JP2006120334A - Device for controlling temperature of battery and car equipped with the same - Google Patents

Device for controlling temperature of battery and car equipped with the same Download PDF

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JP2006120334A
JP2006120334A JP2004304077A JP2004304077A JP2006120334A JP 2006120334 A JP2006120334 A JP 2006120334A JP 2004304077 A JP2004304077 A JP 2004304077A JP 2004304077 A JP2004304077 A JP 2004304077A JP 2006120334 A JP2006120334 A JP 2006120334A
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battery
temperature
inverter
air
management device
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JP2004304077A
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Hiroaki Ebuchi
弘章 江渕
Shuji Nagano
周二 永野
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for controlling the temperature of a battery mounted on a car to utilize energy effectively, and to provide the car equipped with it. <P>SOLUTION: Since the temperatures of an inverter 3 and a motor generator 2 become about 80°C at running, it is possible to utilize them as heat sources serving as heaters heating the battery 1. Thus, the motor generator 2 and the inverter 3 are respectively equipped with heat exchangers 12 and 13, by which heat is ejected via air flowing via a ventilation flue 26. When the temperature of the battery has become low at the start under an environment, such as winter time, where the temperature of open air is -20°C to 0°C, a ventilation course can be changed, as necessary, using valves 9, 10 and 11, in such a way that on the upstream side of the ventilation course is set in the heat exchangers 12 and 13 which are placed on the upstream, in relation to the battery 1. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、バッテリ温度管理装置およびそれを備える自動車に関し、より特定的にはモータを駆動する大容量バッテリのバッテリ温度管理装置およびそれを備える自動車に関する。   The present invention relates to a battery temperature management device and an automobile including the same, and more particularly to a battery temperature management device for a large capacity battery that drives a motor and an automobile including the same.

近年、電気自動車やハイブリッド自動車等の車両を推進させるためのモータを備える自動車が身近なものになってきている。これらの自動車には、大容量バッテリとこの大容量バッテリから電力を受けモータを駆動させるインバータ装置とが搭載される。   In recent years, automobiles equipped with motors for propelling vehicles such as electric cars and hybrid cars have become familiar. These automobiles are equipped with a large-capacity battery and an inverter device that receives electric power from the large-capacity battery and drives the motor.

バッテリの最適温度は、２５℃から３５℃くらいであり、ハイブリッド自動車等ではバッテリは車室近辺に配置されたりしてあまり低温にならないように配慮されていた。   The optimum temperature of the battery is about 25 ° C. to 35 ° C., and in a hybrid vehicle or the like, the battery is arranged in the vicinity of the passenger compartment so that it does not become too low.

特開２００４−１６７４号公報（特許文献１）には、車両後方側に搭載され、車室内に吹き出す空気の温度を調節する空気温度調節手段が収納されたリアエアコンユニットを有する車両について、車両に搭載されたバッテリの温度を管理するバッテリ温度管理装置が開示されている。この装置は、空気温度調節手段を通過した空気をバッテリに導くダクトを有し、このダクトにより導かれた空気をバッテリに供給することによりバッテリの温度を管理する。
特開２００４−１６７４号公報 特開平６−２４２３８号公報 特開平８−６７１２９号公報 特開２００３−２８９６０１号公報 Japanese Patent Laying-Open No. 2004-1674 (Patent Document 1) discloses a vehicle having a rear air conditioner unit that is mounted on the rear side of the vehicle and accommodates air temperature adjusting means for adjusting the temperature of air blown into the vehicle interior. A battery temperature management device that manages the temperature of an installed battery is disclosed. This device has a duct for guiding the air that has passed through the air temperature adjusting means to the battery, and manages the temperature of the battery by supplying the air guided by this duct to the battery.
Japanese Patent Laid-Open No. 2004-1674 JP-A-6-24238 JP-A-8-67129 JP 2003-289601 A

しかしながら、冬期間のごとく外気温度が低いときには、バッテリを加熱してすみやかに最適温度にする必要がある。バッテリを加熱する場合には、特開２００４−１６７４号公報（特許文献１）に開示された構成では、室内用空調装置のみを熱源としている。このため、バッテリの温度をすみやかに確実に最適な温度にするためには、室内用空調装置の能力を十分高くしておく必要があり、改善の余地があった。   However, when the outside air temperature is low as in the winter period, it is necessary to quickly heat the battery to the optimum temperature. In the case of heating the battery, only the indoor air conditioner is used as the heat source in the configuration disclosed in Japanese Patent Application Laid-Open No. 2004-1674 (Patent Document 1). For this reason, in order to quickly and surely bring the temperature of the battery to the optimum temperature, it is necessary to sufficiently increase the capacity of the indoor air conditioner, and there is room for improvement.

この発明は、エネルギーの有効活用が図られた車載用のバッテリ温度管理装置およびこれを備える自動車を提供することを目的とする。   It is an object of the present invention to provide an in-vehicle battery temperature management device in which energy is effectively used and an automobile including the same.

この発明は、要約すると、バッテリ温度管理装置であって、温風発生装置と、バッテリと、回転電機と、バッテリからの電気エネルギーを交流に変換して回転電機を駆動するインバータと、温風発生装置から回転電機またはインバータを経由してバッテリに至る第１の送風経路とを備える。   In summary, the present invention provides a battery temperature management device, a hot air generator, a battery, a rotating electrical machine, an inverter that converts electrical energy from the battery into alternating current and drives the rotating electrical machine, and hot air generation And a first air flow path from the device to the battery via the rotating electrical machine or the inverter.

好ましくは、バッテリ温度管理装置は、バッテリから車室に至る第２の送風経路をさらに備える。   Preferably, the battery temperature management device further includes a second air blowing path from the battery to the passenger compartment.

好ましくは、温風発生装置は、車室内用空調装置である。   Preferably, the warm air generator is a vehicle interior air conditioner.

より好ましくは、バッテリ温度管理装置は、回転電機およびインバータを経由せずに温風発生装置からバッテリに至る第３の送風経路と、第１の送風経路と第３の送風経路のいずれか一方の選択を行なう切替手段とをさらに備える。   More preferably, the battery temperature management device is one of a third air passage from the hot air generator to the battery without passing through the rotating electrical machine and the inverter, and any one of the first air passage and the third air passage. And switching means for performing selection.

さらに好ましくは、バッテリ温度管理装置は、バッテリの温度を検知する温度センサと、温度センサの出力に応じて切替手段に対して送風経路の選択制御を行なう制御部をさらに備える。   More preferably, the battery temperature management device further includes a temperature sensor that detects the temperature of the battery, and a control unit that performs selection control of the air flow path with respect to the switching unit according to the output of the temperature sensor.

さらに好ましくは、バッテリ温度管理装置は、温風発生装置から第３の送風経路と並列に設けられ、第３の送風経路と同時に使用される第４の送風経路をさらに備える。第４の送風経路上には回転電機またはインバータが配置される。   More preferably, the battery temperature management device further includes a fourth air supply path that is provided in parallel with the third air supply path from the hot air generator and is used simultaneously with the third air supply path. A rotating electrical machine or an inverter is disposed on the fourth air blowing path.

好ましくは、バッテリ、回転電機およびインバータは、車両のリア部に配置され、温風発生装置は、車両のフロント部に配置される。   Preferably, the battery, the rotating electrical machine, and the inverter are arranged at the rear part of the vehicle, and the hot air generator is arranged at the front part of the vehicle.

この発明の他の局面に従うと、自動車であって、上記いずれかのバッテリ温度管理装置を備える。   When the other situation of this invention is followed, it is a motor vehicle, Comprising: One of the said battery temperature management apparatuses is provided.

本発明のバッテリ温度管理装置は、低コストでバッテリの早期暖機が実現でき、バッテリの高出力状態を始動後早期に実現できる。   The battery temperature management device of the present invention can realize early warm-up of the battery at low cost, and can realize a high output state of the battery early after starting.

本発明の実施の形態について図面を参照しながら詳細に説明する。なお、図中同一または相当部分には同一符号を付してその説明は繰返さない。   Embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

図１は、本発明に係る自動車１００の構成を示す図である。   FIG. 1 is a diagram showing a configuration of an automobile 100 according to the present invention.

図１を参照して、自動車１００は、車室２５の前方のフロント部に配置されるエンジン２３とトランスミッション２４と空調装置とを含む。   Referring to FIG. 1, an automobile 100 includes an engine 23, a transmission 24, and an air conditioner that are disposed in a front part in front of a passenger compartment 25.

エンジン２３およびトランスミッション２４は、前輪２１を駆動する。空調装置は、具体的にはエアコンであり、車内外熱交換器４と圧縮機５と電動圧縮機６と熱交換器７が「「車室用空調装置」に該当する。なお、「車室用空調装置」としては、エンジンの冷却水で加熱されるヒーターを用いることもできる。   The engine 23 and the transmission 24 drive the front wheels 21. The air conditioner is specifically an air conditioner, and the inside / outside heat exchanger 4, the compressor 5, the electric compressor 6, and the heat exchanger 7 correspond to “a vehicle compartment air conditioner”. In addition, as the “vehicle compartment air conditioner”, a heater heated by engine cooling water can also be used.

車内外熱交換器４と圧縮機５と電動圧縮機６と熱交換器７とは冷媒通路２７によって接続されており、エンジン２３が動作中は圧縮機５によって冷媒が圧縮され、エンジン２３が停止中には電動圧縮機６によって冷媒が圧縮され、冷媒が冷媒通路を循環する。   The inside / outside heat exchanger 4, the compressor 5, the electric compressor 6, and the heat exchanger 7 are connected by a refrigerant passage 27, and while the engine 23 is operating, the refrigerant is compressed by the compressor 5 and the engine 23 is stopped. The refrigerant is compressed by the electric compressor 6 and circulates in the refrigerant passage.

暖房時には、圧縮機で圧縮された冷媒が熱交換器７から車内外熱交換器４を経由して圧縮機に戻ることにより、車内に熱が汲み入れられる。また、冷房時には、圧縮機で圧縮された冷媒が車内外熱交換器４から熱交換器７を経由して圧縮機に戻ることにより、車外に熱が排出される。   At the time of heating, the refrigerant compressed by the compressor returns from the heat exchanger 7 to the compressor via the vehicle interior / exterior heat exchanger 4, thereby pumping heat into the vehicle. Further, at the time of cooling, the refrigerant compressed by the compressor returns from the vehicle interior / exterior heat exchanger 4 to the compressor via the heat exchanger 7, whereby heat is discharged outside the vehicle.

自動車１００は、エンジンとモータとを併用して車両を駆動するハイブリッド自動車である。このため、自動車１００は、バッテリ１と、モータジェネレータ２と、インバータ３とをさらに含む。バッテリ１としては、例えばニッケル水素バッテリが好適に用いられる。   The automobile 100 is a hybrid automobile that drives a vehicle using both an engine and a motor. Therefore, automobile 100 further includes a battery 1, a motor generator 2, and an inverter 3. As the battery 1, for example, a nickel metal hydride battery is preferably used.

モータジェネレータ２は、力行運転時にはバッテリ１から電気エネルギーを受けて後輪２２を駆動し、回生運転時には後輪から受けた回転エネルギーによって発生した電気エネルギーをバッテリ１に戻す。インバータ３は、バッテリ１の直流とモータジェネレータ２の交流とを相互に変換する。   The motor generator 2 receives the electrical energy from the battery 1 during the power running operation and drives the rear wheel 22 and returns the electrical energy generated by the rotational energy received from the rear wheel to the battery 1 during the regenerative operation. Inverter 3 mutually converts the direct current of battery 1 and the alternating current of motor generator 2.

バッテリ１は、最適温度が２５〜３５℃程度であり、冬期など外気が−２０℃〜０℃の環境下で始動時にバッテリ温度が低くなってしまっているときには、速やかに暖機を行なうことが望ましい。このため、空調装置の熱交換器７からの暖かい空気が車室を経ずに通風路２６からバッテリに直接与えられるように通風路２６が形成されている。バッテリ１の表面に形成された熱交換フィン８を介して暖かい空気から熱がバッテリ１に与えられる。   The battery 1 has an optimum temperature of about 25 to 35 ° C., and can be quickly warmed up when the battery temperature is low at start-up in an environment where the outside air is −20 ° C. to 0 ° C. such as in winter. desirable. For this reason, the ventilation path 26 is formed so that the warm air from the heat exchanger 7 of the air conditioner is directly given to the battery from the ventilation path 26 without passing through the passenger compartment. Heat is applied to the battery 1 from warm air through the heat exchange fins 8 formed on the surface of the battery 1.

また、インバータ３やモータジェネレータ２は、走行時にはおよそ８０℃になるので、バッテリ１を暖機する熱源として利用することが可能である。したがって、モータジェネレータ２およびインバータ３には、熱交換器１２，１３がそれぞれ設けられており、熱を通風路２６の空気を介して排出するようになっている。   In addition, since the inverter 3 and the motor generator 2 reach approximately 80 ° C. during traveling, they can be used as a heat source for warming up the battery 1. Therefore, the motor generator 2 and the inverter 3 are provided with heat exchangers 12 and 13, respectively, so that heat is exhausted through the air in the air passage 26.

熱交換器７からバッテリ１に至る通風経路に熱交換器１２，１３を挿入可能なように弁９，１０，１１が設けられている。これによりバッテリ１の暖機を行なう必要がある場合には、通風経路においてバッテリ１の上流側に熱交換器１２，１３が来るように必要に応じて通風経路を変更することができる。なお、弁９，１０，１１の開閉による通風経路の変更については、後に図３、図４を用いて詳しく説明する。   Valves 9, 10, 11 are provided so that the heat exchangers 12, 13 can be inserted into the ventilation path from the heat exchanger 7 to the battery 1. Thus, when it is necessary to warm up the battery 1, the ventilation path can be changed as necessary so that the heat exchangers 12 and 13 are located upstream of the battery 1 in the ventilation path. The change of the ventilation path by opening and closing the valves 9, 10, and 11 will be described in detail later with reference to FIGS.

図２は、図１に示した自動車の変形例である自動車２００の構成を示した図である。   FIG. 2 is a diagram showing a configuration of an automobile 200 that is a modification of the automobile shown in FIG.

図２を参照して、自動車２００は、図１で説明した自動車１００の構成に加えて弁１４，１５，１６を含む。弁１４，１５，１６によって、暖房時においてモータジェネレータ２、インバータ３およびバッテリ１を経由してより加熱された空気を車室２５に導入できるように通風経路を変更できるようになっている。弁１４，１５，１６の開閉による通風経路の変更については、後に図３、図４を用いて詳しく説明する。   Referring to FIG. 2, automobile 200 includes valves 14, 15 and 16 in addition to the configuration of automobile 100 described in FIG. 1. With the valves 14, 15, and 16, the ventilation path can be changed so that more heated air can be introduced into the passenger compartment 25 via the motor generator 2, the inverter 3, and the battery 1 during heating. The change of the ventilation path by opening and closing the valves 14, 15 and 16 will be described in detail later with reference to FIGS.

なお、自動車２００の他の構成については、図１で説明した自動車１００と同様であるので説明は繰返さない。   The other configuration of automobile 200 is similar to that of automobile 100 described with reference to FIG. 1, and therefore description thereof will not be repeated.

図３は、弁の開閉による通風経路の変更を説明するための図である。   FIG. 3 is a diagram for explaining the change of the ventilation path by opening and closing the valve.

図３において熱交換器７，１２，１３、熱交換フィン８、車室２５、弁９〜１１，１４〜１６については、図１で説明しているので説明は繰返さない。   In FIG. 3, heat exchangers 7, 12 and 13, heat exchange fins 8, vehicle compartment 25, and valves 9 to 11 and 14 to 16 have been described with reference to FIG. 1, and therefore description thereof will not be repeated.

モータジェネレータ２に設けられた熱交換器１２は温度センサ１７で温度が観測され、インバータ３に設けられた熱交換器１３は温度センサ１８で温度が観測され、バッテリ１の熱交換フィン８は温度センサ１９で温度が観測され、各温度センサの温度は制御部３０に送られる。制御部３０は、温度センサ１７〜１９で観測された温度に応じて弁９〜１１，１４〜１６の開閉制御を行なう。   The temperature of the heat exchanger 12 provided in the motor generator 2 is observed by a temperature sensor 17, the temperature of the heat exchanger 13 provided in the inverter 3 is observed by a temperature sensor 18, and the heat exchange fin 8 of the battery 1 has a temperature. The temperature is observed by the sensor 19, and the temperature of each temperature sensor is sent to the control unit 30. The control unit 30 performs opening / closing control of the valves 9 to 11 and 14 to 16 according to the temperatures observed by the temperature sensors 17 to 19.

基本的にバッテリに対する温度管理は、空気循環で行なわれ、バッテリに関して液体配管を通すことによるレイアウトの複雑化や液漏れ等の心配がない。空気を循環させる機器は従来使われている機器であり、新たに機器を開発する必要がないため低コストで図３に示したシステムを実現できる。   Basically, the temperature management for the battery is performed by air circulation, and there is no concern about the complexity of the layout or liquid leakage caused by passing the liquid piping through the battery. A device that circulates air is a conventionally used device, and it is not necessary to develop a new device. Therefore, the system shown in FIG. 3 can be realized at low cost.

熱交換器７からモータの熱交換器１２、インバータの熱交換器１３および弁１０を経由してバッテリの熱交換フィン８に至る送風経路４１は「第１の送風経路」に該当する。熱交換フィン８から弁１５を経由して車室２５に至る送風経路４２は、「第２の送風経路」に該当する。熱交換器７から弁９を経由してバッテリの熱交換フィン８に至る送風経路４３は「第３の送風経路」に該当する。送風経路４３と並列に設けられ熱交換器７からモータの熱交換器１２、インバータの熱交換器１３および弁１１を経由する送風経路４４は、送風経路４３と同時に使用される「第４の送風経路」に該当する。弁９〜１１，１４〜１６は、送風経路を切り替える「切替手段」に該当する。   The air passage 41 from the heat exchanger 7 to the heat exchanger fins 8 of the battery through the heat exchanger 12 of the motor, the heat exchanger 13 of the inverter, and the valve 10 corresponds to the “first air passage”. The ventilation path 42 from the heat exchange fin 8 to the vehicle compartment 25 via the valve 15 corresponds to the “second ventilation path”. The air blowing path 43 from the heat exchanger 7 through the valve 9 to the heat exchange fin 8 of the battery corresponds to a “third air blowing path”. The air passage 44 that is provided in parallel with the air passage 43 and passes through the heat exchanger 7, the motor heat exchanger 12, the inverter heat exchanger 13, and the valve 11 is used simultaneously with the air passage 43. Corresponds to “route”. The valves 9 to 11 and 14 to 16 correspond to “switching means” for switching the air blowing path.

これらの送風経路の切替により必要に応じてバッテリの早期暖機を実現したり、車室内の暖房能力を強化することができる。   By switching these ventilation paths, it is possible to realize early warm-up of the battery as needed, or to enhance the heating capability of the passenger compartment.

図４は、各モードにおける弁の開閉状態を示した図である。   FIG. 4 is a view showing the open / close state of the valve in each mode.

図５は、図３の制御部３０の制御動作を示すフローチャートである。   FIG. 5 is a flowchart showing the control operation of the control unit 30 of FIG.

制御部３０は、所定の条件化で図５のフローチャートに従って弁９〜１１，１４〜１６の開閉制御を行なう。所定の条件とは、たとえば始動時や、一定時間が経過しバッテリの温度変動があると予想されるときや、エアコンの操作が行なわれたとき等が該当する。   The control unit 30 performs opening / closing control of the valves 9 to 11 and 14 to 16 according to the flowchart of FIG. 5 under predetermined conditions. The predetermined condition corresponds to, for example, when starting, when it is predicted that a certain time has elapsed and the battery temperature fluctuates, or when an air conditioner is operated.

図４、図５を参照して、まず、制御が開始されると、ステップＳ１においてエアコンが暖房運転をしているか否かが判断される。   Referring to FIGS. 4 and 5, first, when control is started, it is determined in step S1 whether or not the air conditioner is in a heating operation.

ステップＳ１でエアコンが暖房運転をしているときはステップＳ２に処理が進む。一方、ステップＳ１でエアコンが暖房運転をしていないときにはステップＳ５に処理が進む。   When the air conditioner is heating in step S1, the process proceeds to step S2. On the other hand, when the air conditioner is not heating in step S1, the process proceeds to step S5.

ステップＳ２では、温度センサ１９で観測されたバッテリ温度が２５℃未満であるか否かが判断される。   In step S2, it is determined whether or not the battery temperature observed by the temperature sensor 19 is less than 25 ° C.

ステップＳ２において、バッテリ温度が２５℃未満であるときにはステップＳ３に処理が進む。一方、ステップＳ２においてバッテリ温度が２５℃以上であるときには処理はステップＳ４に進む。   In step S2, when the battery temperature is lower than 25 ° C., the process proceeds to step S3. On the other hand, when the battery temperature is 25 ° C. or higher in step S2, the process proceeds to step S4.

バッテリ温度が２５℃未満である場合、ステップＳ３では、図４のモード１に示す弁の状態で通風経路が選択され、エアコンの運転が行なわれる。このとき、弁９，１１は閉じられ、弁１０は開放される。これによりエアコンの熱交換器７からの暖気は、熱交換器１２，１３を経由してさらに暖かくなりバッテリ１の熱交換フィン８に導入される。これにより、バッテリ１が速やかに暖機される。これによりバッテリ温度が速やかに最適温度となり早期に高出力状態を実現することができる。   When the battery temperature is lower than 25 ° C., in step S3, the ventilation path is selected in the state of the valve shown in mode 1 of FIG. 4, and the air conditioner is operated. At this time, the valves 9 and 11 are closed and the valve 10 is opened. Thereby, the warm air from the heat exchanger 7 of the air conditioner is further warmed via the heat exchangers 12 and 13 and introduced into the heat exchange fins 8 of the battery 1. Thereby, the battery 1 is quickly warmed up. As a result, the battery temperature quickly reaches the optimum temperature, and a high output state can be realized at an early stage.

また、モード１では、弁１４，１６は閉じられ、弁１５が開放される。これにより、バッテリを経由した暖気は車室２５に導入される。   In mode 1, the valves 14 and 16 are closed and the valve 15 is opened. Thereby, warm air via the battery is introduced into the passenger compartment 25.

一方、バッテリ温度が２５℃以上である場合、ステップＳ４では、図４のモード２に示す弁の状態で通風経路が選択され、エアコンの運転が行なわれる。このとき、弁９，１１は開放され、弁１０は閉じられる。これによりエアコンの熱交換器７からの暖気は、通風路４３を経由してバッテリ１の熱交換フィン８に直接導入され、バッテリ１は最適温度２５℃〜３５℃に維持される。   On the other hand, when the battery temperature is 25 ° C. or higher, in step S4, the ventilation path is selected in the state of the valve shown in mode 2 in FIG. 4, and the air conditioner is operated. At this time, the valves 9 and 11 are opened, and the valve 10 is closed. Thereby, the warm air from the heat exchanger 7 of the air conditioner is directly introduced into the heat exchange fins 8 of the battery 1 via the ventilation path 43, and the battery 1 is maintained at the optimum temperature of 25 ° C to 35 ° C.

熱交換器７からの暖気は、人間にとっての快適温度に設定されているが、この温度はバッテリにとっても最適温度でもある。このため、バッテリ温度が低い場合にはバッテリが加熱され、またバッテリ温度が高くなりすぎた場合にはバッテリが冷却され、バッテリ温度に対して複雑な温度管理を行なわなくてもよいという利点がある。   The warm air from the heat exchanger 7 is set to a comfortable temperature for humans, but this temperature is also the optimum temperature for the battery. Therefore, when the battery temperature is low, the battery is heated, and when the battery temperature becomes too high, the battery is cooled, and there is an advantage that complicated temperature management for the battery temperature does not have to be performed. .

また、弁９により開かれる通風路４３と並列的に、弁１１によって熱交換器１２，１３を経由する通風経路が開かれる。これにより、８０℃程度にまで上昇する熱交換器１２，１３の熱によりバッテリが過熱されることがなくなる。   In parallel with the ventilation path 43 opened by the valve 9, the ventilation path via the heat exchangers 12 and 13 is opened by the valve 11. Thereby, the battery is not overheated by the heat of the heat exchangers 12 and 13 rising to about 80 ° C.

この場合、熱交換器１２，１３の冷却が十分でないときには、補助冷却機３１を起動させる。補助冷却機３１は、エアコンの通風路とは別系統の外気による冷却を行なうものであってもよいし、また冷却水によって冷却を行なうものであってもよい。   In this case, when the heat exchangers 12 and 13 are not sufficiently cooled, the auxiliary cooler 31 is started. The auxiliary cooler 31 may be one that cools by outside air of a different system from the air passage of the air conditioner, or may be cooled by cooling water.

また、モード２では、弁１４，１６は閉じられ、弁１５が開放される。これにより、熱交換器１２，１３を経由して元のエアコンの温度よりもより加熱された暖気は車室２５に導入される。よって暖房能力を高めることができる。   In mode 2, the valves 14 and 16 are closed and the valve 15 is opened. Thereby, the warm air heated more than the temperature of the original air conditioner via the heat exchangers 12 and 13 is introduced into the passenger compartment 25. Therefore, the heating capacity can be increased.

つぎに、ステップＳ１からステップＳ５に進んだ場合について説明する。ステップＳ５では、エアコンの冷房運転が行なわれているか否かが判断される。   Next, a case where the process proceeds from step S1 to step S5 will be described. In step S5, it is determined whether or not the air conditioner is cooling.

ステップＳ５で冷房運転が行なわれている場合にはステップＳ６に進む。一方、冷房運転が行なわれていない場合には、弁の開閉の変更を行なわずに処理が終了し、メイン処理に戻る。   If the cooling operation is performed in step S5, the process proceeds to step S6. On the other hand, when the cooling operation is not performed, the process ends without changing the opening / closing of the valve, and the process returns to the main process.

ステップＳ６では図４のモード３に示す弁の開閉が行なわれる。まず、弁９，１１は開放され、弁１０は閉じられる。これによりエアコンの熱交換器７からの冷気は、通風路４３を経由してバッテリ１の熱交換フィン８に直接導入され、バッテリ１は最適温度２５℃〜３５℃に維持される。熱交換器７からの冷気は、人間にとっての快適温度であるが、この温度はバッテリにとっても最適温度でもある。このため、バッテリの温度が低い場合にはバッテリが加熱され、またバッテリの温度が高くなりすぎた場合にはバッテリが冷却され、バッテリに対して複雑な温度管理を行なわなくてもよいという利点がある。   In step S6, the valve shown in mode 3 of FIG. 4 is opened and closed. First, the valves 9 and 11 are opened and the valve 10 is closed. Thereby, the cold air from the heat exchanger 7 of the air conditioner is directly introduced into the heat exchange fins 8 of the battery 1 via the ventilation path 43, and the battery 1 is maintained at the optimum temperature of 25 ° C. to 35 ° C. The cool air from the heat exchanger 7 is a comfortable temperature for humans, but this temperature is also the optimum temperature for the battery. Therefore, when the battery temperature is low, the battery is heated, and when the battery temperature becomes too high, the battery is cooled, so that there is no need to perform complicated temperature management on the battery. is there.

また、弁９により開かれる通風路４３と並列的に、弁１１によって熱交換器１２，１３を経由する通風経路が開かれる。これにより、８０℃程度にまで上昇する熱交換器１２，１３の熱によりバッテリが過熱されることがなくなる。この場合、熱交換器１２，１３の冷却が十分でないときには、補助冷却機３１を起動させる。補助冷却機３１は、エアコンの通風路とは別系統の外気による冷却を行なうものであってもよいし、また冷却水によって冷却を行なうものであってもよい。   In parallel with the ventilation path 43 opened by the valve 9, the ventilation path via the heat exchangers 12 and 13 is opened by the valve 11. Thereby, the battery is not overheated by the heat of the heat exchangers 12 and 13 rising to about 80 ° C. In this case, when the heat exchangers 12 and 13 are not sufficiently cooled, the auxiliary cooler 31 is started. The auxiliary cooler 31 may be one that cools by outside air of a different system from the air passage of the air conditioner, or may be cooled by cooling water.

また、モード３では、弁１４，１６が開放され、弁１５が閉じられる。これにより、熱交換器１２，１３を経由して元のエアコンの温度よりもより加熱された冷気は車室２５に導入されることなく熱交換器７に戻される。車室には弁１４を介してエアコンからの冷気が直接導入されるので車室にバッテリ、モータ、インバータの排熱が導入されることはない。   In mode 3, valves 14 and 16 are opened and valve 15 is closed. Thereby, the cold air heated more than the temperature of the original air conditioner via the heat exchangers 12 and 13 is returned to the heat exchanger 7 without being introduced into the passenger compartment 25. Since the cool air from the air conditioner is directly introduced into the passenger compartment via the valve 14, exhaust heat from the battery, motor, and inverter is not introduced into the passenger compartment.

以上説明したように、本発明のバッテリ温度管理装置は、低コストでバッテリの早期暖機が実現でき、バッテリの高出力状態を始動後早期に実現できる。さらに、暖機完了後には、車室内の暖房能力も高めることができる。また、廃熱を暖機に利用するので電力消費を抑えることができる。   As described above, the battery temperature management device of the present invention can realize early warm-up of the battery at a low cost, and can realize a high output state of the battery early after starting. Furthermore, after the warm-up is completed, the heating capacity of the passenger compartment can be increased. Moreover, since waste heat is used for warm-up, power consumption can be suppressed.

今回開示された実施の形態はすべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は、上記した実施の形態の説明ではなくて特許請求の範囲によって示され、特許請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。   The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

本発明に係る自動車１００の構成を示す図である。1 is a diagram showing a configuration of an automobile 100 according to the present invention. 図１に示した自動車の変形例である自動車２００の構成を示した図である。It is the figure which showed the structure of the motor vehicle 200 which is a modification of the motor vehicle shown in FIG. 弁の開閉による通風経路の変更を説明するための図である。It is a figure for demonstrating the change of the ventilation path | route by opening and closing of a valve. 各モードにおける弁の開閉状態を示した図である。It is the figure which showed the open / close state of the valve in each mode. 図３の制御部３０の制御動作を示すフローチャートである。It is a flowchart which shows the control action of the control part 30 of FIG.

符号の説明Explanation of symbols

１ バッテリ、２ モータジェネレータ、３ インバータ、４ 車内外熱交換器、５ 圧縮機、６ 電動圧縮機、７，１２，１３ 熱交換器、８ 熱交換フィン、９〜１１，１４〜１６ 弁、１７〜１９ 温度センサ、２１ 前輪、２２ 後輪、２３ エンジン、２４ トランスミッション、２５ 車室、２６，４３ 通風路、２７ 冷媒通路、３０ 制御部、３１ 補助冷却機、１００，２００ 自動車。   1 Battery 2 Motor generator 3 Inverter 4 Inside / outside heat exchanger 5 Compressor 6 Electric compressor 7, 12, 13 Heat exchanger, 8 Heat exchange fin, 9-11, 14-16 Valve, 17 -19 Temperature sensor, 21 Front wheel, 22 Rear wheel, 23 Engine, 24 Transmission, 25 Car compartment, 26, 43 Ventilation path, 27 Refrigerant path, 30 Control part, 31 Auxiliary cooler, 100, 200 Automobile.

Claims (8)

温風発生装置と、
バッテリと、
回転電機と、
前記バッテリからの電気エネルギーを交流に変換して前記回転電機を駆動するインバータと、
前記温風発生装置から前記回転電機または前記インバータを経由して前記バッテリに至る第１の送風経路とを備える、バッテリ温度管理装置。 A hot air generator,
Battery,
Rotating electrical machinery,
An inverter that converts electrical energy from the battery into alternating current and drives the rotating electrical machine;
A battery temperature management device comprising: a first air flow path from the hot air generator to the battery via the rotating electrical machine or the inverter. 前記バッテリから車室に至る第２の送風経路をさらに備える、請求項１に記載のバッテリ温度管理装置。   The battery temperature management device according to claim 1, further comprising a second ventilation path from the battery to a vehicle compartment. 前記温風発生装置は、車室内用空調装置である、請求項１または２に記載のバッテリ温度管理装置。   The battery temperature management device according to claim 1, wherein the hot air generation device is a vehicle interior air conditioner. 前記回転電機および前記インバータを経由せずに前記温風発生装置から前記バッテリに至る第３の送風経路と、
前記第１の送風経路と前記第３の送風経路のいずれか一方の選択を行なう切替手段とをさらに備える、請求項３に記載のバッテリ温度管理装置。 A third air flow path from the hot air generator to the battery without passing through the rotating electrical machine and the inverter;
The battery temperature management device according to claim 3, further comprising a switching unit that selects one of the first blower path and the third blower path. 前記バッテリの温度を検知する温度センサと、
前記温度センサの出力に応じて前記切替手段に対して送風経路の選択制御を行なう制御部をさらに備える請求項４に記載のバッテリ温度管理装置。 A temperature sensor for detecting the temperature of the battery;
The battery temperature management apparatus according to claim 4, further comprising a control unit that performs air-flow path selection control on the switching unit in accordance with an output of the temperature sensor. 前記温風発生装置から前記第３の送風経路と並列に設けられ、前記第３の送風経路と同時に使用される第４の送風経路をさらに備え、
前記第４の送風経路上には前記回転電機または前記インバータが配置される、請求項４に記載のバッテリ温度管理装置。 A fourth blower path provided in parallel with the third blower path from the hot air generator and used simultaneously with the third blower path;
The battery temperature management device according to claim 4, wherein the rotating electrical machine or the inverter is arranged on the fourth ventilation path. 前記バッテリ、前記回転電機および前記インバータは、車両のリア部に配置され、
前記温風発生装置は、車両のフロント部に配置される、請求項１〜６のいずれか１項に記載のバッテリ温度管理装置。 The battery, the rotating electrical machine, and the inverter are arranged in a rear portion of a vehicle,
The battery temperature management device according to claim 1, wherein the hot air generation device is disposed at a front portion of a vehicle. 請求項１〜７のいずれか１項に記載されたバッテリ温度管理装置を備える自動車。   An automobile comprising the battery temperature management device according to any one of claims 1 to 7.
JP2004304077A 2004-10-19 2004-10-19 Device for controlling temperature of battery and car equipped with the same Withdrawn JP2006120334A (en)

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