WO2010058688A1 - Dispositif de refroidissement pour condensateur - Google Patents

Dispositif de refroidissement pour condensateur Download PDF

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Publication number
WO2010058688A1
WO2010058688A1 PCT/JP2009/068527 JP2009068527W WO2010058688A1 WO 2010058688 A1 WO2010058688 A1 WO 2010058688A1 JP 2009068527 W JP2009068527 W JP 2009068527W WO 2010058688 A1 WO2010058688 A1 WO 2010058688A1
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WIPO (PCT)
Prior art keywords
vehicle
cooling
cooling air
cooling device
electric motor
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Application number
PCT/JP2009/068527
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English (en)
Japanese (ja)
Inventor
義久 上遠野
崇 大金
裕二 藤田
浩 北川
Original Assignee
本田技研工業株式会社
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.)
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Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to US13/130,028 priority Critical patent/US20110223463A1/en
Priority to EP20090827469 priority patent/EP2357106B1/fr
Priority to BRPI0921387A priority patent/BRPI0921387A2/pt
Priority to CN200980145255.4A priority patent/CN102216103B/zh
Publication of WO2010058688A1 publication Critical patent/WO2010058688A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the present invention relates to a condenser cooling device that supplies sufficient cooling air to the condenser when the vehicle is set to a mode in which the recovery efficiency of regenerative energy is high.
  • the cooling device for a hybrid vehicle disclosed in Patent Document 1 is a TL (lower limit for the air conditioner to operate at Low when the vehicle decelerates. Value temperature) and TH (lower limit temperature for the air conditioner to operate High) are corrected to a high temperature side by a predetermined amount.
  • TL lower limit for the air conditioner to operate at Low when the vehicle decelerates.
  • TH lower limit temperature for the air conditioner to operate High
  • the seat heating / cooling device disclosed in Patent Document 2 achieves quietness by controlling the blower so that the noise generated by the blower mounted on the vehicle is lower than the noise generated by other devices. ing.
  • Patent Documents 1 and 2 attempt to improve NV (Noise-Vibration) performance, which is an evaluation standard of vehicle comfort for a driver, by reducing noise generated from a fan.
  • NV Noise-Vibration
  • none of the patent documents is premised on use in vehicles such as EV (Electric Vehicle) or HEV (Hybrid Electric Vehicle).
  • an electric motor as a drive source, a battery for supplying electric power to the motor, a fan for cooling the battery, and a driving state of the vehicle And a control unit for controlling the rotation speed of the fan.
  • the battery is composed of a plurality of secondary batteries connected in series such as a nickel metal hydride battery or a lithium ion battery. Therefore, if the motor functions as a generator when the vehicle decelerates, the generated power can be recovered as regenerative energy in the battery.
  • the capacitor generates heat. Since the output performance of the secondary battery constituting the battery depends on the temperature, the output performance of the battery decreases when the temperature of the battery is higher than a desired value. Therefore, the condenser is cooled by the fan when the vehicle decelerates. However, since the wind noise of the fan and the driving sound of the fan motor can contribute to the decrease in the NV performance of the vehicle, the driving of the fan is controlled according to the running state of the vehicle as in Patent Document 1 and Patent Document 2. It is desirable to do.
  • the vehicle such as the EV or HEV described above has a driver among two modes, a fuel efficiency priority mode for recovering regenerative energy with high efficiency during deceleration and a normal mode in which the recovery efficiency of regenerative energy is lower than the fuel efficiency priority mode.
  • a vehicle that can be set to any mode is conceivable.
  • the cooling device of Patent Document 1 or the heating / cooling device for seats of Patent Document 2 is mounted on such a vehicle, the NV performance is better than the cooling performance of the battery even when the vehicle in which the fuel efficiency priority mode is selected is decelerated. Takes precedence. That is, the fan is not controlled to supply the wind necessary to sufficiently cool the battery. As a result, the temperature of the battery rises.
  • An object of the present invention is to provide a condenser cooling device capable of supplying sufficient cooling air to a condenser when the vehicle is set to a mode in which the recovery efficiency of regenerative energy is high.
  • a capacitor cooling device is an electric motor (for example, an implementation) that uses a capacitor (for example, the capacitor 103 in the embodiment) as a power source.
  • the fan 113 is low when the vehicle set in the high recovery efficiency mode is decelerated.
  • An air volume control unit (for example, control in the embodiment) that controls the cooling air generation unit so as to generate a cooling air having an air volume larger than that when the recovery efficiency mode is set. And 117), and comprising the.
  • the condenser cooling device can be driven by power from an electric motor (for example, the electric motor M in the embodiment) that is driven by using the electric condenser (for example, the electric condenser 103 in the embodiment) as a power source.
  • An air volume control unit e.g., a control unit 117 in the embodiment) that controls the cooling air generation unit so as to generate a cooling air having a different predetermined air volume according to the vehicle.
  • the cooling air generation unit is controlled to generate a cooling air having an air volume that is obtained by multiplying the predetermined air volume by a first correction coefficient that varies depending on a line speed, and when the vehicle set in the high recovery efficiency mode is decelerated.
  • the cooling air generation unit is controlled to generate cooling air having an air volume obtained by multiplying the predetermined air volume by a second correction coefficient larger than the predetermined air volume or the first correction coefficient.
  • the high recovery efficiency mode or the low recovery efficiency mode is set by an operation of a driver of the vehicle.
  • the vehicle includes an internal combustion engine having a drive shaft directly connected to the drive shaft of the electric motor.
  • sufficient cooling air can be supplied to the condenser during deceleration of the vehicle set in a mode in which the recovery efficiency of regenerative energy is high.
  • the block diagram which shows an example of the internal structure of the vehicle containing the condenser cooling device of one Embodiment which concerns on this invention.
  • the figure which shows an example of the relationship between the vehicle speed at the time of the deceleration of the vehicle set to each mode of fuel consumption priority mode and normal mode, and regenerative electric power
  • the figure which shows an example of the relationship between the vehicle speed and duty ratio by a vehicle speed / duty ratio map
  • the figure which shows an example of the relationship between the vehicle speed at the time of deceleration of the vehicle set to normal mode, and the correction factor of a duty ratio
  • the figure which shows the relationship between the correction duty ratio which multiplied the correction coefficient shown in FIG. 4 to the duty ratio shown in FIG.
  • the figure which shows the 2nd example of the relationship between the vehicle speed at the time of deceleration of the vehicle set to the fuel consumption priority mode, and the correction factor of a duty ratio with a dotted line The flowchart which shows operation
  • the capacitor cooling device of the embodiment described below is a vehicle such as an EV (Electric Vehicle) or HEV (Hybrid Vehicle) that is provided with an electric motor driven by electric power supplied from the capacitor as a drive source. It is mounted on.
  • EV Electric Vehicle
  • HEV Hybrid Vehicle
  • FIG. 1 is a block diagram illustrating an example of an internal configuration of a vehicle including a storage battery cooling device according to an embodiment of the present invention.
  • the vehicle shown in FIG. 1 includes an internal combustion engine E, an electric motor M, a transmission mechanism T, drive wheels W, an electric motor drive unit 101, a capacitor 103, a command unit 105, a vehicle speed sensor 107, a DC-DC converter. 109, an auxiliary power storage device 111, a cooling fan 113, a storage unit 115, and a control unit 117.
  • the output voltage of the battery 103 is a high voltage (for example, 100 to 200 V)
  • the output voltage of the auxiliary battery 111 is a low voltage (for example, 12 V).
  • the vehicle shown in FIG. 1 is a parallel hybrid vehicle (hereinafter simply referred to as “vehicle”) having a structure in which an internal combustion engine E, an electric motor M, and a transmission mechanism T are directly connected in series.
  • vehicle a parallel hybrid vehicle
  • the driving forces of both the internal combustion engine E and the electric motor M are transmitted to the drive wheels W via the transmission mechanism T.
  • the electric motor M functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is converted into electric energy (regenerative energy).
  • the electric motor M is driven as a generator by the output of the internal combustion engine E according to the driving state of the vehicle, and generates power generation energy.
  • the driving and regenerative operation of the motor M are performed by the motor driving unit 101 in response to a control command from the control unit 117.
  • the electric motor drive unit 101 is connected to a battery 103 that stores the generated energy and regenerative energy output from the electric motor M and supplies electric power to the electric motor M.
  • the capacitor 103 is composed of a plurality of secondary batteries connected in series, such as a nickel metal hydride battery or a lithium ion battery.
  • the command unit 105 controls a signal related to the setting of the mode selected by the driver of the vehicle among the two modes having different recovery efficiencies when the regenerative energy obtained from the electric motor M when the vehicle decelerates is recovered to the capacitor 103. It outputs to 117.
  • the driver can select either “fuel efficiency priority mode” in which regenerative energy is recovered at a high efficiency during deceleration, or “normal mode” in which the recovery efficiency of regenerative energy is lower than in the fuel efficiency priority mode.
  • FIG. 2 is a diagram illustrating an example of the relationship between the vehicle speed and the regenerative power when the vehicle is decelerated set in the fuel efficiency priority mode and the normal mode. As shown in FIG. 2, higher regenerative power is obtained in the fuel efficiency priority mode than in the normal mode.
  • the vehicle speed sensor 107 detects the traveling speed (vehicle speed) of the vehicle. A signal indicating the vehicle speed detected by the vehicle speed sensor 107 is input to the control unit 117.
  • the DC-DC converter 109 steps down the output voltage of the battery 103 and charges the auxiliary battery 111.
  • the cooling fan 113 is supplied with power from the auxiliary power storage device 111 and generates cooling air for cooling the power storage device 103.
  • the cooling fan 113 includes a fan 121 and a motor 123 for rotating the fan 121.
  • the motor 123 is PWM (Pulse Width Modulation) controlled by the control unit 117. That is, the control unit 117 controls the rotation speed of the motor 123 by adjusting the duty ratio. If the number of rotations of the motor 123 is different, the air volume of the cooling air changes. Therefore, the control unit 117 can adjust the air volume of the cooling air by changing the duty ratio.
  • the storage unit 115 stores a map (hereinafter referred to as “vehicle speed / duty ratio map”) indicating the duty ratio with respect to the vehicle speed.
  • FIG. 3 shows an example of the relationship between the vehicle speed and the duty ratio according to the map.
  • the storage unit 115 stores a map (hereinafter referred to as “vehicle speed / correction coefficient map”) indicating a correction factor of the duty ratio with respect to the vehicle speed at the time of deceleration of the vehicle set in each mode of the fuel efficiency priority mode and the normal mode.
  • FIG. 4 shows an example of the relationship between the vehicle speed during deceleration of the vehicle set to the normal mode and the duty factor correction coefficient.
  • FIG. 5 shows a relationship between the correction duty ratio obtained by multiplying the correction coefficient shown in FIG. 4 by the duty ratio shown in FIG. 3 and the vehicle speed by a dotted line.
  • FIG. 6 is a diagram illustrating a first example of the relationship between the vehicle speed during deceleration of the vehicle set in the fuel efficiency priority mode and the duty factor correction coefficient.
  • the vehicle speed / correction coefficient map of the first example shown in FIG. 6 all correction coefficients are set to 0 for all vehicle speeds. Therefore, the correction duty ratio is the same as the duty ratio derived based on the vehicle speed / duty ratio map.
  • FIG. 7 is a diagram showing a second example of the relationship between the vehicle speed at the time of deceleration of the vehicle set in the fuel efficiency priority mode and the correction factor of the duty ratio by a dotted line. Note that the solid line in FIG. 7 shows the relationship between the vehicle speed and the correction coefficient in the normal mode shown in FIG. In the vehicle speed / correction coefficient map of the second example shown in FIG. 7, a correction coefficient closer to 0 than the correction coefficient applied in the normal mode is set.
  • the control unit 117 generates a current command that specifies a supply current for generating the necessary torque by the electric motor M, and outputs the current command to the electric motor driving unit 101.
  • the control unit 117 derives a duty ratio (hereinafter referred to as “original duty ratio”) corresponding to the vehicle speed detected by the vehicle speed sensor 107 based on the vehicle speed / duty ratio map stored in the storage unit 115.
  • original duty ratio a duty ratio
  • the control unit 117 determines the traveling state of the vehicle such as the acceleration state, the cruise traveling state, the deceleration state, and the stopped state of the vehicle based on the deviation of the vehicle speed detected by the vehicle speed sensor 107.
  • the control unit 117 performs vehicle speed sensor based on the vehicle speed / correction coefficient map stored in the storage unit 115 corresponding to the mode corresponding to the signal input from the command unit 105. A correction coefficient corresponding to the vehicle speed detected by 107 is derived. The control unit 117 multiplies the derived correction coefficient by the original duty ratio to derive the correction duty ratio.
  • the control unit 117 controls the electric power supplied from the auxiliary power storage device 111 to the motor 123 of the cooling fan 113 based on the original duty ratio or the corrected duty ratio derived as described above. That is, the control unit 117 performs control based on the original duty ratio when the vehicle is in the acceleration state, the cruise traveling state, and the stop state.
  • the control unit 117 corrects the correction factor obtained by multiplying the original duty ratio by the correction factor obtained from the vehicle speed / correction factor map shown in FIG. Control is performed based on the duty ratio.
  • the control unit 117 performs correction obtained from the vehicle speed / correction coefficient map of the first example shown in FIG. 6 or the vehicle speed / correction coefficient map of the second example shown in FIG. Control is performed based on a corrected duty ratio obtained by multiplying the original duty ratio by a coefficient.
  • control unit 117 may use the original duty ratio as it is without multiplying the correction coefficient.
  • FIG. 8 is a flowchart showing the operation of the control unit provided in the vehicle of this embodiment.
  • the control unit 117 derives an original duty ratio corresponding to the vehicle speed based on the vehicle speed / duty ratio map (step S101).
  • the control unit 117 determines the traveling state of the vehicle based on the deviation of the vehicle speed (step S103).
  • the control unit 117 determines whether the traveling state of the vehicle determined in step S103 is a deceleration state (step S105). When the traveling state determined in step S105 is the deceleration state, the process proceeds to step S109, and when it is not the deceleration state, the process proceeds to step S107.
  • step S107 the control unit 117 controls the cooling fan 113 based on the original duty ratio derived in step S101.
  • the control unit 117 determines whether or not the mode set for the vehicle is the fuel efficiency priority mode. If the mode is the fuel efficiency priority mode, the process proceeds to step S111. If the mode is the normal mode, the process proceeds to step S113.
  • step S111 a correction coefficient corresponding to the vehicle speed is derived based on the vehicle speed / correction coefficient map corresponding to the fuel efficiency priority mode.
  • step S113 a correction coefficient corresponding to the vehicle speed is derived based on the vehicle speed / correction coefficient map corresponding to the normal mode.
  • the control unit 117 derives a correction duty ratio by multiplying the original duty ratio derived in Step S101 by the correction coefficient derived in Step S111 or Step S113 (Step S115).
  • the control unit 117 controls the cooling fan 113 based on the correction duty ratio derived in step S115.
  • FIG. 9 and FIG. 10 show examples of changes over time in the running state and duty ratio of the vehicle according to the present embodiment described above.
  • the example shown in FIG. 9 derives the correction duty ratio by multiplying the original duty ratio by the correction coefficient obtained from the vehicle speed / correction coefficient map of the first example described above when the vehicle in which the fuel efficiency priority mode is set decelerates. Shows the case.
  • the corrected duty ratio when the vehicle set with the fuel efficiency priority mode is decelerated is the same as the original duty ratio. Therefore, compared with the case where the normal mode is set, in the state where the fuel consumption priority mode is set, the amount of cooling air generated by the cooling fan 113 when the vehicle decelerates is large.
  • the correction duty ratio is obtained by multiplying the original duty ratio by the correction coefficient obtained from the vehicle speed / correction coefficient map of the second example described above. Is derived.
  • the correction duty ratio when the vehicle set with the fuel efficiency priority mode is decelerated is lower than the original duty ratio, but the vehicle set with the normal mode is decelerated. It is higher than the correction duty ratio at the time. Therefore, compared with the case where the normal mode is set, in the state where the fuel consumption priority mode is set, the amount of cooling air generated by the cooling fan 113 when the vehicle decelerates is the first example shown in FIG. Not so big.
  • the vehicle including the condenser cooling device of the present embodiment when the fuel economy priority mode is set, cooling is performed even when the vehicle is decelerating, compared to the case where the normal mode is set.
  • the wind volume is large.
  • the fuel efficiency priority mode is set, the regenerative power collected by the battery 103 is large.
  • the amount of heat generated by the capacitor 103 at this time is larger than that when the normal mode is set, but the temperature of the capacitor 103 can be suppressed to a predetermined value or less because the amount of cooling air is large. As a result, the output performance of the battery 103 is not degraded by the recovery of regenerative energy.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Secondary Cells (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

On décrit un dispositif de refroidissement pour condensateur, monté dans un véhicule susceptible d’être mû par la puissance d’un moteur électrique alimenté avec un condensateur comme source d’énergie, et équipé d’une unité de génération d’air de refroidissement qui génère un air de refroidissement dans le but de refroidir le condensateur et d’une unité de régulation du débit volumique qui commande l’unité de génération d’air de refroidissement de telle sorte que pendant la décélération du véhicule, entre deux modes pour lesquels le rendement de récupération diffère lorsque l’énergie récupérée obtenue à partir du moteur électrique pendant la décélération du véhicule est récupérée par le condensateur, on génère, lorsque le mode à fort taux de récupération est activé, de l’air de refroidissement à un débit volumique supérieur au débit volumique généré lorsque le mode à faible taux de récupération est activé. On parvient ainsi à fournir au condensateur une quantité suffisante d’air de refroidissement pendant la décélération du véhicule lorsque le mode à fort taux de récupération est activé pour la récupération d’énergie.
PCT/JP2009/068527 2008-11-21 2009-10-28 Dispositif de refroidissement pour condensateur WO2010058688A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US13/130,028 US20110223463A1 (en) 2008-11-21 2009-10-28 Battery unit cooling apparatus
EP20090827469 EP2357106B1 (fr) 2008-11-21 2009-10-28 Dispositif de refroidissement pour condensateur
BRPI0921387A BRPI0921387A2 (pt) 2008-11-21 2009-10-28 aparelho de resfriamento para unidade de bateria
CN200980145255.4A CN102216103B (zh) 2008-11-21 2009-10-28 蓄电器冷却装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008298218A JP4725815B2 (ja) 2008-11-21 2008-11-21 蓄電器冷却装置
JP2008-298218 2008-11-21

Publications (1)

Publication Number Publication Date
WO2010058688A1 true WO2010058688A1 (fr) 2010-05-27

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PCT/JP2009/068527 WO2010058688A1 (fr) 2008-11-21 2009-10-28 Dispositif de refroidissement pour condensateur

Country Status (6)

Country Link
US (1) US20110223463A1 (fr)
EP (1) EP2357106B1 (fr)
JP (2) JP4725815B2 (fr)
CN (1) CN102216103B (fr)
BR (1) BRPI0921387A2 (fr)
WO (1) WO2010058688A1 (fr)

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EP2357106B1 (fr) 2014-06-11
EP2357106A4 (fr) 2013-12-04
JP2010120589A (ja) 2010-06-03
JP2011086628A (ja) 2011-04-28
CN102216103B (zh) 2015-05-27
CN102216103A (zh) 2011-10-12
EP2357106A1 (fr) 2011-08-17
JP4725815B2 (ja) 2011-07-13
BRPI0921387A2 (pt) 2015-12-29
US20110223463A1 (en) 2011-09-15

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