JP5146201B2 - Battery temperature control device - Google Patents

Description

  The present invention relates to a technical field for controlling the temperature of a battery mounted on a vehicle.

  Conventionally, a technique for warming up a battery by blowing air from a cabin (cabinet) to the battery by a blower or the like has been proposed. For example, Patent Document 1 discloses a technique for determining whether or not to warm up a battery based on the difference between the battery temperature and the cabin temperature and the dew condensation temperature obtained from the saturated water vapor amount or the humidity of the air sent by the blower. Has been proposed. By doing so, dew condensation on the battery surface is avoided. Patent Document 2 proposes that when the absolute humidity of the battery-side air is larger than the absolute humidity in the cabin, the battery fan is operated to raise the battery temperature. Furthermore, Patent Document 3 proposes that when the absolute temperature in the cabin is equal to or higher than a predetermined value, the electric fan is operated to increase the battery temperature.

JP 2007-335121 A JP 2007-159267 A JP 2007-287618 A

  However, the technique described in Patent Document 1 described above tends to increase costs because a dedicated humidity sensor is required. In addition, when such a humidity sensor is not used, it may be determined whether or not to warm the battery based on the saturated water vapor amount. There was a case that could not be done. For example, there was a tendency that the opportunity for electric warm-up was reduced. On the other hand, Patent Documents 2 and 3 do not describe appropriately warming up the battery without using a dedicated humidity sensor.

  The present invention has been made to solve the above-described problems, and provides a battery temperature control device capable of appropriately warming up a battery without using a dedicated humidity sensor. Objective.

In one aspect of the present invention, battery temperature is determined by warming up the battery by supplying cabin air to the battery and determining whether to warm the battery based on the temperature of the cabin air. The control device includes a battery warm-up determination unit that determines whether or not to warm up the battery according to an air conditioning setting in the cabin, and a humidity at which the humidity of the cabin air allows the warm-up of the battery to be permitted. Air conditioning setting changing means for changing the air conditioning setting, the air conditioning setting changing means, when the air conditioning setting is not automatically set to perform air conditioning control automatically, When the temperature is lower than the second predetermined temperature, the compressor in the air conditioning is deactivated, the air conditioning setting is changed to introduce outside air, and the temperature of the cabin air is changed to the second temperature. When the predetermined temperature or higher, does not change the air-conditioning settings.

Said battery temperature control apparatus is utilized in order to warm up a battery by supplying the air of a cabin to a battery. In this case, the battery temperature control device determines whether to warm the battery based on the temperature of the cabin air. More specifically, the battery warm-up determination means determines whether or not to warm up the battery according to the cabin air conditioning setting. Accordingly, it is possible to appropriately determine whether or not to warm the battery without using a dedicated humidity sensor or the like that detects the humidity of the cabin. Therefore, the cost can be reduced as compared with the case where a dedicated humidity sensor or the like is used. Furthermore, compared with the case where it is determined whether or not to warm the battery based on the amount of saturated water vapor without using a dedicated humidity sensor, the above-described battery temperature control device makes the cabin humidity appropriate. Therefore, it is possible to increase the chances of warming up the battery.
The air conditioning setting changing means changes the air conditioning setting so that the humidity of the cabin air becomes a humidity at which the battery can be warmed up. Specifically, the air-conditioning setting changing means is a compressor for air-conditioning when the temperature of the cabin air is lower than the first predetermined temperature when the air-conditioning setting is automatically set to perform air-conditioning control. If the cabin air temperature is equal to or higher than the first predetermined temperature, the compressor is turned on and the air conditioning setting is set so that the inside air circulates. change. Thereby, it becomes possible to further increase the opportunity to warm up the battery.

In another aspect of the present invention, the battery temperature is determined by warming the battery by supplying cabin air to the battery, and determining whether to warm the battery based on the temperature of the cabin air. The control device includes a battery warm-up determination unit that determines whether or not to warm up the battery according to an air conditioning setting in the cabin, and a humidity at which the humidity of the cabin air allows the warm-up of the battery to be permitted. Air conditioning setting changing means for changing the air conditioning setting, the air conditioning setting changing means, when the air conditioning setting is not automatically set to perform air conditioning control automatically, When the temperature is lower than the second predetermined temperature, the compressor in the air conditioning is deactivated, the air conditioning setting is changed to introduce outside air, and the temperature of the cabin air is changed to the second temperature. If it is the constant temperature or higher it does not change the air-conditioning settings. This also makes it possible to further increase the opportunity to warm up the battery.

  Preferably, the battery warm-up determination means determines whether or not to warm up the battery based on whether the compressor in the air conditioning is in an operating state or a non-operating state as the air conditioning setting. Further, the battery warm-up determination means determines whether or not to warm up the battery based on whether the air-conditioning setting is introduction of outside air or internal air circulation.

  Preferably, in the battery temperature control device, the battery warm-up determination unit prohibits warming of the battery when the temperature of the battery is equal to or higher than the temperature of air in the cabin.

  Preferably, the battery warm-up determination unit prohibits warming of the battery when the temperature of the battery is equal to or higher than a warm-up target temperature.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[First Embodiment]
First, a first embodiment of the present invention will be described.

(Device configuration)
FIG. 1 is a schematic configuration diagram of a battery temperature control apparatus 100 according to the first embodiment. In addition, the solid line arrow in a figure shows the flow of gas, and the broken line arrow has shown the input-output of the signal.

  The battery temperature control device 100 mainly includes an air inlet 1, a battery blower 2, a battery 3, a battery temperature sensor 4, a cabin temperature sensor 5, a seating sensor 6, an air conditioner ECU 9, a battery ECU (Electronic). Control Unit) 10. The battery temperature control device 100 is mounted on, for example, a hybrid vehicle (HV vehicle) or an electric vehicle (EV vehicle).

  The battery blower 2 is configured to be able to suck air from the cabin (vehicle compartment) from the air suction port 1 and blow the air to the battery 3. The operation of the battery blower 2 is controlled by a control signal S2 supplied from the battery ECU 10. The battery 3 is composed of a secondary battery or the like, and functions as a power source for components in the vehicle. The battery temperature sensor 4 is a sensor configured to be able to detect the temperature of the battery 3 (battery temperature), and supplies a detection signal S4 corresponding to the detected battery temperature to the battery ECU 10.

  The cabin temperature sensor 5 is a sensor configured to be able to detect the temperature of the cabin air (hereinafter simply referred to as “cabin temperature”), and supplies a detection signal S5 corresponding to the detected cabin temperature to the battery ECU 10. . The seating sensor 6 is a sensor configured to be able to detect the number of passengers in the vehicle, and supplies a detection signal S6 corresponding to the detected number of passengers to the battery ECU 10. Instead of using the cabin temperature sensor 5 that detects the cabin temperature as described above, a sensor that detects the temperature of the air blown to the battery 3 may be used. For example, the sensor is provided near the air inlet 1.

  The air conditioner ECU 9 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown), and mainly controls an air conditioner (air conditioner) provided in the vehicle. For example, the air conditioner ECU 9 performs on / off switching of the compressor in the air conditioner, outside air introduction / inside air circulation, and the like. Further, the air conditioner ECU 9 determines whether the compressor of the air conditioner is on (operating state) or off (non-operating state), whether the air conditioner is set to auto, whether the outside air is being introduced, or the inside air circulation. Is supplied to the battery ECU 10 as a signal S9.

  It should be noted that settings such as whether the above-described air conditioner compressor is on or off, whether the air conditioner is set to auto, whether external air is introduced, or whether internal air is circulated are set in the present invention. Hereinafter, such information (corresponding to the signal S9) corresponding to the air conditioning setting is referred to as “air conditioner information”. Further, in this specification, the “auto setting” of the air conditioner means a setting in which the air conditioner side automatically determines the temperature, the air volume, the wind direction, etc. and performs the air conditioning control.

  The battery ECU 10 includes a CPU, a ROM, a RAM, and the like (not shown). The battery ECU 10 mainly controls the battery blower 2 so as to warm up the battery 3 by blowing air from the cabin to the battery 3. (That is, the control signal S2 is supplied to the battery blower 2). In this case, the battery ECU 10 warms the battery 3 based on the detection signals S4, S5, S6 supplied from the battery temperature sensor 4, the cabin temperature sensor 5, and the seating sensor 6, and the signal S9 supplied from the air conditioner ECU 9. Decide whether to perform the machine. Specifically, the battery ECU 10 estimates the humidity of the cabin air (hereinafter simply referred to as “cabin humidity”) based on these pieces of information, and warms up the battery 3 based on the estimated humidity. When it is performed, it is determined whether or not the dew condensation in the battery 3 can be suppressed to a problem-free level. Then, when it is determined from the estimated humidity that the condensation of the battery 3 is at a level at which there is no problem, the battery ECU 10 gives permission to execute the warm-up of the battery 3. Thus, the battery ECU 10 functions as a battery warm-up determination unit in the present invention.

(Processing in the first embodiment)
Next, the process performed by the battery ECU 10 in the first embodiment will be specifically described. In the first embodiment, the battery ECU 10 supplies the cabin air to the battery 3 by the battery blower 2 in order to improve the performance of the battery 3 (improvement of input / output, improve power performance, improve fuel consumption, improve drivability, etc.). The process for warming up the battery 3 is performed by blowing air. In this case, the battery ECU 10 estimates the cabin humidity based on the cabin temperature, the number of passengers, and the air conditioner information acquired from the various sensors described above, and warms up the battery 3 based on the estimated cabin humidity. Determine whether or not. The cabin humidity is estimated based on the air conditioner settings (air conditioner compressor on / off, outside air introduction / inside air circulation), occupant exhalation, and occupant bringing snow and rain. It is because it is influenced by.

  More specifically, the battery ECU 10 determines, based on the cabin humidity estimated as described above, whether or not the condensation in the battery 3 can be suppressed to a level at which no problem occurs when the battery 3 is warmed up. Thus, it is determined whether or not to warm up the battery 3. In this case, the battery ECU 10 permits the battery 3 to be warmed up only when it is determined that the condensation in the battery 3 can be suppressed to a level where there is no problem. This is to prevent the battery 3 from corroding due to water vapor contained in the cabin air when the cabin air is supplied to the battery 3 for warm-up. is there.

  According to the processing according to the first embodiment described above, the cabin humidity is appropriately estimated without using a humidity sensor or the like that can detect the cabin humidity, and the condensation of the battery 3 is at a level at which there is no problem based on the cabin humidity. It can be appropriately determined whether or not there is. Therefore, according to the first embodiment, it is possible to reduce the sensor cost as compared with the case where a dedicated humidity sensor or the like is used. On the other hand, when a dedicated humidity sensor for detecting cabin humidity is not used, a method for determining whether or not the condensation of the battery 3 is at a level at which there is no problem based on the saturated water vapor amount (specifically, the cabin temperature) In the saturated water vapor amount (humidity 100%) corresponding to the above, a method for determining whether or not dew condensation is at a level at which there is no problem is conceivable. According to this method, the cabin humidity can be appropriately estimated, so that the opportunity for warming up the battery 3 can be increased.

  Next, the process in the first embodiment will be described in detail with reference to FIGS.

  FIG. 2 shows a process for determining whether or not to warm up the battery 3 in the first embodiment, that is, a process for determining whether or not the battery blower 2 can be turned on (hereinafter, “ It is referred to as “battery blower on permission determination processing”). This process is repeatedly executed by the battery ECU 10 at a predetermined cycle.

  First, in step S101, the battery ECU 10 acquires battery temperature, cabin temperature, number of passengers, and air conditioner information. Specifically, the battery ECU 10 acquires the battery temperature, the cabin temperature, the number of passengers, and the air conditioner information from the battery temperature sensor 4, the cabin temperature sensor 5, the seating sensor 6, and the air conditioner ECU 9, respectively. Then, the process proceeds to step S102.

  In step S102, the battery ECU 10 estimates the cabin humidity based on the cabin temperature, the number of passengers, and the air conditioner information acquired in step S101. Then, the process proceeds to step S103.

  Here, with reference to FIG. 3, the cabin humidity estimation method in step S102 will be specifically described. FIG. 3 shows an example of a map in which cabin humidity (estimated value) is associated with cabin temperature, the number of passengers, and air conditioner information (compressor on / off, outside air introduction / inside air circulation). Specifically, FIG. 3A shows an example of a map when the compressor is on and the outside air is introduced, and FIG. 3B shows an example of a map when the compressor is on and the inside air is circulated. 3 (c) shows an example of a map when the compressor is off and the outside air is introduced, and FIG. 3 (d) shows an example of a map when the compressor is off and the inside air is circulated. . As shown in the figure, as the number of occupants increases or the cabin temperature increases, the cabin humidity tends to increase, and this tendency is finely defined in the map according to the air conditioner information. Further, it can be seen that the cabin humidity tends to be lower when the compressor is on than when the compressor is off. This is because a dehumidifying effect is obtained when the compressor is on. The battery ECU 10 determines the cabin humidity corresponding to the cabin temperature, the number of passengers, and the air conditioner information obtained in step S101 by referring to such a map. Such a map can be obtained by conducting an experiment in advance.

  Returning to FIG. 2, the processing after step S103 will be described. In step S103, the battery ECU 10 determines whether or not the dew condensation in the battery 3 is suppressed to a level at which there is no problem based on the cabin humidity estimated in step S102. In this case, the level at which the condensation of the battery 3 is not problematic is a level at which corrosion due to the condensation of the battery 3 does not occur, for example. In one example, the battery ECU 10 calculates the amount of water vapor in the cabin air from the detected battery temperature and cabin temperature, the estimated cabin humidity, and the like, and there is no problem with dew condensation of the battery 3 based on the amount of water vapor. Judge whether it is a level or not. In another example, the battery ECU 10 determines whether or not the condensation of the battery 3 is at a level at which there is no problem based on the battery temperature, the cabin temperature, the cabin humidity, and the like based on prior adaptation.

  When the condensation of the battery 3 is at a level that does not cause a problem (step S103; Yes), the process proceeds to step S104. In this case, the battery ECU 10 permits the battery blower 2 to be turned on in order to warm up the battery 3 (step S104). Then, the process ends. On the other hand, when the condensation of the battery 3 is not at a level that does not cause a problem (step S103; No), the process proceeds to step S105. In this case, the battery blower 2 is prohibited from being turned on in order to prohibit warming up of the battery 3 (step S105). Then, the process ends.

  Next, FIG. 4 is a flowchart showing a process (hereinafter referred to as “battery blower operation process”) performed when operating the battery blower 2 in the first embodiment. This battery blower operation process is executed after the battery blower ON permission determination process described above. The battery blower operation process is also repeatedly executed by the battery ECU 10.

  First, in step S201, the battery ECU 10 acquires the battery temperature and the cabin temperature. Specifically, the battery ECU 10 acquires the battery temperature and the cabin temperature from the battery temperature sensor 4 and the cabin temperature sensor 5, respectively. Then, the process proceeds to step S202.

  In step S202, the battery ECU 10 determines whether or not the battery temperature is lower than the cabin temperature. When the battery temperature is lower than the cabin temperature (step S202; Yes), the process proceeds to step S203. On the other hand, when the battery temperature is equal to or higher than the cabin temperature (step S202; No), the process proceeds to step S206. In this case, since the cabin air should not be blown to the battery 3, the battery blower 2 is set to OFF (step S206). Then, the process ends.

  In step S203, the battery ECU 10 determines whether or not the battery temperature is lower than the warm-up target temperature. The warm-up target temperature is a target temperature for warming up the battery 3 and is determined in advance. If the battery temperature is lower than the warm-up target temperature (step S203; Yes), the process proceeds to step S204. On the other hand, when the battery temperature is equal to or higher than the warm-up target temperature (step S203; No), the process proceeds to step S206. In this case, since it is not necessary to blow the cabin air to the battery 3, the battery blower 2 is set to OFF (step S206). Then, the process ends.

  In step S204, the battery ECU 10 determines whether or not the battery blower 2 is turned on. Specifically, it is determined whether the battery blower 2 is turned on or whether the battery blower 2 is turned on. Such permission / prohibition is determined by the battery blower-on permission determination process (see FIG. 2) described above.

  When the battery blower 2 is turned on (step S204; Yes), the process proceeds to step S205, and the battery ECU 10 controls the battery blower 2 to be turned on. On the other hand, when the turn-on of the battery blower 2 is not permitted (step S204; No), that is, when the turn-on of the battery blower 2 is prohibited, the process proceeds to step S206, and the battery ECU 10 Control off. After the processes in steps S205 and S206, the process ends.

  According to the first embodiment described above, it is possible to appropriately estimate the cabin humidity and appropriately determine whether or not the condensation of the battery 3 is at a level that causes no problem based on the cabin humidity. Therefore, it is possible to appropriately warm up the battery 3 while preventing the corrosion caused by the condensation of the battery 3. Further, according to the first embodiment, it is not necessary to use a dedicated humidity sensor or the like that detects the cabin humidity, so that the sensor cost can be reduced. Furthermore, according to the first embodiment, it is possible to warm up the battery 3 as compared with the case where the battery 3 is warmed up by determining whether or not the condensation of the battery 3 has a problem based on the saturated water vapor amount. It can be increased.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. Also in the second embodiment, as in the first embodiment described above, the cabin humidity is estimated, and it is determined whether or not the condensation of the battery 3 is at a level at which there is no problem based on the cabin humidity. Decide whether or not to warm up. However, the second embodiment is different from the first embodiment in that the air conditioning setting (air conditioning setting) is changed so that the cabin humidity becomes a humidity at which the warm-up of the battery 3 can be permitted.

  The reason for changing the air conditioner setting in this way is as follows. Cabin humidity is considered to depend on the air conditioner settings (on / off of the air conditioner compressor, outside air introduction / inside air circulation). For example, when the cabin temperature is lower than “0 ° C.”, the cabin humidity tends to increase if the compressor of the air conditioner is off and the inside air is circulated. This is because the humidity of the inside air tends to be higher than the outside air below the freezing point. Further, for example, when the cabin temperature is higher than “0 ° C.”, the cabin humidity may be high when the compressor of the air conditioner is off and the outside air is introduced. This is because, for example, in the case of rain, the humidity tends to be higher in the outside air than in the inside air.

  Therefore, in the second embodiment, the air conditioner setting is changed so that the cabin humidity becomes a humidity at which the warming up of the battery 3 can be permitted in order to increase the chance of warming up the battery 3. For example, the compressor of the air conditioner is switched on / off, the outside air introduction / inside air circulation is switched, etc., so that the cabin humidity becomes low.

(Device configuration)
FIG. 5 is a schematic configuration diagram of a battery temperature control device 100a according to the second embodiment. In addition, the same code | symbol is attached | subjected about the component same as the component shown in FIG. 1, and the description shall be abbreviate | omitted.

  The battery temperature control device 100a differs from the battery temperature control device 100 in that it has an air conditioner ECU 9a and a battery ECU 10a instead of the air conditioner ECU 9 and the battery ECU 10. The battery ECU 10 a basically performs the same processing as the battery ECU 10, but differs from the battery ECU 10 in that it performs a process of changing the air conditioner setting so that the cabin humidity becomes a humidity at which the warm-up of the battery 3 can be permitted. Specifically, the battery ECU 10a switches on / off the compressor of the air conditioner so that the cabin humidity becomes a humidity that allows the warm-up of the battery 3 based on the current cabin temperature, the air conditioner setting, and the like. , Switching between outside air introduction / inside air circulation. In this case, the battery ECU 10a supplies the air conditioner ECU 9a with a signal S9a corresponding to the change request for the air conditioner setting. When the air conditioner ECU 9a acquires the signal S9a corresponding to the change request for the air conditioner setting from the battery ECU 10a, the air conditioner ECU 9a changes the air conditioner setting according to the signal S9a. Thus, the battery ECU 10a functions as a battery warm-up determination unit and an air conditioning setting change unit in the present invention.

(Processing in the second embodiment)
Next, the processing in the second embodiment will be specifically described with reference to FIGS.

  FIG. 6 is a flowchart showing a battery blower-on permission determination process in the second embodiment. This process is repeatedly executed at a predetermined cycle by the battery ECU 10a. In addition, since the process of step S301 and step S303-S306 is respectively the same as the process (refer FIG. 2) of step S101 and step S102-S105 in the battery blower on permission determination process in 1st Embodiment, the description is abbreviate | omitted. To do. Here, only the process of step S302 will be described.

  In step S302, the battery ECU 10a performs provisional determination on the change request for the air conditioner setting based on the cabin temperature and the air conditioner information acquired in step S301 (hereinafter referred to as “air conditioner setting change request provisional determination process”). Execute. Then, the process proceeds to step S303. Thereafter, the same process as the battery blower ON permission determination process in the first embodiment described above is performed. Specifically, in step S303, the battery ECU 10a estimates the cabin humidity when the air conditioner setting is changed according to the change request provisionally determined in step S302.

  FIG. 7 is a flowchart showing the air conditioner setting change request provisional determination process performed in step S302. This process is also repeatedly executed by the battery ECU 10a.

  First, in step S401, the battery ECU 10a determines whether or not the air conditioner is set to auto based on the air conditioner information (corresponding to the signal S9) acquired from the air conditioner ECU 9a. That is, it is determined whether or not the occupant is set to perform air conditioning control by automatically determining the temperature, the air volume, the wind direction, and the like. If it is auto setting (step S401; Yes), the process proceeds to step S402. On the other hand, if it is not auto setting (step S401; No), the process proceeds to step S403.

  In step S402, the battery ECU 10a determines whether or not the cabin temperature is less than “0 ° C.”. Note that “0 ° C.” used in the determination in step S402 corresponds to the first predetermined temperature. When the cabin temperature is lower than “0 ° C.” (step S402; Yes), the process proceeds to step S404. In step S <b> 404, the battery ECU 10 a makes a tentative decision on a change request for the air conditioner setting so that the compressor of the air conditioner is turned on (operating state) and the outside air is introduced to reduce the cabin humidity. Specifically, a provisional decision is made so that the compressor is changed from off to on when the compressor is off, and a provisional decision is made to change from inside air circulation to outside air introduction when inside air is circulated. Do. Then, the process ends. On the other hand, when the cabin temperature is “0 ° C.” or higher (step S402; No), the process proceeds to step S405. In step S405, the battery ECU 10a tentatively determines an air conditioner setting change request so that the compressor of the air conditioner is turned on (operating state) and the inside air is circulated in order to reduce the cabin humidity. Specifically, when the compressor is off, a temporary decision is made so that the compressor is changed from off to on, and when outside air is introduced, a provisional decision is made to change from outside air introduction to inside air circulation. Do. Then, the process ends.

  Next, in step S403, the battery ECU 10a determines whether or not the cabin temperature is less than “−15 ° C.”. Note that “−15 ° C.” used in the determination in step S402 corresponds to the second predetermined temperature. When the cabin temperature is lower than “−15 ° C.” (step S403; Yes), the process proceeds to step S406. In step S406, the battery ECU 10a makes a tentative decision regarding a change request for the air conditioner setting so that the compressor of the air conditioner is turned off (non-operating state) and the outside air is introduced. Specifically, the compressor is turned on when the compressor is turned on (specifically, in this case, the air conditioner is not set to auto, but the air conditioner is switched on by the passenger). Is tentatively determined to be changed from on to off, and is tentatively determined to be changed from inside air circulation to outside air introduction when inside air is circulated. In this case, since it is considered that the warm-up request of the battery 3 is high because the battery is at a very low temperature, the air conditioner is not set automatically, but permission is given for changing the air conditioner setting. Then, the process ends. On the other hand, when the cabin temperature is “−15 ° C.” or higher (step S403; No), the process proceeds to step S407. In step S407, the battery ECU 10a provisionally decides not to change the air conditioner setting. Then, the process ends.

  Next, FIG. 8 is a flowchart showing battery blower operation processing in the second embodiment. This battery blower operation process is executed after the battery blower ON permission determination process (see FIG. 6). The battery blower operation process is also repeatedly executed by the battery ECU 10a. In addition, since the process of step S501-S504 and step S506, S507 is the same as the process (refer FIG. 4) of step S201-S204 and step S205, S206 in the battery blower operation process in 1st Embodiment, respectively, Description is omitted. Here, only the process of step S505 will be described.

  The process of step S505 is performed when the battery blower 2 is turned on (step S504; Yes). In step S505, the battery ECU 10a performs a process of changing the air conditioner setting in response to the air conditioner setting change request temporarily determined in the air conditioner setting change request temporary determining process described above. Specifically, the battery ECU 10a supplies a signal S9a corresponding to the change request for the air conditioner setting to the air conditioner ECU 9a. The air conditioner ECU 9a changes the air conditioner setting in accordance with the supplied signal S9a. When the above process ends, the process proceeds to step S506. Thereafter, the battery blower 2 is controlled to be turned on (step S506). In addition, when ON of the battery blower 2 is not permitted (step S504; No), in order to turn off the battery blower 2 (step S507), that is, since control for warming up the battery 3 is not performed, Battery ECU 10a does not change the air conditioner setting.

  According to the second embodiment described above, since the air conditioner setting can be appropriately changed so that the cabin humidity becomes a humidity at which warming up of the battery 3 can be permitted, the opportunity for warming up the battery 3 is increased. It becomes possible.

[Modification]
In the above, the embodiment has been described in which it is determined whether or not to warm up the battery 3 based on both the air conditioner information (air condition setting) and the number of passengers, but this is not limitative. In another example, whether or not to warm up the battery 3 can be determined based on only one of the air conditioner information and the number of passengers. In other words, the cabin humidity may be estimated based on the air conditioner information without using the number of passengers to determine whether to warm up, or the cabin humidity may be estimated based on the number of passengers without using the air conditioner information. It may be determined whether or not to warm up.

The schematic block diagram of the battery temperature control apparatus in 1st Embodiment is shown. It is a flowchart which shows the battery blower on permission determination process in 1st Embodiment. It is a figure for demonstrating the estimation method of cabin humidity. It is a flowchart which shows the battery blower operation process in 1st Embodiment. The schematic block diagram of the battery temperature control apparatus in 2nd Embodiment is shown. It is a flowchart which shows the battery blower ON permission determination process in 2nd Embodiment. It is a flowchart which shows an air-conditioner setting change request provisional determination process. It is a flowchart which shows the battery blower operation process in 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Air inlet 2 Battery blower 3 Battery 4 Battery temperature sensor 5 Cabin temperature sensor 6 Seating sensor 9, 9a Air-conditioner ECU
10, 10a Battery ECU
100, 100a Battery temperature control device

Claims (6)

A battery temperature control device for warming up the battery by supplying cabin air to the battery and determining whether to warm up the battery based on the temperature of the air in the cabin,
Battery warm-up determination means for determining whether or not to warm up the battery according to the air conditioning setting in the cabin ;
Air conditioning setting changing means for changing the air conditioning setting so that the humidity of the cabin air becomes a humidity at which warming up of the battery can be permitted ,
In the case where the air conditioning setting changing means is not set to auto setting in which the air conditioning setting automatically performs air conditioning control,
If the cabin air temperature is less than a second predetermined temperature, the air conditioning compressor is deactivated and the air conditioning setting is changed to introduce outside air,
The battery temperature control device , wherein the air conditioning setting is not changed when the temperature of air in the cabin is equal to or higher than the second predetermined temperature . A battery temperature control device for warming up the battery by supplying cabin air to the battery and determining whether to warm up the battery based on the temperature of the air in the cabin,
Battery warm-up determination means for determining whether or not to warm up the battery according to the air conditioning setting in the cabin;
Air conditioning setting changing means for changing the air conditioning setting so that the humidity of the cabin air becomes a humidity at which warming up of the battery can be permitted,
In the case where the air conditioning setting changing means is not set to auto setting in which the air conditioning setting automatically performs air conditioning control,
If the cabin air temperature is less than a second predetermined temperature, the air conditioning compressor is deactivated and the air conditioning setting is changed to introduce outside air,
When the temperature of air in the cabin is the second predetermined temperature or higher, the battery temperature control device, characterized in that without changing the air-conditioning settings. The battery warm-up determination means, the compressor in the air conditioning as the air conditioning settings based on whether or deactivated is actuated state, according to claim 1 or 2 for determining whether to perform warm-up of the battery The battery temperature control apparatus described in 1. The battery warm-up determination means, based on whether or recirculated air is ambient air introduced as the air-conditioning settings, any one of claims 1 to 3 to determine whether or not warm-up of the battery The battery temperature control apparatus described in 1. The battery warm-up determination means, when the temperature of the battery is equal to or higher than the temperature of air in the cabin, the battery temperature control device according to any one of claims 1 to 4 prohibits warm air of the cell. The battery temperature control device according to any one of claims 1 to 5 , wherein the battery warm-up determination unit prohibits warming of the battery when the temperature of the battery is equal to or higher than a warm-up target temperature.

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