JP6024562B2 - Battery temperature control system - Google Patents

Description

  The present invention relates to a temperature adjustment system that adjusts the temperature of a battery.

  The battery has a property that the deterioration rate increases as the temperature increases, and the input / output characteristics deteriorate as the temperature decreases. Conventionally, various temperature adjustment techniques for adjusting the temperature of the battery have been proposed.

  Patent Document 1 discloses a method of adjusting the temperature by sending air in a cabin to a heating / cooling barrier element and adjusting the temperature of the battery using the temperature-adjusted air.

JP 2009-110829 A JP 2007-336691 A

  However, for example, when adjusting the temperature from midnight to early morning while externally charging the battery, the vehicle is in a READY-OFF state, so the temperature of the air in the cabin is not adjusted, and it is necessary to adjust the temperature of the heating and cooling element Power consumption and operation noise of large equipment parts increase. When the environment outside the vehicle is an environment where quietness is required, the operating sound may become noise. On the other hand, the deterioration rate of the battery increases as the temperature rises, and the input / output characteristics deteriorate when the temperature decreases, so if the battery temperature is not the proper temperature, the battery temperature can be adjusted even if the operating noise becomes noise. There are cases where priority should be given. However, even in this case, for example, when the temperature difference between the battery temperature and the appropriate temperature is relatively large according to the battery temperature, the temperature adjustment is performed by maximizing the temperature adjustment capability, and the temperature difference is When the temperature is relatively small, there are cases where it is desired to adjust the temperature while paying attention to the optimization of the battery temperature and the reduction of power consumption, such as adjusting the temperature by lowering the temperature adjustment capability from the maximum.

  Accordingly, an object of the present invention is to provide a battery temperature control system capable of selectively executing a mode with high quietness, a mode with excellent temperature control capability, and a mode with low energy consumption.

  In order to solve the above-described problems, the present invention provides a first temperature control unit including a Peltier element that operates with electric power supplied from an externally chargeable vehicle-mounted battery, and a blower that operates with electric power supplied from the vehicle-mounted battery. And adjusting the temperature of the in-vehicle battery using air whose temperature is adjusted by being blown from the blower part to the heat exchange part of the first temperature adjustment part. A temperature control system, comprising: a controller capable of selectively executing any one of a plurality of drive modes having different power ratios of power supplied to the blower unit and the Peltier element; The drive mode includes a first drive mode for driving the blower unit and the Peltier element at a predetermined power ratio, and the blower mode than the first drive mode. Including a second drive mode in which the power ratio of the power input to the unit is low and a third drive mode in which the power ratio of the power input to the Peltier element is lower than that in the first drive mode. Features.

  According to the present invention, it is possible to provide a battery temperature control system capable of selectively executing a mode with high quietness, a mode with excellent temperature control capability, and a mode with low energy consumption.

It is a block diagram of a temperature control system. It is the graph which showed quantitatively the temperature control capability and power consumption of each drive mode. It is the graph which showed COP of the Peltier device. It is the characteristic view which showed the relationship between the electric current input into a Peltier device, and COP. It is the flowchart which showed the temperature control method of a battery. It is a block diagram of a temperature control system (embodiment 2). 10 is a flowchart illustrating a battery temperature adjustment method (second embodiment). 10 is a flowchart illustrating a battery temperature adjustment method (Embodiment 3). It is the graph which showed the power consumption of each drive mode quantitatively.

(Embodiment 1)
A battery temperature control system according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram of a temperature control system. The battery temperature control system 100 is mounted on a vehicle and includes a battery pack 1, a controller 2, a monitoring unit 3, and an outside air temperature sensor 4. The vehicle includes a plug-in hybrid vehicle (PHV) and an electric vehicle (EV) provided with a vehicle driving motor.

  The battery pack 1 includes a battery 10, a Peltier unit (corresponding to a first temperature adjusting unit) 20, a battery temperature sensor 31, a first Peltier temperature sensor 32, a second Peltier temperature sensor 33, a third Peltier temperature sensor 34, a first 4 Peltier temperature sensor 35, first blower (corresponding to the second temperature adjusting unit) 40, second blower (corresponding to the second temperature adjusting unit) 50, circulation duct 60, inflow duct 70, exhaust duct 80, and A storage unit 90 is included. In addition, when it is not necessary to distinguish the 1st blower 40 and the 2nd blower 50 in particular, these shall be collectively described as the blowers 40 and 50.

  The battery 10 can be a power storage stack in which a plurality of power storage elements are connected. The plurality of power storage elements may be connected in series. However, some of the power storage elements may be connected in parallel. As the power storage element, a secondary battery such as a nickel metal hydride battery or a lithium ion battery, or a capacitor can be used. The battery 10 supplies operating power to the vehicle travel motor. The battery 10 can be externally charged using, for example, a household commercial power source.

  The Peltier unit 20 includes a first heat exchanger 21, a second heat exchanger 22, and a Peltier element 23. The Peltier element 23 is disposed between the first heat exchanger 21 and the second heat exchanger 22. The Peltier element 23 includes a P-type thermocouple semiconductor and an N-type thermocouple semiconductor arranged in a predetermined direction. Copper is provided on the end face close to the first heat exchanger 21 and the end face close to the second heat exchanger 22, respectively. An electrode is provided. PL1 indicated by a one-dot chain line is a power line, and operating power is supplied from the battery 10 to the Peltier element 23 via the power line PL1. Further, the direction of the current supplied to the Peltier element 23 can be controlled by the controller 2. In place of the Peltier element 23, a Peltier module composed of a plurality of Peltier elements can be used.

  The first heat exchanger 21 and the second heat exchanger 22 are configured by forming a plurality of fins on the copper electrode. That is, the temperature of the air flowing through the circulation duct 60 can be adjusted by extending the plurality of fins constituting the first heat exchanger 21 into the circulation duct 60. In addition, by extending a plurality of fins constituting the second heat exchanger 22 into the introduction duct 70, the air flowing from the introduction duct 70 to the discharge duct 80 and the second heat exchanger 22 are separated. Heat exchange can be promoted. Here, heat radiation grease that promotes heat radiation can be applied to the fins.

  Here, by passing a direct current from one thermoelectric semiconductor to the other thermoelectric semiconductor of the N-type thermoelectric semiconductor and the P-type thermoelectric semiconductor, the first heat exchanger 21 and the second heat exchanger 22 are respectively connected to the heat absorbing portion. And it can be operated as a heat generating part. Thereby, the battery 10 can be cooled. Further, the direction of the current is reversed, that is, by passing a direct current from the other thermoelectric semiconductor toward the one thermoelectric semiconductor, the first heat exchanger 21 and the second heat exchanger 22 are respectively heated and absorbed. It can be operated as a part. Thereby, the temperature of the battery 10 can be raised.

  The first blower 40 forcibly circulates air inside the circulation path 60. Here, when the 1st heat exchanger 21 operate | moves as a heat absorption part, the air which flows through the inside of the circulation path 60 can be cooled. The cooled air circulates inside and outside the battery 10, so that the battery 10 can be cooled. Moreover, when the 1st heat exchanger 21 operate | moves as a heat-emitting part, the air which flows through the inside of the circulation path 60 can be heated. Then, the heated air circulates inside and outside the battery 10, whereby the temperature of the battery 10 can be raised.

  The first blower 40 is rotated by the power supplied from the battery 10 via the power line PL2 indicated by a one-dot chain line. The controller 2 controls the rotational speed of the first blower 40 by adjusting the power supplied from the battery 10.

  The second blower 50 is disposed in the introduction duct 70 and blows outside air sucked from the introduction duct 70 toward the discharge duct 80. Here, when the 2nd heat exchanger 22 operate | moves as a heat generating part, a heat generating part can be cooled with the external air which suck | inhaled. Thereby, the heat exchange between the 1st heat exchanger 21 and the 2nd heat exchanger 22 is accelerated | stimulated, and the cooling capability with respect to the battery 10 can be improved. Moreover, when the 2nd heat exchanger 22 operate | moves as a heat absorption part, a heat absorption part can be heated with the external air which suck | inhaled. Thereby, the heat exchange between the 1st heat exchanger 21 and the 2nd heat exchanger 22 is accelerated | stimulated, and the temperature rising capability with respect to the battery 10 can be improved.

  The second blower 50 rotates by the electric power supplied from the battery 10 through the electric power line PL3 indicated by a one-dot chain line. The controller 2 controls the rotational speed of the second blower 50 by adjusting the power supplied from the battery 10.

  The battery temperature sensor 31 acquires the temperature of the battery 10 and transmits the acquired temperature information to the monitoring unit 3 and the controller 2 via the temperature detection line L1. The monitoring unit 3 transmits the acquired temperature information of the battery 10 to a host ECU (not shown). The host ECU can use the acquired temperature information of the battery 10 for SOC (State of charge) estimation or the like. A thermistor can be used for the battery temperature sensor 31.

  The first Peltier temperature sensor 32 transmits temperature information of the air flowing into the first heat exchanger 21 to the controller 2 via the temperature detection line L2. The second Peltier temperature sensor 33 transmits temperature information of the air discharged from the first heat exchanger 21 to the controller 2 via the temperature detection line L3. The third Peltier temperature sensor 34 transmits the temperature information of the air flowing into the second heat exchanger 22 to the controller 2 via the temperature detection line L4. The fourth Peltier temperature sensor 35 transmits temperature information of the air discharged from the second heat exchanger 22 to the controller 2 via the temperature detection line L5. A thermistor can be used for the first to fourth Peltier temperature sensors 32 to 35.

  The outside air temperature sensor 4 detects the outside air temperature outside the vehicle, and transmits the detected outside air temperature to the monitoring unit 3 via the temperature detection line L6. The monitoring unit 3 transmits the acquired outside air temperature to the controller 2 via the communication line L7. The outside air temperature sensor 4 can be disposed in front of the capacitor ASSY (with receiver) constituting a part of the on-vehicle air conditioner.

  The storage unit 90 stores a processing program for temperature adjustment processing executed by the controller 2 and various information necessary for executing the processing program. The various types of information relate to the power ratio between the power supplied to the Peltier element 23 (hereinafter referred to as Peltier supply power) and the power supplied to the first blower 40 and the second blower 50 (hereinafter referred to as blower supply power). Contains information. Specifically, the first power ratio corresponding to the capacity optimum mode (corresponding to the first driving mode) and the low NV mode (secondly corresponding to the driving mode, in other words, equivalent to the silent mode). The corresponding second power ratio and the third power ratio corresponding to the energy saving mode (corresponding to the third drive mode) are stored in the storage unit 90. In addition, the various information includes information on a time zone for selecting the cooling start temperature T1, the predetermined temperature T2, the temperature increase start temperature T3, the predetermined temperature T4, the predetermined SOC, the low NV mode, and the energy saving mode. Details of these pieces of information will be described in a flowchart described later.

  The graph of FIG. 2 quantitatively shows the temperature adjustment capability and the power consumption in each of the capacity optimum mode, the low NV mode, and the energy saving mode. The capacity optimum mode is a mode in which the blowers 40 and 50 and the Peltier element 23 are driven at the first power ratio, and has a higher temperature adjustment capability than the low NV mode and the energy saving mode, and when the temperature of the battery 10 is particularly high. To be implemented.

  The low NV mode is a mode in which the blowers 40 and 50 and the Peltier element 23 are driven at the second power ratio, and is a mode in which the power ratio of power supplied to the blowers 40 and 50 is lower than the capacity optimum mode. . When the power supplied to the blowers 40 and 50 is reduced, the rotational speed of the blowers 40 and 50 is reduced, so that the operation sound can be further reduced. Here, the electric power reduced in the blowers 40 and 50 can be input to the Peltier element 23. Thereby, a part of temperature control capability reduced by reducing the power consumption of the blowers 40 and 50 can be supplemented.

  The energy saving mode is a mode in which the blowers 40 and 50 and the Peltier element 23 are driven at the third power ratio, and is a mode in which the power ratio of the power input to the Peltier element 23 is lower than the capacity optimization mode. Here, since the Peltier element 23 requires a larger operating power than the blowers 40 and 50, the energy saving effect can be enhanced by reducing the power input to the Peltier element 23.

  In the energy saving mode, in order to ensure the necessary minimum temperature control capability, the power supplied to the blowers 40 and 50 is maintained in the state of the capability optimum mode, and only the power supplied to the Peltier device 23 is lowered. In the energy saving mode, the operation noise of the blowers 40 and 50 is increased as compared with the low NV mode, but the power consumption is reduced.

  FIG. 3 shows the COP (Coefficient Of Performance) of the Peltier element 23 in each of the capacity optimum mode, the low NV mode, and the energy saving mode. FIG. 4 is a characteristic diagram showing the relationship between the current supplied to the Peltier element 23 and the COP, and ΔT is a temperature difference between the heat absorbing portion and the heat generating portion. The COP is an evaluation value for quantitatively evaluating the energy consumption efficiency of the Peltier element 23.

  With reference to these drawings, in the energy saving mode, the power to be input to the Peltier element 23 is lower than that in the capacity optimization mode, and thus the temperature adjustment capability is reduced. However, the Peltier element 23 has a characteristic that COP is improved by a current drop. Therefore, in the energy saving mode, the COP is higher than that in the capacity optimization mode. Here, when the electric power supplied to the Peltier element 23 and the blowers 40, 50 is evenly reduced without changing the power ratio, the temperature difference between the heat generating part and the heat absorbing part of the Peltier unit 20 is reduced by the deceleration of the blowers 40, 50. Since ΔT increases, COP deteriorates. Therefore, the temperature adjustment capability in the energy saving mode is reduced to the position indicated by the dotted circle. In the energy saving mode of this embodiment, only the power of the Peltier element 23 is reduced without reducing the input power to the blowers 40 and 50, so that the temperature adjustment capability can be maintained at the level of the black circle.

  In the low NV mode, the power ratio of the electric power supplied to the blowers 40 and 50 is lower than that in the capacity optimum mode. Therefore, the temperature difference ΔT between the heat generating part and the heat absorbing part of the Peltier unit 20 is expanded, and the COP is deteriorated. For this reason, the low NV mode is the mode with the lowest COP among the three modes. Here, when the mode in which the electric power reduced by the blowers 40 and 50 is not input to the Peltier element 23 is adopted as the low NV mode, the temperature adjustment capability is reduced to the level indicated by the dotted circle. However, in the low NV mode of the present embodiment, since all the power reduced by the blowers 40 and 50 is input to the Peltier element 23, the temperature adjustment capability can be maintained at the level of the black circle.

  Next, a method for adjusting the temperature of the battery 10 will be described with reference to the flowchart of FIG. In step S <b> 101, the controller 2 acquires the outside air temperature from the outside air temperature sensor 4. In step S <b> 102, the controller 2 acquires the current battery temperature T <b> 0 from the battery temperature sensor 31. In step S103, the controller 2 compares the current battery temperature T0 with the cooling start temperature T1. Here, the cooling start temperature T <b> 1 can be set to an appropriate value from the viewpoint of suppressing deterioration of the battery 10.

If the current battery temperature T0 is higher than the cooling start temperature T1 (YES in step S103), the battery 10 needs to be cooled, so the process proceeds to step S104. In step S <b> 104, the controller 2 calculates an energy amount E <b> 1 [J] necessary for cooling the battery 10. The energy amount E1 [J] can be calculated from the following equation (A). However, C is the heat capacity C [J / K] of the battery 10, T01 [K] is the target cooling temperature T01 [K] of the battery 10, and A is the temperature control efficiency A [%].
E1 = {C × (T0−T01) × A} (A)

  Here, the heat capacity C [J / K] of the battery 10 is the sum of the heat capacities of the power storage elements constituting the battery 10. T01 [K] can be set to an appropriate value from the viewpoint of suppressing deterioration of the battery 10 and maintaining the input / output characteristics at a desired level.

  In step S105, the controller 2 compares the current battery temperature T0 with the predetermined temperature T2 (corresponding to the predetermined temperature in the claims). Here, the predetermined temperature T2 can be set to an appropriate value from the viewpoint of suppressing significant deterioration of the battery 10.

  When the current battery temperature T0 is lower than the predetermined temperature T2 (step S105, YES), the process proceeds to step S106 because it is not necessary to set the cooling level of the battery 10 to the highest level. In step S106, the controller 2 determines whether or not the battery 10 is being externally charged. If battery 10 is being externally charged (step S106 YES), the process proceeds to step S107.

  In step S107, the controller 2 determines whether or not the current time is from 7:00 am to 23:00 pm (corresponding to the second time zone). When the current time is not from 7 am to 23:00 (NO in step S107), that is, when the current time is from midnight to early morning (first time zone), the operating sound of the blowers 40 and 50 is noise. Therefore, the process proceeds to step S108.

  In step S108, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 in the low NV mode. Since the operation sound associated with the rotational operation of the blowers 40 and 50 is smaller than that in the capacity optimum mode, it is possible to suppress the generation of a large noise in the time zone from midnight to early morning. Further, since the electric power supplied to the Peltier element 23 is larger than that in the capacity optimum mode, it is possible to partially compensate for the insufficient cooling due to the decrease in the rotation speed of the blowers 40 and 50. That is, by operating the blowers 40 and 50 and the Peltier element 23 in the low NV mode, the battery 10 can be cooled while suppressing noise.

  If the current time is from 7:00 am to 23:00 pm (YES in step S107), even if the rotation speed of the blowers 40 and 50 is increased, there is a low risk of noise, and the process proceeds to step S109. In step S109, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 in the energy saving mode. When the energy saving mode is performed, the electric power input to the Peltier element 23 is lower than that in the capacity optimization mode, so that the power consumption of the battery 10 can be reduced.

  If the current battery temperature T0 is higher than the predetermined temperature T2 (NO in step S105), the process proceeds to step S110 because the temperature of the battery 10 is very high. In step S110, the controller 2 compares the current SOC of the battery 10 with the predetermined SOC. If the current SOC of battery 10 is higher than the predetermined SOC (YES in step S110), the process proceeds to step S111 because the SOC of battery 10 has a margin. The predetermined SOC can be set to an appropriate value based on the electric power necessary for adjusting the temperature of the battery 10, the SOC necessary for vehicle travel, and the like.

  In step S111, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 in the capacity optimum mode. Thereby, deterioration of the battery 10 can be effectively suppressed.

  If the current SOC of battery 10 is not higher than the predetermined SOC (NO in step S110), the process proceeds to step S109 because the SOC of battery 10 has no room. That is, when the current SOC of the battery 10 is low, the blowers 40 and 50 and the Peltier element 23 are driven in the energy saving mode in order to suppress a decrease in the SOC. Thereby, the energy of the battery 10 used for vehicle driving | running | working is securable.

  If the battery 10 is not being externally charged (NO in step S106), that is, if the vehicle is traveling, the operation sound of the blowers 40 and 50 is not likely to be noise, and the process proceeds to step S110. The description of step S110 is not repeated.

  In step S112, the controller 2 reads the power ratio corresponding to the mode selected from the low NV mode, the energy saving mode, and the capacity optimum mode from the storage unit 90. In step S113, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 according to the power ratio read from the storage unit 90.

  In step S114, the controller 2 determines whether or not the current battery temperature T0 has changed to a temperature higher than the temperature increase start temperature T3 and lower than the cooling start temperature T1. When current battery temperature T0 is higher than temperature increase start temperature T3 and lower than cooling start temperature T1 (YES in step S114), the process proceeds to step S115, and current battery temperature T0 is higher than temperature increase start temperature T3. Is higher and lower than the cooling start temperature T1 (NO in step S114), the process returns to step S103.

  In step S115, the controller 2 stops driving the blowers 40 and 50 and the Peltier element 23. In step S106, the controller 2 determines whether or not the battery 10 is being externally charged. If battery 10 is being externally charged (step S116 YES), the process proceeds to step S117. If battery 10 is not being externally charged (NO in step S116), the process returns to step S103. In step S117, the controller 2 determines whether or not the ignition switch of the vehicle is turned off. If the ignition switch is turned off (YES in step S117), the process of this flowchart is terminated and the ignition switch is turned off. If not (NO in step S117), the process returns to step S103.

  If the current battery temperature T0 is not higher than the cooling start temperature T1 (NO in step S103), it is necessary to raise the temperature of the battery 10 or it is not necessary to adjust the temperature of the battery 10, and the process proceeds to step S118. . In step S118, the controller 2 compares the current battery temperature T0 with the temperature increase start temperature T3. Here, the temperature rise start temperature T3 can be set to an appropriate value from the viewpoint of improving the input / output characteristics of the battery 10 that has deteriorated due to an increase in internal resistance.

  If the current battery temperature T0 is lower than the temperature increase start temperature T3 (YES in step S118), the process proceeds to step S104 because it is necessary to increase the temperature of the battery 10. If the current battery temperature T0 is not lower than the temperature rise start temperature T3 (NO in step S118), the temperature control of the battery 10 is unnecessary, and the process proceeds to step S116.

In step S <b> 104, the controller 2 calculates an energy amount E <b> 2 [J] necessary for cooling the battery 10. The energy amount E2 [J] can be calculated from the following equation (B). However, C is the heat capacity C [J / K] of the battery 10, T02 is the target temperature rise T01 [K] of the battery 10, and A is the temperature control efficiency A [%].
E2 = {C × (T0−T01) × A} (B)

  In step S119, the controller 2 compares the current battery temperature T0 with the predetermined temperature T4 (corresponding to the predetermined temperature in the claims). Here, the predetermined temperature T4 can be set to an appropriate value from the viewpoint of improving the input / output characteristics of the battery 10 that has deteriorated due to a significant increase in internal resistance. If the current battery temperature T0 is higher than the predetermined temperature T4 (step S119 YES), the process proceeds to step S120 because it is not necessary to set the temperature rise level of the battery 10 to the highest level.

  In step S120, the controller 2 determines whether or not the battery 10 is being externally charged. If battery 10 is being externally charged (step S120 YES), the process proceeds to step S121.

  In step S121, the controller 2 determines whether or not the current time is from 7:00 am to 23:00 pm (corresponding to the second time zone). If the current time is not from 7:00 am to 23:00 pm (step S121 NO), that is, if the current time is from midnight to early morning (corresponding to the first time zone), the blower 40, Since there is a possibility that the operation sound of 50 becomes a noise, the process proceeds to step S122.

  In step S122, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 in the low NV mode. Since the operation sound associated with the rotational operation of the blowers 40 and 50 is smaller than that in the capacity optimum mode, it is possible to suppress the generation of a large noise in the time zone from midnight to early morning. In addition, since the electric power supplied to the Peltier element 23 is larger than that in the capacity optimum mode, it is possible to partially compensate for an insufficient temperature increase due to a decrease in the rotation speed of the blowers 40 and 50. That is, by operating the blowers 40 and 50 and the Peltier element 23 in the low NV mode, the battery 10 can be heated while suppressing noise.

  If the current time is from 7:00 am to 23:00 pm (YES in step S121), even if the rotation speed of the blowers 40 and 50 is increased, there is a low risk of noise, and the process proceeds to step S123. In step S123, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 in the energy saving mode. When the energy saving mode is performed, the electric power input to the Peltier element 23 is lower than that in the capacity optimization mode, so that the power consumption of the battery 10 can be reduced.

  If the current battery temperature T0 is not higher than the predetermined temperature T4 (NO in step S119), the process proceeds to step S124 because the temperature of the battery 10 is very low. In step S124, the controller 2 compares the current SOC of the battery 10 with the predetermined SOC. If the current SOC of battery 10 is higher than the predetermined SOC (YES in step S124), the process proceeds to step S125 because the SOC of battery 10 has a margin.

  In step S125, the controller 2 operates the blowers 40 and 50 and the Peltier element 23 in the capacity optimum mode. Thereby, the input / output characteristics of the battery 10 can be effectively improved.

  If the current SOC of battery 10 is not higher than the predetermined SOC (NO in step S124), the process proceeds to step S123 because the SOC of battery 10 has no room. That is, when the current SOC of the battery 10 is low, the blowers 40 and 50 and the Peltier element 23 are driven in the energy saving mode in order to suppress a decrease in the SOC. Thereby, the energy of the battery 10 used for vehicle driving | running | working is securable.

  If the battery 10 is not being externally charged (NO in step S120), that is, if the vehicle is traveling, the operation sound of the blowers 40 and 50 is not likely to be noise, and the process proceeds to step S124. The description of the other steps will not be repeated.

(Embodiment 2)
FIG. 6 is a block diagram of the temperature control system of this embodiment, and corresponds to FIG. Elements having the same functions as those of the first embodiment are denoted by the same reference numerals. The temperature control system 200 of the present embodiment is different from the temperature control system 100 of the first embodiment in that it includes a noise detection sensor (corresponding to a noise amount acquisition unit) 5. The noise detection sensor 5 detects noise outside the vehicle and converts it into an electrical signal. The converted electric signal is transmitted to the controller 2 via the communication line L8. The controller 2 determines an external noise level based on the received electrical signal, and outputs an instruction signal for generating a vehicle proximity warning sound based on the determination result.

  Further, the controller 2 changes the temperature adjustment method of the battery 10 according to the noise level during charging. A method for adjusting the temperature of the battery 10 will be described with reference to the flowchart of FIG. In addition, since processes other than step S107A-step S107C and step S120A-step S120C are the same as Embodiment 1, description is not repeated.

  If the current time is from 7:00 am to 23:00 pm (step S107 YES), the process proceeds to step S107A. In step S107A, the controller 2 uses the noise detection sensor 5 to measure the amount of noise outside the vehicle. In step S107B, the controller 2 calculates the average value of the noise amount per predetermined time, that is, the noise level. In step S107C, the controller 2 compares the noise level outside the vehicle with the regulation value. The standard value can be set to an appropriate value in consideration of the influence of the operating sound of the blowers 40 and 50 on the surrounding environment.

  That is, when the noise level outside the vehicle is low at midnight (NO in step S107C), the process proceeds to step S108, and the blowers 40 and 50 and the Peltier element 23 are operated in the low NV mode. If the noise level outside the vehicle is higher than the daytime level, the process proceeds to step S109, and the blowers 40 and 50 and the Peltier element 23 are operated in the energy saving mode. In this embodiment, even if the time is from 7:00 am to 23:00 pm, it is determined as the first time zone when the noise is low, and the second time when the noise is high. It is determined to be a belt. Since the processing from step S120A to step S120C is the same as the processing from step S107A to step S107C, description thereof will not be repeated.

  Thus, in the present embodiment, even when the time is daytime, if the noise level outside the vehicle is low, it is considered that silence is required, and the rotational speed of the blowers 40 and 50 is reduced. Can do. Therefore, for example, battery temperature control in an idling state when the vehicle is stopped can be performed in a place where a quiet environment is required.

(Embodiment 3)
The temperature adjustment method of the present embodiment will be described with reference to the flowchart of FIG. Steps common to the second embodiment are assigned the same numbers. In the present embodiment, step S105 is performed after step S106. In step S106, the controller 2 determines whether or not the battery 10 is being externally charged. If battery 10 is not being externally charged (NO in step S106), that is, if the vehicle is running, the process proceeds to step S104A. In step S104A, the controller 2 acquires the vehicle speed. The vehicle speed can be acquired from a vehicle speed sensor (not shown), for example.

  In step S104B, the controller 2 compares the vehicle speed V with X (km / h). X (km / h) corresponds to “predetermined vehicle speed” in the claims. When the vehicle speed V is low (NO in step S104B), the controller 2 selects the Peltier weak mode as the cooling mode of the battery 10 because the heat generation of the battery 10 is small (step S104H). Details of the Peltier weak mode will be described later. If the vehicle speed V is high (step S104B YES), the battery 10 generates a lot of heat, and the process proceeds to step S104C.

  In step S104C, the controller 2 compares the current SOC of the battery 10 with the predetermined SOC. If the current SOC of battery 10 is higher than the predetermined SOC (YES in step S104C), the process proceeds to step S104D because the SOC of battery 10 has a margin. In step S104D, the controller 2 selects the capacity optimum variable mode (corresponding to the first drive mode) as the cooling mode. If the current SOC of battery 10 is not higher than the predetermined SOC (NO in step S104C), the process proceeds to step S104F because the SOC of battery 10 is not sufficient. In step S104F, the controller 2 selects the energy saving variable mode (corresponding to the third drive mode) as the cooling mode. The controller 2 determines the power ratio corresponding to the vehicle speed V in step S104E, step S104G, and step S104I. The power ratio is stored in the storage unit 90.

  The Peltier weak mode, the ability optimum variable mode, and the energy saving variable mode will be described with reference to FIG. However, the energy saving variable mode is not shown. The capacity optimum variable mode is a mode in which the blowers 40 and 50 are driven with the maximum blower air volume in the NV allowable range in the vehicle according to the vehicle speed, and the power ratio with the best cooling capacity, that is, the blower 40 and 50 In this mode, the power ratio is set to A (%) and the power ratio of the Peltier element 23 is set to B (%). Therefore, when the vehicle speed V is faster than X (km / h), the electric power supplied to the blowers 40 and 50 and the Peltier element 23 increases as the vehicle speed V increases while maintaining the above power ratio.

  The Peltier weak mode is a mode in which the power ratio of the Peltier element 23 is raised from 0 in accordance with the increase in the vehicle speed V. The power of the blowers 40 and 50 is within the NV allowable range as in the capacity optimum variable mode. Is set to the maximum value. The energy saving variable mode is a mode in which the power ratio of the Peltier device 23 is reduced in the optimum capacity variable mode. Therefore, when the vehicle speed V is faster than X (km / h), the power ratio of the blowers 40 and 50 is A ′ (%) (A <A ′), and the power ratio of the Peltier element 23 is B ′ (%). While maintaining (B> B ′), the electric power supplied to the blowers 40 and 50 and the Peltier element 23 is increased as the vehicle speed V increases.

  Here, by introducing the Peltier weak mode in the low speed range, when the vehicle speed V reaches X (km / h), the drive mode of the Peltier element 23 can be switched to the optimum capacity variable mode or the energy saving variable mode. it can. However, other modes can be used instead of the Peltier weak mode. The other mode may be a mode in which power is not supplied to the Peltier element 23 until the vehicle speed V reaches X (km / h). In this case, in the low speed region where the vehicle speed V is lower than X (km / h), only the blowers 40 and 50 among the blowers 40 and 50 and the Peltier element 23 are driven. The other mode may be a mode in which the blowers 40 and 50 and the Peltier element 23 are driven at a power ratio in the capacity optimum variable mode or the energy saving variable mode.

  According to this embodiment, since the blowers 40 and 50 can be driven with the maximum blower air volume within the NV allowable range, the battery 10 can be cooled more effectively while reducing the NV. The present embodiment can also be applied to the case where the battery 10 is heated.

(Modification 1)
In the above-described embodiment, the blower portion is configured by the first blower 40 and the second blower 50, but the present invention is not limited to this. For example, the air supplied from one blower may be branched and supplied to the first heat exchanger 21 and the second heat exchanger 22.

(Modification 2)
In each of the above-described embodiments, the current SOC and the predetermined SOC are compared in step S110, step S124, etc., but the present invention is not limited to this, and can be omitted. In this case, the Peltier element 23 and the blowers 40 and 50 are always driven in the capacity optimum mode when the vehicle is running or when the battery temperature is extremely high (or low).

(Modification 3)
In each of the above-described embodiments, the controller 2 selects an appropriate drive mode based on various conditions, but the present invention is not limited to this. For example, the user may select an appropriate driving mode from among the optimum capacity mode, the energy saving mode, and the low NV mode, and the controller may drive the Peltier element 23 and the blowers 40 and 50 in the selected driving mode. That is, the conditions under which these three modes are executed can be changed according to the area and environment in which the vehicle is used, and the present invention is not limited to the flowcharts of FIGS. Absent.

1: Battery pack 2: Controller 3: Monitoring unit 4: Outside temperature sensor 5: Noise detection sensor 10: Battery 20: Peltier unit
21: 1st heat exchanger 22: 2nd heat exchanger 23: Peltier device
31: Battery temperature sensor 32: First Peltier temperature sensor
33: 2nd Peltier temperature sensor 34: 3rd Peltier temperature sensor 35: 4th Peltier temperature sensor 40: 1st blower 50: 2nd blower 60: Circulation duct 70: Inflow duct 80: Outlet duct 90: Memory | storage part 100,200 : Temperature control system

Claims (5)

A first temperature control unit including a Peltier element that operates by power supplied from an externally chargeable vehicle-mounted battery; and a second temperature control unit including a blower unit that operates by power supplied from the vehicle-mounted battery. And
A temperature adjustment system that adjusts the temperature of the in-vehicle battery using air that has been temperature-adjusted by being blown from the blower section to the heat exchanging section of the first temperature adjustment section,
A controller capable of selectively executing any one of a plurality of drive modes having different power ratios of power supplied to the blower unit and the Peltier element;
The plurality of drive modes are:
A first drive mode for driving the blower unit and the Peltier element at a predetermined power ratio;
A second drive mode in which a power ratio of power supplied to the blower unit is lower than that in the first drive mode;
A third drive mode in which the power ratio of the power supplied to the Peltier element is lower than that in the first drive mode;
Only including,
The controller is
When the time when the in-vehicle battery is externally charged is the first time zone, the second drive mode is selected,
The third drive mode is selected when the time when the in-vehicle battery is externally charged is a second time zone in which noise outside the vehicle is larger than the first time zone. Temperature control system. A first temperature control unit including a Peltier element that operates by power supplied from an externally chargeable vehicle-mounted battery; and a second temperature control unit including a blower unit that operates by power supplied from the vehicle-mounted battery. And
A temperature adjustment system that adjusts the temperature of the in-vehicle battery using air that has been temperature-adjusted by being blown from the blower section to the heat exchanging section of the first temperature adjustment section,
A noise level acquisition unit for acquiring information on the noise level outside the vehicle ;
A controller capable of selectively executing any one of a plurality of drive modes having different power ratios of power supplied to the blower unit and the Peltier element;
The plurality of drive modes are:
A first drive mode for driving the blower unit and the Peltier element at a predetermined power ratio;
A second drive mode in which a power ratio of power supplied to the blower unit is lower than that in the first drive mode;
A third drive mode in which the power ratio of the power supplied to the Peltier element is lower than that in the first drive mode;
Including
The controller is
When the time when the vehicle battery is externally charged is the first time zone from midnight to early morning, the second drive mode is selected,
When the time when the in-vehicle battery is externally charged is a second time zone different from the first time zone, the second drive mode and the One of the third drive modes is selected, and the temperature control system is characterized in that it is selected. When the in-vehicle battery is not externally charged, one of the first drive mode and the third drive mode is selected according to a storage state of the in-vehicle battery. Item 3. The temperature control system according to Item 1 or 2 . The controller is
In the first drive mode, the blower unit is driven with a power value corresponding to a noise permissible limit value in the vehicle that changes in accordance with the vehicle speed, and a power ratio of power supplied to the blower unit and the Peltier element Is maintained constant, the temperature control system according to any one of claims 1 to 3 . The temperature control system according to claim 4 , wherein the controller executes the first drive mode when the vehicle speed is equal to or higher than a predetermined vehicle speed.

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