JP5835873B2 - Temperature control system - Google Patents

Description

  The present invention relates to a system for adjusting the temperature of each part of an automobile in which wheels are driven by a motor using a secondary battery or a fuel cell, such as an electric vehicle, a hybrid (gasoline engine + electric) vehicle, and a fuel cell vehicle. .

  In recent years, an increase in carbon dioxide has been cited as one of the environmental problems. Carbon dioxide is cited as one of the causes of global warming, and it is trying to suppress the generation, for example, the amount of gas discharged from automobiles and the like.

  Therefore, there are high expectations for the development of electric vehicles, hybrid vehicles, fuel cell vehicles, etc. (hereinafter referred to as electric vehicles) that do not emit carbon dioxide or can suppress the generation of carbon dioxide compared to conventional products. (See Patent Document 1).

  These electric vehicles and the like are effective as measures against environmental problems as described above, but on the other hand, there are problems regarding the performance of the vehicles themselves.

  For example, when the temperature is low, such as in a cold district, the electric vehicle or the like cannot be started relatively smoothly. Moreover, the capability of traveling itself will also fall.

  In cold areas, the seats are cold. Therefore, it is conceivable to warm the seat and the like. However, if the electric power charged in the secondary battery is consumed by a heater or the like, the cruising distance of these electric vehicles or the like is reduced accordingly. Therefore, if it is a secondary battery, charge frequency will become high and the life of battery itself will also become short. Fuel consumption is also accelerated in fuel cells.

JP-A-10-147138

  As a result of intensive studies, the present inventors have conceived that the cause of such problems in cold regions and the like is that the temperature of each part of the automobile is decreasing. Therefore, the present invention has been made in view of such a problem, and in an electric vehicle or the like, it is possible to prevent a decrease in the ability as a vehicle even in a cold region or the like, and it is possible to travel comfortably. An object of the present invention is to provide a system capable of adjusting the temperature of each part of an automobile.

  In order to achieve the above object, the present invention provides at least a motor room equipped with a secondary battery or a fuel cell for driving wheels by a motor and a vehicle room for a person to ride, And a temperature control system for adjusting the temperature of each part of the automobile, wherein the temperature control system includes at least one catalyst heater including a catalyst and a fuel tank for supplying fuel to the catalyst; The liquid medium is heated by using heat generated by the catalyst heater and circulates to each part of the automobile to adjust the temperature of each part of the automobile. A temperature control system is provided.

  Thus, the temperature control system of the present invention can easily adjust the temperature of each part of the automobile in an electric vehicle or the like. As a result, even when the outside air temperature is low, such as in a cold region, it is possible to prevent the ability of the automobile from being lowered, and it is possible to improve the vehicle interior environment including the seat and the like.

  Since only the catalyst heater and the liquid medium are required to adjust the temperature of each part of the automobile, the necessity of consuming electric power such as a secondary battery for the heater or the like can be extremely suppressed. As a result, it is possible to use more power for driving the wheel than before, and to extend the cruising distance.

  Moreover, since more electric power can be used for driving the wheel, the frequency of charging the secondary battery can be reduced compared to the conventional case, and the life of the battery itself can be extended. The consumption of fuel for other than driving can be suppressed.

  At this time, a heat exchanger for transferring heat generated by the catalyst heater to the liquid medium can be further provided.

  As described above, if the heat exchanger is further provided, the heat generated by the catalyst heater can be efficiently transmitted to the liquid medium and heated. Therefore, it becomes possible to warm each part of a car efficiently.

In particular, it is preferable that each part of the automobile whose temperature is adjusted be at least the secondary battery.
When the temperature of the secondary battery itself decreases in a cold district or the like, the voltage decreases, and the power to the motor that drives the wheels decreases, resulting in poor efficiency. However, as in the present invention, if a temperature control system capable of adjusting at least the temperature of the secondary battery with a heated liquid medium is provided, a decrease in the temperature of the secondary battery can be prevented, and Sufficient electric power can be secured, and smooth starting and running can be performed.

Furthermore, each part of the automobile in which the temperature is adjusted may include a seat on which a person sits.
In such a case, the seat can be individually heated by the heated liquid medium, so that it is comfortable even in winter, and this does not shorten the cruising distance of the vehicle.

Further, the catalyst heater may be arranged in a small size in the seat, and the seat may be further warmed by heat generated by the catalyst heater.
As described above, if the seat can be heated by the heat generated by the catalyst heater itself, it can be heated more efficiently.

The fuel may be methanol.
Methanol is often used as the fuel for the catalyst heater. For example, a conventional catalyst heater can be used.

  The automobile further includes an air-conditioning duct and an air-conditioning fan, and the air-conditioning duct blows air into the passenger compartment and an air inlet formed in the passenger compartment for sucking in the air in the passenger compartment. The air conditioning fan is disposed in the air conditioning duct, and the air in the passenger compartment is sucked from the air inlet by the air conditioning fan and passes through the air conditioning duct. The air in the passenger compartment is circulated and can be circulated, and the air generated in the air conditioning duct is harmonized and blown into the passenger compartment by using the heat generated by the catalyst heater to harmonize the air in the passenger compartment. Can be.

  Conventionally, it has been necessary to consume power such as a secondary battery for the PTC heater in air conditioning, but in the present invention, the necessity is suppressed as much as possible, and the air in the passenger compartment is harmonized efficiently without being influenced by the outside temperature. Is possible. For this reason, it is possible to suppress the necessity of consuming electric power from the secondary battery or the like for the air conditioning heater, and the cruising distance can be extended accordingly. In addition, the charging frequency of the secondary battery, the life of the battery itself, and the fuel consumption of the fuel cell can be suppressed.

  At this time, the catalyst of the catalyst heater is inserted into the air conditioning duct, and the air sucked into the air conditioning duct is heated by the heat generated by the catalyst heater and blown into the vehicle interior, The vehicle interior can be heated.

  If it is such, the heat which generate | occur | produced from the catalyst heater can be efficiently transmitted to the air suck | inhaled in the air-conditioning duct, and it can heat a vehicle interior effectively.

  Alternatively, the catalyst heater further includes a heat conductor connected to the catalyst, and the heat conductor of the catalyst heater is inserted into the air conditioning duct, and by heat generated by the catalyst heater, The air sucked into the air conditioning duct is heated through the heat conductor and blown into the passenger compartment, and the passenger compartment is heated.

  If it is such, it can prevent that what is discharged | emitted from a catalyst heater (for example, water) is directly sent into a vehicle interior through an air conditioning duct as a vehicle interior is heated.

  The air-conditioning duct is passed through a seat where a person sits, and the air sucked into the air-conditioning duct is warmed by heat generated by the catalyst heater, so that the seat is individually separated. It can be warmed.

  Such a configuration is preferable because the seat can be further warmed by the air in the heated air-conditioning duct.

  The catalyst heater may further include a ceramic or stainless steel carrier that supports the catalyst, and a person is warmed by radiating far-infrared rays from the carrier through the air blowing port.

  Such a case is preferable because it is possible to further warm the person by far infrared rays radiated from the carrier.

  In addition, the automobile further includes a refrigerant chamber that contains a refrigerant and has a function of cooling the vehicle interior, the air conditioning duct passes through the refrigerant chamber, and the refrigerant in the refrigerant chamber is the catalyst. The air heated by the heater and sucked into the air conditioning duct by the heat pump method is cooled and blown into the vehicle interior, and the vehicle interior can be cooled.

  In such a case, the refrigerant heated and vaporized by the catalyst heater cools and condenses once, and then the condensed refrigerant takes heat from the air in the air conditioning duct and vaporizes again by a heat pump system. Thus, the air in the air conditioning duct can be cooled. As a result, the passenger compartment can be cooled.

At this time, it is preferable that the refrigerant is any one of HFO-1234yf, HFO-1234zf, isomers thereof, and carbon dioxide.
If the refrigerant is such, it has a low global warming potential and is environmentally friendly.

In this case, it is preferable that the automobile further includes a direct methanol fuel cell, and the air conditioning fan can be driven by the direct methanol fuel cell.
Furthermore, the direct methanol fuel cell may share the fuel tank of the catalyst heater as a methanol supply source.

If the air conditioning fan can be driven by a direct methanol fuel cell, it is possible to eliminate the need to consume power such as a secondary battery to drive the air conditioning fan. The battery life and cruising range can be further improved.
Furthermore, if the fuel tank of the catalyst heater is shared as the methanol supply source, the air conditioning system can be operated efficiently, and there is no need to provide a new fuel tank for the direct methanol fuel cell. It will be better in terms of weight and space.

The roof of the passenger compartment may further include a solar cell, and the air conditioning fan may be driven by the solar cell.
If this is the case, it is possible to drive the air-conditioning fan by a solar battery without the need for electric power such as a secondary battery for driving the air-conditioning fan. The distance can be improved.

  The automobile further includes an outside air fan having a mechanism for transmitting rotation to the air conditioning fan, and an outside air duct through which the outside air can pass, and the outside air fan is disposed in the outside air duct. The outside air fan is rotated by outside air that passes through the outside air duct during travel, and the rotation of the outside air fan is transmitted, so that the air conditioning fan can rotate. .

  If this is the case, it is possible to drive the air-conditioning fan with the ram pressure during traveling without the need for electric power such as a secondary battery for driving the air-conditioning fan. Life and cruising range can be improved.

  With the temperature control system of the present invention, the temperature of each part of an automobile can be easily adjusted even in a cold region, etc. in an electric vehicle etc., thereby preventing a decrease in the ability of the automobile etc. and a comfortable environment It can be run underneath. In addition, the power consumption of the secondary battery and the like can be suppressed as much as possible when warming each part of the automobile, and the cruising distance of the automobile can be extended and the life of the battery can be extended.

It is the schematic which shows an example of the temperature control system of this invention. It is explanatory drawing which shows an example of the mechanism which heats a liquid medium using the heat | fever which generate | occur | produces from a catalyst heater. It is explanatory drawing which shows another example of the mechanism which heats a liquid medium using the heat which generate | occur | produces from a catalyst heater. It is explanatory drawing which shows an example of the mechanism which warms a secondary battery. It is explanatory drawing which shows an example of the mechanism which heats a seat. It is the schematic which shows another example of the temperature control system of this invention. It is explanatory drawing which shows an example of the mechanism of the vehicle interior heating using a catalyst heater. It is explanatory drawing which shows another example of the mechanism of the heating of the vehicle interior using a catalyst heater. It is explanatory drawing which shows an example of the mechanism of the cooling of the vehicle interior using a catalyst heater. It is explanatory drawing which shows an example of the mechanism of rotation of the air conditioning fan using ram pressure. It is a graph which shows the discharge temperature characteristic of the battery in an Example and a comparative example. It is a graph which shows an example of the discharge temperature characteristic of a battery.

Hereinafter, embodiments of the present invention will be described, but the present invention is not limited thereto.
In a conventional electric vehicle or the like, when the air temperature is low such as in a cold region, the start-up is not performed relatively smoothly, or the ability of the running itself is reduced.
As a result of extensive research by the present inventors, it was first found that the decrease in the capability of the automobile was caused by the temperature of the secondary battery itself being lowered due to the low outside air temperature. .

Here, the discharge temperature characteristics of the battery will be described.
FIG. 12 shows an example of the discharge temperature characteristic of the battery. The vertical axis represents the voltage, and the horizontal axis represents the discharge capacity. The relationship between the voltage and the discharge capacity when discharging is continued at a constant current value after charging is shown. The cases where the environmental temperature is −20 ° C., 0 ° C., and 20 ° C. are shown.

  Naturally, the lower the environmental temperature, the lower the temperature of the battery, and as can be seen from FIG. 12, the lower the environmental temperature (the lower the temperature of the battery), the lower the cell voltage during discharge.

Therefore, in a secondary battery such as an electric vehicle, when the outside air temperature is low and the temperature of the secondary battery is low, such as in a cold region, it becomes difficult to obtain a sufficient voltage as compared with the situation where the outside air temperature is high, and therefore sufficient. It becomes difficult to supply power to the motor. In other words, in cold districts and the like, it is considered that the capacity is reduced at the time of starting and running.
Further, in cold districts and the like, the passenger compartment and seats are also cooled, and the environment in the passenger compartment cannot be said to be good.

  On the other hand, in order to improve the temperature of the secondary battery and the environment in the passenger compartment, the cruising distance or the like will be affected if the power from the secondary battery itself is used when each part is heated.

  Therefore, the present inventors have incorporated a temperature control system that can adjust the temperature of each part of the automobile, such as the secondary battery and the seat, into the electric vehicle or the like without depending largely on the power from the secondary battery. The present invention has been completed by discovering that it is possible to prevent a decrease in the performance of the automobile as a vehicle and to improve the vehicle interior environment during driving.

Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited thereto.
FIG. 1 shows an outline of an example of the temperature control system 1 of the present invention. In addition, in FIG. 1, the motor vehicle 2 in which the temperature control system 1 of this invention was integrated is shown in figure.
In addition, here, the automobile 2 will be described by taking an electric vehicle equipped with a secondary battery as an example, but other hybrid vehicles (especially those that are driven by electricity), fuel cells (and secondary batteries) are installed. It can also be a fuel cell vehicle.

The automobile 2 is provided with a motor compartment 4 and wheels 5 in addition to a passenger compartment 3 in which a person rides. In the motor compartment 4, a secondary battery 6 and a motor 7 are mounted. The wheel 5 can be driven by rotating the motor 7 by the secondary battery 6.
In FIG. 1, the motor chamber 4 is provided in the lower part of the automobile 2, but is not limited to this, and can be provided at an appropriate position according to other conditions.

And as a structure of the temperature control system 1 of this invention integrated in such a motor vehicle 2, the liquid feeding pipe 8, the pump 9, the catalyst heater 10, and the liquid medium 11 are mentioned.
The liquid supply pipe 8 has an annular shape, and is disposed via various parts of the automobile (secondary battery 6 and seat 12 (see FIG. 5), etc.) for temperature adjustment. A liquid medium 11 is accommodated in the liquid supply pipe 8, and the liquid medium 11 can be circulated through the liquid supply pipe 8 through various parts of the automobile by a pump 9.

  In addition, a catalyst heater 10 is provided, and the liquid medium 11 in the liquid feeding pipe 8 is heated by using heat generated by the catalyst heater 10. Then, the liquid medium 11 flowing in the liquid supply pipe 8 in such a manner that it can circulate is heated, so that the heated liquid medium 11 circulates in each part of the automobile such as the secondary battery 6 and the seat 12. The temperature of can be adjusted.

Hereinafter, each part of the temperature control system 1 of this invention is further explained in full detail.
First, the catalyst heater 10 will be further described.
FIG. 2 shows an example of a mechanism for heating the liquid medium using heat generated from the catalyst heater.

  The catalyst heater 10 includes a carrier (catalyst body 14) on which a catalyst 13 is supported and a fuel tank 15. Between the catalyst body 14 and the fuel tank 15, a fuel supply pipe 16 and a fuel permeable film 17 capable of transmitting an oxidizing gas (for example, air) in addition to the fuel are disposed, and the fuel tank 15 passes through these. This fuel can be supplied to the catalyst body 14 having the catalyst 13.

Examples of the catalyst 13 include platinum, palladium, rhodium, iridium, nickel, iron, ruthenium, molybdenum, tungsten, tin, niobium-based or titanium-based oxides mixed with carbon and nitrogen, and combinations thereof. Examples thereof are not limited to these. In addition, a catalyst generally used in a catalyst heater can be used.
Also, the shape is not particularly limited, but in order to increase the surface area and increase the reaction efficiency, it is preferable to use fine particles of 1 to 100 nm, for example.

Examples of the carrier include ceramics such as alumina, silica, and zeolite, metals such as aluminum and stainless steel, glass fibers, polyimide, PTFE, and the like, but are not particularly limited thereto. In addition, a carrier generally used in a catalyst heater can be used.
In particular, by using, for example, alumina-based or zirconia-based fine ceramics, stainless steel, silicon carbide, carbon or the like as a carrier, it is possible to radiate far infrared rays as described later.
Also, the shape is not particularly limited, but for example, a honeycomb-shaped one can be used in consideration of efficiency.

  These catalyst 13 and carrier can be appropriately determined according to the fuel to be used. An appropriate catalyst body 14 can be prepared by selecting the catalyst 13 and the carrier according to the conditions and, for example, coating the catalyst 13 uniformly on the carrier.

  Moreover, the fuel tank 15 should just be what can store the fuel to be used appropriately. The size, shape, and the like can be appropriately determined according to the space inside the automobile 2.

  Examples of the fuel include hydrogen, alcohols such as methanol and ethanol, and hydrocarbons such as propane and butane. However, the fuel is not limited thereto, and an appropriate fuel can be prepared each time. In particular, methanol is preferable because it is often used as a fuel for catalyst heaters.

Further, the shape, number, etc. of the fuel supply pipe 16 are not particularly limited. It suffices if fuel can be appropriately supplied to the catalyst body 14.
As the fuel permeable membrane 17, since the temperature of the catalyst heater 10 becomes high, for example, a ceramic filter, glass wool, polytetrafluoroethylene (PTFE), polybenzimidazole (PBI), silicone rubber or the like having a high heat resistance temperature can be used. . In addition to this, appropriate ones can be prepared each time. If such a fuel permeable membrane 17 is provided, the fuel penetrates the fuel permeable membrane 17 and diffuses, so that the fuel can be supplied uniformly to the catalyst body 14.

Here, the mechanism (heat exchanger 18) for heating the liquid medium using heat generated from the catalyst heater is not particularly limited as long as heat can be efficiently transferred from the catalyst heater to the liquid medium. For example, a general heat exchanger can be used.
In the form shown in FIG. 2, an oxidizing gas supply pipe 19 for supplying an oxidizing gas such as air to the catalyst body 14 is provided, and the catalyst body 14 having the catalyst 13 of the catalyst heater 10 is an oxidizing gas. Arranged in the supply pipe 19.

  The oxidizing gas supply pipe 19 communicates with, for example, the outside of the vehicle upstream and downstream of the catalyst body 14, and the oxidizing gas such as air supplied to the catalyst body 14 can be taken in from the outside of the vehicle, for example, using a fan or the like. it can. Further, the oxidizing gas that has not been used for the reaction on the catalyst 13 and the water generated by the reaction (which is converted into water vapor by the generated heat) can be discharged out of the vehicle.

  In the vicinity of the downstream side of the catalyst body 14, the liquid supply pipe 8 is wound around the oxidizing gas supply pipe 19. Or conversely, the oxidizing gas supply pipe 19 can be wound around the liquid feeding pipe 8.

When each part of the automobile is warmed, the air passing through the oxidizing gas supply pipe 19 is supplied onto the catalyst 13 in the catalyst body 14 and reacts with the fuel supplied from the fuel tank 15. This generates heat. Then, the liquid medium 11 is heated through the wound liquid feeding pipe 8 by the heat generated from the catalyst heater 10 and the heat from the air in the oxidizing gas supply pipe 19 heated by the heat.
The liquid medium 11 heated in this way is sent to each part of the automobile, so that each part of the automobile can be warmed and the temperature can be adjusted.

FIG. 3 shows another example of the heat exchanger. As shown in FIG. 3, in the form of the heat exchanger 18, the catalyst heater 10 further includes a heat conductor 20. The heat conductor 20 is connected to a catalyst body 14 having a catalyst 13 and is inserted into the liquid feeding pipe 8. The heat conductor 20 is not particularly limited in terms of material, shape, and the like, and may be any heat conductor that can efficiently transfer the heat generated on the catalyst 13 to the liquid medium 11 in the liquid feeding pipe 8.
On the other hand, the catalyst body 14 is disposed outside the liquid feeding pipe 8, and an oxidizing gas supply pipe 19 for supplying an oxidizing gas such as air to the catalyst body 14 is separately provided.

  When each part of the automobile is warmed, fuel is supplied from the fuel tank 15 and air or the like is supplied from the oxidizing gas supply pipe 19 to the catalyst body 14 to react to generate heat. The generated heat is transferred to the heat conductor 20, and the liquid medium 11 in the liquid feeding pipe 8 is warmed through the heat conductor 20, whereby each part of the automobile is warmed.

Next, the liquid medium 11 will be described.
Examples of the liquid medium 11 include, but are not limited to, silicone oil, fluorine-based oil, and ethylene glycol. Any material may be used as long as it is difficult to solidify and the like, and can efficiently receive heat generated by the catalyst heater 10 and transmit it to each part of the automobile.

  Further, the pump 9 is not particularly limited, and for example, a conventional one can be used. The liquid medium 11 only needs to be appropriately sent to each part of the automobile, and the arrangement position, the number, and the like are not limited and can be determined each time.

Next, the liquid feeding pipe 8 will be described.
The liquid supply pipe 8 may be disposed in each part of the automobile that requires temperature adjustment, and the shape, number, etc. thereof are not particularly limited. Where the liquid feeding pipe 8 is disposed can be appropriately determined.

  It is particularly preferable that the battery is disposed with respect to the secondary battery 6. At this time, as a method of disposing the liquid feeding pipe 8, it can be disposed so as to be wound around the secondary battery 6. FIGS. 1 and 4 show an example in the case where the liquid supply tube 8 is provided for the secondary battery. Of course, the present invention is not limited to this, and other arrangements can be employed in which the temperature of the secondary battery 6 itself can be adjusted efficiently and appropriately.

  As described above, if the liquid supply pipe 8 is provided for the secondary battery 6 and the temperature of the secondary battery 6 can be adjusted (warmed) with the heated liquid medium 11, the secondary battery 6 can be used even in a cold district. The temperature of the secondary battery 6 can be maintained at a certain temperature (for example, 20 ° C.) to prevent a decrease in voltage and power as seen in the graph of −20 ° C. and 0 ° C. in FIG. it can. Therefore, sufficient electric power can be applied to the motor, smooth start-up and running can be performed, and deterioration in performance as an automobile can be prevented.

  FIG. 5 shows an example in which the liquid feeding pipe 8 is disposed in the seat 12. By disposing in the seat 12 in this way, the seat 12 can be warmed by the heated liquid medium 11. Each seat 12 can be individually heated by appropriately providing a valve or the like.

In addition, as shown in FIG. 5, by disposing the catalyst heater 10 in the seat 12, it is possible to warm the seat by the heat itself generated by the catalyst heater 10. For example, by arranging a plurality of downsized catalyst heaters 10 in the seat 12, each position of the seat 12 can be warmed more efficiently. The number, size, etc. of the catalyst heater 10 disposed in the seat 12 are not particularly limited.
In this example, the catalyst body 14 is disposed in the oxidizing gas supply pipe 19, and the liquid supply pipe 8 is wound around the oxidizing gas supply pipe 19.

FIG. 6 shows another example of the temperature control system of the present invention.
As shown in FIG. 6, in addition to controlling the temperature with the liquid medium 11, it is also possible to provide a mechanism for air-conditioning the passenger compartment 3 using a catalyst heater. In this case, an air conditioning duct 21 and an air conditioning fan 22 are disposed in the automobile 2. The vehicle compartment 3 is formed with an air inlet 23 for taking in the air in the vehicle compartment 3 and an air outlet 24 for sending air into the vehicle compartment 3. Reference numeral 24 is connected to the air conditioning duct 21.

The air conditioning fan 22 is disposed in the air conditioning duct 21. By rotating the air conditioning fan 22, the air in the passenger compartment 3 is sucked from the air inlet 23 and blown through the air conditioning duct 21. Air can be blown into the passenger compartment 3 from the mouth 24.
With such a mechanism, the air in the passenger compartment 3 can be circulated.

  Further, the air generated in the air conditioning duct 21 is harmonized using heat generated by the catalyst heater 10. And the air in the air-conditioning duct 21 is harmonized in this way, so that the air in the passenger compartment 3 can be harmonized.

Here, the heating mechanism in the passenger compartment 3 using the catalyst heater 10 will be described with an example. Needless to say, the present invention is not limited to this, and a heating mechanism in another vehicle compartment 3 using the catalyst heater 10 can be used.
As shown in FIG. 7, in this example, the catalyst body 14 including the catalyst 13 of the catalyst heater 10 is disposed in the air conditioning duct 21. In this case, the oxidizing gas is air from the passenger compartment 3 that flows in the air conditioning duct 21. At this time, the liquid supply pipe 8 can be disposed so as to be wound around the air conditioning duct 21 (see FIG. 6), but of course is not limited thereto.
When the interior of the passenger compartment 3 is heated, the air that is drawn from the air inlet 23 by the air conditioning fan 22 and passes through the air conditioning duct 21 is supplied onto the catalyst 13 in the catalyst body 14 and supplied from the fuel tank 15. Reacts with fuel. This generates heat. And the air in the air-conditioning duct 21 is warmed by the generated heat and is blown from the blower opening 24 to heat the interior of the passenger compartment 3.

  FIG. 8 shows another example of a mechanism for heating the passenger compartment using a catalyst heater. As shown in FIG. 8, in this example, the catalyst heater 10 further has a heat conductor 20 and is inserted into an air conditioning duct 21. The heat conductor 20 is not particularly limited in terms of material, shape, and the like, and any heat conductor that can efficiently transfer heat generated on the catalyst 13 to the air in the air conditioning duct 21 may be used.

On the other hand, the catalyst body 14 is disposed outside the air conditioning duct 21, and an oxidizing gas supply pipe 19 for supplying an oxidizing gas such as air to the catalyst body 14 is separately provided. The oxidizing gas supply pipe 19 communicates, for example, outside the vehicle upstream and downstream of the catalyst body 14, and oxidizing gas such as air supplied to the catalyst body 14 is supplied from outside the vehicle using a fan or the like separately provided. Can be incorporated. Further, the oxidizing gas that has not been used for the reaction on the catalyst 13 and the water generated by the reaction (which is converted into water vapor by the generated heat) are discharged outside the vehicle.
At this time, the liquid feeding pipe 8 can be disposed so as to be wound around the oxidizing gas supply pipe 19 and the air conditioning duct 21, but the invention is not limited to this.

  During heating, fuel is supplied from the fuel tank 15 and air and the like are supplied from the oxidizing gas supply pipe 19 to the catalyst body 14 to react with each other to generate heat. The generated heat is transferred to the heat conductor 20, and the air in the air conditioning duct 21 is warmed through the heat conductor 20, thereby heating the interior of the passenger compartment 3.

  Further, for example, in the case shown in FIG. 7, the carrier is made of ceramics or stainless steel, and the catalyst heater 10 is disposed in the vicinity of the air blowing port 24, so that the air conditioning is performed by the heat generated by the catalyst heater 10 during heating. It is possible to warm the air in the duct 21 and further warm the person in the passenger compartment 3 by the far infrared rays radiated from the carrier through the blower opening 24.

Next, an example of the cooling mechanism in the passenger compartment 3 using the catalyst heater 10 will be described.
As shown in FIG. 9, the automobile 2 is further provided with a refrigerant chamber 26 that accommodates the refrigerant 25, and an air conditioning duct 21 is inserted through the refrigerant chamber 26. Further, the catalyst heater 10 (particularly the catalyst body 14) is disposed in the vicinity of the refrigerant chamber 26.

Examples of the refrigerant 25 include fluorine-based refrigerants HFO-1234yf and HFO-1234zf having a low global warming potential and isomers thereof, fluorine-based refrigerants such as R-134a, carbon dioxide, ammonia, and hydrocarbons. In addition, a commonly used refrigerant can be used.
The size and shape of the refrigerant chamber 26 and the arrangement of the air conditioning duct 21 that passes through the refrigerant chamber 26 are not particularly limited. However, as will be described later, the air in the air conditioning duct 21 is appropriately cooled by a heat pump method. Can be determined.
Furthermore, although the arrangement of the catalyst heater 10 is not particularly limited, for example, it can be arranged near the bottom of the refrigerant chamber 26 in which the refrigerant 25 is accumulated. If it is such a position, the refrigerant | coolant 25 can be efficiently heated and vaporized by the catalyst heater 10. FIG.

During cooling, fuel and an oxidizing gas are supplied to the catalyst body 14 of the catalyst heater 10, and heat is generated by the reaction. This heat vaporizes the refrigerant 25 in the refrigerant chamber 26. The vaporized refrigerant 25 then cools and condenses, for example, near the air conditioning duct 21 disposed above the refrigerant chamber 26, but takes heat from the air in the air conditioning duct 21 and vaporizes again. With such a heat pump system, the air in the air conditioning duct 21 can be cooled to cool the interior of the passenger compartment 3.
Of course, the present invention is not limited to this example, and other cooling mechanisms using the catalyst heater 10 can be employed.

In addition, the catalyst heater 10 used for the air conditioning of heating and cooling can arrange | position the some catalyst heater 10 separately for heating or cooling each independently as a whole.
Conversely, it is also possible to prepare one (or a plurality of) catalyst heaters 10 and use them both for heating and for cooling. For example, combining the examples shown in FIGS. 8 and 9, one catalyst heater 10 can be used to warm the air in the air conditioning duct 21 via the heat conductor 20, while heating the refrigerant 25. It can also be used to cool the air in the air conditioning duct 21 by a heat pump system. In this case, whether to use heating or cooling may be achieved by branching the air conditioning duct 21 and switching which duct is circulated.
Furthermore, the catalyst heater 10 can also be used for heating the liquid medium 11, for air conditioning, or separately.

Next, the air conditioning duct 21 will be further described.
The air conditioning duct 21 is connected to the air inlet 23 and the air outlet 24 so that the air in the passenger compartment 3 can be circulated, and is arranged so that the air inside is harmonized by the catalyst heater 10. It ’s fine.
The number and arrangement of the air inlets 23 and the air outlets 24 are not particularly limited. The shape and number of the air conditioning ducts 21 are not particularly limited, and can be appropriately determined according to conditions so that the air in the passenger compartment 3 is circulated and harmonized efficiently.

For example, an air-conditioning duct for heating and an air-conditioning duct for cooling may be prepared separately and arranged so as to merge in the vicinity of the air inlet 23 and the air outlet 24. By using a valve or the like, air can flow in an appropriate direction during heating or cooling.
Alternatively, one air conditioning duct can be shared for heating and cooling. In this case, space can be saved.
Further, it is possible to connect the outside of the vehicle and exchange air between the outside air and the passenger compartment 3.

  Furthermore, the air conditioning duct 21 can be passed through the seat. In this case, for example, in FIG. 5, an air conditioning duct 21 may be provided instead of the oxidizing gas supply pipe 19.

Next, the air conditioning fan will be further described.
Depending on the conditions of other parts, air conditioning fans 22 of an appropriate shape and number are installed so that the air in the passenger compartment 3 is sucked from the air inlet 23 and blown from the air outlet 24 through the air conditioning duct 21. It can be arranged at an appropriate position in the air conditioning duct 21. For example, the same shape as the conventional one can be used.

  The means for rotationally driving the air-conditioning fan 22 is not particularly limited, and the secondary battery 6 can be used. Preferably, however, the secondary battery is provided with a separate means such as the following example. It is possible to prevent the power of 6 from being consumed for air conditioning. That is, the power of the secondary battery 6 can be consumed more for driving the wheels 5, and the travel distance can be further extended.

  First, as shown in FIG. 6, for example, a solar battery 27 is disposed on the roof of the passenger compartment 3 of the automobile 2, and power can be supplied from the solar battery 27 to the air conditioning fan 22. The size, arrangement, etc. of the solar cell 27 can be appropriately determined according to the required power.

  Further, as shown in FIG. 6, a direct methanol fuel cell 28 is further provided, and the air-conditioning fan 22 can be rotationally driven using this. In this case, if methanol is used as the fuel for the catalyst heater 10, the fuel tank 15 of the catalyst heater 10 can be shared as the methanol supply source of the direct methanol fuel cell 28. By sharing the fuel tank 15 between the direct methanol fuel cell 28 and the catalyst heater 10, there is no need to prepare a new fuel tank, and the weight can be reduced correspondingly, and space can be saved. Is possible.

Furthermore, a method of rotating the air-conditioning fan 22 using the ram pressure of the outside air during traveling (particularly during high-speed traveling) can be mentioned. FIG. 10 shows an example of the mechanism of rotation of the air conditioning fan using the ram pressure.
The rotation mechanism shown in FIG. 10 includes an outside air fan 29 in addition to the air conditioning fan 22 and an outside air duct 30 in which the outside air fan 29 is disposed. The outside air duct 30 is connected to the outside of the vehicle so that the outside air can pass through the inside. The outside air fan 29 has a mechanism for transmitting its rotation to the air conditioning fan 22 using a bevel gear or the like.
That is, outside air enters the outside air duct 30 during traveling, passes through the outside air duct, the inside outside air fan 29 is rotated by the ram pressure, and the rotation of the outside air fan 29 is transmitted by the transmission mechanism. Thus, the air conditioning fan 22 rotates.

The mechanism for transmitting the rotation of the outside air fan 29 to the air conditioning fan 22 is not particularly limited as long as it can transmit the rotation to the air conditioning fan 22.
For example, in FIG. 10, the rotation of the outside air fan 29 is simply transmitted to the air conditioning fan 22 using a bevel gear. Further, both the air conditioning fan 22 and the outside air fan 29 are waterwheel fans, and can be coaxial with each other sharing an axis. That is, the coaxial air-conditioning fan 22 can rotate by rotating the outside air fan 29 with the ram pressure.

Alternatively, a storage battery is separately provided, and an external air fan 29 is connected to the storage battery, and the external air fan 29 is rotated by the ram pressure to be stored in the storage battery, and this is used to rotate the air conditioning fan 22. It is also possible to use a mechanism that causes
Of course, it is not limited to these, and an appropriate rotation mechanism can be prepared each time.

  In the present invention, the air-conditioning fan 22 is rotationally driven using the solar cell 27 or the direct methanol fuel cell 28 when the vehicle is stopped or traveling at a low speed, and air-conditioning is performed using the above mechanism including the outside air fan 29 or the like when traveling at a high speed. The fan 22 can be rotated. Moreover, it is also possible to rotate the air-conditioning fan 22 more stably by using these in appropriate combinations at the same time.

As described above, if such an air-conditioning mechanism is further provided, the air in the passenger compartment 3 can be harmonized (heating and cooling) by using the heat generated by the catalyst heater 10.
Since the catalyst heater 10 is used, it is possible to prevent the electric power of the secondary battery 6 from being consumed for air conditioning like a conventional PTC heater of an electric vehicle or the like, and to greatly increase the cruising distance as compared with the conventional case. Therefore, the charging frequency of the secondary battery can be reduced, and the life of the battery itself can be extended.
In the case of a fuel cell vehicle, the power consumed for air conditioning can be eliminated, so that the fuel cell fuel can be prevented from decreasing for purposes other than wheel driving, and the cruising distance can be extended.

  In addition, in a heat pump type air conditioning system that draws heat from the outside air, for example, heating in a cold region is extremely inefficient. However, if the temperature control system 1 of the present invention using the catalyst heater 10 provided with the air conditioning mechanism, the air conditioning such as heating in the passenger compartment 3 can be performed efficiently and stably without being influenced by the outside air temperature. Can do.

EXAMPLES Hereinafter, although an Example is shown and this invention is demonstrated more concretely, this invention is not limited to these.
Example 1
The secondary battery was discharged in an environment where the outside air temperature was −20 ° C. and 0 ° C., and the discharge characteristics were examined.
At this time, using the temperature control system 1 of the present invention having the catalyst heater 10 shown in FIG. 1, the liquid medium was heated using the heat from the catalyst heater, and the secondary battery was preheated. Further, the discharge characteristics were examined by continuously discharging a predetermined current while warming.
In addition, the secondary battery was heated so that it might become the same temperature as when external temperature is 20 degreeC. In addition, methanol was used as a fuel for the catalyst heater 10.
FIG. 11 shows the discharge characteristics obtained in this way when the outside air temperature is −20 ° C. and 0 ° C.

  For comparison, the discharge characteristics when the outside air temperature is 20 ° C. are also shown. The method for investigating the discharge characteristics when the outside air temperature is 20 ° C. is the same procedure as above except that the temperature of the secondary battery is not adjusted.

  As can be seen from FIG. 11, by heating the secondary battery by the temperature control system of the present invention, even when the outside air temperature is -20 ° C or 0 ° C, the voltage is almost the same as when the outside air temperature is 20 ° C. , And it is possible to get power.

  As a result, if it is an electric vehicle etc. provided with the temperature control system 1 of this invention, sufficient electric power can be simply supplied to a motor like an external temperature is 20 degreeC even if it is a cold district. Thus, it is possible to prevent a decrease in ability at the time of starting and running as in the prior art. In addition, in this case, since the power of the secondary battery is not used at all to warm the secondary battery, there is no influence on the cruising distance.

(Comparative Example 1)
Without using the temperature control system 1 of the present invention, the secondary battery was discharged in the same manner as in the examples except that the secondary battery was discharged in an environment where the outside air temperature was -20 ° C and 0 ° C. The discharge characteristics were investigated.

As a result, the same discharge characteristics as in FIG. 12 were obtained. That is, a voltage drop was observed at 0 ° C. as compared to the case where the outside air temperature was 20 ° C. In the case of −20 ° C., the voltage is further lowered. Therefore, it becomes difficult to obtain a sufficient voltage.
For this reason, in an electric vehicle or the like that does not include the temperature control system 1 of the present invention, when the outside air temperature is low such as in a cold district, sufficient power is relatively difficult to obtain, and starting and running are not performed smoothly.

(Example 2)
A temperature control system 1 of the present invention as shown in FIG. 6 is prepared (in addition, as shown in FIG. 5, a liquid feed pipe is passed through a separately prepared seat), and the present invention is performed in an environment of 0 ° C. outside air. The temperature control system 1 was used to heat the secondary battery and the seat, and at the same time, heated the space equivalent to the passenger compartment for a predetermined time to maintain a constant temperature (20 ° C.).

  As a result, the secondary battery could be warmed as in Example 1, and the seat could be warmed sufficiently. Furthermore, although a small amount of power from the secondary battery was used to drive the air conditioning fan, the space could be maintained at a constant temperature of 20 ° C. for 32 hours.

(Comparative Example 2)
A secondary battery similar to that of Example 2 was prepared, and the temperature control system 1 of the present invention was not used, but a PTC heater using a secondary battery was used as in the conventional method, and the same procedure as in Example 2 was performed. Heating was done.

  As a result, the temperature could be kept constant at 20 ° C. for 6 hours, but about 30% of the power of the secondary battery was used for the PTC heater for heating.

  The present invention is not limited to the above embodiment. The above-described embodiment is an exemplification, and the present invention has substantially the same configuration as the technical idea described in the claims of the present invention, and any device that exhibits the same function and effect is the present invention. It is included in the technical scope of the invention.

DESCRIPTION OF SYMBOLS 1 ... Temperature control system of this invention, 2 ... Automobile, 3 ... Car compartment, 4 ... Motor room,
5 ... wheel, 6 ... secondary battery, 7 ... motor, 8 ... liquid feed pipe,
9 ... Pump, 10 ... Catalyst heater, 11 ... Liquid medium, 12 ... Seat,
13 ... Catalyst, 14 ... Catalyst body, 15 ... Fuel tank, 16 ... Fuel supply pipe,
17 ... Fuel permeable membrane, 18 ... Heat exchanger,
19 ... oxidizing gas supply pipe, 20 ... heat conductor,
21 ... Duct for air conditioning, 22 ... Fan for air conditioning, 23 ... Intake port,
24 ... Air outlet, 25 ... Refrigerant, 26 ... Refrigerant chamber, 27 ... Solar cell,
28 ... Direct methanol fuel cell, 29 ... Fan for outside air,
30 ... Duct for outside air.

Claims (11)

At least in a motor vehicle equipped with a secondary battery for driving wheels by a motor and a vehicle compartment for a person to ride, a temperature control system incorporated in the vehicle and adjusting the temperature of each part of the vehicle There,
The temperature control system includes at least one catalyst heater including a catalyst and a fuel tank for supplying fuel to the catalyst, and a liquid medium.
The liquid medium is heated using heat generated by the catalyst heater and circulates with respect to each part of the automobile, thereby adjusting the temperature of each part of the automobile.
Each part of the automobile in which the temperature is adjusted includes at least the secondary battery and a seat on which a person sits,
In addition, a catalyst heater different from the catalyst heater for adjusting the temperature of the secondary battery is disposed in the seat, and the seat is warmed by heat generated by the other catalyst heater. A temperature control system characterized by that.   The temperature control system according to claim 1, further comprising a heat exchanger for transferring heat generated by the catalyst heater to the liquid medium. Temperature control system according to claim 1 or claim 2 wherein the fuel is characterized by a methanol. The automobile further includes an air conditioning duct and an air conditioning fan,
The air conditioning duct is connected to an air inlet for intake of air in the passenger compartment and an air outlet for blowing air into the passenger compartment formed in the passenger compartment, and the air conditioning duct is disposed in the air conditioning duct. A fan is provided, and air in the passenger compartment is sucked from the air inlet by the air conditioning fan, and is circulated by being blown from the air outlet through the air conditioning duct.
The heat generated by the catalyst heater is used to harmonize the air sucked into the air conditioning duct and blow it into the passenger compartment to harmonize the air in the passenger compartment. The temperature control system according to any one of claims 1 to 3 . The air-conditioning duct is passed through a seat where a person sits, and the air sucked into the air-conditioning duct is warmed by heat generated by the catalyst heater, thereby further heating the seat individually. The temperature control system according to claim 4 , wherein the temperature control system is a thing. The automobile further has a refrigerant chamber for containing a refrigerant and has a function of cooling the vehicle interior, and the air conditioning duct is branched, and which air conditioning duct can be switched can be switched. The branched air conditioning duct for cooling passes through the refrigerant chamber, the refrigerant in the refrigerant chamber is heated by the catalyst heater, and the air sucked into the air conditioning duct for cooling is heated by a heat pump system. The temperature control system according to claim 4 or 5 , wherein the temperature control system is cooled and blown into the vehicle interior to cool the vehicle interior. The temperature control system according to claim 6 , wherein the refrigerant is any one of HFO-1234yf, HFO-1234zf, isomers thereof, and carbon dioxide. The vehicle, a direct methanol fuel cell, further wherein the air-conditioning fan, any one of claims 7 claims 4, wherein said is capable driven by direct methanol fuel cell The temperature control system according to item. The temperature control system according to claim 8 , wherein the fuel is methanol, and the direct methanol fuel cell shares the fuel tank of the catalyst heater as a methanol supply source. . The solar cell according to any one of claims 4 to 9 , wherein the roof of the passenger compartment further includes a solar cell, and the air conditioning fan can be driven by the solar cell. The temperature control system described. The automobile further includes an outside air fan having a mechanism for transmitting rotation to the air conditioning fan, and an outside air duct through which the outside air can pass, and the outside air fan is disposed in the outside air duct. And
The outside air duct is rotated outside air fan by the outside air passing through during running, claims wherein the air-conditioning fan by the rotation of the external air fan is transmitted to, characterized in that rotatable The temperature control system according to any one of claims 4 to 10 .

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