JP2003197269A - Temperature control device of storage battery and vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a temperature control device of a storage battery and a vehicle driving device wherein plural storage batteries can be heated up to an appropriate temperature in a short time, and wherein temperature fluctuations occurring at each storage battery can be leveled and made uniform. <P>SOLUTION: This battery temperature control device 10 consists of the plural batteries 13, and comprises a battery module 12 arranged in plural rows, an exothermic resistance body 14 connected to the respective batteries 13 in parallel and a temperature sensor 15 to detect the respective temperatures of the batteries 13, and a control circuit part 24 is provided in which a supply-current amount to the respective exothermic resistance body 14 is heat controlled according to differences between the detected temperature and the set temperature of the temperature detector. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a temperature control device for a storage battery and a vehicle drive device mounted on a hybrid vehicle or an electric vehicle having an engine and a motor as a prime mover, and particularly to a temperature control device for a storage battery in a low temperature environment. And a vehicle drive device.

[0002]

2. Description of the Related Art In recent years, a hybrid vehicle or an electric vehicle is equipped with a battery as a drive source of the vehicle. Due to the nature of the battery, the power that can be output depends on the temperature. That is, even if sufficient power is stored in the battery, if the temperature of the battery is lower than room temperature, the power that can be output will be reduced by that amount, and sufficient power for driving the vehicle etc. must be supplied. Becomes difficult. Therefore, when the temperature of the battery is lower than the temperature at which the power can be properly supplied (the proper temperature), it is necessary to heat the battery to the proper temperature.

As a technique of this kind, a technique of heating a battery by utilizing regenerative electric power has been proposed. FIG. 11 is a circuit configuration diagram showing a conventional heating system. Figure 1
As shown in FIG. 1, the battery 1 is connected to the wheels 3
It is connected to the phase motor 2 via an inverter unit 3. The inverter unit 3 is provided at both ends of the battery 1 with each IGB.
T (Insulated Gate Bipolar Transistor) Q1 to Q6 are connected to a three-phase bridge structure of U-phase, V-phase and W-phase of a three-phase motor 2. In order to circulate the regenerative energy generated by the inductive load such as the three-phase motor 2 and the current energy stored in the inductive load, the IGBTs Q1 to
Commutation diodes D1 to D1 connected in parallel to Q6, respectively.
D6 is connected. Further, the inverter unit 3 is provided with a smoothing capacitor C connected in parallel with the battery 1, and between the smoothing capacitor C and the battery 1,
A contactor 4 that functions as an open / close switch is provided. In the battery 1, the batteries 1a ... 1n are connected in series (series) so that variations in the capacity and the degree of deterioration of the batteries 1a ... 1n do not occur. Here, the symbols Ra ... Rn represent the respective batteries 1a.
The internal resistances Ra ... Rn in 1n are shown.

With the above arrangement, when the regenerative current from the three-phase motor 2 is supplied to the battery 1, heat is generated by the internal resistances Ra ... Rn of the batteries 1a ... 1n.
Each battery 1a ... 1n is heated. As described above, since the batteries 1a ... 1n are connected in series, the regenerative current flows evenly through the batteries 1a ... 1n, thereby uniformly heating them. Further, in general, when the temperature becomes low, the internal resistance value of the battery 1 rises, so that there is an advantage that the heating effect is increased accordingly.
It should be noted that this kind of technology is disclosed in JP-A-11-26032, JP-A-09-182309, and JP-A-09-1.
It is disclosed in Japanese Patent No. 61853.

[0005]

However, there have been the following problems in the prior art. Batteries installed in electric vehicles and hybrid vehicles are required to efficiently input and output electric energy, and are therefore designed to minimize loss due to Joule heat generated by charging and discharging. Therefore, the internal resistance of the battery is set to be extremely small, and it is difficult to sufficiently heat only the internal resistance in a low temperature environment, even if the internal resistance value increases as described above.

If a regenerative current is passed through the battery until the target temperature is reached, the regenerative current continues to flow even when the battery is fully charged because the heating effect of the internal resistance of the battery is small. It will be. Therefore, the remaining SOC of the battery (State Of Charge)
May rise and the battery may become overcharged (a state where the normal usage area is exceeded).

In addition, in the prior art, it can be expected that the regenerative current uniformly flows through all the batteries to heat them substantially uniformly. However, if temperature variations occur between the batteries once, this variation is converged. It is difficult to do so with a uniform regenerative current. For example, in a low temperature environment outdoors,
The battery installed near the bottom of the car body near the outdoors is kept cold, and the temperature of the battery installed near the dashboard inside the car may rise due to sunlight, which may cause temperature variations. . However, in the past, since each battery was heated substantially uniformly, it was difficult to converge such temperature variations.

The present invention has been made in view of such circumstances, and it is possible to heat a plurality of storage batteries to an appropriate temperature in a short time and to make uniform the temperature variations generated in the storage batteries. It is an object of the present invention to provide a temperature control device for a storage battery and a vehicle drive device that can be used.

[0009]

In order to solve the above problems, the temperature control device for a storage battery according to the invention described in claim 1 (for example, the battery temperature control device 10 in the embodiment) has a plurality of storage batteries ( For example, a storage battery module (for example, the battery module 12 according to the embodiment) that includes the battery 13 according to the embodiment and is arranged in a plurality of rows, and a resistance heating element (for example, the battery module 12 that is connected in parallel to each of the storage batteries). The resistance heating element 14) according to the embodiment and a temperature detector (for example, the temperature sensor 15 according to the embodiment) that detects the temperature of each of the storage batteries are provided, and the amount of electricity supplied to each resistance heating element is set to the temperature. A storage battery temperature control means (for example, the control circuit unit 24 in the embodiment) that controls according to the difference between the temperature detected by the detector and the set temperature is provided. It is characterized in.

With the above construction, a temperature detector for detecting the temperature of each storage battery is provided, and the storage battery temperature control means controls the amount of heat generated by each resistance heating element as described above, so that each storage battery is properly operated. Can be warmed to temperature.

Further, in the temperature control device for a storage battery according to a second aspect of the present invention, the storage battery modules arranged in the plurality of columns are connected in series, and the resistance heating elements are connected in parallel to the storage battery, respectively. It is characterized by that.
With the above configuration, a uniform current can be passed through each of the storage batteries forming the storage battery modules in the plurality of columns, so that it is possible to prevent the storage batteries from having a variation in capacity and a variation in deterioration degree. In addition, by adjusting the current flowing in each resistance heating element connected to each storage battery, it is possible to individually heat the storage batteries at temperatures lower than the set temperature in each storage battery, so temperature fluctuations occur in each storage battery. Even in such a case, the temperature of each storage battery can be quickly equalized.

Further, in the vehicle drive device according to the third aspect of the present invention, a drive source (for example, an engine in the embodiment) that drives the drive shaft of the vehicle to output a propulsion force, and the drive shaft by electric energy. The motor (for example, the motor 23 in the embodiment) that rotates the output of the drive source and converts a part of the output of the drive source or the kinetic energy of the vehicle into electric energy, and a power storage device that stores the converted electric energy (for example, A vehicle drive device (for example, vehicle drive device 20 in the embodiment) including a main battery unit 11) in the embodiment, wherein the power storage device is a storage battery module in which a plurality of storage batteries are connected and arranged in a plurality of rows. Each storage battery is equipped with a resistance heating element and a temperature detector, and the amount of electricity to each resistance heating element is set to the temperature detected by the temperature detector. Characterized by comprising a battery temperature control means for controlling in accordance with the difference between degrees.

With the above-mentioned structure, by adjusting the current flowing through each resistance heating element connected to each storage battery, it is possible to individually heat the storage batteries having a low temperature in each storage battery. Even if a temperature variation occurs in each storage battery due to the positional relationship of the power storage devices arranged, the temperature of each storage battery can be quickly equalized.

Further, in the vehicle drive device according to a fourth aspect of the present invention, the plurality of storage batteries are connected in series, and each row of the storage battery modules is arranged at a predetermined interval. With the above configuration,
Since it is possible to appropriately radiate heat for each row of the storage battery module, it is possible to prevent the storage battery module from being excessively heated and maintain an appropriate temperature.

Further, in the vehicle drive device according to the fifth aspect of the present invention, the resistance heating element is a film heating element, and the film heating element is wound around the storage battery. With the above configuration, it is possible to uniformly heat the entire surface of each storage battery, and it is possible to improve the heating efficiency. In addition, it can be installed at a low cost and with simple work without taking up space.

In the vehicle drive device according to the sixth aspect of the present invention, the resistance heating elements (for example, the resistance heating elements 14a, 14b ... 14n in the embodiment) and the energization amount of the resistance heating elements are controlled. Switching elements (for example, switching elements Qna, Qnb ... Qn in the embodiment)
n) is connected in parallel with a storage battery (for example, the batteries 13a, 13b ... 13n in the embodiment). With the above configuration, it is possible to perform appropriate control according to the temperature condition of each storage battery, and it is possible to converge the temperature variation of each storage battery in a short time.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a vehicle drive device including a battery temperature control device according to an embodiment of the present invention. In the present embodiment, an electric vehicle will be described as an example, but the present invention can also be applied to a hybrid vehicle including an engine and a motor as a vehicle driving source.

As shown in FIG. 1, the battery temperature control device 10 and the vehicle drive device 20 are mainly composed of a storage battery module in which a plurality of batteries 13 (see FIG. 5) are connected in series and arranged in a plurality of rows. 11, a heating system drive circuit unit 21, and a motor system drive circuit unit 22
And a motor 23 and a control circuit unit (ECU) 24. Further, the battery temperature control device 10 and the vehicle driving device 20 detect the temperature sensor 15 for detecting the temperature Tb of each battery 13 constituting the main battery unit 11 and the remaining capacity SOC of the main battery unit 11. Current sensor 25, a current sensor 26 for detecting the total current Ichg of the motor system drive circuit unit 22 and the main battery unit 11, a voltage sensor 27 for detecting the total voltage Vchg, and the rotation speed Ne of the motor 23. A sensor group such as the rotation sensor 28 is provided. The main battery unit 11, the temperature sensor 15, the heating system drive circuit unit 21, and the control circuit unit 24 constitute the battery temperature control device 10.

FIG. 4 is a circuit diagram specifically showing the heating system drive circuit section 21, the PDU 22 and the motor 23 in FIG. The motor 23 is connected to a drive shaft (not shown) of the vehicle, and rotates the drive shaft by electric power from the main battery unit 11 to drive the vehicle. When the vehicle is a hybrid vehicle, the drive shaft is connected to the engine and the motor 2
3 assists driving of the engine. Further, when the driving force is transmitted from the driving wheel side to the motor 23 when the vehicle is decelerated, the motor 23 functions as a generator and generates a so-called regenerative braking force. Thereby, the kinetic energy of the vehicle body is recovered as electric energy.

The motor 23 in the present embodiment is a permanent magnet type brushless motor that uses a permanent magnet as a field, and the motor system drive circuit unit (PDU, Power Drive Unit) connected to the motor 23. ) 2
The drive is controlled by the three-phase AC power supplied from 2.
The PDU 22 includes a PWM inverter including switching elements such as IGBTs,
Based on the torque command output from the control circuit unit 24 connected to U22, the DC power output from the main battery unit 11 is converted into three-phase AC power and supplied to the motor 23.

Further, when the motor 23 generates a regenerative braking force, the PDU 22 converts the three-phase AC power of the motor 23 into DC power based on a command from the control circuit section 24 to convert it into a main battery section. Supply to 11. In the present embodiment, a heating system drive circuit unit 21 that heats the main battery unit 11 is connected to the PDU 22. As a result, since the main battery unit 11 can be heated by using the electric energy converted by the motor 23, the heating process of the main battery unit 11 is performed in parallel with the charging process of the main battery unit 11. It can be carried out.

The PDU 22 includes switching elements Q1 to Q.
6, a PWM inverter including commutation diodes D1 to D6 and a smoothing capacitor C is provided. This PDU
The configuration of 22 is the same as that described in the related art, and thus its details are omitted.

FIG. 5 shows the main battery section 11 in FIG.
It is a circuit diagram which shows the heating system drive circuit part 21 more concretely. The main battery unit 11 has a configuration in which battery modules 12 each including a plurality of (for example, two) batteries 13 are arranged in a plurality of rows. The batteries 13 constituting each battery module 12 are connected in series, and the battery modules 12 are also connected in series. Because of this, each battery 1 that constitutes the battery modules 12 in a plurality of rows
It is possible to allow a uniform current to flow through the battery 3, and prevent the batteries 13 from having capacity variations and deterioration degree variations. Further, by arranging the battery modules 12 in a plurality of rows as described above, it is possible to make the mounting space of the main battery unit 11 compact, thereby increasing the mounting flexibility in the vehicle.

Further, in the present embodiment, each row of the battery modules 12 is arranged at a predetermined interval. Thereby, since it is possible to appropriately radiate heat for each row of the battery modules 12, it is possible to prevent the battery modules 12 from being excessively heated and maintain an appropriate temperature.

Further, in the present embodiment, in order to heat each battery 13, a resistance heating element 14 is provided for each battery 13. 2 (a) and 2
(B) is a front view and a side view showing a state in which the resistance heating element 14 is wound around the battery 13. As shown in FIG. 2, the resistance heating element 14 is formed in a film shape and wound around the surface of the battery 13. As a result, it is possible to uniformly heat the entire surface of each battery 13 and improve the heating efficiency. In addition, the resistance heating element 14 can be installed at low cost and with simple work.

Further, as shown in FIG. 5, each resistance heating element 1
4 (14a, 14b ... 14n) is the main battery unit 1
Each battery 13 (13a, 13b, ...
n) are connected in parallel. Thereby, by suppressing the internal resistance value of each battery 13 as much as possible, it is possible to maintain the efficient energy input and output of each battery 13, and it is possible to use a resistor having a high resistance value as the resistance heating element 14. Therefore, the heating effect can be enhanced. The resistance heating element 14 has an IGB.
A switching element Qn (Qna, Qnb ... Q) composed of T
nn) are connected in series. Each switching element Q
n is connected to the control circuit section 24, and the control circuit section 24 controls opening / closing of each switching element Qn. Further, each battery 13 is provided with a temperature sensor 15 for detecting the temperature Tb, and the temperature sensor is connected to the control circuit section 24. Because of this, by controlling the opening / closing of the switching element Qn according to the temperature of each battery 13, each resistance heating element 1
It is possible to heat each battery 13 to an appropriate temperature by controlling the amount of heat generated in 4 to control heating. In addition, the temperature variation of each battery 13 can be converged in a short time.

The control circuit section 24 is connected to the above-mentioned sensor groups, and based on the input values from these sensor groups, the switching elements Qn connected to the resistance heating elements 14 are connected.
Since the battery is opened and closed, the battery can be heated up to the proper operating temperature range in a short time. It also has an effect on the temperature convergence between the batteries having temperature variations. In addition, the control circuit unit 24 controls the switching element Qn to open and close to prevent the battery 13 from being over-discharged or over-charged while being heated, and to secure an appropriate remaining capacity SOC. The distribution of the current used for heating 13 (that is, the current flowing through each resistance heating element 14) and the current regenerated to each battery 13 is adjusted. A timer 29 is provided in the control circuit section 24, and the time for performing each process is adjusted by the timer 29 (details will be described later).

The operation of the battery temperature control device 10 and the vehicle drive device 20 thus constructed will be described. First, the case of the drive mode in which the vehicle is driven to travel by the electric power from the main battery unit 10 will be described with reference to FIG. A case where a current flows into the U phase of the motor 23 will be described. In this drive mode, the contactor 16 is ON, the switches of the switching elements Q1, Q4, Q6 are ON, and the switching elements Q2, Q3, Q5 are OFF.

In this drive mode, the current flows from the positive electrode of the main battery portion 11 through the contactor 16 through the switching element Q1 into the U phase of the motor 23. This current branches into the V phase and the W phase of the motor 23 and flows, and returns to the negative electrode of the main battery unit 11 through the switching elements Q4 and Q6, respectively. By switching ON and OFF of the switching elements Q1 to Q6, it is possible to switch the current to flow toward the V phase or the W phase of the motor 23. The same applies when current flows into the V phase and W phase.

A case where the state is changed to the regeneration mode will be described. At this time, the switching element Q1
Turn off all of Q6. As a result, the flow of current from the main battery unit 11 to the motor 23 can be shut off. On the other hand, the current generated in the motor 23 (for example, the current flowing in the U phase) is branched into the V phase and the W phase of the motor 23 as described above, and the commutation diodes D3 and D5.
To the positive electrode side of the main battery portion 11 via. In addition, in the present embodiment, in this regenerative mode, by turning on the switching element Qn, the current can be passed through the corresponding resistance heating element 14 to generate heat. As a result, the battery 13 covering the resistance heating element 14 can be heated. The current flowing through the resistance heating element 14 returns to the U phase of the motor 23 via the commutation diode D2.

FIG. 3 shows a main flow of the devices 10 and 20. First, as shown in step S100, by the various sensors described above, the motor rotation speed Ne, the regenerative current (total current) Ichg, the regenerative voltage (total voltage) Vchg, the temperature Tb of each battery 13, the regenerative current to each battery 13, Ib
Then, the heating time T to each battery 13 is detected, and these detected values are transmitted to the control circuit unit 24. Then, as shown in step S102, the control circuit unit 24 calculates the remaining capacity SOC based on the regenerative current Ib. Then, as shown in step S104, the regenerative current Ich
g is the current I of the battery 13 based on the remaining capacity SOC.
b and the current Ir of the resistance heating element 14 are distributed. Then, the heating control of each battery 13 is performed, and the process of the main flow is ended.

Each of the above processes will be described in more detail with reference to FIGS. FIG. 6 is a flow chart for calculating the current and power to each resistance heating element 14. Step S1 in FIG.
As shown in FIG. 10, by the temperature sensor 15 connected to each battery 13, the temperature Tb_t of the x (x = 1, 2 ... n) th battery 13 (hereinafter, referred to as battery 13x).
(X) is detected. And this temperature is the battery 13
It is determined whether it is lower than the target set temperature Tb_s which is the appropriate temperature of x.

When the judgment result is "YES", that is,
The temperature Tb_t (x) of the battery 13x is the target set temperature T
If smaller than b_s, the process proceeds to step S112.
In step S112, based on the difference between Tb_t (x) and Tb_s, the regenerative power increase amount ΔPchg (x) and the current increase amount ΔIchg (x) required to heat the x-th resistance heating element 14x are set to (1 ) And equation (2). ΔPchg (x) = K1 × (Tb_s−Tb_t (x)) (1) Equation ΔIchg (x) = K2 × (Tb_s−Tb_t (x)) (2) Equation Here, K1 and K2 are constants. Is. The regenerative power increase amount ΔPchg (x) and the current increase amount ΔIchg (x) are
According to the relational characteristic with the temperature difference ΔTb, the regenerative power increase amount and the current increase amount gradually increase until the difference reaches a predetermined value, and the table T1 stored in advance in a memory stores a preset value so that the regenerative power increase amount and the current increase amount become constant values above the predetermined value. It may be calculated. in this way,
Regenerative power increase amount ΔPchg (x), current increase amount ΔIch
After obtaining g (x), the process returns to step S110 again to perform the series of processes described above.

If the determination result is "NO", that is, if the target set temperature Tb_s is equal to or higher than the target set temperature Tb_s, it is not necessary to heat the battery 13x. Increased amount of regenerative power ΔPchg (x) to the heating element 14x and increased amount of current ΔIch
The value of g (x) is set to 0, and the process of FIG. 6 is completed. It should be noted that these processes are performed for each battery 13 (hereinafter, the same applies to the flow).

Further, FIG. 7 is a flow for performing correction control of the regeneration amount. As shown in step S120 of FIG. 7, the sum ΣIb of the currents flowing in the batteries 13x.
The remaining capacity SOC is calculated from (x). Since the maximum current Ib_max that can be supplied to each battery 13x is determined based on the remaining capacity SOC, as shown in step S122, a relational characteristic that gradually decreases when the SOC exceeds a predetermined value and becomes zero when the SOC reaches the upper limit is shown. From table T2,
Ib_max is read based on the remaining capacity SOC. Then, as shown in step S124, the value of the maximum current Ib_max read previously is used as the current I flowing through the battery 13x.
Substitute in b_s1. Next, as shown in step S126, the regenerative increase amount ΔPchg flowing to each resistance heating element 14x.
The total sum of (x) and the current increase amount ΔIchg (x) is calculated as ΔPchg and Ir_s. And
As shown in step S128, the current Ichg_s regenerated by the motor 23 and the electric power Pchg_s1 are calculated as the sum of Ib_s1 and Ir_s and the sum of Pb_s1 and ΔPchg described above.

Then, as shown in step S130, the voltage value Vchg_t and the current value Ichg_t at the current time (time t) are detected by the current sensor 25 and the voltage sensor 27, and the current power Pchg_t is calculated as the product of these. . Then, as shown in step S132, the correction amount Pchg_m is calculated from the difference between the requested power amount Pchg_s1 and the current power amount Pchg_t. After that, as shown in step S134, the regenerative correction amount in the motor 23 is controlled based on the correction amount Pchg_m. Then, as shown in step S136, the timer 29 determines whether or not a predetermined time has elapsed. If the determination result is "YES", the processing of FIG. 7 is terminated, and if the determination result is "NO". Is step S1
Returning to 20, the above-mentioned processing is performed again.

FIG. 8 is a flow chart for performing correction control according to the rotation speed of the motor 23. As shown in step S140 of FIG. 8, the rotation speed Ne of the motor 23 detected by the rotation sensor 28 is read. Next, as shown in step S142, the maximum electric power amount Pchg_m is calculated based on the rotation speed Ne from the table T3 showing the relationship characteristic that the rotation speed gradually increases until it reaches a predetermined value and becomes constant at a predetermined value or more.
Read ax. Then, as shown in step S144, the maximum power amount Pchg_max is set to the current voltage value V.
The maximum current value Ichg_max is calculated by dividing by chg_t. Then, as shown in step S146, it is determined whether the required current value Ichg_s is larger than the maximum current value Ichg_max. If the determination result is “YES”, the process proceeds to step S148, and the required current value Ichg_s is set to the maximum current value Ib_max. A correction process for replacing If the determination result is “NO”, there is no need to perform such correction processing, and therefore the processing proceeds to step S160 described below.

After performing the processing of S148, as shown in step S150, the value of the minimum current value Ib_min is set to the relational characteristic table T based on the SOC of the battery 13.
Read from 4. This minimum current value Ib_min is the battery 13 in order to prevent discharge from the battery 13 and the like.
It is a minimum current flowing through, and is set to gradually increase from zero when the SOC falls below a predetermined value. Then, as shown in step S152, it is determined whether or not the difference between the regenerative required current value Ichg_s and the required current value Ir_s to the resistor is larger than the minimum current value Ib_min. If the determination result is “YES”, step S15
Go to 4. In step S154, the minimum current value Ib_min
Is substituted into the required current value Ib_s to flow to the battery 13,
It is ensured that the current flows in the battery 13 by the minimum current value Ib_min. If the determination result is “NO”, the process proceeds to step S156. In this case, step S15
6, the minimum current value Ib_min is calculated by the difference between the total required current value Ichg_s and the resistance heating element required current value Ir_s.
Since it has been secured, the process of substituting this difference into the battery required current value Ib_s is performed without correction, and the process proceeds to step S160. On the other hand, step S154
After performing the processing in step S158, as shown in step S158,
The difference between the total required current value Ichg_s and the minimum required current value Ib_min is substituted into the resistance heating element required current value Ir_s, and step S
Proceed to the processing of 160. Then, in step S160, the timer 29 determines whether or not a predetermined time has elapsed. If the determination result is "YES", the processing of FIG.
If the determination result is “NO”, the process returns to step S140 and the above-described processing is performed again.

FIG. 9 is a flow chart for calculating the duty of the current flowing through the resistance heating element 14x. As shown in step S170 of FIG. 9, the above-described maximum current value Ir_max.
And resistance heating element required current value Ir_s and current increase amount ΔIchg
(X) and the respective values of the total current increase amount ΣΔIchg (x) are read. Ir_max is the maximum current value that can flow in the resistance heating element 14x, and is determined by the material or the like. Then, as shown in step S172, based on the current flowing through the resistance heating element 14x, the switching element Qn
The duty D_h (x) of x is calculated by the equation (3). D_h (x) = K4 × (ΔIchg (x) / ΣΔIchg (x)) × (Ir_s / Ir_max) (3) Formula Here, K4 is a coefficient. Also, the duty D_h
For (x), a value of 1 (100%) or less is calculated.

Then, as shown in step S174, it is determined whether the regeneration / power generation control can be performed. If the determination result is "YES", the process proceeds to step S176, and if the determination result is "NO". Step S170
Then, the processing described above is performed again. In step S176, switching control of the switching element Qnx for each resistance heating element 14x is performed. Then, as shown in step S178, it is determined whether or not a predetermined time has elapsed. If the determination result is "YES", the process of FIG. 9 is terminated, and if the determination result is "NO", the process proceeds to step S170. The process returns and the above-mentioned processing is performed again.

FIG. 10 is a flow chart for calculating the duty of the current flowing through the main battery section 11. Figure 10
As shown in step S180, the battery required current value Ib_s and the battery maximum current value Ib_max described above are read. Ib_max is the maximum current value that can be passed through the battery 13x, and is determined by the material and the like. Then, as shown in step S182, the duty D_b of the switching elements Q1 to Q6 is calculated by the equation (4) based on the amount of current passed through the main battery unit 11. D_b = K5 × (Ib_s / Ib_max) Equation (4) Here, K5 is a coefficient. Also, the duty D_b
Is calculated as a value of 1 (100%) or less.

Then, as shown in step S184, it is determined whether or not the regeneration / power generation control is possible. If the determination result is "YES", the process proceeds to step S186, and if the determination result is "NO". Step S180
Then, the processing described above is performed again. In step S186, the switching elements Q1 to Q1 for the main battery unit 11
The switching control of Q6 is performed. And step S1
As indicated by 88, it is determined whether or not a predetermined time has elapsed. If the determination result is “YES”, the process in FIG. 10 is terminated, and if the determination result is “NO”, the process returns to step S180 and is performed again. The above-mentioned processing is performed. The processes shown in FIGS. 6 to 10 are performed in parallel,
With this, the control time is shortened.

Hereinafter, the vehicle drive device 20 according to the present embodiment and the conventional vehicle drive device will be compared and described. The temperature of the main battery part 11 is -20 ° C for 10 minutes.
Consider the case where the temperature is increased by Δ20 ° C. to 0 ° C. The total voltage V of the main battery unit 11 is 144 V, and the total internal resistance value R _b is 440 mΩ. At a low temperature environment, the heating value I _b ² R _b of the main battery unit 11 by the regenerative current I _b, as shown in ^{_{(5), I b 2 R b (W}} ) = 10 2 (A) × (440 (MΩ) / 1000) = 44 (W) ... Equation (5).

When the heat transfer coefficient K of the main battery unit 11 is 4.8 (W / ° C.), the unit time (Hr = 1 hour)
Heat quantity Q (Wh) required to heat to the above temperature
Is as shown in equation (6), Is.

When the internal resistance value R _b of the main battery portion 11 is used for heating, the amount of heat generated by the internal resistance is 44 (W) as described above, so the heating time T _Rb (H
r) is, as shown in the equation (7), Therefore, it takes more than 2 hours.

On the other hand, the case of the present embodiment will be described. The heat quantity Q ₁₀ (W) required for heating to the above temperature in 10 minutes is, as shown in the equation (8), Becomes

Regenerative current I (A) flowing through the resistance heating element 14.
Since the total voltage of the main battery unit 11 is 144V, as shown in equation (9), Becomes Therefore, the resistance value R (Ω) of the resistance heating element 14
As shown in equation (10), If set to, it is possible to satisfy the heating requirement described above in 10 minutes.

As described above, in the present embodiment, by suppressing the internal resistance values of the plurality of batteries 13 as much as possible, energy can be efficiently transferred in and out of the plurality of batteries 13, and the resistance values Since a high resistance element can be used as the resistance heating element 14, the heating effect can be enhanced. Further, by providing the temperature sensor 15 that detects the temperature of each battery 13 and performing the heating control by the control circuit unit 24, each battery 13 can be heated to an appropriate temperature.

Further, since each battery 13 can be heated to an appropriate temperature in a short time, when the charging of each battery 13 is completed, it is possible to output substantially sufficient electric power for driving the vehicle, etc. The convenience can be improved.
In addition, since each of the batteries 13 can be heated in a short time, temperature variation between the batteries 13 is less likely to occur, and after the main battery 11 is completely charged, a current for heating is supplied to the main battery. Since there is almost no need to supply to the section 11, the main battery section 1
1 can be prevented from being overcharged.

The battery temperature control device can be applied to temperature control of a plurality of batteries other than the vehicle.
Further, the battery can be applied to so-called secondary batteries such as a lithium ion battery, a nickel hydrogen battery, a lead battery, a nickel cadmium battery and the like.

[0051]

As described above, according to the invention described in claim 1, the heating effect can be enhanced and each storage battery can be heated to an appropriate temperature. According to the invention described in claim 2, it is possible to prevent the capacity variation and the deterioration degree variation of each storage battery, and even if the temperature variation occurs in each storage battery, the temperature of each storage battery can be made uniform quickly. Can be converted.

According to the third aspect of the present invention, the heating of the power storage device can be performed in parallel with the charging of the power storage device. Further, when the charging of the power storage device is completed, it is possible to output substantially sufficient electric power for driving the vehicle and the like, and it is possible to enhance convenience when the vehicle is traveling. Furthermore, temperature variation between storage batteries is less likely to occur, and overcharge of the power storage device can be prevented. According to the invention described in claim 4, it is possible to prevent the storage battery module from being excessively heated and to maintain an appropriate temperature.

According to the invention described in claim 5, it is possible to uniformly heat the substantially entire surface of each storage battery, and it is possible to improve the heating efficiency. In addition, it can be installed at low cost and with simple work. According to the invention described in claim 6, it is possible to perform appropriate control according to the temperature condition of each storage battery, and it is possible to converge the temperature variation of each storage battery in a short time.

[Brief description of drawings]

FIG. 1 is a block diagram showing a battery temperature control device and a vehicle drive device according to an embodiment of the present invention.

2 is a front view and a side view showing a state in which a resistance heating element is wound around the battery of FIG.

FIG. 3 is a main flowchart of the battery temperature control device and the vehicle drive device of FIG.

FIG. 4 is a main circuit diagram of the battery temperature control device and the vehicle drive device of FIG. 1.

5 is a detailed circuit diagram of essential parts of the battery temperature control device and the vehicle drive device of FIG. 4;

FIG. 6 is a flowchart of the battery temperature control device and the vehicle drive device of FIG.

FIG. 7 is a flowchart of the battery temperature control device and the vehicle drive device of FIG.

FIG. 8 is a flowchart of the battery temperature control device and the vehicle drive device of FIG.

9 is a flowchart of the battery temperature control device and the vehicle drive device of FIG.

FIG. 10 is a flowchart of the battery temperature control device and the vehicle drive device of FIG. 1.

FIG. 11 is a circuit configuration diagram showing a conventional heating system.

[Explanation of symbols]

10 Battery temperature control device 11 Main battery section 12 Battery module 13 battery 14 Resistance heating element 15 Temperature sensor 20 Vehicle drive 21 Heating system drive circuit

Claims (6)

[Claims] 1. A storage battery module comprising a plurality of storage batteries arranged in a plurality of rows, a resistance heating element provided in each of the storage batteries, and a temperature detector for detecting the temperature of each of the storage batteries. A storage battery temperature control device comprising storage battery temperature control means for controlling the amount of electricity supplied to the resistance heating element according to the difference between the temperature detected by the temperature detector and the set temperature. 2. The temperature control of a storage battery according to claim 1, wherein the storage battery modules arranged in the plurality of columns are connected in series, and the resistance heating elements are connected in parallel to the storage battery, respectively. apparatus. 3. A drive source that drives a drive shaft of a vehicle to output a propulsive force; and a drive source that rotationally drives the drive shaft with electric energy, and a part of the output of the drive source or the kinetic energy of the vehicle is converted into electric energy. A vehicle drive device including a conversion motor and a power storage device that stores the converted electrical energy, wherein the power storage device includes storage battery modules connected to a plurality of storage batteries and arranged in a plurality of rows. A resistance battery and a temperature detector are provided, and storage battery temperature control means is provided for controlling the amount of electricity to each resistance heater in accordance with the difference between the temperature detected by the temperature detector and the set temperature. Vehicle drive. 4. The storage battery modules arranged in the plurality of rows are connected in series, the resistance heating elements are connected in parallel to the storage batteries, and the respective rows of the storage battery modules are arranged at a predetermined interval. The vehicle drive device according to claim 3, wherein: 5. The vehicle drive device according to claim 3, wherein the resistance heating element is a film-shaped heating element, and the film-shaped heating element is wound around the storage battery. 6. The battery according to claim 2, wherein a plurality of series circuits of the resistance heating element and a switching element for controlling the amount of electricity supplied to the resistance heating element are connected in parallel with the storage battery. 5. The vehicle drive device according to any one of 5 above.