JP2003032901A - Warm-up device for battery - Google Patents
Warm-up device for batteryInfo
- Publication number
- JP2003032901A JP2003032901A JP2001213821A JP2001213821A JP2003032901A JP 2003032901 A JP2003032901 A JP 2003032901A JP 2001213821 A JP2001213821 A JP 2001213821A JP 2001213821 A JP2001213821 A JP 2001213821A JP 2003032901 A JP2003032901 A JP 2003032901A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- connection state
- switching
- warm
- modules
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000010438 heat treatment Methods 0.000 claims abstract description 24
- 238000010792 warming Methods 0.000 claims abstract description 14
- 238000007599 discharging Methods 0.000 claims description 6
- 238000000034 method Methods 0.000 description 28
- 238000010586 diagram Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 2
- 229910001416 lithium ion Inorganic materials 0.000 description 2
- 101001125854 Homo sapiens Peptidase inhibitor 16 Proteins 0.000 description 1
- 102100029324 Peptidase inhibitor 16 Human genes 0.000 description 1
- 101000983338 Solanum commersonii Osmotin-like protein OSML15 Proteins 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M16/00—Structural combinations of different types of electrochemical generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/14—Preventing excessive discharging
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/15—Preventing overcharging
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/25—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by controlling the electric load
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
- H01M10/637—Control systems characterised by the use of reversible temperature-sensitive devices, e.g. NTC, PTC or bimetal devices; characterised by control of the internal current flowing through the cells, e.g. by switching
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/63—Control systems
- H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、電気自動車（Ｅ
Ｖ）やハイブリッド自動車（ＨＥＶ）等の電気車に搭載
される電池を暖機するための電池暖機装置に関する。TECHNICAL FIELD The present invention relates to an electric vehicle (E
The present invention relates to a battery warm-up device for warming up a battery mounted in an electric vehicle such as V) or a hybrid vehicle (HEV).
【０００２】[0002]
【従来の技術】電気自動車やハイブリッド自動車では、
走行用電動モータの電源としてリチウムイオン電池のよ
うな二次電池が用いられている。二次電池の充放電特性
は電池温度に依存しており、低温時には高温時に比べて
充放電特性が低下するという性質を有している。そのた
め、外気温が低下する冬季や寒冷地においては、車両を
長時間停止させた後に再び走行開始する際に、電池を暖
機するのが好ましい。2. Description of the Related Art In electric vehicles and hybrid vehicles,
A secondary battery such as a lithium-ion battery is used as a power source for a traveling electric motor. The charge / discharge characteristics of the secondary battery depend on the battery temperature, and have the property of lowering the charge / discharge characteristics at low temperature as compared to at high temperature. Therefore, in winter or cold regions where the outside air temperature decreases, it is preferable to warm up the battery when the vehicle is stopped for a long time and then restarted.
【０００３】従来、電池を暖機するための装置として
は、特開平７−７９５０３号公報に開示されているよう
な電池暖機装置が知られている。その電池暖機装置で
は、車載の発電機により電池を充電し、そのときの充電
電流による電池の自己発熱により電池温度を上昇させる
ようにしている。また、特開２０００−３０７１９号公
報には、電池を外部負荷に接続し、放電電流による電池
の自己発熱によって電池温度を上昇させるものが開示さ
れている。Conventionally, as a device for warming up a battery, a battery warming device as disclosed in JP-A-7-79503 is known. In the battery warm-up device, the battery is charged by a vehicle-mounted generator, and the battery temperature is raised by self-heating of the battery due to the charging current at that time. Further, Japanese Patent Application Laid-Open No. 2000-30719 discloses a device in which a battery is connected to an external load and the battery temperature is raised by self-heating of the battery due to a discharge current.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、電池を
充電して暖機する装置では、電池が満充電状態にある場
合には充電ができないため、電池を暖機できないという
欠点があった。一方、電池を外部負荷に接続して放電時
の自己発熱により暖機する装置では、電池を放電した際
の大電流に耐える外部負荷を設ける必要がある。そのた
め、外部負荷に関係するスペースが大きくなったり、重
量が重くなるという問題があった。However, the device for charging and warming up the battery has a drawback that the battery cannot be warmed up because the battery cannot be charged when the battery is fully charged. On the other hand, in a device in which a battery is connected to an external load to warm up by self-heating during discharge, it is necessary to provide an external load that can withstand a large current when the battery is discharged. Therefore, there are problems that the space related to the external load becomes large and the weight becomes heavy.
【０００５】本発明の目的は、電池が満充電状態でも電
池暖機ができ、また、外部負荷のスペースや重量を低減
することができる電池暖機装置を提供することにある。An object of the present invention is to provide a battery warming device capable of warming up the battery even when the battery is fully charged and reducing the space and weight of an external load.
【０００６】[0006]
【課題を解決するための手段】発明の実施の形態を示す
図１，２および５に対応付けて説明する。
（１）図１に対応付けて説明すると、請求項１の発明
は、複数の電池モジュールＭ１〜Ｍｎが並列接続された
走行モータ用組電池１と、エンジン１２により駆動され
て組電池１を充電する発電機７とを備えるハイブリッド
車の電気暖機装置に適用され、複数の電池モジュールＭ
１〜Ｍｎが並列接続された第１の接続状態と、電池モジ
ュールＭ１が他の電池モジュールＭ２〜Ｍｎから電気的
に切り離された第２の接続状態とを切り換える切換手段
２，３と、電池暖機動作時に、切換手段２，３により第
２の接続状態に切り換えて他の電池モジュールＭ２〜Ｍ
ｎを発電機７により充電させ、充電後に切換手段２，３
により第１の接続状態に切り換える制御手段１０とを備
えて上述の目的を達成する。
（２）請求項２の発明は、複数の電池モジュールＭ１〜
Ｍｎが並列接続された走行モータ用組電池１と、エンジ
ン１２により駆動されて組電池１を充電する発電機７と
を備えるハイブリッド車の電気暖機装置に適用され、外
部負荷４と、複数の電池モジュールＭ１〜Ｍｎが並列接
続された第１の接続状態と、電池モジュールＭ１が他の
電池モジュールＭ２〜Ｍｎから電気的に切り離された第
２の接続状態とを切り換える切換手段２，３と、電池暖
機動作時に、切換手段２，３により第２の接続状態に切
り換えて発電機７による電池モジュールＭ２〜Ｍｎの充
電および外部負荷４による切り離された電池モジュール
Ｍ１の放電の少なくとも一方を行わせた後に、切換手段
２，３により第１の接続状態に切り換える制御手段１０
とを備えて上述の目的を達成する。
（３）図１および図２に対応付けて説明すると、請求項
３の発明は、請求項１または２に記載の電池暖機装置に
おいて、制御手段１０は、他の電池モジュールＭ２〜Ｍ
ｎの充電状態ＳＯＣが所定充電状態Ｑ２以上となったと
き、または、外部負荷４に接続された電池モジュールＭ
１の放電状態ＤＯＤが所定放電状態Ｑ１以下となったと
きに第２の接続状態から第１の接続状態へと切り換える
ようにしたものである。
（４）図１に対応付けて説明すると、請求項４の発明
は、複数の電池モジュールＭ１〜Ｍｎが並列接続された
走行モータ用組電池１と、エンジン１２により駆動され
て組電池１を充電する発電機７とを備えるハイブリッド
車の電気暖機装置に適用され、外部負荷４と、複数の電
池モジュールＭ１〜Ｍｎが並列接続された第１の接続状
態と、電池モジュールＭ１が他の電池モジュールＭ２〜
Ｍｎから電気的に切り離されて外部負荷４に接続された
第２の接続状態とを切り換える切換手段２，３と、エン
ジン停止時に切換手段２，３により第２の接続状態に切
り換え、エンジン始動時に第１の接続状態に切り換える
制御手段１０とを備えて上述の目的を達成する。
（５）図５に対応付けて説明すると、請求項５の発明
は、走行用モータ１１を複数の電池モジュールＭ１〜Ｍ
ｎが並列接続された組電池１で駆動する電気自動車の電
気暖機装置に適用され、複数の電池モジュールＭ１〜Ｍ
ｎが並列接続された第１の接続状態と、電池モジュール
Ｍ１が他の電池モジュールＭ２〜Ｍｎから電気的に切り
離された第２の接続状態とを切り換える切換手段２と、
電池充電動作時に、切換手段２により第２の接続状態に
切り換えて他の電池モジュールＭ２〜Ｍｎを充電させ、
充電後に切換手段２により第１の接続状態に切り換える
制御手段１０とを備えて上述の目的を達成する。
（６）請求項６の発明は、請求項５に記載の電池暖機装
置において、切換手段２による第１の接続状態への切り
換えをエンジン始動時に行うようにしたものである。
（７）請求項７の発明は、請求項１〜６のいずれかに記
載の電池暖機装置において、組電池１の温度または外気
温度を検出する温度検出手段８，９を設け、温度検出手
段８，９により検出された温度が所定温度以下の場合に
制御手段１０による切換制御を行うようにしたものであ
る。
（８）図１に対応付けて説明すると、請求項８の発明
は、請求項２または請求項４に記載の電池暖機装置にお
いて、外部負荷４を組電池１を加熱する加熱装置とした
ものである。An embodiment of the present invention will be described in association with FIGS. (1) Explaining in association with FIG. 1, the invention of claim 1 charges a battery pack 1 driven by an engine 12 and a traveling motor battery pack 1 in which a plurality of battery modules M1 to Mn are connected in parallel. And a plurality of battery modules M applied to an electric warm-up device of a hybrid vehicle including a generator 7 for
Switching means 2 and 3 for switching between a first connection state in which 1 to Mn are connected in parallel and a second connection state in which the battery module M1 is electrically disconnected from the other battery modules M2 to Mn, and battery warming. During operation of the machine, the switching means 2 and 3 are switched to the second connection state to switch the other battery modules M2 to M2.
n is charged by the generator 7, and after charging, switching means 2, 3
With the control means 10 for switching to the first connection state, the above-mentioned object is achieved. (2) In the invention of claim 2, a plurality of battery modules M1 to
The present invention is applied to an electric warm-up device for a hybrid vehicle that includes a traveling motor assembled battery 1 in which Mn is connected in parallel and a generator 7 that is driven by an engine 12 to charge the assembled battery 1. Switching means 2 and 3 for switching between a first connection state in which the battery modules M1 to Mn are connected in parallel and a second connection state in which the battery module M1 is electrically disconnected from other battery modules M2 to Mn. During the battery warm-up operation, the switching means 2 and 3 switch to the second connection state to cause the generator 7 to charge at least one of the battery modules M2 to Mn and the external load 4 to discharge the disconnected battery module M1. After that, the control means 10 for switching to the first connection state by the switching means 2 and 3
The above object is achieved by providing (3) To explain in association with FIG. 1 and FIG. 2, the invention of claim 3 is the battery warm-up device according to claim 1 or 2, wherein the control means 10 controls other battery modules M2 to M.
n when the state of charge SOC becomes equal to or higher than the predetermined state of charge Q2, or the battery module M connected to the external load 4.
When the first discharge state DOD becomes equal to or lower than the predetermined discharge state Q1, the second connection state is switched to the first connection state. (4) Explaining in association with FIG. 1, the invention of claim 4 charges a battery pack 1 driven by an engine 12 and a traveling motor battery pack 1 in which a plurality of battery modules M1 to Mn are connected in parallel. The present invention is applied to an electric warm-up device for a hybrid vehicle including a power generator 7 that operates, the external load 4, a first connection state in which a plurality of battery modules M1 to Mn are connected in parallel, and the battery module M1 being another battery module. M2-
Switching means 2 and 3 for switching between a second connection state electrically disconnected from Mn and connected to the external load 4, and switching means 2 and 3 for switching to the second connection state when the engine is stopped, and when starting the engine. The control means 10 for switching to the first connection state is provided to achieve the above object. (5) Explaining in association with FIG. 5, the invention of claim 5 uses the traveling motor 11 as a plurality of battery modules M1 to M.
n is connected in parallel and is applied to an electric warming device of an electric vehicle driven by an assembled battery 1, and a plurality of battery modules M1 to M
switching means 2 for switching between a first connection state in which n is connected in parallel and a second connection state in which the battery module M1 is electrically disconnected from the other battery modules M2 to Mn;
During the battery charging operation, the switching unit 2 switches to the second connection state to charge the other battery modules M2 to Mn,
The control means 10 for switching to the first connection state by the switching means 2 after charging is provided to achieve the above-mentioned object. (6) According to the invention of claim 6, in the battery warm-up device according to claim 5, switching to the first connection state by the switching means 2 is performed at the time of engine start. (7) According to the invention of claim 7, in the battery warm-up device according to any one of claims 1 to 6, temperature detecting means 8 and 9 for detecting the temperature of the assembled battery 1 or the outside air temperature are provided, and the temperature detecting means is provided. When the temperature detected by 8 and 9 is below a predetermined temperature, the switching control by the control means 10 is performed. (8) Describing in association with FIG. 1, the invention of claim 8 is the battery warm-up device according to claim 2 or 4, wherein the external load 4 is a heating device for heating the assembled battery 1. Is.
【０００７】なお、上記課題を解決するための手段の項
では、本発明を分かり易くするために発明の実施の形態
の図を用いたが、これにより本発明が発明の実施の形態
に限定されるものではない。In the section of the means for solving the above problems, the drawings of the embodiments of the present invention are used to make the present invention easy to understand, but the present invention is limited to the embodiments of the present invention. Not something.
【０００８】[0008]
【発明の効果】（１）請求項１の発明によれば、組電池
を構成する一部の電池モジュールを充電し、その電池モ
ジュールを充電されなかった電池モジュールを負荷とし
て放電させることにより、放電時の自己発熱によって電
池暖機が行われる。そのため、従来のような大電流に耐
え得る放電用負荷を設ける必要がない。
（２）請求項２の発明によれば、残された電池モジュー
ルの充電および切り離された電池モジュールの放電の少
なくとも一方を行った後に、第１の接続状態に切り換え
るようにしたので、切り換え後に電池モジュールを負荷
とした放電が行われ、その際の自己発熱によって電池暖
機が行われる。その結果、電池が満充電状態であっても
暖機を行うことができるとともに、切り離された電池モ
ジュールが外部負荷により放電されるので暖機動作を従
来よりも長時間行うことができる。
（３）請求項３の発明によれば、請求項１および２の発
明の効果に加えて、電池モジュールの過充電や過放電を
防止することができる。
（４）請求項４の発明によれば、エンジン停止時に組電
池の一部の電池モジュールを切り離して外部負荷により
放電させるので、外部負荷を従来より小さくすることが
できる。
（５）請求項５の発明によれば、電池充電の際に一部の
電池モジュールを切り離し、残りの電池モジュールを充
電する。そして、切り離された電池モジュールを負荷と
して充電された他の電池モジュールを放電させるので、
自己発熱により電池暖機が行えるとともに外部負荷を必
要としない。
（６）請求項６の発明によれば、エンジン始動時に電池
の暖機動作が行われる。
（７）請求項７の発明によれば、電池温度または外気温
度に応じて電池暖機が行われる。
（８）請求項８の発明によれば、切り離された電池モジ
ュールを放電するための外部負荷を組電池を加熱するた
めの加熱装置とすることにより、電池暖機をより効果的
に行わせることができる。(1) According to the invention of claim 1, a part of the battery modules constituting the assembled battery is charged, and the battery module which has not been charged is discharged as a load to discharge the battery. The battery heats up due to self-heating at that time. Therefore, it is not necessary to provide a discharge load capable of withstanding a large current as in the conventional case. (2) According to the invention of claim 2, since the battery module is switched to the first connection state after at least one of charging the remaining battery module and discharging the disconnected battery module, the battery is switched after the switching. Discharge is performed using the module as a load, and the battery is warmed up by self-heating at that time. As a result, the battery module can be warmed up even when the battery is fully charged, and the disconnected battery module is discharged by an external load, so that the warming up operation can be performed for a longer time than before. (3) According to the invention of claim 3, in addition to the effects of the inventions of claims 1 and 2, it is possible to prevent overcharge and overdischarge of the battery module. (4) According to the invention of claim 4, when the engine is stopped, a part of the battery modules of the assembled battery is disconnected and discharged by an external load, so that the external load can be made smaller than before. (5) According to the invention of claim 5, at the time of battery charging, a part of the battery modules is disconnected and the remaining battery modules are charged. Then, since the separated battery module is used as a load to discharge the other charged battery module,
The battery can be warmed up by self-heating and no external load is required. (6) According to the invention of claim 6, the battery warm-up operation is performed when the engine is started. (7) According to the invention of claim 7, the battery is warmed up according to the battery temperature or the outside air temperature. (8) According to the invention of claim 8, the battery is warmed up more effectively by using an external load for discharging the separated battery module as a heating device for heating the assembled battery. You can
【０００９】[0009]
【発明の実施の形態】以下、図を参照して本発明の実施
の形態を説明する。
−第１の実施の形態−
図１は本発明による電池暖機装置の第１の実施の形態を
説明する図である。図１はハイブリッド電気自動車の電
動駆動系の概略構成を示す図であり、駆動源としてエン
ジン１２および電動モータ１１が搭載されている。図１
に示すハイブリッド車では、エンジン１２および／また
は駆動用モータ１１の駆動力により走行を行う。１はモ
ータ１１の駆動に用いられる組電池であり、例えば、リ
チウムイオン電池等が用いられる。組電池１は複数の単
電池１ａで構成されており、複数の単電池１ａを複数直
列接続した複数のモジュールＭ１〜Ｍｎが並列接続され
ている。組電池１はインバータ６に接続されるととも
に、スイッチ３を介して外部負荷４に接続されている。
外部負荷４には種々のものが用いられるが、例えば、組
電池１の全体を加熱する加熱装置が用いられる。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. -First Embodiment- FIG. 1 is a diagram for explaining a first embodiment of a battery warm-up device according to the present invention. FIG. 1 is a diagram showing a schematic configuration of an electric drive system of a hybrid electric vehicle, in which an engine 12 and an electric motor 11 are mounted as drive sources. Figure 1
The hybrid vehicle shown in (1) travels by the driving force of the engine 12 and / or the driving motor 11. Reference numeral 1 denotes an assembled battery used to drive the motor 11, and for example, a lithium ion battery or the like is used. The assembled battery 1 is composed of a plurality of unit cells 1a, and a plurality of modules M1 to Mn in which a plurality of unit cells 1a are connected in series are connected in parallel. The assembled battery 1 is connected to the inverter 6 and also connected to the external load 4 via the switch 3.
Although various types of external loads 4 are used, for example, a heating device that heats the entire assembled battery 1 is used.
【００１０】組電池１にはスイッチ２が設けられてお
り、スイッチ２を開いて上述のスイッチ３を閉じること
により、モジュールＭ１を組電池１から電気的に切り離
して外部負荷４に接続することができる。通常は、スイ
ッチ３はオフとされ、スイッチ２はオンとされている。
７はエンジン１２により駆動される発電機であり、発電
機７の出力はモータ１１の駆動、および組電池１の充電
に用いられる。インバータ６，発電機７およびスイッチ
２，３は、コントロールユニット１０により制御され
る。コントロールユニット１０には、電圧検出部５で検
出される組電池１の端子電圧，電池温度検出部８で検出
される電池温度および外気温度検出部９で検出される外
気温度がそれぞれ入力される。The assembled battery 1 is provided with a switch 2. By opening the switch 2 and closing the switch 3 described above, the module M1 can be electrically disconnected from the assembled battery 1 and connected to the external load 4. it can. Normally, the switch 3 is off and the switch 2 is on.
Reference numeral 7 is a generator driven by the engine 12, and the output of the generator 7 is used to drive the motor 11 and charge the assembled battery 1. The inverter 6, the generator 7, and the switches 2 and 3 are controlled by the control unit 10. The terminal voltage of the assembled battery 1 detected by the voltage detection unit 5, the battery temperature detected by the battery temperature detection unit 8 and the outside air temperature detected by the outside air temperature detection unit 9 are input to the control unit 10, respectively.
【００１１】図２は、コントロールユニット１０によっ
て実行される電池暖機動作を示すフローチャートであ
る。運転者によりイグニッションキーのオン動作がなさ
れると、ステップＳ１０１においてイグニッションスイ
ッチがオンされる。ステップＳ１０２では、電池温度検
出部８で検出された電池温度Ｔが所定温度Ｔ１（例え
ば、Ｔ１＝０℃）より高いか否かを判定する。ステップ
Ｓ１０２でＴ＞Ｔ１と判定されるとステップＳ１０３〜
Ｓ１１２の暖機処理をスキップしてステップＳ１１５へ
進み、Ｔ≦Ｔ１と判定されるとステップＳ１０３へ進
む。FIG. 2 is a flowchart showing the battery warm-up operation executed by the control unit 10. When the driver turns on the ignition key, the ignition switch is turned on in step S101. In step S102, it is determined whether the battery temperature T detected by the battery temperature detector 8 is higher than a predetermined temperature T1 (for example, T1 = 0 ° C.). When it is determined that T> T1 in step S102, steps S103 to
The warm-up process of S112 is skipped and the process proceeds to step S115. When it is determined that T ≦ T1, the process proceeds to step S103.
【００１２】ステップＳ１０３では、図１のスイッチ２
をオフにしてモジュールＭ１を他のモジュールＭ２〜Ｍ
ｎから電気的に切り離す。続くステップＳ１０４では、
スイッチＳ３をオンにしてモジュールＭ１に外部負荷４
を接続する。ステップＳ１０５では、発電機７により残
されたモジュールＭ２〜Ｍｎの充電を開始する。ステッ
プＳ１０６では、外部負荷４に接続されたモジュールＭ
１が過放電されないように、モジュールＭ１の放電状態
（ＤＯＤ）が所定放電状態Ｑ１に対してＤＯＤ＞Ｑ１か
否かを判定する。所定放電状態Ｑ１としては、例えば７
０％とする。ステップＳ１０６においてＤＯＤ＞Ｑ１と
判定されると、すなわち過放電状態であると判定される
とステップＳ１０７へ進み、ＤＯＤ≦Ｑ１と判定される
とステップＳ１１３へ進む。At step S103, the switch 2 of FIG.
Is turned off and the module M1 is replaced with other modules M2 to M
electrically separated from n. In the following step S104,
The switch S3 is turned on and the external load 4 is applied to the module M1.
Connect. In step S105, charging of the modules M2 to Mn left by the generator 7 is started. In step S106, the module M connected to the external load 4 is connected.
In order to prevent 1 from being over-discharged, it is determined whether the discharge state (DOD) of the module M1 is DOD> Q1 with respect to the predetermined discharge state Q1. The predetermined discharge state Q1 is, for example, 7
0% If it is determined in step S106 that DOD> Q1, that is, if it is determined to be in the overdischarge state, the process proceeds to step S107, and if it is determined that DOD ≦ Q1, the process proceeds to step S113.
【００１３】ステップＳ１０６からステップＳ１１３に
進んだ場合には、充電されているモジュールＭ２〜Ｍｎ
が過充電されないように、モジュールＭ２〜Ｍｎの充電
状態（ＳＯＣ）が所定充電状態Ｑ２より小さいか否かを
判定する。所定充電状態Ｑ２としては、例えば、Ｑ２＝
８０％が用いられる。ステップＳ１１３においてＳＯＣ
＜Ｑ２と判定されると、すなわち過充電状態ではないと
判定されるとステップＳ１０６に戻る。一方、ステップ
Ｓ１１３においてＳＯＣ≧Ｑ２と判定されると、ステッ
プＳ１１４に進んで発電機７によるモジュールＭ２〜Ｍ
ｎの充電を停止した後、ステップＳ１０６へ戻る。When the process proceeds from step S106 to step S113, the charged modules M2 to Mn are
Is not overcharged, it is determined whether the state of charge (SOC) of the modules M2 to Mn is smaller than the predetermined state of charge Q2. As the predetermined charge state Q2, for example, Q2 =
80% is used. SOC in step S113
<If it is determined to be Q2, that is, if it is determined not to be in the overcharge state, the process returns to step S106. On the other hand, if SOC ≧ Q2 is determined in step S113, the process proceeds to step S114 and the modules M2 to M by the generator 7 are performed.
After the charging of n is stopped, the process returns to step S106.
【００１４】ステップＳ１０６においてモジュールＭ１
が過放電状態であると判定されてステップＳ１０７へ進
んだ場合には、ステップＳ１０７においてスイッチ３を
オフしてモジュールＭ１を外部負荷４から切り離す。続
くステップＳ１０８では、充電されているモジュールＭ
１〜ＭｎのＳＯＣが所定充電状態Ｑ２より小さいか否か
を判定する。ステップＳ１０８においてＳＯＣ＜Ｑ２と
判定されている間はステップＳ１０８が繰り返し実行さ
れ、ＳＯＣ≧Ｑ２と判定されるとステップＳ１０９へ進
んで発電機７によるモジュールＭ２〜Ｍｎの充電を停止
する。In step S106, the module M1
Is determined to be an over-discharged state and the process proceeds to step S107, the switch 3 is turned off in step S107 to disconnect the module M1 from the external load 4. In the following step S108, the charged module M
It is determined whether the SOC of 1 to Mn is smaller than the predetermined state of charge Q2. Step S108 is repeatedly executed while SOC <Q2 is determined in step S108, and if SOC ≧ Q2 is determined, the process proceeds to step S109 to stop the charging of the modules M2 to Mn by the generator 7.
【００１５】ステップＳ１１０では、スイッチＳ２がオ
ンされてモジュールＭ１が他のモジュールＭ２〜Ｍｎと
接続される。このとき、モジュールＭ２〜Ｍｎの方が充
電状態（ＳＯＣ）が高いので、モジュールＭ２〜Ｍｎか
らモジュールＭ１へと電流が流れる。各単電池１ａは内
部抵抗を有しているため、この電流により組電池１が自
己発熱して電池温度が上昇する。ステップＳ１１１で
は、モジュールＭ１のＳＯＣが他のモジュールＭ２〜Ｍ
ｎのＳＯＣと同じになっていることを確認して次のステ
ップＳ１１２へ進む。In step S110, the switch S2 is turned on and the module M1 is connected to the other modules M2 to Mn. At this time, since the state of charge (SOC) of the modules M2 to Mn is higher, the current flows from the modules M2 to Mn to the module M1. Since each unit cell 1a has an internal resistance, the assembled battery 1 self-heats due to this current and the battery temperature rises. In step S111, the SOC of the module M1 is the other modules M2 to M.
After confirming that it is the same as the SOC of n, the process proceeds to the next step S112.
【００１６】例えば、切り離されていたモジュールＭ１
に流れ込む電流値をモニタし、流れ込む電流がゼロにな
ったか否かを判断することにより、ＳＯＣが同じか否か
を確認することができる。なお、モジュールＭ１のＳＯ
ＣとモジュールＭ２〜ＭｎのＳＯＣとが同一になること
は必須の事項ではなく、モジュールＭ１とモジュールＭ
２〜ＭｎとのＳＯＣのバランスがある程度取れれば良
い。すなわち、ステップＳ１１１の処理に代えて、次の
ステップＳ１１２へ進むまで所定の時間（例えば１分以
内）だけ待つ処理を行っても良い。For example, the separated module M1
It is possible to confirm whether or not the SOCs are the same by monitoring the value of the current flowing in and determining whether or not the current flowing in has become zero. The SO of the module M1
It is not essential that C and the SOC of the modules M2 to Mn be the same, and the modules M1 and M
It suffices if the SOC of 2 to Mn is balanced to some extent. That is, instead of the process of step S111, a process of waiting for a predetermined time (for example, within 1 minute) may be performed before proceeding to the next step S112.
【００１７】続くステップＳ１１２では、電池温度Ｔが
所定温度Ｔ１より高いか否かを判定し、Ｔ＞Ｔ１と判定
されるとステップＳ１１５へ進み、Ｔ≦Ｔ１と判定され
るとステップＳ１０３へ戻る。ステップＳ１１５では通
常制御が実行される。In a succeeding step S112, it is determined whether or not the battery temperature T is higher than a predetermined temperature T1, and if T> T1, the process proceeds to step S115, and if T ≦ T1, the process returns to step S103. In step S115, normal control is executed.
【００１８】上述したように、本実施の形態では組電池
１の一部であるモジュールＭ１を切り離し、外部負荷４
に接続して放電させる。そして、外部負荷４により放電
されたモジュールＭ１を再接続し、そのときの自己発熱
により組電池１を暖機するようにした。そのため、組電
池１が満充電状態であっても暖機を行うことができる。
さらに、組電池１の一部（モジュールＭ１）のみが外部
負荷４に接続されるので、従来に比べて外部負荷４を小
型化することができる。また、外部負荷４として加熱装
置を用いれば、モジュールＭ１の放電電力を暖機に用い
ることができるので、暖機効果をさらに向上させること
ができる。As described above, in this embodiment, the module M1 which is a part of the assembled battery 1 is disconnected and the external load 4 is removed.
Connect to and discharge. Then, the module M1 discharged by the external load 4 is reconnected, and the assembled battery 1 is warmed up by self-heating at that time. Therefore, warm-up can be performed even when the assembled battery 1 is fully charged.
Furthermore, since only part (module M1) of the assembled battery 1 is connected to the external load 4, the external load 4 can be made smaller than in the conventional case. Further, if a heating device is used as the external load 4, the discharge power of the module M1 can be used for warming up, so that the warming up effect can be further improved.
【００１９】図３は暖機性能を示す図であり、本実施の
形態により暖機する場合と、従来のように組電池１を発
電機７で充電して暖機する場合とを比較して示した。暖
機開始時の組電池１の充電状態はＳＯＣ＝５０％とし
た。図３の縦軸は電池温度Ｔを表しており、横軸は暖機
時間を表している。図３に示す例は外部負荷４を加熱装
置とした場合であり、加熱装置を用いてモジュールＭ１
を放電しているため温度上昇が大きいことが分かる。ま
た、本実施の形態では組電池１の一部の電池（モジュー
ルＭ１）を放電させながら充電しているので、電池暖機
を従来よりも長時間行うことができる。FIG. 3 is a diagram showing the warm-up performance, comparing the case of warm-up according to the present embodiment and the case of warming up by charging the assembled battery 1 with the generator 7 as in the conventional case. Indicated. The state of charge of the assembled battery 1 at the start of warm-up was SOC = 50%. The vertical axis of FIG. 3 represents the battery temperature T, and the horizontal axis represents the warm-up time. The example shown in FIG. 3 is a case where the external load 4 is a heating device, and the module M1 is used by using the heating device.
It can be seen that the temperature rise is large due to the discharge of. Further, in the present embodiment, since a part of the battery (module M1) of the assembled battery 1 is charged while being discharged, it is possible to warm up the battery for a longer time than before.
【００２０】《電池暖機動作の変形》図４は電池暖機動
作の他の例を示すフローチャートであり、外気温度ＴＯ
に応じて暖機動作が制御される。ステップＳ２０１で
は、運転者によるイグニッションキーのオフ動作により
イグニッションスイッチがオフされる。ステップＳ２０
２では、外気温度検出部９で検出された外気温度ＴＯが
所定温度Ｔ２（例えば、Ｔ２＝０℃）より高いか否かを
判定する。ステップＳ２０２でＴＯ＞Ｔ２と判定される
とステップＳ２０３〜ステップＳ２０８の暖機処理をス
キップしてステップＳ２０９へ進み、ＴＯ≦Ｔ２と判定
されるとステップＳ２０３へ進む。[0020] "deformation of the battery warm-up operation" FIG. 4 is a flowchart showing another example of a battery warm-up operation, the outside air temperature T O
The warm-up operation is controlled according to. In step S201, the ignition switch is turned off when the driver turns off the ignition key. Step S20
At 2, it is determined whether the outside air temperature T O detected by the outside air temperature detecting unit 9 is higher than a predetermined temperature T2 (for example, T2 = 0 ° C.). When it is determined that T O > T2 in step S202, the warm-up process of steps S203 to S208 is skipped and the process proceeds to step S209. When it is determined that T O ≦ T2, the process proceeds to step S203.
【００２１】ステップＳ２０３では、図１のスイッチ２
をオフにしてモジュールＭ１を他のモジュールＭ２〜Ｍ
ｎから電気的に切り離す。続くステップＳ２０４では、
スイッチＳ３をオンにしてモジュールＭ１と外部負荷４
とを接続する。ここでモジュールＭ１を切り離して外部
負荷４に接続するのは、モジュールＭ１を放電させて容
量を少なくするのが目的であるので、必ずしも外部負荷
４に大電流を流す必要はない。モジュールＭ１を外部負
荷４に接続して放電を開始すると、放電につれてモジュ
ールＭ１のＤＯＤが増加する。ステップＳ２０５では、
図２のステップＳ１０６の処理と同様に、モジュールＭ
１のＤＯＤが所定値Ｑ１より大きいか否かを判定する。
そして、ＤＯＤ≦Ｑ１と判定されるとステップＳ２０５
の処理を繰り返し、ＤＯＤ＞Ｑ１と判定されるとステッ
プＳ２０６へ進む。In step S203, the switch 2 of FIG.
Is turned off and the module M1 is replaced with other modules M2 to M
electrically separated from n. In the following step S204,
Turn on switch S3 to turn on module M1 and external load 4
And connect. Here, the purpose of disconnecting the module M1 and connecting it to the external load 4 is to discharge the module M1 and reduce the capacity, so that it is not always necessary to supply a large current to the external load 4. When the module M1 is connected to the external load 4 to start discharging, the DOD of the module M1 increases as the discharging proceeds. In step S205,
Similar to the process of step S106 of FIG.
It is determined whether the DOD of 1 is larger than the predetermined value Q1.
When it is determined that DOD ≦ Q1, step S205
Processing is repeated, and if it is determined that DOD> Q1, the process proceeds to step S206.
【００２２】ステップＳ２０６では、スイッチ３をオフ
にして外部負荷４をモジュールＭ１から切り離す。その
後、運転者によりイグニッションキーのオン動作がなさ
れると、ステップＳ２０７においてイグニッションスイ
ッチがオンされる。ステップＳ２０８では、スイッチＳ
２がオンされてモジュールＭ１が他のモジュールＭ２〜
Ｍｎと接続される。その結果、並列接続されているモジ
ュールＭ２〜Ｍｎの方が充電状態（ＳＯＣ）が高いの
で、モジュールＭ２〜ＭｎからモジュールＭ１へ電流が
流れる。各単電池１ａは内部抵抗を有しているため、こ
の電流により組電池１が自己発熱して電池温度が上昇す
る。その後、ステップＳ２０９へ進んで通常制御を行
う。In step S206, the switch 3 is turned off to disconnect the external load 4 from the module M1. After that, when the driver turns on the ignition key, the ignition switch is turned on in step S207. In step S208, the switch S
2 is turned on and the module M1 is switched to another module M2.
It is connected to Mn. As a result, since the state of charge (SOC) of the modules M2 to Mn connected in parallel is higher, current flows from the modules M2 to Mn to the module M1. Since each unit cell 1a has an internal resistance, the assembled battery 1 self-heats due to this current and the battery temperature rises. Then, it progresses to step S209 and performs normal control.
【００２３】上述したように、図４に示す電池暖機動作
では、外気温度ＴＯが所定温度Ｔ２以下となる場合、例
えば冬季の場合には、車両停止後のキーオフの後にモジ
ュールＭ１の放電が行われる。そして、再びキーオンさ
れた際に放電されたモジュールＭ１が他のモジュールＭ
２〜Ｍｎと接続され、自己発熱による組電池１の暖機が
行われる。そのため、外気温度ＴＯが低い場合であって
も、電池温度低下による電池容量の低下を防止すること
ができる。逆に、外気温度ＴＯが所定温度Ｔ２より大き
な場合、例えば夏季の場合にはステップＳ２０２からス
テップＳ２０９へと進み、電池暖機動作は行われない。As described above, in the battery warm-up operation shown in FIG. 4, when the outside air temperature T O becomes equal to or lower than the predetermined temperature T2, for example, in winter, the module M1 is discharged after the key-off after the vehicle is stopped. Done. Then, the module M1 discharged when the key is turned on again is replaced by another module M1.
2 to Mn, the assembled battery 1 is warmed up by self-heating. Therefore, even when the outside air temperature T O is low, it is possible to prevent a decrease in battery capacity due to a decrease in battery temperature. On the contrary, when the outside air temperature T O is higher than the predetermined temperature T2, for example, in summer, the process proceeds from step S202 to step S209, and the battery warm-up operation is not performed.
【００２４】このように、図４に示した変形例ではモジ
ュールＭ１の放電のみを行い、モジュールＭ１をモジュ
ールＭ２〜Ｍｎに再接続したときの自己発熱により暖機
を行うようにした。この場合も、外部負荷４に加熱装置
を用いることにより暖機効果をより高めることができ
る。As described above, in the modification shown in FIG. 4, only the module M1 is discharged, and the module M1 is reconnected to the modules M2 to Mn to be warmed up by self-heating. Also in this case, the warm-up effect can be further enhanced by using the heating device for the external load 4.
【００２５】−第２の実施の形態−
図５は本発明による電池暖機装置の第２の実施の形態を
説明する図であり、電動モータ１１のみで走行する電気
自動車の概略構成を示す図である。なお、図５におい
て、図１と同様の部分には同一の符号を付した。組電池
１の充電を行う際には組電池１を充電器２０に接続し、
この充電器２０により充電が行われる。充電器２０には
コントロールユニット１０から電圧や電池温度等の制御
情報が送信され、その制御情報に基づいて充電電流の制
御が行われる。-Second Embodiment- FIG. 5 is a view for explaining a second embodiment of the battery warm-up device according to the present invention, and is a view showing a schematic configuration of an electric vehicle that is driven only by the electric motor 11. Is. In FIG. 5, the same parts as those in FIG. 1 are designated by the same reference numerals. When charging the assembled battery 1, connect the assembled battery 1 to the charger 20,
Charging is performed by the charger 20. Control information such as voltage and battery temperature is transmitted from the control unit 10 to the charger 20, and the charging current is controlled based on the control information.
【００２６】次に、図５の装置による暖機動作を、図６
のフローチャートを用いて説明する。電気自動車ではハ
イブリッド自動車のように車載発電機による充電が行わ
れないので、通常は走行前に充電器２０を用いて組電池
１の充電が行われる。充電器２０が組電池１に接続され
充電開始操作が行われると、ステップＳ３０１において
充電が開始される。ステップＳ３０２では、外気温度検
出部９で検出された外気温度ＴＯが所定温度Ｔ２より高
いか否かが判定される。ステップＳ３０２でＴ Ｏ＞Ｔ２
と判定されるとステップＳ３０３〜ステップＳ３０８の
暖機処理をスキップしてステップＳ３０９へ進み、ＴＯ
≦Ｔ２と判定されるとステップＳ３０３へ進む。Next, the warm-up operation by the apparatus of FIG.
This will be described with reference to the flowchart of. For electric cars
Charging is carried out by an in-vehicle generator like an ibrid car
Therefore, normally, the battery pack is used by using the charger 20 before traveling.
1 is charged. The charger 20 is connected to the battery pack 1.
When the charging start operation is performed, in step S301
Charging starts. In step S302, the outside air temperature is detected.
Outside temperature T detected at the outlet 9OIs higher than the predetermined temperature T2
Whether or not it is determined. T in step S302 O> T2
If it is determined that steps S303 to S308
The warm-up process is skipped and the process proceeds to step S309, where TO
If it is determined that ≦ T2, the process proceeds to step S303.
【００２７】ステップＳ３０３では、充電をいったん中
断し、図５のスイッチ２をオフにしてモジュールＭ１を
他のモジュールＭ２〜Ｍｎから電気的に切り離す。続く
ステップ３０４では、モジュールＭ２〜Ｍｎの充電を再
び開始する。ステップＳ３０５では、モジュールＭ２〜
Ｍｎの充電状態がＳＯＣ＜Ｑ２か否かを判定する。ステ
ップＳ３０５においてＳＯＣ≧Ｑ２と判定されるとステ
ップＳ３０６へ進み、充電器２０を停止して充電を終了
する。一方、ステップＳ３０５においてＳＯＣ＜Ｑ２と
判定された場合には、所定充電状態Ｑ２となるまでステ
ップＳ３０５の処理が繰り返し実行される。In step S303, the charging is temporarily stopped, the switch 2 in FIG. 5 is turned off, and the module M1 is electrically disconnected from the other modules M2 to Mn. In the following step 304, the charging of the modules M2 to Mn is started again. In step S305, the modules M2 to
It is determined whether the state of charge of Mn is SOC <Q2. When SOC ≧ Q2 is determined in step S305, the process proceeds to step S306, the charger 20 is stopped, and the charging is completed. On the other hand, if SOC <Q2 is determined in step S305, the process of step S305 is repeatedly executed until the predetermined charge state Q2 is reached.
【００２８】その後、車両のイグニッションキーがオン
されると、ステップＳ３０７においてイグニッションス
イッチがオンされる。ステップＳ３０８では、スイッチ
２がオンされてモジュールＭ１が他のモジュールＭ２〜
Ｍｎと接続される。その結果、所定充電状態Ｑ２のモジ
ュールＭ２〜Ｍｎから充電を行わなかったモジュールＭ
１へと電流が流れる。モジュールＭ２〜Ｍｎは充電動作
によっても電池温度は上昇するが、再接続時の放電によ
る自己発熱によって更に電池温度が上昇する。ステップ
Ｓ３０８までの電池暖機動作の処理が終了したならば、
ステップＳ３０９に進んで通常制御を行う。Thereafter, when the ignition key of the vehicle is turned on, the ignition switch is turned on in step S307. In step S308, the switch 2 is turned on so that the module M1 is switched to another module M2.
It is connected to Mn. As a result, the module M2 to Mn in the predetermined charge state Q2 has not been charged.
The current flows to 1. The battery temperature of the modules M2 to Mn also rises due to the charging operation, but the battery temperature further rises due to self-heating due to discharge during reconnection. If the process of battery warm-up operation up to step S308 is completed,
In step S309, normal control is performed.
【００２９】第２の実施の形態では、組電池１の一部
（モジュールＭ１）を充電前に切り離し、充電後に再び
接続することによって、再接続した際の組電池１の自己
発熱により電池温度の上昇を図っている。前述したよう
に、従来は、組電池１に外部負荷を接続して放電電流に
よる自己発熱を行わせていたので、大電流で放電できる
外部負荷を用いる必要があり、スペースや重量の点で問
題があった。しかし、第２の実施の形態では、モジュー
ルＭ１を負荷として使用することにより、このような問
題を解消することができる。In the second embodiment, a part (module M1) of the assembled battery 1 is disconnected before charging and then reconnected, so that the assembled battery 1 self-heats when reconnected to reduce the battery temperature. We are trying to rise. As described above, conventionally, an external load is connected to the assembled battery 1 to cause self-heating due to the discharge current, so it is necessary to use an external load capable of discharging with a large current, which causes problems in space and weight. was there. However, in the second embodiment, such a problem can be solved by using the module M1 as a load.
【００３０】また、モジュールＭ１を負荷としてモジュ
ールＭ２〜Ｍｎを放電させたときの自己発熱により電池
暖機を行うようにしたので、従来の充電による暖機動作
のように満充電状態で暖機ができないという不都合は生
じない。なお、充電により電池温度が上昇するが、充電
からキーオン動作までに長時間経過すると再び外気温程
度となってしまう。しかし、上述した実施の形態では、
キーオン動作直後に再接続を行って自己発熱を生じさせ
るようにしているので、昇温効果が有効である。Further, since the battery M is warmed up by self-heating when the modules M2 to Mn are discharged by using the module M1 as a load, it is possible to warm up the battery in a fully charged state as in the warm-up operation by conventional charging. The inconvenience of not being possible does not occur. It should be noted that the battery temperature rises due to charging, but when a long time elapses from the charging to the key-on operation, the ambient temperature again becomes about the outside temperature. However, in the embodiment described above,
Since the reconnection is performed immediately after the key-on operation to generate self-heating, the temperature raising effect is effective.
【００３１】なお、上述した図４のステップＳ２０２お
よび図６のステップＳ３０２では外気温度を用いて判定
を行っているが、電池温度を用いて判定を行っても良
い。Although the determination is made using the outside air temperature in step S202 of FIG. 4 and step S302 of FIG. 6 described above, the determination may be made using the battery temperature.
【００３２】以上説明した実施の形態と特許請求の範囲
の要素との対応において、スイッチ２，３は切換手段
を、コントロールユニット１０は制御手段を、電池温度
検出部８および外気温度検出部９は温度検出手段をそれ
ぞれ構成する。In the correspondence between the embodiments described above and the elements of the claims, the switches 2 and 3 are switching means, the control unit 10 is control means, and the battery temperature detecting portion 8 and the outside air temperature detecting portion 9 are Each of the temperature detecting means is configured.
【図１】本発明による電池暖機装置の第１の実施の形態
を示す図である。FIG. 1 is a diagram showing a first embodiment of a battery warm-up device according to the present invention.
【図２】コントロールユニット１０によって実行される
電池暖機動作を示すフローチャートである。FIG. 2 is a flowchart showing a battery warm-up operation executed by the control unit 10.
【図３】暖機性能を示す図である。FIG. 3 is a diagram showing warm-up performance.
【図４】電池暖機動作の他の例を示すフローチャートで
ある。FIG. 4 is a flowchart showing another example of the battery warm-up operation.
【図５】本発明による電池暖機装置の第２の実施の形態
を示す図である。FIG. 5 is a diagram showing a second embodiment of a battery warm-up device according to the present invention.
【図６】第２の実施の形態における電池暖機動作を示す
フローチャートである。FIG. 6 is a flowchart showing a battery warm-up operation in the second embodiment.
１ 組電池 ２，３ スイッチ ４ 外部負荷 ５ 電圧検出部 ６ インバータ ７ 発電機 ８ 電池温度検出部 ９ 外気温度検出部 １０ コントロールユニット １１ モータ １２ エンジン Ｍ１〜Ｍｎ モジュール 1 set battery 2,3 switch 4 External load 5 Voltage detector 6 inverter 7 generator 8 Battery temperature detector 9 Outside temperature detector 10 control unit 11 motor 12 engine M1-Mn module
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｈ０２Ｊ 7/04 ＺＨＶ Ｈ０２Ｊ 7/04 ＺＨＶＬ 7/10 7/10 Ｌ Ｆターム(参考） 5G003 BA03 BA04 CB01 DA07 FA06 GB06 GC05 5H030 AA01 AS08 BB08 BB10 BB21 BB23 DD20 FF22 FF27 5H031 AA09 KK00 KK03 5H115 PA08 PA15 PG04 PI16 PI22 PO02 PO04 PU01 PU24 PV09 QE01 QE12 SE02 SE06 TI05 TO05 TR19 TU11 UI35 ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 7 Identification code FI theme code (reference) H02J 7/04 ZHV H02J 7/04 ZHVL 7/10 7/10 LF term (reference) 5G003 BA03 BA04 CB01 DA07 FA06 GB06 GC05 5H030 AA01 AS08 BB08 BB10 BB21 BB23 DD20 FF22 FF27 5H031 AA09 KK00 KK03 5H115 PA08 PA15 PG04 PI16 PI22 PO02 PO04 PU01 PU24 PV09 QE01 QE12 SE02 SE06 TI05 TO05 TR19 TU11 UI35
Claims (8)
走行モータ用組電池と、エンジンにより駆動されて前記
組電池を充電する発電機とを備えるハイブリッド車の電
気暖機装置において、 前記複数の電池モジュールが並列接続された第１の接続
状態と、前記複数の電池モジュールの少なくとも一つが
他の電池モジュールから電気的に切り離された第２の接
続状態とを切り換える切換手段と、 電池暖機動作時に、前記切換手段により前記第２の接続
状態に切り換えて前記他の電池モジュールを前記発電機
により充電させ、充電後に前記切換手段により前記第１
の接続状態に切り換える制御手段とを備えることを特徴
とする電池暖機装置。1. An electric warm-up device for a hybrid vehicle, comprising: a traveling motor assembled battery in which a plurality of battery modules are connected in parallel; and a generator driven by an engine to charge the assembled battery. Switching means for switching between a first connection state in which the modules are connected in parallel and a second connection state in which at least one of the plurality of battery modules is electrically disconnected from other battery modules; , The second connection state is switched by the switching means to charge the other battery module by the generator, and the first battery is charged by the switching means after charging.
And a control means for switching the connection state to the connection state.
走行モータ用組電池と、エンジンにより駆動されて前記
組電池を充電する発電機とを備えるハイブリッド車の電
気暖機装置において、 外部負荷と、 前記複数の電池モジュールが並列接続された第１の接続
状態と、前記複数の電池モジュールの少なくとも一つが
他の電池モジュールから電気的に切り離された第２の接
続状態とを切り換える切換手段と、 電池暖機動作時に、前記切換手段により前記第２の接続
状態に切り換えて前記発電機による前記他の電池モジュ
ールの充電および前記外部負荷による前記切り離された
電池モジュールの放電の少なくとも一方を行わせた後
に、前記切換手段により前記第１の接続状態に切り換え
る制御手段とを備えることを特徴とする電池暖機装置。2. An electric warm-up device for a hybrid vehicle, comprising: a traveling motor assembled battery in which a plurality of battery modules are connected in parallel; and a generator driven by an engine to charge the assembled battery; Switching means for switching between a first connection state in which the plurality of battery modules are connected in parallel and a second connection state in which at least one of the plurality of battery modules is electrically disconnected from another battery module; After warming up, after switching to the second connection state by the switching means and at least one of charging the other battery module by the generator and discharging the disconnected battery module by the external load And a control means for switching to the first connection state by the switching means.
において、 前記制御手段は、前記他の電池モジュールの充電状態が
所定充電状態以上となったとき、または、前記外部負荷
に接続された電池モジュールの放電状態が所定放電状態
以下となったときに前記第２の接続状態から前記第１の
接続状態へと切り換えることを特徴とする電池暖機装
置。3. The battery warm-up device according to claim 1, wherein the control unit is connected to the external load when the state of charge of the other battery module is equal to or higher than a predetermined state of charge. A battery warm-up device for switching from the second connection state to the first connection state when the discharge state of the battery module becomes equal to or lower than a predetermined discharge state.
走行モータ用組電池と、エンジンにより駆動されて前記
組電池を充電する発電機とを備えるハイブリッド車の電
気暖機装置において、 外部負荷と、 前記複数の電池モジュールが並列接続された第１の接続
状態と、前記複数の電池モジュールの少なくとも一つが
他の電池モジュールから電気的に切り離されて前記外部
負荷に接続された第２の接続状態とを切り換える切換手
段と、 エンジン停止時に前記切換手段により前記第２の接続状
態に切り換え、エンジン始動時に前記第１の接続状態に
切り換える制御手段とを備えることを特徴とする電池暖
機装置。4. An electric warm-up device for a hybrid vehicle, comprising: a traveling motor assembled battery in which a plurality of battery modules are connected in parallel; and a generator driven by an engine to charge the assembled battery; A first connection state in which the plurality of battery modules are connected in parallel, and a second connection state in which at least one of the plurality of battery modules is electrically disconnected from another battery module and connected to the external load A battery warm-up device comprising: switching means for switching between the two states, and a control means for switching to the second connection state by the switching means when the engine is stopped and switching to the first connection state when the engine is started.
並列接続された組電池で駆動する電気自動車の電気暖機
装置において、 前記複数の電池モジュールが並列接続された第１の接続
状態と、前記複数の電池モジュールの少なくとも一つが
他の電池モジュールから電気的に切り離された第２の接
続状態とを切り換える切換手段と、 電池充電動作時に、前記切換手段により前記第２の接続
状態に切り換えて前記他の電池モジュールを充電させ、
充電後に前記切換手段により前記第１の接続状態に切り
換える制御手段とを備えることを特徴とする電池暖機装
置。5. An electric warm-up device for an electric vehicle, comprising: a traveling motor driven by an assembled battery in which a plurality of battery modules are connected in parallel; a first connection state in which the plurality of battery modules are connected in parallel; Switching means for switching between at least one of the plurality of battery modules and a second connection state in which the battery module is electrically disconnected from other battery modules; and a switching means for switching to the second connection state during the battery charging operation, Charge other battery modules,
A battery warm-up device comprising: a control unit that switches to the first connection state by the switching unit after charging.
て、 前記制御手段は、前記切換手段による前記第１の接続状
態への切り換えをエンジン始動時に行うことを特徴とす
る電池暖機装置。6. The battery warm-up device according to claim 5, wherein the control unit causes the switching unit to switch to the first connection state at the time of engine startup.
機装置において、 前記組電池の温度または外気温度を検出する温度検出手
段を設け、前記温度検出手段により検出された温度が所
定温度以下の場合に前記制御手段による切換制御を行う
ようにしたことを特徴とする電池暖機装置。7. The battery warm-up device according to claim 1, further comprising temperature detecting means for detecting the temperature of the battery pack or the outside air temperature, and the temperature detected by the temperature detecting means is predetermined. A battery warm-up device characterized in that switching control is performed by the control means when the temperature is equal to or lower than a temperature.
機装置において、 前記外部負荷が前記組電池を加熱する加熱装置であるこ
とを特徴とする電池暖機装置。8. The battery warm-up device according to claim 2 or 4, wherein the external load is a heating device that heats the assembled battery.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001213821A JP2003032901A (en) | 2001-07-13 | 2001-07-13 | Warm-up device for battery |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001213821A JP2003032901A (en) | 2001-07-13 | 2001-07-13 | Warm-up device for battery |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003032901A true JP2003032901A (en) | 2003-01-31 |
Family
ID=19048740
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001213821A Pending JP2003032901A (en) | 2001-07-13 | 2001-07-13 | Warm-up device for battery |
Country Status (1)
| Country | Link |
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| JP (1) | JP2003032901A (en) |
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