JP4924301B2 - Battery cooling system - Google Patents

Description

  The present invention relates to a battery cooling device, and more particularly to a battery cooling device applied to a vehicle equipped with an air conditioner.

  In recent years, electric vehicles such as electric vehicles, hybrid vehicles, and fuel cell vehicles have been introduced that employ electric motors as a source of vehicle driving force and are equipped with large-capacity batteries that store electric power for driving the electric motors. Yes.

  A battery mounted on such an automobile inputs and outputs a relatively large amount of electric power, and thus temperature management is important. For this reason, for example, as disclosed in Japanese Patent Application Laid-Open No. 2006-172931 (Patent Document 1), a configuration in which air cooled by an air conditioner for vehicle interior is used for battery cooling is employed. In particular, in the charge / discharge control device and the vehicle disclosed in Patent Document 1, in consideration of the point that the battery cooling capacity cannot be sufficiently secured according to the operating state of the air conditioner, the battery is charged according to the operating state of the air conditioner. A configuration for setting a limit value for the amount or discharge amount is disclosed.

  Japanese Patent Laying-Open No. 2005-45857 (Patent Document 2) discloses an actual heating value measuring means for measuring an actual heating value of a battery, and an actual heating value as a configuration for reliably preventing an excessive temperature rise of a power storage device. Discloses a configuration of an output control device including output reduction means for reducing the output of the battery when the heat generation exceeds the target heat generation amount.

Furthermore, Japanese Patent Application Laid-Open No. 2007-97359 (Patent Document 3) discloses a battery charge / discharge control system that enables battery temperature increase control in consideration of fuel efficiency in consideration of the effect of battery temperature on fuel efficiency in a hybrid vehicle. It is disclosed. Specifically, the navigation device that calculates and provides the required travel time required for the vehicle to reach the travel destination from the current location, the battery temperature sensor that detects the battery temperature, the required travel time and the battery temperature And a storage device for storing mode determination conditions for determining whether to execute battery temperature increase control or normal charge / discharge control based on the fuel efficiency required for charging / discharging for battery temperature increase, and mode determination conditions A configuration of a battery charge / discharge control system is disclosed that includes a charge / discharge control unit that performs battery charge / discharge control by applying the required time to reach and the battery temperature.
JP 2006-172931 A JP 2005-45857 A JP 2007-97359 A

  In general, in a system that uses cooling air from an air conditioner for battery cooling, a cooling mode (indoor intake mode) in which the battery is cooled by air from the passenger compartment, and cooling in which the battery is cooled by cooling air from the air conditioner A control configuration that selectively uses the mode (A / C cooling mode) is adopted. Thereby, even in a situation where the battery can be sufficiently cooled by the air in the passenger compartment, the power consumption of the air conditioner can be prevented from increasing by generating the cooling air of the battery by the air conditioner.

  In such a control configuration, the point is how to appropriately switch between the indoor intake mode and the A / C intake mode. Generally, based on the battery load calculated based on the charge / discharge current of the battery, the A / C cooling mode having a high cooling capacity is applied when the battery heat generation is large, while in the indoor intake mode at other times. Is being applied.

  However, the amount of cooling air supplied by the air conditioner is naturally limited, and the amount of cooling air that can be used for battery cooling depends on the cooling conditions set by the vehicle occupant (room temperature setting, air volume setting, etc.). There may be cases where the amount of cooling air from the air conditioner that can be used is limited. Therefore, if battery cooling is controlled without taking this point into consideration, there is a possibility that the battery cannot be sufficiently cooled.

  Further, in an electric vehicle that can collect regenerative electric power during regenerative braking operation by an electric motor for driving the vehicle, the amount of regenerative energy recovered may be increased by suppressing battery temperature rise by battery cooling using an air conditioner. Be expected. Therefore, it is preferable to consider the fuel efficiency when selecting the cooling mode.

  The present invention has been made to solve such problems. An object of the present invention is to provide a mode in which air in a vehicle compartment is guided to a battery for cooling, and air that has been cooled by an air conditioner. It is an object of the present invention to provide a battery cooling device that can perform battery cooling reliably and efficiently by appropriately selecting a mode for guiding and cooling.

  A battery cooling device according to the present invention is a battery cooling device applied to a vehicle equipped with an air conditioner for air-conditioning a passenger compartment, and includes a first cooling path for guiding air in the passenger compartment to the battery, A temperature detector for detecting the temperature of the air guided by the cooling path, a second cooling path for guiding the air from the air conditioner to the battery, and a space between the first and second cooling paths and the battery. Control for selectively setting a switching valve, a first cooling mode for cooling the battery with air from the first cooling path, and a second cooling mode for cooling the battery with air from the second cooling path A part. The control unit selects and selects one of the first and second cooling modes based on the air temperature detected by the temperature detector, the load state of the battery, and the operating condition of the air conditioner. The operation of the switching valve is controlled according to the cooling mode.

  Preferably, the control unit includes a battery load estimation unit, a reference value setting unit, and a cooling mode setting unit. The battery load estimation unit calculates the estimated load value of the battery based on the charge / discharge current of the battery. The reference value setting unit sets the reference value of the estimated load value corresponding to the switching point between the first and second cooling modes based on the air temperature and the operating condition of the air conditioner. The cooling mode setting unit selects the second cooling mode when the estimated load value is greater than the reference value, and selects the first cooling mode when the estimated load value is equal to or less than the reference value. The reference value setting unit sets the reference value to a relatively low value when the amount of air that can be used for cooling the battery from the air conditioner is relatively small due to the operating condition, compared to when the amount of air that can be used is large. Set to.

  More preferably, the operating condition of the air conditioner includes whether or not the amount of air from the air conditioner that can be used for cooling the battery is limited. Then, the reference value setting unit sets the reference value to a relatively low value when the air amount is limited as compared to when there is no limit.

  Alternatively, more preferably, the operating condition of the air conditioner includes an upper limit value of the air amount from the air conditioner that can be used for cooling the battery. The reference value setting unit sets the reference value to a relatively low value as the air amount upper limit value decreases.

  According to the battery cooling device, based on the operating conditions of the air conditioner, for example, depending on whether or not there is a restriction on the amount of air from the air conditioner that can be used for cooling the battery and the air amount set value, the first cooling mode (Indoor intake mode) and second cooling mode (A / C intake mode) can be selected. As a result, for example, when the amount of air from the air conditioner that can be used for battery cooling is small, the second cooling mode that uses the cooling air from the air conditioner is selected at an early stage to prevent the battery temperature from rising. Thus, it is possible to more reliably suppress the temperature rise of the battery.

  Preferably, the vehicle further includes an electric motor capable of generating power during regenerative braking and a navigation device, and the battery is configured to be rechargeable by regenerative electric power from the electric motor. The control unit selects the first cooling mode to the destination based on the travel pattern to the destination predicted according to the road information between the current position of the vehicle and the destination by the navigation device. The energy balance in each of the cases where the second cooling mode is selected up to the destination is estimated, and the first and second cooling modes are compared based on the comparison of the energy balance in each estimated cooling mode. Select one.

  In this way, the energy consumption in the air conditioner by using the air conditioner for battery cooling based on the travel pattern to the destination is selected for the cooling mode selection whether to use the air conditioner for cooling the battery. The second mode (A / C cooling mode) can be selected when the increase and the increase in the amount of regenerative energy recovered due to the battery temperature suppression effect are compared to contribute to the improvement of fuel consumption. Thereby, the battery cooling mode can be selected so as to improve the energy efficiency of the entire vehicle.

  A battery cooling device according to another configuration of the present invention is a battery cooling device applied to a vehicle equipped with an electric motor capable of generating power during regenerative braking, an air conditioner that air-conditions a passenger compartment, and a navigation device. The battery is configured to be rechargeable by regenerative power from an electric motor. The cooling device includes a first cooling path that guides the air in the passenger compartment to the battery, a temperature detector that detects a temperature of the air guided by the first cooling path, and a first that guides the air from the air conditioner to the battery. Two cooling paths, a switching valve provided between the first and second cooling paths and the battery, a first cooling mode for cooling the battery with air from the first cooling path, and a second And a controller that selectively sets a second cooling mode in which the battery is cooled by air from the cooling path. Further, the control unit selects the first cooling mode to the destination based on the travel pattern to the destination predicted according to the road information between the current position of the vehicle and the destination by the navigation device. The energy balance in each of the cases where the second cooling mode is selected up to the destination is estimated, and the first and second cooling modes are compared based on the comparison of the energy balance in each estimated cooling mode. One is selected and the operation of the switching valve is controlled according to the selected cooling mode.

  Preferably, the control unit includes a travel pattern prediction unit, a battery temperature transition prediction unit, a fuel consumption condition prediction unit, and a cooling mode determination unit. The travel pattern prediction unit predicts a travel pattern to the destination based on information from the navigation device. The battery temperature transition prediction unit predicts the battery temperature transition when the first cooling mode is selected and the battery temperature transition when the second cooling mode is selected based on the predicted traveling pattern. . The fuel consumption condition predicting unit is based on the battery that is compared with the case where the first cooling mode is selected up to the destination in the case where the second cooling mode is selected up to the destination based on the predicted traveling pattern and temperature transition. The amount of increase in regenerative energy to be recovered and the amount of increase in energy consumption in the air conditioner are predicted. The cooling mode determination unit selects the second cooling mode when the fuel consumption condition prediction unit predicts that the increase amount of regenerative energy is larger than the increase amount of energy consumption.

  According to the battery cooling device, the use of the air conditioner for battery cooling based on the travel pattern prediction based on the navigation information increases the energy consumption in the air conditioner and increases the regenerative energy recovery amount due to the battery temperature suppression effect. And the cooling mode can be selected. In other words, the battery cooling mode can be selected so as to improve the energy efficiency of the entire vehicle, and the fuel efficiency can be improved.

  According to the battery cooling device of the present invention, a mode for cooling the battery by guiding the air in the vehicle interior to the battery and a mode for cooling the battery by guiding the air cooled by the air conditioner to the battery are appropriately selected. Thus, the battery can be cooled reliably and efficiently.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

[Embodiment 1]
FIG. 1 is a diagram showing a schematic arrangement of components of a vehicle 100 equipped with a battery cooling device according to Embodiment 1 of the present invention.

  Referring to FIG. 1, a vehicle 100 includes a passenger compartment 25 in which a driver or other occupant rides, an engine 23 disposed in a front portion in front of the passenger compartment 25, a motor generator 24, a front air conditioner unit (air conditioner). Device).

  The engine 23 and the motor generator 24 generate driving force for the wheels 21. The front air conditioner unit includes, for example, a vehicle interior / exterior heat exchanger 4, a compressor 5, an electric compressor 6, and a heat exchanger 7.

  The inside / outside heat exchanger 4, the compressor 5, the electric compressor 6, and the heat exchanger 7 are connected by a refrigerant passage 27, and the refrigerant is compressed by the compressor 5 while the engine 23 is in operation, While the engine 23 is stopped, the refrigerant is compressed by the electric compressor, and the refrigerant circulates in the cooling passage. At the time of cooling, the refrigerant compressed by the compressor 5 or the electric compressor 6 returns to the compressor 5 or the electric compressor 6 via the heat exchanger 7 from the vehicle internal / external heat exchanger 4, and heat is discharged to the outside of the vehicle. Is done. Although details are omitted, heating by an air conditioner is also possible. The air cooled or heated by the front air conditioner unit is guided to the passenger compartment 25 via the ventilation path 26.

  Vehicle 100 is a hybrid vehicle that generates vehicle driving force by using engine 23 and motor generator 24 together. Therefore, vehicle 100 further includes a battery 50 and a power converter (not shown) such as an inverter that performs power conversion between battery 50 and motor generator 24. As the battery 50, for example, a nickel metal hydride battery or a lithium ion battery is preferably used.

  The motor generator 24 receives electric energy from the battery 50 during operation to generate driving force for the wheels 21, and returns electric energy (regenerative energy) generated by the rotational energy received from the wheels 21 during the regenerative operation to the battery 50. That is, the battery 50 can be charged by regenerative energy. The power converter performs power conversion bidirectionally between the direct current of the battery 50 and the alternating current of the motor generator.

  The vehicle 100 further includes a wheel 22 that is a rear wheel of a non-driven wheel disposed in a rear portion in front of the passenger compartment 25, a trunk room 18 provided in the rear portion of the vehicle, a rear air conditioner unit 60, and a blower for battery cooling. A blower 110 and a switching valve 105 for switching the intake path for battery cooling are included.

  In the present embodiment, in order to exemplify a configuration in which battery 50 is mounted on the rear portion, rear air conditioner unit 60 corresponds to an “air conditioner” used for battery cooling. However, the application of the present invention is not limited to such a configuration. For example, the cooling path is configured to use the cool air from the front air conditioner unit for battery cooling, and the air conditioner is arranged at the front portion. Can be used as the “air conditioner” in the present invention. That is, as long as the vehicle is equipped with the battery 50 and the “air conditioner” connected so as to be able to supply cooling air to the battery 50, the present invention can be applied without any particular limitation on these arrangement locations. A certain point is described in a confirming manner.

  The rear air conditioner unit 60 cools and sends out the air in the passenger compartment 25 drawn from the air inlet 72. The cooling air from the rear air conditioner unit 60 is sent out to the air outlet 75 provided in the passenger compartment 25 and the cooling path 125 leading to the switching valve 105.

  Temperature sensors 11 to 14 are attached to the battery 50. For example, a thermistor or the like can be used as the temperature sensor. The battery 50 has an optimum temperature, and it is desirable to warm up quickly when the battery temperature is low at the start-up in an environment where the temperature of the outside air is low such as in winter.

  Further, in an environment where the outside air temperature is high, such as in summer, the air from the passenger compartment 25 that has been temperature-controlled by the air-conditioning apparatus that is performing the cooling operation can be directly guided to the battery 50 via the first cooling path 120. Furthermore, if the air cooled by the rear air conditioner unit 60 is used for battery cooling by the second cooling path 125, the cooling capacity of the battery 50 can be increased.

  When air is supplied to the battery 50 by the blower blower 110, heat is radiated from the battery 50 through the heat exchange fins 8 formed on the surface of the battery 50. The air used for cooling the battery 50 is heated by heat exchange, and then discharged to the outside through the exhaust port 85.

  The switching valve 105 uses the first cooling path 120 for directly using the air sucked from the air inlet 72 provided in the passenger compartment 25 for battery cooling and the air cooled by the rear air conditioner unit 60 for battery cooling. The second cooling path 125 and the blower blower 110 are provided.

  By controlling the switching valve 105, the air from the first cooling path 120 and the air from the second cooling path 125 can be selectively sucked by the blower blower 110 and guided to the battery 50. Note that the temperature sensor 15 is also disposed in the vicinity of the air inlet 72, and the air temperature (intake air temperature) guided to the battery 50 by the first cooling path 120 is measured. The arrangement location of the temperature sensor 15 is not limited to the illustration of FIG. 1, and can be provided, for example, on the downstream side of the blower blower 110 indicated by the oblique lines in FIG. 1.

  2 and 3 are diagrams illustrating a cooling mode of the secondary battery cooling device according to the embodiment of the present invention.

  FIG. 2 shows an intake path in an indoor intake mode (first cooling mode) in which air in the passenger compartment 25 is directly guided to the battery 50 to cool the battery. On the other hand, FIG. 3 shows an intake path in the A / C intake mode (second cooling mode) in which the battery is cooled by the air cooled by the rear air conditioner unit 60.

  Referring to FIG. 2, rear air conditioner unit 60 includes an air filter 62, an air conditioner blower 64, and an evaporator 66. As shown in FIG. 1, air in the passenger compartment is introduced from the air inlet 72. At least one of the intake ports 72 is provided with an open / close valve 102 for opening and closing the intake port.

  In the rear air conditioner unit 60, air in the vehicle compartment is sucked from the air inlet 72 through the air filter 62 by the air conditioner blower 64. The sucked air is cooled by passing through the evaporator 66. The air (cooling air) that has passed through the evaporator 66 is supplied to the passenger compartment 25 from the air blowing port 75 shown in FIG. Thereby, the cooling air corresponding to the air-conditioning operation input (setting room temperature, air volume setting, etc.) by a passenger | crew can be supplied to the vehicle interior 25. FIG. Each air outlet 75 is provided with an opening / closing valve 77 that can be opened and closed by the operation of the passenger.

  Further, an air path that guides air from the passenger compartment 25 to the trunk room 18 can be selectively formed by controlling the on-off valve 104, and further, the air filter 62 and the air conditioner blower 64 are bypassed by controlling the on-off valve 108. Paths can be selectively formed.

  In the first cooling mode (indoor intake mode), the switching valve 105 is controlled to the I side. As a result, room air from the air inlet 72 is sucked by the blower blower 110 and is directly guided to the battery 50. That is, the battery cooling by the first cooling path 120 is selected.

  On the other hand, referring to FIG. 3, in the second cooling mode (A / C intake mode), switching valve 105 is controlled to the II side. Thus, the air cooled by the rear air conditioner unit 60 is sucked by the blower blower 110 and guided to the battery 50. That is, the battery cooling by the second cooling path 125 is selected.

  FIG. 4 is a block diagram illustrating the configuration of the battery cooling device according to the first embodiment of the present invention.

  Referring to FIG. 4, control unit 200 performs selection of the indoor intake mode and the A / C intake mode, and when the indoor intake mode is selected, first cooling that guides intake air from vehicle compartment 25 to battery 50. The switching valve 105 is controlled so that the path 120 is formed. On the other hand, when the A / C intake mode is selected, the switching valve 105 is controlled so that the second cooling path 125 that guides the air cooled by the rear air conditioner unit 60 to the battery 50 is formed. Further, the control unit 200 is configured to be able to control the operation / stop of the blower blower 110 and the intake air amount.

  The control unit 200 is measured by the battery temperature Tb measured by the temperature sensors 11 to 14, the intake air temperature Tar measured by the temperature sensor 15, and the current sensor 30 arranged to detect the input / output current of the battery 50. The battery voltage Vb is received from the voltage sensor 32 arranged to measure the battery current Ib and the output voltage of the battery 50.

  The air conditioner control unit 210 controls the operations of the front air conditioner unit (FIG. 1) and the rear air conditioner unit 60 based on air conditioning operation input (set room temperature, air volume setting, etc.) and sensor output (temperature, room temperature, humidity, etc.) by the occupant. .

  The operation of the air conditioner blower 64 of the rear air conditioner unit 60 is controlled by the air conditioner control unit 210, and the amount of cooling air supplied by the rear air conditioner unit 60 is set accordingly. At this time, depending on the air conditioning operation input, the amount of cooling air to be supplied to the passenger compartment 25 is increased, so that the amount of air that can be used for battery cooling, that is, the air that can be supplied to the battery 50 through the second cooling path 125 is limited. May be. Therefore, from the air conditioner control unit 210 to the control unit 200, information indicating whether or not the air amount is limited or information indicating the usable air amount for cooling air that can be used for battery cooling from the rear air conditioner unit (air conditioner). Has been sent out.

  Control unit 200 controls battery cooling based on battery temperature Tb, battery current Ib, battery voltage Vb, intake air temperature Tar, and air conditioner conditions from air conditioner control unit 210. Specifically, the amount of intake air by the blower blower 110 and selection between the first cooling mode (indoor intake mode) and the second cooling mode (A / C intake mode) are controlled.

  FIG. 5 is a functional block diagram illustrating a configuration relating to the cooling mode selection in the control unit 200.

  Referring to FIG. 5, cooling mode selection unit 250 includes a battery load estimation unit 260, a cooling mode setting unit 270, and a reference value setting unit 280.

  The battery load estimator 260 basically calculates the estimated load value LBAT of the battery 50 based on the mean square value of the battery current Ib. Specifically, the estimated load value LBAT is calculated based on a moving average of the square values of the battery current Ib within a time period that is a certain period back from the present time.

  Thereby, the estimated load value LBAT can be calculated in correspondence with the Joule heat generated by the internal resistance by the battery current Ib, that is, the thermal load of the battery 50. Alternatively, the battery temperature Tb may be further reflected, and when the battery temperature Tb is high, the load estimated value LBAT may be adjusted to be relatively high.

  The cooling mode setting unit 270 is configured to compare the indoor intake mode (first cooling mode) and the reference value Lth set by the reference value setting unit 280 with the battery load estimated value LBAT by the battery load estimating unit 260. Which one of the A / C intake mode (second cooling mode) is selected is determined, and the control signal SC of the switching valve 105 is generated based on the selection result of the cooling mode. Based on this control signal SC, the switching valve 105 is controlled to the I side or the II side shown in FIGS.

  Specifically, cooling mode setting unit 270 selects A / C intake mode when battery load estimated value LBAT is higher than reference value Lth, that is, when the thermal load of battery 50 is higher than the reference, while other than that In the case of, the indoor intake mode is selected.

  The reference value setting unit 280 sets the reference value Lth based on the intake air temperature Tar from the passenger compartment 25 and the air conditioner condition from the air conditioner control unit 210.

6 and 7 show examples of setting the reference value Lth by the reference value setting unit 280. FIG.
In the setting example shown in FIG. 6, the air conditioner indicates whether or not there is a restriction on the amount of air that can be used for battery cooling from the air conditioner (rear air conditioner unit 60).

  In the example of FIG. 6, the reference value Lth is basically relatively low in accordance with the intake air temperature Tar so that the higher the intake air temperature Tar, the battery cooling by the air conditioner starts from a lower heat load state. Is set to a value. For example, when there is no air amount restriction, the reference value Lth is set according to the intake air temperature Tar according to the map 282. On the other hand, when there is an air amount restriction, the reference value Lth is set according to the intake air temperature Tar according to the map 284. According to the map 284, compared to the map 282, the reference value Lth is set so that the A / C intake mode is selected from a lower load state for the same intake air temperature Tar.

  In the setting example shown in FIG. 7, the air conditioner condition includes an air amount upper limit value Qmax that can be used for battery cooling from the air conditioner (rear air conditioner unit 60).

  In this case, reference value setting unit 280 sets reference value Lth according to intake air temperature Tar and air amount upper limit Qmax. For example, the reference value Lth can be set by configuring in advance a map 285 that defines the correspondence between the intake air temperature Tar and the reference value Lth for each air amount upper limit Qmax.

  Also for the map 285, as with the maps 282 and 284, the reference value Lth is set so that the battery cooling by the air conditioner starts from a lower heat load state as the intake air temperature Tar is higher, and the air amount upper limit value Qmax The reference value Lth is set so that the A / C intake mode is selected from a lower load state with respect to the same intake air temperature Tar as the value becomes smaller.

  According to the setting of the reference value Lth according to FIG. 6 and FIG. 7, when the amount of air that can be used for battery cooling from the rear air conditioner unit 60 (air conditioner) is small, the temperature is once lowered after the battery temperature rises. Since it is difficult to secure the cooling capacity, it is possible to select the A / C intake mode from the lower load region so as to prevent the battery temperature from rising preliminarily.

  FIG. 8 is a flowchart for executing the battery cooling control shown in FIGS. 4 and 5 by software processing.

  For example, a CPU (Central Processing Unit) (not shown) included in the control unit 200 reads a program including each step of the flowchart shown in FIG. 8 from a ROM (Read Only Memory), executes the read program, and performs processing according to the flowchart. Can be configured to execute. Therefore, the ROM corresponds to a computer (CPU) readable recording medium in which a program including each step of the flowchart described in the present embodiment is recorded.

  Referring to FIG. 8, in step S100, control unit 200 acquires sensor outputs such as battery temperature Tb and intake air temperature Tar. In step S110, the battery load estimated value LBAT is calculated. Since the process in step S110 is the same as the operation of battery load estimating unit 260 in FIG. 5, description thereof will not be repeated.

  Furthermore, the control part 200 acquires the air-conditioner conditions from the air-conditioner control part 210 shown in FIG. 4 by step S120. As described above, the air conditioner condition includes information indicating whether or not the air amount is restricted and the usable air amount upper limit value Qmax for the cooling air that can be used for battery cooling from the rear air conditioner unit 60 (air conditioner).

  In step S130, control unit 200 sets reference value Lth according to the air conditioner conditions, according to the maps shown in FIGS. That is, the process in step S130 corresponds to the operation of the reference value setting unit 280 in FIG.

  Further, in step S140, control unit 200 compares battery load estimated value LBAT calculated in step S110 with reference value Lth set in step S130. Then, when battery load estimated value LBAT exceeds reference value Lth (YES in S140), control unit 200 selects the A / C intake mode (second cooling mode) in step S150. On the other hand, when battery load estimated value LBAT is equal to or smaller than reference value Lth (NO in S140), control unit 200 selects the indoor intake mode (first cooling mode) in step S160.

  If it does in this way, cooling control by the battery cooling device by Embodiment 1 of this invention demonstrated in FIGS. 4-7 is realizable by the software process by the control part 200. FIG.

  As described above, in the battery cooling device according to the first embodiment, in consideration of the operating conditions of the air conditioner (rear air conditioner unit 60) that can be used for battery cooling, the cooling mode selection according to the heat load of the battery is performed. By doing so, the temperature rise of the battery can be prevented more appropriately and reliably. Specifically, when the amount of cooling air from the air conditioner that can be used for battery cooling is small, the second cooling mode in which the cooling air from the air conditioner is used in a state where the thermal load of the battery is lower. By selecting, it is possible to preliminarily prevent the battery temperature from rising.

[Embodiment 2]
FIG. 9 is a schematic block diagram illustrating the configuration of the battery cooling device according to the second embodiment of the present invention.

  Referring to FIG. 9, in Embodiment 2, navigation device 300 is further mounted on vehicle 100. Then, navigation information from the navigation device 300 is given to the control unit 200 and reflected in the selection of the cooling mode by the control unit 200.

  The navigation device 300 includes a display unit 302, a GPS antenna 304, a gyro sensor 306, an interface unit 308, a storage unit 312, and a navigation control unit 315.

  The navigation control unit 315 performs a setting process for setting a destination based on an occupant's operation, and performs a search process for setting a travel route from the current location of the vehicle 100 to the destination. Specifically, the navigation control unit 315 obtains information on the destination set by the occupant from the display unit 302 including a touch display. Alternatively, the destination can be set by prediction by learning control based on the travel route and the like experienced so far. Further, in a vehicle not equipped with the navigation device 300, the battery load itself may be learned and controlled.

  Further, the navigation control unit 315 reads the road map data recorded on the recording medium 310 such as a CD or DVD via the interface unit 308. The navigation control unit 315 grasps the current location of the vehicle 100 using the GPS antenna 304 and the gyro sensor 306, and displays the vehicle position on the display unit 302 so as to overlap the road map data. Further, the navigation control unit 315 performs a navigation operation for searching and displaying a travel route from the current position to the destination.

  The road map data (road information) includes altitude value information. The gyro sensor 306 is preferably a 3D gyro. Thereby, even when the vehicle 100 climbs or goes down a slope, the position of the vehicle 100 can be accurately obtained. The storage unit 312 is, for example, an HDD, and stores road map data in a nonvolatile manner. Note that the arrangement of the storage unit 312 can be omitted.

  The navigation control unit 315 predicts the traveling state of the vehicle 100 to the destination based on the current traveling position and the destination of the vehicle 100, and sends navigation information indicating this to the control unit 200. The navigation information includes, for example, the required travel time and required travel distance to the destination, and the distance of the travel section such as downhill travel, altitude difference, slope slope, etc. that can perform regenerative power generation to the destination. Contains information.

  Other configurations shown in FIG. 9 are the same as those in FIG. 4, and thus detailed description will not be repeated.

  FIG. 10 is a block diagram illustrating a cooling mode setting configuration in the battery cooling device according to the second embodiment.

  Referring to FIG. 10, cooling mode selection unit 350 according to Embodiment 2 includes a travel pattern prediction unit 360, a battery temperature transition prediction unit 370, a fuel consumption condition prediction unit 380, and a cooling mode determination unit 390.

  The travel pattern prediction unit 360 predicts the travel pattern PT based on the navigation information from the navigation device 300. The travel pattern PT includes a required travel distance to the destination, a required travel time, a regenerative power generation amount in the travel section to the destination, and a predicted value of the battery current Ib. The travel pattern PT may use the navigation information from the navigation device 300 as it is, or may be obtained by calculation based on the navigation information. In other words, the travel pattern PT necessary for battery cooling control can be created on the navigation device 300 side and sent to the control unit 200 as navigation information. In this case, the function of the traveling pattern prediction unit 360 is realized by the navigation device 300. Note that, as described above, in a vehicle not equipped with the navigation device 300, the travel pattern PT may be set by reflecting the learning result of the battery load.

  The battery temperature transition prediction unit 370 determines the battery temperature until arrival at the destination when the indoor intake mode (first cooling mode) is selected based on the travel pattern PT, the battery current Ib, the intake air temperature Tar, and the battery temperature Tb. And predicting the battery temperature transition until arrival at the destination when the A / C intake mode (second cooling mode) is selected. Battery predicted temperature T # (2).

  The fuel consumption condition prediction unit 380 includes energy prediction units 392, 394, and 396. The energy predicting unit 392 assumes that the indoor intake mode is selected up to the destination based on the travel pattern PT and the predicted battery temperature T # (1) when the indoor intake mode is selected. A regenerative energy recovery amount W1 is predicted.

  Similarly, energy prediction unit 394 assumes that A / C intake mode has been selected up to the destination based on travel pattern PT and battery predicted temperature T # (2) when A / C intake mode is selected. A regenerative energy recovery amount W2 during traveling to the destination is predicted.

  Further, the energy predicting unit 396 predicts an increase in energy consumption W3 in the air conditioner (rear air conditioner unit 60) when the A / C intake mode is selected up to the destination based on the travel pattern PT.

  The cooling mode determination unit 390 selects a cooling mode based on the energy W1 to W3 predicted by the energy prediction units 392 to 396, and sends a control signal SC corresponding to the selected cooling mode to the switching valve 105.

FIG. 11 is a conceptual diagram illustrating cooling mode selection according to the second embodiment.
In FIG. 11, the transition from the current location (time = 0) to the arrival at the destination (time = t1) with respect to the battery temperature, the charge / discharge power upper limit value and the regenerative energy recovery amount when the indoor intake mode is selected is indicated by a dotted line The transition when the / C cooling mode is selected is indicated by a solid line.

  Referring to FIG. 11 (a), when traveling to the destination, the battery temperature is determined by selecting the A / C intake mode in comparison with the transition of the battery temperature T (1) when the indoor intake mode is selected. The transition of T (2) is on the lower temperature side. However, the energy consumption in the air conditioner (rear air conditioner unit 60) increases due to the selection of the A / C intake mode.

  Referring to FIG. 11 (b), when the indoor intake mode is selected, a case where the charge / discharge power upper limit value is limited as the battery temperature T (1) rises may occur. On the other hand, in the A / C intake mode, since the battery temperature T (2) is suppressed, the charge / discharge power upper limit value is not particularly limited, and the regenerative power can be recovered to the maximum.

  As a result, as shown in FIG. 11 (c), the regenerative energy recovery amount W2 when the A / C intake mode is selected is the limit of the charge / discharge power upper limit due to the battery temperature rise as shown in FIG. 11 (b). In consideration of the occurrence of this, it is expected to be larger than the regenerative energy recovery amount W1 when the indoor intake mode is selected.

  Assuming that the increase in the regenerative energy recovery amount is ΔW (ΔW = | W1-W2 |), when ΔW is larger than the energy consumption increase amount W3 in the air conditioner, the A / C cooling mode is selected. In addition, energy efficiency in the entire vehicle can be improved, and fuel consumption can be improved.

  On the other hand, if the indoor air intake mode is selected up to the destination but the battery temperature does not rise up to the region where the upper limit of charge / discharge power as shown in FIG. Since the amount of increase in energy consumption W3 in the air conditioner is larger than the increase ΔW, it is not a good idea to select the A / C intake mode.

  Therefore, the cooling mode determination unit 390 increases the increase ΔW in the regenerative energy recovery amount by selecting the A / C intake mode, and increases the energy consumption in the air conditioner (rear air conditioner unit 60) by selecting the A / C intake mode. Based on the comparison with the amount W3, specifically, the control signal SC is generated so that the A / C intake mode is selected when ΔW> W3, while the indoor intake mode is selected otherwise.

  Note that it is preferable that the determination of the cooling mode according to the second embodiment is sequentially updated as the vehicle travels by periodically executing the determination. In this case, regarding the comparison between ΔW and W3, the cooling mode is set by providing hysteresis between the transition from the A / C intake mode to the indoor intake mode and the transition from the indoor intake mode to the A / C intake mode. It is preferable to avoid the frequently changing hunting phenomenon.

  FIG. 12 is a flowchart for executing the battery cooling control shown in FIGS. 10 and 11 by software processing.

  For example, a CPU (Central Processing Unit) (not shown) included in the control unit 200 reads a program including each step of the flowchart shown in FIG. 11 from a ROM (Read Only Memory), executes the read program, and performs processing according to the flowchart. Can be configured to execute.

  Referring to FIG. 12, in step S200, control unit 200 acquires a sensor output in the same manner as in step S100. In step 210, navigation information from the navigation device 300 is acquired. Furthermore, in step S220, the control unit 200 predicts a travel pattern based on the navigation information and calculates the travel pattern PT shown in FIG.

  In step S230, the control unit 200 predicts battery temperature transitions until reaching the destination in each of the indoor intake mode selection and the A / C intake mode selection based on the travel pattern predicted in step S220. That is, the processing in step S230 corresponds to an operation of calculating predicted battery temperatures T # (1) and T # (2) by battery temperature transition prediction unit 370 shown in FIG.

  Further, the control unit 200 predicts the fuel consumption status in step S240. Step S240 predicts the regenerative energy recovery amount W1 by traveling to the destination when the indoor intake mode is selected, and predicts the regenerative energy recovery amount W2 by traveling to the destination when the A / C intake mode is selected. Step S244 and Step S246 for predicting an increase in energy consumption W3 in the air conditioner (rear air conditioner unit 60) when the A / C intake mode is selected are included.

  Then, in step S250, control unit 200 determines whether or not | W1-W2 |> W3 for the energy W1 to W3 obtained in steps S242 to S246. When | W1-W2 |> W3 (YES in S250), the control unit 200 air-conditions the increase ΔW (= | W1-W2 |) of the regenerative energy recovery amount by selecting the A / C intake mode. Since the amount of increase in energy consumption of the apparatus is exceeded, it is determined that it is better to select the A / C intake mode in terms of fuel efficiency, and the cooling mode is set to the A / C intake mode in step S260.

  On the other hand, when step S250 is NO, control unit 200 selects a cooling mode in step S270 from the viewpoint of battery temperature protection, similarly to steps S110 to S160 in FIG.

  As described above, the determination in step S250 is performed between the case where the current cooling mode is the A / C intake mode and the case of the indoor intake mode in order to avoid the hunting phenomenon in which the cooling mode frequently changes. It is preferable to provide hysteresis. For example, once the A / C intake mode is selected, occurrence of hunting can be prevented by changing the determination in step S250 to | W1−W2 |> W3 + α (α · hysteresis amount).

  In this way, the cooling control by the battery cooling device according to the second embodiment of the present invention described with reference to FIGS. 10 to 11 can also be realized by software processing by the control unit 200.

  As described above, according to the battery cooling device of the second embodiment, the air conditioning device (rear air conditioner unit 60) is used for battery cooling based on the travel pattern prediction using the navigation information. The cooling mode can be selected by comparing the increase in the energy consumption and the increase in the regenerative energy recovery amount due to the battery temperature suppression effect. That is, the fuel consumption can be improved by selecting the cooling mode so as to improve the energy efficiency of the entire vehicle.

  In the first and second embodiments of the present invention, the vehicle 100 exemplifying a hybrid vehicle includes, in addition to the hybrid vehicle, an electric vehicle not equipped with an internal combustion engine, and a fuel cell (Fuel) that generates electric energy using fuel. It may be a fuel cell vehicle further equipped with (Cell).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows schematic arrangement | positioning of the component of the vehicle carrying the battery cooling device which concerns on Embodiment 1 of this invention. It is a figure explaining the intake path in the 1st cooling mode (indoor intake mode) of the cooling device of the secondary battery by an embodiment of the invention. It is a figure explaining the intake path in the 2nd cooling mode (A / C intake mode) of the cooling device of the secondary battery by an embodiment of the invention. It is a block diagram explaining the structure of the cooling device of the battery by Embodiment 1 of this invention. It is a functional block diagram explaining the structure which concerns on cooling mode selection among the control parts shown in FIG. It is a conceptual diagram which shows the 1st example of the setting of the reference value by the reference value setting part shown in FIG. It is a conceptual diagram which shows the 2nd example of the setting of the reference value by the reference value setting part shown in FIG. 6 is a flowchart for executing cooling control of the battery shown in FIGS. 4 and 5 by software processing. It is a schematic block diagram explaining the structure of the battery cooling device by Embodiment 2 of this invention. 6 is a functional block diagram illustrating a configuration relating to cooling mode selection in a battery cooling device according to Embodiment 2. FIG. It is a conceptual diagram explaining the cooling mode selection by Embodiment 2. FIG. 12 is a flowchart for executing cooling control of the battery shown in FIGS. 10 and 11 by software processing.

Explanation of symbols

  4 heat exchangers inside and outside the vehicle, 5 compressors, 6 electric compressors, 7 heat exchangers, 8 heat exchange fins, 11-14 temperature sensors (batteries), 15 temperature sensors (intake air), 18 trunk rooms, 21, 22 wheels, 23 Engine, 24 Motor generator, 25 Car compartment, 26 Ventilation path, 27 Refrigerant path, 30 Current sensor, 32 Voltage sensor, 50 Battery, 60 Rear air conditioner unit, 62 Air filter, 64 Air conditioner blower, 66 Evaporator, 72 Air inlet, 75 Air outlet, 77, 102, 104, 108 On-off valve, 85 Air outlet, 100 Vehicle, 105 Switching valve (cooling mode), 110 Air blower, 120 Cooling path (in indoor intake mode), 125 Cooling path (A / C) (In intake mode), 200 control unit, 210 air conditioner control unit, 250, 350 cooling mode Selection unit, 260 battery load estimation unit, 270 cooling mode setting unit, 280 reference value setting unit, 282, 284, 285 map, 300 navigation device, 302 display unit, 304 antenna, 306 gyro sensor, 308 interface unit, 310 recording medium , 312 storage unit, 315 navigation control unit, 360 traveling pattern prediction unit, 370 battery temperature transition prediction unit, 380 fuel consumption condition prediction unit, 390 cooling mode determination unit, 392, 394, 396 energy prediction unit, Ib battery current, LBAT battery Load estimated value, Lth reference value, PT running pattern, Qmax air amount upper limit value, SC control signal, T1 (#), T2 (#) predicted battery temperature, Tar intake temperature, Tb battery temperature, Vb battery voltage, W1 regenerative energy Collected amount (indoor intake mode selection ), W2 regeneration energy recovery amount (when A / C intake mode is selected), W3 consumption energy increase amount (when A / C intake mode is selected).

Claims (4)

A battery cooling device applied to a vehicle equipped with an air conditioner for air conditioning a passenger compartment,
A first cooling path for guiding the air in the passenger compartment to the battery;
A temperature detector for detecting a temperature of air guided by the first cooling path;
A second cooling path for guiding air from the air conditioner to the battery;
A switching valve provided between the first and second cooling paths and the battery;
Control for selectively setting a first cooling mode in which the battery is cooled by air from the first cooling path and a second cooling mode in which the battery is cooled by air from the second cooling path. With
The control unit selects one of the first and second cooling modes based on an air temperature detected by the temperature detector, a load state of the battery, and an operating condition of the air conditioner. Controlling the operation of the switching valve according to the selected cooling mode ,
The controller determines the cooling capacity of the battery based on the air temperature and information on the amount of cooling air from the air conditioner among the operating conditions, and determines the cooling capacity of the battery and the load state of the battery. Select one of the first and second cooling modes according to the state of the heat load,
The controller switches the cooling mode from the first cooling mode to the second cooling mode in response to an increase in the thermal load, and when the cooling capacity of the battery is low, the cooling capacity is high. A battery cooling device configured to select the second cooling mode from a state in which the thermal load of the battery is lower than when . The controller is
A battery load estimator for calculating a load estimated value for representing the thermal load of the battery based on the charge / discharge current of the battery;
A reference value setting unit for setting a reference value of the estimated load value corresponding to the switching point of the first and second cooling modes based on the air temperature and the operating condition of the air conditioner;
A cooling mode setting unit that selects the second cooling mode when the estimated load value is greater than the reference value, and selects the first cooling mode when the estimated load value is equal to or less than the reference value. Including
When the amount of air that can be used for cooling the battery from the air conditioner is relatively small according to the information related to the amount of cooling air from the air conditioner , the reference value setting unit is compared with the case where the amount of air that can be used is large. The battery cooling device according to claim 1, wherein the reference value is set to a relatively low value. The information includes whether or not the amount of air from the air conditioner that can be used for cooling the battery is limited,
The battery cooling device according to claim 2, wherein the reference value setting unit sets the reference value to a relatively low value when the air amount is limited as compared to when there is no limit. The information includes an upper limit value of the amount of air from the air conditioner that can be used for cooling the battery,
The battery cooling device according to claim 2, wherein the reference value setting unit sets the reference value to a relatively low value as the air amount upper limit value decreases.

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