WO2012042585A1 - 電池制御システム - Google Patents
電池制御システム Download PDFInfo
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- WO2012042585A1 WO2012042585A1 PCT/JP2010/066684 JP2010066684W WO2012042585A1 WO 2012042585 A1 WO2012042585 A1 WO 2012042585A1 JP 2010066684 W JP2010066684 W JP 2010066684W WO 2012042585 A1 WO2012042585 A1 WO 2012042585A1
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- battery
- secondary battery
- resistance
- temperature
- terminal voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/11—DC charging controlled by the charging station, e.g. mode 4
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/44—Methods for charging or discharging
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0069—Charging or discharging for charge maintenance, battery initiation or rejuvenation
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
- H02J7/04—Regulation of charging current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/16—Regulation of the charging current or voltage by variation of field
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to a battery control system including a lithium ion secondary battery having a positive electrode plate and a negative electrode plate, and a control device that controls charging of the lithium ion secondary battery from a power source.
- lithium-ion secondary batteries (hereinafter also simply referred to as secondary batteries) that can be charged and discharged have been used as power sources for driving vehicles such as hybrid cars and electric cars.
- secondary batteries lithium-ion secondary batteries
- a large charging current such as 5C or 10C is supplied.
- Patent Document 1 discloses an internal resistance detection step for detecting an internal resistance when charging a lithium ion secondary battery, a constant current charge at a final charge current, and a constant voltage charge at a final charge voltage. And a final charging step of charging the secondary battery, and a method of charging a lithium ion secondary battery is disclosed.
- the final charging voltage in the final charging step is set to a value obtained by adding the product of the internal resistance of the secondary battery and the final charging current to the set voltage of the secondary battery. For this reason, according to this method, the secondary battery can be charged to the set voltage regardless of the size of the internal resistance. Therefore, according to the technique of Patent Document 1, it is possible to sufficiently charge a secondary battery that has deteriorated and has increased internal resistance.
- Patent Document 1 discloses a method for charging a secondary battery using constant voltage charging in which the charging current gradually decreases in the vicinity of full charge, and a large current such as the above-described rapid charging or regenerative current charging. This is not applicable when charging a secondary battery.
- the internal resistance of the secondary battery includes the DC resistance of the secondary battery (resistance due to the electrolyte in the separator, conduction resistance of the current collector, etc.), diffusion resistance of ions in the positive electrode plate, ions in the negative electrode plate Diffusion resistance, positive electrode plate reaction resistance, and negative electrode plate reaction resistance.
- the negative electrode plate is polarized by the reaction resistance of the negative electrode plate itself. This polarization increases as the product of the reaction resistance of the negative electrode plate and the charging current increases.
- the potential of the negative electrode plate becomes lower than that of metallic lithium, and there is a possibility that metallic lithium is deposited on the negative electrode plate.
- the normal reaction resistance in the normal temperature range (20 to 45 ° C.) is sufficiently higher than the DC resistance with respect to the reaction resistance generated in the negative electrode plate.
- the low temperature reaction resistance increases the low temperature reaction resistance, and there are some that are larger than the DC resistance.
- the present invention has been made in view of such a problem, and for a secondary battery using a negative electrode plate having a characteristic of increasing reaction resistance in a low temperature region, when the battery temperature is in the low temperature region, rapid charging is performed. Even when charging with a large current such as charging a regenerative current in a vehicle or vehicle, the secondary battery is appropriately charged to a higher inter-terminal voltage while suppressing the deposition of metallic lithium on the negative electrode plate of the secondary battery.
- a battery control system is provided.
- a lithium ion secondary battery (hereinafter also simply referred to as a secondary battery) having a positive electrode plate and a negative electrode plate, and a maximum inter-terminal voltage and an allowable charging current that are allowed when the secondary battery is charged are set.
- the negative electrode plate when was the low temperature range aT l, the negative electrode plate, with a case where the battery temperature T is in the case and the low temperature range aT l of the normal temperature range aT j, when comparing the characteristics occurs the negative electrode plate Regarding the reaction resistance R r (T), the case of the low temperature region AT 1 is large, and the ratio of the reaction resistance R r (T) of the negative electrode plate to the internal resistance R (T) of the secondary battery, In the case of the above low temperature range AT l , the characteristics are large.
- Voltage storage means for storing the initial maximum terminal voltage V m0 (T) allowed in the initial use of the secondary battery among the maximum terminal voltage V m (T) for each battery temperature T; Resistance storage means for storing an initial internal resistance R 0 (T) generated in the initial use of the secondary battery for at least a predetermined battery temperature T ja within the normal temperature range AT j , and the allowable charging current I m (T) Among the internal resistances of the secondary battery at the timing when the battery temperature T of the secondary battery becomes the predetermined battery temperature Tja.
- the maximum terminal voltage V m (T) corresponding to the battery temperature T is stored in the voltage storage means.
- the battery control system described above includes the normal internal resistance R j (T ja ) and the initial internal resistance R 0 (T ja ) of the secondary battery acquired at the timing when the predetermined battery temperature T ja within the normal temperature range AT j is reached.
- the maximum voltage calculation means at least in the range of the low temperature region AT l is configured such that the maximum inter-terminal voltage V m (T) is changed to the initial maximum inter-terminal voltage V m0 (T) and the differential resistance ⁇ R (T ja ) and the allowable charging current. It is given as a value obtained by adding the product of I m (T).
- the value of the differential resistance ⁇ R (T ja ) at the predetermined battery temperature T ja in the normal temperature range AT j is obtained although the battery temperature T is a temperature in the low temperature range AT 1 . Used. The reason for this is as follows.
- the characteristics described above for the secondary battery that is, the reaction resistance R r (T) generated in the negative electrode plate at the battery temperature T, and the reaction resistance R r occupying the internal resistance R (T) of the secondary battery.
- a negative electrode plate in which the ratio of (T) is larger in the low temperature range AT 1 than in the normal temperature range AT j is used.
- the internal resistance R (T) of the secondary battery increases due to a change with time or the like, the internal resistance R (T) increases approximately at the same rate in any temperature range.
- resistance components such as reaction resistance and direct current resistance also increase roughly at the same rate (for example, increase by 30% in the same manner). Accordingly, when compared in terms of absolute values, the increase over time in the low-temperature reaction resistance R rl (T l ) at the temperature T 1 in the low temperature range AT l is equal to the normal reaction at the temperature T j in the normal temperature range AT j . Greater than the increase in resistance R rj (T j ).
- the maximum voltage calculating means differential resistance ⁇ R at a temperature T l in the low temperature range AT l ( Assuming that the product of T l ) and the allowable charging current I m (T l ) is added to the initial maximum terminal voltage V m0 (T l ), as described above, the differential resistance ⁇ R (T l ) at the temperature T l is Since the absolute value is large, the maximum inter-terminal voltage V m (T l ) obtained here may be too large. Then, the polarization in the negative electrode plate becomes too large, and there is a possibility that metallic lithium is deposited.
- the maximum voltage calculation means corresponds to the battery temperature T (temperature T l in the low temperature range AT 1 ).
- the differential resistance ⁇ R (T l ) at a predetermined battery temperature T ja within the normal temperature range AT j having a relatively small value is used, and this and the allowable charging current I m ( the product of the T j), to obtain the initial maximum inter-terminal voltage V m0 (T j) in addition to the maximum terminal voltage V m (T j).
- the reaction resistance R r (T) in the low temperature range AT 1 (low temperature reaction resistance R rl (T l )) is higher than that in the normal temperature range AT j.
- the battery temperature T is within the low temperature range AT1 , and charging is performed with a large current such as rapid charging or regenerative current charging in a vehicle. Even when the secondary battery is used, the secondary battery can be appropriately charged to a higher inter-terminal voltage while suppressing the deposition of metallic lithium on the negative electrode plate of the secondary battery.
- examples of the power source include a DC power supply device, a charger, and an engine or motor that can generate power when a secondary battery is mounted on the vehicle.
- the negative electrode plate is related to the reaction resistance R r (T) generated in the negative electrode plate when the specific is compared between the case where the battery temperature T is the normal temperature range AT j and the low temperature range AT l.
- the low temperature reaction resistance R rl occupying the low temperature internal resistance R l (T l ), which is the internal resistance of the secondary battery, at the temperature T l in the low temperature region AT l (T l) ratio R rl of (T l) / R l ( T l) is one having a large characteristic.
- a negative electrode plate include a negative electrode plate containing natural graphite or artificial graphite as a negative electrode active material.
- the initial internal resistance R 0 (T) may be stored for at least the predetermined battery temperature T ja within the normal temperature range AT j . Therefore, the whole and the range of normal temperature range AT j, for all temperature range including low temperature range AT l, also include those stored for each battery temperature T.
- the negative electrode plate has a low temperature reaction resistance R rl (T l ) at a temperature T 1 in the low temperature region AT 1 with respect to the reaction resistance R r (T).
- the normal internal resistance R j (T j ) which is 7 times or more the normal reaction resistance R rj (T j ) at the temperature T j in the temperature range AT j and is the internal resistance R (T) at the temperature T j .
- the ratio R rj (T j ) / R j (T j ) of the normal reaction resistance R rj (T j ) is 10% or less and is the internal resistance R (T) at the temperature T 1 Battery control having characteristics, wherein the ratio R rl (T l ) / R l (T l ) of the low temperature reaction resistance R rl (T l ) in the low temperature internal resistance R l (T l ) is 20% or more A system is good.
- the low temperature reaction resistance R rl (T l ) is higher than the normal reaction resistance R rj (T j ), and the ratio R rj (T j). ) / R j (T j ) is definitely greater than the ratio R rl (T l ) / R l (T l ).
- the differential resistance ⁇ R (T ja ) at the predetermined battery temperature T ja within the normal temperature range AT j is used by the maximum voltage calculation means.
- the maximum voltage calculation unit sets the initial maximum terminal voltage V m0 (T) to the maximum terminal.
- V m0 (T) A battery control system having an inter-voltage V m (T) value is preferable.
- the negative electrode plate of the secondary battery used in the battery control system described above has a ratio R rj (T j ) / R of the normal reaction resistance R rj (T j ) to the normal internal resistance R j (T j ). compared to j (T j), the ratio R rl (T l) of cold internal resistance R l (T l) accounted low-temperature reaction resistance R rl (T l) / R l (T l) is large.
- the battery temperature T is at higher than the low temperature range AT l is the value of the initial maximum inter-terminal voltage V m0 (T) between the maximum terminal voltage V m (T).
- the battery control system includes a resistance acquisition means for acquiring ().
- the battery control system since the above-described battery control system includes the above-described resistance acquisition unit, the battery control system itself acquires the normal internal resistance R j (T ja ) of the secondary battery and autonomously obtains the maximum inter-terminal voltage V m (T). Can be changed.
- a charge state detection unit that detects a charge state of the secondary battery, and an open terminal that stores in advance a voltage between open terminals for each charge state related to the secondary battery.
- Voltage storage means, and open terminal voltage acquisition means for acquiring the open terminal voltage corresponding to the charge state detected by the charge state detection means, wherein the resistance acquisition means is the secondary
- the predetermined time may be a battery control system comprising a 1.0 seconds.
- the battery control system includes a charge state detection unit, an open terminal voltage storage unit, and an open terminal voltage acquisition unit.
- the resistance acquisition unit has the same charging current from the first time to the second time. the when detecting the open terminal voltage of the secondary battery at the first time and the difference between the inter-terminal voltage of the secondary battery at the second time, using the current value of the charging current typically internal resistance R j ( T ja ) is acquired. That is, in the battery control system described above, the normal internal resistance R j (T ja ) of the secondary battery according to the direct current resistance measurement (DC-IR) method can be acquired.
- DC-IR direct current resistance measurement
- the internal resistance mainly includes the reaction resistance of the positive electrode plate, the reaction resistance of the negative electrode plate, and the direct current resistance of the secondary battery. In addition, diffusion resistance of ions in the negative electrode plate also appears.
- the internal resistance obtained according to the DC-IR method is added to the diffusion resistance component in addition to the reaction resistance of the positive electrode plate, the reaction resistance of the negative electrode plate, and the direct current resistance. Value.
- the differential resistance ⁇ R (T) also has a large value obtained by adding the increase in diffusion resistance, and the maximum inter-terminal voltage of the secondary battery acquired by the maximum voltage acquisition unit also becomes a large value. For this reason, when charging the secondary battery, there is a possibility that the polarization of the negative electrode plate becomes excessively large and metal lithium is deposited on the negative electrode plate.
- the diffusion resistance occupying the internal resistance can be reduced by setting the above measurement period to 1.0 second or less. It has been found that the ratio can be made sufficiently small.
- the predetermined time from the first time to the second time, which corresponds to the measurement time is set to 1.0 second or less, so that the ratio of the diffused resistance is sufficient in the resistance acquisition means.
- a small normal internal resistance R j (T ja ) can be obtained. Therefore, when charging with a large current, the secondary battery can be appropriately charged to a higher inter-terminal voltage while suppressing the deposition of metallic lithium on the negative electrode plate of the secondary battery.
- DC resistance measurement (DC-IR) method is the amount of change in the voltage between the terminals of the secondary battery that occurs when a constant charging current flows through the secondary battery (specifically, the charge
- the internal resistance of the secondary battery is calculated using the voltage between the open terminals just before the current starts to flow, the amount of change between the voltages between the terminals after a predetermined time has elapsed since the start of charging, and the current value of the charging current. It is a technique to do.
- the battery control system further includes current detection means for detecting the current value of the charging current flowing through the secondary battery at a predetermined cycle, and the resistance acquisition means is detected by the current detection means.
- a battery control system that acquires the normal internal resistance R j (T ja ) when a plurality of current values detected during the period from the first time to the second time among the current values are equal to each other. Is preferred.
- the internal resistance R j (T ja ) is normally acquired when the current values of the charging currents acquired during the period from the first time to the second time are equal to each other. It is possible to obtain the normal internal resistance R j (T ja ) of the secondary battery more accurately.
- the battery control system may be configured such that the predetermined time in the resistance acquisition unit is 0.1 seconds or less.
- the predetermined time from the first time to the second time is set to 0.1 seconds or less. Therefore, when charging with a large current, the metallic lithium on the negative electrode plate of the secondary battery The secondary battery can be appropriately charged to a higher inter-terminal voltage while reliably suppressing the precipitation of.
- normal internal resistance storage means for storing the normal internal resistance R j (T ja ) of the secondary battery input from the outside at the time of the input.
- a battery control system provided is preferable.
- a normal internal resistance R j () of the secondary battery using a DC power supply device or the like installed outside the system (outside the vehicle) at the time of inspection such as vehicle inspection. T ja ) can be measured.
- the battery control system described above includes the normal internal resistance storage means described above. Therefore, the normal internal resistance R j (T ja ) measured using a device external to the system can be stored in the normal internal resistance storage means and used. As a result, even if a resistance acquisition means is not provided in the battery control system (in the vehicle), it is possible to reliably suppress the deposition of metallic lithium on the negative electrode plate of the secondary battery, usually using the internal resistance R j (T ja ). Meanwhile, the secondary battery can be appropriately charged up to a higher inter-terminal voltage.
- a method of acquiring the normal internal resistance of the secondary battery from the outside of the battery control system for example, measurement is performed using a device installed outside the battery control system, for example, a DC power supply device, a voltmeter, and an ammeter.
- a method for obtaining the internal resistance using these external devices for example, a DC-IR method or an AC impedance (AC-IR) method can be cited.
- FIG. 1 is a perspective view of a vehicle equipped with a battery control system according to Embodiments 1 and 2 and Modification 1.
- FIG. 1 is a perspective view of a lithium ion secondary battery according to Embodiments 1 and 2 and Modification 1.
- FIG. It is explanatory drawing of the hybrid vehicle control apparatus of Embodiment 1, 2, and the modification 1.
- FIG. 6 is a flowchart of the first embodiment and the first modification. 6 is a flowchart of the first embodiment and the first modification. 6 is a flowchart of the first embodiment and the first modification.
- 2 is an explanatory diagram of Embodiment 1.
- FIG. 2 is an explanatory diagram of Embodiment 1.
- FIG. 6 is an explanatory diagram of a second embodiment.
- Hybrid vehicle control device control device 30 Front motor (power supply) 40 Rear motor (power supply) 50 engine (power) 101, 101A Lithium ion secondary battery 120 Positive electrode plate 130 Negative electrode plate AT j Normal temperature range AT 1 Low temperature range BS1, BS2, BS3 Battery control system Ic Charging current IF Current value I m (T) Allowable charging current P1 First time P2 Second time R (T) Internal resistance R 0 (T) Initial internal resistance R j (T j ) Normal internal resistance R l (T l ) Low temperature internal resistance R r (T) Reaction resistance R rj (T j ) Normal reaction Resistance R rl (T l ) Low temperature reaction resistance SC Charging state T Battery temperature T ja First battery temperature (predetermined battery temperature) T j Temperature (within normal temperature range) Temperature T 1 (within low temperature range) Temperature TM1 Predetermined time V m0 (T) Maximum terminal voltage V m0 (T) Initial maximum terminal voltage VZ Open terminal voltage W1 First battery
- FIG. 1 shows a perspective view of the vehicle 1.
- the vehicle 1 includes a plurality of (60 in the first embodiment) lithium ion secondary batteries (hereinafter also simply referred to as secondary batteries) 101, 101, a front motor 30, a rear motor 40, and an engine 50 that form an assembled battery 80. And a hybrid vehicle control device (hereinafter also referred to as an HV control device) 20 that controls charging of the secondary battery 101 from the front motor 30, the rear motor 40, and the engine 50.
- the vehicle 1 is a hybrid vehicle having a cable 81, an inverter 82, and a vehicle body 89 in addition to these.
- the battery control system BS1 in the vehicle 1 includes a secondary battery 101, a front motor 30, a rear motor 40, an engine 50, and an HV control device 20.
- the secondary battery 101 constituting the assembled battery 80 is a lithium ion secondary battery having the positive electrode plate 120 and the negative electrode plate 130.
- the secondary battery 101 contains an electrode body 110 and an electrolyte (not shown) in a rectangular box-shaped battery case 180.
- the electrolytic solution is an organic electrolytic solution obtained by adding LiPF 6 as a solute to a mixed organic solvent prepared by adjusting ethylene carbonate, ethyl methyl carbonate, and dimethyl carbonate.
- the battery case 180 of the secondary battery 101 has a battery case body 181 and a sealing lid 182 both made of aluminum.
- a transparent insulating film (not shown) made of resin and bent in a box shape is interposed between the battery case 180 and the electrode body 110.
- the sealing lid 182 has a rectangular plate shape, closes the opening of the battery case body 181, and is welded to the battery case body 181.
- the sealing lid 182 has a positive electrode terminal member 191A and a negative electrode terminal member 192A located at the tip of the positive electrode current collecting member 191 and the negative electrode current collecting member 192 connected to the electrode body 110, respectively. 2 protrudes from the lid surface 182a facing upward.
- An insulating member 195 made of an insulating resin is interposed between the positive terminal portion 191A or the negative terminal portion 192A and the sealing lid 182 to insulate each other.
- a rectangular plate-shaped safety valve 197 is also sealed on the sealing lid 182.
- the electrode body 110 is formed by winding a belt-like positive electrode plate 120 and a negative electrode plate 130 into a flat shape via a belt-like separator (not shown) made of porous polyethylene.
- the positive electrode plate 120 and the negative electrode plate 130 of the electrode body 110 are joined to a plate-like positive electrode current collector 191 or a negative electrode current collector 192 that are bent in a crank shape.
- a thin strip-shaped positive electrode plate 120 is a strip-shaped positive electrode current collector foil (not shown) made of aluminum, and a positive electrode active material layer (illustrated) formed on both main surfaces of the positive electrode current collector foil. Not).
- the thin strip-shaped negative electrode plate 130 has a strip-shaped negative electrode current collector foil (not shown) made of copper and a negative electrode active material layer (not shown) formed on both main surfaces of the negative electrode current collector foil.
- the negative electrode active material layer includes negative electrode active material particles made of natural graphite.
- the DC resistance Rd (T) of the secondary battery 101 the diffusion resistance Rs (T) in the positive electrode plate 120, the reaction resistance Rn (T) in the negative electrode plate 130, the reaction resistance Rp (T) of the positive electrode plate 120, and
- the reaction resistance R r (T) of the negative electrode plate 130 is a function of the battery temperature T.
- the internal resistance R (T) is also a function of the battery temperature T, which varies with the battery temperature T.
- the negative electrode plate 130 using the negative electrode active material particles made of natural graphite exhibits the following characteristics with respect to the reaction resistance R r (T). That is, among the reaction resistances R r (T) of the negative electrode plate 130 in the secondary battery 101, the battery temperature T is normal at a temperature T j within a normal temperature range AT j (specifically, a range of 20 to 45 ° C.). Reaction resistance R rj (T j ) is sufficiently smaller than DC resistance Rd (T j ) of secondary battery 101 (R rj (T j ) ⁇ Rd (T j )).
- the battery temperature T (specifically, -30 to 0 range ° C.) low-temperature range AT l if the temperature T l in the low temperature reaction resistance R rl (T l) is increased, the secondary battery 101 It becomes larger than the direct current resistance Rd (T l ) (R rl (T l )> Rd (T l )).
- the negative electrode plate 130 has a low temperature reaction resistance R rl (T l ) at a temperature T 1 in the low temperature range AT l and a normal reaction resistance R rj (T j ) at a temperature T j in the normal temperature range AT j .
- R rl (T l )> R rj (T j ) Specifically, the low-temperature reaction resistance R rl (T l ) has a value that is seven times or more the normal reaction resistance R rj (T j ).
- the negative electrode plate 130 has a characteristic that the second ratio W2 is larger than the first ratio W1, that is, the reaction resistance is particularly large at a low temperature and occupies the internal resistance of the secondary battery 101. The reaction resistance ratio is also increased.
- the negative electrode plate 130 is polarized due to the reaction resistance R r (T) of the negative electrode plate 130.
- the polarization increases as the product of the reaction resistance R r (T) of the negative electrode plate 130 and the charging current increases. Accordingly, when a large current is passed through the secondary battery 101 during charging, the negative electrode plate 130 is largely polarized, and thus the potential of the negative electrode plate 130 may be lower than the potential of metallic lithium. Then, metallic lithium is deposited on the negative electrode plate 130.
- the negative electrode plate 130 when the magnitude of the charging current to the secondary battery 101 are the same, the negative electrode plate 130, the temperature T l in the low temperature range in AT l than the battery temperature T is a temperature T j within the normal temperature range AT j In this case, large polarization is likely to occur, and metal lithium is likely to precipitate.
- the HV control device 20 includes a CPU (not shown), a ROM, and a RAM, and includes a microcomputer (hereinafter also referred to as a microcomputer) 21 that operates according to a predetermined program.
- the HV control device 20 includes a voltage sensor 25 that measures a voltage V between terminals of one secondary battery 101A among the secondary batteries 101 and 101 constituting the assembled battery 80, and the secondary battery 101A (assembled battery 80).
- a temperature sensor 27 for measuring the battery temperature T of the secondary battery 101A (see FIG. 3).
- the voltage sensor 25 measures the voltage between the positive electrode terminal portion 191A and the negative electrode terminal portion 192A of the secondary battery 101A (see FIG. 3).
- the current sensor 26 is a known direct current sensor.
- the temperature sensor 27 is arranged such that the temperature measuring unit is in contact with the outside of the battery case 180 of the secondary battery 101A.
- the above-described HV control device 20 can detect the state of the secondary battery 101 (the assembled battery 80), the front motor 30, the rear motor 40, the engine 50, and the inverter 82 directly or via a sensor or the like. Various controls are performed depending on the situation. Therefore, in the battery control system BS1 of the first embodiment, the control of the secondary battery 101 (the assembled battery 80) performed by the HV controller 20 will be described in detail below with reference to the flowcharts of FIGS. .
- the main routine M1 shown in FIG. 4 is executed. In this main routine M1, steps S14, S15, and S18 indicated by broken lines are steps used in Modification 1 described later, and are not used in Embodiment 1.
- the initial maximum terminal voltage V m0 (T) of the secondary battery 101A among the maximum terminal voltage V m (T) is previously stored for each battery temperature T.
- the allowable charging current I m (T) of the secondary battery 101A is stored for each battery temperature T, and the open-circuit voltage VZ of the secondary battery 101A is stored for each charging state SC of the secondary battery 101A.
- the ROM also stores in advance an initial internal resistance R 0 (T ja ) of the secondary battery 101A at a predetermined first battery temperature T ja within the normal temperature range AT j .
- step S1 the main routine M1 shown in FIG. 4 will be described.
- the process proceeds to step S2, the battery temperature T of the secondary battery 101A at that time, the current value IF flowing in the secondary battery 101A, and The inter-terminal voltage V (T) of the secondary battery 101A is measured.
- the main routine M1 repeats step S2 to step S19 at a predetermined cycle time TC1 (in the first embodiment, every 0.1 second) until the vehicle 1 is keyed off (see step S20 described later). . Therefore, in the first embodiment, the battery temperature T, the current value IF, and the inter-terminal voltage V (T) are measured every cycle time TC (0.1 seconds). Thereafter, the process proceeds to the maximum voltage calculation subroutine of step S30.
- the maximum voltage calculation subroutine S30 will be described with reference to FIG.
- the upper limit of the inter-terminal voltage V (T) of the secondary battery 101 (101A) is limited by the maximum inter-terminal voltage V m (T) set in the maximum voltage calculating subroutine S30.
- This maximum voltage calculating subroutine S30 firstly the battery temperature T measured in step S2 is, than the low temperature range AT l, specifically, low-temperature range maximum temperature T lu (this embodiment is the highest temperature of the low temperature range AT l 1 is determined whether it is higher than 0 ° C.) (step S31).
- step S34 If YES, that is, if the battery temperature T is higher than the low temperature range maximum temperature Tlu , the process proceeds to step S34. On the other hand, if NO, that is, if the battery temperature T is equal to or lower than the low temperature range maximum temperature Tlu , the process proceeds to step S32.
- step S32 the normal internal resistance of the secondary battery 101A at a predetermined first battery temperature T ja (20 ° C. in the first embodiment) which is already in the normal temperature range AT j and which is already in the normal temperature range AT j by the resistance acquisition subroutine S40 described later. It is determined whether or not R j (T ja ) has been acquired.
- step S34 If NO, that is, if the normal internal resistance R j (T ja ) has not yet been acquired in the resistance acquisition subroutine S40, the process proceeds to step S34. On the other hand, if YES, that is, if the normal internal resistance R j (T ja ) has already been acquired, the process proceeds to step S33, and the maximum inter-terminal voltage V m (T) is changed to the initial maximum inter-terminal voltage V m0 (T). Is set to a value obtained by adding a product ( ⁇ R (T ja ) ⁇ I m (T)) of a differential resistance ⁇ R (T ja ) and an allowable charging current I m (T), which will be described later.
- V m (T) V m0 (T) + ⁇ R (T ja ) ⁇ I m (T).
- step S34 the maximum inter-terminal voltage V m (T) is set to the initial maximum inter-terminal voltage V m0 (T) stored in advance in the ROM of the microcomputer 21. After the setting, the maximum voltage calculation subroutine S30 is terminated and the process returns to the main routine M1.
- step S3 of the main routine M1 shown in FIG. 4 the allowable charging current I m (T) for the charging current Ic flowing through the secondary battery 101 is set from the battery temperature T measured in step S2. As a result, the charging current Ic larger than the allowable charging current I m (T) is prevented from flowing through the secondary battery 101.
- the allowable charging current I m (T) specifically corresponds to the battery temperature T at each point in time among the allowable charging currents I m (T) stored in advance in the ROM for each battery temperature T. Select.
- step S4 the state of charge SC (SOC value) of the secondary battery 101A at that time is detected.
- the HV control device 20 separately installs a secondary battery 101A with a known charge state SC in the vehicle 1, and then the value of the discharge current flowing through the secondary battery 101A and the value of the charging current Ic. Based on this history, the charging state SC of the secondary battery 101A is calculated. Therefore, in step S4, this value is read.
- step S5 the voltage VZ between the open terminals of the secondary battery 101A corresponding to the detected charging state SC is acquired.
- the voltage corresponding to the detected charging state SC of the secondary battery 101A is selected from among the open-circuit voltages VZ stored in advance for each value of the charging state SC in the ROM, and at that time The voltage between open terminals is VZ.
- step S6 it is determined whether or not an inversion flag F1 described later is set. If YES, that is, if the reverse flag F1 is set, the process proceeds to step S11. On the other hand, if NO, that is, if the inversion flag F1 is reset, the process proceeds to step S7.
- step S7 the battery temperature T acquired (measured) in step S2 is a predetermined first battery temperature T ja within the range of the normal temperature range AT j (20 ° C. ⁇ T ⁇ 45 ° C.) (in the first embodiment, for example) Whether it is 20 ° C.) or not.
- NO that is, when the battery temperature T is not the first battery temperature T niv proceeds to step S19 by skipping steps S8 ⁇ S10.
- YES that is, if the battery temperature T is the first battery temperature T niv, the process proceeds to step S8.
- the first embodiment shows an example in which the process of step S8 and the like is performed when the battery temperature T is a predetermined first battery temperature Tja within the normal temperature range AT j .
- the battery temperature T is within the normal temperature range AT j
- the process may be performed in step S8 or the like, and the normal internal resistance may be calculated for any temperature in the resistance acquisition subroutine S40, which will be described later, and used.
- step S8 using the current value IF of the secondary battery 101A acquired (measured) in step S2, it is determined whether or not the operation of the secondary battery 101A has changed (reversed) from discharging to charging. If NO, that is, if the operation of the secondary battery 101A is not reversed from discharging to charging, the process proceeds to step S19. On the other hand, if YES, that is, if the battery is reversed from discharging to charging, the process proceeds to step S9.
- step S9 the battery temperature T, current value IF, and open-terminal voltage VZ at the timing immediately after the operation of the secondary battery 101A obtained in step S2 is reversed from discharging to charging (first time P1) are set.
- the first time battery temperature T1, the first time current value IF1, and the first time open circuit voltage VZ1 are stored, respectively.
- the inversion flag F1 is set to the microcomputer 21 (step S10), and it progresses to step S19.
- step S6 if the reverse flag F1 is set in step S6 (YES), that is, the timing (second time P2) of the next cycle time TC1 after 0.1 second has elapsed since the reverse flag F1 was set.
- step S11 it is determined whether the battery temperature T at the second time P2 is the same as the first time battery temperature T1 stored in step S9, that is, 0.1 seconds before. If NO, that is, if the battery temperature T at the second time P2 is different from the first time battery temperature T1, the process proceeds to step S17. On the other hand, if YES, that is, if the battery temperature T at the second time P2 is the same as the first time battery temperature T1, the process proceeds to step S12.
- step S12 it is determined whether or not the current value IF at the second time P2 measured in step S2 is the same as the first time current value IF1 at the first time P1 stored in step S10. If NO, that is, if the current value IF at the second time P2 is different from the first time current value IF1, the process proceeds to step S17. On the other hand, if YES, that is, if the current value IF at the second time P2 has the same magnitude as the first time current value IF1 (see the explanatory diagram shown in FIG. 7), the process proceeds to the resistance acquisition subroutine of step S40.
- the resistance acquisition subroutine S40 uses a pseudo direct current resistance measurement (DC-IR) method, and the normal internal resistance R j of the secondary battery 101 when the battery temperature T is the first battery temperature T ja (20 ° C.). It is a resistance acquisition means for acquiring (T ja ).
- the main routine M1 executes the battery temperature T, the current value IF, and the inter-terminal voltage V (T) (the open terminal voltage associated therewith) at step S2 every predetermined cycle time TC1 (0.1 second). VZ) is being measured and detected.
- the resistance acquisition subroutine S40 of the first embodiment when the current value IF measured at the second time P2 after a predetermined time TM1 (0.1 second) is the same size as the first time current value IF1. From the change in the voltage between the terminals of the secondary battery 101A flowing during this time (the differential voltage ⁇ V (T ja ) described below) and the current value IF (first time current value IF1), the first battery temperature T ja The normal internal resistance R j (T ja ) of the secondary battery 101A is obtained.
- step S41 the terminal voltage at the second time P2 of the terminal voltage V (T ja) V (T ja) ( between the second time the terminal voltage V (T ja) 2) Then, the difference obtained by subtracting the first time opening voltage VZ1 stored 0.1 seconds before in step S9 is calculated, and this is defined as the differential voltage ⁇ V (T ja ) at the first battery temperature T ja .
- step S42 the calculated differential voltage ⁇ V (T ja ) and the stored first time current value IF1 are stored in the RAM as a pair.
- n indicating the stored number of pairs is incremented by one (step S43).
- step S44 it is determined whether or not the number n is smaller than 64. If YES, that is, if the number n is smaller than 64, the resistance acquisition subroutine S40 is terminated and the process returns to the main routine M1.
- the reason for calculating the normal internal resistance R j (T ja ) with a small error is that the number of pairs of the differential voltage ⁇ V (T ja ) and the first time current value IF1 is insufficient.
- the normal internal resistance R at the first battery temperature T ja is obtained from the 64 pairs of differential voltage ⁇ V (T ja ) and the first time current value IF1.
- j (T ja ) is calculated (step S45). Specifically, as shown in FIG. 8, a graph with the horizontal axis representing the first time current value IF1 and the vertical axis representing the difference voltage ⁇ V (T ja ) is plotted on the first time current value IF1 and the difference voltage ⁇ V (T ja ) Dot a coordinate point indicating the combination with). Then, an approximate straight line of a plurality of coordinate points is obtained using the least square method.
- the inclination of the approximate straight line is defined as a normal internal resistance R j (T ja ) of the new secondary battery 101 at the first battery temperature T ja .
- a new normal internal resistance R j (T ja ) at the first battery temperature T ja is obtained.
- step S15 of the main routine M1 it is determined whether or not the normal internal resistance R j (T ja ) of the secondary battery 101A at the first battery temperature T ja is newly acquired (updated) in the above-described resistance acquisition subroutine S40. To do. If NO, that is, if the normal internal resistance R j (T ja ) has not been updated in the resistance acquisition subroutine S40, step S16 is skipped and the process proceeds to step S17. On the other hand, if YES, that is, if the normal internal resistance R j (T ja ) is updated, the process proceeds to step S16.
- step S16 the differential resistance ⁇ R (T ja ) of the secondary battery 101A when the battery temperature T is the first battery temperature T ja is acquired.
- a value (R 0 (T ja )) corresponding to the first battery temperature T ja among the initial internal resistances R 0 (T) stored in advance in the ROM is used. .
- step S32 of the maximum voltage calculation subroutine S30 described above “YES” is selected in step S32 of the maximum voltage calculation subroutine S30 described above, and the process proceeds to step S33. That is, using the differential resistance ⁇ R (T ja ), the initial maximum terminal voltage V m0 (T), and the allowable charging current I m (T), the maximum terminal-to-terminal for the secondary battery 101 in the low temperature range AT 1 is used.
- the voltage V m (T) can be set.
- step S17 the inversion flag F1 is reset, and the process proceeds to step S19.
- step S19 it is determined whether or not the vehicle 1 has been keyed off. Here, if NO, the process proceeds to step S20, and if YES, the process proceeds to step S21.
- step S20 whether or not a predetermined cycle time TC1 (0.1 second) has elapsed from the measurement of the battery temperature T, current value IF, and inter-terminal voltage V (T) of the secondary battery 101A performed in step S2. Determine. If NO, that is, if the predetermined cycle time TC1 has not elapsed since the previous measurement, the process returns to step S19, and steps S19 and S20 are repeated (that is, wait until the cycle time TC1 elapses). On the other hand, if YES, that is, if the cycle time TC1 has elapsed from the measurement in step S2, the process returns to step S2, and steps S2 to S20 are repeated. On the other hand, in step S21, the inversion flag F1 is reset regardless of whether or not the inversion flag F1 is set, and the main routine M1 is terminated.
- a predetermined cycle time TC1 0.1 second
- the HV control device 20 is the control device
- the front motor 30, the rear motor 40, and the engine 50 are the power source
- the allowable charging current I m (T) is the allowable charging current
- the initial state of the secondary battery 101A The maximum inter-terminal voltage V m0 (T) is set for each battery temperature T, and the initial internal resistance R 0 (T ja ) of the secondary battery 101A at the first battery temperature T ja within the normal temperature range AT j is set to the secondary battery 101A.
- the microcomputer 21 of the HV control device 20 which stores each Corresponds to voltage storage means, resistance storage means, current storage means and open-terminal voltage storage means, respectively.
- the resistance acquisition subroutine S40 is the resistance acquisition means
- step S16 of the main routine M1 is the difference acquisition means
- the maximum voltage calculation subroutine S30 is the maximum voltage calculation means
- step S5 is the charge state detection means
- step S6 is the open terminal. Each corresponds to the voltage acquisition means.
- the battery control system BS1 has the normal internal resistance R j of the secondary battery 101A acquired at the timing when the first battery temperature T ja (for example, 20 ° C.) in the normal temperature range AT j is reached.
- Step S16 is provided for obtaining a differential resistance ⁇ R (T ja ) between (T ja ) and the initial internal resistance R 0 (T ja ).
- the maximum voltage calculation subroutine S30 when the battery temperature T is within the range of the low temperature range AT1, converts the maximum inter-terminal voltage V m (T) into the initial maximum inter-terminal voltage V m0 (T) and the differential resistance ⁇ R ( It is given as a value obtained by adding the product of T ja ) and allowable charging current I m (T).
- the maximum inter terminal voltage V m (T) is a constant value that remains in the initial maximum inter-terminal voltage V m0 (T) Compared with the case where the charging of the secondary battery is controlled, it is possible to suppress a decrease in the charging amount of the secondary battery 101A due to an increase in internal resistance due to deterioration or the like.
- the differential resistance ⁇ R facing the battery temperature T (temperature T l in the low temperature range AT 1 ) in the maximum voltage calculation subroutine S30.
- the differential resistance ⁇ R (T ja ) at the first battery temperature T ja in the normal temperature range AT j that is a relatively small value compared to this is used.
- the product of this and the allowable charging current I m (T) is added to the initial maximum terminal voltage V m0 (T) to obtain the maximum terminal voltage V m (T).
- the maximum inter-terminal voltage V m (T) is set to a value larger than the initial maximum inter-terminal voltage V m0 (T), even if the internal resistance of the secondary battery increases due to aging, the secondary battery A decrease in the charge amount of the battery 101A can be suppressed.
- the maximum inter-terminal voltage V m (T) does not become a large value, and the deposition of metallic lithium accompanying polarization in the negative electrode plate 130 cannot occur.
- the negative electrode plate 130 having a characteristic temperature T l in the low-temperature reaction resistance R rl in low temperature range AT l (T l) is to increase than the case of the normal temperature range AT j
- the battery temperature T is within the low temperature range AT1 , and rapid charging or charging of the regenerative current in the vehicle is performed.
- the secondary battery 101 (101A) is appropriately charged to a higher inter-terminal voltage while suppressing the deposition of metallic lithium on the negative electrode plate 130 of the secondary battery 101A. Can do.
- the battery temperature T is at higher than the low temperature range AT l is the value of the initial maximum inter-terminal voltage V m0 (T) between the maximum terminal voltage V m (T) .
- V m0 the initial maximum inter-terminal voltage between the maximum terminal voltage V m (T) .
- the battery control system BS1 since the battery control system BS1 includes the above-described resistance acquisition subroutine S30, the battery control system BS1 itself acquires the normal internal resistance R j (T ja ) of the secondary battery 101 (101A), and the maximum terminal voltage V m (T) can be changed autonomously.
- the battery control system BS1 detects the current value IF of the charging current Ic having the same magnitude as the first time P1 and the second time P2, the first time release of the secondary battery 101A at the first time P1.
- a normal internal resistance R j (T ja ) is obtained using the value IF1). That is, in the battery control system BS1 described above, the normal internal resistance R j (T ja ) of the secondary battery 101 (101A) according to the DC-IR method can be acquired.
- an initial secondary battery A that has just been manufactured is prepared, and the battery temperature T is set to the normal temperature range AT j by the DC-IR method.
- the time (measurement period) from when the charging current Ic starts to flow until the voltage between the terminals of the secondary battery A is measured by the DC-IR method is 0.1 seconds, 1.0 seconds, 10.0 seconds. And 20.0 seconds, respectively.
- Table 1 shows the normal internal resistance of the secondary battery A (secondary battery A before an accelerated deterioration test described later) in each measurement period.
- the normal internal resistance of the secondary battery A increases as the measurement period becomes longer. This is because the reaction resistance Rp (T j ) of the positive electrode plate 120, the reaction resistance R r (T j ) of the negative electrode plate 130, and the secondary battery immediately after the charging current Ic starts to flow through the secondary battery A.
- the DC resistance Rd (T j ) of A (secondary battery 101) mainly occurs, but thereafter, the diffusion resistance Rs (T j ) of ions in the positive electrode plate 120 and the ions in the negative electrode plate 130 are gradually increased.
- the diffused resistance Rn (T j ) also appears.
- the normal internal resistance obtained by the DC-IR method includes the reaction resistance Rp (T j ) of the positive electrode plate 120, the reaction resistance R r (T j ) of the negative electrode plate 130, and the direct current resistance Rd ( in addition to T j), because the diffusion resistance Rs in each electrode 120,130 (T j), the component of Rn (T j) applied.
- the normal internal resistance of the secondary battery A after the accelerated deterioration test is also increased as the measurement period becomes longer as in the initial case. It can be seen that there is a tendency similar to the initial normal internal resistance before the accelerated deterioration test.
- the differential resistance ⁇ R before and after the accelerated degradation test (the difference obtained by subtracting the normal internal resistance after the accelerated degradation test from the one before the accelerated degradation test) is 0.8 m ⁇ when the measurement period is 0.1 second, and at 1.0 seconds. It is 2.0 m ⁇ at 1.3 m ⁇ and 10.0 seconds, and 2.6 m ⁇ at 20.0 seconds. From this, it can be seen that the differential resistance ⁇ R increases as the measurement period becomes longer.
- each secondary battery B and C in a charged state of SOC 60% in a temperature environment of ⁇ 5 ° C. is first processed at a constant current of 2C for 1.0 second and at a constant current of 6C.
- the battery is continuously charged for 0 second and at a constant current of 10 C for 1.0 second.
- the discharge is continuously performed for 1.0 second at a constant current of 2C, 1.0 second at a constant current of 6C, and 1.0 second at a constant current of 10C, Thereafter, a rest period of 10.0 seconds is performed.
- Such a charge / discharge pulse cycle test was repeated 10 times.
- the capacities of the secondary batteries B and C were measured again. Specifically, the discharge capacity when discharged to 2.5 V with a constant (1 C) discharge current in a temperature environment of 25 ° C. was measured in the same manner as the method performed before the charge / discharge pulse cycle test. . And about each secondary battery B and C, the capacity
- the capacity maintenance ratio of the secondary battery B is 99.4%, which is a high capacity maintenance ratio of 99% or more, whereas the capacity maintenance ratio of the secondary battery C is 90.0%. It can be seen that it is significantly lower than the secondary battery B.
- the large charge in the charge / discharge pulse cycle test in the low temperature range AT 1 Due to charging with current, large polarization occurs in the negative electrode plate.
- the potential of the negative electrode plate may be lower than that of metallic lithium. For this reason, it is considered that metallic lithium was deposited on the negative electrode plate, and the capacity of the secondary battery C was reduced by that amount after the charge / discharge pulse cycle test.
- the internal resistance of the secondary battery A for various measurement periods was measured by the DC-IR method (see Table 1), but the equation (V m (T)) used in the maximum voltage calculation subroutine S30 described above was used.
- V m (T) the equation used in the maximum voltage calculation subroutine S30 described above was used.
- the initial maximum inter-terminal voltage V m0 ( ⁇ 5) is 4.12 V as described above.
- the maximum terminal voltage V m ( ⁇ 5) is 4.176 V when the measurement period is 0.1 seconds, 4.21 V when the measurement period is 1.0 seconds, and 4 when the measurement period is 10.0 seconds. In the case of .260V and 20.0 seconds, it is 4.302V (see Table 1).
- an initial secondary battery having the same configuration as that used for the secondary batteries B and C is prepared, and the above-described accelerated deterioration test performed on the secondary battery A is performed.
- Five secondary batteries (secondary batteries D to H) having deteriorated more than C were prepared. Then, the capacities of these secondary batteries D to H were measured in the same manner as the secondary batteries B and C.
- the maximum inter-terminal voltage V m ( ⁇ 5) was set as follows, and a charge / discharge pulse cycle test similar to the secondary batteries B and C was performed. That is, the maximum terminal voltage V m ( ⁇ 5) of the secondary battery D, the secondary battery E, the secondary battery F, the secondary battery G, and the secondary battery H is set to 4.12V, 4.18V, 4.21V, The voltage was set to 4.26 V and 4.30 V, respectively (see Table 2). Then, as with the secondary batteries B and C, the charge / discharge pulse cycle test was repeated 10 times for the secondary batteries D to H.
- the secondary batteries D to H have been subjected to the same accelerated deterioration test as the secondary battery A, and the internal resistance thereof is almost the same as the value after the accelerated deterioration test of the secondary battery A. it is conceivable that.
- the capacity maintenance rate of the secondary battery D is 99.4%
- the capacity maintenance rate of the secondary battery E is 99.4%
- the capacity maintenance rate of the secondary battery F is 99.2%.
- the capacity retention rate was 99% or more.
- the capacity maintenance rate of the secondary battery G was slightly low at 98.6%
- the capacity maintenance rate of the secondary battery H was 80.0%, which greatly reduced the capacity.
- the predetermined time TM1 between the first time P1 and the second time P2 corresponding to the above-described measurement period is 1.0 second or less (specifically, Therefore, in the resistance acquisition subroutine S40, the normal internal resistance R j (T ja ) with a sufficiently small proportion of the diffused resistance can be acquired. Therefore, when charging with a large current, the secondary battery 101 (101A) is appropriately charged to a high inter-terminal voltage while suppressing the deposition of metallic lithium on the negative electrode plate 130 of the secondary battery 101 (101A). can do.
- the predetermined time TM1 is set to 0.1 second, so that the metal on the negative electrode plate 130 of the secondary battery 101 (101A) is charged when charging with a large current.
- the secondary battery 101 (101A) can be charged to an appropriate inter-terminal voltage while reliably suppressing lithium deposition.
- Modification 1 Modification 1 of the present invention will be described with reference to the drawings.
- the cycle time TC2 is set to 0.02 seconds shorter than the cycle time TC1 (0.1 seconds) of the first embodiment
- FIG. 4 is different from the first embodiment described above in that steps S13, S14, and S18 indicated by broken lines are added. Therefore, differences from the first embodiment will be mainly described, and description of the same parts as those of the first embodiment will be omitted or simplified. In addition, about the same part as Embodiment 1, the same effect is produced. In addition, the same contents are described with the same numbers.
- steps S11 to S20 including steps different from those in the first embodiment in the main routine M1 shown in FIG. 4 will be described below, and the description of the rest will be omitted.
- step S11 it is determined whether or not the battery temperature T acquired in step S2 in the current cycle is the same as the first time battery temperature T1 stored in step S9 described above. . If NO, that is, if the battery temperature T of the current cycle is different from the first time battery temperature T1, the process proceeds to step S17. On the other hand, if YES, that is, if the battery temperature T is the same as the first time battery temperature T1, the process proceeds to step S12.
- step S12 in the current cycle, it is determined whether or not the current value IF measured in step S2 is the same as the first time current value IF1 stored in step S9. If NO, that is, if the current value IF of the current cycle is different from the first time current value IF1, the process proceeds to step S17. On the other hand, if YES, that is, if the current value IF is the same as the inverted current value IF1, the process proceeds to step S13 indicated by a broken line in FIG.
- step S14 it is determined whether or not the number m is smaller than six. If YES, that is, if the number m is smaller than 6 (m ⁇ 6), the process proceeds to step S19. This is because the predetermined time TM1 (0.1 second as in the first embodiment) has not elapsed immediately after the operation of the secondary battery 101A is reversed from discharging to charging.
- the normal internal resistance R j (T ja ) of the secondary battery 101A at the first battery temperature T ja (20 ° C.) is acquired.
- step S15 it is determined whether or not the normal internal resistance R j (T ja ) is newly acquired (updated) in the above-described resistance acquisition subroutine S40. Proceed to S17. On the other hand, if YES, the process proceeds to step S16.
- step S16 the differential resistance ⁇ R (T ja ) of the secondary battery 101A when the battery temperature T is the first battery temperature T ja is acquired. Further, as in the first embodiment, in step S17, the inversion flag F1 is reset, and the process proceeds to step S18 indicated by a broken line.
- the current value IF differs from the post-inversion current value IF1 until the predetermined time TM1 (0.1 seconds) elapses, or the battery temperature T is equal to the first battery temperature. and when changed from T niv, if you perform a resistance acquisition subroutine S40, in order to clear the number of times m.
- the battery control system BS2 is acquired in a period from immediately after the operation of the secondary battery 101A is reversed from discharging to charging until a time after a predetermined time TM1 (0.1 second) has elapsed.
- the current values IF of the plurality of charging currents Ic are equal to each other, the normal internal resistance R j (T ja ) is acquired in the resistance acquisition subroutine S30. Therefore, an error due to current fluctuation is suppressed, and the secondary battery 101 is more accurate.
- the normal internal resistance R j (T ja ) can be obtained.
- the normal internal resistance R j (T ja ) is measured by itself.
- the input time point input from the outside is used.
- the second embodiment differs from the first embodiment described above in that it includes normal internal resistance storage means for storing the normal internal resistance R j (T ja ) of the secondary battery 101 in FIG. That is, the HV control device 20 in the battery control system BS3 according to the second modification is configured so that the normal internal resistance R j (T ja ) of the secondary battery 101 input from the outside can be stored in the microcomputer 21. Has been.
- the measurement of the internal resistance R j (T ja ) is specifically performed as follows. First, the secondary battery 101 is temporarily removed from the vehicle 1 (battery control system BS3) at the timing of vehicle inspection or the like. Then, using the DC power supply device 210, the voltmeter 220, and the ammeter 230 (see FIG. 9) installed outside the battery control system BS3, the normal internal resistance R j ( T ja ) is measured. At this time, the secondary battery 101 is measured under the first battery temperature T ja (20 ° C.) environment.
- the secondary battery 101 is loaded back into the vehicle 1, and the normal internal resistance R j (T ja ) of the secondary battery 101 at the acquired first battery temperature T ja (20 ° C.) is determined by a known method using the microcomputer 21. Are input (written) into a RAM (not shown).
- the maximum inter-terminal voltage V m (T) of the secondary battery 101 is set in the vehicle 1 using the normal internal resistance R j (T ja ) of the secondary battery 101. be able to.
- the negative electrode plate 130 of the secondary battery 101 is normally used by using the internal resistance R j (T ja ) even if the battery control system BS3 does not include a resistance acquisition unit.
- the secondary battery 101 can be appropriately charged up to a high inter-terminal voltage while reliably suppressing the deposition of metallic lithium.
- the present invention has been described according to the first and second embodiments and the first modified embodiment.
- the present invention is not limited to the above-described embodiments and the like, and can be appropriately changed without departing from the gist thereof. Needless to say, it can be applied.
- a negative electrode plate containing natural graphite is used as the negative electrode active material.
- a negative electrode plate containing graphite other than natural graphite or artificial graphite may be used as the negative electrode active material.
- an example is shown in which only the initial internal resistance R 0 (T) for the predetermined battery temperature T ja in the normal temperature range AT j is stored in the resistance storage means.
- the entire temperature range AT j or the entire temperature range including the low temperature range AT 1 may be stored for each battery temperature T.
- the internal resistance R j (T ja ) is usually measured by the DC-IR method, but may be measured by using an AC impedance (AC-IR) method.
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Abstract
Description
30 フロントモータ(電源)
40 リアモータ(電源)
50 エンジン(電源)
101,101A リチウムイオン二次電池
120 正極板
130 負極板
ATj 通常温度域
ATl 低温域
BS1, BS2, BS3 電池制御システム
Ic 充電電流
IF 電流値
Im(T) 許容充電電流
P1 第1時刻
P2 第2時刻
R(T) 内部抵抗
R0(T) 初期内部抵抗
Rj(Tj) 通常内部抵抗
Rl(Tl) 低温内部抵抗
Rr(T) 反応抵抗
Rrj(Tj) 通常反応抵抗
Rrl(Tl) 低温反応抵抗
SC 充電状態
T 電池温度
Tja 第1電池温度(所定電池温度)
Tj (通常温度域内の)温度
Tl (低温域内の)温度
TM1 所定時間
Vm(T) 最大端子間電圧
Vm0(T) 初期最大端子間電圧
VZ 開放端子間電圧
W1 第1割合(割合Rrj(Tj)/Rj(Tj))
W2 第2割合(割合Rrl(Tl)/Rl(Tl))
ΔR(T) 差分抵抗
ΔV(T) 差分電圧(第1時刻における開放端子間電圧と、第2時刻における端子間電圧との差)
次に、本発明の実施形態1について、図面を参照しつつ説明する。まず、本実施形態1にかかる電池制御システムBS1を用いる車両1について説明する。図1に車両1の斜視図を示す。
各二次電池B,Cの容量維持率(%)を表2に示す。
次に、本発明の変形形態1について、図面を参照しつつ説明する。なお、本変形形態1にかかる電池制御システムBS2では、メインルーチンM1において、サイクル時間TC2を実施形態1のサイクル時間TC1(0.1秒)よりも短い0.02秒としている点、及び、図4中に破線で示すステップS13,S14,S18を加えている点で、上述した実施形態1とは異なる。そこで、実施形態1と異なる点を中心に説明し、実施形態1と同様の部分の説明は省略または簡略化する。なお、実施形態1と同様の部分については同様の作用効果を生じる。また、同内容のものには同番号を付して説明する。
次に、本発明の実施形態2について、図面を参照しつつ説明する。なお、実施形態1及び変形形態1では、自身で通常内部抵抗Rj(Tja)を測定したのに対し、本実施形態2にかかる電池制御システムBS3では、外部から入力された、入力の時点での二次電池101の通常内部抵抗Rj(Tja)を記憶する通常内部抵抗記憶手段を備えている点で、上述した実施形態1と異なる。即ち、本変形形態2の電池制御システムBS3における、HV制御装置20では、外部から入力される二次電池101の通常内部抵抗Rj(Tja)をマイコン21に記憶することができるように構成されている。
Claims (7)
- 正極板及び負極板を有するリチウムイオン二次電池(以後、単に二次電池ともいう)と、
上記二次電池の充電時に許容する最大端子間電圧及び許容充電電流を設定して、電源から上記二次電池への充電を制御する制御装置と、を備える
電池制御システムであって、
電池温度Tについて、20~45℃を通常温度域ATjとし、-30~0℃を低温域ATlとしたとき、
上記負極板は、
電池温度Tが上記通常温度域ATjの場合と上記低温域ATlの場合とで、その特性を比較したときに、
上記負極板に生じる反応抵抗Rr(T)に関し、上記低温域ATlの場合が大きく、かつ、
上記二次電池の内部抵抗R(T)に占める上記負極板の上記反応抵抗Rr(T)の割合に関し、上記低温域ATlの場合が大きい、
特性を有してなり、
上記最大端子間電圧Vm(T)のうち、上記二次電池の使用初期に許容する初期最大端子間電圧Vm0(T)を、上記電池温度T毎に記憶する電圧記憶手段と、
上記二次電池の使用初期に生じる初期内部抵抗R0(T)を、少なくとも上記通常温度域ATj内の所定電池温度Tjaについて記憶する抵抗記憶手段と、
上記許容充電電流Im(T)を、上記電池温度T毎に記憶する電流記憶手段と、
上記二次電池の上記電池温度Tが上記所定電池温度Tjaとなったタイミングでの、上記二次電池の内部抵抗のうち、上記通常温度域ATj内の温度Tjにおける通常内部抵抗Rj(Tja)と、上記抵抗記憶手段に記憶されていた、対応する上記所定電池温度Tjaにおける上記初期内部抵抗R0(Tja)との差分である差分抵抗ΔR(Tja)を得る差分取得手段と、
少なくとも上記電池温度Tが上記低温域ATl内であるとき、この電池温度Tに対応する上記最大端子間電圧Vm(T)を、上記電圧記憶手段に記憶されていた上記初期最大端子間電圧Vm0(T)に、上記差分抵抗ΔR(Tja)と上記電流記憶手段に記憶されていた上記許容充電電流Im(T)との積を加えた値とする最大電圧算出手段と、を備える
電池制御システム。 - 請求項1に記載の電池制御システムであって、
前記負極板は、
前記反応抵抗Rr(T)に関し、前記低温域ATl内の温度Tlにおける低温反応抵抗Rrl(Tl)が、前記通常温度域ATj内の温度Tjにおける通常反応抵抗Rrj(Tj)の7倍以上の値となり、
上記温度Tjにおける前記内部抵抗R(T)である通常内部抵抗Rj(Tj)に占める、上記通常反応抵抗Rrj(Tj)の割合Rrj(Tj)/Rj(Tj)が、10%以下であり、
上記温度Tlにおける上記内部抵抗R(T)である低温内部抵抗Rl(Tl)に占める、上記低温反応抵抗Rrl(Tl)の割合Rrl(Tl)/Rl(Tl)が、20%以上である、
特性を有する
電池制御システム。 - 請求項1又は請求項2に記載の電池制御システムであって、
前記最大電圧算出手段は、
前記電池温度Tが前記低温域ATlより高いときには、前記初期最大端子間電圧Vm0(T)を前記最大端子間電圧Vm(T)の値とする
電池制御システム。 - 請求項1~請求項3のいずれか1項に記載の電池制御システムであって、
前記二次電池の前記電池温度Tが前記所定電池温度Tjaとなった場合に、上記二次電池の前記通常内部抵抗Rj(Tja)を取得する抵抗取得手段を備える
電池制御システム。 - 請求項4に記載の電池制御システムであって、
前記二次電池の充電状態を検知する充電状態検知手段と、
上記二次電池に関する各充電状態毎の開放端子間電圧を予め記憶してなる開放端子間電圧記憶手段と、
上記充電状態検知手段で検知した上記充電状態から、これに対応する上記開放端子間電圧を取得する開放端子間電圧取得手段と、を備え、
前記抵抗取得手段は、
上記二次電池の充電期間のうち、上記二次電池の動作が放電から充電に変わった直後の第1時刻から所定時間経過後の第2時刻まで、同じ大きさの充電電流を検知した場合に、上記第1時刻における上記二次電池の上記充電状態に対応する上記開放端子間電圧と、上記第2時刻における上記二次電池の端子間電圧との差と、上記充電電流の電流値とを用いて、前記通常内部抵抗Rj(Tja)を取得する手段であり、
上記所定時間を、1.0秒以下としてなる
電池制御システム。 - 請求項5に記載の電池制御システムであって、
前記抵抗取得手段における上記所定時間を、0.1秒以下としてなる
電池制御システム。 - 請求項1~請求項3のいずれか1項に記載の電池制御システムであって、
外部から入力された、上記入力の時点での前記二次電池の前記通常内部抵抗Rj(Tja)を記憶する通常内部抵抗記憶手段を備える
電池制御システム。
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Cited By (5)
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WO2017086400A1 (ja) * | 2015-11-19 | 2017-05-26 | 株式会社東芝 | 蓄電池システム、蓄電池装置及び方法 |
KR20190100683A (ko) * | 2018-02-21 | 2019-08-29 | 주식회사 엘지화학 | 최대 방전 전압 보정 장치 |
KR102487641B1 (ko) * | 2018-02-21 | 2023-01-10 | 주식회사 엘지에너지솔루션 | 최대 방전 전압 보정 장치 |
JP2021077570A (ja) * | 2019-11-12 | 2021-05-20 | 日産自動車株式会社 | 二次電池に含まれるリチウムの析出を判定する判定装置及び判定方法 |
JP7395327B2 (ja) | 2019-11-12 | 2023-12-11 | 日産自動車株式会社 | 二次電池に含まれるリチウムの析出を判定する判定装置及び判定方法 |
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Publication number | Publication date |
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CN102771003B (zh) | 2014-11-26 |
CA2789668C (en) | 2014-05-13 |
JP5293827B2 (ja) | 2013-09-18 |
US20130181684A1 (en) | 2013-07-18 |
CN102771003A (zh) | 2012-11-07 |
DE112010005906B4 (de) | 2020-10-08 |
CA2789668A1 (en) | 2012-04-05 |
DE112010005906T5 (de) | 2013-08-01 |
US8947055B2 (en) | 2015-02-03 |
JPWO2012042585A1 (ja) | 2014-02-03 |
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