Vehicle control device, vehicle control method, and storage medium

Abstract

Vehicle control device, vehicle control method, and storage medium that make the timing appropriate for adding the power output from one of the batteries to the power output from the other battery in an electric vehicle that combines two batteries. Provided are: a first acquisition unit that acquires the state of a first battery and the state of a second battery; a second acquisition unit that acquires at least the first actual output power of the first battery; and an output power control unit that calculates a first output upper limit value based on the state of the first battery, calculates a second output upper limit value based on the state of the second battery, controls the output power of the power conversion unit based on the calculated output upper limit values, the required power from the vehicle output to the motor, and the first actual output power, and determines the output instruction content to output the power corrected for the required power of this time when repeatedly determining the output instruction content that instructs the power conversion, based on the difference between the last required power and the first actual output power.

Description

Technical Field

[0001] This invention relates to vehicle control devices, vehicle control methods, and storage media. Background Technology

[0002] In recent years, the development of electric vehicles, such as hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs), has been progressing steadily. These vehicles operate by an electric motor driven by electricity supplied by a battery (secondary battery). In these electric vehicles, the drive of the electric motor is controlled based on the electrical energy stored in the battery. Furthermore, in recent electric vehicle systems, systems combining different types of batteries, such as low-output but high-capacity batteries (hereinafter referred to as "capacity-type batteries") and low-capacity but high-output batteries (hereinafter referred to as "output-type batteries"), are being put into practical use (see, for example, Japanese Patent Application Publication No. 2017-099244).

[0003] In electric vehicle systems that combine two types of batteries, during normal driving conditions such as when the electric motor requires little driving force (e.g., climbing on flat ground or gentle slopes), power is supplied from the capacity-type battery. However, when the electric motor requires greater driving force, such as when climbing steep slopes or accelerating, power is supplied additionally from the output-type battery on top of the power from the capacity-type battery. In an electric vehicle system, power is supplied to the electric motor based on driving operations performed by the user (driver). Here, considering a system of electric vehicles combining two types of batteries where power is supplied from the output-type battery in addition to the power from the capacity-type battery, power is supplied from the output-type battery when the power supplied to the electric motor according to the electric vehicle's demands exceeds the upper limit of the capacity-type battery's output.

[0004] Furthermore, the power demand from an electric vehicle depends on the driving operations performed by the driver. And, conventionally, electric vehicle systems involve estimating the required electrical power from the electric vehicle. In this case, the required electrical power varies depending on the accuracy of the estimation. Therefore, the timing at which the required electrical power exceeds the upper limit of the capacity-type battery's output also varies depending on the accuracy of the estimation. That is, there is a situation where an error occurs between the actual timing of exceeding the upper limit of the capacity-type battery's output and the estimated timing.

[0005] When the required electrical power from an electric vehicle is overestimated, the timing of exceeding the capacity battery's output limit is estimated too early. In reality, power is output from the output battery before the capacity battery's output exceeds its limit. In this case, the output performance of the capacity battery cannot be maximized, resulting in less overall electrical power output to the electric motor. This can lead to reduced acceleration performance in the electric vehicle. Conversely, when the required electrical power from the electric vehicle is underestimated, the timing of exceeding the capacity battery's output limit is estimated too late. In reality, power is output from the output battery after the capacity battery has already exceeded its output limit. In this case, the capacity battery becomes over-discharged, potentially accelerating its degradation.

[0006] Furthermore, even when additional power is instructed to be supplied from the output battery, the power may not be immediately transferred from the output battery to the capacity battery. That is, a delay is considered before power is actually supplied from the output battery. It is also considered that in this case, the capacity battery may become over-discharged during the delay in power supply from the output battery, accelerating its degradation.

[0007] Thus, in conventional technology, in electric vehicles that combine two types of batteries, it is sometimes not possible to add power from the other battery to the power output from one battery at the appropriate time.

[0008] The present invention was made based on the above-mentioned problem, and one of its objectives is to provide a vehicle control device, vehicle control method and storage medium in an electric vehicle that combines two types of batteries, which allows for the appropriate timing of adding power from the other battery to the power output from one battery. Summary of the Invention

[0009] Solution for solving the problem

[0010] The vehicle control device, vehicle control method, and storage medium of the present invention adopt the following structure.

[0011] (1): One aspect of the present invention relates to a vehicle control device, wherein the vehicle control device comprises: a first acquisition unit that acquires the state of a first battery and the state of a second battery; a second acquisition unit that acquires at least first actual output power information representing information of a first actual output power, the first actual output power being actual output power actually output by the first battery; and an output power control unit that calculates an upper limit value for the output of the first battery, i.e., a first output upper limit value, based on the state of the first battery, calculates an upper limit value for the output of the second battery, i.e., a second output upper limit value, based on the state of the second battery, and, based on the calculated first output upper limit value and second output upper limit value, outputs a power for driving from other control devices of the vehicle. The output power control unit controls the power conversion performed by the power conversion unit based on the required power output and the first actual output power represented by the first actual output power information. The power conversion unit converts the power output from the first battery, or the power output from the first battery and the second battery, into power output to the motor. When repeatedly determining the output indication content for instructing the power conversion in the power conversion unit, the output power control unit calculates the second required power obtained by correcting the current required power based on the difference between the previous required power (i.e., the first required power) and the first actual output power output according to the first required power, and determines the output indication content so as to output the second required power from the first battery.

[0012] (2): Based on the above (1) scheme, the output power control unit determines the output instruction content so as to add power from the second battery when the second required power reaches a first threshold below the first output upper limit value.

[0013] (3): Based on the above scheme (2), the first battery is a high-capacity and low-output battery, and the second battery is a low-capacity and high-output battery compared to the first battery.

[0014] (4): Based on the above scheme (2) or (3), the second acquisition unit also acquires second actual output power information representing information on the second actual output power, the second actual output power being the actual output power actually output by the second battery, and the output power control unit performs the following processing when the second required power reaches the first threshold: when the second required power is lower than the first output upper limit, the output instruction content is determined so as to output the power difference between the second required power and the first threshold from the second battery; after the power difference between the second required power and the first threshold is consistent with the second actual output power represented by the second actual output power information, the output instruction content is determined so as to output the power difference between the second required power and the first output upper limit from the second battery.

[0015] (5): Based on any of the above schemes (2) to (4), the output power control unit stops the power supply to devices that consume power other than the motor when the second required power reaches a second threshold that is lower than the maximum power value of the first output upper limit value and the second output upper limit value.

[0016] (6): Based on the above (5) scheme, the vehicle control device further includes a third acquisition unit for acquiring power consumed outside of driving, wherein the power consumed outside of driving is the power consumed other than the motor, and the second threshold is a value obtained by subtracting the power consumed outside of driving from the maximum power value.

[0017] (7): Based on the above (6) scheme, the output power control unit controls the conversion of the power output from the second battery in the power conversion unit after a predetermined time has elapsed since the power supply to the device was stopped, so that the second required power is at least the second threshold, and the power supply to the device is restored.

[0018] (8): One aspect of the present invention relates to a vehicle control method, wherein the vehicle control method causes a computer to perform the following processing: obtaining the state of a first battery and the state of a second battery; obtaining at least first actual output power information representing information of a first actual output power, the first actual output power being the actual output power actually output by the first battery; calculating an upper limit value for the output of the first battery, i.e., a first output upper limit value, based on the state of the first battery, calculating an upper limit value for the output of the second battery, i.e., a second output upper limit value, based on the state of the second battery, and based on the calculated first output upper limit value and second output upper limit value, a motor for outputting driving power is required from other control devices of the vehicle. The system requests power and controls the power conversion performed by the power conversion unit based on the first actual output power information, which converts the power output from the first battery or the power output from the first battery and the second battery into power output to the motor. When repeatedly determining the output indication content for instructing the power conversion in the power conversion unit, the system calculates a second requested power based on the difference between the previous requested power (i.e., the first requested power) and the first actual output power output according to the first requested power, and determines the output indication content so that the second requested power is output from the first battery.

[0019] (9): One aspect of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: obtaining the state of a first battery and the state of a second battery; obtaining at least first actual output power information representing information about a first actual output power, the first actual output power being the actual output power actually output by the first battery; calculating an upper limit value for the output of the first battery, i.e., a first output upper limit value, based on the state of the first battery, calculating an upper limit value for the output of the second battery, i.e., a second output upper limit value, based on the state of the second battery, and based on the calculated first and second output upper limits value, outputting power to a motor for driving from other control devices of the vehicle. The system requests power and controls the power conversion performed by the power conversion unit based on the first actual output power information, which converts the power output from the first battery or the power output from the first battery and the second battery into power output to the motor. When repeatedly determining the output indication content for instructing the power conversion in the power conversion unit, the system calculates a second requested power based on the difference between the previous requested power (i.e., the first requested power) and the first actual output power output according to the first requested power, and determines the output indication content so that the second requested power is output from the first battery.

[0020] Invention Effects

[0021] According to the schemes (1) to (9) above, in an electric vehicle that combines two types of batteries, it is possible to add power from the other battery to the power output from one battery at an appropriate time. Attached Figure Description

[0022] Figure 1 This is a diagram illustrating an example of the structure of a vehicle according to an embodiment.

[0023] Figure 2 This diagram illustrates an example of the change in the electrical power supplied to the driving motor under the control of the control device provided in the vehicle of the embodiment.

[0024] Figure 3 This is a diagram illustrating an example of the structure of a control device provided in a vehicle according to an embodiment.

[0025] Figure 4 This is a flowchart illustrating an example of the process executed when controlling the power output to the driving motor in the control device of the vehicle in the embodiment. Detailed Implementation

[0026] Hereinafter, embodiments of the vehicle control device, vehicle control method, and storage medium of the present invention will be described with reference to the accompanying drawings.

[0027] [Vehicle Structure]

[0028] Figure 1 This diagram illustrates an example of the structure of a vehicle according to the embodiment. Vehicle 1 is an electric motor vehicle (EV) (hereinafter simply referred to as "vehicle") that is driven by an electric motor powered by electricity supplied from a driving battery (secondary battery). Vehicle 1 is an electric motor vehicle equipped with a multi-battery system containing two different types of batteries: a low-output but high-capacity capacity battery and a low-capacity but high-output output battery. It is driven by an electric motor powered by electricity supplied from either battery or a combination of electricity supplied from both batteries. The vehicles to which this invention is applicable include, for example, not only four-wheeled vehicles, but also two-wheeled vehicles of the straddle type, three-wheeled vehicles (including vehicles with two front wheels and one rear wheel in addition to those with one front wheel and two rear wheels), and electric bicycles, etc., all vehicles that are driven by an electric motor powered by electricity supplied from a driving battery. Vehicle 1 may also be a hybrid electric vehicle (HEV) that is powered by electricity supplied from the operation of an internal combustion engine that uses fuel as its energy source, such as a diesel engine or a gasoline engine.

[0029] Vehicle 1 includes, for example, a driving motor 10, drive wheels 12, braking device 14, reducer 16, PDU (Power Drive Unit) 20, power sensor 22, capacity-type battery 30, battery sensor 32, power sensor 34, VCU (Voltage Control Unit) 40, power sensor 42, output-type battery 50, battery sensor 52, driving control unit 70, vehicle sensor 80, wheel speed sensor 82, auxiliary equipment 90, and control device 100.

[0030] The driving motor 10 is a rotary motor used for driving the vehicle 1. The driving motor 10 is, for example, a three-phase AC motor. The rotor of the driving motor 10 is connected to the reducer 16. The driving motor 10 is driven (rotated) by power supplied from the capacity-type battery 30, or by adding power supplied from the output-type battery 50 via the VCU 40 to the power supplied from the capacity-type battery 30. The driving motor 10 transmits its rotational power to the reducer 16. The driving motor 10 can also generate electricity by operating as a regenerative brake utilizing the kinetic energy of the vehicle 1 during deceleration. The driving motor 10 is an example of a "motor" in the technical solution.

[0031] The braking device 14, located on the drive wheel 12, includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the hydraulic cylinder. The braking device 14 may also include, as a backup, a mechanism for transmitting hydraulic pressure generated by the user (driver) of the vehicle 1 operating the brake pedal (not shown) via the master hydraulic cylinder to the hydraulic cylinder. The braking device 14 is not limited to the structure described above; it may also be an electronically controlled hydraulic braking device that transmits hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0032] The reducer 16 is, for example, a differential gear. The reducer 16 transmits the driving force, i.e., the rotational power of the drive motor 10, connected to the shaft of the travel motor 10 to the axle connected to the drive wheel 12. The reducer 16 may also include, for example, a transmission mechanism that combines multiple gears and shafts and, according to the gear ratio (gear ratio), changes the rotational speed of the travel motor 10 and transmits it to the axle. The reducer 16 may also include, for example, a clutch mechanism that directly connects or disconnects the rotational power of the travel motor 10 relative to the axle.

[0033] PDU20 is, for example, an AC-DC converter. PDU20 converts DC power supplied from the capacity-type battery 30, or from the output-type battery 50 via VCU40 in addition to being supplied from the capacity-type battery 30, into AC power for driving the drive motor 10, and outputs it to the drive motor 10. PDU20 converts AC power generated by the drive motor 10, which operates as a regenerative brake, into DC power, and outputs it to the capacity-type battery 30 and VCU40 (i.e., the output-type battery 50). PDU20 can also step up or step down the voltage according to the destination of the power output before outputting. PDU20 is an example of a "power conversion unit" in the technical solution.

[0034] A power sensor 22 is installed on the power wiring on the drive motor 10 side of the PDU 20. The power sensor 22 includes, for example, a power meter, voltmeter, and ammeter, and measures the actual power output by the PDU 20 to the drive motor 10 (hereinafter referred to as "PDU actual output power") based on the measured values ​​of these measuring devices. The power sensor 22 outputs the measured PDU actual output power information (hereinafter referred to as "PDU actual output power information") to the control device 100. The PDU actual output power is an example of "first actual output power" in the technical solution, and the PDU actual output power information is an example of "first actual output power information" in the technical solution.

[0035] VCU40 is, for example, a DC-DC converter. VCU40 boosts the power supplied (discharged) from the output-type battery 50 to the same voltage as when the capacity-type battery 30 supplies power to the PDU20, and outputs it to the PDU20. VCU40 also de-voltages the power generated by the driving motor 10, which operates as a regenerative brake and is output from the PDU20, and outputs it to the output-type battery 50 for energy storage (charging). VCU40 is also an example of a "power conversion unit" in the technical solution.

[0036] A power sensor 42 is installed on the power wiring on the PDU20 side of the VCU40. The structure of the power sensor 42 is the same as that of the power sensor 22. The power sensor 42 measures the actual power output from the output-type battery 50 from the VCU40 to the PDU20 (hereinafter referred to as "VCU actual output power") based on the measured value of the meter. The power sensor 42 outputs the measured VCU actual output power information (hereinafter referred to as "VCU actual output power information") to the control device 100. The VCU actual output power is an example of "second actual output power" in the technical solution, and the VCU actual output power information is an example of "second actual output power information" in the technical solution.

[0037] The capacity-type battery 30 and the output-type battery 50 are, for example, batteries that are rechargeable and dischargeable secondary batteries, such as lithium-ion batteries, as energy storage units. The capacity-type battery 30 and the output-type battery 50 can each be, for example, a box-type battery enclosure that is easily installed and removed from the vehicle 1, or a fixed-mount structure that is not easily installed and removed from the vehicle 1. For example, the capacity-type battery 30 is a fixed-mount structure, and the output-type battery 50 is a removable structure. The secondary batteries included in the capacity-type battery 30 and the output-type battery 50 are, for example, lithium-ion batteries. As secondary batteries included in the capacity-type battery 30 and the output-type battery 50, lead-acid batteries, nickel-metal hydride batteries, sodium-ion batteries, etc., are also considered, as well as capacitors such as double-layer capacitors, or composite batteries combining secondary batteries and capacitors, etc., but the structure of the secondary battery can also be arbitrary. The capacity-type battery 30 and the output-type battery 50 respectively store (charge) electricity from an external charger (not shown) of the vehicle 1, and release the stored electricity to drive the vehicle 1. The capacity-type battery 30 and the output-type battery 50 respectively store (charge) electricity generated by the driving motor 10, which operates as a regenerative brake and is supplied via the PDU 20 or via the VCU 40, and release the stored electricity for driving (e.g., acceleration) of the vehicle 1. The capacity-type battery 30 is an example of a "first battery" in the technical solution, and the output-type battery 50 is an example of a "second battery" in the technical solution.

[0038] A battery sensor 32 is connected to the capacity-type battery 30. The battery sensor 32 detects physical quantities such as voltage, current, and temperature of the capacity-type battery 30. The battery sensor 32 includes, for example, a voltage sensor, a current sensor, and a temperature sensor. The battery sensor 32 detects the voltage of the capacity-type battery 30 through the voltage sensor, the current of the capacity-type battery 30 through the current sensor, and the temperature of the capacity-type battery 30 through the temperature sensor. The battery sensor 32 outputs the detected voltage, current, and temperature information of the capacity-type battery 30 (hereinafter referred to as "capacity-type battery information") to the control device 100.

[0039] A power sensor 34 is installed on the power wiring on the PDU20 side of the capacity-type battery 30. The structure of the power sensor 34 is the same as that of the power sensors 22 and 42. The power sensor 34 measures the actual power output from the capacity-type battery 30 to the PDU20 (hereinafter referred to as "actual capacity-type output power") based on the measured value of the measuring instrument. The measuring instrument of the power sensor 34 can also share the voltage sensor and current sensor of the battery sensor 32. The power sensor 34 outputs the measured information of the actual capacity-type output power of the capacity-type battery 30 (hereinafter referred to as "actual capacity-type output power information") to the control device 100. When only the power output from the capacity-type battery 30 is supplied to the driving motor 10, the actual capacity-type output power is also an example of the "first actual output power" in the technical solution, and the actual capacity-type output power information is also an example of the "first actual output power information" in the technical solution.

[0040] A battery sensor 52 is connected to the output battery 50. The battery sensor 52 detects physical quantities such as voltage, current, and temperature of the output battery 50. The structure of the battery sensor 52 is the same as that of the battery sensor 32. The battery sensor 52 outputs the detected voltage, current, and temperature information of the output battery 50 (hereinafter referred to as "output battery information") to the control device 100.

[0041] The driving control unit 70 includes, for example, an accelerator pedal, a brake pedal, a gear shift lever, a steering wheel, a custom steering wheel, a joystick, and other control components. Sensors are installed on the driving control unit 70 to detect the presence or amount of operation performed by the user (driver) of the vehicle 1 on each control component. The driving control unit 70 outputs the sensor detection results to the control device 100. For example, a throttle opening sensor is installed on the accelerator pedal to detect the amount of operation performed by the driver on the accelerator pedal and outputs the detected amount of operation as the throttle opening to the control device 100. Similarly, a brake pedal pressure sensor is installed on the brake pedal to detect the amount of operation performed by the driver on the brake pedal and outputs the detected amount of operation as the brake pedal pressure to the control device 100. The throttle opening is information used by the driver to instruct (request) the control device 100 to supply power from the capacity-type battery 30 and the output-type battery 50 to the drive motor 10 while the vehicle 1 is in motion. In other words, the throttle opening is information indicating the electrical force requested by the driver to be supplied to the drive motor 10. The throttle opening sensor is an example of "other control devices" in the technical solution.

[0042] Vehicle sensor 80 detects the driving state of vehicle 1. Vehicle sensor 80 may include, for example, wheel speed sensors 82 that detect the rotational speed (rotational speed) of each drive wheel 12 of vehicle 1. Wheel speed sensors 82 are mounted, for example, on the axle connecting each drive wheel 12, and detect the rotational speed of the axle, thereby detecting the wheel speed of each drive wheel 12. Wheel speed sensors 82 output information representing the detected wheel speed of each drive wheel 12 (hereinafter referred to as "wheel speed information") to control device 100. Vehicle sensor 80 may also include, for example, a vehicle speed sensor that detects the speed of vehicle 1, and an acceleration sensor that detects the acceleration of vehicle 1. The vehicle speed sensor may also include, for example, a speed computer that integrates the wheel speeds detected by the wheel speed sensors 82 mounted on each drive wheel 12 of vehicle 1, thereby deriving (detecting) the speed (vehicle speed) of vehicle 1. Vehicle sensor 80 may also include, for example, a yaw rate sensor that detects the angular velocity of vehicle 1 about a vertical axis, and an orientation sensor that detects the orientation of vehicle 1. The vehicle sensor 80 outputs information indicating the driving status of the detected vehicle 1 (hereinafter referred to as "driving status information") to the control device 100. The driving status information may also include wheel speed information.

[0043] Auxiliary equipment 90 may be, for example, an air conditioning unit (so-called an air conditioner) or an auxiliary power outlet (so-called a cigarette lighter socket) provided by vehicle 1. Auxiliary equipment 90 may also be, for example, a power strip for enabling USB (Universal Serial Bus) terminals, household appliances, or personal computers. Although auxiliary equipment 90 is not directly related to the operation of vehicle 1, it is a device that consumes power other than the drive motor 10, and operates by consuming power supplied from the capacity-type battery 30 and the output-type battery 50 via the VCU 40. Auxiliary equipment 90 may also include devices that operate by consuming power from a battery (hereinafter referred to as "lead-acid battery"), such as a lead-acid battery, which is mounted in vehicle 1 as a separate component from the capacity-type battery 30 and the output-type battery 50.

[0044] The control unit 100 controls the operation and movement of the PDU 20 and VCU 40 based on the detection results output by the various sensors on the driving control unit 70, i.e., the operations performed by the user (driver) of the vehicle 1 on each control unit. For example, the control unit 100 controls the operation and movement of the PDU 20 and VCU 40 based on the throttle opening detected by the throttle opening sensor. At this time, the control unit 100 also considers, for example, the gear ratio of the transmission mechanism it controls, and the vehicle speed included in the driving status information output by the vehicle sensor 80, etc., to control the operation and movement of the PDU 20 and VCU 40. As a result, the control unit 100 controls the amount of electricity supplied to the drive motor 10, i.e., the driving force of the drive motor 10.

[0045] The control device 100 may also be composed of separate control devices such as a motor control unit, a PDU control unit, a battery control unit, and a VCU control unit. Alternatively, the control device 100 may be replaced by a control device such as a motor ECU (Electronic Control Unit), a PDU-ECU, a battery ECU, and a VCU-ECU.

[0046] The control device 100, and its constituent motor control unit, PDU control unit, battery control unit, and VCU control unit, are implemented by executing programs (software) through hardware processors such as CPUs (Central Processing Units). Some or all of these components can be implemented using hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through a combination of software and hardware. Some or all of the functions of these components can also be implemented using dedicated LSIs. The program can be pre-stored in a storage device such as an HDD (Hard Disk Drive) or flash memory (a storage device with a non-transitory storage medium) provided in the vehicle 1, or stored in a removable storage medium such as a DVD or CD-ROM (a non-transitory storage medium), and installed in the HDD or flash memory provided in the vehicle 1 by assembling the storage medium into the drive unit provided in the vehicle 1.

[0047] When the vehicle 1 is in motion, the control device 100 controls the discharge and charging of power from the capacity-type battery 30, as well as the discharge and charging of power from the output-type battery 50. During normal driving in the vehicle 1, the control device 100 outputs power from the capacity-type battery 30 to the PDU 20. Thus, the vehicle 1 moves under the rotational power of the drive motor 10, which is driven by power supplied (discharged) from the capacity-type battery 30. Moreover, when a large driving force of the drive motor 10 is required for the vehicle 1 to move, such as when going uphill on a steep slope or during acceleration, and when a power supply exceeding the upper limit that the capacity-type battery 30 can output (hereinafter referred to as the "output upper limit") is required, the control device 100 causes the VCU 40 to output power from the output-type battery 50 to the PDU 20. That is, the control device 100 adds power output from the output battery 50 to the power output from the capacity-type battery 30. Thus, the vehicle 1 travels by the rotational power of the driving motor 10, driven by the combined power supplied (discharged) from the capacity-type battery 30 and the power supplied (discharged) from the output battery 50. The upper limit of the capacity-type battery 30's output can be calculated based on the capacity-type battery information output by the battery sensor 32. More specifically, for example, the State of Charge (SOC) representing the state of charge of the capacity-type battery 30 can be calculated based on the voltage and current values ​​included in the capacity-type battery information, and the upper limit of the capacity-type battery 30's output at the current time point can be calculated based on the calculated SOC and the temperature information included in the capacity-type battery information. The upper limit of the output battery 50's output can also be calculated in the same way. In the following description, the upper limit of the output of the capacity-type battery 30 is referred to as the "capacity-type output upper limit," and the upper limit of the output of the output-type battery 50 is referred to as the "output-type output upper limit." The capacity-type output upper limit is an example of the "first output upper limit" in the technical solution, and the output-type output upper limit is an example of the "second output upper limit" in the technical solution.

[0048] The control device 100 can also control the discharge of power from each battery and the charging of power into the batteries based on the driving mode of the vehicle 1. In this case, the driving mode of the vehicle 1 can be automatically switched by the control device 100 based on the throttle opening and brake pedal position output by the driving operation device 70 and the driving status information output by the vehicle sensor 80, or it can be manually switched by the driver, for example, through a driving mode switching switch (not shown) provided on the driving operation device 70. When the driver switches the driving mode manually, the driving mode switching switch (not shown) outputs the driving mode information (hereinafter referred to as "driving mode information") set (specified) by the driver to the control device 100.

[0049] Thus, the control device 100 controls the operation and movement of the PDU20 and VCU40 according to the driver's operation of the driving control unit 70, and outputs power from the capacity-type battery 30 and the output-type battery 50 to drive the driving motor 10. The control device 100 is an example of a "vehicle control device" in the technical solution.

[0050] [Control of the power supply to the driving motor]

[0051] Figure 2 This diagram illustrates an example of the change in the electrical power supplied to the travel motor 10 under the control of the control device 100 provided in the vehicle 1 of the embodiment. Figure 2 In the middle, an example of the change in the power [kW] supplied to the driving motor 10 is shown on the upper side, and an example of the change in the power [kW] output by each battery is shown on the lower side, and there is a relationship between the changes in the power [kW] of each battery that change for each time [second] under the control of the control device 100.

[0052] The control device 100 outputs power control signals to the PDU 20 and VCU 40 according to the driver's request indicated by the throttle opening. These power control signals control the power supply from the capacity-type battery 30 and the output-type battery 50 to the driving motor 10. The power control signals are used to instruct the PDU 20 and VCU 40 on power conversion. The control device 100 performs P (Proportional), I (Integral), and D (Differential) control based, for example, on the current wheel speed of the drive wheel 12 as indicated by wheel speed information output from the wheel speed sensor 82, and the current vehicle speed (vehicle speed) as indicated by driving status information output from the vehicle sensor 80, to determine the operation and parameters of the circuits, such as the switching elements, of the PDU 20 and VCU 40, so as to output the indicated power from each battery. The control device 100 generates power control signals indicating the determined operation and parameters of the circuits and outputs them to the PDU 20 and VCU 40. The power control signals are an example of "output indication content" in the technical solution.

[0053] Furthermore, the power output from the capacity-type battery 30 and the output-type battery 50 passes through various circuits, including those provided by the PDU 20 and VCU 40, before being supplied to the drive motor 10. Moreover, during the movement of the vehicle 1, the gear ratios (gear ratios) of the transmission mechanism, including the reducer 16, also change. That is, in the vehicle 1, the efficiency of the circuits through which the power passes, the efficiency of the gears, etc., affects the power supplied to the drive motor 10, i.e., the movement of the vehicle 1. Therefore, even when the control device 100 generates a power control signal for controlling the power requested by the driver (hereinafter referred to as "requested power") as expressed in terms of throttle opening and outputs it to the PDU 20 and VCU 40, it may not necessarily supply the drive motor 10 with the same power as the requested power (reflecting the requested power). Therefore, the control device 100, based on the difference between the actual output power of the PDU (which can also be a capacity-type actual output power) actually output by the driving motor 10 and the current required power, corrects the next required power, and generates a power control signal for controlling the supply of the corrected required power to the driving motor 10, and outputs it to the PDU 20 and VCU 40. In other words, when the control device 100 generates a power control signal representing the current required power (hereinafter referred to as "corrected required power"), in addition to PID control, it also performs feedback control based on the previous required power (hereinafter referred to as "output completed required power") represented by the previously output power control signal and the actual output power of the PDU output according to the output completed required power. The output completed required power is an example of "first required power" in the technical solution, and the corrected required power is an example of "second required power" in the technical solution.

[0054] exist Figure 2 On the upper side, an example is shown where feedback control is applied to the correction requirement power Pr to approximate the actual output power Pa of the PDU. Furthermore, in Figure 2 On the lower side, an example is shown of how the output power PE from the capacity-type battery 30 changes to the capacity-type output upper limit value Max-E of the capacity-type battery 30 according to the power control signal.

[0055] Furthermore, when the power output from the capacity-type battery 30 exceeds the upper limit of the capacity-type output, the control device 100 adds power from the output-type battery 50 to the power output from the capacity-type battery 30. At this time, for example, if the output-type battery 50 is not outputting power, even if the VCU40 immediately starts operating according to the power control signal, the power from the output-type battery 50 may not be immediately output from the VCU40 to the power wiring on the PDU20 side. That is, in the VCU40, the power output from the output-type battery 50 also passes through various circuits within the VCU40, thus there is a delay before the power corresponding to the power control signal is output from the VCU40. Therefore, the control device 100 considers the delay in power output in the VCU40 and corrects the timing of requiring the power to reach the first threshold, generating a power control signal that causes power output from the output-type battery 50 and outputting it to the VCU40. The first threshold is a low power value below the capacity-type output upper limit Max-E, set based on the delay time before the power from the output-type battery 50 is output from the VCU40. At this time, when the required power is lower than the capacity-type output upper limit if the required power is lower than the first threshold, the control device 100 determines the operation and parameters of the circuitry in the VCU40, generates a power control signal representing the determined operation and parameters, and outputs it to the VCU40, so that the VCU40 outputs the power difference between the required power and the first threshold. Afterwards, when the required power matches the actual output power of the VCU (or the power obtained by subtracting the actual capacity-type output power from the actual output power of the PDU), the control device 100 determines the operation and parameters of the circuitry in the VCU40, generates a power control signal representing the determined operation and parameters, and outputs it to the VCU40, so that the VCU40 outputs the power difference between the required power and the capacity-type output upper limit.

[0056] exist Figure 2 On the upper side, an example is shown where the power [kW] at timing Tb is set to the first threshold Th1. Timing Tb is a timing after a delay time Dv of VCU40, preceding the timing T where the correction requires the power Pr to exceed the capacity-type output upper limit Max-E (which is consistent with it). Furthermore, in Figure 2 On the lower side, an example is shown where the control device 100 outputs a power control signal Sc-V for the VCU40 at timing Tb. Thus, as... Figure 2 As shown on the lower side, the power from the output-type battery 50 is output as output power PP from VCU40 after a delay time Dv from the power control signal Sc-V. Furthermore, in Figure 2 On the lower side, an example is shown where, at time T, the control device 100 changes the power control signal Sc-V output to the VCU40. Figure 2 On the lower side, an example is shown where the output power PP, which is output according to the power control signal Sc-V, changes to the upper limit value Max-P of the output type battery 50.

[0057] Furthermore, while the vehicle 1 is in motion, the output power PE from the capacity-type battery 30 is also consumed by the auxiliary motor 90 for purposes other than driving the vehicle 1. In this case, the power that can be supplied to the drive motor 10 for driving the vehicle 1 is no longer the maximum power in the vehicle 1, which is the sum of the maximum output values ​​of the capacity-type battery 30 and the output-type battery 50. In other words, the maximum output value that can be supplied to the drive motor 10 according to the power demand (hereinafter referred to as the "demanded output maximum value") is reduced from the maximum power value by an amount corresponding to the power consumed by the auxiliary motor 90 for purposes other than driving the vehicle 1 (hereinafter referred to as "power consumed outside driving"). In this case, for example, the acceleration performance of the vehicle 1 is reduced. Therefore, when the drive motor 100 requires greater driving force while the vehicle 1 is in motion, the control device 100 temporarily stops the power supplied to the auxiliary motor 90 and supplies more power to the drive motor 10. More specifically, the control device 100 can temporarily stop the power supply to the auxiliary machine 90 when the required power reaches the second threshold, and supply power to the driving motor 10 until the maximum power value is reached. The control device 100 can also temporarily reduce the power supply to the auxiliary machine 90. In this case, the control device 100 can stop the power supply to a portion of the auxiliary machine 90 (e.g., the air conditioning unit), or it can reduce the overall power supply to the auxiliary machine 90. When the auxiliary machine 90 operates, for example, by power output from a power converter that transforms power from the power distribution line, the control device 100 can also temporarily stop the power supply to the power converter. The second threshold is set by subtracting the power consumed by the auxiliary machine 90 during driving from the maximum power value of the vehicle 1. The power consumption during operation can be obtained, for example, by the control device 100 calculating the total rated power of each device in the auxiliary machine 90 that enables its operation, or by calculating the power consumption based on the measured value of a power sensor (e.g., a power meter, voltmeter, ammeter, etc.) installed on the power wiring of the PDU 20 side of the auxiliary machine 90. When a power sensor (not shown) is installed on the auxiliary machine 90, the sensor outputs the measured actual power consumption information of the auxiliary machine 90 as "power consumption information during operation" to the control device 100.

[0058] The control device 100 can also temporarily stop supplying power to the auxiliary motor 90 and supply more power to the drive motor 10 when the vehicle 1 is in a performance-priority driving mode, such as a mode that prioritizes acceleration performance. This allows the driver to directly experience the difference between the driving performance of the vehicle 1 in its normal driving mode and the driving performance in the performance-priority driving mode. The performance-priority driving mode is, for example, a driving mode called Sport mode.

[0059] In cases where the auxiliary device 90 includes equipment that operates using power supplied by a lead-acid battery (not shown), the control device 100 may not stop or reduce the power supply to that equipment. However, for example, in cases where the lead-acid battery is being charged using power supplied by a capacity-type battery 30 or an output-type battery 50, and the operation of equipment that operates using power from a lead-acid battery (not shown) requires a reduction in the upper limit of the output, the control device 100 may stop or reduce the power supply to that equipment.

[0060] exist Figure 2 On the upper side, an example is shown where the power [kW] obtained by subtracting the external power consumption Pe consumed by the auxiliary machine 90 from the upper limit of the required output of vehicle 1 Max-R is set as the second threshold Th2. Furthermore, in Figure 2 On the upper side, an example is shown where, when the timing Ts of the correction request for power Pr exceeds the second threshold Th2, the control device 100 stops the power supply to the auxiliary machine 90, and when the timing Tr of the stop period Ps has elapsed, the control device 100 resumes (restores) the power supply to the auxiliary machine 90. Thus, as... Figure 2 As shown on the upper side, the external power consumption Pe during driving begins to decrease from time Ts, for example, reaching 0 [kW] at time Tse, and begins to increase from time Tr after the stop period Ps, for example, returning to the original external power consumption Pe [kW] at time Tre. The stop period Ps is the time during which the driver will not feel uncomfortable even if the auxiliary equipment 90 stops (e.g., the driver will not feel uncomfortable even if the air conditioning is stopped). The stop period Ps is, for example, 10 [seconds].

[0061] exist Figure 2 The diagram illustrates the case where the control device 100 resumes the power supply to the auxiliary machine 90 at timing Tr after a stop period Ps, i.e., the period during which the auxiliary machine 90's operation is stopped or restricted is from timing Ts to timing Tre. However, the control device 100 can also control the power supply to the auxiliary machine 90 so that the period during which the auxiliary machine 90's operation is stopped or restricted becomes a stop period Ps. In this case, the control device 100 may, for example, control the resumption of the power supply to the auxiliary machine 90 by advancing the time specified in the diagram, where the time is the time required from the resumption of the power supply to the auxiliary machine 90 until the operation of the auxiliary machine 90 is restored (in the context of...). Figure 2The upper side represents the period from timing Tr to timing Tre. The timing for restarting the power supply to the auxiliary machine 90 (restoring the operation of the auxiliary machine 90) is not limited to the timing after the predetermined stop period. For example, the control device 100 may also restart the power supply to the auxiliary machine 90 when the required power is lower than a second threshold. For example, the control device 100 may also restart the power supply to the auxiliary machine 90 when the vehicle 1's driving mode is switched from a performance-priority driving mode, for example, to (or switched to) a normal driving mode, or a driving mode other than the performance-priority driving mode. For example, the control device 100 may also restart the power supply to the auxiliary machine 90 when the voltage output of the lead-acid battery (not shown) is lower than a predetermined value (e.g., lower than 11 [V]).

[0062] In this way, in addition to PID control, the control device 100 also performs feedback control based on the required power output and the actual power output by the PDU according to the required power output. This allows the power supplied to the driving motor 10 from the capacity-type battery 30 and the output-type battery 50 to more accurately reflect the corrected power requirement. Consequently, the control device 100 can accurately determine the more appropriate timing for adding power from the output-type battery 50 to the power output from the capacity-type battery 30 (more specifically, the timing when the power output from the capacity-type battery 30 exceeds the capacity-type output upper limit according to the corrected power requirement), thereby controlling the VCU 40 to output power from the output-type battery 50. Furthermore, by temporarily stopping the power supply to the auxiliary machine 90 at a more appropriate timing (more specifically, the timing when the second threshold is exceeded), the control device 100 can prevent the power reduction corresponding to the corrected power requirement from being reduced by an amount corresponding to the power consumed during driving, thus ensuring that the power supplied to the driving motor 10 reaches the required output upper limit.

[0063] [Structure of the control device]

[0064] Figure 3 This diagram illustrates an example of the structure of the control device 100 provided in the vehicle 1 according to the embodiment. The control device 100 includes, for example, a battery status acquisition unit 120, an actual power acquisition unit 140, an auxiliary power acquisition unit 160, and an output power control unit 180. Figure 3 The diagram shows the components of a control device 100 associated with the control of the power supplied to the driving motor 10.

[0065] The battery status acquisition unit 120 acquires capacity-type battery information output by battery sensor 32 and output-type battery information output by battery sensor 52, respectively. The battery status acquisition unit 120 outputs the acquired capacity-type battery information and output-type battery information to the output power control unit 180, respectively. The battery status acquisition unit 120 is an example of a "first acquisition unit" in the technical solution.

[0066] The actual power acquisition unit 140 acquires the actual output power information of the PDU output from the power sensor 22, the actual output power information of the capacity type output from the power sensor 34, and the actual output power information of the VCU output from the power sensor 42. The actual power acquisition unit 140 outputs the acquired actual output power information of the PDU, the actual output power information of the capacity type, and the actual output power information of the VCU to the output power control unit 180. The actual power acquisition unit 140 is an example of a "second acquisition unit" in the technical solution.

[0067] The auxiliary power acquisition unit 160 acquires the power consumed by the auxiliary machine 90 (power consumed outside of driving). When the auxiliary machine 90 is equipped with a power sensor (not shown), the auxiliary power acquisition unit 160 acquires the power consumption information outside of driving output by the power sensor (not shown). The auxiliary power acquisition unit 160 outputs, for example, information such as whether the auxiliary machine 90 is on or off, information indicating the current utilization status of the auxiliary machine 90, and the acquired power consumption information outside of driving to the output power control unit 180. The auxiliary power acquisition unit 160 is an example of a "third acquisition unit" in the technical solution.

[0068] The output power control unit 180 controls the power output (supply) from the PDU 20 to the drive motor 10 based on information such as the gear ratio of the transmission mechanism, the throttle opening, and the vehicle speed. At this time, the output power control unit 180 calculates the current SOC of each battery based on the capacity-type battery information and output-type battery information output by the battery status acquisition unit 120, and further calculates the upper limit of the output of each battery. More specifically, the output power control unit 180 calculates the current SOC (capacity-type battery SOC) of the capacity-type battery 30 based on the voltage and current values ​​included in the capacity-type battery information, and calculates the capacity-type output upper limit of the capacity-type battery 30 based on the calculated capacity-type battery SOC and the temperature information included in the capacity-type battery information. Furthermore, the output power control unit 180 calculates the current SOC (output battery SOC) of the output battery 50 based on the voltage and current values ​​included in the output battery information, and calculates the upper limit of the output type output of the output battery 50 based on the calculated output battery SOC and the temperature information included in the output battery information. The output power control unit 180 may also use the internal resistance values ​​of the corresponding batteries included in the battery information to calculate the upper limit of the capacity type output and the upper limit of the output type output. The capacity type battery SOC and the output battery SOC can also be calculated by the battery status acquisition unit 120 and included in the capacity type battery information and the output battery information, and then output to the output power control unit 180. Subsequently, the output power control unit 180 determines, based on the calculated upper limit values ​​of the capacity type output and the upper limit value of the output type output, as well as the power requirement indicated by the throttle opening, whether to convert the power output from the capacity type battery 30 or the power output from the capacity type battery 30 and the output type battery 50, and output (supply) the power from the PDU 20 to the drive motor 10.

[0069] The output power control unit 180 adjusts the power determined in this operation based on the difference between the actual output power of the PDU (represented by the actual output power information of the PDU output by the actual power acquisition unit 140) and the current correction requirement power (i.e., the power required for output completion determined after adjustment based on the power requirement indicated by the previous throttle opening). More specifically, if the actual output power of the PDU output based on the power requirement for output completion is lower than the power requirement for output completion, the output power control unit 180 adjusts by increasing the power determined in this operation; if the actual output power of the PDU output based on the power requirement for output completion is higher than the power requirement for output completion, the output power control unit 180 adjusts by decreasing the power determined in this operation. The amount of adjustment by the output power control unit 180 in increasing or decreasing the power determined in this operation is not particularly limited. For example, the adjustment amount could be half the difference between the actual output power of the PDU and the power requirement for output completion, a predetermined amount, or an amount obtained based on other principles.

[0070] The output power control unit 180 determines whether the required correction power is above a first threshold. If the required correction power is not above the first threshold (power less than the first threshold), the output power control unit 180 generates a power control signal for outputting the required correction power from the capacity-type battery 30 and outputs the generated power control signal to the PDU 20. In this case, the output power control unit 180 may also generate a power control signal that does not output power from the output-type battery 50 and output it to the VCU 40. On the other hand, if the required correction power is above the first threshold, the output power control unit 180 generates a power control signal for outputting the required correction power from the capacity-type battery 30 up to the upper limit of the capacity-type output, and for outputting the required correction power exceeding the first threshold from the output battery 50. At this time, the output power control unit 180 generates a power control signal that, when the required correction power is lower than the capacity-type output upper limit, outputs power obtained by subtracting a first threshold from the required correction power from the output battery 50; and when the required correction power matches the actual output power of the VCU, outputs power obtained by subtracting the capacity-type output upper limit from the required correction power from the output battery 50. The output power control unit 180 outputs the generated power control signal to the PDU 20 and VCU 40.

[0071] Furthermore, the output power control unit 180 determines whether the requested power is above a second threshold. If the requested power is not above the second threshold, the output power control unit 180 does not perform any additional control. Here, for example, when the output power control unit 180 is controlling the supply of power from the capacity-type battery 30, VCU40, and output-type battery 50 to the auxiliary machine 90, "not performing additional control" means continuing that control. On the other hand, if the requested power is above the second threshold, the output power control unit 180 stops or restricts the operation of the auxiliary machine 90. In this case, the output power control unit 180 also considers the driving mode of the vehicle 1 and the voltage value of the lead-acid battery (not shown) when stopping or restricting the operation of the auxiliary machine 90. When the operation of the auxiliary machine 90 is stopped, the output power control unit 180 generates a power control signal that reduces the power supplied to the auxiliary machine 90 to zero and outputs it, for example, to the VCU40 and the auxiliary machine 90. When the operation of the auxiliary machine 90 is restricted, the output power control unit 180 calculates the power that can be supplied to the auxiliary machine 90 (hereinafter referred to as "auxiliary machine supply power") and generates a power control signal representing the calculated auxiliary machine supply power, and outputs it to the VCU40 and the auxiliary machine 90, for example. The auxiliary machine supply power is, for example, the power obtained by subtracting a specified power from the power consumed during operation, or the power obtained by subtracting a second threshold from the power required for correction (hereinafter referred to as "restricted power"). After the operation of the auxiliary machine 90 is stopped or restricted, the output power control unit 180, for example, starts the operation of a timer (not shown) and waits for the stop period to pass. Then, after the stop period has passed, the output power control unit 180 generates a power control signal to restart the power supply to the auxiliary machine 90 and outputs it to the VCU40 and the auxiliary machine 90, for example. The power control signal that restarts the power supply to the auxiliary machine 90 could be, for example, a signal indicating that the power consumed during driving before the operation stopped or was restricted is used as the power supplied to the auxiliary machine, or a signal indicating that the power supplied to the auxiliary machine is obtained by adding the restriction power to the current power consumed during driving after the operation has stopped or been restricted. Therefore, the power required for the vehicle 1 to travel becomes at least the power obtained by subtracting the power consumed during driving from the maximum power value, i.e., a second threshold. Therefore, the output power control unit 180 generates a power control signal that at least indicates this power requirement and outputs it to the PDU 20 and VCU 40.

[0072] [Control device processing]

[0073] Figure 4This is a flowchart illustrating an example of the process executed when controlling the output of power to the drive motor 10 in the control device 100 of the vehicle 1 in this embodiment. The process shown in this flowchart is repeatedly executed while the vehicle 1 is in motion. In the following description, for example, at least the power output request requested last time is stored in a storage device (not shown) provided by the control device 100, such as a register, SRAM (Static Random Access Memory), or DRAM (Dynamic Random Access Memory).

[0074] When a throttle opening is input from the driving control unit 70, the control unit 100 begins processing to generate a power control signal corresponding to the power requirement represented by the input throttle opening and outputs it to the PDU 20, VCU 40, and auxiliary unit 90. After the power control signal generation process begins, the battery status acquisition unit 120 acquires the capacity-type battery information output by the battery sensor 32 and outputs it to the output power control unit 180. The output power control unit 180 then calculates the capacity-type output upper limit. Furthermore, the battery status acquisition unit 120 acquires the output-type battery information output by the battery sensor 52 and outputs it to the output power control unit 180. The output power control unit 180 then calculates the output-type output upper limit. Based on the calculated capacity-type output upper limit and output-type output upper limit, as well as the power requirement represented by the input throttle opening, the output power control unit 180 determines the power output (supply) to the drive motor 10.

[0075] Then, the output power control unit 180 obtains the output completion request power stored in a storage device (not shown) (step S100).

[0076] The actual power acquisition unit 140 acquires the actual output power information of the PDU (which may also be capacity-type actual output power information) (step S102). The actual power acquisition unit 140 outputs the acquired actual output power information of the PDU (capacity-type actual output power information) to the output power control unit 180.

[0077] The output power control unit 180, based on the obtained output completion request power and the actual output power of the PDU (capacity-type actual output power) output by the actual power acquisition unit 140, corrects the power output to the travel motor 10 determined in this instance, and decides (temporarily decides) to correct the request power (step S104).

[0078] The output power control unit 180 determines whether the requested power is above a first threshold (step S106). If, in step S106, it is determined that the requested power is not above the first threshold, the output power control unit 180 sets the indicated power of the power output from the output battery 50 to zero (step S108). That is, the output power control unit 180 does not output power from the output battery 50. Furthermore, the output power control unit 180 causes the process to proceed to step 5118.

[0079] On the other hand, if it is determined in step S106 that the power required for correction is above the first threshold, the output power control unit 180 calculates the power output from the output type battery 50 (output power) (step S110). In step S110, the output power control unit 180 calculates the power obtained by subtracting the first threshold from the power required for correction, and uses it as the output power of the output type battery 50.

[0080] The actual power acquisition unit 140 acquires the actual output power information of the VCU (step S112). The actual power acquisition unit 140 outputs the acquired actual output power information of the VCU to the output power control unit 180.

[0081] The output power control unit 180 determines whether the calculated output power of the output-type battery 50 is consistent with the actual output power of the VCU output by the actual power acquisition unit 140 (step S114). If it is determined in step S114 that the output power of the output-type battery 50 is not consistent with the actual output power of the VCU, the output power control unit 180 causes the process to proceed to step S118.

[0082] On the other hand, if it is determined in step S114 that the output power of the output type battery 50 is consistent with the actual output power of the VCU, the output power control unit 180 calculates the indicated power of the output type battery 50 (step S116). In step S116, the output power control unit 180 calculates the power obtained by subtracting the actual output power of the capacity type from the corrected required power, and uses it as the indicated power of the output type battery 50.

[0083] The output power control unit 180 calculates the maximum power of vehicle 1 based on the capacity-type output upper limit value and the output-type output upper limit value (step S118). In step S118, the output power control unit 180 calculates the maximum power by adding the capacity-type output upper limit value and the output-type output upper limit value. At this time, the output power control unit 180 can also have the battery status acquisition unit 120 obtain the capacity-type battery information and the output-type battery information again, and then obtain the capacity-type output upper limit value and the output-type output upper limit value again before calculating the maximum power.

[0084] The auxiliary power acquisition unit 160 acquires the power consumed during driving (step S120). The auxiliary power acquisition unit 160 outputs the power consumption information indicating the acquired power consumption during driving to the output power control unit 180.

[0085] The output power control unit 180 sets a second threshold based on the calculated maximum power value and the power consumed during driving output by the auxiliary power acquisition unit 160 (step S122). In step S122, the output power control unit 180 sets the power value obtained by subtracting the power consumed during driving from the maximum power value as the second threshold.

[0086] The output power control unit 180 determines whether the required correction power is above a second threshold (step S124). If, in step S124, it is determined that the required correction power is not above the second threshold, the output power control unit 180 decides not to stop or restrict the operation of the auxiliary machine 90. On the other hand, if, in step S124, it is determined that the required correction power is above the second threshold, the output power control unit 180 determines whether the driving mode of the vehicle 1 is a performance-priority driving mode (step S126). If, in step S126, it is determined that the driving mode of the vehicle 1 is not a performance-priority driving mode, the output power control unit 180 decides not to stop or restrict the operation of the auxiliary machine 90. On the other hand, if, in step S126, it is determined that the driving mode of the vehicle 1 is a performance-priority driving mode, the output power control unit 180 determines whether the voltage value of the lead-acid battery (not shown) is lower than a specified value (e.g., 11V) (step S128). If, in step S128, it is determined that the voltage value of the lead-acid battery (not shown) is not lower than a specified value, the output power control unit 180 decides not to stop or restrict the operation of the auxiliary machine 90. If, in any of the processes in steps S124, S126, and S128, it is decided not to stop or restrict the operation of the auxiliary machine 90, the output power control unit 180 does not change the power supply to the auxiliary machine as instructed to be supplied to the auxiliary machine 90, i.e., it maintains the current power consumption for driving (step S130). Then, the output power control unit 180 ends the current process.

[0087] On the other hand, if it is determined in step S128 that the voltage value of a lead-acid battery (not shown) is lower than a specified value, the output power control unit 180 decides to stop or restrict the operation of the auxiliary machine 90. Then, the output power control unit 180 calculates the auxiliary machine supply power (step S132). In step S132, the output power control unit 180 calculates the power obtained by subtracting the limiting power from the power consumed during driving as the auxiliary machine supply power. Then, the output power control unit 180 generates a power control signal to output the correction requirement power for the range up to the upper limit of the capacity type output from the capacity type battery 30 and to output the indication power calculated in step S116 from the output type battery 50, and outputs it to the PDU 20 and VCU 40. Moreover, the output power control unit 180 generates a power control signal indicating the auxiliary machine supply power calculated in step S132 and outputs it to the auxiliary machine 90 (which may also include the PDU 20 and VCU 40).

[0088] The output power control unit 180 starts the operation of a timer (not shown) (step S134).

[0089] The output power control unit 180 checks whether a predetermined time has elapsed since the timer (not shown) started operating (step S200). If it is confirmed in step S200 that the predetermined time has not elapsed, the output power control unit 180 proceeds to step S130. On the other hand, if it is confirmed in step S200 that the predetermined time has elapsed, the output power control unit 180 decides to restart (restore) the operation of the auxiliary machine 90. Then, the output power control unit 180 calculates the auxiliary machine supply power required to restore the operation of the auxiliary machine 90 (step S202). In step S202, the output power control unit 180 calculates the power obtained by adding a limit power to the power consumed outside of driving, and uses this as the auxiliary machine supply power. Then, the output power control unit 180 generates a power control signal representing the auxiliary machine supply power calculated in step S202 and outputs it to the auxiliary machine 90 (which may also include the capacity-type battery 30 and VCU40). Furthermore, the output power control unit 180 generates a power control signal for outputting power from the capacity-type battery 30 up to the upper limit of the capacity-type output and for outputting power from the output-type battery 50 up to the second threshold, and outputs it to the PDU20 and VCU40.

[0090] Through this processing flow, the control device 100 corrects the power demand represented by the input throttle opening by performing feedback control. As a result, the control device 100 more accurately determines the timing for adding power from the output battery 50 to the power output from the capacity battery 30. That is, the control device 100 more accurately determines the timing for maximizing the capacity battery 30's power output performance to its maximum capacity output limit. Then, the control device 100 generates a power control signal representing the corrected power demand at an appropriate time and outputs it to the PDU 20 and VCU 40 to supply power to the drive motor 10. Furthermore, the control device 100 more accurately determines the timing for the corrected power demand to enter the power range used by the auxiliary machine 90. That is, the control device 100 more accurately determines the appropriate timing for controlling the power supply to the auxiliary machine 90 to temporarily stop or limit, while supplying power to the drive motor 10 up to the maximum power value. Then, the control device 100 generates a power control signal that stops or restricts the power supply to the auxiliary machine 90 at an appropriate time and outputs it to the auxiliary machine 90 (which may also include PDU 20 and VCU 40), thereby supplying power to the driving motor 10. As a result, in the vehicle 1 equipped with the control device 100, the output performance of the capacity-type battery 30 and the output-type battery 50 can be maximized for driving.

[0091] As described above, in the vehicle 1 according to the embodiment, the control device 100, in controlling the supply of power to the driving motor 10, outputs power from each battery at an appropriate time. Therefore, in the vehicle 1 of this embodiment, factors that could lead to deterioration, such as the accelerated over-discharge of each battery, are reduced, and driving is performed to maximize the power output performance of each battery.

[0092] The vehicle 1 according to the above-described embodiment includes: a battery status acquisition unit 120 that acquires the status of a capacity-type battery 30 and an output-type battery 50; an actual power acquisition unit 140 that acquires at least capacity-type actual output power information representing information on the actual output power actually output by the capacity-type battery 30, i.e., capacity-type actual output power; and an output power control unit 180 that calculates an upper limit value for the output of the capacity-type battery 30, i.e., a capacity-type output upper limit value, based on the status of the capacity-type battery 30, calculates an upper limit value for the output of the output of the output of the battery 50, i.e., an output-type output upper limit value, based on the calculated capacity-type output upper limit value and output-type output upper limit value, the requested power to be output to the driving motor 10 for outputting driving power requested from other control devices of the vehicle (driving operation unit 70, throttle opening sensor), and the capacity-type actual output power information represented by the capacity-type actual output power information. The power is controlled by the power conversion unit (PDU20, VCU40), which converts the power output from the capacity-type battery 30, or the power output from the capacity-type battery 30 and the output battery 50, into power output to the driving motor 10. When repeatedly determining the output instruction content (power control signal) for instructing the power conversion in the power conversion unit, the output power control unit 180 calculates the second required power (corrected required power) obtained by correcting the current required power based on the difference between the first required power (output completed required power) as the previous required power and the actual output power of the capacity-type battery based on the first required power. The output instruction content is then determined so that the second required power is output from the capacity-type battery 30. Thus, in the vehicle 1 that combines the two types of batteries, the timing of adding the power output from the output battery 50 to the power output from the capacity-type battery 30 is appropriate. Therefore, in the vehicle 1 of the embodiment, the causes of battery deterioration can be reduced, and the vehicle can be driven to maximize the output performance of the battery's power, thereby improving the marketability of the vehicle 1.

[0093] The implementation methods described above can be performed as follows.

[0094] A vehicle control device, wherein...

[0095] The vehicle control device is configured to include:

[0096] Hardware processor; and

[0097] A storage device that stores programs.

[0098] The hardware processor reads and executes the program stored in the storage device to perform the following processing:

[0099] Obtain the status of the first battery and the status of the second battery;

[0100] At least obtain first actual output power information representing the first actual output power, wherein the first actual output power is the actual output power actually output by the first battery;

[0101] The upper limit of the first battery's output, i.e., the first output upper limit, is calculated based on the state of the first battery. The upper limit of the second battery's output, i.e., the second output upper limit, is calculated based on the state of the second battery. Based on the calculated first and second output upper limits, the required power output from other control devices of the vehicle to the motor for outputting driving power, and the first actual output power represented by the first actual output power information, the power conversion unit controls the power conversion performed by the power conversion unit, which converts the power output from the first battery, or the power output from the first and second batteries, into power output to the motor.

[0102] When repeatedly determining the output indication content for indicating power conversion in the power conversion unit, a second required power is obtained by correcting the current required power based on the difference between the previous required power (i.e., the first required power) and the first actual output power output according to the first required power, and the output indication content is determined so that the second required power is output from the first battery.

[0103] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control device, wherein, The vehicle control device includes: The first acquisition unit acquires the state of the first battery and the state of the second battery. The second acquisition unit acquires at least first actual output power information representing information about the first actual output power, wherein the first actual output power is the actual output power actually output by the first battery. as well as The output power control unit calculates the upper limit of the first battery's output (i.e., the first output upper limit) based on the state of the first battery, and calculates the upper limit of the second battery's output (i.e., the second output upper limit) based on the state of the second battery. Based on the calculated first and second output upper limits, the required power output from other vehicle control devices to the motor for driving power, and the first actual output power indicated by the first actual output power information, the power conversion unit controls the power conversion performed by the power conversion unit. The power conversion unit converts the power output from the first battery, or the power output from both the first and second batteries, into power output to the motor. When repeatedly determining the output indication content for instructing power conversion in the power conversion unit, the output power control unit calculates a second required power based on the difference between the previous required power (i.e., the first required power) and the first actual output power output according to the first required power, and then determines the output indication content to output the second required power from the first battery. The first battery is a high-capacity, low-output battery. The second battery is a battery with a lower capacity but higher output than the first battery. The output power control unit determines the output instruction content so that, when the second required power reaches the first threshold, it adds power output from the second battery to the power output from the first battery. The first threshold is set to a low power value that is less than the first output upper limit value, based on the delay time before the power from the second battery is output from the power conversion unit.

2. The vehicle control device according to claim 1, wherein, The second acquisition unit also acquires second actual output power information, which represents information about the second actual output power, and the second actual output power is the actual output power actually output by the second battery. When the second required power reaches the first threshold, the output power control unit performs the following processing: If the second required power is lower than the first output upper limit, the output indication content is determined so that the power difference between the second required power and the first threshold is output from the second battery; After the difference between the second required power and the first threshold power is consistent with the second actual output power represented by the second actual output power information, the output indication content is determined so that the difference between the second required power and the first output upper limit value is output from the second battery.

3. The vehicle control device according to claim 1, wherein, When the second required power reaches a second threshold lower than the maximum power value of the sum of the first and second output upper limits, the output power control unit stops the power supply to devices that consume power other than the motor.

4. The vehicle control device according to claim 3, wherein, The vehicle control device further includes a third acquisition unit for acquiring power consumed outside of driving, which is power consumed other than that of the motor. The second threshold is the value obtained by subtracting the power consumed during driving from the maximum power value.

5. The vehicle control device according to claim 4, wherein, When a predetermined time has elapsed since the power supply to the device was stopped, the output power control unit controls the conversion of the power output from the second battery in the power conversion unit so that the second required power reaches at least the second threshold, and restores the power supply to the device.

6. The vehicle control device according to claim 2, wherein, When the second required power reaches a second threshold lower than the maximum power value of the sum of the first and second output upper limits, the output power control unit stops the power supply to devices that consume power other than the motor.

7. The vehicle control device according to claim 6, wherein, The vehicle control device further includes a third acquisition unit for acquiring power consumed outside of driving, which is power consumed other than that of the motor. The second threshold is the value obtained by subtracting the power consumed during driving from the maximum power value.

8. The vehicle control device according to claim 7, wherein, When a predetermined time has elapsed since the power supply to the device was stopped, the output power control unit controls the conversion of the power output from the second battery in the power conversion unit so that the second required power reaches at least the second threshold, and restores the power supply to the device.

9. A vehicle control method, wherein, The vehicle control method causes the computer to perform the following processing: Obtain the status of the first battery and the status of the second battery; At least obtain first actual output power information representing the first actual output power, wherein the first actual output power is the actual output power actually output by the first battery; The upper limit of the first battery's output, i.e., the first output upper limit, is calculated based on the state of the first battery. The upper limit of the second battery's output, i.e., the second output upper limit, is calculated based on the state of the second battery. Based on the calculated first and second output upper limits, the required power output from other control devices of the vehicle to the motor for outputting driving power, and the first actual output power represented by the first actual output power information, the power conversion unit controls the power conversion performed by the power conversion unit, which converts the power output from the first battery, or the power output from the first and second batteries, into power output to the motor. When repeatedly determining the output indication content for indicating power conversion in the power conversion unit, a second required power is obtained by correcting the current required power based on the difference between the previous required power (i.e., the first required power) and the first actual output power output according to the first required power, and the output indication content is determined so that the second required power is output from the first battery. The first battery is a high-capacity, low-output battery. The second battery is a battery with a lower capacity but higher output than the first battery. The output instruction content is determined so that when the second required power reaches a first threshold, power output from the second battery is added to the power output from the first battery. The first threshold is set to a low power value that is less than the first output upper limit value, based on the delay time before the power from the second battery is output from the power conversion unit.

10. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: Obtain the status of the first battery and the status of the second battery; At least obtain first actual output power information representing the first actual output power, wherein the first actual output power is the actual output power actually output by the first battery; The upper limit of the first battery's output, i.e., the first output upper limit, is calculated based on the state of the first battery. The upper limit of the second battery's output, i.e., the second output upper limit, is calculated based on the state of the second battery. Based on the calculated first and second output upper limits, the required power output from other control devices of the vehicle to the motor for outputting driving power, and the first actual output power represented by the first actual output power information, the power conversion unit controls the power conversion performed by the power conversion unit, which converts the power output from the first battery, or the power output from the first and second batteries, into power output to the motor. When repeatedly determining the output indication content for indicating power conversion in the power conversion unit, a second required power is obtained by correcting the current required power based on the difference between the previous required power (i.e., the first required power) and the first actual output power output according to the first required power, and the output indication content is determined so that the second required power is output from the first battery. The first battery is a high-capacity, low-output battery. The second battery is a battery with a lower capacity but higher output than the first battery. The output instruction content is determined so that when the second required power reaches a first threshold, power output from the second battery is added to the power output from the first battery. The first threshold is set to a low power value that is less than the first output upper limit value, based on the delay time before the power from the second battery is output from the power conversion unit.

Images