JP2013018419A - Battery temperature rise device of electric drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a battery temperature rise device of an electric drive vehicle that can shorten the warming-up period of the battery regardless of the state of charge of the battery.SOLUTION: The battery temperature rise device includes: an engine 1; a generator 2; a first battery 3; a motor 4; an electric load 6; and a control means 7. The battery temperature rise device charges the first battery 3 by driving the generator 2, while driving the engine 1 by the first driving that is high in the thermal efficiency, when the temperature of the first battery 3 is higher than the setting temperature T0 that is set beforehand, and the state of charge becomes less than the first state of charge A1. When the temperature of the first battery 3 is the setting temperature T0 or less, and the state of charge becomes the second state of charge A2 or more, the electric load 6 is operated, and the electricity is discharged from the first battery 3, and when decreased to the second state of charge A2 or less, the engine 1 is driven by the second driving whose cooling loss is larger than the first driving and the first battery 3 is charged.

Description

  The present invention relates to a battery temperature raising device for an electrically driven vehicle such as an electric vehicle or a hybrid vehicle, and more particularly to a battery temperature raising device for an electrically driven vehicle capable of warming up the battery using self-heating when the battery is below a set temperature. .

  Conventionally, in an electric vehicle and a hybrid vehicle, a high voltage battery such as a lithium ion battery or a nickel hydride secondary battery has been used as a power source for a traveling motor. Since the charge / discharge characteristics of the battery depend on the battery temperature, the charge / discharge characteristics are lowered when the battery temperature is low compared to when the battery temperature is high, and sufficient running performance cannot be obtained. Therefore, when the vehicle is cold-started in winter or cold regions where the outside air temperature is low, the battery is warmed up by an electric heater provided as an in-vehicle electrical component.

  The battery temperature raising device for an electrically driven vehicle disclosed in Patent Document 1 can control an AC power source, a battery charged by the AC power source, an electric heater capable of heating the battery by the charging power of the battery, and charge / discharge of the battery. The controller is configured to operate the electric heater by discharging from the battery when the battery temperature is equal to or lower than the set warm-up temperature and the state of charge (SOC) is 100% or more. Is less than 100%, the battery is charged. In this battery temperature raising device, when the SOC is low, the battery is heated from the inside by utilizing the self-heating generated when the battery is charged, and when the SOC is high, the heat is received from the electric heater in addition to the internal heating accompanying the discharge. Thus, the battery can be heated from the outside.

JP 2000-40536 A

  The battery temperature increasing device for an electrically driven vehicle of Patent Document 1 can use self-heating due to charging / discharging of the battery regardless of the SOC of the battery when the battery temperature is low, and particularly when the SOC is high, The temperature of the battery can be increased by external heating of the electric heater. However, in this battery temperature raising device, the temperature rise at the time of battery charging is performed only by self-heating (internal heating) accompanying the charging of the battery. When the speed of the battery is low and the SOC of the battery is low, the warm-up of the battery may be prolonged.

  In addition, although the electric heater has a high heat dissipation efficiency and a high battery heating effect, it is a high electric load that consumes a large amount of power. Therefore, even if the SOC is high at the start of the battery heating, Electric power is consumed rapidly, and there is a possibility of shifting to charge control in a short time from the start of operation of the electric heater. Therefore, when a frequent switching operation is performed between the discharge control and the charge control, the battery charge period becomes long, and as a result, there is a possibility that the battery warm-up period may be prolonged.

  An object of the present invention is to provide a battery temperature raising device for an electrically driven vehicle that can shorten the warm-up period of the battery regardless of the state of charge of the battery.

  The battery temperature raising device for an electrically driven vehicle according to claim 1 is an engine, a generator driven by the engine, and engine cooling water or exhaust gas charged from the generator and discharged from the engine. A battery configured to be able to be heated by an amount of heat; a motor driven by the battery to generate a traveling driving force; an electric load fed from the battery; and a control means for controlling the engine, the generator, and the electric load When the battery temperature is higher than a preset set temperature and the state of charge of the battery is equal to or lower than the first charge state, the engine is driven in a first operation with high heat loss and the generator is In a battery temperature increasing device for an electrically driven vehicle configured to drive and charge the battery, The control means operates the electric load to discharge from the battery when the battery temperature is equal to or lower than the set temperature, and when the charge state of the battery exceeds a second charge state set higher than the first charge state. In addition, when the state of charge of the battery drops below the second state of charge, the engine is driven in a second operation in which the cooling loss is larger than that in the first operation to charge the battery.

  In this battery driving device for an electrically driven vehicle, since the battery is configured to be able to charge the electric power generated by the generator and to be heated by the heat quantity of engine cooling water or exhaust gas discharged from the engine, the engine cooling loss is reduced. Alternatively, the amount of heat corresponding to the exhaust loss can be used to warm up the battery. Further, when the battery temperature is higher than a preset temperature and the state of charge of the battery is equal to or lower than the first charge state, the engine is driven in the first operation with high heat loss and the generator is driven. Since the battery is configured to be charged, it is possible to achieve both heat loss of the engine and charging efficiency of the battery after completion of warming up of the battery.

According to a second aspect of the present invention, in the first aspect of the invention, the control means stops the operation of the electric load when the state of charge of the battery is reduced to the second state of charge after the operation of the electric load is performed. It is characterized by doing.
According to a third aspect of the present invention, in the first or second aspect of the present invention, when the state of charge of the battery drops below the second state of charge, the control means causes the engine to have a larger cooling loss than the first operation. It is characterized in that the battery is charged to a third charging state set higher than the second charging state by driving in the second operation.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the electric load includes an electric heater for a battery provided in the battery, and the control means is configured so that a state of charge of the battery is When the battery is lowered to the second charging state, the driving of the electric heater is continued and the driving of the electric load other than the electric heater is stopped.

  According to the first aspect of the present invention, when the battery temperature is equal to or lower than the set temperature, the electric load is operated and discharged from the battery when the charge state of the battery exceeds the second charge state. Thus, the battery can be heated using external heating by the operation of the electric load. In other words, when the battery temperature is equal to or lower than the set temperature, the engine is driven by the second operation having a larger cooling loss than the first operation even when the battery charge state is lowered to the second charge state or less. The amount of heat corresponding to the increased cooling loss or exhaust loss of the engine can be used to warm up the battery for charging, and the battery can be heated by external heating using the amount of heat of the engine in addition to internal heating accompanying charging. it can. Therefore, regardless of the state of charge of the battery, the battery can be heated from inside and outside by internal heating and external heating by self-heating, so that the warm-up period of the battery can be shortened, and as a result, the traveling of the electrically driven vehicle The performance can be improved.

According to the second aspect of the present invention, the battery power consumption can be increased while suppressing the power consumption of the battery, and the warm-up period of the battery can be further shortened.
According to the invention of claim 3, since the second operation period of the engine is minimized, the heat loss of the engine can be kept high.
According to the invention of claim 4, both early warm-up and early charge of the battery can be achieved.

It is a whole block diagram of the battery temperature rising apparatus which concerns on the Example of this invention. It is a flowchart of battery temperature rising control. It is a time chart of each apparatus in battery temperature rising control, (a) shows the state of the engine coolant temperature, (b) shows the temperature state of the first battery, (c) shows the SOC of the first battery. (D) shows the operating state of the battery electric heater, (e) shows the operating state of the electric load other than the battery electric heater, and (f) shows the operating state of the second operation by the engine. Yes.

  Hereinafter, modes for carrying out the present invention will be described based on examples.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIG. 1, the electric vehicle EV includes an engine 1, a generator 2, a high voltage first battery 3, a traction motor 4 as a travel drive source, and a battery for heating the first battery 3. Electric heater 5, electric load 6 as on-vehicle electrical equipment other than electric heater 5, control means 7 and the like. The electric heater 5 and the electric load 6 correspond to the electric load of the present invention.

  The engine 1 is formed by an internal combustion engine (for example, a rotary engine) mounted on the electric vehicle EV, and its output shaft is connected to the rotating shaft of the generator 2. The engine 1 is configured to be operable in two types of modes: a first operation with a small cooling loss and a high heat loss, and a second operation with a lower heat loss and a larger cooling loss than the first operation. . The engine 1 is not limited to a rotary engine, and may be a multi-cylinder reciprocating engine.

The generator 2 is formed by a generator (for example, a three-phase AC alternator), and is configured to be able to generate power by the rotational driving force of the engine 1. The generator 2 includes phase coils corresponding to the U phase, the V phase, and the W phase, and the end portions of these phase coils are electrically connected to the first inverter 8. The three-phase AC power generated by the generator 2 is converted into predetermined DC power (for example, 200 to 250 V) by the first inverter 8 and output.
The 1st inverter 8 is a well-known power converter provided with U phase, V phase, and W phase electrically arranged in parallel. The output terminal of the first inverter 8 is electrically connected to the first battery 3, the electric heater 5, the second inverter 9, and the DC / DC converter 10.

  The first battery 3 is formed of a lithium battery, and is configured to be able to charge and discharge high DC power output from the first inverter 8. The first battery 3 includes an electric heater 5, a heat exchanger 11 and the like. The electric heater 5 is formed by a heating wire or the like that can generate heat when energized, and is provided adjacent to the side of the first battery 3. The electric heater 5 is configured to dissipate heat to the first battery 3 by being fed from the first battery 3 or the first inverter 8 and to heat the first battery 3. The first battery 3 is not limited to a lithium battery, and may be a nickel metal hydride battery or a large capacity capacitor (capacitor).

  The heat exchanger 11 is formed of a pipe-shaped piping member, and is formed so as to cover the outer periphery of the first battery 3 in a spiral shape. One end of the heat exchanger 11 branches from an upstream part of the cooling water passage of the engine 1, and the other end is connected to a downstream part of the cooling water passage of the engine 1. A valve body (not shown) that opens when the engine 1 is in the second operation is provided at one end of the heat exchanger 11. Therefore, when the engine 1 is in the second operation, the cooling water in which the heat amount due to the combustion of the engine 1 is accumulated branches from a part of the upstream side of the cooling water passage of the engine 1 and flows to the first battery 3 side. After exchanging heat with the battery 3 to heat the first battery 3, it is returned to a part of the downstream side of the cooling water passage of the engine 1.

  The second inverter 9 is configured in substantially the same manner as the first inverter 8. The second inverter 9 converts the DC power from the first battery 3 or the first inverter 8 into three-phase AC power (for example, 200 to 650 V) and outputs it to the traction motor 4. A rotation shaft of the motor 4 is connected to a drive shaft 32 that can rotate integrally with the drive wheel 31 via a differential gear member 33, and travel driving force is transmitted from the traction motor 4 to the drive wheel 31. The drive shaft 32 is provided with a disc-shaped brake disc 34a and a brake device 34b that presses the brake disc 34a to generate a braking force of the electric vehicle EV. When the vehicle decelerates, the kinetic energy of the drive shaft 32 is transmitted to the motor 4 side, and the motor 4 operates as a generator to convert the transmitted kinetic energy into three-phase AC power. The three-phase AC power is converted into predetermined DC power by the second inverter 9 and then charged in the first battery 3.

  The DC / DC converter 10 includes a stabilizing step-down circuit, and the electric load 6 and the second battery 12 are electrically connected in parallel. The DC / DC converter 10 is configured to be capable of converting DC power output from the first battery 3 or the first inverter 8 into low predetermined DC power (for example, 12V). The DC / DC converter 10 includes a first connection form in which the first battery 3 or the first inverter 8 and the second battery 12 are electrically connected, and the electric load 6 and the second battery 12 according to the operating state. A relay mechanism capable of switching between a second connection form for electrical connection and a third connection form for electrically connecting the first battery 3 and the electric load 6 is provided.

  The second battery 12 is formed of a normal on-vehicle electric load power supply battery, and is configured to be able to charge and discharge low DC power converted by the DC / DC converter 10. The electric load 6 is various on-vehicle electric components for vehicles, and corresponds to, for example, an electric heater for air conditioning, a defogger, a defroster, navigation, audio, a light, an electric heater for catalyst, and the like. In the present embodiment, the defogger will be described as an example of the electric load 6, but the electric load 6 may be another in-vehicle electric component, and two or more in-vehicle electric components may be used as the electric load 6. It is also possible to use it. The electrical load 6 is configured to be fed from the second battery 12 when the DC / DC converter 10 is in the second connection configuration, and to be fed from the first battery 3 when the DC / DC converter 10 is in the third connection configuration. Yes.

Next, the control means 7 will be described with reference to FIG.
The control means 7 controls the engine 1, the generator 2, the electric heater 5, the electric load 6, and the like. The control means 7 includes a vehicle control means (VCM) 21, an operating condition control means (RLCM) 22, an ECU (Engine Control Unit) 23, a generator control means (GCM) 24, a first battery control means (1BCM). ) 25, second battery control means (2BCM) 26, traction motor control means (TMCM) 27, and ABS (Antilock Brake System) 28.

The VCM 21 switches between the normal operation and the battery warm-up operation according to the battery temperature T and the state of charge (SOC) of the first battery 3 input from the 1BCM 25, and performs integrated control of the electric vehicle EV. The VCM 21 is connected to the RLCM 22, the 1BCM 25, the 2BCM 26, the TMCM 27, and the ABS 28 so that they can communicate with each other.
When the VCM 21 is higher than a preset battery set temperature T0 (for example, 10 ° C.), the VCM 21 controls driving of the electric vehicle EV in normal operation. When the VCM 21 is lower than the battery set temperature T0, the electric vehicle EV is operated in battery warm-up operation. Travel control is in progress.

  In normal operation, the operation mode is divided into a normal charge mode that is executed when the SOC is equal to or lower than the first filling state A1 (for example, 30%), and a normal discharge mode that is executed when the SOC exceeds the first filling state A1. In the battery warm-up operation, the warm-up charging mode that is executed when the SOC is equal to or lower than the second charging state A2 (for example, 90%) and the SOC that is executed when the SOC exceeds the second charging state A2 are executed. The operation mode is determined as the warm-up discharge mode. The VCM 21 determines the operation mode in accordance with information input from each control unit, and cooperatively controls each control unit.

The RLCM 22 controls the ECU 23 and the GCM 24 in an integrated manner, and sets the operation conditions of the engine 1 and the power generation conditions of the generator 2 according to the determined operation mode.
The RLCM 22 has a high heat loss by pre-determining the relationship between the engine speed and the engine load (torque) by experiments or the like on condition that the throttle valve (not shown) of the engine 1 is fully open and the engine speed is constant. A first operation map corresponding to the first operation and a second operation map corresponding to the second operation having a large cooling loss are stored. One of the operation maps is selected from the first and second operation maps according to the operation mode determined by the VCM 21.

The ECU 23 controls the engine 1 based on the operation map set by the RLCM 22. The ECU 23 receives various detection signals such as the engine speed, the intake air amount, and the coolant temperature, and various fuel injection amounts, fuel injection timings, exhaust valve opening timings, ignition timings, and the like based on the selected operation map. Conditions are set, and the operation of the engine 1 is controlled based on these setting conditions. The ECU 23 controls the engine 1 based on the first operation map when in the normal charging mode, and controls the engine 1 based on the second operation map when in the warm-up charging mode. In the normal discharge mode and the warm-up discharge mode, the engine 1 is stopped.
In this embodiment, the ignition timing in the second operation is shifted to the ignition retard side so as to be later than the ignition timing in the first operation, and control is performed so that the cooling loss of the engine 1 increases. It is also possible to control the exhaust loss of the engine 1 to increase by shifting the exhaust valve opening timing of the second operation to the exhaust delay opening side so as to be later than the exhaust valve opening timing of the first operation. It is.

  The GCM 24 controls the power generation of the generator 2 so that the predetermined power set by the RLCM 22 is output. The GCM 24 converts the three-phase AC power generated by the generator 2 by the first inverter 8 into DC power of 200 to 250 V in the normal charging mode and the warm-up charging mode, and the first battery 3 and the second inverter 9. Etc.

  As described above, in the normal charging mode, the DC power output from the first inverter 8 includes the power charged in the first battery 3, the power supplied to the motor 4 through the second inverter 9, and DC / It is distributed to the power charged in the second battery 12 via the DC converter 10. In the warm-up charging mode, the DC power output from the first inverter 8 includes power charged in the first battery 3, power supplied to the motor 4 via the second inverter 9, and an electric heater. 5 is distributed to the power supplied to 5.

  The 1BCM 25 controls the first battery 3, the electric heater 5, and the heat exchanger 11 in accordance with the operation mode determined by the VCM 21. The 1BCM 25 is configured to detect the current, voltage, and temperature T of the first battery 3, so that the SOC can be calculated from the current and voltage, and outputs the detected first battery temperature T, SOC, and the like to the VCM 21.

When the 1BCM 25 is in a normal charge mode during normal operation, the discharge of the first battery 3 is stopped to start charging, the battery electric heater 5 is stopped, and the valve body of the heat exchanger 11 is closed. In the normal discharge mode, charging of the first battery 3 is stopped to start discharging, the battery electric heater 5 is stopped, and the valve body of the heat exchanger 11 is closed.
Further, in the battery warm-up operation, in the warm-up charging mode, the discharge of the first battery 3 is stopped and charging is started, the battery electric heater 5 is operated, and the valve body of the heat exchanger 11 is opened. In the warm-up discharge mode, charging of the first battery 3 is stopped to start discharging, the battery electric heater 5 is operated, and the valve body of the heat exchanger 11 is closed.

The 2BCM 26 cooperatively controls the DC / DC converter 10 and the electric load 6 according to the operation mode determined by the VCM 21.
The 2BCM 26 operates the DC / DC converter 10 in the first connection form in which the first inverter 8 and the second battery 12 are electrically connected in the normal charge mode, the normal discharge mode, and the warm-up charge mode. When the occupant turns on the electric load 6, the DC / DC converter 10 is operated in the second connection form in which the electric load 6 and the second battery 12 are electrically connected. In the warm-up discharge mode, the DC / DC converter 10 is operated in a third connection configuration in which the first battery 3 and the electric load 6 are electrically connected.

The TMCM 27 controls the output torque of the motor 4 so that various detection signals such as an accelerator pedal depression amount by an occupant are input and a predetermined driving force set by the RLCM 22 is output. This TMCM 27 converts DC power into three-phase AC power by the second inverter 9 and outputs it to the motor 4.
The ABS 28 receives various detection signals such as a brake pedal depression amount by an occupant, and controls the pressing force and pressing timing of the brake disc 34a by the brake device 34b.

Next, the battery temperature increase control of the battery temperature increasing device will be described based on the flowchart of FIG. Si (i = 1, 2,...) Indicates each step.
In the present embodiment, during normal running higher than the battery set temperature T0, the electric vehicle EV is controlled in the normal charge mode and the normal discharge mode according to the SOC. When the electric vehicle EV is traveling in the normal discharge mode by the motor 4, if the SOC becomes the first charging state A1 or less, the operation mode is switched from the normal discharge mode to the normal charge mode, and the first battery 3 is charged. Is done. This normal charging mode is continued until the third filling state A3 (for example, 95%), and is switched to the normal discharging mode when the SOC exceeds the third filling state A3. The battery temperature increase control is executed as a process independent of the normal operation control when it is detected that the temperature T of the first battery 3 is equal to or lower than the battery set temperature T0.

When the ignition is turned on, it is determined whether or not the battery is warming up (S1).
If the temperature T of the first battery 3 is equal to or lower than the battery set temperature T0 as a result of the determination in S1, the process proceeds to S2 to execute the battery warm-up operation, and power supply from the first battery 3 to the electric heater 5 is started. As a result of the determination in S1, when the temperature T of the first battery 3 is higher than the battery set temperature T0, the battery temperature increase control is terminated.

Next, it transfers to S3 and it is determined whether SOC is below 2nd filling state A2.
As a result of the determination in S3, when the SOC is equal to or lower than the second filling state A2, since the SOC is low and the warm-up charging mode is set, power supply from the first battery 3 to the electric load 6 is stopped (S4), and the process proceeds to S5. To do.

In S5, the engine 1 is operated in the second operation in which the cooling loss is larger than that in the first operation, power generation is started, and the first battery 3 is charged. At this time, in synchronization with the start of the second operation, the opening operation of the valve body of the heat exchanger 11 and the switching to the first connection form by the DC / DC converter 10 are performed.
Next, it transfers to S6 and it is determined whether SOC exceeded 3rd filling condition A3.
As a result of the determination in S6, when the SOC is higher than the third filling state A3, since the charging of the first battery 3 is completed, the second operation by the engine 1 is stopped (S7), and the process proceeds to S8.

In S8, it is determined whether or not the temperature T of the first battery 3 has exceeded the battery set temperature T0.
As a result of the determination in S8, when the temperature T of the first battery 3 is higher than the battery set temperature T0, since the warm-up of the first battery 3 is completed, the power supply from the first battery 3 to the electric heater 5 is stopped. Then, the battery temperature raising control is finished (S9). Thereafter, the electric vehicle EV is controlled by normal operation. As a result of the determination in S8, when the temperature T of the first battery 3 is equal to or lower than the battery set temperature T0, the warm-up of the first battery 3 is not completed, so the process proceeds to S3 and the warm-up is continued.

  As a result of the determination in S6, if the SOC is equal to or lower than the third filling state A3, the charging of the first battery 3 has not been completed. Therefore, the process proceeds to S10, and has the temperature T of the first battery 3 exceeded the battery set temperature T0? Judge whether or not. As a result of the determination in S10, when the temperature T of the first battery 3 is higher than the battery set temperature T0, since the warm-up of the first battery 3 has been completed, the second operation by the engine 1 is stopped (S11), When power is supplied from the first battery 3 to the electric load 6, the power supply is stopped (S12), and the process proceeds to S9.

If the temperature T of the first battery 3 is equal to or lower than the battery set temperature T0 as a result of the determination in S10, the warm-up of the first battery 3 has not been completed, so the process proceeds to S6 and the warm-up is continued.
As a result of the determination in S3, when the SOC is higher than the second filling state A2, since it is the warm-up discharge mode, power supply from the first battery 3 to the electric load 6 is started (S13), and the process proceeds to S14.

In S14, it is determined whether or not the temperature T of the first battery 3 has exceeded the battery set temperature T0.
As a result of the determination in S14, when the temperature T of the first battery 3 is higher than the battery set temperature T0, since the warm-up of the first battery 3 has been completed, the process proceeds to S12.
As a result of the determination in S14, when the temperature T of the first battery 3 is equal to or lower than the battery set temperature T0, the charging of the first battery 3 is not completed, so that the process proceeds to S3 and the warm-up is continued.

  Next, the operation of the battery temperature raising apparatus will be described based on the time charts of FIGS. Note that the SOC of the first battery 3 is charged to the third charging state A3 or more at the beginning of the battery temperature increase control.

As shown in FIGS. 3A and 3B, when the electric vehicle EV is cold-started, the temperature T of the first battery 3 is in a low temperature state as well as the cooling water temperature of the engine 1.
As shown in FIGS. 3C to 3F, when the ignition is turned on at the time t0 when the electric vehicle EV is stopped, the engine 1 is stopped because the engine is controlled in the warm-up discharge mode. The battery electric heater 5 and the electric load 6 are activated in synchronization. The defogger as the electric load 6 is automatically started even if the occupant is not turned on. When the occupant has already turned on the defogger, the DC / DC converter 10 is switched from the second connection form to the third connection form.

  Since the first battery 3 supplies electric power to the electric heater 5 and the electric load 6 between t0 and t1, the battery is caused by internal heating accompanying discharge and external heating accompanying heat dissipation from the electric heater 5. The temperature T is increased at a high temperature increase rate. Moreover, since the power consumption consumed from the first battery 3 is large, the power consumption speed of the first battery 3 is also fast, and the SOC of the first battery 3 reaches the second filling state A2 at the time t1 after the start of control. To do.

The period between t1 and t2 is controlled in the warm-up charging mode.
At time t1, since the electric load 6 is stopped and the second operation by the engine 1 is started, the amount of power consumed from the first battery 3 is reduced, and the first inverter with respect to the first battery 3 is reduced. DC power is charged from 8. Here, since the charge amount of the first battery 3 by the engine 1 is set to be larger than the power consumption amount consumed by the electric heater 5 due to heat dissipation, the SOC of the first battery 3 can be increased.

  Further, since the engine 1 is operated in the second operation (for example, the ignition retarded state) with a large cooling loss, the temperature increase rate of the coolant temperature of the engine 1 increases from the time t1. At the same time, since the valve body of the heat exchanger 11 is opened, the cooling water in which the amount of heat corresponding to the cooling loss of the engine 1 is accumulated flows to the heat exchanger 11 and the first battery 3 is heated and heated. In this embodiment, various conditions such as the amount of cooling water flowing through the heat exchanger 11 and the amount of ignition retard are set so that the temperature rising rate between t1 and t2 is substantially constant with the temperature rising rate between t0 and t1. .

At time t2 when the SOC reaches the third filling state A3, the warm-up charge mode is switched to the warm-up discharge mode.
The engine 1 is stopped, and power supply from the first battery 3 to the electric load 6 is started again.
At the time t3 when the battery temperature T reaches the battery set temperature T0, the battery warm-up operation is terminated and the normal operation is started.

Next, operations and effects of the battery temperature raising apparatus according to the embodiment will be described.
This battery temperature raising device operates the electric load 6 to discharge from the first battery 3 when the SOC of the first battery 3 exceeds the second charging state A2 when the battery temperature T is equal to or lower than the battery set temperature T0. The first battery 3 can be heated using external heating by the operation of the electric load 6 in addition to internal heating accompanying discharge.
That is, when the battery temperature T is equal to or lower than the battery set temperature T0, even if the SOC of the first battery 3 decreases to the second charge state A2 or lower, the engine 1 has a second cooling loss larger than that in the first operation. Since the first battery 3 is charged by driving, the amount of heat corresponding to the increased cooling loss of the engine 1 can be used for warming up the first battery 3, and the amount of heat of the engine 1 in addition to the internal heating accompanying charging. The first battery 3 can be heated by external heating using the.
Therefore, regardless of the SOC of the first battery 3, the first battery 3 can be heated from inside and outside by internal heating and external heating by self-heating, so the warm-up period of the first battery 3 can be shortened, As a result, the running performance of the electric vehicle EV can be improved.

  The control means 7 stops the operation of the electric load 6 when the SOC of the first battery 3 is lowered to the second charging state A2 after the electric load 6 is activated, so that the power consumption of the first battery 3 is suppressed. The charging speed of the first battery 3 can be increased, and the warm-up period of the first battery 3 can be further shortened.

  When the SOC of the first battery 3 falls below the second charge state A2, the control means 7 drives the engine 1 in the second operation having a larger cooling loss than the first operation, and is higher than the second charge state A2. Since the S first battery 3 is charged up to the set third charging state A3, the second operation period of the engine 1 can be minimized and the heat loss of the engine 1 can be kept high.

  The electric load 6 includes an electric heater 5 provided in the first battery 3, and the control means 7 continues to drive the electric heater 5 while the SOC of the first battery 3 is lowered to the second charging state A <b> 2. Since the driving of the electric load 6 other than the heater 5 is stopped, both the early warm-up and the early charging of the first battery 3 can be achieved.

Next, a modification in which the above embodiment is partially changed will be described.
1) In the above embodiment, an example of an electric vehicle in which driving wheels are driven to rotate by a driving motor alone and the engine only charges is described. However, the driving motor and the engine rotate driving wheels according to the driving state. It can also be applied to a hybrid vehicle that is driven.

2) In the above embodiment, the example in which the medium of the heat exchanger that heats the first battery is the engine cooling water has been described. However, the exhaust gas is used as the medium, and the amount of heat corresponding to the exhaust loss of the engine is the first. It can also be used to warm up the battery. In this case, one end of the heat exchanger branches from a part of the upstream side of the exhaust passage of the engine, the other end is connected to a part of the downstream side of the exhaust path of the engine, and the engine is connected to one end side part of the heat exchanger. In the second operation, a valve body that opens is installed. Further, it may be a heat exchanger using both engine cooling water and exhaust gas.

3) In addition, those skilled in the art can implement the present invention by adding various modifications to the embodiments without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

  The present invention relates to a battery temperature increasing device for an electrically driven vehicle capable of warming up the battery using self-heating when the battery is below a set temperature, and in addition to internal heating accompanying charging, the amount of heat corresponding to the engine cooling loss is Since the battery is warmed up by the external heating used, the warm-up period of the battery can be shortened regardless of the state of charge of the battery.

DESCRIPTION OF SYMBOLS 1 Engine 2 Generator 3 1st battery 4 Motor 5 Electric heater 6 Electric load 7 Control means 21 VCM
22 RLCM
25 1 BCM
26 2BCM
EV electric car

Claims (4)

An engine, a generator driven by the engine, a battery configured to charge the electric power generated by the generator and to be heated by the heat of engine cooling water or exhaust gas discharged from the engine, and the battery A motor that is driven to generate a driving force; an electric load that is fed from the battery; and a control unit that controls the engine, the generator, and the electric load; and the battery temperature is set from a preset temperature. And when the state of charge of the battery becomes equal to or lower than the first state of charge, the electric drive is configured to drive the engine in a first operation with high thermal efficiency and drive the generator to charge the battery. In a vehicle battery heating device,
The control means activates the electric load from the battery when the battery temperature is equal to or lower than the set temperature, and when the charge state of the battery exceeds a second charge state set higher than the first charge state. As well as discharging
When the state of charge of the battery drops below the second state of charge, the battery is charged by driving the engine in a second operation having a larger cooling loss than in the first operation. Battery heating device.   2. The electric drive according to claim 1, wherein after the operation of the electric load, the control unit stops the operation of the electric load when the state of charge of the battery decreases to the second state of charge. Vehicle battery temperature raising device.   When the state of charge of the battery drops below the second charge state, the control means sets the engine higher than the second charge state by driving the engine in a second operation having a larger cooling loss than the first operation. The battery temperature increasing device for an electrically driven vehicle according to claim 1, wherein the battery is charged up to a third charged state. The electric load includes a battery electric heater provided in the battery,
2. The control means continues driving the electric heater and stops driving an electric load other than the electric heater when the state of charge of the battery drops to the second state of charge. The battery temperature rising apparatus of the electrically driven vehicle of any one of -3.