CN103098338A - 车辆的充电控制装置 - Google Patents

车辆的充电控制装置 Download PDF

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CN103098338A
CN103098338A CN2012800028025A CN201280002802A CN103098338A CN 103098338 A CN103098338 A CN 103098338A CN 2012800028025 A CN2012800028025 A CN 2012800028025A CN 201280002802 A CN201280002802 A CN 201280002802A CN 103098338 A CN103098338 A CN 103098338A
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山本直树
冲野一彦
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Nissan Motor Co Ltd
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
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    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14Conductive energy transfer
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    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/51Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
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    • H01M10/60Heating or cooling; Temperature control
    • H01M10/61Types of temperature control
    • H01M10/615Heating or keeping warm
    • HELECTRICITY
    • H01ELECTRIC ELEMENTS
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    • H01M10/63Control systems
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    • H01ELECTRIC ELEMENTS
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    • H01M10/00Secondary cells; Manufacture thereof
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    • H01M10/66Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
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    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/00Converter types
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00Control parameters of input or output; Target parameters
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Abstract

在用户通过定时充电预约单元所指定的充电时间带进行定时充电的情况下,在进行了电池加热时推迟充电停止时刻。由此,不提高对加热器的能力要求而能够将电池充电到目标电量。

Description

车辆的充电控制装置
技术领域
本发明涉及一种能够使用电池的电力进行行驶的车辆的充电控制装置。
背景技术
在专利文献1中公开了一种在能够使用电池的电力进行行驶的车辆中进行电池的充电控制的技术。在该公报中,在由于电池温度下降、充电时间变长而判别为在规定时间以内无法完成电池的充电时,要在预先指定的充电开始时刻之前通过加热器对电池进行加热以在规定时间以内完成充电。
然而,为了在充电开始前完成电池的加热,需要在短时间内将电池加热到规定温度,在对作为行驶用的电力源来使用那样的容积大的电池进行加热的情况下,存在对加热器的能力要求变高,因此导致成本上升的问题。
专利文献1:日本特开平08-115747号公报
发明内容
本发明是鉴于上述问题而完成的,其目的在于提供一种不提高对加热器的能力要求就能够完成电池的充电的车辆的充电控制装置。
为了达成上述目的,在本发明的车辆的充电控制装置中,在用户通过定时充电预约单元所指定的充电时间带进行定时充电的情况下,在进行了电池加热时推迟充电停止时刻。
即使由于同时进行定时充电和电池加热而充电电力下降,也能够通过推迟充电停止时刻来延长充电时间,能够避免充电量不足。另外,能够在定时充电过程中进行电池加热,因此不需要提高对加热器的能力要求,能够避免成本上升。
附图说明
图1是表示实施例1的车辆的充电控制装置的整体系统图。
图2是表示实施例1的电池加热器动作中的电池温度和电池加热器的功耗特性的时序图。
图3是表示在实施例1的充电控制装置中实施的定时充电时控制处理的流程图。
图4是表示实施例1的定时充电时控制处理的时序图。
图5是表示实施例1的定时充电时控制处理的时序图。
具体实施方式
实施例1
图1是表示实施例1的车辆的充电控制装置的整体系统图。实施例1的车辆是只将电池作为能量而行驶的电动汽车。电动车辆100具有能够充放电的电池11,通过由逆变器32将蓄积于电池11的直流电力转换为交流电力并提供至驱动电动机31来驱动车辆。另外,由充电电缆40将外部电源50与电动车辆100连接,由此电池11接受外部电源电力而被充电。对于外部电源50的种类,一般在普通充电的情况下为商用电源,在快速充电的情况下为快速充电器,在图1中示出普通充电的方式。商用电源52一般通过电源插座51供电。
充电电缆40由能够连接至电源插座51的电源插头43、控制盒42以及能够连接至电动车辆100的充电端口23的充电连接器41构成,其中,控制盒42具有检测出充电过程中的系统漏电而切断布线的功能、将电流容量信号发送至车辆的功能等。当通过充电电缆40将外部电源50与电动车辆100连接时,充电控制装置21起动,根据所设定的充电模式来决定是否开始充电。充电模式具有立即开始充电的即刻充电模式、根据预先设定的充电开始时刻和/或充电停止时刻进行开始/停止充电的定时充电模式等。
在充电开始时,将电池继电器13与充电继电器24彼此连接,充电器22根据控制盒42所输出的电流容量信号识别出充电线缆40的电流容量,之后在其电流容量的范围内控制来自外部电源50的输入电流。在充电器22中将输入充电器22的交流电力(电压×电流)转换为直流电力并将电压升压之后输出。由充电控制装置21实时地控制充电器22所输出的电力,根据电池控制装置12所请求的向电池11的充电电力、充电器22能够输出的可输出电力以及强电辅机系统33、DCDC转换器34、弱电辅机系统35所消耗的辅机功耗来决定充电器22所输出的电力。此外,DCDC转换器34将电压降压来向弱电辅机系统35提供直流电力。
在充电过程中,电池控制装置12(相当于电池控制单元)监视电池11的SOC、电压、温度等状态,根据它们来决定充电请求电力并发送至充电控制装置21。向电池11的电力供给只要没有特别指定充电停止时刻、充电量,就持续到满充电为止。在满充电时,电池控制装置12根据电池11的SOC、电压来进行满充电判定,向充电控制装置21请求停止充电,充电控制装置21停止充电。在停止充电时,使充电器22输入输出的充电电力为零之后分别切断电池继电器13和充电继电器24。
另外,在定时充电的情况下,充电控制装置21(相当于充电控制单元)根据预先设定的充电开始时刻和/或充电停止时刻信息来决定充电开始时刻和/或充电停止时刻,在所决定的充电开始时刻在当前时刻之后的情况下,即使连接充电线缆40也停止充电系统直到充电开始时刻为止。此外,存在如下方法:关于定时充电的充电开始时刻、充电停止时刻信息,用户通过接口装置25(相当于定时充电预约单元)直接输入并由充电控制装置21进行存储,或者用户从预先设定的多个充电模式中选择任意的模式,由此车辆决定充电开始时刻/停止时刻。另外,具有检测外部气温的外部气温传感器26。
另外,电池11具有如下特性:当温度变低时,由于可充电容量降低、允许充电电流降低而充电时间变长。另外,具有如下特性:在电池11降低到冻结温度的情况下无法进行充放电。因此,为了将电池11加热到和保温在规定温度以上而装载有电池加热器15。在电池11中具有监视电池温度的电池温度传感器14,在电池温度成为规定温度以下的情况下使电池加热器15进行动作对电池11进行加热以使其成为目标温度以上。电池加热器15从电池11或者充电器22接受电力供给来进行动作。
此外,为降低车辆成本,需要将加热器设为具有只能够将电池11保温在目标温度以上这种程度的所需最小限度的加热器输出功率的小输出功率型加热器。在该情况下,使电池11升温时的加热器动作时间变长,因此充电与电池加热同时动作的机会变多。特别是,在定时充电那样主要是在成本低的夜间电力时间带使用的充电模式中,电池温度降低的情况多,预测充电与电池加热会同时进行动作。在此,在充电与电池加热同时进行动作的情况下,由于由外部电源电力来决定充电器22的输出的上限,因此导致充电电力缺少了电池加热器15的电力量。因此,在实施例1中,在充电控制装置21中预测为会在充电过程中进行电池加热的情况下,将当前设定的充电停止时刻推迟来防止充电量不足。
图2是表示实施例1的电池加热器动作中的电池温度和电池加热器的功耗特性的时序图。在行驶结束时间点,由于行驶过程中的放电所导致的电池11发热而电池11的温度变得比外部气温高。之后,在放置车辆的期间,电池11的温度向外部气温逐渐降低。在外部气温为极低温的情况下,为了防止如上述那样达到电池11的性能降低温度、相当于电池内的电解质冻结温度的电池性能保证界限温度,通过电池加热器15进行电池加热。
对于电池加热器15,通常预先设定有加热器动作开始温度和比该加热器动作开始温度高的加热器动作停止温度。当通过电池温度传感器14检测出的电池11的温度达到动作开始温度时,使电池加热器15开始动作,在升温到动作停止温度的时间点停止电池加热器15的动作。由此,将电池11保持在规定温度以上。在电池加热器15为小功率输出型的情况下,从电池加热器动作开始温度上升到动作停止温度为止通常花费几个小时,另外,电池温度从动作停止温度冷却到动作开始温度为止通常需要几个小时。另外,电池加热器15的动作是根据电池温度来进行的,与电池11的充电状态等独立地进行。由此,在充电系统侧,即使处于充电系统睡眠的状态也需要定期地或者不定期地检查电池加热器15的动作状态。
图3是表示在实施例1的充电控制装置中实施的定时充电时控制处理的流程图。
在步骤S1中,判断是否存在定时充电时间带的预约,在没有预约时结束本控制流程,在有预约时进入步骤S2。
在步骤S2中,判断是否到达充电开始时刻,在到达充电开始时刻时进入步骤S3,在没有到达时重复本步骤。此外,此时充电系统处于睡眠状态,当到达检查时刻时起动充电系统来进行各种检查。
在步骤S3中,到达充电开始时刻,因此开始充电。
在步骤S4中,判断在充电过程中电池加热器15是否动作,在判断为进行动作时进入步骤S5,在除此之外时进入步骤S8。
在步骤S5中,对电池加热器动作中的功耗量进行累计。
在步骤S6中,判断是否到达预先设定的充电停止时刻,在判断为到达时进入步骤S7,在除此之外时返回到步骤S5来重复功耗量的累计。
在步骤S7中,继续进行充电直到到达对当前的电池电力量加上电池加热器动作中的功耗量而得到的电力量为止,在充电结束时进入步骤S9来结束充电。
在步骤S8中,判断是否到达预先设定的充电停止时刻,在判断为到达时进入步骤S9来结束充电,在除此之外时返回到步骤S4,继续检查电池加热器15是否动作。
图4是表示实施例1的定时充电时控制处理的时序图。该时序图的最初的状态表示用户通过充电线缆40将外部电源50与电动车辆100连接、用户通过接口装置25设定了充电开始时刻和充电停止时刻的情况。另外,能够通过外部电源50供给的电力有限制,在该限制内进行电力供给。此时,外部气温比电池性能保障界限温度低,换句话说,电池11的温度由于放置而低于加热器动作开始温度。
在时刻t1,当电池温度低于加热器动作开始温度时,电池加热器15进行动作而开始加热电池11。此时还是充电开始时间之前的阶段。
在时刻t2,当到达充电开始时刻时开始充电。此时,电池加热器15继续动作,因此充电电力量缺少电池加热器15的功耗量。充电过程中对该功耗量持续进行累计。
在时刻t3,当到达充电停止时刻时,为了补偿相当于所累计的功耗量的充电量而继续保持充电。由此,即使在定时充电过程中电池加热器15进行动作而充电量不充分的情况下,通过推迟充电停止时刻,也能够确保充电量。
在时刻t4,当经过所需的充电时间时停止充电。
图5是表示实施例1的定时充电时控制处理的时序图。内容基本上与图4所示的内容相同,但在该时序图中示出在充电开始时刻电池加热器15不进行动作、在充电过程中的时刻t21电池加热器15开始动作的例子。在该情况下,也与电池加热器15的动作同时地开始功耗量的累计,根据该累计量来推迟充电停止时间,由此确保充电量。
以上实施例1能够获得下述所列举的作用效果。
(1)具备电池11,其利用电力进行充放电;电池加热器15,其对电池11进行加热;电池温度传感器14(电池温度检测单元),其检测电池11的温度;电池控制装置12(电池控制单元),其监视电池11的温度状态来控制电池加热器15进行电池加热;充电器22,其向电池11和电池加热器15提供电力;接口装置25(定时充电预约单元),其使用户能够任意地指定规定的充电时间带和目标充电量;以及充电控制装置21(充电控制单元),其在通过接口装置25所指定的充电时间带进行定时充电,其中,在预测为在定时充电中进行电池加热时,充电控制装置21将定时充电时间带的充电停止时刻推迟。
即,即使由于同时进行定时充电和电池加热而充电电力降低,通过将充电停止时刻推迟来延长充电时间,也能够避免充电量不足。另外,能够在定时充电过程中进行电池加热,因此不需要提高对电池加热器15的能力要求,能够避免成本上升。另外,在充电过程中使电池加热器15进行动作且进行充电,因此能够避免充电效率降低。
(2)充电控制装置21推迟直到充入定时充电过程中进行电池加热时的功耗量为止。即,通过补偿定时充电过程中的电池加热器15的功耗量,不会无用地推迟充电时间而能够确保充电量。
以上,根据实施例1说明了本发明,但不限于上述结构,能够在不超出本发明的范围的范围内采取其它的结构。在实施例1中说明了电动车辆,但也可以是插电式混合动力型的车辆。另外,在实施例中设为将充电停止时刻推迟所累计的电池加热器15的耗电量的结构,但是为了更可靠地完成充电,也可以考虑安全率而推迟加上了余量的时间。

Claims (2)

1.一种车辆的充电控制装置,其特征在于,具备:
电池,其利用电力进行充放电;
电池加热器,其将上述电池进行加热;
电池温度检测单元,其检测上述电池的温度;
电池控制单元,其监视上述电池的温度状态并控制上述电池加热器来进行电池加热;
充电器,其向上述电池和上述电池加热器提供电力;
定时充电预约单元,其使用户能够任意地指定规定的充电时间带和目标充电量;以及
充电控制单元,其在通过上述定时充电预约单元所指定的充电时间带进行定时充电,
其中,在定时充电过程中进行了电池加热时,上述充电控制单元推迟上述充电时间带的充电停止时刻。
2.根据权利要求1所述的车辆的充电控制装置,其特征在于,
上述充电控制单元推迟直到充入在定时充电过程中进行了电池加热时的功耗量为止。
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CN103098338B (zh) 2016-02-17
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