JP2012214060A - Power source supply system for preheat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power source supply system for preheat which is for supplying power to a battery temperature control system carrying out the temperature control of a battery mounted on a vehicle or the like, wherein sufficient power is secured in a capacitor in the start-up of the vehicle or the like to rapidly carry out the temperature control of the battery.SOLUTION: The capacitor 101 supplies the power to a heat source 103. The battery ECU105 controls to charge the capacitor 101 from a battery 102 by turning-on a SW3 when the charged quantity of the capacitor 101 is equal to or below the threshold amount on stoppage of the vehicle or the like. When the temperature of the battery 102 from the temperature sensor 104 in the start-up of the vehicle or the like is equal to or below the prescribed temperature threshold amount, the battery ECU105 controls to turn-on an SW2 and to turn-off a SW1 to supply the output power of the capacitor 101 to the heat source 103. When the temperature of the battery 102 is equal to or below the prescribed temperature threshold amount, the SW2 is turned-off and the SW1 is turned-on to supply the output power of the battery 102 to the heat source 103.

Description

  The present invention relates to a preheating power supply system that supplies power to a battery temperature control system that adjusts the temperature of a battery mounted on a vehicle or the like.

Batteries and battery packs vary in output power characteristics depending on the environment, and are particularly sensitive to temperature.
Recently, so-called hybrid cars, plug-in hybrid cars, hybrid vehicles, hybrid electric vehicles, and the like, which are equipped with a motor (electric motor) as a power source in addition to an engine (hereinafter referred to as “vehicles”). ) Has been put to practical use. Furthermore, an electric vehicle that does not include an engine and drives the vehicle only by a motor is being put into practical use. As a power source for driving these motors, a lithium-ion battery having a small size and a large capacity has been frequently used. In such an application, when the temperature of the battery is low, such as when the vehicle is started in the morning, sufficient power is not supplied from the battery to the driving motor for the vehicle or the like. For this reason, there is a situation in which the assistance by the engine is required and the fuel efficiency is lowered, or the power consumption of the battery is accelerated and the travel distance or operation time of the vehicle is lowered.

Therefore, in a battery mounted on a vehicle or the like, it is important how to realize intelligent temperature adjustment control (hereinafter referred to as “temperature control”).
As a conventional technology for controlling the temperature of batteries mounted on vehicles, etc., a technology that supplies power from a condenser to a Peltier element, which is a type of thermoelectric element, and adjusts the temperature of the battery to eliminate battery imbalance. Is known (for example, Patent Document 1). In this prior art, a capacitor is charged from a battery having an excessive capacity among a plurality of batteries. The capacitor controls the temperature of the battery by driving the cooling fan and the Peltier element. This eliminates the difference in battery life and remaining capacity between multiple batteries by cooling the battery when charging and discharging in a high ambient temperature or by heating the supercooled battery. To do.

  However, when starting a vehicle in the morning or the like where it is highly necessary to warm the battery, the vehicle is often stationary overnight, so it is unlikely that the battery is over-capacity. Sufficient power is not always charged in the capacitor that drives the element or the like. In particular, when starting a vehicle or the like in winter, it is necessary to quickly warm the battery because the temperature of the battery is considerably low. However, when sufficient electric power is not charged in the capacitor, the battery cannot be heated rapidly, and it becomes difficult to bring the characteristics of the battery to an optimum state in a short time. Therefore, the above-described conventional technique has a problem that the battery cannot be rapidly temperature-controlled when starting the vehicle or the like unless the capacitor is charged with sufficient electric power.

JP 2007-14148 A

  The present invention provides a power supply system for preheating that improves battery utilization efficiency by enabling rapid temperature control of a battery when the vehicle is started, especially when the battery temperature is low.

  A power supply system for preheating according to the present invention is a power supply system for preheating that supplies power to a system that adjusts the temperature of a battery mounted on a vehicle or the like using a heat source, and includes a capacitor that supplies power to the heat source; First switch means for supplying battery output power to the heat source, second switch means for supplying capacitor output power to the heat source, third switch means for supplying battery output power to the capacitor, vehicle When the charging amount of the capacitor is equal to or lower than the threshold value, the third switch means is turned on to charge the capacitor from the battery, and when the vehicle is started, the battery temperature is predetermined. When the temperature is below the temperature threshold value, the second switch means is turned on, the first switch means is turned off, the output power of the capacitor is supplied to the heat source, and the temperature of the battery is When: the temperature threshold turns off the second switching means comprises a first switching means is turned on, and a second control means for supplying output power to a heat source of the battery.

  With this configuration, the capacitor is charged from the battery when the vehicle or the like is stopped, and the power is supplied from the capacitor to the heat source when the temperature of the battery is low when the vehicle or the like is started (starting).

  In addition, the present invention turns on the regenerative energy power supply means for acquiring regenerative energy, the fourth switch means for supplying the output power of the regenerative energy power supply means to the capacitor, and the fourth switch means when braking the vehicle or the like. And a third control means for charging the capacitor from the regenerative energy power supply means.

  With this configuration, the regenerative energy power supply means operates to charge the capacitor during braking of the vehicle or the like.

  Since the capacitor is charged with sufficient power when the vehicle is stopped, the battery can be rapidly heated even when the battery temperature at the start of the vehicle in winter is low. Sufficient power is supplied to the motor. As a result, it is possible to improve the battery utilization efficiency and improve the fuel efficiency of the engine in the vehicle or the like, or to increase the travel distance or operating time by the electric motor.

It is a block diagram of 1st Embodiment. It is operation | movement explanatory drawing of 1st Embodiment. It is a flowchart which shows the control operation of 1st Embodiment. It is a timing chart which shows control operation at the time of starting of vehicles etc. of a 1st embodiment. It is explanatory drawing of prevention control of reverse tide. It is a block diagram of 2nd Embodiment. It is a flowchart which shows the control action of 2nd Embodiment.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings.
FIG. 1 is a configuration diagram of a first embodiment of the present invention. The first embodiment is implemented as a preheating power supply system that supplies power to a battery temperature control system that heats a battery mounted on a vehicle.

A battery or a battery pack (hereinafter simply referred to as “battery”) 102 drives a vehicle or the like, and is, for example, a lithium ion battery.
The battery 102 is equipped with a temperature sensor 104 for measuring the temperature. The temperature sensor 104 is configured by, for example, a thermistor that is a semiconductor resistance temperature sensor.

Further, the battery 102 is in close contact with a heat source 103 for heating or cooling the battery 102. The heat source 103 is, for example, a Peltier element that is a kind of thermoelectric element.
The heat source 103 is provided with a fan 107 for cooling its own heat generation. The fan 107 is composed of, for example, a motor and rotating blades directly connected to the motor shaft.

  The capacitor 101 supplies driving power to the heat source 103 via a DC-DC converter (hereinafter referred to as “DDC”) 106 when the switch SW2 is turned on and the switch SW1 is turned off when the vehicle or the like is started. . As the capacitor 101, a type that can rapidly charge and discharge a relatively large electric power is used. Further, for example, an electric double layer capacitor which is a type of storing electricity by a physical process and has a wide operating temperature range of −30 to 60 degrees is used as the capacitor 101.

The battery 102 supplies driving power to the heat source 103 via the DDC 106 when the switch SW1 is turned on and the switch SW2 is turned off.
Further, the battery 102 charges the capacitor 101 when the switch SW3 is turned on.

The DDC 106 steps up or down the power voltage supplied from the capacitor 101 or the battery 102 to a constant voltage for driving the heat source 103.
A battery ECU (battery engine control unit) 105 is a computer unit that controls the entire system (first to third control means). The battery ECU 105 monitors the charge amount of the battery 102 and the capacitor 101 and also monitors the temperature of the battery 102 detected by the temperature sensor 104. Then, the battery ECU 105 executes a control operation corresponding to the flowchart of FIG. 3A or 3B described later according to the driving state of the vehicle or the like (for example, stop stop, avoidance of start, etc.). In this control operation, the battery ECU 105 controls the power supply state among the battery 102, the capacitor 101, and the heat source 103 by controlling the switches SW1, SW2, and SW3. Further, the battery ECU 105 controls the heat source 103 to a heating state or a cooling state by controlling the output voltage value and output voltage polarity of the DDC 106. Further, the battery ECU 105 drives the fan 107. The battery ECU 105 includes an interface circuit for the capacitor 101, the battery 102, the temperature sensor 104, the switches SW1, SW2, SW3, the DDC 106, the fan 107, and the like in FIG. 1, in addition to the CPU (central processing unit) and the memory. And each circuit has the structure mutually connected by a bus | bath. The CPU implements each control operation described below by executing a control program stored in the memory.

The operation of the first embodiment having the configuration of FIG. 1 will be described below.
FIG. 2 is an operation explanatory diagram of the first embodiment.
In the first embodiment, when the charge amount of the capacitor 101 is equal to or less than the threshold value when the vehicle or the like is stopped, the battery ECU 105 in FIG. 1 turns on the switch SW3 and turns off the switches SW1 and SW2. As a result, as shown in FIG. 2A, power from the battery 102 is supplied to the capacitor 101, and the capacitor 101 is charged.

  On the other hand, when the temperature of the battery 102 in FIG. 1 is equal to or lower than the threshold, such as when the vehicle starts, the battery ECU 105 in FIG. 1 turns off the switches SW1 and SW3 and turns on the switch SW2. As a result, as shown in FIG. 2B, the power from the capacitor 101 is supplied to the heat source 103 that is a Peltier element via the DDC 106, and the heat source 103 heats the battery 102 that is, for example, a lithium ion battery. When the temperature is higher than the threshold, battery ECU 105 in FIG. 1 turns off switches SW2 and SW3 and turns on switch SW1. As a result, the electric power from the battery 102 is supplied to the heat source 103 that is a Peltier element via the DDC 106.

  In the above control, since the capacitor 101 is charged with sufficient power when the vehicle or the like is stopped, the battery can be rapidly heated even when the vehicle or the like is started in winter. Sufficient electric power is supplied to the motor for use. It becomes possible to improve the fuel efficiency of an engine in a vehicle or the like, and to increase the travel distance or operating time.

FIG. 3 is a flowchart showing a control operation for supplying power for preheating of the battery 102 executed by the battery ECU 105 of FIG.
The battery ECU 105 starts execution of the control operation shown in the flowchart of FIG. 3A when notified of the stop state by a control unit (not shown) that controls the driving state of the vehicle or the like.

First, the battery ECU 105 turns on the switch SW3 (ON: conduction state) and turns off the switches SW1 and SW2 (OFF: interruption state) (step S301).
Next, the battery ECU 105 determines whether or not the amount of charge detected from the capacitor 101 is greater than a predetermined threshold (step S302).

  When the charge amount of the capacitor 101 is equal to or less than the threshold value and the determination in step S302 is NO, the states of the switches SW1 to SW3 set in step S301 are continued (repetition of determination in step S302). As a result, as shown in FIG. 2A, power is continuously supplied from the battery 102 to the capacitor 101, and the capacitor 101 is charged.

  When the charged amount of capacitor 101 is greater than the threshold value and the determination in step S302 is YES, battery ECU 105 turns off switch SW3 (step S303). As a result, power supply from the battery 102 to the capacitor 101 is stopped, and charging of the capacitor 101 is completed.

Next, the battery ECU 105 starts executing the control operation shown in the flowchart of FIG. 3B when notified of the start start state from the above-described control unit (not shown).
First, the battery ECU 105 measures the temperature T of the battery 102 based on the output of the temperature sensor 104 in FIG. 1 (step S311).

Next, the battery ECU 105 determines whether or not the temperature T is higher than a predetermined temperature threshold (step S312).
For example, when the temperature T of the battery 102 is equal to or lower than the temperature threshold and the determination in step S312 is NO, such as in the morning in winter, the battery ECU 105 turns off the switch SW1 and turns on the switch SW2 (step S313). As a result, as shown in FIG. 2B, power from the capacitor 101 is supplied to the heat source 103 that is a Peltier element via the DDC 106, and the heat source 103 heats the battery 102. After the process of step S313, the process returns to the temperature measurement process of step S311. Thereafter, the processes in steps S311 → S312 → S313 → S311 are repeated.

  Thereafter, when battery 102 is heated and its temperature T becomes higher than the temperature threshold and the determination in step S312 is YES, battery ECU 105 turns on switch SW1 and turns off switch SW2 (step S314). As a result, the electric power from the battery 102 is supplied to the heat source 103 that is a Peltier element via the DDC 106. Thereafter, the battery ECU 105 controls the polarity of the output voltage of the DDC 106 as necessary to cause the heat source 103 to heat or cool the battery 102.

  In the above-described control operation, when the vehicle is stopped, the vehicle or the like has been running or operating until now, and therefore, the battery 102 in FIG. 1 has a sufficient charge capacity. Therefore, it is possible to charge the capacitor 101 with a sufficient charging capacity when the vehicle is stopped by using this charging capacity. At the next start, the battery 102 can be rapidly heated by the heat source 103 using the sufficient charging capacity stored in the capacitor 101.

  FIG. 4 is a timing chart showing the control operation of the first embodiment. FIG. 4A shows detection states of various states of the battery ECU 105 in FIG. FIG. 4B shows a state of ignition (IG) that is a starting state of the vehicle or the like. FIG. 4C shows a conductive state of the switch SW1 in FIG. FIG. 4D shows a conductive state of the switch SW2 in FIG. FIG. 4E shows a power supply state from the DDC 106 in FIG. 1 to the heat source 103. 4 (a) to 4 (e), each horizontal axis indicates the passage of time.

  At time t1 in FIG. 4, first, the battery ECU 105 in FIG. 1 detects ignition on (IG ON) based on the above-described notification from a control unit (not shown) (FIGS. 4A and 4B).

  At time t2 immediately after this, the battery ECU 105 determines the temperature T of the battery 102 based on the output from the temperature sensor 104, and determines that the temperature T of the battery 102 is equal to or lower than the temperature threshold (FIG. ), And the determinations in steps S311 and S312 in FIG. 3 are NO). As a result, the battery ECU 105 turns on the switch SW2 (FIG. 4 (d), step S313 in FIG. 3). Note that the switch SW1 remains off (FIG. 4C, step S313 in FIG. 3). After time t2, the battery ECU 105 turns on the DDC 106 (FIG. 4 (e)). As a result, the electric power from the capacitor 101 is supplied to the heat source 103 which is a Peltier element via the DDC 106, and the heat source 103 starts heating the battery 102 (repetitive processing of steps S313 → S311 → S312 → S313 in FIG. 3).

  The battery 102 is sufficiently heated by the heat source 103, and the battery ECU 105 determines that the temperature T of the battery 102 has become higher than the temperature threshold at time t3 in FIG. 4 (FIG. 4A), step S312 in FIG. Is YES). As a result, the battery ECU 105 first stops the output of the DDC 106.

  Subsequently, at time t4, the battery ECU 105 turns off the switch SW2 (FIG. 4D). Further, at time t5 after a moment, the battery ECU 105 turns on the switch SW1 (FIG. 4C). At time t6 thereafter, the battery ECU 105 supplies the output of the DDC 106 to the heat source 103 (FIG. 4 (e)).

  In the above control operation, when the temperature T of the battery 102 becomes higher than the temperature threshold, the reason why the switch SW2 is not turned off and the switch SW1 is not turned on at the same time is shown in the explanatory diagram of the backflow prevention control in FIG. This will be explained based on. Until just before time t4 in FIG. 4, power is supplied from the capacitor 101 to the heat source 103 via the switch SW2 and the DDC 106 as indicated by the thick arrow line 501 in FIG. Thereafter, it is assumed that the switch SW2 is turned off and the switch SW1 is turned on almost at the same time, and the switch SW2 is turned on and the switch SW1 is turned on for a moment. In this case, as shown in FIG. 5 (b), if the potential I between the battery 102 and the switch SW1 is higher than the potential II between the capacitor 101 and the switch SW2, as shown by a thick arrow line 502, the battery A current flows from 102 to the capacitor 101, and a reverse power state occurs. When the reverse tide condition occurs, the capacitor 101 may be damaged. In order to prevent such a situation from occurring, the timing for turning on the switch SW1 is delayed for a moment from the timing for turning off the switch SW2, as shown at times t4 and t5 in FIG.

  FIG. 6 is a configuration diagram of the second embodiment of the present invention. The second embodiment includes a configuration in which regenerative energy can be used for charging the capacitor 101 in addition to the configuration of the first embodiment of FIG.

  Regenerative energy is a technology that converts kinetic energy into electrical energy and stores it in a battery by using an electric motor as an electromagnetic induction generator when the vehicle is decelerated. In hybrid cars and electric cars, energy efficiency can be improved by regenerative braking using this regenerative energy.

  In the second embodiment, when the amount of charge of the capacitor 101 is not sufficient when the vehicle is braked (braking), the power supplied from the regenerative energy power source 601 via the switch SW4 is 101 is charged.

FIG. 7 is a flowchart showing the control operation of the second embodiment.
When the battery ECU 105 in FIG. 6 detects a state in which the brake of the vehicle or the like is applied in response to the notification from the control unit (not shown) described above in the description of the first embodiment, the control operation shown in the flowchart in FIG. Start running.

First, the regenerative energy power source 601 acquires regenerative energy (step S701).
Next, the battery ECU 105 determines whether or not the amount of charge detected from the capacitor 101 is less than a predetermined threshold (step S602).

If the charged amount of capacitor 101 is less than the predetermined threshold value and the determination in step S602 is YES, battery ECU 105 turns on switch SW4, supplies regenerative energy acquired by regenerative energy power supply 601 to capacitor 101, and charges capacitor 101. To do. Thereafter, the process returns to the charge amount determination process in step S602. Hereinafter, the process is repeated from step S602 → S603 → S602.
If the charged amount of capacitor 101 is equal to or greater than the predetermined threshold value and the determination in step S602 is NO, battery ECU 105 turns off switch SW4 and ends charging of capacitor 101 (step S604).

DESCRIPTION OF SYMBOLS 101 Capacitor 102 Battery 103 Heat source 104 Temperature sensor 105 Battery ECU
106 DDC (DC-DC converter)
107 Fan 601 Regenerative energy power supply SW1, SW2, SW3, SW4 switch

Claims (4)

A preheating power supply system that supplies power to a system that adjusts the temperature of a battery mounted on a vehicle using a heat source,
A capacitor for supplying power to the heat source;
First switch means for supplying output power of the battery to the heat source;
Second switch means for supplying output power of the capacitor to the heat source;
Third switch means for supplying the output power of the battery to the capacitor;
A first control means for turning on the third switch means and charging the capacitor from the battery when the charge amount of the capacitor is equal to or less than a threshold value when the vehicle or the like is stopped;
When starting the vehicle or the like, when the temperature of the battery is below a predetermined temperature threshold, the second switch means is turned on, the first switch means is turned off, and the output power of the capacitor is used as the heat source. And when the battery temperature is equal to or lower than a predetermined temperature threshold, the second switch means is turned off, the first switch means is turned on, and the output power of the battery is supplied to the heat source. Control means,
A power supply system for preheating, comprising: The second control means turns on the first switch means after turning off the second switch means when the temperature of the battery is equal to or lower than a predetermined temperature threshold.
The preheating power supply system according to claim 1. Regenerative energy power supply means for acquiring regenerative energy;
Fourth switch means for supplying the output power of the regenerative energy power supply means to the capacitor;
Third control means for charging the capacitor from the regenerative energy power supply means by turning on the fourth switch means when braking the vehicle or the like;
The power supply system for preheating according to claim 1, further comprising: A preheating power supply system that supplies power to a system that adjusts the temperature of a battery mounted on a vehicle using a heat source,
A capacitor for supplying power to the heat source;
First switch means for supplying output power of the battery to the heat source;
Second switch means for supplying output power of the capacitor to the heat source;
Regenerative energy power supply means for acquiring regenerative energy;
Fourth switch means for supplying the output power of the regenerative energy power supply means to the capacitor;
Third control means for charging the capacitor from the regenerative energy power supply means by turning on the fourth switch means when braking the vehicle or the like;
When starting the vehicle or the like, when the temperature of the battery is below a predetermined temperature threshold, the second switch means is turned on, the first switch means is turned off, and the output power of the capacitor is used as the heat source. And when the battery temperature is equal to or lower than a predetermined temperature threshold, the second switch means is turned off, the first switch means is turned on, and the output power of the battery is supplied to the heat source. Control means,
A power supply system for preheating, comprising:

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