JP2007137127A - Battery cooling and air conditioning device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent occurrence of frost in a front seat side evaporator without additionally providing a solenoid valve in the refrigeration cycle forcible operation for cooling a battery. <P>SOLUTION: This battery cooling and air conditioning device is provided with a battery cooling blower 26 for blowing cooling air to the battery 1 mounted on the vehicle and a control device for controlling operation of a compressor 12 of an air conditioning refrigeration cycle 11 and operation of the battery cooling bower 26. The air conditioning refrigeration cycle 11 is provided with a rear seat side evaporator 9 in parallel with the front seat side evaporator 15. The battery cooling blower 26 is structured to set at least a cold air take-in mode for taking the cold air cooled by the rear seat side evaporator 9 as the battery 1 cooling air, and when setting the cold air take-in mode in the state that the compressor 12 is stopped, the control device forcibly operates the compressor 12 for intermittent operation. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle battery cooling / air-conditioning apparatus that performs temperature management of a battery mounted on a hybrid vehicle or the like using an air-conditioning refrigeration cycle.

  Conventionally, as this type of battery cooling / air-conditioning device for vehicles, an outside air intake mode that cools the battery by taking in outside air (air outside the passenger compartment), and an inside air intake mode that cools the battery by taking inside air (air inside the cabin), Japanese Patent Application Laid-Open No. H10-228688 describes switching between a cold air intake mode in which cold air cooled by an evaporator of a refrigeration cycle is taken in and a battery is cooled.

  The above-described refrigeration cycle is an existing one provided for vehicle interior air conditioning, and is configured to additionally install an evaporator for battery cooling with respect to the refrigeration cycle for vehicle interior air conditioning.

  By the way, when there is no need to air-condition the passenger compartment as in the middle of spring and autumn, both the air-conditioning refrigeration cycle and the air-conditioning blower may be in a stopped state. When the cold air intake mode is executed in such an air conditioning stop state, the refrigeration cycle for vehicle interior air conditioning is forcibly operated.

  At this time, in the air-conditioning refrigeration cycle, the phenomenon that the degree of superheat of the outlet refrigerant of the air-conditioning evaporator decreases and the expansion valve that closes the decompression means closes with the stop of the air-conditioning blower, Since the amount of refrigerant leaking from the expansion valve is considerably large and the air-conditioning fan is stopped, the air-conditioning evaporator is excessively cooled by the leakage refrigerant flowing into the air-conditioning evaporator, and the frost ( Frost) occurs.

Therefore, in Patent Document 1, an electromagnetic valve is installed in the refrigerant inlet side flow path of the air conditioning evaporator, and the refrigeration cycle is forcibly started with the electromagnetic valve closed. This prevents the occurrence of frost in the air conditioning evaporator during forced operation of the refrigeration cycle for battery cooling.
JP 2004-255960 A

  As described above, in Patent Document 1, in order to prevent frost of the air conditioning evaporator, a solenoid valve must be additionally installed in the refrigerant inlet side flow path of the air conditioning evaporator. There are problems such as cost increase and noise generation due to opening and closing of the solenoid valve.

  In view of the above points, an object of the present invention is to prevent the occurrence of frost in an air conditioning evaporator during forced operation of a refrigeration cycle for battery cooling without additional installation of a solenoid valve.

In order to achieve the above object, in the present invention, a battery cooling fan (26) for blowing cooling air to a battery (1) mounted on a vehicle,
Control means (40, 41) for controlling the operation of the compressor (12) of the air-conditioning refrigeration cycle (11) and the battery cooling fan (26),
The air conditioning refrigeration cycle (11) is provided with a second evaporator (9, 90) in parallel with the vehicle interior air conditioning evaporator (15),
The battery cooling fan (26) is configured to at least set a cold air intake mode for taking in the cold air cooled by the second evaporator (9, 90) as the cooling air of the battery (1),
When the cool air intake mode is set when the compressor (12) is stopped, the compressor (12) is forcibly intermittently operated by the control means (40, 41).

  According to this, when setting the cold air intake mode when the compressor (12) is stopped, the second evaporator (9, 90) exerts a cooling action by forcibly operating the compressor (12) intermittently. Then, cold air can be taken into the battery (1) as cooling air.

  As described above, since the compressor (12) is intermittently operated, even if the refrigerant leaks from the expansion valve (14) to the evaporator (15) for air conditioning in the passenger compartment, the evaporator is stopped during the stop period of the compressor intermittent operation. The temperature rises and frost of the air conditioning evaporator (15) can be prevented. Therefore, the solenoid valve on the inlet side of the air conditioning evaporator (15) in the prior art can be eliminated.

  In the present invention, the evaporator for vehicle interior air conditioning is specifically the front seat air conditioning evaporator (15) for air conditioning the front seat side of the vehicle interior, and the second evaporator is specifically It is a rear seat side air conditioning evaporator (9) for air conditioning the rear seat side of the vehicle interior.

  According to this, the cool air intake mode for battery cooling can be set using the rear seat side air conditioning evaporator (9), and the frost of the front seat side air conditioning evaporator (15) is added to the solenoid valve. Can be prevented without installation.

  In the present invention, the second evaporator may be an evaporator (90) dedicated to battery cooling.

  In the present invention, the battery cooling fan (26) is configured to set, in addition to the above-described cold air intake mode, an internal air intake mode for taking in internal air as cooling air and an external air intake mode for taking in external air as cooling air. May be.

  According to this, according to the use environment condition of the battery (1), the cold air intake mode, the inside air intake mode, and the outside air intake mode can be selected to cool the battery (1).

In the present invention, when the inside air intake mode, the outside air intake mode, and the cold air intake mode are set as the battery cooling air intake mode as described above, the battery cooling blower (26) is used in the inside air intake mode and the outside air intake mode. Adjust the cooling capacity of the battery (1) by adjusting the air volume of
On the other hand, in the cold air intake mode, the air volume of the battery cooling fan (26) may be fixed to a small air volume near the minimum air volume.

  According to this, in the cool air intake mode, the battery cooling fan (26) can always be maintained in a small air volume state, and a low noise state can be maintained.

  Further, in the inside air intake mode and the outside air intake mode, the battery cooling capacity can be adjusted by adjusting the air volume, and the switching to the cold air intake mode can be minimized, so that the power consumption of the compressor drive can be reduced.

  In the present invention, a vehicle interior return passage (34) for returning air after cooling the battery (1) to the vehicle interior may be provided.

  According to this, when the inside air intake mode is selected and the battery (1) is cooled, it is possible to prevent the cabin pressure from being lowered due to the inside air blowing toward the battery (1). Therefore, it is possible to avoid a phenomenon in which outside air enters the vehicle interior due to a decrease in the vehicle interior pressure.

  In the present invention, the compressor may be any of an electric compressor (12), a variable capacity compressor, and a fixed capacity compressor.

  In addition, the code | symbol in the bracket | parenthesis of each said means and each means of a claim shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
The present embodiment relates to a battery cooling / air-conditioning device mounted on a hybrid vehicle that travels in combination with a traveling internal combustion engine (engine) and a traveling electric motor. FIG. 1 shows a vehicle according to the present embodiment. It is a vehicle side schematic diagram showing an outline of the mounting state.

  The battery 1 is a chargeable / dischargeable secondary battery (battery) that mainly supplies electric power to a traveling electric motor, and is composed of a nickel metal hydride battery, a lithium ion battery, or the like. In this example, the battery 1 is mounted on the lower floor of a trunk room 3 formed on the rear side of the rear seat 2 in a sedan type passenger car. A battery cooling blower 26 to be described later for blowing cooling air to the battery 1 is also mounted on the lower floor of the trunk room 3.

  In a sedan type passenger car, as is well known, a rear tray 4 serving as a luggage table is disposed on the rear side of the rear seat 2, so that the trunk room 3 is formed on the rear side of the rear seat 2 and below the rear tray 4. Is done.

  The rear seat air conditioning unit 5 is mounted in the trunk room 3. More specifically, the rear seat side air conditioning unit 5 is disposed at a position directly below the rear tray 4.

  FIG. 2 is an overall system configuration diagram of the battery cooling / air-conditioning apparatus according to the present embodiment. The rear seat side air-conditioning unit 5 has a resin case 5a, and air flows into the vehicle interior in the case 5a. A ventilation path is constructed. The case 5a is divided into a plurality of divided case bodies for reasons of resin molding, built-in equipment, and the like, and the plurality of divided case bodies are fastened together by fastening means such as screws. Consists of.

  Inside air suction port 6 is arranged at one end of the ventilation path in case 5a. As shown in FIG. 1, the inside air suction port 6 is disposed at the upper portion of the case 5 a and passes through the rear tray 4 and opens to the rear seat side region of the vehicle interior. As a result, the inside air suction port 6 can suck inside air (vehicle interior air) from the rear seat side region of the vehicle interior into the case 5a.

  In the ventilation path in the case 5a, the air purifying filter unit 7 is disposed on the leeward side of the inside air suction port 6. This air purifying filter unit 7 performs a dust removing function and a deodorizing function. In the ventilation path in the case 5 a, the rear seat side fan 8 is disposed on the leeward side of the air purification filter unit 7. As shown in FIG. 1, the rear seat blower 8 is configured to rotationally drive a centrifugal blower fan 8a by a motor 8b.

  In the ventilation path in the case 5 a, a rear seat side evaporator 9 that constitutes a heat exchanger for cooling is disposed on the outlet side of the blower 8. The rear seat evaporator 9 is provided in the refrigerant passage branched from the refrigeration cycle 11 of the front seat air conditioning unit 10.

  As is well known, the refrigeration cycle 11 comprises a closed circuit including a compressor 12, a condenser 13 that forms a high-pressure refrigerant radiator, a front seat expansion valve 14 that serves as a decompression means, a front seat evaporator 15 and the like. In this example, the compressor 12 is an electric compressor that is rotationally driven by a motor 12a.

  As shown in FIG. 1, the front seat side air conditioning unit 10 is disposed in the front part of the vehicle interior and air-conditions the front seat side region in the vehicle interior. The front seat side air conditioning unit 10 has a well-known configuration, and sucks the inside air or outside air by the front seat side blower 16 and blows it into the case 17. The front seat side blower 16 is also configured such that the centrifugal blower fan 16a is rotationally driven by a motor 16b.

  In the ventilation path in the case 17, a front seat evaporator 15 that serves as a cooling heat exchanger is disposed on the outlet side of the front seat side blower 16, and a heating heat exchanger is disposed on the leeward side of the front seat evaporator 15. A front seat side heater core 18 is arranged. Then, the air volume ratio between the warm air passing through the front seat side heater core 18 and the cool air bypassing the front seat side heater core 18 is adjusted by the rotatable front seat side air mix door 19, so that the air temperature in the front seat side of the vehicle interior is blown out. To be adjusted.

  The conditioned air after temperature adjustment passes through a blower outlet switching mechanism (not shown) from one or more of the face blower outlet, the foot blower outlet, and the defroster blower outlet to the vehicle interior front seat side or the vehicle front window glass side. It comes to blow out.

  A rear seat side expansion valve 20 serving as a pressure reducing means is connected to the refrigerant inlet side of the rear seat side evaporator 9. The rear seat side expansion valve 20 and the rear seat side evaporator 9 are connected to the front seat side expansion valve 14 and the front seat. The side evaporator 15 is connected in parallel. The front seat side expansion valve 14 and the rear seat side expansion valve 20 adjust the valve opening so that the degree of superheat of the outlet refrigerant of the evaporators 15 and 9 becomes a predetermined value, respectively.

  A rear seat side heater core 21 that forms a heat exchanger for heating is disposed on the leeward side of the rear seat side evaporator 9 in the ventilation path in the case 5 a of the rear seat side air conditioning unit 5. The air volume ratio between the warm air passing through the rear seat side heater core 21 and the cool air bypassing the rear seat side heater core 21 is adjusted by the rotatable rear seat side air mix door 22, and the rear seat side blown air temperature in the vehicle interior To be adjusted. The rear seat side heater core 21 and the front seat side heater core 18 heat the air using warm water (cooling water) of the vehicle engine as a heat source.

  On the leeward side of the rear seat side heater core 21, a rotatable rear seat side blowing mode switching door 23, a rear seat side face opening 24 and a rear seat side foot opening opened and closed by the rear seat side blowing mode switching door 23. Part 25 is arranged. A rear seat side ceiling outlet duct 24a shown in FIG. 1 is connected to the rear seat side face opening 24, and a rear seat side foot outlet duct (not shown) is connected to the rear seat side foot opening 25.

  For this reason, during the cooling of the rear seat side, by opening the rear seat side face opening 24, the cool air whose temperature is adjusted by the rear seat side air mix door 22 is sent from the rear seat side face opening 24 to the rear seat side ceiling outlet duct. It can blow out toward the head of a rear-seat passenger | crew from the rear-seat side ceiling blower outlet 24b via 24a.

  Further, when the rear seat is heated, the rear seat foot opening 25 is opened to allow the warm air adjusted by the rear seat air mix door 22 to flow from the rear seat foot opening 25 to the rear seat foot outlet duct. After that, it can be blown out toward the foot of the rear seat occupant.

  As shown in FIG. 1, the battery cooling fan 26 disposed in the lower floor of the trunk room 3 is configured to rotationally drive a centrifugal fan 26a by a motor 26b. Three suction passages 27 to 29 are connected to the suction side of the battery cooling fan 26. The first suction passage is an inside air suction passage 27 and communicates with the inside air suction port 6 of the rear seat air conditioning unit 5.

  The second intake passage is a cold air intake passage 28 and is connected to a portion of the rear seat side evaporator 9 immediately after leeward. The third suction passage is an outside air suction passage 29 and opens into the trunk room 3. In addition, since the inside of the trunk room 3 communicates with the outside air atmosphere through a minute gap such as a trunk lid portion, the inside of the trunk room 3 has an atmosphere similar to the outside air atmosphere. For this reason, the air intake from the inside of the trunk room 3 through the outside air intake passage 29 can be regarded as outside air intake.

  In order to open and close these three suction passages 27 to 29, two suction switching doors 30 and 31 (FIG. 2) are arranged on the suction side of the battery cooling fan 26. The two suction switching doors 30 and 31 are operated in conjunction by a link mechanism (not shown). FIG. 2 shows a state in which a cold air intake mode is set in which the inside air intake passage 27 and the outside air intake passage 29 are closed by the two intake switching doors 30 and 31 and the cold air intake passage 28 is opened.

  In addition to the cold air intake mode, the two intake switching doors 30 and 31 include an outside air intake mode in which the inside air intake passage 27 and the cold air intake passage 28 are closed to open the outside air intake passage 29, and the cold air intake passage 28 and the outside air intake. The passage 29 is closed and the inside air intake mode is switched and set.

  The blowout side of the battery cooling fan 26 communicates with the air inlet of the battery storage case 33 through the connection duct 32. As shown in FIG. 2, the battery 1 is arranged in a battery housing case 32 with a predetermined gap. Thereby, the cooling air can pass through the battery storage case 33.

  The air outlet of the battery storage case 33 is branched into a vehicle interior reflux passage 34 and a vehicle exterior discharge passage 35. The vehicle interior recirculation passage 34 communicates with the vehicle interior to recirculate the air after battery cooling into the vehicle interior as indicated by an arrow a in FIG. Further, the vehicle exterior discharge passage 35 opens directly to the exterior of the vehicle compartment. The air volume distribution of both the passages 34 and 35 is determined by the ratio of the ventilation resistance of the vehicle interior reflux passage 34 and the vehicle exterior discharge passage 35.

  In FIG. 1, in order to simplify the illustration of the rear seat side air conditioning unit 5, the rear seat side heater core 21, the rear seat side air mix door 22, the rear seat side blowing mode switching door 23, the rear seat side foot opening portion. 25, the suction switching doors 30, 31 and the like are not shown.

  Next, the outline of the electric control unit in the present embodiment will be described with reference to FIG. 3. The battery control device 40 and the air conditioning control device 41 configured using a microcomputer are provided. Control signals are communicated between the two control devices 40 and 41.

  A detection signal from a temperature sensor 42 that detects the temperature of the battery 1 is input to the battery control device 40. The terminal voltage of the motor 26b of the battery cooling blower 26 is controlled by the control output of the battery control device 40 to control the rotation speed of the battery cooling blower 26, that is, the air volume.

  Further, the operating angle of the motor actuator 43 is controlled by the control output of the battery control device 40 to control the opening / closing of the suction switching doors 30 and 31 (switching of the cooling air intake mode).

  An air conditioning sensor group 44 and an air conditioning operation panel 45 are connected to the input side of the air conditioning control device 41. The air conditioning sensor group 44 includes a known outside air temperature sensor, inside air temperature sensor, solar radiation sensor, evaporator temperature sensor, engine coolant temperature sensor, and the like. The air conditioning operation panel 45 is provided with various air conditioning operation switches for setting the temperature of the passenger compartment temperature, switching the air volume, switching the blowing mode, switching the inside / outside air suction mode, operating commands for the compressor 12, and the like.

  On the output side of the air conditioning control device 41, the drive motor 12 a of the electric compressor 12, the drive motor 16 b of the front seat side blower 16, the motor actuator 19 a of the front seat side air mix door 19, and the drive of the rear seat side blower 8 are provided. The motor 8b, the motor actuator 22a of the rear seat air mixing door 22, the motor actuator 23a of the rear seat blowing mode switching door 23, and the like are connected, and the operation of these air conditioning devices is controlled by the control output of the air conditioning control device 41. It has become.

  Next, the operation of this embodiment will be described. First, an outline of the operation of the front seat air conditioning unit 10 and the rear seat air conditioning unit 5 will be described. In the front seat side air conditioning unit 10, the inside air or outside air is sucked by the operation of the front seat side blower 16 and blown toward the front seat side evaporator 15. The blown air is cooled by the front seat side evaporator 15.

  Here, the cooling capacity of the front seat side evaporator 15 can be adjusted by adjusting the number of revolutions of the electric compressor 12 and adjusting the refrigerant flow rate. Therefore, the cold air temperature on the blowout side of the front seat evaporator 15 can be controlled by adjusting the rotational speed of the electric compressor 12.

  The cool air that has passed through the front seat evaporator 15 is branched by the front seat side air mix door 19 into the front seat side heater core 18 and the bypass passage side of the front seat side heater core 18. Therefore, the air volume ratio between the warm air passing through the front seat side air mix door 19 and the cool air bypassing the front seat side heater core 18 is adjusted by the opening degree of the front seat side air mix door 19 to the front seat side in the vehicle interior. Can control the air temperature.

  On the other hand, in the rear seat side air conditioning unit 5, by operating the rear seat side blower 8, the inside air is sucked from the inside air suction port 6 and blown toward the air purification filter unit 7. The air cleaning filter unit 7 performs dust removal and deodorization of air. Next, the blown air is blown toward the rear seat side evaporator 9, and the blown air is cooled by the rear seat side evaporator 9.

  The cold air after passing through the rear seat side evaporator 9 is branched by the rear seat side air mix door 22 into the rear seat side heater core 21 and the bypass passage side of the rear seat side heater core 21. Therefore, the air volume ratio between the warm air passing through the rear seat side heater core 21 and the cold air bypassing the front seat side heater core 21 is adjusted by the opening degree of the rear seat side air mix door 22 to blow out to the rear seat side in the vehicle interior. The air temperature can be controlled.

  When the operation of the rear seat air conditioning unit 5 is stopped and only the front seat air conditioning unit 10 is operated, the rear seat air blower 8 is stopped and the air blowing to the rear seat evaporator 9 is stopped. By stopping the blowing, the amount of heat absorbed by the refrigerant from the air is reduced, and the degree of superheat of the outlet refrigerant of the rear seat side evaporator 9 is reduced. Therefore, the rear seat side expansion valve 20 is maintained substantially closed, and the rear seat side The refrigerant flow to the evaporator 9 is blocked.

  Here, since the throttle passage area of the rear seat side expansion valve 20 is significantly smaller than the throttle passage area of the front seat side expansion valve 14, the amount of refrigerant leakage in the closed state of the rear seat side expansion valve 20 is very small. It is. Therefore, when the front seat side air conditioning unit 10 is operated independently, the possibility of occurrence of frost in the rear seat side evaporator 9 is small.

  Next, control of the battery cooling operation according to the present embodiment will be described with reference to FIGS. 4 and 5 are control routines executed by the battery control device 40. When a hybrid vehicle driving start signal is generated, the control routines of FIGS. 4 and 5 are started. First, it is determined whether or not the outside air temperature is a low outside air temperature of a predetermined value (for example, 20 ° C.) or less (S1). If the outside air temperature is low, the outside air intake mode is set as the cooling air intake mode of the battery 1. (S2).

  Specifically, the operating angle of the motor actuator 43 is controlled by the control output of the battery control device 40, and the inside air intake passage 27 and the cold air intake passage 28 are closed by the two intake switching doors 30, 31, thereby setting the outside air intake passage 29. Set the open air intake mode to open. In this outside air intake mode, the air in the trunk room 3 is taken as outside air and is blown toward the battery 1.

  Next, it is determined whether the temperature of the battery 1 is equal to or lower than a predetermined value (S3). This predetermined value is a battery upper limit temperature determined from the performance of the battery 1, maintenance of life, etc., and is, for example, about 43 ° C. for a nickel metal hydride battery and about 52 ° C. for a lithium ion battery.

  When the temperature of the battery 1 is equal to or lower than the predetermined value, the air volume of the battery cooling fan 26 is lowered from the air volume before the battery temperature determination (S4). More specifically describing the air volume control of the battery cooling fan 26, in this example, the terminal voltage of the motor 26b of the battery cooling fan 26 is controlled continuously (linearly). The air volume can be controlled continuously by increasing and decreasing.

  Therefore, in S4, the terminal voltage of the motor 26b is lowered by a predetermined amount before the battery temperature is determined, and the air volume is lowered by a predetermined amount. Even if the terminal voltage of the motor 26b becomes the minimum voltage and the air volume becomes the minimum air volume Lo, if the temperature of the battery 1 is equal to or lower than a predetermined value, the terminal voltage of the motor 26b is turned off, and the battery cooling fan 26 may be stopped.

  On the other hand, when the temperature of the battery 1 is higher than a predetermined value, it is determined whether the air volume of the battery cooling fan 26 is less than the upper limit value (S5). When this determination is YES, the terminal voltage of the motor 26b is increased by a predetermined amount. The air volume of the battery cooling fan 26 is increased by a predetermined amount (S6).

  Thus, when the outside air intake mode is set as the cooling air intake mode of the battery 1, the air volume of the battery cooling fan 26 is increased or decreased according to the change in the temperature of the battery 1, thereby making the temperature of the battery 1 close to a predetermined value. Can be maintained.

  If the battery cooling capacity by taking in outside air is insufficient with respect to the heat generation amount of the battery 1, the temperature of the battery 1 becomes higher than a predetermined value even if the air volume of the battery cooling fan 26 reaches the maximum air volume. For this reason, the determination in S5 is NO, and the inside air intake mode is set as the cooling air intake mode of the battery 1 (S7). That is, the inside air intake mode in which the cold air intake passage 28 and the outside air intake passage 29 are closed by the two intake switching doors 30 and 31 and the inside air intake passage 27 is opened is set.

  Next, it is determined whether the temperature of the battery 1 is equal to or lower than a predetermined value (S8). If this determination is YES, the air volume of the battery cooling fan 26 is reduced below the air volume before the battery temperature determination (S9). On the other hand, when the determination in S8 is NO, it is determined whether the air volume of the battery cooling fan 26 is less than the upper limit value (S10), and when this determination is YES, the air volume of the battery cooling fan 26 is set to a predetermined amount. Pull up (S11).

  When it is determined in S10 that the air volume of the battery cooling fan 26 is the upper limit value, the process proceeds from “A” in FIG. 4 to “A” in FIG. 5, and the control routine in FIG. 5 is executed.

  On the other hand, when it is determined in S1 that the outside air temperature is higher than the predetermined value, an inside air intake mode for sucking in the inside air as the cooling air for the battery 1 is set (S12). Specifically, the operating angle of the motor actuator 43 is controlled by the control output of the battery control device 40, the cold air intake passage 28 and the outside air intake passage 29 are closed by the two intake switching doors 30 and 31, and the inside air intake passage 27 is opened. Set the open air intake mode.

  Next, it is determined whether the temperature of the battery 1 is equal to or lower than a predetermined value (S13). When this determination is YES, the air volume of the battery cooling fan 26 is lowered by a predetermined amount (S14).

  On the other hand, when the determination in S13 is NO, it is determined whether the air volume of the battery cooling fan 26 is less than the upper limit value (S15), and when this determination is YES, the air volume of the battery cooling fan 26 is increased. (S16). When the determination in S15 is NO, the process proceeds from “A” in FIG. 4 to FIG. 5 to execute the control routine in FIG.

  Next, the control routine of FIG. 5 will be described. First, it is determined whether the air-conditioning refrigeration cycle 11 is in an operating (ON) state (S17). Here, since the operation state of the air-conditioning refrigeration cycle 11 is the operation state of the compressor 12, if the air-conditioning control device 41 determines whether or not the operation command signal for the compressor 12 is issued, the air-conditioning refrigeration cycle 11 The presence or absence of 11 driving states can be determined.

  When the determination in S17 is NO (when the refrigeration cycle 11 is in a stopped state), a command to forcibly start (ON) the compressor 12 is issued to the air conditioning controller 41 (S18). In this example, since the electric compressor 12 is used as the compressor 12, the air conditioning control device 41 starts power supply to the electric compressor 12 and forcibly starts the compressor 12.

Next, it is determined whether or not the air temperature immediately after the rear seat evaporator 9 is blown is equal to or higher than a predetermined value (S19). This predetermined value is a temperature for preventing the frost of the evaporator 9 and is, for example, a temperature of about 3 ° C. to 4 ° C. When the determination of S19 is NO (immediately after the rear seat side evaporator 9 is blown out) When the air temperature is lower than the predetermined value), since it is not necessary to operate the compressor 12, a command to stop the compressor 12 is issued to the air conditioning control device 41 (S20), and the compressor 12 is brought into a stopped state. On the other hand, when the determination in S19 is YES (when the air temperature immediately after the rear-seat evaporator 9 is blown out is higher than a predetermined value), an intermittent operation command for the compressor 12 is issued to the air conditioning control device 41 (S21). .

  Here, the intermittent operation of the compressor 12 is an operation state in which the operation state and the stop state of the compressor 12 are alternately repeated at predetermined time intervals. In this example, since the electric compressor 12 is used as the compressor 12, the air conditioning control device 41 supplies power to the electric compressor 12 based on the intermittent operation command from the battery control device 40 for a predetermined time. Intermittently at intervals. Thereby, the intermittent operation of the electric compressor 12 can be performed.

  When the electric compressor 12 is intermittently operated, the rotation speed of the electric compressor 12 is fixed to a predetermined rotation speed set in advance.

  Next, a cold air intake mode for taking in the cold air cooled by the rear seat side evaporator 9 is set as the cooling air of the battery 1 (S22). Specifically, the operating angle of the motor actuator 43 is controlled by the control output of the battery control device 40, the inside air intake passage 27 and the outside air intake passage 29 are closed by the two intake switching doors 30 and 31, and the cold air intake passage 28 is opened. Sets the cold air intake mode that opens. When the determination in S17 is YES, the process proceeds directly from S17 to S22, and the cold air intake mode is set.

  In the cold air intake mode, the cooling capacity of the battery 1 can be improved by blowing the cold air that has been cooled by the rear seat side evaporator 9 onto the battery 1. The battery 1 can be sufficiently cooled using the low-temperature cold air cooled by the rear seat side evaporator 9 even when the refrigeration cycle is stopped by forced operation of the compressor 12. Therefore, it is not necessary to limit the output of the battery 1 when the refrigeration cycle is stopped.

  As described above, in the cold air intake mode, since the low temperature cold air is blown to the battery 1, the temperature difference between the battery 1 and the cooling air can be maximized. Therefore, the required cooling capacity of the battery 1 can be ensured even if the air volume of the battery cooling fan 26 is reduced. Therefore, in this example, in the cold air intake mode (S22), the air volume of the battery cooling fan 26 is fixed to the minimum air volume without performing the air volume control of the battery cooling fan 26. Thereby, it can suppress to the minimum that the amount of blowing air which blows off from the backseat side air conditioning unit 5 to a vehicle interior by the action | operation of the battery cooling fan 26 is minimized.

  Further, it is possible to minimize the increase in the intake noise due to the increase in the amount of the internal air intake at the internal air intake 6 due to the operation of the battery cooling fan 26. Note that the air volume of the battery cooling fan 26 in the cold air intake mode may be a small air volume in the vicinity of the minimum air volume instead of the minimum air volume.

  Furthermore, when the compressor 12 is forcibly operated when the refrigeration cycle 11 is in a stopped state, the compressor 12 is intermittently operated, so that the following effects can be exhibited.

  That is, when the front seat side blower 16 and the refrigeration cycle 11 are in a stopped state, and the front seat side air conditioning unit 10 stops the air conditioning function, the degree of superheat of the outlet refrigerant of the front seat side evaporator 15 decreases. Although the front seat side expansion valve 14 is closed, the required cooling capacity of the front seat side evaporator 15 is significantly larger than the required cooling capacity of the rear seat side evaporator 9, so that the front seat side expansion valve 14 is expanded to the rear seat side. Compared to the valve 20, the throttle passage area is significantly larger.

  As a result, if the compressor 12 is continuously operated for cooling the battery, the amount of refrigerant leaked in the closed state of the front seat side expansion valve 14 becomes considerably large, and the front seat side evaporation is caused by the latent heat of evaporation of the leaked refrigerant. There arises a problem that the vessel 15 is frosted.

  However, according to the present embodiment, since the compressor 12 is intermittently operated to repeat the operation state and the stop state at predetermined time intervals without continuously operating the compressor 12, the front seat is operated when the compressor 12 is operated. Even if the refrigerant leaking from the side expansion valve 14 flows into the front seat evaporator 15 and the temperature of the front seat evaporator 15 decreases, the temperature of the front seat evaporator 15 rises while the compressor 12 is stopped. Therefore, frost of the front seat side evaporator 15 can be prevented.

  That is, according to the present embodiment, it is not necessary to install an electromagnetic valve on the inlet side of the front seat evaporator 15 to prevent the refrigerant from entering the front seat evaporator 15 during forced compressor operation for battery cooling. The frost of the front seat side evaporator 15 can be prevented by intermittently operating the compressor 12.

  In addition, at the time of the compressor forced intermittent operation for battery cooling, the rotational speed of the compressor 12 is fixed to the predetermined rotational speed set in advance as described above. This predetermined rotational speed is the forced intermittent operation of the electric compressor 12. May be set based on the ratio of the operation time and stop time of the intermittent compressor operation, the refrigerant discharge capacity of the electric compressor 12, and the like so that the required battery cooling capacity can be obtained.

(Second Embodiment)
In the first embodiment, the cool air intake mode for battery cooling is set using the cool air cooled by the rear seat evaporator 9 provided in the rear seat air conditioning unit 5. In the embodiment, a dedicated evaporator for cooling the battery is installed.

  In the second embodiment, as shown in FIG. 6, a dedicated evaporator 90 for battery cooling is installed in parallel with the front seat side evaporator 15 in the refrigeration cycle 11. An expansion valve 20 as a pressure reducing means and an electromagnetic valve 50 as a refrigerant passage opening / closing valve are provided on the refrigerant inlet side of the evaporator 90 dedicated for battery cooling. In the example of FIG. 6, only the front seat side air conditioning unit 10 is installed and the rear seat side air conditioning unit 5 is abolished for air conditioning in the vehicle interior.

  As shown in FIG. 6, an inside air intake passage 27 and an outside air intake passage 29 are provided as the intake passage of the battery cooling fan 26. The inside air intake passage 27 communicates directly with the vehicle interior space and sucks inside air. The outside air intake passage 29 communicates with the inside of the trunk room 3 as in the first embodiment, and sucks outside air through the trunk room 3.

  An evaporator 90 dedicated to battery cooling is provided in the inside air suction passage 27, and the inside air suction passage 27 and the outside air suction passage 29 are opened and closed by the inside / outside air switching door 51.

  According to the second embodiment, as the cold air intake mode for battery cooling, the outside air intake mode, the internal air intake mode, and the cold air intake mode can be set as in the first embodiment.

  That is, the outside air intake mode can be set by opening the outside air intake passage 29 at the inside / outside air switching door 51 and closing the inside air intake passage 27. Since the refrigerant circulation to the evaporator 90 dedicated for battery cooling is not necessary in the outside air intake mode, the electromagnetic valve 50 is closed.

  Further, the inside air intake mode 27 can be set by opening the inside air suction passage 27 at the inside / outside air switching door 51, closing the outside air suction passage 29, and closing the solenoid valve 50.

  In addition, the inside / outside air switching door 51 opens the inside air intake passage 27, closes the outside air intake passage 29, and opens the solenoid valve 50, whereby the cold air intake mode can be set. In this cold air intake mode, the inside air is cooled by the evaporator 90, and the cold air after passing through the evaporator 90 is blown to the battery 1 by the blower 26, so that the battery 1 can be cooled.

  If the refrigeration cycle 11 is stopped when the cold air intake mode is set, the forced intermittent operation of the compressor 12 may be performed as in the first embodiment.

(Third embodiment)
In the third embodiment, when the forced air intermittent operation of the compressor 12 is performed when the cold air intake mode for battery cooling is set, the blower 16 of the front seat air conditioning unit 10 is operated, and the front seat air conditioning unit 10 is operated. Is blown out to a place where it is difficult for the occupant to detect, for example, the vehicle window glass side.

  FIG. 7 is a configuration diagram of a main part according to the third embodiment. The front seat side air conditioning unit 10 is provided with a well-known defroster outlet 52, a face outlet 53, and a foot outlet 54 as outlets. The exit is opened and closed by mode doors 55 and 56.

  When the front seat side blower 16 and the refrigeration cycle 11 are in a stopped state, and the front seat side air conditioning unit 10 stops the air conditioning function, the compressor 12 is forcibly intermittently operated for battery cooling. At the same time, in conjunction with this, the front seat blower 16 is operated and the defroster mode is set as the blowing mode. The defroster mode can be set by closing the face outlet 53 and the foot outlet 54 with the mode doors 55 and 56 and opening only the defroster outlet 52.

  Since air flows through the front seat side evaporator 9 during the forced intermittent operation of the compressor 12, frost of the front seat side evaporator 9 can be prevented more reliably. At this time, since the air blown from the front seat air conditioning unit 10 blows out from the defroster blowout port 52 to the vehicle window glass side, this blown air is difficult for the occupant to detect. Accordingly, there is no inconvenience due to the operation of the front seat side blower 16 when the air conditioning function of the front seat side air conditioning unit 10 is stopped. Note that the operation of the front seat side blower 16 at this time is preferably performed in a low air volume (Lo) state.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and can be variously modified as follows.

  (1) In the above-described embodiment, the outside air intake passage 29 is communicated with the trunk room 3, the air that approximates the outside air atmosphere in the trunk room 3 is regarded as outside air in the outside air intake mode, and the air in the trunk room 3 is regarded as outside air intake passage. However, the outside air suction passage 29 may be directly opened to the outside air atmosphere, and the outside air may be directly sucked from the outside air suction passage 29.

  (2) In the above embodiment, the terminal voltage of the motor 26b of the battery cooling fan 26 is controlled continuously (linear), and the air volume of the battery cooling fan 26 is controlled continuously (linear). Alternatively, the terminal voltage of the motor 26b of the battery cooling fan 26 may be controlled in stages to control the air volume of the battery cooling fan 26 in stages.

  (3) In the above-described embodiment, the case where an electric compressor is used as the compressor 12 has been described. However, a fixed capacity compressor driven by a vehicle engine via an electromagnetic clutch may be used as the compressor 12.

  In the case of using this fixed capacity compressor, the fixed capacity compressor may be intermittently operated by intermittently energizing the electromagnetic clutch at predetermined time intervals in the cold air intake mode.

  (4) A variable capacity compressor driven by a vehicle engine via an electromagnetic clutch may be used as the compressor 12. Also in this case, the variable capacity compressor may be intermittently operated by intermittently energizing the electromagnetic clutch at predetermined time intervals in the cold air intake mode.

It is a vehicle side schematic diagram showing an outline of a vehicle mounting state of the battery cooling and air conditioning device according to the first embodiment. 1 is an overall system configuration diagram of a battery cooling / air conditioning device according to a first embodiment. FIG. It is a block diagram which shows the outline | summary of the electric control part by 1st Embodiment. It is a flowchart which shows the battery cooling control by 1st Embodiment. It is a flowchart which shows the battery cooling control by 1st Embodiment. It is a whole system block diagram of the battery cooling and air conditioning apparatus by 2nd Embodiment. It is a partial block diagram which shows a front seat side air conditioning unit among the battery cooling and air conditioning apparatuses by 3rd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Battery, 3 ... Blower, 5 ... Rear seat side air conditioning unit, 9 ... Rear seat side evaporator,
10 ... Front seat side air conditioning unit, 12 ... Compressor, 15 ... Front seat side evaporator,
26: A battery cooling fan.

Claims (7)

A vehicle battery cooling and air conditioning apparatus including an air conditioning refrigeration cycle (11) having an evaporator (15) for air conditioning in a vehicle interior,
A battery cooling fan (26) for blowing cooling air to the battery (1) mounted on the vehicle;
Control means (40, 41) for controlling the operation of the compressor (12) of the air-conditioning refrigeration cycle (11) and the battery cooling fan (26),
The air conditioning refrigeration cycle (11) is provided with a second evaporator (9, 90) in parallel with the vehicle interior air conditioning evaporator (15),
The battery cooling fan (26) is configured to set at least a cold air intake mode for taking in the cold air cooled by the second evaporator (9, 90) as the cooling air of the battery (1),
When the cold air intake mode is set when the compressor (12) is stopped, the compressor (12) is forcibly operated intermittently by the control means (40, 41). Air conditioner. The vehicle interior air conditioning evaporator is a front seat air conditioning evaporator (15) for air conditioning the vehicle interior front seat side,
The vehicular battery cooling / air-conditioning apparatus according to claim 1, wherein the second evaporator is a rear-seat-side air-conditioning evaporator (9) for air-conditioning the rear-seat side of the vehicle interior. The vehicular battery cooling / air-conditioning apparatus according to claim 1, wherein the second evaporator is an evaporator (90) dedicated to battery cooling. The battery cooling fan (26) is configured to set, in addition to the cold air intake mode, an internal air intake mode for taking in internal air as the cooling air and an external air intake mode for taking in external air as the cooling air. The vehicle battery cooling / air-conditioning apparatus according to any one of claims 1 to 3, wherein In the inside air intake mode and the outside air intake mode, the cooling capacity of the battery (1) is adjusted by adjusting the air volume of the battery cooling fan (26),
5. The vehicle battery cooling / air conditioning apparatus according to claim 4, wherein in the cold air intake mode, the air volume of the battery cooling fan is fixed to a small air volume in the vicinity of the minimum air volume. The vehicle battery cooling / air conditioning apparatus according to claim 4 or 5, further comprising a vehicle interior recirculation passage (34) for recirculating the cooled air to the vehicle interior. The vehicle battery cooling / cooling device according to any one of claims 1 to 6, wherein the compressor is one of an electric compressor (12), a variable capacity compressor, and a fixed capacity compressor. Air conditioner.

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