WO2018116712A1 - Battery charging device - Google Patents

Battery charging device Download PDF

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Publication number
WO2018116712A1
WO2018116712A1 PCT/JP2017/041392 JP2017041392W WO2018116712A1 WO 2018116712 A1 WO2018116712 A1 WO 2018116712A1 JP 2017041392 W JP2017041392 W JP 2017041392W WO 2018116712 A1 WO2018116712 A1 WO 2018116712A1
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WO
WIPO (PCT)
Prior art keywords
battery
charging
voltage
cooling
power
Prior art date
Application number
PCT/JP2017/041392
Other languages
French (fr)
Japanese (ja)
Inventor
春樹 石田
田邊　圭樹
山田　純一
Original Assignee
ダイムラー・アクチェンゲゼルシャフト
三菱ふそうトラック・バス株式会社
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Application filed by ダイムラー・アクチェンゲゼルシャフト, 三菱ふそうトラック・バス株式会社 filed Critical ダイムラー・アクチェンゲゼルシャフト
Publication of WO2018116712A1 publication Critical patent/WO2018116712A1/en

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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • 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]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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]
    • B60L58/14—Preventing excessive discharging
    • 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
    • B60L58/26—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 cooling
    • 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
    • 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
    • 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
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • 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
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • 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
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • 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
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • 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
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • 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
    • 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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • 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 charging device, and more particularly to a battery charging device mounted on an electric vehicle.
  • Patent Document 1 discloses a vehicle charging device that charges a battery of an electric vehicle with a charger that is fed from an external power source.
  • the battery life reduction (deterioration) due to a large amount of current flowing through the battery due to rapid charging is suppressed.
  • the battery life priority mode is selected, deterioration of the battery is suppressed by suppressing the current flowing from the external power supply to the battery via the charger to a predetermined value.
  • the present invention has been made to solve at least a part of such problems, and the object of the present invention is to effectively utilize the power supplied from the external power source while suppressing deterioration of the battery.
  • An object of the present invention is to provide a battery charger that can shorten the charging time and improve the charging efficiency of the battery.
  • the present invention has been made to solve at least a part of the problems described above, and can be realized as the following aspects or application examples.
  • a battery charging apparatus is mounted on a vehicle and can be charged to a predetermined upper limit voltage, charging means for charging the battery with an external power source of the vehicle, and cooling for cooling the battery Means, voltage detecting means for detecting the voltage of the battery, and when the voltage detected by the voltage detecting means during charging of the battery reaches the upper limit voltage, the charging is performed until the voltage drops to a predetermined set voltage.
  • the cooling means is operated by electric power from the external power source.
  • the battery charging apparatus when the voltage detected by the voltage detecting unit reaches the upper limit voltage during charging of the battery, the charging of the battery by the charging unit is stopped until the voltage is decreased to a predetermined set voltage. Or, by providing a control means for reducing the charging power of the battery, repeated on / off control such as stopping charging of the battery or reducing charging power, restarting charging with normal charging power thereafter, and further stopping charging or reducing charging power thereafter. Can be implemented. Thereby, compared with the case where the battery is continuously charged, as a result, the charging of the battery can be completed in a shorter time.
  • the battery cooling unit is operated by the power supplied from the external power source while the charging of the battery is stopped or the charging power is reduced. This effectively utilizes the power that can be supplied from the external power supply while battery charging is stopped, and prevents the battery temperature from rising due to battery charging, while suppressing deterioration of the battery. The charging efficiency of the battery can be improved.
  • the cooling unit includes a battery cooling circuit that cools the battery with circulating cooling water.
  • the battery cooling effect and power consumption are larger than those of an air-cooled cooling system.
  • the battery cooling circuit includes a refrigerant circuit that forms a refrigeration cycle including a compressor, and the refrigerant circuit cools the cooling water using the circulating refrigerant.
  • the battery cooling effect and power consumption are larger than those of an air-cooled cooling system.
  • the control unit Charging is restarted, and after the charging is restarted, the cooling means is operated by at least part of the electric power from the external power source.
  • the battery charging device of the present invention using the application example, the battery charging capable of improving the charging efficiency of the battery while suppressing the deterioration of the battery by effectively utilizing the power supplied from the external power source. Providing the device.
  • FIG. 1 It is a schematic block diagram of the battery charging device which concerns on one Embodiment of this invention. It is the figure which showed the transition of the battery voltage Vb during charge of the battery of FIG. 1, the charging power Eb supplied to a battery from a charger, the cooling power Ec for cooling a battery, and the battery temperature Tb in time series. . It is a flowchart which shows the control routine of the battery charge control which ECU of FIG. 1 performs.
  • FIG. 1 is a schematic configuration diagram of a battery charging device for a hybrid vehicle according to an embodiment of the present invention, which will be described below with reference to FIG.
  • the hybrid vehicle 1 is configured as a so-called parallel hybrid truck, and is simply referred to as a vehicle in the following description.
  • the vehicle 1 is equipped with a diesel engine (hereinafter referred to as an engine) 2 as a driving power source and a motor 3 (an electric motor) that can also operate as a generator.
  • a clutch 4 is connected to the output shaft of the engine 2, and an input side of the transmission 5 is connected to the clutch 4 via a rotating shaft of the motor 3.
  • a differential device 7 is connected to the output side of the transmission 5 via a propeller shaft 6, and left and right drive wheels 9 are connected to the differential device 7 via a drive shaft 8.
  • the motor 3 is a synchronous generator motor including a rotor on which a permanent magnet is attached and a stator on which a three-phase coil is wound, and is connected to a battery 11 via an inverter 10.
  • the vehicle 1 configured as described above has the clutch 4 connected to travel by the driving force of only the engine 2, the clutch 4 is disconnected to travel by the driving force of only the motor 3, and the clutch 4 is connected to the engine 2 and Traveling by the driving force of the motor 3 is possible.
  • the motor 3 operates as a generator by reverse driving from the drive wheel 9 side.
  • the negative driving force generated by the motor 3 is transmitted to the driving wheel 9 side as a braking force, and the AC power generated by the motor 3 is converted into DC power by the inverter 10 and charged to the battery 11.
  • the vehicle 1 is provided with a battery cooling circuit (cooling means) 20 that cools the battery 11.
  • the battery cooling circuit 20 has a circulation path 20a through which the cooling water circulates, and the battery 11, the radiator 21, and the pump 22 are inserted in the circulation path 20a in the order of the flow direction of the cooling water.
  • the battery cooling circuit 20 has a bypass path 20b that bypasses the radiator 21 in the circulation path 20a, and a heat exchanger 23 is inserted in the bypass path 20b.
  • the radiator 21 includes an electric fan 24, and is a heat exchanger that cools the cooling water by exchanging heat with the outside air blown by the fan 24.
  • the pump 22 is electric and circulates cooling water in the circulation path 20a and the bypass path 20b.
  • the pump 22 when the battery 11 is cooled, the pump 22 is driven to send the cooling water that has absorbed the heat of the battery 11 to the radiator 21.
  • the radiator 21 the cooling water is cooled by exchanging heat between the cooling water and the outside air. Then, the sufficiently cooled cooling water is sent to the battery 11 again.
  • the battery cooling circuit 20 includes a refrigerant circuit 30 having a circulation path 30a through which the refrigerant circulates.
  • a heat exchanger 23 In the circulation path 30a, a heat exchanger 23, a compressor 31, a condenser (not shown), an expansion valve, and the like are inserted in order from the refrigerant flow direction.
  • the refrigerant circuit 30 forms a refrigeration cycle that causes the heat exchanger 23 to function as an evaporator, and cools the cooling water circulating in the battery cooling circuit 20 with the refrigerant in the heat exchanger 23.
  • the compressor 31 is an electric scroll type, for example, and adjusts the pressure of the refrigerant on the high-pressure side in the refrigeration cycle, and thus the temperature of the refrigerant.
  • the compressor 31 when the battery 11 is cooled, the compressor 31 is driven so that a low-temperature refrigerant is sent to the heat exchanger 23.
  • the cooling water In the heat exchanger 23, the cooling water is cooled by performing heat exchange between the refrigerant and the cooling water. Then, the sufficiently cooled cooling water is sent to the battery 11 again.
  • the amount of heat released from the battery 11 by the battery cooling circuit 20 varies according to the number of rotations of the pump 22, the fan 24, and the compressor 31. For example, if the rotation speed of the pump 22 is increased, the circulation amount of the cooling water is increased, and the heat dissipation amount of the battery 11 is increased. Further, if the number of rotations of the fan 24 is increased, the heat radiation of the cooling water in the radiator 21 is promoted, and the cooling water can be maintained at a low temperature. Further, if the rotation speed of the compressor 31 is increased, the cooling capacity related to the refrigeration cycle of the refrigerant circuit 30 is increased, the heat radiation of the cooling water in the heat exchanger 23 is promoted, and the cooling water can be maintained at a low temperature. The heat dissipation amount of 11 increases.
  • the battery 11 can be connected to an external power source 32 provided outside the vehicle 1, and a charger (charging means) 33 that can supply power to the battery 11 from the external power source 32 is connected.
  • the external power source 32 includes, for example, 100V and 200V ordinary charging for home use, quick charging, and non-contact charging. Although one charger 33 is shown in the present embodiment, a plurality of chargers 33 may be provided corresponding to the external power source 32.
  • the vehicle 1 is equipped with an ECU (voltage detection means, control means) 40 that manages the battery 11 including the battery cooling circuit 20.
  • the ECU 40 is connected to a charger 33, a battery temperature sensor 41 that detects the temperature Tb of the battery 11, and an outside air temperature sensor 42 that detects the outside air temperature Ta outside the vehicle 1. Further, the ECU 40 detects the battery voltage Vb of the battery 11, the current flowing between the inverter 10 and the battery 11, and calculates the SOC (StateSOOf Charge: charge amount) of the battery 11 from these detection results.
  • SOC StateSOOf Charge: charge amount
  • the battery 11 is preset with an upper limit voltage Vbmax for protecting the battery 11 from application of overvoltage.
  • Vbmax an upper limit voltage
  • the ECU 40 also performs drive control of the pump 22 and the fan 24 of the battery cooling circuit 20 and the compressor 31 of the refrigerant circuit 30.
  • the pump 22, the fan 24, and the compressor 31 are normally driven by the electric power stored in the battery 11, including during charging of the battery 11 and when the vehicle 1 is traveling. Instead, it can be directly driven by power from the external power source 32.
  • the ECU 40 instructs the charger 33 to charge the battery 11 at a low current value in order to suppress deterioration of the battery 11. .
  • the battery 11 can be fully charged without accompanying the deterioration of the battery 11.
  • the ECU 40 instructs the charger 33 to rapidly charge at a high current value.
  • the ECU 40 supplies power supplied from the external power source 32 to the charger 33 so that the battery voltage Vb does not exceed the upper limit voltage Vbmax. I have to squeeze it. In this case, only charging performance less than the rated power of the charger 33 is exhibited.
  • the battery 11 deteriorates when the temperature exceeds a proper temperature range for use. Further, in the state where the battery voltage Vb approaches the upper limit voltage Vbmax, the charging energy continues to be released due to heat, and thus the temperature rise of the battery 11 becomes significant.
  • the battery 11 when the battery voltage Vb is close to the upper limit voltage Vbmax, the temperature of the battery 11 is relatively high, so that the power supplied from the external power source 32 to the battery 11 is continuously reduced. In addition, out of the power supplied to the battery 11 from the charger 33, the battery 11 must also be cooled with surplus power excluding the charging power supplied while being throttled to the battery 11.
  • the charger 33 supplies the battery 11 to the battery 11 in such a manner that a minute current is pushed in while the battery voltage Vb does not exceed the upper limit voltage Vbmax while the current from the external power supply 32 is reduced. So-called trickle charging is performed to lead the battery 11 to full charge.
  • the ECU 40 of the present embodiment effectively improves the charging efficiency of the battery 11 while suppressing deterioration of the battery 11 by effectively using the power supplied from the external power source 32 via the charger 33. Battery charge control is performed.
  • the charger 33 is connected not only to the battery 11 but also to a pump 22 as a cooling means, a fan 24, and a compressor 31 so as to be able to directly supply power. .
  • the charger 33 may supply power to these components via a DC / DC converter (not shown).
  • the charger 33 appropriately supplies power supplied from the external power source 32 to the battery 11 and the cooling unit, so that charging of the battery 11 and cooling of the battery 11 during charging are performed. Optimal power distribution is achieved.
  • FIG. 2 illustrates a battery voltage Vb during charging of the battery 11, a charging power Eb supplied from the charger 33 to the battery 11, and a cooling power for cooling the battery 11 in order to explain the battery charging control of the present embodiment. It is the figure which showed transition of Ec and battery temperature Tb in time series.
  • the battery charging control when the battery voltage Vb reaches the upper limit voltage Vbmax during the charging of the battery 11, the charging of the battery 11 by the charger 33 is stopped and the battery 11 is switched from the external power supply 32 to the battery 11.
  • the supplied charging power Eb is zero.
  • the battery 11 is driven by intentionally driving at least one of the pump 22, the fan 24, and the compressor 31 by directly using the power supplied from the external power supply 32.
  • the electric power supplied from the external power supply 32 is consumed as the cooling electric power Ec instead of the charging electric power Eb.
  • the charging power may be reduced to such a current value that causes a voltage drop that becomes equal to or lower than the set voltage Vbs1. In this case, while the charging power is being reduced, surplus power obtained by subtracting the charging power Eb of the battery from the power supplied from the external power supply 32 can be consumed as the cooling power Ec.
  • the voltage value of the battery 11 in such a biased potential characteristic state is a voltage value including the above-described internal resistance, and a voltage value obtained by subtracting the internal resistance is a true voltage value.
  • the set voltage Vbs1 that is a trigger for resuming normal charging is a voltage value that is smaller than the upper limit voltage Vbmax, and is a voltage value at which the voltage drop of the battery 11 substantially converges.
  • the set voltage Vbs1 is set so as to gradually increase, for example, as shown in FIG. 2, with the set voltage Vbs2 and the set voltage Vbs3, according to the amount of charge (SOC) of the battery 11. .
  • the charging power Eb is a time-series rectangular wave in a time-series manner through repeated on / off control such as stopping charging of the battery 11 or reducing charging power, restarting charging with normal charging power thereafter, and further stopping charging or reducing charging power thereafter. It has transitioned to.
  • the charging time Eb gradually decreases in both the supply time and the power value as the battery 11 approaches full charge. As described above, this is because when the battery 11 approaches full charge, the difference between the upper limit voltage and the voltage value obtained by subtracting the internal resistance of the battery 11 decreases as the SOC of the battery 11 increases. . As shown by the alternate long and short dash line in FIG. 2, the rectangular wave representing the increase or decrease in the charging power Eb is represented by a gentle approximate curve when drawn in time average, and the battery 11 is smooth and short as a whole. You can see that the battery is fully charged.
  • the increase / decrease in the cooling power Ec of the battery 11 also changes in a time-series manner with a stepped rectangular wave.
  • the supply time of the cooling power E gradually decreases as the battery 11 approaches full charge, the power value increases. This is because, as described above, when the battery voltage Vb approaches the upper limit voltage Vbmax, the temperature rise of the battery 11 becomes significant, and thus the cooling request for the battery 11 is appropriately dealt with.
  • the rectangular wave representing the increase / decrease in the cooling power Ec is represented by a gentle approximate curve when drawn by time average, and the battery 11 is generally viewed before full charge. It can be seen that the cooling is effective smoothly in a short time.
  • the battery temperature Tb repeatedly increases and decreases while decreasing locally as the cooling power E increases within a range not exceeding the upper limit temperature Tbmax of the appropriate temperature range of the battery 11.
  • the upper limit value of the battery temperature Tb is represented by a gentle approximate curve, and gradually decreases as the battery 11 approaches full charge.
  • Such a decrease in the battery temperature Tb is a preferable preparation state after the battery charging is completed, for example, before the vehicle 1 starts traveling, and contributes to the extension of the cruising distance when the vehicle 1 is traveled immediately after the battery charging is completed. It is.
  • FIG. 3 is a flowchart showing a control routine for battery charging control executed by the ECU 40.
  • the battery charge control of the present embodiment will be described in detail along the flowchart of FIG.
  • step S1 the battery voltage Vb, the outside air temperature Ta, and the charge amount SOC at the start of the battery charge control are acquired, and the process proceeds to step S2.
  • step S2 the optimum charging power Eb for guiding the battery 11 to full charge is calculated based on the battery voltage Vb, the outside air temperature Ta, the charge amount SOC, etc., and the process proceeds to step S3.
  • step S3 it is determined whether or not it is necessary to stop charging the battery 11 or reduce the charging power. Specifically, it is determined whether or not the battery voltage Vb has reached the upper limit voltage Vbmax, or whether or not the battery voltage Vb has once decreased to the above-described set voltages Vbs1 to Vbs3 after reaching the upper limit voltage Vbmax.
  • the determination result is true (Yes)
  • the battery voltage Vb has reached the upper limit voltage Vbmax, or after the battery voltage Vb has reached the upper limit voltage Vbmax, it has not decreased to the set voltages Vbs1 to Vbs3 described above.
  • the process proceeds to step S4.
  • step S4 based on the battery voltage Vb, the outside air temperature Ta, the charge amount SOC, etc., the optimum cooling power Ec for preventing the battery temperature Tb from exceeding the upper limit temperature Tbmax of the appropriate temperature range is calculated, and step S5.
  • the power of the external power source 32 is supplied via the charger 33 to at least one of the pump 22, the fan 24, and the compressor 31 as the cooling means, and the cooling means is driven. Then, the battery 11 is cooled and the routine returns.
  • step S3 when the determination result is false (No) in step S3, that is, when the battery voltage Vb has not reached the upper limit voltage Vbmax, or after the battery voltage Vb has reached the upper limit voltage Vbmax, the above-described set voltages Vbs1 to When the voltage drops to Vbs3, the process proceeds to step S6.
  • step S6 the battery 11 is normally charged based on the calculated charging power Eb.
  • the battery voltage Vb decreases to the above-described set voltages Vbs1 to Vbs3 after reaching the upper limit voltage Vbmax
  • normal charging of the battery 11 is resumed.
  • the cooling means power is supplied to the cooling means, the minimum cooling required for the battery 11, that is, the minimum cooling for the minimum power consumption is performed, and the routine returns.
  • the electric power supplied from the external power source 32 is optimally distributed for charging the battery 11 and cooling the battery 11 during charging.
  • the present invention pays attention to the adverse effect that continuous long-time charging of the battery 11 increases the resistance of the battery 11 and, as a result, remarkably decreases the charging efficiency. Is to execute.
  • step S1 the battery voltage Vb, the charge amount SOC, the battery temperature Tb, and the like are monitored during charging.
  • step S2 After calculating the optimum charging power Eb (step S2), it is determined whether it is necessary to stop charging the battery 11 or reduce the charging power (step S3). Further, when it is determined that the charge stop or the charge power reduction is necessary, the cooling power Ec required for the battery 11 is calculated (step S4).
  • the charging of the battery 11 is stopped or the charging power is reduced as necessary, and the cooling means such as the compressor 31 is locally driven with high power based on the calculated cooling power Ec, and the battery 11 is externally connected.
  • the battery temperature Tb is reduced by actively cooling or pre-cooling with the power of the power source 32 (step S5).
  • step S6 normal charging of the battery 11 is resumed after a certain amount of time has elapsed and the battery voltage Vb has decreased (step S6), so that the battery 11 can be charged more efficiently.
  • steps S1 to S6 are repeated to effectively use the power supplied from the external power supply 32, thereby shortening the charging time while suppressing the deterioration of the battery and improving the charging efficiency of the battery. be able to.
  • FIG. 2 shows an example of battery charging control performed by consuming the subsequent charging power Eb by the compressor 31 or the like when the battery voltage Vb reaches the upper limit voltage Vbmax.
  • Other elements for example, elapsed time
  • other than the battery voltage Vb may be used for switching.
  • the battery charging control is not limited to switching on / off of charging stop and restart of the battery 11, but may be performed by reducing charging power.
  • the reduction of the charging power may be performed by switching to a predetermined low voltage value, or may be performed by gradually reducing to a low voltage value.
  • cooling means such as the compressor 31 is provided by at least a part of the power. It may be activated.
  • the battery charging control of the present embodiment controls the cooling and charging during charging of the battery 11 using the cooling device such as the compressor 31 based on the battery temperature Tb, the battery voltage Vb, the charge amount SOC, and the like.
  • the battery 11 can be more efficiently charged and cooled.
  • the charging efficiency of the battery 11 is improved while suppressing deterioration due to charging and heat generation.
  • the devices provided in the battery cooling circuit 20 of the above embodiment are not limited to those described above, and the arrangement of each device is not limited to this, and other devices may be provided or the arrangement may be changed. You may do it.
  • the pump 22, the fan 24, and the compressor 31 are driven at the optimum rotation speed and drive timing while the battery 11 is being charged.
  • the present invention is not limited to this, and at least one of the pump 22, the fan 24, and the compressor 31, or a combination of the two may be used as long as the cooling work required for the battery 11 can be secured.
  • the battery 11 is cooled by the water-cooled battery cooling circuit 20, but the present invention is not limited to this, and the present invention can also be applied to the case where the battery 11 is cooled by an air-cooled cooling means. It is.
  • the water-cooled cooling means has a larger cooling effect and consumes more power than the air-cooled type, and is therefore suitable for application of the battery charge control.
  • the present invention may be applied to a hybrid bus or a passenger car, or to an electric vehicle having only a motor as a driving power source. You may do it.
  • Vehicle 11 Battery 20 Battery cooling circuit (cooling means) 30 Refrigerant circuit 31 Compressor 32 External power source 33 Charger 40 ECU (voltage detection means, control means)

Abstract

[Problem] To provide a battery charging device capable of shortening a charging time while suppressing deterioration of a battery, and capable of improving battery charging efficiency by effectively using power supplied from an external power supply. [Solution] This battery charging device is provided with: a battery 11, which is mounted in a vehicle 1, and which can be charged up to a predetermined upper limit voltage; a charging means 33 for charging the battery 11 using an external power supply 32 of the vehicle 1; a cooling means 20 for cooling the battery 11; a voltage detection means 40 for detecting the voltage of the battery 11; and a control means 40 which, when the voltage detected by means of the voltage detection means 40 reaches the upper limit voltage during the time when the battery 11 is being charged, stops the battery 11 from being charged by means of the charging means 33 or reduces charging power until the voltage is reduced to a predetermined set voltage. During the time when the charging is stopped or the charging power is reduced while the battery 11 is being charged, the control means 40 operates the cooling means 20 using power supplied from the external power supply 32.

Description

バッテリ充電装置Battery charger
　本発明は、バッテリ充電装置に関し、特に電動車両に搭載するバッテリ充電装置に関する。 The present invention relates to a battery charging device, and more particularly to a battery charging device mounted on an electric vehicle.
　エンジンとモータとを駆動源とするハイブリッド（ＨＥＶ）トラックや、モータのみを駆動源とする電気（ＥＶ）トラックなどの電動車両には、モータを作動させるための大容量のバッテリが搭載されている。例えば特許文献１には、電動車両のバッテリを外部電源から給電される充電器により充電する車両充電装置が開示されている。 Electric vehicles such as a hybrid (HEV) truck using an engine and a motor as driving sources and an electric (EV) truck using only a motor as a driving source are equipped with a large-capacity battery for operating the motor. . For example, Patent Document 1 discloses a vehicle charging device that charges a battery of an electric vehicle with a charger that is fed from an external power source.
　このバッテリ充電装置では、状況に応じた多様な充電方法を提供することにより、急速充電によってバッテリに大量に電流が流れることに起因したバッテリの寿命低下（劣化）を抑制している。具体的には、バッテリ寿命優先モードの選択時には、外部電源から充電器を介してバッテリに流れる電流を所定値に抑えることで、バッテリの劣化を抑制している。 In this battery charger, by providing various charging methods according to the situation, the battery life reduction (deterioration) due to a large amount of current flowing through the battery due to rapid charging is suppressed. Specifically, when the battery life priority mode is selected, deterioration of the battery is suppressed by suppressing the current flowing from the external power supply to the battery via the charger to a predetermined value.
特開２０１１－２２３７９６号公報Japanese Patent Application Laid-Open No. 2011-223796
　上記従来のバッテリ充電装置のように、外部電源から充電器を介して供給される電力を単に絞るだけでは、充電時間が長くなり、充電効率が低下する。また、充電器の定格電力に満たない充電を行うこととなり、充電器の充電性能を生かし切れていない。従って、外部電源から供給される電力を有効に活用することで、バッテリの劣化を抑制しながら、バッテリの充電効率を向上することについては依然として課題が残されている。 As in the conventional battery charger described above, simply reducing the power supplied from the external power source via the charger increases the charging time and reduces the charging efficiency. In addition, charging that is less than the rated power of the charger is performed, and the charging performance of the charger is not fully utilized. Therefore, there is still a problem to improve the charging efficiency of the battery while suppressing the deterioration of the battery by effectively using the power supplied from the external power source.
　本発明はこのような問題の少なくとも一部を解決するためになされたもので、その目的とするところは、外部電源から供給される電力を有効に活用することで、バッテリの劣化を抑制しながら充電時間を短縮し、バッテリの充電効率を向上することができるバッテリ充電装置を提供することにある。 The present invention has been made to solve at least a part of such problems, and the object of the present invention is to effectively utilize the power supplied from the external power source while suppressing deterioration of the battery. An object of the present invention is to provide a battery charger that can shorten the charging time and improve the charging efficiency of the battery.
　本発明は前述の課題の少なくとも一部を解決するためになされたものであり、以下の態様又は適用例として実現することができる。 The present invention has been made to solve at least a part of the problems described above, and can be realized as the following aspects or application examples.
（１）本適用例に係るバッテリ充電装置は、車両に搭載され、所定の上限電圧まで充電可能なバッテリと、前記車両の外部電源により前記バッテリに充電する充電手段と、前記バッテリを冷却する冷却手段と、前記バッテリの電圧を検出する電圧検出手段と、前記バッテリの充電中に前記電圧検出手段により検出される前記電圧が前記上限電圧に達したとき、所定の設定電圧に低下するまで前記充電手段による前記バッテリの充電を停止する、又は、前記バッテリの充電電力を低減する制御手段とを備え、前記制御手段は、前記バッテリの充電中に充電を停止又は充電電力を低減している間、前記外部電源からの電力により前記冷却手段を作動させる。 (1) A battery charging apparatus according to this application example is mounted on a vehicle and can be charged to a predetermined upper limit voltage, charging means for charging the battery with an external power source of the vehicle, and cooling for cooling the battery Means, voltage detecting means for detecting the voltage of the battery, and when the voltage detected by the voltage detecting means during charging of the battery reaches the upper limit voltage, the charging is performed until the voltage drops to a predetermined set voltage. Control means for stopping charging of the battery by means or reducing charging power of the battery, while the control means stops charging or reducing charging power during charging of the battery, The cooling means is operated by electric power from the external power source.
　本適用例に係るバッテリ充電装置によれば、バッテリの充電中に電圧検出手段により検出される電圧が上限電圧に達したとき、所定の設定電圧に低下するまで充電手段によるバッテリの充電を停止する、又は、バッテリの充電電力を低減する制御手段を備えることで、バッテリの充電停止又は充電電力低減、その後の通常の充電電力による充電再開、さらにその後の充電停止又は充電電力低減といった繰り返しのオンオフ制御を実施することができる。これにより、バッテリを連続的に充電した場合と比べて、結果として、より短時間でバッテリの充電を完了することができる。 According to the battery charging apparatus according to this application example, when the voltage detected by the voltage detecting unit reaches the upper limit voltage during charging of the battery, the charging of the battery by the charging unit is stopped until the voltage is decreased to a predetermined set voltage. Or, by providing a control means for reducing the charging power of the battery, repeated on / off control such as stopping charging of the battery or reducing charging power, restarting charging with normal charging power thereafter, and further stopping charging or reducing charging power thereafter. Can be implemented. Thereby, compared with the case where the battery is continuously charged, as a result, the charging of the battery can be completed in a shorter time.
　また、本適用例に係るバッテリ充電装置においては、バッテリの充電を停止、又は充電電力を低減している間において外部電源から供給される電力によりバッテリの冷却手段を作動させる。これにより、バッテリ充電の停止中に外部給電から供給可能な電力を無駄とせずに有効に活用し、かつ、バッテリ充電に起因するバッテリ温度の上昇を防ぐことで、バッテリの劣化を抑制しつつ、バッテリの充電効率を向上することができる。 Further, in the battery charging device according to this application example, the battery cooling unit is operated by the power supplied from the external power source while the charging of the battery is stopped or the charging power is reduced. This effectively utilizes the power that can be supplied from the external power supply while battery charging is stopped, and prevents the battery temperature from rising due to battery charging, while suppressing deterioration of the battery. The charging efficiency of the battery can be improved.
（２）前記本適用例に係るバッテリ充電装置において、冷却手段は、循環する冷却水でバッテリを冷却するバッテリ冷却回路を含む。水冷式のバッテリ冷却回路でバッテリを冷却する場合、バッテリの冷却効果、消費電力は空冷式の冷却方式に比して大きい。これにより、外部電源から充電手段を介して供給される電力をより一層有効に冷却手段に活用することができるとともに、バッテリの効果的な冷却によって充電効率を向上することができる。 (2) In the battery charging apparatus according to the application example, the cooling unit includes a battery cooling circuit that cools the battery with circulating cooling water. When a battery is cooled by a water-cooled battery cooling circuit, the battery cooling effect and power consumption are larger than those of an air-cooled cooling system. Thereby, the electric power supplied from the external power source via the charging unit can be more effectively utilized for the cooling unit, and the charging efficiency can be improved by the effective cooling of the battery.
（３）前記本適用例に係るバッテリ充電装置において、バッテリ冷却回路は、圧縮機を含む冷凍サイクルを形成する冷媒回路を含み、冷媒回路は、循環する冷媒で冷却水を冷却する。冷媒回路を含むバッテリ冷却回路でバッテリを冷却する場合、バッテリの冷却効果、消費電力は空冷式の冷却方式に比して大きい。これにより、外部電源から充電手段を介して供給される電力をより一層有効に冷却手段に活用することができるとともに、バッテリの効果的な冷却によって充電効率を向上することができる。 (3) In the battery charging device according to the application example, the battery cooling circuit includes a refrigerant circuit that forms a refrigeration cycle including a compressor, and the refrigerant circuit cools the cooling water using the circulating refrigerant. When a battery is cooled by a battery cooling circuit including a refrigerant circuit, the battery cooling effect and power consumption are larger than those of an air-cooled cooling system. Thereby, the electric power supplied from the external power source via the charging unit can be more effectively utilized for the cooling unit, and the charging efficiency can be improved by the effective cooling of the battery.
（４）前記本適用例に係るバッテリ充電装置において、制御手段は、バッテリの充電を停止した後、電圧検出手段により検出される電圧が所定の設定電圧以下となったとき、充電手段によるバッテリの充電を再開し、当該充電の再開後は、外部電源からの電力の少なくとも一部により冷却手段を作動させる。これにより、満充電に近づいて高温になるバッテリを効果的に充電することができ、充電効率を向上することができる。 (4) In the battery charging device according to the application example, when the voltage detected by the voltage detecting unit becomes equal to or lower than a predetermined set voltage after stopping the charging of the battery, the control unit Charging is restarted, and after the charging is restarted, the cooling means is operated by at least part of the electric power from the external power source. Thereby, the battery which becomes high temperature nearing full charge can be charged effectively, and the charging efficiency can be improved.
　前記適用例を用いる本発明のバッテリ充電装置によれば、外部電源から供給される電力を有効に活用することで、バッテリの劣化を抑制しながら、バッテリの充電効率を向上することができるバッテリ充電装置を提供する。 According to the battery charging device of the present invention using the application example, the battery charging capable of improving the charging efficiency of the battery while suppressing the deterioration of the battery by effectively utilizing the power supplied from the external power source. Providing the device.
本発明の一実施形態に係るバッテリ充電装置の概略構成図である。It is a schematic block diagram of the battery charging device which concerns on one Embodiment of this invention. 図１のバッテリの充電中におけるバッテリ電圧Ｖｂ、充電器からバッテリに供給される充電電力Ｅｂ、バッテリを冷却するための冷却電力Ｅｃ、及びバッテリ温度Ｔｂの推移を時系列的に示した図である。It is the figure which showed the transition of the battery voltage Vb during charge of the battery of FIG. 1, the charging power Eb supplied to a battery from a charger, the cooling power Ec for cooling a battery, and the battery temperature Tb in time series. . 図１のＥＣＵが実行するバッテリ充電制御の制御ルーチンを示すフローチャートである。It is a flowchart which shows the control routine of the battery charge control which ECU of FIG. 1 performs.
　以下、本発明の一実施形態を図面に基づき説明する。図１は本発明の一実施形態におけるハイブリッド車両のバッテリ充電装置の概略構成図であり、以下同図に基づき説明する。ハイブリッド車両１はいわゆるパラレル型ハイブリッドのトラックとして構成されており、以下の説明では、単に車両とも称する。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a battery charging device for a hybrid vehicle according to an embodiment of the present invention, which will be described below with reference to FIG. The hybrid vehicle 1 is configured as a so-called parallel hybrid truck, and is simply referred to as a vehicle in the following description.
　車両１には走行用の動力源としてディーゼルエンジン（以下、エンジンという）２、及び発電機としても作動可能なモータ３（電動機）が搭載されている。エンジン２の出力軸にはクラッチ４が連結され、クラッチ４にはモータ３の回転軸を介して変速機５の入力側が連結されている。変速機５の出力側にはプロペラシャフト６を介して差動装置７が連結され、差動装置７には駆動軸８を介して左右の駆動輪９が連結されている。 The vehicle 1 is equipped with a diesel engine (hereinafter referred to as an engine) 2 as a driving power source and a motor 3 (an electric motor) that can also operate as a generator. A clutch 4 is connected to the output shaft of the engine 2, and an input side of the transmission 5 is connected to the clutch 4 via a rotating shaft of the motor 3. A differential device 7 is connected to the output side of the transmission 5 via a propeller shaft 6, and left and right drive wheels 9 are connected to the differential device 7 via a drive shaft 8.
　モータ３は、具体的には永久磁石が貼り付けられたロータと三相コイルが巻回されたステータとを備えた同期発電電動機であり、インバータ１０を介してバッテリ１１と接続されている。 Specifically, the motor 3 is a synchronous generator motor including a rotor on which a permanent magnet is attached and a stator on which a three-phase coil is wound, and is connected to a battery 11 via an inverter 10.
　このように構成された車両１は、クラッチ４を接続してエンジン２のみの駆動力による走行、クラッチ４を切断してモータ３のみの駆動力による走行、及びクラッチ４を接続してエンジン２及びモータ３の駆動力による走行が可能である。また、例えば車両１の減速時や降坂路での走行時には、駆動輪９側からの逆駆動によりモータ３が発電機として作動する。そしてモータ３が発生した負側の駆動力は制動力として駆動輪９側に伝達されると共に、モータ３が発電した交流電力がインバータ１０で直流電力に変換されてバッテリ１１に充電される。 The vehicle 1 configured as described above has the clutch 4 connected to travel by the driving force of only the engine 2, the clutch 4 is disconnected to travel by the driving force of only the motor 3, and the clutch 4 is connected to the engine 2 and Traveling by the driving force of the motor 3 is possible. For example, when the vehicle 1 decelerates or travels on a downhill road, the motor 3 operates as a generator by reverse driving from the drive wheel 9 side. The negative driving force generated by the motor 3 is transmitted to the driving wheel 9 side as a braking force, and the AC power generated by the motor 3 is converted into DC power by the inverter 10 and charged to the battery 11.
　車両１には、バッテリ１１を冷却するバッテリ冷却回路（冷却手段）２０が設けられている。バッテリ冷却回路２０は、冷却水が循環する循環路２０ａを有し、循環路２０ａには、冷却水の流れ方向の順に、バッテリ１１、ラジエータ２１、ポンプ２２が介挿されている。また、バッテリ冷却回路２０は、循環路２０ａにおいてラジエータ２１を迂回するバイパス路２０ｂを有し、バイパス路２０ｂには熱交換器２３が介挿されている。 The vehicle 1 is provided with a battery cooling circuit (cooling means) 20 that cools the battery 11. The battery cooling circuit 20 has a circulation path 20a through which the cooling water circulates, and the battery 11, the radiator 21, and the pump 22 are inserted in the circulation path 20a in the order of the flow direction of the cooling water. The battery cooling circuit 20 has a bypass path 20b that bypasses the radiator 21 in the circulation path 20a, and a heat exchanger 23 is inserted in the bypass path 20b.
　ラジエータ２１は電動のファン２４を備え、ファン２４により送風される外気との熱交換により冷却水を冷却する熱交換器である。ポンプ２２は電動であり、循環路２０ａ及びバイパス路２０ｂにおいて冷却水を循環させる。 The radiator 21 includes an electric fan 24, and is a heat exchanger that cools the cooling water by exchanging heat with the outside air blown by the fan 24. The pump 22 is electric and circulates cooling water in the circulation path 20a and the bypass path 20b.
　このように構成されたバッテリ冷却回路２０では、バッテリ１１の冷却時に、ポンプ２２が駆動することでバッテリ１１の熱を吸収した冷却水がラジエータ２１に送られる。ラジエータ２１では、冷却水と外気との間で熱交換が行われることで、冷却水が冷却される。そして、十分冷却された冷却水が再びバッテリ１１に送られる。 In the battery cooling circuit 20 configured as described above, when the battery 11 is cooled, the pump 22 is driven to send the cooling water that has absorbed the heat of the battery 11 to the radiator 21. In the radiator 21, the cooling water is cooled by exchanging heat between the cooling water and the outside air. Then, the sufficiently cooled cooling water is sent to the battery 11 again.
　また、バッテリ冷却回路２０は、冷媒が循環する循環路３０ａを有する冷媒回路３０を備えている。循環路３０ａには、冷媒の流れ方向から順に、熱交換器２３、圧縮機３１、図示しない凝縮器、膨張弁などが介挿されている。冷媒回路３０は、熱交換器２３を蒸発器として機能させる冷凍サイクルを形成し、熱交換器２３において冷媒によりバッテリ冷却回路２０を循環する冷却水を冷却する。圧縮機３１は電動の例えばスクロール式であり、冷凍サイクルにおける高圧側の冷媒の圧力、ひいては冷媒の温度を調整する。 The battery cooling circuit 20 includes a refrigerant circuit 30 having a circulation path 30a through which the refrigerant circulates. In the circulation path 30a, a heat exchanger 23, a compressor 31, a condenser (not shown), an expansion valve, and the like are inserted in order from the refrigerant flow direction. The refrigerant circuit 30 forms a refrigeration cycle that causes the heat exchanger 23 to function as an evaporator, and cools the cooling water circulating in the battery cooling circuit 20 with the refrigerant in the heat exchanger 23. The compressor 31 is an electric scroll type, for example, and adjusts the pressure of the refrigerant on the high-pressure side in the refrigeration cycle, and thus the temperature of the refrigerant.
　このように構成された冷媒回路３０では、バッテリ１１の冷却時に、圧縮機３１が駆動することで低温の冷媒が熱交換器２３に送られる。熱交換器２３では、冷媒と冷却水との間で熱交換が行われることで、冷却水が冷却される。そして、十分冷却された冷却水が再びバッテリ１１に送られる。 In the refrigerant circuit 30 configured as described above, when the battery 11 is cooled, the compressor 31 is driven so that a low-temperature refrigerant is sent to the heat exchanger 23. In the heat exchanger 23, the cooling water is cooled by performing heat exchange between the refrigerant and the cooling water. Then, the sufficiently cooled cooling water is sent to the battery 11 again.
　バッテリ冷却回路２０によるバッテリ１１の放熱量は、ポンプ２２、ファン２４、圧縮機３１の回転数に応じて変化する。例えば、ポンプ２２の回転数を増大すれば、冷却水の循環量が増大し、バッテリ１１の放熱量が増大する。また、ファン２４の回転数を増大すれば、ラジエータ２１での冷却水の放熱が促進され、冷却水を低温に維持できることから、バッテリ１１の放熱量は増大する。また、圧縮機３１の回転数を増大すれば、冷媒回路３０の冷凍サイクルに係る冷却能力が上昇し、熱交換器２３における冷却水の放熱が促進され、冷却水を低温に維持できることから、バッテリ１１の放熱量は増大する。 The amount of heat released from the battery 11 by the battery cooling circuit 20 varies according to the number of rotations of the pump 22, the fan 24, and the compressor 31. For example, if the rotation speed of the pump 22 is increased, the circulation amount of the cooling water is increased, and the heat dissipation amount of the battery 11 is increased. Further, if the number of rotations of the fan 24 is increased, the heat radiation of the cooling water in the radiator 21 is promoted, and the cooling water can be maintained at a low temperature. Further, if the rotation speed of the compressor 31 is increased, the cooling capacity related to the refrigeration cycle of the refrigerant circuit 30 is increased, the heat radiation of the cooling water in the heat exchanger 23 is promoted, and the cooling water can be maintained at a low temperature. The heat dissipation amount of 11 increases.
　また、バッテリ１１には、車両１の外部に設けられた外部電源３２と接続可能であり、この外部電源３２からバッテリ１１に給電が可能な充電器（充電手段）３３が接続されている。外部電源３２は例えば家庭用の１００Ｖ、２００Ｖの普通充電や、急速充電、非接触充電などがある。本実施形態では１つの充電器３３を示しているが、充電器３３を外部電源３２に対応して複数設けても良い。 Further, the battery 11 can be connected to an external power source 32 provided outside the vehicle 1, and a charger (charging means) 33 that can supply power to the battery 11 from the external power source 32 is connected. The external power source 32 includes, for example, 100V and 200V ordinary charging for home use, quick charging, and non-contact charging. Although one charger 33 is shown in the present embodiment, a plurality of chargers 33 may be provided corresponding to the external power source 32.
　車両１には、バッテリ冷却回路２０を含め、バッテリ１１の管理を行うＥＣＵ（電圧検出手段、制御手段）４０が搭載されている。ＥＣＵ４０には、充電器３３、バッテリ１１の温度Ｔｂを検出するバッテリ温度センサ４１、車両１外部の外気温度Ｔａを検出する外気温度センサ４２が接続されている。また、ＥＣＵ４０は、バッテリ１１のバッテリ電圧Ｖｂ、インバータ１０とバッテリ１１との間に流れる電流などを検出し、これらの検出結果からバッテリ１１のＳＯＣ（State Of Charge：充電量）を算出する。 The vehicle 1 is equipped with an ECU (voltage detection means, control means) 40 that manages the battery 11 including the battery cooling circuit 20. The ECU 40 is connected to a charger 33, a battery temperature sensor 41 that detects the temperature Tb of the battery 11, and an outside air temperature sensor 42 that detects the outside air temperature Ta outside the vehicle 1. Further, the ECU 40 detects the battery voltage Vb of the battery 11, the current flowing between the inverter 10 and the battery 11, and calculates the SOC (StateＳＯOf Charge: charge amount) of the battery 11 from these detection results.
　また、バッテリ１１には、過電圧の印加からバッテリ１１を保護するための上限電圧Ｖｂｍａｘが予め設定されている。また、バッテリ１１は、発熱により高温になると、性能の低下や寿命低下が生じるため、使用上において適正な温度範囲が定められている。 Further, the battery 11 is preset with an upper limit voltage Vbmax for protecting the battery 11 from application of overvoltage. In addition, when the temperature of the battery 11 is increased due to heat generation, the performance and the life of the battery 11 are reduced. Therefore, an appropriate temperature range is determined in use.
　また、ＥＣＵ４０はバッテリ冷却回路２０のポンプ２２及びファン２４と、冷媒回路３０の圧縮機３１との駆動制御も行う。これらポンプ２２、ファン２４、及び圧縮機３１の駆動は、通常、バッテリ１１の充電中や車両１の走行時を含め、バッテリ１１に蓄えられた電力により行われるが、充電中は、バッテリを介さずに外部電源３２からの電力によって直接駆動することもできる。 The ECU 40 also performs drive control of the pump 22 and the fan 24 of the battery cooling circuit 20 and the compressor 31 of the refrigerant circuit 30. The pump 22, the fan 24, and the compressor 31 are normally driven by the electric power stored in the battery 11, including during charging of the battery 11 and when the vehicle 1 is traveling. Instead, it can be directly driven by power from the external power source 32.
　ここで、ＥＣＵ４０は、比較的長い充電時間（例えば２４時間）を確保できる場合、バッテリ１１の劣化を抑制するために、低い電流値にてバッテリ１１の充電を行うように充電器３３に指令する。この場合には、バッテリ１１の劣化を伴うことなくバッテリ１１を満充電することが可能である。 Here, when a relatively long charging time (for example, 24 hours) can be secured, the ECU 40 instructs the charger 33 to charge the battery 11 at a low current value in order to suppress deterioration of the battery 11. . In this case, the battery 11 can be fully charged without accompanying the deterioration of the battery 11.
　一方、ＥＣＵ４０は、充電時間を短時間しか確保できない場合、高い電流値にて急速充電するように充電器３３に指令する。この場合には、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに近づくと、バッテリ１１を保護するべく、ＥＣＵ４０はバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘを越えないように外部電源３２から供給される電力を充電器３３にて絞らざるを得ない。これでは、充電器３３の定格電力に満たない充電性能しか発揮されないこととなる。 On the other hand, when the charging time can be ensured only for a short time, the ECU 40 instructs the charger 33 to rapidly charge at a high current value. In this case, when the battery voltage Vb approaches the upper limit voltage Vbmax, in order to protect the battery 11, the ECU 40 supplies power supplied from the external power source 32 to the charger 33 so that the battery voltage Vb does not exceed the upper limit voltage Vbmax. I have to squeeze it. In this case, only charging performance less than the rated power of the charger 33 is exhibited.
　一方、バッテリ１１は、上述したように、使用上の適正な温度範囲を越えて高温になると劣化を生じる。また、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに近づいた状態では、充電エネルギが熱になって放出され続けているため、バッテリ１１の温度上昇も顕著となる。 On the other hand, as described above, the battery 11 deteriorates when the temperature exceeds a proper temperature range for use. Further, in the state where the battery voltage Vb approaches the upper limit voltage Vbmax, the charging energy continues to be released due to heat, and thus the temperature rise of the battery 11 becomes significant.
　このように、従来、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに近づいた状態においては、バッテリ１１の温度が比較的高温となることから、外部電源３２からバッテリ１１に供給される電力を連続的に絞りながら、且つ、バッテリ１１に充電器３３から供給される電力のうち、バッテリ１１に絞りながら供給される充電電力を除く余剰の電力でバッテリ１１の冷却も行わなければならなかった。 Thus, conventionally, when the battery voltage Vb is close to the upper limit voltage Vbmax, the temperature of the battery 11 is relatively high, so that the power supplied from the external power source 32 to the battery 11 is continuously reduced. In addition, out of the power supplied to the battery 11 from the charger 33, the battery 11 must also be cooled with surplus power excluding the charging power supplied while being throttled to the battery 11.
　しかしながら、このような従来の連続的な充電方法では、バッテリ１１の抵抗が増大し、充電時間に対する充電量、つまり充電効率が低下することから、充電器３３の充電性能を最大限活かすことができず、また、バッテリ１１が満充電となるまで長時間を要していた。 However, in such a conventional continuous charging method, the resistance of the battery 11 is increased, and the amount of charge with respect to the charging time, that is, the charging efficiency is lowered, so that the charging performance of the charger 33 can be utilized to the maximum. In addition, it took a long time for the battery 11 to be fully charged.
　しかも、従来の連続的な充電はバッテリ１１に自然放電が生じ易い。このため、当該自然放電を補うべく、充電器３３は、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘを超えない範囲で、外部電源３２からの電流を絞りながら微少電流を押し込むような形でバッテリ１１に供給し、バッテリ１１を満充電に導く、いわゆるトリクル充電が行われる。 In addition, conventional continuous charging tends to cause spontaneous discharge in the battery 11. Therefore, in order to compensate for the spontaneous discharge, the charger 33 supplies the battery 11 to the battery 11 in such a manner that a minute current is pushed in while the battery voltage Vb does not exceed the upper limit voltage Vbmax while the current from the external power supply 32 is reduced. So-called trickle charging is performed to lead the battery 11 to full charge.
　このようなトリクル充電時には、微少電流に基づくバッテリ１１への供給電力は、同時に行われるバッテリ１１の冷却にほぼ全て使用されることとなる。このため、バッテリ１１の充電中にもかかわらず、バッテリ１１に充電されない電力が外部電源３２から充電器３３を介してバッテリ１１に供給されることとなり、バッテリ１１の充電効率が著しく低下していた。 At the time of such trickle charging, almost all of the power supplied to the battery 11 based on the minute current is used for cooling the battery 11 performed at the same time. For this reason, although the battery 11 is being charged, power that is not charged in the battery 11 is supplied from the external power source 32 to the battery 11 via the charger 33, and the charging efficiency of the battery 11 is significantly reduced. .
　そこで、本実施形態のＥＣＵ４０は、外部電源３２から充電器３３を介して供給される電力を有効に活用することで、バッテリ１１の劣化を抑制しながら、バッテリ１１の充電効率を向上するためのバッテリ充電制御を行っている。 Therefore, the ECU 40 of the present embodiment effectively improves the charging efficiency of the battery 11 while suppressing deterioration of the battery 11 by effectively using the power supplied from the external power source 32 via the charger 33. Battery charge control is performed.
　具体的には、図１に示すように、充電器３３は、バッテリ１１のみならず、冷却手段としてのポンプ２２、ファン２４、及び圧縮機３１にも直接に電力を供給可能に接続されている。このとき、充電器３３は、ＤＣ／ＤＣコンバータ（図示せず）を介してこれらのコンポーネントに電力を供給しても良い。そして、当該バッテリ充電制御では、外部電源３２から供給される電力を充電器３３がバッテリ１１と上記冷却手段とに適宜供給することで、バッテリ１１の充電と、充電中におけるバッテリ１１の冷却との最適な電力配分を実現している。 Specifically, as shown in FIG. 1, the charger 33 is connected not only to the battery 11 but also to a pump 22 as a cooling means, a fan 24, and a compressor 31 so as to be able to directly supply power. . At this time, the charger 33 may supply power to these components via a DC / DC converter (not shown). In the battery charging control, the charger 33 appropriately supplies power supplied from the external power source 32 to the battery 11 and the cooling unit, so that charging of the battery 11 and cooling of the battery 11 during charging are performed. Optimal power distribution is achieved.
　図２は、本実施形態のバッテリ充電制御を説明するために、バッテリ１１の充電中におけるバッテリ電圧Ｖｂ、充電器３３からバッテリ１１に供給される充電電力Ｅｂ、バッテリ１１を冷却するための冷却電力Ｅｃ、及びバッテリ温度Ｔｂの推移を時系列的に示した図である。 FIG. 2 illustrates a battery voltage Vb during charging of the battery 11, a charging power Eb supplied from the charger 33 to the battery 11, and a cooling power for cooling the battery 11 in order to explain the battery charging control of the present embodiment. It is the figure which showed transition of Ec and battery temperature Tb in time series.
　図２に示すように、当該バッテリ充電制御では、バッテリ１１の充電中にバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘになったとき、充電器３３によるバッテリ１１の充電を停止し、外部電源３２からバッテリ１１に供給される充電電力Ｅｂをゼロとしている。そして、バッテリ１１の充電を停止している間、外部電源３２からの供給電力を直接に用いて意図的にポンプ２２、ファン２４、及び圧縮機３１の少なくとも何れかを駆動することでバッテリ１１を冷却し、外部電源３２から供給される電力を充電電力Ｅｂの代わりに冷却電力Ｅｃとして消費している。 As shown in FIG. 2, in the battery charging control, when the battery voltage Vb reaches the upper limit voltage Vbmax during the charging of the battery 11, the charging of the battery 11 by the charger 33 is stopped and the battery 11 is switched from the external power supply 32 to the battery 11. The supplied charging power Eb is zero. While charging of the battery 11 is stopped, the battery 11 is driven by intentionally driving at least one of the pump 22, the fan 24, and the compressor 31 by directly using the power supplied from the external power supply 32. The electric power supplied from the external power supply 32 is consumed as the cooling electric power Ec instead of the charging electric power Eb.
　また、図示はされないが、本実施形態のバッテリ充電制御においては、通常充電時にバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘになったとき、充電器３３によるバッテリ１１の充電を停止するのではなく、バッテリ電圧Ｖｂが設定電圧Ｖｂｓ１以下となる電圧降下が発生するような電流値まで充電電力を低減しても良い。この場合、充電電力を低減している間は、外部電源３２から供給される電力のうち、バッテリの充電電力Ｅｂを差し引いた余剰電力を冷却電力Ｅｃとして消費することができる。 Although not shown, in the battery charging control of the present embodiment, when the battery voltage Vb reaches the upper limit voltage Vbmax during normal charging, the charging of the battery 11 by the charger 33 is not stopped, but the battery voltage Vb However, the charging power may be reduced to such a current value that causes a voltage drop that becomes equal to or lower than the set voltage Vbs1. In this case, while the charging power is being reduced, surplus power obtained by subtracting the charging power Eb of the battery from the power supplied from the external power supply 32 can be consumed as the cooling power Ec.
　このように充電電力を絞らずにバッテリ１１を充電する通常充電を実施し、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘとなった後にバッテリ充電を停止、又は充電電力を低減した後は、図２に示すように、バッテリ１１において一定量の電圧降下が発生する。このような電圧降下は、特に比較的大きな電流値で充電する場合に発生し、バッテリ１１の電解液や活物質中のイオン分布において電荷的な不均衡による電位特性の偏った状態が元に戻ることに起因する。このような偏った電位特性の状態にあるバッテリ１１の電圧値は、前述の内部抵抗が含まれた電圧値であり、内部抵抗を差し引いた電圧値が真の電圧値となる。 After performing normal charging for charging the battery 11 without reducing the charging power and stopping the battery charging after the battery voltage Vb reaches the upper limit voltage Vbmax or reducing the charging power, as shown in FIG. In addition, a certain amount of voltage drop occurs in the battery 11. Such a voltage drop occurs particularly when charging with a relatively large current value, and the state in which the potential characteristics are biased due to a charge imbalance in the ion distribution in the electrolyte solution or active material of the battery 11 is restored. Due to that. The voltage value of the battery 11 in such a biased potential characteristic state is a voltage value including the above-described internal resistance, and a voltage value obtained by subtracting the internal resistance is a true voltage value.
　加えて、内部抵抗が含まれた電圧値が上限電圧となり、電位特性が偏った状態のバッテリ１１において、バッテリ１１の内部抵抗を差し引いた電圧値が上限電圧値となるまで連続的な充電を実施する場合、内部抵抗が高いことから、非常に長い充電時間を要する。 In addition, in the battery 11 in which the voltage value including the internal resistance becomes the upper limit voltage and the potential characteristic is biased, continuous charging is performed until the voltage value obtained by subtracting the internal resistance of the battery 11 reaches the upper limit voltage value. In this case, since the internal resistance is high, a very long charging time is required.
　以上のバッテリ特性を考慮し、当該バッテリ充電制御では、バッテリ１１の充電中にバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘになったとき、充電器３３によるバッテリ１１の充電を停止、又は充電電力を低減することによりバッテリ電圧降下を意図的に発生させ、バッテリ電圧Ｖｂが設定電圧Ｖｂｓ１以下となったとき、充電器３３によるバッテリ１１の通常充電が再開される。 Considering the above battery characteristics, in the battery charging control, when the battery voltage Vb reaches the upper limit voltage Vbmax during charging of the battery 11, charging of the battery 11 by the charger 33 is stopped or charging power is reduced. Thus, when the battery voltage drop is intentionally generated and the battery voltage Vb becomes equal to or lower than the set voltage Vbs1, normal charging of the battery 11 by the charger 33 is resumed.
　通常充電再開のトリガーとなる設定電圧Ｖｂｓ１は、上限電圧Ｖｂｍａｘよりも小さな電圧値であり、バッテリ１１の電圧降下が実質的に収束する電圧値である。設定電圧Ｖｂｓ１は、バッテリ１１が満充電に近づくにつれ、バッテリ１１の充電量（ＳＯＣ）に応じて、例えば図２に示すように設定電圧Ｖｂｓ２、設定電圧Ｖｂｓ３と徐々に大きくなるように設定される。 The set voltage Vbs1 that is a trigger for resuming normal charging is a voltage value that is smaller than the upper limit voltage Vbmax, and is a voltage value at which the voltage drop of the battery 11 substantially converges. As the battery 11 approaches full charge, the set voltage Vbs1 is set so as to gradually increase, for example, as shown in FIG. 2, with the set voltage Vbs2 and the set voltage Vbs3, according to the amount of charge (SOC) of the battery 11. .
　充電電力Ｅｂは、バッテリ１１の充電停止又は充電電力低減、その後の通常の充電電力による充電再開、さらにその後の充電停止又は充電電力低減といった繰り返しのオンオフ制御により、段階的な矩形波で時系列的に推移している。 The charging power Eb is a time-series rectangular wave in a time-series manner through repeated on / off control such as stopping charging of the battery 11 or reducing charging power, restarting charging with normal charging power thereafter, and further stopping charging or reducing charging power thereafter. It has transitioned to.
　充電電力Ｅｂは、バッテリ１１が満充電に近づくにつれて、供給時間及び電力値が共に徐々に減少している。これは、上述したように、バッテリ１１が満充電に近づくと、バッテリ１１のＳＯＣが高くなるにつれて上限電圧とバッテリ１１が持つ内部抵抗を差し引いた電圧値の差分が小さくなることに起因している。図２に一点鎖線で示したように、充電電力Ｅｂの増減を表す矩形波は、時間平均で描いたとき、なだらかな近似曲線で表され、バッテリ１１は全体的に見て円滑且つ短時間で満充電に至ることが分かる。 The charging time Eb gradually decreases in both the supply time and the power value as the battery 11 approaches full charge. As described above, this is because when the battery 11 approaches full charge, the difference between the upper limit voltage and the voltage value obtained by subtracting the internal resistance of the battery 11 decreases as the SOC of the battery 11 increases. . As shown by the alternate long and short dash line in FIG. 2, the rectangular wave representing the increase or decrease in the charging power Eb is represented by a gentle approximate curve when drawn in time average, and the battery 11 is smooth and short as a whole. You can see that the battery is fully charged.
　一方、バッテリ１１の冷却電力Ｅｃの増減も段階的な矩形波で時系列的に推移している。冷却電力Ｅは、バッテリ１１が満充電に近づくにつれて、供給時間は徐々に減少するものの、電力値は増大している。これは、上述したように、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに近づくと、バッテリ１１の温度上昇も顕著となるため、バッテリ１１の冷却要求に適切に対処しているためである。図２に破線で示したように、冷却電力Ｅｃの増減を表す矩形波は、時間平均で描いたとき、なだらかな近似曲線で表され、バッテリ１１は満充電に至るまでに、全体的に見て円滑且つ短時間で効果的に冷却されることが分かる。 On the other hand, the increase / decrease in the cooling power Ec of the battery 11 also changes in a time-series manner with a stepped rectangular wave. Although the supply time of the cooling power E gradually decreases as the battery 11 approaches full charge, the power value increases. This is because, as described above, when the battery voltage Vb approaches the upper limit voltage Vbmax, the temperature rise of the battery 11 becomes significant, and thus the cooling request for the battery 11 is appropriately dealt with. As shown by the broken line in FIG. 2, the rectangular wave representing the increase / decrease in the cooling power Ec is represented by a gentle approximate curve when drawn by time average, and the battery 11 is generally viewed before full charge. It can be seen that the cooling is effective smoothly in a short time.
　実際に、バッテリ温度Ｔｂは、バッテリ１１の適正温度範囲の上限温度Ｔｂｍａｘを越えない範囲で、冷却電力Ｅの増大に伴い局所的に減少しながら、増減を繰り返して推移している。図２に二点鎖線で示したように、バッテリ温度Ｔｂの上限値は、なだらかな近似曲線で表され、バッテリ１１が満充電に近づくにつれて徐々に低下している。このようなバッテリ温度Ｔｂの低下は、バッテリ充電完了後、例えば車両１の走行開始前において好ましい準備状態であり、バッテリ充電完了直後に車両１を走行する場合における航続距離の延長にも寄与するものである。 Actually, the battery temperature Tb repeatedly increases and decreases while decreasing locally as the cooling power E increases within a range not exceeding the upper limit temperature Tbmax of the appropriate temperature range of the battery 11. As indicated by a two-dot chain line in FIG. 2, the upper limit value of the battery temperature Tb is represented by a gentle approximate curve, and gradually decreases as the battery 11 approaches full charge. Such a decrease in the battery temperature Tb is a preferable preparation state after the battery charging is completed, for example, before the vehicle 1 starts traveling, and contributes to the extension of the cruising distance when the vehicle 1 is traveled immediately after the battery charging is completed. It is.
　図３は、ＥＣＵ４０が実行するバッテリ充電制御の制御ルーチンを示すフローチャートである。以下、図３のフローチャートに沿って本実施形態のバッテリ充電制御について詳しく説明する。 FIG. 3 is a flowchart showing a control routine for battery charging control executed by the ECU 40. Hereinafter, the battery charge control of the present embodiment will be described in detail along the flowchart of FIG.
　先ずステップＳ１では、バッテリ充電制御の開始時におけるバッテリ電圧Ｖｂ、外気温度Ｔａ、及び充電量ＳＯＣを取得し、ステップＳ２に移行する。 First, in step S1, the battery voltage Vb, the outside air temperature Ta, and the charge amount SOC at the start of the battery charge control are acquired, and the process proceeds to step S2.
　次にステップＳ２では、バッテリ電圧Ｖｂ、外気温度Ｔａ、及び充電量ＳＯＣなどに基づいて、バッテリ１１を満充電に導くための最適な充電電力Ｅｂを算出し、ステップＳ３に移行する。 Next, in step S2, the optimum charging power Eb for guiding the battery 11 to full charge is calculated based on the battery voltage Vb, the outside air temperature Ta, the charge amount SOC, etc., and the process proceeds to step S3.
　次にステップＳ３では、バッテリ１１の充電停止又は充電電力の低減が必要か否かを判定する。具体的には、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達したか否か、又はバッテリ電圧Ｖｂが一度上限電圧Ｖｂｍａｘに達した後に上述した設定電圧Ｖｂｓ１～Ｖｂｓ３に低下したか否かを判定する。当該判定結果が真（Ｙｅｓ）である場合、即ちバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達している、又はバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達した後に上述した設定電圧Ｖｂｓ１～Ｖｂｓ３に低下していない場合、ステップＳ４に移行する。 Next, in step S3, it is determined whether or not it is necessary to stop charging the battery 11 or reduce the charging power. Specifically, it is determined whether or not the battery voltage Vb has reached the upper limit voltage Vbmax, or whether or not the battery voltage Vb has once decreased to the above-described set voltages Vbs1 to Vbs3 after reaching the upper limit voltage Vbmax. When the determination result is true (Yes), that is, when the battery voltage Vb has reached the upper limit voltage Vbmax, or after the battery voltage Vb has reached the upper limit voltage Vbmax, it has not decreased to the set voltages Vbs1 to Vbs3 described above. The process proceeds to step S4.
　次にステップＳ４では、バッテリ電圧Ｖｂ、外気温度Ｔａ、及び充電量ＳＯＣなどに基づいて、バッテリ温度Ｔｂが適正温度範囲の上限温度Ｔｂｍａｘを越えないための最適な冷却電力Ｅｃを算出し、ステップＳ５に移行する。 Next, in step S4, based on the battery voltage Vb, the outside air temperature Ta, the charge amount SOC, etc., the optimum cooling power Ec for preventing the battery temperature Tb from exceeding the upper limit temperature Tbmax of the appropriate temperature range is calculated, and step S5. Migrate to
　次にステップＳ５では、バッテリ１１の充電停止（充電電力Ｅｂ＝０）又は、充電電力の低減を行う。併せて、算出した冷却電力Ｅｃに基づいて、冷却手段としてのポンプ２２、ファン２４、及び圧縮機３１の少なくとも何れかに充電器３３を介して外部電源３２の電力を供給し、冷却手段を駆動してバッテリ１１の冷却を実施し、当該ルーチンをリターンする。 Next, in step S5, charging of the battery 11 is stopped (charging power Eb = 0) or the charging power is reduced. At the same time, based on the calculated cooling power Ec, the power of the external power source 32 is supplied via the charger 33 to at least one of the pump 22, the fan 24, and the compressor 31 as the cooling means, and the cooling means is driven. Then, the battery 11 is cooled and the routine returns.
　一方、ステップＳ３において当該判定結果が偽（Ｎｏ）である場合、即ちバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達していないとき、或いは、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達した後に上述した設定電圧Ｖｂｓ１～Ｖｂｓ３に低下したときは、ステップＳ６に移行する。 On the other hand, when the determination result is false (No) in step S3, that is, when the battery voltage Vb has not reached the upper limit voltage Vbmax, or after the battery voltage Vb has reached the upper limit voltage Vbmax, the above-described set voltages Vbs1 to When the voltage drops to Vbs3, the process proceeds to step S6.
　ステップＳ６では、算出した充電電力Ｅｂに基づくバッテリ１１の通常充電を行う。また、或いは、バッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達した後に上述した設定電圧Ｖｂｓ１～Ｖｂｓ３に低下したとき、バッテリ１１の通常充電を再開する。併せて、算出した冷却電力Ｅｃに基づいて冷却手段に電力供給し、バッテリ１１の必要最低限の冷却、つまり最小限の消費電力となるミニマム冷却を実施し、当該ルーチンをリターンする。 In step S6, the battery 11 is normally charged based on the calculated charging power Eb. Alternatively, when the battery voltage Vb decreases to the above-described set voltages Vbs1 to Vbs3 after reaching the upper limit voltage Vbmax, normal charging of the battery 11 is resumed. At the same time, based on the calculated cooling power Ec, power is supplied to the cooling means, the minimum cooling required for the battery 11, that is, the minimum cooling for the minimum power consumption is performed, and the routine returns.
　こうして、ステップＳ１～Ｓ６を繰り返し実行することで、外部電源３２から供給される電力がバッテリ１１の充電と、充電中におけるバッテリ１１の冷却とに最適配分される。 Thus, by repeatedly executing steps S1 to S6, the electric power supplied from the external power source 32 is optimally distributed for charging the battery 11 and cooling the battery 11 during charging.
　以上のように本発明は、バッテリ１１の連続的な長時間充電は、バッテリ１１の抵抗が増大し、結果として、充電効率が著しく低下するとの弊害に着目し、本実施形態でのバッテリ充電制御を実行するものである。 As described above, the present invention pays attention to the adverse effect that continuous long-time charging of the battery 11 increases the resistance of the battery 11 and, as a result, remarkably decreases the charging efficiency. Is to execute.
　具体的には、先ず、充電中にバッテリ電圧Ｖｂ、充電量ＳＯＣ、及びバッテリ温度Ｔｂなどを監視する（ステップＳ１）。次に、最適な充電電力Ｅｂを算出した後（ステップＳ２）、バッテリ１１に対する充電の停止又は充電電力の低減が必要か否かを判定している（ステップＳ３）。さらに、充電の停止又は充電電力の低減が必要と判定された場合には、バッテリ１１に要求される冷却電力Ｅｃを算出する（ステップＳ４）。 Specifically, first, the battery voltage Vb, the charge amount SOC, the battery temperature Tb, and the like are monitored during charging (step S1). Next, after calculating the optimum charging power Eb (step S2), it is determined whether it is necessary to stop charging the battery 11 or reduce the charging power (step S3). Further, when it is determined that the charge stop or the charge power reduction is necessary, the cooling power Ec required for the battery 11 is calculated (step S4).
　その後、必要に応じてバッテリ１１の充電停止又は充電電力の低減を実施するとともに、算出した冷却電力Ｅｃに基づいて圧縮機３１などの冷却手段を局所的に大パワーで駆動し、バッテリ１１を外部電源３２の電力で積極的に冷却或いは予備冷却し、バッテリ温度Ｔｂを低減する（ステップＳ５）。 Thereafter, the charging of the battery 11 is stopped or the charging power is reduced as necessary, and the cooling means such as the compressor 31 is locally driven with high power based on the calculated cooling power Ec, and the battery 11 is externally connected. The battery temperature Tb is reduced by actively cooling or pre-cooling with the power of the power source 32 (step S5).
　その後、ある程度時間が経過してバッテリ電圧Ｖｂが低下した後にバッテリ１１の通常充電を再開することで（ステップＳ６）、バッテリ１１のより効率的な充電が可能となる。最終的に、上記ステップＳ１～Ｓ６を繰り返すことで、外部電源３２から供給される電力を有効に活用することで、バッテリの劣化を抑制しながら充電時間を短縮し、バッテリの充電効率を向上させることができる。 Thereafter, normal charging of the battery 11 is resumed after a certain amount of time has elapsed and the battery voltage Vb has decreased (step S6), so that the battery 11 can be charged more efficiently. Finally, the steps S1 to S6 are repeated to effectively use the power supplied from the external power supply 32, thereby shortening the charging time while suppressing the deterioration of the battery and improving the charging efficiency of the battery. be able to.
　なお、図２はバッテリ電圧Ｖｂが上限電圧Ｖｂｍａｘに達した際に、その後の充電電力Ｅｂを圧縮機３１などにより消費させることで行うバッテリ充電制御の一例であり、バッテリ１１の充電と冷却との切換にバッテリ電圧Ｖｂ以外の他の要素（例えば経過時間）を用いても良い。 FIG. 2 shows an example of battery charging control performed by consuming the subsequent charging power Eb by the compressor 31 or the like when the battery voltage Vb reaches the upper limit voltage Vbmax. Other elements (for example, elapsed time) other than the battery voltage Vb may be used for switching.
　また、バッテリ充電制御は、上述したように、バッテリ１１の充電停止、再開のオンオフの切換に限らず、充電電力の低減により行っても良い。ここで、充電電力の低減は、所定値の低電圧値に切換えることにより実施しても良いし、徐々に低電圧値へ低減することにより実施しても良い。 Further, as described above, the battery charging control is not limited to switching on / off of charging stop and restart of the battery 11, but may be performed by reducing charging power. Here, the reduction of the charging power may be performed by switching to a predetermined low voltage value, or may be performed by gradually reducing to a low voltage value.
　また、バッテリ１１の充電再開時には、バッテリ１１が満充電に近づいている場合、外部電源３２からの電力のすべてを充電するのではなく、当該電力の少なくとも一部により圧縮機３１などの冷却手段を作動させても良い。 When recharging the battery 11, if the battery 11 is approaching full charge, not all of the power from the external power supply 32 is charged, but cooling means such as the compressor 31 is provided by at least a part of the power. It may be activated.
　このように、本実施形態のバッテリ充電制御は、バッテリ１１の充電時の冷却と充電とをバッテリ温度Ｔｂ、バッテリ電圧Ｖｂ、充電量ＳＯＣなどを基準として圧縮機３１などの冷却機器を用いて制御し、外部電源３２から供給される電力を充電器３３の定格電力を使い切る形で最適配分することで、バッテリ１１の充電と冷却とのより一層の効率的な両立を実現し、バッテリ１１の過充電や発熱に起因した劣化を抑制しながら、バッテリ１１の充電効率の向上を実現している。 As described above, the battery charging control of the present embodiment controls the cooling and charging during charging of the battery 11 using the cooling device such as the compressor 31 based on the battery temperature Tb, the battery voltage Vb, the charge amount SOC, and the like. In addition, by optimally allocating the power supplied from the external power supply 32 so that the rated power of the charger 33 is used up, the battery 11 can be more efficiently charged and cooled. The charging efficiency of the battery 11 is improved while suppressing deterioration due to charging and heat generation.
　以上で本発明に係るバッテリ充電装置の実施形態についての説明を終えるが、実施形態は上記実施形態に限られるものではない。 The description of the embodiment of the battery charging device according to the present invention is finished above, but the embodiment is not limited to the above embodiment.
　例えば、上記実施形態のバッテリ冷却回路２０に設けられる装置は上述したものに限られるものではなく、各装置の配置などもこれに限られるものではなく、他の装置を設けたり、配置を替えたりしても良い。 For example, the devices provided in the battery cooling circuit 20 of the above embodiment are not limited to those described above, and the arrangement of each device is not limited to this, and other devices may be provided or the arrangement may be changed. You may do it.
　また、上記実施形態のバッテリ充電制御では、バッテリ１１の充電中にポンプ２２、ファン２４、及び圧縮機３１を最適な回転数や駆動タイミングで駆動する。しかし、これに限らず、バッテリ１１に要求される冷却仕事量を確保可能であれば、ポンプ２２、ファン２４、及び圧縮機３１の少なくとも１つ、或いは２つの組み合わせで駆動させても良い。 Further, in the battery charge control of the above embodiment, the pump 22, the fan 24, and the compressor 31 are driven at the optimum rotation speed and drive timing while the battery 11 is being charged. However, the present invention is not limited to this, and at least one of the pump 22, the fan 24, and the compressor 31, or a combination of the two may be used as long as the cooling work required for the battery 11 can be secured.
　また、上記実施形態のバッテリ充電制御では、水冷式のバッテリ冷却回路２０でバッテリ１１を冷却するが、これに限らず、空冷式の冷却手段でバッテリ１１を冷却する場合にも本発明を適用可能である。しかし、一般に、水冷式の冷却手段は、空冷式よりも冷却効果が大きく、消費電力も大きいため、当該バッテリ充電制御の適用に好適である。 In the battery charge control of the above embodiment, the battery 11 is cooled by the water-cooled battery cooling circuit 20, but the present invention is not limited to this, and the present invention can also be applied to the case where the battery 11 is cooled by an air-cooled cooling means. It is. However, in general, the water-cooled cooling means has a larger cooling effect and consumes more power than the air-cooled type, and is therefore suitable for application of the battery charge control.
　また、上記実施形態では、本発明をハイブリッド型トラックに適用した場合について説明したが、ハイブリッド型のバスや乗用車に適用しても良いし、走行用動力源としてモータのみを備えた電気自動車に適用しても良い。 Further, in the above embodiment, the case where the present invention is applied to a hybrid truck has been described. However, the present invention may be applied to a hybrid bus or a passenger car, or to an electric vehicle having only a motor as a driving power source. You may do it.
　　１　　車両
　１１　　バッテリ
　２０　　バッテリ冷却回路（冷却手段）
　３０　　冷媒回路
　３１　　圧縮機
　３２　　外部電源
　３３　　充電器
　４０　　ＥＣＵ（電圧検出手段、制御手段） 1 Vehicle 11 Battery 20 Battery cooling circuit (cooling means)
30 Refrigerant circuit 31 Compressor 32 External power source 33 Charger 40 ECU (voltage detection means, control means)

Claims (4)

  1. 　車両に搭載され、所定の上限電圧まで充電可能なバッテリと、
    　前記車両の外部電源により前記バッテリに充電する充電手段と、
    　前記バッテリを冷却する冷却手段と、
    　前記バッテリの電圧を検出する電圧検出手段と、
    　前記バッテリの充電中に前記電圧検出手段により検出される前記電圧が前記上限電圧に達したとき、所定の設定電圧に低下するまで前記充電手段による前記バッテリの充電を停止、又は、前記バッテリの充電電力を低減する制御手段とを備え、
    　前記制御手段は、前記バッテリの充電中に充電を停止又は充電電力を低減している間、前記外部電源からの電力により前記冷却手段を作動させる、バッテリ充電装置。     A battery mounted on the vehicle and chargeable up to a predetermined upper limit voltage;
    Charging means for charging the battery with an external power source of the vehicle;
    Cooling means for cooling the battery;
    Voltage detecting means for detecting the voltage of the battery;
    When the voltage detected by the voltage detecting means during charging of the battery reaches the upper limit voltage, the charging of the battery by the charging means is stopped until the voltage is lowered to a predetermined set voltage, or charging of the battery is performed Control means for reducing power,
    The control unit is a battery charging device that operates the cooling unit with electric power from the external power source while stopping charging or reducing charging power during charging of the battery.
  2. 　前記冷却手段は、循環する冷却水で前記バッテリを冷却するバッテリ冷却回路を含む、請求項１に記載のバッテリ充電装置。 The battery charging device according to claim 1, wherein the cooling means includes a battery cooling circuit that cools the battery with circulating cooling water.
  3. 　前記バッテリ冷却回路は、圧縮機を含む冷凍サイクルを形成する冷媒回路を含み、
    　前記冷媒回路は、循環する冷媒で前記冷却水を冷却する、請求項２に記載のバッテリ充電装置。     The battery cooling circuit includes a refrigerant circuit that forms a refrigeration cycle including a compressor,
    The battery charging device according to claim 2, wherein the refrigerant circuit cools the cooling water with a circulating refrigerant.
  4. 　前記制御手段は、前記バッテリの充電を停止した後、前記電圧検出手段により検出される前記電圧が所定の設定電圧以下となったとき、前記充電手段による前記バッテリの充電を再開し、当該充電の再開後は、前記外部電源からの電力の少なくとも一部により前記冷却手段を作動させる請求項１から３の何れか一項に記載のバッテリ充電装置。 The control means restarts charging of the battery by the charging means when the voltage detected by the voltage detecting means becomes equal to or lower than a predetermined set voltage after stopping the charging of the battery. The battery charging device according to any one of claims 1 to 3, wherein after the restart, the cooling unit is operated by at least a part of electric power from the external power source.
PCT/JP2017/041392 2016-12-22 2017-11-17 Battery charging device WO2018116712A1 (en)

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