CN102050009B - 车辆电气设备的冷却结构 - Google Patents
车辆电气设备的冷却结构 Download PDFInfo
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Abstract
在设在座位(16)后方的底板下方的电源单元(19)中,将电池模块(37)设置在下部,并且在其上部在车宽方向并列设置DC/DC转换器(41)及电动机驱动用变流器,因此,可以使从车身前方流向后方的冷却空气分为上下两股,对下侧的电池模块(37)和上侧的DC/DC转换器(41)及电动机驱动用变流器平行地进行冷却,在所述电池的下方设置导风板,并使该导风板以其后方侧接近所述电池的下表面的方式倾斜。由此,不仅可以简化冷却空气的通道使电源单元(19)整体实现小型化,从而提高其在车身上的装配性能,还可以使热交换前的低温冷却空气作用于电池模块(37)、DC/DC转换器(41)及电动机驱动用变流器的全部,从而提高冷却效果。
Description
本申请是申请号:200710149746.9,申请日:2007.09.05,发明名称:“车辆电气设备的冷却构造”的申请的分案申请。
技术领域
本发明涉及一种车辆电气设备冷却结构,其将包括用于驱动行驶用电动机的电池、DC/DC转换器及电动机驱动用变流器的电气设备设置在座席后方的底板的下方,用冷却空气对该电气设备进行冷却。
背景技术
已知在日本专利特开2003-45392号公报中,公开了一种如下的技术:将包括对机动车的行驶用电动机进行驱动的电池在内的电源装置搭载在后座席的后方的行李箱中,通过与该电源装置设为一体的强制送风机供给的冷却空气对电池进行冷却。
另外,在日本专利特开2005-153827号公报中,也公开了如下一种技术:将包括驱动机动车行驶用电动机的电池、DC/DC转换器、电动机驱动用变流器、冷却风扇等的蓄电装置设在后座席的下方,用冷却风扇抽吸的冷却空气对电池、DC/DC转换器及电动机驱动用变流器进行冷却。
可是,在上述日本专利特开2003-45392号公报记载的技术中,公开了用强制送风机供给的冷却空气对电源装置的电池进行冷却的方法,但却没有涉及对电源装置中包含的DC/DC转换器及电动机驱动用变流器进行冷却的内容。
另外,在上述日本专利特开2005-153827号公报中记载的技术中,将电池、DC/DC转换器、电动机驱动用变流器以及冷却风扇沿车宽方向串联配置,用冷却风扇抽吸的冷却空气对电池、DC/DC转换器及电动机驱动用变流器依次进行冷却。
这种情况下,在冷却空气对电池、DC/DC转换器、电动机驱动用变流器进行冷却的期间,由于热交换温度逐渐升高,所以即使能够对上游侧的电池进行充分的冷却,仍存在不能对下游侧的电动机驱动用变流器进行充分冷却的可能性。而且,由于将电池、DC/DC转换器、电动机驱动用变流器以及冷却风扇串联配置,因此导致电源装置的尺寸变长变大,不仅使其在车辆上的装配受到很大限制,还会造成因冷却空气通道的流路抵抗增加,而需要大型、高性能的冷却风扇的问题。
发明内容
本发明正是鉴于所述情况而设计的,其目的在于,避免用于驱动行驶用电动机的、设置在座席的后方的底板下方的电气设备的大型化,同时,提高其冷却性能。
为了达成上述目的,根据本发明的第1特征,提出了一种车辆的电气设备的冷却构造,其将包括用于驱动行驶用电动机的电池、DC/DC转换器以及电动机驱动用变流器的电气设备配置在座位后方的底板的下方,通过冷却空气对该电气设备进行冷却,其中,在所述电池的上部沿车宽方向并列设置所述DC/DC转换器及所述电动机驱动用变流器,从车身前方向后方流动的冷却空气分为上下两股,对下侧的所述电池、和上侧的所述DC/DC转换器及所述电动机驱动用变流器平行地进行冷却。
根据上述构成,在用于驱动行驶用电动机的、被设在座位的后方的底板下方的电气设备中,将电池设在下部,并且将DC/DC转换器及电动机驱动用变流器沿车宽方向平列设置在其上部,因此,从车身前方流向后方的冷却空气分为上下两股,能够平行地对下侧的电池和上侧的DC/DC转换器及电动机驱动用变流器进行冷却。由此,不仅可以简化冷却空气的通道使电气设备小型化,提高其对车身的装配性,还能够使热交换前的低温冷却空气作用于电池、DC/DC转换器及电动机驱动用变流器的全部,从而提高冷却效果,并且能够降低冷却空气的压损。
另外,根据本发明的第2特征,提出了一种车辆电气设备的冷却构造,除上述第1特征之外,在所述电池的车宽方向一侧配置高压配电盘,使该高压配电盘的延伸部从所述电池的上端向上方延伸,将所述延伸部与所述DC/DC转换器或设于所述电动机驱动用变流器上的平滑电容器连接。
根据上述构成,由于将延伸部连接在DC/DC转换器或设在电动机驱动用变流器上的平滑电容器上,该延伸部是使配置在电池的车宽方向一侧的高压配电盘从该电池的上端向上方延出,从而可以取消或最大限度地缩短对高压配电盘、平滑电容器、DC/DC转换器及电动机驱动用变流器之间进行连接的导线。
另外,根据本发明的第3特征,提出了一种车辆电气设备的冷却构造,除了上述第2特征之外,在所述高压配电盘上配置用来切断来自电池的电流的接触器。
根据上述构成,由于在高压配电盘上配置了用来切断来自电池的电流的接触器,因此可以取消或最大限度地缩短连接电池、接触器及电气设备之间的导线。
另外,根据本发明的第4特征,提出了一种车辆电气设备的冷却构造,在上述第1~第3特征之上,所述DC/DC转换器及所述电动机驱动用变流器收纳在固定于车身上的共通的金属盒内,在该金属盒的下面支承有所述电池。
根据上述构成,由于将DC/DC转换器及所述电动机驱动用变流器收纳在固定于车身上的共通的金属盒内,在该金属盒的下面支承有所述电池,不仅可以通过金属盒有效地切断发自DC/DC转换器和电动机驱动用变流器的电气噪音,还能通过将重量较大的电池配置在下侧,将重量较轻的DC/DC转换器及电动机驱动用变流器配置在上侧而提高车身的稳定性。
另外,根据本发明的第5特征,提出了一种车辆电气设备的冷却构造,在上述第1特征之外,对所述电池进行了冷却的冷却风、和对所述DC/DC转换器及所述电动机驱动用变流器进行了冷却的冷却风合流,通过配置在其合流部的下游的冷却风扇而被排出。
根据上述构成,由于可以降低冷却空气的压损,因此可以采用小型且廉价的冷却风扇,将其设置在冷却空气的合流部的下游。
另外,根据本发明的第6特征,提出了一种车辆电气设备的冷却构造,在上述第5特征之外,所述冷却风扇为轴流风扇。
根据上述构成,由于冷却风扇由轴流风扇构成,因此与采用构造复杂且昂贵的离心风扇的情况相比,可以降低成本。并且,通过对电池及电控装置进行平行冷却使冷却空气的压损变小,因此,即使采用廉价的轴流风扇,也可以确保充分的冷却性能。
另外,根据本发明的第7特征,提出了一种车辆电气设备的冷却构造,在上述第5或第6特征之外,在所述冷却风扇后方的底板构件的底面上,朝向车宽方向形成左右两股冷却空气排出通道,该冷却空气排出通道将对所述电气设备进行了冷却的冷却空气向车身外部排出。
根据上述构成,由于在冷却风扇后方的底板构件的底面上,朝向车宽方向的左右形成两股将对所述电气设备进行冷却后的冷却空气排出到车身外部的冷却空气排出通道,所以不仅可以通过冷却空气排出通道防止底板构件的上方空间变窄,还能够充分确保冷却风扇下游的冷却空气排出通道的流路截面积使压损进一步减少,从而减轻冷却风扇的负荷。
此外,实施例的后座席16对应本发明的座位,实施例的电源单元19对应本发明的电气设备,实施例的后部底板17对应本发明的底板,实施例的上部树脂盒32对应本发明的底板构件,实施例的电池模块37对应本发明的电池,实施例的下部金属盒45及上部金属盒46对应本发明的金属盒。
根据后附的图纸,在以下对合适的实施例进行的详细说明,可以使上述的本发明、其它的目的、特征以及优点更加明确。
附图说明
图1~图9是表示本发明的实施例的图。
图1是混合动力车辆的整体侧面图;
图2是图1的要部放大图;
图3是树脂盒及电源单元的分解立体图;
图4是电源单元的分解立体图;
图5是图2中5方向的视图;
图6是图5的6-6线截面图;
图7是图6的7-7线截面图;
图8是图7的8-8线截面图;
图9是电源单元冷却的作用说明图。
具体实施方式
以下,根据图1~图9对本发明的实施例进行说明。
如图1及图2所示,将未图示的发动机及电动机作为行使驱动源的混合动力车辆具备:由座垫11及座席背12组成的前座席13;由座垫14及座席背15组成的后座席16。在前座席13的座垫11的下方设置有燃料罐17,并且在后座席16后方的行李空间18的下方搭载有用于驱动电动机的电源单元19。
后座席16的座垫14的下面左右设有一对可以折叠的支柱20、20,在后座席16的使用状态中,支柱20、20的下端与设在座位下底板21上的挂钩22、22卡止,且将座垫14的后端与在设在座位下底板21后方的隆起部23上设置的座垫卡止部24卡止而进行固定。座席背15经由设在座垫14的后端的倾斜轴(reclining shaft)25可以向前方倒伏。
所以,将座垫14的后端从隆起部23的座垫卡止部24分开时,支柱20、20以挂钩22、22为支点向前方摇动,由此,座垫14向前下方平行移动并下降到沿座位下底板21的位置。而且,以倾斜轴25为中心使座席背15向前方摆动,从而可以使座席背15大致水平地折叠后座席16(参考图2中的虚线)。
在座位下底板21后方的隆起部23的后方,连接有向下方凹陷的电源单元收纳部26,该电源单元收纳部26的上表面开口部的周围被构成行李空间18的底板的后底板27(参考图5)覆盖。
以下,按照图3~图8对电源单元19的构造进行说明。
收纳电源单元19的盒子由容器状的下部树脂盒31和呈大致平坦的盖子状的上部树脂盒32构成。在下部树脂盒31的前部,一体形成有向车身前方开口的3个管状的冷却空气吸入通道31a~31c、和朝向车身左侧方开口的管状冷却空气吸入通道31d,并且在下部树脂盒31的后部形成有在车宽方向延伸的2个槽状冷却空气排出通道31e、31f。
冷却空气吸入通道31a~31c开口于后座席16的座垫14的后端,通过座垫14的下面抽吸车厢内的空气(参考图6)。另外,冷却空气吸入通道31d开口于后座席16的座垫14的侧部,从此处抽吸车厢内的空气。槽状的冷却空气排出通道31e、31f,通过与被结合在其表面上的上部树脂盒32的互动构成通风道。
在下部树脂盒31的中间部,水平固定有导风板33,驱动由轴流风扇构成的冷却风扇34的冷却风扇驱动电动机35,被与该导风板33形成一体的电动机托架33a支承(参考图6)。下部盒子31在冷却风扇34的位置变细,在其前侧形成有大容积的电源单元收纳室36,在其后侧连通所述冷却空气排出通道31e、31f。因此,通过冷却风扇34后被导引到后方的冷却空气,分配到左右的冷却空气排出通道31e、31f中。
电源单元19具备被配置为4列3层合计12根的圆柱状电池模块37…,这些电池模块37…被分割为上下4部分,被集束夹持在由2根螺栓紧固的左右两组的电池支架39…之间。此时,导风板40层叠在最下层的电池支架39的下面上,被所述螺栓38…拧紧(参考图8)。与最下层的电池模块37…相对的导风板40的上表面,以后方侧变高、即接近于最下层的电池模块37…的方式倾斜。
再者,电源单元19具备:将串联电连接的电池模块37…的高电压降到12伏的DC/DC转换器41;将电池模块37…的直流电流转换成交流电流而对电动机的驱动进行控制的电动机驱动用变流器(PDU)42;设在印刷线路板上的电控单元43;电动机驱动用变流器42用的平滑电容器44,这些DC/DC转换器41、电动机驱动用变流器42、电控单元43及平滑电容器44…,被收纳在被下部金属盒45和上部金属盒46划分的空间内,该下部金属盒45呈上表面开放的容器状,该上部金属盒46被多根螺栓47…结合在下部金属盒45的上表面上,呈平坦的盖状。如此,通过将造成电气噪音的主要原因的高压类部件收纳在被下部金属盒45及上部金属盒46包围的空间内,可以去除电噪音对其它设备造成的影响。
DC/DC转换器41及电动机驱动用变流器42分别被并列配置在车宽方向的左侧和右侧,在DC/DC转换器41的上方配置有电控单元43,在电动机驱动用变流器42的上表面上配置有3个平滑电容器44…。
所述金属盒45被多根螺栓50…固定在2根电源单元支架49、49的下面,该2根电源单元支架49、49将左右的侧梁48、48架在车宽方向上。另外,集束电池模块37…的左右两组电池支架39…被多根螺栓51垂吊固定在下部金属盒45的下面。此时,在下部金属盒45的底面和最上层的电池模块37…的上表面之间,夹有塑料泡沫制的绝缘体52。
如此,在电源单元19中,较重的电池模块37…设置在下侧,较之重量小的DC/DC转换器41和电动机驱动用变流器42设置在电池模块37…的上侧,因此可以降低电源单元19的重心,从而提高车辆的稳定性。
在下部金属盒45上形成有DC/DC转换器41的底面相对的开口45a、和电动机驱动用变流器42的底面相对的开口45b,在两个开口45a、45b面对的绝缘体52的上表面上,形成有在前后方向延伸的2根导风槽52a、52b(参考图7)。向DC/DC转换器41的底面突出的多个冷却片41a…,通过下部金属盒45的开口45a,突出到绝缘体52的导风槽52a内,向电动机驱动用变流器42的底面突出的多个冷却片42a…,通过下部金属盒45的开口45b,突出到绝缘体52的导风槽52b内。
另外,在与最上层的电池模块37…的上表面相对的绝缘体52的下表面上,形成有在车宽方向延伸的阶部52c(参考图8),在该阶部52c的前侧,电池模块37…的上表面和绝缘体52的下表面之间的间隔宽,在后侧所述间隔变窄。
在层叠为3层的电池模块37…的右侧面上配置有四角形的板状高压配电盘53。高压配电盘53的上部成为比最上层的电池模块37…的上表面更向上方延伸的延伸部53a,该延伸部53a的左侧面与电动机驱动用变流器42的右侧面邻接,在相对的位置延伸。而且,高压配电盘53的延伸部53a和平滑电容器44…被一对端子54、54连接。另外,在高压配电盘53的右侧面,设置有开关来自电池模块37…的电流的接触器55、检测流入或流出电池模块37…的电流的电流传感器56。
如此构成的电源单元19被收纳在下部树脂盒31的内部,覆盖其上表面开口部的上部树脂盒32被多根螺栓57…固定。在这种状态下,上部树脂盒32与后底板27的高度变为相同,共同构成行李空间的地板。
其次,对具备上述构成的本发明的实施例的作用进行说明。
用电源单元19供给的电流驱动行驶用电动机时,电源单元19的电池模块37…、DC/DC转换器41、电动机驱动用变流器42等会发热,因此需要用冷却空气对它们进行冷却,该冷却空气通过风扇驱动电动机35驱动冷却风扇34而产生。
如图6所示,冷却风扇34转动时,在被下部树脂盒31及上部树脂盒32划分的电源单元收纳室36内产生负压,车厢内的空气从4个冷却空气吸入通道31a~31d吸入到电源单元收纳室36内。在电源单元收纳室36内部,该冷却空气以绝缘体52为界向上下分流,流向下方的冷却空气通过被设为4列3层合计12根的电池模块37…之间的空隙流向后方,在此期间对电池模块37…进行冷却。
此时,如图8所示,与最下层的电池模块37…的底面相对的导风板40朝向后方向上倾斜,且在与最上层的电池模块37…的上表面相对的绝缘体53的下表面上形成有阶部52c,因此电源单元收纳室36的下游侧的流路截面积缩小,使冷却空气的流速变高。由此,可以有效地对难以冷却的下游侧的电池模块37…进行冷却,从而达到对所有电池模块37…的均匀冷却。
另外,如图6、图7及图9所示,分流到绝缘部52上侧的冷却空气,被沿前后方向形成在绝缘部52上表面上的左右导风槽52a、52b分开,从前方流向后方,其中一股与从下部金属盒45的开口45a向下突出的DC/DC转换器41的冷却片41a接触,对该DC/DC转换器41进行冷却,另一股与下部金属盒45的开口45b向下突出的电动机驱动用变流器42的冷却片42a接触,对该电动机驱动用变流器42进行冷却。
如此,对电源单元19进行冷却后的冷却空气再次合流,通过冷却风扇34后分流到冷却风扇34后方的左右冷却空气排出通道31e、31f中。在车宽方向左侧及右侧分支的左右冷却空气排出通道31e、31f的下游端,流入到行李空间18的内衬和后翼子板之间的空间内,一部分被排除车外,另一部分被返回到车厢内。此时,为了不使排气噪音传到车厢内,也可以在冷却空气排出通道31e、31f上配置消音装置。
在后底板27上形成的电源单元收纳部26,该空间通常用作备用轮胎的收纳部,通过将该空间用来收纳电源单元19,可以不对后座席16后方的行李空间18造成压迫。另外,覆盖收纳电源单元19的下部树脂31的表面开口部的上部树脂盒32,与后底板27相连在同一平面上,构成行李空间18的平坦地板,因此可以提高行李空间18的使用性。
另外,在被集束为12根的电池模块37…的上部左右分开配置DC/DC转换器41及电动机驱动用变流器42,DC/DC转换器41的上部支承电控单元43,在电动机驱动用变流器42的上部支持平滑电容器44…,再者,在它们的侧面配置有高压配电盘53,所以不仅可以将电源单元19紧密化后轻易地收纳到形成于后底板27上的电源单元收纳部26中,还可以取消连接它们之间的导线或使导线最短化。例如,通过在高压配电盘53上设置接触器55,可以取消连接电池模块37…和电动机驱动用变流器42的导线,或者通过在高压配电盘53上形成延伸部53a,可以不用导线而通过端子54、54对该延伸部53a和平滑电容器44…进行连接。
另外,被吸入到下部树脂盒31内的电源单元收纳室36内的冷却空气,在上下被分流对下侧的电池模块37…和上侧的DC/DC转换器41及电动机驱动用变流器42平行地进行冷却,所以可以使热交换前的低温冷却空气与这些电池模块37…、DC/DC转换器41及电动机驱动用变流器42接触而进行均匀冷却,并且可以将冷却空气的压损控制到最低限度。由此,无需采用昂贵的离心风扇(例如多叶片式风扇)作为冷却风扇34,只需廉价的轴流风扇即可确保充分的冷却性能。
假如对电池模块37…、DC/DC转换器41及电动机驱动用变流器42进行串联冷却时,存在配置在上游侧的设备的冷却效果得到提高,而配置在下游侧的设备的冷却效果下降的问题,而且,还存在另外一个问题,即由于冷却空气的压损增加,需要采用高性能的冷却风扇34和冷却风扇驱动电动机35,从而成为成本升高的要因。
另外,由于通过冷却风扇34后的冷却空气流经的冷却空气排出通道31e、31f被分为两股,因此可以充分保障冷却空气排出通道31e、31f的总流路截面积,并使冷却风扇34的背压降低,从而进一步减轻冷却风扇驱动电动机35的负荷。而且,由于冷却空气排出通道31e、31f形成在上部树脂盒32的底面上,即后底板27的底面上,所以不会压迫行李空间18的体积。
以上,对本发明的实施例进行了说明,但只要是在不超出本发明的要旨的范围内,可以进行各种设计变更。
例如,在实施例中,作为行使驱动源举出了具备发动机及电动机的混合动力机动车,但本发明也适用于作为行使驱动源仅具备电动机的电动车。
Claims (1)
1.一种车辆的电气设备的冷却结构,其将包括用于驱动行驶用电动机的电池、DC/DC转换器以及电动机驱动用变流器的电气设备配置在座位后方的底板的下方,通过冷却空气对该电气设备进行冷却,其中,在所述电池的上部沿车宽方向并列设置所述DC/DC转换器及所述电动机驱动用变流器,从车身前方向后方流动的冷却空气在设有所述DC/DC转换器及所述电动机驱动用变流器的电源单元收纳室内被分为上下两股,对下侧的所述电池和上侧的所述DC/DC转换器及所述电动机驱动用变流器平行地进行冷却,并且,在所述电池的下方设置导风板,并使该导风板以其后方侧接近所述电池的下表面的方式倾斜,由此,所述电源单元收纳室的下游侧的流路截面积缩小。
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JP4673692B2 (ja) * | 2005-07-19 | 2011-04-20 | 本田技研工業株式会社 | 車両における電気機器の冷却構造 |
CN101263629B (zh) * | 2005-09-13 | 2010-09-29 | 法雷奥电机设备公司 | 用于机动车辆的紧凑供电装置 |
KR100802767B1 (ko) * | 2005-11-04 | 2008-02-12 | 현대자동차주식회사 | 하이브리드 차량의 배터리유닛 및 모터제어유닛 냉각시스템 |
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2007
- 2007-09-05 EP EP20070115723 patent/EP1897739B1/en not_active Expired - Fee Related
- 2007-09-05 DE DE200760010216 patent/DE602007010216D1/de active Active
- 2007-09-05 CN CN2010105982431A patent/CN102050009B/zh not_active Expired - Fee Related
- 2007-09-07 US US11/851,631 patent/US7688582B2/en not_active Expired - Fee Related
Patent Citations (1)
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WO2002010580A1 (en) * | 2000-07-28 | 2002-02-07 | Visteon Global Technologies, Inc. | An air intake arrangement for an internal combustion engine |
Also Published As
Publication number | Publication date |
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US20080062622A1 (en) | 2008-03-13 |
DE602007010216D1 (de) | 2010-12-16 |
EP1897739A1 (en) | 2008-03-12 |
EP1897739B1 (en) | 2010-11-03 |
CN102050009A (zh) | 2011-05-11 |
US7688582B2 (en) | 2010-03-30 |
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