit 223 to restart the energization of the discharge current.

Subsequently, the control unit 210 determines whether or not the instruction to end the process has been received (step S1906). If the end instruction is not received in step S1906, the control unit 210 returns to step S1901.

When the end instruction is received in step S1906, the control unit 210 ends the process.

As described above, in the present embodiment, as in the third embodiment, the SOC value of the battery 11 can be maintained in a relatively low state, so that deterioration and heat generation of the battery 11 can be suppressed. ..

The electronic device 1 of the present embodiment is, for example, a terminal device such as a mobile phone or a smartphone. Further, the electronic device 1 of the present embodiment can be any device as long as it is a device driven by, for example, electric power supplied from a rechargeable battery and electric power supplied from a power source other than the battery. Can also be applied.

Although the preferred embodiment has been described in detail above, it is not limited to the above-described embodiment, and various modifications and substitutions are made to the above-described embodiment without departing from the scope of claims. Can be added.

For example, in the above-described embodiment, PHEV and HEV have been described as an example of a mobile body capable of hybrid traveling in which the operation mode control device according to the present invention can be mounted. However, the moving body is not limited to PHEV and HEV, and may be, for example, a locomotive or a motorcycle capable of traveling by using a diesel engine and a battery in combination. Further, the moving body may be a transport robot used in a factory or the like, which can travel by using an engine and a battery in combination. In addition, the moving body is an assembly robot in which the entire object does not move and only a part of the moving body moves, for example, an assembly robot that is arranged in a factory manufacturing line and can operate an arm or the like by using an engine and a battery together. There may be.

1 Electronic device 10 Battery pack 11 Battery 12 Monitor unit 20 Engine 30 Motor 40 System control unit 50 Battery control unit 51 Battery status detection unit 52 Storage unit 53 SOC estimation unit 54 SOC judgment unit 55 Communication unit 56 Battery output control unit 60 Charging unit 65 External power plug 100 Battery pack 200 Protection circuit

Japanese Unexamined Patent Publication No. 2014-43183

Claims (4)

Batteries and
A motor operated by the electric power supplied from the battery and
With the engine
An operation mode control device for controlling the operation mode of a moving body including the above.
The first mode that operates only with the motor and
A second mode in which the motor and the engine are used in combination,
Is configured to be controllable
The battery comprises electrodes having a plurality of materials having different output characteristics with respect to the battery voltage.
A residual capacity vs. output characteristic having a first minimum value, a maximum value on the residual capacity side lower than the first minimum value, and a second minimum value on the lower residual capacity side than the maximum value.
It has a residual capacity vs. input characteristic that has a maximum value on the lower residual capacity side than the maximum value.
In the remaining capacity vs. output characteristics,
The remaining capacity corresponding to the first minimum value is the first remaining capacity.
The remaining capacity corresponding to the maximum value is the second remaining capacity.
The remaining capacity corresponding to the maximum value and the second minimum value is the third remaining capacity.
In a predetermined range in which the remaining capacity includes the third remaining capacity,
The operation mode is controlled so as to have an operation area for operating in the first mode or the second mode.
An operation mode control device characterized in that charging of the battery is started when the remaining capacity becomes equal to or less than the third remaining capacity. The operation mode according to claim 1, wherein the material contains vanadium lithium phosphate having Li3V2 (PO4) 3 as a basic skeleton or a similar compound obtained by modifying a part of the structure of the vanadium lithium phosphate. Control device. The operation mode control device according to claim 1 or 2, wherein the material includes a ternary material. A mobile body having the battery, the motor, the engine, and the operation mode control device according to any one of claims 1 to 3.

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