JP2019055649A - Battery temperature control system - Google Patents

Abstract

To provide a battery temperature control system capable of efficiently charging a battery at the time of low temperature.SOLUTION: A battery temperature control system 3 of a hybrid vehicle 1 that includes a power generator 101b which generates power by operation of an internal combustion engine 101a, a battery 103, a power generator 105a and a charging device 107 includes a coolant passage that circulates a coolant, a pump 41 and a coolant heating device which can heat the coolant in response to operation of the internal combustion engine, where in a warm-up mode, the coolant is heated by the coolant heating device, and changes at least any one of a circulation direction of the coolant of circulating the battery 103 and a portion to which the coolant is introduced to the battery 103, when the temperature of the battery 103 becomes a specification temperature.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a battery temperature control system.

  2. Description of the Related Art Conventionally, for example, an internal combustion engine that includes a generator for charging an in-vehicle battery, an internal combustion engine for driving the generator, and a traveling motor that is powered by the in-vehicle battery, cannot reach the destination due to the remaining capacity of the in-vehicle battery There is known a hybrid vehicle that drives a vehicle and charges a vehicle-mounted battery by power generation by a generator (see, for example, Patent Document 1).

  By the way, it is known that, for example, in a low temperature environment of 0 ° C. or less, the charge / discharge characteristics of the battery deteriorate. For this reason, when reaching a rechargeable place where the battery can be charged and charging the battery in a low temperature environment, the amount of charge will be less than when charging the battery in a room temperature environment. In addition, there are cases where the efficiency is poor, for example, it takes time to charge.

JP-A-8-240435

  Therefore, the present invention has been made in view of the above circumstances, and an object thereof is to provide a battery temperature control system capable of efficiently charging a battery.

  In order to solve the above problems, a battery temperature control system according to claim 1 of the present invention (for example, a battery temperature control system 3 of an embodiment described later) is an internal combustion engine (for example, an internal combustion engine 101a of an embodiment described later). A generator (for example, a generator 101b in an embodiment described later) that generates power by operation, a battery (for example, a battery 103 in an embodiment described later) that can store electric power generated by the generator, and the battery are supplied from the battery. A hybrid vehicle (for example, described later) including an electric motor driven by electric power (for example, an electric motor 105a in an embodiment described later) and a charging device (for example, a charging device 107 in an embodiment described later) capable of charging the battery from an external power source. 1 is a battery temperature control system for a hybrid vehicle 1) according to an embodiment. A control unit (e.g., a control unit 109 in an embodiment described later) that executes a normal mode and a warm-up mode that raises the battery to a warm-up target temperature, and an introduction that introduces refrigerant into the battery in the normal mode A refrigerant flow path (for example, an introduction path 33 in an embodiment described later) and a discharge path (for example, an exhaust path 35 in an embodiment described later) through which the refrigerant circulates. For example, a refrigerant flow path 31) in an embodiment described later, a circulator (for example, a pump 41 in an embodiment described later) driven by the control unit and circulating the refrigerant, and the refrigerant corresponding to the operation of the internal combustion engine In the warm-up mode, the refrigerant is warmed by the refrigerant warming device, and the battery is heated. When the temperature of the over reaches the prescribed temperature, it is characterized by changing at least one of the site for introducing the refrigerant the battery flow direction of the refrigerant flowing through, and to the battery.

  In the battery temperature control system according to claim 2 of the present invention, in the warm-up mode, when the temperature of the battery reaches a specified temperature, the circulator is driven in reverse so that the refrigerant flows. The flow direction is reversed with respect to the normal mode.

  Further, in the battery temperature control system according to claim 3 of the present invention, a valve (for example, a valve 51 in an embodiment described later) and one end (for example, one end 53a in an embodiment described later) provided in the introduction path are the above-described ones. A bypass path (for example, a bypass path 53 in an embodiment described later) connected to the valve and having the other end (for example, the other end 53b in the embodiment described later) connected between the introduction path and the discharge path in the battery; In the warm-up mode, when the temperature of the battery reaches a specified temperature, the refrigerant is introduced into the battery from the bypass path by operating the valve.

  According to a fourth aspect of the present invention, there is provided a battery temperature control system including a first valve (for example, a first valve 61 in an embodiment described later) provided in the introduction path, and the discharge path, wherein the battery And a second valve (for example, a second valve 62 in an embodiment described later) and one end, for example, one end 63a in an embodiment described below, are connected to the first valve. A first bypass path (for example, a first bypass path 63 in an embodiment described later) having an end (for example, the other end 63b in the embodiment described later) connected between the battery and the second valve in the discharge path; One end (for example, one end 65a of the embodiment described later) is connected between the first valve and the battery in the introduction path, and the other end (for example, the other end 65b of the embodiment described later) is connected to the second valve. In the warm-up mode, when the temperature of the battery reaches a specified temperature, the first valve is operated. Thus, the refrigerant is introduced into the battery through the first bypass passage, and the refrigerant is discharged from the battery through the second bypass passage by operating the second valve.

  Further, in the battery temperature control system according to claim 5 of the present invention, the control unit executes the warm-up mode before reaching a chargeable place where the battery is scheduled to be charged from an external power source, Determining a required amount of heat required for the refrigerant warming device for the temperature of the battery to reach the warm-up target temperature based on a parameter, and operating the internal combustion engine in response to the required amount of heat. It is a feature.

  Further, in the battery temperature control system according to claim 6 of the present invention, the predetermined parameters include an estimated arrival time to the rechargeable place, outside air temperature information, a temperature of the battery, and a temperature of the refrigerant. It is characterized by including.

When the battery is warmed up by letting a heated refrigerant flow, in the prior art, the temperature of the upstream cell in the flow direction of the refrigerant or the temperature of the cell in the vicinity of the part where the refrigerant is introduced is higher than that of other cells. However, there was a tendency for the temperature to rise, and there was a temperature difference between battery cells. In particular, in a low temperature environment, the output may be limited corresponding to the coldest cell, and charge / discharge characteristics may be deteriorated as compared with a normal temperature environment.
On the other hand, the battery temperature control system according to claim 1 of the present invention includes a refrigerant heating device capable of heating the refrigerant in response to the operation of the internal combustion engine, and in the warm-up mode, the refrigerant heating device. When the refrigerant is heated by the battery temperature and the battery temperature reaches the specified temperature, at least one of the flow direction of the refrigerant flowing through the battery and the part where the refrigerant is introduced into the battery is changed. The generation of a temperature difference between the cells can be suppressed and warm-up can be performed early.

  In the battery temperature control system according to the second aspect of the present invention, in the warm-up mode, the circulating direction of the refrigerant is reversed with respect to the normal mode by driving the circulator in the reverse direction. When this happens, it is possible to change the flow direction of the refrigerant flowing through the battery and the portion where the refrigerant is introduced into the battery. Thereby, while suppressing the generation | occurrence | production of the temperature difference between the cells of a battery, warming up can be performed at an early stage.

  The battery temperature control system according to claim 3 of the present invention includes a bypass path connected between the introduction path and the discharge path in the battery. In the warm-up mode, the battery is operated from the bypass path to the battery by operating the valve. Since the refrigerant is introduced, when the temperature of the battery reaches the specified temperature, the part where the refrigerant is introduced into the battery can be changed. Thereby, while suppressing the generation | occurrence | production of the temperature difference between the cells of a battery, warming up can be performed at an early stage.

  In the warm-up mode, the battery temperature control system according to claim 4 of the present invention introduces refrigerant into the battery through the first bypass by operating the first valve and operates the second valve by operating the second valve. Since the refrigerant is discharged from the battery through the two bypass paths, the flow direction of the refrigerant flowing through the battery and the portion where the refrigerant is introduced into the battery can be changed when the temperature of the battery reaches a specified temperature. Thereby, while suppressing the generation | occurrence | production of the temperature difference between the cells of a battery, warming up can be performed at an early stage.

  In the battery temperature control system according to claim 5 of the present invention, the control unit executes the warm-up mode before reaching the chargeable place where the battery is scheduled to be charged from the external power source. The charging speed in a chargeable place can be improved. In addition, the required heat quantity required for the refrigerant warming device for the battery temperature to reach the warm-up target temperature is determined based on a predetermined parameter, and the internal combustion engine is operated in accordance with the required heat quantity so that the exhaust heat is discharged. The refrigerant can be heated by a refrigerant heating device such as a recovery device, a heat exchanger, or an electric heater. That is, the internal combustion engine is operated according to the required amount of heat, the exhaust heat of the exhaust gas exhausted from the internal combustion engine is recovered, and the exhaust heat is transferred to the refrigerant. Supply exhaust heat to a heat exchanger that recovers and transfers exhaust heat to the refrigerant, or supplies part or all of the electric power generated by the power generation unit to the electric heater in response to the operation of the internal combustion engine Thus, the refrigerant can be heated.

In the battery temperature control system according to claim 6 of the present invention, the predetermined parameters include the estimated arrival time to the rechargeable place, outside air temperature information, the battery temperature, and the refrigerant temperature. When it reaches the rechargeable place, the battery warm-up can be terminated to prepare for charging. In addition, since warm-up is performed in consideration of outside air temperature information, battery temperature, and refrigerant temperature, it is possible to prevent the generator from operating more than necessary. Therefore, it is possible to improve the energy efficiency of warm-up as compared with the prior art.
it can.

It is a schematic diagram which shows a hybrid vehicle provided with the battery temperature control system of this invention. It is a schematic block diagram of the battery temperature control system of 1st embodiment, Comprising: It is explanatory drawing before a battery becomes a regulation temperature at the time of warming-up mode. It is a schematic block diagram of the battery temperature control system of 1st embodiment, Comprising: It is explanatory drawing after a battery becomes a regulation temperature at the time of warming-up mode. It is a schematic block diagram of the battery temperature control system of 2nd embodiment, Comprising: It is explanatory drawing before a battery becomes a regulation temperature at the time of warming-up mode. It is a schematic block diagram of the battery temperature control system of 2nd embodiment, Comprising: It is explanatory drawing after a battery becomes prescribed temperature at the time of warming-up mode. It is a schematic block diagram of the battery temperature control system of 3rd embodiment, Comprising: It is explanatory drawing before a battery becomes a regulation temperature at the time of warming-up mode. It is a schematic block diagram of the battery temperature control system of 3rd embodiment, Comprising: It is explanatory drawing after a battery becomes prescribed temperature at the time of warm-up mode.

Embodiments of the present invention will be described below with reference to the drawings.
In general, a hybrid vehicle includes an electric motor and an internal combustion engine, and travels by a driving force of at least one of the electric motor and the internal combustion engine according to a traveling state. There are roughly two types of hybrid vehicles: a series system and a parallel system.
A series-type hybrid vehicle travels by the power of an electric motor. Internal combustion engines are used only for power generation. Electric power generated by the generator by the power of the internal combustion engine is charged in the battery.
A parallel hybrid vehicle travels using the power of one or both of an electric motor and an internal combustion engine. A series-parallel hybrid vehicle that combines a series system and a parallel system is also known. In a series / parallel type hybrid vehicle, the driving force transmission system is switched to either the series type or the parallel type by disconnecting or connecting (disconnecting) the clutch according to the running state.

(First embodiment)
FIG. 1 is a schematic diagram showing a hybrid vehicle equipped with the battery temperature control system of the present invention. In the following description, the front-rear, left-right, up-down directions are the same as the front-rear, left-right, up-down directions in the hybrid vehicle unless otherwise specified.
As shown in FIG. 1, the so-called series system is adopted for the hybrid vehicle 1 of the present invention. The hybrid vehicle 1 includes a power generation unit 101, a battery 103 (Batt), a driving unit 105, a charging device 107 (CHG), a control unit 109 (ECU), and a battery temperature control system 3.

The power generation unit 101 includes an internal combustion engine 101a (ENG), a generator 101b (GEN), and a first inverter 101c (INV1).
The internal combustion engine 101a is a so-called engine, and is driven by burning a fuel such as gasoline in a cylinder and reciprocating a piston in the cylinder using thermal expansion of gas. The output shaft of the internal combustion engine 101a is connected to the rotating shaft of the generator 101b and drives the generator 101b.

For example, a three-phase brushless motor is employed as the generator 101b. The generator 101b is driven by the power of the internal combustion engine 101a and generates a three-phase AC voltage (that is, electric power).
The first inverter 101c converts the three-phase AC voltage generated by the generator 101b into a DC voltage. The DC voltage converted by the first inverter 101c is charged in the battery 103 as electric power.

The battery 103 has a plurality of cells arranged in the battery box. The plurality of cells are configured by combining series and parallel, and supply a voltage of about 200 to 300 V, for example. As the cell, for example, a lithium ion battery or a nickel metal hydride battery is employed.
A water jacket 104 is provided outside the battery box. The water jacket 104 is disposed outside the battery box, for example, below the plurality of cells. Inside the water jacket 104, the refrigerant can flow along the direction in which the plurality of cells are arranged. The water jacket 104 of the battery 103 constitutes the refrigerant flow path 31 of the battery temperature control system 3 to be described later.

The drive unit 105 includes an electric motor 105a (MOT), a second inverter 105b (INV2), and a gear box 105c (G / B).
For example, a three-phase brushless motor is employed as the electric motor 105a. The electric motor 105a generates power for the hybrid vehicle 1 to travel. Torque generated by the electric motor 105a is transmitted to the drive shaft via the gear box 105c.

  The second inverter 105b converts the DC voltage from the battery 103 into a three-phase AC voltage and supplies it to the electric motor 105a. The second inverter 105 b converts the three-phase AC voltage generated in the motor 105 a during regenerative braking of the motor 105 a into a DC voltage and charges the battery 103.

  The gear box 105c converts the driving force from the electric motor 105a into a rotation speed and a torque at a specific gear ratio, and transmits them to the drive shaft.

  The charging device 107 receives power from an external device and charges the battery 103. The charging device 107 includes, for example, a connector connection unit to which a connector of an external power supply device is connected, and a conversion unit that converts supplied power into DC power. Charging by the charging device 107 is performed, for example, by connecting to an external power source of a charging stand (corresponding to “chargeable place” in the claims) provided in a highway service area, a sightseeing spot, a commercial facility, or the like.

  The control unit 109 is an electronic control device called a so-called management ECU, which acquires the remaining capacity (SOC: State of Charge) of the battery 103, the state of the power generation unit 101, the state of the drive unit 105, the hybrid vehicle 1 Calculation of the required output based on the accelerator pedal opening and the vehicle speed according to the driver's accelerator operation, control of the drive unit 105, control of the power generation unit 101, control of the battery temperature control system 3 and pump 41, which will be described later, and the like are performed.

The control unit 109 sets the operation plan of the hybrid vehicle 1 by calculating the remaining capacity of the battery 103 and the amount of power generated from the power generation unit 101 based on information such as the driver's destination and the waypoint of the hybrid vehicle 1. To do. The control unit 109 performs drive control of the drive unit 105 and power generation control of the power generation unit 101 based on the operation plan of the hybrid vehicle 1 and predetermined parameters. As an example of the predetermined parameter, for example, the estimated arrival time to the rechargeable place, outside air temperature information, the temperature of the battery 103, the temperature of the refrigerant that cools the battery 103, and the like can be cited.
The control unit 109 constitutes a part of the battery temperature control system 3 and controls the battery temperature control system 3.

FIG. 2 is a schematic configuration diagram of the battery temperature control system of the first embodiment, and is an explanatory diagram before the battery reaches a specified temperature in the warm-up mode. 2 and the subsequent schematic diagrams schematically represent the temperature distribution of the battery 103.
As shown in FIG. 2, the battery temperature control system 3 of the present embodiment corresponds to the control unit 109 (see FIG. 1), the refrigerant flow path 31, and the pump 41 (P) (the “circulator” in the claims). ), A refrigerant heating device 43 (EHR), and a radiator 45 (RAD).

The control unit 109 executes a normal mode in which the battery 103 is cooled and a warm-up mode in which the battery 103 is warmed up to a warm-up target temperature, for example, in a low temperature environment. Note that the low temperature environment means, for example, an outside air temperature of 0 ° C. or lower.
The controller 109 executes the warm-up mode before reaching the chargeable place set by the operation plan. Here, the chargeable place is a place where the battery is scheduled to be charged, and refers to, for example, a charging station provided in a highway service area, a sightseeing spot, a commercial facility, or the vicinity thereof.
In addition, in the warm-up mode, the control unit 109 determines a required heat amount required for the refrigerant heating device 43 in order for the temperature of the battery 103 to reach the warm-up target temperature based on a predetermined parameter. The predetermined parameters are, for example, the estimated arrival time to the rechargeable place, outside air temperature information, the temperature of the battery 103, and the temperature of the refrigerant circulating in the refrigerant flow path 31.

  The refrigerant channel 31 is a channel through which the refrigerant introduced into and discharged from the battery 103 circulates. The refrigerant flow path 31 has an introduction path 33 for introducing the refrigerant into the battery 103 and a discharge path 35 for discharging the refrigerant from the battery 103 in the normal mode for cooling the battery 103.

One end 33 a of the introduction path 33 communicates with one end 104 a of the water jacket 104 that serves as an inlet for the refrigerant into the battery 103 in the normal mode for cooling the battery 103. The other end 33b of the introduction path 33 communicates with a discharge port of a pump 41 described later.
One end 35 a of the discharge path 35 communicates with the other end 104 b of the water jacket 104 that serves as a refrigerant discharge port from the battery 103 in the normal mode in which the battery 103 is cooled. The other end 35b of the discharge path 35 communicates with a suction port of a pump 41 described later.

  The pump 41 is an electric pump that is driven by electric power, for example. The pump 41 is driven according to a control signal output from the control unit 109. In the normal mode in which the battery 103 is cooled, the pump 41 sucks the refrigerant from the discharge path 35 and discharges it to the introduction path 33, whereby the refrigerant circulates through the refrigerant flow path 31. Here, the rotational drive of the pump 41 in the normal mode is defined as normal rotation drive, and the rotation opposite to the normal rotation drive is defined as reverse rotation drive. Further, the flow direction in which the refrigerant circulates in the normal mode (the direction of the arrow Wf in FIG. 2) is defined as the forward direction, and the flow direction opposite to the forward direction is defined as the reverse direction.

The refrigerant heating device 43 is disposed in the discharge path 35. The refrigerant heating device 43 is a device that can heat the refrigerant in response to the operation of the internal combustion engine 101 a of the power generation unit 101 in the warm-up mode in which the battery 103 is warmed up. Specifically, the refrigerant warming device 43 collects exhaust heat of exhaust gas discharged from the internal combustion engine 101a of the power generation unit 101 and transfers exhaust heat to the refrigerant, or engine cooling water. A heat exchanger that collects exhaust heat and transfers the exhaust heat to the refrigerant, and heats the cooling water using part or all of the electric power generated by the power generation unit 101 in response to the operation of the internal combustion engine 101a. An electric heater or the like is employed.
In this embodiment, the case where the refrigerant heating device 43 is an exhaust heat recovery device will be described as an example. In the refrigerant heating device 43, the main flow path and the heat transfer flow path through which the exhaust gas can flow and the flow path through which the exhaust gas flows can be switched between the main flow path and the heat transfer flow path. And a switching valve.

The exhaust gas discharged from the internal combustion engine 101a flows through the main channel in the normal mode. In the normal mode, the exhaust gas flows through the main flow path and is then released to the outside of the hybrid vehicle 1.
The exhaust gas discharged from the internal combustion engine 101a flows through the heat transfer channel in the warm-up mode. A heat exchange core is provided in the heat transfer channel. The refrigerant flows through the heat exchange core. The refrigerant heating device 43 transfers exhaust heat from the exhaust gas to the refrigerant via the heat exchange core in the warm-up mode. In the warm-up mode, the exhaust gas flows through the heat transfer passage and is then released to the outside of the hybrid vehicle 1.

  As the switching valve, for example, a thermoactuator that operates when the temperature reaches a predetermined temperature, or a solenoid valve that operates the valve using the magnetic force of an electromagnet (solenoid) is employed. The switching valve is configured so that the exhaust gas discharged from the internal combustion engine 101a flows through the main flow channel in the normal mode and flows through the heat transfer flow channel in the warm-up mode. And switching.

  The radiator 45 is disposed between the battery 103 and the refrigerant heating device 43 in the discharge path 35. The refrigerant flows through the inside of the radiator 45. The radiator 45 cools the refrigerant flowing through the refrigerant flow path 31 through heat exchange with, for example, traveling wind generated when the hybrid vehicle 1 travels.

Then, the effect | action of the battery temperature control system 3 of 1st embodiment mentioned above is demonstrated.
(Normal mode)
In the normal mode, the refrigerant warming device 43 switches the flow path of the refrigerant warming apparatus 43 by the switching valve so that the exhaust gas flows through the main flow path. At this time, the refrigerant flowing through the heat exchange core of the refrigerant heating device 43 is in a state in which heat transfer from the exhaust heat is suppressed.
The control unit 109 outputs a control signal and drives the pump 41 to rotate forward. As a result, the refrigerant circulates in the forward direction through the refrigerant flow path 31.
The battery 103 is cooled by heat exchange with the circulating refrigerant. Further, the circulating refrigerant is radiated by the radiator 45. Thereby, the battery 103 is cooled to a predetermined temperature by the refrigerant circulating in the refrigerant flow path 31.

(Warm-up mode)
The warm-up mode is executed, for example, in a low temperature environment until the vehicle reaches a chargeable place set by the operation plan.
First, the control unit 109 determines a required amount of heat required for the refrigerant warming device 43 in order for the temperature of the battery 103 to reach the warm-up target temperature based on a predetermined parameter. The predetermined parameters are, for example, the estimated arrival time to the chargeable place, outside air temperature information, the temperature of the battery 103, the temperature of the refrigerant circulating in the refrigerant flow path 31, and the like.

Next, the refrigerant warming device 43 sends a control signal to, for example, a solenoid valve to switch the flow path of the refrigerant warming device 43 so that the exhaust gas flows through the heat transfer flow path by the switching valve. In addition, it is good also as a structure which employ | adopts a thermoactuator as a switching valve and operates passively according to the temperature of a refrigerant | coolant, and switches a flow path. Thereby, the refrigerant heating device 43 can transfer the exhaust heat to the refrigerant.
Next, the control unit 109 outputs a control signal at a predetermined timing to start the internal combustion engine 101a of the power generation unit 101 so that the temperature of the battery 103 reaches the warm-up target temperature when it reaches the chargeable place. At the same time, the pump 41 is driven forward.
Exhaust heat is transferred to the refrigerant by the refrigerant heating device 43, and the refrigerant circulates in the forward direction in the refrigerant flow path 31 in a state where the temperature is higher than that in the normal mode. Thereby, the battery 103 is warmed by the refrigerant circulating in the refrigerant flow path 31 and is warmed up to a specified temperature (for example, between about 15 degrees Celsius and about 45 degrees Celsius).

  Here, as shown in the graph schematically showing the temperature distribution of the battery 103 in FIG. 2, the temperature of the battery 103 is the one corresponding to the one end 104a of the water jacket 104 serving as the refrigerant inlet. However, it becomes higher than the site | part corresponding to the other end part 104b of the water jacket 104 used as the discharge port of a refrigerant | coolant. This is because when the refrigerant flows while warming up the battery 103, heat is transferred from the refrigerant to the cells of the battery 103, and the temperature of the refrigerant flowing through the battery 103 gradually decreases. For this reason, a temperature gradient (temperature difference between cells) occurs in the battery 103.

FIG. 3 is a schematic configuration diagram of the battery temperature control system of the first embodiment, and is an explanatory diagram after the battery reaches a specified temperature in the warm-up mode.
Next, the control unit 109 outputs a control signal at the timing when one cell of the plurality of cells of the battery 103 rises to the specified temperature, and drives the pump 41 in the reverse direction.
Exhaust heat is transferred to the refrigerant by the refrigerant heating device 43, and the refrigerant circulates in the reverse direction (the direction of the arrow Wcf in FIG. 3) through the refrigerant flow path 31 in a state where the temperature is higher than that in the normal mode. At this time, the refrigerant is introduced from the other end 104b of the water jacket 104 serving as a refrigerant discharge port in the normal mode, and is discharged from the one end 104a of the water jacket 104 serving as a refrigerant introduction port in the normal mode. Thereby, as shown in the graph schematically showing the temperature distribution of the battery 103 in FIG. 3, the temperature of the portion of the battery 103 corresponding to the other end 104 b of the water jacket 104 increases. Therefore, the temperature difference between the cells of the battery 103 can be suppressed.
The warm-up mode ends when the battery reaches the chargeable place set by the operation plan or when the plurality of cells of the battery 103 reach the warm-up target temperature. The warm-up target temperature may be the same temperature as the specified temperature, or may be a temperature different from the specified temperature.

When the battery is warmed up by letting a heated refrigerant flow, in the prior art, the temperature of the upstream cell in the flow direction of the refrigerant or the temperature of the cell in the vicinity of the part where the refrigerant is introduced is higher than that of other cells. However, there was a tendency for the temperature to rise, and there was a temperature difference between battery cells. In particular, in a low temperature environment, the output may be limited corresponding to the coldest cell, and charge / discharge characteristics may be deteriorated as compared with a normal temperature environment.
On the other hand, the battery temperature control system 3 of this embodiment includes a refrigerant heating device 43 that recovers exhaust heat of the internal combustion engine 101a and can transfer exhaust heat to the refrigerant. While the exhaust heat is transferred to the refrigerant by the temperature device 43, the flow direction of the refrigerant flowing through the battery 103 is changed to the reverse direction when the temperature of at least some of the cells of the battery 103 reaches the specified temperature. Therefore, it is possible to suppress the occurrence of a temperature difference between the cells of the battery 103 and to warm up early. Therefore, even when the battery 103 is charged in a low temperature environment, the battery 103 can be charged efficiently.

  Further, in the warm-up mode, the battery temperature control system 3 of the present embodiment reverses the flow direction of the refrigerant to the reverse direction of the normal mode by driving the pump 41 in the reverse direction. The flow direction of the refrigerant flowing through 103 and the portion where the refrigerant is introduced into the battery 103 can be changed. As a result, the occurrence of a temperature difference between the cells of the battery 103 can be suppressed, and warm-up can be performed early. Therefore, even when the battery 103 is charged in a low temperature environment, the battery 103 can be charged efficiently.

  Further, in the battery temperature control system 3 of the present embodiment, the control unit 109 executes the warm-up mode before reaching the chargeable place where the battery 103 is scheduled to be charged from the external power source. The charging speed in a chargeable place can be improved. Further, based on a predetermined parameter, the required heat amount required for the refrigerant warming device 43 for the temperature of the battery 103 to reach the warm-up target temperature is determined, and the internal combustion engine 101a is operated in accordance with the required heat amount. Therefore, the battery 103 can be warmed up while being charged by the generator 101b. Therefore, it is possible to improve the energy efficiency of warm-up as compared with the prior art.

  Further, in the battery temperature control system 3 of the present embodiment, the predetermined parameters include the estimated arrival time to the chargeable place, the outside air temperature information, the battery temperature, and the refrigerant temperature, so that the hybrid vehicle 1 The battery 103 can be warmed up when it arrives at a rechargeable place, and can be prepared for charging. In addition, since warm-up is performed in consideration of outside air temperature information, the temperature of the battery 103, and the temperature of the refrigerant, it is possible to prevent the generator 101b from operating more than necessary. Therefore, it is possible to improve the energy efficiency of warm-up as compared with the prior art.

(Second embodiment)
Next, the battery temperature control system 3A according to the second embodiment will be described.
FIG. 4 is a schematic configuration diagram of the battery temperature control system of the second embodiment, and is an explanatory diagram before the battery reaches a specified temperature in the warm-up mode.
In the battery temperature control system 3 according to the first embodiment, the refrigerant flow path 31 is used for discharging the refrigerant from the battery 103 and the introduction path 33 for introducing the refrigerant into the battery 103 in the normal mode for cooling the battery 103. And a discharge path 35 (see FIG. 2).
On the other hand, as shown in FIG. 4, in the battery temperature control system 3 </ b> A according to the second embodiment, the refrigerant flow path 31 includes a valve 51 (V) in addition to the introduction path 33 and the discharge path 35. The second embodiment is different from the first embodiment in that a bypass path 53 is provided. In the following, detailed description of the same configuration as in the first embodiment is omitted.

As shown in FIG. 4, the battery temperature control system 3 </ b> A according to the second embodiment includes a valve 51 and a bypass path 53.
The valve 51 is disposed in the introduction path 33. The valve 51 is a so-called three-way valve. For example, a thermoactuator that operates when a predetermined temperature is reached, or a solenoid valve that operates the valve using the magnetic force of an electromagnet (solenoid) is employed. The valve 51 opens the introduction path 33 in the normal mode and blocks the flow of the refrigerant to a bypass path 53 described later. In addition, when the temperature of the battery 103 reaches a specified temperature in the warm-up mode, the valve 51 blocks the flow of the refrigerant to the battery 103 in the introduction path 33 and opens a bypass path 53 described later.

  The bypass path 53 connects the valve 51 and the battery 103. One end 53 a of the bypass passage 53 is connected to the valve 51. The other end 53 b of the bypass passage 53 is connected between the introduction passage 33 and the discharge passage 35 in the battery 103 and is connected to the intermediate introduction portion 104 c of the water jacket 104. The intermediate introduction portion 104c of the water jacket 104 is formed, for example, at an intermediate portion between the one end portion 104a and the other end portion 104b of the water jacket 104.

Next, the operation of the battery temperature control system 3A of the second embodiment described above will be described.
(Normal mode)
In the normal mode, the refrigerant warming device 43 switches the flow path of the refrigerant warming apparatus 43 by the switching valve so that the exhaust gas flows through the main flow path. At this time, the refrigerant flowing through the heat exchange core of the refrigerant heating device 43 is in a state in which heat transfer from the exhaust heat is suppressed.
The control unit 109 outputs a control signal and drives the pump 41 to rotate forward. Further, the valve 51 opens the introduction path 33 in the normal mode and blocks the flow of the refrigerant to the bypass path 53. As a result, the refrigerant flows through the introduction path 33 (in the direction of arrow Wa in FIG. 4) and circulates in the forward direction of the refrigerant channel 31 (in the direction of arrow Wf in FIG. 4).
The battery 103 is cooled by heat exchange with the circulating refrigerant. Further, the circulating refrigerant is radiated by the radiator 45. Thereby, the battery 103 is cooled to a predetermined temperature by the refrigerant circulating in the refrigerant flow path 31.

(Warm-up mode)
In the warm-up mode, the control unit 109 determines the required heat amount required for the refrigerant heating device 43 based on a predetermined parameter.
Next, the refrigerant heating device 43 switches the flow path of the exhaust gas by the switching valve, and transfers the exhaust heat to the refrigerant.
Next, the control unit 109 starts the internal combustion engine 101a of the power generation unit 101 and drives the pump 41 to rotate forward so that the temperature of the battery 103 reaches the warm-up target temperature when it reaches the chargeable place. Thereby, the battery 103 is warmed by the refrigerant circulating in the refrigerant flow path 31 and is warmed up to a specified temperature.
Here, as in the first embodiment, the temperature of the battery 103 is such that the portion corresponding to the one end 104a of the water jacket 104 serving as the refrigerant inlet is the other of the water jacket 104 serving as the refrigerant outlet. It becomes higher than the site | part corresponding to the edge part 104b. For this reason, a temperature gradient (temperature difference between cells) occurs in the battery 103 (see the graph of FIG. 4).

FIG. 5 is a schematic configuration diagram of the battery temperature control system of the second embodiment, and is an explanatory diagram after the battery reaches a specified temperature in the warm-up mode.
Next, the valve 51 blocks the flow of the refrigerant to the battery 103 in the introduction path 33 and opens the bypass path 53. In the case where the valve 51 is a thermoactuator, the valve operates when the temperature of the refrigerant reaches a predetermined temperature, interrupts the flow of the refrigerant to the battery 103 in the introduction path 33, and sets the bypass path 53. Configured to open. Further, when the valve 51 is a solenoid valve, the valve is operated by a control signal of the control unit 109 to block the flow of the refrigerant to the battery 103 in the introduction path 33 and to open the bypass path 53. Composed.
Exhaust heat is transferred to the refrigerant by the refrigerant heating device 43, and the refrigerant flows through the bypass passage 53 in a state where the temperature is higher than that in the normal mode (in the direction of the arrow Wb in FIG. 5). (Direction of arrow Wf in FIG. 5). At this time, the refrigerant is introduced from the intermediate introduction portion 104c of the water jacket 104, and is discharged from the other end portion 104b of the water jacket 104 that serves as a refrigerant discharge port in the normal mode. As a result, as shown in the graph schematically showing the temperature distribution of the battery 103 in FIG. 5, the temperature of the portion of the battery 103 corresponding to the intermediate introduction portion 104 c of the water jacket 104 increases. Therefore, the temperature difference between the cells of the battery 103 can be suppressed.

  According to the battery temperature control system 3A of the second embodiment, the battery 103 includes the bypass passage 53 that is connected between the introduction passage 33 and the discharge passage 35 in the battery 103 and connected to the intermediate introduction portion 104c of the water jacket 104. In the machine mode, when the temperature of the battery 103 reaches the specified temperature, the refrigerant is introduced into the battery 103 from the bypass passage 53 by operating the valve 51. Therefore, the temperature of at least some of the cells of the battery 103 is the specified temperature. When this happens, the part where the refrigerant is introduced into the battery 103 can be changed. As a result, the occurrence of a temperature difference between the cells of the battery 103 can be suppressed, and warm-up can be performed early. Therefore, even when the battery 103 is charged in a low temperature environment, the battery 103 can be charged efficiently.

(Third embodiment)
Next, the battery temperature control system 3B according to the third embodiment will be described.
FIG. 6 is a schematic configuration diagram of the battery temperature control system of the third embodiment, and is an explanatory diagram before the battery reaches a specified temperature in the warm-up mode.
In the battery temperature control system 3 according to the first embodiment, the refrigerant flow path 31 is used for discharging the refrigerant from the battery 103 and the introduction path 33 for introducing the refrigerant into the battery 103 in the normal mode for cooling the battery 103. And a discharge path 35 (see FIG. 2).
In the battery temperature control system 3A according to the second embodiment, the refrigerant flow path 31 includes a valve 51 (V) and a bypass path 53 in addition to the introduction path 33 and the discharge path 35 (see FIG. 4).
On the other hand, as shown in FIG. 6, in the battery temperature control system 3B according to the third embodiment, the refrigerant flow path 31 includes the first valve 61 (V1) in addition to the introduction path 33 and the discharge path 35. The second embodiment differs from the first and second embodiments in that the second valve 62 (V2), the first bypass passage 63, and the second bypass passage 65 are provided. In the following, detailed description of the same configurations as those of the first embodiment and the second embodiment is omitted.

As shown in FIG. 6, the battery temperature control system 3 </ b> B according to the third embodiment includes a first valve 61, a second valve 62, a first bypass path 63, and a second bypass path 65. .
The first valve 61 is disposed in the introduction path 33. The first valve 61 opens the introduction path 33 in the normal mode and blocks the flow of the refrigerant to the first bypass path 63 described later. Further, the first valve 61 cuts off the flow of the refrigerant to the battery 103 in the introduction path 33 when the temperature of the battery 103 reaches the specified temperature in the warm-up mode, and allows the first bypass path 63 to be described later. Open.

  The second valve 62 is the discharge path 35 and is provided between the battery 103 and the refrigerant heating device 43. In the present embodiment, the second valve 62 is disposed between the battery 103 and the refrigerant heating device 43 in the discharge path 35 and between the battery 103 and the radiator 45. The second valve 62 opens the discharge path 35 in the normal mode and blocks the flow of the refrigerant from the second bypass path 65 (described later) to the discharge path 35. Further, the second valve 62 cuts off the flow of the refrigerant from the battery 103 in the discharge path 35 when the temperature of the battery 103 reaches the specified temperature in the warm-up mode, and sets a second bypass path 65 described later. Open.

  The first valve 61 and the second valve 62 are so-called three-way valves, similar to the valve 51 (see FIG. 4) of the battery temperature control system 3A according to the second embodiment. And a solenoid valve that operates the valve by using the magnetic force of an electromagnet (solenoid).

  The first bypass path 63 connects the first valve 61 and the discharge path 35. One end 63 a of the first bypass path 63 is connected to the first valve 61. The other end 63 b of the first bypass path 63 is connected between the battery 103 and the second valve 62 in the discharge path 35.

  The second bypass path 65 connects the introduction path 33 and the second valve 62. One end 65 a of the second bypass path 65 is connected between the first valve 61 and the battery 103 in the introduction path 33. The other end 65 b of the second bypass path 65 is connected to the second valve 62.

Then, the effect | action of the battery temperature control system 3B of 3rd embodiment mentioned above is demonstrated.
(Normal mode)
In the normal mode, the refrigerant warming device 43 switches the flow path of the refrigerant warming apparatus 43 by the switching valve so that the exhaust gas flows through the main flow path. At this time, the refrigerant flowing through the heat exchange core of the refrigerant heating device 43 is in a state in which heat transfer from the exhaust heat is suppressed.
The control unit 109 outputs a control signal and drives the pump 41 to rotate forward. Further, the first valve 61 opens the introduction path 33 in the normal mode and blocks the flow of the refrigerant to the first bypass path 63. The second valve 62 opens the discharge path 35 in the normal mode and blocks the flow of the refrigerant to the second bypass path 65. Thereby, the refrigerant flows through the introduction path 33 and the discharge path 35 (directions of arrows Wa1 and Wa2 in FIG. 6), and circulates in the forward direction in the refrigerant flow path 31 (direction of arrow Wf in FIG. 6).
The battery 103 is cooled by heat exchange with the circulating refrigerant. Further, the circulating refrigerant is radiated by the radiator 45. Thereby, the battery 103 is cooled to a predetermined temperature by the refrigerant circulating in the refrigerant flow path 31.

(Warm-up mode)
As in the first and second embodiments, the control unit 109 determines the required heat amount required for the refrigerant heating device 43 based on a predetermined parameter, and when the battery 103 arrives at a chargeable place. Is warmed up so that the temperature reaches the warm-up target temperature.
Here, as in the first embodiment and the second embodiment, a temperature gradient (temperature difference between cells) is generated in the battery 103 (see the graph of FIG. 6).

FIG. 7 is a schematic configuration diagram of the battery temperature control system of the third embodiment, and is an explanatory diagram after the battery reaches a specified temperature in the warm-up mode.
Next, the first valve 61 blocks the flow of the refrigerant to the battery 103 in the introduction path 33 and opens the first bypass path 63. The second valve 62 blocks the refrigerant flow from the battery 103 in the discharge path 35 and opens the second bypass path 65. When the first valve 61 and the second valve 62 are thermoactuators, the valves are configured to operate when the temperature of the refrigerant reaches a predetermined temperature. Further, when the first valve 61 and the second valve 62 are solenoid valves, the valves are configured to operate according to a control signal from the control unit 109. One of the first valve 61 and the second valve 62 may be a thermoactuator and the other may be a solenoid valve.

Exhaust heat is transferred to the refrigerant by the refrigerant heating device 43, and the refrigerant flows through the first bypass passage 63 in a state where the temperature is higher than that in the normal mode (in the direction of arrow Wb1 in FIG. 7). The refrigerant is introduced into the battery 103 from the other end 104b of the water jacket 104 serving as a refrigerant outlet in the normal mode, and discharged from the one end 104a of the water jacket 104 serving as a refrigerant inlet in the normal mode. The Thereafter, the refrigerant flows through the second bypass passage 65 and the discharge passage 35 (in the direction of arrow Wb2 in FIG. 7), and circulates in the forward direction in the refrigerant passage 31 (in the direction of arrow Wf in FIG. 7).
Thereby, as shown in the graph schematically showing the temperature distribution of the battery 103 in FIG. 7, the temperature of the portion of the battery 103 corresponding to the other end 104 b of the water jacket 104 increases. Therefore, the temperature difference between the cells of the battery 103 can be suppressed.

  According to the battery temperature control system 3B of the third embodiment, in the warm-up mode, the refrigerant is introduced into the battery 103 through the first bypass passage 63 by operating the first valve 61 and the second valve 62 is operated. Accordingly, the refrigerant is discharged from the battery 103 through the second bypass passage 65. Therefore, when the temperature of at least some of the cells of the battery 103 reaches a specified temperature, the flow direction of the refrigerant flowing through the battery 103, and the battery The part into which the refrigerant is introduced into 103 can be changed. As a result, the occurrence of a temperature difference between the cells of the battery 103 can be suppressed, and warm-up can be performed early. Therefore, even when the battery 103 is charged in a low temperature environment, the battery 103 can be charged efficiently.

  The present invention is not limited to the above-described embodiment described with reference to the drawings, and various modifications can be considered within the technical scope thereof.

  In each of the above-described embodiments, the hybrid vehicle 1 adopting the so-called series system has been described as an example. If the refrigerant | coolant heating apparatus 43 which can heat a refrigerant | coolant corresponding to this driving | operation is provided, this invention is applicable. Therefore, the present invention may be applied to a so-called series / parallel hybrid vehicle.

  Further, in each of the above-described embodiments, the exhaust heat of the exhaust gas exhausted from the internal combustion engine 101a of the power generation unit 101 is recovered as the refrigerant heating device 43 that can heat the refrigerant in response to the operation of the internal combustion engine 101a. The exhaust heat recovery device that transfers the exhaust heat to the refrigerant has been described as an example, but the refrigerant heating device 43 is not limited to the exhaust heat recovery device of the above-described embodiment. That is, the refrigerant heating device 43 that can heat the refrigerant in response to the operation of the internal combustion engine 101a is, for example, a heat exchanger that collects exhaust heat of engine cooling water and transfers the exhaust heat to the refrigerant, or an internal combustion engine. An electric heater or the like that heats the cooling water by using a part or all of the electric power generated by the power generation unit 101 corresponding to the operation of 101a may be used.

  In each of the above-described embodiments, the control unit 109 calculates the remaining capacity of the battery 103 and the amount of power generated from the power generation unit 101 based on information such as the driver's destination and the waypoint of the hybrid vehicle 1, and the hybrid vehicle. 1 operation plan was set. On the other hand, for example, information such as a destination or a waypoint may be transmitted to a server device or the like outside the hybrid vehicle 1, and an operation plan may be set by the information processing device in the server device. Further, for example, communication with a terminal device such as a smartphone, a tablet terminal, or a personal computer may be performed, and an operation plan may be set by the terminal device.

  In each of the above-described embodiments, the required amount of heat required for the refrigerant heating device 43 is determined based on a predetermined parameter, and the predetermined parameters include the estimated arrival time to the chargeable place, outside air temperature information, battery However, the present invention is not limited to this. Therefore, for example, as the predetermined parameter, a difference in elevation of the travel route of the hybrid vehicle 1, a road surface condition, weather, or the like may be employed.

  In each above-mentioned embodiment, although pump 41 was arranged between battery 103 and refrigerant warming device 43, the position of pump 41 is not limited. Therefore, for example, the pump 41 may be disposed between the radiator 45 and the refrigerant heating device 43, or the pump 41 may be disposed between the battery 103 and the radiator 45.

  In addition, it is possible to appropriately replace the components in the above-described embodiments with known components without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 3 Battery temperature control system 31 Refrigerant flow path 33 Introductory path 35 Discharge path 41 Pump (circulator)
43 Refrigerant Heating Device 51 Valve 53 Bypass Path 61 First Valve 62 Second Valve 63 First Bypass Path 65 Second Bypass Path 101a Internal Combustion Engine 101b Generator 103 Battery 105a Electric Motor 107 Charging Device 109 Control Unit

Claims (6)

A generator that generates electric power by operating an internal combustion engine, a battery that can store electric power generated by the generator, an electric motor that is driven by electric power supplied from the battery, and a charging device that can charge the battery from an external power source A battery temperature control system for a hybrid vehicle comprising:
A control unit that executes a normal mode for cooling the battery and a warm-up mode for raising the battery to a warm-up target temperature;
A refrigerant passage through which the refrigerant circulates, including an introduction path for introducing the refrigerant into the battery in the normal mode; and a discharge path for discharging the refrigerant from the battery;
A circulator driven by the controller and circulating the refrigerant;
A refrigerant heating device capable of heating the refrigerant in response to the operation of the internal combustion engine;
With
In the warm-up mode, the refrigerant is heated by the refrigerant heating device, and when the temperature of the battery reaches a specified temperature, the flow direction of the refrigerant flowing through the battery, and the battery A battery temperature control system characterized by changing at least one of the parts into which the refrigerant is introduced. The battery temperature control system according to claim 1,
In the warm-up mode, when the temperature of the battery reaches a specified temperature, the circulator is driven in reverse to reverse the flow direction of the refrigerant with respect to the normal mode. Temperature control system. The battery temperature control system according to claim 1,
A valve provided in the introduction path;
A bypass path having one end connected to the valve and the other end connected between the introduction path and the discharge path in the battery;
With
In the warm-up mode, the refrigerant is introduced into the battery from the bypass path by operating the valve when the temperature of the battery reaches a specified temperature. The battery temperature control system according to claim 1,
A first valve provided in the introduction path;
A second valve provided in the discharge path between the battery and the refrigerant heating device;
A first bypass path having one end connected to the first valve and the other end connected between the battery and the second valve in the discharge path;
A second bypass path having one end connected between the first valve and the battery in the introduction path and the other end connected to the second valve;
With
In the warm-up mode, when the temperature of the battery reaches a specified temperature, the refrigerant is introduced into the battery through the first bypass by operating the first valve, and the second valve is operated. By discharging the refrigerant, the refrigerant is discharged from the battery through the second bypass path. The battery temperature control system according to any one of claims 1 to 4,
The control unit executes the warm-up mode until the battery arrives at a chargeable place where the battery is scheduled to be charged from an external power source, and the temperature of the battery reaches the warm-up target temperature based on a predetermined parameter. A battery temperature control system characterized by determining a required heat amount required for the refrigerant heating device and operating the internal combustion engine in response to the required heat amount. The battery temperature control system according to claim 5,
The battery temperature control system, wherein the predetermined parameters include an estimated arrival time to the rechargeable place, outside air temperature information, a temperature of the battery, and a temperature of the refrigerant.

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