JP2012066738A - Electric drive type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric drive type vehicle that prevents a temperature of a battery from decreasing.SOLUTION: The electric drive type vehicle includes: a generating device which has a generator, an engine for driving the generator, and a variable mount supporting the engine and changing attenuation characteristic; the battery which stores power generated by the generator; a converting part which converts vibration transmitted from the generating device into heat; a heat radiation part which transmits the heat to the battery; a detecting part which detects the temperature of the battery; a control part which, when the temperature of the battery reaches a predetermined value or lower, controls the variable mount to reduce attenuation of the variable mount more than when the temperature of the battery exceeds the predetermined value.

Description

  The present invention relates to an electrically driven vehicle.

  An electrically driven vehicle that travels by a motor is known. Such a vehicle includes a power generation device that generates electric power supplied to the motor. Some power generators include a generator and an engine for driving the generator, and are detachable from the vehicle. The electric power generated by the power generation device is stored in a battery provided in the vehicle. Patent Document 1 discloses a device that supports an engine and can change a damping characteristic.

JP 2006-131076 A

  As the temperature of the battery decreases, the battery can accept less power.

  Therefore, an object is to provide an electrically driven vehicle that can suppress a decrease in battery temperature.

  The above-mentioned problems include a power generator including a power generator, an engine for driving the power generator, a variable mount that supports the engine and can change a damping characteristic, and a battery that stores electric power generated by the power generator. A converter capable of converting the vibration transmitted from the power generation device into heat; a heat dissipating unit that transmits the heat to the battery; a detecting unit that detects the temperature of the battery; and a temperature of the battery equal to or lower than a predetermined value. In this case, it is achieved by an electrically driven vehicle comprising: a control unit that controls the variable mount so that the attenuation of the variable mount is smaller than when the temperature of the battery exceeds the predetermined value. it can.

  By controlling the attenuation of the variable mount to be small, the vibration of the power generation device is converted into heat, and this heat is transmitted to the battery. Thereby, the fall of the temperature of a battery is suppressed.

  An electrically driven vehicle that can suppress a decrease in battery temperature can be provided.

It is a figure which shows typically the electrically driven vehicle of a present Example. It is the schematic of a power generator. It is explanatory drawing about a structure of an engine. It is explanatory drawing of a variable mount. It is explanatory drawing of a variable mount. It is explanatory drawing of a supporting member. It is an enlarged view of a part of laminated part. It is the flowchart which showed an example of the control which suppresses the fall of the temperature of the battery which ECU performs.

  FIG. 1 is a diagram schematically illustrating an electrically driven vehicle according to the present embodiment. As shown in FIG. 1, the electrically driven vehicle includes a power generation device 10, an ECU (control unit) 50, a motor 70, and a battery 90.

  The power generation device 10 includes an engine 10a, a generator 10b, and a power generation device side ECU 10c. The rotational power of the engine 10a is transmitted to the generator 10b, and the generator 10b is driven. Thereby, electric power is generated in the generator 10b. Thus, the generator 10b converts the driving force of the engine 10a into electric power. Electric power generated by the generator 10b is charged in the battery 90. The battery 90 supplies power to the motor 70. The motor 70 is used for traveling the vehicle. The power of the motor 70 is transmitted to the transmission 5. The power transmitted to the transmission 5 is transmitted to the drive wheels 2 via the drive shaft. Although not shown in FIG. 1, the battery 90 and the generator 10b, and the battery 90 and the motor 70 are electrically connected via an inverter.

  The generator 10b has a rotor and a stator. A crankshaft of the engine 10a is connected to the rotor. The rotor is provided with a plurality of permanent magnets. The stator is provided with a three-phase coil. When the engine 10a rotates the rotor, an electromotive force is generated at both ends of the three-phase coil.

  Thus, the engine 10a is not used for running the vehicle, but is used to drive the generator 10b. The electrically driven vehicle of this embodiment is a so-called series hybrid vehicle. The engine 10 a is mechanically separated from the drive wheel 2.

  The power generation device side ECU 10 c is for controlling the power generation device 10. The power generation device side ECU 10c includes a CPU, a ROM, a RAM, and the like. The power generation device side ECU 10c can communicate with the ECU 50.

  The ECU 50 executes control for suppressing a decrease in the temperature of the battery 90, as will be described in detail later. The ECU 50 includes a CPU, a ROM, a RAM, and the like, and outputs detection values from various sensors. The ECU 50 controls the operation of the entire vehicle based on the detection values of various sensors. Examples of the various sensors include an ignition switch (not shown) and a vehicle speed sensor. The ROM stores a program for executing the above control.

  The ECU 50 outputs a detection value of the SOC sensor 91 that detects the state of charge (SOC) of the battery 90. When the remaining capacity of the battery 90 is equal to or less than a predetermined value, the ECU 50 drives the engine 10a. Driving the engine 10a causes the generator 10b to rotate, thereby charging the battery 90. Further, the detected value of the temperature sensor 92 that detects the temperature of the battery 90 is output to the ECU 50. Based on the output value from the temperature sensor 92, the ECU 50 executes control for suppressing a decrease in the temperature of the battery 90.

  FIG. 2 is a schematic diagram of the power generation apparatus 10. The power generation device 10 is detachable from the vehicle. The engine 10a of the power generation apparatus 10 is supported by a variable mount 20a and a mount 20b. Further, the power generation device 10 is supported by the support member 30. The support member 30 is disposed on the battery 90.

  FIG. 3 is an explanatory diagram of the configuration of the engine 10a. The engine 10a includes a plurality of cylinders, and each cylinder is loaded with a piston 12 that is slidable in the axial direction. The piston 12 is connected to a crankshaft (not shown). A combustion chamber C is formed above the piston 12. The combustion chamber C communicates with the intake passage 11a and the exhaust passage 11b. The intake valve 14a switches the communication state between the combustion chamber C and the intake passage 11a. The exhaust valve 14b switches the communication state between the combustion chamber C and the exhaust passage 11b. Although not shown, the intake passage 11a is provided with a fuel injection valve that injects fuel into the combustion chamber C. A surge tank 15 and air cleaner boxes 13a and 13b are provided on the intake passage 11a.

  The engine 10a is supported on the low wall portion 19 of the casing of the power generation apparatus 10 by a variable mount 20a, a mount 20b, and the like. The casing of the power generation apparatus 10 stores an engine 10a and a generator 10b. The variable mount 20a is an example of a variable mount. Specifically, the variable mount 20a and the mount 20b are supported between the support piece 18a of the engine 10a and the support base 18b fixed to the low wall portion 19. Both the support piece 18a and the support base 18b are made of metal. The variable mount 20a supports the engine 10a and can change the damping characteristic. The variable mount 20a operates using intake negative pressure of the engine.

  4 and 5 are explanatory views of the variable mount 20a. The variable mount 20 a includes an outer cylinder fitting 21, a partition plate 22, and vibration isolation bases 23 and 24. The upper part of the outer cylinder fitting 21 is open. The partition plate 22 is made of a disc-like rigid body having an outer diameter substantially the same as the inner diameter of the outer cylinder fitting 21 and divides the inside of the outer cylinder fitting 21 into two upper and lower chambers. The anti-vibration base 23 is made of an elastic body such as rubber, and is press-fitted into a space above the partition plate 22 to be fixed to the outer cylinder fitting 21. The anti-vibration base 24 is made of an elastic body such as rubber, and is press-fitted into a space below the partition plate 22 and is fixed to the outer cylinder fitting 41.

  A space is formed above the partition plate 22 so as to be surrounded by the vibration isolation base 23 and the partition plate 22. This space is divided into a space portion 26 and a space portion 27 by a diaphragm 25 whose peripheral edge is fixed to the partition plate 22. The space portion 26 is filled with a liquid.

  A space 28 is formed below the partition plate 22 of the variable mount 20a so as to be surrounded by the vibration isolation base 24 and the partition plate 22. A liquid is sealed in the space 28. The space 28 and the space 26 communicate with each other through an orifice 29 formed in the partition plate 22.

  The partition plate 22 and the outer cylinder fitting 21 are formed with a communication passage 17c that communicates the space 27 and the outside. The communication passage 17c communicates with a VSV (vacuum switching valve) 16 shown in FIG.

  As shown in FIG. 3, the VSV 16 includes a three-way valve in which a communication passage 17c, a passage 17a connected to the intake passage 11a upstream of the throttle valve 13b, and a passage 17b connected to the surge tank 15 are connected. Is done. This three-way valve is a valve body that switches between communication between the variable mount 20a and the passage 17a (blocking of the passage 17b) and communication between the variable mount 20a and the passage 17b (blocking of the passage 17a), and a control signal from the power generator ECU 10c. Accordingly, a solenoid for driving the valve body is provided. The solenoid uses a battery 90 mounted on the vehicle as a drive source.

  When the variable mount 20a and the passage 17a communicate with each other in the VSV 16, as shown in FIG. 4, the atmosphere (pressure) flowing through the intake passage 11a is introduced into the space 27 of the variable mount 20a. Thereby, the volume of the space part 27 is increased. At the same time, the volume of the space 26 is reduced and the pressure in the space 26 is increased. At this time, the spring constant of the entire variable mount 20a is reduced, and the damping is increased.

  On the other hand, when the variable mount 20a and the passage 17b are communicated with each other by the VSV 16, the intake negative pressure in the surge tank 15 is introduced into the space 27 of the variable mount 20a as shown in FIG. As a result, the atmosphere in the space 27 is sucked out, the diaphragm 25 comes into close contact with the partition plate 22, and the volume of the space 27 is reduced. At the same time, the volume of the space portion 26 is increased and the pressure in the space portion 26 is reduced. At this time, the spring constant of the entire variable mount 20a is increased, and the attenuation is reduced. As described above, the diaphragm 25 defines a space 27 whose volume increases or decreases due to the entry and exit of air.

  When it is necessary to absorb the vibration of the engine 10a, the ECU 50 controls the VSV 16 so that the variable mount 20a and the passage 17b communicate with each other, and depressurizes the space portion 26 as shown in FIG. As a result, the attenuation of the variable mount 20a increases, so that the vibration of the engine 10a is absorbed by the variable mount 20a.

  On the other hand, when it is not necessary to absorb the vibration of the engine 10a, in other words, when it is necessary to transmit the vibration of the engine 10a to the support member 30, the ECU 50 causes the variable mount 20a and the passage 17a to communicate with each other. The VSV 16 is controlled to increase the pressure in the space 26 as shown in FIG. As a result, since the attenuation of the variable mount 20a is reduced, the vibration of the engine 10a is hardly absorbed. As described above, the ECU 50 controls the attenuation characteristic of the variable mount 20a by controlling the VSV 16 that switches the communication state between the intake passage 11a of the engine 10a and the space 27 of the variable mount 20a.

  The VSV 16 is controlled by the power generation device side ECU 10c. The power generator ECU 10c is controlled by the ECU 50. That is, the ECU 50 outputs a control command for the VSV 16 to the power generation device side ECU 10c, so that the power generation device side ECU 10c controls the VSV 16. Thereby, the attenuation of the variable mount 20a is changed. By changing the attenuation of the variable mount 20a, the vibration attenuation of the engine 10a indicated by the variable mount 20a is changed. Thus, the ECU 50 can change the damping of the vibration of the engine 10a by controlling the VSV 16.

  Next, the support member 30 will be described. FIG. 6 is an explanatory diagram of the support member 30. The support member 30 includes a stacked portion 33, an energy conversion portion 34, two substrates 35, a mounting plate 36, and a heat dissipation portion 37. FIG. 7 is an enlarged view of a part of the stacked portion 33. The laminated portion 33 includes a hard plate 31 such as a steel plate and an elastic body 32 such as rubber. A plurality of hard plates 31 and elastic bodies 32 are alternately stacked in the vertical direction. The stacked unit 33 is disposed between the pair of upper and lower substrates 35.

  The stacked portion 33 is provided with a through hole penetrating in the vertical direction, and an energy conversion portion 34 is disposed in the through hole. The material of the energy conversion unit 34 is, for example, tin, tin alloy, bismuth, aluminum, copper, antimony, lead, silver, zinc, iron, indium, or an alloy mainly composed thereof.

  One of the substrates 35 is attached to the low wall portion 19. On the other side of the substrate 35, an attachment plate 36 made of a metal plate such as a steel plate for attachment to the heat radiating portion 37 is fixed integrally with a bolt (not shown) or the like. The mounting plate 36 is fixed to the heat radiating portion 37 with a bolt or the like (not shown). The heat radiating part 37 is fixed to the battery 90. The material of the heat radiating portion 37 is, for example, a material having a large heat capacity and thermal conductivity, such as gold, silver, copper, iron, aluminum, or an alloy mainly composed of these metals.

  Heat is generated by the displacement of the support member 30 and the displacement of the energy conversion unit 34, and the heat is transmitted to the heat radiating unit 37. The heat of the energy converter 34 is transmitted through the mounting plate 36 made of a metal plate such as a steel plate, or through the substrate 35 and the mounting plate 36.

  As shown in FIG. 2, the support member 30 supports the power generation device 10. For this reason, when the engine 10a vibrates, the power generation apparatus 10 itself also vibrates and the energy conversion unit 34 also vibrates. Thereby, the energy conversion part 34 converts the kinetic energy added from the outside into heat energy. The heat converted by the energy conversion unit 34 is transmitted to the heat dissipation unit 37 and transmitted to the battery 90. Thereby, the fall of the temperature of the battery 90 is suppressed.

  Next, the control which suppresses the fall of the temperature of the battery 90 which ECU50 performs is demonstrated. FIG. 8 is a flowchart showing an example of control executed by the ECU 50 to suppress a decrease in the temperature of the battery 90. As shown in FIG. 8, the ECU 50 determines whether the temperature of the battery 90 is equal to or lower than a predetermined value based on the output value from the temperature sensor 92 (step S1). Here, the predetermined value is, for example, a temperature value that serves as a reference for determining whether or not the performance of power storage of the battery 90 is reduced.

  When the temperature of the battery 90 exceeds a predetermined value, the ECU 50 controls the VSV 16 so that the variable mount 20a and the passage 17b communicate with each other so that the attenuation of the variable mount 20a is increased (step S2). Thereby, the vibration of the engine 10a is absorbed by the variable mount 20a. Therefore, when it is not necessary to reduce the temperature of the battery 90, the engine 10a can be supported stably and the vibration of the vehicle can be suppressed.

  When the temperature of the battery 90 is equal to or lower than the predetermined value, the ECU 50 controls the VSV 16 so that the variable mount 20a and the passage 17a communicate with each other so that the attenuation of the variable mount 20a is reduced (step S3). Thereby, the vibration of the engine 10 a is easily transmitted to the support member 30. Thereby, the energy conversion part 34 of the support member 30 vibrates, and the heat converted by the energy conversion part 34 is transmitted to the battery 90. Thereby, the temperature of the battery 90 rises and the fall of temperature is suppressed.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the specific embodiments, and various modifications and changes can be made within the scope of the gist of the present invention described in the claims. It can be changed.

  The variable mount 20a absorbs vibrations of the engine 10a by repeatedly enlarging / reducing the volume of the air chamber 27 by periodically switching on / off of voltage application to the electromagnetic solenoid of the VSV 16. You can also. For example, the variable mount 20a itself may be provided with a vibration sensor, and the ECU 50 may actively control the variable mount 20a by controlling the VSV 16 based on the output value. Therefore, for example, when the temperature of the battery 90 is equal to or lower than a predetermined value, as shown in FIG. 5, the variable mount 20a is controlled so as to decrease the attenuation, and the temperature of the battery 90 exceeds the predetermined value. Alternatively, the variable mount 20a may be actively controlled as described above.

  In the above-described embodiment, the ECU 50 controls the VSV 16 by issuing a command to the power generation device-side ECU 10c based on the temperature of the battery 90, but is not limited to such a configuration. For example, the VSV 16 may be controlled based on the information regarding the temperature of the battery 90 transmitted from the ECU 50 by the power generation device side ECU 10c.

DESCRIPTION OF SYMBOLS 10 Power generation device 10a Engine 10b Generator 10c Power generation device side ECU
16 VSV
20a Variable mount 25 Diaphragm 27 Space part 30 Support member 34 Energy conversion part 37 Heat radiation part 50 ECU (control part)
70 Motor 90 Battery 92 Temperature sensor

Claims (2)

A power generator including a generator, an engine for driving the generator, and a variable mount that supports the engine and can change a damping characteristic;
A battery for storing electric power generated by the generator;
A conversion unit capable of converting the vibration transmitted from the power generation device into heat;
A heat dissipating part for transferring the heat to the battery;
A detection unit for detecting the temperature of the battery;
A controller that controls the variable mount so that the attenuation of the variable mount is smaller when the temperature of the battery is less than or equal to a predetermined value than when the temperature of the battery exceeds the predetermined value; Electric drive vehicle equipped. The variable mount has a diaphragm that delimits a space part whose volume increases and decreases by the entry and exit of air,
The electrically driven vehicle according to claim 1, wherein the control unit controls a damping characteristic of the variable mount by controlling a valve that switches a communication state between the intake passage of the engine and the space portion of the variable mount.

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