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WO2020059757A1 - Contact et dispositif d'entraînement - Google Patents

Contact et dispositif d'entraînement Download PDF

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Publication number
WO2020059757A1
WO2020059757A1 PCT/JP2019/036574 JP2019036574W WO2020059757A1 WO 2020059757 A1 WO2020059757 A1 WO 2020059757A1 JP 2019036574 W JP2019036574 W JP 2019036574W WO 2020059757 A1 WO2020059757 A1 WO 2020059757A1
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WO
WIPO (PCT)
Prior art keywords
oil
heat transfer
battery pack
heat
battery
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2019/036574
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English (en)
Japanese (ja)
Inventor
野村　由利夫
弘明 別處
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nidec Corp
Original Assignee
Nidec Corp
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.)
Filing date
Publication date
Application filed by Nidec Corp filed Critical Nidec Corp
Publication of WO2020059757A1 publication Critical patent/WO2020059757A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • 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
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a vehicle and a drive device.
  • Japanese Patent Publication No. 2010-520366 discloses a configuration in which a battery unit is heated by a thermoelectric heater.
  • Japanese Patent Application Laid-Open Publication No. 2014-75933 discloses that a running motor is energized by an oil heating torque applying means to heat the running motor, thereby stopping the vehicle at extremely low temperatures in cold weather or running. There is disclosed a low-temperature drive control device for a motor-equipped vehicle that can sometimes sufficiently lubricate lubrication and cooling oil without using a dedicated heater.
  • One aspect of the present invention is a vehicle including a driving device having a motor, a battery pack having a battery module, and a chassis having the driving device and the battery pack, wherein heat transfer between the driving device and the battery pack is provided.
  • the vehicle has a heat transfer path through which the heat transfer can be performed mutually.
  • another aspect of the present invention is a driving device including a motor, and a transmission mechanism having a plurality of gears for transmitting rotation of the motor to a drive shaft, wherein the driving device includes at least a stator of the motor.
  • it has oil for cooling the rotor, and has an oil cooler and an oil pump in an oil passage that circulates the oil, and the oil cooler exchanges heat with a heat transfer path that is transferred from the battery pack.
  • Device is a driving device having a motor, a battery pack having a battery module, and a chassis having the driving device and the battery pack, wherein heat transfer between the driving device and the battery pack is provided.
  • the vehicle has a heat transfer path through which
  • FIG. 1 is a diagram illustrating a configuration of a vehicle according to the first embodiment.
  • FIG. 2 is a system configuration diagram of the vehicle according to the first embodiment.
  • FIG. 3 is a schematic view of the inside of the battery pack according to the first embodiment.
  • FIG. 4 is an external view of the driving device according to the first embodiment.
  • FIG. 5 is a conceptual diagram of the driving device according to the first embodiment.
  • FIG. 6 is a flowchart of the charging operation according to the first embodiment.
  • FIG. 7 is a flowchart of the starting operation according to the first embodiment.
  • FIG. 8 is a system configuration diagram of a vehicle according to the second embodiment.
  • FIG. 9 is a system configuration diagram of a vehicle according to the third embodiment.
  • FIG. 10 is a system configuration diagram of a vehicle according to the third embodiment.
  • FIG. 11 is a system configuration diagram of a vehicle according to the third embodiment.
  • FIG. 12 is a system configuration diagram of a vehicle according to the third embodiment.
  • the positive side is the rear end of the vehicle, and the negative side is the front end.
  • the positive side of the X axis is simply referred to as “rear side”
  • the negative side of the X axis is simply referred to as “front side”.
  • the Z-axis direction shown in each figure is a vertical direction Z in which the positive side is the upper side and the negative side is the lower side.
  • the vertical direction Z is a vertical direction in each drawing.
  • the upper side in the vertical direction is simply called “upper side”
  • the lower side in the vertical direction is simply called “lower side”.
  • the positive side is the right end of the vehicle, and the negative side is the left end.
  • the positive side of the Y axis is simply referred to as “right side”
  • the negative side of the X axis is simply referred to as “left side”.
  • FIG. 1 is a diagram illustrating a configuration of a vehicle 1 according to the present embodiment.
  • the vehicle 1 includes a chassis 10 and a body 11.
  • the chassis 10 is a support portion that supports the vehicle 1 from below.
  • the chassis 10 has wheels 2, a drive shaft 21, a battery pack 3, a driving device 4, and a heat transfer path 5.
  • the chassis 10 includes an accelerator, a suspension device, a brake device, a seat, and the like (not shown).
  • the chassis 10 is formed of a relatively lightweight material such as aluminum or CFRP.
  • the body 11 includes a door, an instrument panel, a luggage, and the like.
  • the chassis 10 has four wheels 2.
  • the wheels 2 provided on the front right side of the vehicle and the wheels 2 provided on the front left side of the vehicle are connected via a drive shaft 21.
  • the wheels 2 provided on the right side behind the vehicle and the wheels 2 provided on the left side behind the vehicle are connected via a drive shaft (not shown).
  • a drive device 4 described later is connected to the wheel 2 provided on the right front side of the vehicle and the drive shaft 21 of the wheel 2 provided on the left front side of the vehicle.
  • the driving device 4 includes an inverter section 42, a driving section 43, and a second cooling channel 44.
  • the drive unit 43 of the drive device 4 includes a transmission mechanism 431, a motor 432, and an oil cooler 436.
  • the battery pack 3 includes a battery module 31, a high-voltage bus bar 32, a charging port 33, a first cooling channel 34, a power converter 35, and a housing 36.
  • the battery module 31, the battery cooling unit 343 of the first cooling channel 34, the power converter 35, and the heat transfer path 5 are provided inside the housing 36.
  • the charging port 33 and the power converter 35 are electrically connected by the high-voltage bus bar 32. Therefore, the battery module 31 can be charged by converting an alternating current supplied from the charging port 33 into a direct current by the power converter 35.
  • the battery module 31 can also be charged by converting the direct current supplied by the quick charger or the like by the power converter 35.
  • the housing 36 is made of CFRP, for example, and has a heat retaining structure such as an air layer inside the wall. Therefore, the battery pack 3 can store heat generated by charging or the like.
  • a flow path of a heat transfer path 5 described later is formed in the housing 36. A heat transfer medium circulates inside the heat transfer path 5.
  • the battery module 31 is composed of a plurality of battery cells 311.
  • the plurality of battery cells 311 each have two electrodes, a positive electrode and a negative electrode, and form a battery module 31 by connecting each electrode with a bus bar.
  • a battery cooling unit 343 of the first cooling channel 34 described below is disposed between the battery cells 311. Therefore, the battery cells 311 can be cooled by the refrigerant circulating inside the battery cooling unit 343.
  • the number of the plurality of battery cells 311 is five, but any number may be used.
  • the first cooling channel 34 has a first radiator 341, a first water pump 342, and a battery cooling unit 343.
  • the first cooling channel 34 is formed by, for example, a resin or metal pipe.
  • the battery cooling unit 343 is provided in the housing 36 of the battery pack 3.
  • the first radiator 341 is provided in front of the chassis 10, and can cool the refrigerant in the first cooling path 34 by receiving wind when the vehicle 1 travels.
  • the first radiator 341, the first water pump 342, and the battery cooling unit 343 are connected by piping to form an annular shape.
  • the refrigerant can be circulated in the first cooling channel 34, and the refrigerant cooled by the first radiator 341 is circulated in the first cooling channel 34,
  • the battery cells 311 in the battery module 31 can be cooled.
  • the refrigerant may be water or oil such as ATF.
  • the driving device 4 will be described with reference to FIGS.
  • the drive device 4 has a structure in which the drive unit 43 and the inverter unit 42 are integrated.
  • the inverter unit 42 is fixed to the rear and upper side of the driving unit 43 by bolts (not shown). Further, an oil cooler 436 is provided on the lower front side of the drive unit 43 so as to project obliquely.
  • the inverter unit 42 and the battery pack 3 are electrically connected by an electric wire (not shown).
  • the drive unit 43 has a transmission mechanism 431, a motor 432, a first oil passage 433, a second oil passage 434, an oil pump 435, an oil cooler 436, and an oil sump P.
  • the motor 432 includes a stator and a rotor, and the rotation of the rotor is transmitted to the transmission mechanism 431 via a motor drive shaft.
  • the transmission mechanism 431 is composed of a plurality of gears.
  • a helical gear provided on the motor drive shaft, a counter gear meshing with the helical gear, a ring gear meshing with the counter gear, and a differential gear having a ring gear are provided.
  • the rotation of the differential gear is transmitted to the drive shaft 21, the wheels 2 rotate. Therefore, the rotation of the motor 432 is transmitted to the drive shaft 21 via the transmission mechanism 431, and the wheels 2 rotate.
  • the first oil passage 433 is indicated by a black arrow in FIG.
  • the oil O accumulated in an oil reservoir P provided below the drive unit 43 is scraped up by a ring gear of the transmission mechanism 431 to cool the motor 432.
  • the oil O scooped up by the ring gear of the differential gear accumulates in the catch tank, and the oil O accumulated in the catch tank flows inside the rotor of the motor 432.
  • oil is scattered on the stator of the motor 432 by centrifugal force from a plurality of holes provided in the rotor of the motor 432 (not shown), so that the motor 432 can be cooled.
  • the scattered oil moves to the oil pool P again by its own weight.
  • the second oil passage 434 has an oil pump 435 and an oil cooler 436.
  • the oil pump 435 is an electric oil pump.
  • the oil O in the oil reservoir P is sucked up by the oil pump 435.
  • the sucked oil O is heat-exchanged by the oil cooler 436 with the second cooling flow path 44 described later and the heat transfer path 5.
  • the heat exchanged oil O flows over the stator of the motor 432 from above the stator of the motor 432.
  • the splashed oil moves to the oil pool P again by its own weight.
  • the second cooling channel 44 has a second radiator 441 and a second water pump 442.
  • the second cooling channel 44 has an annular configuration in which the second radiator 441, the second water pump 442, and the oil cooler 436 are connected by a resin or metal pipe.
  • the second radiator 441 is provided in front of the chassis 10 and can cool the refrigerant in the second cooling flow path 44 by receiving wind when the vehicle 1 travels.
  • the second cooling passage 44 cools the inverter 42 and the driving device 43 by circulating the refrigerant cooled by the second radiator 441 in the second cooling passage 44 by the second water pump 442.
  • the refrigerant cooled by the second radiator 441 is supplied to the inverter 42 by the second water pump 442.
  • a semiconductor element such as an IGBT (not shown) is provided inside the inverter 42 and generates heat when the motor is driven. This heated semiconductor element can be cooled by the refrigerant in the second cooling channel 44.
  • the refrigerant that has cooled the inverter 42 is supplied to an oil cooler 436 provided in the drive unit 43.
  • the oil cooler 436 exchanges heat between the oil O in the second oil passage 434 of the drive unit 43 and the refrigerant in the second cooling passage 44. That is, the oil cooler 436 can cool the oil O. Therefore, the cooled oil O flows over the stator of the motor unit 432, and the motor unit 432 can be cooled.
  • the coolant flowing through the second cooling channel is water, but may be oil such as ATF.
  • the heat transfer path 5 has a third water pump 51.
  • the heat transfer path 5 has an annular configuration in which the third water pump 51, the battery pack 3, and the oil cooler 436 are connected by a resin or metal pipe. Therefore, by driving the third water pump 51, the heat transfer medium circulates inside the heat transfer path 5.
  • the heat transfer medium is water, but is not limited thereto, and may be oil or the like.
  • the oil cooler 436 of the drive unit 4 can exchange heat with the oil O inside the drive unit 4.
  • the oil pump 435 of the drive unit 4 and the third water pump 51 of the heat transfer path 5 are simultaneously driven, so that the heat of the oil O is Can be transferred to the heat transfer medium in the heat transfer path 5.
  • the oil pump 435 of the driving device 4 and the third water pump 51 of the heat transfer path 5 are simultaneously driven, so that the heat transfer is performed.
  • the heat of the heat transfer medium in the path 5 can be transferred to the oil O of the drive device 4.
  • the heat transfer path 5 can transfer heat inside the battery pack 3.
  • the heat inside the battery pack 3 can be transferred to the heat transfer medium by driving the third water pump 51. .
  • the battery pack 3 and the driving device 4 can mutually transfer heat when the third water pump 51 of the heat transfer path 5 is driven and the heat transfer medium circulates inside the heat transfer path 5. .
  • the battery unit and the motor can be heated in cold or extremely low temperatures without consuming extra power.
  • the temperature of the driving device 4 is low at the time of cold or extremely low temperature, the viscosity of the oil O in the driving device 4 is high. If the driving device 4 is driven in such a case, the driving device 4 is driven up by the ring gear of the transmission mechanism 431, but the viscosity of the oil O is high, so that the resistance of the driving is increased. Therefore, the efficiency of the driving device 4 during traveling decreases.
  • the temperature of the oil O in the driving device 4 can be increased by moving the heat of the battery unit to the driving device 4 via the third cooling channel 5.
  • the viscosity of the oil O decreases, the efficiency of the driving device 4 can be increased, and the power consumption of the battery unit can be suppressed.
  • the temperature of the battery pack 3 is low, the voltage of the battery pack 3 decreases. As a result, the range of the vehicle is reduced.
  • FIG. 6 is a flowchart showing an operation of charging the battery module 31 in the battery pack 3.
  • Step 101 (hereinafter, step is referred to as S) 101 is the start of the charging operation.
  • S101 is started when a connector is connected to the charging port 33 of the vehicle 1 from an external power supply facility (not shown).
  • the process proceeds to S102.
  • S102 it is determined whether the charging operation can be terminated. Specifically, the charge amount of the battery module 31 is detected, and it is determined whether or not the set charge amount is reached. When the charge amount of the battery module 31 is equal to or more than the set charge amount, the process proceeds to S108 and the charging operation is stopped. If the charge amount is equal to or less than the predetermined value, the process proceeds to S103.
  • a request for applying a current is sent to an external power supply facility (not shown), and a predetermined current is applied to the charging port 33 of the vehicle 1.
  • the applied current is converted by the power converter 35 of the battery pack 3 to DC in the case of AC, or DC / DC converted in the case of DC, and the current is supplied to the battery pack 3 to charge the battery module 31.
  • the process proceeds to S104.
  • the temperature T31 of the battery module 31 is measured by a temperature sensor (not shown) in the battery pack 3, and the measured temperature T31 of the battery module 31 is between the lowest temperature T31min of the battery module 31 and the highest temperature T31max of the battery module 31.
  • the battery cells 311 of the battery module 31 are, for example, lithium ion batteries. It is known that lithium ion batteries generally deteriorate rapidly in a high-temperature environment. In particular, in an environment of 60 degrees or more, the separator, which is a component of the lithium ion battery, shrinks and rapidly deteriorates. In a low-temperature environment, the internal resistance of a lithium-ion battery increases, and the battery capacity decreases significantly.
  • the lithium ion battery has a temperature of 0 degrees or more and 60 degrees or less.
  • T31min to 10 degrees and T31max to 55 degrees
  • the current temperature T31 of the battery module is between 10 degrees and 55 degrees.
  • step S104 when the temperature T31 of the battery module is between the minimum temperature T31min of the battery module 31 and the maximum temperature T31max of the battery module 31 (that is, the battery module temperature 31 is 10 degrees to 55 degrees), the process proceeds to S105.
  • the heat generated during charging is stored in the battery pack 3. Specifically, since the battery pack 3 has a heat retaining structure, Joule heat generated when the battery module 31 is charged is stored.
  • step S105 is completed, the process returns to step S102.
  • the process proceeds to S106. I do. In S106, it is determined whether the temperature 31 of the battery module is equal to or higher than the maximum temperature T31max of the battery module 31. If the temperature is equal to or higher than the maximum temperature T31max of the battery module 31, the process proceeds to S108. If the temperature is not equal to or higher than the maximum temperature T31max of the battery module 31, the process proceeds to S107. That is, when shifting to S107, the temperature of the battery module 31 is equal to or lower than the minimum temperature T31min.
  • the oil cooler 436 can exchange heat between the heated oil O of the drive device 4 and the heat transfer medium in the heat transfer path 5. Further, since a part of the heat transfer path 5 is formed inside the housing 36 of the battery pack 3, the battery module 31 can be heated by the heated heat transfer medium of the heat transfer path 5. After the battery module 31 is warmed to a certain temperature, the process returns to S102.
  • S108 since the temperature T31 of the battery module 31 is equal to or lower than the maximum temperature T31max of the battery module 31, the battery module 31 is cooled. Specifically, the amount of current from an external power supply facility (not shown) is reduced, and the first water pump 342 in the first cooling channel 34 of the battery pack 3 is driven. By circulating the refrigerant cooled by the first radiator 341 inside the battery pack 3, the battery module 31 can be cooled. After the temperature T31 of the battery module 31 is cooled below a certain level, the process returns to S102.
  • thermoelectric heater for heating the battery module 31.
  • the start operation is started, for example, in response to a keyless entry release signal.
  • the temperature T4 inside the driving device 4 is measured by a temperature sensor (not shown) inside the driving device 4. It is confirmed whether the temperature T4 inside the driving device 4 is equal to or higher than the minimum temperature T4min. It is known that the kinematic viscosity of the oil O inside the driving device 4 sharply increases when the temperature falls below a certain value. When the kinematic viscosity increases, the rotation resistance occurs when the transmission mechanism 432 of the driving device 4 operates, the power consumption increases, and the so-called power consumption (travel distance in the power consumption) deteriorates. For example, in the case of ATF (Automatic Transmission Fluid) in the oil O, if it is lower than 0 degree, the kinematic viscosity increases exponentially. Therefore, in the present embodiment, the minimum temperature T4min is set to 0 degree.
  • ATF Automatic Transmission Fluid
  • the process proceeds to S205, and the starting operation ends. Note that an operation other than the starting operation of the present embodiment may be added. For example, when the temperature T4 of the driving device 4 is equal to or higher than a predetermined value, the driving device 4 may be cooled by the second cooling channel 441 of the driving device 4.
  • the process proceeds to S203.
  • the temperature T4 of the driving device 4 is compared with the temperature T31 of the battery module 31. If the temperature T4 of the driving device 4 is lower than the temperature T31 of the battery module 31, the determination becomes YES and the process proceeds to S204.
  • the process proceeds to S205 and starts. End the operation.
  • the driving device 4 is heated. Specifically, the heat stored inside the battery pack 3 is moved by the heat transfer medium in the heat transfer path 5.
  • the water pump 5 in the heat transfer path 5 is driven. Further, the oil pump 435 of the second oil passage 434 is driven. Since a part of the heat transfer path 5 is formed in the housing 36 of the battery pack 3, the heat of the battery module 31 can be transferred to the heat transfer medium of the heat transfer path 5. A part of the heat transfer path 5 is formed in the oil cooler 436. That is, heat can be exchanged between the heat transfer medium in the heat transfer path 5 and the oil O in the drive device 4. Therefore, the heat stored in the battery pack 3 can be transferred to the oil O of the driving device 4.
  • the heat of the battery pack 3 and the heat of the oil O of the driving device 4 can be mutually transferred in the heat transfer path 5.
  • the water pump 51 of the heat transfer path 5 it is possible to control whether or not heat transfer is possible based on the temperatures of the driving device 4 and the battery module 31.
  • the temperature of the battery pack 3 can be appropriately maintained while eliminating the thermoelectric heater for heating the battery pack 3.
  • the driving device 4 can be warmed in a cold condition of 0 degrees or less, and the power consumption can be improved even at the time of starting.
  • vehicle body 10A of vehicle 1A includes battery pack 3, drive device 4, heat transfer path 5A, and air conditioner 6.
  • the battery pack 3 and the driving device 4 have the same configuration as in the first embodiment.
  • the air conditioner 6 is an air conditioner that cools or heats the vehicle 1A, and is, for example, a heat pump system.
  • the air conditioner 6 has a valve 62 and a heat transfer path 61.
  • the valve 62 is, for example, a three-way solenoid valve. That is, by operating the valve 62, the heat transfer path 5A and the heat transfer path 62 can be connected, and the heat transfer medium inside the heat transfer path 5A can be guided to the heat transfer path 62. Therefore, the heat of the heat transfer medium in the heat transfer path 5A can be transferred to the air conditioner 6.
  • the heat stored when the battery module 31 is charged can be transferred to the air conditioning, and the heat of the driving device 4 can be transferred to the air conditioning.
  • the air conditioner 4 using a heat pump is frosted on the heat exchanger of the air conditioner 4 at a low temperature (below 0 degrees), and the frosted water freezes and cannot be used. . Therefore, a heater for melting ice is provided.
  • the ice stored in the battery pack 3 can be used to melt the ice, and when the battery pack 3 is not stored, the stator of the motor 432 of the drive device 4 can be melted.
  • the heat transfer medium in the heat transfer path 5A can be warmed and the ice can be melted. Therefore, according to the above-described configuration, the heater of the air conditioner 6 can be reduced in addition to the effects of the first embodiment, and the vehicle 1A can be further reduced in weight and the number of parts can be reduced.
  • vehicle body 10A of vehicle 1B includes battery pack 3, drive device 4, air conditioner 6, and heat transfer path 8.
  • the battery pack 3 and the driving device 4 have the same configuration as in the first embodiment.
  • the battery pack 3, the driving device 4, and the air conditioner 6 are directly connected by one heat transfer path 8.
  • the heat transfer path 8 has a configuration in which a resin or metal tubular member through which a heat transfer medium (for example, water) circulates is connected in a ring shape.
  • the heat transfer path 8 has a first valve 81, a second valve 82, a third valve 83, a water pump 84, and a radiator 85.
  • the valve 62 is, for example, a three-way solenoid valve. That is, the heat transfer path 8 can be switched by operating the valve 62.
  • the second valve 82 may be operated to bypass the air conditioner 6 and the radiator 85 as shown in FIG.
  • the heat transfer path 8 may be changed to the radiator 85 as shown in FIG.
  • the third valve 83 is operated to change the heat transfer path 8 so that the heat transfer medium is supplied to the driving device 4 as shown in FIG. do it.
  • valve 82 may be operated to change the heat transfer path 8 to bypass the radiator 85 as shown in FIG.
  • the number of water pumps can be reduced by using a plurality of solenoid valves, and the air conditioner 6 and the battery pack 3 can be reduced similarly to the first and second embodiments.
  • Thermoelectric heaters can be reduced.
  • the heat stored in the battery pack 3 can be used in the drive device 4 and the air conditioner 6.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un mode de la présente invention est un véhicule, comprenant : un dispositif d'entraînement qui a un moteur ; un bloc-batterie qui a un module de batterie ; et un châssis qui a le dispositif d'entraînement et le bloc-batterie, le véhicule ayant un trajet de transfert de chaleur par lequel le dispositif d'entraînement et le bloc-batterie peuvent effectuer un transfert de chaleur mutuel. En outre, un autre mode de la présente invention est un dispositif de commande comprenant : un moteur ; et un mécanisme de transmission comprenant une pluralité d'engrenages pour transmettre la rotation du moteur à un arbre d'entraînement, le dispositif d'entraînement comprenant de l'huile qui refroidit au moins un stator ou un rotor du moteur, un refroidisseur d'huile et une pompe à huile sont disposés dans un passage d'huile dans lequel circule l'huile, et le refroidisseur d'huile échange de la chaleur avec le trajet de transfert de chaleur par l'intermédiaire duquel de la chaleur est transférée depuis le bloc-batterie.
PCT/JP2019/036574 2018-09-20 2019-09-18 Contact et dispositif d'entraînement Ceased WO2020059757A1 (fr)

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JP2018176515 2018-09-20
JP2018-176515 2018-09-20

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WO2020059757A1 true WO2020059757A1 (fr) 2020-03-26

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001251814A (ja) * 2001-01-29 2001-09-14 Aisin Aw Co Ltd 電気自動車用駆動装置
JP2013038998A (ja) * 2011-08-10 2013-02-21 Toyota Industries Corp 二次電池搭載車両
WO2017017867A1 (fr) * 2015-07-30 2017-02-02 パナソニックＩｐマネジメント株式会社 Dispositif de refroidissement

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001251814A (ja) * 2001-01-29 2001-09-14 Aisin Aw Co Ltd 電気自動車用駆動装置
JP2013038998A (ja) * 2011-08-10 2013-02-21 Toyota Industries Corp 二次電池搭載車両
WO2017017867A1 (fr) * 2015-07-30 2017-02-02 パナソニックＩｐマネジメント株式会社 Dispositif de refroidissement

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