WO2014064750A1 - 電池の充電制御装置 - Google Patents
電池の充電制御装置 Download PDFInfo
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- WO2014064750A1 WO2014064750A1 PCT/JP2012/077240 JP2012077240W WO2014064750A1 WO 2014064750 A1 WO2014064750 A1 WO 2014064750A1 JP 2012077240 W JP2012077240 W JP 2012077240W WO 2014064750 A1 WO2014064750 A1 WO 2014064750A1
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- Prior art keywords
- battery
- charging
- value
- deterioration
- temperature
- Prior art date
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Images
Classifications
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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
-
- H02J7/0091—
-
- 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
- B60L58/16—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to battery ageing, e.g. to the number of charging cycles or the state of health [SoH]
-
- 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
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/374—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC] with means for correcting the measurement for temperature or ageing
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/392—Determining battery ageing or deterioration, e.g. state of health
-
- 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
- H02J7/007—Regulation of charging or discharging current or voltage
- H02J7/007188—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters
- H02J7/007192—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature
- H02J7/007194—Regulation of charging or discharging current or voltage the charge cycle being controlled or terminated in response to non-electric parameters in response to temperature of the battery
-
- 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
-
- 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
- H01M10/443—Methods for charging or discharging in response to temperature
-
- 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
- H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
-
- 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
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
-
- 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
-
- 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
Definitions
- the present invention relates to a battery charge control device.
- a lithium ion secondary battery has a higher energy density than a conventional secondary battery and can be operated at a high voltage. For this reason, it is used in information devices such as mobile phones as secondary batteries that are easy to reduce in size and weight, and in recent years, demand for electric vehicles and hybrid vehicles is also increasing.
- a lithium ion secondary battery has a positive electrode layer and a negative electrode layer, and an electrolyte layer disposed between them.
- the electrolyte used for the electrolyte layer include non-aqueous liquid and solid substances. Are known.
- electrolytic solution a liquid electrolyte (hereinafter referred to as “electrolytic solution”)
- the electrolytic solution easily penetrates into the positive electrode layer and the negative electrode layer. Therefore, an interface between the active material contained in the positive electrode layer or the negative electrode layer and the electrolytic solution is easily formed, and the performance is easily improved.
- the widely used electrolyte is flammable, it is necessary to mount a system for ensuring safety.
- solid electrolyte that is flame retardant
- all-solid battery a lithium ion secondary battery
- solid electrolyte layer a layer containing a solid electrolyte
- Patent Document 1 As a technique related to such a lithium ion secondary battery, for example, in Patent Document 1, a heating element set at a temperature of 60 ° C. is attached to the outer surface of a lithium ion secondary battery using a polymer electrolyte to perform high-speed charging. It is described. Patent Document 2 describes that a secondary battery using a polymer electrolyte is charged by heating to 50 ° C. Patent Document 3 describes charging an electric vehicle driving battery after heating it to 30 ° C.
- an object of the present invention is to provide a battery charge control device that can charge a battery at a high speed to a target capacity while preventing the occurrence of a battery failure.
- the inventors of the present invention when charging up to a predetermined SOC without causing Li precipitation in the all solid state battery, increase the charge current value of the all solid state battery with a low degree of deterioration. In addition, it was found that the target SOC can be charged without causing Li precipitation. Further, the present inventors can charge a deteriorated all solid state battery at a high battery temperature in order to charge a high SOC with a high charging current value without causing Li precipitation. It was found to be effective. Furthermore, the present inventors have made all-solid batteries that have deteriorated to such an extent that Li deposition occurs before reaching the target SOC when charged with a high charging current value and a high temperature.
- the first aspect of the present invention includes a first output unit that outputs a heating signal for heating the battery, and a second output unit that outputs a charging signal for charging the battery heated based on the heating signal.
- a control unit that determines whether or not the deterioration level of the battery is equal to or higher than the first value, and when the control unit determines that the deterioration level is equal to or higher than the first value, The charging rate of a battery having a deterioration level equal to or higher than the first value is set to be the same as the charging speed of the battery when the deterioration level is lower than the first value, or the deterioration level is lower than the first value.
- a battery charge control device in which a heating signal is controlled by a control unit so as to approach a battery charge speed at a certain time.
- the form of the “battery” is not particularly limited, and for example, an all-solid battery can be preferably used.
- the device on which the “battery” is mounted has one or more selected from the group consisting of the first output unit, the second output unit, and the control unit. It is not necessary to have all of them.
- the first output unit is provided outside the device equipped with the battery.
- deterioration degree is, for example, a charging curve. (A curve indicating the relationship between voltage and battery capacity, with the vertical axis representing voltage and the horizontal axis representing battery capacity), battery resistance that can be grasped from the pulse current response, and the like.
- the “first value” is not particularly limited, and can be arbitrarily determined by a battery manufacturer, a charger manufacturer, a battery-mounted device manufacturer, and the like.
- the first value is different depending on the battery configuration and usage, the permissible degree of deterioration, and the like. For example, when the performance has decreased from 0.01% to 5% from the initial performance. It can be a first value.
- charging is performed when a battery capable of exhibiting initial performance is charged at high speed by controlling the temperature of the battery that has deteriorated to the first value or more based on the heating signal. Even if the battery is charged at the same speed as the speed, it is possible to avoid the occurrence of a battery malfunction. Therefore, by adopting such a configuration, it is possible to provide a battery charge control device that can charge a battery at a high speed to a target capacity while preventing the occurrence of a malfunction of the battery.
- a first output unit that outputs a heating signal for heating a battery mounted on a vehicle, and a charging signal for charging the heated battery based on the heating signal are output.
- a second output unit, and a control unit that determines whether or not the deterioration level of the battery is equal to or higher than the first value.
- the control unit is mounted on the vehicle, and is deteriorated by the control unit. When the degree of deterioration is determined to be greater than or equal to the first value, the charge rate of the battery having the deterioration degree equal to or greater than the first value is defined as the charge rate of the battery when the degree of deterioration is less than the first value.
- a first output unit that outputs a heating signal for heating a battery mounted on a vehicle, and a charging signal for charging the heated battery based on the heating signal are output.
- a second output unit, and a control unit that determines whether or not the degree of deterioration of the battery is equal to or greater than the first value, and the control unit sends power to the battery provided outside the vehicle.
- the control unit determines that the deterioration level is equal to or higher than the first value
- the charging speed of the battery whose deterioration level is equal to or higher than the first value is set as the deterioration level.
- the heating signal is controlled by the control unit so as to be the same as the charging speed of the battery when the value is less than 1 or close to the charging speed of the battery when the degree of deterioration is less than the first value.
- a battery charge control device Even in the form in which the temperature of the battery to be charged is controlled by the control unit mounted on the power supply apparatus, the same effect as that of the first aspect of the present invention can be obtained. Therefore, even if it is this form, the battery charge control apparatus which can charge a battery to the target capacity
- the heating signal is preferably controlled so as to increase the temperature of the battery.
- the control unit determines that the deterioration level of the battery is equal to or greater than a second value that is greater than the first value.
- the heating signal and / or the charging signal is controlled by the control unit so as to be slower than the charging speed of the battery when the degree of deterioration is equal to or higher than the first value and lower than the second value. If a battery whose deterioration has progressed until it reaches the second value or more is heated to continue high-speed charging, there is a risk that the battery will fail before reaching the target SOC.
- the battery when the degree of deterioration of the battery is greater than or equal to the second value, the battery is inferior to the charging rate when the degree of deterioration is greater than or equal to the first value and less than the second value. It becomes easy to avoid the situation that occurs.
- a battery charge control device that can charge a battery at a high speed to a target capacity while preventing the occurrence of a battery failure.
- a battery that has deteriorated (a battery having a deterioration degree X equal to or higher than the first value X1) is the same temperature as a battery that has a low degree of deterioration (a battery having a deterioration degree X that is less than the first value X1).
- the battery having the deterioration degree X of the second value X2 or more can suppress the occurrence of the battery malfunction by reducing the charging speed.
- the battery is charged with the battery temperature raised, The battery is likely to deteriorate.
- the battery has deteriorated to such an extent that there is a risk of malfunction (when the battery deterioration degree X is greater than or equal to the third value X3 that is greater than the second value X2). ), It is preferable to perform charging in a state in which the charging current value is further reduced to reduce the charging speed and the temperature of the battery is reduced. In this way, while the degree of deterioration is light, the battery is heated as necessary to maintain a high charge rate, and as a result of the advanced degree of deterioration, it is difficult to maintain a high charge rate. If it reaches, it will become possible to charge a battery to the target capacity
- FIG. 1 shows an example of the control mode of the charging current value and the battery temperature in the present invention.
- 1 is a diagram for explaining the relationship between the charging current value and time
- the lower side of FIG. 1 is a diagram for explaining the relationship between battery temperature and time.
- I1, I2, and I3 represent charging current values, and the relationship of I3 ⁇ I2 ⁇ I1 is established.
- T1, T2, and T3 represent battery temperatures, and a relationship of T3 ⁇ T1 ⁇ T2 is established.
- a battery satisfying X ⁇ X1 performs fast charging at a temperature T1 and a charging current value I1
- a battery satisfying X1 ⁇ X ⁇ X2 performs fast charging at a temperature T2 and a charging current value I1.
- a battery satisfying X2 ⁇ X ⁇ X3 is charged at a temperature T2 and a charging current value I2
- a battery satisfying X3 ⁇ X is charged at a temperature T3 and a charging current value I3.
- the need for high-speed charging is increased, for example, when charging an in-vehicle battery. Therefore, specifically, the charging control in the above form can be performed when charging the in-vehicle battery.
- the battery that is charged at high speed in the present invention is not limited to the in-vehicle battery, and may be a battery for uses other than in-vehicle.
- a heating device such as a heater
- heating temperature (heating) specifying the reduced charging current value
- (5) specifying the reduced battery temperature, and the like the above (1) can be grasped by measuring the deterioration degree X every time charging is performed, for example.
- the charging curve of the battery (initial battery) capable of expressing the initial performance is specified in advance, and the battery temperature and the charging current value when the charging curve is specified Difference between the battery capacity of the target battery when reaching the target voltage after completion of charging and the battery capacity of the initial battery when reaching the target voltage after completion of charging. Can be determined.
- An example of the charging curves of the initial battery and the battery to be charged is shown in FIG. In FIG. 2, the vertical axis represents voltage [V], and the horizontal axis represents battery capacity [Ah].
- the degradation degree X is specified from the battery resistance
- the relationship between the battery resistance and the capacity is specified in advance, and then, for example, the battery resistance of the initial battery and the battery to be charged is measured by a pulse current response.
- the deterioration degree X can be grasped.
- An example of the pulse current response of the initial battery and the battery to be charged is shown in FIG. In FIG. 3, the vertical axis on the left is voltage [V], the vertical axis on the right is charging current [A], and the horizontal axis is time [s].
- the above (3) to (5) are, for example, a charging current value, a battery temperature, and a maximum SOC that can be charged without causing a malfunction of the battery (hereinafter referred to as “chargeable SOC”).
- the charge control map can be specified from the charge control map in advance.
- An example of the charge control map is shown in FIG.
- the vertical axis of FIG. 4 is the rechargeable SOC [%], and the horizontal axis is the reciprocal of temperature [1 / K].
- FIG. 4 shows only a graph for two current values. However, more various graphs of current values may be described in the charge control map used in carrying out the present invention.
- the location where the charge control map should be stored is not particularly limited.
- the charge control map may be stored in a computer such as an ECU (Engine Control Unit; the same applies hereinafter) provided in a vehicle equipped with a battery, and is used when charging a vehicle battery. It may be stored in a computer mounted on a power supply device such as a storage device.
- Information on the battery temperature after the temperature change specified from the charge control map is sent from a computer output unit (first output unit) storing the charge control map to a known heating device such as a heater.
- the battery temperature can be controlled by controlling the output of the heating device.
- the form of the heating device in the above (2) is not particularly limited, and the heating device may be mounted on a car, may be mounted on a power feeding device such as a charger, and other than the car and the power feeding device. May be provided.
- the charging signal for charging the battery can be sent from the output unit (second output unit) of the power supply apparatus such as a charger to the battery, for example.
- the present invention will be specifically described with reference to an example in which the present invention is implemented for the purpose of high-speed charging of an on-vehicle battery.
- the deterioration degree of the battery to be charged may be expressed as X
- the first value of the deterioration degree is X1
- the second value of the deterioration degree is X2
- the third value of the deterioration degree is X3. is there.
- the form shown below is an illustration of this invention and this invention is not limited to the form shown below.
- FIG. 5 is a flowchart illustrating an example of control by a battery charge control device according to one embodiment of the present invention.
- a computer for example, ECU or the like
- a heating signal is output from the heating apparatus which received the signal emitted from the vehicle-mounted computer, and a vehicle-mounted battery is charged by outputting a charge signal from the electric power feeder which received the signal emitted from the vehicle-mounted computer. That is, in the first embodiment, a computer provided in the vehicle functions as a control unit.
- step S ⁇ b> 101 it is determined in the control unit mounted on the vehicle whether or not it is a charging mode for charging the battery. If a negative determination is made in step S101, the battery is in a non-charging mode in which the battery is not charged, and the process proceeds to step S120 without executing a series of subsequent processes.
- step S101 When an affirmative determination is made in step S101, since the charging mode is to charge the battery, an activation command for instructing activation of the power feeding device is transmitted from the control unit mounted on the vehicle to the power feeding device (Ste S102).
- the battery temperature is measured (step S103), and then the degree of deterioration of the battery is confirmed (step S104).
- the temperature measurement in step S103 can be performed by a known temperature sensor.
- the deterioration degree confirmation in step S104 can be performed by, for example, the above-described method (a method using a charging curve or a method using a pulse current response).
- step S104 the battery deterioration degree X is specified.
- step S105 the control unit determines whether the degradation level X is equal to or greater than X1 (step S105). If an affirmative determination is made in step S105, battery charging may occur in order to maintain the charging speed because there is a risk of battery malfunction if high-speed charging is performed under the same conditions as the battery capable of exhibiting initial performance. It is necessary to change the charging conditions such as the temperature. Therefore, if an affirmative determination is made in step S105, the control unit subsequently determines whether or not the deterioration degree X is X2 or more (step S106).
- step S105 when a negative determination is made in step S105, the degree of deterioration of the battery is light, so that even if high-speed charging is performed under the same conditions as the battery capable of developing the initial performance, the battery does not fail. There is a high possibility that high-speed charging can be performed up to the target SOC. Therefore, when a negative determination is made in step S105, for example, using a charge control map stored in the ECU or the like (hereinafter simply referred to as “charge control map” in the description of the first embodiment), for example, The charging condition is determined by specifying the maximum current value I1 that can be charged up to the target SOC at a predetermined temperature T1 determined in advance (step S115). When the charging condition is determined in this way, the process proceeds to step S113.
- charge control map stored in the ECU or the like
- step S106 If an affirmative determination is made in step S106, it can be considered that the battery has deteriorated to such an extent that it is difficult to charge the battery at high speed while the temperature is raised. Therefore, if an affirmative determination is made in step S106, a command to set the battery temperature to T2 is output to the heating device to increase the battery temperature, and then the battery whose current value is X ⁇ X2 is charged at high speed.
- the current value I1 is set to a value (I2) smaller than the current value I1 (step S107).
- the charging current value I2 of the battery for which an affirmative determination is made in step S106 can be specified using the charging control map (step S108).
- step S106 when a negative determination is made in step S106, the battery deterioration degree X is X1 ⁇ X ⁇ X2. A battery in this state can be charged at a high speed to a target capacity while preventing the occurrence of battery malfunction by charging with the temperature raised. Therefore, if a negative determination is made in step S106, the battery temperature is raised (step S116).
- the battery temperature T2 after the rise can be specified using the charge control map. For example, the minimum battery temperature required for charging to the target SOC is specified using the line of the current value I1 when the battery capable of developing the initial performance described in the charge control map is charged at high speed. Is the battery temperature T2 after heating (step S117). If the battery temperature T2 after heating is specified by step S117, in order to heat a battery to this temperature T2, a heating command is transmitted to a heating apparatus (step S118). When the charging condition is determined in this way, the process proceeds to step S113.
- step S109 When the charging current value is specified in step S108, it is subsequently determined whether or not the battery deterioration degree X is X3 or more (step S109). If an affirmative determination is made in step S109, it can be considered that the battery has deteriorated so much that it is difficult to charge the battery with the temperature raised. Therefore, when an affirmative determination is made in step S109, the battery temperature is set to be lower than T2 (step S110).
- the temperature T3 lower than T2 can be specified using the charge control map, and the charge current value I3 is also specified using this charge control map (step S111).
- a command is transmitted to the heating device in order to control the battery temperature to the temperature T3 (step S112).
- step S113 When the charging condition is determined in this way, the process proceeds to step S113.
- the deterioration degree X of the battery is X2 ⁇ X ⁇ X3.
- the battery in this state can be regarded as being able to charge the battery with the temperature raised. Therefore, the charging conditions when a negative determination is made in step S109 are the battery temperature T2 and the charging current value I2, and the process proceeds to step S113.
- Step S113 a command related to the charging current value is transmitted from the control unit of the vehicle to the power feeding device (step S113), and then charging is performed. (Step S114).
- the power feeding device when the activation command transmitted from the control unit of the vehicle is received (when an affirmative determination is made in step S151), the power feeding device is activated by the control unit of the power feeding device (step S152). Thereafter, when a command related to the charging current value transmitted from the control unit of the vehicle is received (when an affirmative determination is made in step S153), the charging current controlled by the control unit of the power feeding device is transferred to the battery mounted on the vehicle. Is output (step S154), and charging is performed. Note that the power supply apparatus is not activated while a negative determination is made in step S151, and no charging current is output toward the battery mounted on the vehicle while a negative determination is made in step S153.
- FIG. 6 is a flowchart illustrating an example of control by a battery charge control device according to another embodiment of the present invention.
- X is X1 or more
- X2 or more is determined by a control unit mounted on a power supply device (for example, a charger or the like, the same applies hereinafter), X3 It is determined whether or not this is the case.
- a heating signal is output from the heating apparatus which received the signal emitted from this control part, and a vehicle-mounted battery is charged by outputting a charge signal from an electric power feeder provided with this control part. That is, in the second embodiment, a computer provided in the power supply apparatus functions as a control unit.
- step S251 it is determined whether or not the control unit mounted on the power supply device is in a charging mode for charging the battery. If a negative determination is made in step S251, since it is a non-charge mode in which the on-vehicle battery is not charged, the process proceeds to step S270 without executing a series of subsequent processes.
- step S251 When an affirmative determination is made in step S251, since it is a charging mode for charging the in-vehicle battery, an activation command for instructing activation of the battery is transmitted from the control unit of the power feeding device to the in-vehicle battery (step S252). .
- the temperature of the battery is measured (step S253), and then the degree of deterioration of the battery is confirmed (step S254).
- the temperature measurement in step S253 can be performed by a known temperature sensor.
- the deterioration degree confirmation in step S254 can be performed by, for example, the above-described method (a method using a charging curve or a method using a pulse current response).
- step S254 the deterioration degree X of the battery is specified.
- the control unit determines whether the degradation level X is equal to or greater than X1 (step S255). If an affirmative determination is made in step S255, battery charging may occur in order to maintain the charging speed because there is a risk of battery malfunction if high-speed charging is performed under the same conditions as the battery capable of developing initial performance. It is necessary to change the charging conditions such as the temperature. Therefore, if an affirmative determination is made in step S255, the control unit subsequently determines whether or not the deterioration degree X is equal to or greater than X2 (step S256).
- step S255 if a negative determination is made in step S255, the degree of deterioration of the battery is light, so that even if high-speed charging is performed under the same conditions as the battery capable of developing the initial performance, the battery does not malfunction. There is a high possibility that high-speed charging can be performed up to the target SOC. Therefore, when a negative determination is made in step S255, a charge control map (hereinafter simply referred to as “charge control map” in the description of the second embodiment) stored in the control unit of the power supply apparatus or the like is used.
- the charging condition is determined by specifying the maximum current value I1 that can be charged to the target SOC at a predetermined temperature T1 determined in advance (step S264). When the charging condition is determined in this way, the process proceeds to step S263.
- step S256 If an affirmative determination is made in step S256, it can be considered that the battery has been deteriorated so that it is difficult to charge the battery at a high speed while the temperature is raised. Therefore, if an affirmative determination is made in step S256, a command to set the battery temperature to T2 is output to the heating device to increase the battery temperature, and then the battery whose current value is X ⁇ X2 is charged at high speed.
- the current value I1 is set to a value (I2) smaller than the current value I1 (step S257).
- the charging current value I2 of the battery for which an affirmative determination is made in step S256 can be specified using the charging control map (step S258).
- step S256 when a negative determination is made in step S256, the deterioration degree X of the battery is X1 ⁇ X ⁇ X2. A battery in this state can be charged at a high speed to a target capacity while preventing the occurrence of battery malfunction by charging with the temperature raised. Therefore, if a negative determination is made in step S256, the battery temperature is raised (step S265).
- the battery temperature T2 after the rise can be specified using the charge control map. For example, the minimum battery temperature required for charging to the target SOC is specified using the line of the current value I1 when the battery capable of developing the initial performance described in the charge control map is charged at high speed. Is the battery temperature T2 after heating (step S266). If the battery temperature T2 after heating is specified by step S266, in order to heat a battery to this temperature T2, a heating command will be transmitted to a heating apparatus (step S267). When the charging condition is determined in this way, the process proceeds to step S263.
- step S258 it is subsequently determined whether or not the battery degradation level X is X3 or more (step S259). If an affirmative determination is made in step S259, it can be considered that the battery has deteriorated so much that it is difficult to charge the battery with the temperature raised. Therefore, when an affirmative determination is made in step S259, the battery temperature is set lower than T2 (step S260). The temperature T3 lower than T2 can be specified using the charge control map, and the charge current value I3 is also specified using this charge control map (step S261). When the battery temperature T3 and the charging current value I3 are specified in step S261, a command is transmitted to the heating device in order to control the battery temperature to the temperature T3 (step S262).
- step S263 When the charging condition is determined in this way, the process proceeds to step S263.
- the charging condition when a negative determination is made in step S259 is the battery temperature T2 and the charging current value I2, and the process proceeds to step S263.
- charging power is output from the control unit of the power supply device to the in-vehicle battery in order to perform charging under the conditions (step S263), and charging is performed.
- step S201 when the activation command transmitted from the control unit of the power feeding apparatus is received (when an affirmative determination is made in step S201), the vehicle-mounted battery is activated by the vehicle control unit (step S202). Thereafter, charging is performed by receiving the charging power output from the power supply apparatus (step S203). Note that the battery is not activated while a negative determination is made in step S201.
- the form in which charging is started after the battery temperature is raised to the target temperature is exemplified. It is not limited.
- the time required to raise the battery to the target temperature is long, when the battery reaches a predetermined temperature lower than the target temperature, the battery is charged with a charging current value that can be charged to the rechargeable SOC at that temperature. Can start. Then, the battery temperature is measured again after the start of charging, and if the target temperature is not reached, the step of charging at a charging current value that can be charged to the SOC that can be charged at that temperature is repeated. Even before the temperature reaches the target temperature, charging may be performed with a charging current value corresponding to the measured temperature.
- the time required to complete charging in each case is calculated.
- the temperature of the battery that has reached the target temperature is kept constant using a known heating device such as a heater.
- the present invention when determining the battery temperature and the charging current value, an example in which a charge control map showing the relationship between the charging current value, the battery temperature, and the chargeable SOC is used is illustrated.
- the present invention is not limited to this form.
- the present invention uses, for example, a graph showing the relationship between the battery temperature and the ionic conductivity of the solid electrolyte, and a graph showing the relationship between the ionic conductivity of the solid electrolyte and the chargeable SOC.
- the form which determines a charging current value may be sufficient.
- the present invention uses, for example, a graph showing the relationship between the battery temperature and the ionic conductivity of the negative electrode layer, and a graph showing the relationship between the ionic conductivity of the negative electrode layer and the rechargeable SOC.
- the form which determines temperature and a charging current value may be sufficient.
- the form of the battery whose charging is controlled by the present invention is not particularly limited, for example, an all-solid battery can be preferably used.
- an all-solid battery can be preferably used as the positive electrode active material contained in the positive electrode layer of the battery.
- a positive electrode active material that can be used in an all-solid battery can be appropriately used.
- Such positive electrode active materials include layered active materials such as lithium cobaltate (LiCoO 2 ) and lithium nickelate (LiNiO 2 ), and Li 1 + x Ni 1/3 Mn 1/3 Co 1/3 O 2 ( ⁇ 0.05 ⁇ x ⁇ 0.1), lithium manganate (LiMn 2 O 4 ), Li 1 + x Mn 2 ⁇ xy M y O 4 (M is selected from Al, Mg, Co, Fe, Ni, and Zn)
- Li—Mn spinel having a composition represented by 0 ⁇ x ⁇ 0.06, 0.03 ⁇ y ⁇ 0.15), lithium titanate (Li x TiO y , 0.36) ⁇ x ⁇ 2, 1.8 ⁇ y ⁇ 3), lithium metal phosphate (LiMPO 4 , M is one or more selected from Fe, Mn, Co and Ni).
- the shape of the positive electrode active material can be, for example, particulate or thin film.
- the average particle size (D50) of the positive electrode active material is, for example, preferably from 1 nm to 100 ⁇ m, and more preferably from 10 nm to 30 ⁇ m.
- the well-known solid electrolyte which can be used for an all-solid-state battery may contain in the positive electrode layer and negative electrode layer of a battery as needed.
- solid electrolytes include oxide-based amorphous solid electrolytes such as Li 2 O—B 2 O 3 —P 2 O 5 and Li 2 O—SiO 2 , Li 2 S—SiS 2 , LiI—Li 2.
- Sulfuration such as S-SiS 2 , LiI-Li 2 SP 2 S 5 , LiI-Li 2 S—P 2 O 5 , LiI-Li 3 PO 4 —P 2 S 5 , Li 2 SP—P 2 S 5
- crystalline oxides such as Li 3.6 Si 0.6 P 0.4 O 4 , oxynitrides, and the like.
- the positive electrode active material is formed from the viewpoint of making it easy to prevent an increase in battery resistance by making it difficult to form a high resistance layer at the interface between the positive electrode active material and the solid electrolyte. It is preferable that it is coated with an ion conductive oxide.
- the lithium ion conductive oxide that coats the positive electrode active material should contain a material that has lithium ion conductivity and can maintain the form of a coating layer that does not flow even when in contact with the active material or solid electrolyte. It ’s fine.
- Li x AO y As such a lithium ion conductive oxide, for example, the general formula Li x AO y (A is B, C, Al, Si, P, S, Ti, Zr, Nb, Mo, Ta or W, x and y are positive numbers)).
- A is B, C, Al, Si, P, S, Ti, Zr, Nb, Mo, Ta or W, x and y are positive numbers
- Examples include O 12 , Li 2 Ti 2 O 5 , Li 2 ZrO 3 , LiNbO 3 , Li 2 MoO 4 , Li 2 WO 4 and the like.
- the ion conductive oxide when the surface of the positive electrode active material is coated with an ion conductive oxide, the ion conductive oxide only needs to cover at least a part of the positive electrode active material, and covers the entire surface of the positive electrode active material. Also good.
- the thickness of the ion conductive oxide covering the positive electrode active material is, for example, preferably from 0.1 nm to 100 nm, and more preferably from 1 nm to 20 nm. The thickness of the ion conductive oxide can be measured using, for example, a transmission electron microscope (TEM).
- the positive electrode layer can be produced using a known binder that can be contained in the positive electrode layer of the lithium ion secondary battery.
- a binder examples include butadiene rubber (BR), polyvinylidene fluoride (PVdF), styrene butadiene rubber (SBR), and the like.
- the positive electrode layer may contain a conductive material that improves conductivity.
- the conductive material that can be contained in the positive electrode layer include carbon materials such as vapor grown carbon fiber, acetylene black (AB), ketjen black (KB), carbon nanotube (CNT), and carbon nanofiber (CNF).
- a metal material that can withstand the environment during use of the all-solid battery can be exemplified.
- a nonpolar solvent can be preferably used.
- the thickness of the positive electrode layer is, for example, preferably from 0.1 ⁇ m to 1 mm, and more preferably from 1 ⁇ m to 100 ⁇ m.
- the positive electrode layer is preferably produced through a pressing process.
- the pressure when pressing the positive electrode layer can be about 100 MPa.
- the well-known negative electrode active material which can occlude-release lithium ion can be used suitably.
- a negative electrode active material include a carbon active material, an oxide active material, and a metal active material.
- the carbon active material is not particularly limited as long as it contains carbon, and examples thereof include mesocarbon microbeads (MCMB), highly oriented graphite (HOPG), hard carbon, and soft carbon.
- the oxide active material include Nb 2 O 5 , Li 4 Ti 5 O 12 , and SiO.
- the metal active material include Si and Si alloy.
- the shape of the negative electrode active material can be, for example, particulate or thin film.
- the average particle diameter (D50) of the negative electrode active material is, for example, preferably from 1 nm to 100 ⁇ m, and more preferably from 10 nm to 30 ⁇ m.
- the negative electrode layer may contain a binder for binding the negative electrode active material and the solid electrolyte, and a conductive material for improving conductivity.
- the binder and conductive material that can be contained in the negative electrode layer include the binder and conductive material that can be contained in the positive electrode layer.
- a negative electrode layer is prepared using a slurry-like negative electrode composition prepared by dispersing the negative electrode active material or the like in a liquid, heptane or the like can be exemplified as the liquid in which the negative electrode active material or the like is dispersed.
- a nonpolar solvent can be preferably used.
- the thickness of the negative electrode layer is, for example, preferably from 0.1 ⁇ m to 1 mm, and more preferably from 1 ⁇ m to 100 ⁇ m.
- the negative electrode layer is preferably produced through a pressing process.
- the pressure when pressing the negative electrode layer is preferably 200 MPa or more, more preferably about 400 MPa.
- the battery whose charge is controlled according to the present invention is an all-solid battery
- a known solid electrolyte that can be used for the all-solid battery can be appropriately used as the solid electrolyte to be contained in the solid electrolyte layer.
- examples of such a solid electrolyte include the solid electrolyte that can be contained in the positive electrode layer and the negative electrode layer.
- the solid electrolyte layer can contain a binder that binds the solid electrolytes from the viewpoint of developing plasticity. As such a binder, the said binder etc. which can be contained in a positive electrode layer can be illustrated.
- the solid electrolyte layer is included in the solid electrolyte layer from the viewpoint of preventing excessive aggregation of the solid electrolyte and enabling the formation of a solid electrolyte layer having a uniformly dispersed solid electrolyte.
- the binder is preferably 5% by mass or less.
- the liquid for dispersing the solid electrolyte or the like can be exemplified by heptane and the like, and a nonpolar solvent can be preferably used.
- the content of the solid electrolyte material in the solid electrolyte layer is mass%, for example, preferably 60% or more, more preferably 70% or more, and particularly preferably 80% or more.
- the thickness of the solid electrolyte layer varies greatly depending on the configuration of the battery. For example, the thickness is preferably 0.1 ⁇ m or more and 1 mm or less, and more preferably 1 ⁇ m or more and 100 ⁇ m or less.
- the current collector connected to the positive electrode layer may be a known metal that can be used as the positive electrode current collector of the battery.
- a metal include metal materials containing one or more elements selected from the group consisting of Cu, Ni, Au, Pt, Al, Fe, Ti, and Zn.
- the current collector connected to the negative electrode layer may be a known metal that can be used as the negative electrode current collector of the battery.
- metals include metal materials containing one or more elements selected from the group consisting of Cu, Ni, Fe, Ti, Co, and Zn.
- a battery composed of the above substances can be used in a state of being sealed in an exterior body such as a laminate film.
- a laminate film examples include a resin laminate film, a film obtained by depositing a metal on a resin laminate film, and the like.
- a charge control map showing the relationship between the charging current value, the battery temperature, and the chargeable SOC can be used.
- This charge control map is, for example, from 3 V to 4.55 V, for example, under a plurality of conditions in which the battery temperature and the setting value of the charging current value are changed after an all solid state battery having each layer produced by the above materials and methods is produced.
- a graph showing the relationship between the battery temperature and the ionic conductivity of the solid electrolyte, and the relationship between the ionic conductivity of the solid electrolyte and the chargeable SOC. can be used.
- the method for measuring the ionic conductivity of the solid electrolyte is not particularly limited.
- a solid electrolyte layer is produced through a pressing process, a laminate is produced by sandwiching the solid electrolyte layer between a pair of carbon-coated Al foils, and then the intersection with the real axis near 100 kHz measured by the AC impedance method is obtained.
- a value obtained by dividing the resistance value by the thickness of the solid electrolyte layer and taking the reciprocal number can be used as the resistance of the solid electrolyte.
- a graph showing the relationship between the battery temperature and the ionic conductivity of the negative electrode layer, and the relationship between the ionic conductivity of the negative electrode layer and the chargeable SOC. can be used.
- the measuring method of the ionic conductivity of a negative electrode layer is not specifically limited,
- the ionic conductivity of a negative electrode layer can be measured with the following method. First, a negative electrode layer sandwiched between a pair of solid electrolyte layers was prepared, and an In foil and a Li foil were respectively inserted into both ends and pressed to prepare a laminate including the negative electrode layer. The laminated body is left at a predetermined temperature for a predetermined time.
- a voltage difference ⁇ V before and after the current application is obtained, and a resistance R1 of the laminate including the negative electrode layer is obtained from the relationship between this ⁇ V and the current of 0.5 mA.
- a laminate that does not include the negative electrode layer is prepared, and a laminate that does not include the negative electrode layer is manufactured in the same manner as the laminate that includes the negative electrode layer.
- the resistance R0 is obtained. Since the ionic conduction resistance of the negative electrode layer is considered to be R1-R0, the value obtained by dividing this by the thickness of the negative electrode layer and taking the reciprocal can be used as the ionic conductivity of the negative electrode layer.
- the battery whose charge is controlled by the present invention is exemplified as the lithium ion secondary battery, but the present invention is not limited to this form.
- the battery whose charge is controlled by the present invention may have a form in which ions other than lithium ions move between the positive electrode layer and the negative electrode layer. Examples of such ions include sodium ions and potassium ions.
- the positive electrode active material, the electrolyte, and the negative electrode active material may be appropriately selected according to the moving ions.
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Abstract
Description
本発明の第1の態様は、電池を加熱するための加熱信号を出力する第1出力部と、加熱信号に基づいて加熱された電池を充電するための充電信号を出力する第2出力部と、電池の劣化度が第1の値以上であるか否かを判断する制御部と、を有し、該制御部で、劣化度が第1の値以上であると判断された場合には、劣化度が第1の値以上である電池の充電速度を、劣化度が第1の値未満であるときにおける電池の充電速度と同じにするように、又は、劣化度が第1の値未満であるときにおける電池の充電速度へと近づけるように、制御部によって加熱信号が制御される、電池の充電制御装置である。
本発明の第1の態様によれば、第1の値以上に劣化している電池の温度を、加熱信号に基づいて制御することにより、初期性能を発現可能な電池を高速充電するときの充電速度と同じ速度で充電しても、電池の不具合発生を回避することが可能になる。したがって、かかる形態とすることにより、電池の不具合発生を防止しながら電池を目的の容量まで高速充電することが可能な、電池の充電制御装置を提供することができる。
電池を搭載している車両に搭載されている制御部によって、充電される電池の温度を制御する形態であっても、上記本発明の第1の態様と同様の効果を奏することができる。したがって、かかる形態であっても、電池の不具合発生を防止しながら電池を目的の容量まで高速充電することが可能な、電池の充電制御装置を提供することができる。
給電装置に搭載されている制御部によって、充電される電池の温度を制御する形態であっても、上記本発明の第1の態様と同様の効果を奏することができる。したがって、かかる形態であっても、電池の不具合発生を防止しながら電池を目的の容量まで高速充電することが可能な、電池の充電制御装置を提供することができる。
かかる形態とすることにより、電池の充電速度を維持しやすくなるので、電池の不具合発生を防止しながら電池を目的の容量まで高速充電しやすくなる。
第2の値以上になるまで劣化が進んだ電池を加熱して高速充電を継続すると、目的のSOCへ到達する前に電池に不具合が発生する虞がある。電池の劣化度が第2の値以上である場合に、劣化度が第1の値以上且つ第2の値未満であるときにおける電池の充電速度よりも遅くする本発明によれば、電池に不具合が発生する事態を回避しやすくなる。
一方、電池抵抗から劣化度Xを特定する場合には、電池抵抗と容量との関係を予め特定した後、例えば、パルス電流応答によって初期電池及び充電対象電池の電池抵抗を測定し、測定された充電対象電池の電池抵抗を用いて充電対象電池の容量を把握することによって、劣化度Xを把握することができる。初期電池及び充電対象電池のパルス電流応答例を、図3に示す。図3の左側の縦軸は電圧[V]、右側の縦軸は充電電流[A]であり、横軸は時間[s]である。電流変化をΔI、初期電池の電圧変化をΔV、充電対象電池の電圧変化をΔV’とするとき、初期電池の電池抵抗はΔV/ΔIであり、充電対象電池の電池抵抗はΔV’/ΔIである。
図5は、本発明の一つの実施形態にかかる電池の充電制御装置による制御例を説明するフローチャートである。図5に示した形態では、電池を搭載している車両に備えられているコンピュータ(例えば、ECU等。)によって、XがX1以上であるか否か、X2以上であるか否か、X3以上であるか否かが判断される。そして、車載コンピュータから発せられた信号を受信した加熱装置から加熱信号が出力され、車載コンピュータから発せられた信号を受信した給電装置から充電信号が出力されることにより、車載電池が充電される。すなわち、第1実施形態では、車両に備えられているコンピュータが制御部として機能する。
一方、ステップS106で否定判断がなされた場合、電池の劣化度XはX1≦X<X2である。この状態の電池は、温度を高めた状態で充電を行うことにより、電池の不具合発生を防止しながら電池を目的の容量まで高速充電することが可能である。したがって、ステップS106で否定判断がなされた場合には、電池温度を上昇させる(ステップS116)。上昇後の電池温度T2は、充電制御マップを用いて特定することができる。例えば、充電制御マップに記載された、初期性能を発現可能な電池を高速充電する際の電流値I1の線を用いて、目的のSOCまで充電するのに必要な最低電池温度を特定し、これを加熱後の電池温度T2とする(ステップS117)。ステップS117で加熱後の電池温度T2を特定したら、この温度T2に電池を加熱するため、加熱装置に加熱指令が送信される(ステップS118)。このようにして充電条件が決定されたら、ステップS113へ処理が移行される。
一方、ステップS109で否定判断がなされた場合、電池の劣化度XはX2≦X<X3である。この状態の電池は、温度を高めた状態で電池を充電することが可能であるとみなすことができる。したがって、ステップS109で否定判断がなされた場合の充電条件は、電池温度T2且つ充電電流値I2とされ、ステップS113へ処理が移行される。
図6は、本発明の他の実施形態にかかる電池の充電制御装置による制御例を説明するフローチャートである。図6に示した形態では、給電装置(例えば、充電器等。以下において同じ。)に搭載されている制御部によって、XがX1以上であるか否か、X2以上であるか否か、X3以上であるか否かが判断される。そして、この制御部から発せられた信号を受信した加熱装置から加熱信号が出力され、この制御部を備える給電装置から充電信号が出力されることにより、車載電池が充電される。すなわち、第2実施形態では、給電装置に備えられているコンピュータが制御部として機能する。
一方、ステップS256で否定判断がなされた場合、電池の劣化度XはX1≦X<X2である。この状態の電池は、温度を高めた状態で充電を行うことにより、電池の不具合発生を防止しながら電池を目的の容量まで高速充電することが可能である。したがって、ステップS256で否定判断がなされた場合には、電池温度を上昇させる(ステップS265)。上昇後の電池温度T2は、充電制御マップを用いて特定することができる。例えば、充電制御マップに記載された、初期性能を発現可能な電池を高速充電する際の電流値I1の線を用いて、目的のSOCまで充電するのに必要な最低電池温度を特定し、これを加熱後の電池温度T2とする(ステップS266)。ステップS266で加熱後の電池温度T2を特定したら、この温度T2に電池を加熱するため、加熱装置に加熱指令が送信される(ステップS267)。このようにして充電条件が決定されたら、ステップS263へ処理が移行される。
一方、ステップS259で否定判断がなされた場合、電池の劣化度XはX2≦X<X3である。この状態の電池は、温度を高めた状態で電池を充電することが可能であるとみなすことができる。したがって、ステップS259で否定判断がなされた場合の充電条件は、電池温度T2且つ充電電流値I2とされ、ステップS263へ処理が移行される。
まず、一対の固体電解質層で挟まれた負極層を作製し、この両端にIn箔及びLi箔をそれぞれ挿入してプレスすることにより、負極層を含む積層体を作製した後、この負極層を含む積層体を所定の温度で所定の時間に亘って放置する。その後、直流電流0.5mAを30秒間に亘って流した後、電流印加前後の電圧差ΔVを求め、このΔVと電流0.5mAとの関係から、負極層を含む積層体の抵抗R1を求める。
次に、負極層を含まないほかは上記積層体と同様に構成される、負極層を含まない積層体を作製し、負極層を含む積層体と同様の方法で、負極層を含まない積層体の抵抗R0を求める。負極層のイオン伝導抵抗は、R1-R0と考えられるので、これを負極層の厚さで割り、逆数をとった値を、負極層のイオン伝導度とすることができる。
Claims (5)
- 電池を加熱するための加熱信号を出力する第1出力部と、
前記加熱信号に基づいて加熱された前記電池を充電するための充電信号を出力する第2出力部と、
前記電池の劣化度が第1の値以上であるか否かを判断する制御部と、を有し、
前記制御部で、劣化度が前記第1の値以上であると判断された場合には、劣化度が前記第1の値以上である前記電池の充電速度を、劣化度が前記第1の値未満であるときにおける前記電池の充電速度と同じにするように、又は、劣化度が前記第1の値未満であるときにおける前記電池の充電速度へと近づけるように、前記制御部によって前記加熱信号が制御される、電池の充電制御装置。 - 車両に搭載された電池を加熱するための加熱信号を出力する第1出力部と、
前記加熱信号に基づいて加熱された前記電池を充電するための充電信号を出力する第2出力部と、
前記電池の劣化度が第1の値以上であるか否かを判断する制御部と、を有し、
前記制御部は、前記車両に搭載されており、
前記制御部で、劣化度が前記第1の値以上であると判断された場合には、劣化度が前記第1の値以上である前記電池の充電速度を、劣化度が前記第1の値未満であるときにおける前記電池の充電速度と同じにするように、又は、劣化度が前記第1の値未満であるときにおける前記電池の充電速度へと近づけるように、前記制御部によって前記加熱信号が制御される、電池の充電制御装置。 - 車両に搭載された電池を加熱するための加熱信号を出力する第1出力部と、
前記加熱信号に基づいて加熱された前記電池を充電するための充電信号を出力する第2出力部と、
前記電池の劣化度が第1の値以上であるか否かを判断する制御部と、を有し、
前記制御部は、前記車両の外部に設けられた、前記電池へ電力を送る給電装置に搭載されており、
前記制御部で、劣化度が前記第1の値以上であると判断された場合には、劣化度が前記第1の値以上である前記電池の充電速度を、劣化度が前記第1の値未満であるときにおける前記電池の充電速度と同じにするように、又は、劣化度が前記第1の値未満であるときにおける前記電池の充電速度へと近づけるように、前記制御部によって前記加熱信号が制御される、電池の充電制御装置。 - 前記電池の温度を上げるように、前記加熱信号が制御される、請求項1~3のいずれか1項に記載の電池の充電制御装置。
- 前記制御部で、前記電池の劣化度が、前記第1の値よりも大きい第2の値以上であると判断された場合には、劣化度が前記第1の値以上且つ前記第2の値未満であるときにおける前記電池の充電速度よりも遅くなるように、前記制御部によって前記加熱信号及び/又は前記充電信号が制御される、請求項1~4のいずれか1項に記載の電池の充電制御装置。
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JP7274589B2 (ja) | 2019-09-13 | 2023-05-16 | 日産自動車株式会社 | 全固体リチウムイオン二次電池システム、および全固体リチウムイオン二次電池用充電装置 |
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