WO2011161781A1 - 車両用制御装置および車両用制御方法 - Google Patents
車両用制御装置および車両用制御方法 Download PDFInfo
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- WO2011161781A1 WO2011161781A1 PCT/JP2010/060648 JP2010060648W WO2011161781A1 WO 2011161781 A1 WO2011161781 A1 WO 2011161781A1 JP 2010060648 W JP2010060648 W JP 2010060648W WO 2011161781 A1 WO2011161781 A1 WO 2011161781A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
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- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/15—Preventing overcharging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
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- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to control of a vehicle equipped with a rotating electrical machine and a power storage device, and more particularly to a technique for estimating a detection error depending on a temperature environment of a sensor used for estimating a remaining capacity of a power storage device based on a use history of the vehicle. .
- the remaining capacity computing device includes a first computing means for computing a first remaining capacity based on an integrated value of the charge / discharge current of the power storage device, and a second based on an open circuit voltage estimated from the internal impedance of the power storage device.
- a second calculation means for calculating the remaining capacity, and a weighted combination of the first remaining capacity and the second remaining capacity using a weight set in accordance with the usage status of the storage device, and calculating the remaining capacity of the storage device When the voltage data of the third calculating means and the storage device cannot be normally acquired, the calculation by the second calculating means is stopped, and the weight is set so that the composite value in the third calculating means becomes the first remaining capacity.
- the calculation by the first calculation means is stopped and the third performance
- the second abnormality processing means for fixing the weight value so that the combined value in the means becomes the second remaining capacity, and when the temperature data of the electricity storage device cannot be normally obtained, the voltage of the electricity storage device and the charge / discharge current are And a third abnormality processing means for estimating the temperature from the internal impedance calculated based on the calculated temperature and using the estimated temperature as a calculation parameter in the first calculation means and the second calculation means.
- the remaining capacity can be obtained with high accuracy by taking advantage of both the remaining capacity based on the current integration and the remaining capacity based on the open circuit voltage, and the voltage, current, Even if an abnormality occurs in one of the temperature measurement systems and data cannot be acquired normally, the remaining capacity can be calculated with the minimum necessary accuracy, minimizing the impact on the control system. be able to.
- the detection error of a sensor for example, a voltage sensor, a current sensor, or a temperature sensor
- a sensor for example, a voltage sensor, a current sensor, or a temperature sensor
- the detection error of a sensor changes depending on the temperature environment of the sensor at the time of use. Therefore, since it is necessary to estimate the remaining capacity by estimating the detection error so that the remaining capacity of the power storage device does not fall below the lower limit value, there is a problem of limiting the use width of the remaining capacity of the power storage device.
- the remaining capacity calculation device disclosed in the above-mentioned publication since such a problem is not considered at all, it cannot be solved.
- An object of the present invention is to provide a control device for a vehicle and a control method for a vehicle that expands the use width of the remaining capacity of the power storage device by specifying the temperature of a sensor used for estimating the remaining capacity of the power storage device. .
- a vehicle control device is a vehicle including a rotating electrical machine as a drive source, a power storage device for supplying power to the rotating electrical machine, and a sensor used for estimating a remaining capacity of the power storage device. It is a vehicle control device installed.
- a detection unit for detecting a vehicle usage history for specifying the temperature of the sensor, and a usage history detected by the detection unit are within a range in which the temperature of the sensor is predetermined.
- the first value is determined as the detection error of the sensor corresponding to a predetermined range when the specific condition for specifying this is satisfied, and the first detection error is detected when the usage history does not satisfy the specific condition.
- a second value that is larger than the first value is determined, and the remaining capacity of the power storage device is estimated using the detection error of one of the first value and the second value and the detection result by the sensor
- a control unit for detecting a vehicle usage history for specifying the temperature of the sensor and a usage history detected by the detection unit are within a range in which the temperature of the sensor is
- the vehicle further includes an internal combustion engine as a drive source.
- the control unit determines the threshold value of the remaining capacity of the power storage device for operating the internal combustion engine when the vehicle is running using the rotating electrical machine with the internal combustion engine stopped, based on the determined detection error. Update.
- the senor is at least one of a voltage sensor for detecting the voltage of the power storage device, a current sensor for detecting the current of the power storage device, and a temperature sensor for detecting the temperature of the power storage device. Including one.
- the usage history includes a selection state of the drive source.
- the specific condition includes a condition that the selected state of the drive source is a state in which traveling using the rotating electrical machine is continued in a state where the internal combustion engine is stopped after the vehicle starts traveling.
- the usage history includes the travel time of the vehicle.
- the specific condition includes a condition that the traveling time of the vehicle using the rotating electrical machine is not more than a predetermined time with the internal combustion engine stopped.
- the power storage device includes a first power source and a second power source.
- the control unit updates a threshold value for switching the power supply source from the first power source to the second power source when the vehicle is running using the first power source as a power supply source for the rotating electrical machine based on the determined detection error. To do.
- the usage history includes a square value of the current of the power storage device.
- the specific condition includes a condition that the square value of the current of the power storage device is equal to or less than a predetermined value.
- the usage history includes the time for which the vehicle is left before the most recent system activation of the vehicle.
- the specific condition includes a condition that the leaving time is equal to or longer than a predetermined time.
- the usage history includes the temperature of the power storage device.
- the specific condition includes a condition that the temperature of the power storage device at the time when the vehicle starts traveling is within a predetermined range.
- the usage history includes the ambient temperature of the power storage device.
- the specific condition includes a condition that the ambient temperature of the power storage device is within a predetermined range.
- the vehicle further includes an internal combustion engine as a drive source.
- the usage history includes the drive source selection state, the vehicle travel time, the square value of the current of the power storage device, the time of leaving the vehicle immediately before the system is started, the temperature of the power storage device, and the atmosphere of the power storage device. Including temperature.
- the specific condition is that the selected state of the drive source is a state in which traveling using the rotating electric machine is continued in a state where the internal combustion engine is stopped after the vehicle starts traveling, and the internal combustion engine is stopped. In such a state, the traveling time of the vehicle using the rotating electric machine is not more than a predetermined time, the condition that the square value of the current of the power storage device is not more than a predetermined value, and the leaving time is predetermined.
- a vehicle control method includes a rotating electrical machine as a drive source, a power storage device for supplying power to the rotating electrical machine, and a sensor used for estimating a remaining capacity of the power storage device.
- This is a vehicle control method.
- a step of detecting a vehicle use history for specifying the temperature of the sensor, and a case where the use history satisfies a specific condition for specifying that the temperature of the sensor is within a predetermined range are predetermined.
- the first value is determined as the detection error of the sensor corresponding to the determined range, and the second value larger than the first value is determined as the detection error when the usage history does not satisfy the specific condition. Estimating the remaining capacity of the power storage device using the detection error of one of the value and the second value and the detection result by the sensor.
- the detection of the SOC estimation sensor corresponding to the predetermined range is detected.
- the first value is determined as the error, and the estimated accuracy of the SOC is improved by estimating the SOC of the power storage device using the determined detection error and the detection result of the SOC estimation sensor.
- the sensor at the time of quick charging using an external power source is affected by heat generated during charging, more electric power can be stored.
- a second value larger than the first value is determined as a detection error corresponding to a temperature range different from the predetermined range, and the determined detection error and the SOC estimation sensor
- 1 is an overall block diagram of a hybrid vehicle equipped with a vehicle control device according to the present embodiment. It is a functional block diagram of ECU200 which is the vehicle control apparatus which concerns on this Embodiment. It is a figure which shows the relationship between sensor temperature and a detection error. It is a figure which shows the relationship between OCV and SOC. It is a flowchart which shows the control structure of the program performed with ECU200 which is the control apparatus for vehicles which concerns on this Embodiment. It is a figure which shows the change of the usage width of SOC.
- 1 is an overall block diagram of an electric vehicle to which the present invention is applicable.
- 1 is an overall block diagram of a hybrid vehicle equipped with a plurality of batteries to which the present invention is applicable. It is a figure which shows the change of SOC at the time of applying this invention to the hybrid vehicle by which a some battery is mounted.
- vehicle 100 includes a first motor generator (hereinafter referred to as MG) 2, a second MG 4, a first inverter 12, a second inverter 14, a smoothing capacitor 16, and a boost converter 22.
- MG motor generator
- SMR system main relay
- main battery 42 main battery 42
- charging device 50 main battery 42
- power split device 52 main battery 42
- drive wheel 54 drive wheel 54
- engine 56 engine 56
- ECU Electronic Control Unit
- the vehicle 100 is described as being a hybrid vehicle.
- the vehicle 100 is not particularly limited to a hybrid vehicle, and may be any vehicle that uses at least a rotating electric machine as a drive source. Therefore, vehicle 100 may be an electric vehicle.
- the first MG2, the second MG4, and the engine 56 are connected to the power split device 52.
- the vehicle 100 travels by driving force from at least one of the engine 56 and the second MG 4.
- the power generated by the engine 56 is divided into two paths by the power split device 52. One is a path transmitted to the drive wheel 54, and the other is a path transmitted to the first MG2.
- Each of the first MG2 and the second MG4 is an AC rotating electric machine, for example, a three-phase AC rotating electric machine including a rotor in which a permanent magnet is embedded.
- First MG 2 generates power using the power of engine 56 divided by power split device 52. For example, when the SOC (State of Charge) indicating the remaining capacity of the main battery 42 becomes lower than a predetermined value, the engine 56 is started and power is generated by the first MG 2, and the generated power is used as the main battery 42. To be supplied.
- SOC State of Charge
- the second MG 4 generates a driving force using the power supplied from the second inverter 14.
- the driving force of the second MG 4 is transmitted to the driving wheel 54.
- the second MG 4 is driven by the drive wheels 54, and the second MG 4 operates as a generator. In this way, the second MG 4 operates as a regenerative brake that converts braking energy into electric power.
- the electric power generated by the second MG 4 is supplied to the second inverter.
- the electric power supplied to the second inverter is supplied to the main battery 42 via the boost converter 22.
- the power split device 52 is a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear (all not shown).
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 56.
- the sun gear is connected to the rotation shaft of the first MG2.
- the ring gear is connected to the rotation shaft of the second MG 4.
- first inverter 12 and second inverter 14 are connected in parallel to main positive bus MPL and main negative bus MNL.
- First inverter 12 converts the DC power supplied from boost converter 22 into AC power and outputs the AC power to first MG 2.
- Second inverter 14 converts the DC current supplied from boost converter 22 into AC power and outputs the AC power to second MG 4.
- first inverter 12 converts AC power generated in the first MG 2 into DC power and outputs the DC power to the boost converter 22.
- Second inverter 14 converts AC power generated in second MG 4 into DC power and outputs the DC power to boost converter 22.
- Each of the first inverter 12 and the second inverter 14 is composed of a bridge circuit including switching elements for three phases, for example.
- First inverter 12 drives first MG2 by performing a switching operation in accordance with control signal PWI1 from ECU 200.
- Second inverter 14 drives second MG 4 by performing a switching operation in accordance with control signal PWI 2 from ECU 200.
- the ECU 200 is connected to an intake air temperature sensor 110.
- the intake air temperature sensor 110 detects the intake air temperature when the air in the vehicle compartment is taken in by the operation of the cooling fan that generates the cooling air supplied to the main battery 42.
- the intake air temperature sensor 110 transmits a signal indicating the detected intake air temperature to the ECU 200.
- the intake air temperature sensor 110 is provided, for example, in the cooling air passage upstream of the main battery 42.
- the intake air temperature sensor 110 may be provided in the vehicle interior and detect the temperature of air in the vehicle interior.
- ECU 200 calculates vehicle required power Ps based on detection signals (for example, a signal indicating the amount of depression of a brake pedal, an accelerator pedal, etc.) and travel conditions, etc., not shown, and based on the calculated vehicle required power Ps.
- detection signals for example, a signal indicating the amount of depression of a brake pedal, an accelerator pedal, etc.
- travel conditions, etc. not shown
- the torque target value and the rotational speed target value of the first MG2 and the second MG4 are calculated.
- ECU 200 controls first inverter 12 and second inverter 14 such that the generated torque and rotation speed of first MG2 and second MG4 become target values.
- the main battery 42 is a rechargeable DC power source, for example, a secondary battery such as a nickel metal hydride battery or a lithium ion battery, or a large capacity capacitor.
- Main battery 42 is connected to boost converter 22 via SMR 32.
- main battery 42 is mounted on vehicle 100 as a main power source.
- the present invention is not particularly limited to such a configuration.
- main battery 42 In addition to main battery 42, One or two or more sub-batteries may be mounted.
- SMR 32 is based on a control signal S1 from ECU 200, and is in a conductive state in which main battery 42 and boost converter 22 are electrically connected, or in a disconnected state in which main battery 42 and boost converter 22 are electrically disconnected. The state is switched from one state to the other state.
- Boost converter 22 is connected to main positive bus MPL and main negative bus MNL. Boost converter 22 performs voltage conversion between main battery 42 and main positive bus MPL and main negative bus MNL based on control signal PWC1 from ECU 200.
- Smoothing capacitor 16 is connected between main positive bus MPL and main negative bus MNL, and reduces power fluctuation components included in main positive bus MPL and main negative bus MNL.
- the ECU 200 is further connected with a current sensor 84, a voltage sensor 86, and a temperature sensor 88.
- Current sensor 84 detects current IB from main battery 42 to boost converter 22 and transmits a signal indicating detected current IB to ECU 200.
- Voltage sensor 86 detects voltage VB of main battery 42 and transmits a signal indicating detected voltage VB to ECU 200.
- Temperature sensor 88 detects temperature TB of main battery 42 and transmits a signal indicating detected temperature TB to ECU 200.
- ECU 200 calculates the SOC of main battery 42 based on current IB detected by current sensor 84 and voltage VB detected by voltage sensor 86. ECU 200 may calculate the SOC of main battery 42 based on temperature TB of main battery 42 in addition to current IB and voltage VB.
- ECU 200 is described as calculating the SOC of main battery 42 based on OCV (Open Circuit Voltage).
- OCV Open Circuit Voltage
- the present invention is not limited to such a calculation method.
- the SOC of the main battery 42 may be calculated based on the current and the discharge current.
- the current sensor 84 has been described as detecting the current of the positive electrode line.
- the present invention is not particularly limited to this.
- the current sensor 84 may detect the current of the negative electrode line. Good.
- ECU 200 generates control signal PWC1 for controlling boost converter 22 based on vehicle required power Ps. ECU 200 transmits the generated control signal PWC1 to boost converter 22, and controls boost converter 22.
- the charging device 50 charges the main battery 42 using the power of the external power source by attaching a charging plug (not shown) connected to the external power source.
- the detection error of the SOC estimation sensor used for estimating the SOC of main battery 42 varies depending on the temperature environment of the SOC estimation sensor in use. Therefore, since the SOC is estimated by estimating the detection error so that the SOC of the main battery 42 does not fall below the lower limit value of the usable range of the main battery 42, the estimation accuracy of the SOC deteriorates, and the SOC of the main battery 42 deteriorates.
- the width of use may be limited.
- ECU 200 is characterized in that it operates as follows after detecting the usage history of vehicle 100 for specifying the temperature of the SOC estimation sensor.
- the ECU 200 determines the SOC corresponding to the predetermined range when a specific condition for specifying that the temperature of the SOC estimation sensor is within a predetermined range is satisfied for the usage history of the vehicle 100.
- a first value is determined as a detection error of the estimation sensor.
- ECU 200 determines a second value that is larger than the first value when the specific condition is not satisfied.
- ECU 200 estimates the SOC of main battery 42 using the detection error of one of the first value and the second value and the detection result of the SOC estimation sensor.
- the ECU 200 determines a threshold value (SOC lower limit value) of the remaining capacity of the main battery 42 for operating the engine 56 when the vehicle 100 is running using the second MG 4 with the engine 56 stopped. Update based on detected error.
- SOC lower limit value a threshold value of the remaining capacity of the main battery 42 for operating the engine 56 when the vehicle 100 is running using the second MG 4 with the engine 56 stopped. Update based on detected error.
- the SOC estimation sensor is at least one of the current sensor 84, the voltage sensor 86, and the temperature sensor 88.
- ECU 200 operates engine 56 when the SOC of main battery 42 is equal to or lower than the updated threshold value when vehicle 100 is running using second MG 4 with engine 56 stopped.
- the specific conditions are a condition that the leaving time of the vehicle 100 before the system activation is a predetermined time Ta or more, and a state where the engine 56 is stopped after the vehicle 100 starts running.
- the condition that the vehicle travels using the MG4 is continued, the condition that the travel time of the vehicle using the second MG4 with the engine 56 stopped is equal to or less than a predetermined time Tb, and the current of the second MG4 A condition that the square value of the main battery 42 is equal to or less than a predetermined value A, a condition that the temperature of the main battery 42 is within a predetermined range when the vehicle 100 starts traveling, and an ambient temperature of the main battery 42 Is within a predetermined range.
- FIG. 2 shows a functional block diagram of ECU 200 that is the vehicle control apparatus according to the present embodiment.
- the ECU 200 includes an IG off time determination unit 300, a travel mode determination unit 302, a travel time determination unit 304, a current determination unit 306, a battery temperature determination unit 308, an ambient temperature determination unit 310, and an error determination unit 312. , An SOC estimation unit 314 and a drive control unit 316 are included.
- the IG off time determination unit 300 determines whether or not the time for which the vehicle 100 is left before the most recent system activation of the vehicle 100 (that is, the IG off time) is equal to or greater than a predetermined time Ta. Specifically, IG off time determination unit 300 starts measuring elapsed time when the system of vehicle 100 is stopped due to IG off. When the system of the vehicle 100 is activated by the IG being turned on, the IG off time determination unit 300 ends the measurement of the elapsed time, and rewrites the measured time to the time measured by the previous neglected time stored in the memory. Update time. The IG off time determination unit 300 determines whether or not the leaving time stored in the memory (that is, the leaving time of the vehicle 100 before the most recent system activation of the vehicle 100) is equal to or greater than a predetermined time Ta.
- the predetermined time Ta is a time set so that the temperature range in which the SOC estimation sensor is used can be specified with high accuracy.
- the predetermined time Ta is, for example, a time during which it can be determined that the temperature of the SOC estimation sensor is substantially the same as the outside air temperature, the temperature TB, or the intake air temperature, and is adapted by experiment or the like.
- the IG off time determination unit 300 may turn on the first flag when it is determined that the leaving time of the vehicle 100 is equal to or longer than a predetermined time Ta, for example.
- the traveling mode determination unit 302 determines whether or not the motor traveling using the second MG 4 is continued with the engine 56 stopped after the vehicle 100 starts traveling.
- motor travel is selected as the initial mode of vehicle 100.
- a hybrid travel mode in which the engine 56 and the second MG are used together is selected. Is done.
- the start of traveling refers to the time when the driver depresses the accelerator pedal after the IG is turned on and the supply of power to the second MG 4 is started, but is not particularly limited thereto.
- Traveling mode determination unit 302 is, for example, a case where the driver has not selected the hybrid traveling mode after starting traveling of vehicle 100 and the SOC of main battery 42 is equal to or greater than a predetermined threshold value. If it is, it is determined that the motor 100 has continued running since the vehicle 100 started running. For example, the traveling mode determination unit 302 may turn on the second determination flag when it is determined that the vehicle 100 continues to travel after the vehicle 100 starts traveling.
- the traveling time determination unit 304 determines whether or not the time during which the vehicle 100 continues to travel on the motor is equal to or less than a predetermined time Tb.
- Predetermined time Tb is predicted that the temperature of the SOC estimation sensor rises within a predetermined temperature range due to the amount of heat received and released by the SOC estimation sensor when the vehicle 100 starts traveling after the vehicle 100 starts traveling. It is time to be.
- the predetermined time Tb may be adapted by experiment or the like, for example.
- the traveling time determination unit 304 starts measuring elapsed time when the vehicle 100 starts motor traveling, for example, and determines whether or not the measured time is equal to or less than a predetermined time Tb.
- the traveling time determination unit 304 may turn on the third determination flag when it is determined that the time during which the vehicle 100 continues the motor traveling is equal to or less than a predetermined time Tb. Good.
- Current determination unit 306 determines whether or not square value IB 2 of the current of main battery 42 detected by current sensor 84 is equal to or less than a predetermined value A.
- the predetermined value A is a value that keeps the temperature of the SOC estimation sensor within a predetermined temperature range even when Joule heat generated in proportion to the square of the current is transmitted to the SOC estimation sensor. For example, adapted experimentally or design.
- the current determining unit 306 for example, when the square value IB 2 of the current of the main battery 42 is determined to be Ne ⁇ A under a predetermined, it may turn on the fourth determination flag .
- Battery temperature determination unit 308 determines whether or not the temperature TB of the main battery 42 at the time when the vehicle 100 starts traveling is within a predetermined range.
- the predetermined range may be a temperature range in which it can be determined that the temperature is substantially the same as the outside air temperature or the intake air temperature, for example.
- the predetermined range may be adapted experimentally or designally.
- Battery temperature determination unit 308 turns on the fifth determination flag, for example, when it is determined that temperature TB of main battery 42 at the time when vehicle 100 starts traveling is within a predetermined range. It may be.
- the ambient temperature determination unit 310 determines whether or not the ambient temperature of the main battery 42 is within a predetermined range.
- the atmospheric temperature determination unit 310 detects the intake air temperature detected by the intake air temperature sensor 110 as the atmospheric temperature of the main battery 42, and determines whether or not the detected intake air temperature is within a predetermined range.
- the predetermined range is a range set so that the temperature range in which the SOC estimation sensor is used can be specified with high accuracy, and is adapted by, for example, experiments. Note that the ambient temperature determination unit 310 may turn on the sixth determination flag when it is determined that the ambient temperature of the main battery 42 is within a predetermined range.
- the error determination unit 312 is the time when the vehicle 100 is left for a predetermined time Ta or longer, the motor 100 continues to run after the vehicle 100 starts running, and the duration of the motor running is set in advance.
- a less time Tb, equal to or less than the value square value IB 2 of the current of the main battery 42 is a predetermined a, the range where the temperature TB of the main battery 42 at the time when the vehicle 100 starts traveling is predetermined If the specific condition that the ambient temperature of the main battery 42 is within a predetermined range is satisfied, the first value e (0) is determined as a detection error, and the above-described specific condition is If not established, a second value e (1) larger than the first value e (0) is determined as a detection error.
- the error determination unit 312 determines the first value e (0) as a detection error when, for example, all of the first determination flag to the sixth determination flag are on, and the first determination flag to the sixth determination flag. If at least one of the determination flags is off, the second value e (1) may be determined as a detection error.
- the relationship between the temperature of the SOC estimation sensor and the detection error is represented by a convex curve in a direction where the temperature Ts (2) is an extreme value and the detection error is small. That is, the detection error increases as the temperature of the SOC estimation sensor becomes higher than the temperature Ts (2). Furthermore, the detection error increases as the temperature of the SOC estimation sensor becomes lower than the temperature Ts (2).
- the above-described specific condition is a condition regarding the use history of the vehicle 100 for specifying that the temperature of the SOC estimation sensor is within the temperature range B. Therefore, when the above-described specific condition is satisfied, it is specified that the temperature of the SOC estimation sensor is within the temperature range B between Ts (1) and Ts (2). Therefore, the error determination unit 312 determines the first value (0) as the detection error.
- the error determination unit 312 determines that the second value e (1) that is larger than the first value e (0) as a detection error corresponding to a temperature range different from the temperature range B when the above-described specific condition is not satisfied. ).
- the second value e (1) is the maximum detection error when used in the temperature range A, temperature range C, and temperature range D as shown in FIG.
- the error determination unit 312 determines detection errors in each of the plurality of sensors (the voltage sensor 86, the current sensor 84, and the temperature sensor 88).
- the SOC estimation unit 314 estimates the SOC of the main battery 42 based on the detection result of the SOC estimation sensor.
- the SOC estimation unit 314 estimates the OCV of the main battery 42 based on, for example, the current IB detected by the current sensor 84, the voltage VB detected by the voltage sensor 86, and the temperature TB detected by the temperature sensor 88. To do.
- ⁇ V is a value that considers internal resistance, polarization, and the like, and is a value that depends on the temperature TB of the main battery 42.
- the SOC estimation unit 314 estimates ⁇ V from the temperature TB and a predetermined map, for example.
- the SOC estimation unit 314 estimates the SOC of the main battery 42 from the estimated OCV and the map shown in FIG.
- the map shown in FIG. 4 is a map showing the relationship between SOC and OCV.
- the vertical axis in FIG. 4 indicates OCV, and the horizontal axis in FIG. 4 indicates SOC.
- the map shown in FIG. 4 indicates that the SOC corresponds to 0% when the OCV is the voltage V (0), and the SOC corresponds to 100% when the OCV is the voltage V (1).
- SOC estimating unit 314 estimates that the SOC of main battery 42 is SOC (1) from the map shown in FIG.
- the SOC estimation unit may estimate the SOC of the main battery 42 in consideration of the determined detection error in addition to the detection result of the SOC estimation sensor.
- the drive control unit 316 controls the first MG2, the second MG4, and the engine 56 based on the estimated SOC. For example, when vehicle 100 is traveling by motor, drive control unit 316 has an estimated SOC equal to or lower than a threshold value for stopping motor traveling (that is, a threshold value for starting hybrid traveling). In this case, the first MG 2 and the engine 56 are controlled so that the engine 56 that has been stopped by the first MG 2 is started. The drive control unit 316 controls the first MG2, the second MG4, and the engine 56 so that the vehicle required power Ps is generated by the second MG4 and the engine 56.
- a threshold value for stopping motor traveling that is, a threshold value for starting hybrid traveling
- the drive control unit 316 updates the threshold value for stopping the motor travel based on the determined detection error. Specifically, when the first value e (0) is determined as the detection error, the drive control unit 316 calculates the lower limit SOC (0) corresponding to the first value e (0), It is updated as a threshold value for stopping the motor running. Further, when the second value e (1) is determined as the detection error, the drive control unit 316 calculates the lower limit SOC (1) corresponding to the second value e (1) and stops the motor travel. Update as a threshold for
- IG off time determination unit 300 In the present embodiment, IG off time determination unit 300, travel mode determination unit 302, travel time determination unit 304, current determination unit 306, battery temperature determination unit 308, ambient temperature determination unit 310, and error determination
- the unit 312, the SOC estimation unit 314, and the drive control unit 316 will all be described as functioning as software realized by the CPU of the ECU 200 executing a program stored in the memory. It may be realized by. Such a program is recorded on a storage medium and mounted on the vehicle.
- step (hereinafter, step is referred to as S) 100 ECU 200 determines whether or not the IG off time (leaving time) of vehicle 100 before the most recent system activation of vehicle 100 is equal to or greater than a predetermined time Ta. Determine. If IG off time of vehicle 100 is equal to or longer than a predetermined time Ta (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to S114.
- the ECU 200 determines whether or not the motor 100 continues to travel after the vehicle 100 starts traveling. If vehicle 100 has continued to run after motor 100 has started running (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S114.
- ECU 200 determines whether traveling time of vehicle 100 is equal to or shorter than a predetermined time Tb. If traveling time of vehicle 100 is equal to or shorter than predetermined time Tb (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S114.
- ECU 200 determines whether the square value IB 2 of the current of the main battery 42 during traveling of the vehicle 100 is equal to or less than a predetermined value A. If the square value IB 2 of the current of the main battery 42 is below the predetermined value A (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S114.
- ECU 200 determines whether or not temperature TB of main battery 42 at the start of traveling of vehicle 100 is within a predetermined range. If it is determined that temperature TB of main battery 42 is within a predetermined range (YES in S108), the process proceeds to S110. If not (NO in S108), the process proceeds to S114.
- ECU 200 determines whether or not the ambient temperature of main battery 42 is within a predetermined range. If it is determined that the ambient temperature of main battery 42 is within a predetermined range (S110). If YES in S110), the process proceeds to S112. If not (NO in S110), the process proceeds to S114.
- ECU 200 determines first value e (0) as a detection error.
- ECU 200 determines second value e (1) as a detection error.
- ECU 200 estimates the SOC of main battery 42. Since the method for estimating the SOC of main battery 42 is as described above, detailed description thereof will not be repeated.
- ECU 200 controls second MG 4 and engine 56 based on the estimated SOC of main battery 42 and the threshold value updated based on the detection error.
- ECU 200 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIG.
- a predetermined time Ta or longer YES in S100.
- motor traveling is selected as the initial traveling mode.
- Motor drive mode is continued is selected (YES at S102), (YES in S104) travel time is not more than the predetermined time Tb, the square value IB 2 of the current of the main battery 42 in advance It is equal to or less than a predetermined value A (YES in S106), temperature TB of main battery 42 at the start of traveling is within a predetermined range (YES in S108), and If the ambient temperature is within a predetermined range (YES in S110), first value e (0) is determined as a detection error.
- the neglected time is shorter than a predetermined time Ta (NO in S100), changed to the hybrid travel mode (NO in S102), or the traveling time exceeds a predetermined time Tb. or (NO in S104), or exceeds the value a for the square value IB 2 is predetermined in the current of the main battery 42 (NO in S106), the temperature TB of main battery 42 is predetermined in the travel start If the temperature is higher or lower than the range (NO in S108), or the ambient temperature of main battery 42 is higher or lower than the predetermined range (NO in S110), second value e (1 ) Is determined as a detection error.
- the threshold value of SOC for starting the engine 56 during motor running is updated to the lower limit SOC (0).
- the lower limit SOC (0) is a case where the detection error is zero, and is a first value with respect to the SOC lower limit SOC (2) (one-dot chain line in FIG. 6) determined from the specifications of the main battery 42. This value is greatly estimated by ⁇ SOC (0) considering e (0).
- the detection error is the first value e (0)
- the lower limit SOC (0) is equal to the above-described lower limit SOC (0) even if the detection result of the SOC estimation sensor varies. This value is set so that it does not fall below 2).
- the SOC threshold value for starting the engine 56 during motor running is updated to the lower limit SOC (1).
- the lower limit SOC (1) is a case where the detection error is zero, and the second value e (1) is considered with respect to the lower limit SOC (2) of the SOC determined from the specifications of the main battery 42. This value is greatly estimated by ⁇ SOC (1).
- the detection error is the second value e (1)
- the lower limit SOC (1) is equal to the lower limit SOC (1) described above even if the detection result of the SOC estimation sensor varies. This value is set so that it does not fall below 2).
- an SOC lower limit value that does not ensure that the actual SOC of the main battery 42 falls below the lower limit SOC (2) is estimated. Since ⁇ SOC (0) is smaller than ⁇ SOC (1), the use range of the SOC is expanded by estimating the SOC lower limit value in consideration of the detection error e (0).
- the upper limit SOC ′ (0) of the SOC is a case where the detection error is zero and the specification of the main battery 42 This is a value that is estimated to be smaller by ⁇ SOC ′ (0) in consideration of the detection error e (0) with respect to the upper limit SOC ′ (2) of SOC determined from (1).
- the detection error is e (0)
- the upper limit SOC ′ (0) is reliably set to the upper limit SOC ′ (2) even if the detection result of the SOC estimation sensor varies. It is a value that is set so as not to exceed.
- the upper limit SOC ′ (1) of the SOC is a case where the detection error is zero and is determined from the specification of the main battery 42. This value is estimated to be smaller by ⁇ SOC ′ (1) considering the detection error e (1) than the upper limit SOC ′ (2) of the SOC.
- the upper limit SOC ′ (1) is determined so that the actual SOC of the main battery 42 does not exceed the upper limit SOC ′ (2) even if the detection result of the SOC estimation sensor varies. It is a value that is set so as not to exceed.
- an SOC upper limit value that does not reliably exceed the upper limit value SOC ′ (2) described above is estimated. Since ⁇ SOC ′ (0) is smaller than ⁇ SOC ′ (1), the use range of the SOC is expanded by estimating the SOC in consideration of the detection error e (0).
- the vehicle control device of the present embodiment when the vehicle use history satisfies a specific condition for specifying that the temperature of the SOC estimation sensor is within the temperature range B.
- the first value e (0) is determined as the detection error of the SOC estimation sensor corresponding to the temperature range B, and the SOC lower limit of the main battery is determined using the determined detection error and the detection result of the SOC estimation sensor.
- the range of use of the SOC can be expanded. Thereby, the traveling time by the motor traveling of the vehicle can be extended. Alternatively, even when the sensor at the time of quick charging using an external power source is affected by heat generated during charging, more electric power can be stored.
- a second value e (1) larger than the first value e (0) is determined as a detection error corresponding to the temperature ranges A, C, and D different from the temperature range B,
- a specific condition for determining the detection error for estimating the upper limit SOC as the first value e (0), and a specification for determining the detection error for estimating the SOC lower limit value as the first value e (0) are preferably different. This is because at the time of rapid charging using the external power source of the main battery, the influence of the temperature of the sensor is greater than the travel history due to the magnitude of the charging current, the charging time, and the like.
- the configuration of the vehicle 100 is not particularly limited to the configuration shown in FIG. 1, and may be, for example, the configuration of an electric vehicle shown in FIG.
- vehicle 100 shown in FIG. 7 has a point that first MG 2 is a rotating electrical machine for driving driving wheels 54, second MG 4, second inverter 14, power The difference is that the dividing device 52 and the engine 56 are not provided. Since the configuration other than that is similar to the configuration of vehicle 100 shown in FIG. 1, detailed description thereof will not be repeated.
- the first value e (0) may be determined as a detection error of the SOC estimation sensor when the above-described specific condition is satisfied. Even if it does in this way, there exists the same effect.
- the motor traveling is continued after the vehicle 100 starts traveling among the above specific conditions. The condition that it is not necessary to be included in the specific condition.
- the configuration of the vehicle 100 may be a configuration of a hybrid vehicle equipped with a plurality of batteries shown in FIG. 8 detects sub-battery boost converter 24, sub-battery 44, sub-battery SMR 34, and current ISB of sub-battery 44, as compared to the configuration of vehicle 100 shown in FIG.
- a sub-battery current sensor 92 for detecting the sub-battery 44 and a sub-battery voltage sensor 90 for detecting the voltage VSB of the sub-battery 44 differ. Since the configuration other than that is similar to the configuration of vehicle 100 shown in FIG. 1, detailed description thereof will not be repeated.
- Sub-battery boost converter 24 is connected to main positive bus MPL and main negative bus MNL in parallel to boost converter 22, and based on control signal PWCS from ECU 200, sub battery 44, main positive bus MPL and Voltage conversion is performed with the main negative bus MNL.
- ECU 200 calculates the SOC of sub battery 44 based on current ISB detected by sub battery current sensor 92 and voltage VSB detected by sub battery voltage sensor 90.
- Sub-battery SMR 34 electrically connects sub-battery 44 and sub-battery boost converter 24 based on control signal S2 from ECU 200, and electrically connects sub-battery 44 and sub-battery boost converter 24. The state is switched from one of the shut-off states to the other to the other.
- ECU 200 has detected a SOC lower limit value that is a threshold value for switching the power supply source from sub battery 44 to main battery 44 when the vehicle is running with sub battery 44 as a power supply source to second MG. Update based on.
- the use range of the SOC of the main battery 42 and / or the sub-battery 44 can be expanded, so that the travel distance by motor travel can be expanded, and more power can be stored by charging. Can do.
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Abstract
Description
Claims (12)
- 駆動源としての回転電機(4)と、前記回転電機(4)に電力を供給するための蓄電装置(42)と、前記蓄電装置(42)の残容量の推定に用いられるセンサ(84,86,88)とを含む車両(100)に搭載された車両用制御装置であって、
前記センサ(84,86,88)の温度を特定するための前記車両(100)の使用履歴を検出するための検出部(300,302,304,306,308,310)と、
前記検出部によって検出された前記使用履歴が、前記センサの温度が予め定められた範囲内であることを特定するための特定条件を満足する場合に、前記予め定められた範囲に対応した前記センサの検出誤差として第1の値を決定し、前記使用履歴が前記特定条件を満足しない場合に前記検出誤差として前記第1の値よりも大きい第2の値を決定し、前記第1の値および前記第2の値のうちの決定されたいずれか一方の検出誤差と前記センサによる検出結果とを用いて前記蓄電装置の残容量を推定するための制御部(312,314,316)とを含む、車両用制御装置。 - 前記車両(100)は、駆動源として内燃機関(56)をさらに含み、
前記制御部(316)は、前記内燃機関(56)を停止させた状態で前記回転電機(4)を用いて前記車両(100)が走行している場合に前記内燃機関(56)を作動させるための前記蓄電装置(42)の残容量のしきい値を決定された前記検出誤差に基づいて更新する、請求の範囲第1項に記載の車両用制御装置。 - 前記センサ(84,86,88)は、前記蓄電装置(42)の電圧を検出するための電圧センサ(84)と、前記蓄電装置(42)の電流を検出するための電流センサ(86)と、前記蓄電装置(42)の温度を検出するための温度センサ(88)とのうちの少なくともいずれか一つを含む、請求の範囲第2項に記載の車両用制御装置。
- 前記使用履歴は、前記駆動源の選択状態を含み、
前記特定条件は、前記駆動源の選択状態が、前記車両(100)が走行を開始してから前記内燃機関(56)を停止させた状態で前記回転電機(2)を用いた走行を継続している状態であるという条件を含む、請求の範囲第2項に記載の車両用制御装置。 - 前記使用履歴は、前記車両(100)の走行時間を含み、
前記特定条件は、前記内燃機関(56)を停止させた状態で前記回転電機(2)を用いた前記車両(100)の走行時間が予め定められた時間以下であるという条件を含む、請求の範囲第2項に記載の車両用制御装置。 - 前記蓄電装置は、第1電源(42)と、第2電源(44)とを含み、
前記制御部(316)は、前記第1電源(42)を前記回転電機(4)への電力供給源として前記車両(100)が走行している場合に前記第1電源(42)から前記第2電源(44)に前記電力供給源を切り替えるしきい値を決定された前記検出誤差に基づいて更新する、請求の範囲第1項に記載の車両用制御装置。 - 前記使用履歴は、前記蓄電装置(42)の電流の二乗値を含み、
前記特定条件は、前記蓄電装置(42)の電流の二乗値が予め定められた値以下であるという条件を含む、請求の範囲第1項に記載の車両用制御装置。 - 前記使用履歴は、前記車両(100)の直近のシステム起動前の前記車両(100)の放置時間を含み、
前記特定条件は、前記放置時間が予め定められた時間以上であるという条件を含む、請求の範囲第1項に記載の車両用制御装置。 - 前記使用履歴は、前記蓄電装置(42)の温度を含み、
前記特定条件は、前記車両(100)が走行を開始する時点における前記蓄電装置(42)の温度が予め定められた範囲内であるという条件を含む、請求の範囲第1項に記載の車両用制御装置。 - 前記使用履歴は、前記蓄電装置(42)の雰囲気温度を含み、
前記特定条件は、前記蓄電装置(42)の雰囲気温度が予め定められた範囲内であるという条件を含む、請求の範囲第1項に記載の車両用制御装置。 - 前記車両(100)は、駆動源として内燃機関(56)をさらに含み、
前記使用履歴は、前記駆動源の選択状態と、前記車両(100)の走行時間と、前記蓄電装置(42)の電流の二乗値と、前記車両(100)の直近のシステム起動前の前記車両(100)の放置時間と、前記蓄電装置(42)の温度と、前記蓄電装置(42)の雰囲気温度とを含み、
前記特定条件は、前記駆動源の選択状態が、前記車両(100)が走行を開始してから前記内燃機関(56)を停止させた状態で前記回転電機(4)を用いた走行を継続している状態であるという条件と、前記内燃機関(56)を停止させた状態で前記回転電機(4)を用いた前記車両(100)の走行時間が予め定められた時間以下であるという条件と、前記蓄電装置(42)の電流の二乗値が予め定められた値以下であるという条件と、前記放置時間が予め定められた時間以上であるという条件と、前記車両(100)が走行を開始する時点における前記蓄電装置(42)の温度が予め定められた範囲内であるという条件と、前記蓄電装置(42)の雰囲気温度が予め定められた範囲内であるという条件とを含む、請求の範囲第1項に記載の車両用制御装置。 - 駆動源としての回転電機(4)と、前記回転電機(4)に電力を供給するための蓄電装置(42)と、前記蓄電装置(42)の残容量の推定に用いられるセンサ(84,86,88)とを含む車両(100)の車両用制御方法であって、
前記センサ(84,86,88)の温度を特定するための前記車両(100)の使用履歴を検出するステップと、
前記使用履歴が、前記センサ(84,86,88)の温度が予め定められた範囲内であることを特定するための特定条件を満足する場合に、前記予め定められた範囲に対応した前記センサ(84,86,88)の検出誤差として第1の値を決定し、前記使用履歴が前記特定条件を満足しない場合に前記検出誤差として前記第1の値よりも大きい第2の値を決定し、前記第1の値および前記第2の値のうちの決定されたいずれか一方の検出誤差と前記センサ(84,86,88)による検出結果とを用いて前記蓄電装置(42)の残容量を推定するステップとを含む、車両用制御方法。
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