WO2020003693A1 - Battery temperature adjustment device and control device - Google Patents

Abstract

This battery temperature adjustment device is a device for adjusting the temperature of secondary batteries (10) comprising multiple rechargeable battery packs (11-13) which are connected in parallel. This battery temperature adjustment device includes heat medium supply units (30, 40, 42a-42c, 48-51, 53-55), and a control device (70). The heat medium supply units supply the heat medium independently to each of the multiple battery packs. The control device performs temperature adjustment control for controlling the heat medium control units to increase, more than to the other battery packs (12, 13), the supply ratio of the heat medium to the battery pack (11) that is to be temperature-adjusted, which is prioritized on the basis of the battery state of the multiple battery packs. In this way, it is possible to prioritize increasing the heat exchange amount between the heat medium and a specific battery pack more than other battery packs. For this reason, it is possible to adjust the temperature of a specific battery pack prior to the other battery packs.

Description

Battery temperature control device and control device Cross-reference of related applications

This application is based on Japanese Patent Application No. 2018-119641 filed on June 25, 2018, the disclosure of which is incorporated herein by reference.

The present disclosure relates to a battery temperature control device and a control device.

Conventionally, in a configuration in which a plurality of battery packs are connected in parallel, a device in which a cooling circuit traversing the plurality of battery packs is formed has been proposed in, for example, Patent Document 1. In this device, since the cooling circuit is arranged across the plurality of battery packs, it is possible to reduce temperature variations among the battery packs.

Note that the battery pack has a configuration including a battery module including a plurality of battery cells, a relay connected to the battery module, and a battery management system for monitoring each battery cell. One battery pack functions as a power supply.

JP 2016-179747 A

However, in the above-described conventional technology, the heat capacity of the object to be cooled is equivalent to that of all the battery packs. Therefore, cooling all the battery packs at the same time requires a long time to cool all the battery packs.

On the other hand, in an extremely low temperature environment, the internal resistance of the battery pack increases, so that it may not be possible to secure a sufficient output. In this case, all the battery packs are heated simultaneously. However, similarly to the cooling described in Patent Literature 1, the heat capacity of the object to be heated is equal to that of all the battery packs, so that it takes a long time to heat all the battery packs.

As described above, since it takes a long time to cool or heat all the battery packs, there is a possibility that the power performance and startability of the battery packs cannot be obtained in a short time.

Especially, electric vehicles, which are expected to spread in the future, have only a battery pack as a driving source. In order to secure a drive source similar to that of a hybrid vehicle that is currently widespread, it is necessary to mount more battery packs than the number of battery packs mounted on the hybrid vehicle. Then, cooling or heating of all the battery packs mounted on the electric vehicle requires a longer time than that of the hybrid vehicle. The above will become more apparent when electric vehicles are spread.

The present disclosure aims to provide a battery temperature control device and a control device that can cool or heat at least a part of a plurality of battery packs in a short time.

According to a first aspect of the present disclosure, a battery temperature control device is a device that adjusts the temperature of a secondary battery in which a plurality of chargeable / dischargeable battery packs are connected in parallel. The battery temperature controller includes a heat medium supply unit that supplies a heat medium to each of the plurality of battery packs independently.

電池 The battery temperature control device includes a control device. The control device defines the battery pack to be temperature-adjusted preferentially based on the battery state of the plurality of battery packs as a specific battery pack, and sets the supply ratio of the heat medium to the specific battery pack to be higher than that of other battery packs In order to increase the temperature, temperature adjustment control for controlling the heat medium supply unit is performed.

According to the second aspect of the present disclosure, the control device performs control for adjusting the temperature of the secondary battery in which a plurality of chargeable / dischargeable battery packs are connected in parallel. The control device independently increases the heating medium supply ratio for each of the plurality of battery packs so as to increase the supply ratio of the heating medium to the battery packs to be temperature-adjusted preferentially based on the battery states of the plurality of battery packs. Temperature control for controlling the heat medium supply unit that supplies the heat.

According to this, the amount of heat exchange between the specific battery pack and the heat medium can be increased with priority over other battery packs. Therefore, the temperature of a specific battery pack can be adjusted before the other battery packs. Therefore, at least a part of the plurality of battery packs can be cooled or heated in a short time.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. In the attached drawings,
FIG. 1 is a diagram showing a battery temperature control device according to the first embodiment, FIG. 2 is a diagram showing a battery pack, FIG. 3 is a diagram showing a first battery pack provided with a heat insulating material, FIG. 4 is a diagram showing a first battery pack provided with a heat storage material, FIG. 5 is a diagram showing a first battery pack provided with a heat insulating material and a heat storage material, FIG. 6 is a diagram showing a temperature transition of the battery pack shown in FIGS. 2 to 5 in a cold region. FIG. 7 is a diagram for explaining a control device included in the battery temperature control device. FIG. 8 is a flowchart showing the content of temperature adjustment for each battery pack. FIG. 9 is a diagram for explaining heating of the first battery pack having the first priority. FIG. 10 is a diagram for explaining the heating of the second battery pack of the second priority. FIG. 11 is a diagram for explaining heating of the third battery pack having the third priority. FIG. 12 is a diagram showing a first battery pack according to the second embodiment, FIG. 13 is a diagram showing a temperature transition of the battery pack shown in FIG. 12 in a cold region, FIG. 14 is a diagram showing a battery temperature control device according to the third embodiment, FIG. 15 is a view showing a modification of the secondary battery according to the third embodiment.

Hereinafter, a plurality of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, portions corresponding to those described in the preceding embodiment are denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each embodiment, the other embodiments described earlier can be applied to other parts of the configuration. Not only the combination of the parts that clearly indicate that the combination is possible in each embodiment, but also the embodiments are partially combined without being specified unless there is a particular problem with the combination. Is also possible.

(1st Embodiment)
Hereinafter, embodiments will be described with reference to the drawings. The battery temperature controller 1 shown in FIG. 1 is a device that adjusts a secondary battery 10 mounted on a vehicle to an appropriate temperature. Further, the battery temperature control device 1 also functions as an air conditioner that adjusts the interior space of the vehicle to an appropriate temperature.

The battery temperature controller 1 is mounted on an electric vehicle that obtains a driving force for driving the vehicle from an electric motor for driving. The electric vehicle can charge the secondary battery 10 mounted on the vehicle with electric power supplied from an external power supply when the vehicle stops. The external power supply is, for example, a commercial power supply. The electric power stored in the secondary battery 10 is supplied not only to the electric motor for traveling but also to various in-vehicle devices such as electric components constituting the battery temperature control device 1.

The secondary battery 10 has first to third chargeable / dischargeable battery packs 11 to 13. Each of the battery packs 11 to 13 has a plurality of battery cells 14, a relay 15, and a battery management system (not shown). Hereinafter, the battery management system is referred to as BMU.

Each battery cell 14 is connected in series. As each battery cell 14, for example, a lithium ion battery can be used. When the temperature of the battery of this type is low, the chemical reaction does not easily proceed, and sufficient performance regarding charge and discharge cannot be exhibited. On the other hand, this type of battery tends to deteriorate at high temperatures. Therefore, the temperature of each battery cell 14 is adjusted within a proper temperature range where sufficient performance can be exhibited.

The relay 15 is connected to both ends of each of the battery packs 11 to 13. In the present embodiment, the relays 15 of all the battery packs 11 to 13 are energized. Further, the number of cells and the battery capacity of the battery cells 14 of each of the battery packs 11 to 13 are the same. Further, the battery packs 11 to 13 are connected in parallel. The BMU includes a voltage sensor for detecting the voltage of each battery cell 14, a current sensor for detecting the current flowing through the battery packs 11 to 13, and a temperature sensor for detecting the temperatures of the battery packs 11 to 13 and each battery cell 14.

電池 As shown in FIG. 2, the battery packs 11 to 13 are arranged on battery flow paths 42a to 42c to be described later. Thus, each of the battery packs 11 to 13 can exchange heat with the heat medium flowing through the corresponding battery flow path 42a to 42c.

As shown in FIGS. 3 to 5, the first battery pack 11 includes a heat insulating material 16, a heat storage material 17, or both the heat insulating material 16 and the heat storage material 17. As shown in FIG. 2, the other battery packs 12 and 13 do not have the heat insulating material 16 and the heat storage material 17.

(4) The heat insulating material 16 covers the first battery pack 11 to insulate heat released from the first battery pack 11. As the heat insulating material 16, for example, a material such as a vacuum heat insulating material, glass wool, or foamed polyurethane is used.

The first battery pack 11 is thermally insulated from the external environment by the heat insulating material 16. Further, the first battery pack 11 has a small amount of heat radiation to the external environment and a small amount of heat absorption from the external environment due to the heat insulating material 16. That is, the first battery pack 11 has a smaller temperature change due to the exchange of heat with the outside than the other battery packs 12 and 13. In other words, the first battery pack 11 is unlikely to become hot or cold.

(4) The heat storage material 17 is disposed around the battery cells 14 in order to store the heat released from each battery cell 14. The heat storage material 17 stores heat using the phase transition of the material. As a result, the first battery pack 11 has a large apparent heat capacity, so that the temperature change with respect to the heat radiation amount and the heat absorption amount is smaller than that of the other battery packs 12 and 13.

As shown in FIG. 6, for example, when the vehicle is stopped in a cold region, the temperature transition of each of the battery packs 11 to 13 differs depending on the presence or absence of the heat insulating material 16 and the heat storage material 17. The normal battery pack, that is, the other battery packs 12 and 13 falls below the predetermined temperature at the earliest. Then, the temperature is increased in the order of the first battery pack 11 provided with the heat storage material 17, the first battery pack 11 provided with the heat insulating material 16, and the first battery pack 11 provided with both the heat storage material 17 and the heat insulating material 16. It is hard to fall.

For example, in the first time in which the stop time is relatively short, if the first battery pack 11 having a relatively higher temperature than the other battery packs 12 and 13 is preferentially heated, the first battery pack 11 is moved to the earliest. A predetermined temperature can be reached. Further, in the second time in which the stop time is relatively long, the temperatures of all the battery packs 11 to 13 are the same. Therefore, the battery packs 11 to 13, which require the least amount of heat to heat to the predetermined temperature, may be preferentially heated. That is, the battery packs 11 to 13 which have a small heat capacity and a high heat insulation property may be preferentially heated. By such a temperature adjustment, it is possible to shorten the start-up time of the secondary battery 10 and reduce the battery warm-up energy. Similarly, when cooling each of the battery packs 11 to 13, the first priority may be preferentially cooled from among the battery packs 11 to 13. The temperature adjustment of each of the battery packs 11 to 13 will be described later in detail.

As shown in FIG. 7, each of the BMUs 11a, 12a, and 13a of each of the battery packs 11 to 13 outputs information on the voltage, current, and temperature detected by each sensor to the control device 70 as needed.

The battery temperature controller 1 has a refrigeration cycle device 20. Hereinafter, each component of the refrigeration cycle device 20 will be described.

The compressor 21 sucks, compresses, and discharges the refrigerant in the refrigeration cycle device 20. The compressor 21 is arranged in a vehicle hood. The compressor 21 is an electric compressor in which a fixed displacement compression mechanism having a fixed discharge capacity is rotationally driven by an electric motor. The rotation speed (that is, the refrigerant discharge capacity) of the compressor 21 is controlled by a control signal output from a control device 70 described later.

The inlet of the refrigerant passage of the high-temperature water-refrigerant heat exchanger 22 is connected to the discharge port of the compressor 21. The high-temperature side water-refrigerant heat exchanger 22 exchanges heat between the high-pressure refrigerant discharged from the compressor 21 and the high-temperature side heat medium circulating in the high-temperature cooling water circuit 30 to heat the high-temperature side heat medium. It is. As the high-temperature side heat medium, a solution containing ethylene glycol, an antifreeze, or the like can be used.

Here, the high-temperature cooling water circuit 30 is a high-temperature-side water circuit that circulates the high-temperature-side heat medium. The high-temperature cooling water circuit 30 has a high-temperature side circulation channel 31. The high temperature side circulation channel 31 is a cooling water channel through which high temperature side cooling water as a high temperature side heat medium circulates. In the high temperature side circulation channel 31, a water passage of the high temperature side water-refrigerant heat exchanger 22, a high temperature side radiator 32, a high temperature side pump 33, a high temperature side electric heater 34, a high temperature side heater core 35 and the like are arranged.

The high-temperature side radiator 32 is arranged on the front side inside the vehicle hood. The high temperature side radiator 32 may be formed integrally with the high temperature side water-refrigerant heat exchanger 22 and the like. The high-temperature side radiator 32 exchanges heat between the high-temperature side heat medium heated by the high-temperature side water-refrigerant heat exchanger 22 and the outside air blown from an outside air fan (not shown) to remove the heat of the high-temperature side heat medium to the outside air. This is a heat exchanger that dissipates heat.

The high temperature side pump 33 is a high temperature side water pump that pumps the high temperature side heat medium to the high temperature side electric heater 34 in the high temperature cooling water circuit 30. The high temperature side pump 33 is an electric pump whose rotation speed (that is, water pumping capacity) is controlled by a control voltage output from the control device 70.

The high-temperature side electric heater 34 is an auxiliary heater that generates heat when supplied with electric power and heats the high-temperature side heat medium of the high-temperature cooling water circuit 30 that is pumped from the high-temperature side pump 33.

The high-temperature side heater core 35 is disposed in an air-conditioning casing described later. The high-temperature side heater core 35 is a heat exchanger that heats the blown air by exchanging heat between the high-temperature side heat medium heated by the high-temperature side electric heater 34 and the blown air.

That is, in the present embodiment, the high-temperature side pump 33, the high-temperature side electric heater 34, the high-temperature side heater core 35, the high-temperature side water-refrigerant heat exchanger 22, and the like, which are discharged from the compressor 21, are arranged in the high-temperature cooling water circuit 30. A heating unit that heats the blown air using the cooled refrigerant as a heat source is configured.

The high-temperature cooling water circuit 30 has a path connected in parallel to the high-temperature radiator 32. The path connected in parallel to the high-temperature radiator 32 is a bypass path that bypasses the high-temperature radiator 32. A thermostat valve (not shown) is provided at a junction between the bypass path and the path of the high-temperature radiator 32. Thus, the high-temperature heat medium flows through the path of the high-temperature radiator 32 or the bypass path in accordance with the temperature of the high-temperature heat medium of the high-temperature cooling water circuit 30.

Next, the inlet side of the branch portion 23a is connected to the outlet of the refrigerant passage of the high temperature side water-refrigerant heat exchanger 22. The branch portion 23a branches the flow of the refrigerant flowing out of the high-temperature side water-refrigerant heat exchanger 22. The branch portion 23a has a three-way joint structure having three inflow ports that communicate with each other. One of the three inflow ports is a refrigerant inlet, and the other two are refrigerant outlets.

Note that a receiver may be connected to the outlet of the refrigerant passage of the high temperature side water-refrigerant heat exchanger 22. The receiver separates the gas-liquid of the high-pressure refrigerant flowing out of the high-temperature-side water-refrigerant heat exchanger 22, causes the separated liquid-phase refrigerant to flow downstream, and stores the excess refrigerant in the cycle as the liquid-phase refrigerant. It is a separation unit. The receiver is a cylindrical container having a bottom. The receiver may be formed integrally with the high temperature side water-refrigerant heat exchanger 22 and the like.

(4) The inlet side of the cooling expansion valve 24a is connected to one outlet of the branch portion 23a. The inlet side of the heat-absorbing expansion valve 24b is connected to the other outlet of the branch portion 23a.

The cooling expansion valve 24a is a pressure reducing unit that reduces the pressure of the refrigerant flowing out of the high-temperature side water-refrigerant heat exchanger 22 at least in the cooling mode and the dehumidifying / heating mode, and also controls the flow rate of the refrigerant flowing into the indoor evaporator 25. This is a cooling flow rate adjusting unit to be adjusted.

The cooling expansion valve 24a is an electric type configured to include a valve body configured to change the degree of opening of the throttle and an electric actuator (specifically, a stepping motor) that changes the degree of opening of the valve body. Variable aperture mechanism. The operation of the cooling expansion valve 24a is controlled by a control signal (control pulse) output from the control device 70. The cooling expansion valve 24a has a fully closed function of closing the refrigerant passage by fully closing the valve opening.

冷媒 The refrigerant inlet side of the indoor evaporator 25 is connected to the outlet of the cooling expansion valve 24a. The indoor evaporator 25 is disposed in the air conditioning casing. More specifically, the indoor evaporator 25 is disposed on the upstream side of the blown air flow from the high temperature side heater core 35.

The indoor evaporator 25 is used for cooling at least in the cooling mode and the dehumidifying / heating mode, in which the low-pressure refrigerant depressurized by the cooling expansion valve 24a and the blast air exchange heat to evaporate the low-pressure refrigerant and cool the blast air. The evaporator.

入口 The refrigerant outlet of the indoor evaporator 25 is connected to the inlet side of the evaporation pressure regulating valve 26. The evaporation pressure adjustment valve 26 is an evaporation pressure adjustment unit that maintains the refrigerant evaporation pressure in the indoor evaporator 25 at a predetermined reference pressure or higher. The evaporation pressure adjusting valve 26 is configured by a mechanical variable throttle mechanism that increases the valve opening as the refrigerant pressure on the outlet side of the indoor evaporator 25 increases.

In the present embodiment, the evaporating pressure regulating valve 26 that maintains the refrigerant evaporation temperature in the indoor evaporator 25 at a reference temperature (1 ° C. in the present embodiment) that can suppress the formation of frost on the indoor evaporator 25 is used. Has adopted.

出口 One outlet side of the junction 23b is connected to the outlet of the evaporation pressure regulating valve 26. The junction 23 b joins the flow of the refrigerant flowing out of the evaporation pressure regulating valve 26 with the flow of the refrigerant flowing out of the chiller 27. The basic configuration of the junction 23b is the same as that of the branch 23a. That is, the junction has a three-way joint structure, in which two of the three inlets and outlets are used as refrigerant inlets, and the other one is used as a refrigerant outlet.

The heat absorbing expansion valve 24b is a pressure reducing unit that reduces the pressure of the refrigerant flowing out of the high temperature side water-refrigerant heat exchanger 22 at least in the heating mode, and a heat absorbing flow rate adjusting unit that adjusts the flow rate of the refrigerant flowing into the chiller 27. It is. The basic configuration of the heat absorption expansion valve 24b is the same as that of the cooling expansion valve 24a.

(4) The outlet of the heat absorption expansion valve 24b is connected to the inlet side of the refrigerant passage of the chiller 27. At least in the heating mode, the chiller 27 exchanges heat between the low-pressure refrigerant depressurized by the heat-absorbing expansion valve 24b and the low-temperature side heat medium circulating in the low-temperature cooling water circuit 40, evaporates the low-pressure refrigerant, and has an endothermic effect on the refrigerant. This is an endothermic evaporating section that exhibits As the low-temperature side heat medium, a solution containing ethylene glycol, an antifreeze, or the like can be used.

That is, the refrigerant circuit configured by the refrigeration cycle device 20 is a heat pump circuit 28 that draws heat from the low-temperature cooling water circuit 40 on the low temperature side to the refrigerant circuit on the high temperature side by circulating the refrigerant. That is, the heat of the cooling water circulating through the low-temperature cooling water circuit 40 is transferred to the refrigerant circulating through the heat pump circuit 28. The chiller 27 causes the refrigerant to absorb heat from the cooling water. Thus, the heat of the cooling water is transferred from the low-temperature cooling water circuit 40 to the heat pump circuit 28 via the chiller 27.

The other inlet side of the junction 23b is connected to the outlet of the refrigerant passage of the chiller 27. The inlet of the compressor 21 is connected to the outlet of the junction 23b.

Here, the low-temperature cooling water circuit 40 is a low-temperature-side water circuit that circulates the low-temperature-side heat medium. The low-temperature cooling water circuit 40 has a low-temperature side circulation channel 41 and a battery channel 42. The low-temperature-side circulation channel 41 is a channel through which low-temperature-side cooling water circulates as a low-temperature-side heat medium. In the low-temperature side circulation channel 41, a low-temperature side heat medium pump 43, a chiller 27, a low-temperature side electric heater 44, an inverter 45, a motor generator 46, and a low-temperature side radiator 47 are arranged.

The low-temperature heat medium pump 43 is a low-temperature water pump that pumps the low-temperature heat medium to the inlet side of the water passage of the chiller 27 in the low-temperature cooling water circuit 40. The basic configuration of the low-temperature-side heat medium pump 43 is the same as that of the high-temperature-side pump 33.

The low-temperature electric heater 44 is an auxiliary heater that generates heat when supplied with electric power and heats the cooling water of the low-temperature cooling water circuit 40.

The inverter 45 is a power converter that converts DC power supplied from the secondary battery 10 into AC power and outputs the AC power to the motor generator 46. The motor generator 46 generates driving power for traveling by using the electric power output from the inverter 45, and generates regenerative electric power during deceleration or downhill. The inverter 45 and the motor generator 46 are adjusted by the cooling water in the low-temperature cooling water circuit 40 to be in a proper temperature range within which sufficient performance can be exhibited.

The motor generator 46 is, for example, a three-phase rotating machine in which three coils of a U phase, a V phase, and a W phase are connected at a neutral point. Each terminal of the motor generator 46 that is not on the neutral point side is connected to the secondary battery 10 via the inverter 45.

The inverter 45 drives a high-voltage motor generator 46 by generating three-phase AC voltages and currents of U-phase, V-phase, and W-phase. Although not shown, the inverter 45 has a U-phase arm, a V-phase arm, and a W-phase arm. Each of these arms is connected in parallel between the positive wiring and the negative wiring. Each arm has two switching elements connected in series. The first switching element is connected to the positive electrode side wiring. The second switching element is connected between the first switching element and the negative wiring.

ダ イ オ ー ド Diodes that allow current to flow from the emitter side to the collector side are connected between the collector and the emitter of each switching element. A connection point of each switching element is connected to each terminal of the motor generator 46. Each switching element is, for example, an IGBT (Insulated Gate Bipolar Transistor), and each diode is a FWD (Free Wheeling Diode).

(4) The positive electrode of the secondary battery 10 is connected to the positive electrode side wiring of the inverter 45 via a relay. A smoothing capacitor is connected between the positive and negative wirings of the inverter 45.

The positive electrode of the secondary battery 10 is connected to a connection point of each switching element corresponding to the U phase via a relay. As the relay, for example, a movable contact type electromagnetic relay is used. Each switching element and each relay are electronically operated by an operation signal from a control device 70 described later.

The low temperature radiator 47 is formed integrally with the chiller 27 and the like, and is disposed on the front side inside the vehicle hood. The low-temperature radiator 47 is a heat exchanger that exchanges heat between the low-temperature heat medium cooled by the chiller 27 and the outside air blown from the outside air fan, and causes the low-temperature heat medium to absorb heat from the outside air.

The low-temperature cooling water circuit 40 has a path connected to the low-temperature radiator 47 in parallel. The route connected in parallel to the low-temperature radiator 47 is a bypass route that bypasses the low-temperature radiator 47. A thermostat valve (not shown) is provided at a branch point between the detour path and the path of the low-temperature radiator 47. Thereby, the low-temperature heat medium flows through the path of the low-temperature radiator 47 or the bypass path in accordance with the temperature of the low-temperature heat medium of the low-temperature cooling water circuit 40.

１A first three-way valve 48 and a second three-way valve 49 are disposed at the connection between the high-temperature side circulation flow path 31 and the battery flow path 42. Further, a third three-way valve 50 and a fourth three-way valve 51 are arranged at a connection portion between the low-temperature side circulation flow path 41 and the battery flow path 42.

The first three-way valve 48 is an electromagnetic valve that switches between a state in which the cooling water in the high-temperature side circulation channel 31 flows into the battery channel 42 and a state in which the cooling water does not. The third three-way valve 50 is an electromagnetic valve that switches between a state in which the cooling water in the low-temperature side circulation channel 41 flows into the battery channel 42 and a state in which the cooling water does not.

The second three-way valve 49 is an electromagnetic valve that switches between a state in which the cooling water in the battery flow path 42 flows out to the high-temperature side circulation flow path 31 and a state in which the cooling water does not flow out. The fourth three-way valve 51 is an electromagnetic valve that switches between a state in which the cooling water in the battery flow path 42 flows out to the low-temperature side circulation flow path 41 and a state in which the cooling water does not flow out.

Therefore, it can be said that the high-temperature cooling water circuit 30 is a heat medium circuit that transfers the heat of the cooling water as the heat medium to the secondary battery 10. On the other hand, it can be said that the low-temperature cooling water circuit 40 is a heat medium circuit that receives the heat of the secondary battery 10 with the cooling water as the heat medium. In addition, it can be said that the refrigerant circuit configured by the refrigeration cycle device 20 is a heat medium circuit that receives the heat of the cooling water through the chiller 27 with the refrigerant as the heat medium. It can be said that the high-temperature cooling water circuit 30 is a heat medium circuit that receives the heat of the refrigerant of the refrigeration cycle apparatus 20 through the high-temperature side water-refrigerant heat exchanger 22 with the cooling water as the heat medium.

The battery flow path 42 has a first battery flow path 42a, a second battery flow path 42b, and a third battery flow path 42c provided in parallel with each of the battery packs 11 to 13. Each of the battery flow paths 42a to 42c is a cooling water flow path through which the cooling water of the high-temperature cooling water circuit 30 or the low-temperature cooling water circuit 40 flows.

第 The first battery pack 11 is disposed in the first battery channel 42a. The temperature of the first battery pack 11 is adjusted by the cooling water flowing through the first battery channel 42a. A first on-off valve 53 is disposed in the first battery flow path 42a. The first on-off valve 53 is an electromagnetic valve that opens and closes the first battery channel 42a.

２The second battery pack 12 is disposed in the second battery channel 42b. The temperature of the second battery pack 12 is adjusted by the cooling water flowing through the second battery channel 42b. A second on-off valve 54 is disposed in the second battery flow path 42b. The second on-off valve 54 is an electromagnetic valve that opens and closes the second battery channel 42b.

３The third battery pack 13 is disposed in the third battery channel 42c. The temperature of the third battery pack 13 is adjusted by the cooling water flowing through the third battery channel 42c. A third on-off valve 55 is disposed in the third battery channel 42c. The third on-off valve 55 is an electromagnetic valve that opens and closes the third battery channel 42c.

With the on-off valves 53 to 55 open, the cooling water in the high-temperature side circulation channel 31 flows into the battery channels 42a to 42c, and the cooling water in the battery channels 42a to 42c In the state of flowing out to the circulation channel 31, high-temperature cooling water circulates through each of the battery channels 42a to 42c. The same applies to the low-temperature cooling water in the low-temperature side circulation channel 41. By controlling the opening and closing of each of the on-off valves 53 to 55, the circulation of the cooling water to each of the battery flow paths 42a to 42c can be arbitrarily intermittently interrupted. Thus, the cooling water can be supplied to each of the battery packs 11 to 13 independently.

In the above configuration, the indoor evaporator 25 and the high-temperature side heater core 35 are housed in an air-conditioning casing (not shown). The high temperature side heater core 35 is disposed downstream of the indoor evaporator 25 in the air flow in the air passage in the air conditioning casing. Inside air and outside air are switched and introduced into the air-conditioning casing. The inside air and outside air introduced into the air-conditioning casing are blown to the indoor evaporator 25 and the high-temperature side heater core 35 by a blower (not shown).

エ ア An air mix door (not shown) is arranged between the indoor evaporator 25 and the high temperature side heater core 35 in the air passage in the air conditioning casing. The air mix door adjusts the ratio of the amount of cold air that flows into the high-temperature side heater core 35 and the amount of cold air that bypasses the high-temperature side heater core 35 among the cool air that has passed through the indoor evaporator 25.

(4) The conditioned air whose temperature has been adjusted by the air mix door is blown into the vehicle compartment from an outlet (not shown) formed in the air conditioning casing.

電池 The above-mentioned battery temperature controller 1 is controlled by the controller 70 shown in FIG. The control device 70 has a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and peripheral circuits. The control device 70 performs air conditioning control, temperature control of the secondary battery 10, temperature rise control of the secondary battery 10, and the like according to a control program stored in the ROM.

The BMUs 11a, 12a, 13a and various switches (not shown) are connected to the input side of the control device 70. The various switches are switches related to air conditioning in the vehicle. Devices to be controlled such as the compressor 21, the cooling expansion valve 24a, the heat absorption expansion valve 24b, the high-temperature side pump 33, the low-temperature side heat medium pump 43, and the three-way valves 48 to 51 are connected to the output side of the control device 70. Have been. The control device 70 controls the operation of these control target devices.

Next, the air conditioning control of the battery temperature controller 1 will be described. Since the low-pressure refrigerant of the refrigeration cycle device 20 flows through the indoor evaporator 25, the air blown into the vehicle interior is cooled by the indoor evaporator 25.

(4) Since the high-pressure refrigerant of the refrigeration cycle device 20 flows through the high-temperature water-refrigerant heat exchanger 22, the cooling water in the high-temperature cooling water circuit 30 is heated by the high-temperature water-refrigerant heat exchanger 22. Since the cooling water of the high-temperature cooling water circuit 30 heated by the high-temperature water-refrigerant heat exchanger 22 flows through the high-temperature heater core 35, the air blown into the vehicle interior is heated by the high-temperature heater core 35.

By adjusting the ratio of the amount of cold air flowing into the high-temperature side heater core 35 and the amount of cold air flowing bypassing the high-temperature side heater core 35 out of the cold air that has passed through the indoor evaporator 25, an air mixing door (not shown) is used to reduce the vehicle interior space. It can be adjusted to an appropriate temperature.

When the temperature of the cooling water in the high-temperature cooling water circuit 30 heated by the high-temperature side water-refrigerant heat exchanger 22 is not sufficiently increased, such as when the vehicle is started in a low outside temperature environment, the high-temperature side electric heater 34 The temperature of the cooling water in the high-temperature cooling water circuit 30 is increased.

(4) If there is a surplus in the amount of heat of the cooling water in the high-temperature cooling water circuit 30, the high-temperature radiator 32 releases the surplus heat to the outside air.

When it is necessary to warm up the secondary battery 10, the inverter 45, and the motor generator 46, such as when starting the vehicle in a low outside temperature environment, the temperature of the cooling water of the low-temperature cooling water circuit 40 is reduced by the low-temperature electric heater 44. To raise.

(4) If there is a surplus in the amount of heat of the cooling water in the low-temperature cooling water circuit 40, the low-temperature radiator 47 releases the surplus heat to the outside air. The above is the configuration of the battery temperature controller 1 and the secondary battery 10.

Next, the temperature adjustment of each of the battery packs 11 to 13 will be described. The controller 70 adjusts the temperature of each of the battery packs 11 to 13 according to the flowchart shown in FIG. The flow in FIG. 8 is started, for example, when the power of the vehicle is turned on or at a predetermined timing.

First, in step S100, the battery state of each of the battery packs 11 to 13 is detected. Here, the battery state is the voltage and current of the battery packs 11 to 13 and the temperatures of the battery packs 11 to 13 and each battery cell 14. The battery state of each of the battery packs 11 to 13 is detected by each of the BMUs 11a, 12a, and 13a. In the first embodiment, each of the battery packs 11 to 13 includes 96 battery cells 14. The voltage and the current are detected for each battery cell 14, and the temperature is detected by providing one temperature detecting element for every four battery cells 14. In the temperature detection, a plurality of battery cells 14 are collectively detected in order to save the number of temperature detection elements. Of course, the temperature detection may be performed for each battery cell 14 similarly to the voltage / current detection.

In step S101, it is determined whether the lowest battery temperature among the temperatures of the battery cells 14 of the battery packs 11 to 13 is lower than a predetermined value. The predetermined value is, for example, 0 ° C. If the minimum battery temperature is lower than the predetermined value, the process proceeds to step S102.

制 御 After step S102, control for heating each of the battery packs 11 to 13 is executed. In step S102, the battery flow path 42 and the high-temperature cooling water circuit 30 are connected. That is, the first three-way valve 48 and the second three-way valve 49 are switched so that the cooling water in the high-temperature side circulation channel 31 flows into and out of the battery channel 42. Further, the third three-way valve 50 and the fourth three-way valve 51 are switched such that the low-temperature side circulation flow path 41 and the battery flow path 42 are shut off.

In step S103, the minimum battery temperature Tmin1 of the first battery pack 11, the minimum battery temperature Tmin2 of the second battery pack 12, and the minimum battery temperature Tmin3 of the third battery pack 13 are calculated. The battery state detected in step S100 is used for calculating the minimum battery temperature.

In step S104, the amount of heat required until each of the battery packs 11 to 13 reaches the target temperature is calculated. Specifically, the target temperature is Ttarget, the amount of heat [J] required to reach the target temperature is Q1, Q2, Q3, and the heat capacity [J / K] of each of the battery packs 11 to 13 is CP1, CP2, CP3. I do. The required heat quantity Q1 of the first battery pack 11 is calculated by Q1 = CP1 × (Tmin1-Ttarget). The target temperature may be the predetermined value in step S101 or may be set to a different temperature.

Similarly, the required heat quantity Q2 of the second battery pack 12 is calculated by Q2 = CP2 × (Tmin2-Ttarget), and the required heat quantity Q3 of the third battery pack 13 is calculated by Q3 = CP3 × (Tmin3-Ttarget). Is calculated.

In step S105, based on the calculation result in step S104, the battery packs 11 to 13 that require the least amount of heat to reach the target temperature are determined. Specifically, based on each temperature and each heat capacity of each of the battery packs 11 to 13, the lowest cell temperature among the plurality of battery cells 14 constituting each of the battery packs 11 to 13 reaches the predetermined temperature. The battery packs 11 to 13 that require the least amount of heat to be input before the operation are selected.

Unlike the other battery packs 12 and 13, the first battery pack 11 is provided with a heat insulating material 16 and a heat storage material 17. However, as shown in FIG. 6 described above, the required amount of heat of the first battery pack 11 is not always minimized depending on the timing at which the required amount of heat is calculated. At the timing of the second time, the required amount of heat of the other battery packs 12 and 13 may be minimized.

Here, the first hour is assumed. Therefore, the first battery pack 11 is set to the first priority, assuming that the necessary heat amount of the first battery pack 11 is minimized. That is, the first battery pack 11 corresponds to a specific battery pack 11 whose temperature adjustment control is preferentially performed. Further, the second battery pack 12 is given second priority, and the third battery pack 13 is given third priority. Note that the second battery pack 12 and the third battery pack 13 may be determined to have the first priority depending on the condition of the vehicle.

In step S106, each of the on-off valves 53 to is set so that the supply ratio of the cooling water flowing in the first battery flow path 42a corresponding to the first priority first battery pack 11 is higher than the other battery flow paths 42b and 42c. 55 is adjusted. The supply ratio of the cooling water is adjusted by the ratio, distribution, supply amount, etc. of the cooling water flowing through each of the battery flow paths 42a to 42c.

For example, the on-off valves 53 to 55 are controlled so that the cooling water flows only in the first battery flow path 42a, but does not flow in the other battery flow paths 42b and 42c. Alternatively, the supply ratio of the first battery channel 42a is set to 8/10, the supply ratio of the second battery channel 42b is set to 1/10, and the supply ratio of the third battery channel 42c is set to 1/10.

As a result, as shown in FIG. 9, the first battery pack 11 having the first priority is preferentially heated by the hot water, so that the temperature of the first battery pack 11 is preferentially increased. The other battery packs 12 and 13 are in a standby state. By concentrating the hot water on the first battery pack 11, it is possible to secure power required for starting the vehicle in a short time. Since the first battery pack 11 is warmed before the other battery packs 12 and 13, the current flowing during charging and discharging is larger than the other battery packs 12 and 13.

In step S107 of FIG. 8, it is determined whether the minimum battery temperature Tmin1 of the first battery pack 11 having the first priority is higher than the target temperature. When the minimum battery temperature Tmin1 is lower than the target temperature, the process returns to step S106. Steps S106 and S107 are repeated until the minimum battery temperature Tmin1 exceeds the target temperature. When the minimum battery temperature Tmin1 exceeds the target temperature, the process proceeds to step S108.

In step S108, the on / off valves 53 to 53 are set so that the supply ratio of the cooling water flowing through the second battery flow path 42b corresponding to the second priority second battery pack 12 is higher than the other battery flow paths 42a and 42c. 55 is adjusted. That is, heating of the second battery pack 12 starts. For example, the supply ratio of the first battery channel 42a is set to 1/10, the supply ratio of the second battery channel 42b is set to 8/10, and the supply ratio of the third battery channel 42c is set to 1/10.

In step S109, it is determined whether the minimum battery temperature Tmin2 of the second priority second battery pack 12 is higher than the target temperature. Steps S108 and S109 are repeated until the minimum battery temperature Tmin2 exceeds the target temperature.

As a result, as shown in FIG. 10, the second battery pack 12 having the second priority is preferentially heated by the hot water. Due to self-heating caused by repeated charging and discharging of the first battery pack 11, a larger current flows during charging and discharging than the other battery packs 12 and 13. The third battery pack 13 is in a standby state. The temperature of the first battery pack 11 and the second battery pack 12 can be efficiently increased while taking time. When the minimum battery temperature Tmin2 of the second battery pack 12 exceeds the target temperature, the process proceeds to step S110 in FIG.

Subsequently, in step S110, each open / close operation is performed such that the supply ratio of the cooling water flowing through the third battery flow path 42c corresponding to the third priority third battery pack 13 is higher than the other battery flow paths 42a and 42b. The openings of the valves 53 to 55 are adjusted. That is, heating of the third battery pack 13 starts. For example, the supply ratio of the first battery channel 42a is set to 1/10, the supply ratio of the second battery channel 42b is set to 1/10, and the supply ratio of the third battery channel 42c is set to 8/10.

In step S111, it is determined whether the minimum battery temperature Tmin3 of the third priority third battery pack 13 is higher than the target temperature. Steps S110 and S111 are repeated until the minimum battery temperature Tmin3 exceeds the target temperature.

Thus, as shown in FIG. 11, the third battery pack 13 having the third priority is preferentially warmed by the hot water. The first battery pack 11 and the second battery pack 12 generate a larger amount of current than the third battery pack 13 at the time of charging and discharging due to self-heating caused by repeated charging and discharging. The temperature of each of the battery packs 11 to 13 can be efficiently increased while taking time. When the minimum battery temperature Tmin3 of the third battery pack 13 exceeds the target temperature, the process proceeds to step S112 in FIG.

In step S112, the flow distribution ratio according to the temperature difference between the battery packs 11 to 13 is calculated, and the supply ratio of the cooling water is adjusted according to the calculated flow distribution ratio. Therefore, in this step, the temperature of each of the battery packs 11 to 13 and the temperature of the cooling water are obtained, and the temperature difference between each of the battery packs 11 to 13 is obtained based on each temperature.

と し ΔTx = (x-th battery pack temperature) −water temperature, and ΔTall = (ΔT1 + ΔT2 + ΔT3), the flow distribution ratio is (ΔT1 / ΔTall) :( ΔT2 / ΔTall) :( ΔT3 / ΔTall). Thereafter, the process returns to step S100.

If it is determined in step S101 that the temperature of each of the battery packs 11 to 13 is higher than the predetermined value, the process proceeds to step S113.

制 御 After step S113, control for cooling each of the battery packs 11 to 13 is executed. In step S113, the battery flow path 42 and the low-temperature cooling water circuit 40 are connected. That is, the third three-way valve 50 and the fourth three-way valve 51 are switched such that the cooling water in the low-temperature side circulation flow path 41 flows into and out of the battery flow path 42. Further, the first three-way valve 48 and the second three-way valve 49 are switched so that the high-temperature side circulation channel 31 and the battery channel 42 are shut off.

In step S114, the maximum battery temperature Tmax1 of the first battery pack 11, the maximum battery temperature Tmax2 of the second battery pack 12, and the maximum battery temperature Tmax3 of the third battery pack 13 are calculated. The battery state detected in step S100 is used for calculating the maximum battery temperature.

In step S115, the amount of heat required until each of the battery packs 11 to 13 reaches the target temperature is calculated. The required heat quantity Q1 of the first battery pack 11 is calculated by Q1 = CP1 × (Tmax1−Ttarget). Similarly, the required heat quantity Q2 of the second battery pack 12 is calculated by Q2 = CP2 × (Tmax2−Ttarget), and the required heat quantity Q3 of the third battery pack 13 is calculated by Q3 = CP3 × (Tmax3−Ttarget). Is calculated. In the case of cooling, since the heat of the battery packs 11 to 13 is taken away, the sign of the input heat quantity is inverted for each Q in step S104.

In step S116, the battery packs 11 to 13 that require the least amount of heat to reach the target temperature are determined based on the calculation result in step S115. Here, the first battery pack 11 is given the first priority, assuming that the required amount of heat of the first battery pack 11 is minimized. That is, the first battery pack 11 corresponds to the specific battery pack 11. Further, the second battery pack 12 is given second priority, and the third battery pack 13 is given third priority.

In step S117, the on / off valves 53 to 53 are set so that the supply ratio of the cooling water flowing through the first battery flow path 42a corresponding to the first priority first battery pack 11 is higher than the other battery flow paths 42b and 42c. 55 is adjusted. For example, the same supply ratio as in step S106 is set.

In step S118, it is determined whether the maximum battery temperature Tmax1 of the first battery pack 11 having the first priority is lower than the target temperature. When the maximum battery temperature Tmax1 is higher than the target temperature, the process returns to step S117. Steps S117 and S118 are repeated until the maximum battery temperature Tmax1 falls below the target temperature. When the maximum battery temperature Tmax1 is lower than the target temperature, the process proceeds to step S119.

In step S119, similarly to step S108, the opening degrees of the respective on-off valves 53 to 55 are adjusted so that the supply ratio of the cooling water flowing through the second battery flow path 42b is higher than that of the other battery flow paths 42a and 42b. Is done. Thus, the second battery pack 12 having the second priority is preferentially cooled.

In step S120, it is determined whether the maximum battery temperature Tmax2 of the second priority second battery pack 12 is lower than the target temperature. Steps S119 and S120 are repeated until the maximum battery temperature Tmax2 falls below the target temperature. When the maximum battery temperature Tmax2 is lower than the target temperature, the process proceeds to step S121.

In step S121, similarly to step S110, the opening degrees of the respective on-off valves 53 to 55 are adjusted such that the supply ratio of the cooling water flowing through the third battery flow path 42c is higher than that of the other battery flow paths 42a and 42b. Is done. Accordingly, the third battery pack 13 having the third priority is preferentially cooled.

In step S122, it is determined whether or not the maximum battery temperature Tmax3 of the third priority third battery pack 13 is lower than the target temperature. Steps S121 and S122 are repeated until the maximum battery temperature Tmax3 falls below the target temperature. When the maximum battery temperature Tmax3 is lower than the target temperature, the process proceeds to step S123.

In step S123, similarly to step S112, the supply ratio of the cooling water is adjusted in accordance with the flow distribution ratio according to the temperature difference between the battery packs 11 to 13. Thus, the temperature adjustment control of each of the battery packs 11 to 13 ends.

As described above, the battery temperature controller 1 determines a specific battery pack 11 to be temperature-controlled with priority from among the battery packs 11 to 13 based on the battery state. Further, the battery temperature control device 1 is characterized in that the supply ratio of the heat medium to the first battery pack 11 having the first priority is increased as compared with the other battery packs 12 and 13.

According to this, the amount of heat exchange between the first battery pack 11 and the cooling water as the heat medium can be increased with priority over the other battery packs 12 and 13. Therefore, the temperature of the first battery pack 11 can be adjusted before the other battery packs 12 and 13. Therefore, at least a part of the plurality of battery packs 11 to 13 can be cooled or heated in a short time.

Then, in a state where each of the battery packs 11 to 13 has not reached the target temperature, which is the predetermined temperature, the battery temperature controller 1 controls the high-temperature cooling water circuit 30 and the low-temperature cooling until the first battery pack 11 exceeds the target temperature. The water circuit 40 and the respective on-off valves 53 to 55 are controlled. At this time, the cooling water is supplied to the first battery pack 11 preferentially. Note that “exceeding the target temperature” means that the temperature of each of the battery packs 11 to 13 is higher than the target temperature, and that the temperature of each of the battery packs 11 to 13 is lower than the target temperature. . After the first battery pack 11 reaches the target temperature, the battery temperature controller 1 controls the high-temperature cooling water circuit 30, the low-temperature cooling water circuit 40, and the respective on-off valves 53 to 55 to control the first battery pack 11 , The supply ratio of the cooling water to the battery packs 12 and 13 is relatively reduced.

As described above, since the supply ratio of the cooling water is switched in a time-sharing manner, the first battery pack 11 having the first priority can be cooled or heated preferentially. When the first battery pack 11 is preferentially heated, self-heating caused by the flow of electric current and warm-up by cooling water are combined, so that the temperature of the first battery pack 11 can be increased with low power consumption and low cost. Can be.

In the present embodiment, the first battery pack 11 is set to the specific battery pack having the first priority, but the specific battery pack may be set based on another criterion. The following is an example of a specific battery pack. Note that, for convenience, the first battery pack 11 is a specific battery pack.

(1) A specific battery pack 11 having one or both of heat insulation performance and heat storage performance relatively higher than the other battery packs 12 and 13 may be used.

(2) A specific battery pack 11 having a smaller heat capacity than the other battery packs 12 and 13 may be used.

(3) The battery pack 11 having the lowest deterioration state among the plurality of battery packs 11 to 13 may be used as the specific battery pack 11. The deterioration state is one of a method of detecting the capacity deterioration of each of the battery packs 11 to 13 based on the battery state and a method of detecting a change in the resistance value of each of the battery packs 11 to 13 based on the battery state. Or can be monitored by both.

As a modified example, after the temperature adjustment of the first priority first battery pack 11 is completed, the temperature of the second priority and the third priority battery packs 12 and 13 may be simultaneously adjusted.

As a modified example, the first priority may be a plurality of the battery packs 11 to 13, such as the first battery pack 11 and the second battery pack 12. That is, there may be a plurality of specific battery packs.

As a modified example, all the battery packs 11 to 13 may be set to the same specifications, and the first priority may be appropriately changed while monitoring the deterioration state of each of the battery packs 11 to 13.

The high-temperature cooling water circuit 30, the low-temperature cooling water circuit 40, each of the three-way valves 48 to 51, each of the battery flow paths 42a to 42c, and each of the on-off valves 53 to 55 of this embodiment correspond to a heat medium supply unit. The high-temperature cooling water flowing through the high-temperature cooling water circuit 30 and the low-temperature cooling water flowing through the low-temperature cooling water circuit 40 correspond to the heat medium.

(4) Further, among the battery packs 11 to 13, the first-priority battery pack corresponds to a specific battery pack, and the battery packs other than the first-priority battery pack among the battery packs 11 to 13 correspond to other battery packs.

(2nd Embodiment)
In the present embodiment, portions different from the first embodiment will be described. As shown in FIG. 12, the first battery pack 11 has a carbon heat transfer sheet 18a and a heat conductive grease 18b.

The carbon heat transfer sheet 18 a is provided between the battery cells 14. The heat conductive grease 18b is provided between each battery cell 14 and between each battery cell 14 and the first battery channel 42a. The carbon heat transfer sheet 18a and the heat conductive grease 18b improve the heat exchange performance between the cooling water flowing through the first battery flow path 42a and each battery cell 14. Note that an insulating medium having high thermal conductivity may be employed between each battery cell 14 and the first battery channel 42a instead of the thermal conductive grease 18b.

Therefore, when the first battery pack 11 is selected with the first priority, the first battery pack 11 has relatively higher heat exchange performance than the other battery packs 12 and 13.

As shown in FIG. 13, for example, when the vehicle is started in a cold region, the first priority first battery pack 11 provided with the carbon heat transfer sheet 18a and the heat conduction grease 18b is different from the other battery packs 12, 13, the battery pack temperature is more likely to rise. Therefore, battery power can be secured earlier.

As a modification, a sandwich type heat exchanger may be adopted instead of the carbon heat transfer sheet 18a. The sandwich type heat exchanger has, for example, a shape in which a part of one plate member is bent at a right angle. Thermal conduction grease 18b is provided between the battery cell 14 and the sandwiching heat exchanger, and between the sandwiching heat exchanger and the first battery channel 42a. Thereby, the heat exchange performance of each battery cell 14 can be improved.

As a modified example, the first battery pack 11 having the first priority may have one or both of the heat insulating material 16 and the heat storage material 17.

(Third embodiment)
In the present embodiment, portions different from the first and second embodiments will be described. As shown in FIG. 14, the secondary battery 10 includes a booster circuit 19. The booster circuit 19 is a circuit that adjusts each voltage of each of the battery packs 11 to 13 to the same voltage. The heat capacity of each of the battery packs 11 to 13 shown in FIG. 14 is set to be the same. Further, “identical” in the present embodiment means that the voltages of the battery packs 11 to 13 are equalized to a voltage required for driving the vehicle.

各 Further, each of the battery packs 11 to 13 is configured to be independently energized or de-energized. That is, the relays 15 of the battery packs 11 to 13 are independently controlled by the control device 70.

According to such a configuration, the control device 70 can cut off the electrical connection of the other battery packs 12 and 13 while energizing the first battery pack 11 having the first priority. For example, the control device 70 can heat the first battery pack 11 by using a method of increasing a ripple temperature in which charging and discharging of the first battery pack 11 are repeated. Since the first battery pack 11 having the first priority can be heated by the self-heating due to the electric current and the cooling water, the electric power required for starting the vehicle can be secured early.

(4) After the temperature of the first battery pack 11 having the first priority is adjusted, the control device 70 increases the supply ratio of the cooling water to the other battery packs 12 and 13. As a result, the control device 70 energizes the other battery packs 12 and 13 while gradually adjusting the temperature of the other battery packs 12 and 13.

As described above, since the secondary battery 10 is provided with the booster circuit 19, it is possible to prevent the current from sneaking due to battery temperature variation according to the voltage difference between the battery packs 11 to 13. In addition, each of the battery packs 11 to 13 can be managed safely and efficiently.

As a modification, as shown in FIG. 15, the battery capacities of the battery packs 11 to 13 may be different. The battery cells 14 include a capacity type and an output type. The capacitive type includes a large amount of energy, but has a high internal resistance and cannot take out a large amount of input / output power. The output type has the opposite characteristics of the capacitance type. The output type produces an output by lowering the internal resistance. Since the size of the battery cell 14 tends to increase in proportion to the energy capacity, the output type battery cell 14 generally has a small heat capacity. In the modification shown in FIG. 15, for example, the first battery pack 11 is composed of output type battery cells 14 (3.7 V, 5 Ah) × 56 cells, and the other battery packs 12 and 13 are capacity type batteries. The cell 14 (3.7 V, 50 Ah) × 96 cells.

As a modification, in a state where each of the battery packs 11 to 13 has not reached the target temperature, a battery pack having the largest temperature difference from the target temperature among the battery packs 11 to 13 may be set as the first priority battery pack. In the case of the present embodiment, the battery pack having the highest temperature among the battery packs 11 to 13 is set to the first priority. Alternatively, the first battery pack 11 having the first priority may include battery cells 14 having relatively higher output performance than the other battery packs 12 and 13. As a result, the electric power required for starting the vehicle can be secured early with low power consumption and low cost.

The present disclosure is not limited to the above-described embodiments, and can be variously modified as follows without departing from the spirit of the present disclosure.

冷却 In the above embodiment, cooling water or refrigerant is used as the heat medium, but various media such as oil may be used as the heat medium.

In the refrigeration cycle device 20 of the above embodiment, a chlorofluorocarbon-based refrigerant is used as the refrigerant, but the type of the refrigerant is not limited to this, and a natural refrigerant such as carbon dioxide or a hydrocarbon-based refrigerant may be used. good.

Further, the refrigeration cycle apparatus 20 of the above embodiment forms a subcritical refrigeration cycle in which the high-pressure refrigerant pressure does not exceed the critical pressure of the refrigerant, but forms a supercritical refrigeration cycle in which the high-pressure refrigerant pressure exceeds the critical pressure of the refrigerant. May be.

In the above embodiment, the inlet of the branch portion 23a is connected to the outlet of the refrigerant passage of the high-temperature water-refrigerant heat exchanger 22, but expands to the outlet of the refrigerant passage of the high-temperature water-refrigerant heat exchanger 22. A valve may be connected, and an outdoor unit may be connected to the expansion valve. An outdoor unit is connected to the inflow side of the branch portion 23a.

In the above embodiment, the battery temperature control device 1 is mounted on an electric vehicle, but the battery temperature control device 1 is mounted on a hybrid vehicle that obtains driving power for driving the vehicle from an internal combustion engine and an electric motor for driving. Is also good. In addition, the battery temperature control device 1 is not limited to a vehicle and may be applied to a secondary battery 10 other than a vehicle.

The ejector may be built in the indoor evaporator 25 of the above embodiment. The ejector sucks a fluid from a fluid suction port by a suction action of a high-speed ejection fluid ejected from a nozzle. The ejector further increases the pressure of the mixed fluid by converting the velocity energy of the mixed fluid of the ejected fluid and the suction fluid sucked from the fluid suction port into pressure energy by the booster. The booster is a so-called diffuser.

圧 縮 The compressor 21 of the above embodiment may be a gas injection compressor. The gas injection compressor is a compressor that improves the compression efficiency by joining the intermediate-pressure refrigerant generated in the cycle to the intermediate-pressure refrigerant in the pressure increasing process and increasing the pressure of the refrigerant in multiple stages.

(4) The number of battery packs 11 to 13 constituting the secondary battery 10 is not limited to three, but may be two or four or more.

In the above embodiment, the battery temperature control device 1 includes the refrigeration cycle device 20, the high-temperature cooling water circuit 30, and the low-temperature cooling water circuit 40. However, the battery temperature control device 1 does not include these heat medium supply units. Is also good. That is, the battery temperature control device 1 may be configured as a device including only the control device 70 that controls the heat medium supply unit. In other words, the control device 70 may be configured as the battery temperature control device 1 that controls the heat medium supply unit.

Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and the structure. The present disclosure also encompasses various modifications and variations within an equivalent range. In addition, various combinations and forms, and other combinations and forms including only one element, more or less, are also included in the scope and spirit of the present disclosure.

Claims (12)

1. A battery temperature controller for adjusting the temperature of a secondary battery (10) in which a plurality of chargeable / dischargeable battery packs (11 to 13) are connected in parallel,
   Heating medium supply units (30, 40, 42a to 42c, 48 to 51, 53 to 55) for independently supplying a heating medium to each of the plurality of battery packs;
   The battery pack (11) to be temperature-controlled by priority based on the battery state of the plurality of battery packs is defined as a specific battery pack, and the supply ratio of the heat medium to the specific battery pack is determined by another battery pack. A control device (70) for performing temperature adjustment control for controlling the heat medium supply unit so as to increase the heat medium supply unit (12, 13),
   Battery temperature control device including.
2. The control device, in a state where the plurality of battery packs has not reached a predetermined temperature, controls the heat medium supply unit until the specific battery pack exceeds the predetermined temperature, and controls the specific battery pack. The battery temperature control device according to claim 1, wherein the heat medium is supplied preferentially.
3. After the specific battery pack reaches the predetermined temperature, the control device controls the heat medium supply unit so that a supply ratio of the heat medium to the specific battery pack is relatively higher than the other battery packs. 3. The battery temperature control device according to claim 2, wherein the temperature is reduced.
4. The plurality of battery packs are each configured to be independently energized or de-energized,
   The secondary battery includes a booster circuit (19) for adjusting each voltage of the plurality of battery packs to the same voltage,
   The control device according to any one of claims 1 to 3, wherein the control device energizes the specific battery pack, shuts off the other battery pack, and energizes the other battery pack after adjusting the temperature of the specific battery pack. The battery temperature control device according to any one of the above.
5. The said specific battery pack is a battery pack with the largest temperature difference with respect to the said predetermined temperature among the said several battery packs in the state which has not reached the predetermined temperature in any one of the said battery packs. The battery temperature control device according to any one of the preceding claims.
6. The specific battery pack has a maximum temperature difference with respect to a predetermined temperature among the cell temperatures of the plurality of battery cells (14) constituting the plurality of battery packs, based on each temperature and each heat capacity of the plurality of battery packs. The battery temperature control device according to any one of claims 1 to 4, wherein the battery pack has a minimum input heat amount required until the cell temperature reaches the predetermined temperature.
7. The battery temperature controller according to any one of claims 1 to 4, wherein the specific battery pack includes a battery cell (14) having an output performance relatively higher than that of the other battery pack.
8. The battery temperature control device according to any one of claims 1 to 4, wherein the specific battery pack is a battery pack having higher heat exchange performance than the other battery packs.
9. The battery according to any one of claims 1 to 4, wherein the specific battery pack is a battery pack having one or both of heat insulation performance and heat storage performance relatively higher than the other battery packs. Temperature control device.
10. (5) The battery temperature control device according to any one of (1) to (4), wherein the specific battery pack has a smaller heat capacity than the other battery packs.
11. The battery temperature controller according to any one of claims 1 to 4, wherein the specific battery pack is a battery pack having the lowest deterioration state among the plurality of battery packs.
12. A control device for controlling a temperature of a secondary battery (10) in which a plurality of chargeable / dischargeable battery packs (11 to 13) are connected in parallel,
    In order to increase the supply ratio of the heat medium to a specific battery pack (11) to be preferentially temperature-adjusted based on the battery state of the plurality of battery packs, compared to the other battery packs (12, 13), the plurality of batteries A control device for performing temperature adjustment control for controlling the heat medium supply units (30, 40, 42a to 42c, 48 to 51, 53 to 55) that independently supply the heat medium to each of the packs.

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