JP2018170843A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further extend a cruising distance.SOLUTION: A vehicle 10 comprises a battery 16, a battery charger 18 for charging the battery, a duct 20 for taking in air from outside the vehicle and circulating the air for cooling the battery or the battery charger, a flow rate control mechanism 22 for controlling a flow rate of the air in the duct, a resistance cruising distance deriving unit for deriving a resistance cruising distance being a cruising distance of the vehicle with respect to air resistance with a plurality of different flow rates, a cooling cruising distance deriving unit for deriving a cooling cruising distance being the cruising distance of the vehicle with respect to a degree of cooling with the plurality of different flow rates, a flow rate deriving unit for deriving the flow rate that maximizes the cruising distance based on both the cooling cruising distance and the resistance cruising distance, and a flow rate control unit for controlling a flow rate control mechanism to the derived flow rate.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automobile equipped with a battery.

  A vehicle such as a hybrid vehicle or an electric vehicle is provided with a drive motor, and a battery for operating the drive motor is mounted. In a high-voltage battery for driving a vehicle or the like, when charging or discharging, reaction heat is generated due to a chemical reaction, and the temperature of the battery itself increases. When the temperature of the battery increases, the performance of the battery deteriorates, and it becomes impossible to charge and discharge efficiently when traveling in that state. As a result, there arises a problem that the life of the battery is affected and the cruising distance of the vehicle is shortened.

  In recent years, some hybrid vehicles, electric vehicles, and the like have begun to produce vehicles that can receive external electric power in a contactless manner, and construction of a charging lane that can be charged while traveling has been performed. If charging is performed during traveling, the battery is driven and charged at the same time, and further generates heat, affecting the life of the battery and the cruising distance. In addition, if the power for traveling is covered with the received power to suppress it, the charger will generate heat, and the cruising distance will be affected without continuous power reception. Therefore, it is necessary to cool the battery and the charger.

  Therefore, as disclosed in Patent Document 1, a cooling device has been developed that can cool the heat generated by the battery during charging and discharging using air in the passenger compartment.

JP 2008-141945 A

  In the prior art disclosed in Patent Document 1 described above, since air in the passenger compartment is used, more power may be consumed to cool the battery depending on the air conditioning temperature in the passenger compartment. When power is consumed for cooling in this way, power that should have been usable for the cruising distance is lost correspondingly, and the cruising distance is shortened unintentionally.

  Therefore, it is conceivable to cool the battery by introducing traveling wind (outside air) generated during traveling of the vehicle without using air in the passenger compartment. However, even if air outside the vehicle is introduced in this way, the cruising distance may be shortened due to air resistance or the like caused by each component in the vehicle.

  In view of such a problem, an object of the present invention is to provide an automobile capable of extending a cruising distance by efficiently cooling a battery or a charger.

  In order to solve the above problems, an automobile of the present invention includes a battery, a charger that charges the battery, a duct that takes in air outside the vehicle and distributes it to cool the battery or the charger, and an air flow rate in the duct. A flow control mechanism that controls the vehicle, a resistance cruising distance deriving unit that derives a resistance cruising distance that is the cruising range of the vehicle against air resistance due to different flow rates, and a vehicle cruising distance with respect to the degree of cooling due to different flow rates A cooling cruising distance deriving unit for deriving a certain cooling cruising distance, a flow deriving unit for deriving a flow rate that maximizes the cruising distance based on both the resistance cruising distance and the cooling cruising distance, and a flow control mechanism for the derived flow rate A flow control unit for controlling.

  The resistance cruising distance should be shorter as the flow rate is larger.

  The cooling cruising distance should be longer as the flow rate is larger.

  You may further provide the 1st heat exchange mechanism which performs heat exchange with the air taken in into a duct, and a cooling medium, and the 2nd heat exchange mechanism which performs heat exchange with a cooling medium, a battery, or a charger.

  According to the present invention, it is possible to extend the cruising distance by efficiently cooling the battery and the charger.

It is a figure explaining the composition of vehicles. It is a figure explaining the structure of the electric control system of a vehicle. It is a flowchart explaining a flow volume adjustment process. It is the figure which showed the cruising distance with respect to the air resistance by each opening degree of a louver. It is a figure which shows the cruising range which considered both the resistance cruising range and the cooling cruising range with respect to each opening degree of a louver. It is a flowchart for demonstrating the flow of a cooling cruising distance derivation process. It is a figure for assisting description of FIG. It is a figure which shows a 1st modification. It is a figure which shows the 2nd modification.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a diagram illustrating the configuration of the vehicle 10. In the following, the traveling direction of the vehicle 10 will be described as a forward direction, the backward direction of the vehicle 10 as a backward direction, the vertically upward direction as an upward direction, and the vertically downward direction as a downward direction.

  Here, the vehicle (automobile) 10 includes a hybrid vehicle (HV) in which an engine (internal combustion engine) 12 and a drive motor (for example, a synchronous motor) 14 are provided as a drive source. A plug-in hybrid vehicle (PHV) that can receive electric power will be described as an example. However, this embodiment can be applied to various vehicles such as an electric vehicle (EV) as long as the vehicle is equipped with the battery 16 regardless of the plug-in hybrid vehicle.

  As shown in FIG. 1, the vehicle 10 includes an engine 12, a drive motor 14, a battery 16, a charger 18, a duct 20, and a flow rate control mechanism 22. The engine 12 and the drive motor 14 are disposed on the front side of the vehicle body 10a. The battery 16 and the charger 18 are arranged on the lower side in the center of the vehicle body 10a. Then, the vehicle 10 travels with the engine 12 in preference to the drive motor 14, travels with the drive motor 14 in preference to the engine 12, according to the travel state such as the required torque, Or drive together.

  The battery 16 (drive high-voltage battery) is composed of a secondary battery such as a lithium ion battery composed of a plurality of cells, and is stored with a voltage converted by the charger 18 (for example, DC (direct current) power of 100 V or more). To do. Then, electric power is supplied (transmitted) from the battery 16 to the drive motor 14.

  The charger 18 can receive the electric power sent from the external power supply 50 in a contactless manner. For example, the vehicle stops on a charging spot (external power supply 50) installed in a parking lot or the like, receives electric power generated from the spot, and stores it in the battery 16. Alternatively, the charger 18 can receive power generated from the charging lane while traveling on a charging lane (external power source 50) that is a part of the road.

  One end of the duct 20 is disposed on the front side of the vehicle body 10 a and the other end is disposed toward the battery 16, and air outside the vehicle 10 is taken in and distributed to the battery 16 and the charger 18. A flow rate control mechanism 22 is disposed in the duct 20.

  The flow control mechanism 22 is configured by a louver 22a. In the louver 22a, for example, three blade members that are open and close and are rectangular and plate-like, not shown, are arranged in parallel to the frame at a predetermined interval in the short direction of the blade members. Further, the blade member is provided orthogonally (or intersects) with respect to the extending direction (air flow direction) in the duct 20 and is pivotally supported so as to be rotatable by 90 degrees with the longitudinal direction as the central axis. The louver 22a adjusts the amount of air taken into the duct 20 in response to a command from the control unit 100 described later.

  By the way, the battery 16 used in a hybrid vehicle or an electric vehicle generates heat when power is transmitted to the drive motor 14 or the like or when it is charged. If the battery 16 continues to be used in a state of being heated from room temperature, the battery 16 deteriorates and its life is shortened. Further, if the battery 16 generates heat, the power storage must be restricted in order to prevent further heating. This shortens the cruising distance. Further, when the vehicle 10 is charged while traveling, the battery 16 is also charged at the same time as power transmission, and thus generates more heat. Further, in order to suppress the deterioration of the battery 16 and the shortening of the lifetime, it is necessary to perform stable power supply to the battery 16 in the charger 18, so that the heat generation of the charger 18 is also an issue.

  Therefore, it is conceivable to cool the battery 16 and the charger 18 by taking in the air outside the vehicle 10 received when the vehicle 10 travels and distributing the air to the battery 16 that generates heat through the duct 20.

  However, if the duct 20 is completely open, the degree of cooling of the battery 16 is increased, but running resistance (for example, pressure loss) occurs. In other words, when air outside the vehicle 10 is taken into the vehicle body 10 a through the duct 20, a mechanism inside the vehicle body 10 a becomes an obstacle (resistance), and the air taken into the vehicle body 10 a becomes a pressure loss and hinders the traveling of the vehicle 10. . When the traveling of the vehicle 10 is hindered, the battery 16 is further consumed to assist the driving of the vehicle 10, and as a result, the cruising distance is shortened.

  On the other hand, the air outside the vehicle 10 taken into the duct 20 has less travel resistance and a longer cruising distance when the amount of air taken in is smaller. However, if the amount of air outside the vehicle 10 taken into the duct 20 is small, the cooling performance of the battery 16 is lowered, and the cruising distance is also shortened. That is, the running resistance and the cooling performance are in a trade-off relationship with the cruising distance. Therefore, the vehicle 10 of the present embodiment is intended to extend the cruising distance by providing the duct 20, the flow rate control mechanism 22, and the control unit 100.

  FIG. 2 is a diagram for explaining the configuration of the electrical control system of the vehicle 10. The vehicle 10 includes a control unit 100, a storage unit 110, a GPS receiver 120, a remaining amount sensor 130, a vehicle speed sensor 140, a temperature sensor 150, and a flow rate control mechanism 22. In FIG. 2, solid arrows indicate electrical connection of the vehicle 10.

  The control unit 100 is constituted by a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs, a RAM as a work area, and the like, and controls the entire vehicle 10. A storage unit 110, a GPS receiver 120, a remaining amount sensor 130, a vehicle speed sensor 140, a temperature sensor 150, and a flow rate control mechanism 22 are connected to the control unit 100.

  The storage unit 110 is a recording medium such as an HDD (Hard Disk Drive), a DVD-ROM, or a memory card, and stores map data including a map image associated with road information on which the vehicle 10 can travel. .

  The GPS receiver 120 receives GPS signals (positioning information) from a plurality of GPS satellites at a predetermined cycle, and transmits the received GPS signals to the control unit 100.

  The remaining amount sensor 130 detects the remaining amount of charge of the battery 16 and transmits a remaining amount signal indicating the detected remaining amount to the control unit 100.

  The vehicle speed sensor 140 detects the speed (traveling speed) of the vehicle 10 and transmits a speed signal indicating the detected speed to the control unit 100.

  The temperature sensor 150 detects the temperature of the control device (the drive motor 14, the battery 16, and an inverter (not shown)) of the drive motor 14, and transmits a temperature signal indicating the detected temperature to the control unit 100.

  In addition, the control unit 100 executes the program so that the vehicle position specifying unit 160, the map data acquisition unit 162, the resistance cruising distance deriving unit 164, the cooling cruising distance deriving unit 166, the flow rate deriving unit 168, and the flow rate control unit 170 are performed. Also works.

  The vehicle position specifying unit 160 specifies the current position (longitude and latitude) of the vehicle 10 based on the GPS signal acquired by the GPS receiver 120.

  The map data acquisition unit 162 reads out map data in a range corresponding to a preset scale from the storage unit 110 with the current position specified by the vehicle position specifying unit 160 as a reference.

  The resistance cruising distance deriving unit 164 derives the resistance cruising distance, which is the cruising distance of the vehicle 10 with respect to the traveling resistance, based on the traveling resistance received by the amount of air outside the vehicle 10 taken into the duct 20 based on the opening of the louver 22a. To do.

  The cooling cruising distance deriving unit 166 is based on the degree of cooling of the battery 16 based on the degree of cooling of the battery 16 by the amount of air outside the vehicle 10 taken into the duct 20 by the degree of opening of the louver 22a. A cooling cruising distance that is the cruising distance of the vehicle 10 is derived.

  The flow rate deriving unit 168 derives the flow rate (opening degree of the louver 22a) that maximizes the cruising distance based on parameters (values) derived based on both the resistance cruising distance deriving unit 164 and the cooling cruising range deriving unit 166. .

  The flow rate control unit 170 controls the opening degree of the flow rate control mechanism 22 (louver 22a) so that the flow rate derived by the flow rate deriving unit 168 is obtained.

(Flow adjustment process)
FIG. 3 is a flowchart for explaining the flow rate adjustment process. The control unit 100 executes a flow rate adjustment process shown below.

(Step S200)
First, the control unit 100 determines whether or not the vehicle 10 is traveling in a chargeable lane based on the GPS signal through the vehicle position specifying unit 160. As a result, if the vehicle is traveling in the chargeable lane (YES in step S200), the process proceeds to step S201. If the vehicle is not traveling in the chargeable lane (NO in step S200), the process proceeds to step S202. Note that the control unit 100 may predict that the vehicle is traveling in the chargeable lane based on the GPS signal in advance, and may determine that the vehicle is traveling in the chargeable lane at a timing when the vehicle will travel in the chargeable lane.

(Step S201)
If it is determined in step S200 that the vehicle 10 is traveling in the chargeable lane, the control unit 100 compares the remaining amount of the battery 16 with the chargeable amount based on the remaining amount signal, and performs charging. It is determined whether or not it is possible. As a result, if charging is possible (YES in step S201), the process proceeds to step S203, and if charging is not possible (NO in step S201), the process proceeds to step S202.

(Step S202)
If it is determined in step S200 that the vehicle is not traveling in the chargeable lane, or if it is determined in step S201 that charging is not possible, the control unit 100 determines the temperature of the control device of the drive motor 14 or The opening degree of the louver 22a is controlled by the air temperature outside the vehicle 10 (normal control).

(Step S203)
If it is determined in step S201 that charging is possible, the resistance cruising distance deriving unit 164 has a resistance cruising distance that is the cruising distance of the vehicle 10 with respect to air resistance due to a plurality of different flow rates (openings of the louvers 22a). Is derived.

  FIG. 4 is a diagram showing a cruising distance (resistance cruising distance) with respect to air resistance depending on each opening degree of the louver 22a. In FIG. 4, the horizontal axis indicates the opening degree of the louver 22a, and the vertical axis indicates the resistance cruising distance. The opening degree is 0 degrees on the left side in FIG. 4 (louver 22a is closed) and 90 degrees on the right side (louver 22a is opened). The resistance cruising distance deriving unit 164 derives all the resistance cruising distances for each opening degree (for example, every 10 degrees) of the louver 22a. As shown in FIG. 4, the resistance cruising distance becomes longer as the opening degree becomes smaller, and the resistance cruising distance becomes shorter as the opening degree becomes larger. In addition, ten parameters (values) are derived for the resistance cruising distance.

(Step S204)
When the resistance cruising distance is derived in step S203, the cooling cruising distance deriving unit 166 derives the cooling cruising distance that is the cruising distance of the vehicle 10 with respect to the degree of cooling due to a plurality of different flow rates (openings of the louvers 22a). (Cooling cruising distance derivation process). The cooling cruising distance deriving unit 166 derives all the cooling cruising distances for each opening degree (for example, every 10 degrees) of the louver 22a. Ten parameters (values) are derived for the cooling cruising distance. The cooling cruising distance deriving process (step S204) will be described in detail later.

(Step S205)
In step S203 and step S204, when 10 resistance cruising distances and 10 cooling cruising distances for 10 openings of the louver 22a are derived, the flow rate deriving unit 168 determines the derived 20 parameters ( Value), the opening degree of the louver 22a having the longest cruising distance is derived.

  FIG. 5 is a diagram showing a cruising distance that takes into account both a resistance cruising distance (FIG. 4) and a cooling cruising distance (FIG. 7D) to be described later with respect to each opening degree of the louver 22a. In FIG. 5, the horizontal axis indicates the opening of the louver 22a, and the vertical axis indicates the cruising distance. Here, at each opening, the resistance cruising distance and the cooling cruising distance are compared, and the longer cruising distance is extracted to obtain a polygonal line as shown in FIG. Then, the flow rate deriving unit 168 derives an opening degree that makes the cruising distance the longest in FIG. 5, for example, an opening degree of 70 degrees.

(Step S206)
In step S205, when the opening degree of the louver 22a having the longest cruising distance is derived, the flow control unit 170 controls the opening degree of the louver 22a to the derived opening degree.

(Cooling cruising distance derivation processing step S204)
FIG. 6 is a flowchart for explaining the flow of the cooling cruising distance deriving process, and FIG. 7 is a diagram for assisting the explanation of FIG.

(Step S204-1)
The cooling cruising distance deriving unit 166 calculates a required charge amount (required charge amount) from the running state during the flow rate adjustment process based on the remaining amount signal. That is, in the state of the vehicle 10, how much electric power is desired to be charged from the charging facility is calculated. For example, when the remaining amount of the battery 16 is low and the speed of the vehicle 10 is high, the required charge amount is high.

(Step S204-2)
Then, the cooling cruising distance deriving unit 166 confirms the specifications of the chargeable lane (charging facility) (for example, the distance and rated power of the charging facility) based on the map data transmitted from the storage unit 110.

(Step S204-3)
Then, the cooling cruising distance deriving unit 166 calculates the amount of power that can be charged by the charging facility that will travel from now on, based on the speed signal and the specifications of the chargeable lane. However, when the required charge amount is smaller than the chargeable power amount, the required charge amount is calculated as the chargeable power amount. At this time, the cooling cruising distance estimated from the calculated chargeable electric energy is also calculated. The estimated cooling cruising distance calculated here is the longest distance of the cooling cruising distance.

(Step S204-4)
Then, the cooling cruising distance deriving unit 166 checks the temperature of the control device of the drive motor 14 based on the temperature signal, and how much the control device of the drive motor 14 is charged when charging the charge amount calculated in step S204-3. Estimate whether the temperature will increase. However, at this time, the opening degree of the louver 22a is 0 degree (closed).

(Step S204-5)
Then, the cooling cruising distance deriving unit 166 uses the temperature of the air outside the vehicle 10 during the flow rate adjustment processing (outside not shown) with respect to the temperature increase of the control device of the drive motor 14 estimated in step S204-4. Based on the temperature sensor) and the speed signal (the speed of the vehicle 10), the required flow rate (the opening degree of the louver 22a) is calculated. The opening degree of the louver 22a calculated here is the maximum opening degree necessary for cooling the battery 16 (the opening degree indicated by a broken line in FIG. 7).

(Step S204-6)
Then, the cooling cruising distance deriving unit 166 confirms how much the battery 16 is cooled with respect to each opening degree of the louver 22a. FIG. 7A is a diagram showing the degree of cooling of the battery 16 with respect to each opening degree of the louver 22a. In FIG. 7A, the horizontal axis represents the opening degree of the louver 22a, and the vertical axis represents the degree of cooling of the battery 16. As shown in FIG. 7A, the battery 16 is cooled as the opening degree increases. However, since the maximum opening degree is calculated in step S204-5 (the opening degree indicated by the broken line in FIG. 7A), it is not necessary to set the opening degree larger than the maximum opening degree.

(Step S204-7)
Then, the cooling cruising distance deriving unit 166 calculates a chargeable amount for each opening degree of the louver 22a. FIG. 7B is a diagram showing the chargeable amount of the battery 16 with respect to each opening degree of the louver 22a. In FIG. 7B, the horizontal axis indicates the opening degree of the louver 22 a, and the vertical axis indicates the chargeable amount of the battery 16. As shown in FIG. 7B, the chargeable amount increases as the opening degree increases. However, even if the opening is larger than the maximum opening, the chargeable amount does not increase beyond the maximum opening.

(Step S204-8)
Then, the cooling cruising distance deriving unit 166 calculates the cooling cruising distance based on the chargeable amount calculated in step S204-7. FIG. 7C shows the cooling cruising distance with respect to the chargeable amount. In FIG. 7C, the horizontal axis represents the chargeable amount, and the vertical axis represents the cooling cruising distance. As shown in FIG. 7C, the cooling cruising distance becomes longer as the chargeable amount increases. However, the cooling cruising distance does not become longer than the estimated cooling cruising distance calculated in step S204-3.

(Step S204-9)
Finally, the cooling cruising distance deriving unit 166 calculates the cooling cruising distance for each opening degree of the louver 22a. FIG.7 (d) is the figure which showed the cooling cruising distance with respect to each opening degree of the louver 22a. In FIG. 7D, the horizontal axis represents the opening degree of the louver 22a, and the vertical axis represents the cooling cruising distance. As shown in FIG. 7D, the cooling cruising distance increases as the opening degree increases. However, since the battery 16 and the charger 18 are sufficiently cooled even when the opening is larger than the maximum opening, the cooling cruising distance does not become longer than the maximum opening from the viewpoint of charging power.

  Then, in step S205, the flow rate deriving unit 168 calculates the ten resistance cruising distances derived for each opening degree of the louver 22a derived by the resistance cruising distance deriving unit 164 in step S203, and cooling in step S204-9. Based on the 10 cooling cruising distances derived for each opening of the louver 22a derived by the cruising distance deriving unit 166, the opening of the louver 22a having the longest cruising distance is derived. That is, the flow rate deriving unit 168 extracts the resistance cruising distance for each opening degree in FIG. 4 and the cooling cruising distance for each opening degree in FIG. The opening degree of the louver 22a having the longest cruising distance is derived. As shown in FIG. 5, for example, the opening degree of the louver 22a is optimally 70 degrees, and the opening degree of the louver 22a is controlled at the optimal 70 degrees.

  As described above, when the vehicle 10 equipped with the battery 16 is charged while traveling, the duct 20 is estimated so that the cruising distance is estimated by performing a flow rate adjustment process so that the cruising distance becomes the longest. The battery 16 and the charger 18 can be cooled while adjusting the amount of air outside the vehicle 10 taken into the vehicle. As described above, according to the vehicle 10 according to the present embodiment, while appropriately cooling the battery 16 and the charger 18, while ensuring a long battery life, by further utilizing received power to the maximum, It is possible to maximize the cruising range.

(First modification)
In the above-described embodiment, the flow control mechanism 22 has been described as an example of the louver 22a. However, when the vehicle 10 is at a low speed, air outside the vehicle 10 may not be sufficiently taken into the duct 20. In that case, the flow control mechanism 22 may be provided with a fan 22b in addition to the louver 22a.

  FIG. 8 is a diagram illustrating a first modification. In addition, about the component substantially equivalent to the vehicle 10 mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted. A vehicle (automobile) 30 includes an engine 12, a drive motor 14, a battery 16, a charger 18, a duct 20, and a flow rate control mechanism 22. Here, the flow control mechanism 22 includes a louver 22a and a fan 22b.

  Louver 22a and fan 22b are arranged in duct 20. The louver 22 a is provided on one end side of the duct 20. The fan 22 b is provided near the other end side of the duct 20 and the battery 16. Louver 22a and fan 22b adjust the amount of air outside vehicle 30 taken into duct 20 in conjunction with the function of control unit 100.

  Similarly to the present embodiment, in the modified vehicle 30 as well, the flow rate control mechanism 22 and the control unit 100 adjust the amount of air outside the vehicle 30 taken into the duct 20 so that the cruising distance becomes the longest. The battery 16 and the charger 18 can be cooled well. According to the vehicle 30, even when the vehicle 30 travels at a low speed and air outside the vehicle 30 is difficult to be taken into the duct 20, the fan 22 b can be used, and the cruising can be performed while improving the cooling efficiency of the battery 16. It is possible to maximize the distance.

(Second modification)
In the above embodiment, it has been described that the battery 16 and the charger 18 are cooled by the air flowing in the duct 20 directly hitting the battery 16 and the charger 18. In the first modification, the flow control mechanism 22 is provided with a fan 22b in addition to the louver 22a, and the air from the fan 22b directly hits the battery 16 and the charger 18, whereby the battery 16 and the charger 18 are provided. Explained that it is cooled. However, the battery 16 and the charger 18 may be cooled indirectly via a cooling medium.

  FIG. 9 is a diagram illustrating a second modification. In addition, about the component substantially equivalent to the vehicle 10 mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted. A vehicle (automobile) 40 includes an engine 12, a drive motor 14, a battery 16, a charger 18, a duct 20, a flow rate control mechanism 22, and a heat exchange mechanism 24. Here, the flow control mechanism 22 is configured by a louver 22a. Louver 22a adjusts the amount of air outside vehicle 40 taken into duct 20 in conjunction with the function of control unit 100.

  The heat exchange mechanism 24 includes a first heat exchange mechanism 24a and a second heat exchange mechanism 24b. The first heat exchange mechanism 24 a is provided near the battery 16 on the other end side of the duct 20 in the duct 20. The second heat exchange mechanism 24b is connected to the first heat exchange mechanism 24a and is provided so as to surround the battery 16 (charger 18).

  The first heat exchange mechanism 24a and the second heat exchange mechanism 24b are filled with a cooling medium (liquid or gas) such as water. The cooling medium circulates in the first heat exchange mechanism 24a and the second heat exchange mechanism 24b.

  In the first heat exchange mechanism 24a, the cooling medium is cooled by heat exchange between the air flowing through the duct 20 and the cooling medium. In the second heat exchange mechanism 24b, the cooling medium flows, and the cooling medium and the battery 16 and the charger 18 exchange heat, thereby cooling the battery 16 and the charger 18 that generate heat. Therefore, the battery 16 and the charger 18 are cooled by circulating the cooling medium.

  Similarly to the above-described embodiment, in the vehicle 40 of the modified example, the cruising distance is adjusted by adjusting the amount of air outside the vehicle 40 taken into the duct 20 by the flow rate control mechanism 22, the heat exchange mechanism 24, and the control unit 100. The battery 16 or the charger 18 can be efficiently cooled so as to be the longest. At this time, the battery 16 and the charger 18 are indirectly cooled via the cooling medium. According to the vehicle 40, the battery 16 or the charger 18 can be appropriately cooled and can have the longest cruising distance without directly hitting the air flowing through the duct 20.

  In the second modification, a fan 22b may be further provided. At that time, the fan 22b is provided so that wind (air) generated from the fan 22b hits the first heat exchange mechanism 24a. In this case, as in the first modification, even when the vehicle 40 travels at a low speed and air outside the vehicle 40 is difficult to be taken into the duct 20, the fan 22 b is used and the heat exchange mechanism 24 indirectly In particular, the cruising distance can be maximized while improving the cooling efficiency of the battery 16.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  For example, in the above-described embodiment, the control unit 100 includes the vehicle position specifying unit 160, the map data acquisition unit 162, the resistance cruising distance deriving unit 164, the cooling cruising distance deriving unit 166, the flow rate deriving unit 168, and the flow rate control unit 170. The functional configuration has been described as an example. However, the vehicle position specifying unit 160, the map data acquisition unit 162, the resistance cruising distance deriving unit 164, the cooling cruising distance deriving unit 166, the flow rate deriving unit 168, and the flow rate control unit 170 are configured separately from the control unit 100. Also good.

  In the above-described embodiment, the duct 20 has been described as circulating the taken-in air through the battery 16 and the charger 18. However, the duct 20 may distribute the taken-in air to either the battery 16 or the charger 18.

  In the above-described embodiment, the battery 16 is cooled using the flow rate control mechanism 22. However, if the battery 16 generates high heat and the air outside the vehicle 10 taken into the duct 20 cannot be cooled in time, the air conditioning in the vehicle interior is temporarily cut or weakened to reduce the power used for driving. The heat generation of the battery 16 may be suppressed.

  Further, in the above-described embodiment, the case where the control unit 100 controls the flow rate control mechanism 22 has been described. However, an indicator that displays the speed at which the cruising distance is the longest to the driver of the vehicle 10 is provided in the vehicle body 10a. Also good.

  In the above-described embodiment, the case where the control unit 100 controls the flow rate control mechanism 22 has been described. However, the control unit 100 may suppress the power consumption of the drive motor 14 so that the cruising distance becomes the longest. Good.

  In the above-described embodiment, the case where the flow rate is determined by comparing the parameters (values) derived by the resistance cruising distance deriving unit 164 and the cooling cruising distance deriving unit 166 has been described. Furthermore, it may be compared with a cruising distance based on the opening when normal control is performed.

  The present invention can be used for an automobile equipped with a battery.

10, 30, 40 Vehicle (automobile)
16 battery 18 charger 20 duct 22 flow rate control mechanism 164 resistance cruising distance deriving unit 166 cooling cruising distance deriving unit 168 flow rate deriving unit 170 flow rate controlling unit

Claims (4)

Battery,
A charger for charging the battery;
A duct that takes in air outside the vehicle and distributes it to cool the battery or the charger;
A flow rate control mechanism for controlling the flow rate of the air in the duct;
A resistance cruising distance deriving unit for deriving a resistance cruising distance that is a cruising range of the vehicle with respect to air resistance due to different flow rates;
A cooling cruising distance deriving unit for deriving a cooling cruising distance that is a cruising distance of the vehicle with respect to the cooling degree by different flow rates;
A flow rate deriving unit for deriving a flow rate that maximizes the cruising distance based on both the resistance cruising range and the cooling cruising range;
A flow rate control unit for controlling the flow rate control mechanism to the derived flow rate;
Automobile equipped with.   The automobile according to claim 1, wherein the resistance cruising distance decreases as the flow rate increases.   The automobile according to claim 1, wherein the cooling cruising distance is longer as the flow rate is larger. A first heat exchange mechanism for exchanging heat between the air taken into the duct and the cooling medium;
A second heat exchange mechanism for performing heat exchange between the cooling medium and the battery or the charger;
The automobile according to any one of claims 1 to 3, further comprising:

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