JP2009023482A - Rear unit and its control device - Google Patents

Rear unit and its control device Download PDF

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JP2009023482A
JP2009023482A JP2007187941A JP2007187941A JP2009023482A JP 2009023482 A JP2009023482 A JP 2009023482A JP 2007187941 A JP2007187941 A JP 2007187941A JP 2007187941 A JP2007187941 A JP 2007187941A JP 2009023482 A JP2009023482 A JP 2009023482A
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battery
temperature
storage chamber
air
passage
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Hideki Nagano
秀樹 長野
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Valeo Thermal Systems Japan Corp
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Valeo Thermal Systems Japan Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
    • B60H1/039—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant from air leaving the interior of the vehicle, i.e. heat recovery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/003—Component temperature regulation using an air flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an efficient, compact and inexpensive rear unit achieving synergistic effects of battery cooling and heat recovery, and a control device for the rear unit. <P>SOLUTION: The rear unit includes at least a battery storage chamber storing a battery, an intake air passage communicating the battery storage chamber with an interior, an exhaust passage communicating the battery storage chamber with the outside of a vehicle, and a blower arranged on the intake air passage, sucking air from the interior and supplying the air to the battery storage chamber. Further, the rear unit includes: a heat recovering core arranged upstream of the battery storage chamber; a circulation passage communicating the intake air passage with the exhaust passage; a first door varying a ratio of air sucked from the intake air passage and circulation passage; and a second door varying a ratio of air exhausted from the exhaust passage to the circulation passage and the outside. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

この発明は、電気自動車の動力源としてのバッテリの冷却を行うと共に電気自動車の暖房時の熱源の不足を解消するリアユニットとその制御装置に関する。   The present invention relates to a rear unit that cools a battery as a power source of an electric vehicle and solves a shortage of a heat source during heating of the electric vehicle, and a control device therefor.

バッテリの排熱を室内暖房の熱源として利用する装置においては、バッテリ自体が十分な暖房熱源となりうる反面、「高価である」、「作動中は常時バッテリを冷却する必要がある」、「バッテリの作動温度が高いため、一旦常温に戻ると作動温度になるまでに長時間加熱する必要がある」等の問題点があり、そのため、特許文献１に開示される発明は、最適作動温度が常温付近のバッテリの発生する熱を利用しながら車室内を十分に暖房すると共に、バッテリの温度が常に最適作動温度となるように制御してバッテリの出力、容量、寿命の低下を防ぐことのできるバッテリ温度制御装置にある。このため、このバッテリ温度制御装置は、バッテリと熱交換するバッテリ保温槽を備え、保温槽を流れる冷却水は、ラジエータ内を流れて外気と熱交換して放熱すると共に、ヒータコア内を流れて車内に吹き出される空気と熱交換して放熱する。また、バッテリの温度が低い時には、インバータやモータの排熱によってバッテリを加熱するようになっている。   In a device that uses the exhaust heat of a battery as a heat source for indoor heating, the battery itself can be a sufficient heating heat source, but it is “expensive”, “necessary to cool the battery during operation”, “ Because the operating temperature is high, it is necessary to heat for a long time until it reaches the operating temperature once it returns to the normal temperature. For this reason, the invention disclosed in Patent Document 1 has an optimal operating temperature of around normal temperature. The battery temperature can be used to sufficiently heat the passenger compartment while using the heat generated by the battery, and to control the battery temperature to the optimum operating temperature at all times, thereby preventing the battery output, capacity and life from deteriorating. In the control unit. For this reason, this battery temperature control device includes a battery heat insulation tank that exchanges heat with the battery, and the cooling water flowing through the heat insulation tank flows through the radiator to exchange heat with the outside air to dissipate heat and flows through the heater core to the inside of the vehicle. Heat is exchanged with the air blown out to the heat. Further, when the temperature of the battery is low, the battery is heated by the exhaust heat of the inverter and the motor.

ハイブリッド自動車等の車両におけるバッテリ又は高圧電装部品の冷却装置において、インストルメントパネル内に冷却ファンを配置した場合、冷却ファンとフロアパネル上のバッテリ等とが遠ざかるため、圧力損失及び冷却風漏れが増加し、バッテリ等の冷却効率が低下するため、特許文献２に係る発明は、バッテリ又は高圧電装部品を冷却するための冷却ファンを車室外に配置したことを特徴とするものである。特に冷却ファンはバッテリ等の近傍又はフロアパネルの下方に配置されることが開示されている。さらに、温度の安定した車室内の空気を用いてバッテリ等を冷却すること、バッテリ等の廃熱をヒータとして利用することが開示されている。   When a cooling fan is placed in the instrument panel in a battery or high-voltage equipment cooling device in a vehicle such as a hybrid vehicle, the cooling fan and the battery on the floor panel move away from each other, increasing pressure loss and cooling air leakage. However, since the cooling efficiency of the battery or the like is reduced, the invention according to Patent Document 2 is characterized in that a cooling fan for cooling the battery or the high-voltage component is arranged outside the vehicle compartment. In particular, it is disclosed that the cooling fan is disposed in the vicinity of a battery or the like or below the floor panel. Further, it is disclosed that a battery or the like is cooled using air in a vehicle interior having a stable temperature, and waste heat of the battery or the like is used as a heater.

また、従来の電気自動車において、冬時期のように外気温度が低い場合には、バッテリを加熱して速やかに最適温度にする必要があり、このバッテリ加熱用の熱源の確保に改善の余地があった。このため、特許文献３では、例えば室内用空調装置である温風発生手段と、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化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気又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バッテリ温度管理装置を開示する。   Also, in conventional electric vehicles, when the outside air temperature is low, such as in winter, it is necessary to quickly heat the battery to the optimum temperature, and there is room for improvement in securing a heat source for heating the battery. It was. For this reason, in Patent Document 3, for example, warm air generating means that is an indoor air conditioner, a battery, a rotating electrical machine, an inverter that changes electrical energy from the battery into alternating current, and drives the rotating electrical machine, and hot air generation Disclosed is a battery temperature management device comprising a first ventilation path from the device to a battery via rotating electricity or an inverter.

特許文献４は、構成の複雑化を抑止しつつ少ない消費電力でバッテリの高温劣化の抑止を実現した電気自動車用バッテリの強制冷却装置を開示する。この強制冷却装置は、バッテリに外気冷却風を送風してバッテリの冷却を実現するもので、バッテリの温度を検出し、その温度が冷却停止用設定温度値以下となった場合に、バッテリ冷却ファンの運転を停止するようにしたものである。
特開平６−２４２３８号公報 特開２００５−３０６２３９号公報 特開２００６−１２０３３４号公報 特開２００１−１３０２６８号公報 Patent Document 4 discloses a forced cooling device for an electric vehicle battery that suppresses high-temperature deterioration of the battery with low power consumption while suppressing complication of the configuration. This forced cooling device blows outside air to the battery to realize cooling of the battery. When the temperature of the battery is detected and the temperature falls below the set temperature value for cooling stop, the battery cooling fan The operation is stopped.
JP-A-6-24238 JP 2005-306239 A JP 2006-120334 A JP 2001-130268 A

電気自動車の課題として、暖房時の能力不足とバッテリの冷却が挙げられる。このため、上述した特許文献１〜３では、バッテリの熱を利用して暖房の能力不足を解消使用とする試みがなされているが、いずれの場合も構造が複雑であるという不具合を有している。また、特許文献４に開示されるように、簡単な構造のバッテリ冷却構造では、冷却後の空気は外部に排出される。   Problems with electric vehicles include insufficient capacity during heating and battery cooling. For this reason, in Patent Documents 1 to 3 described above, attempts have been made to eliminate the lack of heating capacity by using the heat of the battery, but in any case, the structure is complicated. Yes. Further, as disclosed in Patent Document 4, in the battery cooling structure with a simple structure, the cooled air is discharged to the outside.

このため、本願発明は、バッテリ冷却と熱回収の相乗効果を達成し、効率の良いコンパクトで安価なリアユニット及びその制御装置を提供することにある。   Therefore, the present invention provides a synergistic effect of battery cooling and heat recovery, and provides an efficient, compact and inexpensive rear unit and its control device.

したがって、本願発明は、バッテリを収納するバッテリ収納室と、該バッテリ収納室と室内を連通する吸気通路と、前記バッテリ収納室と車外とを連通する排気通路と、前記吸気通路上に配され、前記室内から空気を吸引して前記バッテリ収納室に供給する送風機とを少なくとも具備するリアユニットにおいて、前記バッテリ収納室の上流側に配置される熱回収用コアと、前記吸気通路と前記排気通路とを連通する循環通路と、前記吸気通路及び前記循環通路から吸引される空気の比率を可変する第１のドアと、前記排気通路から循環通路及び室外へ排気される空気の比率を可変する第２のドアとを具備することにある。   Therefore, the present invention is arranged on the intake passage, the battery storage chamber for storing the battery, the intake passage that communicates with the battery storage chamber, the exhaust passage that communicates the battery storage chamber with the outside of the vehicle, In a rear unit including at least a blower that sucks air from the room and supplies the air to the battery storage chamber, a heat recovery core disposed upstream of the battery storage chamber, the intake passage, and the exhaust passage A circulation passage that communicates with each other, a first door that varies a ratio of air sucked from the intake passage and the circulation passage, and a second that varies a ratio of air exhausted from the exhaust passage to the circulation passage and the outside of the room. And the door.

また、前記吸気通路の室内側端部近傍には、フィルタが配されることが望ましい。これにより、室内空気に含まれる塵埃から、リアユニットの各部機構を保護できるものである。   In addition, it is desirable that a filter be disposed in the vicinity of the indoor side end of the intake passage. Thereby, each part mechanism of a rear unit can be protected from the dust contained in room air.

さらに、前記熱回収用コアは、室内の空気を温調する空気調和装置と接続されることが望ましい。これにより、回収された熱は、空気調和装置の熱源の不足を補うことができるものである。   Furthermore, it is desirable that the heat recovery core is connected to an air conditioner that regulates the temperature of indoor air. Thereby, the recovered heat can make up for the shortage of the heat source of the air conditioner.

上述したリアユニットは、前記バッテリ収納室の温度を検出するバッテリ温度検出手段と、前記室内の温度を検出する室内空気温度検出手段と、前記バッテリ温度検出手段によって検出されたバッテリ温度及び前記室内空気温度検出手段によって検出された室内温度に基づいて、前記熱回収用コア、前記第１のドア及び前記第２のドアを制御する制御手段とを具備する制御装置によって制御されることが望ましい。   The rear unit described above includes battery temperature detection means for detecting the temperature of the battery storage chamber, indoor air temperature detection means for detecting the indoor temperature, battery temperature detected by the battery temperature detection means, and the indoor air. It is desirable that the temperature is controlled by a control device including a control means for controlling the heat recovery core, the first door, and the second door based on the room temperature detected by the temperature detection means.

また、前記制御手段は、室内の空調を司る室内空調装置の作動信号及び前記バッテリ温度に基づいて、前記送風機の制御を行うことが望ましい。さらに、バッテリ温度検出手段によって検出されたバッテリ温度が所定値以上の場合に、バッテリの急冷制御を実行することが望ましい。   Moreover, it is preferable that the control means controls the blower based on an operation signal of an indoor air conditioner that controls indoor air conditioning and the battery temperature. Furthermore, it is desirable to execute the rapid cooling control of the battery when the battery temperature detected by the battery temperature detecting means is equal to or higher than a predetermined value.

さらにまた、前記バッテリ収納室には、有毒ガスの有無を検出する有毒ガス検出手段が設けられ、前記制御手段は、該有毒ガス検出手段によって有毒ガスの存在が検出された場合に、強制排気制御を実行することが望ましい。これにより、バッテリ異常により発生した有毒ガスが室内へ流入するのを防止することができるものである。   Furthermore, the battery storage chamber is provided with toxic gas detection means for detecting the presence or absence of toxic gas, and the control means controls forced exhaust control when the presence of toxic gas is detected by the toxic gas detection means. It is desirable to perform. Thereby, it is possible to prevent the toxic gas generated due to the battery abnormality from flowing into the room.

本願発明に係るリアユニットによれば、バッテリ収納室の上流側に配置される熱回収用コアを設けると共に、前記バッテリ収納室と室内とを連通する吸気通路と前記バッテリ収納室と室外とを連通する前記排気通路とを連通する循環通路を設け、前記吸気通路及び前記循環通路から吸引される空気の比率を可変する第１のドアと、前記排気通路から循環通路及び室外へ排気される空気の比率を可変する第２のドアとを具備したことによって、必要に応じて熱回収が可能となるため暖房効率を向上させることができると共に、バッテリ収納室内に配置されるバッテリを効率よく冷却することができるものである。   According to the rear unit of the present invention, the heat recovery core disposed upstream of the battery storage chamber is provided, and the intake passage that communicates the battery storage chamber with the room, and the battery storage chamber and the outside communicate with each other. A circulation passage that communicates with the exhaust passage, a first door that varies a ratio of air sucked from the intake passage and the circulation passage, and an air exhausted from the exhaust passage to the circulation passage and the outside of the room. By providing the second door with a variable ratio, heat recovery can be performed as necessary, so that heating efficiency can be improved, and the battery disposed in the battery storage chamber can be efficiently cooled. It is something that can be done.

以下、この発明の実施例について図面により説明する。   Embodiments of the present invention will be described below with reference to the drawings.

本願発明に係るリアユニット１は、図１に示すように、基本的に図示しない電気自動車、ハイブリッド車、特殊自動車等の動力源となるバッテリを収納するバッテリ収納室６に車室２内の空気を供給し、バッテリ冷却後の空気を室外３へ放出する。バッテリ収納室６は、この実施例では、床部４と底板部５との間の空間に配置されるもので、車室２に開口した吸入側開口部９と連通する吸気通路７と、室外３に開口する排気口２１とを連通する排気通路１１を具備する。さらに、前記吸気通路７上には、車室２に開口した吸気開口部９から室内空気を吸引して、前記バッテリ収納室６へ送風する送風機８が配され、さらに前記吸気開口部９の近傍にはフィルタ１０が配される。   As shown in FIG. 1, the rear unit 1 according to the present invention basically includes air in a vehicle compartment 2 in a battery storage chamber 6 that stores a battery serving as a power source for an electric vehicle, a hybrid vehicle, a special vehicle, or the like (not shown). And the air after battery cooling is discharged to the outdoor 3. In this embodiment, the battery storage chamber 6 is disposed in a space between the floor portion 4 and the bottom plate portion 5, and includes an intake passage 7 that communicates with an intake-side opening 9 that opens in the vehicle compartment 2, 3 is provided with an exhaust passage 11 that communicates with an exhaust port 21 that is open to 3. Further, on the intake passage 7, a blower 8 that sucks indoor air from an intake opening 9 that opens into the vehicle compartment 2 and blows the air to the battery storage chamber 6 is disposed, and in the vicinity of the intake opening 9. Is provided with a filter 10.

さらに本願発明に係る前記リアユニット１は、前記送風機８の上流側に車室内の温調を司る空気調和装置（ＨＶＡＣ）１５と配管２２で接続される熱回収用コア２３を具備し、さらに前記排気通路１１と前記熱回収用コア２３の上流側に位置する吸気通路７の上流側吸気通路７ａとを連通する循環通路１２を具備する。またこの循環通路１２と上流側吸気通路７ａと合流点には、熱回収用コア２３を通過する空気の割合を調節するための第１のドア１３が設けられ、さらに循環通路１２と排気通路１１の合流点には循環通路１２へ流入する空気量と室外へ放出される空気量を調節するための第２のドア１４が設けられる。   Furthermore, the rear unit 1 according to the present invention includes a heat recovery core 23 connected to an air conditioner (HVAC) 15 for controlling temperature in the passenger compartment on the upstream side of the blower 8 by a pipe 22. A circulation passage 12 is provided to connect the exhaust passage 11 and the upstream intake passage 7a of the intake passage 7 located on the upstream side of the heat recovery core 23. Further, a first door 13 for adjusting the ratio of air passing through the heat recovery core 23 is provided at the junction of the circulation passage 12 and the upstream side intake passage 7a, and the circulation passage 12 and the exhaust passage 11 are further provided. The second door 14 for adjusting the amount of air flowing into the circulation passage 12 and the amount of air discharged to the outside of the room is provided at the junction.

さらに、前記送風機８、前記第１のドア１３を駆動するアクチュエータ１９、前記第２のドア１４を駆動するアクチュエータ２０は、それぞれコントロールユニット１６によって制御される。また、このコントロールユニット１６には、室内温度を検出する温度センサ１７及びバッテリ温度を検出する温度センサ１８からの信号が少なくとも入力され、さらに車室内を空調する空気調和装置１５の制御信号が入力される。同様に、コントロールユニット１６の制御信号が空気調和装置１５へ出力される。尚、前記温度センサ１８の近傍に有毒ガス検出センサを設けても良いものである。   Further, the blower 8, the actuator 19 that drives the first door 13, and the actuator 20 that drives the second door 14 are respectively controlled by the control unit 16. The control unit 16 receives at least signals from a temperature sensor 17 that detects the room temperature and a temperature sensor 18 that detects the battery temperature, and further receives a control signal from the air conditioner 15 that air-conditions the vehicle interior. The Similarly, the control signal of the control unit 16 is output to the air conditioner 15. A toxic gas detection sensor may be provided in the vicinity of the temperature sensor 18.

さらにまた、前記空気調和装置１５と配管２２によって接続される前記熱回収用コア２３によって回収された熱は、前記空気調和装置１５の熱源の一部として使用されるものである。尚、配管２２内には熱交換媒体として、この実施例では水が流れるものであるが、ガスその他の媒体であっても良いものである。   Furthermore, the heat recovered by the heat recovery core 23 connected to the air conditioner 15 by the pipe 22 is used as a part of the heat source of the air conditioner 15. In this embodiment, water flows in the pipe 22 as a heat exchange medium, but a gas or other medium may be used.

前記コントロールユニット１６で実行される制御の一例が、図２に示される。以下、ステップ１００より開始されるフローチャートに従って説明する。   An example of the control executed by the control unit 16 is shown in FIG. Hereinafter, the description will be made according to the flowchart started from Step 100.

ステップ１００から開始されるリアユニット１の制御は、ステップ１１０において、バッテリ温度Ｔｂが第１の所定値α以上か否かの判定が行われる。このステップ１００において、有毒ガス検出センサを用いた場合には、有毒ガスの有無を判定するものである。このステップ１００の判定においてバッテリに異常がないと判定された場合（Ｎ）には、ステップ１２０に進んで、室内温度Ｔｒが所定値β以上であるか否かの判定を行う。ステップ１２０の判定において室内温度Ｔｒが所定値β以上である場合（Ｙ）にはステップ１３０へ進み、所定値βより小さい場合にはステップ１４０に進む。そしてそれぞれのステップ１３０又はステップ１４０において、バッテリ温度Ｔｂが第２の所定値γより小さいか否かの判定を行う。尚、第１の所定値αは第２の所定値γよりかなり大きな値となる（α＞γ）。   In the control of the rear unit 1 started from step 100, it is determined in step 110 whether or not the battery temperature Tb is equal to or higher than a first predetermined value α. In step 100, when a toxic gas detection sensor is used, the presence or absence of toxic gas is determined. If it is determined in step 100 that there is no abnormality in the battery (N), the process proceeds to step 120, where it is determined whether the room temperature Tr is equal to or higher than a predetermined value β. If it is determined in step 120 that the room temperature Tr is equal to or higher than the predetermined value β (Y), the process proceeds to step 130, and if it is lower than the predetermined value β, the process proceeds to step 140. Then, in each step 130 or 140, it is determined whether or not the battery temperature Tb is smaller than the second predetermined value γ. The first predetermined value α is considerably larger than the second predetermined value γ (α> γ).

以上のステップ１１０〜１４０の判定によって、室内温度Ｔｒが所定値β以上（高）、バッテリ温度Ｔｂが第２の所定値より低い（低）場合には、ステップ１５０に進んで制御Ａが選択され、室内温度Ｔｒが所定値βより低く（低）、バッテリ温度Ｔｂが第２の所定値より高い（高）場合には、ステップ１６０に進んで制御Ｂが選択され、室内温度Ｔｒが所定値β以上（高）、バッテリ温度Ｔｂが第２の所定値より高い（高）場合には、ステップ１７０に進んで制御Ｄが選択され、室内温度Ｔｒが所定値βより低く（低）、バッテリ温度Ｔｂが第２の所定値より低い（低）場合には、ステップ１８０に進んで制御Ｅが選択される。また、ステップ１１０の判定においてバッテリの異常が検出された場合（Ｙ）には、ステップ１９０に進んで制御Ｃが選択される。   If the room temperature Tr is equal to or higher than the predetermined value β (high) and the battery temperature Tb is lower (low) than the second predetermined value as a result of the determinations in the above steps 110 to 140, the process proceeds to step 150 and the control A is selected. When the room temperature Tr is lower (low) than the predetermined value β and the battery temperature Tb is higher (high) than the second predetermined value, the routine proceeds to step 160 where the control B is selected and the room temperature Tr is set to the predetermined value β. As described above (high), when the battery temperature Tb is higher (high) than the second predetermined value, the control D is selected in step 170, the room temperature Tr is lower (lower) than the predetermined value β, and the battery temperature Tb. Is lower (low) than the second predetermined value, the routine proceeds to step 180 where the control E is selected. If a battery abnormality is detected in the determination at step 110 (Y), the routine proceeds to step 190 where the control C is selected.

前記ステップ１５０における制御Ａは、室内温度Ｔｒが高くバッテリ温度Ｔｂが低い場合に選択されるもので、図３（ａ）で示すように、第１のドア１３は、吸入側開口部９からの空気の割合を大きく、循環通路１２からの空気の割合を小さくするように制御され、さらに第２のドア１４は、排気口２１から排出される空気の割合が大きく、循環通路１２に至る空気の割合を小さくするように設定される。具体的には、循環される空気量を小さくするように制御される。また、室内温度Ｔｒが高いことから、熱回収用コア２３を作動させて室内２からの空気の熱を回収して空気調和装置１５の熱源の一部とすることもできるし、熱回収用コア２３の作動を停止させ、高い温度の室内空気によってバッテリ温度を、作動に最適な温度まで上昇させるようにしてもよいものである。   The control A in step 150 is selected when the room temperature Tr is high and the battery temperature Tb is low. As shown in FIG. 3A, the first door 13 is connected to the suction side opening 9. The ratio of air is controlled to be large, and the ratio of air from the circulation passage 12 is controlled to be small. Further, the second door 14 has a large proportion of air discharged from the exhaust port 21, so that the air reaching the circulation passage 12 can be reduced. It is set to reduce the ratio. Specifically, control is performed to reduce the amount of air circulated. Further, since the room temperature Tr is high, the heat recovery core 23 can be operated to recover the heat of the air from the room 2 to be a part of the heat source of the air conditioner 15, or the heat recovery core. 23 may be stopped, and the battery temperature may be raised to an optimum temperature for operation by high-temperature indoor air.

前記ステップ１６０における制御Ｂは、室内温度Ｔｒが低くバッテリ温度Ｔｂが高い場合に選択されるもので、図３（ｂ）で示すように、第１のドア１３は、吸入側開口部９からの空気の割合を小さく、循環通路１２からの空気の割合を大きくするように制御され、さらに第２のドア１４は、排気口２１から排出される空気の割合が小さく、循環通路１２に至る空気の割合を大きくするように設定される。具体的には、循環される空気量が多くなるように制御される。この場合は、バッテリによって加熱された空気の熱を熱回収用コア２３によって回収できる。さらに、熱回収用コア２３によって冷却された空気によってバッテリ温度を下げるようにようにできる。   The control B in step 160 is selected when the room temperature Tr is low and the battery temperature Tb is high. As shown in FIG. 3B, the first door 13 is connected to the suction side opening 9. The ratio of air is controlled to be small and the ratio of air from the circulation passage 12 is increased, and the second door 14 has a small proportion of air discharged from the exhaust port 21, so that the air reaching the circulation passage 12 is reduced. It is set to increase the ratio. Specifically, control is performed so that the amount of circulated air increases. In this case, the heat of the air heated by the battery can be recovered by the heat recovery core 23. Furthermore, the battery temperature can be lowered by the air cooled by the heat recovery core 23.

前記ステップ１７０における制御Ｄは、室内温度Ｔｒが高くバッテリ温度Ｔｂも高い場合に選択されるもので、第１のドア１３及び第２のドア１４は、図３（ａ）に示される前記制御Ａと同様の位置に設定される。この制御Ｄの場合、室内温度Ｔｒもバッテリ温度Ｔｂも高いため、熱回収用コア２３によって室内空気の熱を回収して冷却し、この冷却された空気によってバッテリの冷却を行い、暖まった空気は排気口２１から排出するようにしたものである。尚、場合によって循環率を０％とするようにしても良いものである。   The control D in step 170 is selected when the room temperature Tr is high and the battery temperature Tb is also high. The first door 13 and the second door 14 are the control A shown in FIG. Is set at the same position. In the case of the control D, since the room temperature Tr and the battery temperature Tb are both high, the heat of the room air is recovered and cooled by the heat recovery core 23, and the battery is cooled by the cooled air. The air is discharged from the exhaust port 21. In some cases, the circulation rate may be 0%.

前記ステップ１８０における制御Ｅは、室内温度Ｔｒが低くバッテリ温度Ｔｂも低い場合に選択されるもので、第１のドア１３及び第２のドア１４は、図３（ｂ）に示される制御Ｂと同様の位置に設定される。この制御Ｅの場合、室内温度Ｔｒ及びバッテリ温度Ｔｂが共に低いため、熱回収用コア２３による熱回収は停止される。尚、この場合、１００％循環モードとすることも可能である。   The control E in step 180 is selected when the room temperature Tr is low and the battery temperature Tb is also low. The first door 13 and the second door 14 are the same as the control B shown in FIG. The same position is set. In the case of this control E, since the room temperature Tr and the battery temperature Tb are both low, the heat recovery by the heat recovery core 23 is stopped. In this case, a 100% circulation mode can be set.

前記ステップ１９０における制御Ｃは、バッテリ温度が異常に高い場合又は有害ガスが発生した場合に選択されるもので、第１のドア１３及び第２のドア１４は図３（ｃ）で示されるように設定され、車室内から吸引された空気によってバッテリを冷却するか、バッテリ収納室６内に発生した有害ガスを室外に排出するようにしたものである。   The control C in step 190 is selected when the battery temperature is abnormally high or when harmful gas is generated, and the first door 13 and the second door 14 are as shown in FIG. The battery is cooled by air sucked from the vehicle interior, or harmful gas generated in the battery storage chamber 6 is discharged to the outside.

また、前記制御Ａ〜Ｅにおいて、前記第１のドア１３及び第２のドア１４の開度と送風機８の駆動状態も、それぞれの場合に適するように変化可能であり、さらに空気調和装置１５の稼働状態に合わせて調節することも可能である。具体的には、送風機８の回転速度Ｆｓを、空気調和装置１５の稼働状態を示す因子（例えば、作動信号）Ｄｓとバッテリ温度Ｔｂとによって決定するものである（例えば、Ｆｓ＝Ｆ（Ｄｓ，Ｔｂ）＋Ｃ）。   Further, in the controls A to E, the opening degree of the first door 13 and the second door 14 and the driving state of the blower 8 can be changed so as to be suitable for each case. It is also possible to adjust according to the operating state. Specifically, the rotational speed Fs of the blower 8 is determined by a factor (for example, an operation signal) Ds indicating the operating state of the air conditioner 15 and the battery temperature Tb (for example, Fs = F (Ds, Tb) + C).

さらに、作動タイマを設け、この作動タイマの信号によってドア位置を選択するようにしても良いものである。   Furthermore, an operation timer may be provided, and the door position may be selected by a signal of the operation timer.

本願発明の実施例に係るリアユニットの概略構成図である。It is a schematic block diagram of the rear unit which concerns on the Example of this invention. 本願発明の実施例に係るリアユニットの制御例を示したフローチャート図である。It is the flowchart figure which showed the example of control of the rear unit which concerns on the Example of this invention. （ａ）〜（ｃ）は、本願発明のリアユニットの作動状態を例を示した概略図である。(A)-(c) is the schematic which showed the operation state of the rear unit of this invention.

符号の説明Explanation of symbols

１ リアユニット
２ 室内
３ 室外
４ 床部
５ 底板部
６ バッテリ収納室
７ 吸気通路
８ 送風機
９ 吸気開口部
１０ フィルタ
１１ 排気通路
１２ 循環通路
１３ 第１のドア
１４ 第２のドア
１５ 空気調和装置
１６ コントロールユニット
１７ 室内温度センサ
１８ バッテリ温度センサ
１９、２０ アクチュエータ
２１ 排気口
２２ 配管
２３ 熱回収用コア DESCRIPTION OF SYMBOLS 1 Rear unit 2 Indoor 3 Outdoor 4 Floor part 5 Bottom plate part 6 Battery storage room 7 Intake passage 8 Blower 9 Intake opening 10 Filter 11 Exhaust passage 12 Circulation passage 13 First door 14 Second door 15 Air conditioner 16 Control Unit 17 Indoor temperature sensor 18 Battery temperature sensor 19, 20 Actuator 21 Exhaust port 22 Pipe 23 Heat recovery core

Claims (7)

バッテリを収納するバッテリ収納室と、該バッテリ収納室と室内を連通する吸気通路と、前記バッテリ収納室と車外とを連通する排気通路と、前記吸気通路上に配され、前記室内から空気を吸引して前記バッテリ収納室に供給する送風機とを少なくとも具備するリアユニットにおいて、
前記バッテリ収納室の上流側に配置される熱回収用コアと、
前記吸気通路と前記排気通路とを連通する循環通路と、
前記吸気通路及び前記循環通路から吸引される空気の比率を可変する第１のドアと、
前記排気通路から循環通路及び室外へ排気される空気の比率を可変する第２のドアとを具備することを特徴とするリアユニット。 A battery storage chamber for storing a battery, an intake passage that communicates with the battery storage chamber, an exhaust passage that communicates between the battery storage chamber and the outside of the vehicle, and an intake passage, and sucks air from the room In the rear unit comprising at least a blower that supplies the battery storage chamber,
A heat recovery core disposed upstream of the battery storage chamber;
A circulation passage communicating the intake passage and the exhaust passage;
A first door that varies a ratio of air sucked from the intake passage and the circulation passage;
A rear unit comprising: a second door that varies a ratio of air exhausted from the exhaust passage to the circulation passage and to the outside of the room. 前記吸気通路の室内側端部近傍には、フィルタが配されることを特徴とする請求項１記載のリアユニット。   The rear unit according to claim 1, wherein a filter is disposed in the vicinity of the indoor side end of the intake passage. 前記熱回収用コアは、室内の空気を温調する空気調和装置と接続されることを特徴とする請求項１又は２記載のリアユニット。   The rear unit according to claim 1, wherein the heat recovery core is connected to an air conditioner that regulates the temperature of indoor air. 前記バッテリ収納室の温度を検出するバッテリ温度検出手段と、
前記室内の温度を検出する室内空気温度検出手段と、
前記バッテリ温度検出手段によって検出されたバッテリ温度及び前記室内空気温度検出手段によって検出された室内温度に基づいて、前記熱回収用コア、前記第１のドア及び前記第２のドアを制御する制御手段とを具備することを特徴とする請求項１，２又は３記載のリアユニットの制御装置。 Battery temperature detecting means for detecting the temperature of the battery storage chamber;
Indoor air temperature detecting means for detecting the indoor temperature;
Control means for controlling the heat recovery core, the first door, and the second door based on the battery temperature detected by the battery temperature detection means and the room temperature detected by the room air temperature detection means. 4. The rear unit control device according to claim 1, wherein the rear unit control device comprises: 前記制御手段は、室内の空調を司る室内空調装置の作動信号及び前記バッテリ温度に基づいて、前記送風機の制御を行うことを特徴とする請求項４記載の制御装置。   The control device according to claim 4, wherein the control unit controls the blower based on an operation signal of an indoor air conditioner that controls indoor air conditioning and the battery temperature. 前記制御手段は、バッテリ温度検出手段によって検出されたバッテリ温度が所定値以上の場合に、バッテリの急冷制御を実行することを特徴とする請求項４又は５記載の制御装置。   6. The control device according to claim 4 or 5, wherein the control unit executes a rapid cooling control of the battery when the battery temperature detected by the battery temperature detection unit is equal to or higher than a predetermined value. 前記バッテリ収納室には、有毒ガスの有無を検出する有毒ガス検出手段が設けられ、
前記制御手段は、該有毒ガス検出手段によって有毒ガスの存在が検出された場合に、強制排気制御を実行することを特徴とする請求項４，５又は６記載の制御装置。 The battery storage chamber is provided with toxic gas detection means for detecting the presence or absence of toxic gas,
The control device according to claim 4, 5 or 6, wherein the control means executes forced exhaust control when the presence of the toxic gas is detected by the toxic gas detection means.
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