JP2010093969A - Battery temperature rise controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce noise of the vibration noise generated during execution of temperature rise control or fluctuations in drive force, in a system that executes temperature rise control for increasing the temperature of a battery by the internal heat generation through repetition of charging and discharging. <P>SOLUTION: When the temperature of a high-voltage battery 12 detected by a temperature sensor 26 is lower than a predetermined temperature, the temperature rise control for making the temperature of the high-voltage battery 12 increase by periodically repeating charging and discharging thereof is executed. Here, the amplitude of the charging and discharging is limited, based on the repetition period of the charging and discharging, set according to the temperature of the high-voltage battery 12 so that vibration noise or fluctuations in the drive are be reduced. Accordingly, the temperature of the high-voltage battery 12 can be risen rapidly, while noise, such as, vibration noise or the fluctuation in the drive force generated during the execution of temperature rise control are reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a battery temperature increase control device that performs temperature increase control for increasing the temperature of a battery by periodically charging and / or discharging a battery mounted on a vehicle.

  In general, when a battery (secondary battery) is in a low temperature state, the internal activation level is reduced and the internal resistance is increased as compared to normal temperature (see FIG. 2). For this reason, even when the current during battery discharge is the same, the width of decrease in the voltage across the terminal increases due to the internal resistance. Since the performance of the battery is limited by the voltage across the battery, the continuous dischargeable time is shortened and the amount of power that can be extracted from the battery decreases as the battery temperature decreases. On the contrary, during charging, the lower the battery temperature, the larger the increase in the voltage at both ends, and the shorter the continuous chargeable time.

  Therefore, in recent years, in order to forcibly raise the temperature of the battery at a low temperature and ensure early charge / discharge performance, the battery is forcibly executed to promote the generation of Joule heat inside the battery. Some techniques for raising the temperature of the battery from the inside have been proposed.

  For example, in Patent Document 1 (Japanese Patent Laid-Open No. 2007-12568) and Patent Document 2 (Japanese Patent Laid-Open No. 2007-28702), the temperature of the battery is detected by a temperature sensor, and the detected temperature of the battery is low. In addition, it is disclosed that the temperature increase control for promoting the generation of Joule heat inside the battery to increase the temperature of the battery by executing charging and discharging of the battery alternately and periodically is performed. It is disclosed that a step-up converter or a motor drive circuit (inverter) is used as means for periodically charging and discharging a battery during execution.

  However, as described in Patent Document 1, when periodic charge / discharge is repeated using a boost converter, there is a problem that input / output current to the capacitor of the boost converter is generated, and vibration noise of the capacitor is generated. In order to solve this problem, as disclosed in Patent Document 3 (Japanese Patent Laid-Open No. 2008-78167), a buffer material layer that absorbs vibration is added inside the capacitor, or in Patent Document 4 (Japanese Patent Laid-Open No. 2008-66503). As described in Japanese Laid-Open Patent Publication No. HEI 10-101, there is one in which the electrode surface of the capacitor is molded with a resin material having a low elastic modulus.

Further, as described in Patent Document 2, when periodic charge / discharge is repeated using a motor drive circuit (inverter), the drive force of the motor may be changed, and the drivability is reduced due to the drive force change. There are challenges. Further, Patent Document 5 (Japanese Patent Application Laid-Open No. 2008-162397) has a problem that gear rattling noise is generated due to fluctuations in the driving force of the motor in a hybrid vehicle that transmits the driving force of the motor via a gear device. Further, in order to solve this problem, it is disclosed that when the gear rattling noise is generated, the engine output is corrected so as to reduce the gear rattling noise.
JP 2007-12568 A JP 2007-28702 A JP 2008-78167 A JP 2008-66503 A JP 2008-162397 A

  However, in the above-described conventional technology, there are cases where the effect of reducing noise such as vibration noise is insufficient or the effect of reducing fluctuations in driving force is insufficient depending on the repetition period and amplitude of charging / discharging of the battery during temperature rise control. is expected.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a battery temperature increase control device that can effectively reduce noise such as vibration noise and driving force fluctuation generated during execution of temperature increase control by a method different from the above-described conventional technology. It is to provide.

  In order to achieve the above object, the invention according to claim 1 is directed to increasing the temperature of a battery that performs temperature increase control for increasing the temperature of the battery by periodically charging and / or discharging the battery mounted on the vehicle. In the control device, a configuration is provided that includes a limiting unit that limits at least one of a repetition period and an amplitude of charging and / or discharging of the battery so as to reduce vibration noise and / or driving force variation during execution of the temperature increase control. It is what.

  The present invention utilizes the characteristic that the occupant recognizes noise as noise during execution of temperature rise control using sound in the audible frequency range (approximately 20 to 20000 Hz), and reduces the vibration amplitude in this audible frequency range. This makes it possible to reduce vibration noise recognized by the occupant. In addition, the fact that the occupant recognizes the driving force fluctuation during the temperature rise control is the driving force fluctuation in the low frequency range, and by reducing the vibration amplitude in the low frequency range, It becomes possible to reduce the recognized driving force fluctuation. As a result, it is possible to quickly raise the temperature of the battery while reducing noise such as vibration noise and driving force fluctuations due to temperature rise control.

  In this case, as in claim 2, it is preferable to limit the other based on one of the repetition period and the amplitude. For example, if the amplitude is limited based on the repetition period, the vibration amplitude in the audible frequency range can be reliably reduced. On the other hand, if the repetition period is limited based on the amplitude, the repetition period should be limited so that the region where the vibration amplitude becomes large does not enter the audible frequency range or the low frequency range where fluctuations in driving force are easily recognized. The same effect can be obtained.

  By the way, as the vehicle speed increases, road noise such as road noise and wind noise increases. Therefore, noise caused by temperature increase control that was heard by passengers during low-speed driving may be buried in the driving noise and hardly heard during high-speed driving. . Similarly, as the vehicle speed increases, it becomes more difficult for the occupant to feel the driving force fluctuation due to the temperature rise control.

  In consideration of this point, in a system including vehicle speed detection means for detecting vehicle speed as in claim 3, at least one of the repetition period and the amplitude is limited in consideration of the vehicle speed detected by the vehicle speed detection means. May be. In this way, as the vehicle speed increases, it is possible to appropriately change the repetition period and the amplitude limiting condition in response to the occupant becoming difficult to recognize noise and driving force fluctuations due to temperature rise control, It is possible to avoid excessively limiting the repetition period and amplitude during high-speed traveling, and it is possible to minimize a decrease in temperature rise performance due to the limitation of the repetition period and amplitude.

  Further, in the system including the driving intention detection means for detecting the driving intention of the driver as in claim 4, the driving intention of the driver detected by the driving intention detection means is also taken into consideration and at least one of the repetition period and the amplitude. You may make it restrict | limit. In this way, for example, when the driver depresses the accelerator pedal and suddenly accelerates during the temperature rise control, the repetition period and the amplitude limiting condition are appropriately changed so as to satisfy the driver's acceleration request. It is possible to increase the temperature of the battery while satisfying the driver's acceleration request and the like at any time during execution of the temperature increase control.

  Hereinafter, three Examples 1 to 3 in which the best mode for carrying out the present invention is applied to an electric vehicle will be described.

A first embodiment of the present invention will be described with reference to FIGS.
First, the system configuration of the entire electric vehicle will be described with reference to FIG.
The electric vehicle according to the first embodiment includes a motor 11 serving as a vehicle driving source, a high voltage battery 12 serving as a power source for the motor 11, and a low voltage battery 17 serving as a power source for various electrical components (electric loads) of the vehicle. Is installed. The motor 11 is configured by a synchronous generator motor that is an electric motor also serving as a generator, and the high voltage battery 12 is configured by a secondary battery such as a Li ion battery or a nickel metal hydride battery that outputs a high voltage of 200 to 300 V, for example. Yes.

  A boost converter 13 and an inverter 14 are provided between the high voltage battery 12 and the motor 11. When the motor 11 is driven, a DC voltage output from the high voltage battery 12 is boosted by the boost converter 13 and It is converted into an AC voltage and supplied to the motor 11. Thereby, the motor 11 rotates and the driving wheel 15 of the vehicle is driven. In addition, when the motor 11 generates power, the motor 11 is rotated by the rotational force of the drive wheels 15 to generate AC power, and the AC power is converted into DC power by the inverter 14 and stepped down by the boost converter 13 to be a high voltage battery. 12 is charged.

  The low voltage battery 17 is composed of a secondary battery such as a lead storage battery that outputs a DC voltage (for example, 12 V) lower than the output voltage of the high voltage battery 12. The low voltage battery 17 is connected to the power supply line of the high voltage battery 12 via the bidirectional DC / DC converter 18. When charging the low voltage battery 17, the output voltage of the high voltage battery 12 is stepped down by the bidirectional DC / DC converter 18 to charge the low voltage battery 17.

  On the other hand, immediately after the ignition switch (not shown) is turned on, the output voltage of the low voltage battery 17 is boosted by the bidirectional DC / DC converter 18 and supplied to the power supply line of the high voltage battery 12, thereby boosting the converter 13. To a smoothing capacitor (not shown). Further, during the temperature increase control described later, charging and / or discharging of the high voltage battery 12 is periodically performed by the step-up / step-down operation of the bidirectional DC / DC converter 18 between the high voltage battery 12 and the low voltage battery 17. Therefore, the high voltage battery 12 may be heated up repeatedly.

  The operations of the boost converter 13, the inverter 14 and the bidirectional DC / DC converter 18 are controlled by an electronic control unit (hereinafter referred to as “ECU”) 20. The ECU 20 is composed of a microcomputer having a CPU 21 as a main component, and is composed of a ROM 22 that stores data such as various programs and initial values, a RAM 23 that temporarily stores various data, in addition to the CPU 21. .

  The ECU 20 includes signals necessary for managing charging / discharging of the high voltage battery 12, for example, charging / discharging current of the high voltage battery 12 detected by the current sensor 24, and the high voltage battery 12 detected by the voltage sensor 25. A voltage and a signal such as the temperature of the high voltage battery 12 detected by the temperature sensor 26 are input. In addition, the ECU 20 includes a shift position signal from the shift position sensor 28 that detects the operation position of the shift lever 27, and an accelerator opening from an accelerator opening sensor 30 (travel intention detection means) that detects the amount of depression of the accelerator pedal 29. A signal, a brake pedal position signal from the brake pedal position sensor 32 that detects the depression amount of the brake pedal 31, a vehicle speed signal from the vehicle speed sensor 33, a rotation angle signal from the rotation angle sensor 34 that detects the rotation angle of the motor 11, and the like. Entered.

  In the first embodiment configured as described above, the ECU 20 calculates the required torque based on the accelerator opening signal from the accelerator opening sensor 30, the vehicle speed signal from the vehicle speed sensor 33 (vehicle speed detection means), and the like. The operation of the motor 11 is controlled to realize this required torque.

  Further, the ECU 20 executes a temperature increase control routine shown in FIG. 3 described later to charge / discharge the high voltage battery 12 when the temperature of the high voltage battery 12 detected by the temperature sensor 26 is lower than a predetermined temperature. The temperature raising control for raising the temperature periodically and repeatedly is executed. It is known that Joule heat generated inside the high voltage battery 12 during execution of the temperature increase control is proportional to the square of the current. Therefore, regardless of the direction in which the current flows (whether charging or discharging), the temperature increase of the high voltage battery 12 can be promoted by flowing a larger current through the high voltage battery 12.

  However, if only one of charging and discharging is continuously performed for a long time during the temperature increase control, the polarization effect of the high voltage battery 12 becomes large, and a significant voltage change occurs. As a countermeasure against this, it is effective to alternately repeat charging and discharging periodically during the temperature increase control. However, the charge / discharge repetition period and amplitude for realizing the optimum temperature increase is determined by the remaining capacity SOC. In addition to the battery temperature, the internal resistance of the high voltage battery 12 varies from moment to moment, such as internal resistance, manufacturing variations, and deterioration. Therefore, it is desirable to change the charge / discharge repetition period and amplitude for maximizing the temperature rise performance according to the internal state of the high-voltage battery 12. However, depending on the charge / discharge repetition period and amplitude, there is a possibility that noise such as vibration noise recognized by the occupant and driving force fluctuation may increase.

  For example, when the boost converter 13 is used as an electric device that executes the temperature rise control, charging and discharging are alternately and periodically switched between the high voltage battery 12 and a capacitor (not shown) of the boost converter 13. At this time, an input / output current to the capacitor of the boost converter is generated, and the capacitor itself vibrates to generate noise. The magnitude of the vibration noise is determined according to the amplitude of the charge / discharge current (or power) to the capacitor, and the period is determined by the current period.

  Then, using the characteristic that the occupant recognizes the noise as noise during execution of the temperature rise control is a sound in the audible frequency range (approximately 20 to 20000 Hz), and by reducing the vibration amplitude in the audible frequency range. It is possible to reduce the vibration noise recognized by the occupant. As a result, it is possible to quickly raise the temperature of the battery while reducing vibration noise due to the temperature rise control.

  Further, when the motor 11 is used as an electric device for executing the temperature rise control, the driving force fluctuation of the motor 11 may be accompanied. However, it is the driving force fluctuation in the low frequency range that the occupant recognizes as the driving force fluctuation. For this reason, if the vibration amplitude in the low frequency region is reduced, it is possible to reduce fluctuations in the driving force recognized by the occupant. Thereby, it is possible to quickly raise the temperature of the high-voltage battery 12 while reducing not only noise but also driving force fluctuations.

  Therefore, in the first embodiment, the amplitude is controlled based on the charge / discharge repetition period set based on the temperature of the high voltage battery 12 during the temperature increase control by the temperature increase control routine of FIG. By limiting the fluctuations to be reduced, vibration noise and driving force fluctuations recognized by the occupant during the temperature increase control are reduced.

  The temperature increase control routine of FIG. 3 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 20. When this routine is started, first, in step 101, the temperature Tb of the high voltage battery 12 (hereinafter referred to as “battery temperature”) detected by the temperature sensor 26 is read. Thereafter, the process proceeds to step 102, where it is determined whether or not the detected battery temperature Tb is lower than the predetermined temperature, and whether or not the temperature rise control is performed. If the battery temperature Tb is equal to or higher than the predetermined temperature, It is determined that it is not necessary to perform the temperature increase control, and this routine is terminated without performing the subsequent processing.

On the other hand, if it is determined in step 102 that the battery temperature Tb is lower than the predetermined temperature, the temperature increase control processing after step 103 is executed as follows. First, in step 103, referring to the map Map1 for calculating the charge / discharge current amplitude base value Ibamp.bs using the detected battery temperature Tb as a parameter, the charge / discharge current amplitude base value Ibamp corresponding to the current battery temperature Tb is obtained. Calculate .bs.
Ibamp.bs = Map1 (Tb)

  The amplitude base value Ibamp.bs corresponds to the amplitude before being limited by the charge / discharge cycle τchg calculated in the next step 104. The map Map1 is created in advance based on experimental data, design data, simulation results, and the like. The amplitude base value Ibamp.bs may be calculated in consideration of the current and / or voltage of the high voltage battery 12 in addition to the battery temperature Tb.

In the next step 104, the charging / discharging cycle τchg corresponding to the current battery temperature Tb is calculated with reference to the map Map2 for calculating the charging / discharging cycle τchg using the battery temperature Tb as a parameter.
τchg = Map2 (Tb)

  This map Map2 is created in advance based on experimental data, design data, simulation results, and the like. The cycle τchg may be calculated in consideration of the current and / or voltage of the high voltage battery 12 in addition to the battery temperature Tb.

  Thereafter, the process proceeds to step 105, and the charge / discharge current amplitude limit value Ibamp.max is calculated based on the charge / discharge cycle τchg with reference to the map Map3 of FIG. This amplitude limit value Ibamp.max is set in order to reduce noise such as vibration noise caused by charging / discharging. When the motor 11 is used as an electric device for executing temperature rise control, not only noise but also charging / discharging. An amplitude limit value Ibamp.max is set in order to suppress driving force fluctuations and rotation speed fluctuations and improve drivability. The map Map3 in FIG. 4 has an amplitude in a periodic region (frequency region) in which vibration noise due to charging / discharging, driving force fluctuation of the motor 11, and rotational speed fluctuation are likely to occur based on experimental data, design data, simulation results, and the like in advance. The limit value Ibamp.max is set to be small.

In the next step 106, the amplitude base value Ibamp.bs is limited (guarded) with the amplitude limit value Ibamp.max to determine the final charge / discharge current amplitude Ibamp. Specifically, the amplitude base value Ibamp.bs and the amplitude limit value Ibamp.max are compared, and the smaller one is set as the final charge / discharge current amplitude Ibamp.
Ibamp = Min (Ibamp.bs, Ibamp.max)
The processing of these steps 105 and 106 serves as a restricting means in the claims.

Thereafter, the process proceeds to step 107, and the command current Ib is calculated by the following equation using the amplitude Ibamp and period τchg of the charge / discharge current.
Ib = Ibamp × sin (2π · t / τchg)
In the above equation, t is the elapsed time from the start of temperature increase control.

  Thereafter, the process proceeds to step 108, where an electric device (for example, the boost converter 13, the inverter 14, the motor 11, the bidirectional DC / DC converter 18, etc.) is controlled in accordance with the command current Ib calculated in the above step 107. The charging and discharging of the voltage battery 12 is repeated with the period τchg and the amplitude Ibamp, and the temperature of the high voltage battery 12 is raised.

The command power Pb is calculated by the following equation using the voltage Vpres of the high voltage battery 12 detected by the voltage sensor 25 in addition to the amplitude Ibamp and period τchg of the charge / discharge current, and the electric power is calculated according to the command power Pb. By controlling the apparatus, charging and discharging of the high voltage battery 12 may be repeated with a period τchg and a current amplitude Ibamp to raise the temperature of the high voltage battery 12.
Pb = Vpres × Ibamp × sin (2π · t / τchg)

  In the first embodiment described above, the amplitude is limited to reduce the vibration noise based on the charge / discharge repetition cycle of the high voltage battery 12 during the temperature increase control, and thus occurs during the temperature increase control. The high voltage battery 12 can be quickly heated while reducing noise such as vibration noise. In addition, when the motor 11 is used as an electric device that performs temperature increase control, the amplitude is limited based on the charge / discharge repetition period, so that not only noise but also fluctuations in driving force can be reduced while promptly increasing the high voltage. The battery 12 can be raised in temperature.

  By the way, as the vehicle speed increases, road noise such as road noise and wind noise increases. Therefore, noise caused by temperature increase control that was heard by passengers during low-speed driving may be buried in the driving noise and hardly heard during high-speed driving. . Similarly, as the vehicle speed increases, it becomes more difficult for the occupant to feel the driving force fluctuation due to the temperature rise control.

  In consideration of this point, in the second embodiment of the present invention, by executing the temperature increase control routine of FIG. 5, the amplitude limit value Ibamp.max is calculated in consideration of the vehicle speed in addition to the repetition period, and the amplitude is calculated. I try to limit it.

  The temperature increase control routine of FIG. 5 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 20. When this routine is started, first, in step 201, the battery temperature Tb detected by the temperature sensor 26 and the vehicle speed Spd detected by the vehicle speed sensor 33 are read. Thereafter, in steps 202 to 204, when the battery temperature Tb is lower than a predetermined temperature in the same manner as the steps 102 to 104 of the temperature increase control routine of FIG. The corresponding amplitude base value Ibamp.bs and period τchg are calculated.

  Thereafter, the process proceeds to step 205, and the amplitude limit value Ibamp.max of the charge / discharge current is calculated based on the charge / discharge cycle τchg and the vehicle speed Spd with reference to the map Map4 in FIG. At this time, a map corresponding to the current vehicle speed Spd may be selected from a plurality of maps created for each vehicle speed Spd and the amplitude limit value Ibamp.max corresponding to the cycle τchg may be calculated. Alternatively, the amplitude limit value Ibamp.max corresponding to the current vehicle speed Spd and the period τchg is calculated using one two-dimensional map for calculating the amplitude limit value Ibamp.max using the vehicle speed Spd and the period τchg as parameters. May be.

  Thereafter, in steps 206 to 208, the amplitude base value Ibamp.bs is limited to the amplitude limit value Ibamp.max in the same manner as in steps 106 to 108 of the temperature increase control routine of FIG. 3 described in the first embodiment. (Guard processing) is performed to determine the final charge / discharge current amplitude Ibamp, and the electric device is controlled according to the command current Ib calculated using the amplitude Ibamp and the period τchg, thereby charging the high-voltage battery 12. And discharging are repeated with a period τchg and an amplitude Ibamp to raise the temperature of the high voltage battery 12.

  According to the second embodiment described above, the amplitude limit value Ibamp.max is calculated by limiting the amplitude in consideration of the vehicle speed in addition to the charge / discharge cycle. Therefore, as the vehicle speed increases, Corresponding to the difficulty of recognizing vibration noise and driving force fluctuations due to temperature rise control, the amplitude limitation can be relaxed, and it is possible to avoid excessively limiting the amplitude during high-speed driving, and the amplitude It is possible to minimize a decrease in temperature rise performance due to the limitation of the above.

  By the way, when the driver depresses the accelerator pedal 29 and accelerates rapidly during the temperature rise control, it is desirable to give priority to satisfying the driver's acceleration request rather than reducing noise and driving force fluctuation. .

  In consideration of this point, in the third embodiment of the present invention, by executing the temperature increase control routine of FIG. 7, the amplitude limit value Ibamp.max is calculated in consideration of the accelerator depression amount in addition to the repetition period. The amplitude is limited.

  The temperature increase control routine of FIG. 7 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 20. When this routine is started, first, in step 301, the battery temperature Tb detected by the temperature sensor 26 and the accelerator depression amount Acr detected by the accelerator opening sensor 30 are read. Thereafter, in steps 302 to 304, when the battery temperature Tb is lower than a predetermined temperature in the same manner as the steps 102 to 104 of the temperature increase control routine of FIG. The corresponding amplitude base value Ibamp.bs and period τchg are calculated.

  Thereafter, the process proceeds to step 305, and the amplitude limit value Ibamp.max of the charge / discharge current is calculated based on the charge / discharge cycle τchg and the accelerator depression amount Acr with reference to the map Map5 of FIG. At this time, a map corresponding to the current accelerator depression amount Acr is selected from a plurality of maps created for each accelerator depression amount Acr, and the amplitude limit value Ibamp.max corresponding to the period τchg is calculated. Alternatively, the amplitude limit value corresponding to the current accelerator depression amount Acr and the period τchg using a single two-dimensional map for calculating the amplitude limit value Ibamp.max using the accelerator depression amount Acr and the period τchg as parameters. Ibamp.max may be calculated.

  Thereafter, in steps 306 to 308, the amplitude base value Ibamp.bs is limited to the amplitude limit value Ibamp.max in the same manner as in steps 106 to 108 of the temperature increase control routine of FIG. 3 described in the first embodiment. (Guard processing) is performed to determine the final charge / discharge current amplitude Ibamp, and the electric device is controlled according to the command current Ib calculated using the amplitude Ibamp and the period τchg, thereby charging the high-voltage battery 12. And discharging are repeated with a period τchg and an amplitude Ibamp to raise the temperature of the high voltage battery 12.

  According to the third embodiment described above, the amplitude is limited by calculating the amplitude limit value Ibamp.max in consideration of the accelerator depression amount in addition to the charging / discharging period. When the driver depresses the accelerator pedal 29 and accelerates rapidly, the amplitude limit can be relaxed so as to satisfy the driver's acceleration request. The temperature rise of the high voltage battery 12 can be promoted while satisfying the above.

  When the driver depresses the brake pedal 31 and suddenly decelerates during the temperature rise control, the amplitude limit is relaxed to satisfy the driver's deceleration request according to the depression amount of the brake pedal 31. In short, the amplitude limiting condition may be changed in consideration of the driver's intention to travel.

[Other Examples]
In each of the first to third embodiments, the amplitude is limited based on the charge / discharge cycle set in accordance with the temperature of the high-voltage battery 12 during the temperature increase control. The cycle may be limited based on the charge / discharge amplitude set according to the temperature, current, voltage, etc. of the high-voltage battery 12 during the temperature rise control. As described above, even if the period is limited based on the amplitude, the period may be limited so that the region where the vibration amplitude becomes large does not enter the audible frequency range or the low frequency range where fluctuations in driving force are easily recognized. The same effect can be obtained. Of course, both the charge / discharge cycle and amplitude may be limited so as to reduce vibration noise and driving force fluctuation.

  Further, the electric device for temperature control is not limited to the bidirectional DC / DC converter 18, the boost converter 13, and the motor 11. For example, the alternator, the electric air conditioner, the electric power steering device, and the voltage conversion only in one direction. A DC / DC converter or the like that performs the above may be used. In this case, the alternator (generator) and another electric device may be combined so that charging and discharging are repeated periodically, or only one of charging and discharging is periodically performed by any one electric device. It may be repeated (intermittently).

The present invention is not limited to the temperature increase control of the high voltage battery 12 and may be implemented by being applied to the temperature increase control of the low voltage battery 17.
In addition, the present invention is not limited to the electric vehicle as shown in FIG. 1, but can be applied to a hybrid electric vehicle that uses both a motor and an engine as driving sources, and further uses only the engine as a driving source. Various modifications can be made without departing from the gist of the present invention, for example, the present invention can be applied to temperature rise control of a battery mounted on a vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows schematically the system configuration | structure of the electric vehicle of Example 1 of this invention. It is a figure explaining the relationship between the temperature of a high voltage battery, and internal resistance. 3 is a flowchart showing a flow of processing of a temperature raising control routine of Example 1. It is a figure which shows notionally an example of map Map3 which calculates the amplitude limitation value Ibamp.max of charging / discharging electric current based on the charging / discharging period (tau) chg of Example 1. FIG. 7 is a flowchart showing a flow of processing of a temperature increase control routine of Example 2. It is a figure which shows notionally the example of map Map4 which calculates the amplitude limitation value Ibamp.max of charging / discharging electric current based on the charging / discharging period (tau) chg and vehicle speed Spd of Example 2. FIG. 12 is a flowchart showing a flow of processing of a temperature raising control routine of Example 3. It is a figure which shows notionally an example of map Map5 which calculates the amplitude limitation value Ibamp.max of charging / discharging electric current based on charging / discharging period (tau) chg and accelerator depression amount Acr of Example 3. FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Motor (electrical device), 12 ... High voltage battery, 13 ... Boost converter, 14 ... Inverter, 17 ... Low voltage battery, 18 ... Bidirectional DC / DC converter, 20 ... ECU (limitation means), 24 ... Current sensor , 25 ... Voltage sensor, 26 ... Temperature sensor, 28 ... Shift position sensor, 30 ... Accelerator opening sensor (travel intention detection means), 32 ... Brake pedal position sensor, 33 ... Vehicle speed sensor (vehicle speed detection means)

Claims (4)

In a battery temperature increase control device that executes temperature increase control for increasing the temperature of the battery by periodically charging and / or discharging the battery mounted on the vehicle,
It is characterized by comprising limiting means for limiting at least one of the repetition period and amplitude of charging and / or discharging of the battery so as to reduce vibration noise and / or driving force fluctuation during execution of the temperature raising control. Battery temperature control device.   The battery temperature increase control device according to claim 1, wherein the limiting means limits the other based on one of the repetition period and amplitude. Vehicle speed detecting means for detecting the vehicle speed,
The battery temperature increase control device according to claim 1, wherein the limiting unit limits at least one of the repetition period and the amplitude in consideration of the vehicle speed detected by the vehicle speed detection unit. Provided with a driving intention detection means for detecting the driving intention of the driver;
4. The battery according to claim 1, wherein the limiting unit limits at least one of the repetition period and the amplitude in consideration of the driving intention of the driver detected by the driving intention detection unit. Temperature rise control device.

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