201217816 六、發明說明： 【發明所屬之技術領域】 本發明，是有關於電池殘容量算出裝置，特別是，有 關於可以更正確地算出二次電池的殘容量的電池殘容量算 出裝置。 【先前技術】 以往，爲了提高二次電池的殘容量（充電容量）的算 出精度，已知已考慮各式各樣的參數。 在專利文獻1中，依據由溫度感測器檢出的二次電池 的溫度推測檢出二次電池的自我放電量，藉由將此自我放 電量從充滿電時的充電容量減算，使提高殘容量的算出精 度的方式的電池殘容量算出裝置已被揭示。 [先行技術文獻] [專利文獻] [專利文獻1]日本特開2004-191151號公報 【發明內容】 (本發明所欲解決的課題） 但是作爲電動二輪車等的動力源被搭載的二次電池（ 以下，也稱爲電池），因爲要求高電壓，所以一般具有由 複數單元結合而成的模組構造。在具有這種模組構造的電 池中，具有因電池內的位置不同而使各單元的溫度發生差 異的可能性。例如，欲分別將此各單元的自我放電量推測 -5- 201217816 檢出的話，需要與單元的數量同數的溫度感測器，而會導 致感測器配置的困難性和成本的增大等。進一步，專利文 獻1的技術，是藉由測量一個二次電池的內部溫度、表面 溫度或環境溫度的其中任一來推測檢出自我放電量的大小 ，各單元的自我放電量的差，換言之，有關各單元的「容 量偏離」並未被考慮。 本發明的目的，是解決上述習知技術的課題，提供一 種電池殘容量算出裝置，考慮由電池內的單元的溫度的差 異所導致的自我放電量的差異，使可精度更高地算出殘容 量。 (用以解決課題的手段） 爲了達成前述目的，本發明的第1特徵，是一種電池 殘容量算出裝置，具有：檢出複數單元（2a)結合而成的 電池（3 6 )的預定位置的溫度用的溫度感測器（9 1 U、9 1 L )、及藉由從前述電池（36)的充滿電容量（A)將複數 減算要素減算而算出前述電池（36)的殘容量（R)用的 控制部（200 )，其特徵爲：前述溫度感測器（9 1 U、9 1 L )’是由：在前述電池（36 )內被配設於被預測爲高溫位 置的高溫側溫度感測器（9 1 U )、及在前述電池（3 6 )內 被配設於被預測爲低溫位置的低溫側溫度感測器（9 1 L ) 所構成，前述控制部（200 )，是將從由前述高溫側溫度 感測器（91U )的輸出被導出的最大自我放電量（SHmax )減算由前述低溫側溫度感測器（9 1 L )的輸出被導出的 -6- 201217816 最小自我放電量（SHmin )的値，作爲前述電池（36 容量偏離量（Ft)算出，且前述容量偏離量（Ft)， 在前述殘容量（R)的算出時從前述充滿電容量（A) 的減算要素。 且第2特徵，是將前述容量偏離量（Ft)設定成 値’將此容量偏離量的這次値（Ft)及在前次的殘容 出時被算出的容量偏離量的前次値（F0)之累計値也 容量偏離減算量（F)，在前述殘容量（R)的算出時 從前述充滿電容量（A)減算的減算要素使用。 且第3特徵，是具備自我放電量圖（2 06m )，其 據前述低溫側溫度感測器（9 1 L )及高溫側溫度感測 91U)的輸出値、及電池（36)的充電率（SOC)的 將前述最大自我放電量（SHmax )及最小自我放電 SHmin )導出。 且第4特徵’是前述電池（36)，是形成當朝車車 )的搭載時使其頂面及底面是朝大致水平定向的大致 體’前述高溫側感測器（9 1 U )，是被安裝於前述電 3 6 )的頂面側，前述低溫側感測器（9 1 L )，是被安 前述電池（3 6 )的底面側。 且第5特徵，是前述低溫側溫度感測器（9丨L )及 側溫度感測器（9 1 U )，是各別被安裝於前述電池（ 的車體前後方向的大致中央，且車寬度方向的大致中 且第6特徵’是前述控制部（200)是：依據前述 (36)的基本溫度時的充電特性及低溫時的充電特性 )的 包含 減算 這次 量算 就是 作爲 是依 器（ 値， 量（ 直方 池（ 裝於 筒溫 36 ) 夹。 電池 之間 201217816 的差異，將低溫充電不足量（B)及低溫放電不足I 算出，依據充放電電流測量組件（90 )的測量値將 池（36)的放電量的累計値（D)算出，並將前述 我放電量（SHmax)設定成這次値，將此最大自我 的這次値（SHmax)及在前次的殘容量算出時被算 大自我放電量的前次値（SHm ax 0)之累計値（E) 將前述被算出的容量偏離量（Ft)設定成這次値， 量偏離量的這次値（Ft)及在前次的殘容量算出時 的容量偏離量的前次値（F0)之累計値也就是容量 算量（F)算出，藉由從前述充滿電容量（A)，減 述低溫充電不足量（B)、及前述低溫放電不足量 及前述放電量的累計値（D)、及前述最大自我放 累計値（E)、及前述容量偏離減算量（F)，而算 殘容量（R )。 進一步第7特徵，是前述電池（36)，是被收 狀的電池箱（37)內，前述電池箱（37)，是使冷 設在一方側的壁面的開口（93)被導入並從設在另 的壁面的開口（ 94 )被導出，前述高溫側溫度感 9 1 U )，是被配設於低溫側溫度感測器（9 1 L )的靠 的下流側。 [發明的效果] 依據第1特徵，因爲溫度感測器，是由：在電 預測爲高溫位置被配設的高溫側溫度感測器、及在 L ( C) 前述電 最大自 放電量 出的最 算出， 將此容 被算出 偏離減 算=前 (C)、 電量的 出前述 納於箱 卻風從 一方側 測器（ 冷卻風 池內被 電池內 -8 - 201217816 被配設於被預測爲低溫位置的低溫側溫度感測器所構成， 控制部，是將從由高溫側溫度感測器的輸出被導出的最大 自我放電量減算由低溫側溫度感測器的輸出被導出的最小 自我放電量的値作爲電池的容量偏離量算出，並使容量偏 離量，包含在殘容量的算出時從充滿電容量減算的減算要 素，所以可依據2個溫度感測器的輸出推測檢出電池模組 的容量偏離量，藉由使用此容量偏離量，可提高殘容量的 檢出精度。且，因爲不需要各別在複數單元設置溫度感測 器，所以可以達成電池組件的零件點數的削減及成本的降 低。 依據第2特徵，因爲將容量偏離量設定成這次値，將 此容量偏離量的這次値及在前次的殘容量算出時被算出的 容量偏離量的前次値之累計値也就是容量偏離減算量，在 殘容量的算出時作爲從充滿電容量減算的減算要素使用， 所以藉由將容量偏離量作爲累計値使用，就可以提高電池 殘容量的算出精度。 依據第3特徵，因爲具備可依據低溫側溫度感測器及 高溫側溫度感測器的輸出値、及電池的充電率的値，將最 大自我放電量及最小自我放電量導出的自我放電量圖，所 以藉由使用由實驗等預先被設定的圖，就可容易地將電池 模組的容量偏離量導出。 依據第4特徵，因爲電池，是形成當朝車輛的搭載時 使其頂面及底面朝大致水平定向的大致直方體，高溫側感 測器是被安裝於電池的頂面側，低溫側感測器是被安裝於 -9- 201217816 電池的底面側，所以容易檢出高溫側的電池溫度及低溫側 的電池溫度。 依據第5特徵，因爲低溫側溫度感測器及高溫側溫度 感測器，是各別被安裝於電池的車體前後方向的大致中央 ，且車寬度方向的大致中央，所以各感測器的安裝作業成 爲容易。 依據第6特徵，控制部，是依據電池的基本溫度時的 充電特性及低溫時的充電特性之間的差異，將低溫充電不 足量及低溫放電不足量算出，依據充放電電流測量組件的 測量値將電池的放電量的累計値算出，將最大自我放電量 設定成這次値，將此最大自我放電量的這次値及在前次的 殘容量算出時被算出的最大自我放電量的前次値之累計値 算出，將被算出的容量偏離量設定成這次値，將此容量偏 離量的這次値及在前次的殘容量算出時被算出的容量偏離 量的前次値之累計値也就是容量偏離減算量算出，因爲藉 由從充滿電容量，減算：低溫充電不足量、及低溫放電不 足量、及放電量的累計値、及最大自我放電量的累計値、 及容量偏離減算量，來算出殘容量，所以藉由限定5個減 算要素，就可以進一步提高電池的殘容量的算出精度。 依據第7特徵，因爲電池，是被收納於箱狀的電池箱 內，電池箱，是使冷卻風從設在一方側的壁面的被開口導 入並從設在另一方側的壁面的被開口導出，高溫側溫度感 測器，是被配設於低溫側溫度感測器的靠冷卻風的下流側 ，所以可以更提高溫度檢出的精度。 -10- 201217816 【實施方式】 以下，參照圖面詳細說明本發明的實施例。第1圖， 是搭載了本發明的一實施例的電池殘容量算出裝置的電動 車輛的左側視圖，第2圖是同左前方立體圖。電動車輛1是 具有低底盤踏板的速克達型二輪車，各構成部分是直接或 透過其他的構件間接地被安裝在車體車架F。 在第1圖、第2圖中，車體車架F，是由：前部分也就 是前配管26、及先端是被接合在前配管26且後端是朝下方 延伸的下降車架27、及與下降車架27的下部連結並朝車體 寬度方向左右各別分岐並朝靠近車體後方延伸的一對的底 車架28、及從底車架28朝車體上後方延伸的後車架29所構 成。前配管26，是將轉向軸20可轉動自如地支撐。轉向手 把25是被連結在轉向軸20的上部，將前輪WF支撐的前叉 24是被連結在下部。 由配管所構成的前支撐架50是被結合在前配管26的前 部，在此前支撐架50的前端部，安裝有頭燈51，在頭燈51 的上方設有由托架57所支撐的前載物架19。 在車體車架F中的底車架28及後車架29之間的中間領 域，接合有朝向車體後方延伸的旋轉軸托板30，在此旋轉 軸托板30中，設有在車體寬度方向延伸的旋轉軸軸32，藉 由此旋轉軸軸32使擺動臂22上下可擺動自如地被支撐。在 擺動臂22中’設有作爲車輛驅動源的電動馬達23，馬達23 的輸出是朝後輪車軸21被傳達，使被支撐於後輪車軸21的 -11 - 201217816 後輪WR是被驅動。又，包含後輪車軸21的外殼及後車架 29，是藉由後懸吊33被連結。在停車時將車體支撐的側支 架台31是可轉動地被安裝在旋轉軸托板30的下方延長部分 ，在擺動臂22的下面安裝有主支架台34。 將複數電池單元內藏在電池箱37的高電壓（例如額定 72伏特）的主電池36是被搭載於底車架28。將作爲電池冷 卻風的空氣朝電池箱37內導入的導管64是透過連接管65被 連結在主電池36的前部，且在導管64的上方，透過連接管 66設有空氣清淨器68»空氣清淨器68是設於與前配管26幾 乎相同高度。導管64以及連接管65、66統合稱爲前部連結 管110(第7圖參照）。 在電池箱37的後部連結有導管（以下，稱爲「後部連 結管」）69，此後部連結管69的後部，是與送風手段也就 是冷卻風扇70連結。冷卻風扇70，是從底車架28沿著朝傾 斜上後方延伸的後車架29被配置。冷卻風扇70，較佳是多 翼風扇，使可以通過前部連結管110和後部連結管69使朝 電池箱37內將被送風的空氣的流動方向反轉的方式可將旋 轉方向反轉地構成。 在後車架29上設有受電側連接器78，其可以結合從將 主電池3 6充電的外部的充電器延伸的充電纜線連接的供電 側連接器（後述）。在後車架29中，進一步設有後載體59 和尾燈5 2。 左右一對的後車架29之間是設有置物室38，在從此置 物室38朝下部突出的置物室底部38a中，收容有由主電池 -12- 201217816 36被充電的低電壓（例如額定12伏特）的副電池40。在置 物室38上，設有兼用置物室38的蓋的駕駿者坐墊39。 車體車架F’是由合成樹脂製的車體蓋覆蓋。車體蓋 ，是具備手把蓋56、前蓋42、腳護罩43、低底盤踏板44、 踏板側蓋45、底蓋46、坐墊下前部蓋47、側蓋48、及後蓋 49 ° 前蓋42，是將前配管26和前支撐架50等從前方覆蓋。 腳護罩43是與前蓋42連接，並被配置位於坐在駕駛者坐墊 39的駕駛者的腳部的前方，在前配管26、前部連結管110 之中，將導管64及連接管66從駕駛者坐墊39側覆蓋。低底 盤踏板44是與腳護罩43的下部連接，踏板側蓋45是與低底 盤踏板44連結。低底盤踏板44是將電池箱37從上方覆蓋， 踏板側蓋45是將底車架28及電池箱37從車體左右側覆蓋。 底蓋46是橫跨左右的踏板側蓋45的下緣之間。坐墊下 前部蓋47是將置物室38從前方覆蓋的方式從低底盤踏板44 的後端立起。左右一對的側蓋48是將置物室38從左右覆蓋 的方式與前述坐墊下前部蓋47的兩側連結。後蓋49是將後 輪WR從上方覆蓋地與側蓋48連結。 第3圖，是顯示電動車輛1的主要部分的主要部分立體 圖。在第3圖中，如第2圖所示的坐墊下前部蓋47是被取下 。在將坐墊下前部蓋47取下的電動車輛1的內部中’可看 見冷卻風扇70和置物室38。置物室38 ’是藉由與被架設於 後車架29、29之間的副車架35被接合的支撐架35a、35b被 支撐。冷卻風扇70，是位於朝車體的右側偏倚的位置，並 -13- 201217816 將風扇排氣口 4 1朝向車體的左側。冷卻風扇70，是由3根 螺栓53被固定在將馬達23驅動用的動力驅動組件（PDU ) 的箱71a。 第4圖，是電動車輛的電氣系統圖。PDU71是包含控 制組件（ECU) 。PDU71是透過保險絲72及第1繼電器開關 73與主電池36的+側端子連接。在第1繼電器開關73中由第 2繼電器開關74及電阻76所構成的串聯電路是被並列地連 接。主電池36及副電池40，是可以藉由充電器75從外部電 源PS被供給的電力進行充電。充電器75是具備供電側連接 器77，且可與設於車輛的受電側連接器78連接。受電側連 接器78是與DC-DC轉換器79連接。 DC-DC轉換器79，具備：被插入與受電側連接器78連[Technical Field] The present invention relates to a battery residual capacity calculation device, and more particularly to a battery residual capacity calculation device that can more accurately calculate the residual capacity of a secondary battery. [Prior Art] Conventionally, various parameters have been considered in order to improve the calculation accuracy of the residual capacity (charging capacity) of the secondary battery. In Patent Document 1, the self-discharge amount of the secondary battery is estimated based on the temperature of the secondary battery detected by the temperature sensor, and the self-discharge amount is reduced from the charging capacity at the time of full charge, thereby improving the residual amount. A battery residual capacity calculation device of a method for calculating the capacity is disclosed. [PRIOR ART DOCUMENT] [Patent Document 1] Japanese Laid-Open Patent Publication No. 2004-191151 (Problems to be Solved by the Invention) However, a secondary battery to be mounted as a power source of an electric motorcycle or the like ( Hereinafter, also referred to as a battery, since a high voltage is required, a module structure in which a plurality of units are combined is generally provided. In a battery having such a module structure, there is a possibility that the temperature of each unit differs depending on the position in the battery. For example, if the self-discharge amount of each unit is estimated to be -5, 2012,178, 16, the temperature sensor of the same number as the number of cells is required, which may cause difficulty in sensor configuration and increase in cost. . Further, the technique of Patent Document 1 estimates the magnitude of the self-discharge amount and the difference in the self-discharge amount of each unit by measuring the internal temperature, the surface temperature, or the ambient temperature of one secondary battery, in other words, The "capacity deviation" of each unit has not been considered. An object of the present invention is to solve the above problems of the prior art, and to provide a battery residual capacity calculating device which can calculate a residual amount with higher accuracy in consideration of a difference in self-discharge amount due to a difference in temperature of cells in a battery. (Means for Solving the Problem) In order to achieve the above object, a first aspect of the present invention provides a battery residual capacity calculation device having a predetermined position of a battery (36) in which a plurality of units (2a) are combined. The temperature sensor (9 1 U, 9 1 L ) for temperature, and the residual capacity of the battery (36) are calculated by subtracting the complex subtraction factor from the full charge capacity (A) of the battery (36) (R) The control unit (200) is characterized in that the temperature sensor (9 1 U, 9 1 L ) is disposed in the battery (36) on a high temperature side predicted to be a high temperature position. a temperature sensor (9 1 U ) and a low temperature side temperature sensor (9 1 L ) disposed in the battery (36) to be predicted to be a low temperature position, the control unit (200), The minimum self-discharge amount (SHmax) derived from the output of the aforementioned high temperature side temperature sensor (91U) is subtracted from the output of the aforementioned low temperature side temperature sensor (9 1 L ) to be minimized -6 - 201217816 The enthalpy of the self-discharge amount (SHmin) is calculated as the battery (36 capacity deviation amount (Ft)), and The capacity deviation amount (Ft) is a subtraction factor from the full charge capacity (A) when the residual capacity (R) is calculated. The second feature is that the capacity shift amount (Ft) is set to 値' The 値(Ft) of the capacity deviation amount and the cumulative 値(F0) of the capacity deviation amount calculated at the time of the previous disability are also the capacity deviation from the reduction amount (F), and the residual capacity (R) In the calculation, the subtraction factor subtracted from the full charge capacity (A) is used. The third feature is a self-discharge amount map (2 06 m ) according to the low temperature side temperature sensor (9 1 L ) and the high temperature side. The output 値 of the temperature sensing 91U) and the charging rate (SOC) of the battery (36) are derived from the maximum self-discharge amount (SHmax) and the minimum self-discharge SHmin. The fourth feature 'is the battery (36), which is a substantially high-temperature side sensor (9 1 U) that has a top surface and a bottom surface that are oriented substantially horizontally when mounted on a vehicle. The low temperature side sensor (9 1 L ) is mounted on the top surface side of the battery (36). Further, the fifth feature is that the low temperature side temperature sensor (9丨L) and the side temperature sensor (9 1 U) are respectively attached to the battery (the vehicle body is substantially at the center in the front-rear direction, and the vehicle In the approximate width direction, the sixth feature 'is that the control unit (200) is based on the charging characteristic at the basic temperature of the above (36) and the charging characteristic at the low temperature, and includes the subtraction.値, the amount (the square pool (installed in the barrel temperature 36) clip. The difference between the battery between 201217816, the low temperature charge shortage (B) and low temperature discharge I calculated, according to the charge and discharge current measurement component (90) measurement 値The cumulative enthalpy (D) of the discharge amount of the pool (36) is calculated, and the above-described discharge amount (SHmax) is set to this time 値, and this 値 (SHmax) of the maximum self and the previous residual capacity are calculated. The cumulative 値(E) of the previous 値(SHm ax 0) of the large self-discharge amount is set to the above-mentioned calculated capacity deviation amount (Ft) to this time 値, the amount of deviation 的(Ft) and the previous disability The previous 値 (F0) of the capacity deviation amount at the time of capacity calculation The cumulative enthalpy is calculated by the capacity calculation (F), and the low-temperature charge shortage amount (B), the low-temperature discharge shortage amount, and the cumulative amount of the discharge amount (D) are subtracted from the full charge capacity (A). And the maximum self-discharge accumulation (E) and the capacity deviation reduction amount (F), and the residual capacity (R). Further, the seventh feature is that the battery (36) is a battery box that is received ( In the above-mentioned battery case (37), the opening (93) for cooling the wall surface provided on one side is introduced and is led out from the opening (94) provided on the other wall surface, and the temperature feeling of the high temperature side is 9 1 U. The effect is based on the first feature, because the temperature sensor is: The high-temperature side temperature sensor is equipped with the maximum calculation of the maximum self-discharge amount of L ( C), and the capacitance is calculated as the deviation from the subtraction = before (C), and the amount of electricity is discharged from the box. One side detector (the cooling air tank is inside the battery -8 - 201217816 is assigned to be predicted to be The low temperature side temperature sensor of the temperature position is configured, and the control unit is a minimum self-discharge derived from the output of the low temperature side temperature sensor by subtracting the maximum self discharge amount derived from the output of the high temperature side temperature sensor. The amount of 値 is calculated as the amount of displacement of the battery, and the amount of capacity deviation is included in the calculation of the residual capacity from the full-capacity reduction factor. Therefore, the battery module can be estimated based on the output of the two temperature sensors. By using the capacity deviation amount, the detection accuracy of the residual capacity can be improved. Moreover, since it is not necessary to separately provide the temperature sensor in the plurality of cells, the number of parts of the battery module can be reduced. The cost is reduced. According to the second feature, since the capacity deviation amount is set to this time 値, the current 値 of the capacity deviation amount and the previous 値 of the capacity deviation amount calculated at the time of the previous residual capacity calculation are the capacity deviation subtraction. Since the amount is used as the subtraction factor from the full charge capacity calculation in the calculation of the residual capacity, the calculation accuracy of the battery residual capacity can be improved by using the capacity deviation amount as the cumulative value. According to the third feature, since the output of the low temperature side temperature sensor and the high temperature side temperature sensor and the charging rate of the battery are provided, the self-discharge amount map derived from the maximum self-discharge amount and the minimum self-discharge amount is provided. Therefore, the capacity deviation amount of the battery module can be easily derived by using a map set in advance by experiments or the like. According to the fourth feature, the battery is formed in a substantially rectangular shape in which the top surface and the bottom surface of the battery are oriented substantially horizontally when mounted on the vehicle, and the high temperature side sensor is mounted on the top surface side of the battery, and the low temperature side sensing is performed. The device is mounted on the bottom side of the -9-201217816 battery, so it is easy to detect the battery temperature on the high temperature side and the battery temperature on the low temperature side. According to the fifth aspect, the low temperature side temperature sensor and the high temperature side temperature sensor are substantially centered in the front-rear direction of the vehicle body attached to the battery, and are substantially at the center in the vehicle width direction, so the sensors are Installation work becomes easy. According to the sixth aspect, the control unit calculates the low-temperature charge shortage amount and the low-temperature discharge shortage amount based on the difference between the charging characteristics at the basic temperature of the battery and the charging characteristics at a low temperature, and measures the measurement according to the charge/discharge current measuring unit. When the cumulative amount of discharge of the battery is calculated, the maximum self-discharge amount is set to this time, and the maximum self-discharge amount of the current self-discharge amount and the maximum self-discharge amount calculated when the previous residual capacity is calculated are the last time. In the cumulative 値 calculation, the calculated capacity deviation amount is set to this time 値, and the current 値 of the capacity deviation amount and the previous 値 of the capacity deviation amount calculated at the previous residual capacity calculation is the capacity deviation. The calculation of the amount of reduction is calculated by subtracting the amount of low-temperature charge, the amount of low-temperature discharge, and the cumulative amount of discharge, the cumulative 最大 of the maximum self-discharge, and the amount of subtraction from the full charge capacity. Since the capacity is limited, the calculation accuracy of the residual capacity of the battery can be further improved by limiting the five subtraction factors. According to the seventh aspect, the battery is housed in a box-shaped battery case, and the battery case is such that the cooling air is introduced from the opening provided on one of the wall surfaces and is led out from the opening provided on the other side wall surface. The high temperature side temperature sensor is disposed on the downstream side of the cooling air disposed on the low temperature side temperature sensor, so that the accuracy of temperature detection can be further improved. -10-201217816 [Embodiment] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Fig. 1 is a left side view of an electric vehicle equipped with a battery residual capacity calculation device according to an embodiment of the present invention, and Fig. 2 is a left front perspective view. The electric vehicle 1 is a scooter type two-wheeled vehicle having a low chassis pedal, and each component is directly attached to the vehicle body frame F directly or through other members. In the first and second figures, the vehicle body frame F is composed of a front portion, that is, a front pipe 26, and a lower end, a lower frame that is joined to the front pipe 26 and whose rear end is downwardly extended, and a pair of bottom frames 28 that are coupled to the lower portion of the down frame 27 and that are branched to the right and left in the width direction of the vehicle body, and that extend toward the rear of the vehicle body, and a rear frame that extends from the bottom frame 28 toward the rear of the vehicle body 29 constitutes. The front pipe 26 is rotatably supported by the steering shaft 20. The steering hand 25 is coupled to the upper portion of the steering shaft 20, and the front fork 24 supporting the front wheel WF is coupled to the lower portion. The front support frame 50 composed of a pipe is coupled to the front portion of the front pipe 26. At the front end portion of the front support frame 50, a headlight 51 is attached, and above the headlight 51, a bracket 57 is supported. Front carrier 19. In a middle area between the bottom frame 28 and the rear frame 29 in the body frame F, a rotating shaft plate 30 extending toward the rear of the vehicle body is engaged, and the rotating shaft plate 30 is provided in the vehicle. The rotating shaft shaft 32 extending in the width direction of the body is configured such that the swing arm 22 is swingably supported up and down by the rotating shaft shaft 32. An electric motor 23 as a vehicle drive source is provided in the swing arm 22, and the output of the motor 23 is transmitted to the rear wheel axle 21 so that the rear wheel WR supported by the rear axle 21 is driven. Further, the outer casing including the rear axle 21 and the rear frame 29 are coupled by the rear suspension 33. The side stand 31 supporting the vehicle body during parking is rotatably attached to the lower extension of the rotary shaft plate 30, and the main stand 34 is attached to the lower surface of the swing arm 22. A main battery 36 in which a plurality of battery cells are housed in a high voltage (e.g., rated at 72 volts) of the battery case 37 is mounted on the undercarriage 28. A duct 64 that introduces air as a battery cooling air into the battery case 37 is connected to the front portion of the main battery 36 through the connecting pipe 65, and above the duct 64, an air cleaner 68»air is provided through the connecting pipe 66. The cleaner 68 is provided at almost the same height as the front pipe 26. The duct 64 and the connecting pipes 65, 66 are collectively referred to as a front connecting pipe 110 (refer to Fig. 7). A duct (hereinafter referred to as a "rear connecting duct") 69 is connected to the rear portion of the battery case 37, and the rear portion of the rear connecting tube 69 is connected to the air blowing means, that is, the cooling fan 70. The cooling fan 70 is disposed from the bottom frame 28 along the rear frame 29 that extends obliquely upward and rearward. The cooling fan 70 is preferably a multi-blade fan, and the rotation direction can be reversed so that the flow direction of the air to be blown into the battery case 37 can be reversed by the front connecting pipe 110 and the rear connecting pipe 69. . The rear frame 29 is provided with a power receiving side connector 78 which can be connected to a power supply side connector (described later) connected to a charging cable extending from an external charger for charging the main battery 36. In the rear frame 29, a rear carrier 59 and a tail light 52 are further provided. A pair of left and right rear frames 29 are provided with a storage compartment 38, and a low voltage (for example, rated) charged by the main battery-12-201217816 36 is accommodated in the storage compartment bottom 38a protruding from the storage compartment 38 toward the lower portion. 12 volts of secondary battery 40. In the compartment 38, a driver's seat cushion 39 that also serves as a cover for the storage compartment 38 is provided. The body frame F' is covered by a body cover made of synthetic resin. The vehicle body cover is provided with a handle cover 56, a front cover 42, a foot guard 43, a low chassis pedal 44, a pedal side cover 45, a bottom cover 46, a seat cushion lower front cover 47, a side cover 48, and a rear cover 49°. The front cover 42 covers the front pipe 26, the front support frame 50, and the like from the front. The foot guard 43 is connected to the front cover 42 and disposed in front of the driver's foot sitting on the driver's seat cushion 39. Among the front piping 26 and the front connecting pipe 110, the duct 64 and the connecting pipe 66 are disposed. Covered from the side of the driver's seat 39. The lower chassis pedal 44 is coupled to the lower portion of the foot guard 43, and the pedal side cover 45 is coupled to the low chassis pedal 44. The lower chassis pedal 44 covers the battery case 37 from above, and the pedal side cover 45 covers the bottom frame 28 and the battery case 37 from the left and right sides of the vehicle body. The bottom cover 46 is spanned between the lower edges of the left and right pedal side covers 45. Under the seat cushion The front cover 47 is raised from the rear end of the lower chassis pedal 44 so as to cover the storage compartment 38 from the front. The pair of left and right side covers 48 are connected to both sides of the seat cushion lower front cover 47 so as to cover the storage compartment 38 from the left and right. The rear cover 49 is coupled to the side cover 48 by covering the rear wheel WR from above. Fig. 3 is a perspective view showing a main part of a main part of the electric vehicle 1. In Fig. 3, the seat cushion lower front cover 47 as shown in Fig. 2 is removed. The cooling fan 70 and the storage compartment 38 are visible in the interior of the electric vehicle 1 from which the seat lower front cover 47 is removed. The storage compartment 38' is supported by the support frames 35a, 35b joined to the sub-frame 35 that is mounted between the rear frames 29, 29. The cooling fan 70 is located at a position that is biased toward the right side of the vehicle body, and -13-201217816 faces the fan exhaust port 4 1 toward the left side of the vehicle body. The cooling fan 70 is a tank 71a that is fixed to a power drive unit (PDU) for driving the motor 23 by three bolts 53. Figure 4 is an electrical system diagram of an electric vehicle. The PDU 71 is a control unit (ECU). The PDU 71 is connected to the + side terminal of the main battery 36 via the fuse 72 and the first relay switch 73. In the first relay switch 73, a series circuit composed of the second relay switch 74 and the resistor 76 is connected in parallel. The main battery 36 and the sub-battery 40 are electrically chargeable by the charger 75 from the external power source PS. The charger 75 is provided with a power supply side connector 77 and is connectable to a power receiving side connector 78 provided in the vehicle. The power receiving side connector 78 is connected to the DC-DC converter 79. The DC-DC converter 79 is provided to be connected to the power receiving side connector 78
接的一對的線LI、L2的一方L1的電場效果型晶體管（FET )80、及爲了將來自充電器75的電壓降下至低電壓（例如 12伏特）而與線LI、L2連接的電壓降下電路81。線L1、 L2，是爲了由高電壓的充電電流將主電池36充電，而透過 :由第2繼電器開關74(預充電接頭）及電阻76構成的串 聯電路、及第1繼電器開關73 (主接頭）的並列電路與主 電池36連接。電壓降下電路81的輸出側是與副電池40連接 〇 再被內藏在PDU71的ECU中，副電池40是透過主開關 8 2被連接，控制用電力是從副電池4 0被供給。副電池4 0也 是透過主開關82與電池管理組件（BMU) 83連接，BMU83 是具有指示第1繼電器開關73及第2繼電器開關74的通斷（ -14- 201217816 ON/OFF )的功能。 動作時，將主開關82成爲導通（ON)的話，BMU83 是將第2繼電器開關74作爲導通（ON)從主電池36透過第 2繼電器開關74、電阻76及保險絲72將電流朝PDU71流動 ’其後’將第1繼電器開關73成爲導通（ON )。如此，將 第2繼電器開關74朝導通（on)之後將第1繼電器開關73 成爲導通（ON)，是爲了防止朝被設在PDU71的電容器的 突入電流會流動至第1繼電器開關73。 又’第1繼電器開關73、第2繼電器開關74及BMU83, 可以與主電池3 6—起被收納在電池箱37。 第5圖是顯示主電池的構成的從車體左前方的立體圖 ’第6圖是構成主電池的模組的分解立體圖。在第5圖、第 6圖中，符號FR，是顯示車體前方方向，符號L是顯示車體 左方向。主電池36，具備朝車體前後方向被並列配置的3 個電池模組2。但是，在第6圖中，顯示3個模組之中的1個 。各電池模組2，是由：被配置於上下2段且在車體寬度方 向隔有預定的間隙並列設置的複數（在此爲1 5組）電池單 元2 a所構成的單元組件3、及對於單元組件3車體朝前後方 向各別被配置的前壁4及後壁5、及被配置於前壁4的前方 的蓋6所構成。在前壁4及後壁5中，在高度方向中央部設 有各別朝車寬度方向延伸的肋4a、5a。 在單元組件3的上面，設有上壁7，其是在車體寬度方 向隔有預定間隔地被配置，具有朝車體前後方向延伸的補 強肋7a。在上壁7的各補強肋7a之間形成有車體前後方向 -15- 201217816 較長的槽7b。在單元組件3的下面，設有具有與上壁7同 的形狀的下壁（只有圖示補強肋7a)。進一步，單元組 3，是具有被配置於車體寬度方向兩側的側壁8。 各電池單元（以下，也只稱爲單元）2a，是具備朝 車體前方被配列的電極D，在各電池單元的2個電極D之 設有內壓開放閥9。在前壁4的相面對於內壓開放閥9的 置設有呈上下2段橫跨並朝車體寬度方向水平延伸的電 液導引路10，此電解液導引路10是與朝上下方向延伸的 解液排出管11連通地連接。此電解液排出管11是被集約 置在車體寬度方向的一方側（此例爲左側），使維修容 〇 在蓋6的車寬度方向兩端下部各別形成有凸部6a、 。此兩端的凸部6a、6a之間的空間領域12，是當主電池 被收容於電池箱37時在與電池箱37的底部之間不接觸的 分。因此，在被收容於電池箱37的狀態下，此空間領域 ，是在主電池36的下面及電池箱37之間形成朝車體前後 向貫通的間隙。 相鄰接的電池模組2之間雖形成有間隙1 3，但是此 隙13是藉由前述肋4a、5a呈上下2被分割。因此，藉由 4a、5 a呈上下2個部分被分割的間隙13的各部分之間的 氣的流通被阻止。因此，在主電池36的下部及上部之間 空氣不會流動於間隙13，而是通過前述槽7b流通。 各電池模組2的側壁8之中，在車體左側的側壁8設 陽極連接端子14、陰極連接端子I5、陽極纜線16、陰極 樣 件 向 間 位 解 電 配 易 6 a 36 部 12 方 間 肋 空 有 纜 -16- 201217816 線17、電壓、溫度監視基板18、及通訊連接器67。陽極纜 線16及陰極纜線17，是由被固定於側壁8的纜線導引84、 8 5被保持。 電池，是將被並列連接的3個的模組作爲1組，使各組 串聯連接而獲得預定的電池電壓（例如72伏特）。藉由箭 頭86意示電池單元的連接線。此連接線86的一端是與陽極 連接端子14連接，另一端是與陰極連接端子15連接。 如第5圖所示，陽極纜線16的端部，是與3個電池模組 2之中的車體前方側者的陽極連接端子14連接，陰極纜線 17的先端，是與3個電池模組2之中的車體後方側者的陰極 連接端子15連接。且，車體前方側的電池模組2的陰極連 接端子15，是與相鄰接的中央電池模組2的陽極連接端子 14連接，中央電池模組2的陰極連接端子15，是與車體後 方側的電池模組2的陽極連接端子14連接。即，各電池模 組2是串聯地被連接。 3個電池模組2的電壓、溫度監視基板1 8，是藉由彎曲 被配線的線束87使彼此連接。在車體後方側電池模組2的 上壁7的車體右側中設有進行充放電管理的均等化組件88 ，從均等化組件88延伸的線束89，是與電壓、溫度監視基 板18連接。在均等化組件88中，設定電流測量基準的分路 基板及保險絲被一體化的充放電電流測量組件90是被併設 〇 被樹脂壓模的電壓、溫度監視基板1 8，是監視各電池 模組的電壓及溫度。具體的溫度檢出，是藉由各別被配置 -17- 201217816 在各電池模組2上下的上部（高溫側）溫度感測器9 1 U及下 部（低溫側）溫度感測器9 1 L進行。兩溫度感測器9 1 U、 91L，是爲了不受到空氣流的直接影響，而在上壁7及下壁 (無圖示）的車寬度方向中央，遠離前述槽7b地設置較佳 。兩溫度感測器9 1 U、9 1 L，是設在各電池模組2，並各代 表該電池模組2的上部領域及下部領域的溫度。且，由各 別設於上部領域及下部領域的2個溫度感測器9 1 U、9 1 L所 產生的檢出値的平均可以代表主電池36的上部及下部的溫 度。 又，高溫側溫度感測器9 1 U，是在電池內被配設於被 預測成爲最高溫的位置，一方的低溫側溫度感測器9 1 L， 是在電池內被配設於被預測成爲最低溫的位置較佳。 又，溫度感測器91U、91L的配置不限定於此，電池箱 3 7內中的上部領域及下部領域中的各溫度是可以個別測量 即可。因此，溫度感測器9 1 U、9 1 L，不限定於各別設在3 個電池模組2，例如，可以在上部領域及下部領域各1個地 配設在車體前後方向中央且車寬度方向中央的位置。 第7圖，是顯示被收容於電池箱37的狀態的主電池36 的側面剖面圖。在第7圖中，電池箱37，是由箱前板37f、 箱後板37r、箱上板37u、箱底板37b、及箱側板37s所構成 ，形成收容電池模組2的空間。在車體前方側的電池模組2 中由點線顯示電池單元92的外形。在餘下的2個電池模組2 ，也同樣地電池單元9 2是被配置於上下2段。 在電池箱37的車體前方側的壁（箱前板）37f中，形 -18- 201217816 成有開口（吸氣口）93，其是將連接管65連接，使空氣可 在連接管65及電池箱37內流通。另一方面，在電池箱37的 車體後方側的壁（箱後板）3 7r中形成有開口（排氣口） 94，其是使空氣可在後部連結管69及電池箱37內流通》 在箱前板37f的內面，且在吸氣口 93上方，設有朝車 寬度方向延伸的肋37a，將在箱前板37f及車體前方側電池 模組2的蓋6之間形成的間隙由此肋3 7 a被上下2分割。另一 方面，在箱後板37r也同樣地，在排氣口 94下方，設有朝 車寬度方向延伸的肋37c，在由箱後板37r及車體後方側電 池模組2的後壁5之間形成的間隙由此肋37c被上下2分割。 由冷卻風扇70的旋轉所產生的冷卻風的通路，是由空 氣清淨器68、前部連結管110、電池箱37、及後部連結管 69所構成。 冷卻風扇70，是藉由後述的溫度條件及電動車輛1的 行走狀態（例如行走速度）進行驅動開始、驅動停止。且 ’冷卻風扇70若旋轉的話’空氣是從空氣清淨器68被吸入 ，該空氣，是通過前部連結管110從吸氣口 93朝電池箱37 內被導入。朝電池箱37內被導入的空氣因爲是藉由肋37a 被阻止朝上方流動，所以沿著箭頭A 1朝下方被導引，通過 藉由前述凸部6a形成的領域（間隙）1 2繞過電池模組2的 下部12a。且’如箭頭A2〜A4所示，通過電池單元92之間 ，穿過槽7b至電池箱37的上部空間37d。流入上部空間37d 的空氣因爲是藉由肋37c ’被阻止朝下方流動，所以從排 氣口 94流入後部連結管69，由冷卻風扇70被排氣。 -19- 201217816 在此，在二次電池中，被儲存的電量的隨著時間的經 過漸漸地減少的自我放電的程度會變大，進一步，具有由 複數單元所構成的模組構造的情況時，各單元的自我放電 量的差會成爲問題。具體而言，由各單元的自我放電量的 差所起因的各單元的殘容量差若發生的情況時，會配合自 我放電量較小的單元放電，而具有使自我放電量較大的單 元過放電的可能性。爲了防止此問題，有需要配合自我放 電量較大的單元實行放電控制，但是爲了實行這種放電控 制’是考慮各單元的自我放電量的差來算出模組整體的殘 容量較佳。本實施例的特徵，是只要依據前述的上部（高 溫側）溫度感測器9 1 U及下部（低溫側）溫度感測器9 1 L的 輸出値，就可以推測檢出該自我放電量的差。 第8圖’是顯示本實施例的電池殘容量算出裝置的構 成的方塊圖。被包含於電池殘容量算出裝置的控制部200 的電池殘容量算出手段201，是依據從充滿電狀態檢出手 段202、放電量檢出手段203、低溫充電不足量檢出手段 2〇4、低溫放電不足量檢出手段205、容量偏離量算出手段 2〇6被輸入的各資訊，檢出主電池36的殘容量（充電容量 )° 充滿電狀態檢出手段2 02，是依據將主電池36的電壓 檢出的電池電壓感測器202a的檢出値有到達預定電壓（例 如72V)來檢出充滿電狀態。且，放電量檢出手段2〇3，是 依據充放電電流測量組件90的檢出値，將來自充滿電狀態 的電流累計値算出並將放電量檢出。 -20- 201217816 在低溫充電不足量檢出手段204及低溫放電不足量檢 出手段205中，低溫側的下部溫度感測器9 1 L的輸出是各別 被輸入。且，在容量偏離量算出手段206中，上部溫度感 測器91 U及下部溫度感測器911^的輸出是各別被輸入。 在此，鋰離子電池等的二次電池，若電池的溫度爲標 準溫度（例如2 5 °C )的話，即使到達預定電壓（例如1單 元2.8V)而使充電容量成爲100%的情況，電池的溫度仍是 比標準溫度更低的話，雖到達此預定電壓，充電容量仍未 到達100%，即，具有充電不足（例如，只有80%被充電） 的性質。低溫充電不足量檢出手段204，是使用由實驗等 預先決定的充電特性圖m，就可以將此低溫時中的充電量 的不足量導出。 且二次電池，即使電池的溫度爲標準溫度（例如25 °C )的話充電容量可以1 00 %放電的情況，若電池的溫度是比 標準溫度更低的話，放電量不會到達1 00%，即，具有放電 不足（例如只80%放電）的性質。低溫放電不足量檢出手 段205，是使用由實驗等預先決定的充電特性圖m，就可以 將此低溫時中的放電量的不足量導出。 進一步，在容量偏離量算出手段206中，包含自我放 電量算出手段207及自我放電量圖206m。在由實驗等預先 決定的自我放電量圖20 6m中，電池溫度及電池充電率、及 自我放電量的關係是被限定。 二次電池，即使在未使用的放置狀態下也會藉由自我 放電而使殘容量減少，該自我放電量的大小，已知依據電 -21 - 201217816 池的溫度及電池充電率（SOC: state of charge)。自我放 電量算出手段207，是依據自我放電量圖206m，各別導出 :由上部溫度感測器91U的輸出所產生的高溫側單元的最 大自我放電量SHmax、及依據下部溫度感測器91 L的輸出 的低溫側單元的最小自我放電量SHmin。自我放電量，是 高溫時比低溫時大，從高溫側單元的最大自我放電量 SHmax將低溫側單元的最小自我放電量SHmin減算的話， 就可求得起因於單元的溫度差的容量偏離量的現在値（這 次値）。 電池中的容量偏離，是例如，將相同充電容量的單元 A及B連接時，藉由自我放電量的個體差異，而隨著時間的 經過使單元A及單元B的充電容量（殘容量）發生的差異。 將容量偏離發生的電池模組放電的話，主電池3 6的過放電 防止電路是配合自我放電量較大的單元而作動，自我放電 量較小的單元的放電會還未被充分放電就被停止。另一方 面，將容量偏離發生的電池充電的話，自我放電量較大的 單元會先到達預定電壓而使過充電防止電路作動，另一方 的單元的充電會未被充分進行就被停止的問題會發生》 在此，均等化處理手段208，爲了修復由自我放電量 的差以發生的容量偏離，而對於主電池3 6的各單元由預定 的周期實行均等化處理。在主電池3 6的各單元中，組入可 進行此處理的均等化處理電路。 被組入各單元的均等化處理電路，是例如，藉由在放 電末期禁止將電壓較低的單元分流放電，且在充電末期將 -22- 201217816 電壓的較高的單元分流只有電壓較低的單元充電，來實質 修正容量偏離。又，在均等化處理中因爲需要某程度的時 間，例如，每充電1 0 0次實行1次等的周期。本發明的電池 殘容量算出裝置，是直到下次的均等化處理被實行爲止之 間，也可藉由推測檢出容量偏離量來提高電池殘容量的算 出精度。 在第9圖中，顯示被包含於容量偏離量算出手段206的 自我放電量圖206m的槪要。如前述，自我放電量，是依據 電池的溫度及電池充電率。在此圖中，SOC雖只有顯示 1 0 0 %、7 5 %、5 0 %時的圖表，但是設定更細的例如1 %刻度 的圖表也可以。在此圖的例中，在對應SOC75 %的曲線， 對應高溫側溫度感測器91 U的輸出値（Tmax )的自我放電 量是作爲最大自我放電量SHmax被導出，且，對應低溫側 溫度感測器91L的輸出値（Tmin)的自我放電量是作爲最 小自我放電量SHmin被導出。且，從最大自我放電量 SHmax減少最小自我放電量SHmin者，是被適用作爲容量 偏離量的這次値Ft。 第1 0圖，是將由電池殘容量算出手段2 0 1 (第8圖參照 )所產生的電池殘容量的算出方法圖式化者。如圖示，A :充滿電容量，B:低溫充電不足量，C:低溫放電不足量 ，D:放電量的累計値，E:自我放電量的累計値，F:容 量偏離‘減算量時，電池殘容量R，可以藉由A-( B + C + D + E + F )的式表示。gp，算出殘容量R時，B〜F的各 値，是成爲對於充滿電容量的A的減算要素。 -23- 201217816 圖示上側（a)的圖表，是顯示基本溫度（251 的充電特性（實線）及低溫時的充電特性（虛線）之 差的「充電特性圖」（第8圖所示的充電特性圖m)。 模組的各單元的電壓，是藉由過充電防止電路及過放 止電路，使縮小至對應充滿電狀態的預定電壓V2 ( 2.8V)及對應放電上限的預定電壓VI (例如1.8V)之 方式被設定。 但是即使單元電壓是相同預定電壓V2的情況，若 溫度是基本溫度的話，直到被充電至電池容量al ( 100%)爲止處，在電池溫度較低的情況中，只會被充 電池容量a2 (例如80% )爲止。此充電容量的差，是 於低溫充電不足量B。 且即使電池單元電壓同樣爲預定電壓VI的情況， 池溫度是基本溫度的話，直到電池容量被放電至a4( 0% )爲止處，在電池溫度較低的情況中，電池容量只 放電至a3 (例如2 0% )爲止。此充電容量的差，是相 低溫放電不足量.C。 圖示下側（b )的圖表，是顯示基本溫度（25 °C 的充電特性（實線）及容量偏離發生的情況的充電特 間的差的「容量偏離特性圖」。參照圖表的話’即使 單元電壓是相同預定電壓V2的情況’若電池溫度是基 度的話，直到電池容量被充電至a5 (例如1 〇〇% )爲止 若容量偏離發生的情況時’電池容量只會被充電至a6 如8 0 % )爲止。 )中 間的 電池 電防 例如 間的 電池 例如 電至 相當 若電 例如 會被 當於 )中 性之 電池 本溫 處， (例 -24- 201217816 此充電容量的差，是相當於容量偏離減算量F，容量 偏離減算量F，是成爲將容量偏離量的這次値Ft、及在前 次的殘容量算出時被算出的容量偏離量的前次値F〇合算的 値。如第9圖所示的自我放電量圖2 〇6m，是將此容量偏離 量的這次値Ft導出者。 第11圖，是顯示車輛停止中的電池殘容量算出處理的 程序的流程圖》在步驟S1中，從控制部200內的記憶體’ 各別讀入：低溫充電不足量B、低溫放電不足量C、放電量 的累計値D、充滿電容量A、最大自我放電量的累計値的 前次値E0、容量偏離量的累計値的前次値F0。又，「前次 値」，是指在前次的殘容量算出時被算出的値’且’充滿 電容量A是預先決定的固定値。 在步驟S2中，藉由上部（高溫側）溫度感測器91 U及 下部（低溫側）溫度感測器9 1 L ’使電池3 6的頂面側及底 面側的2處的溫度被檢出。在步驟S3中，電池殘容量R被算 出。電池殘容量R，是如第圖所示，藉由從充滿電容量A ，減算：低溫充電不足量B、及低溫放電不足量C、及放電 量的累計値D、及最大自我放電量的累計値E、及容量偏離 減算量F而被算出。 接著，在步驟S4中’ SOC (電池充電率），是藉由 SOC =殘容量的前次値R〇 +充滿電時容量AxlOO的算式被算 出。接著在步驟S5中’使在高溫側單元溫度爲+2 °C的値（ 例如52°C )及被算出的S〇C (例如75% )的値各別適用第9 圖的自我放電量圖m’使最大自我放電量的這次値SHm ax -25- 201217816 被導出。在此，使用低溫側單元溫度+2 °C的値，是爲了容 許溫度檢出誤差。 在步驟S6中，最大自我放電量的累計値E，是藉由E = 最大自我放電量的累計値的前次値E0 +最大自我放電量的 這次値SHmax的算式被算出。 在步驟S7中，將低溫側單元溫度-2t的値（例如38°C )及被算出的SOC的値各別適用如第9圖所示的自我放電 量圖m，使最小自我放電量SHmin被導出。在此，使用低 溫側單元溫度·2 °C的値，是與高溫側容許同樣爲了溫度檢 出誤差。接著在步驟S8中，容量偏離量的累計値FS，是藉 由FS =容量偏離量的累計値之前次値FS0+ (最大自我放電 量的這次値SHmax-最小自我放電量SHmin)的算式被算出 ，朝步驟S9前進。 且在步驟S9中’將這次被算出的電池殘容量R、最大 自我放電量的累計値E及容量偏離量的累計値FS，各別記 憶於記憶體，終了一連的控制。接著算出電池殘容量時， 是將被記憶在記憶體的電池殘容量、最大自我放電量的累 計値及容量偏離減算量，各別作爲前次値使用。 第I2圖，是顯示車輛行走中或充電中的電池殘容量算 出處理的程序的流程圖。在步驟S11中，從控制部200內的 記億體，各別讀入：低溫充電不足量B、放電量的前次値 D0、最大自我放電量的累計値E及容量偏離量的累計値FS 、容量偏離減算量F。 在步驟S 1 2中’藉由上部（高溫側）溫度感測器9 1 U及 -26- 201217816 下部（低溫側）使溫度感測器9 1 L電池模組的2處的溫度被 檢出。在步驟S 1 3中，將低溫側單元溫度-2 °C的値（例如 3 8 °C )適用如第10圖（a)所示的充電特性圖m，使低溫放 電不足量C被導出。 在步驟S14中，藉由控制部200的充滿電狀態檢出手段 202判別電池36是否爲充滿電狀態，若被否定判別，即被 判別爲在非充滿電狀態下的話，朝'步驟S 1 5前進。在步驟 S15中，放電量的累計値D’是藉由D =放電量的前次値D0 + 放電量的這次値Dt的算式被算出，朝步驟S16前進。放電 量的這次値D t，是由充放電電流測量組件9 0所測量的測量 値。 另一方面，在步驟S 1 4中被肯定判別，即，被判別爲 電池是在充滿電狀態下的話，朝步驟S 1 9前進，將低溫側 單元溫度-2 °C的値（例如3 8 °C )的値適用如第1 0圖（a ) 所示的圖m，使低溫充電不足量B被導出。且，由步驟S20 將放電量的累計値D設定成〇 (零），且由步驟S21將最大 自我放電量的累計値E設定成〇 (零）的話，朝步驟S22前 進。 在步驟S22中，判別由均等化處理手段208所進行的均 等化處理是否終了，由步驟S22被否定判別，即被判別爲 均等化處理未終了的話，朝步驟S23前進。在步驟S23中， 容量偏離減算量F，是由F =容量偏離量的累計値FS +均等化 處理殘容量K的算式被算出。在此，均等化處理殘容量K ，是考慮了即使施加均等化處理仍殘留的容量誤差的修正 -27- 201217816 係數。接著在步驟S24中，將容量偏離量的累計値FS設定 成預先決定的固定値（例如〇.5 Ah )’並且將均等化終了 資訊重設，朝步驟S16前進。又，在前述步驟S22中被肯定 判別，即被判別爲藉由均等化處理使容量偏離量被修正的 話，朝步驟S25前進，將容量偏離減算量F設定成容量偏離 量的累計値FS，朝步驟S24前進。 且在步驟S16中，電池殘容量R，是藉由充滿電容量A-(低溫充電不足量B +低溫放電不足量C +放電量的累計値 D +最大自我放電量的累計値E +容量偏離減算量F)的算式 被算出。接著在步驟S17中，判別電動車輛1的系統是否停 止，被否定判別的話返回至步驟S12。由此，車輛是行走 中或充電中時，是持續進行電池殘容量R的算出處理。 另一方面，由步驟S1 7被肯定判別，即，移行至車輛 的電源被斷開（OFF )且充電電路也不作動的停車狀態的 話，朝步驟S1 8前進，在控制部200的記憶體，各別記億： 低溫充電不足量B、放電量的累計値D、最大自我放電量的 累計値E、容量偏離減算量F、容量偏離量的累計値FS，終 了一連的控制。又，接著在算出電池殘容量時，在步驟 S 1 8中，被記憶於記憶體低溫充電不足量B、放電量的累計 値D、最大自我放電量的累計値E，是各別作爲前次値使用 如上述，依據本發明的電池殘容量算出裝置，因爲具 備：在電池內被配設於成爲最高溫的位置（被預測爲成爲 高溫的位置）的高溫側溫度感測器、及在電池內被配設於 -28- 201217816 成爲最低溫的位置（被預測爲成爲低溫的位置）的低溫側 溫度感測器，並依據低溫側溫度感測器及高溫側溫度感測 器的輸出値、及電池的充電率的値，各別將電池的最大自 我放電量及最小自我放電量導出，將從最大自我放電量減 少最小自我放電量的値作爲各單元的容量偏離量算出，所 以可藉由考慮此容量偏離量來提高電池的殘容量的檢出精 度。 又，電池的容量和構造、控制部的構成、充電特性圖 、容量偏離特性圖、自我放電量圖的設定、殘容量算出處 理和均等化處理的實施時間點等，不限定於上述實施例， 可進行各種變更。本發明的電池殘容量算出裝置，除了作 爲電動車輛的動力源使用的電池之外，可適用於各種的用 途所使用的二次電池。 【圖式簡單說明】 [第1圖]將本發明的一實施例的電池殘容量算出裝置搭 載的電動車輛的側面圖。 [第2圖]電動車輛的立體圖。 [第3圖]如第2圖所示的電動車輛的主要部分立體圖。 [第4圖]電動車輛的電氣系統圖。 [第5圖]主電池的立體圖。 [第6圖]主電池的分解立體圖。 [第7圖]主電池的側面剖面圖。 [第8圖]顯示電池殘容量算出裝置的構成的方塊圖。 -29 - 201217816 [第9圖]自我放電量圖。 [第10圖]顯示電池殘容量的算出方法的圖。 [第11圖]顯示車輛停止中的電池殘容量算出處理的程 序的流程圖。 [第12圖]顯示車輛行走中或充電中的電池殘容量算出 處理的程序的流程圖。 【主要元件符號說明】 1 :電動車輛 2 :電池模組 2a :電池單元 3 :單元組件 4 :前壁 4a * 5a :肋 5 :後壁 6 :蓋 6a，6a :凸部 7 :上壁 7a :補強肋 7b :槽 8 :側壁 9 :內壓開放閥 1〇 :電解液導引路 11 :電解液排出管 -30- 201217816 12 ： 12a 13 ： 14 : 15: 16 : 17: 18: 19: 20 : 21 : 22 : 23 : 24 : 25 : 26 : 27 : 28 : 29 : 30 : 31 : 3 2 · 33 : 34 : 空間領域 =下部 間隙 陽極連接端子 陰極連接端子 陽極纜線 陰極纜線 電壓、溫度監視基板 前載物架 轉向軸 後輪車軸 擺動臂 電動馬達 前叉 轉向手把 前配管 下降車架 底車架 後車架 旋轉軸托板 側支架台 旋轉軸軸 後懸吊 主支架台 -31 - 201217816 3 5 :副車架 35a，35b :支撐架 3 6 :主電池（電池） 3 7 :電池箱 37a :肋 3 7b :箱底板 37c :肋 3 7 d :上部空間 3 7 f :箱前板 3 7r :箱後板 37s :箱側板 3 7u :箱上板 38 :置物室 38a :置物室底部 3 9 :駕駛者坐墊 4 0 :副電池 4 1 :風扇排氣口 42 :前蓋 43 :腳護罩 44 :低底盤踏板 45 :踏板側蓋 46 :底蓋 47 :坐墊下前部蓋 48 :側蓋 -32- 201217816 49 :後蓋 50 :前支撐架 5 1 :頭燈 5 2 :尾燈 53 :螺栓 56 :手把蓋 57 :托架 59 :後載體 64 :導管 6 5 ‘·連接管 66 :連接管 67 :通訊連接器 68 :空氣清淨器 69 :後部連結管 7 0 :冷卻風扇 7 1 a :箱 72 :保險絲 73 :第1繼電器開關 74 :第2繼電器開關 75 :充電器 7 6 :電阻 77 :供電側連接器 7 8 :受電側連接器 81 :電壓降下電路 -33- 201217816 8 2 :主開關 84，85 :纜線導引 8 6 :連接線 8 7 .線束 8 8 :均等化組件 8 9 :線束 90 :充放電電流測量組件 9 1 L :下部（低溫側）溫度感測器 9 1 U :上部（高溫側）溫度感測器 92 :電池單元 93 :吸氣口 94 :排氣口 110 :前部連結管 2 0 0 :控制部 201 :電池殘容量算出手段 202 :充滿電狀態檢出手段 202a :電池電壓感測器 203:放電量檢出手段 204:低溫充電不足量檢出手段 205 :低溫放電不足量檢出手段 206 :容量偏離量算出手段 206m :自我放電量圖 207:自我放電量算出手段 20 8 :均等化處理手段 -34- 201217816 m :充電特性圖 A :充滿電容量 B :低溫充電不足量 C :低溫放電不足量 D :放電量的累計値 E:最大自我放電量的累計値 F :容量偏離減算量 F S :容量偏離量的累計値 SHm ax:最大自我放電量的這次値 SHmaxO :最大自我放電量的前次値 SHmin :最小自我放電量The electric field effect transistor (FET) 80 of one of the pair of lines L1 and L2, and the voltage connected to the lines L1 and L2 for lowering the voltage from the charger 75 to a low voltage (for example, 12 volts) Circuit 81. The lines L1 and L2 are for charging the main battery 36 by a high-voltage charging current, and are transmitted through a series circuit including a second relay switch 74 (pre-charge connector) and a resistor 76, and a first relay switch 73 (main connector). The parallel circuit is connected to the main battery 36. The output side of the voltage drop circuit 81 is connected to the sub-battery 40, and is stored in the ECU of the PDU 71. The sub-battery 40 is connected through the main switch 82, and the control power is supplied from the sub-battery 40. The sub-battery 40 is also connected to the battery management unit (BMU) 83 via the main switch 82, and the BMU 83 has a function of instructing the first relay switch 73 and the second relay switch 74 to be turned on and off (-14-201217816 ON/OFF). When the main switch 82 is turned "ON" during operation, the BMU 83 turns the second relay switch 74 from the main battery 36 through the second relay switch 74, the resistor 76, and the fuse 72 to flow current toward the PDU 71. Then, the first relay switch 73 is turned "ON". In this manner, the first relay switch 73 is turned on after the second relay switch 74 is turned on, in order to prevent the inrush current flowing into the capacitor provided in the PDU 71 from flowing to the first relay switch 73. Further, the first relay switch 73, the second relay switch 74, and the BMU 83 can be housed in the battery case 37 together with the main battery 36. Fig. 5 is a perspective view showing the configuration of the main battery from the left front side of the vehicle body. Fig. 6 is an exploded perspective view showing the module constituting the main battery. In Figs. 5 and 6, the symbol FR indicates the front direction of the vehicle body, and the symbol L indicates the left direction of the vehicle body. The main battery 36 includes three battery modules 2 that are arranged side by side in the longitudinal direction of the vehicle body. However, in Fig. 6, one of the three modules is displayed. Each of the battery modules 2 is a unit assembly 3 including a battery unit 2a that is disposed in a plurality of upper and lower stages and arranged in parallel with a predetermined gap in the vehicle width direction, and is provided in a plurality (here, 15 groups) of battery units 2a. The front wall 4 and the rear wall 5 of the unit assembly 3 in which the vehicle body is disposed in the front-rear direction, and the cover 6 disposed in front of the front wall 4 are formed. In the front wall 4 and the rear wall 5, ribs 4a and 5a each extending in the vehicle width direction are provided at the center portion in the height direction. On the upper surface of the unit unit 3, there is provided an upper wall 7 which is disposed at a predetermined interval in the width direction of the vehicle body and has reinforcing ribs 7a extending in the front-rear direction of the vehicle body. A long groove 7b of the front and rear direction of the vehicle body -15 - 201217816 is formed between the reinforcing ribs 7a of the upper wall 7. Below the unit assembly 3, a lower wall (only the reinforcing rib 7a is shown) having the same shape as the upper wall 7 is provided. Further, the unit group 3 has side walls 8 arranged on both sides in the width direction of the vehicle body. Each of the battery cells (hereinafter, simply referred to as a unit) 2a is provided with an electrode D arranged in front of the vehicle body, and an internal pressure opening valve 9 is provided in each of the two electrodes D of each battery cell. On the opposite side of the front wall 4, the electro-hydraulic guide path 10 is formed in the inner pressure open valve 9 so as to straddle the upper and lower sections and extend horizontally in the vehicle body width direction, and the electrolyte guide path 10 is upward and downward. The effusion discharge pipe 11 extending in the direction is connected in communication. The electrolyte discharge pipe 11 is formed on one side (in this example, the left side) in the vehicle body width direction, and the maintenance portion is formed with convex portions 6a at the lower ends of the cover 6 in the vehicle width direction. The space area 12 between the convex portions 6a, 6a at the both ends is a portion which does not contact between the bottom of the battery case 37 when the main battery is housed in the battery case 37. Therefore, in the state in which it is housed in the battery case 37, in the space area, a gap is formed between the lower surface of the main battery 36 and the battery case 37 so as to penetrate the front and rear of the vehicle body. Although a gap 13 is formed between the adjacent battery modules 2, the gap 13 is divided by the upper and lower sides 2 by the ribs 4a and 5a. Therefore, the flow of gas between the respective portions of the gap 13 divided by the upper and lower portions by 4a, 5a is prevented. Therefore, air does not flow between the lower portion and the upper portion of the main battery 36, but flows through the groove 7b. Among the side walls 8 of each battery module 2, the side wall 8 on the left side of the vehicle body is provided with an anode connection terminal 14, a cathode connection terminal I5, an anode cable 16, and a cathode sample, which are electrically disconnected to each other, 6 a 36 parts, 12 sides. The inter-ribbed air has a cable-16-201217816 line 17, a voltage and temperature monitoring board 18, and a communication connector 67. The anode cable 16 and the cathode cable 17 are held by cable guides 84, 85 that are fixed to the side walls 8. The battery is a group of three modules to be connected in parallel, and each group is connected in series to obtain a predetermined battery voltage (for example, 72 volts). The arrow 86 is used to indicate the connection line of the battery unit. One end of the connecting wire 86 is connected to the anode connecting terminal 14, and the other end is connected to the cathode connecting terminal 15. As shown in Fig. 5, the end portion of the anode cable 16 is connected to the anode connection terminal 14 of the front side of the vehicle body among the three battery modules 2, and the tip end of the cathode cable 17 is connected to three batteries. The cathode connection terminals 15 of the rear side of the vehicle body in the module 2 are connected. Further, the cathode connection terminal 15 of the battery module 2 on the front side of the vehicle body is connected to the anode connection terminal 14 of the adjacent central battery module 2, and the cathode connection terminal 15 of the central battery module 2 is connected to the vehicle body. The anode connection terminal 14 of the battery module 2 on the rear side is connected. That is, each of the battery modules 2 is connected in series. The voltage and temperature monitoring substrates 18 of the three battery modules 2 are connected to each other by bending the wire harness 87 to be wired. A uniformization unit 88 for performing charge and discharge management is provided on the right side of the vehicle body of the upper wall 7 of the battery module 2 on the rear side of the vehicle body, and the wire harness 89 extending from the equalization unit 88 is connected to the voltage and temperature monitoring substrate 18. In the equalization unit 88, the shunt substrate and the fuse in which the current measurement standard is set are integrated, and the charge/discharge current measuring unit 90 is a voltage and temperature monitoring substrate that is set by the resin, and monitors each battery module. Voltage and temperature. The specific temperature detection is performed by the upper (high temperature side) temperature sensor 9 1 U and the lower (low temperature side) temperature sensor 9 1 L of each battery module 2 by -17-201217816. get on. The two temperature sensors 9 1 U, 91L are preferably provided at a center in the vehicle width direction of the upper wall 7 and the lower wall (not shown) so as not to be directly affected by the air flow, and are provided away from the groove 7b. Two temperature sensors 9 1 U, 9 1 L are provided in each of the battery modules 2 and represent the temperatures in the upper and lower fields of the battery module 2. Further, the average of the detected flaws generated by the two temperature sensors 9 1 U, 9 1 L respectively provided in the upper field and the lower field may represent the temperatures of the upper and lower portions of the main battery 36. Further, the high temperature side temperature sensor 9 1 U is disposed in the battery at a position predicted to be the highest temperature, and one of the low temperature side temperature sensors 9 1 L is disposed in the battery to be predicted. It is better to be the lowest temperature position. Further, the arrangement of the temperature sensors 91U and 91L is not limited thereto, and the respective temperatures in the upper field and the lower field in the battery case 37 may be individually measured. Therefore, the temperature sensors 9 1 U and 9 1 L are not limited to being provided in the three battery modules 2, and may be disposed in the center of the front and rear directions of the vehicle body, for example, in the upper field and the lower field. The position in the center of the vehicle width direction. Fig. 7 is a side cross-sectional view showing the main battery 36 in a state of being housed in the battery case 37. In Fig. 7, the battery case 37 is constituted by a box front plate 37f, a box rear plate 37r, a box upper plate 37u, a box bottom plate 37b, and a box side plate 37s, and forms a space in which the battery module 2 is housed. The outline of the battery unit 92 is indicated by a dotted line in the battery module 2 on the front side of the vehicle body. In the remaining two battery modules 2, similarly, the battery unit 92 is disposed in the upper and lower stages. In the wall (box front plate) 37f on the front side of the vehicle body 37, the shape -18-201217816 has an opening (suction port) 93 which connects the connecting pipe 65 so that air can be connected to the connecting pipe 65 and The battery case 37 is circulated. On the other hand, an opening (exhaust port) 94 is formed in the wall (box rear plate) 37r on the rear side of the vehicle body 37, so that air can be circulated in the rear connecting pipe 69 and the battery case 37. On the inner surface of the front plate 37f, and above the intake port 93, a rib 37a extending in the vehicle width direction is provided between the front plate 37f and the cover 6 of the front battery module 2 of the vehicle body. The gap is thus divided by the upper and lower sides by the ribs 37a. On the other hand, similarly, in the tank rear plate 37r, a rib 37c extending in the vehicle width direction is provided below the exhaust port 94, and the rear wall 5 of the battery module 2 on the rear panel side of the rear side of the vehicle body is also provided. The gap formed between the ribs 37c is divided by the upper and lower sides. The passage of the cooling air generated by the rotation of the cooling fan 70 is constituted by the air cleaner 68, the front connecting pipe 110, the battery case 37, and the rear connecting pipe 69. The cooling fan 70 is driven to start and drive is stopped by a temperature condition to be described later and a traveling state (for example, a traveling speed) of the electric vehicle 1. Further, when the cooling fan 70 rotates, the air is sucked from the air cleaner 68, and the air is introduced into the battery case 37 from the intake port 93 through the front connecting pipe 110. Since the air introduced into the battery case 37 is prevented from flowing upward by the rib 37a, it is guided downward along the arrow A1, and bypassed by the area (gap) 12 formed by the convex portion 6a. The lower portion 12a of the battery module 2. And as shown by the arrows A2 to A4, the battery cells 92 pass through the slots 7b to the upper space 37d of the battery case 37. Since the air that has flowed into the upper space 37d is prevented from flowing downward by the rib 37c', it flows into the rear connecting pipe 69 from the exhaust port 94, and is exhausted by the cooling fan 70. -19-201217816 Here, in the secondary battery, the degree of self-discharge that gradually decreases as the amount of stored electric energy decreases with time, and further, when there is a module structure composed of a plurality of units The difference in the amount of self-discharge of each unit becomes a problem. Specifically, when the difference in the residual capacity of each unit due to the difference in the self-discharge amount of each unit occurs, the unit having a small self-discharge amount is discharged, and the unit having a large self-discharge amount is passed. The possibility of discharge. In order to prevent this problem, it is necessary to perform discharge control in accordance with a unit having a large self-discharge amount. However, in order to carry out such discharge control, it is preferable to calculate the residual capacity of the entire module in consideration of the difference in self-discharge amount of each unit. The feature of this embodiment is that it is possible to presumably detect the self-discharge amount according to the output 値 of the upper (high temperature side) temperature sensor 9 1 U and the lower (low temperature side) temperature sensor 9 1 L described above. difference. Fig. 8 is a block diagram showing the configuration of the battery residual capacity calculating device of the present embodiment. The battery residual capacity calculation means 201 included in the control unit 200 of the battery residual capacity calculation means is based on the full-charge state detecting means 202, the discharge amount detecting means 203, the low-temperature charge shortage detecting means 2〇4, and the low temperature. The remaining amount of charge (charge capacity) of the main battery 36 is detected by the information indicating that the discharge shortage amount detecting means 205 and the capacity deviation amount calculating means 2 - 6 are input. The full-charge state detecting means 222 is based on the main battery 36. The detected voltage of the battery voltage sensor 202a detected by the voltage detection reaches a predetermined voltage (for example, 72 V) to detect the fully charged state. Further, the discharge amount detecting means 2〇3 calculates and accumulates the current from the fully charged state based on the detection 値 of the charge/discharge current measuring unit 90, and detects the discharge amount. -20-201217816 In the low-temperature charge shortage detecting means 204 and the low-temperature discharge shortage detecting means 205, the outputs of the lower temperature side lower temperature sensors 9 1 L are input individually. Further, in the capacity deviation amount calculation means 206, the outputs of the upper temperature sensor 91 U and the lower temperature sensor 911 are input individually. Here, in the secondary battery such as a lithium ion battery, if the temperature of the battery is a standard temperature (for example, 2 5 ° C), the battery may be charged at a predetermined voltage (for example, 2.8 V for one unit) to 100%. If the temperature is still lower than the standard temperature, although the predetermined voltage is reached, the charging capacity has not reached 100%, that is, it has the property of insufficient charging (for example, only 80% is charged). The low-temperature charge shortage detecting means 204 can derive the shortage of the amount of charge in the low temperature period by using the charging characteristic map m determined in advance by an experiment or the like. And the secondary battery, even if the temperature of the battery is a standard temperature (for example, 25 ° C), the charging capacity can be discharged at 100%. If the temperature of the battery is lower than the standard temperature, the discharge amount will not reach 100%. That is, it has a property of insufficient discharge (for example, only 80% discharge). In the low-temperature discharge shortage detecting means 205, the amount of shortage of the discharge amount at the time of low temperature can be derived by using the charging characteristic map m determined in advance by an experiment or the like. Further, the capacity deviation amount calculation means 206 includes a self-discharge amount calculation means 207 and a self-discharge amount map 206m. In the self-discharge amount map 20 6m determined in advance by experiments or the like, the relationship between the battery temperature, the battery charging rate, and the self-discharge amount is limited. The secondary battery can reduce the residual capacity by self-discharging even in the unused state of being placed. The magnitude of the self-discharge amount is known according to the temperature of the battery and the battery charging rate (SOC: state). Of charge). The self-discharge amount calculation means 207 derives the maximum self-discharge amount SHmax of the high-temperature side unit generated by the output of the upper temperature sensor 91U and the lower temperature sensor 91 L based on the self-discharge amount map 206m. The minimum self-discharge amount SHmin of the output of the low temperature side unit. The self-discharge amount is larger than the low temperature at a high temperature, and the minimum self-discharge amount SHmin of the low-temperature side unit is subtracted from the maximum self-discharge amount SHmax of the high-temperature side unit, and the capacity deviation amount due to the temperature difference of the unit can be obtained. Now 値 (this time 値). The capacity deviation in the battery is, for example, when the units A and B of the same charging capacity are connected, the charging capacity (residual capacity) of the unit A and the unit B occurs over time by the individual difference in the amount of self-discharge. The difference. When the battery module in which the capacity is deviated is discharged, the overdischarge prevention circuit of the main battery 36 is operated by a unit having a large amount of self-discharge, and the discharge of the unit having a small self-discharge amount is stopped without being sufficiently discharged. . On the other hand, if the battery whose capacity is deviated is charged, the unit having a large self-discharge amount will first reach the predetermined voltage and the overcharge prevention circuit will be activated, and the charging of the other unit will be stopped if it is not sufficiently performed. Occurrence Here, the equalization processing means 208 performs equalization processing for each unit of the main battery 36 by a predetermined cycle in order to repair the capacity deviation caused by the difference in the amount of self-discharge. In each unit of the main battery 36, an equalization processing circuit capable of performing this processing is incorporated. The equalization processing circuit incorporated in each unit is, for example, by disabling the discharge of the lower voltage unit at the end of the discharge, and at the end of the charge, the higher unit of the voltage of -22-201217816 is shunted only to have a lower voltage. The unit is charged to substantially correct the capacity deviation. Further, in the equalization processing, a certain period of time is required, for example, one cycle is performed once every 10 times of charging. In the battery residual capacity calculation device of the present invention, the calculation accuracy of the battery residual capacity can be improved by estimating the detected capacity deviation amount until the next equalization process is performed. In Fig. 9, the summary of the self-discharge amount map 206m included in the capacity deviation amount calculation means 206 is displayed. As mentioned above, the amount of self-discharge is based on the temperature of the battery and the battery charging rate. In this figure, although the SOC only displays graphs at 100%, 75 %, and 50%, it is also possible to set a finer chart such as 1% scale. In the example of this figure, the self-discharge amount corresponding to the output 値(Tmax) of the high-temperature side temperature sensor 91 U is derived as the maximum self-discharge amount SHmax in the curve corresponding to the SOC of 75 %, and corresponds to the temperature sense on the low temperature side. The self-discharge amount of the output 値 (Tmin) of the detector 91L is derived as the minimum self-discharge amount SHmin. Further, the minimum self-discharge amount SHmin is reduced from the maximum self-discharge amount SHmax, which is the current 値Ft which is applied as the capacity deviation amount. Fig. 10 is a graph showing a method of calculating the battery residual capacity generated by the battery residual capacity calculation means 2 0 1 (refer to Fig. 8). As shown in the figure, A: full charge capacity, B: low temperature charge shortage, C: low temperature discharge shortage, D: total discharge 値, E: cumulative 自我 self-discharge, F: capacity deviation from 'decrement amount, The battery residual capacity R can be expressed by the formula of A-(B + C + D + E + F ). Gp, when the residual capacity R is calculated, each of B to F is a subtraction factor for A of the full charge capacity. -23- 201217816 The graph on the upper side (a) shows the "charging characteristic map" showing the difference between the basic temperature (charging characteristics of 251 (solid line) and charging characteristics at low temperature (dashed line)" (Fig. 8) Charging characteristic diagram m) The voltage of each unit of the module is reduced to a predetermined voltage V2 (2.8V) corresponding to the fully charged state and a predetermined voltage VI corresponding to the upper limit of discharge by the overcharge prevention circuit and the over-discharge circuit The mode (for example, 1.8 V) is set. However, even if the cell voltage is the same predetermined voltage V2, if the temperature is the base temperature, it is not charged until the battery capacity a (100%), and the battery temperature is low. Only the battery capacity a2 (for example, 80%) is charged. The difference in the charge capacity is the low-temperature charge shortage B. And even if the cell voltage is also the predetermined voltage VI, the cell temperature is the base temperature. Until the battery capacity is discharged to a4 (0%), in the case of low battery temperature, the battery capacity is only discharged to a3 (for example, 20%). The difference in charge capacity is the low temperature discharge. C. The graph of the lower side (b) is a "capacity deviation characteristic map" showing the difference between the charging characteristics (solid line) and the capacity deviation at the time of the basic temperature (25 °C). If the cell voltage is the same as the predetermined voltage V2, if the battery temperature is the base, until the battery capacity is charged to a5 (for example, 1 〇〇%), if the capacity deviation occurs, the battery capacity will only be charged to a6. 80%) until the middle of the battery to prevent, for example, the battery between the battery, for example, to the equivalent of electricity, for example, will be treated as a neutral battery, (Example-24-201217816 This difference in charging capacity is equivalent In the capacity deviation subtraction amount F, the capacity deviation reduction amount F is the sum of the 値Ft of the capacity deviation amount and the previous 値F of the capacity deviation amount calculated at the time of the previous residual capacity calculation. The self-discharge amount map 2 〇6m shown in Fig. 9 is the current 値Ft derivation of the capacity deviation amount. Fig. 11 is a flowchart showing the procedure of the battery residual capacity calculation processing during the stop of the vehicle. In S1, the memory 'in the control unit 200' is read separately: the low-temperature charge shortage amount B, the low-temperature discharge shortage amount C, the cumulative amount of discharge amount 値D, the full charge capacity A, and the maximum self-discharge amount before the accumulation 値The second 値E0 and the previous 値F0 of the cumulative 値 of the capacity deviation amount. Further, the “previous 値” refers to the 値′ and the full charge capacity A calculated at the time of the previous residual capacity calculation. In step S2, the temperature of the top side and the bottom side of the battery 36 is made by the upper (high temperature side) temperature sensor 91 U and the lower (low temperature side) temperature sensor 9 1 L '. Checked out. In step S3, the battery residual capacity R is calculated. The battery residual capacity R is calculated by subtracting the low-temperature charge shortage amount B, the low-temperature discharge shortage amount C, the cumulative amount of the discharge amount 、D, and the cumulative maximum self-discharge amount from the full-charge capacity A as shown in the figure.値E, and the capacity is calculated by deviating from the subtraction amount F. Next, in step S4, 'SOC (battery charging rate) is calculated by the equation of the previous 値R〇 + full-charge capacity Ax100 of SOC = residual capacity. Next, in step S5, 'the self-discharge amount map of Fig. 9 is applied to the enthalpy (for example, 52 ° C) at the high temperature side unit temperature of +2 ° C and the calculated S 〇 C (for example, 75%). m' makes the maximum self-discharge amount of this 値SHm ax -25- 201217816 is derived. Here, the enthalpy of the low temperature side unit temperature + 2 °C is used to allow the temperature detection error. In step S6, the cumulative 値E of the maximum self-discharge amount is calculated by the calculation of the 値SHmax of the previous 値E0 + maximum self-discharge amount of the cumulative 値 of the maximum self-discharge amount. In step S7, the enthalpy (for example, 38 ° C) of the low temperature side unit temperature - 2 t and the calculated SOC 适用 are applied to the self-discharge amount map m as shown in Fig. 9, so that the minimum self-discharge amount SHmin is Export. Here, the use of 低 at a low temperature side unit temperature of 2 °C is the same as the temperature detection error for the high temperature side. Next, in step S8, the cumulative 値FS of the capacity deviation amount is calculated by the calculation of the FS = capacity deviation amount cumulative 値 previous 値FS0+ (the maximum self-discharge amount 値SHmax-minimum self-discharge amount SHmin), Go to step S9. In step S9, the battery residual capacity R, the cumulative 値E of the maximum self-discharge amount, and the cumulative 値FS of the capacity deviation amount, which are calculated this time, are respectively recorded in the memory, and the control is continued. When the battery residual capacity is calculated, the battery residual capacity and the maximum self-discharge amount stored in the memory are subtracted from the calculated amount, and each is used as the previous one. Fig. 12 is a flow chart showing a procedure for calculating the residual capacity of the battery while the vehicle is in motion or during charging. In step S11, the low-temperature charge shortage B, the previous 値D0 of the discharge amount, the cumulative 値E of the maximum self-discharge amount, and the cumulative 値FS of the capacity deviation amount are read from the unit of the weight in the control unit 200. The capacity deviates from the amount of reduction F. In step S12 2, the temperature of the temperature sensor 9 1 L battery module is detected by the upper (high temperature side) temperature sensor 9 1 U and the lower portion (low temperature side) of -26-201217816. . In step S13, the enthalpy (e.g., 380 °C) of the low temperature side unit temperature of -2 °C is applied to the charging characteristic map m as shown in Fig. 10(a), and the low temperature discharge insufficient amount C is derived. In step S14, it is determined whether or not the battery 36 is in the fully charged state by the full-charge state detecting means 202 of the control unit 200, and if it is discriminated negatively, that is, it is determined to be in the non-full state, the step S1 5 go ahead. In step S15, the cumulative 値D' of the discharge amount is calculated by the calculation formula of D + D0 + discharge amount of the previous 値Dt of the discharge amount, and proceeds to step S16. This time 放电 D t of the discharge amount is the measurement 测量 measured by the charge and discharge current measuring unit 90. On the other hand, if it is judged positively in step S14, that is, if it is judged that the battery is in the fully charged state, the process proceeds to step S19, and the low temperature side unit temperature is -2 °C (for example, 3 8 For the °C), the graph m shown in Fig. 10(a) is applied, and the low-temperature charge shortage B is derived. When the cumulative 値D of the discharge amount is set to 〇 (zero) in step S20, and the cumulative 値E of the maximum self-discharge amount is set to 〇 (zero) in step S21, the process proceeds to step S22. In step S22, it is judged whether or not the equalization processing by the equalization processing means 208 has ended. If the equalization processing is determined in step S22, that is, if the equalization processing is not completed, the processing proceeds to step S23. In step S23, the capacity deviation subtraction amount F is calculated by the equation of F = capacity deviation amount cumulative 値 FS + equalization processing residual capacity K. Here, the equalization processing residual capacity K is a correction factor -27-201217816 which considers the capacity error remaining even if the equalization process is applied. Next, in step S24, the cumulative 値FS of the capacity deviation amount is set to a predetermined fixed value (e.g., Ah5 Ah)' and the equalization end information is reset, and the process proceeds to step S16. When it is determined in the above-described step S22 that the capacity deviation amount is corrected by the equalization processing, the process proceeds to step S25, and the capacity deviation reduction amount F is set to the cumulative 値FS of the capacity deviation amount. Step S24 proceeds. In step S16, the battery residual capacity R is obtained by the full charge capacity A- (low temperature charge shortage B + low temperature discharge shortage C + discharge amount cumulative 値 D + maximum self discharge amount cumulative 値 E + capacity deviation The calculation formula of the subtraction amount F) is calculated. Next, in step S17, it is determined whether or not the system of the electric vehicle 1 is stopped. If the determination is negative, the process returns to step S12. Therefore, when the vehicle is traveling or charging, the battery residual capacity R is continuously calculated. On the other hand, if it is determined affirmatively in step S17, that is, if the power supply to the vehicle is turned off (OFF) and the charging circuit is not activated, the process proceeds to step S1 8 to the memory of the control unit 200. Each of the following: The low-temperature charge shortage B, the cumulative 値D of the discharge amount, the cumulative 値E of the maximum self-discharge amount, the capacity deviation reduction amount F, and the cumulative 値FS of the capacity deviation amount are finally controlled. When the battery residual capacity is calculated, the accumulated low temperature charge amount B in the memory, the cumulative 値D of the discharge amount, and the cumulative 値E of the maximum self-discharge amount in the step S1 are the previous times. In the battery residual capacity calculation device according to the present invention, the battery residual capacity calculation device includes a high temperature side temperature sensor disposed at a position where the battery is at the highest temperature (predicted to be a high temperature position), and a battery. The low temperature side temperature sensor that is placed at the lowest temperature position (predicted to be a low temperature position) at -28-201217816, and is based on the output of the low temperature side temperature sensor and the high temperature side temperature sensor. And the charge rate of the battery, the maximum self-discharge amount and the minimum self-discharge amount of the battery are derived, and the maximum self-discharge amount is reduced from the maximum self-discharge amount as the capacity deviation amount of each unit, so The capacity deviation amount is considered to improve the detection accuracy of the residual capacity of the battery. In addition, the capacity and structure of the battery, the configuration of the control unit, the charge characteristic map, the capacity deviation characteristic map, the setting of the self-discharge amount map, the residual capacity calculation processing, and the implementation time of the equalization processing are not limited to the above-described embodiments. Various changes are possible. The battery residual capacity calculation device of the present invention can be applied to various secondary batteries used in various applications in addition to the battery used as the power source of the electric vehicle. [Brief Description of the Drawings] [Fig. 1] A side view of an electric vehicle in which a battery residual capacity calculating device according to an embodiment of the present invention is mounted. [Fig. 2] A perspective view of an electric vehicle. [Fig. 3] A perspective view of a main part of an electric vehicle shown in Fig. 2. [Fig. 4] Electrical system diagram of an electric vehicle. [Fig. 5] A perspective view of the main battery. [Fig. 6] An exploded perspective view of the main battery. [Fig. 7] A side sectional view of the main battery. [Fig. 8] A block diagram showing the configuration of a battery residual capacity calculation device. -29 - 201217816 [Fig. 9] Self-discharge amount map. [Fig. 10] A diagram showing a method of calculating the remaining battery capacity. [Fig. 11] A flowchart showing a procedure of the battery residual capacity calculation processing during the stop of the vehicle. [12th] A flowchart showing a procedure for calculating the battery residual capacity during running or charging of the vehicle. [Main component symbol description] 1 : Electric vehicle 2 : Battery module 2a : Battery unit 3 : Unit assembly 4 : Front wall 4a * 5a : Rib 5 : Rear wall 6 : Cover 6a, 6a : Projection 7 : Upper wall 7a : reinforcing rib 7b: groove 8: side wall 9: internal pressure open valve 1 〇: electrolyte guiding path 11: electrolyte discharge pipe -30- 201217816 12 : 12a 13 : 14 : 15: 16 : 17: 18: 19: 20 : 21 : 22 : 23 : 24 : 25 : 26 : 27 : 28 : 29 : 30 : 31 : 3 2 · 33 : 34 : Space area = lower gap anode connection terminal cathode connection terminal anode cable cathode cable voltage, Temperature monitoring substrate front carrier steering shaft rear wheel axle swing arm electric motor front fork steering handle front pipe lower frame bottom frame rear frame rotating shaft bracket side bracket table rotating shaft shaft rear suspension main bracket table -31 - 201217816 3 5 : Sub-frame 35a, 35b : Support frame 3 6 : Main battery (battery) 3 7 : Battery box 37a : Rib 3 7b : Box bottom plate 37c : Rib 3 7 d : Upper space 3 7 f : Front of box Plate 3 7r : box rear plate 37s : box side plate 3 7u : box upper plate 38 : storage compartment 38a : storage compartment bottom 3 9 : driver seat cushion 4 0 : sub battery 4 1 : fan Port 42: Front cover 43: Foot guard 44: Low chassis pedal 45: Pedal side cover 46: Bottom cover 47: Cushion lower front cover 48: Side cover - 32 - 201217816 49: Rear cover 50: Front support frame 5 1 : Headlight 5 2 : Taillight 53 : Bolt 56 : Handle cover 57 : Bracket 59 : Rear carrier 64 : Conduit 6 5 '· Connection pipe 66 : Connection pipe 67 : Communication connector 68 : Air cleaner 69 : Rear link Tube 7 0 : Cooling fan 7 1 a : Box 72 : Fuse 73 : 1st relay switch 74 : 2nd relay switch 75 : Charger 7 6 : Resistor 77 : Power supply side connector 7 8 : Power receiving side connector 81 : Voltage Lowering the circuit -33- 201217816 8 2 : Main switch 84, 85 : Cable guide 8 6 : Connecting line 8 7 . Harness 8 8 : Equalization unit 8 9 : Harness 90 : Charge and discharge current measuring unit 9 1 L : Lower part (Low temperature side) temperature sensor 9 1 U : Upper (high temperature side) temperature sensor 92 : Battery unit 93 : Air inlet 94 : Exhaust port 110 : Front connecting tube 2 0 0 : Control unit 201 : Battery Residual capacity calculation means 202: Full-charge state detection means 202a: Battery voltage sensor 203: Discharge amount detection means 204: Low-temperature charge shortage detection means 205 : Low-temperature discharge shortage detecting means 206 : Capacity deviation amount calculating means 206 m : Self-discharge amount map 207 : Self-discharge amount calculating means 20 8 : Equalization processing means - 34 - 201217816 m : Charging characteristic diagram A : Full capacity B : Low-temperature charge shortage C: Low-temperature discharge shortage D: Accumulation of discharge amount 値E: Accumulation of maximum self-discharge amount 値F: Capacity deviation reduction amount FS: Accumulation of capacity deviation amount 値SHm ax: Maximum self-discharge amount this time値SHmaxO: the last 値SHmin of the maximum self-discharge amount: the minimum self-discharge amount
Ft:容量偏離量的這次値 F0:容量偏離量的前次値 -35-Ft: The amount of capacity deviation 値 F0: the previous 容量 of the capacity deviation -35-