JP2009225603A - Induction heating system for motor-driven vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an induction heating system for a vehicle, capable of executing induction heating, without having to provide a dedicated converter for induction heating. <P>SOLUTION: The vehicle VC has an AC motor 1 for driving the vehicle, a power storage device 10 for storing power to be supplied to the AC motor 1, and a converter 11 for converting the DC current from the power storage device 10 into AC current and supplying the converted current to the AC motor 1. Coils C1-C3 for induction heating are connected between the converter 11 and the AC motor 1. The coils C1-C3 for induction heating enables induction-heating of, e.g. a heater core HC or an exhaustion gas purifying catalyst as members to be heated. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle induction heating apparatus.

  In vehicles such as automobiles, there are many demands for heating (heating) a member to be heated. For example, heating air-conditioning air as a member to be heated with an air-conditioning heater core, or heating an exhaust gas purification catalyst as a member to be heated for early activation thereof, etc. Is required. Patent Document 1 discloses a configuration in which a direct current resistor (heating element) for heating air-conditioning air is disposed immediately downstream of an air-conditioning heater core for heating a passenger compartment.

On the other hand, there is a motor driven by a motor, and an AC motor is also used as the vehicle driving motor from the viewpoint of efficiency and the like. When the vehicle is driven by an AC motor, a converter (usually an inverter) for converting the DC current from the power storage device into an AC current and supplying the AC current to the AC motor is provided.
JP 2006-151199 A

  The heater (heating element) using the DC resistance described above is extremely inefficient. For this reason, it is conceivable to use induction heating, but in this case, a separate converter for converting a direct current into an alternating current is required, resulting in problems such as an increase in cost and an increase in the number of parts. .

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle induction heating apparatus that can perform induction heating without separately providing a converter for induction heating. It is in.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1 in the claims,
An AC motor for driving the vehicle;
A power storage device storing power supplied to the AC motor;
A converter for converting a direct current from the power storage device into an alternating current and supplying the alternating current to the alternating current motor;
An induction heating coil connected between the converter and the AC motor for induction heating of the heated member;
It is supposed to be equipped with. According to the above solution, the converter interposed between the power storage device and the AC motor can be effectively used as a converter for induction heating, and a separate converter for induction heating is provided separately. Is no longer necessary. Of course, since it is induction heating, it becomes efficient, and it is also preferable for heating the member to be heated as a whole.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
When heating the heated member while the vehicle is stopped, the induction heating coil is energized while the AC motor is in a servo-locked state (corresponding to claim 2). In this case, induction heating can be performed while the vehicle is stopped without rotating the AC motor.

  Switch means for cutting off energization to the induction heating coil is provided (corresponding to claim 3). In this case, when induction heating is not required, it is preferable to cut off the power supply to the induction heating coil to reduce power consumption.

  The heated member is an air conditioning heater core (corresponding to claim 4). In this case, heating can be performed by induction heating. In addition, since the induction heating coil can be disposed avoiding the passage through which the air-conditioning air passes, it is preferable in reducing the airflow resistance of the air-conditioning air.

Driven by an engine, having a generator for supplying power to the power storage device and the AC motor;
The heated member is an exhaust gas purification catalyst provided in an exhaust passage of the engine;
(Corresponding to claim 5). In this case, the exhaust gas purification catalyst is heated by induction heating, which is preferable for the early activation thereof. Further, since the induction heating coil does not have to be disposed in the exhaust gas, it is preferable to avoid an increase in the resistance of the exhaust passage.

  According to the present invention, induction heating can be performed without separately providing a converter for induction heating.

  In FIG. 1, an automobile VC as a vehicle has an AC motor 1. The AC motor 1 drives the left and right front wheels 3FR, 3FL via the differential gear 2. The left and right rear wheels 3RR and 3RL are driven wheels.

  Reference numeral 10 denotes a high voltage battery as a power storage device. A direct current from the high voltage battery 10 is converted into an alternating current by a DC-AC converter 11 including an inverter as a converter, and the converted alternating current is converted into an alternating current. Supplied to AC motor 1. Reference numeral 12 denotes an engine, and reference numeral 13 denotes an AC generator driven by the engine 12. The electric power generated by the generator 13 is supplied to the high voltage battery 10 via the AC-DC converter 14 formed of an inverter, and is also supplied to the AC motor 1 via the DC-AC converter 11. It has become. An induction heating coil for induction heating of the heater core HC is connected between the DC-AC converter 11 and the AC motor 1, which will be described later.

  For example, the power (alternating current) supply to the AC motor 1 is performed only from the generator 13, the mode performed only from the high voltage battery 10, and the mode performed from both the high voltage battery 10 and the generator 13. Are changed according to the driving state of the vehicle VC, the state of charge in the high voltage battery 10, and the like. In the embodiment, the engine 12 uses gasoline as fuel, and the fuel tank 15 stores gasoline. The engine 12 is a reciprocating engine.

  FIG. 2 shows an air conditioning system installed in an automobile VC. In FIG. 2, reference numeral 20 denotes an air conditioning duct, and an intake port 21 for introducing outside air and an intake port 22 for introducing inside air are formed on one end side thereof. A state in which only one of the intake port 21 and the intake port 22 is opened by the switching damper 24 driven by the switching motor 23 is selected. Three air-conditioning air outlets 25 to 27 are formed on the other end side of the air-conditioning duct 20. The air outlet 25 is for the defroster, the air outlet 26 blows out air-conditioned air near the face of the front seat occupant, and the air outlet 27 blows out air-conditioned air to the feet of the occupant.

  In the air conditioning duct 20, the evaporator 28 and the heater core HC are disposed on the downstream side of the evaporator 28 between the intake ports 21 and 22 and the air outlets 25 to 27. In the air conditioning duct 20, an air conditioning fan 29 is disposed between the intake ports 21 and 22 and the evaporator 28, and an air mix damper 30 is disposed between the evaporator 28 and the heater core HC. Yes. The air mix damper 30 changes the rate at which the air cooled by the evaporator 28 passes through the heater core HC and the rate at which it bypasses, and its position is changed steplessly or stepwise by the drive motor 31. The

  The air-conditioning air that has passed through the heater core HC flows mainly toward the outlets 25 and 26, and the air-conditioning air that bypasses the heater core HC mainly flows toward the outlet 27, so that the heater core HC, the air mix damper 30, and each outlet 25 The positions of -27 are set. The air outlet 25 is opened and closed by a switching damper 32, the air outlet 26 is opened and closed by a switching damper 33, and the air outlet 27 is opened and closed by a switching damper 34. The switching dampers 32 to 34 are synchronously controlled by the drive motor 35, and when automatic air conditioning is selected by the occupant, the opening / closing of the switching dampers 32 to 34 is automatically adjusted.

  In FIG. 2, CU is a controller (control unit) configured using a microcomputer. By this controller CU, the amount of air-conditioning air by driving and controlling the air-conditioning fan (drive motor) 29, change of the switching position of the air mix damper 30 by driving and controlling the motor 31, and each switching by the motors 23 and 35 The opening / closing of the dampers 24, 32-34 is controlled to be changed. For this control, signals from various sensors or switches S1 to S8 are input. The sensor S1 is a temperature sensor that detects the air temperature immediately after passing through the evaporator 28. The sensor S2 is a sensor (potentiometer) that detects the drive position of the drive motor 31, that is, the position of the air mix damper 30. The sensor S3 is a temperature sensor that detects the inside air (indoor) temperature. The sensor S4 is a temperature sensor that detects the temperature of the outside air. The sensor S5 is a temperature sensor that detects the coolant temperature of the engine 12. The sensor S6 is a solar radiation sensor that detects the amount of solar radiation irradiated into the room. The switch S7 is a room temperature setting switch that is manually operated by a passenger. The switch S8 is an ignition switch for starting the engine 12 (detection of an ON / OFF operation state). As described above, the controller CU controls the air-conditioning air amount and the dampers 24, 30, and 32 to 34 based on the input signals from the sensors or the switches S1 to S8.

  The above-described heater core HC is shown in FIG. A cooling water passage through which the cooling water for the engine 12 flows is provided in the casing 40 of the heater core HC, and a number of electric heating fins are provided in the cooling water passage. That is, the air-conditioning air passing through the casing 40 is heated using the high temperature of the cooling water. An induction heating coil C, which will be described later, is wound around the outer periphery of the casing 40. The casing 40 is formed of a conductive member (for example, a metal having a large electric resistance, such as a metal such as stainless steel), and by flowing an alternating current through the induction heating coil C, the casing 40 is induced by induction heating. Will be heated. That is, the air-conditioning air passing through the casing 40 is also heated by induction heating. As will be described later, the induction heating coil C is provided with three coils C1, C2, and C3 corresponding to the fact that the AC motor 1 for driving the vehicle is a three-phase AC motor. In FIG. 3, these three coils C1 to C3 are collectively shown as a coil C. Of course, the three induction heating coils C <b> 1 to C <b> 3 can be appropriately selected in the manner of arrangement in the casing 40, for example, in series in the longitudinal direction of the casing 40. In addition to the case of winding around the outer periphery of the casing 40, induction heating can also be performed by arranging it at the bottom of the casing 40 or the like (the casing is within the range affected by the lines of magnetic force generated from the induction heating coil C). 40 should be located).

  FIG. 4 shows a connection example of the electromagnetic coils U, V, W of the three-phase AC motor 1, induction heating coils C1 to C3, and a DC-AC converter 11 as a converter. The DC-AC converter 11 has three connections 51, 52, and 53 that are connected in parallel to the + side and the − side of the high-voltage battery 10. An input side switching element Tr11 and an output side switching element Tr12 are connected to the connection 51 in series. An input side switching element Tr21 and an output side switching element Tr22 are connected to the connection 52 in series. An input side switching element Tr31 and an output side switching element Tr32 are connected to the connection 53 in series.

  One end of the induction heating coil C1 is connected to the electromagnetic coil U, and the other end is connected between the switching elements Tr11 and Tr12 in the connection 51. One end of the induction heating coil C <b> 2 is connected to the electromagnetic coil W, and the other end is connected between the switching elements Tr <b> 21 and Tr <b> 22 in the connection 52. One end of the induction heating coil C3 is connected to the electromagnetic coil V, and the other end is connected between the switching elements Tr31 and Tr32 in the connection 53.

  In order to rotate the AC motor 1 (rotation in the vehicle forward direction), two switching elements among the six switching elements Tr11 to Tr32 are connected, for example, as shown in FIG. 4 to FIG. 5, FIG. 6, FIG. In this way, the operation is performed by sequentially turning ON, and after FIG. 9, the state returns to the state of FIG. 4 (reversal may be turned ON in the reverse order). That is, first, when switching elements Tr11 and Tr32 are turned on as shown in FIG. 4, current flows through induction heating coil C1, electromagnetic coils U and V, and induction heating coil C3. In FIG. 5, the switching elements Tr11 and Tr22 are turned on, and current flows through the induction heating coil C1, the electromagnetic coils U and W, and the induction heating coil C2. In FIG. 6, the switching elements Tr22 and Tr31 are turned on, and current flows through the induction heating coil C3, the electromagnetic coils V and W, and the induction heating coil C2. In FIG. 7, the switching elements Tr31 and Tr12 are turned on, and current flows through the induction heating coil C3, the electromagnetic coils V and U, and the induction heating coil C1. In FIG. 8, the switching elements Tr21 and Tr12 are turned on, and current flows through the induction heating coil C2, the electromagnetic coils W and U, and the induction heating coil C1. In FIG. 9, the switching elements Tr21 and Tr32 are turned on, and current flows through the induction heating coil C2, the electromagnetic coils W and V, and the induction heating coil C3. In this way, the electromagnetic coils U, V, W are sequentially excited, so that the rotor (not shown in the rotor) of the AC motor 1 is rotationally driven. Further, when the AC motor 1 is rotationally driven, the three induction heating coils C1 to C3 are sequentially excited in pairs, and the heater core HC is heated by induction heating.

  10 to 12 show a state where the induction heating coils C1 to C3 are energized while the AC motor 1 is in a servo lock state and its rotational drive is stopped. In the embodiment, the servo lock state is achieved by energizing all the electromagnetic coils U, V, and W. That is, in FIG. 10, the switching elements Tr11, Tr22, Tr32 are turned on. FIG. 11 shows a case where the switching elements Tr21, Tr12, Tr32 are turned on. FIG. 12 shows a case where the switching elements Tr31, Tr12, Tr22 are turned on. In order to obtain the servo lock state, in addition to those shown in FIGS. 10 to 12, the energization modes as shown in FIGS. 4 to 9 are appropriately switched according to the position of the rotor so that the rotor of the AC motor 1 rotates. It may not be driven.

  FIG. 13 is a flowchart showing a control example for controlling the heating of the heater core HC using the induction heating coils C1 to C3. This flowchart will be described below. In the following description, Q indicates a step. First, at Q1, the operating state of the ignition switch S8 is read, and then at Q2, it is determined whether or not the ignition switch S8 is ON. If the determination of Q2 is NO, the process returns to Q1.

  If the determination in Q2 is YES, it is determined in Q3 whether or not the speed command value is zero. This determination of Q3 is a determination of whether or not the vehicle is in a stopped state. For example, when the accelerator opening is 0 and the vehicle speed detected by a vehicle speed sensor (not shown) is 0, Q3 It becomes YES by discrimination. When the determination in Q3 is NO, the vehicle is running and the AC motor 1 is driven (execution of control for sequentially performing energization modes as shown in FIGS. 4 to 9). At this time, in Q4, the target rotational speed and target generated torque of AC motor 1 are calculated from the driving state of the vehicle (for example, the required torque according to the vehicle speed and the accelerator opening). Thereafter, in Q5, AC motor 1 is rotationally driven with the current value and frequency of the AC current that satisfies the calculation result in Q4.

  After Q5, in Q6, based on the energization state (current value and frequency of the alternating current executed in Q5) to the AC motor 1 (the electromagnetic coils U, V, W thereof), the induction heating coil C1 The amount of heat generated by induction heating at ~ C3 is calculated. Thereafter, in Q7, the set temperature set by the switch S7 is read. Next, at Q8, the position of the air mix damper 30 is adjusted and controlled based on the set temperature. Thereafter, in Q9, the position of the air mix damper 30 is corrected based on the difference between the set temperature and the room temperature detected by the sensor S3.

  On the other hand, when the determination in Q3 is NO, the AC motor 1 is stopped so as not to rotate. At this time, in Q10, the AC motor 1 is brought into a servo lock state so as not to be rotationally driven (for example, induction heating is also performed by selecting one of the energization modes in FIGS. 10 to 12). After Q10, the processing after Q6 described above is performed.

  14 to 16 show a second embodiment of the present invention. In the present embodiment, energization to the induction heating coils C1 to C3 can be arbitrarily interrupted. For this reason, each induction heating coil C1 to C3 is connected to the corresponding connection 51, 52 or 53 via, for example, the relay switch RS1, RS2 or RS3. Further, relay switches RS11, RS12 or between the electromagnetic coils U, V or W and the connections 51, 52 or 53 so that the energization of the electromagnetic coils U, V and W to the AC motor 1 can be cut off arbitrarily. RS13 is connected. When all the relay switches RS1 to RS3 are turned OFF, the energization to the induction heating coils C1 to C3 is interrupted, and induction heating is not executed. By turning off all the relay switches RS1 to RS3 and turning on all the relay switches RS11 to RS13, the AC motor 1 can be rotationally driven while stopping the induction heating. Therefore, when the heating of the heater core HC by induction heating is unnecessary, the energization to the coils C1 to C3 can be cut off, so that unnecessary power consumption in the coils C1 to C3 can be suppressed.

  FIG. 15 and FIG. 16 are flowcharts showing control examples related to induction heating using the circuit of FIG. 14, and this flowchart will be described below. The flowcharts of FIGS. 15 and 16 correspond to the flowchart of FIG. 13, and therefore, in the following description, portions different from the flowchart of FIG. 13 will be mainly described. Further, the relay switches RS11 to RS13 for the electromagnetic coils U, V, and W are all turned on when the ignition switch S8 is turned on, and are turned off when the ignition switch S8 is turned off.

  First, the processing of Q21 and Q22 is performed, and this processing corresponds to Q1 and Q2 of FIG. When the determination in FIG. 22 is YES, the set temperature by the switch S7 is read in Q23. Next, in Q24, it is determined whether or not the heater core HC needs to be induction heated. The determination at Q24 is, for example, that induction heating is unnecessary when the engine coolant temperature is sufficiently higher than the set temperature, or when the room temperature is equal to or higher than the set temperature, and induction heating is required at other times. It is said that. If YES in Q24, all induction heating relay switches RS1 to RS3 are turned on in Q25. After Q25, the processing after Q26 is performed. Q26 to Q32 are the same as Q3 to Q9 in FIG. 13, and Q33 is the same as Q10 in FIG.

  When the determination in Q24 is NO, all of the induction heating relay switches RS1 to RS3 are turned off in Q41 of FIG. Thereafter, the processing of Q42 to Q44 is performed. Q42 to Q44 are the same as Q4 and Q5 in FIG. 13 (same as Q27 and Q28 in FIG. 14). After the processes of Q42 to Q44, the process returns to Q21 of FIG.

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the claims, and includes, for example, the following cases. . The vehicle may be driven by the engine 12 (for example, driving by both the engine 12 and the AC motor 1 and driving by only the AC motor 1 are switched in accordance with the traveling state or the like). A vehicle without the engine 12 may be used. The member to be heated by induction heating is not limited to that shown in the embodiment, and may be an exhaust gas purification catalyst provided in the exhaust passage of the engine 12, for example. In this case, the exhaust gas purification catalyst is activated early. It becomes possible to raise the temperature to the crystallization temperature. In addition, according to the induction heating method of the present invention, the induction heating coils C1 to C3 can be arranged outside the exhaust passage, so that the heater for warming the exhaust gas purification catalyst is arranged inside the exhaust passage. Thus, it is preferable to avoid an increase in the resistance of the exhaust passage. In addition, as the member to be heated to be induction heated, for example, a sheet (heating member for heating the seat), an electric pot (inner heating member) as an indoor equipment, and the like can be appropriately selected. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is an overall system diagram illustrating an example of a vehicle to which the present invention is applied. The figure which shows an example of an air conditioning system. The principal part perspective view which shows the heater core part heated by induction. The figure which shows the example of an electricity supply for rotating an alternating current motor while showing the example of a connection with an alternating current motor, the coil for induction heating, and a DC-AC converter. The figure which shows the state from which the energization aspect was changed in order to rotationally drive an AC motor. The figure which shows the state from which the energization aspect was changed in order to rotationally drive an AC motor. The figure which shows the state from which the energization aspect was changed in order to rotationally drive an AC motor. The figure which shows the state from which the energization aspect was changed in order to rotationally drive an AC motor. The figure which shows the state from which the energization aspect was changed in order to rotationally drive an AC motor. The figure which shows the example of electricity supply for making an AC motor into a servo lock state. The figure which shows the example of electricity supply for making an AC motor into a servo lock state. The figure which shows the example of electricity supply for making an AC motor into a servo lock state. The flowchart which shows the example of control for induction heating. The figure corresponding to Drawing 4 showing the 2nd embodiment of the present invention. The flowchart which shows the control example of the induction heating in 2nd Embodiment. The flowchart which shows the control example of the induction heating in 2nd Embodiment.

Explanation of symbols

1: AC motor 10: High voltage battery (power storage device)
11: DC-AC converter (converter)
12: Engine 13: Generator VC: Automobile (vehicle)
HC: heater core CU: controller C (C1-C3): induction heating coils Tr11-Tr32: switching elements U, V, W: AC motor electromagnetic coils RS1-RS3: induction heating relay switch

Claims (5)

An AC motor for driving the vehicle;
A power storage device storing power supplied to the AC motor;
A converter for converting a direct current from the power storage device into an alternating current and supplying the alternating current to the alternating current motor;
An induction heating coil connected between the converter and the AC motor for induction heating of the heated member;
A vehicle induction heating device comprising: In claim 1,
An induction heating apparatus for a vehicle, wherein when heating the heated member while the vehicle is stopped, the induction heating coil is energized while the AC motor is in a servo lock state. In claim 1 or claim 2,
An induction heating apparatus for vehicles, comprising switch means for cutting off energization to the induction heating coil. In any one of Claims 1 thru | or 3,
The induction heating apparatus for vehicles, wherein the member to be heated is a heater core for air conditioning. In any one of Claims 1 thru | or 3,
Driven by an engine, having a generator for supplying power to the power storage device and the AC motor;
The heated member is an exhaust gas purification catalyst provided in an exhaust passage of the engine;
An induction heating apparatus for a vehicle characterized by the above.

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