Battery Management Unit

Abstract

To provide a battery management device which can appropriately perform correction control of a battery SOC for an electric vehicle.SOLUTION: A battery management device 10 managing a battery of an electric vehicle comprises: a first switch state acquisition part which acquires a state of an ignition switch S1; a determination part which determines, when the ignition switch S1 is operated from ON to OFF, whether or not to perform correction control correcting error of the battery SOC; a correction control part which performs, when determining to perform the correction control, the correction control of the battery SOC; and a second switch state acquisition part which acquires a state of a cancellation switch S2 to cancel execution of the correction control. The determination part determines, when the cancellation switch S2 is ON and the ignition switch S1 is operated from ON to OFF, not to execute the correction control.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a battery management device that manages a battery of an electric vehicle. [Background technology]

[0002] There is an electric vehicle equipped with a generator, a battery, and a motor operated by the output power of the generator and / or the battery. For example, a current integration method is used as a method for managing the SOC (State of Charge) of the battery. However, in the current integration method, an error accumulates in the estimated value of the SOC due to an error in measuring the current during charging and discharging. In order to correct this error, a method is known in which the SOC is corrected by referring to the voltage value of the battery. In this method, the charge and discharge of the battery are controlled so that the SOC value falls within a range in which the change in the voltage value relative to the change in the SOC is large, and the SOC value corresponding to the voltage value is acquired, thereby correcting the error in the SOC. For example, in a lithium-ion battery using lithium iron phosphate, the change in the voltage value relative to the change in the SOC is extremely small in states other than near 0% and near 100%, so that control is performed for error correction so that the SOC is near 0% or near 100%. For example, Patent Document 1 describes charging the battery until it is fully charged, and correcting the error in the estimated value of the SOC. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2018 / 181489 Summary of the Invention [Problem to be solved by the invention]

[0004] Correction control, which corrects the SOC value by fully charging the battery so that the SOC approaches 100%, is performed, for example, when the ignition switch is turned off to end the operation of the electric vehicle. While the correction control is being performed, noise is generated due to the power generation operation of the generator. Furthermore, if the generator is configured with a fuel cell, water is discharged during power generation. However, if the place where the operation of the electric vehicle is ended is a place where the generation of noise and water discharge are not permitted, it is not preferable to perform the correction control when the ignition switch is turned off. Furthermore, there are cases where the correction control does not end by the time the next operation starts after the electric vehicle is stopped and operation is ended.

[0005] Therefore, an object of the present invention is to provide a battery management device that enables appropriate correction control of the SOC of a battery in an electric vehicle. [Means for solving the problem]

[0006] The battery management device of the present invention is a battery management device that manages a battery in an electric vehicle that has a battery, a generator, and a motor, and includes a first switch state acquisition unit that acquires the state of a first switch, where the electric vehicle's ECU starts when the first switch is turned on, a judgment unit that determines, when the electric vehicle's generator is in an operable state and the first switch is turned from an on state to an off state, to implement correction control to correct an error in the battery's SOC by controlling the battery's SOC to a predetermined state by generating power from the generator, a correction control unit that implements correction control of the battery's SOC when the judgment unit determines that correction control should be implemented, and a second switch state acquisition unit that acquires the state of a second switch to cancel the implementation of the correction control, and the judgment unit determines, when the second switch is in an on state and the first switch is turned from an on state to an off state, to not implement the correction control.

[0007] In this battery management device, the execution of correction control of the battery SOC is put on hold when the first switch is in an on state, and the correction control is executed when the first switch is operated from the on state to the off state. When the second switch is in an on state, the correction control is not executed even when the first switch is operated to the off state. As a result, when it is not appropriate to execute the correction control, the second switch is operated to on, so that the correction control can be suspended. Therefore, it is possible to execute the SOC correction control appropriately.

[0008] The battery management device may further include a learning unit that acquires, as cancellation position information, position information indicating the location of the electric vehicle when the second switch is operated to on, and learns the cancellation position information, and the determination unit may determine not to implement correction control when the first switch is operated from an on state to an off state when the electric vehicle is located within a predetermined range associated with the cancellation position information learned by the learning unit.

[0009] According to this battery management device, by learning the cancellation position information, position information indicating a location where it is not appropriate to perform the correction control is learned. Then, when the electric vehicle is located within a predetermined range associated with the learned cancellation position information, the correction control is not performed even if the first switch is operated to the off state. This makes it possible to control so that the correction control is not performed in a location where it is not appropriate to perform the correction control.

[0010] In addition, in the battery management device, the judgment unit may be configured to judge that correction control should be performed when the second switch is operated to an off state after being turned to an on state, and the first switch is operated from an on state to an off state.

[0011] According to this battery management device, by operating the second switch to the off state after being turned on, the battery management device can return to a standby state for execution of the correction control. Therefore, when execution of the correction control becomes possible, the correction control can be executed.

[0012] In addition, in the battery management device, the judgment unit may be configured to determine that correction control should be performed when the first switch is operated from an on state to an off state when the number of times in a specified period during which it has been determined that correction control should not be performed due to the second switch being turned on exceeds a specified number of times, regardless of the state of the second switch.

[0013] If the number of times that the second switch is turned on and the determination is made not to perform the correction control exceeds a predetermined number of times, there is a high possibility that the error in the estimated value of the SOC has become considerably large. In such a case, according to this battery management device, when the first switch is turned off, the correction control is performed regardless of the state of the second switch, so that the SOC can be appropriately corrected.

[0014] The battery management device may further include a third switch state acquisition unit that acquires a state of a third switch, the third switch being a switch for starting the operation of the electric vehicle at a stage subsequent to starting the electric vehicle by the first switch and capable of being turned on only when the first switch is in an on state, and the judgment unit may be configured to judge that the correction control should be stopped when the third switch is turned on while the correction control is being performed.

[0015] According to this battery management device, the correction control is stopped when the third switch for starting the operation of the electric vehicle is turned on, so that the operation of the electric vehicle can be started even if the correction control has once been started.

[0016] The battery management device may further include an information output unit that outputs information related to the implementation of the correction control in a form that can be recognized at least either visually or aurally.

[0017] According to this battery management device, it is possible to allow users, including the driver who drives the electric vehicle and the mechanic who performs maintenance, to recognize information regarding the implementation of correction control.

[0018] In addition, in the battery management device, when the number of times in a specified period during which it has been determined that correction control will not be performed due to the second switch being turned on exceeds a specified number of times, the information output unit may output a notification urging the user to turn off the second switch when the second switch is turned on.

[0019] According to this battery management device, when the number of times that the second switch is turned on and it is determined that the correction control is not to be performed exceeds a predetermined number of times, there is a high possibility that the error in the estimated value of the SOC has become considerably large. In such a case, according to this battery management device, by turning off the second switch, a return to a standby state for performing the correction control is prompted, so that appropriate correction control can be performed.

[0020] In the battery management unit, the information output unit may output information indicating that the battery management unit is in a state in which correction control is performed when the first switch is turned off.

[0021] According to this battery management device, the user can be made aware that the first switch is turned off to indicate a standby state in which correction control is to be performed, and this can prompt the user to consider whether or not it is necessary to operate the second switch to disable correction control.

[0022] In the battery management device, the information output unit may output information indicating a required time for the correction control.

[0023] According to this battery management device, the user can be made aware of the scheduled end time of the correction control, which provides the user with information for determining whether or not to discontinue the correction control by operating the second switch.

[0024] In the battery management device, the information output unit may cause a terminal capable of wirelessly communicating with the battery management device to display the time required for the correction control.

[0025] This battery management device allows a user who is located away from the electric vehicle to recognize the remaining required time for the correction control, thereby providing the user who is located away from the electric vehicle with information to determine whether or not to stop the correction control by operating the second switch.

[0026] In the battery management device, the information output unit may output information indicating a remaining required time for the correction control when the first switch is turned on while the correction control is being performed.

[0027] According to this battery management device, before the electric vehicle starts to operate, the user can be made aware of the remaining time required for the correction control before the correction control is stopped, thereby providing the user with information to determine whether or not to stop the correction control.

[0028] In addition, in the battery management device, the information output unit may output information indicating that correction control is being performed by at least one of operating a cooling fan for cooling parts of the electric vehicle and sounding a speaker.

[0029] This battery management device allows the user to know that the SOC correction control is being performed, thereby preventing problems caused by, for example, maintenance being performed during the correction control. Effect of the Invention

[0030] According to the present invention, it is possible to provide a battery management device that enables appropriate correction control of the SOC of a battery in an electric vehicle. [Brief description of the drawings]

[0031] [Figure 1] 1 is a schematic diagram showing a configuration of an electric vehicle equipped with a battery management device according to an embodiment of the present invention; [Diagram 2] 2 is a functional block diagram showing a functional configuration of a battery management device; FIG. [Diagram 3] 2 is a transition diagram showing mode (state) transition for battery management in a battery management device. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following description, the same or corresponding elements are designated by the same reference numerals, and duplicated description will be omitted.

[0033] Fig. 1 is a schematic diagram showing the configuration of an electric vehicle equipped with a battery management device according to an embodiment. As shown in Fig. 1, a battery management device 10 is equipped on an electric vehicle V. The electric vehicle V includes a fuel cell 1 (generator), a battery 2, and a motor 3.

[0034] The fuel cell 1 is equipped with an FC stack (Fuel Cell Stack) that generates electricity. The electric vehicle V runs on the electricity generated by the fuel cell 1. The electricity generated by the fuel cell 1 is also used to charge the battery 2. The fuel cell 1 configured as an FC stack generates water during power generation, which must be drained. The fuel cell 1 also emits sound during power generation. The electric vehicle V may be equipped with an engine as a generator instead of a fuel cell.

[0035] The battery 2 stores the electric power generated by the fuel cell 1. The battery 2 can also store electric power generated by a regenerative brake or the like provided in the electric vehicle V. In this embodiment, the battery 2 is, for example, a lithium-ion battery using lithium iron phosphate.

[0036] For example, in the battery 2, which is a lithium-ion battery using lithium iron phosphate, the change in voltage value (OCV (Open Circuit Voltage)) relative to the change in SOC is large in the SOC range near 100% and near 0%, and the change in voltage value relative to the change in SOC is extremely small outside these ranges. Therefore, it is difficult to estimate the SOC based on the voltage value in the ranges other than the SOC range near 100% and near 0%. For this reason, the battery management unit 10 of this embodiment performs full charging so that the SOC of the battery 2 is close to 100%, as a correction control to correct the SOC error. That is, the battery management unit 10 of this embodiment acquires the voltage value when the SOC is close to 100%, and acquires the SOC corresponding to the acquired voltage value, thereby correcting the estimated SOC value.

[0037] The motor 3 is operated by the output power of at least one of the fuel cell 1 and the battery 2. The motor 3 drives wheels 6 provided on the electric vehicle V, thereby causing the electric vehicle V to travel.

[0038] The electric vehicle V is equipped with an ignition switch S1, a cancel switch S2, and a system switch S3 that can be operated by the driver of the electric vehicle V.

[0039] The ignition switch S1 is a switch for starting the ECU 100 of the electric vehicle V when it is turned on. The cancel switch S2 is a switch for canceling the implementation of correction control. The system switch S3 is a switch for enabling operation of the electric vehicle V by putting the system of the electric vehicle V into an operating state after the start of the electric vehicle V by the ignition switch S1, and can be turned on only when the ignition switch S1 is in an on state.

[0040] The electric vehicle V may also include a cooling fan 4. The cooling fan 4 cools parts of the electric vehicle V and produces sound when in operation.

[0041] The electric vehicle V may also include a display 7 (display device) and a speaker 8. The battery management unit 10 outputs various information via the display 7 and the speaker 8, allowing the user to visually and audibly recognize the output information. In this embodiment, the battery management unit 10 outputs information related to the implementation of correction control via the display 7 or the speaker 8.

[0042] Furthermore, the battery management device 10 may be configured to be able to communicate wirelessly with the terminal T. The terminal T is a device operated by a user who may include a driver, a mechanic, etc. The terminal T displays the information transmitted from the battery management device 10 on a display of the terminal T, thereby enabling the user to recognize the information. Furthermore, the terminal T outputs the information transmitted from the battery management device 10 as sound, thereby enabling the user to recognize the information.

[0043] 2 is a functional block diagram showing a functional configuration of the battery management device 10. The battery management device 10 manages the battery 2. In this embodiment, the battery management device 10 can manage the SOC (State Of Charge) of the battery 2. The SOC of the battery 2 managed by the battery management device 10 is used for various controls in the electric vehicle V, such as control of the motor 3.

[0044] The battery management device 10 includes an ECU (Electronic Control Unit) 100. The ECU 100 is an electronic control unit having a CPU, a ROM, a RAM, and the like. For example, the ECU 100 loads a program recorded in the ROM into the RAM and executes the program loaded into the RAM with the CPU, thereby implementing various functions. The ECU 100 may be composed of multiple electronic units.

[0045] As shown in FIG. 2, the battery management device 10 functionally includes a SOC estimation unit 11, a first switch state acquisition unit 12, a second switch state acquisition unit 13, a third switch state acquisition unit 14, a judgment unit 15, a correction control unit 16, a learning unit 17, and an information output unit 18.

[0046] The SOC estimation unit 11 estimates the SOC of the battery 2 based on the usage status of the battery 2. As described above, when the SOC of the battery 2 is in a state other than near 100% or near 0%, it is difficult to estimate the SOC from the voltage value based on the correlation between the voltage value and the SOC of the battery 2. For this reason, the SOC estimation unit 11 estimates the SOC of the battery 2 based on a value obtained by integrating the current values ​​during charging and discharging, for example, using a current integration method.

[0047] Here, when the SOC estimator 11 estimates the SOC by the current integration method, an error occurs between the estimated SOC and the actual SOC of the battery 2 due to a measurement error of the current value, etc. For this reason, the SOC estimator 11 corrects the estimated SOC at a predetermined timing. That is, as described in detail later, the correction control unit 16 performs a correction control of fully charging the battery 2 so that the SOC of the battery 2 becomes close to 100%, and the SOC estimator 11 obtains a voltage value when the SOC is close to 100%, and obtains the SOC corresponding to the obtained voltage value, thereby correcting the estimated value of the SOC.

[0048] The first switch state acquisition unit 12 acquires the state of the first switch. In this embodiment, the first switch is, for example, an ignition switch S1 (ignition SW, IG-SW).

[0049] The second switch state acquisition unit 13 acquires the state of the second switch. In this embodiment, the second switch is a cancel switch S2 (cancel SW).

[0050] The third switch state acquisition unit 14 acquires the state of the third switch. In this embodiment, the third switch is a system switch S3 (system SW, ST-SW).

[0051] When the ignition switch S1 is operated from an on state to an off state, the determination unit 15 determines to perform correction control to correct an error in the SOC of the battery 2 by controlling the SOC of the battery 2 to a predetermined state (near 100%, fully charged) by power generation of the fuel cell 1. Specifically, the determination unit 15 determines to perform correction control of the SOC when the system of the electric vehicle V is in an operating state (a state in which the generator can operate) and the ignition switch S1 is operated from an on state to an off state. More specifically, the determination unit 15 performs various types of control including the implementation of correction control by managing the mode transition in the battery management device 10. The management of the mode transition by the determination unit 15 and various types of control based on the mode will be described later with reference to FIG. 3.

[0052] The correction control unit 16 performs correction control of the battery SOC when the judgment unit 15 judges that correction control should be performed. That is, based on the judgment by the judgment unit 15, the correction control unit 16 performs correction control so that the SOC of the battery 2 approaches 100% by causing the fuel cell 1 to generate power.

[0053] The learning unit 17 acquires and stores location information indicating the location of the electric vehicle V when a cancel operation is performed in which the cancel switch S2 is turned on, as cancellation location information, for example from a GPS device equipped in the electric vehicle V, and learns the cancellation location information.

[0054] The information output unit 18 outputs information regarding the implementation of the correction control in a manner recognizable by at least one of the visual and auditory senses. Specifically, the information output unit 18 outputs the information regarding the implementation of the correction control in a manner recognizable by the user's visual sense by displaying the information on the implementation of the correction control on the display 7. The information output unit 18 also outputs the information regarding the implementation of the correction control in a manner recognizable by the user's auditory sense by outputting the information as sound from the speaker 8. Note that the learning unit 17 and the information output unit 18 are non-essential functional elements in the battery management device 10 of this embodiment.

[0055] 3 is a transition diagram showing mode (state) transition for battery management in the battery management device 10. First, the determination unit 15 manages the battery management device 10 in mode M1, which is an initial state. In mode M1, for example, when an operation for implementing correction control is set explicitly or implicitly (by default) when the ignition switch S1 is turned off (t1), the determination unit 15 transitions the mode to mode M2, which is a correction control standby state. In addition, the determination unit 15 may transition the mode from mode M1 to mode M2 ​​when the ignition switch S1 is turned on.

[0056] In mode M2, the information output unit 18 outputs information indicating that the correction control is to be performed when the ignition switch S1 is turned off, via at least one of the display 7 and the speaker 8. In addition, in mode M2, the information output unit 18 may further output information indicating a required time for the correction control. The required time for the correction control is calculated as a time required for full charging of the battery 2 based on the SOC estimated by the SOC estimator 11.

[0057] In mode M2, the determination unit 15 determines that correction control is to be performed when the ignition switch S1 is operated from an on state to an off state. That is, in mode M2, when the ignition switch S1 is turned off (IG-OFF, t21), the determination unit 15 shifts the mode to mode M3, which is a state in which correction control is performed. In mode M3, the correction control unit 16 performs correction control of the SOC. Specifically, when the mode is shifted from mode M2 ​​to mode M3, the correction control unit 16 performs correction control while maintaining the system of the electric vehicle V in an operating state for the operation of the fuel cell 1, which is an example of a generator. When the correction control is completed in mode M3, the determination unit 15 shifts the mode from mode M3 to mode M1.

[0058] In the mode M2, when the cancel switch S2 is turned on (t23, cancel SW-ON), the determination unit 15 transitions the mode to a mode M4 in which the correction control is cancelled.

[0059] In mode M4, the battery management unit 10 is managed so that correction control is not performed even when the ignition switch S1 is turned off from the on state. That is, in mode M4, when the ignition switch S1 is turned off (t42, IG-OFF), the determination unit 15 transitions the mode from mode M4 to mode M1.

[0060] In this way, when the cancel switch S2 is in the on state, the correction control is not performed even if the ignition switch S1 is turned off. As a result, when it is not appropriate to perform the correction control, the cancel switch S2 is turned on to prevent the correction control from being performed. Therefore, the SOC correction control can be performed appropriately.

[0061] Furthermore, in the case where cancellation position information indicating the position where the electric vehicle V is located when the cancellation operation is performed is acquired and stored by the learning unit 17, in mode M2, when the ignition switch S1 is operated from the on state to the off state (t23) while the electric vehicle V is located within a predetermined range associated with the cancellation position information (for example, a position within a predetermined distance from the cancellation position), the determination unit 15 may determine not to perform correction control by shifting the mode to mode M4. Note that, in the case where the frequency at which the cancellation operation is performed at a certain position is equal to or greater than a predetermined frequency, the learning unit 17 may learn the position as cancellation position information.

[0062] In this way, by learning the cancellation position information, position information indicating a location where it is not appropriate to perform the correction control is learned. Then, when the electric vehicle is located within a predetermined range associated with the learned cancellation position information, the correction control is not performed even if the ignition switch S1 is operated to the off state. This makes it possible to control so that the correction control is not performed in a location where it is not appropriate to perform the correction control.

[0063] In mode M4, when the cancel switch S2 is operated from the on state to the off state and the ignition switch S1 is operated from the on state to the off state, the determination unit 15 determines to perform correction control. That is, in mode M4, when the cancel switch S2 is turned off (cancel SW-OFF, t41), the determination unit 15 transitions the mode to mode M2, which is a correction control standby state.

[0064] In this way, by operating the cancel switch S2 to the OFF state after being turned ON, the system can return to a standby state for the execution of the correction control. Therefore, when the execution of the correction control becomes possible, the correction control can be executed.

[0065] In mode M4, when the number of times during a predetermined period when the cancel switch S2 is turned on and it is determined that correction control is not to be performed (t23) exceeds a predetermined number, the determination unit 15 transitions the mode to mode M5, which is a state in which correction control is recommended (t43). In mode M5, the information output unit 18 outputs a notification urging the user to turn off the cancel switch S2 via the display 7 or the speaker 8.

[0066] In this way, if the number of times that the cancel switch S2 is turned on and the correction control is not performed exceeds a predetermined number of times, it is highly likely that the error in the estimated SOC value has become considerably large. In such a case, turning off the cancel switch S2 prompts the system to return to a standby state for the correction control, so that appropriate correction control can be performed.

[0067] In mode M5, when the cancel switch S2 is turned off in response to a notification prompting to turn off the cancel switch S2 (cancel SW-OFF, t51), the determination unit 15 transitions the mode to mode M2. Also, in mode M5, when the ignition switch S1 is turned off (IG-OFF, t52), the determination unit 15 transitions the mode to mode M1.

[0068] In mode M5 (or mode M4), when the number of times in a predetermined period when it is determined that the correction control is not to be performed due to the cancel switch S2 being turned on exceeds a predetermined number (for example, a number of times greater than the predetermined number of times of the condition for mode shift t43), when the ignition switch S1 is operated from the on state to the off state (t53), the judgment unit 15 judges that the correction control is to be performed regardless of the state of the cancel switch S2. That is, in mode M5, when the number of times in a predetermined period when it is determined that the correction control is not to be performed exceeds a predetermined number, when the ignition switch S1 is operated from the on state to the off state, the judgment unit 15 shifts the mode to mode M6, which is a state in which the correction control is forcibly performed. Note that, in mode M5, when the number of times in a predetermined period when the mode is shifted from mode M4 to mode M5 exceeds a predetermined number, the judgment unit 15 may shift the mode to mode M6.

[0069] In mode M6, when the ignition switch S1 is turned off (IG-OFF, t6), the determination unit 15 shifts the mode to mode M3 regardless of the state of the cancel switch S2. By shifting the mode to mode M3, the correction control of the SOC is forcibly performed. Specifically, when the mode is shifted from mode M6 to mode M3, the correction control unit 16 performs the correction control while maintaining the system of the electric vehicle V in an operating state in order to operate the fuel cell 1, which is an example of a generator.

[0070] In mode M3, the correction control unit 16 performs the correction control of the SOC. In mode M3, when the system switch S3 is turned on during the correction control, the determination unit 15 determines to stop the correction control. That is, in mode M3, when the system switch S3 is turned on, the determination unit 15 shifts the mode to mode M7 in which the correction control is stopped (t32). That is, when the driver explicitly inputs an instruction to operate the system of the electric vehicle V, the correction control unit 16 stops the correction control. In mode M7, after the control to stop the correction control is completed, the determination unit 15 shifts the mode to mode M1 (t7). Also, when the correction control of the SOC is completed in mode M3, the determination unit 15 shifts the mode to mode M1 (t31).

[0071] In this way, the correction control is stopped when the system switch S3 for starting the operation of the electric vehicle V is turned on, so that the operation of the electric vehicle V can be started even if the correction control has once been started.

[0072] Next, the output of information in each mode will be described. In mode M2, the information output unit 18 outputs, via the display 7 or the speaker 8, information that the vehicle is in a state in which correction control is to be performed (a state in which the vehicle is to be shifted to mode M3) when the ignition switch S1 is turned off. In addition, when correction control is to be performed, the information output unit 18 may also output information indicating the time required for the correction control. By outputting such information, the user can be made aware of the standby state for correction control and the time required for the correction control, and therefore the user can be prompted to consider whether or not to operate the cancel switch S2 to stop the correction control.

[0073] The time required for the correction control may be a predetermined time set in advance. The time required for the correction control may be determined based on information that associates the SOC value with the time required for the correction control set in advance. That is, the information output unit 18 can obtain the time required for the correction control based on the SOC value estimated by the SOC estimation unit 11.

[0074] In mode M3, the information output unit 18 outputs information indicating the time required for the ongoing correction control via the display 7 or the speaker 8. This allows the user to recognize the time required for the correction control, so that the user can determine, for example, whether or not the correction control will be completed by the next time the electric vehicle V is operated.

[0075] In mode M3, the information output unit 18 may transmit information indicating the time required for the ongoing correction control to the terminal T, and may cause the transmitted information to be displayed on the display of the terminal T or output as sound. This allows a user who is at a location away from the electric vehicle V to recognize the time required for the correction control.

[0076] In mode M3, the information output unit 18 may operate the cooling fan 4 or make the speaker 8 sound while the correction control is being performed. In this way, by generating a sound from the cooling fan 4 or the speaker 8, it is possible to make the user (including the driver and the mechanic) aware that the correction control is being performed. Therefore, it is possible to prevent a malfunction caused by, for example, maintenance being performed during the correction control.

[0077] In mode M3, the information output unit 18 may output information indicating the remaining time required for the correction control via the display 7 or the speaker 8 when the ignition switch S1 is turned on. The ignition switch S1 is turned on at a stage prior to turning on the system switch S3 for starting the operation of the electric vehicle V. Therefore, before the correction control is stopped by the mode shifting from mode M3 to mode M7, the user can be made aware of the remaining time required for the correction control. This makes it possible to provide the user with information for determining whether or not to stop the correction control.

[0078] As described above, in the battery management device 10 of this embodiment, the execution of the correction control of the SOC of the battery is put on hold when the ignition switch S1 is in the on state, and the correction control is executed when the ignition switch S1 is operated from the on state to the off state. When the cancel switch S2 is in the on state, the correction control is not executed even when the ignition switch S1 is operated to the off state. As a result, when it is not appropriate to execute the correction control, the cancel switch S2 is operated to the on state, so that the correction control can be not executed. Therefore, it is possible to execute the SOC correction control appropriately.

[0079] The present invention has been described in detail above based on the embodiments. However, the present invention is not limited to the above embodiments. Various modifications of the present invention are possible without departing from the spirit and scope of the present invention. [Explanation of symbols]

[0080] 1...fuel cell, 2...battery, 3...motor, 4...cooling fan, 6...wheel, 7...display, 8...speaker, 10...battery management device, 11...SOC estimation unit, 12...first switch state acquisition unit, 13...second switch state acquisition unit, 14...third switch state acquisition unit, 15...judgment unit, 16...correction control unit, 17...learning unit, 18...information output unit, S1...ignition switch, S2...cancel switch, S3...system switch, T...terminal, V...electric vehicle.

Claims

1. A battery management device for managing a battery in an electric vehicle including a battery, a generator, and a motor, comprising: a first switch state acquisition unit that acquires a state of a first switch, the first switch being turned on to start the electric vehicle; and a determination unit that, when the generator of the electric vehicle is in an operable state and the first switch is turned from an on state to an off state, determines to implement correction control to correct an error in the SOC of the battery by controlling the SOC of the battery to a predetermined state through power generation by the generator; a correction control unit that performs the correction control of the SOC of the battery when the determination unit determines that the correction control is to be performed; a second switch state acquisition unit that acquires a state of a second switch for canceling the execution of the correction control; Equipped with the determination unit determines, when the second switch is in an on state and the first switch is operated from an on state to an off state, that the correction control is not to be performed. Battery management device.

2. a learning unit that acquires, as cancelled position information, position information indicating a position where the electric vehicle is located when the second switch is turned on, and learns the cancelled position information, the determination unit determines not to execute the correction control when the first switch is operated from an on state to an off state in a case where the electric vehicle is located within a predetermined range associated with the cancellation position information learned by a learning unit. The battery management device according to claim 1 .

3. the determination unit determines to perform the correction control when the first switch is operated from the on state to the off state in a case where the second switch is operated to the on state and then to the off state, and The battery management device according to claim 1 or 2.

4. the determination unit determines to perform the correction control when the first switch is operated from an on state to an off state in a predetermined period in which the number of times that the second switch is turned on and it is determined that the correction control is not to be performed exceeds a predetermined number of times, regardless of the state of the second switch. The battery management device according to any one of claims 1 to 3.

5. a third switch state acquisition unit that acquires a state of a third switch, the third switch being a switch for starting operation of the electric vehicle in a stage subsequent to the start of the electric vehicle by the first switch, and capable of being operated to be on only when the first switch is in an on state; the determination unit determines to stop the correction control when the third switch is turned on during execution of the correction control. The battery management device according to any one of claims 1 to 4.

6. An information output unit that outputs information regarding the implementation of the correction control in a manner that can be recognized by at least one of a visual sense and an audible sense. The battery management device according to any one of claims 1 to 5.

7. the information output unit outputs a notification to prompt the user to turn off the second switch when the second switch is turned on in a predetermined period in which the number of times that the correction control is not performed due to the second switch being turned on exceeds a predetermined number of times and the second switch is turned on. The battery management device according to claim 6 .

8. The information output unit outputs information indicating that the battery management device is in a state in which the correction control is performed when the first switch is turned off. The battery management device according to claim 6 or 7.

9. The information output unit outputs information indicating a required time for the correction control. The battery management device according to any one of claims 6 to 8.

10. The information output unit causes a terminal capable of wirelessly communicating with the battery management device to display a required time required for the correction control. The battery management device of claim 9 .

11. the information output unit outputs information indicating a remaining required time for the correction control when the first switch is turned on during execution of the correction control. The battery management device according to any one of claims 6 to 10.

12. The information output unit outputs information indicating that the correction control is being performed by at least one of an operation of a cooling fan for cooling a portion of the electric vehicle and sound from a speaker. The battery management device according to any one of claims 6 to 11.

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