Battery control system

Abstract

In a battery control system that limits battery output based on polarization prediction, it is possible to suppress the limitation of battery output due to abnormal values ​​in the sensed voltage. [Solution] The battery control system 100 includes a control unit 30 that stores driving history information H1 and planned driving route information of the electric vehicle 1, a battery 51 mounted on the electric vehicle 1, and a monitoring unit 60 that monitors the battery 51. If the control unit 30 predicts, based on the driving history information H1, that polarization will occur in the battery 51 when the electric vehicle 1 travels along the planned driving route R1, and the control unit 30 obtains the current value Ib of the battery 51 from the monitoring unit 60 while the electric vehicle 1 is traveling, and if the current value Ib of the battery 51 exceeds a first threshold Ib2 over a first period Tth2, the control unit 30 limits the output of the battery 51.

Description

Technical Field

[0001] This disclosure relates to a battery control system.

Background Art

[0002] In an electric vehicle using a battery as a drive source, a sudden decrease in battery output due to battery polarization causes deterioration in drivability. Therefore, a battery control system is known that suppresses the occurrence of polarization by predicting future polarization and performing battery output limitation in advance, and avoids a sudden output decrease due to polarization. Here, Japanese Unexamined Patent Application Publication No. 2024-48833 (Patent Document 1) discloses a method for predicting the polarization of a battery mounted on an electric vehicle based on the instantaneous values of the current and voltage of the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] A battery control system that employs a method for predicting polarization based on instantaneous values of the voltage and current of a battery disclosed in Japanese Unexamined Patent Application Publication No. 2024-48833 may limit the output of the battery even when an abnormal value is observed in the sensing voltage acquired by a monitoring unit that measures the voltage of the battery.

[0005] This disclosure has been made to solve the above problems, and an object thereof is to provide a battery control system that suppresses the output of a battery from being limited due to an abnormal value of a sensing voltage in a battery control system that performs battery output limitation based on polarization prediction.

Means for Solving the Problems

[0006] The detection system relating to the first aspect of this disclosure comprises a control unit that stores driving history information and planned driving route information of an electric vehicle, a battery mounted on the electric vehicle, and a monitoring unit that monitors the battery. The planned driving route information is determined according to the destination setting entered by the user of the electric vehicle and includes information on the planned driving route from the electric vehicle's current location to the destination. The driving history information includes information on the driving history route, which is the same route as the planned driving route traveled by the electric vehicle, and information on the battery at the time of driving on the driving route. If the control unit predicts, based on the driving history information, that polarization will occur in the battery when the electric vehicle travels the planned driving route before the electric vehicle is driven, and the control unit obtains the battery current value from the monitoring unit while the electric vehicle is driving, and if the battery current value exceeds a first threshold for a first period, the control unit limits the output of the battery.

[0007] The detection system relating to the first aspect of this disclosure further comprises an input unit from which the user of the electric vehicle can input instructions to the control unit. The control unit notifies the user of the predicted result that polarization will occur in the battery. If the control unit receives an instruction from the input unit before the electric vehicle starts driving that the output of the battery should be limited if the current value of the battery exceeds a first threshold for a first period while driving the planned route, the control unit limits the output of the battery.

[0008] In the detection system relating to the first aspect of this disclosure, the control unit predicts that polarization will occur on the planned route if, before the electric vehicle travels, based on the travel history information, there is a section in the second period where the battery current value of the electric vehicle that has traveled the travel history route exceeds a second threshold.

[0009] The control unit in the detection system relating to the first aspect of this disclosure limits the output of the battery only in the output limit section determined based on the section of the planned route in which polarization of the battery is predicted to occur, when the electric vehicle is in motion.

[0010] The detection system relating to the first aspect of this disclosure further comprises a display unit mounted on an electric vehicle. The control unit causes the output limiting section to be displayed on the display unit. [Effects of the Invention]

[0011] According to the battery control system described herein, in a battery control system that limits the output of a battery based on polarization prediction, it is possible to suppress the limiting of the battery output due to abnormal values ​​of the sensed voltage. [Brief explanation of the drawing]

[0012] [Figure 1] This is a schematic diagram of a battery control system according to an embodiment of the present disclosure. [Figure 2] This is a control flow diagram of a battery control system according to an embodiment of the present disclosure. [Figure 3] This figure shows the polarization prediction method according to the embodiments of this disclosure. [Modes for carrying out the invention]

[0013] Embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their descriptions will not be repeated. <Overall configuration of the battery control system> Figure 1 is a diagram showing the schematic configuration of an electric vehicle 1 equipped with a battery control system according to an embodiment of the present disclosure. The electric vehicle 1 is, for example, an electric car. The electric vehicle 1 comprises a motor generator (MG) 11 which is a rotating electric machine, drive wheels 12, a power control unit (PCU) 13, a system main relay (SMR) 14, an ECU 30, a car navigation device 40, a battery pack 50, and a monitoring unit 60. The ECU 30 is communicated with the PCU 13, the SMR 14, the car navigation device 40, and the monitoring unit 60.

[0014] MG11 is, for example, an embedded permanent magnet synchronous motor (IPM motor) that has both the function of an electric motor and a generator. The output torque of MG11 is transmitted to the drive wheels 12 via a power transmission system that includes a reduction gear and a differential gear.

[0015] When the electric vehicle 1 is braked, the MG11 is driven by the drive wheels 12, and the MG11 operates as a generator. In this way, the MG11 also functions as a braking device that performs regenerative braking, converting the kinetic energy of the electric vehicle 1 into electrical power. The regenerative power generated by the regenerative braking force in the MG11 is stored in the battery pack 50.

[0016] The PCU13 is a power conversion device that converts power bidirectionally between the MG11 and the battery pack 50. The PCU13 includes, for example, an inverter and a converter that operate based on a control signal from the ECU30. When the battery pack 50 is discharged, the converter boosts the voltage supplied from the battery pack 50 and supplies it to the inverter. The inverter converts the DC power supplied from the converter into AC power to drive the MG11. Note that the PCU13 may also be configured without the converter.

[0017] The SMR14 is electrically connected to the power line connecting the battery pack 50 and the PCU 13. When the SMR14 is closed (ON) (i.e., conducting) in response to a control signal from the ECU 30, power can be exchanged between the battery pack 50 and the PCU 13. On the other hand, when the SMR14 is open (OFF) (i.e., disconnected) in response to a control signal from the ECU 30, the electrical connection between the battery pack 50 and the PCU 13 is disconnected.

[0018] The ECU 30 includes a processor 31, memory 32, and storage 33. The processor 31 is a processing unit such as a CPU (Central Processing Unit) or MPU (Micro-Processing Unit). The memory 32 is volatile memory (working memory) such as RAM (Random Access Memory). The storage 33 is rewritable non-volatile memory such as flash memory. The storage 33 stores a system program including an OS (Operating System) and a control program including computer-readable code necessary for control calculations. The processor 31 performs various processes by reading the system program and control program, loading them into memory 32, and executing them. The ECU 30 may be divided into multiple ECUs according to function.

[0019] The car navigation device 40 includes a processor 41, a memory 42, a storage 43, a display unit 44, and an input unit 45. The processor 41 is an arithmetic unit such as a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit). The memory 42 is a volatile memory (working memory) such as a RAM (Random Access Memory). The processor 41 reads out system programs and control programs, expands them in the memory 42, and executes them to realize various processes. The storage 43 is a rewritable non-volatile memory such as a flash memory. The storage 43 stores a system program including an OS (Operating System) and a control program including computer-readable code necessary for control operations. The display unit 44 displays various information (such as map information and video content) stored in the storage 43, and notifies various information (such as traffic information and weather information, etc.) by voice or the like. The display unit 44 is, for example, a display equipped with a touch panel, a speaker, or the like. The input unit 45 outputs a signal corresponding to an input from the user to the processor 41 or the ECU 30. The input unit 45 may be included in the display unit 44. That is, the user of the electric vehicle 1 can input to the input unit 45 by operating the touch panel of the display unit 44.

[0020] The car navigation device 40 generates route information for a planned journey according to the requests of the user of the electric vehicle 1. The route information for a planned journey refers to information on the planned route R1 from the current location to the destination, which is generated according to the destination setting input through the input unit 45 by the user of the electric vehicle 1. The route information for a planned journey may include the time required from the current location to the destination and the power consumption. The car navigation device 40 may propose a plurality of candidate routes for the planned journey to the user of the electric vehicle 1, and generate route information for the planned journey based on the candidate route selected by the user. Note that the car navigation device 40 provides the route information for the planned journey through the display unit 44.

[0021] The battery pack 50 has a plurality of power storage cells 51. The plurality of power storage cells 51 are electrically connected in series. The power storage cell 51 is a secondary battery such as a nickel-hydrogen battery or a lithium-ion battery. The secondary battery is, for example, a battery having a liquid electrolyte between a positive electrode and a negative electrode.

[0022] The monitoring unit 60 has various sensors that detect the state (e.g., temperature, current, and voltage) of each of the plurality of power storage cells 51. The monitoring unit 60 also functions as a BMS (Battery Management System) having an SOC function for estimating the SOC (State Of Charge) of each of the plurality of power storage cells 51, an SOH estimation function for estimating the SOH (State of Health) of each of the plurality of power storage cells 51, and a communication function. The monitoring unit 60 outputs the detection result to the ECU 30.

[0023] In the above embodiment, the ECU 30 is communicably connected to the car navigation device 40 and the monitoring unit 60. The ECU 30 stores the history information in the storage 33. The history information includes information on the driving route traveled by the electric vehicle and information on the battery during the travel on the driving route. The information on the driving route traveled by the electric vehicle 1 is information on the coordinate position (e.g., longitude and latitude) of the electric vehicle 1 over time using a positioning system such as GPS (Global Positioning System). The information on the battery during the travel on the driving route of the electric vehicle 1 is information on the voltage and current of each of the plurality of power storage cells 51 over time. The ECU 30 acquires the information on the driving route traveled by the electric vehicle 1 from the car navigation device 40. The ECU 30 acquires the information on the battery during the travel on the driving route of the electric vehicle 1 from the monitoring unit 60. <Control Flow of Battery Control System> Next, referring to FIG. 2, the control flow of the battery control system 100 will be described.

[0024] In step S10 shown in Figure 2, the car navigation system 40 checks if there is a destination setting input. The destination setting input is the location information of the destination that the user of the electric vehicle 1 sets and inputs to the car navigation system 40 through the input unit 45. If there is a destination setting input (Yes in step S10), the car navigation system 40 proceeds to step S20. If there is no destination setting input (No in step S10), the car navigation system 40 processes step S10 again.

[0025] In step S20, the car navigation system 40 generates multiple candidate route information. The candidate route information is information on at least one candidate route from the current location to the destination, generated according to the destination setting. The candidate route information may include not only the route of the electric vehicle 1 to the destination, but also the time required and power consumption from the current location to the destination. After that, the processing of the car navigation system 40 proceeds to step S30.

[0026] In step S30, the car navigation system 40 checks if there is a selection of a candidate route. The selection of a candidate route means that the user of the electric vehicle 1 selects one of several candidate routes displayed on the display unit 44 via the input unit 45. If a candidate route has been selected (Yes in step S30), the car navigation system 40 proceeds to step S40. If no candidate route has been selected (No in step S30), the car navigation system 40 processes step S30 again.

[0027] In step S40, the car navigation system 40 generates planned route information. More specifically, the car navigation system 40 identifies the candidate route information corresponding to the candidate route selected by the user of the electric vehicle 1 in step S30 as the planned route information. The planned route information is stored in the storage 43. After that, the processing of the car navigation system 40 proceeds to step S50.

[0028] In step S50, the car navigation system 40 transmits the planned driving route information to the ECU 30. After that, the processing of the car navigation system 40 proceeds to step S100.

[0029] In step S60, the ECU 30 checks whether it has received the planned route information. If it has received the planned route information (Yes in step S60), the ECU 30 stores the planned route information in storage 33, and the ECU 30 proceeds to step S70. If it has not received the planned route information (No in step S60), the ECU 30 processes step S70 again.

[0030] Referring to Figure 3, in step S70, before the electric vehicle 1 travels, the ECU 30 predicts, based on the travel history information H1, whether polarization of the energy storage cell 51 will occur when the electric vehicle 1 travels along the planned travel route R1. Referring to Figure 3, the method for predicting polarization will be explained. Figure 3 shows an example in which the user of the electric vehicle 1, currently at location P1, has set destination P2 as the destination setting input to the car navigation device 40. Figure 3 shows the planned travel route R1 and the travel history information H1. The planned travel route R1 and the travel history information H1 are stored in storage 33. The planned travel route R1 is the travel route from current location P1 to destination P2 based on the planned travel route information. The travel history information H1 includes information on the travel history route R2 from current location P1 to destination P2, which the electric vehicle 1 traveled over time, and information on the history current value Ibh, which is the current value of the energy storage cell 51 when the electric vehicle 1 was traveling along the travel history route R2. The driving history route R2 is determined by the planned driving route R1 and is substantially the same as the planned driving route R1. The term "same route" includes cases where the routes are exactly the same and cases where the routes are substantially identical. In other words, in this disclosure, "substantially identical" means that there may be some minor discrepancies due to differences in the lanes traveled. The driving history information H1 is generated from the history information stored in the storage 43 of the ECU 30 and stored in the storage 33. The history information includes information on driving routes previously traveled by the electric vehicle 1, and battery information (voltage, current value, etc.) at the time of travel along those routes, adjusted for the passage of time.

[0031] Based on the driving history information H1, the ECU 30 predicts that polarization will occur in the energy storage cell 51 of the electric vehicle 1 traveling along the planned driving route R2 if the historical current value Ibh exceeds the current threshold Ib1 and the history excess period Th1 exceeds the allowable period Tth1. The history excess period Th1 is the period during which the historical current value Ibh exceeds the current threshold Ib1. The allowable period Tth1 is the period during which a sharp voltage drop is expected to occur in the energy storage cell 51 due to polarization when a current of current threshold Ib1 or more flows through the energy storage cell 51. In the method for predicting polarization occurrence in the battery control system 100, polarization predicted to occur due to a historical current value Ibh exceeding the current threshold Ib1 over a period less than the history excess period Th1 is acceptable.

[0032] In the embodiment of this disclosure shown in Figure 3, the history excess period T1 is the period from time t11 to time t13. The allowable period Tth1 is the period from time t11 to time t12. In Figure 3, the history current value Ibh exceeds the current threshold Ib1 in section B. Also, the history excess period T1 exceeds the allowable period Tth1. Therefore, the ECU 30 predicts that polarization will occur in the energy storage cell 51 in section B when the electric vehicle 1 travels along the planned route R1. Here, the ECU 30 identifies section B as the output limiting section B1 as a section where polarization may occur. Note that the ECU 30 may identify the section obtained by adding 1 km before and after section B as the output limiting section B1.

[0033] In step S80, the ECU 30 transmits the polarization prediction result from step S70 to the car navigation device 40. After that, the processing of the ECU 30 proceeds to step S90.

[0034] In step S90, the ECU 30 checks whether the polarization prediction result in step S70 predicts that polarization will occur if the electric vehicle 1 travels along the planned route R1. If the prediction is that polarization will occur (Yes in step S90), the ECU 30 proceeds to step S170. If the prediction is not that polarization will occur (No in step S90), the ECU 30 terminates the processing of the battery control system 100.

[0035] In step S100, the car navigation system 40 checks whether it has received polarization prediction information from the ECU 30. If it has received polarization prediction information (Yes in step S100), the car navigation system 40 proceeds to step S110. If it has not received polarization prediction information (No in step S100), the car navigation system 40 processes step S100 again.

[0036] In step S101, the car navigation system 40 displays the polarization prediction information received from the ECU 30 on the display unit 44. At the same time, the car navigation system 40 asks the user of the electric vehicle 1 via the display unit 44 whether to implement output limiting. Here, the polarization prediction information is the polarization prediction result information from the ECU 30. The car navigation system 40 notifies the user of the electric vehicle 1 via the display unit 44 that the prediction result is that polarization will occur. The user of the electric vehicle 1 instructs via the input unit 45 whether or not to implement output limiting when driving the planned route R1.

[0037] In step S110, the car navigation system 40 checks whether the user of the electric vehicle 1 has instructed it to implement output limiting. If there is an instruction to implement output limiting (Yes in step S110), the car navigation system 40 proceeds to step S120. If there is no instruction to implement output limiting (No in step S110), the car navigation system 40 proceeds to step S130.

[0038] In step S120, the car navigation system 40 sends an instruction to the ECU 30 to implement output limiting. After that, the processing of the car navigation system 40 proceeds to step S250.

[0039] In step S130, the car navigation system 40 checks if the user of the electric vehicle 1 has instructed that output limiting is not required. If there is an instruction that output limiting is not required (Yes in step S130), the car navigation system 40 proceeds to step S140. If there is no instruction to implement output limiting (No in step S130), the car navigation system 40 processes step S110 again. Note that if the car navigation system 40 has received polarization prediction information in step S100 that predicts no polarization will occur, it automatically selects Yes in step S130.

[0040] In step S140, the car navigation system 40 sends an instruction to the ECU 30 indicating that output limiting is not required. After that, the processing of the car navigation system 40 proceeds to step S250.

[0041] In step S170, before the electric vehicle 1 is driven, the car navigation system 40 checks if there is an instruction that output restriction is not required for the ECU 30. If there is an instruction that output restriction is not required (Yes in step S170), the ECU 30 terminates processing of the battery control system 100. If there is no instruction that output restriction is not required (No in step S170), the processing of the ECU 30 proceeds to step S180.

[0042] In step S180, before the electric vehicle 1 is driven, the car navigation system 40 checks if there is an instruction to implement output restriction. The instruction to implement output restriction is an instruction to restrict the output of the energy storage cell 51 if the current value Ib exceeds the current threshold Ib2 for the allowable period Tth2 while driving through the output restriction section B1, which will be described later in step S200. If there is an instruction to implement output restriction (Yes in step S180), the ECU 30 proceeds to step S190. If there is no instruction to implement output restriction (No in step S180), the ECU 30 processes step S170 again.

[0043] In step S190, the ECU 30 checks whether the electric vehicle 1 is traveling in the power limit section B1. The ECU 30's determination of whether the electric vehicle 1 is traveling in the power limit section B1 may be based on location information received from the car navigation system 40. If the ECU 30 determines that the electric vehicle 1 is traveling in the power limit section B1 (Yes in step S190), the ECU 30 proceeds to step S200. If the ECU 30 determines that the electric vehicle 1 is not traveling in the power limit section B1 (No in step S190), the ECU 30 proceeds to step S240.

[0044] Referring to Figure 3, in step S200, the ECU 30 checks whether the current value Ib obtained from the monitoring unit 60 exceeds the current threshold Ib2 during driving, and whether the excess period T2 exceeds the allowable period Tth2. If the current value Ib exceeds the current threshold Ib2 and the excess period T2 exceeds the allowable period Tth2 (Yes in step S200), the ECU 30 proceeds to step S210. It checks whether the excess period T2 exceeds the allowable period Tth2. If the current value Ib exceeds the current threshold Ib2 and the excess period T2 does not exceed the allowable period Tth2 (No in step S200), the ECU 30 proceeds to step S240.

[0045] Here, the current value Ib is the current value of the energy storage cell 51 in the electric vehicle 1 while it is running, as obtained from the monitoring unit 60. The excess period T2 is the period during which the current value Ib exceeds the current threshold Ib2. The ECU 30 counts the time during which the current value Ib exceeds an arbitrary threshold, the current threshold Ib2, when the electric vehicle 1 is running in the output limit section B1, and also monitors whether the excess period T2 exceeds an arbitrary allowable period Tth2.

[0046] In the embodiment of the present disclosure shown in Figure 3, the electric vehicle 1 travels through the output limit section B1 for a period from time t21 to time t24. The current value Ib of the energy storage cell 51 exceeds the current threshold Ib2 for a period from t22 to t23. The period from t22 to t23, during which the current value Ib exceeds the current threshold Ib2, is identified as the excess period T2. The ECU 30 determines whether the excess period T2 is greater than or equal to the allowable period Tth2.

[0047] In step S210, the ECU 30 implements output limiting and transmits output limiting information to the car navigation system 40. Referring to Figure 3, output limiting means that the ECU 30 controls the energy storage cell 51 so that the current value Ib does not exceed the current threshold Ib2. Note that the maximum value of the current value Ib during output limiting may be set to a value smaller than the current threshold Ib2. After that, the processing of the ECU 30 proceeds to step S220.

[0048] In step S220, the ECU 30 checks whether the restriction period T3 has elapsed. Here, the restriction period T3 is the period from when the output restriction is implemented until the polarization of the energy storage cell 51 is relieved. If the restriction period T3 has elapsed (Yes in step S220), the ECU 30 proceeds to step S230. If the restriction period T3 has not elapsed (No in step S220), the ECU 30 processes step S210 again.

[0049] In step S230, the ECU 30 releases the output limit and transmits the output limit information to the car navigation system 40. After that, the ECU 30 proceeds to step S240.

[0050] In step S240, the ECU 30 checks whether the electric vehicle 1 has reached destination P2. If it has reached destination P2 (Yes in step S240), the ECU 30 terminates the processing of the battery control system 100. If it has not reached destination P2 (No in step S240), the ECU 30 proceeds back to step S190.

[0051] In step S250, the car navigation system 40 displays the planned route information on the display unit 44. If the user of the electric vehicle 1 in step S110 issues an instruction for power restriction, the car navigation system 40 may display the power restriction section B1 on the display unit 44. Also, if power restriction information is received from the ECU 30, the car navigation system 40 displays the power restriction information on the display unit 44. Here, the power restriction information includes information on whether or not power restriction is being implemented, and, if power restriction is being implemented, information on the remaining time until the power restriction is lifted.

[0052] In step S260, the car navigation system 40 checks whether the destination P2 has been reached. If the destination P2 has been reached (Yes in step S260), the car navigation system 40 terminates the processing of the battery control system 100. If the destination P2 has not been reached (No in step S260), the car navigation system 40 processes step S250 again. <An example of the time-dependent change in current value during operation of an electric vehicle controlled by a battery system> Figure 3 shows an example of the time progression of the current value Ib when the electric vehicle 1 is traveling along the planned route R1. The electric vehicle 1, equipped with an ECU 30 that has received an instruction to implement output limiting, departs from its current location P1 at time t20. From time t21 to time t25, the electric vehicle 1 travels through the output limiting section B1. At time t22, the current value Ib exceeds the current threshold Ib2. At time t23, the excess period T2, which is the period during which the current value Ib exceeds the current threshold Ib2, reaches the allowable period Tth2, and the ECU 30 begins to limit the output of the energy storage cell 51. Due to the output limiting by the ECU 30, the maximum value of the current value Ib of the energy storage cell 51 is limited to the current threshold Ib2. At time t24, the output limiting period reaches the limiting period T3, and the output limiting of the current value Ib is released. At time t26, the electric vehicle 1 reaches its destination P2, and the ECU 30 terminates processing of the battery control system 100.

[0053] In the above embodiment, the ECU 30 limits the output of the energy storage cell 51 when the current value Ib exceeds the current threshold Ib2 and the excess period T2 exceeds the allowable period Tth2. As a result, even if the instantaneous value of the current value Ib exceeds the current threshold Ib2, the output of the energy storage cell 51 is not immediately limited. In other words, it is possible to suppress the limiting of the battery output due to abnormal values ​​of the sensing voltage acquired from the monitoring unit 60.

[0054] In the above embodiment, the ECU 30 limits the output of the energy storage cell 51 when driving in the output restriction section B1. This prevents the battery output from being limited outside of the output restriction section B1.

[0055] Note that ECU30 is an example of a "control unit" in this disclosure. Energy storage cell 51 is an example of a "battery" in this disclosure. Allowable period Tth1 is an example of a "second period" in this disclosure. Current threshold Ib1 is an example of a "second threshold" in this disclosure. Allowable period Tth2 is an example of a "first period" in this disclosure. Current threshold Ib2 is an example of a "first threshold" in this disclosure.

[0056] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0057] 1 Electric vehicle, 11 MG, 12 Drive wheels, 30 ECU, 31 Processor, 32 Memory, 33 Storage, 40 Car navigation system, 41 Processor, 42 Memory, 43 Storage, 44 Display unit, 45 Input unit, 50 Battery pack, 51 Energy storage cell, 60 Monitoring unit, 100 Battery control system, B Section, B1 Output limit section, H1 Driving history information, Ib Current value, Ib1 Current threshold, Ib2 Current threshold, Ibh Historical current value, P1 Current location, P2 Destination, R1 Planned driving route, R2 Driving history route, T1 History exceeding period, T2 Excess period, T3 Limit period, Th1 History exceeding period, Tth1 Allowable period, Tth2 Allowable period.

Claims

1. The system comprises a control unit that stores the driving history information and planned driving route information of an electric vehicle, a battery mounted on the electric vehicle, and a monitoring unit that monitors the battery. The aforementioned planned route information is determined according to the destination setting entered by the user of the electric vehicle, and includes information on the planned route from the current location of the electric vehicle to the destination. The aforementioned driving history information includes information on the driving history route, which is the same route as the planned driving route traveled by the electric vehicle, and information on the battery during the driving of the aforementioned driving history route. If the control unit predicts, based on the driving history information, that polarization will occur in the battery when the electric vehicle travels along the planned route, The control unit, when the electric vehicle is running, obtains the current value of the battery from the monitoring unit, and if the current value of the battery exceeds a first threshold for a first period, The control unit is a battery control system that limits the output of the battery.

2. The electric vehicle further comprises an input unit on which the user can input instructions to the control unit, The control unit notifies the user of the predicted result that polarization will occur in the battery. If the control unit receives an instruction from the input unit to limit the output of the battery before the electric vehicle starts running, The battery control system according to claim 1, wherein the control unit limits the output of the battery.

3. Before the electric vehicle travels, the control unit, based on the travel history information, determines if there is a period in the second period during which the current value of the battery in the electric vehicle that has traveled the travel history route exceeds a second threshold value. The battery control system according to claim 1 or 2, wherein the control unit predicts that polarization will occur along the planned travel route.

4. The battery control system according to claim 1 or 2, wherein the control unit limits the output of the battery only in an output restriction section determined based on the section of the planned route in which polarization of the battery is predicted to occur when the electric vehicle is in motion.

5. The electric vehicle further includes a display unit, The battery control system according to claim 4, wherein the control unit causes the output limiting interval to be displayed on the display unit.

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