Battery control system

Abstract

The present invention addresses the problem of limiting the output of a battery by suppressing an abnormal value of an induced voltage in a battery control system for limiting the output of the battery on the basis of prediction of polarization. A battery control system is provided with: a control unit that stores travel history information and scheduled travel route information of an electric vehicle; a battery mounted on the electric vehicle; and a monitoring unit that monitors the battery. The control unit acquires a current value of the battery from the monitoring unit when the electric vehicle travels on the basis of the travel history information before the electric vehicle travels, and when the current value of the battery exceeds a first threshold value for a first period, the control unit determines that the battery is polarized on the basis of the first threshold value. The control unit limits the output of the battery.

Description

TECHNICAL FIELD

[0001] The present application relates to a battery control system. BACKGROUND

[0002] In an electric vehicle that uses a battery as a driving source, a sharp decrease in battery output caused by polarization of the battery can cause deterioration in drivability. Therefore, a battery control system that suppresses the generation of polarization by predicting future polarization and performing output limitation of the battery in advance to avoid a sharp decrease in output caused by polarization is known. In this regard, a method of predicting polarization of a battery mounted on an electric vehicle based on instantaneous values of current and voltage of the battery is disclosed in Japanese Patent Application Publication No. 2024-48833 (Patent Literature 1).

[0003] Patent Literature 1: Japanese Patent Application Publication No. 2024-48833 SUMMARY

[0004] A battery control system that adopts the method of predicting polarization by instantaneous values of voltage or current of a battery disclosed in Japanese Patent Application Publication No. 2024-48833 considers limiting the output of the battery even in a case where an abnormal value is observed in a sensed voltage acquired by a monitoring section that measures the voltage of the battery.

[0005] The present application has been achieved in order to solve the above-described problems, and has an object to provide a battery control system that suppresses limitation of the output of a battery due to an abnormal value of a sensed voltage in a battery control system that performs output limitation of the battery based on a prediction of polarization.

[0006] A battery control system according to a first aspect of the present application includes a control section that stores travel history information of an electric vehicle and travel scheduled route information, a battery mounted on the electric vehicle, and a monitoring section that monitors the battery. The travel scheduled route information is determined based on a destination setting input by a user of the electric vehicle, and includes information of a travel scheduled route from a current position of the electric vehicle to the destination. The travel history information includes information of a travel history route that is the same route as a travel scheduled route on which the electric vehicle travels, and information of the battery when the electric vehicle travels on the travel history route. Before the electric vehicle travels, when the control section predicts that polarization will occur in the battery if the electric vehicle travels on the travel scheduled route based on the travel history information, and when the electric vehicle travels, when the control section acquires a current value of the battery from the monitoring section, and when the current value of the battery exceeds a first threshold value within a first period, the control section limits the output of the battery.

[0007] The battery control system according to the first aspect of the present application further includes an input unit configured to allow a user of the electric vehicle to input an instruction to the control unit. The control unit notifies the user of a result of the prediction of the occurrence of polarization in the battery. Before the electric vehicle travels, when the control unit receives an instruction from the input unit to limit the output of the battery in a case where the current value of the battery exceeds the first threshold value during the first period when traveling along the scheduled route, the control unit limits the output of the battery.

[0008] The control unit in the battery control system according to the first aspect of the present application predicts that polarization will occur when the electric vehicle travels along the scheduled route, based on the travel history information, in a case where the current value of the battery in the electric vehicle that travels along the travel history route exceeds the second threshold value during the second period.

[0009] The control unit in the battery control system according to the first aspect of the present application limits the output of the battery only in the output limitation section determined based on the section in which polarization is predicted to occur in the battery, among the scheduled route, when the electric vehicle travels.

[0010] The battery control system according to the first aspect of the present application further includes a display unit mounted on the electric vehicle. The control unit displays the output limitation section on the display unit.

[0011] Effects of Invention

[0012] According to the battery control system according to the present application, it is possible to suppress a case where the output of the battery is limited due to an abnormal value of the induced voltage in a battery control system in which the output of the battery is limited based on the prediction of polarization. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 is a schematic configuration diagram of a battery control system according to an embodiment of the present application.

[0014] Figure 2 is a control flowchart of a battery control system according to an embodiment of the present application.

[0015] Figure 3 is a diagram showing a polarization prediction method according to an embodiment of the present application. DETAILED DESCRIPTION

[0016] Hereinafter, an embodiment of the present application will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding portions will be denoted by the same reference signs, and the description thereof will not be repeated.

[0017] <Overall structure of battery control system>

[0018] Figure 1is a view showing a schematic configuration of an electric vehicle 1 equipped with a battery control system according to an embodiment of the present application. The electric vehicle 1 is, for example, an electric automobile. The electric vehicle 1 is provided with a motor generator (MG) 11 that is a rotary electric machine, drive wheels 12, a power control unit (PCU) 13, a system main relay (SMR) 14, an ECU 30, an in-vehicle navigation device 40, a battery pack 50, and a monitoring section 60. The ECU 30 is communicably connected to the PCU 13, the SMR 14, the in-vehicle navigation device 40, and the monitoring section 60.

[0019] The MG 11 is, for example, an interior permanent magnet synchronous motor (IPM motor) having a function as a motor (motor) and a function as a generator (generator). The output torque of the MG 11 is transmitted to the drive wheels 12 via a power transmission device including a reduction gear and a differential device.

[0020] At the time of braking of the electric vehicle 1, the drive wheels 12 drive the MG 11, and the MG 11 operates as a generator. Thus, the MG 11 also functions as a brake device that performs regenerative braking of converting the kinetic energy of the electric vehicle 1 into electric power. The regenerative electric power generated by the regenerative braking force in the MG 11 is stored in the battery pack 50.

[0021] The PCU 13 is a power conversion device that bidirectionally converts electric power between the MG 11 and the battery pack 50. The PCU 13 includes, for example, an inverter and a converter that operate based on a control signal from the ECU 30. The converter steps up the voltage supplied from the battery pack 50 and supplies the inverter with the stepped-up voltage at the time of discharge of the battery pack 50. The inverter converts the direct-current electric power supplied from the converter into alternating-current electric power to drive the MG 11. In addition, the PCU 13 can be a structure in which the converter is omitted.

[0022] The SMR 14 is electrically connected to a power line connecting the battery pack 50 and the PCU 13. In a case where the SMR 14 is closed (ON) (i.e., in an on state) in accordance with a control signal from the ECU 30, electric power can be given and received between the battery pack 50 and the PCU 13. On the other hand, in a case where the SMR 14 is opened (OFF) (i.e., in an off state) in accordance with a control signal from the ECU 30, the electrical connection between the battery pack 50 and the PCU 13 is cut off.

[0023] The ECU 30 includes a processor 31, a memory 32, and a storage device 33. The processor 31 is an arithmetic device such as a Central Processing Unit (CPU) or a Micro-Processing Unit (MPU). The memory 32 is a volatile memory (work memory) such as a Random Access Memory (RAM). The storage device 33 is a rewritable non-volatile memory such as a flash memory. In the storage device 33, a system program including an Operating System (OS) and a control program including a computer-readable code required for control arithmetic are stored. The processor 31 performs various processes by reading out and expanding the system program and the control program to the memory 32. The ECU 30 can be divided into a plurality of ECUs for each function.

[0024] The in-vehicle navigation device 40 includes a processor 41, a memory 42, a storage device 43, a display portion 44, and an input portion 45. The processor 41 is an arithmetic device such as a Central Processing Unit (CPU) or a Micro-Processing Unit (MPU). The memory 42 is a volatile memory (work memory) such as a Random Access Memory (RAM). The processor 41 performs various processes by reading out and expanding a system program and a control program to the memory 42. The storage device 43 is a rewritable non-volatile memory such as a flash memory. In the storage device 43, a system program including an Operating System (OS) and a control program including a computer-readable code required for control arithmetic are stored. The display portion 44 displays various information (for example, map information and video contents) stored in the storage device 43, and notifies various information (for example, traffic information and weather information) by sound or the like. The display portion 44 is, for example, a display provided with a touch panel or a speaker or the like. The input portion 45 outputs a signal corresponding to an input from a user to the processor 41 or the ECU 30. The input portion 45 can be included in the display portion 44. That is, the user of the electric vehicle 1 can input to the input portion 45 by operating the touch panel of the display portion 44.

[0025] The in-vehicle navigation device 40 generates a planned route information based on a request from the user of the electric vehicle 1. The planned route information refers to the information of a planned route R1 from the current location to the destination, generated based on the destination setting input by the user of the electric vehicle 1 through the input unit 45. The planned route information may include the time required to travel from the current location to the destination and the power consumption. The in-vehicle navigation device 40 can suggest multiple candidate routes to the user of the electric vehicle 1 based on the destination setting, and generate the planned route information based on the candidate route selected by the user. Furthermore, the in-vehicle navigation device 40 provides the planned route information through the display unit 44.

[0026] The battery pack 50 has multiple energy storage units 51. These multiple energy storage units 51 are connected in series. The energy storage units 51 are secondary batteries such as nickel-metal hydride batteries or lithium-ion batteries. Secondary batteries, for example, are batteries with a liquid electrolyte between the positive and negative electrodes.

[0027] The monitoring unit 60 has various sensors that detect the individual conditions (e.g., temperature, current, and voltage) of the multiple energy storage cells 51. The monitoring unit 60 also functions as a battery management system (BMS) with functions including State of Charge (SOC) estimation for the individual states of charge (SOC) of the multiple energy storage cells 51, State of Health (SOH) estimation for the individual states of health (SOH) of the multiple energy storage cells 51, and communication functions. The monitoring unit 60 outputs the detection results to the ECU 30.

[0028] In the above embodiment, the ECU 30 is communicatively connected to the vehicle navigation device 40 and the monitoring unit 60. The ECU 30 stores historical information in the storage device 33. The historical information includes information about the driving route of the electric vehicle 1 and information about the battery while driving along the route. The information about the driving route of the electric vehicle 1 is the coordinate position (e.g., longitude and latitude) of the electric vehicle 1 corresponding to the passage of time, obtained using a positioning system such as the Global Positioning System (GPS). The battery information of the electric vehicle 1 while driving along the route refers to the voltage or current information of each of the multiple energy storage units 51 corresponding to the passage of time. The ECU 30 obtains the information about the driving route of the electric vehicle 1 from the vehicle navigation device 40. The ECU 30 obtains the battery information of the electric vehicle 1 while driving along the route from the monitoring unit 60.

[0029] <Control Flow of Battery Control System>

[0030] Next, refer to Figure 2 The control process of the battery control system 100 is explained.

[0031] In Figure 2 In step S10, the in-vehicle navigation device 40 confirms whether or not there is a destination setting input in the in-vehicle navigation device 40. The destination setting input refers to position information of a destination set input by the user of the electric vehicle 1 to the in-vehicle navigation device 40 through the input section 45. In the case where there is a destination setting input (YES in step S10), the processing of the in-vehicle navigation device 40 proceeds to step S20. In the case where there is no destination setting input (NO in step S10), the in-vehicle navigation device 40 again processes step S10.

[0032] In step S20, the in-vehicle navigation device 40 generates a plurality of travel candidate route information. The travel candidate route information refers to information of at least one travel candidate route from the current position to the destination generated in accordance with the destination setting. The travel candidate route information can include a required time or a power consumption from the current position to the destination in addition to a travel route of the electric vehicle 1 to the destination. Then, the processing of the in-vehicle navigation device 40 proceeds to step S30.

[0033] In step S30, the in-vehicle navigation device 40 confirms whether or not there is a selection of a travel candidate route. The selection of a travel candidate route refers to selection of one of a plurality of travel candidate routes displayed on the display section 44 by the user of the electric vehicle 1 through the input section 45. In the case where there is a selection of a travel candidate route (YES in step S30), the processing of the in-vehicle navigation device 40 proceeds to step S40. In the case where there is no selection of a travel candidate route (NO in step S30), the in-vehicle navigation device 40 again processes step S30.

[0034] In step S40, the in-vehicle navigation device 40 generates travel scheduled route information. More specifically, the in-vehicle navigation device 40 identifies the travel candidate route information corresponding to the travel candidate route selected by the user of the electric vehicle 1 in step S30 as the travel scheduled route information. The travel scheduled route information is stored in the storage device 43. Then, the processing of the in-vehicle navigation device 40 proceeds to step S50.

[0035] In step S50, the in-vehicle navigation device 40 transmits the travel scheduled route information to the ECU 30. Then, the processing of the in-vehicle navigation device 40 proceeds to step S100.

[0036] In step S60, ECU 30 checks whether it has received the planned driving route information. If the planned driving route information has been received (yes in step S60), ECU 30 stores the planned driving route information in storage device 33, and the processing of ECU 30 proceeds to step S70. If the planned driving route information has not been received (no in step S60), ECU 30 processes step S70 again.

[0037] refer to Figure 3 In step S70, before the electric vehicle 1 starts moving, the ECU 30 predicts, based on the driving history information H1, whether the electric vehicle 1 will generate polarization of the energy storage unit 51 while traveling on the predetermined route R1. (Reference) Figure 3 The method for predicting polarization is explained. Figure 3 This represents an example of a user of an electric vehicle 1 located at the current position P1 setting the destination P2 as the destination setting input into the vehicle navigation device 40. Figure 3 The predetermined driving route R1 and driving history information H1 are shown. The predetermined driving route R1 and driving history information H1 are stored in storage device 33. The predetermined driving route R1 is the driving route from the current position P1 to the destination P2 based on the predetermined driving route information. The driving history information H1 includes information about the driving history route R2 from the current position P1 of the electric vehicle 1 to the destination P2, corresponding to the passage of time, and information about the history current value Ibh, which is the current value of the energy storage unit 51 when the electric vehicle 1 is traveling on the driving history route R2. The driving history route R2 is determined by the predetermined driving route R1 and is a route that is substantially the same as the predetermined driving route R1. Furthermore, the same route includes cases where the routes are completely identical and cases where the routes are substantially the same. That is, in this invention, substantially the same means including minor errors caused by differences in the lanes traveled. The driving history information H1 is generated from the history information stored in storage device 43 of ECU 30 and stored in storage device 33. The historical information includes information on the routes that electric vehicle 1 has traveled in the past, corresponding to the passage of time, and information on the battery (voltage, current, etc.) while traveling on the routes.

[0038] The ECU 30 predicts, based on the travel history information H1, that polarization occurs in the electrical storage unit 51 of the electric vehicle 1 traveling the scheduled route R1 in a case where the history current value Ibh exceeds the current threshold Ib1 and the history exceeding period Th1 exceeds the allowable period Tth1 in the travel history route R2. The history exceeding period Th1 is a period in which the history current value Ibh exceeds the current threshold Ib1. The allowable period Tth1 is a period in which a sharp drop in voltage is considered to occur in the electrical storage unit 51 due to polarization when a current of the current threshold Ib1 or more flows through the electrical storage unit 51. In the polarization occurrence prediction method in the battery control system 100, polarization predicted from the history current value Ibh that exceeds the current threshold Ib1 for a period shorter than the history exceeding period Th1 is allowed.

[0039] In Figure 3 In the embodiment of the application illustrated in FIG. 6, the history exceeding period T1 is a period from the time t11 to the time t13. The allowable period Tth1 is a period from the time t11 to the time t12. In Figure 3 In the embodiment of the application illustrated in FIG. 6, the history exceeding period T1 is a period from the time t11 to the time t13. The allowable period Tth1 is a period from the time t11 to the time t12. In

[0040] In step S80, the ECU 30 transmits the result of the polarization prediction in step S70 to the in-vehicle navigation device 40. Then, the processing of the ECU 30 proceeds to step S90.

[0041] In step S90, the ECU 30 confirms whether the result of the polarization prediction in step S70 is a prediction result that polarization occurs if the electric vehicle 1 travels the scheduled route R1. In a case where the prediction result is that polarization occurs (YES in step S90), the processing of the ECU 30 proceeds to step S170. In a case where the prediction result is not that polarization occurs (NO in step S90), the ECU 30 ends the processing of the battery control system 100.

[0042] In step S100, the in-vehicle navigation device 40 confirms whether the polarization prediction information is received from the ECU 30. In a case where the polarization prediction information is received (YES in step S100), the processing of the in-vehicle navigation device 40 proceeds to step S110. In a case where the polarization prediction information is not received (NO in step S100), the in-vehicle navigation device 40 again processes step S100.

[0043] In step S101, the in-vehicle navigation device 40 displays the polarization prediction information received from the ECU 30 on the display section 44. Also, the in-vehicle navigation device 40 inquires of the user of the electric vehicle 1 through the display section 44 whether or not to implement the output restriction. Here, the polarization prediction information refers to information of the polarization prediction result of the ECU 30. The in-vehicle navigation device 40 notifies the user of the electric vehicle 1 of the prediction result of the occurrence of polarization through the display section 44. The user of the electric vehicle 1 instructs whether or not to implement the output restriction when traveling the predetermined route Rl through the input section 45.

[0044] In step S110, the in-vehicle navigation device 40 confirms whether or not there is an instruction from the user of the electric vehicle 1 to implement the output restriction. In the case where there is an instruction to implement the output restriction (YES in step S110), the processing of the in-vehicle navigation device 40 proceeds to step S120. In the case where there is no instruction to implement the output restriction (NO in step S110), the processing of the in-vehicle navigation device 40 proceeds to step S130.

[0045] In step S120, the in-vehicle navigation device 40 transmits an instruction to implement the output restriction to the ECU 30. Then, the processing of the in-vehicle navigation device 40 proceeds to step S250.

[0046] In step S130, the in-vehicle navigation device 40 confirms whether or not an instruction is received from the user of the electric vehicle 1 not to implement the output restriction. In the case where there is an instruction not to implement the output restriction (YES in step S130), the processing of the in-vehicle navigation device 40 proceeds to step S140. In the case where there is no instruction to implement the output restriction (NO in step S130), the in-vehicle navigation device 40 again processes step S110. Also, in the case where the polarization prediction information including the prediction result that polarization will not occur is received in step S100, the in-vehicle navigation device 40 automatically selects YES in step S130.

[0047] In step S140, the in-vehicle navigation device 40 transmits an instruction not to implement the output restriction to the ECU 30. Then, the processing of the in-vehicle navigation device 40 proceeds to step S250.

[0048] In step S170, the ECU 30 confirms whether or not an instruction not to implement the output restriction is received from the in-vehicle navigation device 40 before the electric vehicle 1 travels. In the case where there is an instruction not to implement the output restriction (YES in step S170), the ECU 30 ends the processing of the battery control system 100. In the case where there is no instruction not to implement the output restriction (NO in step S170), the processing of the ECU 30 proceeds to step S180.

[0049] In step S180, the ECU 30 confirms whether or not an instruction to implement output restriction is received from the on-board navigation device 40 before the electric vehicle 1 travels. In addition, the instruction to implement output restriction refers to an instruction to restrict the output of the electric storage unit 51 in the case where the current value Ib exceeds the current threshold Ib2 within the allowable period Tth2 at the time of travel in the output restriction section Bl described later in step S200. In the case where the instruction to implement output restriction is present (YES in step S180), the processing of the ECU 30 proceeds to step S190. In the case where the instruction to implement output restriction is not present (NO in step S180), the ECU 30 again processes step S170.

[0050] In step S190, the ECU 30 confirms whether or not the electric vehicle 1 travels in the output restriction section Bl. As to the judgment of whether or not the electric vehicle 1 travels in the output restriction section Bl of the ECU 30, it can be made on the basis of the position information received from the on-board navigation device 40. In the case where it is judged that the electric vehicle 1 travels in the output restriction section Bl (YES in step S190), the processing of the ECU 30 proceeds to step S200. In the case where it is judged that the electric vehicle 1 does not travel in the output restriction section Bl (NO in step S190), the processing of the ECU 30 proceeds to step S240.

[0051] Reference Figure 3 In step S200, the ECU 30 confirms that the current value Ib obtained from the monitoring section 60 exceeds the current threshold Ib2 at the time of travel, and that the exceeding period T2 exceeds the allowable period Tth2. In the case where the current value Ib exceeds the current threshold Ib2, and the exceeding period T2 exceeds the allowable period Tth2 (YES in step S200), the processing of the ECU 30 proceeds to step S210. It is confirmed whether or not the exceeding period T2 exceeds the allowable period Tth2. In the case where the current value Ib exceeds the current threshold Ib2, and the exceeding period T2 does not exceed the allowable period Tth2 (NO in step S200), the processing of the ECU 30 proceeds to step S240.

[0052] Here, the current value Ib is the current value of the electric storage unit 51 in the electric vehicle 1 at the time of travel obtained from the monitoring section 60. The exceeding period T2 is the period in which the current value Ib exceeds the current threshold Ib2. The ECU 30 counts the time in which the current value Ib exceeds the current threshold Ib2 as an arbitrary threshold while the electric vehicle 1 travels in the output restriction section Bl, and monitors whether or not the exceeding period T2 exceeds an arbitrary allowable period Tth2.

[0053] In Figure 3In the illustrated embodiment of the application, the electric vehicle 1 travels in the output restriction section B1 during a period from time t21 to time t24. The current value Ib of the electric storage unit 51 exceeds the current threshold Ib2 during a period from t22 to t23. The period from t22 to t23, which is the period during which the current value Ib exceeds the current threshold Ib2, is recognized as the exceeding period T2. The ECU 30 judges whether the exceeding period T2 is the allowable period Tth2 or more.

[0054] In step S210, the ECU 30 implements the output restriction, and transmits the output restriction information to the on-vehicle navigation device 40. With reference to Figure 3 , the output restriction refers to the ECU 30 controlling the electric storage unit 51 so that the current value Ib does not become the current threshold Ib2 or more. In addition, the maximum value of the current value Ib in the output restriction can be set to a value smaller than the current threshold Ib2. Then, the processing of the ECU 30 proceeds to step S220.

[0055] In step S220, the ECU 30 confirms whether the restriction period T3 has elapsed. Here, the restriction period T3 refers to the period from implementing the output restriction to the polarization of the electric storage unit 51 being alleviated. In the case where the restriction period T3 has elapsed (YES in step S220), the processing of the ECU 30 proceeds to step S230. In the case where the restriction period T3 has not elapsed (NO in step S220), the ECU 30 again processes step S210.

[0056] In step S230, the ECU 30 releases the output restriction, and transmits the output restriction information to the on-vehicle navigation device 40. Then, the processing of the ECU 30 proceeds to step S240.

[0057] In step S240, the ECU 30 confirms whether the electric vehicle 1 has reached the destination P2. In the case where the destination P2 has been reached (YES in step S240), the ECU 30 ends the processing of the battery control system 100. In the case where the destination P2 has not been reached (NO in step S240), the ECU 30 again proceeds to step S190.

[0058] In step S250, the on-vehicle navigation device 40 displays the travel scheduled route information on the display portion 44. In addition, in the case where an instruction to implement the output restriction is received from the user of the electric vehicle 1 in step S110, the on-vehicle navigation device 40 can display the output restriction section B1 on the display portion 44. Also, in the case where the output restriction information is received from the ECU 30, the on-vehicle navigation device 40 displays the output restriction information on the display portion 44. Here, the output restriction information includes: information on whether the output restriction is implemented; and, in the case where the output restriction is implemented, information on the remaining time until the output restriction is released.

[0059] In step S260, the in-vehicle navigation device 40 confirms whether or not the destination P2 is reached. In the case where the destination P2 is reached (YES in step S260), the in-vehicle navigation device 40 ends the processing of the battery control system 100. In the case where the destination P2 is not reached (NO in step S260), the in-vehicle navigation device 40 again processes step S250.

[0060] <An example of the time course of the current value of the electric vehicle based on the battery control system while traveling>

[0061] In Figure 3 An example of the time course of the current value Ib of the electric vehicle 1 while traveling the predetermined route R1 is shown in FIG. 10. The electric vehicle 1 in which the ECU 30 that receives the instruction to implement the output restriction is mounted departs from the current position Pl at time t20. From time t21 to time t25, the electric vehicle 1 travels in the output restriction section Bl. At time t22, the current value Ib exceeds the current threshold Ib2. At time t23, the period during which the current value Ib exceeds the current threshold Ib2, that is, the exceeding period T2 reaches the permitted period Tth2, and the ECU 30 starts to restrict the output of the storage unit 51. By the output restriction based on the ECU 30, the maximum value of the current value Ib of the storage unit 51 is restricted to the current threshold Ib2. At time t24, the period during which the output is restricted reaches the restriction period T3, and the output restriction of the current value Ib is released. At time t26, the electric vehicle 1 reaches the destination P2, and the ECU 30 ends the processing of the battery control system 100.

[0062] In the above-described embodiment, when the current value Ib exceeds the current threshold Ib2 and the exceeding period T2 exceeds the permitted period Tth2, the ECU 30 restricts the output of the storage unit 51. Thereby, even if the instantaneous value of the current value Ib exceeds the current threshold Ib2, the output of the storage unit 51 is not immediately restricted. That is, it is possible to suppress the restriction of the output of the battery by the abnormal value of the sense voltage acquired from the monitoring section 60.

[0063] In the above-described embodiment, when traveling in the output restriction section Bl, the ECU 30 restricts the output of the storage unit 51. Thereby, it is possible to suppress the restriction of the output of the battery outside the output restriction section Bl.

[0064] In addition, the ECU 30 is an example of the "control section" of the present application. The storage unit 51 is an example of the "battery" of the present application. The permitted period Tthl is an example of the "second period" of the present application. The current threshold Ib l is an example of the "second threshold" of the present application. The permitted period Tth2 is an example of the "first period" of the present application. The current threshold Ib2 is an example of the "first threshold" of the present application.

[0065] It is considered that the embodiments disclosed this time are illustrative in all respects but not restrictive. The scope of the present application is not shown by the description of the above embodiments but shown by the claims and intended to include all changes equivalent within the meaning and the scope of the claims.

[0066] Explanation of symbols

[0067] 1 - electric vehicle, 11 - MG, 12 - drive wheel, 30 - ECU, 31 - processor, 32 - memory, 33 - storage device, 40 - car navigation device, 41 - processor, 42 - memory, 43 - storage device, 44 - display part, 45 - input part, 50 - battery pack, 51 - power storage unit, 60 - monitoring part, 100 - battery control system, B - section, B1 - output limiting section, H1 - travel history information, Ib - current value, Ib1 - current threshold value, Ib2 - current threshold value, Ibh - history current value, P1 - current position, P2 - destination, R1 - travel scheduled route, R2 - travel history route, T1 - history exceeding period, T2 - exceeding period, T3 - limiting period, Th1 - history exceeding period, Tth1 - allowed period, Tth2 - allowed period.

Claims

1. A battery control system, characterized in that, It includes: a control unit that stores the electric vehicle's driving history information and planned driving route information; a battery mounted in the electric vehicle; and a monitoring unit that monitors the battery. The planned driving route information is determined based on the destination setting input by the user of the electric vehicle, and includes information on the planned driving route from the current location of the electric vehicle to the destination. The driving history information includes information about the same route as the predetermined driving route traveled by the electric vehicle, i.e., the driving history route, and information about the battery while traveling on the driving history route. Before the electric vehicle starts moving, if the control unit predicts, based on the driving history information, that polarization will occur in the battery if the electric vehicle travels on the predetermined driving route, then... Furthermore, when the electric vehicle is in motion, if the control unit obtains the battery current value from the monitoring unit, and the battery current value exceeds a first threshold during a first period, The control unit limits the output of the battery.

2. The battery control system according to claim 1, characterized in that, It also has: The input unit enables the user of the electric vehicle to input instructions to the control unit. The control unit will notify the user of the predicted polarization results generated in the battery. Before the electric vehicle is in motion, if the control unit receives an instruction from the input unit to limit the output of the battery, The control unit limits the output of the battery.

3. The battery control system according to claim 1 or 2, characterized in that, Before the electric vehicle starts moving, if the control unit determines, based on the driving history information, that the current value of the battery in the electric vehicle traveling on the driving history route exceeds a second threshold during a second period, The control unit predicts that polarization will occur on the predetermined driving route.

4. The battery control system according to claim 1 or 2, characterized in that, When the electric vehicle is in motion, the control unit limits the output of the battery only within the output limit range determined based on the predicted polarization in the battery along the predetermined driving route.

5. The battery control system according to claim 4, characterized in that, It also has: The display unit, which is mounted on the electric vehicle, The control unit displays the output limit range on the display unit.

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