WO2024084704A1 - バッテリ暖機方法、及び、バッテリ暖機装置 - Google Patents

バッテリ暖機方法、及び、バッテリ暖機装置 Download PDF

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Publication number
WO2024084704A1
WO2024084704A1 PCT/JP2022/039361 JP2022039361W WO2024084704A1 WO 2024084704 A1 WO2024084704 A1 WO 2024084704A1 JP 2022039361 W JP2022039361 W JP 2022039361W WO 2024084704 A1 WO2024084704 A1 WO 2024084704A1
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WIPO (PCT)
Prior art keywords
battery
mode
warm
heat
temperature
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Ceased
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PCT/JP2022/039361
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English (en)
French (fr)
Japanese (ja)
Inventor
邦和 白井
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2024551191A priority Critical patent/JPWO2024084704A1/ja
Priority to PCT/JP2022/039361 priority patent/WO2024084704A1/ja
Publication of WO2024084704A1 publication Critical patent/WO2024084704A1/ja
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating

Definitions

  • the present invention relates to a battery warm-up method and a battery warm-up device. Regarding.
  • JP5849917B discloses a battery temperature control device that heats up an on-board battery by alternately repeating discharge control, which passes a d-axis current through the motor, and charge control, which returns the energy stored in the motor's windings to the battery.
  • warm-up methods that generate heat by repeatedly charging and discharging the battery
  • the current that can be passed during charging and discharging is limited to a small value in order to suppress electrodeposition during charging.
  • warm-up methods that generate heat by repeatedly charging and discharging the battery generate little heat, and it takes a long time to warm up the battery.
  • warming methods that use heat generated by the electric motor a considerable amount of heat is dissipated during transportation. Also, when the electric motor is cold, it is necessary to warm up the motor itself before the battery. In other words, warming methods that use heat generated by the electric motor can be energy inefficient.
  • the present invention aims to provide a battery warming method and a battery warming device that can warm up the battery in an electric vehicle in an energy-efficient and short time.
  • One aspect of the present invention is a battery warm-up method for warming up a battery in an electric vehicle when the temperature of a battery supplying power to an electric powertrain is lower than a predetermined temperature, or when the temperature of the battery is expected to become lower than the predetermined temperature.
  • This battery warm-up method has, as warm-up modes for warming up the battery, a first mode in which the battery is warmed up by heat generated by the battery itself, and a second mode in which the battery is warmed up by heat generated by the electric powertrain. Then, the first mode and the second mode are switched between before the battery temperature reaches the predetermined temperature.
  • FIG. 1 is a block diagram showing a schematic configuration of an electric vehicle.
  • FIG. 2 is a graph showing a schematic transition of the d-axis voltage, the d-axis current, and the battery current in the first mode.
  • FIG. 3 is a graph showing a schematic transition of the d-axis voltage, the d-axis current, and the battery current in the second mode.
  • FIG. 4 is a block diagram showing the configuration of the warm-up control unit.
  • FIG. 5 is a graph showing a schematic change in the heat quantity and efficiency in each mode after the start of warm-up.
  • FIG. 6 is a graph showing the manner in which the warm-up mode is switched in the warm-up speed priority setting.
  • FIG. 7 is a graph showing the switching of the warm-up mode in the efficiency priority setting.
  • FIG. 8 is a flowchart relating to switching of the warm-up mode.
  • FIG. 9 is a flowchart relating to flow path control of the heat exchange medium.
  • FIG. 10 is a flowchart relating to the flow path control of the modified example.
  • FIG. 11 is a flowchart relating to the flow path control of the modified example.
  • FIG. 1 is a block diagram showing the general configuration of an electric vehicle 100.
  • the electric vehicle 100 is a vehicle such as an electric vehicle or hybrid vehicle that generates driving force using power supplied by a battery 10, and in addition to the battery 10, includes an electric powertrain 11, a heat exchange system 12, a temperature adjustment control unit 13, and a controller 14.
  • the battery 10 is a secondary battery, such as a lithium-ion battery, and is capable of being discharged and charged.
  • the battery 10 supplies DC power to the electric powertrain 11.
  • the battery 10 is charged by inputting power generated by the electric powertrain 11 through so-called regenerative control.
  • the electric powertrain 11 includes a power generation system, the battery 10 is charged by the power generated by the power generation system.
  • the battery 10 in order to maintain performance, is warmed up or cooled so that the temperature of the battery 10 (hereinafter referred to as the battery temperature ⁇ 1 ) is within a predetermined temperature range (e.g., ⁇ min ⁇ ⁇ 1 ⁇ ⁇ max ) at least during use.
  • the lower limit ⁇ min and upper limit ⁇ max of the battery temperature ⁇ 1 are determined in advance by experiments, simulations, etc.
  • the battery 10 is warmed up so that the battery temperature ⁇ 1 , which is in a state as low as the environmental temperature, becomes equal to or higher than the lower limit ⁇ min . Also, for example, when the electric vehicle 100 continues to be stopped in a cold region while being able to start, the battery 10 is warmed up when the battery temperature ⁇ 1 becomes lower than the lower limit ⁇ min or when it is expected to become lower than the lower limit ⁇ min .
  • the battery 10 is warmed up when the battery temperature ⁇ 1 is lower than the lower limit ⁇ min , which is a predetermined temperature, or when it is expected that the battery temperature ⁇ 1 will become lower than the lower limit ⁇ min .
  • the goal of the warm-up control of the battery 10 is to make the battery temperature ⁇ 1 equal to or higher than the lower limit ⁇ min .
  • the lower limit ⁇ min or higher is the predetermined temperature (target temperature) targeted by the warm-up control.
  • the lower limit ⁇ min is the target temperature.
  • the battery 10 when the battery 10 is rapidly charged, or when the battery temperature ⁇ 1 becomes higher than the upper limit ⁇ max , or when it is expected that the battery temperature ⁇ 1 will become higher than the upper limit ⁇ max , the battery 10 is cooled.
  • the current (hereinafter referred to as battery current I bat ) and voltage input and output to and from the battery 10 are measured by a current sensor 21 and a voltage sensor 22, respectively, and can be acquired at any timing.
  • the SOC State of Charge
  • the SOC representing the charging rate of the battery 10 can be calculated at any timing based on the voltage (open voltage, etc.) of the battery 10.
  • the battery temperature ⁇ 1 is measured by a temperature sensor 23 and can be acquired at any timing.
  • the electric powertrain 11 (ePT) is the entire set of devices for generating driving force for the electric vehicle 100, and includes at least one rotating electric machine 25 and an inverter 26 that drives the rotating electric machine 25.
  • the electric powertrain 11 may include a power generation system (not shown) that generates power to charge the battery 10.
  • the power generation system is configured, for example, using an internal combustion engine and a generator.
  • the rotating electric machine 25 is an electric motor or a generator. More specifically, the rotating electric machine 25 is an electric motor that generates driving force for the electric vehicle 100, or a generator included in a power generation system.
  • the rotating electric machine 25 includes windings 27 in its stator, rotor, or the stator and rotor.
  • the rotating electric machine 25 is a three-phase AC synchronous motor that generates driving force for the electric vehicle 100, and at least the stator has windings 27 for generating a rotating magnetic field.
  • the windings 27 of the rotating electric machine 25 are also used in control for warming up the battery 10 (hereinafter referred to as warm-up control of the battery 10).
  • the inverter 26 is connected to the battery 10.
  • the inverter 26 drives the rotating electric machine 25 using DC power output by the battery 10.
  • the inverter 26 converts the DC power of the battery 10 into three-phase AC power by turning on and off multiple switching elements contained therein, and supplies the three-phase AC power to the rotating electric machine 25, thereby generating torque in the rotating electric machine 25. This torque generates driving force for the electric vehicle 100.
  • the inverter 26 also charges the battery 10 by inputting the power generated by the rotating electric machine 25 to the battery 10.
  • the inverter 26 converts the AC power generated by the rotating electric machine 25 into DC power by turning on and off the switching elements, and inputs the DC power to the battery 10.
  • the inverter 26 is also used in warm-up control of the battery 10.
  • the electric vehicle 100 includes a temperature sensor 28 that measures the temperature of the electric powertrain 11 (hereinafter referred to as ePT temperature ⁇ 2 ), and a sensor 29 that measures the carrier frequency or switching frequency (hereinafter referred to as carrier frequency f2 ) of the inverter 26. Therefore, the ePT temperature ⁇ 2 and the carrier frequency f2 can be acquired appropriately at any timing.
  • the heat exchange system 12 exchanges heat with the battery 10 and the electric power train 11, and warms or cools the battery 10 and the electric power train 11, respectively or simultaneously.
  • the heat exchange system 12 is a cooling system that cools the electric power train 11 and the battery 10, whose temperatures have risen when the electric vehicle 100 is running, etc.
  • the heat exchange system 12 functions as a heat transport system that warms the battery 10 by transporting (moving) the heat generated in the electric power train 11 to the battery 10.
  • the medium hereinafter referred to as the heat exchange medium used by the heat exchange system 12 to exchange heat with the battery 10 and the electric power train 11 is, for example, water or other liquid, or gas.
  • the heat exchange system 12 includes a first heat exchange section 31, a second heat exchange section 32, and a heat exchange medium cooling section 33.
  • the first heat exchange unit 31 is the part of the heat exchange system 12 that is thermally connected to the battery 10 and exchanges heat with the battery 10.
  • the first heat exchange section 31 is connected to the heat exchange medium cooling section 33 by a first flow path 34 that circulates the heat exchange medium between the first heat exchange section 31 and the heat exchange medium cooling section 33.
  • a valve (not shown) is provided in the first flow path 34, and by opening this valve, the first heat exchange section 31 is thermally connected to the heat exchange medium cooling section 33, and by closing this valve, the connection between the first heat exchange section 31 and the heat exchange medium cooling section 33 is released.
  • first heat exchange section 31 is connected to the second heat exchange section 32 by a second flow path 35 that circulates a heat exchange medium between the first heat exchange section 31 and the second heat exchange section 32.
  • a valve (not shown) is provided in the second flow path 35, and by opening this valve, the first heat exchange section 31 is thermally connected to the second heat exchange section 32, and by closing this valve, the connection between the first heat exchange section 31 and the second heat exchange section 32 is released.
  • the second heat exchange section 32 is a part of the heat exchange system 12 that is thermally connected to the electric powertrain 11 and exchanges heat with the electric powertrain 11.
  • the second heat exchange section 32 is connected to the first heat exchange section 31 by the second flow path 35 as described above, and is also connected to the heat exchange medium cooling section 33 by a third flow path 36 that circulates the heat exchange medium between the second heat exchange section 32 and the heat exchange medium cooling section 33.
  • a valve (not shown) is provided in the third flow path 36, and by opening this valve, the second heat exchange section 32 is thermally connected to the heat exchange medium cooling section 33, and by closing this valve, the connection between the second heat exchange section 32 and the heat exchange medium cooling section 33 is released.
  • the heat exchange medium cooling unit 33 is a part in the heat exchange system 12 that cools the heat exchange medium carrying the heat generated in the battery 10 and the electric power train 11 by using outside air (the wind generated when the electric vehicle 100 is running) or the like.
  • the heat exchange medium cooling unit 33 is, for example, a radiator for the electric vehicle 100.
  • the heat exchange medium cooling unit 33 is connected to the first heat exchange unit 31, the second heat exchange unit 32, or both of them as necessary, and cools the heat exchange medium circulating therethrough to cool the battery 10 and the electric power train 11. Therefore, when warming up the battery 10, the heat exchange medium cooling unit 33 is disconnected from at least the first heat exchange unit 31. In this embodiment, for simplicity, when warming up the battery 10, the connection between the heat exchange medium cooling unit 33 and the first heat exchange unit 31 and the connection between the heat exchange medium cooling unit 33 and the second heat exchange unit 32 are both disconnected.
  • the heat exchange system 12 includes one or more pumps, compressors, or blowers (hereafter referred to as pumps) (not shown) for circulating the heat exchange medium between each part.
  • pumps pump, compressors, or blowers
  • connecting means opening the valves in the flow paths connecting them and operating the pumps to circulate the heat exchange medium, thereby transporting heat between each part.
  • the temperature adjustment control unit 13 opens and closes the valves in the heat exchange system 12 according to instructions from the controller 14.
  • the temperature adjustment control unit 13 also operates or stops the pump of the heat exchange system 12 according to instructions from the controller 14. In this way, the temperature adjustment control unit 13 changes the state of the heat exchange system 12, and warms up or cools the battery 10 and the electric power train 11, either individually or simultaneously.
  • the controller 14 is one or more computers that comprehensively control the operation of the electric vehicle 100, the operation of each part that constitutes the electric vehicle 100, and the operation of the electric vehicle 100 as a whole. Specifically, the controller 14 is programmed to control the electric powertrain 11 and control the running of the electric vehicle 100. The controller 14 is also programmed to control the warm-up control of the battery 10 by controlling the electric powertrain 11. Therefore, the controller 14 constitutes a battery warm-up control device in the electric vehicle 100. In the warm-up control of the battery 10, the controller 14 may also control the heat exchange system 12 via the temperature adjustment control unit 13.
  • the controller 14 functions as, for example, a state detection unit 41, a rotating electric machine control unit 42, and a warm-up control unit 43, etc.
  • the state detection unit 41 detects the operating state of the electric vehicle 100 or the operating state of each part constituting the electric vehicle 100. For example, the state detection unit 41 appropriately detects the battery temperature ⁇ 1 by acquiring the output signal of the temperature sensor 23. The state detection unit 41 also appropriately detects the ePT temperature ⁇ 2 by acquiring the output signal of the temperature sensor 28. Similarly, the state detection unit 41 appropriately detects the carrier frequency f 2 of the inverter 26, the current and voltage input and output of the battery 10, the accelerator opening (accelerator operation amount) of the electric vehicle 100, the vehicle speed, and the rotation speed of the rotating electric machine 25, etc.
  • the state detection unit 41 may detect the above parameters by using various sensors, etc., and may also detect other parameters used in the rotating electric machine control unit 42 and the warm-up control unit 43 by using the acquired parameters. In this embodiment, the state detection unit 41 estimates the SOC of the battery 10 based on the output voltage of the battery 10, etc. The parameters detected by the state detection unit 41 are used in various controls performed by a rotating electrical machine control unit 42 and a warm-up control unit 43.
  • the rotating electric machine control unit 42 controls the driving of the rotating electric machine 25.
  • the rotating electric machine control unit 42 calculates target values (command values) such as the rotation speed that the rotating electric machine 25 should reach or maintain, or the torque that the rotating electric machine 25 should generate, in response to the demands on the electric vehicle 100.
  • target values are calculated based on, for example, the rotation speed of the rotating electric machine 25 and the accelerator opening degree of the electric vehicle 100.
  • the rotating electric machine control unit 42 adjusts the voltage, current, etc. supplied to the rotating electric machine 25 by operating the inverter 26 based on these calculated target values.
  • the rotating electric machine 25 maintains a rotation speed corresponding to the target value set in response to the demands on the electric vehicle 100, or generates a torque corresponding to the target value set in response to the demands on the electric vehicle 100.
  • the rotating electric machine control unit 42 may control the inverter 26 and the rotating electric machine 25 according to instructions from the warm-up control unit 43.
  • the rotating electric machine control unit 42 supplies power to the inverter 26 and the rotating electric machine 25 in response to a request from the warm-up control unit 43, or inputs power from the rotating electric machine 25 to the battery 10 via the inverter 26.
  • the rotating electric machine control unit 42 generates heat in the rotating electric machine 25 and the inverter 26, and warms up the electric powertrain 11.
  • the heat generated in the electric powertrain 11 such as the rotating electric machine 25 and the inverter 26 (hereinafter referred to as heat generated in the electric powertrain 11), is transported to the battery 10 and used to warm up the battery 10.
  • the warm-up control unit 43 performs warm-up control of the battery 10.
  • the warm-up control of the battery 10 performed by the warm-up control unit 43 has two modes (warm-up modes) that differ in the specific method for warming up the battery 10, as follows:
  • the first warm-up mode (hereinafter simply referred to as the first mode) is a warm-up mode in which the battery 10 is warmed up by heat generated by the battery 10 itself. That is, in the first mode, the warm-up control unit 43 warms up the battery 10 by causing the battery 10 itself to generate heat. At this time, the amount of power stored in the battery 10 is essentially consumed only by the amount that is converted into thermal energy in the battery 10, etc.
  • the warm-up control unit 43 stores energy in elements included in the electric power train 11 by discharging the battery 10, and then charges the battery with the energy stored in the elements.
  • the warm-up control unit 43 repeats this discharging and charging to generate a battery current I bat , and causes the battery 10 itself to generate heat due to the internal resistance R bat of the battery 10.
  • the element that stores energy in the electric powertrain 11 is the winding 27 of the rotating electric machine 25. That is, the warm-up control unit 43 causes the winding 27 to store energy according to its inductance by energizing the winding 27 from the battery 10. Thereafter, the warm-up control unit 43 stops the power supply to the winding 27 and charges the battery 10 with the energy stored in the winding 27.
  • the warm-up control unit 43 can store the energy discharged by the battery 10 in those elements instead of the windings 27 in the first mode. Also, when the electric powertrain 11 has multiple elements that can be used for the above purposes, the warm-up control unit 43 can store the energy discharged by the battery 10 in those multiple elements.
  • the current that the warm-up control unit 43 passes through the rotating electric machine 25 in the first mode is a so-called d-axis current Id .
  • the d-axis current Id is a current component for generating a magnetic field
  • the q-axis current Iq (not shown) is a current component for generating torque. Therefore, the warm-up control unit 43 applies a voltage to the d-axis of the rotating electric machine 25 and selectively passes or increases the d -axis current Id through the rotating electric machine 25, thereby storing energy in the windings 27 without changing the rotation state of the rotating electric machine 25.
  • FIG. 2 is a graph showing a schematic diagram of the transition of (A) d-axis voltage Vd , (B) d-axis current Id , and (C) battery current Ibat in the first mode.
  • the d-axis voltage Vd is the d-axis component of the voltage input/output to/from the rotating electric machine 25. Note that FIG. 2 shows an example in a state where the rotating electric machine 25 is stopped from rotating.
  • a d-axis voltage Vd in a predetermined direction (positive direction) is applied periodically. That is, as shown in Fig. 2A, the d-axis voltage Vd is applied periodically to the rotating electric machine 25. In this way, the winding 27 repeatedly stores and releases energy in accordance with the cycle in which the battery 10 repeatedly discharges and charges, so that the d-axis current Id of the rotating electric machine 25 also changes periodically, as shown in Fig. 2B. As a result, the battery 10 repeatedly discharges and charges, as shown in Fig. 2C.
  • the positive battery current Ibat represents the discharge of the battery 10
  • the negative battery current Ibat represents the charging of the battery 10.
  • the d-axis current Id flowing through the rotating electric machine 25 in the first mode is referred to as the d-axis current Id1 of the first mode.
  • the frequency of discharge and charge (hereinafter referred to as the discharge/charge frequency f1 ) is relatively high, and the period (discharge/charge period 1/ f1 ) is short. That is, compared to the case where the rotating electric machine 25 is driven to generate torque, the d-axis current Id1 in the first mode is a so-called high-frequency current.
  • the discharge/charge frequency f1 is, for example, in a frequency band as high as a high-frequency noise current (so-called ripple current) superimposed on the d-axis current Id for driving the rotating electric machine 25 to generate torque. Therefore, the warm-up of the battery 10 in the first mode is sometimes referred to as ripple warm-up.
  • the second warm-up mode (hereinafter simply referred to as the second mode) is a warm-up mode in which the battery 10 is warmed up by heat generated in the electric powertrain 11. That is, in the second mode, the warm-up control unit 43 intentionally causes the electric powertrain 11 to generate heat and transports the heat thus generated to the battery 10, thereby warming up the battery 10.
  • the warm-up control unit 43 causes the electric powertrain 11 to generate heat by conduction losses in the rotating electric machine 25 and the inverter 26, switching losses in the inverter 26, etc. Therefore, the electric power supplied by the battery 10 to the electric powertrain 11 is converted into thermal energy in the electric powertrain 11 and consumed.
  • the warm-up control unit 43 can generate heat in the electric powertrain 11, for example, by causing the rotating electric machine 25 and the inverter 26 included in the electric powertrain 11 to generate heat.
  • the warm-up control unit 43 can cause the rotating electric machine 25 to generate heat by passing a d-axis current Id through the rotating electric machine 25 or increasing the d-axis current Id , thereby generating all or a part of the required heat.
  • the warm-up control unit 43 can cause the inverter 26 to generate heat by increasing the carrier frequency f2 used in the inverter 26, for example, above a predetermined frequency that is set in advance to drive the rotating electric machine 25, thereby generating all or a part of the heat that should be generated in the electric powertrain 11.
  • the warm-up control unit 43 causes the rotating electric machine 25 and the inverter 26 to generate heat by passing a d-axis current Id through the rotating electric machine 25 and increasing the carrier frequency f2 of the inverter 26, thereby generating heat in the electric powertrain 11.
  • the warm-up control unit 43 can generate part or all of the heat that should be generated in the electric powertrain 11 by causing components other than the rotating electric machine 25 and the inverter 26 to generate heat.
  • Fig. 3 is a graph showing a schematic transition of the d-axis voltage Vd , the d-axis current Id , and the battery current Ibat in the second mode. Note that Fig. 3 shows an example in a state where the rotating electric machine 25 stops rotating.
  • a substantially constant d-axis voltage Vd is applied to the rotating electric machine 25. Therefore, as shown in Fig. 3B, the d-axis current Id flowing through the rotating electric machine 25 in the second mode is also substantially constant. Furthermore, as shown in Fig. 3C, the battery current Ibat is also substantially constant. Therefore, in the second mode, the battery 10 continues to consume the power that is converted into heat by the rotating electric machine 25 and the like.
  • the d-axis current Id is referred to as the d-axis current Id2 in the second mode.
  • the warm-up of the battery 10 in the second mode is sometimes referred to as d-axis warm-up, since it essentially converts the d-axis current Id into thermal energy.
  • the warm-up control unit 43 (see FIG. 1 ) warms up the battery 10 faster or more energy efficiently by appropriately switching the warm-up mode in the warm-up control of the battery 10 than when one of the warm-up modes is continuously executed. For example, when performing the warm-up control of the battery 10 from a state in which the battery temperature ⁇ 1 is below the lower limit ⁇ min , the warm-up control unit 43 switches the warm-up mode at least once before the battery temperature ⁇ 1 reaches the lower limit ⁇ min . In this embodiment, the warm-up control unit 43 starts warming up the battery 10 in the first mode, and then switches the warm-up mode to the second mode to make the battery temperature ⁇ 1 reach a temperature equal to or higher than the lower limit ⁇ min .
  • the warm-up control unit 43 can control the heat exchange system 12 by the temperature adjustment control unit 13 to warm up the battery 10.
  • the warm-up control unit 43 opens the valve of the second flow path 35, connects the first heat exchange unit 31 and the second heat exchange unit 32, and circulates the heat exchange medium between the first heat exchange unit 31 and the second heat exchange unit 32.
  • the warm-up control unit 43 transports the heat generated in the electric power train 11 to the battery 10.
  • the warm-up control unit 43 closes the valves of the first flow path 34 and the third flow path 36, and disconnects the first heat exchange unit 31 and the second heat exchange unit 32 from the heat exchange medium cooling unit 33. This is to make it difficult to lose the heat generated in the battery 10 and the heat generated in the electric power train 11.
  • FIG. 4 is a block diagram showing the configuration of the warm-up control unit 43.
  • the warm-up control unit 43 includes (1) a first mode calculation unit 51, (2) a second mode calculation unit 52, and (3) a mode switching determination unit 53.
  • the first mode calculation unit 51 calculates command values and the like when the battery 10 is warmed up in the first mode. Specifically, the first mode calculation unit 51 calculates a first current command value I d1 * , a charge/discharge frequency command value f 1 * , a heat generation amount Q 1 , and a first mode efficiency E 1 based on the SOC and battery temperature ⁇ 1 of the battery 10.
  • the first current command value I d1 * is a command value for the d-axis current I d1 in the first mode.
  • the charge/discharge frequency command value f 1 * is a command value for the charge/discharge frequency f 1 in the first mode.
  • the heat generation amount Q 1 is an estimated value of the amount of heat that contributes to the temperature rise of the battery 10 without dissipation, etc., among the heat generated by the battery 10 itself when the battery 10 is warmed up in the first mode.
  • the first mode efficiency E 1 is the energy efficiency when the battery 10 is warmed up in the first mode.
  • the first mode calculation unit 51 includes a first current calculation unit 61, an internal resistance calculation unit 62, and a heat generation amount calculation unit 63.
  • the first current calculation unit 61 calculates a first current command value I d1 * and a discharge/charge frequency command value f 1 * based on the SOC and battery temperature ⁇ 1 of the battery 10.
  • the first current calculation unit 61 calculates the first current command value I d1 * and the discharge/charge frequency command value f 1 * corresponding to the detected SOC and battery temperature ⁇ 1 by referring to a multidimensional map (hereinafter referred to as a first map) that associates the SOC and battery temperature ⁇ 1 with the first current command value I d1 * and the discharge/charge frequency command value f 1 * , for example.
  • the first map (not shown) is determined by adaptation based on, for example, an experiment or a simulation.
  • the first map is stored in advance in the first current calculation unit 61 or another storage device not shown.
  • the first map sets a combination of the first current command value I d1 * and the charge/discharge frequency command value f 1 * so as to maximize the d-axis current I d1 in the first mode within a range that does not cause precipitation (so-called electrodeposition) of lithium ions and the like due to discharging and charging the battery 10 .
  • the higher the battery temperature ⁇ 1 the larger the d-axis current I d1 in the first mode may be.
  • the higher the SOC the smaller the d-axis current I d1 in the first mode needs to be. Therefore, in the first map, the higher the battery temperature ⁇ 1 and the lower the SOC, the larger the first current command value I d1 * .
  • the lower the battery temperature ⁇ 1 and the higher the SOC the smaller the first current command value I d1 * .
  • the heat generation Q 1 due to the internal resistance R bat of the battery 10 is maximized while suppressing electrolytic deposition.
  • the internal resistance calculation unit 62 calculates the internal resistance R bat of the battery 10 based on the SOC and battery temperature ⁇ 1 of the battery 10.
  • the internal resistance calculation unit 62 calculates the internal resistance R bat corresponding to the detected SOC and battery temperature ⁇ 1 by, for example, referring to a multidimensional map (hereinafter referred to as a second map) that associates the SOC and battery temperature ⁇ 1 with the internal resistance R bat of the battery 10.
  • the second map (not shown) is determined by adaptation based on, for example, experiments or simulations.
  • the second map is stored in advance in the internal resistance calculation unit 62 or another storage device (not shown).
  • the heat generation amount calculation unit 63 calculates the heat generation amount Q1 and the first mode efficiency E1 based on the first current command value I d1 * calculated by the first current calculation unit 61 and the internal resistance R bat calculated by the internal resistance calculation unit 62.
  • the heat generation amount calculation unit 63 calculates the heat generation amount Q1 and the first mode efficiency E1 corresponding to the first current command value I d1 * and the internal resistance R bat by, for example, referring to a multidimensional map (hereinafter referred to as a third map) that associates the first current command value I d1 * and the internal resistance R bat with the heat generation amount Q1 and the first mode efficiency E1 .
  • the third map (not shown) is determined by adaptation based on, for example, experiments or simulations.
  • the third map is stored in advance in the heat generation amount calculation unit 63 or another storage device (not shown).
  • the third map outputs a larger heat generation amount Q1 as the first current command value I d1 * and the internal resistance R bat are larger.
  • the first mode efficiency E 1 is approximately constant regardless of the first current command value I d1 * and the internal resistance R bat .
  • Second mode calculation unit 52 calculates command values and the like when warming up the battery 10 in the second mode. Specifically, the second mode calculation unit 52 calculates a second current command value I d2 * , a carrier frequency command value f 2 * , a transported heat amount Q 2 , and a second mode efficiency E 2 based on the SOC and ePT temperature ⁇ 2 of the battery 10.
  • the second current command value I d2 * is a command value for the d-axis current I d2 in the second mode.
  • the carrier frequency command value f 2 * is a command value for the carrier frequency f 2 of the inverter 26.
  • the transported heat amount Q 2 is an estimated value of the amount of heat that can be transported from the electric power train 11 to the battery 10 in the second mode, that is, the amount of heat (amount of heat received) that can be received by the battery 10 out of the heat generated in the electric power train 11. Therefore, the transported heat amount Q 2 is the heat that contributes to the temperature rise of the battery 10 out of the heat generated in the electric power train 11.
  • the second mode efficiency E2 is the energy efficiency when warming up the battery 10 in the second mode.
  • the second mode calculation unit 52 includes a second current calculation unit 64 and a transported heat amount calculation unit 65.
  • the second current calculation unit 64 calculates the second current command value I d2 * and the carrier frequency command value f 2 * based on the ePT temperature ⁇ 2.
  • the second current command value I d2 * is maximized, for example, as long as the heat resistance and other durability of the rotating electric machine 25 and the inverter 26 (particularly the switching elements) allow.
  • the carrier frequency command value f 2 * is maximized, for example, as long as the heat resistance and other durability of the inverter 26 allow.
  • the second current calculation unit 64 outputs, in principle, the maximum second current command value I d2 * and carrier frequency command value f 2 * that can be set. Then, for example, when the ePT temperature ⁇ 2 is high and there is a risk that the rotating electric machine 25 or the inverter 26 will exceed the heat resistance limit, the second current calculation unit 64 limits the second current command value I d2 * and carrier frequency command value f 2 * according to the ePT temperature ⁇ 2. Therefore, for example, when the electric vehicle 100 is in a low temperature environment and the electric powertrain 11 is cold, the second current calculation unit 64 outputs the maximum second current command value I d2 * and carrier frequency command value f 2 * that can be set. As a result, the heat generated by the electric powertrain 11 in the second mode is maximized.
  • the transported heat quantity calculation unit 65 calculates the transported heat quantity Q2 and the second mode efficiency E2 based on the battery temperature ⁇ 1 and the ePT temperature ⁇ 2 .
  • the transported heat quantity calculation unit 65 calculates the transported heat quantity Q2 and the second mode efficiency E2 corresponding to the battery temperature ⁇ 1 and the ePT temperature ⁇ 2, for example, by referring to a multidimensional map (hereinafter referred to as a fourth map) that associates the battery temperature ⁇ 1 and the ePT temperature ⁇ 2 with the transported heat quantity Q2 and the second mode efficiency E2 .
  • the fourth map (not shown) is determined by adaptation, for example, based on an experiment or a simulation.
  • the fourth map is stored in advance in the transported heat quantity calculation unit 65 or another storage device (not shown).
  • the fourth map outputs a larger transported heat quantity Q2 as the ePT temperature ⁇ 2 and the battery temperature ⁇ 1 are higher. Also, the larger the difference ⁇ (not shown) between the battery temperature ⁇ 1 and the ePT temperature ⁇ 2 , the higher the second mode efficiency E2. Therefore, the fourth map outputs a larger second mode efficiency E2 as the difference ⁇ between the battery temperature ⁇ 1 and the ePT temperature ⁇ 2 is higher. Note that, in reality, a delay (thermal time constant ⁇ Q ) occurs in the transport of heat from the electric powertrain 11 to the battery 10. The fourth map is set in consideration of this delay in addition to the amount of heat dissipated during heat transport.
  • Mode Switching Determination Unit 53 determines whether or not the warm-up mode needs to be switched and the timing of the switch. Then, depending on the result of the determination, the mode switching determination unit 53 outputs, for example, a signal indicating the setting of the warm-up mode (hereinafter, warm-up mode setting S mode ), a frequency command value f * , and a current command value I d * .
  • the warm-up mode setting S mode indicates the selection of the first mode or the second mode, that is, whether or not the warm-up mode needs to be switched and the timing thereof.
  • the frequency command value f * output by the mode switching determination unit 53 is the charge/discharge frequency command value f * or the carrier frequency command value f * .
  • the frequency command value f* is the charge/discharge frequency command value f*
  • the frequency command value f * is the carrier frequency command value f * .
  • the current command value I d * output by the mode switching determination unit 53 is the first current command value I d1 * or the second current command value I d2 * .
  • the current command value I d * is the first current command value I d1 *
  • the current command value I d * is the second current command value I d2 * .
  • the mode switching determination unit 53 inputs the warm-up mode setting S mode , the frequency command value f * , and the current command value I d * to the rotating electric machine control unit 42. As a result, the rotating electric machine control unit 42 drives the rotating electric machine 25 and the inverter 26 in accordance with the selected warm-up mode.
  • the mode switching determination unit 53 also inputs the warm-up mode setting S mode to the temperature adjustment control unit 13. As a result, the temperature adjustment control unit 13 controls the pump of the heat exchange system 12 and the valves in each flow path 34, 35, 36 in accordance with the selected warm-up mode, thereby changing the circulation of the heat exchange medium in accordance with the selected warm-up mode.
  • the mode switching determination unit 53 can determine switching of the warm-up mode based on the amount of heat generated Q1 and the amount of heat transported Q2 . In this case, the amount of heat generated Q1 and the amount of heat transported Q2 are compared, and the warm-up mode with the larger amount of heat is selected. That is, when the amount of heat generated Q1 becomes larger than the amount of heat transported Q2 , the first mode is selected, and when the amount of heat transported Q2 becomes larger than the amount of heat generated Q1 , the second mode is selected.
  • the mode switching determination unit 53 can determine switching of the warm-up mode based on the first mode efficiency E1 and the second mode efficiency E2 .
  • the first mode efficiency E1 and the second mode efficiency E2 are compared, and the warm-up mode with the higher efficiency is selected. That is, when the first mode efficiency E1 is greater than the second mode efficiency E2 , the first mode is selected, and when the second mode efficiency E2 is greater than the first mode efficiency E1 , the second mode is selected.
  • the mode switching determination unit 53 can change the method of determining whether to switch the warm-up mode depending on, for example, the setting.
  • the settings of the mode switching determination unit 53 include, for example, a warm-up speed priority setting and an efficiency priority setting.
  • the warm-up speed priority setting is a setting in which the warm-up mode switching is determined based on the heat generation amount Q1 and the transported heat amount Q2 .
  • the efficiency priority setting is a setting in which the warm-up mode switching is determined based on the first mode efficiency E1 and the second mode efficiency E2 .
  • the mode switching determination unit 53 selects the first mode when starting to warm up the battery 10, and then switches the selected warm-up mode to the second mode according to the above-mentioned determination conditions.
  • FIG. 5 is a graph showing a schematic diagram of the transition of the heat quantity and efficiency in each mode after the start of warm-up.
  • FIG. 5(A) shows the total heat quantity ⁇ H1 and the heat generation quantity Q1 in the first mode.
  • the total heat quantity ⁇ H1 is the total quantity of heat generated in the first mode
  • the heat generation quantity Q1 is the heat that contributes to the temperature rise of the battery 10 out of the total heat quantity ⁇ H1 , as described above.
  • FIG. 5(B) shows the first mode efficiency E1 .
  • FIG. 5(C) shows the total heat quantity ⁇ H2 and the transported heat quantity Q2 in the second mode.
  • the total heat quantity ⁇ H2 is the total quantity of heat generated in the second mode
  • the transported heat quantity Q2 is the heat that contributes to the temperature rise of the battery 10 out of the total heat quantity ⁇ H2 , as described above.
  • FIG. 5(D) shows the second mode efficiency E2 .
  • the first mode efficiency E1 is maintained relatively high. Therefore, in the first mode, the battery 10 can be warmed up quickly and efficiently, but since the total heat amount ⁇ H1 and the corresponding heat generation amount Q1 are small, it takes time to warm up the battery 10.
  • the total heat quantity ⁇ H2 is relatively large. Therefore, in the second mode, the total heat quantity ⁇ H2 and the corresponding transported heat quantity Q2 are large, so that the battery 10 can be warmed up quickly and efficiently after a certain time has passed since the start of warm-up.
  • the transported heat quantity Q2 is small. This is because, if the electric powertrain 11 is cold, heat is taken up to increase the temperature of the electric powertrain 11 itself and cannot contribute to increasing the temperature of the battery 10. Therefore, in the second mode, the battery 10 is difficult to warm up and the energy efficiency is poor during the period from the start of warm-up to the time the electric powertrain 11 warms up.
  • the warm-up mode is switched as follows from the perspective of warm-up speed or energy efficiency.
  • FIG. 6 is a graph showing the switching of the warm-up mode in the warm-up speed priority setting.
  • FIG. 6(A) shows the transition of the heat quantity when the warm-up mode is switched with priority given to the warm-up speed.
  • the generated heat quantity Q1 and the transported heat quantity Q2 are shown by two-dot chain lines, and the heat quantity actually received by the battery 10 and contributing to warm-up (hereinafter referred to as the received heat quantity Q) is shown by a solid line.
  • FIG. 6(B) shows the transition of the energy efficiency when the warm-up mode is switched with priority given to the warm-up speed.
  • the first mode efficiency E1 and the second mode efficiency E2 are shown by two-dot chain lines, and the actual energy efficiency E in the warm-up speed priority setting is shown by a solid line.
  • the warm-up mode is switched based on the amount of heat (amount of heat generated Q1 and amount of heat transported Q2 ). That is, after warm-up is started in the first mode, the warm-up mode is switched to the second mode at time t1 when the amount of heat transported Q2 in the second mode becomes equal to or greater than the amount of heat generated Q1 in the first mode.
  • the battery 10 when the warm-up of the battery 10 is started in the first mode, the battery 10 itself generates a heat amount Q1 , thereby warming up the battery 10.
  • electricity is applied to the electric power train 11 to generate the battery current Ibat , so that heat is also generated in the electric power train 11.
  • the heat generated in the electric power train 11 in the first mode is approximately the same as the heat generated in the electric power train 11 in the second mode. Therefore, the transported heat amount Q2 increases over time from the start of the warm-up of the battery 10, similar to the case where the warm-up is started in the second mode, and at time t1 , the transported heat amount Q2 reaches the heat amount Q1 .
  • the warm-up mode is switched from the first mode to the second mode.
  • the heat reception amount Q of the battery 10 becomes higher than when the first mode is continued. Therefore, the battery temperature ⁇ 1 reaches the target temperature (lower limit ⁇ min ) earlier than when the first mode is continued.
  • the warm-up speed priority setting prioritizes increasing the battery temperature ⁇ 1 quickly over suppressing the power consumption of the battery 10 by maintaining a high energy efficiency E of the warm-up control by using the heat generation amount Q1 and the transported heat amount Q2 (i.e., the received heat amount Q ) as the criteria for switching the warm-up mode.
  • the energy efficiency E is ultimately improved beyond the first mode efficiency E1 . Therefore, the overall energy efficiency (e.g., the integral value of the energy efficiency E) until the battery temperature ⁇ 1 reaches the target temperature is higher than the case where the battery temperature ⁇ 1 reaches the target temperature by continuing only the first mode or the second mode.
  • the battery temperature ⁇ 1 can be made to reach the target temperature particularly quickly, and the energy efficiency of warm-up is improved.
  • FIG. 7 is a graph showing the switching of the warm-up mode in the efficiency priority setting.
  • FIG. 7(A) shows the transition of the heat quantity when the warm-up mode is switched with priority given to energy efficiency.
  • FIG. 7(A) similar to FIG. 6(A), the generated heat quantity Q1 and the transported heat quantity Q2 are shown by two-dot chain lines, and the heat received quantity Q of the battery 10 is shown by a solid line.
  • FIG. 7(B) shows the transition of the energy efficiency when the warm-up mode is switched with priority given to energy efficiency.
  • the first mode efficiency E1 and the second mode efficiency E2 are shown by two-dot chain lines, and the actual energy efficiency E in the warm-up speed priority setting is shown by a solid line.
  • the warm-up mode is switched based on the energy efficiency of warm-up (first mode efficiency E1 and second mode efficiency E2 ). That is, after warm-up is started in the first mode, the warm-up mode is switched to the second mode at time t2 when the second mode efficiency E2 , which is the energy efficiency of the second mode, becomes equal to or higher than the first mode efficiency E1 , which is the energy efficiency of the first mode. Therefore, in the efficiency-priority setting, the energy efficiency E of warm-up is maintained at least equal to or higher than the first mode efficiency E1, and the energy efficiency E is further improved by switching the warm-up mode.
  • the warm-up mode is switched later than in the warm-up speed priority setting. Specifically, as shown in Fig. 7A, in the warm-up speed priority setting, the warm-up mode is switched to the second mode at time t1 , but in the efficiency priority setting, the warm-up mode is switched at time t2 later than this.
  • the efficiency-priority setting prioritizes maintaining a high energy efficiency E of the warm-up control over quickly increasing the battery temperature ⁇ 1 by using the first mode efficiency E1 and the second mode efficiency E2 (i.e., the energy efficiency E) as the warm-up mode switching criteria.
  • the amount of received heat Q is generally maintained equal to or greater than the amount of generated heat Q1 . Therefore, the battery temperature ⁇ 1 reaches the target temperature faster than when the battery temperature ⁇ 1 is made to reach the target temperature by continuing only either the first mode or the second mode. That is, according to the efficiency-priority setting, the energy efficiency E of warm-up is particularly improved, and the battery temperature ⁇ 1 can be made to reach the target temperature sooner.
  • Fig. 8 is a flow chart relating to switching of the warm-up mode.
  • warm-up of the battery 10 is started in the first mode in step S10.
  • the state detection unit 41 acquires the SOC, battery temperature ⁇ 1 , ePT temperature ⁇ 2 , etc. of the battery 10.
  • the warm-up control unit 43 calculates the heat generation amount Q1 , the first mode efficiency E1 , the transported heat amount Q2 , and the second mode efficiency E2 based on the SOC, battery temperature ⁇ 1 , and ePT temperature ⁇ 2 of the battery 10.
  • the warm-up control unit 43 performs a warm-up mode switching determination in accordance with the setting, and switches the warm-up mode to the second mode. Specifically, if the setting related to the warm-up mode switching determination is a warm-up speed priority setting in step S13, the process proceeds to step S14, where the warm-up control unit 43 compares the heat generation amount Q1 with the transported heat amount Q2 . If the transported heat amount Q2 is equal to or greater than the heat generation amount Q1 in step S14, the process proceeds to step S16, where the warm-up control unit 43 switches the warm-up mode to the second mode. Note that, in step S14, while the transported heat amount Q2 is smaller than the heat generation amount Q1 , the warm-up mode is maintained in the first mode.
  • step S15 the warm-up control unit 43 compares the first mode efficiency E1 with the second mode efficiency E2 . If the second mode efficiency E2 is equal to or greater than the first mode efficiency E1 in step S15, the process further proceeds to step S16, where the warm-up control unit 43 switches the warm-up mode to the second mode. Note that, in step S15, while the second mode efficiency E2 is smaller than the first mode efficiency E1 , the warm-up mode is maintained in the first mode.
  • the battery 10 is warmed up more quickly and with more energy efficiency than when the battery 10 is warmed up in either the first or second warm-up mode.
  • the method of determining whether to switch the warm-up mode is changed depending on whether the warm-up speed priority setting or the efficiency speed priority setting is set, but this is not limited to the above. Only one of the warm-up mode switching methods, the warm-up speed priority setting or the efficiency priority setting, may be implemented in the electric vehicle 100. In this case, the warm-up control unit 43 only needs to calculate which of the heat generation amount Q1 and the transported heat amount Q2 , or the first mode efficiency E1 and the second mode efficiency E2 , is to be used.
  • the warm-up of the battery 10 is started in the first mode, but this is not limited thereto.
  • the warm-up of the battery 10 may be started in the second mode.
  • the warm-up mode it is preferable to switch the warm-up mode based on the heat generation amount Q1 and the transported heat amount Q2 (i.e., the received heat amount Q) or based on the first mode efficiency E1 and the second mode efficiency E2 (i.e., the energy efficiency E). This improves the warm-up speed and the energy efficiency of the warm-up.
  • a typical scene in which warming up the battery 10 should be performed is a scene in which the electric vehicle 100 is about to start from a state in which both the battery 10 and the electric powertrain 11 are cold, and the balance between the heat generation amount Q1 , the transported heat amount Q2 , the first mode efficiency E1 , and the second mode efficiency E2 is often as shown in Figs. 5 to 7.
  • the warm-up mode is switched once, but depending on the actual situation, the warm-up mode may be switched two or more times.
  • the warm-up mode switching criteria may be the heat generation amount Q1 and the transported heat amount Q2 (i.e., the received heat amount Q), or the first mode efficiency E1 and the second mode efficiency E2 (i.e., the energy efficiency E), as in the above embodiment.
  • the flow path of the heat exchange medium in the heat exchange system 12 is controlled as follows.
  • step S20 when the battery 10 is warmed up, in step S20, the first heat exchange section 31 and the second heat exchange section 32 are disconnected from the heat exchange medium cooling section 33. In addition, in step S21, the first heat exchange section 31 is also disconnected from the second heat exchange section 32. As a result, both the first heat exchange section 31 and the second heat exchange section 32 are isolated. Therefore, the heat (total heat amount ⁇ H 1 ) generated in the battery 10 is less likely to be taken by the first heat exchange section 31. As a result, the heat amount Q 1 is increased, and the first mode efficiency E 1 is increased. In addition, the heat (total heat amount ⁇ H 2 ) generated in the electric power train 11 is less likely to be taken by the second heat exchange section 32. As a result, the electric power train 11 is warmed up quickly.
  • step S22 warming up of the battery 10 is started in the first mode.
  • step S23 as in the above embodiment, a determination is made to switch the warming mode based on the heat generation amount Q1 and the transported heat amount Q2 , or based on the first mode efficiency E1 and the second mode efficiency E2 .
  • the process proceeds to step S24, where the first heat exchanger 31 and the second heat exchanger 32 are connected. This makes it easier for heat generated in the electric power train 11 to be transported to the battery 10 via the first heat exchanger 31 and the second heat exchanger 32. That is, the transported heat amount Q2 and the second mode efficiency E2 are larger than when the first heat exchanger 31 and the second heat exchanger 32 are not connected.
  • the warm-up mode switching determination uses the heat generation amount Q1 and the first mode efficiency E1 when the first heat exchange unit 31 and the second heat exchange unit 32 are not connected, and the transported heat amount Q2 and the second mode efficiency E2 when the first heat exchange unit 31 and the second heat exchange unit 32 are connected.
  • the battery 10 is warmed up quickly and with good energy efficiency. This is because the heat generated in the battery 10 is difficult to dissipate in the first mode, and the transported heat quantity Q2 is large in the second mode.
  • FIG. 10 is a flowchart relating to the flow path control of the modified example.
  • step S30 the first heat exchange section 31 and the second heat exchange section 32 are disconnected from the heat exchange medium cooling section 33. Meanwhile, in step S31, the first heat exchange section 31 and the second heat exchange section 32 are connected. That is, in this example, regardless of whether the warm-up mode is the first mode or the second mode, heat is transported between the battery 10 and the electric powertrain 11 via the first heat exchange section 31 and the second heat exchange section 32 from the start of warm-up.
  • step S32 warming up of the battery 10 is started in the first mode.
  • step S33 a determination is made to switch the warming mode based on the heat generation amount Q1 and the transported heat amount Q2 , or based on the first mode efficiency E1 and the second mode efficiency E2 .
  • step S33 when a condition for switching to the second mode is satisfied, the process proceeds to step S34, where the warming mode is switched to the second mode.
  • the first heat exchange unit 31 and the second heat exchange unit 32 are connected when starting to warm up the battery 10, heat is transported between the battery 10 and the electric powertrain 11 via the first heat exchange unit 31 and the second heat exchange unit 32 from the start of warming up. As a result, a part of the heat dissipated from the battery 10 in the first mode warms the electric powertrain 11, and the timing of switching to the second mode is advanced. As a result, the battery temperature ⁇ 1 reaches the target temperature particularly quickly, and the energy efficiency until the battery temperature ⁇ 1 reaches the target temperature is particularly improved.
  • the battery 10 is warmed up particularly quickly and efficiently. In other words, the warm-up speed and energy efficiency in the first mode are improved.
  • FIG. 11 is a flowchart relating to the flow path control of the modified example.
  • step S40 the first heat exchange section 31 and the second heat exchange section 32 are disconnected from the heat exchange medium cooling section 33.
  • step S41 the first heat exchange section 31 and the second heat exchange section 32 are disconnected.
  • step S42 warming up of the battery 10 is started in the first mode.
  • step S43 the first heat exchange unit 31 and the second heat exchange unit 32 are connected. That is, in this example, after warming up of the battery 10 is started in the first mode, the first heat exchange unit 31 and the second heat exchange unit 32 are connected before the warm-up mode is switched to the second mode, and heat transport is started between the battery 10 and the electric powertrain 11 during the first mode.
  • step S44 a determination is made to switch the warm-up mode based on the heat generation amount Q1 and the transported heat amount Q2 , or based on the first mode efficiency E1 and the second mode efficiency E2 .
  • step S45 the warm-up mode is switched to the second mode.
  • the advantages of the flow control in FIG. 9 and the flow control of the modified example in FIG. 10 can be obtained.
  • the battery 10 is warmed up quickly and with good energy efficiency.
  • the battery warm-up method is a battery warm-up method for warming up the battery 10 in the electric vehicle 100 when the temperature ( ⁇ 1 ) of the battery 10 that supplies power to the electric powertrain 11 is lower than a predetermined temperature ( ⁇ min ) or when the temperature ( ⁇ 1 ) of the battery 10 is expected to become lower than the predetermined temperature ( ⁇ min ).
  • This battery warm-up method includes, as warm-up modes for warming up the battery 10, a first mode in which the battery 10 is warmed up by heat (Q 1 ) generated by the battery 10 itself, and a second mode in which the battery is warmed up by heat (Q 2 ) generated by the electric powertrain 11. Then, the first mode and the second mode are switched between before the temperature ( ⁇ 1 ) of the battery 10 reaches the predetermined temperature ( ⁇ min ).
  • the battery 10 is warmed up more quickly and with more energy efficiency than when the battery 10 is warmed up in either the first or second warm-up mode.
  • warm-up of the battery 10 is started in the first mode, and the warm-up mode is switched from the first mode to the second mode before the temperature ( ⁇ 1 ) of the battery 10 reaches the predetermined temperature ( ⁇ min ).
  • a typical scenario in which the battery 10 should be warmed up is when the electric vehicle 100 is about to start from a state in which both the battery 10 and the electric power train 11 are cold. Furthermore, the balance among the heat generation amount Q1 , the transported heat amount Q2 , the first mode efficiency E1 , and the second mode efficiency E2 is often as shown in Figures 5 to 7. Therefore, as described above, by starting the warm-up of the battery 10 in the first mode and then switching the warm-up mode to the second mode, the battery 10 is warmed up quickly and with good energy efficiency.
  • the heat generation amount Q1 of the battery 10 in the first mode is calculated, and the transported heat amount Q2 , which is the amount of heat transported from the electric power train 11 to the battery 10, is calculated in the second mode. Then, when the transported heat amount Q2 becomes equal to or greater than the heat generation amount Q1 , the warm-up mode is switched from the first mode to the second mode.
  • the battery temperature ⁇ 1 can reach the target temperature particularly quickly, and the energy efficiency of the warm-up is also improved.
  • a first mode efficiency E1 is calculated, which is the energy efficiency when the battery 10 itself is caused to generate heat in the first mode
  • a second mode efficiency E2 is calculated, which is the energy efficiency when the electric powertrain 11 is caused to generate heat and the heat is transported from the electric powertrain 11 to the battery 10, in the second mode.
  • the warm-up energy efficiency E can be particularly improved, and the battery temperature ⁇ 1 can be made to reach the target temperature more quickly.
  • the first heat exchange unit 31 that exchanges heat with the battery 10 and the second heat exchange unit 32 that exchanges heat with the electric powertrain 11 are connected, and the heat generated in the electric powertrain 11 is transported to the battery 10 by a medium (heat exchange medium) that flows commonly through the first heat exchange unit 31 and the second heat exchange unit 32.
  • the battery 10 when the battery 10 is warmed up at least in the second mode, the heat generated in the electric power train 11 is transported to the battery 10, so that the battery 10 is warmed up particularly quickly and efficiently in the second mode. Furthermore, throughout the entire warm-up process by switching between the first mode and the second mode, the battery 10 is warmed up quickly and energy-efficiently.
  • the first heat exchange unit 31 and the second heat exchange unit 32 can be connected when starting to warm up the battery 10.
  • the battery temperature ⁇ 1 reaches the target temperature particularly quickly, and the energy efficiency until the battery temperature ⁇ 1 reaches the target temperature is particularly improved. Also, the warm-up speed and energy efficiency in the first mode are improved.
  • the first heat exchange unit 31 and the second heat exchange unit 32 can be connected before switching the warm-up mode from the first mode to the second mode.
  • the warm-up speed and energy efficiency are improved in the first and second modes. Therefore, throughout the entire warm-up process by switching between the first and second modes, the battery 10 is warmed up quickly and with good energy efficiency.
  • the battery 10 is warmed up quickly and efficiently without the need for providing new elements for the first mode.
  • the d-axis current I d2 is caused to flow through the rotating electric machine 25 included in the electric powertrain 11 , thereby causing heat to be generated in the electric powertrain 11 .
  • the carrier frequency f2 used in the inverter 26 that drives the rotating electric machine 25 is increased to be higher than a predetermined frequency that is set in advance to drive the rotating electric machine 25, thereby generating heat in the inverter 26.
  • the battery 10 is warmed up quickly and efficiently in the second mode.
  • the battery warm-up device is a battery warm-up device (controller 14) that warms up the battery 10 when the temperature ( ⁇ 1 ) of the battery 10 that supplies power to the electric powertrain 11 in an electric vehicle 100 is lower than a predetermined temperature ( ⁇ min ) or when the temperature ( ⁇ 1 ) of the battery 10 is expected to become lower than the predetermined temperature ( ⁇ min ).
  • This control device has, as warm-up modes for warming up the battery 10, a first mode in which the battery 10 is warmed up by heat generated by the battery 10 itself, and a second mode in which the battery 10 is warmed up by heat generated by the electric powertrain 11. Then, the first mode and the second mode are switched over before the temperature of the battery 10 reaches the predetermined temperature ( ⁇ min ).
  • the battery 10 is warmed up more quickly and with more energy efficiency than when the battery 10 is warmed up in either the first or second warm-up mode.

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JP5849917B2 (ja) * 2012-09-28 2016-02-03 株式会社豊田自動織機 電気自動車におけるバッテリ昇温制御装置
JP2016213102A (ja) * 2015-05-12 2016-12-15 株式会社デンソー バッテリ暖気装置
JP2020125006A (ja) * 2019-02-04 2020-08-20 トヨタ自動車株式会社 ハイブリッド車両の制御装置

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WO2026047948A1 (ja) * 2024-08-29 2026-03-05 日産自動車株式会社 電動車両の制御方法、及び、電動車両の制御装置

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