Vehicle battery temperature conditioning system

Abstract

To suppress energy consumption.SOLUTION: A control section 11 executes battery temperature conditioning control so that, during a first time period after a vehicle begins traveling, a battery temperature is maintained within a first temperature range, which is an optimal range, and during a second time period, after the first time period and until the vehicle reaches a destination, the battery temperature is maintained within a second temperature range, which is an allowable range wider than the first temperature range. Accordingly, by managing the temperature of the battery 12 to stay within the allowable range upon the vehicle's arrival at the destination, unnecessary temperature conditioning of the battery 12 can be avoided within a range that does not cause deterioration or affect the performance of the temperature-conditioned battery 12, thereby reducing energy consumption.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a vehicle battery temperature control system.

Background Art

[0002] A vehicle battery temperature control system for controlling the temperature of a battery mounted on a vehicle is known. For example, Patent Document 1 discloses a technique for stopping the temperature control of a battery when it is determined that the temperature of the battery does not exceed a predetermined temperature when the remaining driving distance is less than a threshold value or the remaining driving time is less than a threshold value.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present invention is to provide a vehicle battery temperature control system capable of suppressing energy consumption.

Means for Solving the Problems

[0005] According to one aspect of the present invention, a vehicle battery temperature control system includes a battery mounted on a vehicle, a battery temperature control unit that controls the temperature of the battery, and a control unit capable of executing battery temperature control for controlling the temperature of the battery. In the vehicle battery temperature control system, the control unit executes battery temperature control so that the temperature of the battery falls within a first temperature range in a first time period after the vehicle starts running, and the temperature of the battery falls within a second temperature range wider than the first temperature range in a second time period after the first time period and until the vehicle reaches the destination.

Effects of the Invention

[0006] According to the present invention, it is possible to provide a vehicle battery temperature control system that can suppress power consumption.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0008] [Configuration of Vehicle Battery Temperature Control System] The vehicle battery temperature control system of the present embodiment is configured to suppress an increase in power consumption while performing temperature control of the battery in consideration of battery degradation. Further, the vehicle battery temperature control system of the present embodiment is configured to be able to suppress power consumption.

[0009] FIG. 1 is an explanatory diagram showing an outline of a configuration example of a vehicle battery temperature control system 1 according to the present embodiment.

[0010] The vehicle battery temperature control system 1 is for temperature control of a battery mounted on an electric vehicle EV (EV: Electric Vehicle) such as an electric vehicle or a hybrid vehicle. The vehicle battery temperature control system 1 is incorporated in a vehicle air conditioner for air conditioning the vehicle interior.

[0011] The vehicle battery temperature control system 1 includes a battery temperature control circuit 10 and a control unit 11.

[0012] The battery temperature control circuit 10 is a part of a heat medium circuit used for air conditioning in the vehicle interior. The battery temperature control circuit 10 includes a battery 12, a battery temperature control unit 13 for temperature - controlling the battery 12, a circulation pump 14 for pushing out the heat medium, and a heat medium heating device 15 for heating the heat medium.

[0013] When the battery 12 is charged and discharged, the battery temperature rises due to the self - heating of the battery 12. Therefore, the battery temperature control circuit 10 performs temperature adjustment (temperature control) of the battery 12 to prevent deterioration and performance degradation of the battery 12. In this embodiment, a lithium - ion battery is used as the battery 12. Note that a battery other than a lithium - ion battery may be used as the battery 12.

[0014] The heat medium of the battery temperature control circuit 10 circulates by the operation of the circulation pump 14. In the battery temperature control circuit 10, the temperature of the battery 12 is adjusted by the heat medium circulating through the battery temperature control circuit 10. The heat medium flowing through the battery temperature control circuit 10 can exchange heat with the refrigerant flowing through the refrigerant circuit 16. The refrigerant circuit 16 includes a compressor, a high - temperature side heat exchanger, a decompression device, and a low - temperature side heat exchanger. The refrigerant circuit 16 is configured to function as a heat pump that circulates the refrigerant and repeats compression, condensation, expansion, and evaporation. The heat medium that exchanges heat with the refrigerant in the refrigerant circuit 16 is used for air conditioning in the vehicle interior and temperature control of the battery 12 and the motor.

[0015] The control unit 11 is a microcomputer equipped with a processor, a memory, and an input / output interface. The control unit 11 is capable of executing battery temperature control for controlling the temperature adjustment of the battery 12. The control unit 11 is capable of controlling the operations of the heat medium circuit including the battery temperature control circuit 10 and the refrigerant circuit 16. When executing the battery temperature control, the control unit 11, for example, switches the heat medium circuit so that the heat medium of the battery temperature control circuit 10 and the refrigerant of the refrigerant circuit 16 can exchange heat, or switches the heat medium circuit so that the heat medium circulates between the battery temperature control circuit 10 and the radiator circuit, or switches the heat medium circuit so that the heat medium circulates in the battery temperature control circuit 10 separated from other circuits.

[0016] Detection signals from various sensors 17 are input to the control unit 11. The sensors 17 include an internal air temperature sensor that measures the temperature of the air inside the vehicle cabin, an outside air temperature sensor that detects the outside air temperature, and the like.

[0017] The control unit 11 can transmit and receive data (scheduled arrival time data, driving route data, weather information data, etc.) to and from the ECU of the navigation device 19 provided in the vehicle via the communication bus 18. Note that the control unit 11 can also obtain necessary data (such as vehicle speed) from other ECUs (not shown) of the vehicle through the communication bus 18. In addition to the information obtained from the vehicle's ECU, the control unit 11 can also obtain detailed route information such as height differences and traffic jam information from the cloud, other vehicles, infrastructure facilities, etc. through V2X communication.

[0018] [Battery Temperature Control] In this embodiment, a lithium-ion battery is used as the battery 12. The optimal temperature of a lithium-ion battery is around 25°C ± 5°C (that is, in the range of 20°C to 30°C). Therefore, when a lithium-ion battery is used, it is preferable to perform temperature control around 25°C ± 5°C. However, generally, it is said that even if temperature control is performed within the allowable temperature range of 0°C to 40°C for a lithium-ion battery, the impact on battery performance and lifespan is small. Thus, in this embodiment, taking advantage of such characteristics, battery temperature control corresponding to the driving time of the vehicle is executed for the battery 12. Thereby, the power consumption associated with the temperature control of the battery 12 can be reduced, or the energy consumption associated with the temperature control of the battery 12 can be suppressed.

[0019] Note that the vehicle battery temperature control system 1 of this embodiment is equipped with a protection function for the battery 12. Specifically, it is assumed that the battery temperature = outside air temperature when the elapsed time since the user stopped driving is long. And when the temperature of the battery 12 exceeds the upper limit value of the allowable range, 40°C, it may cause thermal runaway or deterioration. Also, when the temperature of the battery 12 exceeds the lower limit value of the allowable range, it may cause a decrease in the performance of the battery 12. Therefore, when the battery temperature < 0°C or 40°C < battery temperature, the battery protection function on the vehicle side is activated so that 0°C ≤ battery temperature ≤ 40°C. Specifically, when the battery temperature < 0°C, the control unit 11 forcibly heats the battery 12, and when 40°C < battery temperature, the control unit 11 forcibly cools the battery 12. Therefore, it is assumed that the battery temperature control described below is executed within the range where the temperature of the battery is 0°C or higher and 40°C or lower.

[0020] Hereinafter, the battery temperature control of the first embodiment and the battery temperature control of the second embodiment that can be executed by the control unit 11 will be described. Either one of the controls may be implemented, or both controls may be implemented.

[0021] Note that, in the present embodiment, the optimal range of the temperature of the battery 12 is described as a range in which the influence on the deterioration and performance of the battery 12 is less than that of the allowable range. In the present embodiment, 20°C to 30°C is given as an example of the optimal range, and 0°C to 40°C is given as an example of the allowable range. The optimal range and the allowable range are not limited to the present embodiment and can be set as appropriate.

[0022] <Battery Temperature Control of the First Embodiment> When the driving time of the vehicle is short, it is assumed that the effect of suppressing the deterioration of the battery 12 is small compared to the power consumption required for temperature management of the battery 12 within the optimal temperature range. That is, when performing temperature management of the battery 12 within the optimal temperature range, the power consumption increases due to factors such as the need to increase the rotational speed of the compressor to enhance the heat absorption effect of the refrigerant. On the other hand, since the usage time of the battery 12 is short during short-time driving, it is assumed that even if the temperature of the battery 12 does not fall within the optimal temperature range, the influence on the deterioration of the battery 12 is small or almost non-existent. Therefore, it is preferable to perform battery temperature management in consideration of the cost-effectiveness of the power consumed when executing battery temperature control for suppressing the deterioration of the battery 12. Thus, the control unit 11 is capable of executing the battery temperature control shown in FIG. 2.

[0023] FIG. 2 is a flowchart showing an example of battery temperature control by the control unit 11.

[0024] As shown in FIG. 2, the control unit 11 acquires driving information of the vehicle (S1). The driving information is, for example, the remaining battery level, battery temperature, outside air temperature, driving distance, and driving time. These pieces of information can be acquired based on departure information, destination information, and route information obtained from learning data, settings for the navigation device 19, data acquired from the cloud, data obtained by communication with other vehicles, data acquired from infrastructure facilities, and the like.

[0025] Next, the control unit 11 predicts the transition of the temperature rise of the battery based on the driving information, and predicts the temperature of the battery 12 when the vehicle arrives at the destination based on the predicted transition of the temperature rise of the battery (S2). Specifically, the control unit 11 predicts the timing of the charge / discharge request of the battery until the vehicle arrives at the destination. Then, the control unit 11 predicts the transition of the temperature rise of the battery when temperature control is not performed from the start of the vehicle's driving until it arrives at the destination based on the temperature of the battery and the heat generation amount of the battery 12 during driving due to charge / discharge, and predicts the temperature of the battery 12 when the vehicle arrives at the destination based on the prediction result.

[0026] Next, the control unit 11 determines whether the driving time of the vehicle exceeds a threshold value (S3). Whether the driving time of the vehicle exceeds the threshold value may be determined based on the driving time predicted from the driving route, or may be determined based on the driving distance predicted from the driving route.

[0027] Next, when the control unit 11 determines that the driving time of the vehicle exceeds the threshold value (S3: YES), in other words, when it determines that the driving time of the vehicle is long-term driving, as the first battery temperature control, the temperature of the battery 12 is adjusted so that it falls within the optimal range (S4). That is, in step S4, battery temperature management control for performing temperature management of the battery 12 within the optimal range is executed.

[0028] Further, when the control unit 11 determines that the driving time of the vehicle does not exceed the threshold value (S3: NO), in other words, when it determines that the driving time of the vehicle is short-term driving, based on the prediction result of step S2, it determines whether the temperature of the battery 12 exceeds the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination (S5).

[0029] When the control unit 11 determines that the temperature of the battery 12 exceeds the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination (S5: YES), as the second battery temperature control, the temperature of the battery 12 is adjusted so that the temperature of the battery 12 falls within the allowable range (S6). That is, in step S6, the battery temperature management control for managing the temperature of the battery 12 within the allowable range is executed.

[0030] When the control unit 11 determines that the temperature of the battery 12 does not exceed the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination (S5: NO), the execution of the battery temperature management control under the target temperature and the temperature management range is terminated (S7). At this time, the control unit 11 may stop the operation of the circulation pump 14 to stop the circulation of the heat medium in the battery temperature control circuit 10. In addition, the control unit 11 may simply circulate the heat medium in the battery temperature control circuit 10 without performing the temperature management of the battery under the target temperature and the temperature management range. For example, the heat medium that has not been cooled by the radiator or exchanged heat with the refrigerant may be circulated in the battery temperature control circuit 10. Thereby, the temperature unevenness between the battery cells of the battery 12 can be eliminated, and the deterioration of the battery 12 can be prevented.

[0031] When the running time of the vehicle is the same as the threshold value, it may be determined as long-time running or short-time running.

[0032] As described above, by changing the battery temperature control when the battery 12 is used for a long time and when it is used for a short time, when the battery 12 is used for a long time, the temperature of the battery 12 is adjusted within the optimal range considering the deterioration of the battery 12, and when the battery 12 is used for a short time, the increase in power consumption caused by unnecessarily adjusting the temperature within the optimal range can be suppressed.

[0033] That is, by adjusting the temperature of the battery 12 within the optimal range during long-time running, the life of the battery 12 can be extended, and by adjusting the temperature of the battery 12 within the allowable range during short-time running, the increase in power consumption can be suppressed while suppressing the performance degradation of the battery 12.

[0034] Note that the temperature control of the battery 12 may be performed in real time by monitoring the battery temperature during vehicle travel, or may be performed as pre-temperature control before the passenger boards the vehicle.

[0035] For example, the control unit 11 determines whether to execute pre-temperature control by determining whether a passenger is scheduled to board. Whether a passenger is scheduled to board can be determined, for example, from the activation of the vehicle system before the passenger boards by remote control operation from outside the vehicle, the activation of the vehicle system before the passenger boards by a timer, learning data based on the behavior pattern of the vehicle owner, and the like.

[0036] Then, when a passenger is scheduled to board and the battery 12 is being externally charged, the control unit 11 executes pre-temperature control. The pre-temperature control can be executed in combination with pre-air conditioning for pre-conditioning the vehicle interior.

[0037] In this case, during long-term driving, the temperature of the battery 12 cannot be kept within the optimal range only by pre-temperature control. Therefore, in the battery temperature control of step S4 in FIG. 2, pre-temperature control is performed to bring the temperature of the battery 12 within the optimal range before vehicle travel, or pre-temperature control is performed to bring the temperature of the battery 12 close to the optimal range before vehicle travel, and when the temperature of the battery 12 exceeds the upper limit value of 30° C. of the optimal range during vehicle travel, the battery 12 is cooled to control the temperature of the battery 12. For example, in pre-temperature control, the temperature of the battery 12 is controlled by cooling or heating the heat medium by heat exchange in the refrigerant circuit 16, and during vehicle travel, the battery 12 is cooled by cooling the heat medium by the radiator. At this time, the battery 12 is cooled so that the temperature of the battery 12 does not drop below the lower limit value of the optimal range. As a result, the temperature of the battery 12 remains within the optimal range.

[0038] On the one hand, when driving for a short period of time, the temperature of the battery 12 can be kept within the allowable range by only pre-temperature control. Therefore, in the battery temperature control of step S6 in FIG. 2, if the temperature of the battery 12 can be kept within the allowable range when the vehicle arrives at the destination without performing temperature control during vehicle driving by performing pre-temperature control, the battery 12 is cooled by pre-temperature control so that the temperature of the battery 12 becomes the upper limit value of 40° C. of the allowable range when the vehicle arrives at the destination. For example, in pre-temperature control, the heat medium is cooled by heat exchange in the refrigerant circuit 16. As a result, the temperature of the battery 12 is kept within the allowable range. In this case, since it is not necessary to perform temperature control during driving, the power consumption during driving can be reduced.

[0039] On the other hand, in the battery temperature control of step S6 in FIG. 2, if the temperature of the battery 12 exceeds the upper limit value of 40° C. of the allowable range when the vehicle arrives at the destination even after performing pre-temperature control, the battery 12 is cooled as much as possible so as not to fall below the lower limit value of the allowable range. Then, when it is determined that the temperature of the battery 12 exceeds the upper limit value of 40° C. of the allowable range during vehicle driving, the battery 12 is temperature-controlled by cooling the battery 12. For example, in pre-temperature control, the heat medium is cooled by heat exchange in the refrigerant circuit 16, and during vehicle driving, the battery 12 is cooled by cooling the heat medium by the radiator. As a result, the temperature of the battery 12 is kept within the allowable range. In this case, by performing pre-temperature control, the power consumption during driving can be reduced.

[0040] Note that even if an occupant is scheduled to board and the battery 12 is not being externally charged, the control unit 11 predicts the power consumption required to keep the temperature of the battery 12 at 40° C. or less, which is the upper limit value of the allowable range, when the vehicle arrives at the destination. Then, when the value obtained by subtracting the driving power from the remaining battery level is greater than the power consumption required for temperature control of the battery 12, pre-temperature control is performed in the same manner as described above.

[0041] Further, when the value obtained by subtracting the running power from the remaining battery level is smaller than the power consumption required for temperature control of the battery 12, the control unit 11 gives a notification prompting charging to the occupant. For example, it is displayed on an information display terminal such as a smartphone. As a result, when external charging of the battery 12 is started, pre-temperature control is executed in the same manner as above.

[0042] On the other hand, when external charging of the battery 12 is not started, temperature control of the battery 12 is executed while the vehicle is running.

[0043] In this case, in the battery temperature control of step S4 in FIG. 2, when it is determined that the temperature of the battery 12 exceeds the upper limit value of 30° C. of the optimal range while the vehicle is running, the battery 12 is temperature-controlled by cooling the battery 12. For example, the battery 12 is cooled by cooling the heat medium with a radiator. At this time, the battery 12 is cooled so that the temperature of the battery 12 does not drop below the lower limit value of the optimal range. As a result, the temperature of the battery 12 falls within the optimal range.

[0044] In the battery temperature control of step S6 in FIG. 2, when it is determined that the temperature of the battery 12 exceeds the upper limit value of 40° C. of the allowable range while the vehicle is running, the battery 12 is temperature-controlled by cooling the battery 12. For example, the battery 12 is cooled by cooling the heat medium with a radiator. At this time, the battery 12 is cooled so that the temperature of the battery 12 does not drop below the lower limit value of the allowable range. As a result, the temperature of the battery 12 falls within the allowable range.

[0045] Note that regardless of whether pre-temperature control is performed or not, in step S7 of FIG. 2, power consumption required for battery temperature control can be reduced by not performing battery temperature control.

[0046] As described above, battery temperature control can be performed either when pre-temperature control is performed or when temperature control is performed while the vehicle is running. However, when pre-temperature control is performed, the power consumption of the battery 12 during vehicle running can be suppressed, which is effective in extending the driving distance of the vehicle.

[0047] FIG. 3 is an explanatory diagram showing a specific example of the temperature change of the battery 12 when the battery temperature control shown in FIG. 2 is executed. In FIG. 3, the pre-temperature control and the in-travel temperature control are separated by the boarding of the occupant, and the short-time travel and the long-time travel are separated by the threshold value TH. Then, a specific example in which the pre-temperature control is not performed in the case of short-time travel and a specific example in which the pre-temperature control is performed in the case of long-time travel are shown. In FIG. 3, the optimal range of the battery temperature is 20°C to 30°C, and the allowable range of the battery temperature is 0°C to 40°C.

[0048] As shown in FIG. 3, when performing long-time travel (step S3 in FIG. 2: YES), the battery 12 is heated by pre-temperature control to keep the temperature a of the battery 12 within the optimal range. Then, when it is determined that the temperature of the battery 12 exceeds 30°C, which is the upper limit value of the optimal range, during the travel of the vehicle, the battery 12 is cooled so that the temperature of the battery 12 does not fall below 20°C (step S4 in FIG. 2). Thereby, when performing long-time travel, the temperature a of the battery 12 falls within the range of 20°C to 30°C, which is the optimal range.

[0049] When performing short-time travel (step S3 in FIG. 2: NO), the battery 12 is temperature-controlled by cooling the battery 12 when it is determined that the temperature exceeds 40°C, which is the upper limit value of the allowable range, during the travel of the vehicle without performing pre-temperature control (step S6 in FIG. 2). As a result, in this example, the temperature b of the battery 12 decreases. In this example, the battery 12 is cooled so that the temperature of the battery 12 does not exceed 40°C. Then, when the vehicle arrives at the destination, the temperature b of the battery 12 reaches near the upper limit value of 40°C. Thereby, when performing short-time travel, the temperature of the battery 12 falls within the range of 0°C to 40°C, which is the allowable range.

[0050] <Battery Temperature Control of the Second Embodiment> In order to suppress the deterioration and performance degradation of the battery 12, it is necessary to manage the temperature of the battery 12 within an optimal range during vehicle operation. On the other hand, when the vehicle arrives at the destination, even if the temperature of the battery 12 is managed within an allowable range, there is little impact on the deterioration and performance of the battery 12. Therefore, when managing the temperature of the battery 12 within the optimal range until the vehicle arrives at the destination, the vehicle arrives at the destination with surplus thermal energy compared to the case where it is managed within the allowable range when the vehicle arrives at the destination. In this case, since the thermal energy is not used after the vehicle arrives at the destination, the loss of thermal energy after the vehicle arrives at the destination increases. For this reason, it is preferable to perform battery temperature management to suppress the consumed energy while managing the temperature of the battery 12 within the optimal range. Therefore, the control unit 11 is capable of executing the battery temperature control shown in FIG. 4.

[0051] FIG. 4 is a flowchart showing an example of battery temperature control by the control unit 11.

[0052] As shown in FIG. 4, the control unit 11 acquires the driving information of the vehicle (S1). The driving information is, for example, the remaining battery level, the battery temperature, the outside air temperature, the driving distance, and the driving time. These pieces of information can be acquired based on the departure information, the destination information, and the route information obtained from learning data, settings for the navigation device 19, data obtained from the cloud, data by communication with other vehicles, and data obtained from infrastructure facilities.

[0053] Next, the control unit 11 predicts the transition of the battery temperature rise based on the driving information, and predicts the temperature of the battery 12 when the vehicle arrives at the destination based on the predicted transition of the battery temperature rise (S2). Specifically, the control unit 11 predicts the timing of the charge and discharge requirements of the battery until the vehicle arrives at the destination. Then, the control unit 11 predicts the transition of the battery temperature rise when no temperature control is performed from the start of the vehicle's travel until it arrives at the destination based on the battery temperature and the heat generation amount of the battery 12 during travel due to charge and discharge, and predicts the temperature of the battery 12 when the vehicle arrives at the destination based on the prediction result.

[0054] Next, based on the prediction result in step S2, the control unit 11 determines whether the temperature of the battery 12 exceeds the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination (S3).

[0055] When the control unit 11 determines that the temperature of the battery 12 exceeds the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination (S3: YES), the temperature of the battery 12 is within the optimal range in the first time period after the vehicle starts running, and the temperature control of the battery 12 is performed so that the temperature of the battery 12 is within the allowable range in the second time period after the first time period until the vehicle arrives at the destination (S4). That is, in step S4, battery temperature management control is executed to manage the temperature of the battery 12 so that the temperature of the battery 12 is within the optimal range in the first time period and within the allowable range in the second time period.

[0056] Specifically, based on the transition of the predicted temperature rise of the battery in step S2, the control unit 11 identifies the driving time of the vehicle until it reaches the temperature rise start point of the battery 12 when the temperature of the battery 12 rises from the upper limit value of 30°C of the optimal range during the running of the vehicle and reaches the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination.

[0057] Then, in the first time period after the vehicle starts running until the running time of the vehicle reaches the time of the temperature rise start point, battery temperature control is executed so that the temperature of the battery 12 is within the first temperature range and the temperature of the battery at the temperature rise start point reaches the upper limit value of 30°C of the optimal range. On the other hand, no battery temperature control is executed in the second time period after the first time period until the vehicle arrives at the destination. As a result, in the first time period, the temperature of the battery 12 is within the optimal range and the temperature of the battery at the temperature rise start point reaches the upper limit value of 30°C of the optimal range, and in the second time period, the temperature of the battery 12 is within the allowable range and reaches the upper limit value of 40°C of the allowable range when arriving at the destination.

[0058] When the control unit 11 determines that the temperature of the battery 12 when the vehicle arrives at the destination does not exceed the upper limit value of the allowable range (S3: NO), it stops the execution of the battery temperature management control under the target temperature and the temperature management range (S5). As a result, in the second time period, the temperature of the battery 12 falls within the allowable range. At this time, the control unit 11 may stop the operation of the circulation pump 14 to stop the circulation of the heat medium in the battery temperature control circuit 10. Further, the control unit 11 may simply circulate the heat medium in the battery temperature control circuit 10 without performing the temperature management of the battery under the target temperature and the temperature management range. For example, it may circulate the heat medium that has not been cooled by the radiator or exchanged heat with the refrigerant in the battery temperature control circuit 10. Thereby, the temperature unevenness between the battery cells of the battery 12 can be eliminated and the deterioration of the battery 12 can be prevented.

[0059] As described above, by managing the temperature of the battery 12 so that it falls within the allowable range when the vehicle arrives at the destination, unnecessary temperature control of the battery 12 within the range that does not affect the deterioration and performance of the battery 12 is not performed, so that energy consumption can be suppressed.

[0060] In particular, in the second time period, since the battery temperature control is not executed, energy consumption can be effectively suppressed. In this embodiment, an example in which the battery temperature control is not executed in the second time period is described, but the battery temperature control may be executed in the second time period.

[0061] Note that the temperature control of the battery 12 in step S4 of FIG. 4 may be performed according to a temperature control plan created before the passenger boards the vehicle, or the temperature of the battery 12 may be monitored during the running of the vehicle without creating a temperature control plan. In either case, the temperature control of the battery 12 is performed after specifying the running time of the vehicle that reaches the above-described rising starting point.

[0062] When creating a temperature control plan for the battery 12, for example, in the first time period, create a temperature control plan for the battery 12 such that the temperature of the battery 12 falls within the first temperature range and the temperature of the battery at the starting point of the increase reaches the upper limit value of 30°C in the optimal range. Then, perform temperature control of the battery 12 according to the created temperature control plan. As a result, in the first time period, the temperature of the battery 12 falls within the optimal range and the temperature of the battery at the starting point of the increase reaches the upper limit value of 30°C in the optimal range. In the second time period, even if temperature control of the battery 12 is not performed, the temperature of the battery 12 falls within the allowable range and reaches the upper limit value of 40°C in the allowable range when arriving at the destination. Note that when the timing of the charge / discharge requirement of the battery 12 changes, recreate the temperature control plan.

[0063] When not creating a temperature control plan for the battery 12, for example, while monitoring the temperature of the battery 12, perform temperature control of the battery 12 during vehicle travel such that the temperature of the battery 12 falls within the optimal range and the temperature of the battery 12 at the starting point of the increase reaches the upper limit value of 30°C in the optimal range in the first time period. Note that if pre-temperature control described later makes temperature control during travel unnecessary, only monitor the temperature of the battery 12 in the first time period. As a result, in the first time period, the temperature of the battery 12 falls within the optimal range and the temperature of the battery at the starting point of the increase reaches the upper limit value of 30°C in the optimal range. In the second time period, even if temperature control of the battery 12 is not performed, the temperature of the battery 12 falls within the allowable range and reaches the upper limit value of 40°C in the allowable range when arriving at the destination.

[0064] In either case of creating a temperature control plan for the battery 12 and not creating a temperature control plan for the battery 12, the temperature control of the battery 12 may be performed in real time by monitoring the temperature of the battery 12 during vehicle travel, or may be performed as pre-temperature control before the passenger boards.

[0065] For example, the control unit 11 determines whether to execute pre-temperature control by determining whether an occupant is scheduled to board. Whether an occupant is scheduled to board can be determined, for example, from the activation of the vehicle system before the occupant boards by a remote control operation from outside the vehicle, the activation of the vehicle system before the occupant boards by a timer, learning data based on the behavior pattern of the vehicle owner, and the like.

[0066] Then, when an occupant is scheduled to board and the battery 12 is being externally charged, the control unit 11 executes pre-temperature control. The pre-temperature control can be executed in conjunction with pre-air conditioning for pre-conditioning the interior of the vehicle.

[0067] In the battery temperature control of step S4 in FIG. 4, by performing pre-temperature control so that the temperature of the battery 12 falls within the optimal range, even if the temperature control of the battery 12 is not performed during the running of the vehicle, when the temperature of the battery 12 falls within the optimal range in the first time zone and then falls within the allowable range in the second time zone, the pre-temperature control is performed so that the temperature of the battery 12 reaches the upper limit value of 40° C. of the allowable range when the vehicle arrives at the destination. For example, in the pre-temperature control, the battery 12 is temperature-controlled by cooling or heating the heat medium by heat exchange in the refrigerant circuit 16. As a result, in the first time zone, the temperature of the battery 12 falls within the optimal range and reaches the upper limit value of 30° C. of the optimal range at the rising start point, and in the second time zone, even if the temperature control of the battery 12 is not performed, the temperature of the battery 12 falls within the allowable range and reaches the upper limit value of 40° C. of the allowable range when arriving at the destination. In this case, since it is not necessary to perform temperature control during running, the power consumption during running can be reduced.

[0068] On one hand, in the battery temperature control of step S4 in FIG. 4, if pre-temperature control is performed so that the temperature of battery 12 falls within the optimal range, but the temperature of battery 12 does not fall within the allowable range in the second time period after the temperature of battery 12 has fallen within the optimal range in the first time period, pre-temperature control is performed so that the temperature of battery 12 becomes the lower limit value of 20°C of the optimal range. Further, in the first time period, when it is determined that the temperature of battery 12 exceeds the upper limit value of 30°C of the optimal range, the temperature of battery 12 is controlled by cooling battery 12. At this time, in the first time period, the temperature of battery 12 is controlled so that it does not drop below the lower limit value of 20°C of the optimal range. At the same time, the temperature of battery 12 is controlled so that the temperature of battery 12 reaches the upper limit value of 30°C of the optimal range at the starting point of temperature rise. For example, in pre-temperature control, the temperature of battery 12 is controlled by cooling or heating the heat medium through heat exchange in the refrigerant circuit 16, and during vehicle travel, battery 12 is cooled by cooling the heat medium by the radiator. As a result, in the first time period, the temperature of battery 12 falls within the optimal range and reaches the upper limit value of 30°C of the optimal range at the starting point of temperature rise, and in the second time period, even if the temperature control of battery 12 is not performed, the temperature of battery 12 falls within the allowable range and reaches the upper limit value of 40°C of the allowable range when arriving at the destination. In this case, pre-temperature control can reduce the power consumption during travel.

[0069] Note that even if a passenger is scheduled to board, when the battery 12 is not being externally charged, the control unit 11 predicts the power consumption required to keep the temperature of battery 12 below the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination. Then, when the value obtained by subtracting the driving power from the battery remaining amount is greater than the power consumption required for temperature control of battery 12, pre-temperature control is implemented in the same manner as above.

[0070] Also, when the value obtained by subtracting the driving power from the battery remaining amount is smaller than the power consumption required for temperature control of battery 12, the control unit 11 gives a notification prompting the passenger to charge. For example, it is displayed on an information display terminal such as a smartphone. As a result, when external charging of battery 12 is started, pre-temperature control is executed in the same manner as above.

[0071] On the other hand, when external charging of the battery 12 is not started, temperature control of the battery 12 is performed while the vehicle is running.

[0072] In this case, in the battery temperature control of step S4 in FIG. 4, in the first time period, while monitoring the temperature of the battery 12 in real time, when it is determined that the temperature of the battery 12 exceeds the upper limit value of 30°C in the optimal range during vehicle running, the battery 12 is cooled to perform temperature control of the battery 12. At this time, in the first time period, the temperature control of the battery 12 is performed so that the temperature of the battery 12 does not drop below the lower limit value of 20°C in the optimal range. At the same time, the temperature control of the battery 12 is performed while the vehicle is running so that the temperature of the battery 12 reaches the upper limit value of 30°C in the optimal range at the starting point of temperature rise. For example, the battery 12 is cooled by cooling the heat medium with a radiator. As a result, in the first time period, the temperature of the battery 12 is within the optimal range and reaches the upper limit value of 30°C in the optimal range at the starting point of temperature rise, and in the second time period, even if the temperature control of the battery 12 is not performed, the temperature of the battery 12 is within the allowable range and reaches the upper limit value of 40°C when arriving at the destination.

[0073] Note that in step S5 in FIG. 4, the power consumption required for battery temperature control can be reduced by not performing battery temperature control.

[0074] As described above, battery temperature control can be performed either when pre-temperature control is performed or when temperature control is performed during vehicle running. However, when pre-temperature control is performed, the power consumption of the battery 12 during vehicle running can be suppressed, which is effective in extending the driving distance of the vehicle.

[0075] FIG. 5 is an explanatory diagram showing a specific example of the temperature change of the battery 12 when the battery temperature control shown in FIG. 4 is executed. Note that FIG. 5 is a specific example when pre-temperature control is executed. In FIG. 5, the pre-temperature control start time before the passenger boards is set to 0, and the passenger's riding time is set to t1. Then, when the vehicle starts running from t1 and arrives at the destination at t2, the temperature of the battery 12 is defined as temperature a; when the vehicle starts running from t1 and arrives at the destination at t3, the temperature of the battery 12 is defined as temperature b; when the vehicle starts running from t1 and arrives at the destination at t4, the temperature of the battery 12 is defined as temperature c. In FIG. 5, the optimal range of the battery temperature is 20°C to 30°C, and the allowable range of the battery temperature is 0°C to 40°C.

[0076] As shown in FIG. 5, when the vehicle starts running from t1 and arrives at the destination at t2, it can be predicted that when the vehicle arrives at the destination, the temperature a of the battery 12 does not exceed the upper limit value of 40°C of the allowable range (step S3 in FIG. 4: NO). And since the running time is short and the impact on the battery 12 is small, the temperature control of the battery 12 is not performed (step S5 in FIG. 4). In this case, the power consumption required for battery temperature control can be reduced.

[0077] On the other hand, when the vehicle starts running from t1 and arrives at the destination at t3, it can be predicted that when the vehicle arrives at the destination, the temperature b of the battery 12 exceeds the upper limit value of 40°C of the allowable range (step S3 in FIG. 4: YES).

[0078] Therefore, based on the predicted transition of the temperature rise of the battery 12, when the temperature b of the battery 12 rises from the upper limit value of 30°C of the optimal range during the running of the vehicle and reaches the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination, the running time t11 of the vehicle until it reaches the temperature rise starting point s1 of the battery is specified.

[0079] Then, in the first time period t1 to t11 until the running time of the vehicle reaches the rising starting point s1 at time t11, battery temperature control is executed so that the temperature of the battery 12 remains within the optimal range and the temperature b of the battery 12 at the rising starting point s1 reaches the upper limit value of 30°C of the optimal range (step S4 in FIG. 4).

[0080] On the other hand, battery temperature control is not executed in the second time period t11 to t3 from when the running time of the vehicle reaches time t11 at the rising starting point s1 until the vehicle reaches the destination at time t3.

[0081] In this example, if pre-temperature control is performed so that the temperature of the battery 12 is within the optimal range before the passengers board the vehicle, then even if the temperature of the battery 12 is not controlled during the running of the vehicle, in the first time period t1 to t11, the temperature of the battery 12 remains within the optimal range and the temperature b of the battery 12 at the rising starting point s1 reaches the upper limit value of 30°C of the optimal range. Also, even if the temperature of the battery 12 is not controlled in the second time period t11 to t3, it reaches the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination. Therefore, in this example, only pre-temperature control is performed to cool the battery 12 so that the temperature of the battery 12 is within the optimal range before the passengers board the vehicle. In this way, by performing pre-temperature control, the need for temperature control during running is eliminated, so the power consumption during running can be reduced.

[0082] Also, when the vehicle starts running at t1 and arrives at the destination at t4, based on the transition of the temperature rise of the battery 12, it can be predicted that the temperature c of the battery 12 will exceed the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination (step S3 in FIG. 4: YES).

[0083] Therefore, based on the predicted transition of the temperature rise of the battery 12, when the temperature c of the battery 12 rises from the upper limit value of 30°C of the optimal range during the running of the vehicle and reaches the upper limit value of 40°C of the allowable range when the vehicle arrives at the destination, the running time t22 of the vehicle until it reaches the rising starting point s2 of the battery temperature during the running of the vehicle is specified.

[0084] Then, in the first time period t1 to t22 until the driving time of the vehicle reaches the rising starting point s2 at time t22, battery temperature control is executed so that the temperature of the battery 12 stays within the optimal range and the temperature c of the battery 12 at the rising starting point s2 reaches the upper limit value of 30°C in the optimal range (step S4 in FIG. 4).

[0085] On the other hand, battery temperature control is not executed in the second time period t22 to t4 from when the driving time of the vehicle reaches the rising starting point s2 at time t22 until the time t4 when the vehicle arrives at the destination.

[0086] In this example, even if pre-temperature control is performed to cool the battery 12 before the passengers board the vehicle, the temperature of the battery 12 exceeds the upper limit value of 40°C in the allowable range when the vehicle arrives at the destination. Therefore, in this example, pre-temperature control is performed so that the temperature of the battery 12 drops to 20°C, which is the lower limit value of the optimal range, before the passengers board the vehicle, and the temperature of the battery 12 is controlled during the driving of the vehicle. As a result, in the first time period t1 to t22, the temperature of the battery 12 stays within the optimal range and the temperature c of the battery 12 at the rising starting point s2 reaches the upper limit value of 30°C in the optimal range. Also, in the second time period t22 to t4, the temperature of the battery 12 reaches the upper limit value of 40°C in the allowable range when the vehicle arrives at the destination even without performing temperature control of the battery 12. Thereby, the power consumption during driving can be reduced compared to the case where temperature control is performed only during driving.

[0087] In addition, in the present embodiment, an example has been described in which battery temperature control is executed so that the temperature of the battery 12 reaches the upper limit value of the allowable range when the vehicle arrives at the destination. However, if the temperature of the battery 12 stays within the allowable range when the vehicle arrives at the destination, it is not always necessary to execute battery temperature control so that it reaches the upper limit value. That is, when heating of the battery 12 is required so that the temperature of the battery 12 reaches the upper limit value of the allowable range, it is preferable to perform temperature control within the allowable range without heating the battery 12. Thereby, an increase in energy consumption can be suppressed.

[0088] [Effects of the Present Embodiment] (a1) A vehicle battery temperature control system 1 includes a battery 12 mounted on a vehicle, a battery temperature control unit for temperature control of the battery 12, and a control unit 11 capable of executing battery temperature control for controlling the temperature control of the battery. The control unit 11 predicts the driving information of the vehicle from when the vehicle departs from the current location until it arrives at the destination, determines whether the driving time of the vehicle exceeds a threshold value based on the predicted driving information, executes first battery temperature control when it is determined that the driving time of the vehicle exceeds the threshold value, and executes second battery temperature control when it is determined that the driving time of the vehicle does not exceed the threshold value. Therefore, by changing the battery temperature control when the battery 12 is used for a long time and when it is used for a short time, when the battery 12 is used for a long time, the temperature control of the battery 12 is performed within an optimal range considering the deterioration of the battery 12, and when the battery 12 is used for a short time, an increase in power consumption caused by unnecessarily performing temperature control within the optimal range can be suppressed.

[0089] Note that, as an example of the first battery temperature control, the temperature control of the battery is performed so that the temperature of the battery falls within the optimal range, and as an example of the second battery temperature control, the example where the temperature of the battery falls within the allowable range is described. However, for example, in the first battery temperature control, the ratio of the temperature of the battery falling within the optimal range is made higher than that in the second battery temperature control. The modes of the first battery temperature control and the second battery temperature control are not limited to the modes of this embodiment.

[0090] (a2) In the first battery temperature control, the control unit 11 performs temperature control of the battery so that the temperature of the battery falls within the optimal range which is the first temperature range. In the second battery temperature control, the control unit 11 performs temperature control of the battery so that the temperature of the battery falls within the allowable range which is the second temperature range wider than the first temperature range. Controlling the temperature of the battery to fall within the optimal range which is the first temperature range has less impact on the deterioration or performance of the battery than controlling the temperature of the battery to fall within the allowable range which is the second temperature range. Therefore, when the battery 12 is used for a long time, temperature control of the battery 12 is performed within an optimal range considering the deterioration of the battery 12. When the battery 12 is used for a short time, an increase in power consumption caused by unnecessarily performing temperature control within the optimal range can be suppressed.

[0091] (a3) In the second battery temperature control, the control unit 11 determines whether the temperature of the battery 12 exceeds the upper limit value of 40°C, which is the allowable range within the second temperature range. When it is determined that the temperature of the battery 12 exceeds the upper limit value of 40°C within the second temperature range, the battery temperature control is executed. Therefore, when the battery 12 is used for a short time, by performing temperature control of the battery 12 so as to reach the upper limit value of 40°C within the allowable range, an increase in power consumption can be suppressed while suppressing deterioration of the battery 12.

[0092] (b1) A vehicle battery temperature control system 1 includes a battery 12 mounted on a vehicle, a battery temperature control unit that controls the temperature of the battery 12, and a control unit 11 capable of executing battery temperature control for controlling the temperature of the battery. The control unit 11 performs battery temperature control so that the temperature of the battery falls within an optimal range within a first temperature range during a first time period after the vehicle starts running, and within an allowable range within a second temperature range that is wider than the optimal range within the first temperature range during a second time period after the first time period until the vehicle reaches the destination. Therefore, by managing the temperature of the battery 12 so that it falls within the allowable range when the vehicle reaches the destination, unnecessary temperature control of the battery 12 within a range that does not affect the deterioration or performance of the battery 12 is eliminated, and thus energy consumption can be suppressed.

[0093] (b2) The control unit 11 executes battery temperature control so that the temperature of the battery 12 reaches the upper limit value of 40°C within the allowable range within the second temperature range when the vehicle reaches the destination, so that the temperature of the battery 12 falls within the second temperature range. Therefore, by controlling the temperature of the battery 12 so that it reaches the upper limit value of 40°C within the allowable range when the vehicle arrives at the destination, unnecessary temperature control of the battery 12 within the range that does not affect the deterioration and performance of the temperature-controlled battery 12 is eliminated, and thus energy consumption can be suppressed.

[0094] (b3) The control unit 11 predicts the rising transition of the temperature of the battery 12 from when the vehicle starts running until it arrives at the destination, and based on the predicted rising transition, determines whether the temperature of the battery 12 exceeds the upper limit value of 40°C, which is the upper limit of the allowable range in the second temperature range, when the temperature of the battery 12 rises from when the vehicle starts running until it arrives at the destination. If the temperature of the battery 12 exceeds the upper limit value of 40°C, which is the upper limit of the allowable range in the second temperature range, the control unit 11 specifies the running time of the vehicle until it reaches the starting point of the temperature rise of the battery 12 in the case where the temperature of the battery 12 rises from the upper limit value of 30°C, which is the upper limit of the optimal range in the first temperature range, during the running of the vehicle and reaches the upper limit value of 40°C, which is the upper limit of the allowable range in the second temperature range, when the vehicle arrives at the destination, based on the predicted rising transition. In the first time period, which is the time period after the vehicle starts running and until the running time of the vehicle reaches the time to reach the starting point of the temperature rise, the battery temperature control is executed so that the temperature of the battery 12 is within the optimal range in the first temperature range and the temperature of the battery at the starting point of the temperature rise reaches the upper limit value of 30°C, which is the upper limit of the optimal range in the first temperature range. In the second time period, which is the time period after the first time period and until the vehicle arrives at the destination, the battery temperature control is not executed. Therefore, by not performing temperature control of the battery 12 in the second time period, it is possible to reduce the power required for temperature control of the battery 12, and thus energy consumption can be suppressed.

[0095] As described above, the present invention has been described with reference to the preferred embodiments. However, it goes without saying that the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the present invention.

Explanation of Reference Numerals

[0096] 1: Vehicle battery temperature control system 10: Battery temperature control circuit 11: Control unit 12: Battery 13: Battery temperature control section 14: Circulation pump 15: Heat medium heating device 16: Refrigerant circuit

Claims

1. A vehicle battery temperature control system comprising a battery mounted on a vehicle, a battery temperature control unit for temperature control of the battery, and a control unit capable of executing battery temperature control for controlling the temperature control of the battery, wherein the control unit executes battery temperature control such that the temperature of the battery falls within a first temperature range in a first time period after the vehicle starts running, and within a second temperature range wider than the first temperature range in a second time period after the first time period and until the vehicle reaches the destination. A vehicle battery temperature control system characterized by the above.

2. The control unit executes battery temperature control such that the temperature of the battery falls within the second temperature range when the vehicle reaches the destination. The vehicle battery temperature control system according to Claim 1, characterized by the above.

3. The control unit: predicts the rising transition of the temperature of the battery from when the vehicle starts running until it reaches the destination, determines whether the temperature of the battery exceeds the upper limit value of the second temperature range when the temperature of the battery rises from when the vehicle starts running until it reaches the destination based on the predicted rising transition, when the temperature of the battery exceeds the upper limit value of the second temperature range, identifies the running time of the vehicle until it reaches the starting point of the temperature rise of the battery in the case where the temperature of the battery rises from the upper limit value of the first temperature range during the running of the vehicle and reaches the upper limit value of the second temperature range when the vehicle reaches the destination based on the predicted rising transition, executes battery temperature control such that the temperature of the battery falls within the first temperature range and the temperature of the battery at the starting point of the rise reaches the upper limit value of the first temperature range in a first time period after the vehicle starts running and until the running time of the vehicle reaches the time to reach the starting point of the rise, and does not execute battery temperature control in a second time period after the first time period and until the vehicle reaches the destination. The vehicle battery temperature control system according to Claim 2, characterized by the above.

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