JP5118458B2 - Battery device and in-vehicle load control system including the battery device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a battery device in which temperature of a secondary battery can be adjusted depending on the driving state of a load, and life prolongation can be promoted while optimizing output from the secondary battery, and to provide an on-board load control system including the battery device. <P>SOLUTION: Amount of power supply to the load is determined. When much power supply is necessary, the temperature of the secondary battery 20 is arranged to be maintained at a comparatively high temperature so that a high power output is maintained. When a small amount of power supply is enough, the temperature of the secondary battery 20 is arranged to be maintained at a comparatively low temperature so that the life prolongation is promoted. The amount of the power supply may be a little bit determined depending on the voltage, a current, and the temperature of the secondary battery 20, or may be determined by accepting a switching instruction from the exterior. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a rechargeable battery and a battery device including means for adjusting the temperature of the secondary battery. In particular, the present invention relates to a battery device that can optimize the power supply from a secondary battery according to the driving state of the load and further extend the life of the secondary battery, and an in-vehicle load control system including the battery device.

  It is required to repeatedly use a large-capacity, high-voltage rechargeable secondary battery over a long period of time. The secondary battery has characteristics depending on temperature. The output decreases at a low temperature, and the output is maintained at a high temperature, but the possibility that the lifetime is shortened increases.

  In Patent Document 1, a battery, a charger, and a device that uses the secondary battery as a power supply source are connected so that a data signal indicating an operation state of the device can be transmitted and received. A technique that enables mutual operations to be controlled in accordance with operating states is disclosed.

Patent Document 2 discloses a technique for controlling the temperature of a battery with high accuracy by using a calorific value calculated from the internal impedance of the battery and an entropy absorption / heat generation term in order to maintain the output from the secondary battery. Yes.
Japanese Patent Laid-Open No. 9-17453 JP 2002-151166 A

  In the technique disclosed in Patent Document 1, control using the temperature of the battery as an index is not taken into consideration, and the influence of output fluctuation due to the temperature of the battery is not directly suppressed. Further, with the technique disclosed in Patent Document 2, it is possible to maintain the temperature of the battery within a certain range with high accuracy.

  However, with regard to temperature adjustment according to the driving state of the load, such as extending the life of the battery by keeping the battery at a low temperature in a period where power supply is small, such as when the load using the battery as a power supply source is not driven, Not considered.

  The present invention has been made in view of such circumstances, and in the case where a large amount of power is required for the load, the temperature of the secondary battery is set according to the power consumption state of the load using the secondary battery as a power supply source. A battery device that can maintain a relatively high temperature and maintain the temperature at a low temperature when less power is required, thereby improving the output and extending the life of the secondary battery, and the battery An object is to provide an in-vehicle load control system including a device.

  Another object of the present invention is to increase the life of a secondary battery while realizing an optimum output according to the power consumption state by determining the power consumption state of the load according to an instruction from the outside. And a vehicle-mounted load control system including the battery device.

  Another object of the present invention is to adjust the temperature according to both the operating state of the secondary battery and the power consumption state of the load, thereby extending the life while optimizing the output from the secondary battery. It is an object of the present invention to provide a battery device that can be used and an in-vehicle load control system including the battery device.

A battery device according to a first aspect of the present invention is a battery device comprising a secondary battery that is a power supply source of a load and can be charged, and a temperature adjusting unit that adjusts the temperature of the secondary battery, wherein the secondary battery Receiving means for accepting a switching instruction for switching the amount of power supplied to the load according to any of a plurality of different operating states of the load , and the temperature adjusting means receives the switching instruction received by the accepting means. In the case of a switching instruction for increasing the amount of supplied power, the temperature of the secondary battery is adjusted to be maintained within a predetermined first temperature range .

A battery device according to a second aspect of the present invention is a battery device comprising a secondary battery that serves as a power supply source of a load and can be charged, and a temperature adjusting means that adjusts the temperature of the secondary battery , wherein the secondary battery Receiving means for accepting a switching instruction for switching the amount of power supplied to the load according to any of a plurality of different operating states of the load , and the temperature adjusting means receives the switching instruction received by the accepting means. In the case of a switching instruction for reducing the amount of supplied power, the temperature of the secondary battery is adjusted to be maintained within a predetermined second temperature range .

  The battery device according to a third aspect of the present invention further includes a measuring unit that measures at least one of voltage, current, and temperature in the secondary battery, and the temperature adjusting unit includes the voltage, current, and current measured by the measuring unit. The temperature of the secondary battery is adjusted based on at least one of the temperatures and a switching instruction received by the receiving means.

  An in-vehicle load control system according to a fourth aspect of the present invention is the load according to any one of the first to third aspects of the invention, a load mounted on a vehicle, an in-vehicle load control device that controls power feeding to the load, and the load. And a temperature of a secondary battery included in the battery device according to a power consumption state of the load.

  The on-vehicle load control system according to a fifth aspect of the invention is such that the load operates in a plurality of power consumption states, and the on-vehicle load control device switches to any one of the plurality of power consumption states of the load. And a means for switching the power consumption state of the load in response to the switching received by the state switching receiving means and for giving a switching instruction of the power supplied to the battery device. Features.

  In the present invention, the temperature of the secondary battery is adjusted by the amount of power supplied to the load using the secondary battery as a power supply source. When a large amount of power supply is required, the battery temperature is maintained at a relatively high temperature, so that the output is improved, and when a small amount of power supply is sufficient, the battery temperature is maintained at a low temperature, thereby preventing the shortening of the life. .

  In the present invention, when a switching instruction of a certain amount of supplied power corresponding to switching of power consumption states at a plurality of stages in a load is output from the outside, the switching instruction is accepted and the temperature of the secondary battery is adjusted according to the switching instruction. .

  In the present invention, a comprehensive determination is made based on the operating state of the secondary battery based on at least one of the measured temperature, current, and voltage of the secondary battery, and the amount of power supply to the load. Thus, the temperature of the secondary battery is adjusted, so that excessively high and low temperatures of the secondary battery are prevented.

  According to the present invention, the temperature can be adjusted according to the amount of power supplied to the load. The output can be improved when a large amount of power is required to be supplied to the load, and the life of the battery can be prevented from being shortened due to high temperatures when less power is required. Life can be extended.

  According to the present invention, the temperature can be adjusted in advance in accordance with an external switching instruction for the power consumption state that varies depending on the drive level of the load, etc., and the secondary battery while realizing the optimum output from the secondary battery It is possible to extend the service life of.

  In the case of the present invention, the temperature is optimally adjusted in consideration of both the state of the secondary battery and the necessity of power supply to the load. The battery life can be extended. For example, when the output of the secondary battery is improved by maintaining the temperature of the secondary battery at a relatively high temperature because a large amount of power is required to be supplied to the load, the temperature is increased when the secondary battery itself generates heat and the temperature rises excessively. It is possible to adjust to lower. In this way, an excessive increase in temperature and a decrease in temperature can be suppressed, and the life can be extended while the output from the secondary battery is more optimized.

  Hereinafter, the present invention will be specifically described with reference to the drawings showing embodiments thereof.

  In the present embodiment, the battery device according to the present invention is used as an auxiliary power supply system of an in-vehicle power supply system, and the output from the secondary battery is optimized according to the driving state of the in-vehicle load using the auxiliary power supply system as a power supply source. An example of realizing an in-vehicle power supply system capable of extending the life of a secondary battery will be described.

  FIG. 1 is a configuration diagram showing the configuration of the in-vehicle power supply system in the present embodiment. The in-vehicle power supply system includes a main power supply system 1 and an auxiliary power supply system 2. The main power supply system 1 includes a secondary battery 10 using a lead battery and an alternator 11 that generates power by obtaining power from an engine and stores the power in the secondary battery 10 of the main power supply system 1. The auxiliary power supply system 2 includes a secondary battery 20 using a lithium ion battery, a DCDC converter 21 that receives power from the main power supply system 1 and charges the secondary battery 20, and a temperature that adjusts the temperature of the secondary battery 20. An adjustment unit 22, a battery state sensor 23 for measuring voltage, current, and temperature in the secondary battery 20, a battery control unit 24 for controlling charge / discharge of the secondary battery 20 and temperature adjustment by the temperature adjustment unit 22, and an auxiliary power source It is comprised with the relay 25 which switches on / off of the electric power supply to the vehicle-mounted load 3 which makes the type | system | group 2 an electric power supply source.

  The in-vehicle power supply system is connected to each of a plurality of in-vehicle loads 3 mounted on the vehicle to supply electric power. The in-vehicle power supply system and each in-vehicle load 3 are connected by a harness composed of a plurality of power supply lines, signal lines, and shields. In FIG. 1, a solid line connecting each component indicates a power supply line, and a broken line indicates a signal line.

  Some of the in-vehicle loads 3 among the plurality of in-vehicle loads 3 are connected to the auxiliary power supply system 2 by a power line via the relay 25 and the harness, and operate by receiving power supply from the auxiliary power supply system 2. . A part or all of the in-vehicle load 3 that is supplied with electric power from the auxiliary power supply system 2 is connected to an in-vehicle load ECU (Electronic Control Unit) 4 to which a changeover switch 41 that can be operated by the user is connected. It is connected by a signal line and is configured to be able to switch the operation mode by the changeover switch 41.

  When the operation mode is switched by the changeover switch 41, the in-vehicle load ECU 4 detects this and switches the operation mode of the in-vehicle load 3 and outputs a switching signal indicating the switching of the operation mode to the battery control unit 24. For example, when a plurality of operation modes are set in the in-vehicle load 3, the switching signal indicates which operation mode is selected. The plurality of operation modes include, for example, a high output mode that requires a large amount of supply power, a low output mode that requires less supply power, and an operation off mode.

  The DCDC converter 21 of the auxiliary power supply system 2 is connected to the main power supply system 1 and the secondary battery 20 of the auxiliary power supply system 2 by a power line. The DCDC converter 21 is connected to the battery control unit 24 through a signal line, receives power supplied from the main power supply system 1 according to a control signal from the battery control unit 24, converts the voltage, and recharges the secondary battery of the auxiliary power supply system 2. Operates to charge 20.

  The output voltage of the secondary battery 20 of the auxiliary power supply system 2 is higher than 12 volts of the output voltage of the secondary battery 10 using the lead battery of the main power supply system 1, for example, 42 volts. As a result, the on-vehicle load 3 that requires a large amount of power supply in a short time can be operated. Since high output is realized and the amount of current can be reduced, it becomes possible to reduce the diameter of the power supply line included in the harness connected to each in-vehicle load 3 that receives power supply from the auxiliary power supply system 2, The weight of the harness and the entire vehicle can be reduced.

  As an example of an in-vehicle load 3 that requires a large amount of power supply and receives power supply from the auxiliary power supply system 2, a seat heater that warms in a short time, a steering heater, and improved heating performance immediately after starting an engine that is used particularly in cold regions PTC (Positive Temperature Coefficient) heater, windshield defogger, deisa, diesel engine glow plug, electrically controlled electric stabilizer, electric suspension, and the like. In particular, a plurality of operation modes are set for the electric stabilizer, the electric suspension, and the like, and the user can switch the operation mode with the changeover switch 41 during driving. In a seat heater, a PTC heater, a defogger, a deisa, and the like, the user can switch the operation on and off with the changeover switch 41.

  When the in-vehicle load 3 is an electric stabilizer, an electric suspension, etc., and the operation mode can be switched by the user in multiple stages during operation, the user can switch the engine while the in-vehicle load 3 is already in operation. When the operation mode is switched by the switch 41, a switching signal indicating switching between the low output mode and the high output mode is output. When the in-vehicle load 3 is a seat heater, a PTC heater, a defogger, a deisa, and a glow plug, it is necessary to warm in a short time, so that it is required to start an operation in a high output mode. Therefore, in this case, when the user turns on the changeover switch 41, the operation mode of the in-vehicle load 3 is switched from the operation off mode to the high output mode, and the battery control unit 24 is switched to the high output mode. A switching signal is output.

  The temperature adjustment unit 22 is an air-cooling type using a fan, is installed in the vicinity of the secondary battery 20, and operates to create an air flow to the secondary battery 20. In addition, it is good also as a structure which can provide the heater and can raise the temperature of the secondary battery 20. FIG. The temperature adjustment unit 22 is connected to the battery control unit 24 through a signal line, and is configured such that the rotational speed of the fan changes according to a control signal from the battery control unit 24. In the case of a configuration including a heater, the heater is turned on / off according to a control signal from the battery control unit 24. In addition, since the electric power supply to the temperature adjustment part 22 is received from the secondary battery 20, the temperature adjustment part 22 is connected also to the secondary battery 20 with the power wire.

  The battery state sensor 23 includes a voltage sensor and a current sensor, measures and outputs a voltage value in the secondary battery 20 of the auxiliary power supply system 2, and measures and outputs a current value. The battery state sensor 23 includes a temperature sensor such as a thermistor and outputs a measurement value corresponding to the temperature. The battery state sensor 23 is connected to the battery control unit 24 via a signal line, and outputs a voltage value, a current value, and a temperature measurement value to the battery control unit 24.

  The battery control unit 24 is connected to the DCDC converter 21 via a signal line, and outputs a control signal for controlling charging by supplying power from the main power supply system 1 to the DCDC converter 21. The control signal may be composed of a signal representing on / off, or may be composed of a signal for controlling on / off of charging by an output voltage. The battery control unit 24 is connected to an ignition switch (not shown) via a signal line, and can distinguish the vehicle state, that is, the accessory power-on state and the engine start state. In addition, it is possible to obtain a measurement value of the wheel speed output from the wheel speed sensor, and to distinguish the traveling state as the state of the vehicle. The battery control unit 24 is connected to the relay 25 through a signal line, and controls on / off of power supply to the in-vehicle load 3. The battery control unit 24 is also connected to the temperature adjustment unit 22 through a signal line, and outputs a control signal to the temperature adjustment unit 22 to control temperature adjustment by the temperature adjustment unit 22. In addition, since the electric power supply to the battery control part 24 is received from the secondary battery 20, the battery control part 24 is also connected to the secondary battery 20 by the power wire.

  In addition, the battery control unit 24 is connected to the battery state sensor 23 through a signal line, and can acquire the measured values of the voltage value, current value, and temperature in the secondary battery 20 output from the battery state sensor 23. is there. The battery control unit 24 is connected to the in-vehicle load ECU 4 through a signal line, and receives a switching signal output from the in-vehicle load ECU 4. The switching signal from the in-vehicle load ECU 4 is output from the in-vehicle load ECU 4 to the battery control unit 24 when the user operates the mode switch 41.

  The battery control unit 24 acquires the temperature of the secondary battery 20 from the measured temperature value acquired from the battery state sensor 23. Note that the temperature of the secondary battery 20 may be calculated by using the voltage value and the current value acquired from the battery state sensor 23. The battery control unit 24 controls the temperature adjustment by the temperature adjustment unit 22 based on the operation mode indicated by the switching signal from the in-vehicle load ECU 4 and the calculated temperature. Specifically, when the operation mode indicated by the switching signal is the high output mode, the battery control unit 24 maintains the temperature of the secondary battery 20 within a predetermined temperature range T1 to T1 ′ (for example, 40 ° C. to 60 ° C.). In this manner, the increase / decrease of the number of rotations of the fan of the temperature adjustment unit 22 or the heater on / off is controlled. Since high output is required to operate in the high output mode, the secondary battery 20 is maintained at a relatively high temperature by reducing the number of rotations of the fan. Of course, if the temperature rises excessively, the rotational speed of the fan is increased. On the other hand, when the operation mode indicated by the switching signal is not the high output mode, the battery control unit 24 sets the temperature of the secondary battery 20 to a predetermined temperature range T2 to T2 ′ (where T1> T2 and T1 ′> T2 ′, For example, increase / decrease in the number of rotations of the fan of the temperature adjusting unit 22 or ON / OFF of the heater is controlled so as to maintain 20 ° C to 40 ° C.

  When the battery control unit 24 is connected to the plurality of vehicle-mounted load ECUs 4 and receives a switching signal from each of them, when the switching signal to the high output mode is received from any one of them, the fan of the temperature adjustment unit 22 The temperature of the secondary battery 20 is controlled to be maintained at a relatively high temperature (T1 to T1 ′) by increasing / decreasing the number of rotations or turning on / off the heater.

  A process in which the battery control unit 24 controls the temperature adjustment by the temperature adjustment unit 22 will be described with reference to a flowchart.

  FIG. 2 is a flowchart showing an example of a processing procedure of temperature adjustment control by the battery control unit 24 of the auxiliary power supply system 2 constituting the in-vehicle power supply system in the present embodiment. When the accessory power source is turned on by the ignition switch, or when the engine is started, the battery control unit 24 is in a state where power supply from the auxiliary power source system 2 to the target vehicle load 3 is required. 25 is turned on to start the following control.

  The battery control unit 24 determines whether or not a switching signal related to the target vehicle load 3 has been received from the vehicle load ECU 4 (step S11). If the battery control unit 24 determines that the switching signal is not received (S11: NO), the process returns to step S11.

  When it is determined that the switching signal has been received (S11: YES), the battery control unit 24 determines whether or not the operation mode indicated by the switching signal indicates switching to the high output mode (step S12). When the battery control unit 24 determines that the switching to the high output mode is indicated (S12: YES), the battery control unit 24 controls the temperature adjustment unit 22 so that the temperature of the secondary battery 20 is maintained within a predetermined temperature range T1 to T1 ′. Control is performed (step S13), and the process returns to step S11 to wait until it is determined that a switching signal has been received next.

  On the other hand, when the battery control unit 24 determines that the switching to the high output mode is not indicated (S12: NO), the temperature of the secondary battery 20 is within a predetermined temperature range T2 to T2 ′ (T1> T2 and T1 ′> T2). '), The temperature adjusting unit 22 is controlled so as to be maintained (step S14), and the process returns to step S11.

  The battery control unit 24, when the engine is turned off by the ignition switch, when the accessory power supply is turned off, or the like, when the power supply from the auxiliary power supply system 2 to the target in-vehicle load 3 becomes unnecessary. The relay 25 is opened and the process ends.

  The battery control unit 24 is configured to be able to receive not only the switching signal from the in-vehicle load ECU 4 but also a signal indicating the state of each in-vehicle load 3 and acquire the state of each in-vehicle load 3. Accordingly, the temperature adjustment by the temperature adjustment unit 22 may be controlled. Alternatively, the battery state sensor 23 or other current amount measuring unit (not shown) may measure the amount of current from the secondary battery 20 and determine the amount of power supplied to the in-vehicle load 3 based on the amount of current. In this case, when the amount of current is greater than or equal to a predetermined value, the battery control unit 24 controls the temperature adjustment unit 22 so that the temperature of the secondary battery 20 is maintained at a high temperature, and the amount of current is less than the predetermined value. In this case, the temperature adjusting unit 22 is controlled so as to be maintained at a low temperature.

  In the above-described processing procedure, the battery control unit 24 receives the voltage value, current value, and temperature measurement value from the battery state sensor 23, and the temperature adjustment unit 22 adjusts the temperature so that the temperature is maintained within a predetermined temperature range. It was set as the structure which controls. However, the present invention is not limited to this, and the in-vehicle power supply system may be configured not to include the battery state sensor 23. In this case, the battery control unit 24 simply reduces the fan speed of the temperature adjustment unit 22 or turns on the heater when the in-vehicle load 3 operates in the high output mode, and simply does not operate in the high output mode. Increase fan speed or turn off heater. Thereby, it can be expected that the temperature of the secondary battery 20 is maintained within a predetermined temperature range T1 to T1 ′ or T2 to T2 ′.

  When the battery control unit 24 performs the control as described above, when the vehicle-mounted load 3 requires a large amount of power, the temperature of the secondary battery 20 is maintained at a relatively high temperature, and the output is improved. In the case of supplying a small amount of power, the temperature of the secondary battery 20 can be increased by maintaining the temperature at a low temperature.

  In the present embodiment, an example in which the battery device according to the present invention is used as an auxiliary power system of an in-vehicle power system is shown. However, the present invention is not limited to the on-vehicle power supply system, and can of course be applied to various electric devices using secondary batteries such as lithium ion batteries.

It is a block diagram which shows the structure of the vehicle-mounted power supply system in this Embodiment. It is a flowchart which shows an example of the process sequence of the temperature adjustment control by the battery control part of the auxiliary power supply system which comprises the vehicle-mounted power supply system in this Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Main power supply system 10 Secondary battery 2 Auxiliary power supply system 20 Secondary battery 22 Temperature control part 23 Battery state sensor (measuring means)
24 Battery control unit (temperature adjustment means)
3 Vehicle load 4 Vehicle load ECU (vehicle load control device)
41 selector switch

Claims (5)

A battery device comprising a secondary battery that is a power supply source of a load and can be charged, and a temperature adjusting unit that adjusts a temperature of the secondary battery,
Receiving means for accepting a switching instruction for switching the amount of power supplied from the secondary battery to the load according to any of a plurality of different operating states of the load ;
The temperature adjusting unit adjusts the temperature of the secondary battery to be maintained within a predetermined first temperature range when the switching instruction received by the receiving unit is a switching instruction for increasing the amount of supplied power. A battery device characterized by comprising: A battery device comprising a secondary battery that is a power supply source of a load and can be charged, and a temperature adjusting unit that adjusts a temperature of the secondary battery,
Receiving means for accepting a switching instruction for switching the amount of power supplied from the secondary battery to the load according to any of a plurality of different operating states of the load ;
The temperature adjusting unit adjusts the temperature of the secondary battery to be maintained within a predetermined second temperature range when the switching instruction received by the receiving unit is a switching instruction for reducing the amount of supplied power. batteries device it said that you have to. A measuring means for measuring at least one of voltage, current and temperature in the secondary battery;
The temperature adjusting unit adjusts the temperature of the secondary battery based on at least one of the voltage, current, and temperature measured by the measuring unit and a switching instruction received by the receiving unit. The battery device according to claim 1 or 2, wherein A load mounted on a vehicle, an in-vehicle load control device that controls power feeding to the load, and the battery device according to any one of claims 1 to 3, wherein power is fed to the load.
An in-vehicle load control system, wherein the temperature of a secondary battery included in the battery device is adjusted according to the power consumption state of the load. The load is configured to operate in a plurality of power consumption states;
The in-vehicle load control device is
State switching accepting means for accepting switching to any one of the plurality of power consumption states of the load;
5. The means for switching the power consumption state of the load in accordance with the switching received by the state switching receiving unit, and for giving a switching instruction of the amount of power supplied to the battery device. In-vehicle load control system.

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