JP2018098947A - Control device of electric vehicle - Google Patents
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- JP2018098947A JP2018098947A JP2016242639A JP2016242639A JP2018098947A JP 2018098947 A JP2018098947 A JP 2018098947A JP 2016242639 A JP2016242639 A JP 2016242639A JP 2016242639 A JP2016242639 A JP 2016242639A JP 2018098947 A JP2018098947 A JP 2018098947A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
Description
本発明は、走行用モータ（電動機）と、走行用モータに電力を供給するバッテリと、が搭載された電動車両を制御する制御装置に関する。 The present invention relates to a control device that controls an electric vehicle equipped with a traveling motor (electric motor) and a battery that supplies electric power to the traveling motor.
従来、走行用モータを動力源として走行する電動車両においては、走行用モータで駆動される駆動輪にスリップが生じた際、走行用モータから出力させる出力トルクを適宜低下させることでスリップを抑制している。 Conventionally, in an electric vehicle that travels using a travel motor as a power source, when slip occurs on a drive wheel driven by the travel motor, the slip is suppressed by appropriately reducing the output torque output from the travel motor. ing.
例えば、電動車両にスリップが生じた際、電動車両のスリップ率に応じて、走行用モータから出力させる出力トルクを低下（トルクダウン）させるようにしたものがある（例えば、特許文献１参照）。 For example, when slip occurs in an electric vehicle, there is one that reduces (torques down) the output torque output from the traveling motor in accordance with the slip rate of the electric vehicle (see, for example, Patent Document 1).
ところで、駆動輪にスリップが発生すると走行用モータの回転が上がるため、走行用モータに比較的大きな電流が流れる。一方、走行用モータに電力を供給するバッテリでは、それに伴い電圧が一時的に大きく低下する。例えば、バッテリが劣化している場合や、バッテリの温度が低い場合等のようにバッテリの内部抵抗が比較的高い状態では、特に、バッテリの電圧が低下し易い。なおバッテリは、複数個の電池セルで構成されており、駆動輪にスリップが発生すると、バッテリを構成する各電池セルの電圧（セル電圧）が大きく低下することになる。 By the way, when slip occurs in the drive wheel, the rotation of the traveling motor increases, so that a relatively large current flows through the traveling motor. On the other hand, in a battery that supplies electric power to the traveling motor, the voltage temporarily greatly decreases accordingly. For example, when the battery has a relatively high internal resistance, such as when the battery has deteriorated or when the battery temperature is low, the battery voltage tends to decrease. The battery is composed of a plurality of battery cells, and when a slip occurs in the drive wheel, the voltage (cell voltage) of each battery cell constituting the battery is greatly reduced.
そして、このように駆動輪のスリップに伴い、セル電圧が極度に低下してしまうと、バッテリ（電池セル）の劣化を招く虞があり、さらには、バッテリ（電池セル）の損傷を招く虞もある。バッテリ（電池セル）は、一般的に入出力電圧の使用可能範囲が限られており、例えば、セル電圧が使用可能範囲の下限（下限電圧）を超えて低下してしまうと、バッテリの劣化等を招く虞がある。 If the cell voltage is extremely lowered due to the slip of the drive wheel as described above, the battery (battery cell) may be deteriorated, and further, the battery (battery cell) may be damaged. is there. A battery (battery cell) generally has a limited input / output voltage usable range. For example, if the cell voltage falls below the lower limit (lower limit voltage) of the usable range, the battery deteriorates. There is a risk of inviting.
またスリップに伴うセル電圧の低下は、駆動輪のスリップ時に上述のように走行用モータの出力トルクを低下させることで、ある程度抑えることはできる。しかしながら、駆動輪のスリップ量が比較的多い場合などは、セル電圧の低下を十分に抑制することができない虞がある。 Further, the decrease in the cell voltage caused by the slip can be suppressed to some extent by reducing the output torque of the traveling motor as described above when the drive wheel slips. However, when the slip amount of the driving wheel is relatively large, there is a possibility that the cell voltage drop cannot be sufficiently suppressed.
本発明はこのような事情に鑑みてなされたものであり、セル電圧の低下に起因するバッテリの劣化等を抑制することができる電動車両の制御装置を提供することを目的とする。 The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for an electric vehicle that can suppress battery deterioration caused by a decrease in cell voltage.
上記課題を解決する本発明の一つの態様は、走行用モータと、該走行用モータに電力を供給するバッテリと、を有する電動車両を制御する制御装置であって、アクセルペダルの開度を検出するアクセル開度検出手段と、アクセルペダルの開度に応じて前記走行用モータの出力トルクを制御するモータ制御手段と、前記走行用モータで駆動される車輪にスリップが発生しているか否かを判定するスリップ判定手段と、前記スリップ判定手段によりスリップが発生したと判定された際、さらに前記バッテリの電圧が判定閾値以下まで低下したか否かを判定する電圧判定手段と、を備え、前記モータ制御手段は、前記スリップ判定手段によってスリップが発生したと判定されると、前記アクセルペダルの開度に拘わらず前記走行用モータの出力トルクを第１の低下率で低下させ、さらに、前記電圧判定手段により前記バッテリの電圧が前記判定閾値以下まで低下したと判定されると、前記出力トルクの低下率を前記第１の低下率よりも大きい第２の低下率に変更することを特徴とする電動車両の制御装置にある。 One aspect of the present invention that solves the above-described problem is a control device that controls an electric vehicle having a traveling motor and a battery that supplies electric power to the traveling motor, and detects an opening degree of an accelerator pedal. An accelerator opening degree detecting means, a motor control means for controlling the output torque of the traveling motor according to the opening degree of the accelerator pedal, and whether or not a slip is generated on a wheel driven by the traveling motor. A slip determination means for determining; and a voltage determination means for determining whether or not the voltage of the battery has dropped below a determination threshold when the slip determination means determines that a slip has occurred. When it is determined by the slip determination means that the slip has occurred, the control means outputs the output torque of the travel motor regardless of the opening of the accelerator pedal. Is reduced at a first reduction rate, and further, when the voltage determination means determines that the voltage of the battery has dropped below the determination threshold value, the output torque reduction rate is made lower than the first reduction rate. The control apparatus for an electric vehicle is characterized by changing to a large second reduction rate.
ここで、制御装置は、前記バッテリの劣化状態を判定する劣化状態判定手段を備え、前記モータ制御手段は、前記バッテリの劣化度合いが進んでいるほど、前記第２の低下率を増加させることが好ましい。 Here, the control device includes a deterioration state determination unit that determines a deterioration state of the battery, and the motor control unit may increase the second decrease rate as the degree of deterioration of the battery progresses. preferable.
また制御装置は、前記バッテリの温度を検出する温度検出手段を備え、前記モータ制御手段は、前記バッテリの温度が低いほど前記第２の低下率を増加させることが好ましい。 Preferably, the control device includes a temperature detection unit that detects a temperature of the battery, and the motor control unit increases the second decrease rate as the temperature of the battery is lower.
また制御装置は、前記バッテリの劣化状態を判定する劣化状態判定手段を備え、前記電圧判定手段は、前記バッテリの劣化度合いが進んでいるほど、前記判定閾値を大きい値に設定することが好ましい。 Preferably, the control device includes a deterioration state determination unit that determines a deterioration state of the battery, and the voltage determination unit sets the determination threshold value to a larger value as the degree of deterioration of the battery progresses.
また制御装置は、前記バッテリの温度を検出する温度検出手段を備え、前記電圧判定手段は、前記温度検出手段の検出された前記バッテリの温度が低いほど、前記判定閾値を大きい値に設定することが好ましい。 In addition, the control device includes temperature detection means for detecting the temperature of the battery, and the voltage determination means sets the determination threshold value to a larger value as the temperature of the battery detected by the temperature detection means is lower. Is preferred.
かかる本発明によれば、駆動輪のスリップが発生した際に、各電池セル（セル電圧）が極度に低下するのを抑制することができ、このセル電圧の低下に起因するバッテリ（電池セル）の劣化や損傷を抑制することができる。 According to the present invention, when the driving wheel slips, each battery cell (cell voltage) can be prevented from being extremely reduced, and the battery (battery cell) resulting from the reduction in the cell voltage can be suppressed. Deterioration and damage can be suppressed.
以下、本発明の実施形態について図面を参照して詳細に説明する。まずは、本実施形態に係る電動車両の全体構成について説明する。
図１に示すように、本実施形態に係る電動車両１は、電気自動車（ＥＶ）であり、充電可能な二次電池であるバッテリ２と、このバッテリ２からの電力供給により作動する電動機である走行用モータ３と、を備えている。走行用モータ３は、例えば、自動変速機４を介して駆動輪（本実施形態では、前輪）５に連結されている。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. First, the overall configuration of the electric vehicle according to the present embodiment will be described.
As shown in FIG. 1, an electric vehicle 1 according to this embodiment is an electric vehicle (EV), and is a battery 2 that is a rechargeable secondary battery and an electric motor that operates by supplying power from the battery 2. And a traveling motor 3. The travel motor 3 is connected to drive wheels (in this embodiment, front wheels) 5 via an automatic transmission 4, for example.
ここで、バッテリ２は、図２に示すように、複数個の電池セル６を備える複数の電池セルユニット７で構成されており、各電池セル６は、図示は省略するがバスバー等によって直列に接続されている。これら複数の電池セルユニット７は収容ケース８内に収容され、収容ケース８は蓋部材９によって塞がれている。 Here, as shown in FIG. 2, the battery 2 includes a plurality of battery cell units 7 including a plurality of battery cells 6. Each battery cell 6 is connected in series by a bus bar or the like although not shown. It is connected. The plurality of battery cell units 7 are housed in a housing case 8, and the housing case 8 is closed by a lid member 9.
また電動車両１は、電動車両１に搭載された各種装置を総括的に制御する制御部（ＥＣＵ）１０を備えている。制御部１０は、入出力装置、記憶装置（ＲＯＭ、ＲＡＭ等）、中央処理装置（ＣＰＵ）、タイマカウンタ等を備え、電動車両１に設けられた各種センサからの信号に基づいて電動車両１の運転状態を把握し、それに基づいて各種装置を総括的に制御する。 The electric vehicle 1 also includes a control unit (ECU) 10 that comprehensively controls various devices mounted on the electric vehicle 1. The control unit 10 includes an input / output device, a storage device (ROM, RAM, etc.), a central processing unit (CPU), a timer counter, and the like, and is based on signals from various sensors provided in the electric vehicle 1. The operation state is grasped, and various devices are comprehensively controlled based on it.
制御部１０は、図３に示すように、電動車両１に設けられた各種センサ、例えば、アクセルペダル３１のストロークを検出するアクセルペダルストロークセンサ（アクセル開度検出手段）３２、ブレーキペダル３３のストロークを検出するブレーキペダルストロークセンサ３４、電動車両１の駆動輪（前輪）５の回転速度（車輪速）を検出する車輪速センサ（車輪速検出手段）３５と、走行用モータ３の回転数を検出する回転数検出センサ３７、バッテリ２の電圧（全体電圧及びセル電圧）を検出するバッテリ電圧センサ（バッテリ電圧検出手段）３８、バッテリ２の温度を検出するバッテリ温度センサ（バッテリ温度検出手段）３９等からの信号に基づいて電動車両１の走行状態を的確に把握し、それに基づいて走行用モータ３を含む電動車両１の各種装置を総合的に制御する。なお上記の各種センサ類は、既存のものを採用すればよい。 As shown in FIG. 3, the control unit 10 includes various sensors provided in the electric vehicle 1, for example, an accelerator pedal stroke sensor (accelerator opening detection means) 32 that detects a stroke of the accelerator pedal 31, and a stroke of the brake pedal 33. A brake pedal stroke sensor 34 for detecting the wheel speed, a wheel speed sensor (wheel speed detecting means) 35 for detecting the rotational speed (wheel speed) of the driving wheel (front wheel) 5 of the electric vehicle 1, and the rotational speed of the traveling motor 3. Rotational speed detection sensor 37, battery voltage sensor (battery voltage detection means) 38 for detecting the voltage (total voltage and cell voltage) of the battery 2, battery temperature sensor (battery temperature detection means) 39 for detecting the temperature of the battery 2, etc. Based on the signal from the vehicle, the driving state of the electric vehicle 1 is accurately grasped, and the electric motor including the driving motor 3 is based on the driving state. Comprehensive control of both 1 various devices. In addition, what is necessary is just to employ | adopt existing sensors as said various sensors.
本実施形態に係る制御装置は、この制御部１０と、例えば、アクセルペダルストロークセンサ３２、バッテリ電圧センサ３８、バッテリ温度センサ３９等の各種センサ類とで構成され、電動車両１の駆動輪５にスリップが生じた際、走行用モータ３から出力させる出力トルクを適宜制御する。これにより、バッテリ２を構成する各電池セル６の過度の電圧低下が抑えられるため、バッテリ２（電池セル６）の劣化や損傷の発生を抑制することができる。 The control device according to the present embodiment includes the control unit 10 and various sensors such as an accelerator pedal stroke sensor 32, a battery voltage sensor 38, and a battery temperature sensor 39. When slip occurs, the output torque output from the traveling motor 3 is appropriately controlled. Thereby, since the excessive voltage drop of each battery cell 6 which comprises the battery 2 is suppressed, generation | occurrence | production and deterioration of the battery 2 (battery cell 6) can be suppressed.
詳しくは、制御部１０は、モータ制御部（モータ制御手段）１１と、スリップ判定部（スリップ判定手段）１２と、電圧判定部（電圧判定手段）１３と、劣化状態判定部（劣化状態判定手段）１４と、を備えている。 Specifically, the control unit 10 includes a motor control unit (motor control unit) 11, a slip determination unit (slip determination unit) 12, a voltage determination unit (voltage determination unit) 13, and a deterioration state determination unit (deterioration state determination unit). 14).
モータ制御部１１は、上記のような各センサ類による検出結果に基づいて、例えば、アクセルペダル３１の開度の他、駆動輪５の回転速度（車輪速）や、走行用モータ３の回転数等に基づいて、走行用モータ３に要求される要求トルクを演算する。そしてモータ制御部１１は、走行用モータ３の実際の出力トルクがこの要求トルクに一致する（又は近づく）ように、走行用モータ３を適宜制御する。すなわちモータ制御部１１は、バッテリ２から走行用モータ３に供給する電力を調整することで、走行用モータ３の出力トルクを要求トルクに一致させるように制御する。 Based on the detection results of the sensors as described above, the motor control unit 11, for example, in addition to the opening degree of the accelerator pedal 31, the rotational speed (wheel speed) of the drive wheels 5 and the rotational speed of the traveling motor 3 Based on the above, the required torque required for the traveling motor 3 is calculated. Then, the motor control unit 11 appropriately controls the traveling motor 3 so that the actual output torque of the traveling motor 3 matches (or approaches) this required torque. That is, the motor control unit 11 controls the output torque of the traveling motor 3 to match the required torque by adjusting the power supplied from the battery 2 to the traveling motor 3.
スリップ判定部１２は、走行用モータ３によって駆動される駆動輪（前輪）５にスリップが発生しているか否かを判定する。本実施形態では、スリップ判定部１２は、バッテリ電圧センサ３８により検出される各電池セル６のセル電圧に基づいて、所定のスリップが発生しているか否かを判定している。具体的には、スリップ判定部１２は、アクセルペダル３１の開度が急増したことを条件として、バッテリ２を構成する何れかの電池セル６の電圧（セル電圧）が、予め設定された第１の閾値以下まで低下した場合に、駆動輪５のスリップが発生していると判定する。 The slip determination unit 12 determines whether or not slip has occurred in the drive wheel (front wheel) 5 driven by the traveling motor 3. In the present embodiment, the slip determination unit 12 determines whether or not a predetermined slip has occurred based on the cell voltage of each battery cell 6 detected by the battery voltage sensor 38. Specifically, the slip determination unit 12 sets the voltage (cell voltage) of any of the battery cells 6 constituting the battery 2 to a preset first value on the condition that the opening degree of the accelerator pedal 31 has rapidly increased. It is determined that slip of the drive wheel 5 has occurred when the value falls below the threshold value.
なお通常走行時でも、走行用モータ３の出力トルクの増加に応じて電池セル６の電圧は低下するが、第１の閾値まで低下することはない。言い換えれば、第１の閾値は、通常走行時に走行用モータ３の出力トルクが増加した場合でも、セル電圧が達しない程度の低い値に設定されている。 Even during normal traveling, the voltage of the battery cell 6 decreases as the output torque of the traveling motor 3 increases, but does not decrease to the first threshold value. In other words, the first threshold value is set to such a low value that the cell voltage does not reach even when the output torque of the traveling motor 3 increases during normal traveling.
また駆動輪５にスリップが発生したか否かの判定手法は、特に限定されず、必ずしもセル電圧に基づいて判定しなくてもよい。例えば、走行用モータに接続されたコンデンサ（図示なし）の電圧を検出し、このコンデンサ電圧が所定の閾値以下である場合に、駆動輪５のスリップが発生していると判定するようにしてもよい。さらに駆動輪５にスリップが発生したか否かの判定は、例えば、駆動輪（前輪）５と従動輪（後輪）との回転数差、アクセルペダル３１の開度の変化率、走行用モータ３の回転数の変化率などに基づいて判定することもできる。 Moreover, the determination method of whether the slip generate | occur | produced in the drive wheel 5 is not specifically limited, It does not necessarily need to determine based on a cell voltage. For example, a voltage of a capacitor (not shown) connected to the traveling motor is detected, and when the capacitor voltage is equal to or lower than a predetermined threshold value, it is determined that the drive wheel 5 is slipping. Good. Further, whether or not slip has occurred in the drive wheel 5 is determined by, for example, the difference in the rotational speed between the drive wheel (front wheel) 5 and the driven wheel (rear wheel), the rate of change in the opening degree of the accelerator pedal 31, and the travel motor. It can also be determined based on the rate of change in the number of rotations of 3.
モータ制御部１１は、通常走行時は、上述のようにアクセルペダル３１の開度等に応じて走行用モータ３の出力トルクを適宜制御しているが、上述のようにスリップ判定部１２によって駆動輪５のスリップが発生していると判定されると、その際は、アクセルペダル３１の開度に拘わらず走行用モータ３の出力トルクを予め設定された第１の低下率で低下させる制御を行う。すなわちモータ制御部１１は、スリップ判定部１２によって駆動輪５のスリップが発生していると判定されると、走行用モータ３の出力トルクを所定の勾配で低下させる制御を行う。なお第１の低下率は、電動車両１のドライバビリティを損なわない程度に小さい値に設定されている。 During normal travel, the motor control unit 11 appropriately controls the output torque of the travel motor 3 according to the opening degree of the accelerator pedal 31 as described above, but is driven by the slip determination unit 12 as described above. When it is determined that the slip of the wheel 5 has occurred, at that time, control is performed to reduce the output torque of the traveling motor 3 at a preset first reduction rate regardless of the opening of the accelerator pedal 31. Do. That is, when the slip determination unit 12 determines that the drive wheel 5 is slipping, the motor control unit 11 performs control to reduce the output torque of the traveling motor 3 with a predetermined gradient. The first rate of decrease is set to a small value that does not impair the drivability of the electric vehicle 1.
これにより、電動車両１のドライバビリティの悪化を抑えつつ、駆動輪５に生じているスリップを抑制することができる。さらに、バッテリ２の電圧（セル電圧）が、使用可能範囲の下限（下限電圧）以下まで低下するのを抑制でき、バッテリ２の劣化や損傷の発生を抑えることができる。 Thereby, the slip which has arisen in the drive wheel 5 can be suppressed, suppressing the deterioration of the drivability of the electric vehicle 1. FIG. Furthermore, it can suppress that the voltage (cell voltage) of the battery 2 falls below the lower limit (lower limit voltage) of the usable range, and deterioration of the battery 2 and occurrence of damage can be suppressed.
電圧判定部１３は、スリップ判定部１２によって駆動輪５のスリップが発生していると判定された場合に、さらにセル電圧が、判定閾値である第２の閾値以下まで低下したか否かを判定する。なお第２の閾値は、上記第１の閾値以下で且つ電池セル６の使用可能範囲の下限（下限電圧）よりも大きい値に設定されている。 When it is determined by the slip determination unit 12 that the drive wheel 5 has slipped, the voltage determination unit 13 further determines whether or not the cell voltage has decreased to a second threshold that is a determination threshold. To do. Note that the second threshold value is set to a value that is equal to or smaller than the first threshold value and greater than the lower limit (lower limit voltage) of the usable range of the battery cell 6.
そしてモータ制御部１１は、電圧判定部１３によってセル電圧が上記第２の閾値以下まで低下したと判定された場合、走行用モータ３の出力トルクの低下率を第１の低下率よりも大きい第２の低下率に変更する。すなわちモータ制御部１１は、走行用モータ３の出力トルクの勾配を大きく変更する（勾配を急激にする）。 When the voltage determination unit 13 determines that the cell voltage has decreased to the second threshold value or less, the motor control unit 11 sets the output torque reduction rate of the traveling motor 3 to be greater than the first reduction rate. Change to 2 reduction rate. That is, the motor control unit 11 greatly changes the gradient of the output torque of the traveling motor 3 (makes the gradient abrupt).
これによりセル電圧が使用可能範囲の下限を超えて低下するのを抑制できる。したがって、セル電圧の低下に伴うバッテリ２の劣化や損傷をより確実に抑制することができる。 Thereby, it can suppress that a cell voltage falls exceeding the minimum of the usable range. Therefore, the deterioration and damage of the battery 2 accompanying the decrease in the cell voltage can be more reliably suppressed.
上述のように走行用モータ３の出力トルクを第１の低下率で低下させることで、セル電圧の低下をある程度抑制することはできるが、駆動輪５のスリップ量が比較的多い場合等には、セル電圧の低下を十分に抑制することができない虞がある。 By reducing the output torque of the traveling motor 3 at the first reduction rate as described above, the cell voltage reduction can be suppressed to some extent, but when the slip amount of the drive wheel 5 is relatively large, etc. There is a possibility that the decrease in the cell voltage cannot be sufficiently suppressed.
しかしながら、本実施形態では、セル電圧が第２の閾値（＜第１の閾値）以下まで低下した際に、出力トルクの低下率を第１の低下率から第２の低下率に変更するようにしたので、例えば、低μ路で駆動輪５のスリップ量が比較的多い場合でも、セル電圧の低下を十分に抑制することができる。すなわちセル電圧を使用可能範囲の下限（下限電圧）以下に低下させることなく復帰させることができる。したがって、バッテリ２の劣化や損傷をより確実に抑制することができる。 However, in the present embodiment, when the cell voltage decreases to the second threshold (<first threshold) or less, the output torque decrease rate is changed from the first decrease rate to the second decrease rate. Therefore, for example, even when the slip amount of the drive wheel 5 is relatively large on a low μ road, it is possible to sufficiently suppress a decrease in the cell voltage. In other words, the cell voltage can be restored without being lowered below the lower limit (lower limit voltage) of the usable range. Therefore, deterioration and damage of the battery 2 can be suppressed more reliably.
このような本実施形態に係る制御装置によるトルク制御について、図４及び図５に基づいてさらに説明する。
図４のフローチャートに示すように、電動車両１の走行中に、ステップＳ１で、セル電圧が第１の閾値以下であるか否かが判定され、セル電圧が第１の閾値以下であると判定されると（ステップＳ１：Ｙｅｓ）、次いでステップＳ２で走行用モータ３の出力トルクを第１の低下率で低下させる。その後、ステップＳ３でセル電圧が第２の閾値（＜第１の閾値）以下であるか否かが判定され、セル電圧が第２の閾値以下であると判定されると（ステップＳ３：Ｙｅｓ）、出力トルクの低下率を第１の低下率から第２の低下率に変更する。すなわち出力トルクを、第１の低下率よりも大きい第２の低下率で低下させる（ステップＳ４）。
Such torque control by the control device according to the present embodiment will be further described with reference to FIGS. 4 and 5.
As shown in the flowchart of FIG. 4, during traveling of the electric vehicle 1, it is determined in step S <b> 1 whether or not the cell voltage is equal to or lower than a first threshold, and it is determined that the cell voltage is equal to or lower than the first threshold. If it is (step S1: Yes), then in step S2, the output torque of the traveling motor 3 is reduced at the first reduction rate. Thereafter, in step S3, it is determined whether or not the cell voltage is equal to or lower than a second threshold value (<first threshold value), and if it is determined that the cell voltage is equal to or lower than the second threshold value (step S3: Yes). Then, the reduction rate of the output torque is changed from the first reduction rate to the second reduction rate. That is, the output torque is reduced at a second reduction rate that is larger than the first reduction rate (step S4).
その後、ステップＳ５で、セル電圧が第２の閾値以上である第３の閾値よりも高いか否かを判定する。なお本実施形態では、第３の閾値＝第１の閾値としている。ここで、セル電圧が第３の閾値よりも低い場合には（ステップＳ５：Ｎｏ）、走行用モータ３の出力トルクを第２の低下率で低下させる制御を継続する。一方、セル電圧が第３の閾値よりも高い場合には（ステップＳ５：Ｙｅｓ）、セル電圧は上昇していると判断し、出力トルクを低下させる制御を終了して通常の出力トルクの制御に戻る。 Thereafter, in step S5, it is determined whether or not the cell voltage is higher than a third threshold that is equal to or higher than the second threshold. In the present embodiment, the third threshold value = the first threshold value. Here, when the cell voltage is lower than the third threshold value (step S5: No), the control for reducing the output torque of the traveling motor 3 at the second reduction rate is continued. On the other hand, when the cell voltage is higher than the third threshold value (step S5: Yes), it is determined that the cell voltage has increased, the control for decreasing the output torque is terminated, and the normal output torque control is performed. Return.
またステップＳ３において、セル電圧が第２の閾値よりも大きい場合には（ステップＳ３：Ｎｏ）、ステップＳ５に進み、セル電圧が第３の閾値よりも高いか否かを判定する。そして、セル電圧が第３の閾値よりも低い場合には（ステップＳ５：Ｎｏ）、走行用モータ３の出力トルクを第１の低下率で低下させる制御を継続する。一方、セル電圧が第３の閾値よりも高い場合には（ステップＳ５：Ｙｅｓ）、出力トルクを低下させる制御を終了して通常の出力トルクの制御に戻る。 In step S3, when the cell voltage is larger than the second threshold (step S3: No), the process proceeds to step S5, and it is determined whether or not the cell voltage is higher than the third threshold. Then, when the cell voltage is lower than the third threshold (step S5: No), the control for reducing the output torque of the traveling motor 3 at the first reduction rate is continued. On the other hand, when the cell voltage is higher than the third threshold (step S5: Yes), the control for reducing the output torque is terminated and the control returns to the normal output torque control.
例えば、図５に示すように、時刻ｔ１でアクセル開度が急増すると、それに伴い走行用モータ３の出力トルクが急増する。また出力トルクの急増に伴いバッテリ２の電圧（セル電圧）が低下する。そして時刻ｔ２でセル電圧が第１の閾値Ｖ１以下になると、走行用モータ３の出力トルクを第１の低下率で低下させる（時刻ｔ２−ｔ３）。その後、時刻ｔ３でセル電圧が第２の閾値Ｖ２以下になると、走行用モータ３の出力トルクの低下率を第１の低下率から第２の低下率に変更する。その後、セル電圧が回復して第３の閾値Ｖ３よりも高くなると、出力トルクを低下させる制御を終了し、通常の出力トルクの制御に戻る。例えば、この例では、時刻ｔ４で出力トルクが零となるまで低下すると、出力トルクが零の状態を維持し、時刻ｔ５でセル電圧が第３の閾値Ｖ３よりも高くなると、出力トルクを低下させる制御を終了し、通常の出力トルクの制御に戻る。 For example, as shown in FIG. 5, when the accelerator opening increases rapidly at time t1, the output torque of the traveling motor 3 increases rapidly. In addition, the voltage (cell voltage) of the battery 2 decreases as the output torque increases rapidly. When the cell voltage becomes equal to or lower than the first threshold value V1 at time t2, the output torque of the traveling motor 3 is reduced at the first reduction rate (time t2-t3). Thereafter, when the cell voltage becomes equal to or lower than the second threshold value V2 at time t3, the rate of decrease in the output torque of the traveling motor 3 is changed from the first rate of decrease to the second rate of decrease. Thereafter, when the cell voltage recovers and becomes higher than the third threshold value V3, the control for reducing the output torque is terminated, and the control returns to the normal output torque control. For example, in this example, when the output torque is reduced to zero at time t4, the output torque remains zero, and when the cell voltage becomes higher than the third threshold value V3 at time t5, the output torque is reduced. Control is terminated and control returns to normal output torque control.
また図中点線で示すように、時刻ｔ２で走行用モータ３の出力トルクを第１の低下率で低下させ始めた後、出力トルクが第２の閾値Ｖ２以下まで低下することなく回復し、時刻ｔ６で第３の閾値Ｖ３（本実施形態では、第１の閾値と同値）以上になると、出力トルクを低下させる制御を終了し、通常の出力トルクの制御に戻る。 Further, as indicated by the dotted line in the figure, after the output torque of the traveling motor 3 starts to decrease at the first decrease rate at time t2, the output torque recovers without decreasing to the second threshold value V2 or less, and the time When it becomes equal to or greater than the third threshold value V3 (in this embodiment, the same value as the first threshold value) at t6, the control for reducing the output torque is terminated and the control returns to the normal output torque control.
以上説明したように、本実施形態に係る電動車両の制御装置によれば、駆動輪５のスリップが発生した際に、各電池セル６の電圧（セル電圧）が使用可能範囲の下限電圧Ｖｍを超えて過度に低下するのを抑制でき、このセル電圧の低下に起因するバッテリ２（電池セル６）の劣化や損傷を抑制することができる。 As described above, according to the control device for an electric vehicle according to the present embodiment, when the drive wheel 5 slips, the voltage (cell voltage) of each battery cell 6 is set to the lower limit voltage Vm within the usable range. It is possible to suppress excessively lowering, and it is possible to suppress deterioration and damage of the battery 2 (battery cell 6) due to the decrease in the cell voltage.
なお本実施形態では、第２の閾値を第１の閾値よりも小さい値に設定した例を説明したが、第２の閾値は第１の閾値と一致していてもよい。この場合には、図６に示すように、時刻ｔ２でセル電圧が第２の閾値Ｖ２（＝第１の閾値Ｖ１）以下になると、走行用モータ３の出力トルクを第２の低下率で低下させる（時刻ｔ２−ｔ４）。その後、時刻ｔ４で出力トルクが零となるまで低下すると、出力トルクが零の状態を維持し、時刻ｔ５でセル電圧が第３の閾値Ｖ３よりも高くなると、出力トルクを低下させる制御を終了し、通常の出力トルクの制御に戻る。 In the present embodiment, the example in which the second threshold is set to a value smaller than the first threshold has been described. However, the second threshold may match the first threshold. In this case, as shown in FIG. 6, when the cell voltage becomes equal to or lower than the second threshold value V2 (= first threshold value V1) at time t2, the output torque of the traveling motor 3 is reduced at the second reduction rate. (Time t2-t4). Thereafter, when the output torque is reduced to zero at time t4, the output torque is maintained at zero, and when the cell voltage becomes higher than the third threshold value V3 at time t5, the control for reducing the output torque is ended. Return to normal output torque control.
また本実施形態では、電圧判定部１３が、バッテリ電圧センサ３８の検出結果に基づいて、セル電圧が第２の閾値以下まで低下したか否かを判定するようにしたが、この判定は、他のパラメータに基づいて行うようにしてもよい。駆動輪５のスリップが発生してセル電圧が低下する際には、車輪速が急激に上昇する。このため、この車輪速からセル電圧が第２の閾値以下まで低下したか否かを判定（推定）することもできる。すなわち車輪速が判定閾値となる第１の車輪速を超えて上昇した場合に、セル電圧が第２の閾値以下に低下したと判定（推定）するようにしてもよい。またセル電圧が第２の閾値以下まで低下したか否かの判定は、例えば、スリップ判定にも用いることができるアクセル開度の変化率、走行用モータの回転数の変化率に基づいて行うようにしてもよい。 In the present embodiment, the voltage determination unit 13 determines whether or not the cell voltage has decreased to the second threshold value or less based on the detection result of the battery voltage sensor 38. It may be performed based on the parameters. When the slip of the drive wheel 5 occurs and the cell voltage decreases, the wheel speed increases rapidly. For this reason, it can also be determined (estimated) whether or not the cell voltage has decreased from the wheel speed to the second threshold value or less. That is, when the wheel speed increases beyond the first wheel speed that is the determination threshold, it may be determined (estimated) that the cell voltage has decreased below the second threshold. The determination as to whether or not the cell voltage has dropped below the second threshold is made based on, for example, the rate of change of the accelerator opening that can also be used for slip determination and the rate of change of the rotational speed of the traveling motor. It may be.
また出力トルクの判定閾値である第２の閾値は、バッテリ２の特性等を考慮して予め設定されていてもよいが、本実施形態では、電圧判定部１３が、劣化状態判定部１４の判定結果に基づいて設定するようにしている。 In addition, the second threshold value that is the determination threshold value of the output torque may be set in advance in consideration of the characteristics of the battery 2 and the like, but in this embodiment, the voltage determination unit 13 determines the deterioration state determination unit 14 It is set based on the result.
劣化状態判定部１４は、バッテリの劣化状態（ＳＯＨ：State Of Health）を、バッテリ２の現在の満充電容量（Ａｈ）とバッテリ２の初期の満充電容量（Ａｈ）とに基づいて演算し（下記式（１）参照）、演算したＳＯＨの値に応じてバッテリ２の劣化状態を判定する。すなわち劣化状態判定部１４は、このＳＯＨの値が小さいほど、バッテリ２の劣化が進んでいると判定する。なおこのＳＯＨは、バッテリ２の充電時に適宜演算され、その結果が記憶されている。 The deterioration state determination unit 14 calculates the state of health (SOH) of the battery based on the current full charge capacity (Ah) of the battery 2 and the initial full charge capacity (Ah) of the battery 2 ( The deterioration state of the battery 2 is determined according to the calculated SOH value (see the following formula (1)). That is, the deterioration state determination unit 14 determines that the deterioration of the battery 2 is advanced as the SOH value is smaller. The SOH is appropriately calculated when the battery 2 is charged, and the result is stored.
ＳＯＨ＝（現在の満充電容量／初期の満充電容量）×１００ （１） SOH = (current full charge capacity / initial full charge capacity) × 100 (1)
そして電圧判定部１３は、劣化状態判定部１４によって判定されるバッテリ２の劣化度合いが進んでいるほど（ＳＯＨの値が小さいほど）、第２の閾値を上記範囲内（第１の閾値以下で且つ電池セル６の使用可能範囲の下限（下限電圧）よりも大きい）でより大きい値に設定する。さらに本実施形態では、電圧判定部１３は、バッテリ温度センサ３９の検出結果に基づき、バッテリ２の温度が低いほど第２の閾値を上記範囲内でより大きい値に設定する。 The voltage determination unit 13 sets the second threshold within the above range (below the first threshold) as the degree of deterioration of the battery 2 determined by the deterioration state determination unit 14 progresses (the value of SOH decreases). Moreover, it is set to a larger value at the lower limit (lower limit voltage) of the usable range of the battery cell 6. Furthermore, in this embodiment, the voltage determination part 13 sets a 2nd threshold value to a larger value within the said range, so that the temperature of the battery 2 is low based on the detection result of the battery temperature sensor 39. FIG.
バッテリ２の劣化が進んでいるほど、またバッテリ２の温度が低いほど、スリップ発生時にセル電圧は大きく低下する傾向にある。つまり、バッテリ２の劣化が進んでいるほど、またバッテリ２の温度が低いほど、セル電圧が使用可能範囲（例えば、２Ｖ〜４Ｖの範囲）の下限値（下限電圧）を超えて低下してしまう可能性が高まる。 As the deterioration of the battery 2 progresses and the temperature of the battery 2 decreases, the cell voltage tends to decrease greatly when a slip occurs. That is, as the deterioration of the battery 2 progresses and the temperature of the battery 2 decreases, the cell voltage decreases beyond the lower limit (lower limit voltage) of the usable range (for example, the range of 2V to 4V). The possibility increases.
そこで、バッテリ２の劣化が進んでいるほど、またバッテリ２の温度が低いほど、第２の閾値を上記範囲内でより大きい値に設定するようにした。これにより、スリップの発生後のより早い段階で、走行用モータ３の出力トルクの低下率が第１の低下率から第２の低下率に変更される。したがって、セル電圧が使用可能範囲の下限値を超えて低下するのを、より確実に抑制することができる。 Therefore, the second threshold is set to a larger value within the above range as the deterioration of the battery 2 progresses and the temperature of the battery 2 decreases. As a result, the rate of decrease in the output torque of the traveling motor 3 is changed from the first rate of decrease to the second rate of decrease at an earlier stage after the occurrence of the slip. Therefore, it can suppress more reliably that cell voltage falls exceeding the lower limit of the usable range.
一方で、バッテリ２の劣化が進んでいない状態、またバッテリ２の温度が比較的高い場合には、第２の閾値はより低い値に設定される。このため、走行用モータ３の出力トルクを低下させる際、第１の低下率の期間が長くなるため、ドライバビリティをより良好に維持することができる。 On the other hand, when the battery 2 is not deteriorated or when the temperature of the battery 2 is relatively high, the second threshold value is set to a lower value. For this reason, when the output torque of the traveling motor 3 is reduced, the period of the first reduction rate becomes longer, so that drivability can be maintained better.
このように本実施形態では、電圧判定部１３は、劣化状態判定部１４によって判定されるバッテリ２の劣化度合いや、バッテリ２の温度に基づいて、第２の閾値を設定するようにしたが、さらに、電動車両１が走行している場所の外気温や天候等の情報に基づいて、第２の閾値を設定するようにしてもよい。 As described above, in the present embodiment, the voltage determination unit 13 sets the second threshold based on the deterioration degree of the battery 2 determined by the deterioration state determination unit 14 and the temperature of the battery 2, Furthermore, the second threshold value may be set based on information such as the outside air temperature or weather of the place where the electric vehicle 1 is traveling.
また、上述した劣化状態判定部１４の判定結果、外気温や天候等の情報にに基づいて、モータ制御部１１が、出力トルクの上記第２の低下率を適宜変更するようにしてもよい。例えば、バッテリ２の劣化度合いが進んでいるほど、出力トルクの第２の低下率をより増加（大きく）させ、バッテリ電圧をより早期に復活させるようにしてもよい。さらにモータ制御部１１は、第２の低下率の場合と同様に、バッテリ２の劣化度合いが進んでいるほど、出力トルクの第1の低下率をより増加させるようにしてもよい。第１の低下率は、第２の低下率と共に変更するのが好ましいが、第１の低下率のみを変更してもよい。 Further, the motor control unit 11 may appropriately change the second reduction rate of the output torque based on the determination result of the above-described deterioration state determination unit 14 and information such as the outside air temperature and the weather. For example, as the degree of deterioration of the battery 2 progresses, the second reduction rate of the output torque may be increased (increased), and the battery voltage may be restored earlier. Furthermore, similarly to the case of the second reduction rate, the motor control unit 11 may increase the first reduction rate of the output torque as the degree of deterioration of the battery 2 progresses. Although it is preferable to change the first reduction rate together with the second reduction rate, only the first reduction rate may be changed.
以上、本発明の一実施形態について説明したが、本発明は、上述した実施形態に限定されるものではない。
例えば、上述の実施形態では、電動車両の一例として、走行用モータを備える電気自動車（ＥＶ）を例示して本発明を説明したが、勿論、本発明は、各種の電動車両に適用可能である。本発明は、例えば、走行用モータと共にエンジン（内燃機関）を駆動装置として備えるハイブリッド車両等にも適用することができるものである。
Although one embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment.
For example, in the above-described embodiment, the present invention has been described by exemplifying an electric vehicle (EV) including a traveling motor as an example of the electric vehicle. However, the present invention can be applied to various electric vehicles. . The present invention can also be applied to, for example, a hybrid vehicle including an engine (internal combustion engine) as a drive device together with a traveling motor.
１ 電動車両
２ バッテリ
３ 走行用モータ
４ 自動変速機
５ 駆動輪
６ 電池セル
７ 電池セルユニット
８ 収容ケース
９ 蓋部材
１０ 制御部
１１ モータ制御部（モータ制御手段）
１２ スリップ判定部（スリップ判定手段）
１３ 電圧判定部（電圧判定手段）
１４ 劣化状態判定部（劣化状態判定手段）
３１ アクセルペダル
３２ アクセルペダルストロークセンサ（アクセル開度検出手段）
３３ ブレーキペダル
３４ ブレーキペダルストロークセンサ
３７ 回転数検出センサ
３８ バッテリ電圧センサ（バッテリ電圧検出手段）
３９ バッテリ温度センサ（バッテリ温度検出手段）
DESCRIPTION OF SYMBOLS 1 Electric vehicle 2 Battery 3 Driving motor 4 Automatic transmission 5 Drive wheel 6 Battery cell 7 Battery cell unit 8 Housing case 9 Cover member 10 Control part 11 Motor control part (motor control means)
12 Slip determination unit (slip determination means)
13 Voltage determination unit (voltage determination means)
14 Deterioration state determination unit (deterioration state determination means)
31 accelerator pedal 32 accelerator pedal stroke sensor (accelerator opening detection means)
33 Brake pedal 34 Brake pedal stroke sensor 37 Revolution detection sensor 38 Battery voltage sensor (battery voltage detection means)
39 Battery temperature sensor (battery temperature detection means)
Claims (5)
アクセルペダルの開度を検出するアクセル開度検出手段と、
アクセルペダルの開度に応じて前記走行用モータの出力トルクを制御するモータ制御手段と、
前記走行用モータで駆動される車輪にスリップが発生しているか否かを判定するスリップ判定手段と、
前記スリップ判定手段によりスリップが発生したと判定された際、さらに前記バッテリの電圧が判定閾値以下まで低下したか否かを判定する電圧判定手段と、を備え、
前記モータ制御手段は、
前記スリップ判定手段によってスリップが発生したと判定されると、前記アクセルペダルの開度に拘わらず前記走行用モータの出力トルクを第１の低下率で低下させ、
さらに、前記電圧判定手段により前記バッテリの電圧が前記判定閾値以下まで低下したと判定されると、前記出力トルクの低下率を前記第１の低下率よりも大きい第２の低下率に変更する
ことを特徴とする電動車両の制御装置。 A control device that controls an electric vehicle having a traveling motor and a battery that supplies electric power to the traveling motor,
An accelerator opening detecting means for detecting the opening of the accelerator pedal;
Motor control means for controlling the output torque of the traveling motor in accordance with the opening of the accelerator pedal;
Slip determination means for determining whether or not a slip is generated on a wheel driven by the traveling motor;
Voltage determination means for determining whether or not the voltage of the battery has decreased to a determination threshold value or less when it is determined by the slip determination means that slip has occurred,
The motor control means includes
When it is determined that slip has occurred by the slip determination means, the output torque of the travel motor is decreased at a first decrease rate regardless of the opening of the accelerator pedal,
Further, when it is determined by the voltage determination means that the voltage of the battery has decreased below the determination threshold value, the decrease rate of the output torque is changed to a second decrease rate that is larger than the first decrease rate. A control device for an electric vehicle.
前記バッテリの劣化状態を判定する劣化状態判定手段を備え、
前記モータ制御手段は、前記バッテリの劣化度合いが進んでいるほど、前記第２の低下率を増加させる
ことを特徴とする電動車両の制御装置。 In the control apparatus of the electric vehicle according to claim 1,
A deterioration state determining means for determining a deterioration state of the battery;
The motor control device according to claim 1, wherein the motor control unit increases the second reduction rate as the degree of deterioration of the battery progresses.
前記バッテリの温度を検出する温度検出手段を備え、
前記モータ制御手段は、前記バッテリの温度が低いほど、前記第２の低下率を増加させる
ことを特徴とする電動車両の制御装置。 In the control apparatus of the electric vehicle according to claim 1 or 2,
Temperature detecting means for detecting the temperature of the battery;
The said motor control means increases the said 2nd fall rate, so that the temperature of the said battery is low, The control apparatus of the electric vehicle characterized by the above-mentioned.
前記バッテリの劣化状態を判定する劣化状態判定手段を備え、
前記電圧判定手段は、前記バッテリの劣化度合いが進んでいるほど、前記判定閾値を大きい値に設定する
ことを特徴とする電動車両の制御装置。 In the control apparatus of the electric vehicle as described in any one of Claim 1 to 3,
A deterioration state determining means for determining a deterioration state of the battery;
The said voltage determination means sets the said determination threshold value to a large value, so that the deterioration degree of the said battery progresses, The control apparatus of the electric vehicle characterized by the above-mentioned.
前記バッテリの温度を検出する温度検出手段を備え、
前記電圧判定手段は、前記温度検出手段の検出された前記バッテリの温度が低いほど、前記判定閾値を大きい値に設定する
ことを特徴とする電動車両の制御装置。 In the control apparatus of the electric vehicle as described in any one of Claim 1 to 4,
Temperature detecting means for detecting the temperature of the battery;
The control device for an electric vehicle, wherein the voltage determination unit sets the determination threshold to a larger value as the temperature of the battery detected by the temperature detection unit is lower.
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