JP2012044813A - Vehicle power supply - Google Patents

Vehicle power supply Download PDF

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Publication number
JP2012044813A
JP2012044813A JP2010185463A JP2010185463A JP2012044813A JP 2012044813 A JP2012044813 A JP 2012044813A JP 2010185463 A JP2010185463 A JP 2010185463A JP 2010185463 A JP2010185463 A JP 2010185463A JP 2012044813 A JP2012044813 A JP 2012044813A
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Japan
Prior art keywords
battery
temperature
vehicle
operation
charging
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Pending
Application number
JP2010185463A
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Japanese (ja)
Inventor
Kunio Iritani
Koji Yamashita
邦夫 入谷
浩二 山下
Original Assignee
Denso Corp
株式会社デンソー
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Application filed by Denso Corp, 株式会社デンソー filed Critical Denso Corp
Priority to JP2010185463A priority Critical patent/JP2012044813A/en
Publication of JP2012044813A publication Critical patent/JP2012044813A/en
Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/42Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44Methods for charging or discharging
    • H01M10/443Methods for charging or discharging in response to temperature
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/62Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625Vehicles
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/65Means for temperature control structurally associated with the cells
    • H01M10/656Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561Gases
    • H01M10/6563Gases with forced flow, e.g. by blowers
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/66Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/10Vehicle control parameters
    • B60L2240/34Cabin temperature
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/40Drive Train control parameters
    • B60L2240/54Drive Train control parameters related to batteries
    • B60L2240/545Temperature
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00Operating Modes
    • B60L2260/20Drive modes; Transition between modes
    • B60L2260/26Transition between different drive modes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00Operating Modes
    • B60L2260/40Control modes
    • B60L2260/50Control modes by future state prediction
    • B60L2260/56Temperature prediction, e.g. for pre-cooling
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00Operating Modes
    • B60L2260/40Control modes
    • B60L2260/50Control modes by future state prediction
    • B60L2260/58Departure time prediction
    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01MPROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00Secondary cells; Manufacture thereof
    • H01M10/60Heating or cooling; Temperature control
    • H01M10/63Control systems
    • H01M10/633Control systems characterised by algorithms, flow charts, software details or the like
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle power supply which maintains a battery at an appropriate temperature on a charging start time of the battery and completes charging the battery until running start of a vehicle.SOLUTION: A controller 3 of a vehicle power supply 1 decides the charging start time in accordance with a running start scheduled time set for the vehicle and a battery state, controls the operation of at least either of a heater 10 and a blower 30 for a temperature of a battery module 2 to satisfy a predetermined setting temperature condition at the charging start time, and completes charging the battery until the running start scheduled time for the vehicle.

Description

  The present invention relates to a vehicle power supply device having a function capable of adjusting the temperature of a battery.

  Conventionally, for example, an apparatus described in Patent Document 1 is known as a vehicle power supply apparatus that adjusts the temperature of a battery. The conventional vehicle power supply device of Patent Document 1 has a set temperature that is a value obtained by adding 0 to 15 ° C. to the detected ambient temperature of the traveling battery when the traveling battery is heated in a state where the vehicle is not traveling. Up to now, the running battery is heated by energizing the heater with the electric power of the running battery.

JP 2005-339980 A

  However, in the above prior art, after the heating operation in which the traveling battery is heated to the set temperature or higher by the heater is finished, the traveling battery is cooled down due to, for example, parking at a low temperature for a long time, and the traveling battery is When trying to actually perform functions such as charging and power supply, there is a problem that the heated effect has disappeared.

  Accordingly, the present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle power supply device that sets the battery to an appropriate temperature at the start of charging of the battery and completes charging by the start of vehicle operation. Is to provide.

The present invention employs the following technical means to achieve the above object. According to the first aspect of the present invention, there is provided a battery that stores electric power during charging and supplies the stored electric power to a driving motor during vehicle traveling, and supplies air to the battery to cool the battery. A battery temperature adjusting means comprising at least one of a cooling means for heating and a heating means for heating the battery, and a charging operation for detecting a battery state including at least the temperature of the battery and the amount of electricity stored in the battery, And a control device for controlling the temperature of the battery by controlling the operation of the battery temperature adjusting means,
The control device determines the charging start time according to the set scheduled operation start time of the vehicle and the battery state, and warms the battery so that the temperature of the battery satisfies a preset temperature condition at the charging start time. And the operation of at least one of the cooling means is controlled, and charging is completed by the scheduled operation start time of the vehicle.

  According to the present invention, by determining the charging start time when performing the charging operation according to the planned driving start time of the vehicle and the battery state, the charging start considering the time required for charging and the planned driving start time The time can be obtained. Furthermore, at the charging start time obtained in this way, the battery temperature is controlled so as to satisfy the set temperature condition, so that the battery can be set to an appropriate temperature at the start of battery charging and an efficient charging operation can be performed. it can. Furthermore, a vehicle power supply device that completes the charging operation before the start of vehicle operation is obtained. Furthermore, battery charging can be suppressed by charging under an appropriate temperature condition, and the amount of power required for the charging operation can be reduced.

  According to a second aspect of the present invention, in the first aspect, the control device controls the operation of the heating means when the temperature of the battery is lower than the set temperature condition, so that the temperature of the battery satisfies the set temperature condition. The charging operation is started after satisfying the condition. According to the present invention, by heating the battery when the battery temperature is low, the battery temperature is lowered so as to satisfy the set temperature condition, so that an appropriate battery temperature is achieved at the start of battery charging, and energy efficiency It is possible to carry out an excellent charging operation.

  According to a third aspect of the present invention, in the first or second aspect, the control device starts the charging operation by controlling the operation of the cooling means when the temperature of the battery is higher than the set temperature condition. It is characterized by. According to the present invention, when the battery temperature is high, the battery is cooled to lower the battery temperature so as to satisfy the set temperature condition. An excellent charging operation can be performed.

  According to a fourth aspect of the present invention, in any one of the first to third aspects, the control device calculates a charge amount based on information related to a planned travel distance when controlling the charging operation. And According to the present invention, by calculating the amount of charge based on the information related to the planned travel distance, the amount of power that needs to be stored in the battery in the charge operation can be obtained with high accuracy with respect to the amount of power required for actual travel. it can. Therefore, useless power supply to the battery in the charging operation can be reduced, and the charging operation excellent in energy efficiency can be performed.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, when the control device cools the battery, when the cabin air temperature is higher than the set temperature condition, An air conditioner provided in the vehicle for air conditioning the passenger compartment is controlled so as to lower the passenger compartment air temperature, and the passenger compartment air having the reduced temperature is supplied to the battery.

  When cooling the battery so as to satisfy the set temperature condition, if the passenger compartment air temperature is higher than the set temperature condition, the battery temperature cannot be lowered even if air is supplied to the battery. is assumed. Therefore, according to the present invention, the air-conditioning control for lowering the air temperature in the vehicle interior is performed by the air conditioner that air-conditions the vehicle interior, and the battery temperature is quickly and efficiently supplied by supplying the air in the vehicle interior to the battery. Can be lowered. In addition, the time required to complete the charging operation can be shortened.

  According to a sixth aspect of the present invention, in any one of the first to fifth aspects, when the control device warms the battery, when the vehicle interior air temperature is lower than the set temperature condition, The air conditioner that is provided in the vehicle and that air-conditions the vehicle interior is controlled so as to increase the air temperature in the vehicle interior, and the air in the vehicle interior increased in temperature is supplied to the battery.

  If the vehicle interior air temperature is lower than the set temperature condition when the battery is heated to satisfy the set temperature condition, the battery temperature is controlled even if air is supplied to the battery by controlling the heating means. It is assumed that it takes time to raise the value. Therefore, according to the present invention, in addition to controlling the operation of the heating means, air conditioning control is performed to increase the air temperature in the vehicle interior by the air conditioner that air-conditions the vehicle interior, and the vehicle interior air is applied to the battery. By supplying the battery temperature, the battery temperature can be increased quickly and efficiently. In addition, the time required to complete the charging operation can be shortened.

It is the block diagram which showed typically the vehicle power supply device of each embodiment to which this invention is applied. It is the flowchart which showed the charge driving | operation in the vehicle power supply device of 1st Embodiment. It is the flowchart which showed 2nd Embodiment of the charge driving | operation in the vehicle power supply device.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not specified, unless there is a particular problem with the combination. Is also possible.

(First embodiment)
A vehicle power supply device 1 according to a first embodiment which is an embodiment of the present invention will be described with reference to FIG. The vehicle power supply device 1 of the present embodiment travels a hybrid vehicle that uses a traveling drive source by combining an internal combustion engine and a motor driven by electric power charged in the battery, and a motor driven by electric power charged in the battery. A plug-in mechanism is used for an electric vehicle or the like that is propelled as a drive source, and can be charged with traveling power from a commercial power source or the like by connecting a charging plug and an outlet.

  FIG. 1 is a configuration diagram schematically showing a vehicle power supply device 1 according to the first embodiment. As shown in FIG. 1, the vehicle power supply device 1 mainly cools a battery module 2 (corresponding to “battery” in the claims), which is an assembly of a plurality of battery cells, and the battery module 2. The air blower 30 that supplies the air to be blown, the heater 10 that is provided in the passage of the cooling air supplied by the air blower 30 and heats the cooling air, and is electrically connected to the plurality of battery cells, and is supplied with power from the battery module 2 And a control component used for controlling.

  The battery module 2 is configured by stacking a plurality of battery cells electrically connected in series with their side surfaces facing each other and integrating them, and is housed in a housing 40. The battery module 2 supplies electric power to a traveling motor 5 that is a traveling drive source of the vehicle. In the case of a hybrid vehicle, for example, a space under a vehicle seat, a space between a rear seat and a trunk room, a driver seat, It is placed in a place with relatively low temperature, such as the space between the passenger seats. The battery cell which comprises the battery module 2 is comprised with a nickel-hydrogen secondary battery, a lithium ion secondary battery, an organic radical battery etc., for example. When predetermined conditions are satisfied, the battery module 2 is charged and discharged by the charger 6 and the inverter 4, and the temperature adjustment and charge / discharge are controlled by the control device 3.

  The travel motor 5 is a drive motor for generating torque for driving drive wheels of a hybrid vehicle or an electric vehicle. In the case of a hybrid vehicle, the traveling motor 5 has a function of a generator driven by an engine and operates as an electric motor for the engine.

  The inverter 4 is output (discharged) from the battery module 2 and converts a DC voltage boosted by a boost converter (not shown) into an AC voltage and is driven by a traveling motor 5 for driving the driving wheels of the vehicle. Give voltage. When the DC voltage is supplied, the inverter 4 converts the DC voltage into an AC voltage based on the PWM signal from the control device 3 and drives the traveling motor 5. As a result, the traveling motor 5 is driven to generate the torque specified by the torque command value.

  The inverter 4 converts the AC voltage generated by the traveling motor 5 into a DC voltage based on the PWM signal from the control device 3 during regenerative braking of the hybrid vehicle or the electric vehicle, and the converted DC voltage is passed through a capacitor. Supply to the boost converter. Regenerative braking includes when braking with regenerative power generation when the driver has operated the foot brake, and when decelerating the vehicle while regenerating power by turning off the accelerator pedal while driving without operating the foot brake .

  The on-vehicle charger 6 is a device that converts a supplied household AC current into a DC current and charges the high voltage battery module 2 by connecting a charging plug 7 to an outlet such as a commercial power source.

  A passage is formed in the duct 43 integrally assembled with the housing 40, and the passage communicates with the inside of the housing 40 from the suction port 41 of the housing 40. The air forcedly blown by the blower 30 flows into the housing 40 and is discharged to the outside from the discharge port 42 of the housing 40. The duct 43 communicates with the passenger compartment that is air-conditioned by the air conditioner 20 provided in the vehicle. Moreover, you may make it provide the heater 10 in the downstream of the air blower 30 other than the air blower 30 in the said channel | path. Further, the battery module 2 may be mounted on an automobile as a battery pack integrated with the blower 30 and the heater 10 for forcibly supplying air to the battery module 2.

  The heater 10 is an electric heater having a heating element that generates heat when energized, and is a heating means for heating the battery module 2 from the surroundings by heating air supplied to the battery module 2. The heater 10 is configured so that the ventilation resistance is suppressed to a smaller value and the resistance to the air blown by the blower 30 is minimized. For example, a nichrome wire (high electric resistance wire) is used as the heater 10 as an electric heating element. Therefore, the heater 10 heats the air flowing along with heat generation due to electric resistance when the nichrome wire is energized.

  The electric power supplied to the heater 10 is controlled by a heater control circuit (not shown) that receives a control signal from the control device 3. The voltage difference between the electrode terminals connected to the heater 10 is controlled by the heater control circuit and supplied to the heater 10 as electric power. The heater control circuit is composed of, for example, a power transistor.

  The blower 30 is a cooling unit that cools the battery module 2 by supplying heat to the battery module 2 to promote heat dissipation from the battery module 2 and is controlled by the control device 3 to duct air in the vehicle interior. The air is drawn into the passage in 43 and blown to the battery module 2 in the housing 40. The blower 30 includes an axial fan 31 and a motor 32 that rotationally drives the axial fan 31. The blower 30 is not limited to an axial fan, and may include, for example, a mixed flow fan or a centrifugal fan (sirocco fan, radial fan, turbo fan, etc.). The air forcibly sent into the housing 40 by the blower 30 flows along the outer surface of each battery cell constituting the battery module 2 and comes into contact with each battery cell from the outside.

  Further, the air that is forced to flow by the blower 30 may flow toward the upper surface of the battery module 2 and reach the upper surface of each battery cell. A thin plate-like fin integrated with a bus bar for connecting the electrode portions of the battery cells may be provided on the upper part of the battery module 2. In this case, the blown air collides with the fins and exchanges heat with the heat of each battery cell via the fins. Each battery cell is warmed up or cooled by heat exchange with the air.

  The control device 3 is turned on when, for example, the power of the auxiliary battery is supplied. The control device 3 detects the number of rotations of the fan of the blower 30 and detects the temperature of the air that the fan 31 sucks. When inhaling the air in the passenger compartment, the intake air temperature is obtained by inputting a signal sent from the inside air temperature sensor 22 that detects the air in the passenger compartment to the control device 3. Further, the control device 3 receives a signal sent from an outside temperature sensor 21 that detects the outside air temperature outside the vehicle, obtains the outside air temperature, and receives a signal sent from the sunlight sensor 23 that detects the amount of incident sunlight in the vehicle interior. The amount of solar radiation is calculated.

  Furthermore, the scheduled operation start time at which the vehicle starts to be operated is input to the control device 3 as a signal sent from the time setting unit 8. When the scheduled operation start time is sent from the time setting unit 8, the user may input the time directly, based on information set in the navigation device, or the like. That is, the time setting unit 8 may be a time operation unit or a navigation device that is directly operated by the user, or a device that communicates with one of these and transmits information related to the scheduled operation start time to the control device 3.

  The control device 3 is also battery monitoring means for monitoring the state of each battery cell of the battery module 2 (for example, voltage, charged amount, battery temperature, etc.). The control device 3 receives temperature information of each battery cell detected by the temperature sensor 9, current information detected by a current sensor (not shown), voltage information of the battery module 2, internal resistance information, ambient temperature information, and the like. A detection unit is provided, and a detection unit to which temperature information, current information, voltage information, internal resistance information, ambient temperature information, and the like of an auxiliary battery (not shown) that is an auxiliary device is input.

  The control device 3 performs calculation based on the outside air temperature, the intake air temperature (inside air temperature), the battery temperature, the solar radiation amount, and the like detected by the various sensors 21, 22, 9, 23, and the control program stored in advance, The rotational speed of the fan 31 is controlled so that the temperature of the battery module 2 satisfies a preset temperature condition. Or the control apparatus 3 controls the action | operation of the heater 10 in addition to rotation speed control of the fan 31, and adjusts cooling or heating of a battery appropriately. The control device 3 performs, for example, PWM control for modulation by changing the duty ratio of the voltage pulse wave. For example, the control device 3 variably controls the rotational speed of the fan 31 according to the cooling capacity or the heating capacity targeted by the PWM control, or variably controls the energization amount to the heater 10 according to the heating capacity, The temperature of the battery module 2 detected by the temperature sensor 9 or the like is controlled.

  The set temperature condition is set to a battery temperature range in which the battery module 2 can exhibit the desired charging ability and discharging ability that the battery module 2 originally has without significantly reducing the efficiency. The control device 3 is configured to be able to communicate with various control devices (navigation ECU, engine ECU, hybrid ECU, vehicle ECU, etc.) of the vehicle via a communication line. The control device 3 may be a part of a hybrid ECU that controls the operation of the hybrid vehicle.

  When the control device 3 performs a charging operation in which power is stored in the battery module 2 in a state where the charging plug 7 is connected to an outlet such as a commercial power supply, at least the temperature of the battery module 2 and the amount of power stored in the battery module 2. A battery state including (also simply referred to as SOC) is detected (the detection includes detection as a signal or calculation using the detected signal), charging operation is controlled, and heating means and cooling means The temperature of the battery module 2 is controlled by controlling the operation of the battery temperature adjusting means (the blower 30, the heater 10, etc.) comprising at least one of the above.

  When the control device 3 determines that the battery module 2 has a high temperature and cannot obtain a predetermined charge capacity and discharge capacity, the control device 3 controls the operation of the blower 30 so that the battery module 2 is cooled, Increase. In addition, when the control device 3 determines that the battery module 2 is low in temperature and cannot obtain predetermined charging ability and discharging ability, the control device 3 activates the heating means so that the battery module 2 is heated. 30 and the operation of the heater 10 is controlled. That is, when there is a warm-up request to the battery module 2, the control device 3 uses the air warmed by the heater 10 by energizing the heater 10 to promote heat generation and controlling the air blown by the blower 30. The battery module 2 is warmed from the outside.

  Next, an example of the charging operation in the vehicle power supply device 1 will be described with reference to FIG. FIG. 2 is a flowchart showing a procedure for charging operation of the vehicle power supply device 1. Each process of the flowchart shown in FIG. 2 is executed by the control device 3. This charging operation is performed, for example, in order to store in the battery module 2 the amount of power necessary for traveling when the user goes home the next day after returning home, and needs to be completed by the vehicle operation start time on the next day. There is.

  First, the flowchart of FIG. 2 starts when the charging plug 7 is connected to an outlet such as a commercial power source and is ready for charging. The control device 3 in a state where the power is turned on is based on a signal from the time setting unit 8. A scheduled driving start time of the vehicle is set, and further, a destination setting and a scheduled traveling distance of the vehicle according to past results are set (step 10). Further, the control device 3 reads the current battery state (battery temperature, power supply voltage level, etc.), vehicle interior temperature, outside air temperature, solar radiation amount, current time, etc., from signals sent from various sensors (step 20). .

  Next, in step 30, the current storage amount (simply referred to as “current SOC”) and the driving of the vehicle are calculated by a predetermined control program using various information set and read in steps 10 and 20. Calculate the required amount of electricity to be stored in the battery module 2 at the start time (simply also referred to as “required SOC”), and use this battery state and the scheduled vehicle operation start time to charge the vehicle by the scheduled vehicle operation start time To complete the charging. In other words, the required SOC is also referred to as a necessary amount of electricity necessary for the vehicle to travel a planned distance. For example, the amount of power stored in the charging operation is the amount of power obtained by subtracting the current SOC from the required SOC.

  Next, the control device 3 determines battery temperature control in step 40. In step 40, it is determined whether or not the battery module 2 is at a temperature at which efficient charging can be performed at the time of starting the charging operation. Determine whether to warm or cool. This determination is made based on whether or not the temperature of the battery module 2 satisfies the set temperature condition described above. Further, if the set temperature condition is satisfied, it is determined that “battery cooling and heating is unnecessary”, and if the temperature of the battery module 2 is lower than the set temperature condition, it is determined that “battery heating is required”. If the temperature of the battery module 2 is higher than the set temperature condition, it is determined that “battery cooling is necessary”.

  If it is determined in step 40 that “battery cooling and heating is unnecessary”, it is next determined whether or not the charging start time calculated in step 30 has arrived (step 41). Step 41 is repeated until the charging start time arrives. When the charging start time arrives, the charging operation is started (step 42). In this charging operation, the power charging rate for the battery module 2 is a rate set so that the current SOC reaches the required SOC at the latest just before the scheduled driving time of the vehicle.

  During this charging operation, it is determined in step 43 whether or not the current battery temperature is equal to or higher than a preset temperature t2. If this determination is YES, since the temperature of the battery module 2 is high due to an increase in internal resistance during the charging operation, etc., the required cooling amount for battery cooling is calculated in step 44. The required cooling amount is obtained by, for example, a calculation process using a map stored in advance in the ROM or the like of the control device 3, the current battery temperature, the target battery temperature, and the like. In order to obtain this required cooling amount, it is sufficient to secure the battery cooling time for the time calculated by dividing the required cooling amount by the cooling capacity (cooling amount per unit time) of the cooling means. For example, the map is a characteristic diagram showing the relationship between the battery temperature and the battery temperature change per unit heat quantity change.

  And the control apparatus 3 controls the output of the air blower 30 so that the ventilation volume according to the required cooling volume calculated at step 44 may be satisfy | filled, and battery cooling is implemented (step 45). Then, the process proceeds to determination in step 46 described later. Such a process is effective in efficiently carrying out the charging operation by preventing the battery temperature from rising easily, particularly when carrying out rapid charging.

  If the determination in step 43 is NO, the temperature of the battery module 2 is not high and is appropriate. Next, in step 46, it is determined whether or not the current SOC is equal to or higher than the required SOC, and the current SOC becomes the required SOC. If not, the process returns to step 42 and the charging operation is continued. When the current SOC reaches the required SOC, the power required for the next run can be stored in the battery module 2, so the charging operation is stopped, and if the battery is being cooled (step 47). ), This control flow ends. The current SOC reaching the required SOC in step 46 corresponds to the completion of the charging operation by the scheduled driving time of the vehicle. That is, the charging operation is performed while adjusting the charging power amount to the battery module 2 so that the current SOC reaches the required SOC at the latest immediately before the scheduled driving time of the vehicle.

  With the above processing procedure, the control device 3 causes the temperature of the battery module 2 to satisfy the preset temperature condition at the determined charging start time in accordance with the set scheduled operation start time of the vehicle and the battery state. In addition, the charging can be completed by the scheduled operation start time of the vehicle while controlling the operation of the cooling means.

  If it is determined in step 40 that “battery heating is required”, various information set and read in steps 10 and 20 are read in step 50 in order to heat the battery to an appropriate temperature before the charging operation. The amount of heating necessary for the battery temperature to satisfy the set temperature condition is calculated and the heating start time is calculated by a calculation by a predetermined control program using, for example. Next, it is determined whether or not the heating start time calculated in step 50 has arrived (step 51). The required warming amount is obtained, for example, by a calculation process using a map stored in advance in the ROM or the like of the control device 3, the current battery temperature, the target battery temperature, and the like. In order to obtain this required warming amount, the battery warming time for the time calculated by dividing the required warming amount by the warming ability (warming amount per unit time) of the warming means may be secured. For example, the map is a characteristic diagram showing the relationship between the battery temperature and the battery temperature change per unit heat quantity change.

  Step 51 is repeated until the warming start time comes, and when the warming start time comes, the warming operation of the battery module 2 is started (step 54). During this heating operation, it is determined at step 55 whether or not the current battery temperature is equal to or higher than a preset temperature t1. This t1 is set to a temperature lower than t2 in the previous step 43. The heating operation continues until the determination in step 55 becomes YES. When the battery temperature rises to t1 or higher, the battery temperature has reached an appropriate temperature, so the heating operation is stopped in step 56 and the charging operation is started. (Step 57). In this charging operation, the power charging rate for the battery module 2 is a rate set so that the current SOC reaches the required SOC at the latest just before the scheduled driving time of the vehicle.

  Next, in step 58, it is determined whether or not the current SOC is greater than or equal to the required SOC. If the current SOC has not reached the required SOC, the process returns to step 57 to continue the charging operation. When the current SOC reaches the required SOC, the electric power necessary for the next run can be stored in the battery module 2, so the charging operation is stopped (step 59), and this control flow ends. With the above processing procedure, the control device 3 causes the temperature of the battery module 2 to satisfy the preset temperature condition at the determined charging start time in accordance with the set scheduled operation start time of the vehicle and the battery state. Thus, the operation of the heating means can be controlled to complete the charging by the scheduled operation start time of the vehicle.

  If it is determined in step 40 that “battery cooling is required”, in order to cool the battery to an appropriate temperature before the charging operation, in step 62, various information set and read in steps 10 and 20 are read. The amount of cooling required for the battery temperature to satisfy the set temperature condition is calculated by calculation using the predetermined control program used. The required amount of cooling is calculated in the same manner as in step 44 described above. Next, the cooling operation of the battery module 2 is started (step 63). Next, it is determined whether or not the charging start time calculated in step 30 has arrived (step 64). Step 64 is repeated until the charging start time is reached. When the charging start time is reached, the charging operation is started (step 65). In this charging operation, the power charging rate for the battery module 2 is a rate set so that the current SOC reaches the required SOC at the latest just before the scheduled driving time of the vehicle.

  Next, in step 58, it is determined whether or not the current SOC is greater than or equal to the required SOC. If the current SOC has not reached the required SOC, the process returns to step 65 to continue the charging operation. When the current SOC reaches the required SOC, the power required for the next run can be stored in the battery module 2, so the charging operation is stopped, the battery cooling is also stopped (step 67), and this control flow ends. . With the above processing procedure, the control device 3 causes the temperature of the battery module 2 to satisfy the preset temperature condition at the determined charging start time in accordance with the set scheduled operation start time of the vehicle and the battery state. Thus, the operation of the heating means can be controlled to complete the charging by the scheduled operation start time of the vehicle.

  The effect which the vehicle power supply device 1 of this embodiment brings is described. The control device 3 of the vehicle power supply device 1 determines the charging start time according to the set scheduled driving start time of the vehicle and the battery state (step 30), and the temperature of the battery module 2 at the charging start time. Controls the operation of at least one of the heater 10 and the blower 30 so as to satisfy a predetermined set temperature condition (S54, S55, S44, S45), and the charging is completed by the scheduled operation start time of the vehicle.

  According to this control, the charging start time when performing the charging operation is determined in accordance with the planned driving start time of the vehicle and the battery state, so that the time required for charging and the scheduled driving start time are accurately considered. The charging start time is obtained. Furthermore, when the charging start time determined in this way is reached, the battery temperature is controlled to an optimum temperature so as to satisfy the set temperature condition, so that an efficient charging operation can be performed. In addition, by charging under appropriate temperature conditions, it is possible to suppress battery deterioration without imposing a burden on the battery, and power is not supplied to the battery in a state where it is difficult to charge, so wasteful power can be reduced, The amount of power required for the charging operation can be reduced.

  Since the charging start time is obtained using the battery temperature, the current SOC, the required SOC, the scheduled vehicle operation starting time, etc. (step 30), an accurate charging start time suitable for the state and characteristics of the battery can be determined. The charging operation is started by controlling the battery to the optimum temperature state by the charging start time determined in this way, so that the charging operation is excellent in energy efficiency and does not place a burden on the battery.

  Further, when the temperature of the battery module 2 is lower than the set temperature condition, the control device 3 controls the operation of the heater 10 and the blower 30 (step 54), and after the battery temperature satisfies the set temperature condition. Charging operation is started (step 57). According to this control, by heating the battery module 2 when the battery temperature is low, the battery temperature is lowered so as to satisfy the set temperature condition, so that an optimum temperature state is achieved at the start of battery charging. In addition, it is possible to perform a charging operation with excellent energy efficiency.

  Further, when the temperature of the battery module 2 is higher than the set temperature condition, the control device 3 controls the operation of the blower 30 (step 63) and starts the charging operation (step 65). According to this control, by cooling the battery module 2 when the battery temperature is high, the battery temperature is lowered so as to satisfy the set temperature condition, so that an optimum temperature state is achieved at the start of battery charging, Charging operation with excellent energy efficiency can be performed.

  Further, the control device 3 calculates the amount of charge based on information related to the estimated travel distance when controlling the charging operation (step 30), so that the required SOC that needs to be stored in the battery module 2 in the charging operation is actually calculated. It can be obtained with high accuracy with respect to the amount of power required for traveling. Therefore, useless power supply to the battery module 2 in the charging operation can be reduced, and the charging operation excellent in energy efficiency can be performed.

(Second Embodiment)
In the second embodiment, another embodiment of the charging operation described in the first embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing the charging operation according to the second embodiment. In FIG. 3, steps denoted by the same reference numerals as those in FIG. 2 described in the first embodiment are the same processing and have the same effects. Below, only the process different from the charge operation of 1st Embodiment is demonstrated about the charge operation of 2nd Embodiment.

  In the charging operation of the second embodiment, in addition to the charging operation of the first embodiment, a cooling operation and a heating operation utilizing an air conditioning function by the air conditioner 20 of the vehicle can be performed. Air conditioning (pre-ride air conditioning) can also be implemented.

  As shown in FIG. 3, when the charging plug 7 is connected to an outlet such as a commercial power source and ready for charging, the control device 3 starts driving the vehicle according to a signal based on destination information set in the navigation device. The time (or the scheduled time until the start of driving) is set, and further, the planned travel distance of the vehicle (or various information of the planned travel destination) associated with the destination information is set (step 10A). That is, the control device 3 communicates with the navigation device, so that the destination information input to the navigation device and the stored unique action pattern (for example, the destination and the driving start time are fixed every weekday). Based on information based on a predetermined range of distance, etc.), the planned driving start time of the vehicle and the planned traveling distance of the vehicle are set.

  Furthermore, the control device 3 determines the current battery state (battery temperature, power supply voltage level, etc.), vehicle interior temperature, outside air temperature, solar radiation amount, current time, current location, etc. by signals sent from various sensors and navigation devices. Read (step 20A).

  Next, the battery temperature control determination in step 40 is performed through the processing in step 30 described above. If it is determined in step 40 that “battery cooling and heating is not required”, the above-described steps 41 to 47 are sequentially executed, and this control flow is terminated.

  If it is determined in step 40 that “battery heating is required”, the above-described processes of step 50 and step 51 are executed in sequence, and when the heating start time arrives, then in step 52, heating air conditioning using the air conditioner 20 is performed. It is determined whether it is necessary to carry out the operation. This heating air-conditioning can be an air-conditioning operation in which, for example, a heating cycle operation is performed in a heat pump cycle, and the air blown into the vehicle interior is heated by heat radiation of a high-pressure refrigerant from a condenser installed in the air-conditioning case.

  If it is determined in step 52 that the heating / air-conditioning operation is not necessary, the process proceeds to step 54 and the heating operation of the battery module 2 is started. If it is determined in step 52 that the heating / air-conditioning operation is necessary, the heating / air-conditioning operation by the air-conditioning apparatus 20 and the auxiliary operation for battery heating are performed (step 53). This battery warming auxiliary operation is an operation of operating the blower 30 in order to supply the air in the passenger compartment heated by the heating air conditioning operation to the battery module 2. That is, the process of step 53 implements the heating operation which utilizes the heating air conditioning by the air conditioner 20 before the battery heating operation (step 54) similar to the first embodiment. Then, after the heating air-conditioning operation is performed, the process further proceeds to step 54 to start the heating operation of the battery module 2 by the heater 10, and when the battery temperature becomes an appropriate temperature (step 55), the battery heating operation of step 54 is performed. At the same time as stopping (operation stop of the heater 10), the blower 30 is stopped (step 56A).

  Further, the charging operation is started (step 57), and when it is determined in step 58 that the current SOC has reached the required SOC, the electric power necessary for the next run can be stored in the battery module 2, and thus the charging operation and the heating air conditioning operation are performed. Stop (step 59A) and end this control flow. With the above processing procedure, the control device 3 causes the temperature of the battery module 2 to satisfy the preset temperature condition at the determined charging start time in accordance with the set scheduled operation start time of the vehicle and the battery state. First, after warming up using heating air by heating air conditioning operation to raise the battery temperature, the battery warming operation by the heater 10 is performed, and the charging is completed by the scheduled operation start time of the vehicle. .

  If it is determined in step 40 that “battery cooling is required”, it is next determined in step 60 whether or not it is necessary to perform a cooling / air-conditioning operation using the air conditioner 20. This cooling air-conditioning operation can be, for example, an air-conditioning operation in which a cooling cycle operation is performed in a heat pump cycle, and heat is absorbed by evaporation of the refrigerant in an evaporator installed in the air-conditioning case to cool the air blown into the vehicle interior. .

  If it is determined in step 60 that the cooling / air-conditioning operation is unnecessary, the process proceeds to step 62, and the subsequent steps described above are executed. If it is determined in step 60 that the cooling / air-conditioning operation is necessary, then the cooling / air-conditioning operation by the air conditioner 20 is performed to lower the air temperature in the passenger compartment (step 61). Then, a cooling amount necessary for the battery temperature to satisfy the set temperature condition is calculated (step 62), and the cooling operation of the battery module 2 is started (step 63). At this time, since the air blower 30 supplies the air in the vehicle compartment whose temperature has been lowered by the cooling operation in step 21 to the battery module 2, a further battery cooling effect can be obtained.

  And when each process of above-mentioned step 64-step 66 is performed and the present SOC reaches required SOC at step 66, since electric power required for the next run could be stored in battery module 2, charge operation, Battery cooling and cooling operation are stopped (step 67A), and this control flow ends. With the above processing procedure, the control device 3 causes the temperature of the battery module 2 to satisfy the preset temperature condition at the determined charging start time in accordance with the set scheduled operation start time of the vehicle and the battery state. First, after the cooling air is generated by the cooling operation, the cooling air is supplied to the battery module 2 to perform the battery cooling operation, and the charging is completed by the scheduled operation start time of the vehicle.

  The effect which the vehicle power supply device 1 of this embodiment brings is described. When cooling the battery, the control device 3 of the vehicle power supply device 1 controls the air conditioner 20 so as to lower the vehicle interior air temperature when the vehicle interior air temperature is higher than the set temperature condition ( Step 61). Then, the passenger compartment air whose temperature has been lowered by the air conditioner 20 is supplied to the battery module 2 (step 63).

  When the battery module 2 is cooled before the charging operation is performed, if the vehicle interior air temperature is higher than the set temperature condition, the battery temperature is lowered even if air is supplied to the battery module 2 by the blower 30. It may not be possible to Therefore, according to the above control, air-conditioning control for lowering the air temperature in the vehicle interior is performed by the air conditioner 20 that air-conditions the vehicle interior, and the air in the vehicle interior is supplied to the battery module 2. Thereby, battery temperature can be reduced quickly and efficiently. Due to such a decrease in battery temperature, the time required to complete the charging operation can be shortened. In addition, an effect of air conditioning the passenger compartment in the vehicle can be expected.

  In addition, when the battery is heated, the control device 3 controls the air conditioner 20 to increase the vehicle interior air temperature when the vehicle interior air temperature is lower than the set temperature condition (step 53). . Then, the passenger compartment air whose temperature has been increased by the air conditioner 20 is supplied to the battery module 2.

  When the battery module 2 is heated before the charging operation is performed, if the air temperature in the passenger compartment is lower than the set temperature condition, hot air is supplied to the battery module 2 by the operation of the blower 30 and the heater 10. However, it may take time to raise the battery temperature. Therefore, according to the above control, in addition to controlling the operation of the blower 30 and the heater 10, the air conditioning control for raising the air temperature in the vehicle interior is performed by the air conditioner 20, and the vehicle interior air is supplied to the battery module 2. Supply. Thereby, battery temperature can be raised rapidly and efficiently. Such a rise in battery temperature can reduce the time required to complete the charging operation. In addition, an effect of air conditioning the passenger compartment in the vehicle can be expected.

(Other embodiments)
In the above-described embodiment, the preferred embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. It is.

  In the above embodiment, the means for detecting the temperature of the battery module 2 not only detects the temperature of each battery cell, but also various information (voltage value, current value, internal You may utilize the environmental information of the battery cell including the ambient temperature (for example, outside temperature) including the resistance value. According to this, in the detection of the temperature of the battery cell 2, a multifaceted detection method can be implemented. In addition, when a plurality of pieces of information are used, it is possible to more reliably detect the temperature of the battery module 2.

  In the above-described embodiment, the plurality of battery cells constituting the battery module 2 may be arranged side by side with a predetermined gap in the stacking direction of the battery cells in the housing 40. In this case, air blown by the blower 30 flows along a plurality of predetermined gaps formed between the side surfaces of the battery cells arranged in a direction perpendicular to the air blowing direction, and is provided in the housing 40 through this. While flowing toward the discharged outlet 42, the outer surface of each battery cell is contacted and discharged to the outside.

  In the above embodiment, the plurality of battery cells may be arranged in contact with each other without providing a gap. In this case, the air flowing inside the housing 40 collides with fins that are thermally connected to the electrode portions of the battery cells, and exchanges heat with the heat of each battery cell via the fins. Each battery cell is warmed up or cooled by heat exchange with the air.

DESCRIPTION OF SYMBOLS 1 ... Vehicle power supply device 2 ... Battery module (battery)
DESCRIPTION OF SYMBOLS 3 ... Control apparatus 5 ... Motor for driving 10 ... Heater (heating means, battery temperature adjustment means)
20 ... Air conditioner 30 ... Blower (cooling means, battery temperature adjusting means)

Claims (6)

  1. A battery that stores electric power during charging and supplies stored electric power to the driving motor during vehicle travel;
    A battery temperature adjusting means comprising at least one of a cooling means for supplying air to the battery to cool the battery and a heating means for heating the battery;
    Control for detecting a battery state including at least the temperature of the battery and a storage amount of the battery, controlling a charging operation for storing electric power in the battery, and controlling an operation of the temperature adjusting unit to control the temperature of the battery. Equipment,
    With
    The control device determines a charging start time according to the set scheduled operation start time of the vehicle and the battery state so that the battery temperature satisfies a preset temperature condition at the charging start time. A vehicle power supply device that controls the operation of at least one of the heating means and the cooling means and completes the charging by a scheduled operation start time of the vehicle.
  2.   The control device controls the operation of the heating means when the temperature of the battery is lower than the set temperature condition, and starts the charging operation after the temperature of the battery satisfies the set temperature condition. The vehicle power supply device according to claim 1, wherein:
  3.   When the temperature of the battery is higher than the set temperature condition, the control device starts the charging operation by controlling the operation of the cooling means, and completes the charging operation at the operation start time. The vehicle power supply device according to claim 1 or 2.
  4.   The power supply device for a vehicle according to any one of claims 1 to 3, wherein the control device calculates a charge amount based on information related to a planned travel distance when controlling the charging operation.
  5.   When cooling the battery, the control device lowers the vehicle interior air temperature by using an air conditioner provided in the vehicle for air conditioning the vehicle interior when the vehicle interior air temperature is higher than the set temperature condition. The vehicle power supply device according to any one of claims 1 to 4, wherein the vehicle interior air whose temperature has been reduced is supplied to the battery.
  6.   In the case where the battery is heated, when the air temperature in the passenger compartment is lower than the set temperature condition, the controller controls an air conditioner provided in the vehicle for air-conditioning the passenger compartment. 6. The vehicle power supply device according to claim 1, wherein the vehicle power supply device is controlled to be raised and the vehicle interior air whose temperature has been raised is supplied to the battery. 7.
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