Secondary battery charge control device and method of using the same

The voltage of each of battery block of a battery is detected by a voltage sensor. Further, the temperature of the battery is detected by a temperature sensor. These detected values are supplied to a detecting section of a battery ECU. A judging section reads out the threshold value of the voltage stored in a memory, on the basis of the detected values of temperature, and compares the threshold value of the voltage with the detected voltage of each of the battery blocks. Then, if at least any one is less than the threshold value of the voltage, a relay is turned off. Furthermore, the threshold value of the voltage is arranged to be the voltage at the moment when the value of the current is suddenly increased by the discharge of a constant current of the battery.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates to the charge control of a secondary battery, 
and especially relates to a device by which a value of the voltage of a 
secondary battery is detected and the discharge is stopped when the value 
has reached a predetermined voltage. 
2. Description of the Related Art 
An electric motor car (including a hybrid powered automobile) obtaining the 
total or a part of the driving force of the vehicle by an electric motor, 
has a secondary battery (hereafter, referred to simply as a battery) 
mounted, and by the electric power accumulated in this battery, said 
electric motor is driven. Regenerative braking is a characteristic 
function in such electric motor cars. In regenerative braking, during 
vehicle braking, the kinetic energy of the vehicle is transformed into 
electric energy by making said electric motor function as an electricity 
generator. The obtained electric energy is accumulated in the battery and 
is reused for acceleration or other vehicle needs. Accordingly, with 
regenerative braking, it is possible to reuse energy which is normally 
radiated as thermal energy in an automobile running only by a conventional 
internal combustion engine, and the efficiency of the energy can 
considerably be improved. 
Here, in order to effectively store the electric power generated during 
regenerative braking in a battery, it is necessary for the battery to have 
a corresponding capacity. Furthermore, in a hybrid powered automobile of a 
type in which it is possible that the generator is driven by the heat 
engine mounted on the automobile to generate the electric power and this 
electric power is accumulated in a battery, the electric power accumulated 
in the battery, that is, the charged amount can freely be controlled. 
Consequently, in such a hybrid powered automobile, it is desirable that 
the charged amount of a battery be controlled so that the charged amount 
may be approximately in the middle state (50.about.60%) between the state 
of full charge (100%) and the state of no charge (0%), so as to make it 
possible to receive the regenerative power, and so as to make it possible 
to supply the electric power to the electric motor immediately if a 
request is made. 
Depending on the running state of a hybrid powered automobile, a situation 
wherein a great deal of electricity is discharged and the charged amount 
grows very small may arise. Often, in today's vehicles, there are cases 
where the battery degrades until the charged amount becomes 0. It is 
therefore necessary to stop the discharge before that. 
Therefore, for example, in Japanese Patent Laid-Open Publication No. Hei 
8-185892, a device is described by which the discharge is stopped when a 
secondary battery is discharged and the voltage of the battery is lowered 
to a specified value. Accordingly, by this device, the over discharge of a 
secondary battery is prevented so that the degradation of the battery may 
be prevented. 
However, in the above device, a specified value to stop the discharge of a 
battery is set to a value of a proper ratio relative to the rated voltage 
of the battery. Therefore, in this value, a considerable margin is 
included, and accordingly, this results in that the discharge of a battery 
being stopped when discharge could still actually be performed. 
Consequently, it has been impossible that the ability of a secondary 
battery be effectively utilized to the utmost. 
SUMMARY OF THE INVENTION 
The present invention is made to solve the above problems, and has an 
object of providing a secondary battery control device by which the 
ability of the secondary battery can be utilized to the utmost. 
The present invention is a secondary battery control device comprising: a 
voltage detecting means for detecting the voltage of a secondary battery; 
a comparing means for comparing the value of the voltage detected by this 
voltage detecting means and the previously set threshold value of the 
voltage; and a discharge stopping means which stops discharge of said 
secondary battery when the comparing means detects that the detected value 
of the voltage has reached the threshold value of the voltage, and it is 
characterized in that said threshold value of the voltage is set on the 
basis of the value of the voltage at the point at which the change of the 
current during the discharge of a constant electric power of said 
secondary battery, becomes not less than a specified value. 
The point at which the change of the current during the discharge of a 
constant electric power becomes large is the time just before the 
secondary battery starts thermal runaway. By stopping discharge at this 
point, the over discharge of a battery can be prevented and the capacity 
of the secondary battery can be fully utilized. Furthermore, the time when 
the change of the current during the discharge of a constant electric 
power becomes large corresponds to the time when the voltage of a battery 
cell becomes 1/2 of the electromotive force thereof. Therefore, it is also 
preferable that the electromotive force of a battery cell be measured and 
on the basis of this, the threshold value of the voltage is determined. 
Especially, in a hybrid powered automobile, high voltage batteries of 
approximately 300 V, are used. Accordingly, the battery is formed by 
connecting a number of battery cells in series. In this configuration, it 
is preferable that the battery be divided into blocks including a 
plurality of battery cells and the voltage is detected for each of these 
blocks, and that the discharge be stopped when the voltage of any single 
block reaches the threshold value of the voltage. Furthermore, it is 
preferable that the discharge be stopped by completely separating the 
battery from the load using a relay or the like. This can prevent 
discharge, regardless of the vehicle state. 
Furthermore, the present invention is characterized in that said voltage 
threshold value has been determined corresponding to the service state of 
said secondary battery and the threshold value of the voltage to be used 
for the comparison is determined according to the service state of said 
secondary battery at that point. For example, it is preferable that the 
threshold value of the voltage be changed according to the temperature and 
the charged amount of the secondary battery. Thus, by considering the 
service state, it is possible to detect a more suitable point for stopping 
the discharge. 
Furthermore, the present invention is characterized in that said service 
state includes at least the temperature of a battery.

DESCRIPTION OF THE PREFERRED EMBODIMENT 
A preferred embodiment of the present invention (hereafter, referred to 
simply as the embodiment) will be described below with reference according 
to the drawings. 
In FIG. 1, a rough figure of a power plant of a vehicle to which a 
secondary battery control device of the present invention is mounted, is 
shown. To an output shaft 12 of an engine 10, a planetary carrier 20 
supporting a planetary gear 18 of a planetary gear mechanism 16 is 
connected through a torsional damper 14. A sun gear 22 and a ring gear 24 
of the planetary gear mechanism 16 are respectively connected to rotors 
30, 32 of a first motor generator 26 and a second motor generator 28. The 
first and second motor generators 26, 28 function as a three-phase 
alternating current generator or a three-phase alternating current motor. 
To the ring gear 24, a power take-out gear 34 is furthermore connected. 
The power take-out gear 34 is connected to a differential gear 40 through 
a chain 36 and a gear train 38. On the output side of the differential 
gear 40, a drive shaft 42 at the tip of which a driving wheel (not shown 
in the figure) is joined, is connected. By the above mentioned 
arrangement, the output of the engine 10 or the first and second motor 
generators 26, 28 is transmitted to the driving wheel, to drive the 
vehicle. 
In the engine 10, the output power, the rotational speed, and the like 
thereof are controlled by an engine ECU 46 on the basis of the manipulated 
variable of an accelerator pedal 44, the environmental conditions such as 
cooling water temperature or intake pipe negative pressure, and further, 
the operational states of the first and second motor generators 26, 28. 
Furthermore, the first and second motor generators 26, 28 are controlled 
by a control device 48. The control device 48 includes a battery 
(secondary battery) which supplies the electric power to two motor 
generators 26, 28 and receives the electric power from them. The exchanges 
of the electric power between the battery 50 and the first and second 
motor generators 26, 28 are respectively performed through a first 
inverter 52 and a second inverter 54. The control of two inverters 52, 54 
is performed by a control CPU 56 based on information of the operational 
state of the engine 10 from the engine ECU 46, the manipulated variable of 
the accelerator pedal 44, the manipulated variable of a brake pedal 58, 
the shift range determined by a shift lever 60, the state of charge of the 
battery, and further, the rotational angle .theta.s of the sun gear, the 
rotational angle .theta.c of the planetary carrier, and the rotational 
angle .theta.r of the ring gear of the planetary gear mechanism 16, and 
the like. Furthermore, the rotational angles of three components of said 
planetary gear mechanism 16 are respectively detected by a planetary 
carrier resolver 62, a sun gear resolver 64, and a ring gear resolver 66. 
The electric power accumulated in the battery, that is, the charged 
amount, is calculated by a battery ECU 68. The control CPU 56 controls 
transistors Tr1.about.Tr6, Tr11.about.Tr16 of the first and second 
inverters 52, 54 on the basis of the above mentioned various conditions 
and the u phase and v phase electric currents Iu1, Iv1, Iu2, Iv2 of the 
first and second motor generators 26, 28, and further, the electric 
currents L1, L2 supplied from or supplied to the battery or the inverter 
on the other side, and the like. 
The rotational speed Ns of the sun gear, the rotational speed Nc of the 
planetary carrier, and the rotational speed Nr of the ring gear of the 
planetary gear mechanism 16 are related as shown by the following 
expression: 
Expression 1 
EQU Ns=Nr-(Nr-Nc)(1+.rho.p)/.rho. (1) 
where .rho. is the gear ratio between the sun gear and the ring gear. 
That is, if two of the three rotational speeds Ns, Nc, Nr are known, the 
remaining rotational speed can be determined. The rotational speed Nr of 
the ring gear is determined by the speed of the vehicle and, therefore, if 
either rotational speed of the rotational speed Nc of the planetary 
carrier, that is, the rotational speed of the engine, or the rotational 
speed Ns of the sun gear, that is, the rotational speed of the first motor 
generator, is found, the other may be determined. Then, the field currents 
of the first and second motor generators 26, 28 are controlled according 
to the rotational speeds at that time, and whether these motor generators 
shall be operated as a generator or operated as a motor, is determined. If 
two motor generators 26, 28 consume the electric power as a whole, the 
electric power is brought out from the battery 50, and if they generate 
electricity as a whole, the battery 50 is charged. For example, when a 
decreasing charged amount of the battery 50 is detected by the battery ECU 
68, power generation may be performed by either or both of the two motor 
generators 26, 28 by using a part of the torque generated by the engine 
10, and the charge to the battery 50 is performed. Furthermore, when the 
charged amount of the battery 50 is increased, the output power of the 
engine 10 is a little restrained, and the second motor generator 28 is 
operated as a motor, and the torque generated by this is controlled so as 
to be used for the running of the vehicle. Furthermore, during the 
braking, either or both of the two motor generators 26, 28 are operated as 
generators, and the generated electric power is accumulated in the battery 
50. 
Since it is difficult to predict when the braking of an automobile will be 
performed, it is desirable that the battery 50 be in a state where the 
electric power generated by the regenerative braking can sufficiently be 
received. On the other hand, the battery 50 must be able to ensure a 
certain charged amount, for operating the second motor generator 28 as a 
motor when the output power of the engine 10 alone cannot achieve an 
acceleration desired by the driver. In order to fulfill this condition, 
the charged amount of the battery 50 is controlled so as to be 
approximately one half of the battery capacity, that is, the maximum 
electric power capable of being accumulated in the battery. In the present 
embodiment, the control is performed so that the charged amount may be 
approximately 60%. 
Here, the secondary battery control device of the present embodiment will 
be described using FIG. 2. A voltage sensor 70 is connected to, and 
monitors the voltage of, the battery 50. The battery 50 is divided into a 
plurality of blocks 50-1.about.50-n, with each block itself comprising a 
plurality of battery cells. To the battery blocks 50-1.about.50-n, 
respective voltage sensors 70-1.about.70-n are connected. These voltage 
sensors 70-1.about.70-n measure the voltages of the respective battery 
blocks 50-1.about.50-n. Furthermore, at the current passage of the battery 
50, a current sensor 72 is provided, and detects the current of the 
battery. Furthermore, near the battery 50, a temperature sensor 74 to 
detect the temperature thereof is provided. Furthermore, a plurality of 
temperature sensors 74 may also be provided so that the temperature of 
each of the battery blocks 50-1.about.50-n may individually be detected. 
Then, the detected values of these voltage sensors 70, current sensor 72, 
and temperature sensor 74 are input into the battery ECU 68. Furthermore, 
at the electric power line connected to the battery 50, a relay 76 is 
positioned, so as to separate the battery 50 from the inverters 52, 54. 
Furthermore, while the battery 50 of the present description is a nickel 
metal hydride battery, not just a nickel metal hydride battery, but also a 
lithium battery, a lithium ion battery, a nickel cadmium battery, a lead 
acid battery, or the like can be used as the battery 50, 
The battery ECU 68 comprises, in its interior, functional blocks of a 
detecting section 80, a judging section 82, a memory 84, and a relay 
control section 86. The detecting section 80 supplies the value of the 
voltage, the value of the current, and the temperature of the battery 
detected by the voltage sensor 70, the current sensor 72, and the 
temperature sensor 74 to the judging section 82 as the digital data. Here, 
the value of the voltage is obtained as the detected value of each of the 
blocks 50-1.about.50-n. 
The judging section 82 reads out, on the basis of the detected battery 
temperature, the threshold value of the voltage corresponding to that 
temperature from the memory 84. Here, the threshold value of the voltage 
stored in the memory 84 is based on the value of one battery cell. 
Accordingly, when compared with the voltage detected for each block, the 
value calculated by [the threshold value of the voltage (for the battery 
cell) .times. the number of battery cells of 1 block=the threshold value 
of the voltage (for the block)] is used. 
There are a large number of cases where the variation among battery cells 
in 1 battery block cannot be neglected. Therefore, it is preferable that 
the threshold value of the voltage of the battery block be determined by 
[the threshold value of the voltage (for the block)=the threshold value of 
the voltage (for the cell)+the normal output voltage of the battery 
cell.times.(the number of battery cells of 1 block-1). 
Then, the obtained threshold value of the voltage (for the block) and the 
detected value of the voltage of each block are compared, and if any one 
detected voltage of a block is not more than the threshold value of the 
voltage (for the block), the judging section 82 supplies this judgment 
result to the relay control section 86, and the relay control section 86 
controls the relay 76 and separates the battery 50 from the inverter 52. 
Furthermore, when detecting the voltage of the battery 50 as the voltage 
sensor 70, the value calculated by [the threshold value of the voltage 
(for the cell).times.the number of battery cells of 1 block.times.the 
number of blocks=the threshold value of the voltage (for the battery) ] is 
used. Furthermore, when individually detecting the voltage of each battery 
cell by the voltage sensor 70, the threshold value of the voltage (for the 
cell) may be used as it is. Furthermore, it may also be preferable to 
store the threshold value of the voltage (for the block) and the like in 
the memory 84, instead of the threshold value of the voltage (for the 
cell). 
Consequently, the battery 50 does not further discharge, and the 
degradation thereof is surely prevented. Especially, by arranging the 
value of the voltage to be detected for each block, when the detected 
value is not more than the threshold value of the voltage (for the block), 
an accurate detection of the state of over discharge can be performed 
corresponding to the variation of the state of discharge for each block. 
Accordingly, it is unnecessary to set a considerably large margin in the 
threshold value of the voltage, and the full cap ability of the battery 
can be utilized. 
Furthermore, the detected value of the current sensor 72 is utilized for 
detection of the charged amount of the battery 50 by the integration of 
the currents, and the detection of the charged amount by using the 
relation between the current and the voltage. 
The threshold value of the voltage to be stored in the memory 84 is 
predetermined by experiment. That is, in the present embodiment, an 
experiment of discharge of a constant electric power is performed, for 
example, on 1 battery cell, and the changes with the passage of time in 
the current and the voltage are measured. One example of this measurement 
result is shown in FIG. 3. Thus, if the discharge of a constant electric 
power is performed, the amount of the current is suddenly raised at a 
certain moment. This point is the point when the secondary battery starts 
the thermal runaway, and the further discharge results in the degradation 
of the battery. Accordingly, by stopping the discharge at this point, the 
discharge can be performed to the utmost without degrading the battery. 
This point may be detected by the fact that the time differential of the 
current I reaches a specified value. Then, the value of the voltage at 
that moment is found and this value is made to be the minimum value of the 
voltage of the battery cell. 
Furthermore, by performing this experiment at various temperatures, the 
minimum value of the voltage at each temperature is found, and these 
values are summarized in a map, a function, or the like which is stored in 
the above mentioned memory 84. Furthermore, it is also possible that an 
experiment of discharge on a battery block be performed rather than an 
experiment on a battery cell. 
Here, this minimum value of the voltage may be a value at the time when the 
voltage of a battery has become V0/2 (where V0 is the electromotive force 
of a battery), or a value at the time when the voltage of a battery is 
1/2.+-.20% of the rated voltage. 
Generally, the voltage V of a battery is expressed by the following 
expression: 
Expression 2 
EQU V=V0-I/R (2) 
where the electromotive force of a battery is V0, the current is I, and the 
internal resistance is R. V0 and R change with the charged amount, the 
temperature, the electric power of discharge, and the like. 
Then, if I and V fulfill said relation (2), the output electric power P may 
be expressed by the following expression: 
Expression 3 
EQU P=IV=-(I-V0/2R).sup.2 +V0.sup.2 /2 (3) 
and the output electric power P becomes the maximum when I=V0/2R. 
Accordingly, when I and V fulfill said relation (2), the discharge can be 
performed by the maximum electric power at [I=V0/2R, V=V0/2]. 
Next, a case where the discharge is performed by a constant electric power, 
is considered. V0 and R change with discharge, but here, for the 
simplification, a case where V0 is constant, is considered. The 
characteristic in a case where discharge is performed by a constant 
electric power P (V=P/I), is shown in FIG. 4. On the other hand, if the 
internal resistance of a battery is R, [V=RI] is made, and the 
intersection of this straight line and [V=P/I] determines the current I of 
discharge and the voltage of the battery. If the internal resistance is 
R1, the current and the voltage are determined by the operating point a. 
Then, if the discharge progresses and the internal resistance becomes 
large and becomes R2, the current and the voltage are determined by the 
operating point b, and the voltage at this point is V0/2. Then, if the 
internal resistance becomes larger, discharge by a constant electric power 
cannot be performed. Consequently, the current is largely increased, and 
the processing of discharge by a constant electric power diverges. 
Accordingly, this moment when the voltage of a battery is 1/2 of the 
electromotive force V0 thereof, is the point where the amount of change of 
the current in FIG. 3 suddenly becomes large. 
Accordingly, under the above conditions, it is suitable that the battery 50 
be separated at the moment when the voltage of the battery (cell) becomes 
V0/2 theoretically, and it is suitable that this value is stored in the 
memory 84. 
Furthermore, actually, the electromotive force V0 of the battery cell 
changes with the conditions of discharge (charged amount, temperature, or 
the like). Therefore, if the condition of discharge of the system is 
known, it is suitable that V0 is found in advance on that condition and 
this is stored in the memory 84. Furthermore, it is also preferable that 
V0's are found in advance on various conditions of discharge and these are 
stored in the memory 84 as a table. Consequently, it is possible that a 
proper V0 is read out according to the actual condition of discharge of 
the battery 50 and the judgment is performed. 
Still furthermore, in the case of a nickel metal hydride battery, the 
electromotive force V0 does not significantly change, and therefore, even 
if V0 is arranged to be the rated voltage and a value of approximately 1/2 
of this value is stored in the memory, significant problems do not arise. 
Furthermore, no problems if this value is changed by up to approximately 
20%. 
Processing of the Limitation of Discharge 
Next, the processing of the limitation of discharge will be described on 
the basis of FIG. 5. First, in a normal case, the charged amount is 
calculated from the amount of the current of the battery 50. Then, the 
driving control corresponding to the calculated charged amount is 
performed, and the driving is controlled so that the charged amount of the 
battery 50 may be approximately 60%, and normal running is performed 
(S11). During this normal running, whether the charged amount has reached 
20%, is judged (S12). Then, if the charged amount of the battery 50 is 
lowered to approximately 20% according to the running condition, a driving 
control is performed so that the charged amount may be approximately 0 
(S13). Here, from the point where the charged amount is approximately 20%, 
the charged amount can be calculated from the relation between the current 
I and the voltage V at that moment. This IV judgment is a method to grasp 
the absolute value of the charged amount, and the method is suitable for 
the judgment at S12 which judges whether the charged amount has exceeded 
the threshold value or not. Therefore, the judgment at S12 is performed on 
the basis of the IV judgment. 
However, in such a driving control, the amount of discharge does not always 
become 0, there are also some cases where little discharge is performed. 
That is, although the amount of discharge is limited by the driving 
control of a motor generator, such a case that discharge is further 
performed arises according to the running condition. 
Therefore, when the charged amount has become not more than 20%, it is 
judged from the detected values of the voltage sensors 70-1.about.70-n 
whether the voltage of any one of the battery blocks 50-1.about.50-n has 
become not more than the threshold value of the voltage (for the block) 
(S14). Then, if the voltage of any one has become not more than a 
specified value, the relay 76 is turned off and the battery 50 is 
separated off (S15). Consequently, the further discharge is completely 
stopped and the battery 50 is protected. Furthermore, even if the battery 
50 is separated off, the minimum running is ensured to the vehicle by the 
driving force of the engine 10. 
While there has been described what is at present considered to be a 
preferred embodiment of the invention, it will be understood that various 
modifications may be made thereto, and it is intended that the appended 
claims cover all such modifications as fall within the true spirit and 
scope of the invention.