Control system, and control program

Abstract

To provide a control system which can warm a battery.SOLUTION: A control system 1 for performing temperature adjustment control of a high-voltage battery 4, in a vehicle in which a power source module 20 capable of converting a voltage value of an output voltage of the high-voltage battery 4 where power supplied to a motor M for travel is stored into a voltage of a predetermined voltage value, and a circulation path circulating cooling fluid in the high-voltage battery 4 and the power source module 20 by a pump are stored in a single housing together with the high-voltage battery 4 includes a control part 51 for controlling operation of at least the power source module 20, in response to a travel instruction to the vehicle, and a determination part 52 for determining whether or not the motor M for travel is not energized, wherein the control part 51 drives the power source module 20 when the motor M for travel is not energized, and executes temperature adjustment control of performing temperature adjustment of the high-voltage battery 4.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a control system for controlling the temperature of a battery and a control program.

Background Art

[0002] In recent years, automobiles (hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), battery electric vehicles (BEV), fuel cell electric vehicles (FCEV), etc.) equipped with a motor (corresponding to a "driving motor") as a driving power source have become popular. These automobiles (hereinafter collectively referred to as "electric vehicles") are equipped with a battery for driving the motor.

[0003] Generally, a battery mounted on an electric vehicle is configured by housing a plurality of battery modules in which cells are arranged in parallel in a housing. Therefore, when the battery is used, heat accumulates inside the housing due to heat generation, resulting in a high temperature. When the battery becomes hot, it is likely to deteriorate. Therefore, technologies for cooling the battery have been studied (see, for example, Patent Documents 1 and 2).

[0004] Patent Document 1 describes a battery cooling structure of a vehicle. This battery cooling structure includes a battery module, a cooling passage for supplying a cooling fluid to the battery module, an electrical component electrically connected to the battery module, a cooler for cooling the cooling fluid, and a battery case for housing the battery module, the electrical component, the cooler, and the cooling passage. Further, in this battery cooling structure, the cooling fluid after cooling the battery cells of the battery module is supplied to the electrical component to cool the electrical component.

[0005] Patent Document 2 describes a cooling structure for a vehicle. This vehicle cooling structure is applied to a vehicle electric drive system. The vehicle electric drive system includes a housing that houses an electric motor, a battery, and an inverter.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0007] As described above, since the battery is likely to deteriorate when it gets hot, it is desirable to cool the battery as in the technologies described in Patent Documents 1 and 2. However, during cold times such as winter, from the perspective of battery life, it is preferable to warm up the battery during charging or when using the power stored in the battery (during discharge) to improve the operating efficiency. Patent Documents 1 and 2 do not consider such warming up of the battery, and there is room for improvement.

[0008] Therefore, a control system and a control program capable of warming up the battery are required.

Means for Solving the Problems

[0009] The characteristic configuration of the control system according to the present invention is that in a vehicle in which a power supply module capable of converting the voltage value of the output voltage of a battery storing the power supplied to a driving motor into a voltage of a predetermined voltage value and a circulation path for circulating a cooling fluid between the battery and the power supply module by a pump are housed in a single housing together with the battery, a control system for controlling the temperature of the battery, comprising: a control unit that controls at least the operation of the power supply module in response to a driving command for the vehicle; and a determination unit that determines whether or not the driving motor is in a non-energized state, wherein the control unit executes temperature control for driving the power supply module to adjust the temperature of the battery when the driving motor is in a non-energized state.

[0010] With such a characteristic configuration, even when the driving motor of the vehicle equipped with the control system is in a non-energized state, the temperature (ambient temperature) inside the housing can be increased by the heat (Joule heat) generated by driving the power supply module. Therefore, for example, even when using the power stored in the battery in a situation where the driving motor is not energized during cold times, it becomes possible to warm up the battery.

[0011] The characteristic configuration of the control program according to the present invention is that in a vehicle in which a power supply module capable of converting the voltage value of the output voltage of a battery storing the power supplied to a driving motor into a voltage of a predetermined voltage value and a circulation path for circulating a cooling fluid between the battery and the power supply module by a pump are housed in a single housing together with the battery, a control program for causing a computer to execute temperature control of the battery, comprising: a determination process for determining whether or not the driving motor is in a non-energized state; and a control process for driving the power supply module to execute temperature control of the battery when it is determined in the determination process that the driving motor is in a non-energized state, and causing the computer to execute the processes.

[0012] With such a characteristic configuration, similar to the control system described above, even when the driving motor of the vehicle is not energized, the temperature (ambient temperature) inside the housing can be increased by the heat (Joule heat) generated by driving the power module. Therefore, for example, in cold weather, even when using the electric power stored in the battery in a situation where the driving motor is not energized, it is possible to warm up the battery.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Mode for Carrying Out the Invention

[0014] The control system according to the present invention is configured to perform temperature adjustment control of a battery mounted on a vehicle. Hereinafter, the control system 1 of the present embodiment will be described. However, the control system 1 is not limited to the following embodiments, and various modifications are possible without departing from the gist thereof.

[0015] FIG. 1 shows a vehicle 2 equipped with the control system 1. In FIG. 1, the front side in the traveling direction of the vehicle 2 is indicated by "F", and the rear side in the traveling direction of the vehicle 2 is indicated by "B".

[0016] At the bottom 2A of the vehicle 2, a high-voltage battery 4 (an example of a "battery") that stores electric power used for running the vehicle 2 is provided. The high-voltage battery 4 is housed in a housing 10 so as to face the road surface 200 in order to prevent damage caused by small stones or the like that bounce up during the running of the vehicle 2. The housing 10 has a bottomed box shape using, for example, resin, and a housing space 10A is formed. The high-voltage battery 4 is housed in this housing space 10A. The housing 10 is provided between a pair of front wheels FW and a pair of rear wheels RW at the bottom 2A facing the road surface 200 while the vehicle 2 is running.

[0017] In the vehicle 2, together with the above-described high-voltage battery 4, a low-voltage battery 5 that stores electric power supplied to a load 90 (see FIG. 3) such as electrical components (USB connection parts, lighting, etc.) mounted on the vehicle 2 is provided. The high-voltage battery 4 supplies electric power to a running motor M that enables the vehicle 2 to run. In the present embodiment, the rotational force of the running motor M is transmitted to a pair of front wheels FW. The high-voltage battery 4 outputs a voltage having a voltage value larger than the voltage value of the output voltage of the low-voltage battery 5. In the present embodiment, as described above, the rotational force of the running motor M is transmitted to a pair of front wheels FW, but it may be configured such that the rotational force of the running motor M is transmitted to a pair of rear wheels RW, or it may be configured such that the rotational force of the running motor M is transmitted to a pair of front wheels FW and a pair of rear wheels RW.

[0018] The passenger compartment 3 is partitioned by a partition wall 6 from a motor room 7 in which the running motor M is housed. In the passenger compartment 3, a start switch 11 that can start the running motor M is provided.

[0019] FIG. 2 is a perspective view of the battery unit 100. As shown in FIG. 2, the battery unit 100 is configured by housing the high-voltage battery 4 in the housing 10. Further, in the housing 10, together with the high-voltage battery 4, a power supply module 20, a cooling plate 30, and a pump 40 are housed. Therefore, the high-voltage battery 4, the power supply module 20, the cooling plate 30, and the pump 40 are housed in a single housing 10.

[0020] In this embodiment, the high-voltage battery 4 is housed on the rear side B in the vehicle traveling direction in the housing 10, and the power supply module 20 and the pump 40 are housed on the front side F in the vehicle traveling direction with respect to the high-voltage battery 4. Further, the power supply module 20 is housed on the left side L in the vehicle traveling direction in the housing 10, and the pump 40 is housed on the right side R in the vehicle traveling direction with respect to the power supply module 20.

[0021] The cooling plate 30 has an internal circulation path 35 through which a cooling fluid is circulated between the high-voltage battery 4 and the power supply module 20 by the pump 40. The cooling plate 30 is provided with a hollow flow path inside, and this flow path corresponds to the circulation path 35. Therefore, the circulation path 35 is also housed in a single housing 10. As the cooling fluid, it is possible to use cooling water such as long-life coolant (LLC), insulating oil such as paraffin-based oil, or a refrigerant such as hydrofluorocarbon (HFC) or hydrofluoroolefin (HFO).

[0022] As shown in FIG. 2, both the power supply module 20 and the high-voltage battery 4 are housed in the housing 10 in a state where the cooling plate 30 is in contact with them via a heat transfer sheet (not shown). Thereby, it becomes possible to adjust the temperature of the electronic components constituting the power supply module 20 and the high-voltage battery 4 through the cooling fluid flowing through the cooling plate 30.

[0023] FIG. 3 shows a block diagram of the control system 1 and the power supply module 20. The power supply module 20 includes a switching unit 21, a frequency conversion unit 22, a first conversion unit 23, a transformer 24, a second conversion unit 25, and a third conversion unit 26.

[0024] The power supply module 20 can convert the voltage value of the output voltage of the high-voltage battery 4 into a voltage of a predetermined voltage value. Specifically, it is possible to convert the voltage value of the output voltage of the high-voltage battery 4 into a DC voltage of a voltage value capable of charging the low-voltage battery 5. Further, it is also possible to convert the voltage value of the output voltage of the high-voltage battery 4 into an AC voltage of a voltage value that can be used as a commercial power supply (for example, an AC voltage with an effective value of 100 V).

[0025] Furthermore, the power module 20 can also convert external AC power into DC power that can charge the high-voltage battery 4. Here, "external" refers to outside the vehicle 2, which is a power source different from the high-voltage battery 4 and the low-voltage battery 5 mounted on the vehicle 2. Also, "AC power" refers to power composed of an AC voltage whose voltage value oscillates with a predetermined period. Specifically, the external AC voltage corresponds to a 200V (effective value) AC voltage taken from a commercial power supply that oscillates at a commercial frequency (for example, 50Hz or 60Hz) and is supplied in a single-phase three-wire system. "DC power" refers to power composed of a DC voltage that has a constant voltage value with respect to a reference voltage (excluding the ripple voltage).

[0026] Hereinafter, as shown in FIG. 4, a mode in which the power module 20 operates to convert the voltage value of the output voltage of the high-voltage battery 4 into a DC voltage with a voltage value that can charge the low-voltage battery 5 is referred to as the first mode. Also, a mode in which the power module 20 operates to convert the voltage value of the output voltage of the high-voltage battery 4 into an AC voltage with a voltage value that can be used via the outlet 99 as a commercial power supply is referred to as the second mode. Furthermore, a mode in which the power module 20 operates to convert external AC power supplied via a supply unit 98 such as a plug of an outlet into DC power that can charge the high-voltage battery 4 will be described as the third mode. In FIG. 4, the direction of the current flow is indicated by a white arrow.

[0027] Returning to FIG. 3, the frequency conversion unit 22 converts one of AC power and DC power into the other. That is, in the third mode, when charging the high-voltage battery 4, the frequency conversion unit 22 converts the above-described external AC power into DC power. On the other hand, in the second mode, when outputting AC power to the outside, the frequency conversion unit 22 converts DC power into AC power. In the first mode, when charging the low-voltage battery 5 with the power of the high-voltage battery 4, the frequency conversion unit 22 may be configured to convert DC power into AC power and then into DC power, similar to the third mode.

[0028] The frequency conversion unit 22 is configured to include one leg composed of a high-side switching element and a low-side switching element connected in series to each other. For example, n-type MOS-FETs (metal-oxide-semiconductor field-effect transistors) are used as these switching elements.

[0029] In the third mode, when the frequency conversion unit 22 converts AC power into DC power, AC power is supplied across between the high-side switching element and the low-side switching element of one leg, and between the high-side switching element and the low-side switching element of the other leg.

[0030] In this case, the frequency conversion unit 22 is driven while sequentially switching between a first state in which the high-side switching element of one leg and the low-side switching element of the other leg are in a closed state, and the low-side switching element of one leg and the high-side switching element of the other leg are in an open state, and a second state in which the high-side switching element of one leg and the low-side switching element of the other leg are in an open state, and the low-side switching element of one leg and the high-side switching element of the other leg are in a closed state.

[0031] The frequency conversion unit 22 outputs DC power converted from AC power between a high-side power line to which the high-side switching element of one leg and the high-side switching element of the other leg are connected to each other, and a low-side power line to which the low-side switching element of one leg and the low-side switching element of the other leg are connected to each other.

[0032] On the other hand, in the second mode, when the frequency conversion unit 22 converts DC power into AC power, DC power is supplied between the high-side power line and the low-side power line.

[0033] In this case, the frequency conversion unit 22 drives while sequentially switching between a third state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are closed, and the switching element on the low side of one leg and the switching element on the high side of the other leg are open, and a fourth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are open, and the switching element on the low side of one leg and the switching element on the high side of the other leg are closed. As a result, AC power is output across between the switching element on the high side and the switching element on the low side of one leg, and between the switching element on the high side and the switching element on the low side of the other leg.

[0034] The output of DC power and the output of AC power by such a frequency conversion unit 22 are configured to be selectively switchable by the switching unit 21. The switching unit 21 can be configured using, for example, a relay. When the switching unit 21 is operated so that the 0th terminal and the 1st terminal (both not shown) are connected, the frequency conversion unit 22 is electrically connected to the supply unit 98, and it becomes possible to convert the AC power supplied from the supply unit 98 into DC power. Also, when the switching unit 21 is operated so that the 0th terminal and the 3rd terminal (both not shown) are connected, the frequency conversion unit 22 is electrically connected to the outlet 99, and it becomes possible to take out the AC power generated based on the DC power from the high-voltage battery 4 from the outlet 99.

[0035] In the third mode, the first conversion unit 23 inputs the DC power from the frequency conversion unit 22 to the primary winding of the transformer 24. The first conversion unit 23 has two legs connected in parallel to each other with respect to the above-described high-side power line and low-side power line. Each of these two legs has a high-side switching element and a low-side switching element connected in series. An n-type MOS-FET is also used as the switching element of the first conversion unit 23.

[0036] The first conversion unit 23 is driven while sequentially switching between a fifth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are closed and the switching element on the low side of one leg and the switching element on the high side of the other leg are open, and a sixth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are open and the switching element on the low side of one leg and the switching element on the high side of the other leg are closed.

[0037] The first conversion unit 23 outputs AC power across between the switching element on the high side and the switching element on the low side of one leg and between the switching element on the high side and the switching element on the low side of the other leg. This AC power is supplied to the primary winding of the transformer 24.

[0038] On the other hand, in the second mode, the first conversion unit 23 converts the AC power from the transformer 24 into DC power and outputs the DC power across between the high-side power line and the low-side power line.

[0039] In this case, the first conversion unit 23 is driven while sequentially switching between a seventh state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are closed and the switching element on the low side of one leg and the switching element on the high side of the other leg are open, and an eighth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are open and the switching element on the low side of one leg and the switching element on the high side of the other leg are closed. Thereby, DC power is output across between the high-side power line and the low-side power line.

[0040] Transformer 24 has a primary winding, a secondary winding, and a tertiary winding. In the third mode, the primary winding is supplied with AC power from the first conversion unit 23 as described above. Currents (alternating currents) corresponding to the turns ratios between the primary winding and the secondary winding and the tertiary winding respectively flow through the secondary winding and the tertiary winding, and voltages (alternating voltages) corresponding to the turns ratios between the primary winding and the secondary winding and the tertiary winding respectively are generated.

[0041] On the other hand, in the second mode, the secondary winding is supplied with AC power from the second conversion unit 25 described later. A current (alternating current) corresponding to the turns ratio between the primary winding and the secondary winding flows through the primary winding, and a voltage (alternating voltage) corresponding to the turns ratio between the primary winding and the secondary winding is generated. Further, a current (alternating current) corresponding to the turns ratio between the primary winding and the tertiary winding flows through the tertiary winding, and a voltage (alternating voltage) corresponding to the turns ratio between the primary winding and the tertiary winding is generated.

[0042] In the third mode, the second conversion unit 25 rectifies the AC power from the secondary winding of the transformer 24 and converts it into DC power capable of charging the high-voltage battery 4. The second conversion unit 25 is configured to include one leg composed of a high-side switching element and a low-side switching element connected in series to each other. These switching elements are, for example, n-type MOS-FETs.

[0043] AC power from the secondary winding is supplied to the second conversion unit 25 across between the high-side switching element and the low-side switching element of one leg and between the high-side switching element and the low-side switching element of the other leg.

[0044] The second conversion unit 25 is driven while sequentially switching between a ninth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are closed, and the switching element on the low side of one leg and the switching element on the high side of the other leg are open, and a tenth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are open, and the switching element on the low side of one leg and the switching element on the high side of the other leg are closed.

[0045] The second conversion unit 25 outputs DC power converted from AC power between a high-side power line to which the switching element on the high side of one leg and the switching element on the high side of the other leg are connected to each other, and a low-side power line to which the switching element on the low side of one leg and the switching element on the low side of the other leg are connected to each other. This DC power is supplied to the high-voltage battery 4, and the high-voltage battery 4 is charged.

[0046] By setting the turns ratio of the primary winding and the secondary winding of the transformer 24 according to the ratio between the voltage value of the AC voltage applied to the primary winding and the voltage value of the DC voltage used for charging the high-voltage battery 4, it is possible to generate DC power suitable for charging the high-voltage battery 4 from the second conversion unit 25 and charge the high-voltage battery 4.

[0047] On the other hand, in the second mode, the second conversion unit 25 converts the DC power from the high-voltage battery 4 into AC power and outputs it to the secondary winding of the transformer 24.

[0048] In this case, the second conversion unit 25 drives while sequentially switching between an eleventh state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are in the closed state, and the switching element on the low side of one leg and the switching element on the high side of the other leg are in the open state, and a twelfth state in which the switching element on the high side of one leg and the switching element on the low side of the other leg are in the open state, and the switching element on the low side of one leg and the switching element on the high side of the other leg are in the closed state. Thereby, AC power is output to the secondary winding of the transformer 24.

[0049] The third conversion unit 26 rectifies the voltage (alternating voltage) generated in the tertiary winding and converts it into DC power composed of a DC voltage having a voltage value lower than the voltage value of the DC voltage output from the second conversion unit 25.

[0050] The third conversion unit 26 can be configured by, for example, a synchronous rectification type converter including a switching element on the high side, a switching element on the low side, and a reactor coil. The third conversion unit 26 can charge the low-voltage battery 5, for example, by outputting DC power having a voltage value capable of charging the low-voltage battery 5.

[0051] The main inverter 41 converts DC power from the high-voltage battery 4 into AC power and drives the traveling motor M. A three-phase motor is used as the traveling motor M. For this reason, the main inverter 41 is configured to include three legs each including a switching element on the high side and a switching element on the low side connected in series to each other. The main inverter 41 converts the DC power from the high-voltage battery 4 into three-phase AC power by sequentially switching between a state in which the switching element on the high side of a predetermined one of the three legs and one of the switching elements on the low side of the remaining two legs are in the closed state and the other switching elements are in the open state. By supplying such three-phase AC power to the traveling motor M, the traveling motor M is driven.

[0052] The auxiliary machine inverter 42 supplies the auxiliary machine 43 such as an air conditioner with the DC power from the high-voltage battery 4 after stepping down the voltage value of the DC voltage that constitutes the DC power. The stepped-down DC power is converted into AC power by an inverter or the like that the auxiliary machine 43 has and is utilized.

[0053] The control system 1 includes a control unit 51 and a determination unit 52, and each functional unit is constructed of hardware or software or both with a CPU as a core member in order to perform processing related to the control of the power module 20.

[0054] The control unit 51 controls at least the operation of the power module 20 in response to a driving command for the vehicle 2. The driving command for the vehicle 2 is the output torque required for the driving motor M to drive the vehicle 2. When driving the vehicle 2, the main inverter 41 is controlled by a main inverter control unit (not shown) and drives the driving motor M based on the power stored in the high-voltage battery 4. Also, during the running of the vehicle 2, the low-voltage battery 5 can be charged based on the power stored in the high-voltage battery 4. In this case, the control unit 51 controls the operation of the power module 20. Also, when an output of AC power is requested from the outlet 99 during the running of the vehicle 2, the control unit 51 controls the operation of the power module 20. In such a case, the control unit 51 controls the driving of each component (relay, switching element, etc.) that each of the switching unit 21, the frequency conversion unit 22, the first conversion unit 23, the second conversion unit 25, and the third conversion unit 26 has.

[0055] Here, when charging the high-voltage battery 4 and when using (discharging) the power stored in the high-voltage battery 4, it is not preferable if the temperature of the high-voltage battery 4 is too high or too low. The control system 1 is configured to be able to warm up the high-voltage battery 4 when the temperature of the high-voltage battery 4 is too low.

[0056] The vehicle 2 is provided with a temperature sensor (not shown) that can measure the outside air temperature. The control unit 51 acquires the detection result of the temperature sensor, and when the outside air temperature is lower than a preset temperature (for example, 10°C), it instructs the determination unit 52 to determine whether or not the driving motor M is in a non-energized state. In response to this instruction, the determination unit 52 determines whether or not the driving motor M is in a non-energized state. The determination unit 52 can determine whether or not the driving motor M is in a non-energized state based on the rotational speed of the driving motor M, or can also determine based on the operating state of the main inverter 41. When determining based on the rotational speed of the driving motor M, it is possible to determine that the driving motor M is not energized when the rotational speed of the driving motor M is equal to or lower than a preset rotational speed. Also, when determining based on the operating state of the main inverter 41, information indicating the operating state and non-operating state may be acquired from the main inverter control unit that drives the main inverter 41 for determination. Of course, it is also possible to detect the output current of the main inverter 41 and make a determination according to the magnitude of this output current. The determination result of the determination unit 52 is transmitted to the control unit 51.

[0057] When the outside air temperature is lower than a preset temperature, when extracting AC power from the electric power stored in the high-voltage battery 4, the control unit 51 executes temperature control to adjust the temperature of the high-voltage battery 4 by driving the power supply module 20 when the driving motor M is not energized. Specifically, as shown in the second mode of FIG. 4, when extracting AC power from the outlet 99 using the electric power stored in the high-voltage battery 4, the control unit 51 drives the frequency conversion unit 22, the first conversion unit 23, and the second conversion unit 25. Thereby, based on the heat from the power supply module 20, the ambient temperature in the housing 10 rises, and it becomes possible to warm up the high-voltage battery 4. Also, at this time, not only can AC power be extracted from the outlet 99, but it is preferable to drive the third conversion unit 26 to charge the low-voltage battery 5 with the power of the high-voltage battery 4 as in the first mode. Thereby, based on the heat from the components (switching elements) of each of the frequency conversion unit 22, the first conversion unit 23, the second conversion unit 25, and the third conversion unit 26, the ambient temperature in the housing 10 further rises, and it becomes possible to warm up the high-voltage battery 4 earlier. The control of heating the high-voltage battery 4 by generating heat in the switching elements and transformers 24 of the power supply module 20 corresponds to the temperature control for adjusting the temperature of the high-voltage battery 4 described above.

[0058] Further, it is preferable that the control unit 51 executes temperature control when the status switch 11 of the vehicle 2 is turned on. The status switch 11 is a push button that can put the vehicle 2 in a drivable state when pressed under predetermined conditions (such as the operation of the parking brake, depression of the brake pedal, etc.) when, for example, a smart key or the like is in the passenger compartment 3. Such a status switch 11 can put the vehicle 2 in a state where some electrical components (such as an audio) can be used (so-called ACC on state) by pressing it without depressing the brake pedal. When the status switch 11 of the vehicle 2 is turned on, it means that the vehicle 2 is in a state where some electrical components (such as an audio) can be used. When the status switch 11 of such a vehicle 2 is turned on, it is assumed that the vehicle 2 has not been running until the status switch 11 is turned on and the high-voltage battery 4 is cold. Therefore, in such a state, as shown in the first mode of FIG. 4, it is preferable to drive the third conversion unit 26 of the power module 20 to charge the low-voltage battery 5 with the power of the high-voltage battery 4. Thereby, based on the heat from the components (switching elements) each of the third conversion unit 26 has, the ambient temperature in the housing 10 rises, and it becomes possible to warm up the high-voltage battery 4.

[0059] On the other hand, when charging the high-voltage battery 4, if the temperature of the high-voltage battery 4 is too low, it is not preferable. Therefore, it is preferable that the control unit 51 is configured to execute temperature control during charging of the high-voltage battery 4 based on AC power. Specifically, as shown in the third mode of FIG. 4, when charging the high-voltage battery 4 based on AC power, the control unit 51 drives the frequency conversion unit 22, the first conversion unit 23, and the second conversion unit 25. As a result, based on the heat from the power module 20, the ambient temperature inside the housing 10 rises, and it becomes possible to warm up the high-voltage battery 4. In this case as well, similar to the first mode, the control unit 51 can drive the third conversion unit 26 to charge the low-voltage battery 5 with the power of the high-voltage battery 4. As a result, based on the heat from the components (switching elements) of not only the frequency conversion unit 22, the first conversion unit 23, and the second conversion unit 25 but also the third conversion unit 26, the ambient temperature inside the housing 10 further rises, and it becomes possible to accelerate the warm-up of the high-voltage battery 4.

[0060] As described above, the control system 1 drives the power module 20 to increase the ambient temperature inside the housing 10 and warm up the high-voltage battery 4. However, the control unit 51 can also be configured to drive the pump 40 when the driving motor M is not energized and execute temperature control via the cooling fluid. As described above, the housing 10 is provided with the pump 40 and a circulation path 35 for circulating the cooling fluid between the high-voltage battery 4 and the power module 20 by the pump 40, together with the power module 20. Therefore, by circulating the cooling fluid heated by exchanging heat with the power module 20 to the high-voltage battery 4, it becomes possible to warm up the high-voltage battery 4 not only by the ambient temperature but also by the heat of the power module 20 via the cooling fluid.

[0061] Also, together with the pump 40, it is also possible to configure by housing a pump driver for driving the pump 40 inside the housing 10. The pump driver is configured with a plurality of switching elements, and these switching elements generate heat when driving the pump 40. By using this heat to increase the ambient temperature inside the housing 10, it is possible to warm up the high-voltage battery 4. Also, it is possible to heat-exchange a cooling fluid with this pump driver and warm up the high-voltage battery 4 by the heat of the power module 20 via the cooling fluid.

[0062] Next, the processing in the control system 1 will be described using the flowchart of FIG. 5. When the start switch 11 is turned on (step #1: Yes), the control system 1 starts the low-voltage battery 5 (step #2). Subsequently, it starts the high-voltage battery 4 (step #3).

[0063] If the vehicle 2 is running (step #4: Yes), the high-voltage battery 4 is warmed up by the driving motor M and the main inverter 41 (step #5). On the other hand, if the vehicle 2 is not running (step #4: No), even when the vehicle 2 is stopped (step #6: Yes), the high-voltage battery 4 is warmed up by the driving motor M and the main inverter 41 (step #5).

[0064] In step #6, if the vehicle 2 is not stopped (step #6: No), the high-voltage battery 4 is warmed up by the power module 20 (step #7). Based on such processing, the control system 1 warms up the high-voltage battery 4.

[0065] The configuration of the control system 1 described above can also be configured as a program to be executed by a computer that performs temperature control of the high-voltage battery 4. In this case, the program includes a determination process for determining whether or not the driving motor M is de-energized, and a control process for driving the power module 20 when it is determined in the determination process that the driving motor M is de-energized, and executing temperature control of the high-voltage battery 4. It is preferable to configure the computer to execute these processes. By a computer executing such a program, it is possible to warm up the high-voltage battery 4 by utilizing the heat of the power module 20, similar to the control system 1 described above.

[0066] 〔Other Embodiments〕 Next, other embodiments of the control system 1 will be described.

[0067] In the above embodiment, the control unit 51 has been described as executing temperature control when the start switch 11 of the vehicle 2 is turned on. However, the control unit 51 may be configured to execute temperature control when the vehicle 2 is not in a state where it can travel, even if the start switch 11 of the vehicle 2 is not turned on, when charging the high-voltage battery 4 or detecting discharge of the high-voltage battery 4.

[0068] In the above embodiment, the power module 20 can further convert AC power into DC power capable of charging the high-voltage battery 4, and the control unit 51 has been described as executing temperature control during charging of the high-voltage battery 4 based on AC power. However, the power module 20 may be configured not to convert AC power into DC power capable of charging the high-voltage battery 4. In this case, the control unit 51 may be configured not to execute temperature control during charging of the high-voltage battery 4 based on AC power.

[0069] In the above-described embodiment, the housing 10 further houses a pump 40, and the control unit 51 was described as driving the pump 40 when the traveling motor M is not energized to perform temperature control through a cooling fluid. However, the housing 10 can also be configured not to house the pump 40. Even in this case, the control unit 51 can be configured to drive the pump 40 when the traveling motor M is not energized to perform temperature control through a cooling fluid.

[0070] In the above-described embodiment, a control program for causing a computer to execute temperature adjustment control of the high-voltage battery 4 was described. Such a control program can also be stored in a storage medium. Such a storage medium includes a power supply module 20 capable of converting the voltage value of the output voltage of the high-voltage battery 4 in which the power supplied to the traveling motor M is stored into a voltage of a predetermined voltage value, and a circulation path 35 for circulating a cooling fluid between the high-voltage battery 4 and the power supply module 20 by means of a pump 40. In a vehicle 2 in which the power supply module 20 and the circulation path 35 are housed together with the high-voltage battery 4 in a single housing 10, the storage medium is configured as a storage medium storing a control program for causing a computer to execute temperature adjustment control of the high-voltage battery 4. The storage medium stores a determination process for determining whether or not the traveling motor M is in a non-energized state, and a control process for driving the power supply module 20 and executing temperature adjustment control of the high-voltage battery 4 when it is determined in the determination process that the traveling motor M is in a non-energized state, and it is preferable to store a control program for causing a computer to execute the processes.

[0071] Even for a storage medium storing such a control program, it is possible to warm up the high-voltage battery 4 by utilizing the heat of the power supply module 20, similar to the control system 1 described above.

[0072] 〔Outline of the above embodiment〕 Hereinafter, an outline of the control system 1 and the control program described above will be described.

[0073] (1) The control system 1 is a control system 1 that controls the temperature of the high-voltage battery 4 in a vehicle 2 in which a power supply module 20 capable of converting the voltage value of the output voltage of the high-voltage battery 4 storing the power supplied to the driving motor M into a voltage of a predetermined voltage value and a circulation path 35 for circulating a cooling fluid between the high-voltage battery 4 and the power supply module 20 by a pump 40 are housed in a single housing 10 together with the high-voltage battery 4. The control system 1 includes a control unit 51 that controls at least the operation of the power supply module 20 in response to a driving command for the vehicle 2, and a determination unit 52 that determines whether or not the driving motor M is in a non-energized state. The control unit 51 is configured to execute temperature control for driving the power supply module 20 to adjust the temperature of the high-voltage battery 4 when the driving motor M is in a non-energized state.

[0074] According to this configuration, even when the driving motor M of the vehicle 2 equipped with the control system 1 is in a non-energized state, the heat (Joule heat) generated by driving the power supply module 20 can increase the temperature (atmospheric temperature) inside the housing 10. Therefore, for example, even when using the power stored in the high-voltage battery 4 in a situation where the driving motor M is not energized during cold times, it is possible to warm up the high-voltage battery 4.

[0075] (2) In the control system 1 described in (1), it is preferable that the control unit 51 executes temperature control when the start switch 11 of the vehicle 2 is turned on.

[0076] Immediately after the start switch 11 of the vehicle 2 is turned on, the temperature of the high-voltage battery 4 is low and warm-up may be required. According to this configuration, triggered by the start switch 11 of the vehicle 2 being turned on, the power supply module 20 can be automatically driven to increase the temperature inside the housing 10 and warm up the high-voltage battery 4. Therefore, the operation instructed by the user to warm up the high-voltage battery 4 can be made unnecessary.

[0077] (3) In the control system 1 described in (1) or (2), the power supply module 20 can further convert AC power into DC power capable of charging the high-voltage battery 4, and it is preferable that the control unit 51 performs temperature control during charging of the high-voltage battery 4 based on the AC power.

[0078] According to this configuration, not only when using the power stored in the high-voltage battery 4, but also when charging the high-voltage battery 4, for example, in a cold state when the driving motor M is not energized, it is possible to warm up the high-voltage battery 4.

[0079] (4) In the control system 1 described in any one of (1) to (3), the housing 10 further houses a pump 40, and it is preferable that the control unit 51 drives the pump 40 when the driving motor M is not energized to perform temperature control via a cooling fluid.

[0080] According to this configuration, not only can the temperature inside the housing 10 be increased to warm up the high-voltage battery 4, but also, for example, the cooling fluid after heat exchange in the power supply module 20 can be used for warming up the high-voltage battery 4. Therefore, it becomes possible to warm up the high-voltage battery 4 more efficiently.

[0081] (5) The control program is a control program for causing a computer to execute temperature control of the high-voltage battery 4 in a vehicle 2 in which a power supply module 20 capable of converting the voltage value of the output voltage of the high-voltage battery 4 that stores the power supplied to the driving motor M into a voltage of a predetermined voltage value, and a circulation path 35 for circulating a cooling fluid between the high-voltage battery 4 and the power supply module 20 by a pump 40 are housed in a single housing 10 together with the high-voltage battery 4. The control program causes the computer to execute a determination process for determining whether or not the driving motor M is in a non-energized state, and a control process for driving the power supply module 20 and executing temperature control of the high-voltage battery 4 when it is determined in the determination process that the driving motor M is in a non-energized state.

[0082] According to this configuration, similar to the control system 1 described above, even when the driving motor M of the vehicle 2 is not energized, the temperature (ambient temperature) inside the housing 10 can be increased by the heat (Joule heat) generated by driving the power module 20. Therefore, for example, in cold weather, even when using the electric power stored in the high-voltage battery 4 in a situation where the driving motor M is not energized, it is possible to warm up the high-voltage battery 4.

Industrial Applicability

[0083] The technology according to the present disclosure can be used for a control system that performs temperature adjustment control of a battery and a control program.

Explanation of Reference Numerals

[0084] 1: Control system, 2: Vehicle, 4: High-voltage battery (battery), 10: Housing, 11: Starter switch, 20: Power module, 35: Circulation path, 40: Pump, 51: Control unit, 52: Determination unit, M: Driving motor

Claims

1. In a vehicle in which a power supply module capable of converting the voltage value of the output voltage of a battery storing the power supplied to a driving motor into a voltage of a predetermined voltage value and a circulation path for circulating a cooling fluid between the battery and the power supply module by a pump are housed in a single housing together with the battery, a control system for controlling the temperature of the battery, comprising: a control unit that controls the operation of at least the power supply module in response to a driving command for the vehicle; a determination unit that determines whether or not the driving motor is in a non-energized state; and the control unit executes temperature control for adjusting the temperature of the battery by driving the power supply module when the driving motor is in a non-energized state.

2. The control system according to claim 1, wherein the control unit executes the temperature control when the starter switch of the vehicle is turned on.

3. The power supply module is further capable of converting alternating current power into direct current power capable of charging the battery, and the control system according to claim 1, wherein the control unit executes the temperature control during charging of the battery based on the alternating current power.

4. The pump is further housed in the housing, and the control system according to any one of claims 1 to 3, wherein the control unit drives the pump when the driving motor is in a non-energized state to execute the temperature control via the cooling fluid.

5. In a vehicle in which a power supply module capable of converting the voltage value of the output voltage of a battery storing the power supplied to a driving motor into a voltage of a predetermined voltage value and a circulation path for circulating a cooling fluid between the battery and the power supply module by a pump are housed in a single housing together with the battery, a control program for causing a computer to execute temperature control of the battery, comprising: a determination process for determining whether or not the driving motor is in a non-energized state; and a control process for driving the power supply module and executing temperature control of the battery when it is determined in the determination process that the driving motor is in a non-energized state; A control program that causes a computer to execute.

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