JP2005204481A - Device for controlling cooling fan of electricity-accumulating mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To cool an electricity-accumulating mechanism mounted on a vehicle without causing a time lag with temperature rise. <P>SOLUTION: A battery ECU executes a program that includes a step (S100) in which the battery temperature TB is detected; a step (S400) in which, if the battery temperature TB becomes higher than a threshold value TH(Lo) of a battery cooling fan actuation starting temperature (YES at S300) when a sports mode is selected (YES at S200), a battery cooling fan is actuated; and a step (S400) in which, if the battery temperature TB becomes higher than a threshold value TH(Hi) of the battery cooling fan actuation starting temperature (YES at S500) when a sports mode is selected (NO at S200), the battery cooling fan is actuated. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to cooling of a power storage mechanism such as a secondary battery or a capacitor, and more particularly to control of a cooling fan of a power storage mechanism mounted on a vehicle.

  An electric vehicle, a hybrid vehicle, and a fuel cell vehicle that obtain a driving force of the vehicle with an electric motor are equipped with a power storage mechanism such as a secondary battery or a capacitor. An electric vehicle drives a motor by driving an electric motor using electric power stored in the power storage mechanism. The hybrid vehicle drives the vehicle by driving the electric motor using the electric power stored in the power storage mechanism, or drives the vehicle by assisting the engine by the electric motor. A fuel cell vehicle drives a motor by driving an electric motor using electric power from the fuel cell, or drives an electric motor using electric power stored in a power storage mechanism in addition to electric power from the fuel cell. Or Further, at the time of regenerative braking of the vehicle, the power storage mechanism is charged by the electric power generated using the kinetic energy of the vehicle.

  Since the secondary battery as an example of these power storage mechanisms requires high voltage and high output, for example, 30 battery modules in which about 6 battery cells of about 1.2 V nickel-metal hydride batteries are connected in series are used. A battery pack is formed by connecting in series. Such a secondary battery that has not been mounted on a conventional vehicle that uses only an internal combustion engine as a drive source of the vehicle must be mounted on an electric vehicle, a hybrid vehicle, or the like. In addition, although there was little need to consider cooling for lead storage batteries for auxiliary equipment (lights, audio, etc.) mounted on conventional vehicles, such secondary batteries have sufficient cooling. It is necessary to consider.

  With respect to such mounting and cooling, the same applies to a capacitor which is another example of a power storage mechanism.

  Japanese Patent Laying-Open No. 2001-103612 (Patent Document 1) discloses a fan control device for a hybrid vehicle that reduces fan current consumption and fan noise. The fan control device for a hybrid vehicle includes an engine that outputs a driving force of the vehicle, a motor that assists the output of the engine, a battery that supplies power to the motor, a fan that cools the battery, and a vehicle that stops the vehicle. It is provided in the hybrid vehicle provided with the accompanying idle stop function. The fan control device includes an idle stop prediction unit that predicts an idle stop in advance during vehicle deceleration, and an air volume switching unit that stops the fan before the idle stop when an idle stop is predicted.

According to the hybrid vehicle fan control device disclosed in Patent Document 1, it is possible to turn off the fan airflow before actually stopping idling by predicting that there is an idling stop in the near future during vehicle deceleration. Therefore, it becomes possible to reduce fan current consumption and fan noise. As a result, it is predicted that there will be an idle stop while the vehicle is decelerating, and the fan is stopped before the idle stop. Therefore, it is possible to reduce fan current consumption and fan noise, and to improve merchantability (silence). Can be planned. In addition, since the air volume is temporarily reduced before the fan is stopped and then stopped after the fan is not stopped suddenly, the fan reverberation can be reduced and the merchantability can be further improved.
JP 2001-103612 A

  According to the contents disclosed in Patent Document 1, as the travel mode responsive air volume control, there is a disclosure that the fan air volume is set to Hi when the battery temperature is equal to or higher than the threshold value and the time differential value of the battery temperature is equal to or higher than the threshold value. is there. This is because the battery temperature rises abruptly when a relatively intense driving method (for example, a driving method in which the sports mode is selected as the driving mode) is performed. Judgment is made based on the time differential value, and the fan is rotated at a high speed early at a stage lower than the temperature threshold value in the normal control. As a result, the battery temperature can be managed at a lower level, and the life of the battery can be increased.

  However, in the fan control device disclosed in Patent Document 1, since the fan is rotated at a high speed after the determination based on the time differential value of the battery temperature, the amount of cooling air supplied to the battery is increased, so that the battery temperature actually starts to change. Otherwise, the fan will not be controlled at high speed. That is, when the fan is switched to high rotation, the battery temperature has already risen, and a time lag occurs until the cooling air volume increases with respect to the rise in battery temperature.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to control a cooling fan of a power storage mechanism that does not cause a time lag with respect to a temperature rise of the power storage mechanism such as a battery or a capacitor. Is to provide a device.

  A control device according to a first aspect of the present invention controls a cooling fan of a power storage mechanism that is mounted on a vehicle and connected to a rotating electrical machine for running the vehicle. The control device is configured to detect a driving mode of the vehicle, a temperature detecting unit for detecting the temperature of the power storage mechanism, and a cooling fan based on the driving mode and the temperature of the power storage mechanism. Control means.

  According to the first invention, for example, when a so-called sports mode is selected in which the vehicle driving mode has a large acceleration / deceleration and the frequency thereof is high, the charge / discharge power value to the power storage mechanism increases, and the normal driving mode Therefore, the temperature of the secondary battery or capacitor, which is the power storage mechanism, tends to increase. When such a sport mode is selected, the cooling fan operation start temperature is set low so that the cooling fan operates even when the temperature of the power storage mechanism is low, or the cooling air volume is set large. In this way, the temperature rise of the power storage mechanism and the time differential value of the temperature rise exceed the respective threshold values before the cooling fan operation is started or the amount of cooling air is increased. In addition, the power storage mechanism can be cooled (without time lag). As a result, it is possible to provide a control device for the cooling fan of the power storage mechanism that does not cause a time lag with respect to the temperature rise of the power storage mechanism such as a battery or a capacitor.

  In the control device according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the detecting means determines whether the vehicle driving mode is the first driving mode indicating normal driving or from the first driving mode. Includes a means for detecting whether or not the second traveling mode has a tendency to increase the temperature of the power storage mechanism. The temperature threshold value of the power storage mechanism that operates the cooling fan is greater than the threshold value set corresponding to the first travel mode than the threshold value set corresponding to the second travel mode. Low. The control means includes means for operating the cooling fan when the detected temperature of the power storage mechanism is equal to or higher than a threshold value set corresponding to the traveling mode.

  According to the second aspect of the invention, when the second driving mode is selected in which the vehicle driving mode has a large acceleration / deceleration and the frequency thereof is high, the charge / discharge power value to the power storage mechanism increases, and the first driving It shows a tendency that the temperature of the secondary battery or the capacitor, which is the power storage mechanism, rises as compared with the mode. When the second traveling mode is selected, the cooling fan operation start temperature is set low so that the cooling fan operates even when the temperature of the power storage mechanism is low. In this way, the storage mechanism can be operated earlier (without time lag) than when the cooling fan is started after the temperature rise of the storage mechanism and the time differential value of the temperature increase exceed the respective threshold values. Can be cooled. As a result, it is possible to provide a control device for the cooling fan of the power storage mechanism that does not cause a time lag with respect to the temperature rise of the power storage mechanism such as a battery or a capacitor.

  In the control device according to the third aspect of the invention, in addition to the configuration of the first aspect of the invention, the detecting means determines whether the vehicle driving mode is the first driving mode indicating normal driving or from the first driving mode. Includes a means for detecting whether or not the second traveling mode has a tendency to increase the temperature of the power storage mechanism. The air volume of the cooling fan is larger than the air volume set corresponding to the first travel mode, but larger than the air volume set corresponding to the second travel mode. The control means includes means for operating the cooling fan so as to obtain an air volume set corresponding to the traveling mode.

  According to the third aspect of the invention, when the second driving mode is selected in which the vehicle driving mode has a large acceleration / deceleration and the frequency thereof is high, the charge / discharge power value to the power storage mechanism increases, and the first driving It shows a tendency that the temperature of the secondary battery or the capacitor, which is the power storage mechanism, rises as compared with the mode. When such a second traveling mode is selected, the cooling fan is controlled so as to supply a large amount of cooling air to the power storage mechanism. In this way, the storage mechanism is accelerated (without time lag) compared to the case where the cooling fan's cooling air volume is increased after the temperature rise of the power storage mechanism and the time differential value of the temperature increase actually exceed the respective thresholds. Can be cooled. As a result, it is possible to provide a control device for the cooling fan of the power storage mechanism that does not cause a time lag with respect to the temperature rise of the power storage mechanism such as a battery or a capacitor.

  In the control device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the second traveling mode is a sports mode.

  According to the fourth invention, when the so-called sports mode is selected, the charge / discharge power value to the power storage mechanism increases, and the temperature of the secondary battery or capacitor that is the power storage mechanism is higher than that in the normal travel mode. Tends to rise. In such a case, the power storage mechanism can be cooled early (without a time lag) so that no time lag occurs with respect to the temperature rise of the power storage mechanism.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  In the following description, the power storage mechanism is described as a battery, but the present invention is not limited to this, and may be a power storage mechanism such as a capacitor. Further, although the vehicle is described as a hybrid vehicle, the present invention is not limited to this, and may be an electric vehicle or a fuel cell vehicle as long as the vehicle has a power storage mechanism for traveling.

  FIG. 1 shows a block diagram of a battery cooling system according to an embodiment of the present invention. As shown in FIG. 1, the cooling system includes a battery ECU (Electronic Control Unit) 100 and a battery 200. The vehicle is provided with an air conditioner (hereinafter abbreviated as “air conditioner”), and the temperature in the passenger compartment can be adjusted. The battery 200 is cooled using the air in the passenger compartment whose temperature is adjusted.

  The battery ECU 100 includes a CPU (Central Processing Unit) 102 that executes a program to be described later, a memory 104 that stores a program executed by the CPU 102 and various threshold values used in the program, a temperature sensor, a cooling fan, And an internal bus 108 for connecting the CPU 102, the memory 104, and the interface 106.

  Note that the battery ECU 100 shown in FIG. 1 is an example, and is not limited to this configuration. For example, the memory 104 may be outside the battery ECU 100, or the battery ECU 100 may not be connected by the internal bus 108.

  The battery 200 has a structure in which about 30 battery modules in which about 6 nickel-metal hydride battery cells of about 1.2 V are connected in series are stacked in series. However, in the present invention, the type of battery is not limited to the nickel metal hydride battery having such a structure.

  The battery 200 includes a battery cooling fan 220 that sucks air in the passenger compartment and cools the battery 200, and a battery temperature sensor 210 that detects the temperature of the battery 200. A battery cooling air temperature sensor that detects the temperature of the air that cools the battery 200 may be included. For example, the battery temperature sensor 210 is installed at a position where the temperature is highest in the battery 100.

  The battery temperature sensor 210 and the battery cooling air temperature sensor are constituted by a temperature measuring element (thermistor), for example.

  The CPU 100 of the battery ECU 100 receives a sport mode selection signal indicating that the sport mode is selected as the current travel mode of the vehicle via the interface 106 from the outside of the battery ECU 100. This sport mode refers to a travel mode in which acceleration / deceleration and its frequency are higher than in general travel. In this sport mode, the amount of charge / discharge power to the battery 200 is large, and the battery 200 is charged / discharged by a chemical reaction. Therefore, the temperature rise of the battery 200 due to this chemical reaction tends to increase. Even in the case of a capacitor, when the charge / discharge current value increases, the temperature rise of the capacitor or the like due to Joule heat tends to increase.

  The memory 104 includes a temperature threshold TH (Hi) for starting the operation of the battery cooling fan 220 corresponding to the normal driving mode, and a temperature threshold for starting the operation of the battery cooling fan 220 corresponding to the sports mode. The value TH (Lo) is stored. For example, the threshold value TH (Hi) corresponding to the normal running mode is set to 60 ° C., and the threshold value TH (Lo) corresponding to the sport mode is set to 40 ° C.

  It should be noted that the normal travel mode and the sport mode (there may be another mode) are switched by a travel mode switching switch operated by the driver.

  A control structure of a program executed by CPU 102 of battery ECU 100 in FIG. 1 will be described with reference to FIG.

  At step (hereinafter, step is abbreviated as S) 100, CPU 102 of battery ECU 100 detects temperature TB of battery 200. At this time, the CPU 102 detects the temperature TB of the battery 200 based on a signal input from the battery temperature sensor 210 via the interface 106.

  In S200, CPU 102 determines whether or not a sports mode is selected. This determination is made based on the state of the sport mode selection signal input from the travel mode switch. If the sport mode selection signal is in the Hi state, it is determined that the sport mode is selected. If it is determined that the sport mode is selected (YES in S200), the process proceeds to S300. If not (NO in S200), the process proceeds to S500.

  In S300, CPU 102 determines whether or not battery temperature TB is higher than threshold value TH (Lo). If it is determined that battery temperature TB> threshold value TH (Lo) (YES in S300), the process proceeds to S400. If not (NO in S300), the process proceeds to S600.

  In S <b> 400, CPU 102 outputs an operation command signal to battery cooling fan 220. As a result, the stopped battery cooling fan 220 starts operating, and cooling air is supplied to the battery 200. When the battery cooling fan 220 is operating, the operating state is continued and cooling air is supplied to the battery 200.

  In S500, CPU 102 determines whether or not battery temperature TB is higher than threshold value TH (Hi). If it is determined that battery temperature TB> threshold value TH (Hi) (YES in S500), the process proceeds to S400. If not (NO in S500), the process proceeds to S600.

  In S <b> 600, CPU 102 outputs a stop command signal to battery cooling fan 220. Thereby, the battery cooling fan 220 that has been operating is stopped, and the supply of cooling air to the battery 200 is stopped. Further, when the battery cooling fan 220 is stopped, the stopped state is continued and the cooling air is not supplied to the battery 200.

  The operation of the cooling fan of the vehicle equipped with the battery cooling system according to the present embodiment based on the structure and flowchart as described above will be described.

  When the vehicle starts to travel and the driver operates the travel mode selector switch to select the sport mode (YES in S200), battery temperature TB is lower than temperature threshold value TH (Hi). When threshold value TH (Lo) is exceeded (YES in S300), battery cooling fan 220 starts operating.

  On the other hand, if the driver does not select the sport mode by operating the travel mode changeover switch (NO in S200), battery temperature TB has a temperature threshold value TH (Hi) higher than temperature threshold value TH (Lo). Until it exceeds (YES in S500), battery cooling fan 220 does not start operation.

  That is, when the sport mode is selected, the temperature threshold value TH (Lo), which is a lower temperature threshold value, is employed as the temperature threshold value for starting the operation of the battery cooling fan 220. For this reason, the temperature rise of the battery 200 can be suppressed more quickly than when the cooling fan is operated or the amount of cooling air is increased after the time change rate of the battery temperature TB exceeds the threshold value. .

  As described above, according to the battery cooling system according to the present embodiment, the temperature threshold value for starting the operation of the cooling fan is lower at the time when the sport running in which the battery temperature is expected to increase more is selected. Change to threshold. For this reason, the cooling fan starts to operate even at a low temperature, and the temperature rise of the battery can be suppressed early.

  Note that, with only the temperature threshold value TH (Lo) and the temperature threshold value TH (Hi), when the battery temperature TB moves up and down in the vicinity of the threshold value, the hunting operation in which the battery cooling fan 220 repeats operation / stop frequently is performed. May occur. For this reason, it is preferable to allow an allowable range for the threshold value to prevent hunting.

<Modification>
Hereinafter, a battery cooling system according to a modification of the embodiment of the present invention will be described. The block diagram is the same as FIG. Therefore, the description here will not be repeated.

  In this modified example, the rotation speed of the battery cooling fan 220 when the sports mode is selected, instead of switching the temperature threshold value for starting the operation of the battery cooling fan 220 between the sports mode and the normal running mode. To increase the cooling air volume more than when the normal driving mode is selected.

  That is, when the sport mode in which the temperature rise is expected to be high is selected, the battery cooling fan 220 is controlled to be at a high speed, and the temperature rise of the battery 200 is further suppressed. Thereby, the amount of cooling air from the cooling fan is increased, and the temperature rise of the battery can be suppressed early.

  In addition, you may make it combine embodiment of this invention and its modification.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a block diagram of the battery cooling system which concerns on embodiment of this invention. 2 is a flowchart showing a control structure of a program executed by a battery ECU of FIG.

Explanation of symbols

100 battery ECU, 102 CPU, 104 memory, 106 interface, 108 internal bus, 200 battery, 210 battery temperature sensor, 220 battery cooling fan.

Claims (4)

A control device for a cooling fan of a power storage mechanism mounted on a vehicle and connected to a rotating electrical machine for running the vehicle,
Detecting means for detecting a traveling mode of the vehicle;
Temperature detecting means for detecting the temperature of the power storage mechanism;
And a control unit for controlling the cooling fan based on the travel mode and the temperature of the power storage mechanism. The detection means is a second traveling mode in which the traveling mode of the vehicle is the first traveling mode indicating normal traveling, or the temperature of the power storage mechanism tends to be higher than that in the first traveling mode. Including means for detecting if there is,
The temperature threshold value of the power storage mechanism that operates the cooling fan is a threshold value set corresponding to the second travel mode rather than a threshold value set corresponding to the first travel mode. Is lower,
2. The control according to claim 1, wherein the control means includes means for operating the cooling fan when the detected temperature of the power storage mechanism becomes equal to or higher than a threshold value set corresponding to a traveling mode. apparatus. The detection means is a second traveling mode in which the traveling mode of the vehicle is the first traveling mode indicating normal traveling, or the temperature of the power storage mechanism tends to be higher than that in the first traveling mode. Including means for detecting if there is,
The air volume of the cooling fan is larger than the air volume set corresponding to the first travel mode, and the air volume set corresponding to the second travel mode is greater.
The control device according to claim 1, wherein the control means includes means for operating the cooling fan so that an air volume set corresponding to a travel mode is obtained. The control device according to claim 1, wherein the second traveling mode is a sports mode.

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