JP2018107922A - Controller of battery for vehicle - Google Patents

Controller of battery for vehicle Download PDF

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JP2018107922A
JP2018107922A JP2016252540A JP2016252540A JP2018107922A JP 2018107922 A JP2018107922 A JP 2018107922A JP 2016252540 A JP2016252540 A JP 2016252540A JP 2016252540 A JP2016252540 A JP 2016252540A JP 2018107922 A JP2018107922 A JP 2018107922A
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battery
battery group
time
remaining capacity
chargeable
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加藤　孝弘
Takahiro Kato
孝弘 加藤
剛史 下永田
Takashi Shimonagata
剛史 下永田
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Mercedes Benz Group AG
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Daimler AG
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a battery for vehicle capable of effectively extending cruising distance of the vehicle and improving travel performance of the vehicle by performing efficient charge control according to the remaining capacity of the respective batteries when a plurality of batteries are connected in parallel.SOLUTION: A battery controller for vehicle charges a battery group G1 with the minimum charged amount when it is determined that the total remaining capacity of a battery group G2 with the maximum charged amount classified into the batteries with the maximum remaining capacity is predetermined capacity or more, and it is determined that chargeable time Tc is sufficiently longer than charge required time T2 of battery groups except the battery group G2 with the maximum charged amount, by determination means 30, and charges battery groups G2, G3 except the battery group G1 with the minimum charged amount when it is determined that the chargeable time Tc is shorter than the charge required time T2, or it is determined that the total chargeable time of the battery group G2 with the maximum charged amount is equal to or more than the total of the total chargeable capacity of the battery groups G2, G3 except the battery group G1 with the maximum charged amount.SELECTED DRAWING: Figure 2

Description

本発明は、車両用バッテリの制御装置に関し、詳しくは、電動車両において外部電源によりバッテリの充電を行う際の車両用バッテリの制御技術に関する。   The present invention relates to a vehicle battery control device, and more particularly, to a vehicle battery control technique when an external power source charges a battery in an electric vehicle.

近年、ＰＨＥＶ車（プラグインハイブリッド電動車両）やＥＶ車（電動車両）では、車両の航続距離を延長するために、充電可能な電気容量が大容量となるバッテリ（電池）を搭載する必要性が高まっている。しかしながら、バッテリを構成する個別のバッテリセル自体のエネルギ密度を劇的に高めることは難しい。   In recent years, in PHEV vehicles (plug-in hybrid electric vehicles) and EV vehicles (electric vehicles), in order to extend the cruising range of the vehicle, it is necessary to mount a battery (battery) having a large chargeable electric capacity. It is growing. However, it is difficult to dramatically increase the energy density of the individual battery cells themselves constituting the battery.

そこで、バッテリの容量を増やすために、複数個のバッテリを並列接続したバッテリモジュールを形成することが行われている。そして、特許文献１には、並列接続した２つのバッテリ間に電圧差があるとき、電圧が低い側のバッテリ、すなわち、バッテリに充電されている電気量である残容量（以下、ＳＯＣ（State of Charge）とも称する）が少ない側のバッテリのみを充電するようにした車両用バッテリの制御装置が開示されている。これにより、２つのバッテリ間の電圧差が解消され、各バッテリの電極に接続されるコンタクタ（電磁接触器）を閉接することができる。   Therefore, in order to increase the capacity of the battery, a battery module in which a plurality of batteries are connected in parallel is formed. In Patent Document 1, when there is a voltage difference between two batteries connected in parallel, the battery on the lower voltage side, that is, the remaining capacity (hereinafter referred to as SOC (State of State), which is the amount of electricity charged in the battery). There is disclosed a control device for a vehicle battery in which only the battery on the side having a small amount of charge) is charged. Thereby, the voltage difference between two batteries is eliminated, and the contactor (electromagnetic contactor) connected to the electrode of each battery can be closed.

国際公開第２０１３／０４２１６５号International Publication No. 2013/042165

特許文献１に記載されるように、並列接続されるバッテリの数が２つの場合には、一般に、残容量の少ないバッテリを優先的に充電する制御を行えばよく、バッテリ充電制御は比較的容易である。しかし、車両の航続距離を延長するべく、３つ以上のバッテリを並列接続した場合、各バッテリの残容量に応じて効率のよいバッテリ充電制御を行うのは難しい。各バッテリの残容量のバランスが不均一となった場合、バッテリ間に接続された上記コンタクタを電圧差により閉接できないため、各バッテリの放充電が制限され、車両の走行性能の悪化を招くおそれがある。   As described in Patent Document 1, when the number of batteries connected in parallel is two, generally, it is only necessary to preferentially charge a battery with a small remaining capacity, and battery charge control is relatively easy. It is. However, when three or more batteries are connected in parallel to extend the cruising distance of the vehicle, it is difficult to perform efficient battery charging control according to the remaining capacity of each battery. If the balance of the remaining capacity of each battery becomes uneven, the contactor connected between the batteries cannot be closed and closed due to the voltage difference, so that the charging / discharging of each battery is restricted, and the running performance of the vehicle may be deteriorated. There is.

本発明はこのような問題の少なくとも一部を解決するためになされたもので、その目的とするところは、複数のバッテリを並列接続した場合に各バッテリの残容量に応じて効率のよいバッテリ充電制御を行うことで、車両の航続距離を効果的に延長し、車両の走行性能を向上することができる、車両用バッテリの制御装置を提供することにある。   The present invention has been made to solve at least a part of such problems. The object of the present invention is to efficiently charge a battery according to the remaining capacity of each battery when a plurality of batteries are connected in parallel. An object of the present invention is to provide a control device for a vehicle battery that can effectively extend the cruising distance of the vehicle and improve the running performance of the vehicle by performing the control.

本発明は前述の課題の少なくとも一部を解決するためになされたものであり、以下の態様又は適用例として実現することができる。   SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following aspects or application examples.

（１）本適用例に係る車両用バッテリの制御装置は、互いに並列に接続される複数のバッテリを充電する車両用バッテリの制御装置であって、各バッテリに充電されている残容量をそれぞれ検出し、各残容量に基づいて各バッテリを複数のバッテリ群に分類する分類手段と、バッテリを充電することができる充電可能時間を取得する充電可能時間取得手段と、分類手段により残容量が最も少ないバッテリに分類された最小充電量バッテリ群の総残容量と、分類手段により残容量が最も多いバッテリに分類された最大充電量バッテリ群の総残容量とをそれぞれ算出するバッテリ群総残容量算出手段と、最小充電量バッテリ群の総残容量が最大充電量バッテリ群の総残容量になるまで充電するのに必要な充電必要時間を取得する充電必要時間取得手段と、最大充電量バッテリ群の総残容量が車両を走行させるために必要最低限の所定容量以上か否かを判定するとともに、充電可能時間が充電必要時間よりも長いか否かを判定する判定手段とを含み、判定手段により、最大充電量バッテリ群の総残容量が所定容量以上であると判定され、且つ、充電可能時間が充電必要時間よりも長いと判定されたとき、最小充電量バッテリ群を充電し、充電可能時間が充電必要時間よりも短いと判定され、又は、最大充電量バッテリ群の総充電可能容量が最大充電量バッテリ群以外の前記バッテリ群の総充電可能容量以上であると判定されたとき、最小充電量バッテリ群以外のバッテリ群を充電する。 (1) A vehicle battery control device according to this application example is a vehicle battery control device that charges a plurality of batteries connected in parallel to each other, and detects a remaining capacity charged in each battery. Then, the classification means for classifying each battery into a plurality of battery groups based on each remaining capacity, the chargeable time acquisition means for acquiring the rechargeable time during which the batteries can be charged, and the remaining capacity are the smallest by the classification means. Battery group total remaining capacity calculation means for calculating the total remaining capacity of the battery group with the minimum charge amount classified as a battery and the total remaining capacity of the battery group with the maximum charge amount classified as a battery with the largest remaining capacity by the classification means And obtain the required charge time to charge until the total remaining capacity of the battery group with the minimum charge reaches the total remaining capacity of the battery group with the maximum charge amount. And determining whether or not the total remaining capacity of the maximum charge amount battery group is equal to or greater than a predetermined minimum capacity necessary for running the vehicle, and whether or not the chargeable time is longer than the required charge time A minimum charge amount when it is determined by the determination means that the total remaining capacity of the battery group with the maximum charge amount is equal to or greater than a predetermined capacity and the chargeable time is longer than the required charge time. It is determined that the battery group is charged and the chargeable time is shorter than the required charge time, or the total chargeable capacity of the maximum charge amount battery group is equal to or greater than the total chargeable capacity of the battery group other than the maximum charge amount battery group. When it is determined that there is, a battery group other than the minimum charge amount battery group is charged.

前記適用例を用いる本発明によれば、３つ以上のバッテリを並列接続した場合に各バッテリの残容量に応じて効率のよいバッテリ充電制御を行うことで、車両の航続距離を効果的に延長し、車両の走行性能を向上することができる。   According to the present invention using the application example described above, when three or more batteries are connected in parallel, efficient battery charging control is performed according to the remaining capacity of each battery, thereby effectively extending the cruising distance of the vehicle. In addition, the running performance of the vehicle can be improved.

本発明の一実施形態に係るバッテリ制御部を備えた電動車両の概略構成図である。It is a schematic block diagram of the electric vehicle provided with the battery control part which concerns on one Embodiment of this invention. 図１の高電圧バッテリの構成を示した模式図である。It is the schematic diagram which showed the structure of the high voltage battery of FIG. 図１のＥＣＵが実行するバッテリ充電制御のメインルーチンのフローチャートである。3 is a flowchart of a main routine of battery charging control executed by the ECU of FIG. 図１のＥＣＵが実行するバッテリ充電制御の第１のサブルーチンのフローチャートである。It is a flowchart of the 1st subroutine of the battery charge control which ECU of FIG. 1 performs. 図１のＥＣＵが実行するバッテリ充電制御の第２のサブルーチンのフローチャートである。It is a flowchart of the 2nd subroutine of the battery charge control which ECU of FIG. 1 performs.

以下、本発明の一実施形態を図面に基づき説明する。
図１は本発明の一実施形態に係る車両用バッテリの制御装置を備える電気自動車のシステム構成図であり、同図に基づき説明する。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a system configuration diagram of an electric vehicle including a vehicle battery control device according to an embodiment of the present invention, and will be described with reference to FIG.

図１に示す車両１は、走行駆動源としてのモータ２を備える電気自動車のトラックである。モータ２は例えば永久磁石式同期電動機のように発電機としても作動可能な電動機である。モータ２の出力軸はプロペラシャフト３を介して差動装置４が連結され、差動装置４には駆動軸５を介して左右の駆動輪６が連結されている。   A vehicle 1 shown in FIG. 1 is an electric vehicle truck including a motor 2 as a travel drive source. The motor 2 is an electric motor that can also operate as a generator, such as a permanent magnet synchronous motor. The output shaft of the motor 2 is connected to a differential device 4 via a propeller shaft 3, and left and right drive wheels 6 are connected to the differential device 4 via a drive shaft 5.

モータ２にはインバータ・コンバータ（以下、単にインバータという）１０及びジャンクションボックス１１を介して高電圧バッテリ（車両用バッテリ）１２が接続されている。高電圧バッテリ１２に蓄えられた直流電力はインバータ１０により交流電力に変換されてモータ２に供給され、モータ２が発生した駆動力は駆動輪６に伝達されて車両１を走行させる。   A high voltage battery (vehicle battery) 12 is connected to the motor 2 via an inverter / converter (hereinafter simply referred to as an inverter) 10 and a junction box 11. The DC power stored in the high voltage battery 12 is converted into AC power by the inverter 10 and supplied to the motor 2, and the driving force generated by the motor 2 is transmitted to the drive wheels 6 to cause the vehicle 1 to travel.

また、例えば車両１の減速時や降坂路での走行時（回生走行時）には、駆動輪６側からの逆駆動によりモータ２が発電機として作動する（回生運転）。モータ２が発生した負側の駆動力は制動力として駆動輪６側に伝達されると共に、モータ２が発電した交流電力がインバータ１０で直流電力に変換されて、ジャンクションボックス１１を介して高電圧バッテリ１２に充電される。   For example, when the vehicle 1 decelerates or travels on a downhill road (regenerative travel), the motor 2 operates as a generator (regenerative operation) by reverse driving from the drive wheels 6 side. The negative driving force generated by the motor 2 is transmitted to the driving wheel 6 side as a braking force, and the AC power generated by the motor 2 is converted into DC power by the inverter 10, and a high voltage is supplied via the junction box 11. The battery 12 is charged.

高電圧バッテリ１２は、例えばリチウムイオンバッテリであり、駆動源であるモータ２等に用いる走行用のバッテリである。高電圧バッテリ１２は、性能を発揮するのに適正な所定の作動温度範囲を有している。ジャンクションボックス１１は、車両に搭載された各種電気機器と接続されている。当該ジャンクションボックス１１の内部には、電路の断接を行う各種コンタクタ（電磁接触器）が設けられており、当該コンタクタの断接を行うことで、各種電気機器への電力の供給及び遮断を制御可能である。   The high voltage battery 12 is, for example, a lithium ion battery, and is a traveling battery used for the motor 2 that is a drive source. The high voltage battery 12 has a predetermined operating temperature range appropriate for performance. The junction box 11 is connected to various electric devices mounted on the vehicle. Inside the junction box 11, various contactors (electromagnetic contactors) for connecting and disconnecting electric circuits are provided. By connecting and disconnecting the contactors, the supply and disconnection of electric power to various electric devices are controlled. Is possible.

ジャンクションボックス１１には、クーラコンプレッサや、パワーステアリング装置のポンプ等の高電圧補機類１６が接続されている。高電圧補機類１６は高電圧バッテリ１２からの電力供給を受けることでそれぞれ作動する。さらに、ジャンクションボックス１１には、ＤＣ−ＤＣコンバータ１７を介して低電圧バッテリ１８も接続されている。   The junction box 11 is connected to a high voltage auxiliary machine 16 such as a cooler compressor and a pump of a power steering device. The high voltage auxiliary machines 16 operate by receiving power supply from the high voltage battery 12. Further, a low voltage battery 18 is also connected to the junction box 11 via a DC-DC converter 17.

ＤＣ−ＤＣコンバータ１７は、ジャンクションボックス１１を介して低電圧バッテリ１８に供給される電力の降圧を行う電圧変換器である。低電圧バッテリ１８は、例えば鉛バッテリであり、蓄えられる電力は高電圧バッテリ１２よりも低電圧であるが、高電圧バッテリ１２よりも広い作動温度範囲を有している。当該低電圧バッテリ１８は、例えばＥＣＵ３０への電源供給、コンタクタ―等の制御電源等の電力供給に用いられる。   The DC-DC converter 17 is a voltage converter that steps down power supplied to the low voltage battery 18 via the junction box 11. The low voltage battery 18 is, for example, a lead battery, and the stored electric power has a lower voltage than the high voltage battery 12, but has a wider operating temperature range than the high voltage battery 12. The low voltage battery 18 is used, for example, for power supply to the ECU 30 and power supply such as a control power supply for a contactor.

また、ジャンクションボックス１１には、外部電源２０と接続可能であり、この外部電源２０から高電圧バッテリ１２及び低電圧バッテリ１８の充電が可能な充電器１９が接続されている。外部電源２０は例えば家庭用の１００Ｖ、２００Ｖの普通充電や、急速充電、非接触充電等がある。本実施形態では１つの充電器１９を示しているが、充電器１９を外部電源２０に対応して複数設けてもよい。   The junction box 11 can be connected to an external power source 20 and is connected to a charger 19 that can charge the high voltage battery 12 and the low voltage battery 18 from the external power source 20. The external power source 20 includes, for example, 100V and 200V ordinary charging for home use, quick charging, non-contact charging, and the like. Although one charger 19 is shown in the present embodiment, a plurality of chargers 19 may be provided corresponding to the external power source 20.

また、車両１には、図示しない入出力装置、制御プログラムや制御マップ等の記憶に供される記憶装置（ＲＯＭ、ＲＡＭなど）、中央処理装置（ＣＰＵ）、タイマカウンタなどを備えたＥＣＵ（判定手段）３０が搭載されている。本実施形態におけるＥＣＵ３０は主に高電圧バッテリ１２の充電を制御する制御ユニットであるが、車両１にはこの他にも種々のＥＣＵが設けられていてもよい。   Further, the vehicle 1 includes an input / output device (not shown), a storage device (ROM, RAM, etc.) used for storing control programs and control maps, a central processing unit (CPU), an ECU (determination unit) equipped with a timer counter, etc. Means) 30 is mounted. The ECU 30 in the present embodiment is a control unit that mainly controls the charging of the high-voltage battery 12, but the vehicle 1 may be provided with various other ECUs.

ここで、ＥＣＵ３０は、高電圧バッテリ１２、充電器１９、及び充電可能時間設定部（充電可能時間取得手段）３１等と電気的に接続されている。また、ＥＣＵ３０の内部には、ＳＯＣ検出・分類部（分類手段）３２、バッテリ群総残容量算出部（バッテリ群総残容量算出手段）３３、充電必要時間算出部（充電必要時間取得手段）３４、及びバッテリ群充電可能容量算出部３５等を有している。   Here, the ECU 30 is electrically connected to the high voltage battery 12, the charger 19, the chargeable time setting unit (chargeable time acquisition means) 31, and the like. The ECU 30 includes an SOC detection / classification unit (classification unit) 32, a battery group total remaining capacity calculation unit (battery group total remaining capacity calculation unit) 33, and a required charging time calculation unit (required charging time acquisition unit) 34. And a battery group chargeable capacity calculation unit 35 and the like.

図２は、高電圧バッテリ１２の構成を示した模式図である。高電圧バッテリ１２は、バッテリセルである例えば６つのバッテリＢ１〜Ｂ６を互いに並列に接続したバッテリモジュールとして形成されている。ＳＯＣ検出・分類部３２は、各バッテリＢ１〜Ｂ６に充電されている電気量である残容量（ＳＯＣ）をそれぞれ検出し、各残容量に基づいてバッテリＢ１〜Ｂ６を複数のバッテリ群に分類する。バッテリ群の分類基準は、各バッテリＢ１〜Ｂ６の残容量が比較的近い値であり、具体的にはジャンクションボックス１１の内部の上述したコンタクタの閉接が可能な範囲の比較的小さな電圧差（例えば１０Ｖ程度以内）となる場合に同じバッテリ群に分類される。   FIG. 2 is a schematic diagram showing the configuration of the high voltage battery 12. The high voltage battery 12 is formed as a battery module in which, for example, six batteries B1 to B6 that are battery cells are connected in parallel to each other. The SOC detection / classification unit 32 detects the remaining capacity (SOC), which is the amount of electricity charged in each of the batteries B1 to B6, and classifies the batteries B1 to B6 into a plurality of battery groups based on the remaining capacity. . The battery group classification standard is such that the remaining capacities of the batteries B1 to B6 are relatively close to each other. Specifically, the battery group has a relatively small voltage difference within a range in which the contactor within the junction box 11 can be closed. For example, it is classified into the same battery group.

図２の場合、各バッテリＢ１〜Ｂ６は、ＳＯＣ検出・分類部３２により第１〜第３バッテリ群Ｇ１〜Ｇ３に分類されている。第１バッテリ群（最小充電量バッテリ群）Ｇ１には残容量が最も少ないバッテリＢ１、Ｂ２が分類され、第２バッテリ群（最大充電量バッテリ群）Ｇ２には残容量が最も多いバッテリＢ３、Ｂ４が分類され、第３バッテリ群Ｇ３には残容量がバッテリＢ１、Ｂ２とＢ３〜Ｂ５との間の値となるバッテリＢ５、Ｂ６が分類されている。   In the case of FIG. 2, the batteries B1 to B6 are classified into first to third battery groups G1 to G3 by the SOC detection / classification unit 32. The batteries B1 and B2 having the smallest remaining capacity are classified into the first battery group (minimum charge amount battery group) G1, and the batteries B3 and B4 having the largest remaining capacity are classified into the second battery group (maximum charge amount battery group) G2. In the third battery group G3, batteries B5 and B6 whose remaining capacity is a value between the batteries B1 and B2 and B3 to B5 are classified.

バッテリ群総残容量算出部３３は、第１〜第３バッテリ群Ｇ１〜Ｇ３の総残容量Ｅ１ｒ〜Ｅ３ｒをそれぞれ算出する。これら総残容量Ｅ１ｒ〜Ｅ３ｒは、それぞれ車両１が走行するための動力Ｐ１〜Ｐ３を出力可能である。充電可能時間設定部３１では、車両１のユーザが充電器１９を使用して外部電源２０から高電圧バッテリ１２に充電する際に確保することができる時間、すなわち、車両１の運転計画等を考慮して、夜間などの車両の停車時間中に高電圧バッテリ１２に充電することができる充電可能時間Ｔｃをユーザが予測して設定可能である。ユーザにより設定された充電可能時間ＴｃはＥＣＵ３０に送られる。   The battery group total remaining capacity calculation unit 33 calculates total remaining capacity E1r to E3r of the first to third battery groups G1 to G3, respectively. These total remaining capacities E1r to E3r can output powers P1 to P3 for driving the vehicle 1, respectively. The chargeable time setting unit 31 takes into account the time that can be secured when the user of the vehicle 1 charges the high voltage battery 12 from the external power source 20 using the charger 19, that is, the driving plan of the vehicle 1. Then, the user can predict and set the chargeable time Tc during which the high voltage battery 12 can be charged during the vehicle stoppage time such as at night. The chargeable time Tc set by the user is sent to the ECU 30.

充電必要時間算出部３４は、第１バッテリ群Ｇ１のＳＯＣが第３バッテリ群Ｇ３のＳＯＣになるまで充電するのに必要な充電必要時間Ｔ１、第１バッテリ群Ｇ１のＳＯＣ及び第３バッテリ群Ｇ３のＳＯＣが第２バッテリ群Ｇ２のＳＯＣになるまで充電するのに必要な充電必要時間Ｔ２、第３バッテリ群Ｇ３のＳＯＣが第２バッテリ群Ｇ２のＳＯＣになるまで充電するのに必要な充電必要時間Ｔ３を算出する。   The required charging time calculation unit 34 includes the required charging time T1 required for charging until the SOC of the first battery group G1 becomes the SOC of the third battery group G3, the SOC of the first battery group G1, and the third battery group G3. Required for charging until the SOC of the second battery group G2 becomes the SOC of the second battery group G2, the charging necessary for charging until the SOC of the third battery group G3 becomes the SOC of the second battery group G2 is necessary Time T3 is calculated.

バッテリ群充電可能容量算出部３５は、バッテリ群総残容量算出部３３により算出された各バッテリ群Ｇ１〜Ｇ３の総残容量Ｅ１ｒ〜Ｅ３ｒから、第１バッテリ群Ｇ１に充電可能な充電可能容量Ｅ１と、第２バッテリ群Ｇ２に充電可能な充電可能容量Ｅ２と、第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３とを算出する。   The battery group chargeable capacity calculation unit 35 can charge the first battery group G1 from the total remaining capacities E1r to E3r of the battery groups G1 to G3 calculated by the battery group total remaining capacity calculation unit 33. Then, a chargeable capacity E2 that can charge the second battery group G2 and a chargeable capacity E3 that can charge the third battery group G3 are calculated.

具体的には、接続されている外部電源２０からの電力供給により、各バッテリ群Ｇ１〜Ｇ３が満充電（例えばＳＯＣ１００％）になるまで充電される総容量から、総残容量Ｅ１ｒ〜Ｅ３ｒをそれぞれ減じることで充電可能容量Ｅ１〜Ｅ３が算出可能である。そして、ＥＣＵ３０は、各バッテリＢ１〜Ｂ６の残容量、ひいては各バッテリ群Ｇ１〜Ｇ３の総残容量Ｅ１ｒ〜Ｅ３ｒに応じたバッテリ充電制御を実行する。   Specifically, the total remaining capacities E1r to E3r are respectively calculated from the total capacity charged until the battery groups G1 to G3 are fully charged (for example, SOC 100%) by the power supply from the connected external power source 20. The chargeable capacities E1 to E3 can be calculated by subtracting. And ECU30 performs battery charge control according to the remaining capacity of each battery B1-B6 and by extension the total remaining capacity E1r-E3r of each battery group G1-G3.

以下、図３のメインルーチン、図４の第１のサブルーチン、及び図５の第２のサブルーチンの各フローチャートを参照してバッテリ充電制御について詳しく説明する。先ず、充電器１９を介して外部電源２０から車両１に電源供給が開始されたとき、ＥＣＵ３０はバッテリ充電制御をスタートする。この際、ＥＣＵ３０は、充電可能時間設定部３１にてユーザが設定した充電可能時間Ｔｃを取得する。   Hereinafter, the battery charge control will be described in detail with reference to the flowcharts of the main routine of FIG. 3, the first subroutine of FIG. 4, and the second subroutine of FIG. First, when power supply from the external power supply 20 to the vehicle 1 is started via the charger 19, the ECU 30 starts battery charging control. At this time, the ECU 30 acquires the chargeable time Tc set by the user in the chargeable time setting unit 31.

ＥＣＵ３０はステップＳ１において、バッテリ群総残容量算出部３３で取得した第２バッテリ群Ｇ２の総残容量Ｅ２ｒに基づく動力Ｐ２が車両１を走行可能な最低動力Ｐｍｉｎ以上か否かを判定する。最低動力Ｐｍｉｎは、車両１を高電圧バッテリ１２の電力により走行させる際、車両１をその性能を確保しながら走行可能な必要最低限の電気量に相当する所定の電気容量（所定容量）に基づいて決定される。   In step S <b> 1, the ECU 30 determines whether or not the power P <b> 2 based on the total remaining capacity E <b> 2 r of the second battery group G <b> 2 acquired by the battery group total remaining capacity calculation unit 33 is equal to or greater than the minimum power Pmin that can travel the vehicle 1. The minimum power Pmin is based on a predetermined electric capacity (predetermined capacity) corresponding to the minimum amount of electricity that can travel while ensuring the performance of the vehicle 1 when the vehicle 1 is driven by the power of the high voltage battery 12. Determined.

当該判定結果が真（Ｙｅｓ）であるとき、すなわち、第２バッテリ群Ｇ２で発生可能な動力Ｐ２が最低動力Ｐｍｉｎ以上となるとき、ステップＳ２に移行する。一方、当該判定結果が偽（Ｎｏ）であるとき、すなわち、第２バッテリ群Ｇ２で発生可能な動力Ｐ２が最低動力Ｐｍｉｎ未満となるとき、図４に示した第１のサブルーチンに移行し、残りの第１バッテリ群Ｇ１と第３バッテリ群Ｇ３とのどちらを優先的に充電するかを決定する。   When the determination result is true (Yes), that is, when the power P2 that can be generated in the second battery group G2 is equal to or greater than the minimum power Pmin, the process proceeds to step S2. On the other hand, when the determination result is false (No), that is, when the power P2 that can be generated in the second battery group G2 is less than the minimum power Pmin, the process proceeds to the first subroutine shown in FIG. Which of the first battery group G1 and the third battery group G3 is to be preferentially charged.

ステップＳ２では、充電可能時間設定部３１で設定された充電可能時間Ｔｃが、充電必要時間算出部３４で算出された充電必要時間Ｔ２の１．２倍以上であるか否かを判定する。なお、充電必要時間Ｔ２に乗じる１．２は、充電可能時間Ｔｃと充電必要時間Ｔ２との差の大きさを判定するためのバッファであって、適宜変更が可能である。   In step S <b> 2, it is determined whether the chargeable time Tc set by the chargeable time setting unit 31 is 1.2 times or more the required charge time T2 calculated by the required charge time calculation unit 34. Note that 1.2 multiplied by the required charging time T2 is a buffer for determining the magnitude of the difference between the chargeable time Tc and the required charging time T2, and can be changed as appropriate.

当該判定結果が偽（Ｎｏ）であるとき、すなわち、充電可能時間Ｔｃが充電必要時間Ｔ２の１．２倍未満であると判定されたとき、ステップＳ３に移行する。一方、当該判定結果が真（Ｙｅｓ）であるとき、すなわち、充電可能時間Ｔｃが充電必要時間Ｔ２の１．２倍以上に十分に長いとき、ステップＳ５に移行して第１バッテリ群Ｇ１を優先的に充電し、本制御をリターンする。   When the determination result is false (No), that is, when it is determined that the chargeable time Tc is less than 1.2 times the charge required time T2, the process proceeds to step S3. On the other hand, when the determination result is true (Yes), that is, when the chargeable time Tc is sufficiently longer than 1.2 times the charge required time T2, the process proceeds to step S5 to give priority to the first battery group G1. The battery is charged and the control is returned.

この場合、ユーザの車両１の運転計画によって、十分な充電時間が確保可能な、例えば夜間などに充電が行われることが判明した。このため、各バッテリ群Ｇ１〜Ｇ３、ひいては各バッテリＢ１〜Ｂ６の残容量のバランスを極力均一にして揃えて車両１の走行性能を向上するべく、残容量が最も少ないバッテリＢ１、Ｂ２が分類された第１バッテリ群Ｇ１が優先的に充電される。   In this case, it has been found that charging can be performed, for example, at night, by which a sufficient charging time can be secured according to the driving plan of the vehicle 1 of the user. For this reason, the batteries B1 and B2 with the smallest remaining capacity are classified in order to improve the running performance of the vehicle 1 by making the balance of the remaining capacities of the battery groups G1 to G3 and thus the batteries B1 to B6 as uniform as possible. The first battery group G1 is preferentially charged.

ステップＳ３では、充電可能時間設定部３１で設定された充電可能時間Ｔｃが、充電必要時間算出部３４で算出された充電必要時間Ｔ２以上であるか否かを判定する。すなわち、当該ステップＳ３では、充電必要時間Ｔ２と充電可能時間Ｔｃとの比較に際し上記バッファを加味していない。当該判定結果が真（Ｙｅｓ）であるとき、すなわち、充電可能時間Ｔｃが充電必要時間Ｔ２以上であるとき、ステップＳ４に移行する。   In step S <b> 3, it is determined whether the chargeable time Tc set by the chargeable time setting unit 31 is equal to or longer than the required charge time T2 calculated by the required charge time calculation unit 34. That is, in the step S3, the buffer is not taken into account when comparing the required charging time T2 and the chargeable time Tc. When the determination result is true (Yes), that is, when the chargeable time Tc is equal to or longer than the charge required time T2, the process proceeds to step S4.

この場合、ステップＳ２にて充電可能時間Ｔｃが充電必要時間Ｔ２の１．２倍未満であり、且つステップＳ３にて充電可能時間Ｔｃが充電必要時間Ｔ２以上であることにより、充電可能時間Ｔｃが充電必要時間Ｔ２の１．０〜１．２倍の範囲に収まることが判明した。すなわち、充電可能時間Ｔｃは充電必要時間Ｔ２よりも長いものの、その差は微小であるため、ステップＳ１の車両１の最低動力Ｐｍｉｎを確保可能か否かに基づく判定、ステップＳ２、Ｓ３の充電可能時間Ｔｃを確保可能か否かに基づく判定に加え、後述するステップＳ４の判定を行うこととなる。   In this case, the chargeable time Tc is less than 1.2 times the charge required time T2 in step S2, and the chargeable time Tc is equal to or longer than the charge required time T2 in step S3. It has been found that the required charging time T2 falls within the range of 1.0 to 1.2 times. That is, although the chargeable time Tc is longer than the required charge time T2, the difference is very small. Therefore, the determination based on whether or not the minimum power Pmin of the vehicle 1 in step S1 can be secured, and the charge in steps S2 and S3 are possible. In addition to the determination based on whether or not the time Tc can be secured, the determination in step S4 described later is performed.

一方、ステップＳ３の判定結果が偽（Ｎｏ）であるとき、すなわち、充電可能時間Ｔｃが充電必要時間Ｔ２よりも短いとき、図５に示した第２のサブルーチンに移行する。この場合、第１バッテリ群Ｇ１の最も少ない総残容量Ｅ１ｒを第２バッテリ群Ｇ２の最も多い総残容量Ｅ２ｒになるまで充電するのに十分な充電時間が確保できないことが判明した。このため、図５の第２のサブルーチンに移行し、残りの第２バッテリ群Ｇ２と第３バッテリ群Ｇ３とのどちらを優先的に充電するかを決定する。   On the other hand, when the determination result of step S3 is false (No), that is, when the chargeable time Tc is shorter than the required charging time T2, the process proceeds to the second subroutine shown in FIG. In this case, it has been found that sufficient charging time cannot be secured for charging until the smallest total remaining capacity E1r of the first battery group G1 becomes the largest total remaining capacity E2r of the second battery group G2. Therefore, the process proceeds to the second subroutine of FIG. 5 to determine which of the remaining second battery group G2 and third battery group G3 is to be preferentially charged.

ステップＳ４では、バッテリ群充電可能容量算出部３５で算出された充電可能容量Ｅ１と充電可能容量Ｅ３との合計（Ｅ１＋Ｅ３）が充電可能容量Ｅ２以上であるか否かを判定する。当該判定結果が真（Ｙｅｓ）であるとき、すなわち、第１バッテリ群Ｇ１に充電可能な充電可能容量Ｅ１と第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３との合計が第２バッテリ群Ｇ２に充電可能な充電可能容量Ｅ２以上であるとき、ステップＳ５に移行して第１バッテリ群Ｇ１を優先的に充電し、本制御をリターンする。   In step S4, it is determined whether or not the sum (E1 + E3) of the chargeable capacity E1 and the chargeable capacity E3 calculated by the battery group chargeable capacity calculation unit 35 is equal to or greater than the chargeable capacity E2. When the determination result is true (Yes), that is, the sum of the chargeable capacity E1 that can charge the first battery group G1 and the chargeable capacity E3 that can charge the third battery group G3 is the second battery group G2. When the chargeable capacity E2 is greater than or equal to the chargeable capacity E2, the process proceeds to step S5 to preferentially charge the first battery group G1 and return to the present control.

この場合、ステップＳ２、Ｓ３にて充電可能時間Ｔｃは充電必要時間Ｔ２よりも若干長いことが判明した。このため、第２バッテリ群Ｇ２よりも、より多い充電可能容量Ｅ１及びＥ３が残されている第１バッテリ群Ｇ１及び第３バッテリ群Ｇ３を優先的に充電した方が、高電圧バッテリ１２全体として、より多くの充電量を確保可能である。このため、最もＳＯＣの低い第１バッテリ群Ｇ１から優先的に充電される。   In this case, it was found in steps S2 and S3 that the chargeable time Tc is slightly longer than the required charge time T2. For this reason, the first battery group G1 and the third battery group G3 in which more chargeable capacities E1 and E3 remain than the second battery group G2 are preferentially charged as the high-voltage battery 12 as a whole. , More charge can be ensured. For this reason, the first battery group G1 having the lowest SOC is preferentially charged.

一方、ステップＳ４の判定結果が偽（Ｎｏ）であるとき、すなわち、第１バッテリ群Ｇ１に充電可能な充電可能容量Ｅ１と第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３との合計が第２バッテリ群Ｇ２に充電可能な充電可能容量Ｅ２未満であるとき、図５の第２のサブルーチンに移行し、残りの第２バッテリ群Ｇ２と第３バッテリ群Ｇ３とのどちらを優先的に充電するかを決定する。   On the other hand, when the determination result of step S4 is false (No), that is, the sum of the chargeable capacity E1 that can charge the first battery group G1 and the chargeable capacity E3 that can charge the third battery group G3 is the first. When the chargeable capacity E2 is less than the chargeable capacity E2 that can charge the two battery groups G2, the process proceeds to the second subroutine of FIG. 5, and the remaining second battery group G2 or third battery group G3 is preferentially charged. To decide.

図４に示した第１のサブルーチンでは、先ずステップＳ１１において、第３バッテリ群Ｇ３の総残容量Ｅ３ｒに基づく動力Ｐ３が車両１を走行可能な最低動力Ｐｍｉｎ以上か否かを判定する。当該判定結果が真（Ｙｅｓ）であり、動力Ｐ３が最低動力Ｐｍｉｎ以上となるとき、ステップＳ１２に移行する。一方、当該判定結果が偽（Ｎｏ）であり、動力Ｐ３が最低動力Ｐｍｉｎ未満となるとき、ステップＳ１５に移行して第１バッテリ群Ｇ１を充電し、本制御を図３のスタートにリターンする。   In the first subroutine shown in FIG. 4, first, in step S11, it is determined whether or not the power P3 based on the total remaining capacity E3r of the third battery group G3 is equal to or greater than the minimum power Pmin that can travel the vehicle 1. When the determination result is true (Yes) and the power P3 is equal to or greater than the minimum power Pmin, the process proceeds to step S12. On the other hand, when the determination result is false (No) and the power P3 is less than the minimum power Pmin, the process proceeds to step S15 to charge the first battery group G1, and the control returns to the start of FIG.

この場合、各バッテリ群Ｇ１、Ｇ３のうち、中間の残容量のバッテリＢ５、Ｂ６が分類された第３バッテリ群Ｇ３によっても、車両１を走行させることは不可能であることが判明した。このため、残された第１バッテリ群Ｇ１が充電される。   In this case, it has been found that it is impossible to run the vehicle 1 even by the third battery group G3 in which the batteries B5 and B6 having the intermediate remaining capacity among the battery groups G1 and G3 are classified. For this reason, the remaining first battery group G1 is charged.

ステップＳ１２では、充電可能時間設定部３１で設定された充電可能時間Ｔｃが、充電必要時間算出部３４で算出された充電必要時間Ｔ１の１．２倍以上であるか否かを判定する。当該判定結果が偽（Ｎｏ）であり、充電可能時間Ｔｃが充電必要時間Ｔ１の１．２倍未満であると判定されたとき、ステップＳ１３に移行する。一方、当該判定結果が真（Ｙｅｓ）であり、充電可能時間Ｔｃが充電必要時間Ｔ１の１．２倍以上に十分に長いとき、ステップＳ１５に移行して第１バッテリ群Ｇ１を優先的に充電し、本制御をリターンする。   In step S12, it is determined whether or not the chargeable time Tc set by the chargeable time setting unit 31 is 1.2 times or more the required charge time T1 calculated by the required charge time calculation unit 34. When it is determined that the determination result is false (No) and the chargeable time Tc is less than 1.2 times the charge required time T1, the process proceeds to step S13. On the other hand, when the determination result is true (Yes) and the chargeable time Tc is sufficiently longer than 1.2 times the charge required time T1, the process proceeds to step S15 to preferentially charge the first battery group G1. Then, this control is returned.

この場合、ユーザの車両１の運転計画によって、第１バッテリ群Ｇ１のＳＯＣを第３バッテリ群Ｇ３のＳＯＣまで充電するのに十分な充電時間が確保可能であることが判明した。このため、バッテリ群Ｇ１、及びＧ３の残容量のバランスを均一にして揃えて車両１の走行性能を向上するべく、残容量が最も少ない第１バッテリ群Ｇ１が優先的に充電される。   In this case, it has been found that a charging time sufficient to charge the SOC of the first battery group G1 to the SOC of the third battery group G3 can be secured according to the operation plan of the vehicle 1 of the user. For this reason, the first battery group G1 having the smallest remaining capacity is preferentially charged in order to improve the running performance of the vehicle 1 by making the balance of the remaining capacity of the battery groups G1 and G3 uniform.

ステップＳ１３では、充電可能時間設定部３１で設定された充電可能時間Ｔｃが、充電必要時間算出部３４で算出された充電必要時間Ｔ１以上であるか否かを判定する。ステップＳ１３では、充電必要時間Ｔ１と充電可能時間Ｔｃとの比較に際しバッファを加味していない。当該判定結果が真（Ｙｅｓ）であり、充電可能時間Ｔｃが充電必要時間Ｔ１以上であるとき、ステップＳ１４に移行する。   In step S <b> 13, it is determined whether the chargeable time Tc set by the chargeable time setting unit 31 is equal to or longer than the required charge time T <b> 1 calculated by the required charge time calculation unit 34. In step S13, the buffer is not taken into account when comparing the required charging time T1 and the chargeable time Tc. When the determination result is true (Yes) and the chargeable time Tc is equal to or longer than the charge required time T1, the process proceeds to step S14.

この場合、ステップＳ１２にて充電可能時間Ｔｃが充電必要時間Ｔ１の１．２倍未満であり、且つステップＳ１３にて充電可能時間Ｔｃが充電必要時間Ｔ１以上であることにより、充電可能時間Ｔｃが充電必要時間Ｔ１の１．０〜１．２倍の範囲に収まることが判明した。すなわち、充電可能時間Ｔｃは充電必要時間Ｔ１よりも長いものの、その差は微小であるため、ステップＳ１１の車両１の最低動力Ｐｍｉｎを確保可能か否かに基づく判定、ステップＳ１２、Ｓ１３の充電可能時間Ｔｃを確保可能か否かに基づく判定に加え、後述するステップＳ１４の判定を行うこととなる。   In this case, the chargeable time Tc is less than 1.2 times the charge required time T1 in step S12, and the chargeable time Tc is equal to or longer than the charge required time T1 in step S13. It was found that it was within the range of 1.0 to 1.2 times the required charging time T1. That is, although the chargeable time Tc is longer than the required charge time T1, the difference is very small. Therefore, the determination based on whether or not the minimum power Pmin of the vehicle 1 in step S11 can be secured, the charge in steps S12 and S13 are possible. In addition to the determination based on whether or not the time Tc can be secured, the determination in step S14 to be described later is performed.

一方、ステップＳ１３の判定結果が偽（Ｎｏ）であり、充電可能時間Ｔｃが充電必要時間Ｔ１よりも短いとき、ステップＳ１６に移行して第３バッテリ群Ｇ３を充電し、本制御をリターンする。この場合、第１バッテリ群Ｇ１の総残容量Ｅ１ｒを第３バッテリ群Ｇ３の総残容量Ｅ３ｒになるまで充電するのに十分な充電時間が確保できないことが判明した。このため、残された第３バッテリ群Ｇ３が充電される。   On the other hand, when the determination result of step S13 is false (No) and the chargeable time Tc is shorter than the required charge time T1, the process proceeds to step S16 to charge the third battery group G3, and this control is returned. In this case, it has been found that the charging time sufficient to charge the first battery group G1 until the total remaining capacity E1r reaches the total remaining capacity E3r of the third battery group G3 cannot be secured. For this reason, the remaining third battery group G3 is charged.

ステップＳ１４では、バッテリ群充電可能容量算出部３５で算出された充電可能容量Ｅ１が充電可能容量Ｅ３以上であるか否かを判定する。当該判定結果が真（Ｙｅｓ）であり、第１バッテリ群Ｇ１に充電可能な充電可能容量Ｅ１が第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３以上であるとき、ステップＳ１５に移行して第１バッテリ群Ｇ１を充電し、本制御をリターンする。   In step S14, it is determined whether or not the chargeable capacity E1 calculated by the battery group chargeable capacity calculation unit 35 is equal to or greater than the chargeable capacity E3. When the determination result is true (Yes) and the chargeable capacity E1 that can be charged in the first battery group G1 is equal to or larger than the chargeable capacity E3 that can be charged in the third battery group G3, the process proceeds to step S15. 1 battery group G1 is charged, and this control is returned.

この場合、ステップＳ１２、Ｓ１３にて充電可能時間Ｔｃは充電必要時間Ｔ１よりも若干長いことが判明している。このため、第３バッテリ群Ｇ３よりも、より多い充電可能容量Ｅ１が残されている第１バッテリ群Ｇ１を優先的に充電した方が、高電圧バッテリ１２全体として、より多くの充電量を確保可能である。このため、車両１の走行性能を向上するべく、第１バッテリ群Ｇ１が充電される。   In this case, it has been found in steps S12 and S13 that the chargeable time Tc is slightly longer than the required charge time T1. Therefore, a higher charge amount is secured as a whole for the high-voltage battery 12 when the first battery group G1 with a larger chargeable capacity E1 remaining than the third battery group G3 is preferentially charged. Is possible. For this reason, in order to improve the running performance of the vehicle 1, the first battery group G1 is charged.

一方、ステップＳ１４の当該判定結果が偽（Ｎｏ）であり、第１バッテリ群Ｇ１に充電可能な充電可能容量Ｅ１が第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３未満であるとき、ステップＳ１６に移行して第３バッテリ群Ｇ３を充電し、本制御をリターンする。この場合、残された第３バッテリ群Ｇ３が充電される。   On the other hand, when the determination result in step S14 is false (No) and the chargeable capacity E1 that can charge the first battery group G1 is less than the chargeable capacity E3 that can charge the third battery group G3, step S16 The third battery group G3 is charged and the present control is returned. In this case, the remaining third battery group G3 is charged.

図５に示した第２のサブルーチンでは、先ずステップＳ２２において、充電可能時間設定部３１で設定された充電可能時間Ｔｃが、充電必要時間算出部３４で算出された充電必要時間Ｔ３の１．２倍以上であるか否かを判定する。当該判定結果が偽（Ｎｏ）であり、充電可能時間Ｔｃが充電必要時間Ｔ３の１．２倍未満であると判定されたとき、ステップＳ２３に移行する。一方、当該判定結果が真（Ｙｅｓ）であり、充電可能時間Ｔｃが充電必要時間Ｔ３の１．２倍以上に十分に長いとき、ステップＳ２６に移行して第３バッテリ群Ｇ３を優先的に充電し、本制御をリターンする。   In the second subroutine shown in FIG. 5, first, in step S22, the chargeable time Tc set by the chargeable time setting unit 31 is 1.2 of the required charge time T3 calculated by the required charge time calculation unit 34. It is determined whether or not it is twice or more. When the determination result is false (No) and it is determined that the chargeable time Tc is less than 1.2 times the charge required time T3, the process proceeds to step S23. On the other hand, when the determination result is true (Yes) and the chargeable time Tc is sufficiently longer than 1.2 times the charge required time T3, the process proceeds to step S26 to preferentially charge the third battery group G3. Then, this control is returned.

この場合、ユーザの車両１の運転計画によって、十分な充電時間が確保可能な、例えば夜間などに充電が行われることが判明した。このため、バッテリ群Ｇ２とＧ３の残容量のバランスを極力均一にして揃えて車両１の走行性能を向上するべく、残容量がより少ない第３バッテリ群Ｇ３が優先的に充電される。   In this case, it has been found that charging can be performed, for example, at night, by which a sufficient charging time can be secured according to the driving plan of the vehicle 1 of the user. Therefore, the third battery group G3 having a smaller remaining capacity is preferentially charged so as to improve the running performance of the vehicle 1 by making the balance between the remaining capacities of the battery groups G2 and G3 as uniform as possible.

ステップＳ２３では、充電可能時間設定部３１で設定された充電可能時間Ｔｃが、充電必要時間算出部３４で算出された充電必要時間Ｔ３以上であるか否かを判定する。ステップＳ２３では、充電必要時間Ｔ３と充電可能時間Ｔｃとの比較に際しバッファを加味していない。当該判定結果が真（Ｙｅｓ）であり、充電可能時間Ｔｃが充電必要時間Ｔ３以上であるとき、ステップＳ２４に移行する。   In step S23, it is determined whether or not the chargeable time Tc set by the chargeable time setting unit 31 is equal to or longer than the required charge time T3 calculated by the required charge time calculation unit 34. In step S23, the buffer is not taken into account when comparing the required charging time T3 and the chargeable time Tc. When the determination result is true (Yes) and the chargeable time Tc is equal to or longer than the charge required time T3, the process proceeds to step S24.

この場合、ステップＳ２２にて充電可能時間Ｔｃが充電必要時間Ｔ３の１．２倍未満であり、且つステップＳ２３にて充電可能時間Ｔｃが充電必要時間Ｔ３以上であることにより、充電可能時間Ｔｃが充電必要時間Ｔ３の１．０〜１．２倍の範囲に収まることが判明した。すなわち、充電可能時間Ｔｃは充電必要時間Ｔ３よりも長いものの、その差は微小であるため、ステップＳ２２、Ｓ２３の充電可能時間Ｔｃを確保可能か否かに基づく判定に加え、後述するステップＳ２４の判定を行うこととなる。   In this case, the chargeable time Tc is less than 1.2 times the charge required time T3 in step S22 and the chargeable time Tc is equal to or longer than the charge required time T3 in step S23. It was found that the required charge time T3 falls within the range of 1.0 to 1.2 times. That is, although the chargeable time Tc is longer than the required charge time T3, the difference is very small. Therefore, in addition to the determination based on whether or not the chargeable time Tc can be secured in steps S22 and S23, Judgment will be made.

一方、ステップＳ２３の判定結果が偽（Ｎｏ）であり、充電可能時間Ｔｃが充電必要時間Ｔ３よりも短いとき、ステップＳ２５に移行して第２バッテリ群Ｇ２を充電し、本制御をリターンする。この場合、第３バッテリ群Ｇ３の総残容量Ｅ１ｒを第２バッテリ群Ｇ２の総残容量Ｅ２ｒになるまで充電するのに十分な充電時間が確保できないことが判明した。このため、残された第２バッテリ群Ｇ２が充電される。   On the other hand, when the determination result of step S23 is false (No) and the chargeable time Tc is shorter than the required charging time T3, the process proceeds to step S25, charges the second battery group G2, and returns to the present control. In this case, it has been found that a sufficient charging time cannot be ensured until the total remaining capacity E1r of the third battery group G3 reaches the total remaining capacity E2r of the second battery group G2. For this reason, the remaining second battery group G2 is charged.

ステップＳ２４では、バッテリ群充電可能容量算出部３５で算出された充電可能容量Ｅ２が充電可能容量Ｅ３以上であるか否かを判定する。当該判定結果が真（Ｙｅｓ）であり、第２バッテリ群Ｇ２に充電可能な充電可能容量Ｅ２が第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３以上であるとき、ステップＳ２５に移行して第２バッテリ群Ｇ２を充電し、本制御をリターンする。   In step S24, it is determined whether or not the chargeable capacity E2 calculated by the battery group chargeable capacity calculation unit 35 is equal to or greater than the chargeable capacity E3. When the determination result is true (Yes) and the rechargeable capacity E2 that can be charged in the second battery group G2 is equal to or larger than the rechargeable capacity E3 that can be charged in the third battery group G3, the process proceeds to step S25. 2 The battery group G2 is charged, and this control is returned.

この場合、Ｓ２３にて充電可能時間Ｔｃは充電必要時間Ｔ３よりも長いもののその差は微小である。このため、第３バッテリ群Ｇ３よりも、より多い充電可能容量Ｅ２が残されている第２バッテリ群Ｇ２を優先的に充電した方が、高電圧バッテリ１２全体として、より多くの充電量を確保可能である。このため、車両１の走行性能を向上するべく、第２バッテリ群Ｇ２が充電される。   In this case, although the chargeable time Tc is longer than the required charging time T3 in S23, the difference is very small. Therefore, a higher charge amount is secured as a whole for the high-voltage battery 12 when the second battery group G2 with a larger chargeable capacity E2 remaining than the third battery group G3 is preferentially charged. Is possible. For this reason, in order to improve the running performance of the vehicle 1, the second battery group G2 is charged.

一方、ステップＳ２４の当該判定結果が偽（Ｎｏ）であり、第２バッテリ群Ｇ２に充電可能な充電可能容量Ｅ２が第３バッテリ群Ｇ３に充電可能な充電可能容量Ｅ３未満であるとき、ステップＳ２６に移行して第３バッテリ群Ｇ３を充電し、本制御をリターンする。この場合、残された第３バッテリ群Ｇ３が充電される。   On the other hand, when the determination result in step S24 is false (No), and the chargeable capacity E2 that can charge the second battery group G2 is less than the chargeable capacity E3 that can charge the third battery group G3, step S26. The third battery group G3 is charged and the present control is returned. In this case, the remaining third battery group G3 is charged.

以上のように本実施形態では、３つ以上の例えば６つのバッテリＢ１〜Ｂ６を並列接続して高電圧バッテリ１２を形成した場合、各バッテリＢ１〜Ｂ６の残容量（ＳＯＣ）に応じて、各バッテリＢ１〜Ｂ６を各バッテリ群Ｇ１〜Ｇ３に分類し、これらバッテリ群Ｇ１〜Ｇ３を充電する順番を変えることで、効率のよいバッテリ充電を行うことができる。   As described above, in the present embodiment, when three or more, for example, six batteries B1 to B6 are connected in parallel to form the high voltage battery 12, each of the batteries B1 to B6 has a remaining capacity (SOC). By classifying the batteries B1 to B6 into the battery groups G1 to G3 and changing the order of charging the battery groups G1 to G3, efficient battery charging can be performed.

具体的には、本実施形態のバッテリ充電制御では、図３のメインルーチンに示したように、ステップＳ１にて、車両１の最低動力Ｐｍｉｎを確保可能か否かに基づく判定を行い、ステップＳ２、Ｓ３にて、充電可能時間Ｔｃを確保可能か否かに基づく判定を行い、ステップＳ４にて、充電可能容量Ｅ１が確保可能か否かに基づく判定を行う。これにより、最も少ない残容量のバッテリＢ１、Ｂ２が分類された第１バッテリ群Ｇ１と、それ以外の第２バッテリ群Ｇ２、第３バッテリ群Ｇ３との何れを優先的に充電するかを的確に見極めたバッテリ充電制御を行うことができるため、車両１の航続距離を効果的に延長し、車両１の走行性能を向上することができる。   Specifically, in the battery charging control of the present embodiment, as shown in the main routine of FIG. 3, in step S1, a determination is made based on whether or not the minimum power Pmin of the vehicle 1 can be secured, and step S2 In step S3, a determination is made based on whether or not the chargeable time Tc can be secured. In step S4, a determination is made based on whether or not the chargeable capacity E1 can be secured. As a result, it is precisely determined which of the first battery group G1 in which the batteries B1 and B2 having the smallest remaining capacity are classified and the other second battery group G2 and third battery group G3 are to be preferentially charged. Since the determined battery charge control can be performed, the cruising distance of the vehicle 1 can be effectively extended and the running performance of the vehicle 1 can be improved.

また、本実施形態のバッテリ充電制御では、図４の第１のサブルーチンに示したように、図３と同様の判定と行うことにより、第１バッテリ群Ｇ１と、第３バッテリ群Ｇ３とのどちらを優先的に充電するかを判定可能である。また、図５の第２のサブルーチンに示したように、図３、図４と同様の判定と行うことにより、第２バッテリ群Ｇ２と、第３バッテリ群Ｇ３とのどちらを優先的に充電するかを判定可能である。   Further, in the battery charge control of the present embodiment, as shown in the first subroutine of FIG. 4, by performing the same determination as in FIG. 3, which of the first battery group G1 and the third battery group G3 is performed. Can be preferentially charged. Further, as shown in the second subroutine of FIG. 5, by performing the same determination as in FIG. 3 and FIG. 4, which of the second battery group G2 and the third battery group G3 is preferentially charged. Can be determined.

以上で本発明に係る車両用バッテリの制御装置の実施形態についての説明を終えるが、実施形態は上記実施形態に限られるものではない。   Although the description of the embodiment of the vehicle battery control device according to the present invention has been completed, the embodiment is not limited to the above embodiment.

例えば、上記実施形態のバッテリ充電制御は、複数のバッテリを並列接続して高電圧バッテリ１２を形成した場合に適用可能であり、高電圧バッテリ１２を構成するバッテリの数や、バッテリ群の分類数は上記実施形態に限定されるものではない。   For example, the battery charge control of the above embodiment is applicable when a plurality of batteries are connected in parallel to form the high-voltage battery 12, and the number of batteries constituting the high-voltage battery 12 or the number of battery groups classified Is not limited to the above embodiment.

１ 車両
１２ 高電圧バッテリ（車両用バッテリ）
３０ ＥＣＵ（判定手段、制御装置）
３１ 充電可能時間設定部（充電可能時間取得手段）
３２ ＳＯＣ検出・分類部（分類手段）
３３ バッテリ群総残容量算出部（バッテリ群総残容量算出手段）
３４ 充電必要時間算出部（充電必要時間取得手段）
Ｂ１〜Ｂ６ バッテリ
Ｇ１ 第１バッテリ群（バッテリ群、最小充電量バッテリ群）
Ｇ２ 第２バッテリ群（バッテリ群、最大充電量バッテリ群）
Ｇ３ 第３バッテリ群（バッテリ群） 1 Vehicle 12 High Voltage Battery (Vehicle Battery)
30 ECU (determination means, control device)
31 Charging time setting unit (charging time acquisition means)
32 SOC detection / classification unit (classification means)
33 battery group total remaining capacity calculation unit (battery group total remaining capacity calculation means)
34 Required charging time calculator (required charging time acquisition means)
B1 to B6 battery G1 first battery group (battery group, minimum charge amount battery group)
G2 second battery group (battery group, maximum charge amount battery group)
G3 Third battery group (battery group)

Claims (1)

互いに並列に接続される複数のバッテリを充電する車両用バッテリの制御装置であって、
前記各バッテリに充電されている残容量をそれぞれ検出し、前記各残容量に基づいて前記各バッテリを複数のバッテリ群に分類する分類手段と、
前記バッテリを充電することができる充電可能時間を取得する充電可能時間取得手段と、
前記分類手段により前記残容量が最も少ない前記バッテリに分類された最小充電量バッテリ群の総残容量と、
前記分類手段により前記残容量が最も多い前記バッテリに分類された最大充電量バッテリ群の総残容量とをそれぞれ算出するバッテリ群総残容量算出手段と、
前記最小充電量バッテリ群の総残容量が前記最大充電量バッテリ群の総残容量になるまで充電するのに必要な充電必要時間を取得する充電必要時間取得手段と、
前記最大充電量バッテリ群の総残容量が前記車両を走行させるために必要最低限の所定容量以上か否かを判定するとともに、前記充電可能時間が前記充電必要時間よりも長いか否かを判定する判定手段と
を含み、
前記判定手段により、前記最大充電量バッテリ群の総残容量が前記所定容量以上であると判定され、且つ、前記充電可能時間が前記充電必要時間よりも長いと判定されたとき、前記最小充電量バッテリ群を充電し、前記充電可能時間が前記充電必要時間よりも短いと判定され、又は、前記最大充電量バッテリ群の総充電可能容量が前記最大充電量バッテリ群以外の前記バッテリ群の総充電可能容量以上であると判定されたとき、前記最小充電量バッテリ群以外の前記バッテリ群を充電する、ことを特徴とする車両用バッテリの制御装置。 A vehicle battery control device for charging a plurality of batteries connected in parallel to each other,
Classification means for detecting each remaining capacity charged in each battery and classifying each battery into a plurality of battery groups based on each remaining capacity;
Rechargeable time acquisition means for acquiring a rechargeable time during which the battery can be charged;
A total remaining capacity of a battery group of minimum charge amount classified into the batteries with the least remaining capacity by the classification means;
A battery group total remaining capacity calculating means for calculating a total remaining capacity of each of the maximum charge amount battery groups classified into the batteries having the largest remaining capacity by the classification means;
Charge required time acquisition means for acquiring a required charge time required for charging until the total remaining capacity of the minimum charge amount battery group becomes the total remaining capacity of the maximum charge amount battery group;
It is determined whether or not the total remaining capacity of the maximum charge amount battery group is greater than or equal to a predetermined minimum capacity necessary for running the vehicle, and whether or not the chargeable time is longer than the required charge time Determination means for
When the determination unit determines that the total remaining capacity of the maximum charge amount battery group is equal to or greater than the predetermined capacity, and determines that the chargeable time is longer than the required charge time, the minimum charge amount It is determined that the battery group is charged and the chargeable time is shorter than the required charge time, or the total chargeable capacity of the maximum charge amount battery group is the total charge of the battery groups other than the maximum charge amount battery group When it is determined that the capacity is greater than or equal to the possible capacity, the battery group other than the minimum charge amount battery group is charged.
JP2016252540A 2016-12-27 2016-12-27 Controller of battery for vehicle Pending JP2018107922A (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020202772A1 (en) 2019-03-29 2020-10-08 ダイムラー・アクチェンゲゼルシャフト Vehicle control unit
DE102020210989A1 (en) 2020-09-01 2022-03-03 Robert Bosch Gesellschaft mit beschränkter Haftung Method for determining a second charging time of a battery system
CN115284965A (en) * 2022-09-29 2022-11-04 西华大学 Battery replacement station preselection method of battery replacement type commercial vehicle based on combination optimization method
JP7396388B2 (en) 2022-03-23 2023-12-12 いすゞ自動車株式会社 Charging control device and charging control method

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020202772A1 (en) 2019-03-29 2020-10-08 ダイムラー・アクチェンゲゼルシャフト Vehicle control unit
US11912163B2 (en) 2019-03-29 2024-02-27 Daimler Truck AG Vehicle control device
DE102020210989A1 (en) 2020-09-01 2022-03-03 Robert Bosch Gesellschaft mit beschränkter Haftung Method for determining a second charging time of a battery system
JP7396388B2 (en) 2022-03-23 2023-12-12 いすゞ自動車株式会社 Charging control device and charging control method
CN115284965A (en) * 2022-09-29 2022-11-04 西华大学 Battery replacement station preselection method of battery replacement type commercial vehicle based on combination optimization method
CN115284965B (en) * 2022-09-29 2022-12-13 西华大学 Battery replacement station preselection method of battery replacement type commercial vehicle based on combination optimization method

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