Battery temperature adjusting system and vehicle

Abstract

The invention relates to a battery temperature adjusting system and a vehicle. When the vehicle cannot run or does not run, the temperature of the battery is properly adjusted to the temperature at which the required electric energy can be output without performing the temperature adjustment of the battery on the premise of running, so that the power consumption of the battery caused by the temperature adjustment of the battery is reduced, and even if the vehicle breaks down for a long period of time, the electric energy can be output. And the life of the passenger can be maintained and the comfort can be ensured. Provided is a battery temperature control system including a battery, an auxiliary machine unit including at least an air conditioning unit, and a control unit that determines whether a vehicle is in a non-traveling state or a non-traveling state, calculates a first energy required to drive the auxiliary machine unit when it is determined that the vehicle is in the non-traveling state or the non-traveling state, and adjusts the temperature of the battery when it is determined that the vehicle is in the non-traveling state or the non-traveling state. The battery is tempered to a first battery temperature suitable for the battery to output the first energy.

Description

Technical Field

[0001] This invention relates to a battery temperature regulation system for vehicles and to vehicles. Background Technology

[0002] Electric vehicles are equipped with large-capacity batteries that supply the electrical energy required for vehicle operation and the driving of various auxiliary components. The battery temperature is adjusted to, for example, 20–30°C to ensure efficient output of the electrical energy required for vehicle operation (see Patent Document 1 below).

[0003] Patent Document 1: Japanese Patent Application Publication No. 2024-083451 Summary of the Invention

[0004] In the past, in electric vehicles, the battery was always kept at a temperature suitable for outputting the electrical energy required for the drive unit to operate at any time. However, in situations such as breakdowns due to snow accumulation in extremely cold regions, where the vehicle cannot move, the battery was also kept at the aforementioned temperature range in order to ensure that the vehicle could be driven at any time.

[0005] However, the optimal temperature for obtaining the electrical energy required to power the drive unit is relatively high. Especially in extremely cold regions, continuing to heat the battery to this temperature increases battery consumption. When the vehicle is unable to move for an extended period, the battery's power consumption due to temperature control cannot guarantee the necessary energy for equipment such as the air conditioning system that maintains the occupants' lives, or for driving equipment that meets the occupants' needs. Therefore, there is a risk to the occupants' lives or a loss of comfort during prolonged breakdowns.

[0006] This invention addresses situations where, instead of adjusting the battery temperature for driving purposes, the battery is cooled to a temperature suitable for outputting the required electrical energy, thus reducing battery power consumption caused by temperature adjustment. This ensures the survival and comfort of occupants even in the event of a prolonged breakdown.

[0007] To solve this problem, the battery temperature regulation system of the present invention is characterized by having a battery, an auxiliary unit, and a control unit. The auxiliary unit includes at least an air conditioning unit. The control unit determines whether the vehicle is in a non-driving state or a non-driving state. When it is determined that the vehicle is in the non-driving state or the non-driving state, it calculates the first energy required to drive the auxiliary unit and adjusts the battery temperature to a first battery temperature suitable for the battery to output the first energy.

[0008] According to the battery temperature regulation system with such characteristics, in situations where the vehicle cannot drive or is not driving, the battery temperature regulation is not performed with the premise of driving, but the battery temperature is regulated to a temperature that can output the required electrical energy appropriately, reducing the battery power consumption caused by battery temperature regulation, and maintaining the life and ensuring comfort of the occupants even in the event of a long-term breakdown. Attached Figure Description

[0009] Figure 1 This is a diagram illustrating the structure of a vehicle having a battery temperature regulation system according to an embodiment of the present invention.

[0010] Figure 2 This diagram illustrates the control process of the battery temperature regulation system according to an embodiment of the present invention.

[0011] Figure 3 This is a diagram illustrating a modified example of the structure of a vehicle having the battery temperature regulation system according to an embodiment of the present invention.

[0012] Figure 4 This is a diagram illustrating a first embodiment of a modified example of the control processing of a battery temperature regulation system according to an embodiment of the present invention.

[0013] Figure 5 This is a diagram of a second embodiment of a modified example illustrating the control processing of the battery temperature regulation system according to an embodiment of the present invention.

[0014] (Explanation of reference numerals in the attached diagram)

[0015] 1. 1A: Battery temperature control system; 2. Vehicle; 3. Central gateway.

[0016] 4: In-vehicle network

[0017] 10: Battery ECU, 11: Battery, 12: Temperature control mode change switch

[0018] 20: Temperature control ECU; 21: Battery temperature control unit.

[0019] 30: Sensor ECU, 31: Sensor Unit

[0020] 40: Communication ECU, 41: Communication Department,

[0021] 50: Drive ECU, 51: Drive unit

[0022] 60: Air conditioning ECU; 61: Air conditioning department.

[0023] 70: ECU, 71: Auxiliary Equipment Section

[0024] 101: CPU, 102: ROM, 103: RAM, 104: I / F,

[0025] 311: Battery temperature sensor; 312: External air temperature sensor; 313: Snow accumulation sensor.

[0026] SOC: Charge Rate Detailed Implementation

[0027] Hereinafter, with reference to the accompanying drawings, a detailed description of the methods for carrying out the present invention will be provided. In the following description, the same reference numerals denote parts with the same function, and repeated descriptions in the figures are suitably omitted.

[0028] like Figure 1 As shown, the battery temperature regulation system 1 of this embodiment consists of multiple control objects mounted on the vehicle 2 and ECUs (Electronic Control Units) serving as control units for these control objects. Each control object and each ECU can be interconnected via an in-vehicle network 4 such as CAN (Controller Area Network) or LIN (Local Interconnect Network) and a central gateway (CGW) 3 acting as a relay device. Alternatively, a structure can be constructed where the ECUs communicate directly or indirectly without a CGW 3.

[0029] In the battery temperature control system 1, each ECU outputs information indicating the operating status of the controlled device to the vehicle network 4. Furthermore, each ECU controls the operation of the controlled device based on information obtained from other ECUs via the vehicle network 4.

[0030] Each ECU has a processor, such as a CPU (Central Processing Unit) or MPU (Microprocessor), which performs various processes. In addition, each ECU has volatile storage elements such as RAM (Random Access Memory) for temporary processing of data used by the processor, and non-volatile storage elements such as ROM (Read Only Memory) for storing programs executed by the processor. Furthermore, some or all of the work performed by each ECU can be implemented using hardware such as ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit).

[0031] exist Figure 1 The diagram illustrates multiple ECUs, including battery ECU 10, temperature control ECU 20, sensor ECU 30, communication ECU 40, drive ECU 50, air conditioning ECU 60, and other ECUs 70. Additionally, the diagram illustrates multiple controlled devices, including battery 11, battery temperature control unit 21, sensor unit 31, communication unit 41, drive unit 51, air conditioning unit 61, and other auxiliary units 71. Detailed descriptions and illustrations of ECUs and controlled devices unrelated to the function and operation of the battery temperature control system 1 in this embodiment, even those included in the battery temperature control system 1, are omitted. Battery ECU 10 and temperature control ECU 20 are equivalent to "control units".

[0032] like Figure 1 As shown, the battery ECU 10 includes a CPU 101, a ROM 102, a RAM 103, and an I / F 104. The CPU 101 executes various processes based on the program stored in the ROM 102 to control the battery 11, etc. The ROM 102, which is a non-volatile storage element, stores a program for controlling the battery 11, etc., based on information obtained from other ECUs via the vehicle network 4, and various data required to execute the program.

[0033] The RAM 103, which is configured as a volatile storage element, serves as the operating area for the CPU 101 to perform various processes. Therefore, various information output from each ECU, etc., is temporarily stored in the RAM 103 as needed.

[0034] I / F104 controls the input and output of various information and control signals used in the battery ECU10. That is, it accepts input information from each ECU to the vehicle network 4. Additionally, I / F104 outputs control signals generated in the CPU101 to the corresponding output destination device.

[0035] In addition, the CPU 101 controls the battery temperature regulation system 1 by reading the program stored in the ROM 102 into a memory such as RAM 103 and executing it.

[0036] Although the illustrations and descriptions are omitted in the following description, the temperature control ECU20, sensor ECU30, communication ECU40, drive ECU50, air conditioning ECU60 and other ECU70 are the same as the battery ECU10, and have a CPU, ROM, RAM and I / F. The controlled device is controlled by the CPU executing various processes based on the program stored in the ROM.

[0037] The battery ECU 10 can store a power consumption diagram. This power consumption diagram is information about the electrical energy required to drive controlled devices, and is related to the temperature or temperature range of the battery capable of outputting that energy. The electrical energy that the battery 11 can output varies depending on the temperature; the lower the temperature of the battery 11, the higher its internal resistance, and the lower the electrical energy that the battery 11 can output. The purpose of the power consumption diagram will be explained in detail later.

[0038] The battery 11 outputs electrical energy under the control of the battery ECU 10. The battery 11, installed in the vehicle 2, is, for example, a lithium-ion battery, and is charged by power supplied from an external power source located outside the vehicle 2, such as a fast charger. Each ECU outputs information about the electrical energy required to drive the controlled devices to the vehicle network 4. Based on the information obtained from each ECU via the vehicle network 4, the battery ECU 10 controls the battery 11 to output electrical energy to the controlled devices.

[0039] The battery temperature regulating unit 21 regulates the temperature of the battery 11. When driving the drive unit 51 (described later) and auxiliary units 71, including the air conditioning unit 61 provided in the vehicle 2, the battery 11 is appropriately conditioned to a suitable temperature range by the battery temperature regulating unit 21 in order to output electrical energy. Taking into account the influence of external and ambient temperatures on the battery 11, the battery temperature regulating unit 21 adjusts the cooling and heating of the battery 11.

[0040] The battery temperature regulating unit 21 can be, for example, a heat medium circuit (not shown) and a refrigerant circuit (not shown) that form a flow path to allow heat exchange between the heat medium and refrigerant and the battery 11, which are part of the air conditioning unit 61; a cooling air path (not shown) that controls the flow rate of the driving air cooling the battery 11; a radiator fan (not shown) that directly cools the battery 11; a heater (not shown) that directly heats the battery 11; or any controllable device or combination thereof that is controlled by the ECU of the vehicle 2 and has the function of heating and cooling the battery 11. Furthermore, the ECU that controls these controllable devices functions as the temperature regulating ECU 20. The battery temperature regulating unit 21, which regulates the temperature of the battery 11, is also driven by electrical energy output from the battery 11. The specific control content of these controllable devices, which are listed as an example of the battery temperature regulating unit 21, is omitted from the description.

[0041] The sensor ECU 30 outputs the detection information from the sensor unit 31 to the vehicle network 4. The sensor unit 31 includes, for example, a battery temperature sensor 311 for detecting the temperature of the battery 11, an outside air temperature sensor 312 for detecting the outside air temperature, and a snow sensor 313 for detecting whether there is a certain amount of snow accumulation on the roof of the vehicle 2. The battery ECU 10 determines, for example, whether the vehicle 2 is in an inoperable state based on the detection information obtained via the vehicle network 4 from the snow sensor 313. An inoperable state refers to a state where the vehicle 2 is stranded and cannot be driven, for example, due to snow accumulation. Furthermore, the battery temperature control unit 21 adjusts the temperature of the battery 11 while feeding back information related to the temperature of the battery 11 detected by the battery temperature sensor 311. The battery temperature sensor 311 includes, for example, a voltage sensor, a current sensor, and a temperature sensor, and can obtain the state of charge (SOC) of the battery 11.

[0042] The communication ECU 40 controls the communication unit 41 to conduct communication between vehicle 2 and external entities. The communication unit 41 has the function of receiving at least vehicle 2 location information, weather information, traffic congestion information, and disaster information. The communication ECU 40 outputs the information received by the communication unit 41 to the vehicle network 4. Based on the information received by the communication unit 41 obtained via the vehicle network 4, the battery ECU 10 determines whether vehicle 2 is in a non-drivable state and whether the non-drivable state of vehicle 2 has been resolved. Specific control details will be discussed later. Figure 2 Narrative.

[0043] The drive ECU 50 controls the drive unit 51 to control the movement of the vehicle 2. Specifically, the drive unit 51 is configured as a drive system that transmits the output of a motor (not shown) to the drive wheels (not shown) through the accelerator pedal (not shown), brake pedal (not shown), etc. The drive ECU 50 controls the movement of the vehicle 2 by controlling the drive unit 51, which includes these structures. The drive ECU 50 outputs information related to the operation of the drive unit 51 and information related to the electrical energy required for the drive unit 51 to the vehicle network 4.

[0044] The air conditioning ECU 60 controls the air conditioning unit 61 to regulate the air inside the vehicle 2. The air conditioning ECU 60 controls the air conditioning unit 61 based on settings input by the occupants of the vehicle 2 or sensor detection information. Sensors for acquiring the information required for air conditioning are omitted from illustration and description. The air conditioning unit 61 includes, for example, a compressor (not shown), a blower (not shown), a high-voltage heater (not shown), a circulation pump (not shown), and an electronic valve (not shown) that switches the circulation path of the refrigerant and heat medium. The air conditioning ECU 60 regulates the air inside the vehicle 2 by controlling these controlled devices. Furthermore, the air conditioning ECU 60 outputs information related to the electrical energy required to drive these controlled devices to the vehicle network 4.

[0045] As described above, an example of the battery temperature control unit 21 is the heat transfer medium circuit (not shown) of the air conditioning unit 61. In the heat transfer medium circuit, the heat transfer medium is circulated by a circulation pump and heated by a high-voltage heater. A heat exchanger is provided in the circulation path of the heat transfer medium to exchange heat between the battery 11 and the heat transfer medium, and the temperature of the battery 11 can be controlled by exchanging heat between the heat transfer medium flowing in the heat exchanger and the battery 11. Thus, the heat transfer medium circuit, as part of the air conditioning unit 61, functions as the battery temperature control unit 21 in the battery temperature control system 1. When the heat transfer medium circuit functions as the battery temperature control unit 21, the air conditioning ECU 60 functions as the temperature control ECU 20.

[0046] Auxiliary unit 71 refers to the unit that is driven by electrical energy output from battery 11. Figure 1 Other controllable devices not shown in the diagram. Figure 1 The communication unit 41 and air conditioning unit 61 shown are also examples of auxiliary unit 71. ECU 70 is shown as the control unit of auxiliary unit 71. In the description of this embodiment, the case where the controlled object device driven by electrical energy output from battery 11 is the drive unit 51 and the auxiliary unit 71 other than the drive unit 51 will be described.

[0047] The above is by the user Figure 1 The controlled device and the ECU, which is the control unit of the controlled device, constitute the battery temperature regulation system 1. Next, using... Figure 2 The control processing of the battery temperature regulation system 1 in this embodiment is explained.

[0048] The battery ECU 10 determines whether the vehicle 2 is in an indestructible state based on the detection information from the sensor unit 31, the received information from the communication unit 41, and the driving information from the drive unit 51 obtained from each ECU via the vehicle network 4 (step A01). For example, if the snow sensor 313 detects a certain amount of snow on the roof of the vehicle 2 and the drive unit 51 has not been activated for a certain period of time, the vehicle 2 is determined to be broken down and in an indestructible state. Furthermore, the communication unit 41 can receive location information and disaster information; if the vehicle 2 is located in a disaster area and the drive unit 51 has not been activated for a certain period of time, the vehicle 2 is determined to be broken down and in an indestructible state.

[0049] If the battery ECU 10 determines that the vehicle 2 is in a non-driving state (step A01 - Yes), it calculates the first energy (step A02). The first energy referred to here is the total amount of electrical energy used to drive auxiliary units such as the auxiliary unit 71, which are driven by electrical energy output from the battery 11, excluding the drive unit 51. The battery ECU 10 calculates the first energy required to drive the auxiliary units such as the auxiliary unit 71, excluding the drive unit 51, based on information obtained from each ECU via the vehicle network 4.

[0050] If the first energy is calculated, the first battery temperature is obtained. The first battery temperature is the temperature of battery 11 suitable for outputting the first energy (step A03). The first battery temperature can be obtained either based on the first energy calculation each time or from a stored power consumption diagram. If the battery ECU 10 obtains the first battery temperature, it outputs the information about the first battery temperature to the vehicle network 4. If the temperature control ECU 20 obtains the information about the first battery temperature through the vehicle network 4, it adjusts the temperature of battery 11 to the first battery temperature (step A04).

[0051] Subsequently, the battery ECU 10 estimates the time point at which the inability to drive is lifted based on the received information obtained via the vehicle network 4 and the communication unit 41 (step A05). Specifically, the estimation can be based on weather information, traffic congestion information, and other disaster information received by the communication unit 41. For example, when vehicle 2 breaks down due to snow accumulation in an extremely cold region, the time point at which the snow accumulation eases and vehicle 2 becomes drivable can be estimated based on weather information. In addition, the time point at which the inability to drive is lifted can be estimated based on traffic congestion information and disaster information. These estimation methods are just one example; other methods can also be used to estimate the time point at which the inability to drive is lifted based on the detection information of the sensor unit 31 and the received information of the communication unit 41. Furthermore, along with other methods that can estimate the time point at which the inability to drive is lifted, the sensor unit 31 and the communication unit 41 can be equipped with sensors that can appropriately detect the required information and the function of receiving the required information.

[0052] Based on a predetermined time point, the battery ECU 10 determines whether the inoperable state will be lifted after a predetermined time (step A06). This predetermined time can be, for example, approximately 5 to 10 minutes, as long as it allows the battery 11 to be heated to the second battery temperature (described later) before the inoperable state is lifted. If it is determined that the inoperable state will not be lifted after the predetermined time (step A06 - No), the process returns to step A02 and continues to heat the battery 11 to the first battery temperature based on the first energy level.

[0053] On the other hand, when it is determined that the inoperable state will be lifted after a predetermined time (step A06 - Yes), or when it is determined in step A01 that the vehicle 2 is not inoperable (step A01 - No), the battery ECU 10 calculates the second energy (step A07). The second energy referred to here is the total amount of electrical energy output to drive the drive unit 51 and the auxiliary unit 71, which is driven by the electrical energy output from the battery 11.

[0054] If the second energy is calculated, the second battery temperature is obtained, which is the temperature of battery 11 suitable for outputting the second energy (step A08). The second battery temperature can be obtained either based on the second energy calculation each time or from a stored power consumption diagram. If the battery ECU 10 obtains the second battery temperature, it outputs the information about the second battery temperature to the vehicle network 4. If the temperature control ECU 20 obtains the information about the second battery temperature through the vehicle network 4, it adjusts the temperature of battery 11 to the second battery temperature (step A09), and then returns to step A01, repeating the control steps A01 to A09 as described above.

[0055] When the battery temperature regulating unit 21 regulates the battery 11 to the first battery temperature and the second battery temperature, the temperature regulating ECU 20 regulates the battery 11 to minimize power consumption. For example, in extremely cold regions where the outside air temperature is lower than the lower limit of the temperature range of the first battery temperature, the temperature of the battery 11 is naturally estimated to be lower than the lower limit of the first battery temperature due to the influence of the outside air or surrounding equipment that affects the temperature of the battery 11. In such cases, the temperature regulating ECU 20 regulates the battery 11 with the lower limit of the first battery temperature as the target. On the other hand, when the temperature of the battery 11 is naturally within the temperature range of the first battery temperature due to the influence of the outside air or surrounding equipment that affects the temperature of the battery 11, the temperature regulation by the battery temperature regulating unit 21 may not be required. The same applies to the temperature regulation towards the second battery temperature. The influence of the outside air or the surrounding equipment of the battery 11 on the temperature of the battery 11 can be determined, for example, based on information from the outside air temperature sensor 312 or temperature sensors (not shown) provided by each controlled device.

[0056] Furthermore, when adjusting the temperature of battery 11 to the first and second battery temperatures, the electrical energy required by the battery temperature regulation unit 21 is fed back from the temperature regulation ECU 20 to the vehicle network 4, and the first and second energy are reflected in the first energy and the second energy. The first and second battery temperatures are obtained based on the feedback of the first and second energy, and the temperature is adjusted accordingly. The electrical energy required to drive the battery temperature regulation unit 21 varies due to factors affecting the temperature of battery 11, such as the external air temperature and the current temperature of battery 11. Therefore, the electrical energy required to drive the battery temperature regulation unit 21 is fed back to the first energy based on the detection information from the external air temperature sensor 312 and the battery temperature sensor 311, and the first battery temperature is obtained to adjust the temperature of battery 11. The control of the temperature regulation ECU 20 is the same in the battery temperature regulation system 1A described later.

[0057] As explained above, in the battery temperature regulation system 1 of this embodiment, for example, when it is determined that the vehicle 2 has broken down due to snow or other reasons and the vehicle 2 is in an inoperable state, the temperature regulation of the battery 11 used to enable the drive unit 51 to drive is not performed, and the temperature of the battery 11 is regulated based on the electrical energy required to drive the auxiliary unit 71, which is the drive object other than the drive unit 51.

[0058] The lithium-ion battery, such as battery 11, can efficiently output electrical energy in a temperature range of approximately 20°C to 30°C during vehicle operation. In vehicle 2, in order to output the electrical energy required for driving the drive unit 51 and the air conditioning unit 61, battery 11 is, for example, conditioned to 20°C to 30°C (second battery temperature).

[0059] On the other hand, compared to the electrical energy required to drive the drive unit 51, the electrical energy required to drive the air conditioning unit 61 and other auxiliary units 71 is very small. The electrical energy output by the battery 11 is affected by temperature, but if only the air conditioning unit 61 and other auxiliary units 71 are driven, the battery 11 can output the electrical energy required to drive these auxiliary units 71 even if it is not in the temperature range of 20°C to 30°C (the second battery temperature). For example, in extremely low temperature environments, the battery 11 can output the electrical energy required to drive the air conditioning unit 61 even at approximately -10°C (an example of the lower limit temperature of the first battery temperature). Therefore, adjusting the temperature of the battery 11 to the 20°C to 30°C range for driving the air conditioning unit 61 is unnecessary. For example, in an extremely low temperature environment where the outside air temperature is below the lower limit of the first battery temperature, the power consumed by adjusting the temperature of battery 11 to 20°C (an example of the lower limit of the second battery temperature) is different from that consumed by adjusting the temperature to -10°C (an example of the lower limit of the first battery temperature). In such a case, if the temperature is further adjusted to 20°C, the power consumption of battery 11 will increase.

[0060] In the battery temperature regulation system 1, under such circumstances, by appropriately regulating the temperature based on the electrical energy required for driving, the power consumption required for regulating the temperature of the battery 11 can be reduced.

[0061] In the explanation of step A01, the method for determining the inability to drive is given as an example, but other methods can also be used to determine whether the vehicle 2 is in an inability to drive based on information from the sensor unit 31, communication unit 41, drive unit 51, etc. Furthermore, as a method for determining the inability to drive the vehicle 2, the sensor unit 31 includes a snow sensor 313, etc., but other determination methods can also be used, and sensors capable of appropriately detecting the required information can be incorporated. For example, in determining the inability to drive due to a breakdown in extremely cold regions, motor freezing can be detected based on the resistance of the vehicle 2's mirror motor, and this detection information can be used to determine the inability to drive. Alternatively, by applying a small torque to the tires, tire freezing can be detected based on the resistance, and this detection information can be used to determine the inability to drive. It is preferable to use various other types of information to more accurately determine the inability to drive.

[0062] Furthermore, when the vehicle 2 is determined to be in a non-driving state, the output of the air conditioning unit 61 and other auxiliary units 71 can be partially limited to adjust the temperature of the battery 11 to the minimum level required to drive the auxiliary units 71 and maintain the comfort of the occupants of the vehicle 2. Through such control, the power consumed by driving the auxiliary units 71 and adjusting the temperature of the battery 11 can be reduced, and the state of charge (SOC) of the battery 11 can be maintained for as long as possible.

[0063] Furthermore, during control in a non-driving state, when the estimated time when the non-driving state will be lifted is determined, the output of the air conditioning unit 61 and other auxiliary units 71 can be controlled based on the State of Charge (SOC) of the battery 11 to adjust the temperature of the battery 11 to the required level for outputting electrical energy based on this control. Specifically, when the vehicle 2 breaks down, the SOC of the battery 11 can be referenced to perform the following control: the output of the auxiliary units 71 is controlled to maintain the SOC of the battery 11 until the estimated time when the non-driving state is lifted, and to ensure that the SOC is sufficient for the vehicle 2 to travel from its current location to the nearest charging station, thereby adjusting the temperature of the battery 11 to the required level for outputting electrical energy based on this control. This control can suppress insufficient battery power, providing peace of mind to the occupants of the vehicle 2.

[0064] Next, we will describe a modified example of the battery temperature regulation system 1A, which is the battery temperature regulation system 1 of this embodiment.

[0065] like Figure 3As shown, the battery temperature control system 1A includes a temperature control mode change switch 12. The temperature control mode change switch 12 can be, for example, a touch-operable switch displayed on a CID (Center Information Display) (not shown) in the vehicle 2. Additionally, as... Figure 3 As shown, the temperature control mode change switch 12 is connected to the battery ECU 10. The battery temperature control system 1A controls the temperature of the battery 11 when the battery ECU 10 detects the operation of the temperature control mode change switch 12. Specific control details will be discussed later. Figure 4 Description. The structure of the battery temperature control system 1A, excluding the temperature control mode change switch 12, is the same as that of the battery temperature control system 1, so the description is omitted. The temperature control mode change switch 12 is equivalent to a "switch".

[0066] Next, use Figure 4 This section explains the control processing of the battery temperature regulation system 1A in a modified embodiment of this invention.

[0067] The battery ECU 10 monitors the activation of the temperature control mode change switch 12 (step B01). The occupant of vehicle 2 operates the temperature control mode change switch 12 when determining that vehicle 2 cannot move or does not need to move. If the battery ECU 10 detects the activation of the temperature control mode change switch 12 (step B01 - Yes), it calculates the first energy (step B02). The first energy is the same as that of the battery temperature control system 1, so its explanation is omitted. If no activation of the temperature control mode change switch 12 is detected (step B01 - No), the process proceeds to step B06.

[0068] If the activation of the temperature control mode change switch 12 is detected and a first energy is calculated, a first battery temperature is obtained. This first battery temperature is the temperature of battery 11 suitable for outputting the first energy (step B03). The first battery temperature can be obtained either based on the first energy calculation each time or from a stored power consumption diagram. If the battery ECU 10 obtains the first battery temperature, it outputs the information about the first battery temperature to the vehicle network 4. If the temperature control ECU 20 obtains the information about the first battery temperature via the vehicle network 4, it adjusts the temperature of battery 11 to the first battery temperature (step B04).

[0069] Subsequently, the battery ECU 10 monitors the disconnection operation of the temperature control mode change switch 12 (step B05). The temperature control of the battery 11 towards the first battery temperature based on the first energy continues until the temperature control mode change switch 12 is disconnected (step B05 - No).

[0070] When the temperature control mode change switch 12 is not activated in step B01 (step B01 - No), or when the temperature control mode change switch 12 is deactivated in step B05 (step B05 - Yes), the battery ECU 10 calculates the second energy (step B06). The second energy is the same as that of the battery temperature control system 1, so its description is omitted.

[0071] If the second energy is calculated, the second battery temperature is obtained, which is the temperature of battery 11 suitable for outputting the second energy (step B07). The second battery temperature can be obtained either based on the second energy calculation each time or from a stored power consumption diagram. If the battery ECU 10 obtains the second battery temperature, it outputs the information about the second battery temperature to the vehicle network 4. If the temperature control ECU 20 obtains the information about the second battery temperature via the vehicle network 4, it adjusts the temperature of battery 11 to the second battery temperature (step B08), and then returns to step B01, repeating the control steps B01 to B08 as described above.

[0072] The above, if used Figure 4 As explained, in the modified battery temperature control system 1A, the system determines whether the vehicle 2 is in a non-driving state or a state where driving is not required based on the detection of the operation of the temperature control mode change switch 12 by the occupants of the vehicle 2. Furthermore, when the operation of the temperature control mode change switch 12 is detected and the vehicle 2 is determined to be in a non-driving state or a state where driving is not required, the battery 11 used to drive the drive unit 51 is not temperature-controlled, and the battery 11 is temperature-controlled to a temperature range suitable for driving the auxiliary unit 71, including the air conditioning unit 61.

[0073] Thus, in the battery temperature control system 1A, as a variation, by setting the temperature control mode change switch 12, unnecessary temperature control of the battery 11 can be suppressed according to the occupants' wishes. Therefore, not only when the vehicle 2 breaks down, but also when the vehicle 2 is not moving for a long time, such as when the air conditioning unit 61 is running while the vehicle is parked overnight, unnecessary temperature control of the battery 11 is not performed, thereby reducing the power consumption required for temperature control of the battery 11.

[0074] Additionally, the occupants of vehicle 2 can set a predetermined driving time when the temperature mode change switch 12 is turned on. Figure 5 This explains the control processing of the battery temperature regulation system 1A under the condition of setting a predetermined driving time. Figure 5 In the control instructions, regarding the content and... Figure 4 The section explaining the control of repetition is omitted.

[0075] The battery ECU 10 monitors the activation of the temperature control mode change switch 12 (step C01). If the battery ECU 10 detects the activation of the temperature control mode change switch 12 (step C01 - Yes), it determines whether a predetermined driving time point has been set (step C02). The occupants of vehicle 2 can set a predetermined driving time point when the temperature control mode change switch 12 is activated.

[0076] When the temperature control mode change switch 12 is turned on, and the occupants of vehicle 2 set a predetermined driving time point, the battery ECU 10 determines that a predetermined driving time point has been set (step C02 - Yes), and calculates the first energy (step C03). The first energy is the same as that of the battery temperature control system 1, so its description is omitted. If the first energy is calculated, the first battery temperature is obtained, which is the temperature of battery 11 suitable for outputting the first energy (step C04). The first battery temperature can be obtained either based on the first energy calculation each time, or it can be obtained from a stored power consumption diagram.

[0077] If the battery ECU 10 obtains the first battery temperature, it outputs the information about the first battery temperature to the vehicle network 4. If the temperature control ECU 20 obtains the information about the first battery temperature through the vehicle network 4, it adjusts the temperature of the battery 11 to the first battery temperature (step C05).

[0078] The battery ECU 10 determines whether the predetermined driving time point has passed since the vehicle 2 occupants set the driving time point (step C06). This predetermined time can be, for example, approximately 5 to 10 minutes, as long as it allows the battery 11 to reach the second battery temperature before the predetermined driving time point is reached. If it is determined that the predetermined driving time point has not passed since the predetermined time (step C06 - No), the process returns to step C03 and continues to adjust the battery 11 to the first battery temperature based on the first energy level.

[0079] On the other hand, when it is determined that the predetermined driving time point is after a predetermined time (step C06 - Yes), or when the operation of the temperature control mode change switch 12 is not detected in step C01 (step C01 - No), the battery ECU 10 calculates the second energy (step C11). Hereinafter, steps C11 to C13 are performed and used. Figure 4 The same processing is described in steps B06 to B08. Additionally, if the occupants of vehicle 2 have not set a predetermined driving time when the temperature mode change switch 12 is turned on, and it is determined that no predetermined driving time has been set (step C02 - No), then proceed to step C07. Steps C07 to C10 are then performed for use. Figure 4 The process described in steps B02 to B05 is the same.

[0080] Thus, in use Figure 5 In the battery temperature regulation system 1A described herein, the occupants of vehicle 2 can set a predetermined driving time. When the activation of the temperature regulation mode change switch 12 is detected, and it is determined that vehicle 2 is in a non-driving state or does not require driving, the battery 11 is regulated to a first battery temperature for driving the auxiliary unit 71, excluding the drive unit 51. Furthermore, when a predetermined driving time is set, the battery 11 is regulated to a second battery temperature for driving the auxiliary unit 71, including the drive unit 51, in accordance with the predetermined driving time. Thus, for example, when spending the night in the vehicle, the battery 11 can be regulated to the second battery temperature required for driving in accordance with the departure time of the next day, preventing unnecessary temperature regulation of the battery 11 and allowing the occupants to start driving vehicle 2 without much effort.

[0081] As described in detail above using the accompanying drawings, the battery temperature control system 1 and 1A of this embodiment include a battery 11, an auxiliary unit 71, and a control unit (ECU). The auxiliary unit 71 includes at least an air conditioning unit 61. The control unit (ECU) determines whether the vehicle 2 is in a non-driving state or a state where driving is not required. When it is determined that the vehicle 2 is in a non-driving state or a state where driving is not required, it calculates the first energy required to drive the auxiliary unit 71 and adjusts the battery 11 to a first battery temperature based on the first energy. By performing this process, when the vehicle 2 is in a non-driving state or does not need to drive, the temperature control of the battery 11 used to drive the drive unit 51 is not performed, and excessive power consumption of the battery 11 can be suppressed.

[0082] Furthermore, in the battery temperature regulation system 1 of this embodiment, the control unit (ECU) estimates the time point at which the inability of the vehicle 2 is lifted, calculates the second energy required for the vehicle 2 to drive and for the auxiliary unit 71 to operate, and adjusts the battery 11 to a second battery temperature based on the second energy before the estimated time point. By performing this process, in a broken-down vehicle 2, the battery 11 can be adjusted to a second battery temperature for driving the drive unit 51 at a time point when the vehicle can be driven, thereby improving the ease of driving the vehicle 2.

[0083] Furthermore, in the battery temperature regulation system 1 of this embodiment, when the control unit (ECU) detects the activation of the temperature regulation mode change switch 12, it determines that the vehicle 2 is in a non-driving state or does not need to be driven. By using such a determination method, the temperature regulation control of the battery 11 can be changed by the judgment of the occupants of the vehicle 2. Not to mention when the vehicle 2 breaks down, in addition, when the vehicle 2 is not driven for a long time, such as when the air conditioning unit 61 is running while the vehicle is parked overnight, unnecessary temperature regulation of the battery 11 is not performed, thereby reducing the power consumption required for temperature regulation of the battery 11.

[0084] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the specific structure is not limited to the described embodiments, and even design changes that do not depart from the spirit of the present invention are included in the present invention.

Claims

1. A battery temperature regulation system, comprising a battery, an auxiliary unit, and a control unit. The auxiliary equipment section includes at least an air conditioning section. The control unit determines whether the vehicle is in a non-driving state or a non-driving state. When it determines that the vehicle is in a non-driving state or a non-driving state, it calculates the first energy required to drive the auxiliary unit and adjusts the battery temperature to a first battery temperature suitable for the battery to output the first energy.

2. The battery temperature regulation system according to claim 1, wherein, The control unit estimates the time point at which the inoperable state of the vehicle is lifted, calculates the second energy required for the vehicle to drive and power the auxiliary unit, and adjusts the battery temperature to a second battery temperature suitable for the battery to output the second energy before the estimated time point arrives.

3. The battery temperature regulation system according to claim 1, wherein, When the control unit estimates the time at which the inoperability of the vehicle is lifted, it drives the auxiliary unit based on the time and the battery charging rate.

4. The battery temperature regulation system according to claim 1, wherein, When the control unit detects the activation of the temperature mode change switch, it determines that the vehicle is in a non-driving state or does not need to be driven.

5. A vehicle having a battery temperature regulation system according to any one of claims 1 to 4.

Images