JP2005063682A - Battery cooling control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a battery cooling control device capable of appropriately keeping battery performance by controlling driving of a cooling device for a battery according to a charging current value in charging. <P>SOLUTION: An electric motor 2 is driven with discharge electric power of a main battery 8 in power running. In deceleration or braking, regenerative power generation is conducted with the electric motor 2, and the main battery 8 is charged with the generated regenerative power. The main battery 8 is cooled with cooling wind of a cooling fan 23. When the main battery 8 is charged with regenerative power, fan duty (cooling wind amount) in cooling fan driving is varied according to charging current. Concretely, when charging current value is high to an extent generating heat by side reaction, the main battery 8 is cooled in fan duty higher than a case where the charging current value is low. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a battery cooling control device that charges and discharges with a load such as a traveling motor such as a battery mounted on an electric vehicle such as an electric vehicle or a hybrid electric vehicle.
[0002]
[Prior art]
In recent years, electric vehicles that run with the driving force of an electric motor and hybrid electric vehicles that use the driving force of both an engine and a motor are becoming popular. Although the battery generates heat during charging and discharging, not only does the battery performance deteriorate as the battery temperature rises, but the life of the battery significantly decreases, and some batteries have a cooling fan for cooling the battery. A device including such a cooling fan is known in which the cooling fan is driven based on the battery temperature or the temperature of the battery housing space to maintain the battery temperature in a predetermined temperature range (see, for example, Patent Document 1). ).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 10-306722
[Problems to be solved by the invention]
However, when the battery is charged with a large current, heat is easily generated due to side reactions such as a gas absorption reaction in addition to Joule heat. However, when the cooling fan is controlled based on the battery temperature as described above, the cooling fan is stopped when the battery temperature at the start of the large current charging is low. Suddenly worsens. Therefore, in the large current charging, charging is performed in a state where charging efficiency is deteriorated, and regenerative power is not effectively used.
[0005]
The present invention provides a battery cooling control device capable of appropriately maintaining battery performance by controlling the driving of a battery cooling device according to the magnitude of a charging current value during charging.
[0006]
[Means for Solving the Problems]
In the present invention, the battery is discharged to the energy conversion device connected thereto and charged by the energy conversion device, and the battery is cooled by the cooling device. The control device causes the cooling device to cool the battery when the charging current value of the battery detected by the current detecting means exceeds a predetermined charging current value at which the charging efficiency of the battery becomes a predetermined value. And
[0007]
【The invention's effect】
According to the present invention, the battery is cooled by the cooling device when the charging current value of the battery exceeds the predetermined charging current value at which the charging efficiency of the battery becomes a predetermined value. Even in the case of charging current, the battery temperature can be kept lower than before. As a result, a reduction in charging efficiency is prevented, and regenerative charging is performed efficiently, so that effective use of regenerative power can be achieved.
[0008]
DETAILED DESCRIPTION OF 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 cooling control apparatus according to the present invention. It is a block diagram which shows schematic structure at the time of applying the battery cooling control apparatus of this invention to the battery cooling of a hybrid vehicle. The hybrid vehicle shown in FIG. 1 is a combination of a parallel system and a series system, and includes an engine 1 and an electric motor 2 as drive sources. The engine 1 is connected to the speed reducer 5 and the generator 4 via the power split mechanism 3, and the driving force of the engine 1 is divided into the driving force of the wheels 6 and the driving force of the generator 4 by the power split mechanism 3.
[0009]
The electric motor 2 is connected to the main battery 8 via the inverter 7. Electric power is supplied from the main battery 8 to the electric motor 2 when the motor is running, and the electric motor 2 is regeneratively generated during braking, and the main battery 8 is charged by the regenerative power. The vehicle controller (HCM) 9 is an engine controller based on the accelerator pedal depression amount detected by the accelerator sensor 10, the brake pedal depression amount detected by the brake sensor 11, the vehicle traveling speed detected by the vehicle speed sensor 12, and the like. (E / C) 13, motor controller 14, battery controller 15 and brake controller 16 are controlled to control the driving force and braking force of the vehicle.
[0010]
The brake controller 16 controls the hydraulic pressure source 17 based on a command signal from the vehicle controller 9 to adjust a braking force by a hydraulic brake (not shown) provided on the wheel 6. The engine controller (E / C) 13 performs start / stop control of the engine 1 based on the start / stop signal of the engine 1 transmitted from the vehicle controller 9, and the engine torque is set to a torque command value from the vehicle controller 9. A throttle valve opening / closing device (not shown), a fuel injection device, and an ignition timing control device are controlled so as to match.
[0011]
The motor controller 14 controls the inverter 7 on the basis of the drive (power running) command, regenerative braking (power generation braking) command, and rotation speed command transmitted from the vehicle controller 9 to rotate the rotation speed of the electric motor 2. And adjust the torque. The battery controller 15 is based on the command signal from the vehicle controller 9, the battery voltage detected by the voltage sensor 18, the charge / discharge current detected by the current sensor 19, the battery temperature detected by the temperature sensor 20, and the like. 8 charge / discharge control and calculation of state of charge (SOC).
[0012]
The supplementary battery 21 is a battery for driving an auxiliary machine 22 such as an air conditioner or an audio, or a cooling fan 23 for the main battery. For example, a 12 V battery is used. The DC / DC converter 24 converts the high voltage power of the main battery 1 into 12 V power, and the converted power is supplied to the supplementary battery 21. The cooling fan 23 is provided in the vicinity of the cooling air outlet 25a of the battery chamber 25 in which the main battery 8 is accommodated. When the cooling fan 23 is driven, the cooling air is forcibly taken in from the cooling air intake port 25b of the battery chamber 25, and after taking heat from the main battery 8, it is discharged from the cooling air outlet 25a. The drive control of the cooling fan 23 is performed by the vehicle controller 9.
[0013]
The hybrid vehicle shown in FIG. 1 travels by driving the electric motor 2 with the electric power of the main battery 8 when starting or traveling at a very low speed. During normal travel, the engine power is divided into two paths by the power split mechanism 3, and one of the split power directly drives the wheels 5. The other side drives the generator 4 to generate electric power, and the electric motor 2 is driven by the electric power to assist the driving force. Electric power is also supplied from the main battery 8 to the electric motor 2 during full-open acceleration that requires a larger driving force.
[0014]
During such power running, as described above, the driving force of the vehicle is determined based on the accelerator operation amount, the brake operation amount, and the vehicle speed. Further, it is determined whether or not power generation is necessary based on the calculated SOC of the battery 1, and the engine 1, the electric motor 2, and the generator 4 are determined based on the information such as the driving force and the necessity for power generation described above. The generated torque is calculated, and the engine 1, the electric motor 2, and the generator 4 are controlled. For example, when the SOC of the main battery 8 becomes too small, the generator 4 is driven by the power of the engine 1 to charge the main battery 8.
[0015]
At the time of braking and deceleration, the electric motor 2 is driven by the driving force of the wheels 5, and the electric motor 2 is operated as a generator to perform regenerative power generation. Then, the main battery 8 is charged with the regenerative power. At that time, the engine 1, the electric motor 2 and the generator 4 are controlled in consideration of the regenerative braking force of the vehicle, and the regenerative braking force corresponding to the maximum chargeable power of the main battery 8 is subtracted from the required braking force. Power is generated by engine brakes or hydraulic brakes.
[0016]
<Description of cooling fan drive control>
Next, the driving operation of the cooling fan 23 in the first embodiment will be described with reference to the flowchart of FIG. FIG. 2 shows processing executed by the vehicle controller 9, and the series of processing shown in FIG. 2 is executed when the ignition switch of the vehicle is turned on, and is repeated at predetermined time intervals until the ignition switch is turned off. Executed.
[0017]
In step S <b> 10, the battery temperature T is detected by the temperature sensor 20 provided in the battery 8. In step S20, a predetermined set temperature T1 is compared with the detected battery temperature T, and it is determined whether or not the battery temperature T is higher than the set temperature T1.
[0018]
FIG. 3 shows an example of a change in temperature of the charging efficiency of the battery, and the power receiving efficiency decreases as the battery temperature increases. In the example shown in FIG. 3, the temperature changes linearly and gently up to 35 ° C., but the charging efficiency suddenly decreases when the temperature exceeds 35 ° C. Therefore, in the present embodiment, a set temperature T1 (for example, 35 ° C.) is set, and when the battery temperature T exceeds the set temperature T1, the main battery 8 is fan-cooled using the cooling fan 23. In addition, since the battery temperature T rises also at the time of discharge, in the flowchart of FIG. 2, it considers including both the case of charge and the case of discharge.
[0019]
If it is determined in step S20 that T> T1, the process proceeds to step S30. If it is determined that T ≦ T1, the process proceeds to step S40. In step S30, the main battery 8 is cooled by the cooling fan 23. In this case, the cooling fan duty (cooling fan air volume) is set according to the battery temperature T.
[0020]
FIG. 4 is a diagram illustrating an example of cooling fan duty setting, where the vertical axis represents fan duty (%) and the horizontal axis represents battery temperature T (° C.). In FIG. 4, T1 = 35 ° C., and the fan duty is increased stepwise as the battery temperature T increases. In this control example, when the battery temperature T is 35 ° C. or lower, the cooling fan 23 is stopped (duty 0%), and when T1 = 35 ° C. is exceeded, the duty is switched to 33%. Similarly, if the battery temperature T exceeds 45 ° C., the duty is switched from 35% to 67%, and if it exceeds 55 ° C., the duty is switched from 67% to 100%. At T> 55 ° C., the duty is 100%. Once the threshold value (35 ° C., 45 ° C., 50 ° C.) is exceeded, the fan duty is fixed for several to several tens of seconds.
[0021]
If it is determined in step S20 that T ≦ T1 and the process proceeds to step S40, it is determined in step S40 whether or not the battery temperature T is higher than the second set temperature T2. The set temperature T2 is set such that T2 <T1, and if it is determined in step S40 that T ≦ T2, the process proceeds to step S80 to set the fan non-operating state in which the cooling fan 23 is stopped. On the other hand, if it is determined in step S40 that T> T2, the process proceeds to step S50, and the current sensor 19 detects the charging / discharging current I of the main battery 8.
[0022]
Step S60 discharge current I detected at step S50 in determines whether higher than the predetermined value I _0. FIG. 5 is a diagram illustrating the relationship between the charging current and the charging efficiency of the battery, and the charging efficiency decreases as the charging current increases. In the example shown in FIG. 5, the charging efficiency hardly changes in the region where the I charging current is smaller than 10A, and is almost 100%. However, when the charging current exceeds 10A, the reduction becomes significant, and the charging efficiency = 60% when the charging current = 100A. To fall.
[0023]
When the charging efficiency of the main battery is thus reduced, extra heat is generated due to the chemical reaction of the battery in addition to the heat generated by Joule heat. In the case of a NiMH battery, the chemical reaction is an exothermic reaction during charging and an endothermic reaction during discharging. Also, heat is generated when oxygen gas generated from the positive electrode is consumed at the negative electrode. Therefore, when the charging current is large, the battery temperature T is likely to rise, and as a result, the charging efficiency is further reduced.
[0024]
Therefore, when the current I detected by the current sensor 19 is determined as I> I ₀ > 0 in step S60, the process proceeds to step S70, and fan cooling is performed in consideration of the current I. On the other hand, if it is determined in step S60 that I ≦ I ₀ , there is almost no reduction in charging efficiency due to the current I, and there is no need to consider extra heat generation due to the chemical reaction. State. In the case there is a relation as shown in FIG. 5, the predetermined value I ₀ is set to, for example, 10A.
[0025]
6 and 7 are diagrams showing an example of the operation of the cooling fan in step S70, where the horizontal axis is the charging current I and the vertical axis is the fan duty. In the example shown in FIG. 6, the fan duty is linearly increased from 0% to 100% between the current values I ₀ = 10A and I2 = 100A, and the cooling air volume is increased as the charging current I is increased to increase the cooling capacity. Try to increase. In the region where I ≦ I ₀ = 10 A, the fan duty is 0%, and in the region where I> I ₂ = 100 A, the fan duty is 100%.
[0026]
In the example shown in FIG. 7, the fan duty is increased stepwise as the charging current I increases. That is, fan duty = 33% when I ₁ (= 60 A) ≧ I> I ₀ , fan duty = 67% when I ₂ ≧ I> I ₁ , and fan duty is 100% when I> I ₂ . Also in this case, the fan duty is set to 0% in the region of I ≦ 10A. 6 and 7, as described in FIG. 4, once the threshold value (I ₀ , I ₁ , I ₂ ) is exceeded, the fan duty is fixed for several to several tens of seconds. The
[0027]
When the processes in steps S30, S70, and S80 described above are completed, a series of processes in the flowchart illustrated in FIG. 2 is terminated, and the flowchart in FIG. 2 is executed again after a predetermined time. Thereafter, the series of processing shown in FIG. 2 is repeatedly executed until the ignition switch is turned off. FIG. 8 illustrates the cooling fan operation / non-operation pattern described above. The vertical axis represents the current value during charging and discharging, and the horizontal axis represents the battery temperature T.
[0028]
The shaded area represents an operation area where fan drive control is performed, and the other areas are non-operation areas. In the region where the battery temperature T is T> T1, fan drive control is performed regardless of the magnitude of the current I. On the other hand, the battery temperature T is T2 <in the region of T ≦ T1 is, I> fan drive control is performed in the case of _{I 0.} When the battery temperature T is equal to or lower than T2, the cooling fan 23 is not operated regardless of the current I.
[0029]
FIG. 9 shows a change in battery temperature when the above-described cooling fan drive control is performed (broken line L1) and a change in battery temperature when the fan duty is not controlled according to the current I as shown in FIGS. It is a figure which shows (solid line L2). As is apparent from the figure, in the present embodiment, the rise in battery temperature T is suppressed to about 35 ° C., but reaches 45 ° C. when fan duty control is not performed.
[0030]
In the first embodiment, by performing fan control such that the fan duty is increased in the case of a large charge current that generates heat due to a side reaction, the battery temperature can be made lower than in the past even in the case of a large charge current. . As a result, a decrease in charging efficiency is prevented, regenerative charging is performed efficiently, and the performance of the main battery 8 can be fully exploited, and effective use of regenerative power can be achieved.
[0031]
-Second Embodiment-
When performing regenerative charging, there is a limit to the power that can be accepted by the main battery 8, and charging cannot exceed the chargeable power of the main battery 8. Therefore, if the regenerative energy exceeds the chargeable power, the excess energy exceeding the chargeable power is released as thermal energy by the hydraulic brake, or the surplus power is converted into thermal energy using a resistor. It was wasted and was not used. In the second embodiment, the cooling fan 23 is driven using surplus regenerative power that cannot be used to charge the main battery 8.
[0032]
<Description of cooling fan drive control>
10 and 11 are flowcharts showing an example of drive control of the cooling fan 23 in the second embodiment, and the processing from step S10 to step S80 is the same as the processing of the flowchart shown in FIG. Therefore, below, the description from step S10 to step S80 is abbreviate | omitted, and the process after step S100 is demonstrated. 10 and 11 are executed when the ignition switch of the vehicle is turned on as in the case of FIG. 1 described above, and are repeatedly executed at predetermined time intervals until the ignition switch is turned off.
[0033]
When the process of step S30 or step S70 in FIG. 10 is completed, the process proceeds to step S100 in any case. When the process of step S80 is completed, the fan control process is terminated in the same manner as in FIG. In step S100, the required braking force F required for the vehicle is calculated based on the accelerator operation amount, the brake operation amount, and the vehicle speed calculated from the detected values of the accelerator sensor 10, the brake sensor 11, and the vehicle speed sensor 12.
[0034]
In step S110, the electric power Pg that can be generated when the electric motor 2 performs regenerative charging is calculated. First, the deceleration speed requested by the driver is calculated from the accelerator operation amount and the brake operation amount. Next, the maximum power generation torque is calculated based on information such as the deceleration speed, the vehicle weight, and the speed reduction gear ratio. Then, the power generation possible power Pg is calculated from the calculated maximum power generation torque and the motor rotation speed.
[0035]
If the process of step S110 is complete | finished, it will progress to step S120 of FIG. 11, and the chargeable electric power Pc which is the electric power which the main battery 8 can accept is calculated. The current sensor 19 and the voltage sensor 18 sample a plurality of voltages and currents when the main battery 8 is being charged / discharged. Next, an IV characteristic straight line L10 as shown in FIG. 12 is obtained from the sampling data by regression calculation. A current value I ′ at an intersection X between the IV characteristic straight line L10 and a predetermined end-of-charge voltage V ′ is obtained, and chargeable power Pc is calculated from Pc = V ′ × I ′.
[0036]
In step S130, the power Pf consumed by the cooling fan operation is calculated based on the fan duty during the cooling fan operation obtained in the process of step S30 or step S70. In step S140, the sum P = Pc + Pf of the chargeable power Pc calculated in step S120 and the fan power consumption Pf calculated in step S130 is calculated. This electric power P represents the maximum value of electric power required for battery charging and cooling fan driving during regenerative charging. Therefore, when the electric power by regenerative power generation is larger than the required maximum power P, the amount exceeding the required maximum power P cannot be used for battery charging and fan driving.
[0037]
In step S150, the required maximum power P calculated in step S140 is compared with the power generation possible power Pg calculated in step S110 to determine whether Pg> P. That is, it is determined whether or not power larger than the required maximum power P required for cooling fan driving and battery charging can be generated by regenerative power generation. If it is determined in step S150 that the electric power Pg that can be generated is Pg> P, that is, if it is determined that the necessary maximum electric power P can be generated by regenerative power generation, the process proceeds to step S160, and it is determined that Pg ≦ P. Then, the process proceeds to step S170.
[0038]
When the process proceeds from step S150 to step S160, the required maximum power P (= Pc + Pf) calculated in step S140 is set as the regenerative usable power Pr. Here, the regenerative electric power Pr represents electric power that can be used when the battery is charged and the cooling fan is driven by the regenerative electric power. On the other hand, when it is determined in step S150 that the electric power Pg that can be generated is Pg ≦ P and the process proceeds to step S170, it is determined whether or not Pg> Pc in step S170. That is, in step S170, it is determined whether or not the electric power larger than the acceptable power Pc of the main battery 8 can be regeneratively generated.
[0039]
If it is determined in step S170 that Pg> Pc, the process proceeds to step S180, and the power generation available power Pg calculated in step S110 is set to the regenerative use available power Pr. Further, when it is determined in step S170 that the electric power Pg that can be generated is Pg ≦ Pc, the process proceeds to step S190, and the chargeable electric power Pc of the main battery 8 calculated in step S120 is set as the regenerative electric power Pr. In this case, all the regenerative power is used for charging the main battery 8.
[0040]
As described above, when the regenerative power Pr is set in steps S160, S180, and S190, charging control of the main battery 8 and drive control of the cooling fan 23 are performed using the regenerative power Pr as a regenerative limit value. When the regenerative usable power Pr is set as in step S160 or step S180, the regenerative usable power Pr is Pc + Pf or Pg at the maximum and becomes larger than the rechargeable power Pc, but charging of the main battery 8 itself is chargeable power. Charge control is performed using Pc as the battery charge limit value.
[0041]
Then, the remaining surplus power obtained by subtracting the chargeable power Pc from the power actually regenerated as the regenerative usable power Pr is used as drive energy for the cooling fan 23 via the DC / DC converter 24. Further, when the setting is made as in step S190, as described above, the power regenerated as the regenerative usable power Pr is all used for charging the main battery 8, and the auxiliary battery is used for driving the cooling fan 23. 21 power is used.
[0042]
FIG. 13 is a diagram illustrating an example of the above-described charge limit control, in which the vertical axis represents the charge limit value (kW) and the horizontal axis represents the battery temperature T (° C.). A solid line L11 indicates battery power (charge limit value) Pc acceptable by the main battery 8, and a broken line L12 indicates regenerative power (regeneration limit value) Pr. The broken line L12 shown in FIG. 13 is the regenerative usable power Pr when step S160 or step S180 is executed, and takes into account battery charging and cooling fan drive.
[0043]
When step S190 is executed, the regenerative available power Pr (broken line L12) matches the battery possible power Pc (solid line L11). Note that, only when the battery temperature T exceeds T2, the processing after step S100 in FIGS. 10 and 11 is executed, so the broken line L2 is shown only in the region of T> T2. That is, when the battery temperature T is equal to or lower than T2, the charging control of the main battery 8 is performed based on the solid line L11, and when the battery temperature T exceeds T2, the battery charging control and the cooling fan drive are performed based on the broken line L12. Control.
[0044]
In the example shown in FIG. 13, the battery charge limit value of the main battery 8 is 35 kW, and 36 kW is set as the regeneration limit value when T> T2. When step S160 is executed, 1 kW, which is the difference between them, is the above-described Pf, which is regenerative power that can be used for driving the fan. The maximum 1 kW of power that is not used for charging the battery is used for driving the fan. This is the maximum power consumed for driving the fan, and the power that is actually used depending on the driving status of the cooling fan 23 is Different.
[0045]
FIG. 14 is a diagram showing a temporal transition of charge / discharge power and power available for driving the cooling fan. The portion D shaded exceeding the battery charge limit value is surplus power that cannot be used for battery charging, and this surplus power is used for driving the cooling fan. If the surplus power in the hatched portion D is smaller than the power required for driving the cooling fan, the shortage is supplied from the auxiliary battery 22.
[0046]
Conventionally, regenerative control is performed by the solid line L1 even when the battery temperature T is higher than T2. Therefore, when the regenerative braking force corresponding to the rechargeable electric power Pc of the main battery 8 is smaller than the required braking force, the mechanical braking is activated to supplement the braking force, or the regenerative power generation is more than the rechargeable electric power Pc. The generated power was converted to thermal energy using a resistor.
[0047]
On the other hand, in the present embodiment, as described above, the surplus power generated by regenerative generation more than the chargeable power Pc (shaded portion D in FIG. 14) is used for driving the cooling fan 23. The regenerative energy that was wasted as heat energy can be used effectively. As a result, the energy efficiency of the entire vehicle can be improved.
[0048]
In the above-described embodiment, the cooling fan 23 is used as a cooling device for the main battery 8, but the present invention is not limited to the cooling fan and can be applied to various cooling devices. In the correspondence between the embodiment described above and the elements of the claims, the electric motor 2 constitutes an energy conversion device, the main battery 8 constitutes a battery, and the vehicle controller 9 constitutes generated power calculation means and control means. In addition, the present invention is not limited to the above embodiment as long as the characteristics of the present invention are not impaired.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining a first embodiment of a battery cooling control apparatus according to the present invention;
FIG. 2 is a flowchart illustrating cooling fan drive control in the first embodiment.
FIG. 3 is a diagram illustrating an example of a temperature change in battery charging efficiency.
FIG. 4 is a diagram illustrating an example of cooling fan duty setting.
FIG. 5 is a diagram illustrating a relationship between a charging current and a charging efficiency of a battery.
FIG. 6 is a diagram illustrating an example of fan duty setting.
FIG. 7 is a diagram illustrating another example of fan duty setting.
FIG. 8 is a diagram showing an operation / non-operation pattern of a cooling fan.
FIG. 9 is a diagram illustrating changes in battery temperature during cooling fan drive control.
FIG. 10 is a diagram illustrating a flowchart in the second embodiment.
FIG. 11 is a flowchart showing a processing procedure following FIG. 10;
FIG. 12 is a diagram illustrating an IV characteristic line.
FIG. 13 is a diagram showing an example of charge control in the second embodiment.
FIG. 14 is a diagram showing a temporal transition of charge / discharge power and power available for driving a cooling fan.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine 2 Electric motor 7 Inverter 8 Main battery 9 Vehicle controller 13 Engine controller 14 Motor controller 15 Battery controller 18 Voltage sensor 19 Current sensor 20 Temperature sensor 21 Supplementary battery 23 Cooling fan

Claims (6)

A cooling device for cooling a battery to be discharged to and charged by the energy conversion device connected, and
Current detecting means for detecting a charging current value of the battery;
Control means for cooling the battery by the cooling device when a charging current value detected by the current detecting means exceeds a predetermined charging current value at which the charging efficiency of the battery becomes a predetermined value. A battery cooling control device. The battery cooling control device according to claim 1,
Temperature detecting means for detecting the temperature of the battery;
The control unit causes the cooling device to cool the battery based on a charging current value detected by the current detection unit and a battery temperature detected by the temperature detection unit. Control device. The battery cooling control device according to claim 2,
The control means causes the cooling device to cool the battery regardless of the magnitude of the charging current value when the battery temperature detected by the temperature detection means exceeds a predetermined value. Battery cooling control device. The battery cooling control device according to any one of claims 1 to 3,
Rechargeable power calculating means for calculating chargeable power that is acceptable power of the battery;
A generated power calculating means for calculating the maximum generated power during charging by the energy conversion device,
When the maximum generated power calculated by the generated power calculating means is larger than the chargeable power calculated by the rechargeable power calculating means, the control means is a surplus obtained by subtracting the rechargeable power from the generated power A battery cooling control device that drives the cooling device with electric power. In the battery cooling control device according to any one of claims 1 to 4,
The battery cooling control device, wherein the control means performs control so that the cooling capacity of the cooling device increases as the charging current value increases. In the battery cooling control device according to any one of claims 2 to 5,
The said control means is a battery cooling control apparatus characterized by controlling so that the cooling capability of the said cooling device becomes large, so that the said battery temperature is large, when the said charging current value is the same.

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