CN102725182A - 车辆用电池调温装置以及车辆用电池调温方法 - Google Patents

车辆用电池调温装置以及车辆用电池调温方法 Download PDF

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CN102725182A
CN102725182A CN2011800075996A CN201180007599A CN102725182A CN 102725182 A CN102725182 A CN 102725182A CN 2011800075996 A CN2011800075996 A CN 2011800075996A CN 201180007599 A CN201180007599 A CN 201180007599A CN 102725182 A CN102725182 A CN 102725182A
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battery
temperature
mentioned
temperature adjustment
charging
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CN102725182B (zh
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户野塚宽
大塚隆
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Marelli Corp
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Calsonic Kansei Corp
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Abstract

本发明具备：电池(1)，能够在车载状态下通过充电站(11)对该电池(1)进行充电；电池温度传感器(4)，其检测电池温度；SOC估计部(3a)，其计算电池SOC；空调器(2)，其调节电池温度；充电判断部(3b)，其根据电池SOC来判断是否需要对电池(1)充电；以及调温部(30)，其在车辆行驶时判断为需要充电的情况下，执行行驶时调温控制，对空调器(2)输出调温控制指令使得充电开始时的电池温度为目标温度。

Description

车辆用电池调温装置以及车辆用电池调温方法
技术领域
本发明涉及一种车辆用电池调温装置以及车辆用电池调温方法。
背景技术
在专利文献1中公开了以下技术：在车辆停止后将车辆与外部充电设备连接时，通过空调的冷却风或者暖风来调节电池温度，使得充电开始时的电池温度达到适合于充电开始时的目标温度。
专利文献1：日本特开平7-73906号公报
发明内容
发明要解决的问题
然而，在上述以往技术中，在车辆停止后立即进行充电等从电池温度高到某种程度的状态下进行充电时，在电池温度达到目标温度之前无法进行充电，因此从车辆停止起到充电完成为止所需的时间变长。
本发明的目的在于提供一种能够缩短从车辆停止起到充电完成为止所需的时间的车辆用电池调温装置以及车辆用电池调温方法。
用于解决问题的方案
在本发明中，在车辆行驶时判断为需要对电池进行充电的情况下，对电池进行调温使得充电开始时的电池温度为目标温度。
发明的效果
由此，在本发明中，在车辆行驶时判断为需要对电池进行充电的情况下，从车辆行驶过程中就考虑充电开始时的目标温度而进行电池的调温，进行调温控制使得电池温度成为目标温度以下，因此能够缩短从车辆停止起到充电完成为止所需的时间。
附图说明
图1是本发明所涉及的实施例1的车辆用电池调温装置的系统结构图。
图2是表示由实施例1的车辆用电池调温装置的调温部执行的行驶时调温控制处理的流程的流程图。
图3是表示在实施例1的车辆用电池调温装置中以图2的流程图执行的情况下的行驶时调温控制作用的时序图。
附图标记说明
1：电池；1a：壳体；2：空调器(调温单元)；2a：鼓风机；2b：循环路径；2c：门；3：电池控制器；3a：SOC估计部(充电状态检测单元)；3b：充电判断部(充电判断单元)；3c：调温部(行驶时调温控制单元)；4：电池温度传感器(温度检测单元)；5：电池电压传感器；6：电池充放电电流传感器；7：导航系统；8：普通充电连接器；9：快速充电连接器；10：警报灯；11：充电站；12：连接器。
具体实施方式
下面，根据基于附图的实施例来说明具体实施方式。
[实施例1]
[系统结构]
图1是实施例1的车辆用电池调温装置的系统结构图，实施例1的车辆用电池调温装置应用于电动汽车。
电池1是能够反复充电的二次电池，将电力提供给对驱动轮进行驱动的电动马达(未图示)。电池1例如能够使用镍离子电池。将电池1配置在驾驶室(车厢)的下方，固定在车体上。
空调器(调温单元)2对驾驶室内进行调温，使得驾驶室内的温度成为由驾驶员设定的目标值。另外，空调器2根据来自电池控制器3的控制指令来对电池1送风，从而对电池1进行调温。在从空调器2输出的空气通过鼓风机2a提供给电池1的壳体1a内之后，向车外或者驾驶室排出，或者向空调器2回流。根据电池、驾驶室等的温度，对设置在空调器2与电池1之间的循环路径2b上的两个门2c、2d进行打开和关闭控制，由此适当地切换通过电池1的空气的流向。
对电池控制器3输入来自电池温度传感器(温度检测单元)4、电池电压传感器5、电池充放电电流传感器6、导航系统7、普通充电连接器8以及快速充电连接器9的各信号。将电池温度传感器4、电池电压传感器5以及电池充放电电流传感器6设置于电池1的壳体1a内。电池温度传感器4检测电池1的温度(以下，称为电池温度)。电池电压传感器5检测电池电压。电池充放电电流传感器6检测电池1的充放电电流。
导航系统7对驾驶员提供车辆周围的地图信息和本车位置，进行向驾驶员设定的目的地的路线引导。
普通充电连接器8在普通充电模式下对电池1进行充电时与外部充电设备(例如，住宅)的普通充电连接器(家用电源插座)进行连接。在连接器连接时，向电池控制器3输出连接信号。
快速充电连接器9在快速充电模式下对电池1进行充电时与作为外部充电设备的充电站11的连接器12进行连接。在连接器连接时，向电池控制器3输出连接信号。在此，快速充电模式是充电速率高于普通充电模式的充电速率的充电模式，在快速充电模式下进行充电的情况下，与在普通充电模式下进行充电的情况相比，能够在更短时间内使电池SOC(State Of Charge：充电状态)处于满充电状态。此外，充电速率是每单位时间的充电量。
电池控制器3具有SOC估计部(充电状态检测单元)3a、充电判断部(充电判断单元)3b以及调温部(行驶时调温控制单元)3c。SOC估计部3a根据电池电压和电池充放电电流来估计当前的电池SOC。
充电判断部3b始终监视由SOC估计部3a估计的电池SOC，在电池SOC成为规定的要充电阈值以下时，判断为需要充电，对警报灯10输出点亮指令，由此对驾驶员通知电池SOC的降低。
调温部3c始终监视电池温度，对空调器2输出对电池1进行调温的控制指令，使得电池温度不偏离规定的使用温度范围或者充电温度范围。另外，为了实现作为本发明的目标的、缩短从车辆停止起到充电完成为止所需的时间(以下，还称为充电时间)，调温部3c在车辆行驶时执行以下所示的行驶时调温控制处理。
[行驶时调温控制处理]
图2是表示由实施例1的调温部3c执行的行驶时调温控制处理的流程的流程图，下面，说明各步骤。在由充电判断部3b判断为需要对电池1进行充电期间，以规定的运算周期反复执行该处理。
在步骤S1中，判断驾驶员是否请求了快速充电模式。在“是”的情况下，转移到步骤S2，在“否”的情况下，转移到步骤S3。在此，在驾驶员选择充电站11作为导航系统7的目的地的情况下，判断为请求了快速充电模式。
在步骤S2中，输入电池状态，即从电池温度传感器4输入电池温度，从电池电压传感器5输入电池电压，从电池充放电电流传感器6输入电池充放电电流，转移到步骤S4。
在步骤S3中，停止行驶中调温控制，转移到返回。在步骤S3中，在停止行驶中调温控制的情况下，如上述那样对空调器2输出对电池1进行调温的控制指令，使得电池温度不会偏离规定的使用温度范围或者充电温度范围。
另一方面，在步骤S4中，计算在快速充电模式下由于电池1的快速充电而被预测的发热量，转移到步骤S5。在此，能够将快速充电模式下的充电速率乘以充电时间而得到的值乘以规定的系数，来求出电池发热量。另外，还可以预先通过试验将充电时间与发热量的关系制作成对应表。此外，充电时间是在按照快速充电模式的充电速率进行充电时目前的电池SOC成为满充电时的SOC所需的时间。在此所指的满充电是满充电或者不妨碍实际使用的容量。
在步骤S5中，设定电池1的目标温度，转移到步骤S6。在此，将目标温度设为从不影响电池寿命的温度范围的上限值(以下，称为允许上限值)中减去与算出的电池发热量相应的电池1的温度上升量而得到的值。允许上限值在锂离子二次电池的情况下例如设为60℃。此外，也可以将允许上限值设为比60℃稍低例如2℃~3℃的值。
在步骤S6中，设定行驶时调温控制的控制时间(行驶时调温控制开始起到结束为止的时间)，转移到步骤S7。在此，将控制时间设为到达由导航系统7算出的充电站11的到达预测时间。
在步骤S7中，设定空调器2的调温性能，转移到步骤S8。在此，将调温性能设为经过控制时间使当前电池温度成为目标温度所需的空调器2的性能(风量、风温)。
在步骤S8中，将与设定的调温性能相应的控制指令输出到空调器2，转移到步骤S9。
在步骤S9中，判断电池温度是否到达目标温度。在“是”的情况下，转移到步骤S3，在“否”的情况下，转移到步骤S10。
在步骤S10中，判断是否经过了控制时间。在“是”的情况下，转移到步骤S3，在“否”的情况下，转移到步骤S11。
在步骤S11中，判断快速充电连接器9是否与充电站11的连接器12进行连接。在“是”的情况下，转移到步骤S3，在“否”的情况下，转移到返回。
接着，说明实施例1的作用。
[行驶时调温控制作用]
图3是表示实施例1的行驶时调温控制作用的时序图。
在时刻t1，在车辆行驶中电池SOC成为要充电阈值以下，因此点亮警报灯10，警告驾驶员电池SOC的降低。由此，驾驶员将目的地变更为附近的充电站11。此时，在图2的流程图中，形成步骤S1→步骤S2→步骤S4→步骤S5→步骤S6→步骤S7→步骤S8的流向，开始行驶时调温控制。在该控制中，设定考虑了由于快速充电引起的温度上升的目标温度，即，即使在到达充电站11之后立即进行快速充电的情况下电池温度也不会超过允许上限值的目标温度，设定空调器2的风量和风温，使得电池温度在经过控制时间之后成为目标温度。
在时刻t1与t2之间的区间内电池温度逐渐下降，在时刻t2，电池温度与目标温度一致。因此，从步骤S9进入到步骤S3，停止行驶时调温控制。另外，车辆与时刻t2大致同期地到达充电站11，由驾驶员将快速充电连接器9与充电站11的连接器12进行连接，由此开始电池1的快速充电。
在时刻t2与t4之间的区间内，电池温度与快速充电模式下的充电速率相应地上升。
在时刻t4，电池SOC处于满充电状态，因此完成电池1的充电。此时，电池温度被控制在允许上限值以下，因此不会招致随着温度上升而电池寿命降低。
在此，作为实施例1的比较例，考虑不实施行驶时调温控制而在车辆停止之后对电池进行调温使得充电开始时的电池温度成为上述目标温度的情况。在该情况下，在时刻t2到达充电站，在快速充电连接器与设备进行连接时，空调器开始对电池进行冷却。然而，车辆刚停止时，由于行驶时的放电发热而电池温度高，因此在停止之后立即在快速充电模式下进行充电的情况下，由于充电产生的发热而电池温度超出允许上限值。因此，在该比较例中，必须等到电池温度下降至目标温度为止的时刻t3才能开始充电。
与此相对，在实施例1中，在车辆行驶过程中开始冷却电池1，因此能够从比时刻t3早的时刻t2起开始充电。也就是说，在实施例1中，在车辆行驶时，在判断为需要对电池1充电并且由驾驶员请求了快速充电模式的情况下，预先在行驶中对电池1进行调温使得充电开始时的温度成为目标温度，因此与上述比较例相比，能够缩短从停车起到充电完成为止的时间。
另外，估计从判断为需要充电的时刻至充电开始为止所需的时间，将该时间作为控制时间来使电池温度逐渐接近目标温度，因此能够将空调器2的调温性能抑制得低。例如，在上述比较例中，通过提高车辆停止时的空调器的调温性能，能够缩短充电时间，但是在该情况下，将空调器的大部分调温能力使用于电池侧的冷却，因此在驾驶室侧不能得到所需的调温性能，无法维持驾驶室舒适。与此相对，在实施例1中，电池1的调温不要求高性能，因此能够将空调器的大部分调温能力使用于驾驶室侧的调温，能够维持驾驶室舒适。
此时，将到达充电站11为止的时间设为行驶时调温控制的控制时间(控制期间)，因此能够更可靠地使充电开始时的电池温度与目标温度一致。这是因为对电池1的充电是在到达充电站11之后实施的。
在实施例1中，设定目标温度使得充电完成后的电池温度为规定的允许上限值以下，因此能够抑制电池温度超过允许上限值而电池寿命降低。
另外，将目标温度设为允许上限值减去伴随充电时的发热的温度上升量而得到的值，因此能够更可靠地抑制电池温度超过允许上限值。
在实施例1中，在请求了快速充电模式的情况下执行行驶时调温控制，在没有请求快速充电模式的情况下不执行行驶时调温控制。普通充电模式的充电速率低于快速充电模式的充电速率，因此即使在不执行行驶时调温控制的情况下，电池温度也很少会超过上限值。因此，能够避免对电池1进行不必要的调温，从而能够抑制电池SOC的降低。
在实施例1中，起到以下列举的效果。
(1)具备：电池1，能够在车载状态下通过外部充电设备(充电站11、住宅等)对该电池1进行充电；电池温度传感器4，其检测电池温度；SOC估计部3a，其计算电池SOC；空调器2，其调节电池温度；充电判断部3b，其根据电池SOC来判断是否需要对电池1进行充电；以及调温部3c，其在车辆行驶时判断为需要充电的情况下，执行行驶时调温控制，对空调器2输出调温控制指令使得充电开始时的电池温度为目标温度。由此，能够缩短充电时间。
(2)调温部3c估计从判断为需要充电的时刻起至充电开始所需的时间，将该时间作为控制时间来使电池温度逐渐接近目标温度，因此将空调器2的调温性能抑制得低而能够确保驾驶室侧所需的调温性能，从而能够维持驾驶室舒适。
(3)调温部3c将到达充电站11为止所需的时间设为控制时间，因此能够更可靠地使充电开始时的电池温度与目标温度一致。
(4)调温部3c设定目标温度，使得充电完成后的电池温度为规定的允许上限值以下，因此能够抑制由于电池温度超过允许上限值而电池寿命降低。
(5)调温部3c将允许上限值减去由充电时的发热引起的温度上升量而得到的值设为目标温度，因此能够更可靠地抑制电池温度超过允许上限值。
(6)能够在普通充电模式以及充电速率比该普通充电模式的充电速率高的快速充电模式这两种充电模式下对电池1进行充电，在请求了快速充电模式的情况下，调温部3c执行行驶时调温控制，在请求了普通充电模式的情况下，调温部3c不执行行驶时调温控制。由此，避免对电池1进行不必要的调温，能够抑制电池SOC的降低。
(7)在车辆行驶时判断为电池需要充电的情况下，预先执行对电池1进行调温的行驶时调温控制以使充电开始时的电池温度为目标温度，因此能够缩短充电时间。
[其它实施例]
以上，根据实施例说明了具体实施方式，但是本发明并不限定于实施例，不脱离发明宗旨的范围内的设计变更等也包括在本发明中。
例如，在实施例中，示出根据驾驶员是否选择充电站11作为导航系统7的目的地来判断是否请求了快速充电模式的例子，但是也可以设置通过驾驶员的操作能够请求快速充电模式的开关。
还可以不管是否请求了快速充电模式均实施行驶时调温控制。

Claims (7)

1.一种车辆用电池调温装置，其特征在于，具备：
电池，能够在车载状态下通过外部充电设备对该电池进行充电；
温度检测单元，其检测上述电池的温度；
充电状态检测单元，其检测上述电池的充电状态；
调温单元，其调节上述电池的温度；
充电判断单元，其根据上述充电状态来判断是否需要对上述电池进行充电；以及
行驶时调温控制单元，其在车辆行驶时判断为需要充电的情况下，执行行驶时调温控制，对上述调温单元输出调温控制指令使得充电开始时的电池温度为目标温度。
2.根据权利要求1所述的车辆用电池调温装置，其特征在于，
上述行驶时调温控制单元估计从判断为需要充电的时刻起到充电开始所需的时间，将该时间作为控制时间而使上述电池温度逐渐接近上述目标温度。
3.根据权利要求2所述的车辆用电池调温装置，其特征在于，
上述行驶时调温控制单元将到达上述外部充电设备为止所需的时间设为上述控制时间。
4.根据权利要求1~3中的任一项所述的车辆用电池调温装置，其特征在于，
上述行驶时调温控制单元设定上述目标温度，使得充电完成后的上述电池温度为规定的允许上限值以下。
5.根据权利要求4所述的车辆用电池调温装置，其特征在于，
上述行驶时调温控制单元将上述允许上限值减去由充电时的发热引起的温度上升量而得到的值设为上述目标温度。
6.根据权利要求1~5中的任一项所述的车辆用电池调温装置，其特征在于，
能够在普通充电模式和充电速率高于该普通充电模式的充电速率的快速充电模式这两种充电模式下对上述电池进行充电，
在请求了上述快速充电模式的情况下，上述行驶时调温控制单元执行上述行驶时调温控制，在请求了上述普通充电模式的情况下，上述行驶时调温控制单元不执行上述行驶时调温控制。
7.一种车辆用电池调温方法，其特征在于，在车辆行驶时判断为需要对电池充电的情况下，预先执行对上述电池进行调温的行驶时调温控制，使得充电开始时的电池温度为目标温度。
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