JP2014058241A - Battery temperature adjustment system for electric vehicle - Google Patents

Battery temperature adjustment system for electric vehicle Download PDF

Info

Publication number
JP2014058241A
JP2014058241A JP2012204577A JP2012204577A JP2014058241A JP 2014058241 A JP2014058241 A JP 2014058241A JP 2012204577 A JP2012204577 A JP 2012204577A JP 2012204577 A JP2012204577 A JP 2012204577A JP 2014058241 A JP2014058241 A JP 2014058241A
Authority
JP
Japan
Prior art keywords
battery
temperature
circulation path
reserve tank
llc
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2012204577A
Other languages
Japanese (ja)
Inventor
Ryosuke Shibata
僚介 柴田
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2012204577A priority Critical patent/JP2014058241A/en
Publication of JP2014058241A publication Critical patent/JP2014058241A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion

Abstract

PROBLEM TO BE SOLVED: To provide a technology for suppressing an amount of a refrigerant in a system which cools an inverter and a battery in an electric vehicle.SOLUTION: A battery temperature adjustment system 2 disclosed by this invention includes: a reserve tank 3 for accumulating a liquid; a first circulation passage 10; and a second circulation passage 20. The first circulation passage 10 circulates the liquid among the reserve tank 3, an inverter 18, and a radiator 12. The second circulation passage 20 circulates the liquid between the reserve tank 3 and the battery 22. The battery temperature adjustment system 2 separately includes the first circulation passage 10 for cooling the inverter 18 and the second circulation passage 20 for adjusting a temperature of the battery 22. Thus, the battery temperature adjustment system 2 requires a smaller amount of the refrigerant compared to a case where one circulation passage is provided for circulating the liquid to both of the inverter and the battery.

Description

  The present invention relates to a battery temperature adjustment system for an electric vehicle. The “electric vehicle” in this specification includes a hybrid vehicle including both a motor and an engine, and a fuel cell vehicle.

  The electric vehicle includes a motor, a battery that supplies electric power to the motor, and an inverter that converts DC power of the battery into AC. Since these devices generate a large amount of heat, the electric vehicle includes a cooling system that cools these devices. The proposal regarding the cooling system for electric vehicles is disclosed by patent documents 1 thru | or 3, for example. It has also been proposed to effectively use the heat generated by these devices. For example, the technology disclosed in Patent Document 4 collects and stores engine heat and inverter heat through a refrigerant in a hybrid vehicle and uses it for heating in the vehicle and preheating the engine at the next engine start.

JP 2009-126256 A JP 2010-040420 A JP 2008-277180 A JP 2004-132189 A

  In many electric vehicles, the motor and inverter are located in the space in front of the vehicle (front compartment), and the battery that supplies power to the motor is located behind the vehicle (such as under the rear seat or under the luggage space behind the seat). . Therefore, if the motor / inverter arranged at the front of the vehicle and the battery arranged at the rear of the vehicle are simultaneously cooled by one refrigerant circulation path, the circulation path becomes long and a large amount of refrigerant is required. This specification provides a technique for suppressing the amount of refrigerant in a system that cools an inverter and a battery in an electric vehicle. As will be described later, since the technology disclosed in this specification is also used for preheating the battery by effectively using the heat absorbed by the refrigerant, an apparatus embodying the technology disclosed in this specification is a “cooling system”. Instead, it is referred to as a “battery temperature adjustment system”.

  The battery temperature control system for an electric vehicle disclosed in this specification includes a reserve tank that stores liquid and two circulation paths (a first circulation path and a second circulation path) that circulate the liquid in the reserve tank. The first circulation path circulates liquid among the reserve tank, the inverter (and / or the motor), and the radiator. The second circulation path circulates the liquid between the reserve tank and the battery. An inverter is a device that converts DC power of a battery into AC power suitable for driving a traveling motor. The first circulation path may communicate not only with the inverter but also with the motor. In this temperature control system, the reserve tank is shared, but liquid is sent to the inverter and the battery through independent circulation paths. The first circulation path for sending the liquid to the inverter includes a radiator (a device for cooling the liquid) and exclusively cools the inverter. The second circulation path does not include a radiator and adjusts the temperature of the battery to a temperature close to the temperature of the liquid.

  In addition, it is also suitable to share the pump which pumps a liquid with a reserve tank by a 1st flow path and a 2nd flow path. In that case, it is preferable to further include a pump that pumps the liquid in the reserve tank, and a switching valve that allows the liquid pumped from the pump to flow exclusively to one of the first circulation path and the second circulation path. There are two typical situations in which the second circuit is used. One is when the vehicle is started in a cold region (winter). At this time, if the temperature of the battery is lower than the liquid temperature of the reserve tank, the battery is preheated with liquid using the second circulation path. When the vehicle is started, it is not yet driven, so there is no need to cool the inverter or motor. Therefore, it is only necessary to close the first circulation path and circulate the liquid only in the second circulation path while the vehicle is stopped at the time of starting the vehicle. When the preheating is completed, the liquid circulation path is switched from the second circulation path to the first circulation path, and the normal traveling is started.

  The other is charging the battery. Since the battery generates a large amount of heat while being charged, the battery is cooled at that time using the second circulation path. Note that when charging from an external power source, the vehicle is stopped, so there is no need to cool the inverter or motor. Therefore, when charging from the external power source, the first circulation path is closed and the liquid is circulated only in the second circulation path.

  The battery temperature regulation system may preheat the battery with reserve tank liquid. Therefore, the reserve tank is preferably covered with a heat insulating material. Typically, the heat that the liquid took from the inverter during the previous run is stored in a reserve tank, and the heat is used to preheat the battery the next time the vehicle is started. Therefore, it is preferable to cover the reserve tank with a heat insulating material so that the heat of the liquid is not released.

  In the above description, the circulating medium is simply referred to as “liquid”. However, the liquid is typically water or LLC (Long Life Coolant).

  Details and further improvements of the technology disclosed in this specification will be described in the following “DETAILED DESCRIPTION”.

It is a block diagram of the temperature control system of an Example. It is a modification of the structure around the battery of a temperature control system.

  A battery temperature adjustment system 2 according to an embodiment will be described with reference to the drawings. Hereinafter, the battery temperature adjustment system 2 is referred to as a temperature adjustment system 2 for simplification. FIG. 1 shows a block diagram of the temperature adjustment system 2. The temperature adjustment system 2 is mounted on the electric vehicle 100, cools the motor 14, the charger 16, and the inverter 18, and adjusts the temperature of the battery 22 to room temperature. It should be noted that the block diagram of FIG. 1 is a block diagram of the temperature control system 2 and also a block diagram of a traveling system of the electric vehicle 100.

  First, the electric vehicle 100 of an Example is outlined. The electric vehicle 100 travels with the traveling motor 14 using the electric power charged in the battery 22. The DC power of the battery 22 is converted into AC power by the inverter 18 and supplied to the motor 14. A travel controller (not shown) calculates a target output of the motor 14 based on the vehicle speed and the accelerator opening, and controls the inverter 18 so that the target output is realized. More specifically, the motor 14 is a three-phase induction motor, and the travel controller generates and supplies a PWM signal to a switching element included in the inverter 18.

  Although the electric vehicle 100 can generate electric power with the motor 14 using deceleration energy and charge the battery 22, the electric vehicle 100 is basically charged by receiving electric power from an external power source. Therefore, the electric vehicle 100 includes the charger 16.

  The temperature adjustment system 2 includes a liquid circulation path that cools the motor 14, the inverter 18, and the charger 16, and a liquid circulation path that regulates the temperature of the battery 22. The former is composed of a first circulation path 10 that circulates the liquid stored in the reserve tank 3 to the radiator 12, the motor 14, the charger 16, and the inverter 18, and the latter includes the liquid stored in the reserve tank 3 as a battery. 22 is constituted by a second circulation path 20 that circulates in the circulation path 22. Note that the liquid stored in the reserve tank 3 is LLC (Long Life Coorant). LLC is also called an antifreeze and is a liquid mainly composed of ethylene glycol.

  The LLC stored in the reserve tank 3 is pumped to either the first circulation path 10 or the second circulation path 20 by the electric pump 4. A three-way valve 5 is connected to the tip of the electric pump 4. The three-way valve 5 connects the input end 5a to one of the two output ends 5b and 5c. The three-way valve 5 is controlled by the controller 30. That is, the three-way valve 5 is a switching valve that allows the liquid stored in the reserve tank 3 to flow exclusively through either the first circulation path 10 or the second circulation path 20. The controller 30 collects information of various sensors described later, and controls the three-way valve 5 and the pump 4 according to the situation. The processing of the controller 30 will be described later.

  The case where LLC flows through the first circulation path 10 will be described. In the first circulation path 10, the reserve tank 3 is the uppermost stream, and the radiator 12, the motor 14 (motor case 13), the charger 16 (charger case 15), and the inverter 18 (inverter case 17) are directed downstream. They are connected in this order. The LLC pumped by the electric pump 4 is first cooled by the radiator 12 and then sent to the motor case 13 to cool the motor 14. The LLC is then sent to the charger 16 (charger case 15). The charger 16 is a device that charges the battery 22 with electric power supplied from an external power source, and does not function during traveling. That is, the temperature of the charger 16 is close to room temperature during traveling. Therefore, the temperature of the LLC hardly changes before and after passing through the charger case 15 during traveling. Next, the LLC is sent to the inverter case 17 to cool the inverter 18. The LLC that has passed through the inverter case 17 returns to the reserve tank 3 through the check valve 7 a and the junction valve 6. The motor 14 and the inverter 18 are respectively provided with temperature sensors 26 and 25 for measuring temperature. The reserve tank 3 is also provided with a temperature sensor 24 for measuring the temperature of the stored LLC. The controller 30 adjusts the output of the electric pump 4 based on the motor temperature, the inverter temperature, and the LLC temperature. Specifically, the controller 30 increases the output of the electric pump 4 and increases the flow rate per unit time of LLC as the motor temperature or the inverter temperature is higher. Further, the controller 30 increases the output of the electric pump 4 as the motor temperature or the difference between the inverter temperature and the LLC temperature is smaller (when the motor temperature / inverter temperature> LLC temperature).

  The check valve 7a is provided to prevent the back flow of LLC. Similarly, a check valve 7b is provided on the battery side of the merging valve 6 so that LLC flowing through the first circulation path 10 does not flow to the battery side beyond the merging valve 6.

  The reserve tank 3 is covered with a heat insulating material 41 so that the temperature of the LLC stored in the reserve tank 3 does not drop. This is because the battery 22 is preheated by LLC when the temperature of the battery 22 is low when the vehicle is started, as will be described later.

  The case where LLC flows through the second circulation path 20 will be described. The LLC of the reserve tank 3 is pumped by the electric pump 4 and sent to the battery 22 (battery case 21). When the temperature of the battery 22 is higher than the temperature of LLC, the battery 22 is cooled by LLC. When the temperature of the battery 22 is lower than the temperature of LLC, the battery 22 is warmed by LLC. The LLC that has passed through the battery case 21 returns to the reserve tank 3 through the check valve 7 b and the junction valve 6. A temperature sensor 23 is attached to the battery 22, and the battery temperature measured by the temperature sensor 23 is sent to the controller 30.

  As described above, the temperature adjustment system 2 includes the three-way valve 5 that exclusively flows the LLC stored in the reserve tank 3 to either the first circulation path 10 or the second circulation path 20. Controls the three-way valve 5. Next, processing performed by the controller 30 will be described.

  During normal travel, the controller 30 closes the second circulation path 20 and sends the LLC of the reserve tank 3 to the first circulation path 10. During normal travel, as described above, the higher the temperature of the motor 14 or the inverter 18 is, the higher the output of the electric pump 4 is driven, and the flow rate per unit time of LLC is increased. Note that the LLC that has made a round of the first circulation path 10 and returned to the reserve tank 3 absorbs heat from the motor 14 and the inverter 18 and rises in temperature. Since the periphery of the reserve tank 3 is covered with the heat insulating material 41, the LLC is kept warm in the reserve tank 3.

  When the vehicle is started, the controller 30 obtains the temperature of the battery 22 by the temperature sensor 23 and obtains the temperature of the LLC in the reserve tank 3 by the temperature sensor 24. In winter, the temperature of the battery 22 may be low when the vehicle is started. The battery 22 is inefficient when the temperature is low. Therefore, the controller 30 closes the first circulation path 10 when the temperature of the battery 22 is lower than a predetermined threshold temperature and the temperature of the LLC is higher than the temperature of the battery 22 when starting the vehicle. The LLC is sent to the second circuit 20. Thus, the battery 22 is preheated and the battery efficiency is increased. When the predetermined threshold temperature is clearly set lower than the LLC temperature, the LLC of the reserve tank 3 can be referred to without referring to the LLC temperature if the temperature of the battery 22 is lower than the threshold temperature. May be sent to the second circulation path.

  Since the vehicle is not yet operating when the vehicle is started, there is no need to cool the motor 14 or the inverter 18, and there is no need to send LLC to the first circuit 10. Moreover, the case where the temperature of the battery 22 is low is a case where the outside air temperature is low, and such a situation is one of the reasons that the necessity of cooling the motor 14 and the inverter 18 is low.

  When charging the battery 22 with an external power source, the controller 30 closes the first circulation path 10 and sends the LLC of the reserve tank 3 to the second circulation path 20. This is because the battery 22 generates heat when it is charged, and thus suppresses this.

  Other characteristics regarding the temperature control system 2 will be described. The radiator 12, the motor 14, the charger 16, and the inverter 18 are arranged in the front compartment of the vehicle. On the other hand, the battery 22 is disposed behind the vehicle (under the rear seat or under the rear luggage room). The reserve tank 3 is arranged in the front compartment. The second circulation path 20 that sends LLC to the battery 22 arranged at the rear of the vehicle is independent of the first circulation path 10 that circulates LLC in the front compartment, and the first circulation path 10 and the second circulation path 20 LLC is flowed exclusively to either one. Therefore, the temperature control system 2 according to the embodiment requires less amount of LLC than the case where the LLC is circulated through the front compartment and the rear of the vehicle through one circulation path.

  Although the 1st circuit 10 and the 2nd circuit 20 are independent, the electric pump 4 which pressure-feeds LLC to them is shared. Since it is not necessary to provide an electric pump independently for each of the first circulation path 10 and the second circulation path 20, the cost can be reduced.

  In the temperature control system 2 of FIG. 1, the battery 22 was cooled by LLC. That is, the battery 22 is liquid-cooled. Since the battery 22 stores a large amount of power, there is a possibility that other devices may be damaged if the LLC leaks and leaks. Therefore, the battery 22 may be air-cooled. When the battery 22 is air-cooled, it is also preferable that the temperature of the air sent to the battery 22 is adjusted by the LLC flowing through the second circulation path 20. An example thereof will be described with reference to FIG.

  In FIG. 2, the modification of the structure around the battery of the temperature control system 2 is shown. In FIG. 2, only a part of the second circulation path 20 is shown, and illustration of the reserve tank 3, the first circulation path, and the like is omitted. The LLC sent from the reserve tank 3 flows from the “A” side, and is sent to the second reserve tank 33 in contact with the battery case 21. Further, the LLC once stored in the second reserve tank 33 flows out from the side of the symbol “B” and returns to the reserve tank 3.

  A duct 32 through which air flows is disposed along the periphery of the second reserve tank 33. Air is sent into the duct 32 by the fan 31, and the air exchanges heat with the LLC inside the second reserve tank 33 around the second reserve tank 33. Thereafter, the air is sent into the battery case 21, flows around the battery 22, and exchanges heat with the battery 22.

  When charging by an external power source, if the temperature of the battery 22 is higher than the LLC temperature and the outside air temperature and the LLC temperature is lower than the outside air temperature, the LLC is sent to the second circulation path 20. The air sent into the duct 32 by the fan 31 is cooled by the LLC around the second reserve tank 33. Since the air whose temperature is lower than the outside air temperature flows around the battery 22, the battery 22 is efficiently cooled.

  In addition, when the vehicle is started, LLC is also sent to the second circulation path 20 when the temperature of the battery 22 is lower than the temperature threshold and the temperature of the LLC is higher than the temperature of the outside air. In this case, the air sent into the duct 32 by the fan 31 is warmed by the LLC around the second reserve tank 33. Since the air whose temperature is higher than the outside air temperature flows around the battery 22, the battery 22 is preheated efficiently.

  In the modification of FIG. 2, since the liquid LLC does not enter the inside of the battery case 21, there is an advantage that the possibility of damage to other devices at the time of electric leakage is small.

  Points to be noted regarding the technology described above. The electric vehicle 100 according to the embodiment is an electric vehicle including one traveling motor, but the technology disclosed in the present specification is applied to a hybrid vehicle or a fuel cell vehicle including both a motor and an engine for traveling. You can also. In the case of a fuel cell vehicle, the battery 22 in FIGS. 1 and 2 corresponds to a fuel cell stack.

  The temperature adjustment system of the embodiment cools the motor 14, the inverter 18, and the charger 16 in the first circulation path 10. In the technology disclosed in this specification, only the inverter that supplies AC power to the traveling motor may be the cooling target in the first circulation path. Further, the liquid flowing through the first and second circulation paths is not limited to LLC. The liquid flowing through the first and second circulation paths may be water.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

2: Temperature control system 3: Reserve tank 4: Electric pump 5: Three-way valve 6: Merge valve 7a, 7b: Check valve 10: First circulation path 12: Radiator 14: Motor 16: Charger 18: Inverter 20: No. 2 circuit 21: battery case 22: batteries 23, 24, 26: temperature sensor 30: controller 31: fan 32: duct 33: second reserve tank 41: heat insulating material 100: electric vehicle

Claims (5)

  1. A battery temperature control system for electric vehicles,
    A reserve tank for storing liquid;
    A first circulation path for circulating liquid between the reserve tank, the inverter and the radiator;
    A second circulation path for circulating liquid between the reserve tank and the battery;
    A battery temperature adjustment system comprising:
  2.   2. The battery temperature adjustment system according to claim 1, further comprising a switching valve that allows the liquid in the reserve tank to flow exclusively through one of the first circulation path and the second circulation path.
  3.   The battery temperature control system according to claim 1, wherein the reserve tank is covered with a heat insulating material.
  4.   The battery temperature adjustment system according to any one of claims 1 to 3, wherein the battery is preheated using the second circulation path when the vehicle is started.
  5.   The battery temperature regulation system according to any one of claims 1 to 4, wherein the battery is cooled by using the second circulation path during the charging of the battery.
JP2012204577A 2012-09-18 2012-09-18 Battery temperature adjustment system for electric vehicle Pending JP2014058241A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2012204577A JP2014058241A (en) 2012-09-18 2012-09-18 Battery temperature adjustment system for electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012204577A JP2014058241A (en) 2012-09-18 2012-09-18 Battery temperature adjustment system for electric vehicle

Publications (1)

Publication Number Publication Date
JP2014058241A true JP2014058241A (en) 2014-04-03

Family

ID=50615144

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2012204577A Pending JP2014058241A (en) 2012-09-18 2012-09-18 Battery temperature adjustment system for electric vehicle

Country Status (1)

Country Link
JP (1) JP2014058241A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014079152A (en) * 2012-09-21 2014-05-01 Toyota Motor Corp Electric vehicle
WO2019176494A1 (en) * 2018-03-14 2019-09-19 株式会社デンソー Reserve tank device and cooling system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014079152A (en) * 2012-09-21 2014-05-01 Toyota Motor Corp Electric vehicle
WO2019176494A1 (en) * 2018-03-14 2019-09-19 株式会社デンソー Reserve tank device and cooling system

Similar Documents

Publication Publication Date Title
US20160355067A1 (en) Temperature control systems with thermoelectric devices
CN103972607B (en) Electric vehicle heat management system
US20170259643A1 (en) Temperature control systems with thermoelectric devices
US9692277B2 (en) Integrated electric motor assembly
US20150266392A1 (en) Battery temperature regulating device
US9105951B2 (en) Thermal management system using a phase-change material for vehicle with electric traction motor
US8449997B2 (en) Thermal energy transfer system for a power source utilizing both metal-air and non-metal-air battery packs
US8448696B2 (en) Coolant de-aeration reservoir
US8875820B2 (en) Hybrid construction machine
US9780422B2 (en) Cabin and battery cooling control for electrified vehicles
KR101294164B1 (en) System for managing waste heat of electric car and method therefor
US7975757B2 (en) Vehicle HVAC and RESS thermal management
US7649273B2 (en) Hybrid drive unit having a low-temperature circuit
US8806882B2 (en) Parallel integrated thermal management
US9827824B2 (en) Thermal management system for vehicle
JP5788774B2 (en) cooling system
KR100896777B1 (en) Multiple power supply apparatus with improved installability
US8753762B2 (en) Thermal management of cabin and battery pack in HEV/PHEV/BEV vehicles
JP6058703B2 (en) Equipment for thermal management of automobile compartments and drivetrains
DE102016101115A1 (en) Conductive vehicle charging port with cooling infrastructure
US8479855B2 (en) Cooling apparatus for vehicle
JP4872195B2 (en) Fuel cell and air conditioning control system
EP2394325B1 (en) Method for managing the heat in an electric battery
US20130111932A1 (en) Battery warm-up apparatus and method thereof
US7377237B2 (en) Cooling system for hybrid power system