CN116890616A - 温度调节装置及车辆 - Google Patents
温度调节装置及车辆 Download PDFInfo
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Abstract
温度调节装置具备:温度调节回路,其使热介质循环;第一温度传感器,其对热介质的温度进行测定;蓄电池,其与温度调节回路热连接;第二温度传感器,其对蓄电池的温度进行测定;发热设备,其与温度调节回路热连接;流路切换装置,其切换温度调节回路的流路,形成使热介质按顺序在蓄电池、发热设备循环的第一温度调节回路和使热介质按顺序在发热设备、蓄电池循环的第二温度调节回路;以及控制装置,其基于第一温度传感器及第二温度传感器的测定结果,对流路切换装置进行控制,使温度调节回路切换为第一温度调节回路或第二温度调节回路。
Description
本申请基于2022年3月31日申请的日本专利申请第2022-059316号主张优先权,将其内容援引于此。
技术领域
本发明涉及温度调节装置及车辆。
背景技术
近年来,为了能够确保使更多的人获得合理的、可靠的、可持续的且先进的能源,进行了与有助于能源的效率化的二次电池相关的研究开发。
在日本特开2019-23059号中公开了一种冷却水流路,其具备冷却蓄电池的第一冷却水流路、以及冷却电动发电机及逆变器的第二冷却水流路,根据外部气体温度或蓄电池水温来连接或分离第一冷却水流路和第二冷却水流路。
发明内容
然而,蓄电池和发热设备(上述电动发电机及逆变器等)由于管理温度不同,因此具有上述那样的两个冷却水流路。另外,蓄电池一般比上述发热设备的管理温度低,因此在将两个冷却水流路连接时,配置在比发热设备靠上游侧的位置。但是,如近年来的全固体电池所代表的那样,存在蓄电池的管理温度变高的倾向,在蓄电池和发热设备的管理温度等同或反转的情况下,有可能在上述那样的冷却水流路中无法适当地管理温度。
本申请的方案的目的在于提供一种能够适当地管理蓄电池及发热设备的温度的应对能力高的温度调节装置。而且,本申请的方案有助于能源的效率化。
本发明的温度调节装置及车辆采用了以下的结构。
(1):本发明的一方案的温度调节装置具备:温度调节回路,其使热介质循环;第一温度传感器,其对所述热介质的温度进行测定;蓄电池,其与所述温度调节回路热连接;第二温度传感器,其对所述蓄电池的温度进行测定;发热设备,其与所述温度调节回路热连接;流路切换装置,其切换所述温度调节回路的流路,形成使所述热介质按顺序在所述蓄电池、所述发热设备循环的第一温度调节回路和使所述热介质按顺序在所述发热设备、所述蓄电池循环的第二温度调节回路;以及控制装置,其基于所述第一温度传感器及所述第二温度传感器的测定结果,对所述流路切换装置进行控制,使所述温度调节回路切换为所述第一温度调节回路或所述第二温度调节回路。
(2):在上述(1)的方案中,也可以是,所述发热设备的热容量比所述蓄电池的热容量小。
(3):在上述(2)的方案中,也可以是,所述控制装置在所述第一温度传感器的测定结果为第一阈值以上且所述第二温度传感器的测定结果小于所述第一阈值的情况下,对所述流路切换装置进行控制,使所述温度调节回路从所述第一温度调节回路切换为所述第二温度调节回路。
(4):在上述(1)至(3)的方案中,也可以是,具备:散热器,其与所述温度调节回路热连接,对所述热介质进行冷却;以及开闭装置,其对所述散热器进行开闭。
(5):在上述(4)的方案中,也可以是,所述控制装置还基于所述第一温度传感器及所述第二温度传感器的测定结果,对所述开闭装置进行控制,使所述散热器开闭。
(6):在上述(5)的方案中,也可以是,所述控制装置在所述第一温度传感器的测定结果为第二阈值以上或所述第二温度传感器的测定结果为所述第二阈值以上的情况下,对所述开闭装置进行控制,使所述散热器从关闭状态切换为打开状态。
(7):在上述(1)至(6)的方案中,也可以是,在所述发热设备中包括驱动马达的驱动装置。
(8):在上述(1)至(7)的方案中,也可以是,在所述发热设备中包括与外部电源电连接并对所述蓄电池进行充电的充电装置。
(9):本发明的一方案的车辆具备上述(1)至(8)的方案的温度调节装置。
根据上述(1)至(9)的方案,能够基于热介质的温度及蓄电池的温度,切换温度调节回路中的蓄电池和发热设备的上游与下游。因此,能够提供可以适当地管理蓄电池及发热设备的温度的应对能力高的温度调节装置。
附图说明
图1是示出一实施方式的温度调节装置的结构的回路图。
图2是示出一实施方式的温度调节装置的控制***的框图。
图3是对一实施方式的第一温度调节回路进行说明的图。
图4是对一实施方式的第二温度调节回路进行说明的图。
图5是示出一实施方式的控制装置的控制图的图。
图6是示出一实施方式的车辆的概要结构的立体图。
具体实施方式
以下,参照附图对本发明的一实施方式进行说明。
图1是示出一实施方式的温度调节装置1的结构的回路图。
温度调节装置1搭载于未图示的车辆。该车辆例如可以是仅具有马达作为驱动源的电力机动车,也可以是具有马达及内燃机的混合动力机动车。
如图1所示,温度调节装置1具备使热介质循环的温度调节回路10。在温度调节回路10上热连接有蓄电池20。另外,在温度调节回路10上,作为发热设备,热连接有驱动装置21、充电装置22。
蓄电池20向车辆的电装***、空调***、驱动***中的至少一个供给电力。蓄电池20是能够充放电的二次电池。作为二次电池,优选充放电时的管理温度范围宽的全固体电池。全固体电池是指无电解液而在正极与负极之间填充有固体电解质的电池。需要说明的是,作为二次电池,也可以是具有电解液的现有的锂离子电池等。
驱动装置21与蓄电池20电连接,驱动车辆的马达23(参照图2、图6)。驱动装置21包括将直流电力转换为交流电力并将交流电力转换为直流电力的逆变器(电力转换装置)。充电装置22与蓄电池20电连接,在与未图示的外部电源电连接时,对蓄电池20进行充电。充电装置22包括对直流电压进行升压或降压的DC/DC转换器。
这些发热设备(驱动装置21、充电装置22)的热容量比蓄电池20小。在本实施方式中,驱动装置21、充电装置22各自的热容量比蓄电池20小。另外,即使将驱动装置21和充电装置22的热容量进行合计,热容量也比蓄电池20小。
温度调节回路10具备散热器11、泵12以及流路切换装置40。散热器11与温度调节回路10热连接。散热器11通过使热介质与外部气体进行热交换来冷却热介质。热介质例如是水、散热液、冷却液等。泵12在温度调节回路10中配置于散热器11的下游侧。泵12使温度调节回路10内的热介质循环。
温度调节装置1具备开闭散热器11的开闭装置13。开闭装置13例如是主动式进气格栅(Active grill shutter),对向散热器11取入外部气体的通风孔进行开闭。需要说明的是,开闭装置13只要具有能够开闭散热器11的格栅结构,则不限于主动式进气格栅。
另外,温度调节装置1具备多个温度传感器30、31。温度传感器30设置于温度调节回路10中的蓄电池20的入口,对热介质的温度进行测定。另外,温度传感器31设置于蓄电池20,对蓄电池20的温度进行测定。
流路切换装置40具备第一流路切换阀41及第一旁通流路41a、第二流路切换阀42及第二旁通流路42a以及第三流路切换阀43及第三旁通流路43a。
第一流路切换阀41是配置于泵12的下游侧的电动的多通阀(在本实施方式中为三通阀)。第一流路切换阀41将从泵12送出的热介质向蓄电池20的上游侧引导,或经由第一旁通流路41a向蓄电池的下游侧引导。
第二流路切换阀42是配置于驱动装置21的下游侧的电动的多通阀(在本实施方式中为三通阀)。第二流路切换阀42将在驱动装置21中流通的热介质向散热器11的上游侧引导,或经由第二旁通流路42a向蓄电池的上游侧引导。
第三流路切换阀43是配置于蓄电池20的下游侧且比第一旁通流路41a的连接位置靠上游侧的位置的电动的多通阀(在本实施方式中为三通阀)。第三流路切换阀43将在蓄电池20中流通的热介质向充电装置22的上游侧引导,或经由第三旁通流路43a向散热器11的上游侧引导。
接着,对上述结构的温度调节装置1的控制***进行说明。
图2是示出一实施方式的温度调节装置1的控制***的框图。
如图2所示,温度调节装置1具备控制装置50,该控制装置50与上述的多个温度传感器30、31、开闭装置13以及流路切换装置40电连接,并且与上述的蓄电池20及发热设备(驱动装置21、充电装置22)电连接。
控制装置50基于温度传感器30及温度传感器31的测定结果,对流路切换装置40进行控制,使温度调节回路10切换为第一温度调节回路10A或第二温度调节回路10B。
图3是对一实施方式的第一温度调节回路10A进行说明的图。
如图3所示,第一温度调节回路10A是指,从泵12送出的热介质按顺序供给到蓄电池20、充电装置22、驱动装置21之后,返回到散热器11的回路。
此时,第一流路切换阀41将泵12的下游侧和蓄电池20的上游侧连接。另外,第二流路切换阀42将驱动装置21的下游侧和散热器11的上游侧连接。另外,第三流路切换阀43将蓄电池20的下游侧和充电装置22的上游侧连接。
图4是对一实施方式的第二温度调节回路10B进行说明的图。
如图4所示,第二温度调节回路10B是指,从泵12送出的热介质按顺序供给到充电装置22、驱动装置21、蓄电池20之后,返回到散热器11的回路。
此时,第一流路切换阀41将泵12的下游侧和充电装置22的上游侧连接。另外,第二流路切换阀42将驱动装置21的下游侧和蓄电池20的上游侧连接。另外,第三流路切换阀43将蓄电池20的下游侧和散热器11的上游侧连接。
图5是示出一实施方式的控制装置50的控制图的图。
如图5所示,控制装置50在温度传感器30(蓄电池20的入口的热介质的温度)的测定结果(TW)小于40℃且温度传感器31(蓄电池20本身的温度)的测定结果(Tbatt)小于40℃的情况下,对流路切换装置40进行控制,将温度调节回路10设为第一温度调节回路10A。此时,将散热器11的开闭装置13(AGS)设为关闭状态(CLOSE)。
根据该控制,能够不通过散热器11冷却热介质,而将通过与发热设备(驱动装置21、充电装置22)的热交换被加温的热介质向低温的蓄电池20供给。因此,能够将蓄电池20从低温输出降低状态加温至可以送出要求输出的通常输出状态(例如40℃~60℃)。
另外,控制装置50在温度传感器30(蓄电池20的入口的热介质的温度)的测定结果(TW)为40℃以上且温度传感器31(蓄电池20本身的温度)的测定结果(Tbatt)小于40℃的情况下,对流路切换装置40进行控制,温度调节回路10从第一温度调节回路10A切换为第二温度调节回路10B。此时,将散热器11的开闭装置13(AGS)设为打开状态(OPEN)。
根据该控制,能够将由散热器11对热介质进行冷却后的热介质在向蓄电池20供给之前向发热设备(驱动装置21、充电装置22)供给。蓄电池20的入口的热介质的温度比蓄电池20本身的温度高是发热设备(驱动装置21、充电装置22)比蓄电池20发热的状态。因此,能够优先冷却发热设备,避免发热设备成为高温(例如60℃以上),在控制上实施PS(省电模式(Power Save))。
另外,控制装置50在温度传感器31(蓄电池20本身的温度)的测定结果(Tbatt)为40℃以上的情况下,对流路切换装置40进行控制,使温度调节回路10从第二温度调节回路10B切换为第一温度调节回路10A。此时,将散热器11的开闭装置13(AGS)设为打开状态(OPEN)。
根据该控制,能够将由散热器11对热介质进行冷却后的热介质在向发热设备(驱动装置21、充电装置22)供给之前向蓄电池20供给。因此,能够优先冷却蓄电池20,避免蓄电池20成为高温(例如60℃以上),在控制上实施PS(省电模式(Power Save))。
根据上述结构,基于热介质的温度及蓄电池20的温度,切换温度调节回路10中的蓄电池20和发热设备(驱动装置21、充电装置22)的上游与下游,能够适当地管理蓄电池20及发热设备的温度。
这样,根据上述的本实施方式的温度调节装置1,具备:温度调节回路10,其使热介质循环;温度传感器30(第一温度传感器),其对热介质的温度进行测定;蓄电池20,其与温度调节回路10(第二温度传感器)热连接;温度传感器31,其对蓄电池20的温度进行测定;发热设备(驱动装置21、充电装置22),其与温度调节回路10热连接;流路切换装置40,其切换温度调节回路10的流路,形成使热介质按顺序在蓄电池20、发热设备循环的第一温度调节回路10A和使热介质按顺序在发热设备、蓄电池20循环的第二温度调节回路10B;以及控制装置50,其基于温度传感器30及温度传感器31的测定结果,对流路切换装置40进行控制,使温度调节回路10切换为第一温度调节回路10A或第二温度调节回路10B。根据该结构,能够得到可以适当地管理蓄电池20及发热设备的温度的应对能力高的温度调节装置1。
另外,在本实施方式中,发热设备的热容量比蓄电池20小。根据该结构,热介质的温度与发热设备的温度具有适应性,因此能够基于热介质的温度变化(温度传感器30的测定结果)来管理发热设备的发热状态。
另外,在本实施方式中,控制装置50在温度传感器30的测定结果为40℃以上(第一阈值以上)且温度传感器31的测定结果小于40℃(小于第一阈值)的情况下,对流路切换装置40进行控制,使温度调节回路10从第一温度调节回路10A切换为第二温度调节回路10B。根据该结构,在热介质的温度比蓄电池20高的情况下,能够与热容量大的蓄电池20相比优先冷却热容量小的发热设备。
另外,在本实施方式中,具备:散热器11,其与温度调节回路10热连接,对热介质进行冷却;以及开闭装置13,其对散热器11进行开闭。根据该结构,能够通过开闭装置13的开闭来切换热介质的冷却和保温。
另外,在本实施方式中,控制装置50还基于温度传感器30及温度传感器31的测定结果,对开闭装置13进行控制,使散热器11开闭。根据该结构,能够在切换温度调节回路10的同时使散热器11开闭,提高蓄电池20及发热设备的温度的管理能力。
另外,在本实施方式中,控制装置50在温度传感器30的测定结果为40℃以上(第二阈值以上)或温度传感器31的测定结果为40℃以上(第二阈值以上)的情况下,对开闭装置13进行控制,使散热器11从关闭状态切换为打开状态。根据该结构,在蓄电池20及发热设备成为高温的情况下,能够冷却热介质。需要说明的是,在本实施方式中,温度调节回路10切换的温度(第一阈值)和散热器11开闭的温度(第二阈值)相同为40℃,但也可以稍有偏差。
另外,在本实施方式中,在发热设备中包括驱动马达23的驱动装置21。根据该结构,能够经由通过驱动装置21的发热而加热了的热介质对蓄电池20进行加温。
另外,在本实施方式中,在发热设备中包括与外部电源电连接并对蓄电池20进行充电的充电装置22。根据该结构,能够经由通过充电装置22的发热而加热了的热介质对蓄电池20进行加温。
图6是示出一实施方式的车辆100的概要结构的立体图。
在车辆100的车身101中,在车室102的地板下面部分搭载有收容蓄电池20的蓄电池壳体103。在车辆100的前部设置有马达室104。在马达室104内设置有马达23、驱动装置21、分支单元106、充电装置22等。
马达23的旋转驱动力向轴107传递。在轴107的两端部连接有车辆100的前轮108。驱动装置21配置于马达23的上侧,直接紧固固定于马达23的壳体。驱动装置21通过电源线缆111与蓄电池壳体103的连接器电连接。另外,驱动装置21例如通过三相母线与马达23电连接。驱动装置21通过从蓄电池20供给的电力对马达23进行驱动控制。
分支单元106及充电装置22左右并列配置。分支单元106及充电装置22配置于驱动装置21的上方。分支单元106及充电装置22以与驱动装置21分离的状态配置。分支单元106和蓄电池壳体103通过在两端具有连接器的线缆110电连接。
分支单元106与充电装置22电连接。充电装置22与家庭用电源等一般的外部电源连接,对蓄电池20进行充电。充电装置22和分支单元106通过在两端具有连接器的未图示的线缆电连接。
这样的车辆100通过具备上述的温度调节装置1,能够适当地管理蓄电池20及发热设备的温度。这样,通过温度调节装置1适当地管理蓄电池20及发热设备的温度,能够增加电动行驶距离,提高车辆效率。
以上,记载并说明了本发明的优选实施方式,但应该理解为,这些是本发明的例示性实施方式,不应该考虑为限定实施方式。追加、省略、置换及其他变更能够在不脱离本发明的范围的情况下进行。因此,本发明不应该视为被前述的说明限定,而是由技术方案限制。
例如,在上述实施方式中,从温度调节装置1的温度调节回路10去掉了热介质专用的加热器等加热部,但也可以并用该加热部和上述的发热设备的发热。
Claims (9)
1.一种温度调节装置,其中,
所述温度调节装置具备:
温度调节回路,其使热介质循环;
第一温度传感器,其对所述热介质的温度进行测定;
蓄电池,其与所述温度调节回路热连接;
第二温度传感器,其对所述蓄电池的温度进行测定;
发热设备,其与所述温度调节回路热连接;
流路切换装置,其切换所述温度调节回路的流路,形成使所述热介质按顺序在所述蓄电池、所述发热设备循环的第一温度调节回路和使所述热介质按顺序在所述发热设备、所述蓄电池循环的第二温度调节回路;以及
控制装置,其基于所述第一温度传感器及所述第二温度传感器的测定结果,对所述流路切换装置进行控制,使所述温度调节回路切换为所述第一温度调节回路或所述第二温度调节回路。
2.根据权利要求1所述的温度调节装置,其中,
所述发热设备的热容量比所述蓄电池的热容量小。
3.根据权利要求2所述的温度调节装置,其中,
所述控制装置在所述第一温度传感器的测定结果为第一阈值以上且所述第二温度传感器的测定结果小于所述第一阈值的情况下,对所述流路切换装置进行控制,使所述温度调节回路从所述第一温度调节回路切换为所述第二温度调节回路。
4.根据权利要求1所述的温度调节装置,其中,
所述温度调节装置具备:
散热器,其与所述温度调节回路热连接,对所述热介质进行冷却;以及
开闭装置,其对所述散热器进行开闭。
5.根据权利要求4所述的温度调节装置,其中,
所述控制装置还基于所述第一温度传感器及所述第二温度传感器的测定结果,对所述开闭装置进行控制,使所述散热器开闭。
6.根据权利要求5所述的温度调节装置,其中,
所述控制装置在所述第一温度传感器的测定结果为第二阈值以上或所述第二温度传感器的测定结果为所述第二阈值以上的情况下,对所述开闭装置进行控制,使所述散热器从关闭状态切换为打开状态。
7.根据权利要求1至6中任一项所述的温度调节装置,其中,
在所述发热设备中包括驱动马达的驱动装置。
8.根据权利要求1至6中任一项所述的温度调节装置,其中,
在所述发热设备中包括与外部电源电连接并对所述蓄电池进行充电的充电装置。
9.一种车辆,其中,
所述车辆具备权利要求1至8中任一项所述的温度调节装置。
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