Moving body

Abstract

The moving body can prevent the cooling performance of the heat exchanger from being reduced by waste heat from a heat source. A vehicle (1) has a lower-layer air vent (46) at the front end thereof, and is provided with: an engine (ENG) and a power conversion device (PCU) disposed in a front chamber (6); a first radiator (41) through which a first cooling medium for cooling the engine (ENG) flows; a second heat sink (42) through which a second cooling medium for cooling the power conversion device (PCU) flows; a lower shutter mechanism (46a) capable of opening and closing the lower vent (46); a cooling fan (44) that introduces air into the first radiator (41) and the second radiator (42); and a control device (50). The control device (50) reduces the operating amount of the cooling fan (44) than when the lower-layer air vent (46) is in the open state when a predetermined condition that the lower-layer air vent (46) is in the closed state and the cooling performance of the second radiator (42) is reduced is satisfied.

Description

Technical Field

[0001] The present invention relates to a movable body having a vent at a front end portion. Background Art

[0002] In recent years, efforts to achieve a low-carbon society or a decarbonized society have been actively advanced, and research related to electrification technology has been conducted to reduce CO2 emissions and improve energy efficiency in vehicles.

[0003] For example, Patent Document 1 describes a vehicle in which a condenser is cooled by air introduced through an air vent. The vehicle of Patent Document 1 is configured to increase the speed of the cooling fan as the cooling capacity required of the condenser increases, and is configured to achieve a predetermined speed or higher when the grille opening (air vent) is closed by a grille device.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent No. 5391912 Summary of the Invention

[0007] Problems to be solved by the invention

[0008] If the rotation speed of the cooling fan is increased when the vent is closed as in Patent Document 1, waste heat from a heat source such as an engine may be drawn into the cooling fan, thereby reducing the cooling performance of the heat exchanger.

[0009] The present invention provides a mobile body capable of suppressing a decrease in cooling performance of a heat exchanger due to waste heat from a heat source.

[0010] Means for solving problems

[0011] The present invention relates to a mobile body having a vent at a front end portion, wherein:

[0012] The mobile body comprises:

[0013] a first heat source and a second heat source, which are arranged at the front of the mobile body;

[0014] a first heat exchanger disposed behind the vent and configured to allow a first cooling medium for cooling the first heat source to flow therethrough;

[0015] a second heat exchanger disposed behind the vent and configured to allow a second cooling medium for cooling the second heat source to flow;

[0016] a temperature detection unit, configured to detect temperatures of the first heat exchanger and the second heat exchanger;

[0017] a baffle mechanism capable of opening and closing the vent;

[0018] a cooling fan configured to increase the amount of air introduced into the first heat exchanger and the second heat exchanger, or to increase the flow rate of the introduced air; and

[0019] a control device that changes the amount of operation of the cooling fan based on a change in the temperature of at least one of the first heat exchanger and the second heat exchanger;

[0020] When the vent is in a closed state and a predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, the control device reduces the amount of operation of the cooling fan compared to a case where the vent is in an open state.

[0021] Effects of the Invention

[0022] According to the present invention, waste heat from the first and / or second heat sources can be prevented from flowing to the second heat exchanger due to the driving of the cooling fan, thereby preventing the cooling performance of the second heat exchanger from being reduced due to waste heat from the first and / or second heat sources. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic side view showing the entire structure of a vehicle 1 as one embodiment of a mobile object according to the present invention.

[0024] Figure 2 It is a schematic plan view showing the interior of the front room 6 .

[0025] Figure 3 It is a schematic side view showing the interior of the front chamber 6 .

[0026] Figure 4 This is a diagram showing an example of a map of the rotation speed of the cooling fan 44 when the lower vent 46 is in the open state.

[0027] Figure 5 An example of a graph showing the relationship between the second temperature Tw_PCU (horizontal axis) and the rotation speed of the cooling fan 44 (vertical axis) when the lower vent 46 is in the open state.

[0028] Figure 6 It is a diagram for explaining the backflow generated in the front chamber 6 .

[0029] Figure 7 This is a diagram showing a map of the rotation speed of the cooling fan 44 when the lower vent 46 is closed and a predetermined condition for reducing the cooling performance of the second radiator 42 is satisfied.

[0030] Figure 8An example of a graph showing the relationship between the second temperature Tw_PCU (horizontal axis) and the rotation speed of the cooling fan 44 (vertical axis) when the lower vent 46 is closed and a predetermined condition for reducing the cooling performance of the second radiator 42 is satisfied.

[0031] Figure 9 The following is a control flow of a control process of cooling fan 44 executed by control device 50 .

[0032] Figure 10 This is a diagram showing a modified example of the map of the rotation speed of the cooling fan 44 when the lower vent 46 is closed and a predetermined condition for reducing the cooling performance of the second radiator 42 is satisfied.

[0033] Description of reference numerals:

[0034] 1 Vehicle (mobile object)

[0035] 41. First radiator (first heat exchanger)

[0036] 42 Second radiator (second heat exchanger)

[0037] 44 cooling fans

[0038] 46 Lower vent (vent)

[0039] 46a Lower baffle mechanism (baffle mechanism)

[0040] 50 Control Device

[0041] 63 First temperature sensor (temperature detection unit)

[0042] 64 Second temperature sensor (temperature detection unit)

[0043] ENG engine (first heat source)

[0044] PCU power conversion unit (second heat source)

[0045] MOT motor (electric motor). DETAILED DESCRIPTION

[0046] Hereinafter, an embodiment of the mobile body of the present invention will be described with reference to the accompanying drawings. In the following description, an example of applying the mobile body to a vehicle will be described. The accompanying drawings are viewed along the direction of the symbols. In the following description, front and back, left and right, and up and down are described as viewed from the perspective of the vehicle operator (driver). In the accompanying drawings, the front of the vehicle is represented as Fr, the rear as Rr, the left as L, the right as R, the top as U, and the bottom as D.

[0047] Figure 1 This is a schematic side view showing the overall structure of a vehicle 1, one embodiment of a mobile vehicle according to the present invention. Vehicle 1 is a four-wheel hybrid electric vehicle equipped with a pair of left and right front wheels FW and rear wheels RW. Vehicle 1 is divided into a cabin 4, a luggage compartment 5, and a front compartment 6 located in front of the cabin 4 by a floor 2 and a dash panel 3. Front seats 7 and rear seats 8 are provided in the cabin 4. A battery BAT is located in the luggage compartment 5, located behind the cabin 4 and at the rear of the vehicle body. A drive unit 10 is located in the front compartment 6, located in front of the cabin 4 and at the front of the vehicle body.

[0048] The drive unit 10 functions as a drive source for the drive wheels of the vehicle 1. In the vehicle 1, the front wheels FW are drive wheels, and the rear wheels RW are driven wheels. In other words, the drive unit 10 drives the front wheels FW. The drive unit 10 is configured to include a motor MOT as a drive source for the drive wheels (front wheels FW) of the vehicle 1, and an engine ENG as an internal combustion engine, details of which will be described later.

[0049] Furthermore, a control device 50 is provided in the front cabin 6. The control device 50 is provided so as to be able to communicate with the various components of the vehicle 1 including the drive unit 10 via, for example, an in-vehicle network (not shown), and centrally controls the entire vehicle 1 including the drive unit 10. An example of control by the control device 50 will be described later, and therefore its description here is omitted.

[0050] The control device 50 is implemented, for example, by an ECU (Electronic Control Unit), which includes: a processor that performs various calculations; a storage device with a non-transitory storage medium that stores various information (data, programs); and input / output devices that control the input and output of data within and outside the control device 50. Furthermore, the control device 50 can be implemented by a single ECU or by the coordinated operation of multiple ECUs. Furthermore, the location of the control device 50 is not limited to the front cabin 6; for example, it can be located in locations other than the front cabin 6, such as the interior 4 or the trunk 5.

[0051] Vehicle 1 is also equipped with various sensors. These sensors are arranged to be able to communicate with control device 50 and transmit detection signals indicating their own detection values ​​to control device 50. This allows control device 50 to obtain various information necessary for controlling vehicle 1 from the various sensors.

[0052] Examples of the various sensors include a vehicle speed sensor (Velocity) 61 (see FIG. Figure 2 ), an external temperature sensor (Tout) 62 for detecting the temperature around the vehicle 1, that is, the external temperature (see Figure 2), and the first temperature sensor 63 and the second temperature sensor 64 described later.

[0053] Figure 2 It is a schematic plan view showing the interior of the front room 6 . Figure 3 This is a schematic side view showing the interior of the front compartment 6. The drive unit 10 is located in the front compartment 6, which serves as the front portion of the vehicle body. It includes a motor MOT, a power conversion unit PCU, a transmission TM, and an engine ENG. Meanwhile, the battery BAT is located in the rear portion of the vehicle body. By physically separating the battery BAT from the drive unit 10, which can generate heat while the vehicle 1 is running, the battery BAT can be prevented from becoming hot due to the heat from the drive unit 10.

[0054] The battery BAT includes a plurality of cells connected in series or in parallel and is configured to output a high voltage, for example, 100 to 200 V. Lithium-ion batteries, nickel-metal hydride batteries, and the like can be used as the cells of the battery BAT.

[0055] The motor MOT is an electric motor (so-called traction motor) serving as a driving source for the drive wheels of the vehicle 1, and is, for example, an AC motor. The motor MOT receives power from the battery BAT via the power converter PCU and a high-voltage cable (not shown) routed beneath the floor panel 2. In other words, the battery BAT supplies power to the motor MOT via the high-voltage cable and the power converter PCU.

[0056] When supplied with electricity, the motor MOT converts the supplied electricity into power and outputs it. The power output from the motor MOT is transmitted to the drive wheels of the vehicle 1 via the transmission TM and used to propel the vehicle 1. Furthermore, the motor MOT can generate electricity by regenerating the power from the drive wheels of the vehicle 1 during braking. The power generated by the motor MOT is supplied to the battery BAT via the power conversion unit PCU and a high-voltage cable to charge the battery BAT.

[0057] The power converter PCU converts the power exchanged between the battery BAT and the motor MOT. Specifically, the power converter PCU converts DC power supplied from the battery BAT into AC power and supplies it to the motor MOT. This allows the motor MOT to be supplied with appropriate power.

[0058] Furthermore, the power conversion unit PCU converts the AC power supplied from the motor MOT into DC power and supplies it to the battery BAT. This allows the battery BAT to be supplied with appropriate power. Furthermore, the power conversion unit PCU can also convert the voltage of the power exchanged between the battery BAT and the motor MOT as needed (specifically, by stepping it up or down). The power conversion unit PCU is implemented, for example, by an electronic circuit including an inverter and a DC / DC converter. The power conversion unit PCU is a heat generating element that generates heat during operation and is an example of the second heat source of the present invention.

[0059] Engine ENG is an internal combustion engine such as a gasoline engine or a diesel engine, and outputs power by burning supplied fuel. The power output from engine ENG is transmitted, for example, via a transmission TM to the drive wheels of vehicle 1 and used to propel vehicle 1. Alternatively, the power output from engine ENG can be transmitted to motor MOT for use in generating electricity. Engine ENG is a heat generating element that generates heat during operation and is an example of the first heat source of the present invention.

[0060] The transmission TM is a power transmission device provided between the motor MOT and engine ENG and the drive wheels of the vehicle 1. For example, it is a gear-type power transmission device that reduces the power output from the motor MOT or engine ENG and transmits it to the drive wheels. Furthermore, the speed ratio of the transmission TM can be configured to be appropriately changed, for example, based on instructions from the control device 50.

[0061] The drive unit 10 is disposed approximately in the center of the front cabin 6 and is supported, for example, by a pair of front side frames (not shown) extending in the front-to-rear direction of the vehicle 1. Furthermore, in the present embodiment, the drive unit 10 is configured such that a second housing 12 housing a power conversion unit PCU is disposed on the upper surface of a first housing 11 housing an engine ENG, a motor MOT, and a transmission TM.

[0062] A first radiator 41, a second radiator 42, a condenser 43, and a cooling fan 44 are arranged in front of the drive unit 10 and approximately in the center of the vehicle width direction of the vehicle 1 within the front compartment 6. More specifically, the second radiator 42 is arranged in a lower area on the front side of the first radiator 41, and the condenser 43 is arranged in an upper area on the front side of the first radiator 41.

[0063] The first radiator 41 is provided in a first cooling circuit (not shown) for cooling the engine ENG, and is a heat exchanger that performs heat exchange between the first cooling medium (e.g., LLC: Long Life Coolant) circulating in the first cooling circuit and the introduced air. The first radiator 41 releases the heat of the first cooling medium to the outside air. For example, in order to cool the engine ENG, which generates a large amount of heat, the first radiator 41 is formed to be larger than the second radiator 42 and the condenser 43. In addition, a first temperature sensor 63 is provided in the first cooling circuit, which is used to detect the temperature of the first cooling medium circulating in the first cooling circuit. In addition, the first temperature sensor 63 can also detect the temperature of the main body of the first radiator 41 instead of the temperature of the first cooling medium. Hereinafter, the temperature detected by the first temperature sensor 63 is sometimes referred to as the first temperature Tw_ENG.

[0064] The second radiator 42 is a heat exchanger that is provided in a second cooling circuit (not shown) that is different from the first cooling circuit and is used to cool the power conversion unit PCU. The heat exchanger performs heat exchange between the second cooling medium (e.g., LLC) circulating in the second cooling circuit and the introduced air. The second radiator 42 releases the heat of the second cooling medium to the outside air. In addition, a second temperature sensor 64 is provided in the second cooling circuit, which is used to detect the temperature of the second cooling medium circulating in the second cooling circuit. In addition, the second temperature sensor 64 can also detect the temperature of the main body of the second radiator 42 instead of the temperature of the second cooling medium. Hereinafter, the temperature detected by the second temperature sensor 64 may sometimes be referred to as the second temperature Tw_PCU.

[0065] The condenser 43 releases condensation heat of a refrigerant circuit (refrigeration cycle) included in an air-conditioning device (not shown) of the vehicle 1 to the outside air.

[0066] The cooling fan 44 is an intake fan that draws in outside air (air) from upper and lower vents 45 and 46 (described later). It is used to increase the amount of air introduced into the first radiator 41, the second radiator 42, and the condenser 43, or to increase the flow rate of the introduced air. The cooling medium flowing through the first radiator 41, the second radiator 42, and the condenser 43 exchanges heat with the introduced air. The cooling fan 44 has a size that roughly corresponds to the shape of the first radiator 41 and is located behind the first radiator 41.

[0067] Furthermore, an upper vent 45 and a lower vent 46 are provided at the front end of the front compartment 6, specifically at the front end of the vehicle 1 and in the center region in the vehicle width direction, for communicating between the front exterior of the vehicle 1 and the interior of the front compartment 6. The upper vent 45 is provided so as to oppose the front surface of the condenser 43, and the lower vent 46 is provided so as to oppose the front surface of the second radiator 42. Furthermore, the first radiator 41, which is disposed behind the condenser 43 and the second radiator 42, is provided so that its upper region opposes the upper vent 45 across the condenser 43, and its lower region opposes the lower vent 46 across the second radiator 42.

[0068] An upper damper mechanism 45a is provided at the upper vent 45, capable of opening and closing the upper vent 45 in accordance with control by the control device 50. Specifically, the upper damper mechanism 45a is a movable grille actuator comprising a plurality of louvers 450a-450f serving as opening and closing components and an actuator (not shown) for driving the louvers 450a-450f. For example, the louvers 450a-450f are formed into rectangular plates elongated in the vehicle width direction of the vehicle 1. The actuator of the upper damper mechanism 45a rotates the louvers 450a-450f about their longitudinal (vehicle width) central axes.

[0069] In this embodiment, the upper damper mechanism 45a can select a state in which the upper vent 45 is opened to maximize the flow of outside air into the front chamber 6 through the upper vent 45, or a state in which the upper vent 45 is closed to minimize the flow of outside air into the front chamber 6 through the upper vent 45. For example, when the louvers 450a to 450f are opened to a substantially horizontal degree, the upper vent 45 is opened, and when the louvers 450a to 450f are opened to a substantially vertical degree, the upper vent 45 is closed.

[0070] A lower damper mechanism 46a is provided at the lower vent 46, capable of opening and closing the lower vent 46 in accordance with control by the control device 50. Specifically, the lower damper mechanism 46a is a movable grille actuator comprising a plurality of louvers 460a-460e serving as opening and closing components and an actuator (not shown) for driving the louvers 460a-460e. For example, the louvers 460a-460e are formed into rectangular plates elongated in the vehicle width direction of the vehicle 1. The actuator of the lower damper mechanism 46a rotates the louvers 460a-460e about their longitudinal (vehicle width) central axes.

[0071] In this embodiment, the lower damper mechanism 46a can select between an open position for maximizing the flow of outside air into the front chamber 6 through the lower vent 46, and a closed position for minimizing the flow of outside air into the front chamber 6 through the lower vent 46. For example, when the louvers 460a-460e are approximately horizontally opened, the lower vent 46 is in the open position, while when the louvers 460a-460e are approximately vertically opened, the lower vent 46 is in the closed position. Furthermore, the closed position also includes a position where the lower vent 46 is slightly open and close to the closed position.

[0072] When the first temperature Tw_ENG detected by the first temperature sensor 63 is below a predetermined threshold value Tn1, the control device 50 closes the upper vent 45. This reduces the increase in driving resistance caused by the flow of traveling air into the upper vent 45, allowing the vehicle 1 to travel efficiently. Furthermore, when the first temperature Tw_ENG is above the predetermined threshold value Tn1 and below a predetermined threshold value Tn2, which is higher than the predetermined threshold value Tn1, the control device 50 opens the upper vent 45. Consequently, as the cooling fan 44 rotates, a large amount of air is introduced into the first radiator 41. As a result, the heat of the first coolant is released to the outside air, effectively cooling the engine ENG. Furthermore, when the first temperature Tw_ENG is above the predetermined threshold value Tn2, the control device 50 opens the upper vent 45 and the lower vent 46. Consequently, as the cooling fan 44 rotates, a large amount of air is introduced into the first radiator 41, effectively cooling the engine ENG.

[0073] When the second temperature Tw_PCU detected by the second temperature sensor 64 is above a predetermined threshold value Tm1, the control device 50 opens the lower vent 46. As a result, as the cooling fan 44 rotates, a large amount of air is introduced into the second radiator 42. As a result, the heat of the second cooling medium is released to the outside air, efficiently cooling the power conversion unit PCU. Furthermore, when the second temperature Tw_PCU is below the predetermined threshold value Tm1, the control device 50 closes the lower vent 46. This reduces the increase in driving resistance caused by the flow of traveling air into the lower vent 46, enabling efficient driving of the vehicle 1.

[0074] Figure 4This diagram shows an example of a map of the rotational speed of the cooling fan 44 corresponding to the first temperature Tw_ENG (horizontal axis) and the second temperature Tw_PCU (vertical axis) when at least the lower vent 46 is open. In the "off" region of the map, the control device 50 does not drive the cooling fan 44 (i.e., the rotational speed is zero); in the "low" region, the control device 50 rotates the cooling fan 44 at a relatively low rotational speed N_1; and in the "high" region, the control device 50 rotates the cooling fan 44 at a rotational speed N_h that is higher than the rotational speed N_1.

[0075] When the first temperature Tw_ENG and the second temperature Tw_PCU are lower than the low-temperature thresholds Tw_ENG_1 and Tw_PCU_1, the control device 50 does not drive the cooling fan 44. In other words, when the first temperature Tw_ENG and the second temperature Tw_PCU are low, the cooling fan 44 is not driven, and the air introduced through the lower vents 46 promotes heat dissipation from the first radiator 41 and the second radiator 42.

[0076] When both the first temperature Tw_ENG and the second temperature Tw_PCU are lower than the high-temperature thresholds Tw_ENG_h and Tw_PCU_h, and at least one of the first temperature Tw_ENG and the second temperature Tw_PCU is higher than the low-temperature thresholds Tw_ENG_1 and Tw_PCU_1, the control device 50 rotates the cooling fan 44 at a rotational speed N_1. In other words, when the first temperature Tw_ENG and the second temperature Tw_PCU are lower than the high-temperature thresholds, but driving the cooling fan 44 is necessary to promote heat dissipation from the first radiator 41 and the second radiator 42, the cooling fan 44 is rotated at a relatively low rotational speed, namely, at a rotational speed N_1.

[0077] When at least one of the first temperature Tw_ENG and the second temperature Tw_PCU is greater than or equal to the high temperature threshold values ​​Tw_ENG_h and Tw_PCU_h, the control device 50 rotates the cooling fan 44 at a speed N_h that is greater than the speed N_1. In other words, when at least one of the first temperature Tw_ENG and the second temperature Tw_PCU is high, the cooling fan 44 is rotated at a high speed, thereby promoting heat dissipation from the first radiator 41 and the second radiator 42 compared to when the speed is N_1.

[0078] Figure 5 : is an example of a graph showing the relationship between the second temperature Tw_PCU (horizontal axis) and the rotation speed (vertical axis) of the cooling fan 44 when at least the lower vent 46 is in the open state. Figure 4As described above, when the second temperature Tw_PCU is lower than the low-temperature threshold Tw_PCU_1, the control device 50 does not drive the cooling fan 44, setting the rotational speed to zero. Furthermore, when the second temperature Tw_PCU is higher than the low-temperature threshold Tw_PCU_1 and lower than the high-temperature threshold Tw_PCU_h, the control device 50 rotates the cooling fan 44 at a rotational speed N_1. Furthermore, when the second temperature Tw_PCU is higher than the high-temperature threshold Tw_PCU_h, the control device 50 rotates the cooling fan 44 at a high speed, that is, at a rotational speed N_h.

[0079] like Figure 6 As shown, at least when the lower vent 46 is in a closed state, when the cooling fan 44 rotates at a high speed according to the increase of the second temperature Tw_PCU, that is, rotates at a speed N_h, as shown by the thick solid arrow, the waste heat from the engine ENG and the power conversion device PCU is sucked in from the front side of the cooling fan 44, generating a backflow (recirculation) in the front chamber 6.

[0080] Normally, when the second temperature Tw_PCU rises (specifically, when the second temperature Tw_PCU becomes greater than the predetermined threshold value Tm1), the control device 50 drives the lower damper mechanism 46a to open the lower vent 46 and increase the rotational speed of the cooling fan 44. However, in the event of an adverse condition, such as a malfunction of the lower damper mechanism 46a, the lower vent 46 may remain closed even if the second temperature Tw_PCU rises. Thus, when the rotational speed of the cooling fan 44 is increased while the lower vent 46 is closed, the aforementioned backflow occurs. Furthermore, under conditions such as a high outside temperature and a low speed of the vehicle 1, the temperature in the front compartment 6 increases, and the amount of air taken into the front compartment 6 decreases, so the cooling performance of the second radiator 42 may be reduced due to the backflow.

[0081] Therefore, when the lower vent 46 is in a closed state (including a state in which the lower vent 46 is slightly open and close to a closed state) and the prescribed conditions (details will be described later) that the cooling performance of the second radiator 42 is reduced due to backflow are met, the control device 50 reduces the rotation speed of the cooling fan 44 compared to the case in which the lower vent 46 is in an open state.

[0082] Figure 7 This is a diagram showing an example of a map of the rotational speed of the cooling fan 44 corresponding to the first temperature Tw_ENG (horizontal axis) and the second temperature Tw_PCU (vertical axis) when the lower vent 46 is closed and the predetermined condition for the cooling performance of the second radiator 42 is satisfied. The rotational speed of the cooling fan 44 in the "off", "low", and "high" areas of the map is Figure 4 and Figure 5The situation shown is the same, so the description here is omitted. Figure 7 In the map of FIG, in the region where the second temperature Tw_PCU is lower than the high temperature side threshold value Tw_PCU_h, the distribution of the rotation speed of the cooling fan 44 is Figure 4 On the other hand, in the region where the second temperature Tw_PCU is higher than the high temperature threshold value Tw_PCU_h, the distribution of the rotation speed of the cooling fan 44 is the same as Figure 4 different.

[0083] Specifically, when the second temperature Tw_PCU is higher than the high temperature threshold value Tw_PCU_h and the first temperature Tw_ENG is lower than the high temperature threshold value Tw_ENG_h, the control device 50 rotates the cooling fan 44 at the rotation speed N_m. Figure 8 As shown, the rotation speed N_m is greater than the rotation speed N_l and less than the rotation speed N_h. Figure 4 As shown, the control device 50 rotates the cooling fan 44 at a high speed, that is, at a rotational speed N_h. However, when the lower vent 46 is in a closed state and the prescribed conditions for reducing the cooling performance of the second radiator 42 are met, the control device 50 reduces the rotational speed of the cooling fan 44 compared to the case where the lower vent 46 is in an open state, and rotates the cooling fan 44 at a rotational speed N_m.

[0084] In this manner, when the lower vent 46 is closed and the predetermined condition for reducing the cooling performance of the second radiator 42 is satisfied, the control device 50 reduces the rotation speed of the cooling fan 44 compared to when the lower vent 46 is open. This can prevent waste heat from the engine ENG and / or the power conversion unit PCU from being drawn into the cooling fan 44 and flowing to the second radiator 42. Consequently, a reduction in the cooling performance of the second radiator 42 can be suppressed.

[0085] When the first temperature Tw_ENG is above the high-temperature threshold Tw_ENG_h and the second temperature Tw_PCU is above the high-temperature threshold Tw_PCU_h, the control device 50 increases the speed to above N_m, rotating the cooling fan 44 at a speed of N_h. There is a significant temperature difference between the first temperature Tw_ENG and the second temperature Tw_PCU. For example, the second temperature Tw_PCU is approximately 60°C, while the first temperature Tw_ENG is approximately 100°C. When the cooling fan 44 is rotated at the speed of N_h while the first temperature Tw_ENG is above the high-temperature threshold Tw_ENG_h, although exhaust heat from the engine ENG is reversed and directed to the first radiator 41, the rotation of the cooling fan 44 provides a significant heat dissipation effect on the first radiator 41. Therefore, the control device 50 does not reduce the speed of the cooling fan 44, but continues to rotate it at a high speed.

[0086] When the first temperature Tw_ENG is equal to or higher than the high-temperature threshold value Tw_ENG_h and the second temperature Tw_PCU is equal to or higher than the high-temperature threshold value Tw_PCU_h for a predetermined period of time, the control device 50 limits the driving state of the power conversion unit PCU. This prioritizes cooling the engine ENG while protecting the power conversion unit PCU.

[0087] Here, the predetermined conditions under which the cooling performance of the second radiator 42 is reduced will be described. These predetermined conditions are conditions under which the cooling performance of the second radiator 42 is reduced due to backflow when the cooling fan 44 rotates at a high speed. In other words, when these predetermined conditions are met, the cooling performance of the second radiator 42 is reduced when the cooling fan 44 rotates at a high speed, that is, at a rotational speed N_h. Therefore, reducing the rotational speed of the cooling fan 44 to a rotational speed N_m results in an increase in the cooling performance of the second radiator 42.

[0088] The predetermined conditions include the following first, second, and third conditions: When the lower vent 46 is closed and the first to third conditions are met, the control device 50 reduces the rotation speed of the cooling fan 44 .

[0089] The first condition is that the first temperature Tw_ENG is higher than, or is predicted to be higher than, a predetermined threshold. When the first temperature Tw_ENG is high, the amount of waste heat from engine ENG is high. Therefore, when the cooling fan 44 is rotated at a high speed N_h to generate backflow, the waste heat from engine ENG will reduce the cooling performance of the second radiator 42. Alternatively or in addition to the above, the first condition may be that the second temperature Tw_PCU is higher than, or is predicted to be higher than, a predetermined threshold. When the second temperature Tw_PCU is high, the amount of waste heat from the power conversion unit PCU is high. Therefore, when the cooling fan 44 is rotated at a high speed N_h to generate backflow, the waste heat from the power conversion unit PCU will reduce the cooling performance of the second radiator 42.

[0090] The second condition is that the ambient temperature around vehicle 1 is higher than a predetermined threshold (e.g., 35°C). When the ambient temperature is high, the temperature inside front compartment 6 increases. Therefore, when cooling fan 44 is rotated at a high speed N_h to generate backflow, the temperature of the air flowing to second radiator 42 due to waste heat from engine ENG and / or power conversion unit PCU increases, thereby reducing the cooling performance of second radiator 42.

[0091] The third condition is that the speed of vehicle 1 is below a predetermined threshold (e.g., 60 km / h). When vehicle 1 is traveling at a low speed, the amount of air drawn in through upper vent 45 and lower vent 46 at the front end of front compartment 6 is small. Therefore, when cooling fan 44 is rotated at a high speed N_h to generate backflow, the temperature of the air flowing to second radiator 42 increases due to waste heat from engine ENG and / or power conversion unit PCU, reducing the cooling performance of second radiator 42.

[0092] In addition, the control device 50 is not limited to reducing the speed of the cooling fan 44 when all the first to third conditions are met, but can also reduce the speed of the cooling fan 44 when the lower vent 46 is closed and at least one of the first to third conditions is met.

[0093] Figure 9 A control flow of a control process of the cooling fan 44 executed by the control device 50 of the present embodiment is shown.

[0094] The control device 50 determines whether the lower damper mechanism 46a is moving normally (step S1). To illustrate the specific process of this determination, consider an example: if the first temperature Tw_ENG exceeds a predetermined threshold value Tn2 and / or the second temperature Tw_PCU exceeds a predetermined threshold value Tm1 for a predetermined period of time, the control device 50 determines that the lower damper mechanism 46a is not moving normally and that an abnormality has occurred in the lower damper mechanism 46a (step S1: Yes). This is because if the lower damper mechanism 46a is moving normally, while the first temperature Tw_ENG exceeds the predetermined threshold value Tn2 and / or the second temperature Tw_PCU exceeds the predetermined threshold value Tm1, the control device 50 drives the lower damper mechanism 46a to open the lower vent 46, thereby lowering the first temperature Tw_ENG and / or the second temperature Tw_PCU. Alternatively, the determination process in step S1 may be performed based on detection results from a sensor, etc., that detects the opening and closing of the lower damper mechanism 46a.

[0095] If it is determined that the lower damper mechanism 46a is normally movable (step S1: Yes), the control device 50 determines whether the lower vent 46 is in an open state (step S2). If it is determined that the lower vent 46 is in an open state (step S2: Yes), the control device 50 determines whether the lower vent 46 is in an open state (step S2). Figure 4 The illustrated map normally drives (or turns off) the cooling fan 44 (step S3).

[0096] On the other hand, if it is determined that the lower damper mechanism 46a is not moving normally (step S1: No) or if the lower vent 46 is not open (step S2: No), the control device 50 determines whether the first temperature Tw_ENG is higher than or predicted to be higher than a predetermined threshold (step S4). In other words, the control device 50 determines whether the first condition of the predetermined conditions for reducing the cooling performance of the second radiator 42 is met. Alternatively, in step S4, as described above, the control device 50 may determine whether the second temperature Tw_PCU is higher than or predicted to be higher than a predetermined threshold.

[0097] When the first temperature Tw_ENG is below the predetermined threshold or is predicted to be below the predetermined threshold (step S4: No), the heat generated by the engine ENG is small and the temperature in the front compartment 6 is not high. Therefore, the control device 50 is based on Figure 4 The illustrated map normally drives (or turns off) the cooling fan 44 (step S3).

[0098] If the first temperature Tw_ENG is higher than or predicted to be higher than a predetermined threshold value (step S3: YES), the control device 50 determines whether the outside air temperature around the vehicle 1 is higher than a predetermined threshold value (e.g., 35°C) (step S5). In other words, the control device 50 determines whether the second condition of the predetermined conditions for reducing the cooling performance of the second radiator 42 is satisfied.

[0099] When the ambient temperature of the vehicle 1 is below the predetermined threshold value (step S5: No), the temperature in the front room 6 is not high enough to reduce the cooling performance of the second radiator 42. Figure 4 The illustrated map normally drives (or turns off) the cooling fan 44 (step S3).

[0100] If the ambient temperature around vehicle 1 is higher than a predetermined threshold (step S5: YES), control device 50 determines whether the speed of vehicle 1 is lower than a predetermined threshold (e.g., 60 km / h) (step S6). Specifically, control device 50 determines whether the third condition of the predetermined conditions for reducing the cooling performance of second radiator 42 is satisfied.

[0101] When the speed of the vehicle 1 is greater than or equal to the predetermined threshold value (step S6: No), the amount of air taken into the front room 6 is large and the cooling performance of the second radiator 42 is not reduced. Therefore, the control device 50 controls the cooling performance based on the predetermined threshold value. Figure 4 The illustrated map normally drives (or turns off) the cooling fan 44 (step S3).

[0102] When the speed of the vehicle 1 is lower than a predetermined threshold value (step S6: YES), the control device 50 determines that the first to third conditions that the cooling performance of the second radiator 42 is reduced are satisfied. Figure 7The shown map rotates the cooling fan 44, that is, reduces the rotation speed of the cooling fan 44 (step S7).

[0103] (Variation)

[0104] Figure 10 This diagram shows a modified example of a map of the rotation speed of the cooling fan 44 corresponding to the first temperature Tw_ENG (horizontal axis) and the second temperature Tw_PCU (vertical axis) when the lower vent 46 is closed and a predetermined condition for reducing the cooling performance of the second radiator 42 is satisfied.

[0105] In a modified example, Figure 7 Unlike the map shown, when the second temperature Tw_PCU is equal to or higher than the high-temperature threshold value Tw_PCU_h and the first temperature Tw_ENG is lower than the low-temperature threshold value Tw_ENG_1, the control device 50 does not reduce the rotational speed of the cooling fan 44 but instead causes it to rotate at a high speed, that is, at a rotational speed N_h. In other words, when the first temperature Tw_ENG is low and there is a request to warm up the engine ENG, the control device 50 causes the cooling fan 44 to rotate at a high speed.

[0106] While one embodiment of the present invention has been described above with reference to the accompanying drawings, the present invention is not limited to this embodiment. It is apparent that those skilled in the art will be able to devise various variations or modifications within the scope of the technical solution, and it should be understood that these variations and modifications also fall within the technical scope of the present invention. Furthermore, the various components of the above-described embodiments may be arbitrarily combined without departing from the spirit of the invention.

[0107] For example, in the above-described embodiment, two damper mechanisms, namely the upper damper mechanism 45 a and the lower damper mechanism 46 a , are provided to open and close the vent. However, only one damper mechanism may be provided.

[0108] Alternatively, when upper vent 45 is closed and the first to third conditions described above are met, control device 50 may reduce the rotation speed of cooling fan 44 compared to when upper vent 45 is open. This can prevent waste heat from engine ENG and / or power conversion unit PCU from being drawn into cooling fan 44 and flowing into condenser 43.

[0109] This specification includes at least the following matters: In parentheses, corresponding components in the above-described embodiment are shown as examples, but the present invention is not limited thereto.

[0110] (1) A mobile body (vehicle 1) having a vent (lower vent 46) at a front end portion, wherein:

[0111] a first heat source (engine ENG) and a second heat source (power conversion unit PCU) disposed at a front portion of the mobile body;

[0112] a first heat exchanger (first radiator 41 ), which is disposed behind the vent and through which a first cooling medium for cooling the first heat source flows;

[0113] a second heat exchanger (second radiator 42 ), which is disposed behind the vent and through which a second cooling medium for cooling the second heat source flows;

[0114] a temperature detection unit (a first temperature sensor 63 and a second temperature sensor 64 ), configured to detect the temperatures of the first heat exchanger and the second heat exchanger;

[0115] a baffle mechanism (lower baffle mechanism 46a) capable of opening and closing the vent;

[0116] a cooling fan (cooling fan 44 ) configured to increase the amount of air introduced into the first heat exchanger and the second heat exchanger, or to increase the flow rate of the introduced air; and

[0117] a control device (control device 50) that changes the amount of operation of the cooling fan based on a change in the temperature of at least one of the first heat exchanger and the second heat exchanger,

[0118] When the vent is in a closed state and a predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, the control device reduces the amount of operation of the cooling fan compared to a case where the vent is in an open state.

[0119] According to (1), when the air vent at the front end of the mobile body is closed and the predetermined condition for reducing the cooling performance of the second heat exchanger is met, the amount of operation of the cooling fan is reduced, thereby preventing waste heat from the first heat source and / or the second heat source from flowing to the second heat exchanger due to the driving of the cooling fan. Consequently, it is possible to prevent the cooling performance of the second heat exchanger from being reduced due to the waste heat from the first heat source and / or the second heat source.

[0120] (2) The moving object according to (1), wherein

[0121] The prescribed condition includes that at least one of the temperatures of the first heat exchanger and the second heat exchanger is higher than or predicted to be higher than a prescribed threshold.

[0122] According to (2), when the temperature of the first heat exchanger and / or the second heat exchanger is high, the waste heat of the first heat source and / or the second heat source is large or predicted to be large, and a large amount of waste heat flows to the second heat exchanger due to the drive of the cooling fan. Therefore, the condition for the cooling performance of the second heat exchanger to be reduced can include at least one of the temperatures of the first heat exchanger and the second heat exchanger being higher or predicted to be higher than a specified threshold.

[0123] (3) The moving object according to (1) or (2), wherein

[0124] The predetermined condition includes that the outside air temperature around the moving object is higher than a predetermined threshold value.

[0125] According to (3), when the outside air temperature is high, the temperature in the space in front of the moving body where the second heat exchanger is arranged becomes high, so the condition for reducing the cooling performance of the second heat exchanger can include the outside air temperature being higher than a predetermined threshold.

[0126] (4) The mobile object according to any one of (1) to (3), wherein

[0127] The prescribed condition includes that the speed of the moving object is lower than a prescribed threshold.

[0128] According to (4), when the moving body is at a low speed, the amount of air taken in from the air vent at the front end of the moving body becomes less, and the waste heat of the first heat source and / or the second heat source flows to the second heat exchanger in large quantities due to the drive of the cooling fan, thereby the temperature of the air flowing to the second heat exchanger will rise. Therefore, the condition for the cooling performance of the second heat exchanger to be reduced can include the speed of the moving body being lower than the specified threshold.

[0129] (5) The mobile object according to any one of (1) to (4), wherein

[0130] The control device is configured to control the damper mechanism to switch the open and closed state of the vent.

[0131] When at least one of the temperature of the first heat exchanger and the temperature of the second heat exchanger is higher than a predetermined threshold, the control device causes the vent to be in the open state.

[0132] When at least one of the temperature of the first heat exchanger and the temperature of the second heat exchanger remains higher than the predetermined threshold value for a predetermined period of time, the control device determines that an abnormality has occurred in which the vent cannot be opened.

[0133] When it is determined that the abnormality has occurred and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, the control device reduces the amount of operation of the cooling fan compared to a case where the vent is in the open state.

[0134] According to (5), when the vent is not in an open state due to an abnormality and the cooling performance of the second heat exchanger is reduced due to the waste heat from the first heat source and / or the second heat source, by reducing the operation amount of the cooling fan, the cooling performance of the second heat exchanger can be suppressed from being reduced due to the waste heat from the first heat source and / or the second heat source flowing to the second heat exchanger.

[0135] (6) The mobile object according to any one of (1) to (5), wherein

[0136] When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied,

[0137] When the temperature of the first heat exchanger is lower than a first threshold value (high temperature side threshold value Tw_ENG_h) and the temperature of the second heat exchanger is above a second threshold value (high temperature side threshold value Tw_PCU_h), the control device reduces the operation amount of the cooling fan compared to the case where the vent is in the open state.

[0138] According to (6), by reducing the operation amount of the cooling fan when the temperature of the first heat exchanger is low and below the first threshold, the cooling performance of the second heat exchanger can be suppressed from being reduced due to the flow of waste heat from the first heat source and / or the second heat source to the second heat exchanger.

[0139] (7) The moving object according to (6), wherein

[0140] When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied,

[0141] The control device increases the amount of operation of the cooling fan when the temperature of the first heat exchanger is above the first threshold and the temperature of the second heat exchanger is above the second threshold, compared to the amount of operation of the cooling fan when the temperature of the first heat exchanger is lower than the first threshold and the temperature of the second heat exchanger is above the second threshold.

[0142] According to (7), when the temperature of the first heat exchanger is high and equal to or higher than the first threshold value, the amount of operation of the cooling fan can be increased to promote heat dissipation in the first heat exchanger.

[0143] (8) The moving object according to (7), wherein

[0144] When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied,

[0145] The control device limits the driving state of the second heat source cooled by the second heat exchanger when the temperature of the first heat exchanger is equal to or higher than the first threshold and the temperature of the second heat exchanger is equal to or higher than the second threshold for a predetermined time.

[0146] According to (8), when the state of prioritizing the heat dissipation of the first heat exchanger without reducing the operation amount of the cooling fan continues for a specified time, the cooling performance of the second heat exchanger will continue to be reduced, but by limiting the driving state of the second heat source, the second heat source can be protected.

[0147] (9) The mobile object according to any one of (6) to (8), wherein

[0148] When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied,

[0149] When the temperature of the first heat exchanger is lower than a third threshold (low temperature threshold Tw_ENG_1 ) and the temperature of the second heat exchanger is equal to or higher than the second threshold, the control device does not reduce the operation amount of the cooling fan, and the third threshold is lower than the first threshold.

[0150] According to (9), when the temperature of the first heat exchanger is lower, the second heat source can be sufficiently cooled without reducing the amount of operation of the cooling fan.

[0151] (10) The mobile object according to any one of (1) to (9), wherein

[0152] The first heat source includes an internal combustion engine (engine ENG) as a driving source of the mobile body,

[0153] The second heat source includes a power conversion device (power conversion unit PCU) for controlling an electric motor (motor MOT) serving as a drive source for the moving object.

[0154] According to (10), it is possible to suppress a decrease in the cooling performance of the second heat exchanger through which the cooling medium for cooling the power conversion device flows, due to waste heat from the internal combustion engine and / or the power conversion device.

[0155] (11) The mobile object according to any one of (1) to (10), wherein

[0156] The temperatures of the first heat exchanger and the second heat exchanger detected by the temperature detection unit are the temperatures of the main body or the temperatures of the cooling medium flowing in the main body.

[0157] According to (11), the temperature of the heat exchanger can be appropriately detected.

Claims

1. A mobile body having a vent at its front end, wherein: The mobile body comprises: a first heat source and a second heat source, which are arranged at the front of the mobile body; a first heat exchanger disposed behind the vent and configured to allow a first cooling medium for cooling the first heat source to flow therethrough; a second heat exchanger disposed behind the vent and configured to allow a second cooling medium for cooling the second heat source to flow; a temperature detection unit, configured to detect temperatures of the first heat exchanger and the second heat exchanger; a baffle mechanism capable of opening and closing the vent; a cooling fan configured to increase the amount of air introduced into the first heat exchanger and the second heat exchanger, or to increase the flow rate of the introduced air; as well as a control device that changes the amount of operation of the cooling fan based on a change in the temperature of at least one of the first heat exchanger and the second heat exchanger; When the vent is in a closed state and a predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, the control device reduces the amount of operation of the cooling fan compared to a case where the vent is in an open state.

2. The mobile object according to claim 1, wherein The prescribed condition includes that at least one of the temperatures of the first heat exchanger and the second heat exchanger is higher than or predicted to be higher than a prescribed threshold.

3. The moving object according to claim 1, wherein The predetermined condition includes that the outside air temperature around the moving object is higher than a predetermined threshold value.

4. The moving object according to claim 1, wherein The prescribed condition includes that the speed of the moving object is lower than a prescribed threshold.

5. The moving object according to claim 1, wherein The control device is configured to control the damper mechanism to switch the open and closed state of the vent. When at least one of the temperature of the first heat exchanger and the temperature of the second heat exchanger is higher than a predetermined threshold, the control device causes the vent to be in the open state. When at least one of the temperature of the first heat exchanger and the temperature of the second heat exchanger remains higher than the predetermined threshold value for a predetermined period of time, the control device determines that an abnormality has occurred in which the vent cannot be opened. When it is determined that the abnormality has occurred and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, the control device reduces the amount of operation of the cooling fan compared to a case where the vent is in the open state.

6. The mobile object according to any one of claims 1 to 5, wherein: When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, When the temperature of the first heat exchanger is lower than a first threshold and the temperature of the second heat exchanger is equal to or higher than a second threshold, the control device reduces the amount of operation of the cooling fan compared to when the vent is in the open state.

7. The moving object according to claim 6, wherein: When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, The control device increases the amount of operation of the cooling fan when the temperature of the first heat exchanger is above the first threshold and the temperature of the second heat exchanger is above the second threshold, compared to the amount of operation of the cooling fan when the temperature of the first heat exchanger is lower than the first threshold and the temperature of the second heat exchanger is above the second threshold.

8. The moving object according to claim 7, wherein: When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, The control device limits the driving state of the second heat source cooled by the second heat exchanger when the temperature of the first heat exchanger is equal to or higher than the first threshold and the temperature of the second heat exchanger is equal to or higher than the second threshold for a predetermined time.

9. The moving object according to claim 6, wherein When the vent is in the closed state and the predetermined condition that the cooling performance of the second heat exchanger is reduced is satisfied, When the temperature of the first heat exchanger is lower than a third threshold and the temperature of the second heat exchanger is equal to or higher than the second threshold, the control device does not reduce the operation amount of the cooling fan, and the third threshold is lower than the first threshold.

10. The mobile object according to any one of claims 1 to 5, wherein The first heat source includes an internal combustion engine as a driving source of the mobile body, The second heat source includes a power conversion device for controlling an electric motor serving as a drive source for the moving body.

11. The mobile object according to any one of claims 1 to 5, wherein The temperatures of the first heat exchanger and the second heat exchanger detected by the temperature detection unit are the temperatures of the main body or the temperatures of the cooling medium flowing in the main body.

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