CN111434500A - 冷却系统 - Google Patents
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Abstract
本发明涉及冷却系统,目的在于维持搭乘者的舒适性,并且将足够量的空气适当地引导至电池。冷却系统(10)包括:多个吸气口(26),其位置不同地设置在车辆(1)内并列设置的多个座椅附近;多个吸气风扇(28),其从多个吸气口分别独立地进行吸气;管道(30),其将多个吸气风扇的吸气引导至电池(20);以及吸气控制部(52),其根据搭乘者的就座状态,控制多个吸气风扇的吸气流量的比率。
Description
技术领域
本发明涉及冷却电池的冷却系统。
背景技术
在电动汽车等通过电力工作的车辆中,从车辆外部接受电力的供给,对搭载在车辆中的电池进行充电。众所周知,这种电池在使用时温度会升高。因此,有时会通过吸气风扇从车室内引导空气,冷却电池。
另外,已知有根据车室内的空气温度来变更来自车室内的空气的吸入量上限的技术(例如专利文献1)。
现有技术文献
专利文献
专利文献1:日本特开2013-147129号公报
发明内容
发明所要解决的课题
作为电池的冷却介质的空气从车室内通过吸气口而被吸引。因此,根据吸气口和搭乘者的位置关系,与吸气口连通的吸气风扇的旋转所产生的声音有时会令搭乘者感到不适。
但是,如果根据搭乘者的乘车单纯地减小吸气风扇的吸气流量,则能够引导的空气量会变少,从而无法充分抑制电池的温度上升。如此一来,不仅油耗和寿命会恶化,而且电池的最大容量也会劣化,从而可能导致难以靠电力行驶。
本发明鉴于这种问题,其目的在于提供一种能够维持搭乘者的舒适性,并且将足够量的空气适当地引导至电池的冷却系统。
解决课题的手段
为了解决上述课题,本发明的冷却系统包括:多个吸气口,其位置不同地设置在车辆内并列设置的多个座椅附近;多个吸气风扇,其从多个吸气口分别独立地进行吸气;管道,其将多个吸气风扇的吸气引导至电池;以及吸气控制部,其根据搭乘者的就座状态,控制多个吸气风扇的吸气流量的比率。
可选地,吸气控制部使与多个并列设置的座椅中搭乘者就座的座椅附近的吸气口连通的吸气风扇的吸气流量,小于与搭乘者未就座的座椅附近的吸气口连通的吸气风扇的吸气流量。
可选地,吸气控制部控制多个吸气风扇的吸气流量的比率,以使多个吸气风扇的吸气流量的合计限制在规定的目标范围内。
可选地,当满足搭乘者的就座状态不变化的规定的更新停止条件时,吸气控制部不进行吸气流量的比率的更新。
发明效果
通过本发明,能够维持搭乘者的舒适性,并且将足够量的空气适当地引导至电池。
附图说明
图1是表示应用有冷却系统的车辆的构成的鸟瞰图;
图2是表示吸气风扇的吸气流量的比率的说明图;
图3是表示电池冷却方法的处理流程的流程图。
符号说明
1 车辆
10 冷却系统
20 电池
26 吸气口
28 吸气风扇
30 管道
52 吸气控制部
具体实施方式
下面参照附图,对本发明的最佳实施方式进行详细说明。该实施方式所示的尺寸、材料、其他具体数值等,只是为了便于理解发明所做的例示而已,除特别说明的情况外,不用于限定本发明。需要说明的是,本说明书及附图中,关于具有实质相同的功能、构成的要素,通过附加相同符号而省略重复说明,另外,与本发明没有直接关系的要素省略图示。
<冷却系统10>
图1是表示应用有冷却系统10的车辆1的构成的鸟瞰图。在此,从垂直上方目视确认车辆1的各构成。在该车辆1中,冷却系统10包括电池20、逆变器22、驱动电动机24、吸气口26、吸气风扇28、管道30、温度传感器32、就座传感器34、中央控制部36而构成。本实施方式中的车辆1作为以驱动电动机24为驱动源的电动汽车进行说明,但是也可以适用于作为驱动源而与驱动电动机24并行设置有发动机的混合动力电动汽车。
电池20由锂离子电池等二次电池构成,补充从外部供给的电力(蓄电)。逆变器22将电池20的直流电转换为交流电并输出至驱动电动机24。驱动电动机24通过逆变器22从电池20接受电力供给,并且以与供给的电力相应的扭矩来驱动车辆1。
由于电池20在充电时或放电时会达到高温,因此从车辆1的车室1a内引导空气,冷却电池20。在此,在以多个并列设置于车室1a的座椅附近例如座椅侧面或相当于搭乘者耳边的地方,位置不同地设有多个吸气口26。在本实施方式中,以在后部的宽度方向上,在右侧座椅2a的更右侧设置吸气口26a,在后部的左侧座椅2b的更左侧设置吸气口26b为例进行说明。
另外,本实施方式中的座椅表示设想使每个人都有就座的座椅。因此,作为例如即使假设车室1a后部的座椅一体形成,在车辆1的宽度方向上也有与设想就座的人数相对应的座椅(例如,右侧座椅2a、左侧座椅2b)的情况进行说明。
吸气风扇28(28a、28b)从多个吸气口26a、26b分别独立地吸气。即,吸气风扇28a从吸气口26a吸气,吸气风扇28b从吸气口26b吸气。管道30将多个吸气风扇28a、28b的吸气(制冷剂)引导至电池20。在此,将举出将多个吸气风扇28a、28b的吸气分别独立地引导至电池20的例子进行说明,但也可以将多个吸气风扇28a、28b的吸气集中地引导至电池20。
温度传感器32与电池20一体设置,检测电池20的温度。就座传感器34通过设置在座椅2a、2b的椅面的压力传感器来检测人坐在座椅2a、2b上。在此,就座传感器34a检测人坐在右侧座椅2a上,就座传感器34b检测人坐在左侧座椅2b上。此外,就座传感器34不限于压力传感器,只要能够检测是否有人就座即可,例如,可以应用座椅安全带的佩戴或车门的开闭等现有的各种检测装置。
中央控制部(ECU)36由包含中央处理器(CPU)、存储程序等的ROM、作为工作区域的RAM等的半导体集成电路构成。中央控制部36对车辆1整体进行综合控制。另外,在本实施方式中,中央控制部36也作为吸气导出部50、吸气控制部52发挥功能。
另外,在本实施方式中,将举出将各功能部(吸气导出部50、吸气控制部52)配置于中央控制部36的例子进行说明,但并不限于此。具体而言,中央控制部36所具有的各功能部也可以分割配置在多个控制装置。这种情况下,该多个控制装置也可以通过CAN等通信总线相互连接。
吸气导出部50至少根据温度传感器32检测出的电池20的温度,导出电池20的冷却所需的每单位时间的空气量(以下简称为“吸气流量”)。
吸气控制部52根据吸气导出部50导出的吸气流量,进行多个吸气风扇28a、28b的旋转控制。例如,如果将电池20的冷却所需的吸气流量设为1,则吸气控制部52确定吸气风扇28a和吸气风扇28b各自的吸气流量,以使由吸气风扇28a、28b引导的吸气流量的合计为1。另外,由于吸气风扇28中的吸气流量是根据转速唯一确定的,因此这里所示的吸气流量与转速同义,也可以相互替换。
此外,如上所述,吸气口26a、26b设置在车辆1的车室1a内。吸气口26a、26b通过管道30分别与吸气风扇28a、28b连通。因此,根据吸气口26a、26b和搭乘者的位置关系,与吸气口26a、26b连通的吸气风扇28a、28b的旋转所产生的声音有时会令搭乘者感到不适。但是,为了抑制电池20的温度上升,不能简单地减小吸气风扇28a、28b的吸气流量。
因此,在本实施方式中,通过分别控制多个吸气风扇28a、28b各自的吸气流量,能够维持搭乘者的舒适性,并且将足够量的空气适当地引导至电池20。
吸气控制部52根据就座传感器34检测的搭乘者的就座状态(就座的人数及其位置),控制多个吸气风扇28a、28b的吸气流量的比率。具体而言,吸气控制部52进行控制,以使多个并列设置的座椅2a、2b中与搭乘者就座的座椅附近的吸气口26连通的吸气风扇28的吸气流量,小于与搭乘者未就座的座椅附近的吸气口26连通的吸气风扇28的吸气流量。
图2是表示吸气风扇28a、28b的吸气流量的比率的说明图。当车室1a后部的右侧座椅2a和左侧座椅2b均无人就座时,如图2(a)所示,利用吸气风扇28a、28b将冷却电池20所需的吸气流量均等地配比分配(吸气风扇28a:吸气风扇28b=50:50)。另外,当右侧座椅2a和左侧座椅2b均有人就座时,如图2(b)所示,利用吸气风扇28a、28b将冷却电池20所需的吸气流量均等地配比分配(吸气风扇28a:吸气风扇28b=50:50)。
另一方面,在车室1a的后部,当右侧座椅2a有人就座,而左侧座椅2b无人就座时,如图2(c)所示,例如,将其比率设为吸气风扇28a:吸气风扇28b=20:80,以使与右侧座椅2a附近的吸气口26a连通的吸气风扇28a的吸气流量小于与左侧座椅2b附近的吸气口26b连通的吸气风扇28b的吸气流量。
另外,在车室1a的后部,当左侧座椅2b有人就座,而右侧座椅2a无人就座时,如图2(d)所示,例如,将其比率设为吸气风扇28a:吸气风扇28b=80:20,以使与左侧座椅2b附近的吸气口26b连通的吸气风扇28b的吸气流量小于与右侧座椅2a附近的吸气口26a连通的吸气风扇28a的吸气流量。
此外,在此举出将吸气风扇28a和吸气风扇28b的吸气流量的比率设为20:80或80:20的例子进行了说明,但不限于该情况,其比率也可以任意确定。例如,吸气控制部52也可以根据吸气风扇28的吸气流量,并根据搭乘者感到何种程度的不适,以及吸气风扇28的效率下降到何种程度,来确定适当的比率。另外,也可以只让吸气风扇28a、28b中的一方工作,让另一方不工作。
这样,通过改变吸气风扇28a和吸气风扇28b的吸气流量的比率,降低与搭乘者就座的座椅附近的吸气口26连通的吸气风扇28的吸气流量,能够维持搭乘者的舒适性。
另外,此时,吸气控制部52控制多个吸气风扇28a、28b的吸气流量的比率,以使多个吸气风扇28a、28b的吸气流量的合计限制在冷却电池20所需的吸气流量的规定的目标范围内。即,为了搭乘者的舒适性,即使减少一个吸气风扇28的吸气流量,通过增大远离搭乘者的另一个吸气风扇28的吸气流量,也会维持整体的冷却效率而不降低。因此,通过将规定的目标范围内的足够量的空气适当地引导至电池20,能够抑制电池20的温度上升。
<冷却方法>
图3是表示电池20的冷却方法的处理流程的流程图。每隔规定的中断时间(例如1分钟)执行该流程图。另外,在此仅说明与电池20的冷却相关的处理,对于其他处理省略详细说明。
当经过了中断时间时,吸气导出部50判定车辆1是否满足规定的行驶条件(S100)。在此,行驶条件是用于为了冷却电池20而判定车辆1是否处于行驶状态的条件。具体而言,可举出:车辆1的速度超过了规定的第一速度(例如10km/h)、车辆1正在前进、车辆1的车门全部处于关闭状态等。
吸气导出部50在判定车辆1满足行驶条件时(S100中“是”),判定电池20是否满足规定的冷却条件(S102)。另外,吸气导出部50在判定车辆1不满足行驶条件时(S100中“否”),结束该冷却方法的处理。
在此,冷却条件表示用于将电池20的温度限制在规定范围(例如10℃~45℃)内的上限值。因此,当电池20的温度达到规定温度(例如35℃)以上时,吸气导出部50判定为满足冷却条件。
吸气导出部50在判定电池20满足规定的冷却条件时(S102中“是”),判定车辆1是否满足规定的更新停止条件(S104)。关于该更新停止条件将在后面详细叙述。另外,吸气导出部50在判定电池20不满足规定的冷却条件时(S102中“否”),结束该冷却方法的处理。
吸气导出部50在判定车辆1不满足更新停止条件时(S104中“否”),根据温度传感器32检测出的电池20的温度,导出电池20的冷却所需的吸气流量(S106)。另外,吸气导出部50在判定车辆1满足更新停止条件时(S104中“是”),结束该冷却方法的处理。
接着,吸气控制部52参照就座传感器34a、34b,判定车室1a后部的右侧座椅2a和左侧座椅2b是否都有人就座,或者是否都无人就座(S108)。然后,如果右侧座椅和左侧座椅都有人就座,或者都无人就座(S108中“是”),则吸气控制部52根据吸气导出部50导出的吸气流量,对吸气风扇28a、28b进行旋转控制,使其吸气流量的比率为吸气风扇28a:吸气风扇28b=50:50(S110)。
如果判定右侧座椅2a和左侧座椅2b中的一个座椅有人就座(S108中“否”),则吸气控制部52参照就座传感器34,判定右侧座椅2a是否有人就座(S112)。然后,如果右侧座椅2a有人就座(S112中“是”),则吸气控制部52根据吸气导出部50导出的吸气流量,对吸气风扇28a、28b进行旋转控制,使其吸气流量的比率为吸气风扇28a:吸气风扇28b=20:80(S114)。
如果判定右侧座椅2a无人就座(S112中“否”),则由于只有左侧座椅2b有人就座,因此吸气控制部52根据吸气导出部50导出的吸气流量,对吸气风扇28a、28b进行旋转控制,使其吸气流量的比率为吸气风扇28a:吸气风扇28b=80:20(S116)。
另外,在步骤S110、S114、S116中的任一步骤中,吸气控制部52都会控制多个吸气风扇28a、28b的吸气流量的比率,以使多个吸气风扇28a、28b的吸气流量的合计限制在冷却电池20所需的吸气流量的规定的目标范围内。
这种吸气风扇28a、28b的吸气流量的比率控制会经常监视搭乘者的就座状态,追随其变化。例如,当一位搭乘者从右侧座椅2a移动到左侧座椅2b时,吸气控制部52使吸气流量的比率从吸气风扇28a:吸气风扇28b=20:80变为吸气风扇28a:吸气风扇28b=80:20。但是,在预先知道搭乘者的就座状态不会变化的情况之前,当必须进行步骤S106~步骤S116的处理时,处理负荷会变大。
因此,在上述步骤S104中,判定车辆1是否满足规定的更新停止条件,当判定车辆1满足更新停止条件时(S104中“是”),则不进行步骤S106~步骤S116的处理,结束该冷却方法的处理。这样做,在搭乘者的就座状态不变化的状况下,无需徒劳地进行步骤S106~步骤S116的处理,能够实现对处理负荷和功耗的抑制。
在此,更新停止条件是搭乘者的就座状态不变化(在车室1a内不移动)的条件。具体而言,可举出:车辆1的速度超过规定的第二速度(例如80km/h)(在高速公路上行驶)、座椅安全带处于紧固状态、就座传感器34未检测到搭乘者移动的状态经过了规定时间(例如5分钟)等。
通过以上说明的冷却系统10,能够维持搭乘者的舒适性,并将规定的目标范围内的足够量的空气适当地引导至电池20,从而抑制电池20的温度上升。
另外,还提供了使计算机作为冷却系统10的吸气导出部50或吸气控制部52发挥功能的程序、记录有该程序的计算机可读软盘、光磁盘、ROM、CD、DVD、BD等存储介质。在此,程序是指以任意语言或记述方法记述的数据处理方法。
以上结合附图,对本发明的优选实施方式进行了说明,但本发明显然不限于这些实施方式。本领域技术人员在权利要求书记载的范畴内,显然可以想到各种变更例或修改例,应当理解,这些变更例或修改例也应属于本发明的技术范围。
例如,在上述实施方式中,作为多个吸气风扇28,举出吸气风扇28a、28b这两个进行了说明,但也可以是多个,例如也可以由3个以上构成。此时,与远离搭乘者座椅的吸气风扇相比,可以对靠近搭乘者座椅的吸气风扇进行旋转控制,使吸气流量变小。
另外,在图3的流程图中,举出仅在步骤S104中不满足更新停止条件的情况下更新多个吸气风扇28a、28b的吸气流量的比率的例子进行了说明。但是,不限于该情况,也可以仅在人移动时更新,例如也可以仅在就座传感器34检测到人的移动时更新吸气流量的比率。
另外,本说明书的冷却方法的每个步骤不必按照作为流程图记载的顺序以时间顺序处理,可以包括并行处理或子程序处理。
工业实用性
本发明能够用于冷却电池的冷却系统。
Claims (5)
1.一种冷却系统,包括:
多个吸气口,其位置不同地设置在以多个并列设置于车辆内的座椅附近;
多个吸气风扇,其从所述多个吸气口分别独立地进行吸气;
管道,其将所述多个吸气风扇的吸气引导至电池;以及
吸气控制部,其根据搭乘者的就座状态,控制所述多个吸气风扇的吸气流量的比率。
2.根据权利要求1所述的冷却系统,其中,所述吸气控制部进行控制,以使与所述多个并列设置的座椅中搭乘者就座的座椅附近的吸气口连通的吸气风扇的吸气流量,小于与搭乘者未就座的座椅附近的吸气口连通的吸气风扇的吸气流量。
3.根据权利要求1所述的冷却系统,其中,所述吸气控制部控制所述多个吸气风扇的吸气流量的比率,以使所述多个吸气风扇的吸气流量的合计限制在规定的目标范围内。
4.根据权利要求2所述的冷却系统,其中,所述吸气控制部控制所述多个吸气风扇的吸气流量的比率,以使所述多个吸气风扇的吸气流量的合计限制在规定的目标范围内。
5.根据权利要求1~4中任一项所述的冷却系统,其中,当满足规定的更新停止条件时,所述吸气控制部不进行所述吸气流量的比率的更新,所述规定的更新停止条件为搭乘者的就座状态不变化。
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JP2012192867A (ja) * | 2011-03-17 | 2012-10-11 | Toyota Motor Corp | 車両用蓄電体冷却システム |
CN103987566A (zh) * | 2011-12-09 | 2014-08-13 | 丰田自动车株式会社 | 蓄电装置的冷却装置及蓄电装置的冷却控制方法 |
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JP2013224105A (ja) * | 2012-04-23 | 2013-10-31 | Toyota Motor Corp | 車両用バッテリ冷却装置 |
CN107000561A (zh) * | 2014-12-09 | 2017-08-01 | 丰田自动车株式会社 | 用于电池组的冷却结构 |
CN107039702A (zh) * | 2015-11-04 | 2017-08-11 | 丰田自动车株式会社 | 电池装置 |
JP2017171054A (ja) * | 2016-03-23 | 2017-09-28 | トヨタ自動車株式会社 | バッテリ装置 |
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JP7212526B2 (ja) | 2023-01-25 |
US20200223323A1 (en) | 2020-07-16 |
JP2020111221A (ja) | 2020-07-27 |
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