JP6377974B2 - Battery temperature increase control device and temperature increase control method - Google Patents

Description

  The present invention relates to a temperature rise control device and a temperature rise control method for a battery mounted on a hybrid vehicle. In particular, the present invention relates to a battery temperature increase control device and a temperature increase control method for performing battery temperature increase control by repeatedly charging and discharging the battery.

  Conventionally, a hybrid vehicle (HEV) including an engine and a motor generator is known. In such a hybrid vehicle, a battery that supplies electric power to the motor generator and is charged by the electric power generated by the motor generator has a characteristic that when the temperature is low, the internal resistance increases and the usable electric power decreases. ing. For this reason, there is a technique for increasing the battery temperature by generating heat due to the internal resistance of the battery by repeatedly charging and discharging the battery at a low temperature of the battery.

  When performing such temperature rise control of the battery, if the charge amount of the battery exceeds the upper limit value of the current charge capacity or falls below the lower limit value due to charging / discharging, the battery may be deteriorated. Therefore, when charging / discharging of a battery is repeated, it is considered so that the input / output power of a battery may not become excessive (for example, refer patent document 1).

JP 2005-332777 A

  Here, the motor generator provided in the hybrid vehicle has a regenerative braking function that converts deceleration energy, which is discarded as heat energy when the vehicle is decelerated, into electric power and charges the battery. Therefore, when the vehicle suddenly decelerates during the temperature rise control of the battery as described in Patent Document 1, the regenerative power of the drive motor is added to the charging power generated by the generator, and the input power to the battery is There is a risk of exceeding the input power. In such a case, since the regenerative power is limited, there is a possibility that deceleration by the regenerative brake may be delayed. In such a case, since deceleration energy cannot be converted into electric power, there is a risk that fuel efficiency and power efficiency may be reduced.

  The present invention has been made in view of the above problems, and an object of the present invention is to reduce the possibility that the input power to the battery becomes excessive during the temperature rise control of the battery provided in the hybrid vehicle. An object of the present invention is to provide a battery temperature increase control device and a temperature increase control method that can be performed.

In order to solve the above problems, according to an aspect of the present invention, in a battery temperature increase control device for performing temperature increase control of a battery mounted on a hybrid vehicle including an internal combustion engine and a motor generator, Charge / discharge that repeatedly charges and discharges the battery according to a predetermined pulse charge / discharge pattern set within the range of the upper limit value and the lower limit value of the charge capacity of the battery, which is set based on at least the temperature of the battery at a low temperature. a discharge control unit, the amount of change in the accelerator operation amount, when the generation of regenerative power by the motor generator based on at least one of the imaging information and forward distance sensor information of the forward monitoring camera is predicted, the regenerated electric energy generated predict, the charge amount of the pulse charging and discharging pattern, wherein the upper limit value of the charging capacity of the battery Atsushi Nobori control of the battery and a charge amount limit section which limits the value of the difference obtained by subtracting the raw amount of power is provided.

  The charge amount limiting unit may predict the end of generation of the regenerative power and release the limit of the charge amount of the pulse charge / discharge pattern after the predicted end of generation of the regenerative power.

  The charge / discharge control unit may repeatedly charge / discharge the battery within a range of an upper limit value and a lower limit value of the charge capacity of the battery set based on at least the temperature of the battery.

  The charge / discharge control unit may charge / discharge the battery by charging with a generator that uses the driving force of the internal combustion engine and supplying power to a driving motor that generates the driving force of the hybrid vehicle. .

In order to solve the above-described problem, according to another aspect of the present invention, when a battery mounted on a hybrid vehicle including an internal combustion engine and a motor generator is at a low temperature, the battery is charged according to a predetermined pulse charge / discharge pattern. In the battery temperature rise control method for repeatedly discharging and raising the temperature of the battery, the charging / discharging pattern is set based on at least the temperature of the battery, and ranges of an upper limit value and a lower limit value of the charge capacity of the battery set in the inner, the amount of change in the accelerator operation amount, when the generation of regenerative power by the motor generator based on at least one of the imaging information and forward distance sensor information of the forward monitoring camera is predicted, the regenerated electric energy generated predict, the charge amount of the pulse charging and discharging pattern, before the upper limit of the charging capacity of the battery Limiting the value of the difference obtained by subtracting the regenerated electric energy, Atsushi Nobori control method for a battery is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the possibility that the input electric power to a battery may become excessive during the temperature rising control of the battery with which the hybrid vehicle was equipped can be reduced. Therefore, the progress of battery deterioration can be reduced. In addition, according to the present invention, since the charge amount of the charge / discharge pattern is limited according to the generated regenerative power, a reduction in regenerative power recovery efficiency can be prevented, and fuel efficiency and power efficiency can be improved.

1 is a schematic diagram illustrating a schematic configuration of a system of a hybrid vehicle according to an embodiment of the present invention. It is a block diagram which shows the structural example of the control apparatus concerning the embodiment. It is a figure which shows the example of the 1st map concerning the embodiment. It is explanatory drawing which shows a mode that a warm-up charge amount is restrict | limited. It is a figure which shows the example of the 2nd map concerning the embodiment. It is a flowchart which shows the warm-up control process of the battery concerning the embodiment. It is a flowchart which shows a normal warm-up control process. It is a flowchart which shows the restriction | limiting process of warm-up charge amount.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

<< 1. Schematic configuration of hybrid system >>
First, an example of a system configuration of a hybrid vehicle according to an embodiment of the present invention will be described. FIG. 1 is a schematic diagram showing a configuration of a system 500 according to the present embodiment. The system 500 is constructed as a system that generates a driving force applied to the driving shaft 70 of the vehicle by the engine ENG and the driving motor MG2, and includes a driving system and an electronic control system. The drive system mainly includes a battery 10, an inverter 20, a motor generator 30, an engine ENG, a planetary gear 60, and a differential gear 50. The electronic control system mainly includes an imaging processing unit 110 and a control device 200.

<1-1. Structure of drive system>
First, the drive system constituting the system 500 will be described.
Motor generator 30 is configured as a unit in which generator MG1 that generates electric power using the driving force of engine ENG and driving motor MG2 that applies driving force to driving shaft 70 via differential gear 50 are integrated. ing. The generator MG1 and the drive motor MG2 are connected to the battery 10 via an inverter 20 that converts DC power into AC power.

  Generator MG1 generates electric power using the driving force of engine ENG. The generated power is supplied to the drive motor MG2 via the inverter 20 and the battery 10 is charged. Generator MG1 is also configured to function as a starter using the electric power supplied from battery 10 when engine ENG is started.

  Drive motor MG2 generates a drive force to be applied to drive shaft 70 by an electromagnetic force generated by a current supplied from inverter 20 and a magnetic force of a magnet provided in drive motor MG2. The drive motor MG2 also has a regenerative function for charging the battery 10 by converting deceleration energy that is discarded as heat energy during deceleration into electric power.

  The generator MG1 and the drive motor MG2 are both configured as three-phase AC motors. In such a motor, a three-phase alternating current is supplied to a three-phase winding of a stator coil to generate a rotating magnetic field in the motor, and a permanent magnet provided in the rotor is attracted to the rotating magnetic field to generate torque. The torque generated at this time is proportional to the magnitude of the current supplied to the motor. The frequency of the alternating current supplied to the motor is set according to the output torque and the rotational speed of the motor.

  The battery 10 is comprised by secondary batteries, such as a storage battery which can be charged / discharged, for example. In the system 500 according to the present embodiment, the high voltage battery 10 having a battery voltage of 200V is used. The inverter 20 supplies current to the motor windings of the generator MG1 and the drive motor MG2 by applying the voltage of the battery 10 to the generator MG1 and the drive motor MG2, respectively. The inverter 20 according to the present embodiment is configured as an inverter with a boost converter, converts a high-voltage direct current boosted by the boost converter into an alternating current, and supplies the alternating current to the motor generator 30. The control apparatus 200 controls the magnitude of the alternating current supplied to the motor generator 30 and the frequency of the alternating current. Since the motor generator 30 generates motor torque by flowing current through the motor winding, it is possible to flow a larger current by increasing the voltage to be applied.

  Engine ENG generates a driving force to be applied to drive shaft 70 and also generates a driving force for power generation by generator MG1. The engine ENG can be, for example, a gasoline engine or a diesel engine, but is not limited thereto. Planetary gear 60 transmits the driving force generated by engine ENG to drive wheels 40 and generator MG1. A drive shaft 70 connected to the drive wheels 40 via a differential gear 50 is connected to the ring gear of the planetary gear 60, and the rotor of the generator MG1 is connected to the sun gear.

<1-2. Configuration of electronic control system>
Next, an electronic control system constituting the system 500 will be described. The electronic control system of the system 500 according to the present embodiment includes an imaging processing unit 110 and a control device 200. In the present embodiment, the electronic control system is configured by a single control device 200 except for the imaging processing unit 110. However, the control device 200 is configured by being divided into a plurality of control devices. Also good.

[1-2-1. Imaging processing unit]
The imaging processing unit 110 is a control unit configured around a known microcomputer. The imaging processing unit 110 processes the imaging information output from the stereo cameras 100a and 100b as the front monitoring cameras, thereby calculating the inter-vehicle distance with the preceding vehicle, the distance with the obstacle in front, and the like. In the system 500 according to the present embodiment, information captured by the stereo cameras 100a and 100b is also used for battery temperature increase control (hereinafter also referred to as “warm-up control”) by the control device 200.

  The stereo cameras 100a and 100b can be constituted by a pair of left and right CCD cameras provided with a solid-state imaging device such as a charge coupled device (CCD). Such a CCD camera is mounted at a predetermined interval in front of the ceiling in the vehicle interior, and images a subject outside the vehicle in stereo from different viewpoints. The imaging processing unit 110 generates distance information based on the principle of triangulation from a corresponding positional shift amount for a set of stereo image pairs obtained by photographing the traveling direction of the host vehicle with the stereo cameras 100a and 100b. The imaging processing unit 110 performs, for example, a known grouping process on the distance information, and compares the grouped distance information with preset three-dimensional stereoscopic data or the like, so that the preceding vehicle and the traffic light Recognize objects such as When recognizing a preceding vehicle or an object, the imaging processing unit 110 calculates a relative distance D between the own vehicle and the preceding vehicle, a moving speed of the preceding vehicle (relative rate change rate + vehicle speed of the own vehicle), and the like. It is configured to

  The stereo cameras 100a and 100b may be cameras provided with a solid-state imaging device capable of color recognition. When such a camera is used, the imaging processor 110 can recognize, for example, the color of the signal and the lighting state of the brake lamp of the preceding vehicle. The imaging processing unit 110 transmits information on the calculation result to the control device 200. The stereo cameras 100a and 100b and the imaging processing unit 110 may be configured as an integrated unit and may be provided in the vehicle interior.

[1-2-2. Control device]
The control device 200 is a control unit configured around a known microcomputer. The control device 200 controls the battery 10, the inverter 20, and the engine ENG. For example, the control device 200 may be divided into an engine control device, an inverter control device, and a battery control device. In the system 500 according to the present embodiment, the control device 200 has a function as a temperature increase control device for the battery 10.

  Control device 200 calculates the required torque of each of engine ENG and motor generator 30 based on the amount of operation of the accelerator pedal by the driver when the follow-up control is not executed. In addition, when executing the follow-up control, the control device 200 is an engine that is necessary for making the vehicle speed Vact of the host vehicle the target vehicle speed Vtgt, or for making the inter-vehicle distance D with the preceding vehicle the target inter-vehicle distance Dtgt. The required torques of ENG and motor generator 30 are calculated. The control device 200 executes drive control of the engine ENG and the inverter 20 based on the calculated required torque. At that time, the remaining capacity (charged state) SOC of the battery 10 may be considered.

  Further, since the battery 10 has a low battery temperature Tbat, the amount of usable electric power (battery capacity) is reduced. Therefore, the control device 200 increases the temperature of the battery 10 when the battery 10 is at a low temperature, and the battery 10 is decreasing. Execute warm-up control to recover capacity early.

  Here, FIG. 2 shows, in functional blocks, portions related to the warm-up control of the battery 10 in the configuration of the control device 200. The control device 200 includes a battery state detection unit 210, a charge / discharge control unit 230, and a charge amount restriction unit 250. Further, the control device 200 is provided with the information of the calculation result by the imaging processing unit 110, the vehicle speed Vact of the host vehicle detected by the vehicle speed sensor, the target vehicle speed Vtgt at the time of follow-up control set by the driver, and the battery 10. Detection values of various sensors, an accelerator operation amount Acc detected by an accelerator pedal sensor, a brake operation amount Brk detected by a brake pedal sensor, and the like are input. The control device 200 includes a storage element (not shown), and a program to be executed, a calculation result, and the like are stored in the storage element.

  Based on the output values of various sensors provided in the battery unit, the battery state detection unit 210 includes the remaining capacity SOC of the battery 10, the input / output possible power Pmax that is the maximum input / output power, and the like. Calculate the state. For example, the battery state detection unit 210 determines the remaining capacity SOC based on the terminal voltage Vbat of the battery 10 measured by the voltage sensor, the charge / discharge current I of the battery 10 measured by the current sensor, the battery temperature Tbat measured by the temperature sensor, and the like. And I / O available power Pmax is calculated. These arithmetic processes can use existing techniques.

  The charge / discharge control unit 230 executes warm-up control for increasing the battery temperature Tbat when the battery temperature Tbat is lower than a predetermined threshold value Tbat0. The warm-up control is control for increasing the cell temperature by causing heat generation by the internal resistance by alternately and repeatedly executing charging / discharging of the battery according to a predetermined pulse charging / discharging pattern. In the present embodiment, a method of repeating charging of the generated power of the generator MG1 performed via the inverter 20 and discharging via the discharge device 80 is adopted. The discharge device 80 can be, for example, the inverter 20 that supplies power to the drive motor MG2, but other discharge devices 80 may be used.

  In the present embodiment, the pulse charge / discharge pattern is within the range of the upper limit (100%) and the lower limit (0%) of the remaining capacity SOC of the battery 10 at that time in order to prevent deterioration of the battery 10 due to excessive charge / discharge. Is set. Charge / discharge control unit 230 sets a pulse charge / discharge pattern while updating upper limit SOCmax and lower limit SOCmin of remaining capacity SOC based on latest battery temperature Tbat. In such a pulse charge / discharge pattern, for example, the pulse width and the pulse length may be variably set based on the battery temperature Tbat, the remaining capacity SOC of the battery 10, the input / output possible power Pmax, and the like.

  The charge / discharge control unit 230 determines the warm-up discharge amount Pd and the warm-up charge amount Pc according to the pulse charge / discharge pattern, and outputs a drive command to the inverter 20 or the discharge device 80. By using the pulse charge / discharge pattern to charge / discharge the battery 10 within the range of the upper limit SOCmax and the lower limit SOCmin of the remaining capacity SOC, the charge / discharge of the battery 10 can be efficiently controlled. Thereby, battery temperature Tbat can be raised early and the original capacity | capacitance of the battery 10 can be recovered rapidly.

  The charge amount limiting unit 250 predicts the generation of regenerative power by the drive motor MG2 in advance, and controls to limit the warm-up charge amount Pc in the pulse charge / discharge pattern of the warm-up control when the regenerative power is generated. Execute. The charge amount limiting unit 250 of the control device 200 according to the present embodiment predicts the generation of regenerative power in advance based on the accelerator operation amount Acc, the brake operation amount Brk, and the calculation result information by the imaging processing unit 110, The up charge amount Pc is limited. Limiting the warm-up charge amount Pc includes not only making the warm-up charge amount smaller than the predetermined warm-up charge amount but also making the warm-up charge amount zero.

  For example, in the hybrid vehicle, when the accelerator pedal is suddenly released, the regenerative braking force by the drive motor MG2 is set. Therefore, when the accelerator operation amount Acc is relaxed by the change amount ΔAcc (<0) that is equal to or greater than the predetermined first threshold value ΔAcc_thre1 (<0), the charge amount limiting unit 250 regenerates electric power according to the change amount ΔAcc. Can be predicted. At this time, the first threshold value ΔAcc_thre1 (<0) of the change amount ΔAcc that can generate the regenerative braking force may vary depending on the vehicle speed V. Therefore, the charge amount limiting unit 250 according to this embodiment refers to the first map illustrated in FIG. 3, and the change amount ΔAcc (%) of the accelerator operation amount Acc is the first threshold value according to the vehicle speed V. When ΔAcc_thre1 (<0) is exceeded, it is predicted that regenerative power corresponding to the change amount ΔAcc is generated. The regenerative power amount Pr generated at this time can be predicted with reference to the regenerative command amount calculation value used in the calculation of the drive control of the engine ENG and the motor generator 30 described above.

  In a hybrid vehicle, a regenerative brake by the drive motor MG2 may be used as a foot brake. In such a hybrid vehicle, regenerative braking force is generated when the brake pedal is depressed. Therefore, the charge amount limiting unit 250 can predict the generation of regenerative power according to the change amount ΔBrk when the brake operation amount Brk is stepped on with the change amount ΔBrk that is equal to or greater than a predetermined threshold. Even when the generation of regenerative power is predicted based on the change amount ΔBrk of the brake operation amount Brk, a map prepared in advance may be referred to. Further, the regenerative power amount Pr generated at this time may be predicted with reference to the regenerative command amount calculation value used in the calculation of the drive control of the engine ENG and the motor generator 30.

  Further, when a state in which the distance D to the preceding vehicle or the distance to the obstacle ahead is detected to be small or suddenly small is detected from the calculation result by the imaging processing unit 110, the accelerator pedal is suddenly released. Alternatively, it is predicted that the brake pedal is depressed suddenly. Even during the follow-up control, regenerative braking force may be generated if a state in which the distance D to the preceding vehicle or the distance to the front obstacle is small or suddenly small is detected. Therefore, the charge amount limiting unit 250 can predict the generation of regenerative power based on the inter-vehicle distance D with the preceding vehicle and the distance to the obstacle ahead. Even when the generation of regenerative power is predicted using the calculation result of the imaging processing unit 110, a map prepared in advance may be referred to. Information on the distance to the preceding vehicle may be detected by a distance sensor using electromagnetic waves in addition to the calculation result of the imaging processing unit 110. Further, the regenerative power amount Pr generated at this time may be predicted with reference to the regenerative command amount calculation value used in the calculation of the drive control of the engine ENG and the motor generator 30.

  Then, when the generation of regenerative power is predicted, the charge amount limiting unit 250 limits the warm-up charge amount Pc in the charge / discharge pattern in the warm-up control. In this case, among the charge / discharge patterns, the sum of the warm-up charge amount Pc generated by the power generation of the generator MG1 executed as the warm-up control and the regenerative power amount Pr does not exceed the input possible power Pc_max of the battery 10. The warm-up charge amount Pc is limited.

  FIG. 4 is a diagram illustrating a state where the warm-up charge amount Pc of the pulse charge / discharge pattern is limited when regenerative power is generated. The upper part of FIG. 4 shows a schematic diagram in which the regenerative electric energy Pr is added to the pulse charge / discharge pattern, and the lower part of FIG. 4 shows the relationship between the regenerative electric energy Pr and the warm-up charge amount Pc. In the upper part of FIG. 4, the pattern above the median value SOC0 of the pulse represents the warm-up charge amount Pc. In the upper part of FIG. 4, the pattern below the median value SOC0 of the pulse represents the warm-up discharge amount Pd.

  As shown in the lower part of FIG. 4, the warm-up charge amount Pc is set so as to decrease proportionally as the regenerative power amount Pr increases. In this case, as shown in the upper part of FIG. 4, the sum of the warm-up charge amount Pc and the regenerative power amount Pr is set to be equal to or less than the electric power Pc_max that can be input to the battery 10. In this case, the remaining capacity SOC of the battery 10 becomes the maximum within the range of the upper limit SOCmax of the remaining capacity at that time, and the battery temperature Tbat is efficiently reduced while preventing the battery 10 from deteriorating. The temperature can be raised.

  In addition, after the generation of regenerative power by the drive motor MG2, the charge amount limiting unit 250 predicts the end of generation of the regenerative power in advance and ends the control for limiting the warm-up charge amount Pc. Similarly to the prediction of the generation of regenerative power, the charge amount limiting unit 250 predicts in advance the generation end of regenerative power based on the information on the accelerator operation amount Acc, the brake operation amount Brk, and the calculation result by the imaging processing unit 110. be able to.

  For example, the charge amount limiting unit 250 refers to the second map illustrated in FIG. 5, and the change amount ΔAcc (> 0) (%) of the accelerator operation amount Acc exceeds the second threshold value ΔAcc_thre2 (> 0). If it is detected, the limitation on the warm-up charge amount Pc ends. In the second map shown in FIG. 5, the second threshold value ΔAcc_thre2 is a constant value regardless of the vehicle speed V, but the second threshold value ΔAcc_thre2 may be varied according to the vehicle speed V. Similarly, a map prepared in advance may be referred to when the generation end of regenerative power is predicted based on the change amount ΔBrk of the brake operation amount Brk. Further, even when the generation end of regenerative power is predicted using the calculation result of the imaging processing unit 110, a map prepared in advance may be referred to.

<< 2. Battery temperature rise control method >>
Next, a method for controlling the temperature increase of the battery 10 by the control device 200 according to the present embodiment will be described. 6-8 is a flowchart which shows the temperature increase control process of the battery 10 concerning this embodiment. The following flowchart is an example in which control for limiting the warm-up charge amount Pc is performed based on the change amount ΔAcc of the accelerator operation amount Acc and the calculation result of the imaging processing unit 110.

  First, in step S10 of FIG. 6, the control device 200 detects the battery temperature Tbat. Next, in step S20, the control device 200 determines whether or not the battery temperature Tbat is less than a preset threshold value Tbat0. When the battery temperature Tbat is equal to or higher than the threshold value Tbat0 (S20: No), it is not necessary to raise the temperature of the battery 10, so the control device 200 proceeds to step S70 and ends the warm-up control. On the other hand, when the battery temperature Tbat is lower than the threshold value Tbat0 in step S20 (S20: Yes), the control device 200 proceeds to step S30 and executes normal warm-up control.

  FIG. 7 shows a flowchart of the normal warm-up control process. In executing normal warm-up control, control device 200 detects the latest battery temperature Tbat and calculates the remaining capacity SOC of battery 10 in step S110. Next, in step S120, control device 200 sets a pulse charge / discharge pattern within the range of upper limit SOCmax and lower limit SOCmin of remaining capacity SOC in accordance with battery temperature Tbat. At this time, the deterioration degree of the battery 10 and the input / output possible power Pmax may be taken into consideration.

  Next, in step S130, control device 200 determines whether or not the remaining capacity SOC of battery 10 is equal to or higher than a predetermined threshold SOC0 in order to switch between the charge mode and the discharge mode of the charge / discharge pattern. When the remaining capacity SOC is equal to or higher than the threshold SOC0 (S130: Yes), the control device 200 proceeds to step S140 and shifts to a discharge mode via the discharge device 80. On the other hand, when remaining capacity SOC is less than threshold value SOC0 (S130: No), control device 200 proceeds to step S150 and shifts to a charging mode in which battery 10 is charged with electric power generated by generator MG1. As described above, the normal warm-up control is repeatedly executed.

  Note that the threshold value SOC0 can be, for example, a value of the remaining capacity SOC that can maintain the maximum value of input / output power required for the battery 10 as a vehicle in order to maintain hybrid traveling. The threshold value SOC0 may be a variable value that depends on the temperature of the battery 10. Specifically, during hybrid travel, the remaining capacity SOC of the battery 10 is controlled between 20 and 40%, for example, centering on 30%. During the warm-up control of the battery 10, since the battery 10 may not be able to obtain an output at a low temperature, the threshold value SOC0 is preferably set to a value higher than the remaining capacity SOC during normal hybrid travel. However, considering that the input is limited in a low temperature state of the battery 10, for example, the threshold value SOC0 can be set to a value in the range of 40 to 50%.

  Returning to FIG. 6, during the normal warm-up control, the control device 200 reads the vehicle speed V and the accelerator operation amount Acc and also reads the calculation result output from the imaging processing unit 110 in step S40. Next, in step S50, the control device 200 refers to the first map illustrated in FIG. 3, and the change amount ΔAcc (<0) of the accelerator operation amount Acc is a first threshold value ΔAcc_thre1 corresponding to the vehicle speed V. It is determined whether or not it has been relaxed with a change amount of (<0) or more. Further, in step S50, the control device 200 determines whether deceleration of the vehicle is predicted from the calculation result of the imaging processing unit 110. When the change amount ΔAcc of the accelerator operation amount Acc is less than the first threshold value ΔAcc_thre1 and the deceleration of the vehicle is not predicted from the imaging information (S50: No), the generation of regenerative power is not predicted. Therefore, since there is no need to limit the warm-up charge amount Pc, the process returns to step S20 and the above-described processing is repeated.

  On the other hand, when the change amount ΔAcc of the accelerator operation amount Acc is equal to or greater than the first threshold value ΔAcc_thre1, or when deceleration of the vehicle is predicted from the imaging information (S50: Yes), the generation of regenerative power is predicted. The Therefore, control device 200 proceeds to step S60, executes a process of limiting warm-up charge amount Pc, returns to step S20, and repeats the above-described process until battery temperature Tbat reaches threshold value Tbat0.

  FIG. 8 is a flowchart showing a process for limiting the warm-up charge amount Pc. In this process, first, in step S210, the control device 200 sets the accelerator operation amount Acc when the accelerator operation amount Acc is suddenly relaxed to the reference value Acc0. Next, in step S220, control device 200 predicts the amount of regenerative electric power Pr to be generated based on change amount ΔAcc when accelerator operation amount Acc is relaxed. Next, in step S230, the control device 200 limits the warm-up charge amount Pc of the pulse charge / discharge pattern based on the predicted regenerative power amount Pr. As shown in FIG. 4, the warm-up charge amount Pc can be a difference obtained by subtracting the regenerative power amount Pr from the upper limit SOCmax of the remaining capacity SOC of the battery 10. Thereby, the warm-up charge amount Pc of the pulse charge / discharge pattern in the separately executed warm-up control is limited, and when the regenerative power is actually generated, the remaining capacity SOC of the battery 10 becomes the upper limit value SOCmax of the remaining capacity. Do not exceed.

  Next, in step S240, the control device 200 reads the latest vehicle speed V and accelerator operation amount Acc, and also reads information on the calculation result of the imaging processing unit 110. Next, in step S250, the control device 200 refers to the second map illustrated in FIG. 5, and the change amount ΔAcc (> 0) obtained by subtracting the reference value Acc0 from the latest accelerator operation amount Acc is the second map. It is determined whether or not the threshold value ΔAcc_thre2 (> 0) or more. Further, in step S250, the control device 200 determines whether or not acceleration of the vehicle is predicted from the calculation result of the imaging processing unit 110. When the change amount ΔAcc of the accelerator operation amount Acc is greater than or equal to the second threshold value ΔAcc_thre2 or when acceleration of the vehicle is predicted from the imaging information (S250: Yes), the vehicle enters an acceleration state and the regenerative power is reduced. Generation is expected to end. Therefore, the control device 200 ends the process for limiting the warm-up charge amount Pc.

  On the other hand, when the change amount ΔAcc of the accelerator operation amount Acc is less than the second threshold value ΔAcc_thre2 and the acceleration of the vehicle is not predicted from the imaging information (S250: No), the process proceeds to step S260 and the control device 200 Determines whether or not the vehicle speed V exceeds zero. That is, the control device 200 determines whether the vehicle has stopped. When the vehicle is stopped (S260: No), the generation of regenerative electric power ends, and thus the control device 200 ends the process for limiting the warm-up charge amount Pc. On the other hand, when the vehicle is not stopped (S260: Yes), the process returns to step S240 and the above-described process is repeated.

  As described above, according to the present embodiment, when it is predicted that regenerative power is generated while the warm-up control process for the battery 10 is being performed, the process for limiting the warm-up charge amount Pc is performed. Is done. As a result, even when the regenerative power amount Pr is added to the warm-up charge amount Pc, the remaining capacity SOC of the battery 10 can be prevented from exceeding the upper limit value SOCmax of the remaining capacity. Therefore, deterioration of the battery 10 can be reduced. In addition, since the warm-up charge amount Pc is reduced so that the regenerative power amount Pr can be input, the efficiency of converting and recovering vehicle deceleration energy into electric power is improved, and fuel efficiency or power efficiency is improved. . Furthermore, since the regenerative braking force can be reliably generated, it contributes to the improvement of the safety of the vehicle.

  Further, according to the present embodiment, when the end of the generation of regenerative power is predicted while the process for limiting the warm-up charge amount Pc is being performed, the restriction on the warm-up charge amount Pc is released. Therefore, when the regenerative power is not generated, the remaining capacity SOC of battery 10 is restored to the upper limit SOCmax by warm-up charge amount Pc generated by generator MG1. Therefore, a reduction in charging / discharging efficiency of the battery 10 can be prevented as much as possible, and fuel efficiency and power efficiency can be maintained high.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can make various modifications or application examples within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

  For example, in the above embodiment, the generation and the end of generation of regenerative power are predicted based on the accelerator operation amount Acc, the brake operation amount Brk, and the imaging information. The generation and end of generation of regenerative power may be predicted based only on the above.

  Further, in the above embodiment, when the warm-up charge amount Pc is limited, the sum of the warm-up charge amount Pc and the regenerative power amount Pr is set to the inputable power Pc_max to the battery 10. The present invention is not limited to such an example. For example, the sum of the warm-up charge amount Pc and the regenerative power amount Pr only needs to be less than or equal to the power Pc_max that can be input to the battery 10, and the warm-up charge amount Pc may be zero when regenerative power is generated.

DESCRIPTION OF SYMBOLS 10 High voltage battery 20 Inverter 30 Motor generator 40 Drive wheel 50 Differential gear 60 Planetary gear 70 Drive shaft 100a, 100b Stereo camera 110 Imaging process part 200 Control apparatus 210 Battery state detection part 230 Charging / discharging control part 250 Charge amount restriction part 500 Hybrid system MG1 generator MG2 drive motor ENG engine

Claims (5)

In a battery temperature increase control device for performing temperature increase control of a battery mounted on a hybrid vehicle including an internal combustion engine and a motor generator,
Charging / discharging of the battery according to a predetermined pulse charge / discharge pattern set within a range of an upper limit value and a lower limit value of the charge capacity of the battery, which is set based on at least the temperature of the battery at a low temperature of the battery Repetitive charge / discharge control unit;
Predicting the amount of regenerative power to be generated when the generation of regenerative power by the motor generator is predicted based on at least one of the change amount of the accelerator operation amount, the imaging information of the front monitoring camera, and the front distance sensor information , A charge amount limiting unit that limits a charge amount in a pulse charge / discharge pattern to a value of a difference obtained by subtracting the regenerative power amount from an upper limit value of the charge capacity of the battery ;
A temperature rise control device for a battery. The charge quantity limiting section predicts the occurrence completion of the regenerative power, the generation end after the predicted the regenerative power, releases the restriction of the charge amount of the pulse charging and discharging pattern, according to claim 1 Battery temperature rise control device. The charge amount limiting unit predicts the end of generation of the regenerative power based on at least one of a change amount of an accelerator operation amount, a change amount of a brake operation amount, imaging information of a front monitoring camera, and front distance sensor information. Item 3. The battery temperature increase control device according to Item 2 . The charging and discharging control unit performs the charging by the generator utilizing the driving force of the internal combustion engine, and the power supply of the drive motor for generating a driving force of the hybrid vehicle, the charge and discharge of the battery, according to claim 1 or Atsushi Nobori control of the battery according to 2. In a battery temperature rise control method for repeatedly charging and discharging the battery according to a predetermined pulse charge / discharge pattern at a low temperature of a battery mounted on a hybrid vehicle including an internal combustion engine and a motor generator, and heating the battery,
The charge / discharge pattern is set based on at least the temperature of the battery, and is set within a range of an upper limit value and a lower limit value of the charge capacity of the battery,
Predicting the amount of regenerative power to be generated when the generation of regenerative power by the motor generator is predicted based on at least one of the change amount of the accelerator operation amount, the imaging information of the front monitoring camera, and the front distance sensor information , A battery temperature increase control method that limits a charge amount in a pulse charge / discharge pattern to a difference value obtained by subtracting the regenerative power amount from an upper limit value of a charge capacity of the battery.

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