JP6988138B2 - Device condition detectors, power systems and automobiles - Google Patents

Description

The present invention relates to a device state detection device, a power supply system, and an automobile, and in particular, includes a device state detection device for detecting the device state of an in-vehicle power storage device, a power supply system provided with the device state detection device, and the power supply system. Regarding automobiles.

Conventionally, for example, in ordinary gasoline vehicles and diesel vehicles, storage devices such as lead batteries that receive electric power supplied from a generator such as an alternator and discharge it to a discharge load have been widely put into practical use. In these vehicles, the electric power supplied from the generator is stored (charged) in the power storage device during traveling except during braking.

In recent years, in order to deal with exhaust gas from engine vehicles, it has been recommended to enforce idling stop in ordinary gasoline vehicles and the like, and the number of vehicles having an idling stop system function (ISS vehicles) is gradually increasing. In ISS vehicles, the engine is stopped when the vehicle is stopped, and all power supply to auxiliary equipment such as electrical equipment during that period is covered by the power storage device, and at the start after idling stop, the power stored in the power storage device is used as a starter (starter motor). ) Is driven to restart the engine. By stopping idling, the engine also stops when the vehicle is stopped, improving fuel efficiency.

Recently, the need for fuel efficiency improvement is particularly high, and the number of vehicles with high fuel efficiency is increasing significantly. In line with this situation, automobile manufacturers are also developing alternator regenerative vehicles that charge energy storage devices with regenerative power supplied from a generator (alternator) during braking. Such alternator regenerative vehicles are also being developed. Of these, the vehicle having the above-mentioned ISS function is sometimes called a μHEV or a microhybrid. In the alternator regenerative vehicle, the power storage device is charged by the regenerative power supplied from the generator during braking, which is normally consumed by gasoline vehicles, etc., and in principle, the generator stops operating during driving except during braking. Further reduce gasoline consumption.

In any of the above vehicles, it is necessary to accurately determine whether the engine can be restarted by driving the starter with the electric power of the power storage device at the time of idling stop. The device state detection device acquires the state information of the power storage device, which is the basis for making such a judgment. Whether or not to restart the engine may be determined by the control unit (ECU) on the vehicle side according to the state information, or by a device state detection device or a power supply system equipped with the device state detection device to notify the ECU. You may.

By the way, such a device state detection device generally has a voltage detection circuit for detecting the voltage of the power storage device and a current sensor for detecting the charge / discharge current flowing through the power storage device in order to acquire the state information of the power storage device. is doing. Conventionally, a shunt type sensor that detects a current by a voltage drop of a resistor and a hall type sensor that detects a current by a change in a magnetic field near the current line have been used as current sensors, and even now, almost either of them is used. Is used.

However, the shunt type current sensor has a problem that a voltage drop (power loss) due to the resistor is not a little generated, and the hall type current sensor has a large size. Therefore, in the past, attempts have been made to develop various current sensors in order to improve these. The thin film current sensor is a promising current sensor that replaces these current sensors (see, for example, Patent Documents 1 and 2). As a technique close to the present invention, Patent Document 3 discloses a battery system and a charge / discharge measuring device using a thin film power sensor having a conductive film and a magnetic film.

Japanese Unexamined Patent Publication No. 7-1426884 Japanese Unexamined Patent Publication No. 2001-255343 International Publication WO2013 / 114856

By the way, the thin film current sensors of Patent Documents 1 and 2 described above have not been widely used at present due to the complexity of the structure and the cost factors associated therewith. Therefore, there is still a need for eliminating the voltage drop and saving space in the current sensor. Therefore, if a device state detection device using a current sensor having a simple structure can be provided, it is considered that such a cost factor will be eliminated.

In view of the above cases, the present invention provides a device state detection device using a current sensor having a space-saving and simple structure without a voltage drop, a power supply system equipped with the device state detection device, and an automobile equipped with the power supply system. The task is to do.

In order to solve the above problems, the first aspect of the present invention includes a voltage detecting means for detecting the voltage of the device and a current sensor in the device state detecting device for detecting the device state of the in-vehicle power storage device. The current sensor includes a current detecting means for detecting a current flowing through the device, a voltage detecting means, and a control unit for calculating a device state of the device based on a detection value detected by the current detecting means. It is characterized by using a current sensor having a conductive layer and a magnetic layer and changing the resistance value of the magnetic layer according to the current value flowing through the conductive layer.

In the first aspect, a plate-shaped current sensor may be used as the current sensor. Further, in the longitudinal direction one side positive electrode external terminal devices direction of the magnetic layer are connected to the negative electrode external terminal devices over the other side load resistor, the control unit of the device detected by the voltage detecting means The current flowing through the device may be detected from the voltage and the voltage across the load resistance detected by the current detecting means. At this time, one side of the longitudinal Direction conductive layer is a positive electrode external terminal, may be the other side is connected to the discharge load and the generator via the ignition switch.

Further, a non-volatile memory that previously stores the voltage values across the load resistance peculiar to the current sensor when a current is passed through the conductive layer at a plurality of current values under a plurality of voltage values is further provided, and the control unit is non-volatile. Calculates the current flowing through the conductive layer corresponding to the voltage of the device detected by the voltage detecting means and the voltage across the load resistance detected by the current detecting means according to the relationship between the voltage value, current value and voltage value across the memory stored in the memory. You may try to do it. The control unit may calculate the internal resistance of the device according to Ohm's law from the voltage of the device detected by the voltage detecting means at the time of starting the engine and the current flowing through the detected device.

Further, in order to improve the current detection accuracy, the current sensor includes at least a first current sensor for detecting a current in a large current range and a second current sensor for detecting a current in a small current range. It has two current sensors, and at least one of the length and width of the first and second current sensors may be different.

Such a power storage device is one selected from the group composed of a lead battery, a nickel hydrogen battery, a nickel zinc battery, a lithium ion battery and a lithium ion capacitor, or a composite power storage having two or more types constituting the group. It may be a device. When the device is a composite power storage device, the voltage detection means and the current detection means are provided for each power storage device constituting the composite power storage device, and the control unit is a power storage device of at least one of the power storage devices constituting the composite power storage device. The internal resistance may be calculated.

Further, in order to solve the above problems, the second aspect of the present invention is a power supply system provided with the device state detection device of the first aspect, and the third aspect of the present invention is the power supply system of the second aspect. It is a car equipped with.

According to the present invention, in configuring a device state detection device for an in-vehicle power storage device, a current sensor has a conductive layer and a magnetic layer, and the resistance value of the magnetic layer changes according to the current value flowing through the conductive layer. Since the sensor is used, it is possible to obtain the effect that the voltage drop due to the current sensor can be eliminated and the current sensor can be made into a space-saving and simple structure.

It is a block circuit diagram of the power supply system of 1st Embodiment to which this invention is applied. It is a perspective view which shows the structure of the plate-shaped sensor schematically, (A) shows the current sensor used for the power-source system of 1st Embodiment, (B) shows a planar Hall effect type voltage sensor. It is explanatory drawing which shows the magnetoresistive effect in the magnetic film of a current sensor schematically, (A) shows the state which the magnetic flux density is not applied, (B) shows the state which the magnetic flux density is applied. It is an equivalent circuit diagram at the time of discharge of a power storage device. It is a graph which shows the current and voltage of the lead-acid battery at the time of starting an engine schematically, (A) shows the time course of the current flowing through the lead-acid battery at the time of starting an engine, (B) is the voltage of the lead-acid battery at the time of starting an engine. Shows the time history of. It is a block circuit diagram of the power supply system of the 2nd Embodiment to which this invention is applied. It is a flowchart of the regenerative charge / discharge processing routine executed by the CPU of the microprocessing unit of the control unit of the power supply system of 2nd Embodiment. It is explanatory drawing which shows the device state of the composite power storage device schematically, (A) shows the voltage of a lithium ion capacitor, (B) the charge state of a lead battery. It is a block circuit diagram of the power supply system of another embodiment using a plurality of current sensors.

1. 1. First Embodiment Hereinafter, a first embodiment in which the present invention is applied to a power supply system for a 14V system vehicle that can be mounted on an ordinary gasoline vehicle will be described with reference to the drawings.

1-1. Configuration 1-1-1. Vehicle-Side Configuration First, the main configuration of the vehicle 50 (ordinary gasoline vehicle) on which the power supply system 20 of the present embodiment is mounted will be described.

(1) Ignition switch (IGN) 22
As shown in FIG. 1, the vehicle 50 includes an ignition switch (hereinafter referred to as IGN) 22. The IGN 22 has a central terminal, an OFF terminal, an ON / ACC terminal, and a START terminal, and the central terminal and any of these OFF, ON / ACC, and START terminals can be rotaryly switched and connected. "ACC" means an accessory or auxiliary machine.

By the driver, the IGN 22 has an OFF position in which the central terminal is connected to the OFF terminal when the vehicle is parked and idling stop, an ON / ACC position in which the central terminal is connected to the ON / ACC terminal before and when the vehicle is running, and when the engine is started. The central terminal is positioned at the START position connected to the START terminal. When the IGN 22 is positioned at the START position, the ON / ACC terminal is connected to the START terminal. The IGN 22 notifies the vehicle control unit 30 every time the position is changed.

(2) Alternator 24
The vehicle 50 is provided with an alternator 24 (generator) that converts the (rotational) driving force of the engine 25 into electric power when the vehicle is running except when braking. The driving force of the engine is transmitted to the alternator 24 via the crankshaft 27. In this embodiment, the output voltage of the alternator 24 is set to 14.0 [V].

The alternator 24 has a constant voltage of a power generation unit 24a composed of a stator and a rotor, a rectifying unit 24b that converts AC power generated by the power generation unit 24a into DC power, and a DC power converted by the rectifying unit 24b. It is configured to have a voltage regulator 24c for this purpose. One end of the alternator 24 is connected to the ON / ACC terminal of the IGN 22, and the other end is connected to the ground (equal potential to the chassis of the vehicle 50, hereinafter referred to as GND).

(3) Starter 28
Further, the vehicle 50 includes a starter 28 for starting the engine 25. As is known, the starter 28 includes a DC series-wound motor (cell motor) having a field (excitation) coil and an armature (rotation) coil, a main contact for supplying the power of the lead battery 1 to the motor, and a plunger. It is configured to have a pull-in (pull-in) coil and a holding (holding) coil arranged around the plunger to advance / retreat / hold the plunger, and a conductor member fixed to the plunger. One end of the starter 28 is connected to the START terminal of the IGN 22 and the other end is connected to the GND.

When the engine of the vehicle 50 is started, power is supplied from the lead battery 1 to the pull-in coil and the holding coil, and the plunger is moved (pulled in and held) to one of the main contacts connected to the motor and via the IGN 22. The motor rotates when the other main contact connected to the lead battery 1 conducts with the conductor member described above, and the crank shaft 27 rotates due to the rotational force of the motor. Therefore, when the IGN 22 is positioned at the START position, electric power is supplied from the lead battery 1 to the starter 28 to rotate the starter 28, and the rotational force of the starter 28 is transmitted to the engine 25 via the crankshaft 27 to cause the engine 25 to rotate. Start.

(4) Auxiliary machine 23
Further, the vehicle 50 is equipped with various auxiliary machines 23. Examples of the auxiliary machine 23 include lamps, lights, power windows, engine pumps (spark plugs), air conditioners, fans, radios, televisions, CD players, car navigation systems, and the like. One end of the auxiliary machine 23 is connected to the ON / ACC terminal of the IGN 22, and the other end is connected to the GND. The auxiliary machine 23 may be supplied with an operating voltage of the minimum operating voltage (for example, 8 [V]) or higher from the lead battery 1.

(5) Vehicle control unit 30
Further, the vehicle 50 includes a vehicle control unit (ECU) 30 that controls the operation of the entire vehicle 50. The vehicle control unit 30 grasps the position information of the IGN 22, grasps the operating state, speed, acceleration and other vehicle states of the accelerator, brake, engine and the like, and performs traveling control according to the grasped state. Note that FIG. 1 shows a control line for controlling the engine 25.

Further, the vehicle control unit 30 communicates with the control unit 6 of the power supply system 20 via the communication line 29, and receives notification of the state information of the lead battery 1 (storage device) constituting the power supply system 20. The communication line 29 is under CAN (Controller Area Network) management by the vehicle control unit 30. CAN is standardized by ISO11898, ISO11519, etc., and is composed of two lines. Therefore, even if one of the wires is disconnected, the other can communicate with the control unit 6.

1-1-2. Configuration of Power Supply System Next, the configuration of the power supply system 20 of the present embodiment will be described. The power supply system 20 includes a lead battery 1 (hereinafter referred to as PbB1) and a device state detecting device 10 for detecting the device state of the PbB1. In the power supply system 20 of the present embodiment, the device state detection device 10 is arranged above the PbB1 and integrated with the lead battery 1, and is mounted in, for example, the engine room of the vehicle 50. Not limited.

(1) Lead battery 1 (PbB1)
As the battery of PbB1, a monoblock battery in which six cell chambers are defined by a partition partitioning the inside is used. A temperature sensor 5 such as a thermistor that detects the temperature of PbB1 is installed on the side surface of the monoblock battery case.

In each cell chamber of PbB1, a set of electrode plates in which a plurality of positive electrode plates and negative electrode plates are laminated via a separator is housed, and dilute sulfuric acid, which is an aqueous electrolytic solution, is injected. Lead dioxide can be used as the positive electrode active material of PbB1, and spongy lead can be used as the negative electrode active material.

Each cell chamber is hermetically sealed with a lid that integrally covers the opening of the monoblock battery chamber, and each cell chamber is connected in series by a conductive connecting member. A positive electrode external terminal and a negative electrode external terminal, which are output terminals, are erected on the upper part of PbB1. The nominal voltage of PbB1 in this embodiment is 12 [V] (nominal voltage of each cell: 2 [V]). Further, the capacity of PbB1 can be, for example, 30 to 70 Ah (48 Ah in this example), but the present invention is not limited thereto. The negative electrode external terminal of PbB1 is connected to GND.

(2) Device state detection device 10
The device state detection device 10 has a voltage detection circuit 2 for detecting the total voltage of PbB1, a current detection circuit 9 composed of a current sensor 3 and a load resistance R, and the temperature sensor 5 described above, and detects the temperature of PbB1. It includes a temperature detection circuit and a control unit 6. Since such a temperature detection circuit is widely known in FIG. 1, only the temperature sensor 5 is shown.

(2-1) Voltage detection circuit 2
As is known, the voltage detection circuit 2 can be configured by a differential amplifier circuit having an operational amplifier, and has a reference voltage source (circuit) in order to improve the voltage detection accuracy. The input side of the voltage detection circuit 2 is connected to the positive electrode external terminal and the negative electrode external terminal of PbB1, respectively, and the output side is connected to the A / D input port (input side of the A / D converter) of the control unit 6.

(2-2) Current detection circuit 9
As shown in FIG. 2A, the current sensor 3 includes a conductive film 3a (conductive layer) formed on one surface side of the sensor substrate 3c (base material layer) and a magnetic film 3b (conducting layer) formed on the other surface side. It is configured as a plate-shaped sensor having a three-layer structure having a magnetic layer). For the materials of the conductive film 3a, the magnetic film 3b, and the sensor substrate 3c, for example, aluminum or copper, permalloy of Ni / Fe alloy (for example, permalloy A, permalloy C, etc.), and resin (for example, polyimide, etc.) are selected. be able to. The current sensor 3 of this embodiment is elongated than the shape shown schematically in FIG. 2 (A), the longitudinal direction on one side and the connecting member which is derived from the other side central portion of the direction of the current sensor 3 have.

As shown in FIG. 1, one side of the conductive film 3a is connected to the positive electrode external terminal of PbB1, and the other side is connected to the central terminal of IGN22. Since the IGN 22 is positioned at the ON / ACC position while the vehicle is running, the other side of the conductive film 3a is connected to the auxiliary machine 23 and the alternator 24 via the IGN 22, and the IGN 22 is positioned at the START position when the engine is started, so that the conductor is conductive. The other side of the membrane 3a is connected to the starter 28 via the IGN 22. The auxiliary machine 23 and the starter 28 serve as a discharge load for PbB1, and the alternator 24 serves as a supply source for electric power stored (charged) in PbB1. Therefore, the other side of the conductive film 3a is connected to the discharge load and the generator via the IGN 22.

On the other hand, one side of the magnetic film 3b is connected to the positive electrode external terminal of PbB1, and the other side is connected to the other end of the load resistor R having one end connected to GND (the same potential as the negative electrode external terminal of PbB1). The other end of the load resistor R is connected to the A / D input port of the control unit 6.

(2-3) Control unit 6
The control unit 6 detects the device state of the PbB1 and notifies the vehicle control unit 30 of the state information (described later) of the PbB1 calculated (calculated) from the detected device state at predetermined time intervals. The control unit 6 is connected to the vehicle control unit 30 via a microprocessing unit (hereinafter referred to as MPU), an A / D converter (three in this example), a non-volatile memory 7 such as an EEPROM or a flash memory, and a communication line 29. It is configured as a microcontroller with a communication IC for communication, one end of which is connected to the GND.

The MPU consists of a CPU that calculates the status information of PbB1, a ROM that stores the basic control program and program data, a RAM that works as a work area for the CPU and temporarily stores various data, and an internal bus that connects them. ing. The internal bus is connected to the external bus. The output side of the A / D converter, the non-volatile memory 7, and the communication IC are connected to the external bus. The communication IC is connected to the communication line 29 via an I / O (not shown).

In this embodiment, the control system members (voltage detection circuit 2, control unit 7, IGN 22 on the vehicle 50 side, vehicle control unit 30, etc.) are operated by the electric power supplied from PbB1.

1-2. Current Detection Principle Next, the current detection principle of the power supply system 20 (device state detection device 10) of the present embodiment will be described.

1-2-1. Current sensor 3 (magnetoresistive effect)
As shown in FIG. 2A, when the current I _3a flows through the conductive film 3a of the current sensor 3, a magnetic flux density B (magnetic field) is generated. The magnetic flux density B is proportional to the magnitude _{of the current I 3a.} When the magnetic flux density B generated in the conductive film 3a is applied perpendicularly to the magnetic film 3b, a magnetoresistive effect occurs in the magnetic film 3b and the resistance value of the magnetic film 3b changes.

That is, as shown in FIG. 3A, if the magnetic flux density B is not applied to the magnetic film 3b, the current I _3b flowing through the magnetic film 3b travels straight. As shown in FIG. 3B, when the magnetic flux density B is applied to the magnetic film 3b, the path _{of the current I 3b is bent by the Lorentz force from the magnetic flux density B.} As the current path is bent, the distance becomes longer and the resistance value of the magnetic film 3b increases. 3 (A) and 3 (B) are perspective views when viewed from the bottom surface side of FIG. 2 (A).

The resistance value of _{the magnetic film 3b when the magnetic flux density B is not applied to the magnetic film 3b is R 0} [Ω], and the specific resistance of the magnetic film 3b when the magnetic flux density B is not applied to the magnetic film 3b. ρ ₀ [Ω · cm], the specific resistance of the magnetic film 3b when the magnetic flux density B is applied to the magnetic film 3b is ρ _B [Ω · cm], the mobility is η [cm ² / V · s], Assuming that the magnetic flux density is B [T] and the shape effect coefficient of the magnetic film 3b (l / w, see FIG. 3A) is α, the magnetic film 3b in the state where the magnetic flux density B is applied to the magnetic film 3b The resistance value R _3b [Ω] is expressed by the following equation 1, and it can be seen that the resistance value of the magnetic film 3b changes according to the current value flowing through the conductive film 3a.

Figure 4 (in this example aluminum) conductive film 3a of the current sensor 3 shows an equivalent circuit diagram at the time of discharge of the power supply system 20 (PbB1) when the resistance value R _3a of a 0 [Omega] .. Since the IGN 22 is positioned at the START position when the engine is started, the discharge load resistance _{RL is as resistance RL} = {(resistance R _{22 of} IGN 22) + (resistance R _{28 of} starter 28) + (total wiring resistance)}. Since the IGN 22 is positioned at the ON / ACC position before and during the vehicle running, the resistance _RL = {(resistance R _{22 of the} IGN 22) + (resistance R ₂₃ of the auxiliary machine 23) + (total wiring resistance)}. It is expressed as. _{The current I 3b} flowing through the magnetic film 3b is sufficiently smaller than the _{current I 3a} flowing through the conductive film 3a (PbB1) _{(current I 3b} << current I _3a ).

1-2-2. Voltage across the load resistor R (current detection circuit 9)
With reference to the above equation 1, the resistance value R _3b of the magnetic film 3b is expressed as the sum of the intrinsic resistance component of the magnetic film 3b and the resistance change amount component when the magnetic flux density B is applied. Here, as shown in FIG. 2B, if a planar Hall effect type voltage sensor is used instead of the current sensor 3, the resistance change component of the magnetic film 3b when the _{current I 3b flows through the magnetic film 3b. Can be directly detected as a voltage change amount, and the current I 3a} flowing through the conductive film 3a can be detected from the detected voltage change amount. The planar Hall effect is when the magnetic flux density B is applied in the z-axis direction (in the xy plane) to a metal piece or semiconductor sample (magnetic film 3b in this case) in which a current is flowing in the x-axis direction. A phenomenon in which an electromotive force is generated at a voltage detection terminal (see the voltage detection line in FIG. 2B) provided in the axial direction.

However, in the planar Hall effect type voltage sensor, it is necessary to derive the voltage detection line from the magnetic film 3b in the direction perpendicular to _{the current I 3b.} Derivation of the voltage detection line from the thin-film magnetic film 3b requires some ingenuity, which causes a cost increase, and the width w of the magnetic film 3b (see FIG. 3A) must be secured to some extent (sensor). It is difficult to form an elongated shape), and the size of the sensor also increases.

As shown in FIG. 4, the current detection circuit 9 has a load resistance R in which one side is connected to the positive electrode external terminal of PbB1 and one side is connected to GND and the other end is connected to the other side of the magnetic film 3b. It is composed of and. The voltage V of PbB1 can be detected by the voltage detection circuit 2 described above, and the total voltage of the current detection circuit 9 is equal to the voltage V of PbB1. In the current detection circuit 9, the voltage V of PbB1 is divided into the resistance R _3b of the magnetic film 3b and the load resistance R. Therefore, when the resistance R _3b of the magnetic film 3b changes due to the magnetoresistive effect, the voltage VR across the load resistance _R also changes.

Accordingly, the voltage V of PbB1 and end-to-end voltage V _R of the load resistor R, it is possible to indirectly determine the voltage variation of the magnetic film 3b, it is possible to detect the current I _3a flowing in the conductive film 3a. In the present embodiment, by providing the current detecting circuit 9 for detecting the end-to-end voltage V _R of the voltage detection circuit 2 and the load resistor R for detecting the voltage V of PbB1, providing a voltage detection line shown in FIG. 2 (B) The value of the _{current I 3a} flowing through the conductive film 3a is grasped without any problem.

1-2-3. Control unit 6 (role of non-volatile memory 7)
End-to-end voltage V _R of the load resistor R is inputted to the input side of the A / D converter via the A / D input port. If necessary, a differential amplifier circuit may be inserted between the A / D input port and the A / D converter. The output of the A / D converter is taken into the MPU via an external bus, and PbB1 is derived from the voltage V of PbB1 detected by the voltage detection circuit 2 and the voltage detected by the current detection circuit 9 (voltage across the load resistance _R ). _{The current I 3a} flowing through the circuit is detected.

By the way, in a general sensor (for example, the temperature sensor 5 described above), the variation range is strictly controlled, and a sensor outside the predetermined range is not used (shipped). Even in the case of a sensor that allows a certain range of variation, a variation adjustment element such as a variable resistor may be inserted in the sensor circuit, or a correction formula or table may be stored in the ROM and the value may be referred to for variation. The sensor accuracy is improved by making corrections.

The current sensor 3 is liable to vary due to the non-uniformity of the structure and the imbalance of the magnetic characteristics, and the range of variation is larger than that of the other types of sensors described above. If this variation is allowed, the sensor accuracy will decrease, and if the variation range is narrowed to prevent the accuracy decrease, the yield will decrease and it will be a factor of cost increase. In order to deal with these problems, the power supply system 20 (device state detection device 10) of the present embodiment has a non-volatile memory 7 in the control unit 6. In the non-volatile memory 7, the voltage across the load resistance R inherent in the current detection circuit 9 (current sensor 3) when a current is passed through the conductive film 3a of the current sensor 3 at a plurality of current values under a plurality of voltage values. The value is pre-written (stored).

In this embodiment, such writing to the non-volatile memory 7 is performed, for example, before the function confirmation inspection of the device state detection device 10 (before connecting to the PbB1 constituting the power supply system 20), for example, a personal computer (PC). , A detection / writing device (not shown) having a programmable logic controller (PLC) and a power supply for inspection. The device state detecting device 10 is provided with a detection / writing terminal (not shown) for connecting to the detection / writing device.

The detection / writing device is, for example, 400 [A] and 100 [V] under voltage values of 14.0 [V], 12.0 [V], 10.0 [V], and 8.0 [V], respectively. A], 5 [A], and 1 [A] detect the voltage across the load resistance R when a current is passed through the conductive film 3a of the current sensor 3 and when no current is passed (0 [A]). Write those values to the non-volatile memory 7. Therefore, the measured values of the voltages across the load resistors R at the plurality of voltages and currents are written discretely (as a table) in the non-volatile memory 7.

When the power supply system 20 is mounted on the vehicle, these values written in the non-volatile memory 7 are expanded in the RAM of the MPU. MPU of the CPU calculates the value of the current _{I 3a} that flows in PbB1 corresponding to _end-to-end voltage _{V R} of the load resistance R detected by the voltage V and the current detection circuit 9 of PbB1 detected by the voltage detection circuit 2. At that time, the voltage value that is deployed to the MPU of the RAM, with reference to the relationship between the current value and the voltage across value, the voltage V of PbB1, voltage corresponding to the current _{I 3a} that flows in _end-to-end voltage _{V R} and PbB1 load resistance R Complement the value and current value respectively.

In the above case has been described where the discharge current flows in the current sensor 3 from PbB1 to the discharge load, if the charging current flows from the alternator 24 to PbB1 direction of the current I _3a described above are reversed (MPU of the CPU The calculation contents of are the same.).

1-3. Operation Next, the operation of the power supply system 20 of the present embodiment will be described mainly by the CPU (hereinafter referred to as CPU) of the MPU of the control unit 6.

1-3-1. When charging / discharging is suspended (when the vehicle is parked)
At the start of vehicle parking after the vehicle has traveled, the driver positions the IGN 22 from the ON / ACC position to the OFF position, and the ignition key is pulled out from the IGN 22. The vehicle control unit 30 monitors the IGN 22, and when the IGN 22 is positioned at the OFF position, it issues a sleep command (command to set the energy saving mode) to the control unit 6 via the communication line 29.

The CPU that receives the sleep command from the vehicle control unit 30 stops detecting the device state (temperature, voltage, current, etc.) of the PbB1 and outputs the state information of the PbB1 (the state information of the PbB1) that was output to the vehicle control unit 30 at predetermined time intervals. The output of (described later) is stopped, and only the timekeeping process for determining whether or not a certain time has passed since the sleep command was received is performed. This fixed time can be set to, for example, 6 hours when the polarization state of the negative electrode of PbB1 is considered to be eliminated.

When the CPU determines that a certain time has elapsed from the time when the sleep command is received, it shifts to the operation mode (away) and detects the open circuit voltage (hereinafter referred to as OCV) of PbB1 and the temperature at that time. Next, the detected OCV of PbB1 is temperature-corrected to OCV at a reference temperature (for example, room temperature), and is stored in advance in the ROM of the MPU (hereinafter referred to as ROM) as program data, and is stored in the RAM of the MPU (hereinafter referred to as RAM). The SOC (SOC at the reference temperature) of PbB1 is calculated (calculated) with reference to a table or a mathematical formula showing the relationship between the OCV expanded in 1 and the charging state (hereinafter referred to as SOC).

Subsequently, the SOC of PbB1 is referred to the latest SOH (see 1-3-2 (1-2) below) with reference to a table or mathematical formula in which the relationship between the SOC and the deteriorated state (hereinafter referred to as SOH) is predetermined. ), The corrected reference SOC is calculated. If the above-mentioned fixed time does not elapse, the polarization state of PbB1 is not resolved and the reference SOC becomes inaccurate. Therefore, the OCV is not detected in such a state and the reference SOC is not calculated by the CPU. The most recently acquired standard SOC is treated as the standard SOC.

Then, the CPU notifies the vehicle control unit 30 of the OCV and the reference SOC at the reference temperature, and enters the energy saving mode. That is, the control unit 6 is in the operating state (operation mode) only when the OCV and temperature are detected, when the reference SOC is calculated, and when the vehicle control unit 30 is notified. When the IGN 22 is positioned at the OFF position after the vehicle has traveled, the vehicle control unit 30 also performs a predetermined process (data storage, etc.) to enter a sleep state, and is activated only when receiving a notification from the control unit 6.

1-3-2. During charging / discharging (before and during vehicle driving)
(1) Before vehicle travel Before vehicle travel after vehicle parking, the driver inserts an ignition key into the IGN 22, and the IGN 22 is positioned from the OFF position to the ON / ACC position, and further from the ON / ACC position to the START position. After that, it is positioned again in the ON / ACC position. The control unit 6 shifts from the energy-saving motor to the operation mode when the IGN 22 is first positioned at the ON / ACC position.

During charging / discharging (before the vehicle is running and when the vehicle is running, which will be described later), the CPU performs PbB1 at predetermined time intervals (for example, every 2 [ms] for voltage and current, and every 10 [ms] for temperature). Detects the device status of. That is, stored voltage PbB1 detected by the voltage detection circuit 2, a temperature of PbB1 detected by end-to-end voltage V _R and the temperature sensor 5 of the load resistance R detected by the current detection circuit 9 to the RAM.

Then, depending on the temperature stored in the RAM, and the temperature correction to the voltage value of the voltage and the load resistor reference temperature described above the end-to-end voltage V _R of the R of PbB1. Next, the total amount of charge / discharge current flowing through PbB1 is grasped by integrating the current values flowing through PbB1 corresponding to the voltage values across the load resistance R after temperature correction every predetermined time (for example, 2 [ms]). Then, the latest SOC of PbB1 is calculated from the reference SOC and the capacity (known) of PbB1 calculated in advance at the time of charging / discharging suspension.

Then, during charging / discharging (before and during vehicle running), the CPU obtains the voltage value and SOC after the latest temperature correction calculated above as the state information of PbB1 every predetermined time (for example, 2 [ms]). Notify the vehicle control unit 30. Instead of this, the current value flowing through PbB1 corresponding to the voltage value after temperature correction and the voltage value across the load resistance R after temperature correction is notified to the vehicle control unit 30 at predetermined time intervals, and the vehicle control unit 30 notifies PbB1. You may try to calculate the latest SOC of.

(1-1) Before starting the engine As described above, the CPU notifies the vehicle control unit 30 of the state information of PbB1 at predetermined time intervals even before starting the engine. Upon receiving this notification, the vehicle control unit 30 may display the status of the power supply system 20 (PbB1) on the installation panel so as to be a reference for the triber. For such a display, for example, the remaining capacity of PbB1 corresponding to the latest SOC may be displayed by a level meter or the like, or the icon of PbB1 may be displayed in blue with reference to the latest SOC and a preset threshold value. (When the engine starting power is sufficiently stored in PbB1), Yellow (when there is a risk that the engine cannot be started if the auxiliary machine 23 continues to be discharged), Red (when the engine starting is difficult or deterioration is accelerated) It may be lit by color coding such as.

(1-2) At engine start At engine start, the electric power stored in PbB1 is supplied to the starter 28 via the IGN 22 to start the engine 25. At that time, for example, a large current of 200 [A] or more flows through PbB1 (high rate discharge is performed), but the voltage between the external terminals of PbB1 drops significantly accordingly. As shown in FIGS. 5A and 5B, the current and voltage changes at this time are such that a large current with a sharp peak flows immediately after the current starts to flow in the starter 28, and at the same time, PbB1 has a sharp valley shape. Indicates a voltage drop.

The CPU sequentially refers to the voltage value after temperature correction to determine whether or not there is a voltage drop of 1.5 [V] or more within 15 [ms], and if a positive determination is made, the engine is started. The maximum current value and the minimum voltage value are found from the current value flowing through PbB1 corresponding to the voltage value across the load resistance R after the temperature correction and the voltage value after the temperature correction. On the other hand, when a negative judgment is made, it is considered that the engine 25 has not started.

When the engine is started, the minimum voltage value is taken when the maximum current value is taken, and Ohm's law is established. This Ohm's law holds only for a moment when the minimum voltage value and the maximum current value are taken, and does not hold at other times. As shown in FIGS. 5A and 5B, when the maximum current value is Ist and the minimum voltage value is Vst, the internal resistance Ri of PbB1 can be obtained by Ri = (Vst / Ist). There is a close relationship between the internal resistance Ri of PbB1 and SOH. A table or mathematical formula showing the relationship between the internal resistance Ri and SOH is stored in the ROM and expanded in the RAM. The CPU refers to this relationship and calculates the latest SOH of PbB1 when the engine is started.

(2) When the vehicle is running The CPU notifies the vehicle control unit 30 of the state information of PbB1 at predetermined time intervals even when the vehicle is running. If the vehicle 50 is of a type that can display the status of PbB1 on the installation panel, the driver will refer to the displayed status of PbB1 and if PbB1 is close to the lower limit voltage value or lower limit SOC, the engine Since there is a possibility that the 25 cannot be (re) started, the PbB1 is charged by positioning the IGN 22 in the ON / ACC position instead of immediately positioning it in the OFF position after the vehicle has traveled.

At the time of idling stop, the driver positions the IGN 22 in the OFF position to stop the engine 25, and then positions it in the ON / ACC position to secure the power supply to the auxiliary machine 23. When the engine is restarted after the idle stop, the IGN 22 is positioned from the ON / ACC position to the START position, the engine 25 is restarted, and then the IGN 22 is positioned again at the ON / ACC position. The CPU can update the latest SOH of PbB1 in order to obtain an opportunity to calculate the internal resistance Ri of PbB1 even when the engine is restarted.

2. 2. Second Embodiment Next, a second embodiment in which the present invention is applied to a 14V vehicle power supply system that can be mounted on a μHEV will be described. The μHEV has an idling stop start (hereinafter referred to as ISS) function, can accept regenerative power supplied from a generator (alternate 24 in this example), and has a discharge load (starter 28 and a discharge load in this example). An auxiliary machine 23) equipped with a power storage device capable of discharging a gasoline vehicle or a diesel vehicle.

2-1. Configuration 2-1-1. Vehicle-side configuration Although the main configuration of the vehicle 50 (μHEV) on which the power supply system 21 (see FIG. 6) of the second embodiment is mounted is functionally different, the vehicle 50 of the first embodiment (ordinary gasoline vehicle) ) Is almost the same. As shown by a broken line in FIG. 1, an electromagnetic clutch 26 is interposed in the crankshaft 27 between the engine 25 and the alternator 24 (power generation unit 24a), and an electromagnetic clutch 26 is interposed between the vehicle control unit 30 and the electromagnetic clutch 26. A control line for controlling the on / off of the electromagnetic clutch 26 is connected. An electromagnetic clutch similar to the electromagnetic clutch 26 may be interposed between the engine 25 and the starter 28.

2-1-2. Configuration of power supply system On the other hand, the configuration of the power supply system 21 of the present embodiment is significantly different from that of the power supply system 20 of the first embodiment. As shown in FIG. 6, the power supply system 21 includes a composite power storage device 1'and a device state detection device 11 for detecting the device state of the composite power storage device 1'.

(1) Composite power storage device 1'
The composite power storage device 1'is composed of a lead battery 1'A (hereinafter referred to as PbB1'A) and a lithium ion capacitor 1'B (hereinafter referred to as LIC1'B). It should be noted that PbB1'A and LIC1'B do not necessarily have to be arranged in close positions (for example, in the same engine room), for example, PbB1'A is arranged in the engine room and LIC1'B is arranged under the seat. It may have been done.

(1-1) PbB1'A
PbB1'A is basically the same as PbB1 described in the first embodiment. The capacity of PbB1'A of this embodiment is 32Ah. Further, in order to have a structure that easily accepts regenerated electric power, the negative electrode active material mixture of PbB1'A contains a negative electrode additive containing lignin, carbon and the like in addition to the negative electrode active material. The negative electrode external terminal of PbB1'A is connected to GND.

(1-2) LIC1'B
On the other hand, in the LIC1'B, four single (unit) lithium ion capacitors (hereinafter referred to as single capacitors; for example, a lower limit voltage of 2.2 [V] and an upper limit of use voltage of 3.5 [V]) are connected in series. This group of capacitors (combination capacitors) is configured to have a positive positive external terminal on the highest potential side and a negative negative external terminal on the lowest potential side. The capacity of the single capacitor can be, for example, 1000F to 4000F (1800F in this example), but the present invention is not limited thereto. The negative electrode external terminal is connected to the GND. A temperature sensor such as a thermistor is fixed to the surface of one of these four single capacitors by an adhesive. The upper limit voltage of LIC1'B is 14.0 [V] (3.5 [V] x 4), and the lower limit voltage of LIC is 8.8 [V] (2.2 [V] x 4). It is set (see FIG. 8A).

Each single capacitor has a positive electrode in which a positive electrode active material containing activated carbon is coated on an aluminum foil having many through holes, and a negative electrode in which lithium ions can be occluded and released in a copper foil having many through holes. It has an electrode group in which a negative electrode coated with a substance (for example, amorphous carbon) is wound or laminated via a microporous separator. The electrode group is _{infiltrated with a non-aqueous electrolytic solution in which a lithium salt such as lithium hexafluorophosphate (LiPF 6} ) is dissolved in a mixed solvent such as ethylene carbonate (EC), dimethyl carbonate (DMC) and diethyl carbonate (DEC). It is housed in a cylindrical, flat cylindrical or square container.

For example, when each single capacitor is cylindrical, the LIC1'B has a resin holder for collectively holding four single capacitors in the vertical position, and each holder has these single capacitors. A conductor for connecting in series and a positive electrode external terminal or a negative electrode external terminal are built in by insert molding, and each single capacitor has two adjacent single capacitors and the positive and negative electrodes in opposite directions and diagonal positions in the vertical direction. It may be held by each holder in the same direction as the arranged single capacitor.

(2) Device state detection device 11
(2-1) Current detection circuits 9A, 9B
As shown in FIG. 6, the device state detection device 11 has a current sensor 3A and a load resistance R1 and has a current detection circuit 9A for detecting the current flowing through PbB1'A, and has a current sensor 3B and a load resistance R2 and has a LIC1. It is provided with a current detection circuit 9B that detects the current flowing through the'B. The outputs of the current detection circuits 9A and 9B (voltages across the load resistors R1 and R2) are input to the PbB controller 8A and the LIC controller 8B, respectively. The current sensors 3A and 3B are the same as the current sensors 3 described in the first embodiment.

One side of the conductive film 3Aa of the current sensor 3A is connected to the positive electrode external terminal of PbB1'A, the other side is connected to the switch 12, one side of the magnetic film 3Ab is connected to the positive electrode external terminal of PbB1'A, and the other side is. One end is connected to the other end of the load resistor R1 connected to the GND. On the other hand, one side of the conductive film 3Ba of the current sensor 3B is connected to the positive electrode external terminal of LIC1'B, the other side is connected to the switch 12, and one side of the magnetic film 3Bb is connected to the positive electrode external terminal of LIC1'B. The side is connected to the other end of the load resistor R2 whose one end is connected to the GND.

(2-2) Switch 12
Further, the power supply system 21 (device state detection device 11) includes a switch 12 for switching the charge / discharge currents of PbB1'A and LIC1'B. The switch 12 is composed of two switches connected in series, a switch SW1 and a switch SW2. The connection point between the switch SW1 and the switch SW2 is connected to the central terminal of the IGN 22. The other ends of the switches SW1 and SW2 are connected to the other sides of the conductive film 3Aa of the current sensor 3A and the conductive film 3Ba of the current sensor 3B, respectively. The switches SW1 and SW2 are composed of switching elements (for example, power MOSFETs) capable of energizing a large current.

Here, the main function of the switch 12 will be described. When the combined power storage device 1'receives the regenerative power supplied from the alternator 24, the switch that connects the alternator 24 to either PbB1'A or LIC1'B. In addition to serving a role, it also serves as a switch for connecting to the discharge load from either PbB1'A or LIC1'B when discharging from the composite power storage device 1'to the discharge load (auxiliary device 23, starter 28).

The switch 12 is connected to the state 0 where the alternator 24 and the discharge load are not connected to either PbB1'A or LIC1'B, the alternator 24 and the discharge load are connected to the LIC1'B, as shown in Table 1 below, via the IGN 22. The state 1 is taken, the alternator 24 and the discharge load are connected to the PbB1'A, and the PbB1'A and the LIC1'B are connected in parallel.

(2-3) Electrolytic capacitor C
When discharging from the composite power storage device 1'to the auxiliary device 23, for example, when switching from the state 1 to the state 2, there is a possibility that a moment when power is not supplied to the auxiliary device 23 from either PbB1'A or LIC1'B may occur. Therefore, an electrolytic capacitor C that compensates for and supplies this momentary electric power to the auxiliary machine 23 is inserted between the connection points of the switches SW1 and SW2 and GND.

(2-4) Controllers 8A, 8B
Further, the device state detection device 11 acquires (detects) the device state data of PbB1'A and LIC1'B, respectively, PbB controller 8A and LIC controller 8B (hereinafter, both are collectively referred to as controllers 8A and 8B). It is equipped with. In the present embodiment, the PbB controller 8A is arranged on the upper part of the PbB1'A and integrated with the PbB1'A, and the LIC controller 8B is also arranged on the upper part of the LIC1'B and integrated with the LIC1'B. The controllers 8A and 8B detect the temperature, voltage, and current of PbB1'A and LIC1'B as device state data at the time of charging / discharging (before and during running of the vehicle), respectively.

That is, in the present embodiment, the temperature sensor (not shown) in PbB1'A is connected to the PbB controller 8A, and the PbB controller 8A samples the voltage of the temperature sensor at predetermined time intervals and outputs it to the control unit 6'. do. Further, the PbB controller 8A has a built-in voltage detection circuit (not shown), and the positive electrode external terminal and the negative electrode external terminal of PbB1'A are connected to the built-in voltage detection circuit, respectively.

The PbB controller 8A samples the voltage of PbB1'A and the current flowing through PbB1'A (voltage across the load resistor R1) at predetermined time intervals and outputs them to the control unit 6'. Further, the PbB controller 8A detects the OCV of PbB1'A and the temperature at that time and outputs the OCV to the control unit 6'during the charging / discharging suspension (when the vehicle is parked), as in the first embodiment.

On the other hand, the LIC controller 8B also has the same configuration as the PbB controller 8A described above, but in addition to detecting the total voltage of the LIC 1'B, it also detects the voltage of each single capacitor in order to monitor over-discharge / over-charge. At this point, voltage detection other than that detected by the PbB controller 8A is also performed. The LIC controller 8B may have a voltage adjusting circuit that adjusts (aligns) the voltage of each single capacitor constituting the LIC 1'B.

The controllers 8A and 8B are connected to the control unit 6'(state grasping unit 6'A), and at the time of charging / discharging, the temperature, voltage, current of PbB1'A and LIC1'B and each unit constituting the LIC1'B. The voltage of the capacitor is output to the control unit 6', and the detected OCV and the temperature at that time are output to the control unit 6'during charging / discharging suspension.

(2-5) Control unit 6'
Further, the device state detection device 11 calculates the state information of PbB1'A and LIC1'B based on the input device state data, and controls the charge / discharge current switching operation by the switch 12'. It is equipped with. The control unit 6'is configured as a microcontroller having an MPU, an A / D converter, a non-volatile memory 7', a communication IC, an I / O, and an input port, similarly to the control unit 6 of the first embodiment. Further, the switch 12 has an output port for outputting a digital signal. In FIG. 6, details are shown for each function in order to clarify the role of the control unit 6'.

In the non-volatile memory 7', both ends of the load resistance R1 peculiar to the current detection circuit 9A (current sensor 3A) when a current is passed through the conductive film 3Aa of the current sensor 3A at a plurality of current values under a plurality of voltage values. The voltage value and the voltage value across the load resistance R2 peculiar to the current detection circuit 9B (current sensor 3B) when a current is passed through the conductive film 3Ba of the current sensor 3B with a plurality of current values under a plurality of voltage values It is written in advance.

The MPU's internal bus is connected to the external bus. The external bus is connected to the output side of the A / D converter, and the input side of the A / D converter is connected to the A / D input port (via a differential amplifier circuit if necessary). Further, the above-mentioned output port and communication IC are connected to the external bus. Therefore, the MPU, A / D input port, A / D converter, and non-volatile memory 7'of the control unit 6'are in the state grasping unit 6'A of FIG. 6, and the MPU, communication IC, and I / O are in the communication unit 6'. B, the MPU and the output port correspond to the switch control unit 6'C, respectively. The control unit 6'has other functions (for example, an energy saving mode transition function, etc.), but is omitted in FIG. The switch 12 and the output port are connected by a control line, and a resistor is inserted in the control line to prevent damage to the MPU. A high level signal (H) or a low level signal (L) is output to the control line via the output port.

Explaining the functions of each part of the control unit 6'with reference to FIG. 6, the state grasping unit 6'A temporarily stores the device state data output from the controllers 8A and 8B in the RAM, and PbB1'A and LIC1'B. The latest state information (voltage value after temperature correction and SOC) is calculated (estimated). The communication unit 6'B notifies the vehicle control unit 30 of the latest state information of PbB1'A and LIC1'B calculated by the state grasping unit 6'A every predetermined time (for example, 2 [ms]), and at the same time. The vehicle control unit 30 notifies the vehicle state information (described later). The switch control unit 6'C has switches SW1 and SW2 constituting the switch 12 according to the vehicle state information notified from the vehicle control unit 30 and the state information of PbB1'A and LIC1'B calculated by the state grasping unit 6'A. Controls on and off.

2-2. Relationship with vehicle 50 (μHEV) 2-2-1. In the regenerative charge / discharge vehicle 50, the composite power storage device 1'is charged by the regenerative power supplied from the alternator 24 during braking, and the operation of the alternator 24 is basically stopped during traveling except during braking. Since the current that can be accepted by PbB1'A alone is limited to about 120 A, the charge acceptability is low, and it is difficult to recover all the regenerated power by the alternator 24 during braking. Therefore, in the present embodiment, a composite power storage device 1'combining PbB1'A and LIC1'B having excellent charge acceptability is used. The composite power storage device 1'receives (stores) regenerative power, and discharges the received power to the discharge load.

With the use of the composite power storage device 1', the power supply system 21 of the present embodiment has the same as that of the power supply system 20 of the first embodiment described above, a) a current detection circuit (and a voltage detection circuit and a temperature). A sensor) is provided for each power storage device constituting the composite power storage device 1', b) the characteristics of the current detection circuits 9A and 9B are stored in the non-volatile memory 7', and c) for each power storage device. The difference is that a controller is provided, d) a switch 12 is provided, and the control unit 6'controls the switch 12.

2-2-2. Coordinated control The vehicle control unit 30 and the control unit 6'(CPU) perform coordinated control. That is, the vehicle control unit 30 controls the vehicle 50 according to the vehicle state and the device state of the composite power storage device 1', and the control unit 6'(CPU) switches according to the vehicle state and the device state of the composite power storage device 1'. 12 on / off control. Therefore, the CPU needs the state information of the vehicle 50, and the vehicle control unit 30 needs to grasp the state information of the composite power storage device 1'. The state information of the vehicle 50 and the composite power storage device 1'is shared between the two via the communication line 29 described above.

(1) State information of vehicle 50 (1-1) IGN position information The vehicle control unit 30 notifies the control unit 6'as the position of the IGN 22 as IGN position information. As shown in Table 2 below, the IGN position information includes OFF information, ON / ACC information, and START information.

(1-2) Alternator operation information Since the vehicle 50 has a regenerative power generation function by the alternator 24, the vehicle control unit 30 can be used when the brake is depressed (during braking) or when the accelerator is released (when the accelerator is released (during braking). When the accelerator is off), the alternator 24 is controlled so as to shift the electromagnetic clutch 26 to the on state, convert the driving force of the engine 25 into regenerative power, and supply it to the composite power storage device 1', and notify the CPU to that effect. do. Further, when the brake is released or when the acceleration of the vehicle becomes 0 as a result of accelerator off, the electromagnetic clutch 26 is controlled to shift to the off state and the alternator 24 is controlled to stop the operation, and to that effect. Is notified to the CPU.

That is, as shown in Table 2, when the electromagnetic clutch 26 is shifted to the on state, the regeneration start information is notified to the CPU, and when the electromagnetic clutch 26 is shifted to the off state (from the on state), the regeneration end information is notified to the CPU. Notify to. The alternator operation information also includes alternator start information, which will be described later.

(1-3) Idling information Since the vehicle 50 has an ISS function, the vehicle control unit 30 refers to the vehicle state such as brake, speed, acceleration, and the state information of the composite power storage device 1'and is idling. Determine if you want to stop. Therefore, in the vehicle 50, even if the IGN 22 is positioned at the ON / ACC position when the vehicle is running (even if the driver does not position the IGN 22 at the OFF position or the like), the vehicle 50 is stopped by the control of the vehicle control unit 30. Then, the engine 25 is stopped (idling stop), and then when the accelerator is stepped on, the engine 25 is (re) started (ISS).

As shown in Table 2, the idling information includes ISS information and engine start information. The vehicle control unit 30 confirms the (re) start of the engine 25 by observing the rotation speed of the engine 25 (crankshaft 27).

(2) Status information of the composite power storage device 1'As described above, the CPU has the device status of PbB1'A and LIC1'B output from the controllers 8A and 8B during charging / discharging (before and during vehicle running). Based on the data (including the voltage value of each single capacitor constituting LIC1'B), the latest state information (voltage value after temperature correction and SOC) of PbB1'A and LIC1'B is calculated, and the vehicle control unit. Notify 30 at predetermined time intervals. Upon receiving this notification, the vehicle control unit 30 controls the electromagnetic clutch 26 and the alternator 24 with reference to the latest voltage values and SOCs of PbB1'A and LIC1'B.

2-3. Operation Next, the operation of the power supply system 21 of the present embodiment will be described mainly by the CPU (of the MPU of the control unit 6'). Since the notification of the state information of the composite power storage device 1'to the vehicle control unit 30 has already been described, the charge / discharge control (control of the switch 12) will be mainly described below.

2-3-1. When charging / discharging is suspended (when the vehicle is parked)
The control during charge / discharge suspension is basically the same as that described in the first embodiment. When the IGN 22 is positioned at the OFF position after the vehicle has traveled, the vehicle control unit 30 notifies the CPU of OFF information (see Table 2) instead of the sleep command described in the first embodiment. The CPU that has received the OFF information sets the switch 12 to the state 0, and sets the controllers 8A and 8B and the control unit 6'in the energy saving mode.

That is, the output of the device state data (temperature, voltage, current) of PbB1'A and LIC1'B is stopped by the controllers 8A and 8B, and the CPU itself also stops the output of the state information (voltage value, SOC) of PbB1'A and LIC1'B. And the notification of the calculation result to the vehicle control unit 30 is stopped. The composite power storage device 1'is charged by the regenerative power of the alternator 24 immediately before the vehicle is parked, and the LIC1'B is used at the start of vehicle parking with the upper limit voltage V1 (see FIG. 8A, 14.0 [in this example]. V]) The voltage is in the vicinity.

Further, after the OCV and the reference SOC are calculated at the reference temperatures of PbB1'A and LIC1'B, the reference temperature of LIC1'B is prevented from over-discharging due to the natural discharge of LIC1'B whose storage amount is smaller than that of PbB1'A. With reference to the OCV in, for example, PbB1'A and LIC1'B are arranged in parallel with the switch 12 as the state 3 so as not to fall below the set voltage V3 (see FIG. 8A, 9.3 [V] in this example). When the connection is made (the LIC1'B is charged with the power of the PbB1'A) and the LIC1'B reaches the set voltage V3, the switch 12 is set to the state 0 and the energy saving mode is set.

2-3-2. During charging / discharging (before and during vehicle driving)
(1) Before running the vehicle (1-1) Before starting the engine When the CPU receives ON / ACC information (see Table 2) from the vehicle control unit 30, the voltage of LIC1'B can start the engine 25. (See FIG. 8 (A), 11.8 [V] in this example) is determined, and if a positive determination is made, the switch 12 is set to state 1. As a result, power is supplied (discharged) to the auxiliary machine 23 before the engine is started from the LIC 1'B. On the other hand, when the voltage of LIC1'B is less than the set voltage V2 (when a negative determination is made), the switch 12 is set to the state 2 and power is supplied from PbB1'A to the auxiliary machine 23.

(1-2) When the engine is started When the CPU receives the START information (see Table 2) from the vehicle control unit 30, it determines again whether the voltage of the LIC1'B is equal to or higher than the set voltage V2, and if it makes an affirmative determination, it determines again. , The switch 12 is set to the state 1, and the starter 28 (engine 25) is started by the electric power of the LIC 1'B. On the other hand, when the voltage of LIC1'B is less than the set voltage V2 (when a negative determination is made), the switch 12 is set to the state 2 and the starter 28 (engine 25) is started by the power of PbB1'A. Therefore, the CPU has an opportunity to grasp the internal resistance (SOH) of each of PbB1'A and LIC1'B.

(2) During vehicle running and ISS Since the contents of regenerative charge / discharge control during vehicle running and ISS are slightly complicated, these points will be summarized below and then explained more concretely with reference to the flowchart. ..

(2-1) Key points of regenerative charge / discharge control (2-1-1) Charge control When the CPU receives regeneration start information (see Table 2) from the vehicle control unit 30, in principle, the LIC1'B is used as the upper limit voltage. The switch 12 is controlled so as to charge up to V1 (the switch 12 is set to the state 1). As a result, the LIC1'B is constantly charged up to the upper limit voltage V1. However, if the regeneration end information (see Table 2) is received from the vehicle control unit 30 before the LIC1'B reaches the upper limit voltage V1, the regenerative power is not supplied, so that the LIC1'B is supplied at that time. The switch 12 is controlled so that the charging is stopped and immediately discharged from the LIC 1'B to the auxiliary device 23 (the switch 12 remains in the state 1).

When the LIC1'B is charged to the upper limit voltage V1, the CPU switches to charge the PbB1'A to the upper limit SOC (see FIG. 8B, 97 [%] in this example) in principle. 12 is controlled (switch 12 is set to state 2). As a result, PbB1'A is charged up to the usage upper limit SOC. However, if the regeneration end information is received from the vehicle control unit 30 before the PbB1'A reaches the usage upper limit SOC, the regenerative power is not supplied, so that the charging to the PbB1'A is stopped at that point and the LIC1 is immediately used. 'Control the switch 12 so that the electric power is discharged from B to the auxiliary machine 23 (the switch 12 is set to the state 1).

When the PbB1'A is charged to the upper limit SOC of use, the CPU controls the switch 12 so as to stop charging the PbB1'A in order to avoid overcharging the PbB1'A (the switch 12 is set to the state 0). .).

(2-1-2) Discharge control When the CPU receives the regeneration end information from the vehicle control unit 30, it discharges from the LIC1'B to the auxiliary machine 23 until the LIC1'B reaches the set voltage V2 in principle. The switch 12 is controlled (the switch 12 is set to the state 1). However, if the regeneration start information is received from the vehicle control unit 30 before the LIC1'B reaches the set voltage V2, the regenerative power is supplied, so that the LIC1'B discharges to the auxiliary machine 23 at that time. Controls the switch 12 to charge the LIC1'B with regenerative power immediately after being discontinued (the switch 12 remains in state 1). The reason why the LIC1'B is discharged only up to the set voltage V2 (the lower limit voltage V4 (see FIG. 8A, 8.8 [V] in this example) is not discharged) is that the LIC1'B is used in preparation for the ISS. This is to keep the voltage at which the engine can be started.

When the LIC1'B is discharged to the set voltage V2, the CPU switches the PbB1'A to the first SOC (see FIG. 8B, 70 [%] in this example) in principle. 12 is controlled (switch 12 is set to state 2). However, if the regeneration start information is received from the vehicle control unit 30 before the PbB1'A becomes the first SOC, the regenerative power is supplied, so that the PbB1'A is transferred from the PbB1'A to the auxiliary machine 23 at that time. The discharge is stopped and the switch 12 is controlled so as to immediately charge the LIC 1'B with the regenerative power (the switch 12 is set to the state 1).

(2-1-3) ISS control When the CPU receives the ISS information (see Table 2), it is maintained at a voltage equal to or higher than the set voltage V2 even when the LIC1'B is discharged (at the time of the immediately preceding idling stop). Due to the regenerative power, the LIC1'B has a voltage near the upper limit voltage V1 unless there is a particularly large discharge to the auxiliary machine 23), and the LIC1'B is discharged to the starter 28 to start the engine 25. From the reception of the ISS information to the next reception of the engine start information, the engine start by the electric power of the LIC1'B is prioritized, and the switching control of the switches SW1 and SW2 constituting the switch 12 is not performed.

When the vehicle control unit 30 succeeds in starting the engine, the vehicle control unit 30 notifies the CPU of the engine start information (see Table 2). Upon receiving the engine start information, the CPU controls the switch 12 so as to discharge from PbB1'A to the auxiliary machine 23 (the switch 12 is set to the state 2). The reason for this is to prevent the LIC1'B from deteriorating because the voltage of the LIC1'B drops due to the large current discharge to the starter 28 when the engine is started, and to discharge the LIC1'B to the auxiliary machine 23. This is to suppress the capacity of LIC1'B and prevent cost increase by switching from PbB1'A to PbB1'A. The LIC1'B is charged by the regenerative power of the alternator 24 thereafter.

(2-2) Specific Control During Vehicle Travel and ISS Next, the regenerative charge / discharge control by the CPU will be described with reference to the regenerative charge / discharge processing routine shown in FIG. 7. The contents that overlap with the contents described in the above (2-1) Regenerative charge / discharge control points will be described as briefly as possible.

As shown in FIG. 7, the CPU waits until the regeneration start information (step (hereinafter, abbreviated as “S”) 102) or the regeneration end information (S124) is received from the vehicle control unit 30.

When the affirmative judgment is made in S102 (when the regeneration start information is received), the switch 12 is set to the state 1 (S104). As a result, the LIC1'B is charged at a constant voltage with regenerative power. Next, in S106, it is determined whether or not the IGN position information has been received. If the determination is affirmative, the regenerative charge / discharge processing routine is terminated. If the determination is negative, the regenerative end information is in the next S108. If it is affirmative, the process proceeds to S126 (charging to LIC1'B is discontinued), and if it is negative, the voltage of LIC1'B is the upper limit voltage for use in the next S110. It is determined whether or not it has become V1. If the judgment in S110 is negative, the process returns to S106 in order to continue accepting the regenerative power by the LIC1'B, and if the judgment is positive, the switch 12 is set to the state 2 (S112). As a result, PbB1'A is constantly charged with regenerative power.

Next, in S114, it is determined whether or not the IGN position information has been received. If a positive judgment is made, the regenerative charge / discharge processing routine is terminated, and if a negative judgment is made, the regeneration end information is received in the next S116. If it is affirmative, it proceeds to S126 (charging to PbB1'A is discontinued), and if it is negative, it is whether PbB1'A has reached the upper limit SOC in the next S118. To judge.

If the judgment in S118 is negative, it returns to S114 to continue accepting the regenerative power by PbB1'A, and if it is affirmative, the switch 12 is set to state 0 in order to prevent overcharging of PbB1'A. (S120). As a result, charging of PbB1'A by regenerative power is terminated. Next, in S122, it is determined whether or not the IGN position information has been received, and if a negative determination is made, the process returns to S102, and if an affirmative determination is made, the regenerative charge / discharge processing routine is terminated.

On the other hand, when the affirmative judgment is made in S124 (when the regeneration end information is received), the switch 12 is set to the state 1 (S126). As a result, the electric power of the LIC 1'B is supplied to the auxiliary machine 23. Next, in S128, it is determined whether or not the IGN position information has been received. If the determination is affirmative, the regeneration charge / discharge processing routine is terminated, and if the determination is negative, the regeneration start information is received in the next S130. Determine if you did.

When the affirmative judgment is made in S130, the process returns to S104 (the discharge from the LIC1'B to the auxiliary machine 23 is terminated), and when the negative judgment is made, it is determined whether or not the ISS information is received in the next S132. If the judgment in S132 is affirmative, it waits until the engine start information is received in S136 (during this time, the engine is discharged from the LIC 1'B to the starter 28 and the engine (re) starts), and when the engine start information is received, S138 is received. Proceed to. On the other hand, when the determination in S132 is negative, it is determined in the next S134 whether or not the voltage of LIC1'B has reached the set voltage V2. In the case of a negative judgment, even if the LIC1'B is discharged to the auxiliary machine 23, the LIC1'B can be maintained at the set voltage V2 at which the engine can be started. Proceed to S138 to keep the voltage at the set voltage V2 (stop the discharge from the LIC1'B to the auxiliary equipment 23).

In S138, the switch 12 is set to the state 2. As a result, the power of PbB1'A is supplied to the auxiliary machine 23 (the power supply to the auxiliary machine 23 is switched from LIC1'B to PbB1'A). Next, in S140, it is determined whether or not the IGN position information has been received. If the determination is affirmative, the regenerative charge / discharge processing routine is terminated. If the determination is negative, the regeneration is terminated in the next S142. It is judged whether or not the information has been received, and if a positive judgment is made, the process returns to S104 (the discharge from PbB1'A to the auxiliary machine 23 is terminated), and if a negative judgment is made, PbB1'A is the first in the next S144. It is determined whether or not the SOC is 1. If this determination is negative, the device returns to S140 to continue discharging from PbB1'A to the auxiliary device 23, and if it is affirmative, a charging process for charging the composite power storage device 1'is executed in S146.

In the present embodiment, the vehicle control unit 30 determines whether or not to operate the alternator 24 to charge the composite power storage device 1'in accordance with the state information of the composite power storage device 1'. The vehicle control unit 30 notifies the CPU of the alternator start information (see Table 2) at the timing when the electromagnetic clutch 26 is turned on. In the following, the electric power generated by the alternator 24 in this way is referred to as generated electric power in order to distinguish it from the regenerative electric power described above.

In the charging process of S146, when the CPU receives the alternator start information from the vehicle control unit 30, the CPU sets the switch 12 to the state 1. As a result, the LIC1'B is constantly charged with the generated power of the alternator 24. The CPU determines whether or not the LIC1'B has been charged to the upper limit voltage V1, and if a negative determination, waits until the LIC1'B is charged to the upper limit voltage V1. If the IGN position information is received during this period, the regenerative charge / discharge processing routine is terminated.

On the other hand, when a positive judgment is made (when the LIC1'B is charged to the upper limit voltage V1), the switch 12 is set to the state 2. As a result, PbB1'A is constantly charged with the generated power of the alternator 24. Next, it is determined whether or not PbB1'A has been charged to the second SOC (see FIG. 8B, upper limit SOC> second SOC> first SOC, 85% in this example), and the result is denied. At the time of judgment, it waits until PbB1'A is charged to the second SOC. When PbB1'A is charged to the second SOC (when a positive judgment is made), the charging process of S146 is terminated and the process returns to S102. If the IGN position information is received during this period, the regenerative charge / discharge processing routine is terminated.

When charging PbB1'A with regenerative power, it is preferable to charge PbB1'A up to the upper limit SOC in order to store as much regenerative power as possible in PbB1'A. On the other hand, when charging PbB1'A with generated power in order to prevent deterioration of PbB1'A, gasoline is consumed because the driving force of the engine 25 is connected to the alternator 24 via the electromagnetic clutch 26. Therefore, the battery may be charged from the first SOC (70%) to the upper limit SOC (97%), but for example, if the battery is charged to the second SOC (85%), PbB1'is then regenerated. Since A may be further charged, gasoline consumption can be saved (fuel efficiency can be improved).

In the above, in order to briefly explain the charge / discharge control by the CPU, the voltage of the LIC1'B has been mainly described, but in the present embodiment, the upper limit / lower limit SOC of the LIC1'B and each of the constituents of the LIC1'B are configured. The usage upper limit / lower limit voltage and the usage upper limit / lower limit SOC of the single capacitor are also set in advance, and when the LIC1'B reaches the usage upper limit SOC, the charging to the LIC1'B is stopped and the PbB1'A is charged. When the LIC1'B reaches the lower limit SOC of use and the lower limit SOC of each single capacitor, the discharge from the LIC1'B to the auxiliary machine 23 is cut off and the discharge from the PbB1'A to the auxiliary machine 23 is also performed. Further, as with LIC1'B, PbB1'A is also set with an upper limit voltage and lower limit voltage, and like LIC1'B, charge / discharge control of PbB1'A is performed according to the upper limit voltage and lower limit voltage. Also go.

3. 3. Actions and effects 3-1. Action and effect Next, the action and effect of the power supply system of the above embodiment will be described.

In the power supply system 20 (21) of the above embodiment, in configuring the device state detection device 10 (11) of the in-vehicle power storage device, the current sensor includes a conductive film 3a (3Aa, 3Ba) and a magnetic film 3b (3Bb, 3Bb). ), And the thin film current sensor 3 (3A, 3B) in which the resistance value of the magnetic film 3b (3Bb, 3Bb) changes according to the current value flowing through the conductive film 3a (3Aa, 3Ba) is used.

Since the current sensor 3 (3A, 3B) has a plate structure, it can be configured simply, and space can be saved as compared with the hall type current sensor. Further, since the conductive film 3a (3Aa, 3Ba) is made of aluminum and has a resistance of almost 0, it does not have a voltage drop like a shunt type current sensor in a charge / discharge circuit between a power storage device and a generator or a discharge load. .. Therefore, the voltage drop due to the current sensor 3 (3A, 3B) can be eliminated.

Further, in the power supply system 20 (21) of the above embodiment, the power storage device (charge / discharge circuit) is detected by detecting the voltage across the load resistors R (R1, R2) constituting the current detection circuit 9 (9A, 9B). Detects the charge / discharge current flowing through. Therefore, unlike the planar Hall effect type voltage sensor shown in FIG. 2B, a voltage detection line derived from the direction perpendicular _{to the current I 3b is not required.} Therefore, a simpler structure and space saving can be achieved, which is advantageous in terms of cost.

Further, in the power supply system 20 (21) of the above embodiment, the control unit 6 (6') has the non-volatile memory 7 (7'), and the non-volatile memory 7 (7') has a plurality of voltage values. The measured values of the voltages across the load resistors R (R1, R2) when a current is passed through the conductive film 3a (3Aa, 3Ba) of the current sensor 3 (3A, 3B) with a plurality of current values below are stored. .. Therefore, even if there is a variation peculiar to the current detection circuit 9 (9A, 9B), that is, a variation peculiar to the current sensor 3 (3A, 3B) or a variation in the resistance value of the load resistance R (R1, R2). The charge / discharge current can be detected accurately without being affected by this.

Here, the current sensor of the above embodiment (hereinafter referred to as the former) and the power sensor of Patent Document 3 adjacent thereto (Patent Document 3 paragraphs “0026” to “0034”, “0053”, “0054”, FIGS. 1 to 1 and FIG. 3. Refer to FIG. 10, etc., hereinafter, the latter) is compared. Both are common in that they are sensors with a plate structure, and differ in the following points. a) The former has no voltage detection line, while the latter has a voltage detection line (the configuration of the sensor itself is different). b) The former is a current sensor that detects the current flowing through the charge / discharge circuit by detecting the voltage across the load resistance R, while the latter is for calculating the power consumption applied to the load (Patent Document 3, paragraph "0030"). It is used as a voltage sensor (power sensor) that detects the amount of voltage change in the conductive film (conductor film) (the usage of the sensor is different). c) The former is used for in-vehicle device state detection devices, and in the in-vehicle device state detection device, for example, it is necessary to accurately grasp the degree of deterioration of the power storage device (internal resistance of PbB1 and SOH) in order to determine whether the engine can be started. On the other hand, the latter (see "0074" in paragraph 3 of Patent Document) is mainly used for a device state detection device for an industrial power storage device, and it is not necessary to remotely grasp the degree of deterioration of the power storage device (device state by the device state detection device). The detection content of is also different.).

3-2. Modifications In the above embodiment, a lead battery (a composite power storage device in which a lead battery and a lithium ion capacitor are combined) is exemplified as the power storage device, but the present invention is not limited thereto. For example, instead of the lead battery, a nickel hydrogen battery, a nickel zinc battery, a lithium ion battery, or a lithium ion capacitor may be used. Further, when configuring the composite power storage device, two or more types of power storage devices among a lead battery, a nickel hydrogen battery, a nickel zinc battery, a lithium ion battery, and a lithium ion capacitor may be combined and configured.

When configuring the composite power storage device, in order to accurately grasp the device state, as described in the second embodiment, the voltage detection circuit, the current detection circuit, and the temperature sensor are used for each power storage device constituting the composite power storage device. It is preferable to provide it in. Further, the control unit may calculate the internal resistance of at least one power storage device among the power storage devices constituting the composite power storage device.

Further, in the above embodiment, an example in which one current detection circuit is provided for each power storage device is shown, but the present invention is not limited to this. As described above, in the vehicle-mounted power storage device, a large current of, for example, 200 [A] or more flows in the discharge circuit between the power storage device and the discharge load when the engine is started. On the other hand, in the state before starting the engine in which power is not supplied to the auxiliary machine 23, the current is, for example, a small current of less than 1 [A]. Therefore, the order of the current to be detected differs by about 3 to 4 orders of magnitude. Therefore (to improve the current detection accuracy), the power supply system (device state detector) has a first current sensor for detecting the current in the large current range and a first current sensor for detecting the current in the small current range. It may have at least two current sensors with two current sensors.

FIG. 9 shows a power supply system 20'(device state detection device 10') in such an embodiment. The difference from the power supply system 20 (FIG. 1) of the first embodiment is that a current detection circuit 9'is newly provided and a current sensor 4 is connected in series to the current sensor 3.

That is, one side of the conductive film 4a of the current sensor 4 is connected to the other side of the conductive film 3a of the current sensor 3, and the other side of the conductive film 4a is connected to the central terminal of the IGN 22. One side is connected to the other side of the conductive film 3a of the current sensor 3, and the other side of the magnetic film 4b is connected to the other end of the load resistor R4 whose one end is connected to the GND. Further, the voltage across the load resistor R4 is input to the A / D input port of the control unit 6.

In such an embodiment, in order to increase the sensitivity of the current sensor that detects the current in the small current region, according to the magnetic resistance effect (see also the shape effect coefficient α (= l / w) in Equation 1), for example, in the large current region. Increase the length of the current sensor that detects the current in the smaller current range than the length l of the current sensor that detects the current in (see FIG. 3A), and / or detect the current in the large current range. The width of the current sensor that detects the current in the small current region may be made smaller than the width w of the current sensor (see FIG. 3A).

Furthermore, between the positive electrode external terminal of the power storage device and one side of the magnetic film of the current sensor, a switch controlled by the control unit (or controller) so that it is turned off in the energy saving mode and turned on in the operation mode. It may be provided. Such an embodiment is particularly effective from the viewpoint of power storage (discharge prevention) of the LIC1'B, which has a small amount of electricity stored and requires attention to over-discharge, as shown in the second embodiment.

Further, in the above embodiment, an example is shown in which the reference SOC is calculated from the OCV and the latest SOC is estimated by integrating the charge / discharge current with respect to the reference SOC, but the present invention is not limited thereto. .. For example, other known techniques disclosed in Japanese Patent No. 5162971, No. 5163739, etc. may be used.

Further, in the second embodiment, the control system members are described separately for the PbB controller 8A, the LIC controller 8B, and the control unit 6'so that the configuration of the power supply system 21 can be easily grasped. You may do it. Furthermore, in the second embodiment, an example in which the control unit 6'calculates the state information according to the device state data output from the controllers 8A and 8B is shown, but such an operation is performed by the vehicle control unit 30. (This point is the same in the first embodiment). In such an embodiment, the main functions of the control unit 6'are the communication unit 6'B and the switch control unit 6'C.

Further, in the second embodiment, the control unit 6'shows an example of acquiring alternator operation information and IGN information via the vehicle control unit 30, but the present invention is not limited to this, and for example, the brake is controlled. Brake operation information, alternator operation information, IGN position information, and the like may be acquired directly from the brake control unit, the alternator control unit that controls the alternator, and the IGN 22.

Further, in the above embodiment, the operating voltage of each member constituting the power supply system 20 (21), the set voltage of LIC1'B in FIG. 8, and the specific numerical values of the first and second SOCs of PbB1'A and the like are shown in FIG. However, the present invention is not limited thereto.

The 14V power supply system 20 (21) is illustrated in the above embodiment, but the present invention is not limited to this, and the present invention is not limited to this, for example, a power supply system other than the 14V power supply system such as a 42V power supply system or device state detection. It can also be applied to devices.

The present invention provides a device state detection device using a current sensor having a simple structure and no voltage drop, a power supply system provided with the device state detection device, and an automobile equipped with the power supply system. It has industrial potential because it contributes to the manufacture and sale of device condition detectors, power supply systems and automobiles.

1,1'A lead-acid battery (power storage device)
1'Composite power storage device (power storage device, composite power storage device)
1'B Lithium Ion Capacitor (Power Storage Device)
2 Voltage detection circuit (voltage detection means)
3 Current sensor (current sensor, first thin film current sensor)
3A, 3B current sensor 4 current sensor (current sensor, second thin film current sensor)
3a, 3Aa, 3Ba, 4a Conductive film 3b, 3Ab, 3Bb, 4b Magnetic film 6,6'Control unit 7,7' Non-volatile memory 9,9', 9A, 9B Current detection circuit (current detection means)
10, 10', 11 Device status detector 20, 20', 21 Power supply system 22 Ignition switch 23 Auxiliary equipment (discharge load)
24 Alternator (generator)
28 Starter (discharge load)
50 Vehicle (automobile)
R, R1, R2, R4 Load resistance

Claims (10)

In a device state detection device that detects the device state of an in-vehicle power storage device,
A voltage detection means for detecting the voltage of the device and
A current detecting means having a current sensor and detecting the current flowing through the device,
A control unit that calculates the device state of the device based on the detection values detected by the voltage detection means and the current detection means, and
Equipped with
As the current sensor, a current sensor having a conductive layer and a magnetic layer and in which the resistance value of the magnetic layer changes according to the current value flowing through the conductive layer is used .
One side of the magnetic layer in the longitudinal direction is connected to the positive electrode external terminal of the device, and the other side is connected to the negative electrode external terminal of the device via a load resistor.
The control unit detects the current flowing through the device from the voltage of the device detected by the voltage detecting means and the voltage across the load resistor detected by the current detecting means. Device. The device state detecting device according to claim 1, wherein the current sensor is a plate-shaped current sensor. On one side of the longitudinal Direction of the conductive layer is the positive electrode external terminal, device status of claim 1 or claim 2, characterized in that the other side is connected to the discharge load and the generator via the ignition switch Detection device. Further provided with a non-volatile memory in which the voltage values across the load resistance peculiar to the current sensor when a current is passed through the conductive layer at a plurality of current values under a plurality of voltage values are stored in advance.
The control unit has the voltage of the device detected by the voltage detecting means and the load resistance detected by the current detecting means according to the relationship between the voltage value, the current value and the voltage value across the ends stored in the non-volatile memory. device state detection apparatus according to any one of claims 1 to claim 3, characterized in that to calculate the current flowing in the conductive layer corresponding to the voltage across. The control unit is characterized in that it calculates the internal resistance of the device according to Ohm's law from the voltage of the device detected by the voltage detecting means at the time of starting the engine and the current flowing through the detected device. 1 to the device state detection apparatus according to any one of claims 4. The current detecting means has at least two current sensors, a first current sensor for detecting a current in a large current region and a second current sensor for detecting a current in a small current region. The device state detection device according to any one of claims 1 to 5 , wherein at least one of the length and the width of the first and second current sensors is different. The device is one selected from the group consisting of a lead battery, a nickel hydrogen battery, a nickel zinc battery, a lithium ion battery and a lithium ion capacitor, or a composite power storage device having two or more kinds constituting the group. The device state detection device according to any one of claims 1 to 6, wherein the device state detection device is provided. When the device is the composite power storage device, the voltage detection means and the current detection means are provided for each power storage device constituting the composite power storage device, and the control unit is among the power storage devices constituting the composite power storage device. The device state detection device according to claim 7 , wherein the internal resistance of at least one power storage device is calculated. In-vehicle power storage device and
The device state detection device according to any one of claims 1 to 8.
Power system with. An automobile provided with the power supply system according to claim 9.

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