CN113492672B - electric vehicle device - Google Patents

Abstract

The electric vehicle device is provided with: a driving force output device that outputs power for running the electric vehicle; a heat exchanger that adjusts the temperature of the driving force output device; a temperature adjustment unit that adjusts a temperature of a power supply device that supplies power to the driving force output device; a first temperature detection unit that directly or indirectly detects a temperature on the heat exchanger side; a second temperature detection unit that directly or indirectly detects the temperature on the temperature adjustment unit side; and a flow control unit that controls the flow of air around the temperature adjustment unit and the heat exchanger, the temperature adjustment unit and the heat exchanger being arranged so as to overlap at least partially when viewed from the front-rear direction of the vehicle, the flow control unit flowing the air from the rear of the vehicle toward the front of the vehicle when the temperature of one of the heat exchanger and the temperature adjustment unit that is arranged in front of the vehicle is higher than the temperature of the one that is arranged in rear of the vehicle.

Description

electric vehicle device

Technical field

The present invention relates to electric vehicle devices.

Background technique

For example, an electric vehicle is provided with a heat exchanger and a radiator of an air conditioner for cooling a traveling device including, for example, a motor used in traveling of the electric vehicle. The heat exchanger and the radiator are arranged in the front-rear direction at the front position of the electric vehicle (see, for example, Japanese Patent Application Laid-Open No. 2008-173992).

Contents of the invention

Invent the problem to be solved

The heat exchanger and the radiator are heated to a high temperature by air conditioning the interior of the electric vehicle or cooling the traveling device. The heat dissipation temperature of the heat exchanger is different from the heat dissipation temperature of the radiator. For example, the heat dissipation temperature of the heat exchanger may be higher than the heat dissipation temperature of the radiator. When the heat dissipation temperature of the heat exchanger becomes high, the cooling effect of the radiator may be reduced.

One object of the present invention is to provide an electric vehicle device capable of suppressing reduction in the cooling effect of mounted components.

Solutions for solving problems

The electric vehicle device of the present invention adopts the following structure.

(1): An electric vehicle device according to one aspect of the present invention includes: a driving force output device that outputs power for driving the electric vehicle; a heat exchanger that adjusts the temperature of the driving force output device; and a temperature adjustment unit, It adjusts the temperature of a power supply device that supplies power to the driving force output device; a first temperature detection unit that directly or indirectly detects the temperature on the heat exchanger side; and a second temperature detection unit that directly or indirectly detects the temperature on the side of the temperature adjustment section; and a circulation control section that controls the flow of air around the temperature adjustment section and the heat exchanger, the temperature adjustment section and the heat exchanger being arranged so as to pass from the vehicle When viewed in the front-to-back direction, at least a portion overlaps, and the flow control unit refers to the temperatures respectively detected by the first temperature detection unit and the second temperature detection unit, and controls the heat exchanger and the temperature adjustment unit. When the temperature of the one arranged in front of the vehicle is higher than the temperature of the one arranged in the rear of the vehicle, the flow control unit circulates the air from the rear of the vehicle toward the front of the vehicle.

(2): In addition to the aspect of (1) above, the electric vehicle device further includes an air conditioning device for cooling a vehicle interior in which the power supply device is installed, and the circulation control unit operates when the air conditioning device In this case, the air is circulated from the heat exchanger side toward the temperature adjustment unit side.

(3): Based on the aspect of the above (1), the power supply device includes a secondary battery that stores electric power for traveling, and the electric vehicle device is further equipped with a charging device that detects whether the secondary battery is being charged. The state detection unit causes the air to be exchanged from the heat exchanger when the charge state detection unit detects that the secondary battery is being charged and the temperature of the temperature adjustment unit exceeds a first threshold. The device side flows toward the temperature adjustment unit side.

(4): In addition to the aspect of (1) above, the electric vehicle device further includes a speed detection unit that detects the speed of the electric vehicle, and the circulation control unit detects the speed detected by the speed detection unit. When it is equal to or less than the second threshold value, the air is circulated from the heat exchanger side toward the temperature adjustment unit side.

(5): An electric vehicle device according to one aspect of the present invention includes: a driving force output device that outputs power for driving the electric vehicle; a heat exchanger that adjusts the temperature of the driving force output device; and a temperature adjustment unit, a first temperature detection unit that directly or indirectly detects the temperature of the heat exchanger side; and a flow control unit that controls the temperature adjustment unit. and the flow of air around the heat exchanger, the temperature adjustment unit and the heat exchanger are arranged to at least partially overlap when viewed from the front and rear direction of the vehicle, and the flow control unit is located on the first When the temperature detected by the temperature detection unit exceeds the third threshold, the air is circulated from the heat exchanger side toward the temperature adjustment unit side.

(6): An electric vehicle device according to an aspect of the present invention. The electric vehicle device includes: a driving force output device that outputs power for driving the electric vehicle; and a heat exchanger that adjusts the temperature of the driving force output device. ; A temperature adjustment section that adjusts the temperature of a power supply device that supplies power to the driving force output device; a second temperature detection section that directly or indirectly detects the temperature on the temperature adjustment section side; and a circulation control section that controls The flow of air around the temperature adjustment section and the heat exchanger, the temperature adjustment section and the heat exchanger are arranged so as to at least partially overlap when viewed from the front and rear direction of the vehicle, and the flow control section When the temperature detected by the second temperature detection unit exceeds the fourth threshold, the air is circulated from the heat exchanger side toward the temperature adjustment unit side.

Invention effect

According to (1) to (6), it is possible to suppress a decrease in the cooling effect of the mounted member.

Description of drawings

FIG. 1 is a structural block diagram showing an example of the structure of an electric vehicle equipped with the electric vehicle device according to the first embodiment.

FIG. 2 is a diagram schematically showing a part of the electric vehicle.

FIG. 3 is a flowchart showing an example of processing by the fan control unit.

FIG. 4 is a flowchart showing an example of processing by the fan control unit.

FIG. 5 is a flowchart showing an example of processing by the fan control unit.

FIG. 6 is a structural block diagram showing an example of the structure of an electric vehicle equipped with the electric vehicle device according to the second embodiment.

FIG. 7 is a flowchart showing an example of processing by the fan control unit.

FIG. 8 is a structural block diagram showing an example of the structure of an electric vehicle equipped with the electric vehicle device according to the third embodiment.

FIG. 9 is a flowchart showing an example of processing by the fan control unit.

Explanation of reference symbols:

2…braking device

4…driving wheel

6…vehicle sensors

10...Drive unit

12…motor

14…inverter

16…car charger

18…Converter

22…battery

24…battery sensor

30…Air conditioning unit

40…radiator

42…fan

50…condenser

62…First temperature sensor

64…Second temperature sensor

70…Control Department

72…Vehicle Control Department

74…Fan Control Department

100…Electric Vehicle Devices

FR1...First flow path

FR2…Second flow path

M...electric vehicles

R...car room.

Detailed ways

Hereinafter, embodiments of the electric vehicle device of the present invention will be described with reference to the drawings.

[First Embodiment]

[the whole frame]

FIG. 1 is a structural block diagram showing an example of the structure of an electric vehicle M equipped with the electric vehicle device 100 according to the first embodiment. The electric vehicle M includes, for example, a brake device 2, drive wheels 4, vehicle sensors 6, and an electric vehicle device 100. The electric vehicle device 100 includes, for example, a drive unit 10, an IPU (Intelligent Power Unit) 20, an air conditioning device 30, a radiator 40, a condenser 50, a first temperature sensor 62, a second temperature sensor 64, and a control unit 70.

The brake device 2 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that causes the hydraulic cylinder to generate hydraulic pressure. The brake device 2 may be provided with a mechanism for transmitting hydraulic pressure generated by operation of the brake pedal to a hydraulic cylinder via a master cylinder as a backup. The brake device 2 is not limited to the structure described above, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the hydraulic cylinder.

The vehicle sensor 6 includes, for example, an accelerator opening sensor, a vehicle speed sensor, and a brake pedal amount sensor. The accelerator opening sensor is attached to an accelerator pedal that receives an acceleration instruction from the driver, detects an operation amount of the accelerator pedal, and outputs the accelerator opening information to the control unit 70 of the electric vehicle device 100 as accelerator opening information. The vehicle speed sensor includes, for example, a wheel speed sensor and a speed computer attached to each wheel. The wheel speeds detected by the wheel speed sensors are integrated to derive the speed of the vehicle (vehicle speed) and output to the control unit 70 as vehicle speed information. The brake pedal amount sensor is installed on the brake pedal and is used to detect the operation amount of the brake pedal and output it to the control unit 70 as brake pedal amount information. The vehicle speed sensor included in the vehicle sensor 6 is an example of a speed detection unit.

The drive unit 10 in the electric vehicle device 100 includes, for example, a motor 12, an inverter 14, an on-board charger 16, and a converter 18. The drive unit 10 includes devices that facilitate the driving of the electric vehicle M. The IPU 20 includes, for example, a battery 22 and a battery sensor 24 . For example, a radiator fan (hereinafter referred to as "fan") is mounted on the radiator 40 . The control unit 70 includes, for example, a vehicle control unit 72 and a fan control unit 74. The drive unit 10 outputs power for causing the electric vehicle M to travel. The drive unit 10 is an example of a drive force output device.

The motor 12 is, for example, a three-phase AC motor. The rotor of the motor 12 is connected to the drive wheel 4 . The motor 12 uses electric power supplied from the battery 22 to output power to the drive wheels 4 . The motor 12 uses the kinetic energy of the electric vehicle M to generate electricity when the electric vehicle M decelerates. The motor 12 supplies the generated electric power to the inverter 14 .

The inverter 14 is, for example, an AC-DC converter. The DC side terminal of the inverter 14 is connected to the on-vehicle charger 16 . The on-board charger 16 is connected to the battery 22 . The inverter 14 converts the AC power generated by the motor 12 into DC power and outputs the DC power to the on-board charger 16 .

The on-board charger 16 charges the battery 22 with the electric power supplied from the inverter 14 . The on-vehicle charger 16 also charges the battery 22 with electric power supplied from a charging device (not shown), for example. The converter 18 is, for example, a DC-DC converter. Converter 18 boosts the voltage of electric power supplied from battery 22 and outputs it to motor 12 , for example.

The battery 22 in the IPU 20 is, for example, a secondary battery such as a lithium ion battery. The battery 22 stores electric power introduced from a charging device external to the electric vehicle M and the motor 12 for traveling of the electric vehicle M. The battery 22 is discharged for driving the motor 12 . The battery 22 is an example of a power supply device and a secondary battery.

The battery sensor 24 includes, for example, a current sensor, a voltage sensor, and a temperature sensor. The current sensor is disposed between the battery 22 and the converter 18 for detecting the current value of the battery 22 . The voltage sensor and the temperature sensor are disposed on the battery 22 and used to detect the voltage value and temperature of the battery 22 respectively. The battery sensor 24 outputs current value information, voltage value information, and temperature information obtained based on the detected current value, voltage value, and temperature as charge state information to the fan control unit 74 .

FIG. 2 is a diagram schematically showing a part of the electric vehicle M. As shown in FIG. Arrow Fr indicates the front of the electric vehicle M (hereinafter referred to as "vehicle front"). The air conditioning device 30 is operated, for example, by the driver operating an operation switch provided on a dashboard or the like of the electric vehicle M, to air-condition, for example, cool the interior of the vehicle room R of the electric vehicle M. The air conditioning device 30 controls the condenser 50 to supply cold air or warm air into the vehicle room R. The air conditioning device 30 blows the cool air or warm air supplied from the condenser 50 into the vehicle room R, thereby cooling or heating the vehicle room R. The air conditioning device 30 in operation outputs operation information to the control unit 70 . The IPU 20 is provided, for example, in the vehicle room R, for example, under the seat ST where the passenger sits. The air-conditioning device 30 cools the interior of the vehicle room R, thereby cooling the IPU 20 with the cold air blown into the vehicle room.

For example, the radiator 40 and the condenser 50 are disposed at the front portion of the electric vehicle M so as to overlap at least partially when viewed from the front-rear direction of the electric vehicle M, and the condenser 50 is disposed in front of the radiator 40 of the electric vehicle M. s position. In the embodiment, the radiator 40 is substantially the same size as the condenser 50 when viewed in the front-rear direction of the electric vehicle. The entire radiator 40 overlaps the condenser 50 so that the radiator 40 and the condenser 50 are arranged.

The radiator 40 circulates and supplies the coolant to the drive unit 10 via, for example, the first flow path FR1. The first flow path FR1 is formed of, for example, a pipe. The coolant supplied from the radiator 40 exchanges heat with the drive unit 10 to cool the drive unit 10, thereby increasing the temperature. The heated coolant returns to the radiator 40 and is cooled by the radiator 40 . The radiator 40 adjusts the temperature of the drive unit 10 by circulating cooling liquid, for example, cooling the drive unit 10 . The radiator 40 is an example of a heat exchanger.

The fan 42 is installed at the vehicle rear of the radiator 40 . The fan 42 rotates according to the control of the fan control unit 74 in the control unit 70 . The fan 42 is installed at the vehicle rear of the radiator 40 . The fan 42 rotates to cause cold air to flow toward the radiator 40 from the rear of the vehicle.

The fan 42 rotates to control the flow of air around the radiator 40 and the condenser 50 . For example, the fan 42 rotates forward to cause air to flow through the radiator 40 from the front of the vehicle toward the rear of the electric vehicle M (hereinafter referred to as the “vehicle rear”). The fan 42 circulates air toward the radiator 40 from the rear of the vehicle toward the front of the vehicle by, for example, reverse rotation.

The condenser 50 supplies cold air or warm air to the vehicle room R and the IPU 20 via the second flow path FR2 according to the control of the air conditioning device 30 , for example. When the air conditioning device 30 cools the interior of the vehicle room R, the condenser 50 supplies cold air into the vehicle room R. When the air conditioning device 30 heats the interior of the vehicle room R, the condenser 50 supplies warm air into the vehicle room R. The radiator 40 rises to about 80 degrees, for example, while the condenser 50 rises to about 100 degrees. The condenser 50 adjusts the temperature of the IPU 20, for example, cools it. The condenser 50 is an example of a temperature adjustment unit.

The condenser 50 that cools the IPU 20 may be shared with the condenser 50 controlled by the air conditioning device 30 , or may be different from the condenser 50 controlled by the air conditioning device 30 . For example, the condenser may be an air-cooling type that passes the refrigerant near the IPU 20 to transfer the cooling energy of the refrigerant to the IPU 20 via air, thereby cooling the IPU 20 . The condenser 50 may be a water-cooled type that transmits the cooling energy of the refrigerant to the IPU 20 via a liquid such as water to cool the IPU 20 . The condenser 50 may be of a refrigerant direct cooling type that directly cools the IPU 20 with a refrigerant.

The first temperature sensor 62 is provided, for example, between the heat sink 40 and the drive unit 10 in the first flow path FR1. The first temperature sensor 62 detects the temperature of the coolant supplied from the radiator 40 toward the drive unit 10 . The first temperature sensor 62 indirectly detects the temperature on the radiator 40 side by detecting the temperature of the coolant. The first temperature sensor 62 outputs the detected temperature information to the control unit 70 as first temperature information. The first temperature sensor 62 may also be installed in contact with or close to the radiator 40 to directly detect the temperature on the radiator 40 side. The first temperature sensor 62 is an example of the first temperature detection unit.

The second temperature sensor 64 is installed, for example, in contact with or close to the condenser 50 to directly detect the temperature on the condenser 50 side. The second temperature sensor 64 outputs the detected temperature information to the control unit 70 as second temperature information. For example, the second temperature sensor 64 may be provided in the second flow path FR2 to detect condensation based on the temperature of the air flowing in the second flow path FR2 near the condenser 50 and the temperature of the refrigerant flowing in the condenser 50 . The temperature on the 50 side of the device is indirectly detected. The second temperature sensor 64 is an example of the second temperature detection unit.

The control unit 70 is realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components can be realized by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable GateArray), and GPU (Graphics Processing Unit). , can also be realized through the cooperation of software and hardware. The program can be stored in advance in a storage device (a storage device with a non-transitory storage medium) such as an HDD (Hard Disk Drive) or a flash memory, or in a removable storage medium (a non-transitory storage medium) such as a DVD or CD-ROM. ) and installed by assembling the storage medium to the drive device. Part or all of the control unit 70 may be disposed at any location. For example, the control unit 70 may be disposed at the IPU 20 , and the vehicle control unit 72 may be disposed at the drive unit 10 .

The vehicle control unit 72 in the control unit 70 includes, for example, a motor control unit, a brake control unit, and a charger control unit. The motor control unit, the brake control unit, and the charger control unit may each be replaced by separate control devices, such as a motor ECU (Electronic Control Unit), a brake ECU, or a charger ECU.

The motor control unit controls the motor 12 based on the output of the vehicle sensor 6 . The brake control unit controls the brake device 2 based on the output of the vehicle sensor 6 . The charger control unit controls the on-vehicle charger 16 to charge the battery 22 with electric power supplied from the charging device and the motor 12 , or to cause the motor 12 to supply electric power to the battery 22 .

The fan control unit 74 controls the fan 42 based on the first temperature information output by the first temperature sensor 62 , the second temperature information output by the second temperature sensor 64 , the operation information output by the air conditioning device 30 , and the vehicle speed information output by the vehicle sensor 6 . Rotate. The fan control unit 74 detects whether the battery 22 is being charged based on the charge state information output by the battery sensor 24 . The fan control unit 74 is an example of a charge state detection unit. The temperature indicated by the first temperature information is treated as the temperature of the heat sink 40 . The temperature indicated by the second temperature information is treated as the temperature of the condenser 50 . In the following description, let the temperature indicated by the first temperature information sent by the first temperature sensor 62 be the radiator temperature, and let the temperature indicated by the second temperature information sent by the second temperature sensor 64 be the condenser temperature. temperature. The processing of the fan control unit 74 will be further described later.

The storage unit in the control unit 70 stores the first to ninth temperatures as temperature thresholds that serve as a reference for making the fan 42 rotate forward, reverse, or stop. The storage unit in the control unit 70 stores a predetermined vehicle speed as a reference speed for making the fan 42 rotate forward, reverse, or stop. The magnitude relationship between the first temperature to the ninth temperature is arbitrary unless otherwise specified. Either one may be larger or smaller, or two or more temperatures may be the same. The third temperature is an example of the first threshold. An example of specifying the vehicle speed as the second threshold.

[Processing by fan control unit 74]

Next, the control of the fan control unit 74 will be described. 3 to 5 are flowcharts showing an example of processing by the fan control unit 74. As the process of the fan control unit 74, any one of the following 1 to 3 is executed. However, part or all of the steps 1 to 3 may be appropriately combined and executed using an “AND” condition or an “OR” condition.

[Processing part 1 of the fan control unit 74]

First, Part 1 of the processing of the fan control unit 74 will be described with reference to FIG. 3 . The fan control unit 74 determines whether the air conditioning device 30 is operating based on the operation information transmitted from the air conditioning device 30 (step S101). When it is determined that the operation information is not transmitted from the air conditioning apparatus 30 and the air conditioning apparatus 30 is not operating, the fan control unit 74 determines whether the radiator temperature exceeds the first temperature (step S103).

When it is determined that the radiator temperature exceeds the first temperature, the fan control unit 74 drives the fan 42 to rotate forward (step S105). In this way, the fan control unit 74 circulates air from the front of the vehicle to the radiator 40 to cool the radiator 40 . After that, the fan control unit 74 ends the process shown in FIG. 3 .

When it is determined that the radiator temperature does not exceed the first threshold (is lower than the first temperature), the fan control unit 74 stops the fan 42 (step S107). When the radiator temperature does not exceed the first temperature, the temperature of the radiator 40 is not high enough to require cooling by the air blow generated by the fan 42 , so the fan 42 is stopped. After that, the fan control unit 74 ends the process shown in FIG. 3 .

When it is determined in step S101 that the air conditioner 30 is operating, the fan control unit 74 determines whether the battery 22 is being charged based on the charge state information output by the battery sensor 24 (step S109). When the voltage value is constant and it is determined that the battery 22 is not being charged, the fan control unit 74 determines whether the vehicle speed of the electric vehicle M is equal to or less than the vehicle speed threshold (step S111). The vehicle speed threshold is, for example, a threshold for determining whether the electric vehicle M is stopped or traveling at a very slow speed (slow travel), and may be set to any speed from 0 km/h to 4 km/h, for example. The very slow speed is, for example, a speed so low that it is difficult for air to flow into the radiator 40 without driving the fan 42 to rotate while the electric vehicle M is running.

When it is determined that the vehicle speed of the electric vehicle M is not less than the predetermined vehicle speed (exceeds the predetermined vehicle speed), the fan control unit 74 determines whether the radiator temperature exceeds the second temperature (step S113). When the radiator temperature is high, the cooling effect of the radiator 40 can be improved by driving the fan 42 in forward rotation. When the radiator temperature exceeds the second temperature, the fan control unit 74 drives the fan 42 in forward rotation (step S115 ) to promote cooling of the radiator 40 . When the radiator temperature does not exceed the second temperature (is lower than or equal to the second temperature), the fan control unit 74 stops the fan (step S107). In this way, the fan control unit 74 ends the process shown in FIG. 3 .

When it is determined in step S109 that the battery 22 is being charged, the fan control unit 74 combines the radiator temperature obtained based on the first temperature information output by the first temperature sensor 62 and the third temperature information output based on the second temperature sensor 64 . Compare the condenser temperature obtained from the two temperature information to determine whether the condenser temperature exceeds the radiator temperature (step S117). Similarly, when it is determined in step S111 that the vehicle speed of the electric vehicle M is less than or equal to the predetermined vehicle speed, the fan control unit 74 determines whether the condenser temperature exceeds the radiator temperature (step S117).

When it is determined that the condenser temperature exceeds the radiator temperature, the fan control unit 74 drives the fan 42 to rotate in reverse (step S119 ) to prevent the air heated by the condenser 50 from flowing into the radiator 40 . The fan control unit 74 may reversely rotate the fan 42 when it is determined in step S101 that the air conditioning device 30 is operating. When it is determined that the condenser temperature does not exceed the radiator temperature (is lower than the radiator temperature), the fan control unit 74 drives the fan 42 to rotate forward (step S115 ) to promote cooling of the radiator 40 . In this way, the fan control unit 74 ends the process shown in FIG. 3 .

[Process 2 of the fan control unit 74]

Next, Part 2 of the processing of the fan control unit 74 will be described with reference to FIG. 4 . The fan control unit 74 determines whether the battery 22 is being charged based on the voltage value information output by the battery sensor 24 (step S201). When it is determined that the battery 22 is being charged, the fan control unit 74 determines whether the condenser temperature exceeds the third temperature (step S203). The third temperature is, for example, a temperature that the condenser 50 is expected to reach during charging of the battery 22 .

When it is determined that the condenser temperature exceeds the third temperature, the fan control unit 74 drives the fan 42 to rotate in reverse (step S205 ) to prevent the air heated by the condenser 50 from flowing into the radiator 40 . In this way, the fan control unit 74 ends the process shown in FIG. 4 .

When it is determined in step S201 that the battery 22 is not being charged, and when it is determined in step S203 that the condenser temperature does not exceed the third temperature (is lower than the third temperature), the fan control unit 74 controls the fan according to other conditions. 42 performs drive control (step S207). In this way, the fan control unit 74 ends the process shown in FIG. 4 .

[Processing part 3 of the fan control unit 74]

Next, Part 3 of the processing of the fan control unit 74 will be described with reference to FIG. 5 . The fan control unit 74 determines whether the vehicle speed of the electric vehicle M exceeds a predetermined vehicle speed based on the vehicle speed information (step S301). The prescribed vehicle speed may be the same as the prescribed vehicle speed explained in step S111 of FIG. 3 , may be faster than the prescribed vehicle speed, or may be slower than the prescribed vehicle speed.

When it is determined that the vehicle speed of the electric vehicle M exceeds the predetermined vehicle speed, the fan control unit 74 determines whether the condenser temperature exceeds the radiator temperature (step S303). When it is determined that the condenser temperature exceeds the radiator temperature, the fan control unit 74 drives the fan 42 to rotate in reverse (step S305 ) to prevent the air heated by the condenser 50 from flowing into the radiator 40 . In this way, the fan control unit 74 ends the process shown in FIG. 4 .

When it is determined in step S301 that the vehicle speed of the electric vehicle M does not exceed the predetermined vehicle speed (is below the predetermined vehicle speed), and when it is determined in step S303 that the condenser temperature does not exceed the radiator temperature (is below the radiator temperature), the fan The control unit 74 controls the drive of the fan 42 based on other conditions (step S307). In this way, the fan control unit 74 ends the process shown in FIG. 4 .

When the condenser temperature is higher than the radiator temperature, the electric vehicle device 100 of the first embodiment reversely rotates the fan 42 attached to the radiator 40 to circulate air from the radiator 40 toward the condenser 50 . Therefore, it is possible to suppress a decrease in the cooling effect of components mounted on the electric vehicle M, such as the radiator 40 .

When the air conditioner 30 is operating, the temperature of the condenser 50 may rise and the condenser temperature may become higher than the radiator temperature. The electric vehicle device 100 of the first embodiment causes the fan 42 of the radiator 40 to rotate in the reverse direction when the air conditioning device 30 is operating. Therefore, reduction in the cooling effect of the radiator 40 can be suppressed.

When the battery 22 that stores electric power for running the electric vehicle M is being charged and the temperature of the IPU 20 reaches a high temperature, the temperature of the condenser 50 may rise and the condenser temperature may become higher than the radiator temperature. . The electric vehicle device 100 of the first embodiment causes the fan 42 of the radiator 40 to rotate in the reverse direction when the battery 22 is being charged and the temperature of the IPU 20 reaches a high temperature. Therefore, reduction in the cooling effect of the radiator 40 can be suppressed.

[Second Embodiment]

[the whole frame]

FIG. 6 is a structural block diagram showing an example of the structure of an electric vehicle M equipped with the electric vehicle device 100 according to the second embodiment. Compared with the electric vehicle M of the first embodiment shown in FIG. 1 , the electric vehicle M of the second embodiment is mainly different in that the second temperature sensor 64 is not provided and the processing of the fan control unit 74 in the control unit 70 . Hereinafter, the electric vehicle device 100 of the second embodiment will be described focusing on the differences from the first embodiment, particularly the processing of the fan control unit 74 .

[Processing by fan control unit 74]

Next, the control of the fan control unit 74 in the second embodiment will be described. FIG. 7 is a flowchart showing an example of processing by the fan control unit 74 .

The fan control unit 74 determines whether the air conditioning device 30 is operating (step S401). When it is determined that the air conditioning device is not operating, the fan control unit 74 determines whether the radiator temperature exceeds the fourth temperature (step S403). For example, the fourth temperature may be the same as the first temperature, or may be another temperature. When it is determined that the radiator temperature exceeds the fourth temperature, the fan control unit 74 drives the fan 42 to rotate forward (step S405), and ends the process shown in FIG. 7 . When it is determined that the radiator temperature does not exceed the fourth temperature (is lower than or equal to the fourth temperature), the fan control unit 74 stops the fan 42 (step S407), and ends the process shown in FIG. 7 .

When it is determined in step S401 that the air conditioner 30 is operating, the fan control unit 74 determines whether the battery 22 is being charged (step S409). When it is determined that the battery 22 is being charged, the fan control unit 74 determines whether the radiator temperature exceeds the fifth temperature (step S411). The fifth temperature is an example of the third threshold.

When it is determined that the radiator temperature exceeds the fifth temperature, the fan control unit 74 drives the fan 42 to rotate in reverse (step S413), and ends the process shown in FIG. 7 . When it is determined that the radiator temperature does not exceed the fifth temperature (is equal to or lower than the fifth temperature), the fan control unit 74 stops the fan 42 (step S415), and ends the process shown in FIG. 7 .

When it is determined in step S409 that the battery 22 is not being charged, the fan control unit 74 determines whether the vehicle speed of the electric vehicle M is equal to or lower than the predetermined vehicle speed (step S417). The prescribed vehicle speed may be the same as the prescribed vehicle speed explained in step S111 of FIG. 3 , may be faster than the prescribed vehicle speed, or may be slower than the prescribed vehicle speed.

When it is determined that the vehicle speed of electric vehicle M is less than or equal to the predetermined vehicle speed, fan control unit 74 determines whether the condition that the radiator temperature is equal to or less than the seventh temperature and exceeds the sixth temperature is satisfied (step S419). The seventh temperature is a temperature higher than the sixth temperature. When it is determined that the condition that the radiator temperature is equal to or lower than the seventh temperature and exceeds the sixth temperature is satisfied, the fan control unit 74 drives the fan 42 to rotate forward (step S421), and ends the process shown in FIG. 7 .

When it is determined that the condition that the radiator temperature is equal to or lower than the seventh temperature and exceeds the sixth temperature is not satisfied, the fan control unit 74 determines whether the radiator temperature exceeds the seventh temperature (step S423). When it is determined that the radiator temperature exceeds the seventh temperature, the fan control unit 74 stops the fan 42 (step S425), and ends the process shown in FIG. 7 . When it is determined that the radiator temperature does not exceed the seventh temperature, the fan control unit 74 drives the fan 42 to rotate in the reverse direction (step S427), and ends the process shown in FIG. 7 .

When it is determined in step S417 that the vehicle speed of the electric vehicle M is not less than the predetermined vehicle speed (exceeds the predetermined vehicle speed), the fan control unit 74 determines whether the radiator temperature exceeds the eighth temperature (step S429). When it is determined that the radiator temperature exceeds the eighth temperature, the fan control unit 74 drives the fan 42 to rotate forward (step S431), and ends the process shown in FIG. 7 . When it is determined that the radiator temperature does not exceed the eighth temperature (is equal to or lower than the eighth temperature), the fan control unit 74 stops the fan 42 (step S433), and ends the process shown in FIG. 7 .

The electric vehicle device 100 of the second embodiment has the same functions and effects as those of the above-described first embodiment. The electric vehicle device 100 of the second embodiment is not provided with the second temperature sensor 64 . Therefore, the structure is simpler than that of the electric vehicle device 100 of the first embodiment, and it is possible to suppress a decrease in the cooling effect of components mounted on the electric vehicle M, such as the radiator 40 .

[Third Embodiment]

[the whole frame]

FIG. 8 is a structural block diagram showing an example of the structure of an electric vehicle M equipped with the electric vehicle device 100 according to the third embodiment. Compared with the electric vehicle M of the first embodiment shown in FIG. 1 , the electric vehicle M of the third embodiment is mainly different in that the first temperature sensor 62 is not provided and the processing of the fan control unit 74 in the control unit 70 . Hereinafter, the electric vehicle device 100 of the third embodiment will be described focusing on the differences from the first embodiment, particularly the processing of the fan control unit 74 .

[Processing by fan control unit 74]

Next, the control of the fan control unit 74 in the third embodiment will be described. FIG. 9 is a flowchart showing an example of processing by the fan control unit 74.

The fan control unit 74 determines whether the vehicle speed of the electric vehicle M exceeds a predetermined vehicle speed (step S501). The prescribed vehicle speed may be the same as the prescribed vehicle speed explained in step S111 of FIG. 3 , may be faster than the prescribed vehicle speed, or may be slower than the prescribed vehicle speed. When it is determined that the vehicle speed of the electric vehicle M exceeds the predetermined vehicle speed, the fan control unit 74 determines whether the condenser temperature exceeds the ninth temperature (step S503). The ninth temperature is an example of the fourth threshold.

When it is determined that the condenser temperature exceeds the ninth temperature, the fan control unit 74 drives the fan 42 to rotate in the reverse direction (step S505), and ends the process shown in FIG. 9 . When it is determined that the condenser temperature does not exceed the ninth temperature (is equal to or lower than the ninth temperature), the fan control unit 74 controls the drive of the fan 42 based on other conditions (step S507), and ends the process shown in FIG. 9 .

The electric vehicle device 100 of the third embodiment has the same functions and effects as those of the above-described first embodiment. The electric vehicle device 100 of the third embodiment is not provided with the second temperature sensor 64 . Therefore, the structure is simpler than that of the electric vehicle device 100 of the first embodiment, and it is possible to suppress a decrease in the cooling effect of components mounted on the electric vehicle M, such as the radiator 40 .

In each of the above-described embodiments, the condenser 50 is disposed in front of the vehicle relative to the radiator 40 . However, the radiator 40 may be disposed in a position in front of the vehicle relative to the condenser 50 . In this case, the fan control unit 74 controls the fan 42 so that the air flows in the direction of the condenser 50 (rearward of the vehicle), for example, when the condenser temperature is higher than the radiator temperature.

For example, the fan control unit 74 refers to the radiator temperature and the condenser temperature respectively, and the temperature of the one arranged in front of the vehicle among the radiator 40 and the condenser 50 is higher than the temperature of the one arranged in the rear of the vehicle. Next, the fan 42 may be controlled so as to circulate air from the rear of the vehicle to the front of the vehicle.

In each of the above-described embodiments, the circulation control unit is the fan 42 provided in the radiator 40, but other configurations are also possible. For example, when the condenser 50 is provided with a fan, the circulation control unit may use the fan. Alternatively, the circulation control unit may be a fan provided separately from the fan of the radiator 40 . Alternatively, the flow control unit may be a cyclone or pressure-adjusting blower without a propeller.

In each of the above embodiments, a vehicle sensor including a vehicle speed sensor is used as the speed detection unit, but a device other than a vehicle sensor (vehicle speed sensor) may be used. For example, as the speed detection unit, a handbrake, a parking lock, or the like may be used to detect the stop of the vehicle when the parking lock is activated.

Specific embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to such embodiments at all, and various modifications and substitutions can be made without departing from the gist of the present invention.

Claims (6)

1. An electric vehicle device, wherein,

the electric vehicle device includes:

a driving force output device that outputs power for running the electric vehicle;

a heat exchanger that adjusts the temperature of the driving force output device;

a temperature adjustment unit that adjusts a temperature of a power supply device that supplies power to the driving force output device;

a first temperature detection unit that directly or indirectly detects a temperature on the heat exchanger side;

a second temperature detection unit that directly or indirectly detects the temperature on the temperature adjustment unit side; and

a flow control unit for controlling the flow of air around the temperature adjustment unit and the heat exchanger,

the temperature adjustment portion and the heat exchanger are arranged so as to overlap at least partially when viewed from the front-rear direction of the vehicle,

the circulation control unit refers to the temperatures detected by the first temperature detection unit and the second temperature detection unit, and circulates the air from the rear side of the vehicle toward the front side of the vehicle when the temperature of one of the heat exchanger and the temperature adjustment unit, which is disposed in front of the vehicle, is higher than the temperature of the one disposed in rear of the vehicle.

2. The electric vehicle device according to claim 1, wherein,

the electric vehicle device further includes an air conditioning device for cooling the interior of the vehicle provided with the power supply device,

the flow control unit flows the air from the heat exchanger side toward the temperature adjustment unit side when the air conditioner is in operation.

3. The electric vehicle device according to claim 1, wherein,

the power supply device includes a secondary battery that stores electric power for running,

the electric vehicle device further includes a charge state detection unit that detects whether the secondary battery is in charge,

when the state of charge detection unit detects that the secondary battery is being charged and the temperature of the temperature adjustment unit exceeds a first threshold, the air is circulated from the heat exchanger side toward the temperature adjustment unit side.

4. The electric vehicle device according to claim 1, wherein,

the electric vehicle device further includes a speed detection unit that detects a speed of the electric vehicle,

the flow control unit flows the air from the heat exchanger side toward the temperature adjustment unit side when the speed detected by the speed detection unit is equal to or less than a second threshold value.

5. An electric vehicle device, wherein,

the electric vehicle device includes:

a driving force output device that outputs power for running the electric vehicle;

a heat exchanger that adjusts the temperature of the driving force output device;

a temperature adjustment unit that adjusts a temperature of a power supply device that supplies power to the driving force output device;

a first temperature detection unit that directly or indirectly detects a temperature on the heat exchanger side; and

a flow control unit for controlling the flow of air around the temperature adjustment unit and the heat exchanger,

the temperature adjustment portion and the heat exchanger are arranged so as to overlap at least partially when viewed from the front-rear direction of the vehicle,

the flow control unit flows the air from the heat exchanger side toward the temperature adjustment unit side when the temperature detected by the first temperature detection unit exceeds a third threshold value.

6. An electric vehicle device, wherein,

the electric vehicle device includes:

a driving force output device that outputs power for running the electric vehicle;

a heat exchanger that adjusts the temperature of the driving force output device;

a temperature adjustment unit that adjusts a temperature of a power supply device that supplies power to the driving force output device;

a second temperature detection unit that directly or indirectly detects the temperature on the temperature adjustment unit side; and

a flow control unit for controlling the flow of air around the temperature adjustment unit and the heat exchanger,

the temperature adjustment portion and the heat exchanger are arranged so as to overlap at least partially when viewed from the front-rear direction of the vehicle,

the flow control unit flows the air from the heat exchanger side toward the temperature adjustment unit side when the temperature detected by the second temperature detection unit exceeds a fourth threshold value.