Vehicle secondary battery system

Abstract

To provide a vehicle secondary battery system capable of maintaining a pressure difference between the inside and outside of a battery.SOLUTION: A vehicle secondary battery system includes a battery 21 whose function is maintained by the pressure difference between the internal pressure and the external air pressure, and a CPU 201 that controls the temperature of the battery on the basis of information on the average external air pressure of the battery based on the driving history of the vehicle and information on the current external air pressure of the battery based on the current position of the vehicle.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to a secondary battery system for a vehicle. [Background technology]

[0002] Patent Document 1 describes a battery pack having a stack of unit cells. In this battery pack, when the internal pressure of the cell case is lower than atmospheric pressure, the cover member is configured to deform while maintaining the airtightness, come into contact with one surface of the stack, and apply pressure based on the pressure difference between atmospheric pressure and the internal pressure of the cell case to the contacting surface. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-168439 A Summary of the Invention [Problem to be solved by the invention]

[0004] As the battery ages, the pressure inside the battery increases, and when the battery is moved to a high altitude environment, the air pressure outside the battery decreases.

[0005] As a result, the difference between the air pressure outside the battery and the air pressure inside the battery may become smaller. Or, the air pressure inside the battery may become greater than the air pressure outside the battery. As a result, the pressure on the cells may cause the battery to lose its internal space.

[0006] Therefore, an object of the present disclosure is to provide a secondary battery system for a vehicle that can maintain a pressure difference between the inside and outside of the battery. [Means for solving the problem]

[0007] (1) The vehicle secondary battery system disclosed herein includes a battery whose functionality is maintained by a pressure difference between the internal pressure and the external air pressure, and a processor that controls the temperature of the battery based on information about the average air pressure outside the battery based on the vehicle's driving history and information about the current air pressure outside the battery based on the vehicle's current location.

[0008] With this configuration, even in an environment where the pressure difference between the inside and outside of the battery changes, the temperature of the battery can be controlled based on the average and current values ​​of the air pressure outside the battery, thereby adjusting the pressure difference between the inside and outside of the battery to maintain it.

[0009] (2) A memory is provided for storing information defining a correspondence between information on the average external air pressure of the battery based on the vehicle's driving history and information on the current external air pressure of the battery based on the vehicle's current position, and the warranty time of the battery. The processor acquires the information on the average external air pressure of the battery, information on the current external air pressure of the battery, and the usage time of the battery. The processor refers to the information defining the correspondence, identifies the warranty time of the battery corresponding to the acquired information on the average external air pressure of the battery and information on the current external air pressure of the battery, and controls the temperature of the battery based on the usage time of the battery and the warranty time of the battery.

[0010] With this configuration, even in an environment where the pressure difference between the inside and outside of the battery changes, the battery's warranty time can be identified, and the battery temperature can be controlled based on the battery's usage time and the battery's warranty time, thereby making adjustments to maintain the pressure difference between the inside and outside of the battery.

[0011] (3) The processor reduces the temperature of the battery if the battery usage time exceeds the battery's guaranteed time.

[0012] By lowering the temperature of the battery, the pressure inside the battery can be reduced. (4) If the battery usage time exceeds the battery's guaranteed time, the processor lowers the battery temperature by an amount corresponding to the difference between the battery usage time and the battery's guaranteed time.

[0013] When there is a large difference between the battery usage time and the battery's warranty time, the battery temperature can be significantly reduced.

[0014] (5) The processor lowers the temperature of the battery when the battery usage time exceeds the battery's guaranteed time and the battery temperature is equal to or higher than a predetermined temperature.

[0015] When the battery temperature is below a predetermined temperature even if the battery usage time exceeds the battery's guaranteed time, the battery temperature control can be limited to only when necessary without lowering the battery temperature and without affecting the pressure difference between the inside and outside of the battery.

[0016] (6) When the battery usage time exceeds the battery's guaranteed time and the battery temperature is equal to or higher than a predetermined temperature, the processor lowers the battery temperature by an amount corresponding to the difference between the battery usage time and the battery's guaranteed time.

[0017] When there is a large difference between the battery usage time and the battery's warranty time, the battery temperature can be significantly reduced.

[0018] (7) The information defining the correspondence relationship defines the battery warranty time as follows: when the average air pressure outside the battery is the same, the higher the current external air pressure of the battery, the shorter the battery warranty time; and when the current external air pressure of the battery is the same, the higher the average air pressure outside the battery, the longer the battery warranty time.

[0019] The information defining this correspondence appropriately represents the characteristics of the battery, and therefore the accuracy of battery temperature control can be improved.

[0020] (8) A memory is provided for storing information defining a correspondence between information about the average atmospheric pressure outside the battery based on the vehicle's driving history and information about the current atmospheric pressure outside the battery based on the vehicle's current location, and a maximum allowable temperature of the battery as a condition for using the battery for a specified guaranteed time. The processor acquires the information about the average atmospheric pressure outside the battery, information about the current atmospheric pressure outside the battery, and a current temperature of the battery. The processor refers to the information defining the correspondence, identifies a maximum allowable temperature of the battery corresponding to the acquired information about the average atmospheric pressure outside the battery and information about the current atmospheric pressure outside the battery, and controls the temperature of the battery based on the current temperature of the battery and the maximum allowable temperature of the battery.

[0021] With this configuration, even in an environment where the pressure difference between the inside and outside of the battery changes, the maximum allowable temperature of the battery can be identified, and the temperature of the battery can be controlled based on the current temperature of the battery and the maximum allowable temperature of the battery, thereby making it possible to adjust the pressure difference between the inside and outside of the battery to be maintained.

[0022] (9) The processor reduces the battery temperature to below the maximum allowable battery temperature if the current battery temperature exceeds the maximum allowable battery temperature.

[0023] By lowering the temperature of the battery below the maximum allowable temperature, the pressure inside the battery can be reduced.

[0024] (10) The information defining the correspondence relationship defines the maximum allowable temperature of the battery as follows: when the average air pressure outside the battery is constant, the higher the current external air pressure of the battery, the lower the maximum allowable temperature of the battery; and when the current external air pressure of the battery is constant, the higher the average air pressure outside the battery, the higher the maximum allowable temperature of the battery.

[0025] The information defining this correspondence appropriately represents the characteristics of the battery, and therefore the accuracy of battery temperature control can be improved.

[0026] (11) The vehicle secondary battery system further includes a cooling mechanism for cooling the battery. The processor controls the cooling mechanism to control the temperature of the battery.

[0027] This makes it possible to control the battery temperature without affecting the running of the vehicle.

[0028] (12) The processor controls the temperature of the battery by controlling the current input to or output from the battery.

[0029] In cases where the battery temperature cannot be controlled by the cooling mechanism alone, the battery temperature can be controlled by controlling the current input to and output from the battery.

[0030] (13) The battery has a structure in which it deforms in response to the pressure difference between the internal pressure and the external air pressure, thereby maintaining the space inside the battery.

[0031] The space inside the battery can be maintained even in an environment where the pressure difference between the inside and outside of the battery changes. Effect of the Invention

[0032] According to the present disclosure, a pressure difference between the inside and outside of the battery can be maintained. [Brief description of the drawings]

[0033] [Figure 1] 1 is a diagram illustrating an overall configuration of a charging system according to a first embodiment. [Diagram 2] 1 is a block diagram showing a schematic configuration of a vehicle 1 and a charger 5. FIG. [Diagram 3] FIG. 2 is a perspective view showing an example of a battery 21. [Figure 4] FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. [Diagram 5] 13 is a diagram showing the guaranteed time D(i, j) of the battery 21 corresponding to the average altitude EH of the vehicle and the maximum altitude XH of the vehicle when the temperature of the battery 21 is a fixed temperature α. [Figure 6] 13 is a diagram showing an example of a guaranteed time map of the battery 21. FIG. [Figure 7] 4 is a flowchart showing a procedure of battery control in the secondary battery system 2 of the first embodiment. [Figure 8] 5 is a flowchart showing a procedure of battery control in a secondary battery system 2 according to a first modified example of the first embodiment. [Figure 9] 6 is a flowchart showing a procedure of battery control in a secondary battery system 2 according to a second modification of the first embodiment. [Figure 10] 10 is a flowchart showing a procedure of battery control in a secondary battery system 2 according to a third modified example of the first embodiment. [Figure 11] FIG. 13 is a diagram showing an example of a maximum allowable temperature map of the battery 21. [Figure 12] 10 is a flowchart showing a procedure of battery control in a secondary battery system 2 of a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0034] Hereinafter, embodiments will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0035] [First embodiment] <Overall configuration of charging system> Fig. 1 is a diagram illustrating a schematic overall configuration of a charging system according to embodiment 1. Referring to Fig. 1, the charging system includes a vehicle 1 and a charger 5. Fig. 1 illustrates a situation during external charging control in which vehicle 1 and charger 5 are electrically connected by a charging cable 6 and power is supplied from charger 5 to vehicle 1.

[0036] Vehicle 1 is, for example, an electric vehicle. However, vehicle 1 may also be, for example, a plug-in hybrid vehicle, so long as it is configured to be externally charged. Charger 5 may be a dedicated charger provided in a user's home or the like, or may be a charger provided in a public charging stand (also called a charging station).

[0037] 2 is a block diagram showing a schematic configuration of vehicle 1 and charger 5. Charger 5 is a direct current (DC) charger that converts power supplied from system power supply 7 (AC power) into charging power (DC power) for battery 21 mounted on vehicle 1. Charger 5 includes a power line ACL, an AC / DC converter 51, a voltage sensor 52, power feed lines PL0, NL0, and a control circuit 50.

[0038] The power line ACL is electrically connected to the power system 7. The power line ACL transmits AC power from the power system 7 to the AC / DC converter 51.

[0039] The AC / DC converter 51 converts the AC power on the power line ACL into DC power for charging the battery 21 mounted on the vehicle 1. The power conversion by the AC / DC converter 51 may be performed by a combination of AC / DC conversion for power factor correction and DC / DC conversion for voltage level adjustment. The DC power output from the AC / DC converter 51 is supplied by a positive power feed line PL0 and a negative power feed line NL0.

[0040] The voltage sensor 52 is electrically connected between the power feeder line PL0 and the power feeder line NL0. The voltage sensor 52 detects the voltage between the power feeder line PL0 and the power feeder line NL0, and outputs the detection result to the control circuit 50.

[0041] The control circuit 50 may include a CPU, a memory, and an input / output port (not shown). The control circuit 50 controls the power conversion operation by the AC / DC converter 51 based on the voltage detected by the voltage sensor 52, a signal from the vehicle 1, and a map and a program stored in the memory.

[0042] Vehicle 1 includes an inlet 11, charging lines PL1, NL1, a voltage sensor 121, a current sensor 122, charging relays 131, 132, system main relays (SMRs) 141, 142, power lines PL2, NL2, a PCU (Power Control Unit) 16, a motor generator 17, a power transmission gear 18, driving wheels 19, and a secondary battery system 2. Secondary battery system 2 includes a battery 21, a voltage sensor 221, a current sensor 222, a temperature sensor 223, a sensor 99, a cooling mechanism 23, and an ECU (Electronic Control Unit) 20.

[0043] The inlet (charging port) 11 is configured to allow the connector 61 of the charging cable 6 to be inserted with mechanical connection such as fitting. With the insertion of the connector 61, an electrical connection is established between the power feeder PL0 and the positive contact of the inlet 11, and an electrical connection is established between the power feeder NL0 and the negative contact of the inlet 11. Furthermore, by connecting the inlet 11 and the connector 61 with the charging cable 6, the ECU 20 of the vehicle 1 and the control circuit 50 of the charger 5 can mutually transmit and receive various information such as signals, commands, messages, and data through communication in accordance with a communication standard such as CAN (Controller Area Network).

[0044] The voltage sensor 121 is electrically connected between the charging lines PL1 and NL1, closer to the inlet 11 than the charging relays 131, 132. The voltage sensor 121 detects the DC voltage between the charging lines PL1 and NL1, and outputs the detection result to the ECU 20. The current sensor 122 is provided on the charging line PL1. The current sensor 122 detects the current flowing through the charging line PL1, and outputs the detection result to the ECU 20. The ECU 20 can also calculate the power supplied from the charger 5 (the charged amount of the battery 21) based on the detection results by the voltage sensor 121 and the current sensor 122.

[0045] The charging relay 131 is connected to the charging line PL1, and the charging relay 132 is connected to the charging line NL1. The closing / opening of the charging relays 131, 132 is controlled in response to a command from the ECU 20. When the charging relays 131, 132 are closed and the SMRs 141, 142 are closed, power transmission between the inlet 11 and the battery 21 is enabled.

[0046] The battery 21 is an assembled battery including a plurality of cells 3. The battery 21 supplies electric power for generating a driving force for the vehicle 1. The battery 21 stores electric power generated by the motor generator 17. The function of the battery 21 is maintained by the pressure difference between the internal pressure and the external air pressure. For example, the battery 21 may have a structure in which the space inside the battery is maintained by deforming in response to the pressure difference between the internal pressure and the external air pressure. The battery 21 may be a laminated battery. The battery 21 may have an electrode body abdomen that is compressed in response to the pressure difference between the internal pressure and the external air pressure and maintained in that state.

[0047] The positive electrode of the battery 21 is electrically connected to a node ND1 via the SMR 141. The node ND1 is electrically connected to a charging line PL1 and a power line PL2. Similarly, the negative electrode of the battery 21 is electrically connected to a node ND2 via the SMR 142. The node ND2 is electrically connected to a charging line NL1 and a power line NL2. The closing / opening of the SMRs 141 and 142 is controlled in response to a command from the ECU 20.

[0048] The voltage sensor 221 detects the voltage of the battery 21. The current sensor 222 detects the current input to and output from the battery 21. The temperature sensor 223 detects the temperature TB of the battery 21. Each sensor outputs its detection result to the ECU 20. The ECU 20 can estimate the SOC of the battery 21 based on the detection results by the voltage sensor 221 and / or the current sensor 222.

[0049] The sensor 99 detects information about the atmospheric pressure at the current position of the vehicle. The sensor 99 is an altitude sensor such as a Global Positioning System (GPS) altimeter, or an atmospheric pressure sensor.

[0050] The cooling mechanism 23 cools the battery 21 under the control of the ECU 20. The cooling mechanism 23 is formed of, for example, a fan.

[0051] The PCU 16 is electrically connected between the power lines PL2, NL2 and the motor generator 17. The PCU 16 is configured to include a converter and an inverter (neither of which are shown), and drives the motor generator 17 in accordance with a command from the ECU 20.

[0052] The motor generator 17 is an AC rotating electric machine, for example a permanent magnet type synchronous motor with a rotor in which a permanent magnet is embedded. The output torque of the motor generator 17 is transmitted to drive wheels 19 through a power transmission gear 18 to drive the vehicle 1. Furthermore, the motor generator 17 can generate power using the rotational force of the drive wheels 19 when braking the vehicle 1. The generated power by the motor generator 17 is converted by the PCU 16 into charging power for the battery 21.

[0053] Like the control circuit 50, the ECU 20 includes a CPU 201, a memory 202 such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and an input / output port 203. The ECU 20 controls devices in response to signals from sensors, etc., so that the vehicle 1 is in a desired state. The ECU 20 may be divided into a plurality of ECUs for each function.

[0054] Fig. 3 is a perspective view that diagrammatically illustrates an example of the battery 21. Fig. 4 is a cross-sectional view taken along line IV-IV in Fig. 3.

[0055] The battery 21 includes an electrode stack 10 , a plurality of separators 400 , a sealing portion 500 , and a buffer area forming member 600 .

[0056] The electrode stack 10 has a plurality of bipolar electrodes 100 , a positive terminal electrode 200 , and a negative terminal electrode 300 .

[0057] A plurality of bipolar electrodes 100 are stacked on top of one another. Each bipolar electrode 100 includes a current collector 110, a positive electrode active material layer 120, and a negative electrode active material layer .

[0058] The current collector 110 is made of metal and is formed, for example, in a rectangular shape. The current collector 110 has a positive electrode current collector foil 112 and a negative electrode current collector foil 113. The positive electrode current collector foil 112 is made of, for example, aluminum. The negative electrode current collector foil 113 is made of, for example, copper foil. The negative electrode current collector foil 113 is adhered to the positive electrode current collector foil 112 by a conductive adhesive.

[0059] The positive electrode active material layer 120 is provided on one surface of the current collector 110, i.e., on the surface of the positive electrode current collector foil 112. The negative electrode active material layer 130 is provided on the other surface of the current collector 110, i.e., on the surface of the negative electrode current collector foil 113.

[0060] The multiple bipolar electrodes 100 are stacked such that the positive electrode active material layer 120 of one bipolar electrode 100 and the negative electrode active material layer 130 of the bipolar electrode 100 adjacent to the one bipolar electrode 100 face each other.

[0061] The positive terminal electrode 200 is disposed on one side of the multiple bipolar electrodes 100 in the stacking direction. The positive terminal electrode 200 has a positive current collector foil 112 and a positive active material layer 120 provided on the positive current collector foil 112. The configurations of the positive current collector foil 112 and the positive active material layer 120 in the positive terminal electrode 200 are the same as those in the bipolar electrode 100.

[0062] The negative terminal electrode 300 is disposed on the other side of the plurality of bipolar electrodes 100 in the stacking direction. The negative terminal electrode 300 has a negative current collector foil 113 and a negative active material layer 130 provided on the negative current collector foil 113. The configurations of the negative current collector foil 113 and the negative active material layer 130 in the negative terminal electrode 300 are the same as those in the bipolar electrode 100.

[0063] The positive electrode current collector foil 112 in each bipolar electrode 100 and the positive electrode current collector foil 112 in the positive terminal electrode 200 have a positive electrode coated portion 112a and a positive electrode uncoated portion 112b.

[0064] The positive electrode coated portion 112a is a portion where the positive electrode active material layer 120 is provided. The positive electrode uncoated portion 112b is a portion where the positive electrode active material layer 120 is not provided, that is, a portion where the positive electrode current collector foil 112 is exposed.

[0065] The negative electrode current collector foil 113 in each bipolar electrode 100 and the negative electrode current collector foil 113 in the negative terminal electrode 300 have a negative electrode coated portion 113a and a negative electrode uncoated portion 113b.

[0066] The negative electrode coated portion 113a is a portion where the negative electrode active material layer 130 is provided. The negative electrode uncoated portion 113b is a portion where the negative electrode active material layer 130 is not provided, that is, a portion where the negative electrode current collector foil 113 is exposed. The negative electrode uncoated portion 113b faces the positive electrode uncoated portion 112b in the stacking direction.

[0067] Each separator 400 is disposed between a pair of electrodes 100, 200, 300 adjacent to each other in the stacking direction. Specifically, each separator 400 is disposed between a positive electrode active material layer 120 and a negative electrode active material layer 130. Each separator 400 is made of an insulating material and allows ion permeation. Examples of each separator 400 include a polyolefin microporous membrane.

[0068] The sealing portion 500 is made of an insulating material (such as resin). The sealing portion 500 seals between a pair of electrodes 100, 200, 300 adjacent to each other in the stacking direction of the electrode stack 10. More specifically, the sealing portion 500 seals the region R1 formed between the positive electrode uncoated portion 112b and the negative electrode uncoated portion 113b in a state in which the region R1 is at a pressure lower than atmospheric pressure. An electrolyte is sealed in this region R1. The sealing portion 500 holds the peripheral portions of the current collector foils 112, 113 and the peripheral portions of the separators 400. The sealing portion 500 has a function of preventing leakage of the electrolyte from the region R1 and intrusion of moisture from the outside into the region R1, and a function of ensuring a gap between the positive electrode uncoated portion 112b and the negative electrode uncoated portion 113b arranged to sandwich the region R1. Region R1 functions as a gas pocket that accommodates gas generated from each of electrodes 100, 200, and 300 during charging and discharging.

[0069] The buffer-area-forming member 600 forms a sealed buffer area R2 (see FIG. 2) on the outside of the electrode stack 10 in the stacking direction. The buffer-area-forming member 600 forms the buffer area R2 at a position overlapping with the region R1 in the stacking direction. The buffer-area-forming member 600 has a positive electrode side conductive member 612, a positive electrode side conductive film 622, a positive electrode side holding portion 632, a positive electrode side support portion 642, a negative electrode side conductive member 613, a negative electrode side conductive film 623, a negative electrode side holding portion 633, and a negative electrode side support portion 643.

[0070] The positive electrode side conductive member 612 is disposed so as to contact the outer surface of the positive electrode coated portion 112a of the positive electrode terminal electrode 200. The positive electrode side conductive member 612 is formed in a flat plate shape. The positive electrode side conductive member 612 is made of aluminum, copper, or the like.

[0071] The positive electrode side conductive film 622 covers the positive electrode side conductive member 612. The positive electrode side conductive film 622 covers the entire outer surface of the positive electrode side conductive member 612. The positive electrode side conductive film 622 is made of aluminum or the like.

[0072] The positive electrode side holding portion 632 holds the peripheral portion of the positive electrode side conductive film 622 so as to form a buffer area R2 together with the positive electrode uncoated portion 112b of the positive electrode terminal electrode 200, the positive electrode side conductive member 612, and the positive electrode side conductive film 622. The positive electrode side holding portion 632 is made of an insulating material (such as resin). The positive electrode side holding portion 632 is connected to the outer end surface of the sealing portion 500 in the stacking direction. The positive electrode side holding portion 632 may be made of the same material as the sealing portion 500 and may be formed integrally with the sealing portion 500.

[0073] The portion of the positive electrode side conductive film 622 that defines the buffer region R2 (the portion between the positive electrode side conductive member 612 and the positive electrode side holding portion 632) is deformed inward in the stacking direction in response to the pressure difference between the atmospheric pressure and the pressure in region R2. This maintains the size of region R2. If the atmospheric pressure decreases or the pressure in region R2 decreases, the pressure difference decreases. As a result, the size of region R2 is no longer maintained.

[0074] The positive electrode side support part 642 is disposed between the positive electrode uncoated part 112b in the positive electrode terminal electrode 200 and the positive electrode side conductive film 622. The positive electrode side support part 642 supports the positive electrode side conductive film 622. The positive electrode side support part 642 is made of an insulating material (such as resin). The positive electrode side support part 642 has a shape extending from the positive electrode side holding part 632 toward the positive electrode side conductive member 612. The positive electrode side support part 642 may be made of the same material as the positive electrode side holding part 632 and may be formed integrally with the positive electrode side holding part 632. The positive electrode side support part 642 is set to a degree of rigidity capable of supporting the positive electrode side conductive film 622 deformed inward in the stacking direction. The positive electrode side support part 642 may be in contact with the positive electrode uncoated part 112b in the positive electrode terminal electrode 200 or may be separated from the positive electrode uncoated part 112b.

[0075] The negative electrode side conductive member 613, the negative electrode side conductive film 623, the negative electrode side holding portion 633, and the negative electrode side support portion 643 have configurations corresponding to the positive electrode side conductive member 612, the positive electrode side conductive film 622, the positive electrode side holding portion 632, and the positive electrode side support portion 642, respectively. Therefore, the description of the negative electrode side conductive member 613, the negative electrode side conductive film 623, the negative electrode side holding portion 633, and the negative electrode side support portion 643 will be simplified.

[0076] The negative electrode conductive member 613 is disposed so as to be in contact with the outer surface of the negative electrode coated portion 113 a of the negative terminal electrode 300 .

[0077] The negative electrode conductive film 623 covers the negative electrode conductive member 613 . The negative electrode holding portion 633 holds the peripheral edge of the negative electrode conductive film 623 so as to form a buffer area R2 together with the negative electrode uncoated portion 113b of the negative electrode terminal electrode 300, the negative electrode conductive member 613, and the negative electrode conductive film 623.

[0078] The negative electrode support part 643 is disposed between the negative electrode uncoated part 113b of the negative electrode terminal electrode 300 and the negative electrode conductive film 623. The negative electrode support part 643 supports the negative electrode conductive film 623.

[0079] Next, the temperature control of the battery 21 will be described. FIG. 5 is a diagram showing the guaranteed time D(i,j) of the battery 21 corresponding to the average vehicle altitude EH and the maximum vehicle altitude XH when the temperature of the battery 21 is a fixed temperature α.

[0080] When the usage time of battery 21 reaches the guaranteed time of battery 21 shown in Fig. 5 and the temperature of battery 21 reaches a predetermined temperature α, the pressure inside battery 21 becomes equal to or higher than the pressure outside battery 21. Here, the inside of battery 21 specifically refers to region R2 shown in Fig. 4.

[0081] In Fig. 5, the average altitude EH and the maximum altitude XH are written in units of 500 m. For the same average altitude EH, the higher the maximum altitude XH, the shorter the guaranteed time D(i, j) of the battery 21. For the same maximum altitude XH, the higher the average altitude EH, the longer the guaranteed time D(i, j) of the battery 21.

[0082] The feature in Fig. 5 is a feature discovered by the inventor of the present application. CPU 201 uses this feature to control the temperature of battery 21. In this embodiment, CPU 201 replaces the maximum altitude (minimum air pressure) of the vehicle with the current altitude (current air pressure) of the vehicle to control the temperature of battery 21. This is because even if the altitude is lower than the maximum altitude of the vehicle, temperature control of battery 21 is necessary if the battery's guaranteed time has been reached.

[0083] The memory 202 stores a warranty time map of the battery 21, information on the average atmospheric pressure outside the battery 21, and the usage time of the battery 21.

[0084] The warranty time map of battery 21 stores information defining a correspondence relationship between information on the average atmospheric pressure outside battery 21 based on the vehicle's driving history and information on the current atmospheric pressure outside battery 21 based on the vehicle's current position, and the warranty time of battery 21. The warranty time map of battery 21 defines the warranty time of battery 21 to be shorter as the current external atmospheric pressure of battery 21 increases when the average atmospheric pressure outside battery 21 is the same, and defines the warranty time of battery 21 to be longer as the average atmospheric pressure outside battery 21 increases when the current external atmospheric pressure outside battery 21 is the same.

[0085] FIG. 6 is a diagram showing an example of a guaranteed time map for the battery 21. In FIG. In the example of Fig. 6, the information on the average air pressure outside the battery based on the vehicle's driving history is the average altitude EH of the vehicle based on the vehicle's driving history. The information on the current air pressure outside the battery based on the vehicle's current position is the vehicle's current altitude CH. The guaranteed time of the battery 21 is the time guaranteed when the temperature of the battery 21 is a specified temperature α.

[0086] 6, the average altitude EH and the current altitude CH are written in 500m units. For the same average altitude EH, the higher the current altitude CH, the shorter the guaranteed time D(i,j) of the battery 21. For the same current altitude CH, the higher the average altitude EH, the longer the guaranteed time D(i,j) of the battery 21.

[0087] The CPU 201 controls the temperature of the battery 21 based on information regarding the average air pressure outside the battery 21 based on the vehicle's driving history (average altitude EH of the vehicle) and information regarding the current air pressure outside the battery 21 based on the vehicle's current position (current altitude CH of the vehicle).

[0088] The CPU 201 obtains information on the average air pressure outside the battery 21 (average altitude EH of the vehicle) and the usage time of the battery 21 from the memory 202. The CPU 201 obtains information on the current air pressure outside the battery 21 from the sensor 99 (current altitude CH of the vehicle).

[0089] The CPU 201 refers to the warranty time map of the battery 21 and identifies the warranty time of the battery 21 corresponding to the acquired information on the average atmospheric pressure outside the battery (average altitude EH of the vehicle) and information on the current atmospheric pressure outside the battery (current altitude CH of the vehicle). The CPU 201 controls the temperature of the battery 21 based on the usage time of the battery 21 and the warranty time of the battery 21. When the usage time of the battery 21 exceeds the warranty time of the battery 21, the CPU 201 lowers the temperature of the battery 21. Specifically, the CPU 201 lowers the temperature of the battery 21 by increasing the rotation speed of the fan in the cooling mechanism 23. Alternatively, the CPU 201 lowers the temperature of the battery 21 by lowering the magnitude of the input current to the battery 21 or the magnitude of the output current from the battery 21. The CPU 201 may lower the temperature of the battery 21 by lowering the upper limit value of the input current to the battery 21 or the upper limit value of the output current from the battery 21. Under normal circumstances, the CPU 21 lowers the temperature of the battery 21 by increasing the rotation speed of the fan in the cooling mechanism 23, and when rapid temperature control is required, the CPU 21 may increase the rotation speed of the fan in the cooling mechanism 23 and also reduce the magnitude of the input current to the battery 21 or the output current from the battery 21.

[0090] FIG. 7 is a flowchart showing a procedure of battery control in the secondary battery system 2 of the first embodiment.

[0091] In step S 101 , the CPU 201 acquires the usage time PD of the battery 21 from the memory 202 .

[0092] In step S102, the CPU 201 acquires from the memory 202 the average altitude EH in the travel history of the vehicle.

[0093] In step S 103 , the CPU 201 acquires the current altitude CH of the vehicle from the sensor 99 .

[0094] In step S104, CPU 201 refers to the warranty time map shown in FIG. 6 to identify the battery warranty time SD corresponding to the obtained average vehicle altitude EH and current vehicle altitude CH.

[0095] In step S105, if the usage time PD of the battery 21 exceeds the guaranteed time SD of the battery 21, the process proceeds to step S106. If the usage time PD of the battery 21 is equal to or less than the guaranteed time SD of the battery 21, the process proceeds to step S107.

[0096] In step S106, the CPU 201 executes control to lower the temperature of the battery 21. For example, the CPU 201 increases the rotation speed of the fan of the cooling mechanism 23, or reduces the magnitude of the input current to the battery 21 or the magnitude of the output current from the battery 21. Then, the process ends.

[0097] In step S107, if control is being executed to lower the temperature of the battery 21, the process proceeds to step S108. If control is not being executed to lower the temperature of the battery 21, the process ends.

[0098] In step S108, the CPU 21 ends the control for lowering the temperature of the battery 21. Then, the process ends.

[0099] [Modification 1 of the first embodiment] In this modification, when the usage time of battery 21 exceeds the guaranteed time of battery 21, CPU 201 lowers the temperature of battery 21 by an amount according to the difference between the usage time of battery 21 and the guaranteed time of battery 21. For example, the greater the difference between the usage time of battery 21 and the guaranteed time of battery 21, the greater the temperature to be lowered.

[0100] Fig. 8 is a flowchart showing a procedure of battery control of the secondary battery system 2 of the first modification of the first embodiment. The flowchart of Fig. 8 differs from the flowchart of Fig. 7 in that the flowchart of Fig. 8 includes step S201 instead of step S106.

[0101] In step S201, the CPU 201 executes control to lower the temperature of the battery 21 by an amount corresponding to (PD-SD). For example, the CPU 201 may increase the rotation speed of the fan of the cooling mechanism 23 by an amount corresponding to (PD-SD), or may lower the upper limit of the charging current of the battery 21 by an amount corresponding to (PD-SD).

[0102] [Modification 2 of the first embodiment] In this modification, when the usage time of the battery 21 exceeds the guaranteed time of the battery 21 and the temperature of the battery 21 is equal to or higher than a predetermined temperature, the CPU 201 lowers the temperature of the battery 21. Here, when the map of Fig. 6 is used, the predetermined temperature can be set to α or a temperature slightly lower than α.

[0103] Fig. 9 is a flowchart showing a procedure of battery control of the secondary battery system 2 of the second modification of the first embodiment. The flowchart of Fig. 9 differs from the flowchart of Fig. 7 in that the flowchart of Fig. 9 includes steps S301 and S302 between YES in step S105 and step S106.

[0104] In step 301 , the CPU 201 obtains the current temperature CT of the battery 21 from the temperature sensor 223 .

[0105] In step S302, if the current temperature CT of the battery 21 is equal to or higher than the predetermined temperature PT, the process proceeds to step S106, and if the current temperature CT of the battery 21 is equal to or lower than the predetermined temperature PT, the process proceeds to step S107.

[0106] [Third Modification of the First Embodiment] In this modified example, when the usage time of battery 21 exceeds the guaranteed time of battery 21 and the temperature of battery 21 is equal to or higher than a predetermined temperature, CPU 201 lowers the temperature of battery 21 by an amount corresponding to the difference between the usage time of battery 21 and the guaranteed time of battery 21.

[0107] Fig. 10 is a flowchart showing a procedure of battery control of the secondary battery system 2 of the third modified example of the first embodiment. The flowchart of Fig. 10 differs from the flowchart of Fig. 9 in that the flowchart of Fig. 10 includes step S201 instead of step S106.

[0108] In step S201, the CPU 201 executes control to lower the temperature of the battery 21 by an amount corresponding to (PD-SD). For example, the CPU 201 may increase the rotation speed of the fan of the cooling mechanism 23 by an amount corresponding to (PD-SD), or may lower the upper limit of the charging current of the battery 21 by an amount corresponding to (PD-SD).

[0109] [Second embodiment] In this embodiment, the memory 202 stores a maximum allowable temperature map of the battery 21 .

[0110] The maximum allowable temperature map of the battery 21 defines the correspondence between information regarding the average air pressure outside the battery 21 based on the vehicle's driving history and information regarding the current air pressure outside the battery 21 based on the vehicle's current position, and the maximum allowable temperature of the battery 21 as a condition for allowing the battery 21 to be used for a specified guaranteed time period.

[0111] The maximum allowable temperature map of the battery 21 is defined such that, when the average air pressure outside the battery 21 is the same, the higher the current air pressure outside the battery 21, the lower the maximum allowable temperature of the battery 21; and, when the current air pressure outside the battery 21 is the same, the higher the average air pressure outside the battery 21, the higher the maximum allowable temperature of the battery 21.

[0112] FIG. 11 is a diagram showing an example of a maximum allowable temperature map of the battery 21. In FIG. In the example of Fig. 11, the information on the average air pressure outside the battery based on the vehicle's driving history is the average altitude EH of the vehicle based on the vehicle's driving history. The information on the current air pressure outside the battery based on the vehicle's current position is the current altitude CH of the vehicle. The maximum allowable temperature MT(i,j) of the battery 21 is determined as a condition under which the battery 21 can be used for a guaranteed period of time, for example, 20 years.

[0113] When the temperature of battery 21 becomes equal to or higher than the maximum allowable temperature MT(i,j), the pressure inside battery 21 becomes equal to or higher than the pressure outside battery 21 before the usage time of battery 21 reaches the battery's guaranteed time. For the same average altitude EH, the higher the current altitude CH, the lower the maximum allowable temperature MT(i,j) of battery 21. For the same current altitude CH, the higher the average altitude EH, the higher the maximum allowable temperature MT(i,j) of battery 21.

[0114] The CPU 201 obtains information on the average air pressure outside the battery 21 (average altitude EH of the vehicle) from the memory 202. The CPU 201 obtains information on the current air pressure outside the battery 21 (current altitude CH of the vehicle) from the sensor 99. The CPU 201 obtains the current temperature of the battery 21 from the temperature sensor 223.

[0115] The CPU 201 refers to the maximum allowable temperature map of the battery 21 to identify the maximum allowable temperature MT(i,j) of the battery 21 corresponding to the acquired information on the average atmospheric pressure outside the battery 21 (average altitude EH of the vehicle) and the information on the current atmospheric pressure outside the battery 21 (current altitude CH of the vehicle). The CPU 201 controls the temperature of the battery 21 based on the current temperature of the battery 21 and the maximum allowable temperature MT(i,j) of the battery 21. When the current temperature of the battery 21 exceeds the maximum allowable temperature MT(i,j) of the battery 21, the CPU 201 reduces the temperature of the battery 21 to the maximum allowable temperature MT(i,j) of the battery 21 or lower. Specifically, the CPU 201 reduces the temperature of the battery 21 by increasing the rotation speed of the fan in the cooling mechanism 23, or the CPU 201 reduces the temperature of the battery 21 by reducing the magnitude of the input current to the battery 21 or the magnitude of the output current from the battery 21. The CPU 201 may lower the temperature of the battery 21 by lowering the upper limit of the input current to the battery 21 or the upper limit of the output current from the battery 21.

[0116] FIG. 12 is a flowchart showing a procedure of battery control in the secondary battery system 2 of the second embodiment.

[0117] In step S501, the CPU 201 acquires from the memory 202 the average altitude EH in the travel history of the vehicle.

[0118] In step S 502 , the CPU 201 acquires the current altitude CH of the vehicle from the sensor 99 .

[0119] In step S503, the CPU 201 refers to the maximum allowable temperature map shown in FIG. 11 to identify the maximum allowable temperature MT of the battery 21 that corresponds to the obtained average vehicle altitude EH and current vehicle altitude CH.

[0120] In step S 504 , the CPU 201 acquires the current temperature CT of the battery 21 from the temperature sensor 223 .

[0121] In step S505, if the current temperature CT of the battery 21 is equal to or higher than the maximum allowable temperature MT of the battery 21, the process proceeds to step S506.

[0122] In step S506, the CPU 201 executes control to reduce the temperature of the battery 21 to MT or lower. For example, the CPU 201 increases the rotation speed of the fan of the cooling mechanism 23, or reduces the magnitude of the input current to the battery 21 or the magnitude of the output current from the battery 21. Then, the process ends.

[0123] In step S507, if control is being executed to lower the temperature of the battery 21, the process proceeds to step S508. If control is not being executed to lower the temperature of the battery 21, the process ends.

[0124] In step S508, the CPU 21 ends the control for lowering the temperature of the battery 21. Then, the process ends.

[0125] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0126] 1 vehicle, 2 secondary battery system, 3 cell, 5 charger, 6 charging cable, 7 system power supply, 10 electrode laminate, 11 inlet, 17 motor generator, 18 power transmission gear, 19 drive wheel, 21 battery, 23 cooling mechanism, 50 control circuit, 51 converter, 52, 121, 221 voltage sensor, 61 connector, 99 sensor, 100, 200, 300 electrode, 110 current collector, 112, 113 current collector foil, 112a positive electrode coated portion, 112b, 113b uncoated portion, 113a negative electrode coated portion, 120 positive electrode active material layer, 122, 222 current sensor, 130 negative electrode active material layer, 131, 132 charging relay, 200 positive electrode terminal electrode, 201 CPU, 202 memory, 203 Input / output port, 223 temperature sensor, 300 negative terminal electrode, 400 separator, 500 sealing portion, 600 buffer area forming member, 612 positive conductive member, 613 negative conductive member, 622 positive conductive film, 623 negative conductive film, 632 positive holding portion, 633 negative holding portion, 642 positive support portion, 643 negative support portion, ACL, NL2, PL2 power line, ND1, ND2 node, NL0, PL0 power supply line, NL1, PL1 charging line.

Claims

1. A secondary battery system for a vehicle, A battery whose function is maintained by the pressure difference between the internal pressure and the external air pressure; A secondary battery system for a vehicle comprising: a processor that controls the temperature of the battery based on information regarding an average external air pressure of the battery based on the driving history of the vehicle, and information regarding a current external air pressure of the battery based on the current location of the vehicle.

2. a memory for storing information defining a correspondence between information on an average atmospheric pressure outside the battery based on a driving history of the vehicle and information on a current atmospheric pressure outside the battery based on a current position of the vehicle, and a warranty time of the battery; The processor obtains information about an average external air pressure of the battery, information about a current external air pressure of the battery, and a usage time of the battery; 2. The vehicle secondary battery system of claim 1, wherein the processor refers to information defining the correspondence relationship to identify a warranty time of the battery corresponding to the acquired information on the average external atmospheric pressure of the battery and the information on the current external atmospheric pressure of the battery, and controls a temperature of the battery based on the usage time of the battery and the warranty time of the battery.

3. The vehicle secondary battery system according to claim 2 , wherein the processor reduces the temperature of the battery when the usage time of the battery exceeds a guaranteed time of the battery.

4. 4. The vehicle secondary battery system according to claim 3, wherein the processor, when the usage time of the battery exceeds the warranty time of the battery, reduces the temperature of the battery by an amount corresponding to a difference between the usage time of the battery and the warranty time of the battery.

5. 3. The vehicle secondary battery system according to claim 2, wherein the processor lowers the temperature of the battery when the usage time of the battery exceeds a guaranteed time of the battery and the temperature of the battery is equal to or higher than a predetermined temperature.

6. 6. The vehicle secondary battery system of claim 5, wherein the processor lowers the temperature of the battery by an amount corresponding to a difference between the usage time of the battery and the warranty time of the battery when the usage time of the battery exceeds the warranty time of the battery and the temperature of the battery is equal to or higher than a predetermined temperature.

7. 3. The vehicle secondary battery system of claim 2, wherein the information defining the correspondence relationship defines the warranty time of the battery to be shorter as the current external air pressure of the battery increases when the average external air pressure of the battery is the same, and defines the warranty time of the battery to be longer as the average external air pressure of the battery increases when the current external air pressure of the battery is the same.

8. a memory for storing information defining a correspondence relationship between information regarding an average atmospheric pressure outside the battery based on a driving history of the vehicle and information regarding a current atmospheric pressure outside the battery based on a current position of the vehicle, and a maximum allowable temperature of the battery as a condition for using the battery for a specified guaranteed time; the processor obtains information regarding an average external air pressure of the battery, information regarding a current external air pressure of the battery, and a current temperature of the battery; 2. The vehicle secondary battery system of claim 1, wherein the processor refers to information defining the correspondence relationship to identify a maximum allowable temperature of the battery corresponding to the acquired information on the average external air pressure of the battery and the information on the current external air pressure of the battery, and controls the temperature of the battery based on the current temperature of the battery and the maximum allowable temperature of the battery.

9. 9. The vehicle secondary battery system according to claim 8, wherein the processor reduces the temperature of the battery to a maximum allowable temperature of the battery or lower when the current temperature of the battery exceeds a maximum allowable temperature of the battery.

10. 9. The vehicle secondary battery system of claim 8, wherein the information defining the correspondence relationship defines the maximum allowable temperature of the battery to be lower as the current external air pressure of the battery increases when the average external air pressure of the battery is the same, and defines the maximum allowable temperature of the battery to be higher as the average external air pressure of the battery increases when the current external air pressure of the battery is the same.

11. The secondary battery system of the vehicle includes: The battery further includes a cooling mechanism for cooling the battery. The secondary battery system according to claim 1 , wherein the processor controls the cooling mechanism to control the temperature of the battery.

12. The secondary battery system according to claim 1 , wherein the processor controls the temperature of the battery by controlling a current input to the battery or a current output from the battery.

13. 2. The secondary battery system in accordance with claim 1, wherein the battery has a structure that deforms in response to a pressure difference between an internal pressure and an external air pressure, thereby maintaining an internal space of the battery.

Images