CN103430423A - 电池充电控制装置 - Google Patents

电池充电控制装置 Download PDF

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CN103430423A
CN103430423A CN201280012912XA CN201280012912A CN103430423A CN 103430423 A CN103430423 A CN 103430423A CN 201280012912X A CN201280012912X A CN 201280012912XA CN 201280012912 A CN201280012912 A CN 201280012912A CN 103430423 A CN103430423 A CN 103430423A
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battery
charging
electric power
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CN103430423B (zh
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高野敦史
冲野一彦
山本直树
樋口真介
饭森崇
曾我力
长仓只人
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Nissan Motor Co Ltd
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Abstract

在正在进行电池加温的情况下(S12)，将电池加温开始时的电池蓄电状态设为电池保持容量SOChold(S14、S15)，控制向电池的充电电力使得SOC保持为SOChold。在处于计时充电预约时刻内的情况下(S11)，控制向电池的充电电力使得SOC成为满充电状态SOCfull(S16)。即使在紧接着加温开始之后由于加热器消耗电力的急剧增加而SOC有暂时恶化的趋势，也能够通过保持SOC=SOChold来在计时预约充电时刻内按目标使SOC成为满充电状态，从而能够最大限度地提高使用廉价的深夜电力的充电比例来抑制运行成本。

Description

电池充电控制装置
技术领域
本发明涉及一种在以下***中使用的电池充电控制装置，该***具备：能够指定充电时刻来进行充电的电池；以及电力负载，其在规定条件成立时利用经由电池的充电电力***提供的电力来动作。
背景技术
作为这样的具备电池和电力负载的***，有例如专利文献1所记载的那样包括电动车辆的电池和在不使用该电池时加温来进行温度调节的加热器的电池暖机装置。
安装在电动车辆中的电池有可能在寒冷地区使用，有时在不使用时电池电解液冻结。
当电池温度降低时，尽管蓄电状态SOC没有降低，但电池的可输入输出电力由于内部电阻的增大而降低，当电池电解液冻结时，电池的可输入输出电力最终成为0，在以电池为行驶能源的电动车辆的情况下，变得无法行驶。
因此，需要一种电池温度控制装置，其在温度降低至电池的可输入输出电力产生所述问题的状态之前，通过加热器对电池进行加温来进行温度调节。
专利文献1所记载的电池暖机装置例如在以这种目的通过加热器对电池进行加温来进行温度调节时，如下实现这些。
也就是说，在电池温度降低至低于设定温度时，使加热器动作来对电池进行加温，而如果此时电池蓄电状态低于规定值，则还同时对电池进行充电，还想要通过因充电产生的热来对电池进行加温。
但是，在专利文献1所记载的技术中，在电池温度降低至低于设定温度时，如果电池蓄电状态低于规定值，则还同时对电池进行充电，因此，此时，只要电池温度低于设定温度，就直到电池蓄电状态变为规定值以上为止持续对电池进行充电。
但是，对于电池的充电，在抑制运行成本的意义上优选的是使用廉价的深夜电力进行充电，例如鉴于这样的要求，或者为了在出发时刻成为满充电，能够指定电池的充电时刻是有利的。
在对像这样能够指定电池的充电时刻的车辆使用上述专利文献1的电池暖机装置的情况下，产生如下问题。
也就是说，在专利文献1的装置中，如上所述，在电池温度降低至低于设定温度、且电池蓄电状态低于规定值时，对电池进行充电使得电池蓄电状态增大，因此，导致在上述的充电指定时刻以外的时刻进行用于增大该电池蓄电状态的电池充电。
当像这样在充电指定时刻以外的时刻进行用于增大电池蓄电状态的电池充电时，例如产生如下的问题：不会使用廉价的深夜电力对电池进行充电，或至少是充电量中的相当大的充电量是通过深夜电力以外的昂贵的电力来供应的，从而运行成本变高。
专利文献1：日本特开2000-040536号公报
发明内容
本发明的目的在于提供一种电池充电控制装置，该电池充电控制装置除了充电指定时刻以外尽量抑制用于增大电池蓄电状态的电池充电，使得能够避免例如上述那样的与运行成本有关的问题。
为了该目的，本发明的电池充电控制装置构成为如下结构。
首先，说明成为本发明的前提的电池充电控制装置，该电池充电控制装置具备：电池，其能够指定充电时刻来进行充电；以及电力负载，其与该电池的充电电力***连接，在规定条件成立时利用经由该充电电力***提供的电力来动作。
本发明的特征在于如下结构：对所述电池充电控制装置设置如下的蓄电状态保持用充电电力控制单元。
该蓄电状态保持用充电电力控制单元在上述电力负载动作的期间，在未处于指定的上述充电时刻内的情况下，使向电池的充电电力保持为低于满充电的规定的电池蓄电状态。
根据本发明的所述电池充电控制装置，在电力负载利用经由充电电力***提供的电力来动作的期间，在当前未处于指定的充电时刻内的情况下，使向电池的充电电力保持为低于满充电的规定的电池蓄电状态，因此，通过适当地设定该规定的电池蓄电状态，能够抑制在未处于指定的充电时刻内的期间进行用于增大电池蓄电状态的电池充电。
因而，能够主要在充电指定时刻内进行用于增大电池蓄电状态的电池充电，能够进行满足指定充电时刻的目的的充电控制，例如，能够以廉价的深夜电力来供应充电量中的相当大的充电量，从而能够实现运行成本的降低。
附图说明
图1是将成为本发明的一个实施例的电池充电控制装置与电池温度调节装置的概要一起示出的控制***图。
图2是表示图1中的控制器所执行的电池充电控制程序的流程图。
图3是图2所示的电池充电控制程序的动作时序图。
图4是将图3中的电池加温开始时t1与所指定的充电结束时刻t3之间的时间轴放大示出的动作时序图。
具体实施方式
以下，基于图示的实施例来详细说明本发明的实施方式。
图1是成为本发明的一个实施例的电池充电控制装置的控制***图，在本实施例中，设该电池充电控制装置用于对在电动汽车、混合动力车辆等电动车辆的行驶中使用的主电池1进行充电。
另外，设主电池1是将层叠多个电池壳体(battery shell)来进行单元化所得的电池模块以多个为一组进行一体化所得的能够用于行驶用马达的驱动的大容量的电池。
在图1中，2是用于进行电池1的温度调节的加热器，相当于本发明中的电力负载，该加热器2对于上述电池模块以沿着电池壳体的层叠方向的方式配置，紧挨着电池模块而设置，能够对电池1进行加温。
在图1中，3是用于电动车辆的行驶驱动的电动马达，该电动马达3经由逆变器4与电池1电连接。
而且，在逆变器4与电池1之间的电路中***设置主继电器开关5，该主继电器开关5与电动车辆的未图示的点火开关(ignition switch)连动地通过同样未图示的驱动控制器进行闭合断开，在点火开关接通时闭合，在点火开关断开时断开。
在与点火开关的接通连动地主继电器开关5闭合的期间，来自电池1的直流电力通过逆变器4进行直流→交流变换，并且在该逆变器4的控制下向电动马达3输出，通过该马达3的驱动能够使电动车辆行驶。
在与点火开关的断开连动地主继电器开关5断开的情况下，来自电池1的直流电力不能流向电动马达3，通过该马达3的停止能够将电动车辆保持为停车状态。
在逆变器4的直流侧与主继电器开关5之间连接设置充电器7，在将该充电器7与充电站、自家中的电池充电设备的外部电源连接时，通过未图示的充电控制器而主继电器开关5闭合，能够通过外部电源对电池1进行充电。
以下说明上述那样提供的电池1的温度调节和充电控制。
紧挨着电池模块而以沿着电池壳体的层叠方向的方式设置的加热器2如图1所示那样电连接在逆变器4的直流侧与主继电器开关5之间，在该连接部与加热器2之间的电路中***设置加热器开关8，使得能够如上述那样进行电池1的温度调节。
通过负责电池1的温度调节和充电控制的控制器9，经由继电器驱动电路6控制加热器开关8的闭合断开。
该控制器9还在主继电器开关5与点火开关的断开连动地断开的期间以及主继电器开关5与充电器7向外部电源的连接连动地闭合的期间，经由继电器驱动电路6还对该主继电器开关5进行闭合断开控制。
此外，控制器9在主继电器开关5与点火开关的断开连动地断开的期间，与加热器开关8的“闭合”同步地将主继电器开关5也闭合而使加热器2蓄能(启动)，与加热器开关8的“断开”同步地将主继电器开关5也断开而使加热器2消能(关闭)。
另外，控制器9在主继电器开关5与充电器7向外部电源的连接连动地闭合的期间，以加热器开关8处于“闭合”状态为条件，对主继电器开关5进行闭合断开控制来进行作为本发明的目的的后述的电池充电控制，而且在加热器开关8为“断开”的情况下，断开主继电器开关5来不进行电池充电。
为了通过加热器开关8和主继电器开关5的上述闭合断开来进行加热器2的启动、关闭控制(电池温度调节的启动、关闭)以及电池1的充电控制，而向控制器9输入来自检测电池1的蓄电状态SOC的电池蓄电状态检测传感器11的信号、来自检测电池1的温度Tbat的电池温度传感器12的信号以及来自由车辆的使用者在指示电池1的充电开始时刻与充电结束时刻之间的电池充电时刻时进行操作的充电时刻指示器13的信号。
此外，充电时刻指示器13用于由车辆的使用者指示电池充电时刻，以通过使用廉价的深夜电力对电池1进行满充电来抑制运行成本、或者在出发时刻电池1正好成为满充电而使行驶距离最长等。
控制器9基于这些输入信息执行未图示的控制程序来进行电池温度调节，并且执行图2所示的控制程序来按照以下的要领进行电池1的充电控制。
首先，概要性地说明通过点火开关的断开(主继电器开关5的“断开”)而从电动马达3(逆变器4)被切断从而成为非使用状态的电池1的温度调节。
非使用状态的电池1在特别严寒的地区由于电解液的冻结而可输入输出电力成为0，变得无法行驶，因此，需要适当地使加热器2动作来对电池1进行加温以进行温度调节。
因此，在点火开关断开的期间，检查电池温度Tbat是否低于图3所例示的加温开始温度Tbat_start(例如-17℃左右)以及是否为同样是图3所例示的加温结束温度Tbat_stop(例如-10℃)以上。
在电池温度Tbat降低至低于加温开始温度Tbat_start(Tbat<Tbat_start)的图3的瞬间t1之前，由于当前不需要担心电池电解液的冻结，因此控制器9断开加热器开关8和主继电器开关5，由此使加热器2关闭，从而不对电池1进行加温。
在电池温度Tbat变得低于加温开始温度Tbat_start(Tbat<Tbat_start)的图3的t1，控制器9闭合加热器开关8和主继电器开关5，由此使加热器2启动来对电池1进行加温。
之后，控制器9在每次经过上述时间间隔时，检查电池温度Tbat是否为加温结束温度Tbat_stop以上，在如图3的瞬间t1以后那样不为Tbat≥Tbat_stop的期间，控制器9继续使加热器开关8和主继电器开关5为“闭合”，由此使加热器2启动来继续对电池1进行加温。
然后，在成为Tbat≥Tbat_stop时，控制器9使加热器开关8和主继电器开关5为“断开”，由此使加热器2关闭来结束电池1的加温。
通过重复以上的循环，电池1不会仍处于Tbat<Tbat_stop的状态，能够防止电解液冻结而导致无法行驶的情况。
另外，在成为Tbat≥Tbat_stop时，使加热器2关闭来结束电池1的加温，因此，能够防止由于不必要地启动加热器2而所消耗的电力浪费。
接着，根据图2详细说明控制器9所执行的电池1的充电控制。
从如图3的瞬间t0那样将充电器7与充电站、自家中的电池充电设备的外部电源连接由此主继电器开关5闭合而成为可充电状态时起，执行图2的控制程序。
在步骤S11中，检查是否处于通过充电时刻指示器13指定的充电开始时刻与充电结束时刻之间的计时充电预约时刻内。
在图3中，将所指定的充电开始时刻示为瞬间t1之后的t3，而且将所指定的充电结束时刻示为瞬间t4。
在步骤S11中判定为当前不处于计时充电预约时刻内(t3～t4)的情况下，在步骤S12中，根据加热器开关8是否处于闭合来检查是否正在对电池1进行加温。
此外，在如图3的瞬间t0以后那样处于充电器连接状态时，存在来自充电器7的电力，因此如果加热器开关8为闭合，则能够与主继电器开关5的闭合、断开无关地使加热器2动作，因而，在步骤S12中，如上述那样，能够只根据加热器开关8是否处于闭合来检查是否正在对电池1进行加温。
如果如图3的加温开始瞬间t1之前那样不是正在对电池1进行加温，则在步骤S13中，如从图4的加温开始瞬间t1之前的电池充电电力Pchg=0可知那样，通过使主继电器开关5“断开”来禁止对电池1进行充电。
在步骤S12中判定为通过启动加热器2而正在对电池1进行加温的情况下，在步骤S14中，检查是否已经获取应该在该加温开始时(在图3中为t1)获取的电池保持容量SOChold。
如果还没有获取电池保持容量SOChold，则在步骤S15中将加温开始时(在图3中为t1)的电池蓄电状态SOC(t1)设定为电池保持容量SOChold之后，使控制进入步骤S16，如果已经通过执行步骤S15获取到电池保持容量SOChold，则跳过该步骤S15，使控制进入步骤S16。
步骤S16相当于本发明中的蓄电状态保持用充电电力控制单元，在该步骤S16中，通过主继电器开关5的闭合、断开来控制向电池1的充电电力Pchg，使得电池蓄电状态SOC保持为电池保持容量SOChold。
该控制能够通过如下方式来实现：如果SOC<SOChold，则通过主继电器开关5的闭合而从充电器7向电池1供给充电电力，而且如果成为SOC=SOChold，则通过主继电器开关5的断开而不从充电器7向电池1供给充电电力。
在像这样控制向电池1的充电电力Pchg使得电池蓄电状态SOC保持为电池保持容量SOChold的情况下，能够得到如下效果。
图4比图3更加放大示出图3的加温开始时t1与所指定的充电开始时刻t3之间的时间轴，在紧接着瞬间t1之后加热器消耗电力Pheat急剧增加，与此相应地，电池蓄电状态SOC如从紧接着瞬间t1之后的电池电压Vbat的用实线表示的降低趋势可知那样暂时恶化。
如果对所述电池蓄电状态SOC的恶化放置不理，则产生以下的问题：无法在图3的计时预约充电时刻t3～t4内按目标使电池蓄电状态SOC成为满充电状态，使用廉价的深夜电力的充电比例降低，从而运行成本变高，或者在瞬间t4的充电结束后的行驶开始时电池1不是满充电状态，从而行驶距离变短。
另外，在本实施例中，在步骤S16中，在图4的紧接着加温开始时t1之后如图4所示那样使向电池1的充电电力Pchg增大，使得电池蓄电状态SOC保持为电池保持容量SOChold，因此，即使在紧接着瞬间t1之后，也能够如用虚线表示的那样使电池电压Vbat保持为与电池保持容量SOChold相当的水平。
因此，除了图3的计时预约充电时刻t3～t4以外，不进行使电池蓄电状态SOC增大得比瞬间t1的水平高的电池充电，能够在图3的计时预约充电时刻t3～t4内按目标使电池蓄电状态SOC成为满充电状态，能够最大限度地提高使用廉价的深夜电力的充电比例来抑制运行成本，而且能够可靠地使电池1在瞬间t4的充电结束后的行驶开始时成为满充电状态，能够最大限度地延长行驶距离。
在图2的步骤S11中判定为当前处于充电开始时刻t3(参照图3)与充电结束时刻t4(参照图3)之间的计时充电预约时刻内的情况下，使控制进入步骤S17。
在该步骤S17中，通过主继电器开关5的闭合、断开来控制向电池1的充电电力Pchg，使得电池蓄电状态SOC成为满充电状态SOCfull。
该控制能够通过如下方式来实现：如果SOC<SOCfull，则通过主继电器开关5的闭合而从充电器7向电池1供给充电电力，而且，如果成为SOC=SOCfull，则通过主继电器开关5的断开而不从充电器7向电池1供给充电电力。
在像这样在计时充电预约时刻t3～t4内对电池1进行充电使得电池蓄电状态SOC成为满充电状态SOCfull的情况下，能够可靠地达到指定计时充电预约时刻的目的，全部用廉价的深夜电力来供应为了该满充电而消耗的电力，从而能够抑制运行成本。
根据上述的本实施例的电池充电控制装置，如图3、图4所示那样，在瞬间t1以后的通过加热器2(电力负载)的动作来对电池1进行加温的过程中，根据当前是否处于计时充电预约时刻(t3～t4)，如果当前不处于计时充电预约时刻(t3～t4)，则控制向电池1的充电电力Pchg，使得电池蓄电状态SOC保持为加温开始时t1的电池蓄电状态SOC(t1)即电池保持容量SOChold，因此，即使如图4所示那样在紧接着加温开始时t1之后加热器消耗电力Pheat急剧增加，从而与此相应地电池蓄电状态SOC如从紧接着瞬间t1之后的电池电压Vbat的用实线表示的降低趋势可知那样有暂时恶化的趋势，也能够如用虚线表示的那样使紧接着瞬间t1之后的电池电压Vbat保持为与电池保持容量SOChold相当的水平。
因而，除了图3的计时预约充电时刻t3～t4以外，不进行使电池蓄电状态SOC增大得比瞬间t1的水平高的电池充电，能够在之后的图3的计时预约充电时刻t3～t4内按目标使电池蓄电状态SOC成为满充电状态，能够最大限度地提高使用廉价的深夜电力的充电比例来抑制运行成本，而且能够可靠地使电池1在瞬间t4的充电结束后的行驶开始时成为满充电状态，能够最大限度地延长行驶距离。
另外，在当前处于计时充电预约时刻(t3～t4)的情况下，控制向电池1的充电电力Pchg，使得电池蓄电状态SOC成为满充电状态SOCfull，因此，全部用廉价的深夜电力来供应为了该满充电而消耗的电力，从而能够抑制运行成本。

Claims (3)

1.一种电池充电控制装置，具备：电池，其能够指定充电时刻来进行充电；以及电力负载，其与该电池的充电电力***连接，在规定条件成立时利用经由该充电电力***提供的电力来动作，
在该电池充电控制装置中设置有蓄电状态保持用充电电力控制单元，该蓄电状态保持用充电电力控制单元在上述电力负载动作的期间，在未处于指定的上述充电时刻内的情况下，使向上述电池的充电电力保持为低于满充电的规定的电池蓄电状态。
2.根据权利要求1所述的电池充电控制装置，其特征在于，
上述低于满充电的规定的电池蓄电状态是使电池保持为上述电力负载开始动作时的电池蓄电状态所需的充电电力。
3.根据权利要求1或2所述的电池充电控制装置，其特征在于，
上述电力负载是在电池低于规定温度时对电池进行加温来进行温度调节的加热器。
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