JP2007112268A - Battery temperature optimizing system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform cooling of other heating elements such as inverter and cooling and heating of a battery. <P>SOLUTION: This battery temperature optimizing system for vehicle includes a duct 2 which communicates a cabin with vehicle outside, stores the battery 20 and other heating elements 21 and generates an air flow from the cabin to vehicle outside in the duct 2. With the battery 20 and the other heating element 21 disposed in series within the duct, this battery temperature optimizing system further includes an air flow changer for changing an air circulation path in the duct 2 based on temperatures of the battery 20. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a system for maintaining a battery at an appropriate temperature, particularly in a vehicle equipped with a large battery such as a hybrid vehicle or an electric vehicle.

  The optimum temperature of the battery mounted on the vehicle is approximately room temperature (around 25 ° C.), but the battery generates heat during charging and discharging, and is cooled by being affected by the outside air temperature. There is a case where it is greatly deviated from normal temperature. Increasing or decreasing the temperature of a battery adversely affects its life and performance. Therefore, particularly in vehicles that require a large power source such as a hybrid vehicle and an electric vehicle, it is an important problem to make the battery temperature suitable.

The following has been disclosed as an invention for dealing with the above problems. This conventional invention cools the battery by sucking the air in the passenger compartment conditioned by the air conditioner with a cooling fan, and circulating the cooling air to the passenger compartment by the switching damper, and discharging the cooling air to the outside of the vehicle. An exhaust mode and a circulation / discharge mode in which a part of the cooling air is returned to the vehicle interior and the rest are discharged to the outside of the vehicle can be selected (Patent Document 1). Thereby, it is supposed that a battery can be cooled, without impairing the comfort of the air-conditioned vehicle interior.
JP-A-10-306722

  In the above-mentioned Patent Document 1, a configuration is shown in which the battery is cooled by air in an air-conditioned vehicle interior. However, in this configuration, other heating elements such as an inverter can be cooled and the battery can be actively heated. As a result, the battery cannot be maintained at an adequate temperature.

  Therefore, an object of the present invention is to enable cooling of other heating elements such as an inverter and cooling and heating of a battery.

  In order to solve the above-mentioned problems, the present invention provides a blowing means for storing a battery and other heating elements in a duct communicating with a vehicle compartment and the outside of the vehicle, and generating an air flow from the vehicle compartment to the outside of the vehicle in the duct. A battery temperature control system for a vehicle comprising: the battery and the other heating element are arranged in series in the duct, and the air flow path in the duct is changed based on the temperature of the battery. An air flow changing means is provided (claim 1).

  According to the said structure, both a battery and other heat generating bodies (inverter etc.) can be cooled with the air in the vehicle interior maintained at substantially normal temperature by the air conditioning. Also, since the battery and the other heating element are arranged in series along the air flow direction in the duct, heat is transferred between the battery and the other heating element via the circulating air. Easy to use. And the flow path of the air in a duct is suitably changed according to battery temperature, The heat of another heat generating body can be utilized for the heating of a battery. Thus, according to this configuration, not only cooling of the battery but also heating can be performed efficiently, so that the battery can be maintained at the optimum temperature (approximately normal temperature), and the life and performance of the battery can be improved. Can be improved.

  Further, in the configuration according to claim 1, the air flow changing means includes a damper provided in a branch path in the duct, a temperature sensor that detects the temperature of the battery, and at least the battery detected by the temperature sensor. It is preferable to comprise a control means for controlling the damper and the air blowing means based on temperature (claim 2).

  Thus, by arranging the damper at the junction of the branch path in the duct and the like, by controlling the damper and the blower by the electronic control device that creates and outputs the control signal based on the detection signal from the temperature sensor, The flow path of air in the duct can be arbitrarily changed.

  Moreover, in the structure of the said Claim 1 or 2, as shown, for example in FIG. 1, in the said duct 2, while the said battery 20 and the said other heat generating body 21 are arrange | positioned in order from the ventilation direction upstream, A circulation path 12 is formed to connect the downstream side of the other heating element 21 in the ventilation direction and the upstream side of the battery 20 in the ventilation direction, and the air flow changing means is provided when the temperature of the battery is lower than a predetermined value. In addition, the flow of air from the passenger compartment into the duct is stopped, and the air on the downstream side of the other heating element 21 is sent to the upstream side of the battery 20 by the circulation path 12 (Claim 3). ).

  According to this configuration, when the battery is cooled, as shown in FIG. 1, air flows in the order of the vehicle compartment → the battery 20 → the other heating element 21 → the outside of the vehicle, and the cold air from the vehicle compartment first hits the battery 20. As a result, the battery 20 can be effectively cooled. Further, when the battery is heated, as shown in FIG. 2, air circulates in the duct 2 as follows: battery 20 → other heating element 21 → circulation path 12 → battery 20 → other heating element 21 →. The circulating air is gradually warmed, and as a result, the battery 20 can be warmed.

  Further, in the configuration according to claim 1 or 2, for example, as shown in FIG. 4, at least two branch paths 51 and 52 branch from an inflow path 50 through which air from the passenger compartment flows into the duct 42. And a communication passage 53 for communicating these branch passages 51 and 52, the battery 60 and the other heating element 61 are arranged in parallel in the communication passage 53, and the air flow changing means When the temperature of the battery 60 is higher than a first predetermined value, air flows in the communication path 53 in the order of the battery 60 → the other heating element 61, and the temperature of the battery 60 is set to a second predetermined value. When the value is lower than the value, air may flow in the order of the other heating element 61 → the battery 60 in the communication path 53 (Claim 4).

  According to this configuration, when the battery is cooled, as shown in FIG. 4, the cool air in the vehicle interior first hits the battery 60, so that the battery 60 can be effectively cooled. When the battery is heated, as shown in FIG. 5, the battery 60 is exposed to the air that has passed through the other heating element 61, so that the battery 60 is heated using the heat of the other heating element 61. Can do.

  Further, in the configuration according to any one of claims 1 to 4, under a predetermined condition, air that has flowed into the duct from a passenger compartment is bypassed by the battery and the other heating element, and is outside the vehicle. Ventilation means may be provided to flow out into the basin (claim 5).

  In this configuration, for example, as shown in FIG. 9, the position of the damper 73 is adjusted and the fan 75 is rotated so that passages 80, 83, and 85 are formed so that the passenger compartment and the outside of the vehicle communicate directly with each other. This makes it possible to ventilate the passenger compartment.

  Further, in the configuration according to any one of claims 1 to 5, it is preferable that the other heating element is an inverter (claim 6).

  The usable temperature of the inverter mounted on the hybrid vehicle or the like is approximately −20 to 80 ° C., which is higher than that of the normal battery. And since the optimal temperature of a battery is about 25 degreeC, it is possible to fully heat a battery by utilizing the heat of an inverter.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 and FIG. 2 includes a duct 2, a damper 3, a fan 5, a control amplifier (control AMP.) 6, and an actuator (ACT.) 7. The duct 2 includes a vehicle interior connection path 10, a communication path 11, a circulation path 12, and an external connection path 13. The communication path 11 is a portion that connects the vehicle compartment connection path 10 and the vehicle exterior connection path 13, and a battery 20 and an inverter 21 are arranged in parallel from the upstream side in the ventilation direction. A fan 5 is disposed in the outside connection path 13 (downstream portion of the inverter 21). One end side of the circulation path 12 communicates with the upstream side of the battery 20, and the other end side communicates with the downstream side of the fan 5. A door-type damper 3 is disposed at a branch (merging) portion between the passenger compartment connection path 10 and the circulation path 12. The damper 3 is driven by the actuator 7 and stops at a position indicated by X or Y. The control amplifier 6 includes a computer, a predetermined control program, an interface, and the like, and can be acquired from a detection signal of a temperature sensor 25 that detects the temperature of the battery 20 and a vehicle amplifier (vehicle AMP.) 27 that controls an air conditioner and the like. Based on information such as the vehicle interior temperature and the outside air temperature, a control signal to the motor 29 for rotating the actuator 7 and the fan 5 is generated and output.

  FIG. 3 shows an example of a control flow performed in the battery temperature control system 1 configured as described above. First, the temperature sensor 25 detects the temperature Tb of the battery 20 (step 100), and determines whether this temperature Tb is higher than a first set temperature T0 (for example, 35 ° C.) (step 101). If> T0, as shown in FIG. 1, the damper 3 is set to the X position (step 102), and the fan 5 is driven (step 103).

  If it is determined in step 101 that the temperature Tb of the battery 20 is not higher than the first set temperature T0, then whether the temperature Tb is lower than the second set temperature T1 (for example, 15 ° C.). If Tb <T1, the damper 3 is set to the Y position (step 105) and the fan 5 is driven (step 103), as shown in FIG. Further, when it is determined that the temperature Tb of the battery 20 is not lower than the second set temperature T1, the control routine is left as it is.

  When the temperature Tb of the battery 20 is higher than the first set temperature T0 by the above configuration and control, the damper 3 is in the X position as shown in FIG. After flowing into the passage 11 and flowing in the order of the battery 20 → the inverter 21, it is discharged outside the vehicle. Thereby, the battery 20 can be cooled by the air in the vehicle interior maintained at substantially normal temperature by air conditioning. When the temperature Tb of the battery 20 is lower than the second set temperature T1, as shown in FIG. 2, the damper 3 is in the Y position, so that air does not flow in from the passenger compartment and the air continues. Since it circulates through the passage 11 and the circulation path 12, the circulating air is heated by the heat of the inverter 21, and the battery 20 can be heated. The optimum temperature of the battery 20 is about 25 ° C., and the usable temperature of the inverter 21 is about −20 to 80 ° C. Normally, the inverter 21 is kept at a higher temperature than the battery 20.

  As described above, the battery 20 and the inverter 21 are arranged in the same passage (communication passage 11), and the air flow path in the duct 2 is changed according to the temperature of the battery 20, so that the battery 20 The battery 20 can be cooled by cold air from the passenger compartment when the temperature is high, and the battery 20 can be heated by the heat of the inverter 21 when the temperature is low. Then, by setting the first set temperature T0 to 35 ° C. and the second set temperature T1 to 15 ° C., the temperature of the battery 20 can be kept within the range of ± 10 ° C. of the optimum temperature 25 ° C.

  4 and 5, the battery temperature control system 41 in this embodiment includes a duct 42, a first damper 43, a second damper 44, a fan 45, a control amplifier (control AMP.) 46, and an actuator (ACT.). 47. The duct 42 includes a vehicle interior connection path 50, a first branch path 51, a second branch path 52, a communication path 53 that connects the first branch path 51 and the second branch path 52, and an outside connection path 54. It is configured. A door-type first damper 43 is disposed at the junction of the vehicle compartment connection path 50, the first branch path 51, and the second branch path 52. A door-type second damper 54 is disposed at the junction of the first branch path 51, the second branch path 52, and the outside connection path 54. In the communication path 53, a battery 60 and an inverter 61 are arranged in parallel from the first branch path 51 side. A fan 45 is disposed in the outside connection path 54. The first damper 43 and the second damper 44 are driven by an actuator 47 and stop at a position indicated by X or Y. The control amplifier 46 includes a computer, a predetermined control program, an interface, and the like, and can be acquired from a detection signal of the temperature sensor 65 that detects the temperature of the battery 60 and a vehicle amplifier (vehicle AMP.) 67 that controls the air conditioner and the like. Based on information such as the vehicle interior temperature and the outside air temperature, a control signal to the motor 29 for rotating the actuator 47 and the fan 45 is created and output.

  FIG. 6 shows an example of a control flow performed in the battery appropriate temperature system 1 having the above configuration. First, the temperature sensor 65 detects the temperature Tb of the battery 60 (step 200), and determines whether this temperature Tb is higher than a first set temperature T0 (for example, 35 ° C.) (step 201). If> T0, as shown in FIG. 4, the first damper 43 is set to the X position and the second damper 44 is set to the X position (step 202), and the fan 45 is driven (step 203).

  If it is determined in step 201 that the temperature Tb of the battery 60 is not higher than the first set temperature T0, then whether the temperature Tb is lower than the second set temperature T1 (for example, 15 ° C.). If Tb <T1, the first damper 43 is set to the Y position and the second damper 44 is set to the Y position (step 205), as shown in FIG. The fan 45 is driven (step 203). Further, when it is determined that the temperature Tb of the battery 60 is not lower than the second set temperature T1, the control routine is left as it is.

  When the temperature Tb of the battery 60 is higher than the first set temperature T0 by the above configuration and control, as shown in FIG. 4, the first and second dampers 43 and 44 are in the X position. The air from the passenger compartment flows in the order of the passenger compartment connection path 50 → the first branch path 51 → the communication path 53 → the second branch path 52 → the outside connection path 54. As a result, air from the passenger compartment flows in the order of the battery 20 → the inverter 21, so that the battery 20 can be cooled by the air in the passenger compartment maintained at substantially normal temperature by air conditioning. When the temperature Tb of the battery 60 is lower than the second set temperature T1, as shown in FIG. 5, the first and second dampers 43 and 44 are in the Y position, so that The air flows in the order of the vehicle compartment connection path 50 → the second branch path 52 → the communication path 53 → the first branch path 51 → the external connection path 54. As a result, air from the passenger compartment flows in the order of the inverter 61 → the battery 60, so that the battery 60 can be heated using the heat of the inverter 61.

  As described above, the battery 60 and the inverter 61 are arranged in the same passage (communication passage 53), and the ventilation order of the battery 60 and the inverter 61 is switched according to the temperature of the battery 60, so that the high temperature of the battery 60 is increased. Sometimes, the battery 60 can be cooled by cold air from the passenger compartment, and the battery 60 can be heated by the heat of the inverter 61 at low temperatures.

  7 to 9 includes a duct 72, a damper 73, a fan 75, a control amplifier (control AMP.) 76, and an actuator (ACT.) 77. The duct 72 is a communication path that connects the passenger compartment connection path 80, the first branch path 81, the second branch path 82, the third branch path 83, and the first branch path 81 and the second branch path 82. 84, an external connection path 85 is provided. A butterfly-shaped damper 73 is disposed at the junction of the passenger compartment connection path 80, the first branch path 81, the second branch path 82, and the third branch path 83. In the communication path 84, the battery 20 and the inverter 21 are arranged in parallel from the first branch path 82 side. A fan 75 is disposed in the outside connection path 85. The damper 73 is driven by an actuator 77 and stops at a position indicated by X, Y, or Z. The control amplifier 76 includes a computer, a predetermined control program, an interface, and the like, and can be acquired from a detection signal of a temperature sensor 95 that detects the temperature of the battery 90 and a vehicle amplifier (vehicle AMP.) 97 that controls an air conditioner and the like. Based on information such as the vehicle interior temperature and the outside air temperature, a control signal to the motor 99 that rotates the actuator 77 and the fan 75 is generated and output.

  FIG. 10 shows an example of a control flow performed in the battery appropriate temperature system 71 configured as described above. First, the temperature sensor 95 detects the temperature Tb of the battery 90 (step 300), and determines whether this temperature Tb is higher than a first set temperature T0 (for example, 35 ° C.) (step 301). When> T0, as shown in FIG. 7, the damper 73 is set to the X position (step 302), and the fan 75 is driven (step 303).

  If it is determined in step 301 that the temperature Tb of the battery 90 is not higher than the first set temperature T0, then whether the temperature Tb is lower than the second set temperature T1 (for example, 15 ° C.). If Tb <T1, the damper 73 is set to the Y position (step 305) and the fan 75 is driven (step 303), as shown in FIG.

  If it is determined in step 304 that the temperature Tb of the battery 90 is not lower than the second set temperature T1, it is then determined whether ventilation in the vehicle compartment is necessary (step 306). The determination of whether or not ventilation is necessary is performed based on a signal from a vehicle amplifier 97 different from the control amplifier 76 of the battery temperature control system 71, that is, an air purification system, an air conditioning system, or the like. If it is determined in step 306 that ventilation is required, the damper 73 is set to the Z position (step 307) and the fan 75 is driven (step 303) as shown in FIG. If it is determined that ventilation is not necessary, the control routine is immediately followed.

  When the temperature Tb of the battery 90 is higher than the first set temperature T0 by the above configuration and control, the damper 73 is in the X position as shown in FIG. It flows in the order of connection path 80 → first branch path 81 → communication path 84 → second branch path 82 → third branch path 83 → external connection path 85. As a result, the air in the vehicle interior flows in the order of the battery 90 → the inverter 91, and the battery 90 can be cooled by the air in the vehicle interior maintained at substantially normal temperature by air conditioning. When the temperature Tb of the battery 90 is lower than the second set temperature T1, the damper 73 is in the Y position as shown in FIG. It flows in the order of second branch path 82 → communication path 84 → first branch path 81 → third branch path 83 → external connection path 85. Thus, air from the passenger compartment flows in the order of the inverter 91 → the battery 90, and the battery 90 can be heated using the heat of the inverter 91. Further, when the passenger compartment needs to be ventilated, as shown in FIG. 9, since the damper 73 is in the Z position, the air from the passenger compartment is changed from the passenger compartment connection passage 80 to the third branch passage 83 to the outside of the vehicle. It flows in the order of the connecting path 85. Thereby, the air in a vehicle interior can be discharged | emitted out of a vehicle.

  As described above, the battery 90 and the inverter 91 are disposed in the same passage (communication passage 84), and the ventilation order of the battery 90 and the inverter 91 is switched according to the temperature of the battery 90, so that the high temperature of the battery 90 is increased. Sometimes, the battery 90 can be cooled by cool air from the passenger compartment, and the battery 90 can be heated by the heat of the inverter 91 at low temperatures. Furthermore, since the battery temperature control system 71 according to the present embodiment has a structure in which the vehicle interior connection path 80 and the vehicle exterior connection path 85 are directly communicated with each other, it can be used for ventilation in the vehicle interior.

FIG. 1 is a diagram illustrating a state when a battery is cooled in the battery temperature control system according to the first embodiment of the present invention. FIG. 2 is a diagram illustrating a state when the battery is heated in the battery appropriate temperature control system according to the first embodiment of the present invention. FIG. 3 is a flowchart illustrating a control example in the battery appropriate temperature system according to the first embodiment. FIG. 4 is a diagram illustrating a state when the battery is cooled in the battery temperature control system according to the second embodiment of the present invention. FIG. 5 is a diagram illustrating a state when the battery is heated in the battery appropriate temperature control system according to the second embodiment of the present invention. FIG. 6 is a flowchart illustrating a control example in the battery appropriate temperature control system according to the second embodiment. FIG. 7 is a diagram illustrating a state when the battery is cooled in the battery temperature control system according to the third embodiment of the present invention. FIG. 8 is a diagram illustrating a state when the battery is heated in the battery appropriate temperature control system according to the third embodiment of the present invention. FIG. 9 is a diagram illustrating a state during ventilation of the vehicle interior in the battery temperature control system according to the third embodiment of the present invention. FIG. 10 is a flowchart illustrating an example of control in the battery appropriate temperature system according to the third embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,51,71 Battery suitable temperature control system 2,52,72 Duct 3 Damper 5,55,75 Fan 6,56,76 Control amplifier 7,57,77 Actuator 10 Car interior connection path 11 Communication path 12 Circulation path 13 Car exterior connection Path 20, 70, 90 Battery 21, 71, 91 Inverter 25, 75, 95 Temperature sensor 29, 79, 99 Motor 11, 61 First branch path 12, 62 Second branch path 13, 64 Communication path 14, 65 External connection path 20, 70 Battery 21, 71 Inverter 25, 75 Temperature sensor 29, 79 Motor 43 First damper 44 Second damper 50 Interior connection path 51 First branch path 52 Second branch path 53 Communication path 54 External connection path 73 Damper 80 Car compartment connection path 81 First branch path 82 Second branch path 83 Third branch path 84 Communication path 5 outside of the vehicle connecting road

Claims (6)

A battery temperature control system for a vehicle, in which a battery and other heating elements are housed in a duct that communicates between the passenger compartment and the outside of the vehicle, and a blower that generates an air flow from the passenger compartment to the outside of the passenger compartment in the duct. There,
The battery and the other heating element are arranged in series in the duct;
Based on the temperature of the battery, comprising air flow changing means for changing the flow path of air in the duct,
The air flow changing means changes a flow path of air in the duct so that heat of the other heating element is conducted to the battery when the temperature of the battery is lower than a predetermined value. Vehicle battery temperature control system. The air flow changing means is
A damper provided on a branch path in the duct;
A temperature sensor for detecting the temperature of the battery;
Control means for controlling the damper and the blowing means based on at least the temperature of the battery detected by the temperature sensor;
The vehicle battery proper temperature system according to claim 1, comprising: In the duct, the battery and the other heating element are arranged in order from the upstream side in the ventilation direction, and a circulation path that communicates the downstream side in the ventilation direction of the other heating element and the upstream side in the ventilation direction of the battery. Formed,
When the temperature of the battery is lower than a predetermined value, the air flow changing means stops the inflow of air from the passenger compartment into the duct, and the air on the downstream side of the other heat generating element by the circulation path The vehicle battery temperature-adjusting system according to claim 1 or 2, wherein the battery is sent upstream of the battery. In the duct, there are formed at least two branch paths that branch from an inflow path through which air from the passenger compartment flows, and a communication path that connects these branch paths,
In the communication path, the battery and the other heating element are juxtaposed,
When the temperature of the battery is higher than a first predetermined value, the air flow changing means causes air to flow in the order of the battery → the other heating element in the communication path, and the temperature of the battery 3. The vehicle battery temperature-adjusting system according to claim 1, wherein air flows in the order of the other heating element → the battery in the communication path when lower than a predetermined value of 2.   The vehicle according to any one of claims 1 to 4, further comprising a ventilating means for bypassing the battery and the other heating element to flow out of the vehicle under a predetermined condition. The vehicle battery appropriate temperature system as described in any one.   6. The vehicle battery temperature-adjusting system according to claim 1, wherein the other heating element is an inverter.

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