Hybrid vehicle

Abstract

To enable detection of temperature rise of electronic equipment disposed in a battery pack due to radiation heat in an exhaust passage.SOLUTION: A battery pack 50 disposed on the underfloor of a hybrid vehicle 1 includes: a battery stuck 55 where battery cells are laminated; a battery ECU51 and a monitoring unit 52. A temperature sensor 53 fitted to a flue gas passage 94 is disposed at a position between the battery ECU51 and the monitoring unit 52, and an exhaust pipe 21. The temperature sensor 53 is disposed between the battery ECU51 and the monitoring unit 52, and the exhaust pipe 21, and therefore favorably detects the temperature rise of the battery ECU 51 and the monitoring unit 52 due to radiation heat from the exhaust pipe 21.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a hybrid vehicle.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2021-109577 (Patent Document 1) discloses a technique for diagnosing the presence or absence of an abnormality in a cooling device that cools a battery pack mounted on a hybrid vehicle. In this Patent Document 1, a plurality of temperature sensors for detecting the temperature TB of each battery stack are provided. Then, the presence or absence of an abnormality in the cooling device is diagnosed using the temperature TB of the battery stack detected by a temperature sensor not affected by the radiant heat of the exhaust pipe.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In addition to the battery stack, electronic devices such as a battery ECU (Electronic Control Unit) and a monitoring unit may be arranged inside the battery pack. Due to the radiant heat of the exhaust pipe (exhaust passage) through which the exhaust gas flows, the internal temperature of the battery pack may rise and exceed the operating guarantee temperature of the electronic device.

[0005] An object of the present disclosure is to enable detection of a temperature rise of an electronic device arranged in a battery pack due to the radiant heat of an exhaust passage.

Means for Solving the Problems

[0006] The hybrid vehicle of the present disclosure is a hybrid vehicle including an internal combustion engine, an exhaust passage through which exhaust gas discharged from the internal combustion engine flows, and a battery pack disposed under the floor of the vehicle. The battery pack includes a battery stack in which battery cells are stacked, electronic devices, and a temperature sensor disposed at a position between the electronic devices and the exhaust passage.

[0007] According to this configuration, the battery pack may be heated by the radiant heat of the exhaust passage, and the temperature of the electronic devices may rise. Since the temperature sensor is disposed at a position between the electronic devices and the exhaust passage, it can preferably detect the temperature rise of the electronic devices due to the radiant heat.

[0008] Preferably, the battery pack further includes a smoke exhaust passage that discharges the gas released from the battery cells to the outside of the battery pack, and the temperature sensor may be a temperature sensor provided in the smoke exhaust passage.

[0009] The battery cells are provided with a safety valve or the like that vents (releases) the gas to the outside of the battery cells when the internal pressure abnormally rises due to gas generation during an abnormality or the like. A smoke exhaust passage for discharging the gas released from the battery cells to the outside of the battery pack is formed in the battery pack. A temperature sensor for detecting that gas has been discharged from the battery cells is provided in the smoke exhaust passage. According to this configuration, it is possible to detect the temperature rise of the electronic devices due to the radiant heat by using the temperature sensor for smoke exhaust detection provided in the smoke exhaust path, so that it is not necessary to provide a new temperature sensor.

[0010] Preferably, the hybrid vehicle further includes a control device, and the control device may execute high-temperature processing when the temperature detected by the temperature sensor is equal to or higher than a predetermined temperature. In this case, the predetermined temperature may be set lower than the temperature detected by the temperature sensor when gas is released from the battery cells.

[0011] According to this configuration, when the temperature detected by the temperature sensor is equal to or higher than a predetermined temperature, the control device executes high-temperature processing. The high-temperature processing may be, for example, storing a diagnostic code indicating that the electronic device was in a high-temperature situation. During the service of a hybrid vehicle, by referring to the diagnostic code with a service tool, it is possible to know that the electronic device was in a high-temperature situation.

[0012] By setting the predetermined temperature to be lower than the temperature detected by the temperature sensor when gas is released from the battery cell, it is possible to store, as a diagnostic code, that the temperature of the electronic device has risen due to the radiant heat of the exhaust passage rather than the temperature rise caused by the gas discharged from the battery cell.

Advantages of the Invention

[0013] According to the present disclosure, it is possible to detect an increase in the temperature of an electronic device disposed in a battery pack due to the radiant heat of the exhaust passage.

Brief Description of the Drawings

[0014]

Figure 1

Figure 2

Figure 3

Figure 4

Embodiments for Carrying Out the Invention

[0015] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their descriptions will not be repeated.

[0016] FIG. 1 is a diagram schematically showing the overall configuration of a hybrid vehicle 1 according to the present embodiment. FIG. 1 shows a situation where the hybrid vehicle 1 and the charging facility 5 are electrically connected by a charging cable 3, and the hybrid vehicle 1 and the charging facility 9 are electrically connected by a charging cable 7.

[0017] The charging facility 5 is, for example, an ordinary charger installed in a general household. The charging facility 5 outputs AC power supplied from the utility power, which is an external power source, to the hybrid vehicle 1. The charging facility 9 is a rapid charger that converts the AC power of the utility power, which is an external power source, into DC power and outputs it to the hybrid vehicle 1. When the hybrid vehicle 1 is externally charged, either one of the charging facility 5 or the charging facility 9 and the hybrid vehicle 1 are electrically connected by a charging cable.

[0018] In the present embodiment, the hybrid vehicle 1 is a plug-in hybrid vehicle that can be externally charged. Note that the hybrid vehicle 1 may be a hybrid vehicle that does not use external charging. The hybrid vehicle 1 includes a motor generator 101, a motor generator 102, an engine 103, a power split device 104, drive wheels 105, a power control unit (PCU) 106, an air conditioner 107, a system main relay (SMR) 108, a battery pack (power storage device) 50, charging relays 110 and 120, a power conversion device 111, inlets 112 and 122, and a control unit (ECU) 116.

[0019] Each of the motor generators 101 and 102 is, for example, a three-phase AC rotating electric machine. The motor generator 101 is connected to the crankshaft of the engine 103 via the power split device 104. The motor generator 101 rotates the crankshaft of the engine 103 using the power of the battery pack 50 when starting the engine 103. Also, the motor generator 101 can generate electricity using the power of the engine 103. The AC power generated by the motor generator 101 is converted into DC power by the PCU 106 and charged into the battery pack 50. Also, the AC power generated by the motor generator 101 may be supplied to the motor generator 102.

[0020] The motor generator 102 rotates the drive shaft using at least one of the power from the battery pack 50 and the power generated by the motor generator 101. Also, the motor generator 102 can generate electricity by regenerative braking. The AC power generated by the motor generator 102 is converted into DC power by the PCU 106 and charged into the battery pack 50.

[0021] The engine 103 is an internal combustion engine such as a gasoline engine or a diesel engine, and is controlled according to a control signal from the control ECU 116. The engine 103 includes an exhaust system 20 for purifying the exhaust gas discharged from the engine 103, reducing exhaust noise, etc. The exhaust system 20 consists of an exhaust passage (exhaust pipe) 21 and includes an exhaust purification catalyst 211, a waste heat recovery device 212, a muffler 213, etc. The waste heat recovery device 212 recovers exhaust heat energy and is used for heating the air conditioner 107, etc.

[0022] The power split device 104 is, for example, a planetary gear mechanism, and splits the power generated by the engine 103 into the power transmitted to the drive wheels 105 and the power transmitted to the motor generator 101.

[0023] The PCU 106 converts the DC power stored in the battery pack 50 into AC power according to the control signal from the control ECU 116 and supplies it to the motor generators 101 and 102. Also, the PCU 106 converts the AC power generated by the motor generators 101 and 102 into DC power and supplies it to the battery pack 50.

[0024] The electric compressor of the air conditioner 107 is electrically connected between the PCU 106 and the SMR 108. The air conditioner 107 may be an air conditioner that forms a refrigeration cycle by the electric compressor.

[0025] The SMR 108 is electrically connected to the power line connecting the PCU 106 and the battery pack 50. The SMR 108 switches the supply and cutoff of power between the PCU 106 and the battery pack 50 according to the control signal from the control ECU 116.

[0026] The battery pack (power storage device) 50 is a DC power source configured to be chargeable and dischargeable. Details of the battery pack 50 will be described later. The battery pack 50 supplies power for generating the driving force of the hybrid vehicle 1 to the PCU 106. Also, the battery pack 50 stores the power generated by the motor generator 101.

[0027] The charging relay 110 is electrically connected to the power line connecting the battery pack 50 and the power conversion device 111. The charging relay 110 switches the supply and cutoff of power between the battery pack 50 and the power conversion device 111 according to the control signal from the control ECU 116.

[0028] The power conversion device 111 includes, for example, an AC / DC converter (not shown), and converts the AC power supplied from the charging facility 5 via the charging cable 3 and the inlet 112 into DC power and outputs it to the charging relay 110. When the hybrid vehicle 1 (battery pack 50) is externally charged using the power supplied from the charging facility 5 (normal charging), the charging relay 110 is closed, and in the power conversion device 111, the supply power supplied to the hybrid vehicle 1 is controlled.

[0029] The inlet 122 receives DC power supplied from the charging facility 9 when the charging cable 7 is connected. The charging relay 120 is electrically connected to the power line connecting the battery pack 50 and the inlet 122. The charging relay 120 switches between supplying and blocking power between the battery pack 50 and the inlet 122 according to a control signal from the control ECU 116. When externally charging the hybrid vehicle 1 (battery pack 50) using the power supplied from the charging facility 9 (rapid charging), the charging relay 120 is closed, and in the controller provided in the charging facility 9 (rapid charger), the supply power supplied to the hybrid vehicle 1 is controlled.

[0030] The control ECU 116 includes a processor 116a, a memory 116b, and a buffer (not shown). The control ECU 116 outputs a control signal based on the input of signals from each sensor and the maps and programs stored in the memory 116b, and controls each device so that the hybrid vehicle 1 is in a desired state. The control ECU 116 corresponds to an example of the "control device" of the present disclosure.

[0031] FIG. 2 is a diagram for explaining an arrangement example of the engine 103, the exhaust pipe 21, and the battery pack 50 in the present embodiment. FIG. 2 is a bottom view of the hybrid vehicle 1 as viewed from below. The engine 103 is arranged in the engine compartment in front of the hybrid vehicle 1, and the exhaust pipe 21 is arranged below the floor F so as to extend in the vehicle front-rear direction. The battery pack 50 is arranged below the floor F of the hybrid vehicle 1 and mounted under the floor of the hybrid vehicle 1. In the present embodiment, the exhaust pipe 21 is arranged on the right side of the hybrid vehicle 1 below the floor F, and the battery pack 50 is arranged substantially at the center of the floor F, but the exhaust pipe 21 may be arranged on the left side.

[0032] Inside the battery pack 50, a plurality of battery stacks 55, a battery ECU 51, and a monitoring unit 52 are accommodated. The battery stack 55 is an assembled battery in which battery cells (single cells) are stacked and electrically connected in series. The battery cells may be, for example, lithium-ion secondary batteries. The battery ECU 51 is, for example, an electronic device that controls the charge and discharge of the battery stack 55 (battery pack 50). The monitoring unit 52 is, for example, an electronic device that detects the voltage, input / output current, temperature, etc. of the battery stack 55 or the battery cells. Further, a smoke exhaust passage 94 and a smoke exhaust valve 95 are provided in the battery pack 50.

[0033] FIG. 3 is a cross-sectional view schematically showing the configuration of the battery pack 50. The battery pack 50 includes a plurality of battery stacks 55, a battery ECU 51, and a monitoring unit 52 accommodated in a battery case 90 composed of a lower case 91 and an upper case 92. An opening is provided in the upper case 92, and the smoke exhaust valve 95 is provided in this opening. The battery cells are provided with a safety mechanism that vents (releases) gas to the outside of the battery cells when the internal pressure abnormally rises due to gas generation during an abnormality or the like. For example, when the battery cell is a square battery, a safety valve (internal pressure release valve) is provided, and in the case of a laminated battery, when the internal pressure rises, the seal of the sealing portion is configured to be released. The smoke exhaust valve 95 discharges the gas to the outside of the battery case 90 when gas is released from the battery cells into the battery case 90. The smoke exhaust valve 95 may be, for example, a pressure release valve, or may be a breathing membrane made of a breathable and waterproof (moisture-permeable and waterproof) sheet. When the smoke exhaust valve 95 is formed of a breathing membrane, the pressure inside the battery case 90 becomes the external air pressure (atmospheric pressure).

[0034] An upper case 92 is provided with a smoke exhaust passage 94 (refer to the dashed line in FIGS. 2 and 3). The smoke exhaust passage 94 is a passage that guides the gas discharged from the battery cell to the smoke exhaust valve 95. The smoke exhaust passage 94 may be a duct fixed to the upper case 92, or may be a space formed between the upper case 92, the lower case 91, and the battery stack 55. A temperature sensor 53 for smoke exhaust detection is provided in the smoke exhaust passage 94. The temperature sensor 53 is provided to detect that gas is discharged from the battery cell and the gas is discharged from the smoke exhaust valve 95 to the outside of the battery case 90. For example, when the temperature Te detected by the temperature sensor 53 becomes equal to or higher than a predetermined temperature B, it can be determined that gas is discharged (smoke is exhausted) from the battery cell.

[0035] Referring to FIG. 2, the temperature sensor 53 is arranged to be located between the battery ECU 51 and the monitoring unit 52 and the exhaust pipe 21. The temperature sensor 53 is arranged in the smoke exhaust passage 94 between the battery ECU 51 and the monitoring unit 52 and the exhaust pipe 21. The battery pack 50 is arranged under the floor of the hybrid vehicle 1, and the exhaust pipe 21 is arranged in the front-rear direction under the floor of the hybrid vehicle 1. During the operation of the engine 103, the heat of the exhaust gas discharged from the engine 103 is radiated from the exhaust pipe 21, and the battery pack 50 is heated. Due to the radiant heat from the exhaust pipe 21, the battery case 90 is heated, and the electronic devices of the battery ECU 51 and the monitoring unit 52 are heated, which may exceed the operating guarantee temperature of the battery ECU 51 and the monitoring unit 52.

[0036] In this embodiment, a temperature sensor 53 for detecting smoke is provided in a smoke passage 94 located between the battery ECU 51 and the monitoring unit 52 and the exhaust pipe 21. Since the temperature sensor 53 is located between the battery ECU 51 and the monitoring unit 52 and the exhaust pipe 21, even when the temperatures of the battery ECU 51 and the monitoring unit 52 increase due to radiant heat from the exhaust pipe 21, the temperature detected by the temperature sensor 53 also increases. Therefore, using the detection signal of the temperature sensor 53, it is possible to detect an increase in the temperature of the electronic devices (battery ECU 51, monitoring unit 52) arranged in the battery pack due to the radiant heat of the exhaust pipe (exhaust passage) 21.

[0037] Figure 4 is a flowchart showing an example of battery pack temperature processing executed by the control ECU 116. This flowchart is repeatedly processed at predetermined intervals when the power switch of the hybrid vehicle 1 is ON. In step (hereinafter, step is abbreviated as "S") 10, it is determined whether an abnormality has occurred in the temperature sensor 53. The abnormality diagnosis of the temperature sensor 53 is, for example, diagnosed by an initial check when the power switch is operated from the OFF state to the ON state. For example, in the initial check, disconnection detection is performed, and if there is an abnormality, an abnormality flag is stored in the memory 116b. In S10, it is determined whether the abnormality flag is stored in the memory 116b. If there is an abnormality in the temperature sensor 53, an affirmative determination is made in S10, and the current routine ends. If there is no abnormality in the temperature sensor 53, the process proceeds to S11.

[0038] In S11, it is determined whether the temperature Te detected by the temperature sensor 53 is equal to or higher than a predetermined temperature A. The predetermined temperature A may be set lower (smaller) than a predetermined temperature B for detecting (determining) that gas has been released from the battery cell. When the temperature Te is less than the predetermined temperature A, a negative determination is made, and the current routine ends. When the temperature Te is equal to or higher than the predetermined temperature A, the process proceeds to S12.

[0039] In S12, it is determined whether or not a state where the temperature Te is equal to or higher than a predetermined temperature A continues for a predetermined time. If the state where the temperature Te is equal to or higher than the predetermined temperature A does not continue for the predetermined time, the process returns to S11. When the state where the temperature Te is equal to or higher than the predetermined temperature A continues for the predetermined time, an affirmative determination is made and the process proceeds to S13. The predetermined temperature A may be an operating guarantee temperature of the battery ECU 51 and the monitoring unit 52. When the operating guarantee temperatures of the battery ECU 51 and the monitoring unit 52 are different, it may be the lower operating guarantee temperature.

[0040] In S13, the diagnostic code of OBD (On-Board Diagnostics) is stored in the non-volatile memory area of the memory 116b. The diagnostic code stored in S13 is a code indicating that the electronic devices (the battery ECU 51 and the monitoring unit 52) were in a high-temperature situation. Also, in S13, a process of reducing the temperature of the exhaust gas discharged from the engine 103 may be executed. For example, the required load on the engine 103 may be reduced. Further, the ignition timing and the fuel injection timing of the engine 103 may be adjusted so that the temperature of the exhaust gas decreases. After processing S13, the current routine ends. The storage of the diagnostic code and the process of reducing the exhaust gas temperature in S13 correspond to an example of the "processing at high temperature" of the present disclosure.

[0041] According to the present embodiment, the battery pack 50 disposed under the floor of the hybrid vehicle 1 includes a battery stack 55 in which battery cells are stacked, a battery ECU 51 and a monitoring unit 52 (electronic devices), and a temperature sensor 53 disposed at a position between the battery ECU 51 and the monitoring unit 52 (electronic devices) and the exhaust pipe (exhaust passage) 21. Since the temperature sensor 53 is disposed at a position between the battery ECU 51 and the monitoring unit 52 (electronic devices) and the exhaust pipe 21, it is possible to suitably detect an increase in the temperature of the battery ECU 51 and the monitoring unit 52 (electronic devices) due to radiant heat from the exhaust pipe 21.

[0042] According to this embodiment, the temperature sensor 53 is provided in the smoke exhaust passage 94 that discharges the gas released from the battery cell to the outside of the battery pack 50. Therefore, by using the temperature sensor 53 for smoke exhaust detection, it is possible to detect the temperature rise of the electronic devices (battery ECU 51, monitoring unit 52) due to radiant heat, so it is not necessary to provide a new temperature sensor.

[0043] Further, when the temperature Te detected by the temperature sensor 53 is equal to or higher than a predetermined temperature A, the control ECU 116 stores the diagnostic code in the memory 16b. Since the predetermined temperature A is set lower than the predetermined temperature B for detecting that gas has been released from the battery cell, it is possible to store, as a diagnostic code, that the temperature of the electronic devices (battery ECU 51, monitoring unit 52) has risen due to the radiant heat of the exhaust pipe 21. Thereby, when servicing the hybrid vehicle 1, by referring to the diagnostic code with a service tool, it is possible to diagnose that the electronic devices were in a high-temperature situation.

[0044] In the above embodiment, the temperature sensor 53 provided in the smoke exhaust passage 94 is used to detect that the temperature of the electronic devices (battery ECU 51, monitoring unit 52) has risen due to the radiant heat of the exhaust pipe 21. However, the temperature sensor 53 may be installed outside the smoke exhaust passage 94 as long as it is arranged at a position between the battery ECU 51 and the monitoring unit 52 (electronic devices) and the exhaust pipe (exhaust passage) 21. Also, the processes from S11 to S12 in FIG. 4 may be executed by the battery ECU 51, and the storage of the diagnostic code and the process of reducing the exhaust gas temperature may be executed by the control ECU 116. In this case, the battery ECU 51 also corresponds to an example of the "control device" of the present disclosure.

[0045] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is shown by the claims rather than the description of the above embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0046] 1 Hybrid vehicle, 21 Exhaust pipe (exhaust passage), 50 Battery pack (power storage device), 51 Battery ECU, 52 Monitoring unit, 53 Temperature sensor, 55 Battery stack, 94 Smoke exhaust passage, 65 Smoke exhaust valve, 101, 102 Motor generator, 103 Engine, 104 Power split device, 105 Drive wheels, 106 PCU, 116 Control ECU, F Floor.

Claims

1. An internal combustion engine, an exhaust passage through which exhaust gas discharged from the internal combustion engine flows, and a battery pack disposed under the floor of a vehicle, the hybrid vehicle comprising: the battery pack includes a battery stack in which battery cells are stacked, electronic equipment, and a temperature sensor disposed between the electronic equipment and the exhaust passage.

2. The battery pack further includes a smoke exhaust passage that discharges gas released from the battery cells to the outside of the battery pack, and the temperature sensor is a temperature sensor provided in the smoke exhaust passage. The hybrid vehicle according to claim 1.

3. further comprising a control device, wherein the control device executes high-temperature processing when the temperature detected by the temperature sensor is equal to or higher than a predetermined temperature. The hybrid vehicle according to claim 2.

4. The predetermined temperature is set lower than the temperature detected by the temperature sensor when gas is released from the battery cells. The hybrid vehicle according to claim 3.

5. The high-temperature processing includes storing a diagnostic code indicating that the electronic equipment was in a high-temperature situation. The hybrid vehicle according to claim 3 or claim 4.

Images