JP2010018156A - vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem wherein, when a space with a power storage device being mounted therein and a space with occupants getting in are partitioned from each other, the space with the power storage device being mounted therein is heat-stuffed; and even when cooling the power storage device is cooled, the power storage device is heated by the heat remained in the space with the power storage device mounted. <P>SOLUTION: A vehicle has a storage space partitioned from an occupant space with occupants getting therein to store a power storage device (10), and an exhausting mechanism for exhausting air in the storage space. The exhausting mechanism comprises an intake duct (30) for feeding air in the occupant space to a power storage device (21) in the power storage device, and an exhaust duct (31) for exhausting air heat-exchanged with the power storage device. The intake duct may have a first intake port (30a) for taking in the air in the occupant space, and a second intake port (30b) for taking in the air in the storage space. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle equipped with a power storage device.

The secondary battery may generate heat due to charging / discharging, and if the temperature of the secondary battery rises too much, the output characteristics of the secondary battery will deteriorate. Therefore, there are some which cool the secondary battery in order to suppress the temperature rise of the secondary battery. Specifically, in a vehicle equipped with a battery pack equipped with a secondary battery (assembled battery), the battery pack is cooled by supplying air existing in a space in which an occupant gets into the battery pack. There is.
JP 2007-49771 A (paragraph 0044) JP 2006-240538 A (paragraphs 0028-0032) JP 2004-194384 A JP 2000-30766 A

  Here, the space where the battery pack is arranged, in other words, the space covering the periphery of the battery pack may be partitioned from the space where the occupant gets on. In this case, the movement of air is prevented between the space where the battery pack is disposed and the space where the occupant rides. For this reason, in the space where the battery pack is disposed, heat may be accumulated due to the external environment of the vehicle or the like.

  If heat is trapped in the space where the battery pack is placed, even if the battery pack is cooled using the air in the space where the occupant gets, the battery pack is heated by the heat from the space where the battery pack is placed. May be warmed.

  In view of the above, an object of the present invention is to provide a vehicle equipped with a power storage device that can efficiently suppress a temperature rise of the power storage device.

  A vehicle according to the present invention is characterized by having a storage space that is partitioned from a boarding space in which an occupant gets in, and that stores a power storage device, and a discharge mechanism that discharges air from the storage space by driving a fan. To do.

  Here, the exhaust mechanism includes an intake duct for supplying the air in the boarding space to the power storage element in the power storage device, and an exhaust duct for discharging the air heat-exchanged with the power storage element. The intake duct may be provided with a first intake port for taking in air in the boarding space and a second intake port for taking in air in the accommodation space. Thereby, while the temperature of an electrical storage element can be adjusted using the air of boarding space, the air of an accommodation space can be discharged using this temperature control mechanism.

  A closing member that closes the second air inlet and allows air to pass through the housing space can be provided. Here, the blocking member can be provided with a sound absorbing function for attenuating noise in the intake duct.

  It is possible to provide a switching mechanism that switches between intake of air through the first intake port and intake of air through the second intake port. Thereby, the mode of adjusting the temperature of the electricity storage element using the air of the boarding space taken in from the first air inlet and the mode of discharging the air of the housing space taken in from the second air inlet can be switched. it can.

  Here, as the switching mechanism, a switching valve that operates between a state in which the air flow path from the first air inlet is blocked and a state in which the air flow path from the second air inlet is blocked can be used. . In addition, a switching valve that opens and closes the flow path of air from the first intake port can be used.

  The intake duct can be provided with a first branch duct that guides the taken-in air to the power storage device, and a second branch duct that guides the taken-in air to an electronic device arranged at a position different from the power storage device. . And the guide unit which directs the air of the accommodation space taken in by the intake duct to the 2nd branch duct can be provided. Thereby, the air in the accommodation space can be discharged without being led to the power storage device.

  As the guide unit, a valve that changes between a closed state and an open state and prohibits or allows the movement of air in the first branch duct can be used. Further, by providing a fan in the second branch duct and driving the fan, air can be guided to the second branch duct in a contact manner.

  The drive of the discharge mechanism described above can be controlled by a controller, and the discharge mechanism can be operated after the drive of the vehicle is stopped. In addition, an information acquisition unit that acquires information related to getting off of the occupant is provided, and the discharge mechanism can be operated when it is determined that the occupant got off based on the acquisition information of the information acquisition unit.

  Note that the power storage device can include a plurality of power storage elements and a case that houses the plurality of power storage elements. Moreover, as an electrical storage element, secondary batteries, such as a nickel metal hydride battery and a lithium ion battery, and an electric double layer capacitor can be used, for example.

  According to the present invention, since the air in the storage space is discharged using the discharge mechanism, this heat can be discharged even if heat is trapped in the storage space. Thereby, it can suppress that an electrical storage apparatus is warmed by the heat in an accommodation space.

  Examples of the present invention will be described below.

  A temperature adjustment mechanism that is Embodiment 1 of the present invention will be described with reference to FIG. Here, FIG. 1 is a schematic view showing the temperature adjustment mechanism of the present embodiment.

  The temperature adjustment mechanism of this embodiment is used to adjust the temperature of the battery pack (power storage device) 10 and is mounted on a vehicle. Such vehicles include hybrid vehicles and electric vehicles. In addition to the battery pack 10, the hybrid vehicle is a vehicle provided with other power sources such as an internal combustion engine and a fuel cell that output energy used for traveling of the vehicle. The electric vehicle is a vehicle that travels using only the output of the battery pack 10. The battery pack 10 according to the present embodiment outputs energy used for running the vehicle by discharging, or charges kinetic energy generated during braking of the vehicle as regenerative power. It is also possible to perform charging by receiving power supply from the outside of the vehicle.

  The battery pack 10 includes a battery module 20 and a case 11 that houses the battery module 20. The battery module 20 includes a plurality of single cells (electric storage elements) 21. The unit cell 21 has a positive terminal and a negative terminal. The unit cell 21 contains a power generation element composed of a positive electrode plate, a negative electrode plate, and a separator so that charging and discharging can be performed. Here, the positive electrode terminal is electrically connected to the positive electrode plate of the power generation element, and the negative electrode terminal is electrically connected to the negative electrode plate of the power generation element.

  The positive terminal of each unit cell 21 is electrically and mechanically connected to the negative terminal of another unit cell 21 disposed adjacent to the unit cell 21 via a bus bar. The battery module 20 can obtain a desired output by electrically connecting the plurality of single cells 21 in series.

  As the cell 21, a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used. In addition, an electric double layer capacitor can be used instead of the secondary battery.

  A spacer (not shown) is arranged between two unit cells 21 arranged adjacent to each other. The spacer is used to form an air flow path between two unit cells 21 arranged adjacent to each other. Further, end plates (not shown) for applying a binding force to the plurality of unit cells 21 are arranged at both ends of the plurality of unit cells 21.

  In the present embodiment, the so-called rectangular unit cell 21 is used, but the present invention is not limited to this. Specifically, a so-called cylindrical unit cell 21 can be used. When the cylindrical unit cell 21 is used, for example, both ends of each unit cell 21 can be supported by a pair of support plates.

  An intake duct 30 and an exhaust duct 31 are connected to one side surface 11a of the case 11, respectively. The intake duct 30 has a first intake port 30a and a second intake port 30b. The first intake port 30a faces the passenger compartment and can take in air in the passenger compartment. Here, the passenger compartment is a space (boarding space) where the passenger gets on.

  Further, in this embodiment, the passenger compartment and the space where the battery pack 10 is disposed (accommodating space, hereinafter referred to as the battery accommodating chamber) are partitioned, and the movement of air between the passenger compartment and the battery accommodating chamber is performed. It is blocked. In the battery housing chamber, a predetermined space is formed around the battery pack 10. Examples of the battery storage room include a luggage room partitioned from the boarding space, and a dedicated space for storing the battery pack 10 partitioned from the boarding space and the luggage room.

  The second air inlet 30b faces the battery housing chamber and can take in air in the battery housing chamber. In addition, a switching valve 50 is disposed in the vicinity of the second air inlet 30b, and the switching valve 50 is rotatable about the rotation shaft 50a. Specifically, the switching valve 50 closes the air flow path from the first air inlet 30a (the position indicated by the dotted line in FIG. 1) and the air flow path from the second air inlet 30b. It can rotate between positions (positions indicated by solid lines in FIG. 1).

  Here, when the switching valve 50 blocks the air flow path from the first intake port 30a, only the air in the battery housing chamber is taken into the intake duct 30 via the second intake port 30b. Further, when the switching valve 50 blocks the air flow path from the second intake port 30b, only the air in the passenger compartment is taken into the intake duct 30 via the first intake port 30a.

  A fan 40 is provided in the intake duct 30. The fan 40 is disposed at a position downstream of the position of the second air inlet 30b in the air movement direction. For this reason, if the fan 40 is driven, the air in the passenger compartment can be taken in via the first air inlet 30a, or the air in the battery compartment can be taken in via the second air inlet 30b.

  In the present embodiment, the fan 40 is provided in the intake duct 30, but the present invention is not limited to this. Specifically, the fan 40 can be provided in the exhaust duct 31. Even in this case, by driving the fan 40, air can be taken in from the first air inlet 30a or the second air inlet 30b.

  Next, the cooling operation of the battery pack 10 in the temperature adjustment mechanism described above will be described. In the temperature adjustment mechanism of the present embodiment, the battery pack 10 is cooled using air in the passenger compartment. Here, when the battery pack 10 is cooled, the switching valve 50 blocks the air flow path from the second intake port 30b, and only the air in the passenger compartment passes through the first intake port 30a. 30. In addition, the arrow shown with the dotted line of FIG. 1 has shown the moving direction of air.

  When the fan 40 is driven, air in the passenger compartment is taken into the intake duct 30 through the first intake port 30a. The taken-in air moves in the intake duct 30 and enters the case 11. The air that has entered the case 11 exchanges heat with the unit cell 21 by contacting the unit cell 21. Specifically, the air guided into the case 11 enters the flow path formed by the above-described spacer and contacts the surface of the unit cell 21.

  Here, the unit cell 21 generates heat due to charging / discharging or receives heat from the external environment. And when the temperature of the cell 21 rises too much, the output characteristic of the cell 21 will deteriorate. Therefore, when the temperature of the unit cell 21 rises, the unit cell 21 needs to be cooled.

  The air in the passenger compartment is often lower than the temperature of the unit cell 21 by an air conditioner or the like mounted on the vehicle. For this reason, if the air in the passenger compartment is supplied to the unit cell 21, the air can take away the heat of the unit cell 21 and suppress the temperature rise of the unit cell 21. Therefore, in this embodiment, air in the passenger compartment is supplied to the battery module 20. The air that has undergone heat exchange with the unit cells 21 goes to the exhaust duct 31. The exhaust port formed at the tip of the exhaust duct 31 faces the outside of the vehicle, and discharges the air that has entered the exhaust duct 31 to the outside of the vehicle.

  In the present embodiment, the intake duct 30 and the exhaust duct 31 are connected to the one side surface 11a of the case 11, but the present invention is not limited to this. That is, any configuration may be employed as long as air can be supplied into the case 11 and air exchanged with the unit cells 21 can be discharged to the outside of the case 11. For example, the intake duct 30 and the exhaust duct 31 can be connected to the side surfaces of the case 11 that face each other.

  In the present embodiment, the air in the passenger compartment is supplied to the battery pack 10 to cool the battery module 20, but this is not restrictive. Specifically, the battery module 20 can be warmed using air in the passenger compartment. For example, in winter, the unit cell 21 may be excessively cooled. Here, the temperature in the passenger compartment is often higher than the temperature of the unit cell 21 due to the vehicle air conditioner or the like. Therefore, if the air in the passenger compartment is supplied to the battery pack 10, the unit cell 21 can be warmed, and the output characteristics of the unit cell 21 can be prevented from deteriorating as the temperature decreases.

  Next, a circuit configuration for operating the temperature adjustment mechanism of the present embodiment will be described with reference to FIG. Here, FIG. 2 is a block diagram showing a circuit configuration used for temperature adjustment of the battery pack 10.

  The switching mechanism 51 includes a switching valve 50 and a mechanism that drives the switching valve 50. The mechanism for driving the switching valve 50 can be constituted by, for example, a motor that is driven by receiving a control signal from the controller 100 and a power transmission mechanism that transmits the driving force of the motor to the switching valve 50.

  The auxiliary battery 60 outputs electric power (12 [V]) for driving the fan 40. Here, the controller 100 can control the power supply to the fan 40 by switching the on / off state of the switch 61 disposed between the auxiliary battery 60 and the fan 40. As the auxiliary battery 60, for example, a rechargeable secondary battery can be used. The auxiliary battery 60 can be used to output electric power for operating an electronic device mounted on the vehicle.

  In the present embodiment, the fan 40 is driven using the output of the auxiliary battery 60, but the fan 40 can also be driven using the output of the battery module 20. Here, when the output of the battery module 20 is used, the voltage value of the battery module 20 is converted to a low value by the DC / DC converter and then input to the fan 40. The auxiliary battery 60 can also be charged using the output of the battery module 20 stepped down by the DC / DC converter.

  The first temperature sensor 70 is used to detect the temperature of the battery module 20. That is, the controller 100 detects the temperature of the battery module 20 based on the output from the first temperature sensor 70. Here, as a method of detecting the temperature of the battery module 20, the first temperature sensor 70 can be provided inside or on the outer surface of the unit cell 21. The temperature of the unit cell 21 can also be predicted based on the voltage value of the unit cell 21 or the like.

  The second temperature sensor 71 is used to detect the temperature in the passenger compartment. That is, the controller 100 detects the temperature in the passenger compartment based on the output of the second temperature sensor 71. Here, the output of the second temperature sensor 71 can also be used to control the air conditioner of the vehicle.

  The seating sensor (information acquisition unit) 80 is used to detect whether or not an occupant is sitting on a seat mounted on the vehicle. That is, the controller 100 determines whether or not the occupant is sitting on the seat based on the output of the seating sensor 80. The controller 100 controls charging / discharging of the battery module 20. Specifically, the controller 100 detects an SOC (State Of Charge) as the amount of electricity stored in the single cell 21 based on the voltage value of the single cell 21 and the detected SOC approaches a preset reference value. Thus, charging / discharging of the battery module 20 is controlled.

  Next, control of the controller 100 described above will be described with reference to FIG. The control here controls the operation of the temperature adjustment mechanism of the present embodiment.

  In step S1, the controller 100 determines whether or not the ignition switch is in an OFF state. If the ignition switch is off, the process proceeds to step S2. In step S <b> 2, the controller 100 determines whether the occupant is sitting on the seat based on the output of the seating sensor 80. Here, when the output of the seating sensor 80 is in the OFF state, it is determined that the occupant is not sitting on the seat, and the process proceeds to step S3.

  In the present embodiment, in order to detect that the driving of the vehicle has been stopped and the occupant has left the vehicle, the above-described steps S1 and S2 are performed. Here, although the seating sensor 80 is used in the present embodiment, it may be a detection method different from the detection method using the seating sensor 80 as long as it is possible to detect that the occupant has left the vehicle. For example, it is possible to detect the open / closed state of a door used for getting on and off the vehicle, or detecting that the door of the vehicle is locked. Based on the detection result, it can be determined whether or not the occupant is away from the vehicle.

  In step S <b> 3, the controller 100 starts driving the fan 40. Specifically, the fan 40 starts to operate by supplying the power of the auxiliary battery 60 to the motor that drives the fan 40. Here, the driving amount of the fan 40, in other words, the air intake amount accompanying the driving of the fan 40 is constant. By driving the fan 40, the air in the passenger compartment is supplied to the battery module 20 through the intake duct 30. At this time, the switching valve 50 closes the air flow path from the second air inlet 30b.

  In step S4, the controller 100 detects the temperature of the battery module 20 based on the output of the first temperature sensor 70, and based on the output of the second temperature sensor 71, in other words, The temperature of the air supplied to the battery module 20 is detected. Here, the temperature in the passenger compartment may be detected in advance before the driving of the vehicle is stopped.

  In step S5, the controller 100 obtains a difference between these temperatures based on the temperature of the battery module 20 detected in step S4 and the temperature in the passenger compartment, and determines whether or not this temperature difference is smaller than a predetermined value α. Determine. In other words, it is determined whether or not the temperature of the battery module 20 has approached the temperature in the passenger compartment. Here, the value of the predetermined value α can be set as appropriate. For example, the predetermined value α can be set in consideration of the cooling capacity of the battery module 20 by air in the passenger compartment. In addition, the predetermined value α can be set in advance based on a criterion by which it can be determined that the battery module 20 can be cooled using air in the passenger compartment.

  In step S5, if the difference between the temperature of the battery module 20 and the temperature in the passenger compartment is smaller than the predetermined value α, the process proceeds to step S6. Otherwise, the fan 40 is continuously driven, and step S4 is continued. And the process of step S5 is performed again. In the processing from step S3 to step S5, the battery module 20 is cooled using air in the passenger compartment.

  By cooling the battery module 20 in this way, it is possible to reduce the time during which the battery module 20 is left in a high temperature state after the vehicle driving is stopped. Here, the battery module 20 may remain heated at the timing when driving of the vehicle is stopped. Therefore, the battery module 20 can be prevented from being left in a high temperature state by continuously cooling the battery module 20 using air in the passenger compartment even after the vehicle is stopped. And it can suppress that deterioration of the cell 21 progresses by suppressing that the cell 21 is left in a high temperature state.

  On the other hand, if the battery module 20 is warmed using the air in the passenger compartment, the temperature drop of the battery module 20 can be suppressed after driving of the vehicle is stopped. That is, the battery module 20 can be warmed using the heat remaining in the passenger compartment, and the thermal energy in the passenger compartment can be used efficiently.

  In step S <b> 6, the controller 100 switches the intake port in the intake duct 30 by driving the switching mechanism 51. Specifically, the switching valve 50 is moved from a position for closing the air flow path from the second air inlet 30b to a position for closing the air flow path from the first air inlet 30a. As a result, air in the passenger compartment is prohibited from being supplied to the battery module 20 via the first air inlet 30a, and air in the battery compartment is supplied to the battery module 20 via the second air inlet 30b. Allow to be done.

  As a result, the air in the battery housing chamber is discharged to the outside of the vehicle via the intake duct 30 and the exhaust duct 31. Here, since the battery housing chamber is partitioned from the passenger compartment, heat may remain in the battery housing chamber depending on the external environment of the vehicle. And if heat remains in a battery storage chamber, even if it cools the battery module 20 by the process of step S3 to step S5 mentioned above, the battery module 20 will be warmed by receiving the heat from a battery storage chamber.

  Therefore, in this embodiment, the air in the battery housing chamber is discharged to the outside of the vehicle via the intake duct 30 and the exhaust duct 31. Thereby, the heat in a battery storage chamber can be discharged | emitted outside the vehicle, and it can suppress that the battery module 20 is warmed by the heat in a battery storage chamber.

  In step S7, the controller 100 detects the state of charge (remaining capacity) of the auxiliary battery 60, and determines whether or not the detected remaining capacity is lower than a predetermined value β. The predetermined value β can be set as appropriate. In step S7, when the remaining capacity of the auxiliary battery 60 is lower than the predetermined value β, the process proceeds to step S8. Otherwise, the fan 40 is driven to continuously discharge the air in the battery housing chamber. In step S8, the controller 100 stops the driving of the fan 40. That is, the controller 100 prohibits power supply from the auxiliary battery 60 to the fan 40.

  In the present embodiment, the fan 40 is continuously driven until the remaining capacity of the auxiliary battery 60 becomes lower than the predetermined value β, but the present invention is not limited to this. That is, it is only necessary that the air in the battery housing chamber can be discharged within a range in which the heat in the battery housing chamber does not adversely affect the battery module 20.

  Specifically, the fan 40 can be continuously driven until a predetermined time elapses from the timing when the intake port is switched in the process of step S6. This predetermined time can be, for example, a time until all the air existing in the battery accommodating chamber is exhausted. The predetermined time can be specified in advance based on the volume of the battery housing chamber (excluding the volume occupied by the battery pack 10) and the amount of air discharged when the fan 40 is driven.

  Further, a temperature sensor for detecting the temperature in the battery housing chamber is provided, and the fan 40 can be continuously driven until the temperature detected by the temperature sensor approaches the temperature of the battery module 20 after cooling. That is, the fan 40 can be continuously driven until the difference between the temperature of the cooled battery module 20 and the temperature in the battery housing chamber becomes a predetermined value or less. This predetermined value can be set as appropriate.

  Here, when the vehicle is driven next time, the intake port can be switched at the timing when the ignition switch is turned on. Specifically, the controller 100 drives the switching mechanism 51 when the ignition switch is switched from the off state to the on state. Then, the switching valve 50 is moved from a position for closing the air flow path from the first air inlet 30a to a position for closing the air flow path from the second air inlet 30b.

  Thereby, in the state where the vehicle is running, the air in the passenger compartment can be supplied to the battery module 20 via the intake duct 30, and the temperature of the battery module 20 is adjusted using the air in the passenger compartment. be able to.

  In the present embodiment, in the process of step S3, the driving amount of the fan 40 is constant, but the driving amount of the fan 40 can be changed. Here, the temperature in the battery housing chamber when the driving of the vehicle is stopped may be too higher than the temperature of the battery module 20 after cooling. For example, when the vehicle is exposed to direct sunlight, the temperature of the battery housing chamber is likely to rise. In this case, it is preferable to exhaust the heat in the battery housing chamber to the outside of the vehicle as soon as possible. This is because if the temperature of the battery housing chamber is too high, the battery module 20 may be immediately heated by the heat of the battery housing chamber.

  Therefore, a temperature sensor for detecting the temperature in the battery housing chamber is provided, and when the temperature detected by the temperature sensor is higher than the threshold value, the driving amount of the fan 40 can be increased. The threshold here can be set as appropriate from the viewpoint described above. For example, the driving amount of the fan 40 can be changed at the timing of performing the process of step S6.

  On the other hand, when the vehicle is stopped under direct sunlight, the temperature in the passenger compartment is likely to rise due to the influence of direct sunlight. Therefore, it is preferable to supply as much air as possible to the battery module 20 as much as possible to cool the battery module 20 before the air in the passenger compartment is warmed.

  For this reason, the drive amount of the fan 40 performed by the process of step S3 can be changed in the increasing direction as the outside air temperature increases. Here, if data (table data) indicating the correspondence between the outside air temperature and the driving amount of the fan 40 is stored in the memory, the driving amount of the fan 40 can be determined using the outside air temperature and the data in the memory. it can. Information about the outside air temperature can be acquired using a temperature sensor for detecting the outside air temperature. Further, a relational expression between the outside air temperature and the driving amount of the fan 40 can be obtained, and the driving amount of the fan 40 can be obtained from the outside air temperature by calculation.

  In the present embodiment, the air inside the battery housing chamber is discharged using the intake duct 30 and the exhaust duct 31 that are used to adjust the temperature of the battery pack 10. However, the present invention is not limited to this. That is, separately from the intake duct 30 and the exhaust duct 31, a discharge mechanism for discharging the air in the battery housing chamber can be provided. As this discharge mechanism, for example, an exhaust duct for discharging the air in the battery housing chamber to the outside of the vehicle and a fan provided in the exhaust duct can be configured. In this case, after the battery pack 10 is cooled using the intake duct 30 and the exhaust duct 31, the air inside the battery housing chamber may be discharged using the discharge mechanism described above.

  Further, in the present embodiment, after the battery pack 10 is cooled using the air in the passenger compartment, the air in the battery housing chamber is discharged, but this is not a limitation. Specifically, after the air in the battery compartment is discharged, the battery pack 10 can be cooled using the air in the passenger compartment.

  Next, a temperature adjustment mechanism that is Embodiment 2 of the present invention will be described with reference to FIG. Here, FIG. 4 is a schematic diagram showing the configuration of the temperature adjustment mechanism of the present embodiment. In addition, the same code | symbol is used about the member which has the same function as the member demonstrated in Example 1. FIG. Hereinafter, differences from the first embodiment will be mainly described.

  In the present embodiment, a switching valve 52 is disposed in the intake duct 30. The switching valve 52 is rotatable around a rotation shaft 52a. The switching valve 52 is disposed closer to the first intake port 30a than the second intake port 30b.

  When the switching valve 52 is in the state shown in FIG. 4, by driving the fan 40, the air in the passenger compartment is taken into the intake duct 30 through the first intake port 30a. On the other hand, when the switching valve 52 rotates 90 degrees from the state shown in FIG. 4, the air flow path from the first intake port 30a is blocked. That is, in the state where the switching valve 52 blocks the intake duct 30, even if the fan 40 is driven, the air in the passenger compartment is not taken in from the first intake port 30a.

  On the other hand, a sound absorbing member (blocking member) 53 is provided in the second air inlet 30b, and the sound absorbing member 53 closes the second air inlet 30b. The sound absorbing member 53 can be formed of, for example, polyester fiber. By disposing the sound absorbing member 53 in the intake duct 30, the driving sound (noise) of the fan 40 can be attenuated. Thereby, it can suppress that the drive sound of the fan 40 reaches | attains a passenger | crew room via the 1st inlet port 30a, and can suppress giving a discomfort to the passenger | crew in a passenger | crew room.

  Moreover, since the sound absorbing member 53 has a plurality of holes, when the fan 40 is driven, the air in the battery housing chamber can be moved into the intake duct 30. That is, the air in the battery housing chamber can be taken into the intake duct 30 via the second intake port 30b.

  The driving of the switching valve 52 can be controlled by the controller 100 described in the first embodiment (FIG. 2). The controller 100 in this embodiment performs the same processing as that described in the first embodiment (FIG. 3). Here, in the present embodiment, the process of step S6 in FIG.

  That is, when the battery module 20 is cooled using air in the passenger compartment, the switching valve 52 is in the state shown in FIG. On the other hand, when the cooling of the battery module 20 is completed, in other words, in step S5 of FIG. 3, when the temperature difference becomes smaller than α, the first intake port 30a is driven by driving the switching valve 52. Block the air supply path. As a result, only the air in the battery housing chamber is taken into the intake duct 30 via the second intake port 30b and discharged to the outside of the vehicle via the exhaust duct 31.

  Also in the present embodiment, the battery module 20 is cooled by supplying air in the passenger compartment to the battery module 20 after driving of the vehicle is stopped. Thereby, it can suppress that the battery module 20 is left in the state with heat. Moreover, since the air in the battery housing chamber is taken in and discharged from the vehicle from the position where the sound absorbing member 53 is provided, the battery module 20 is prevented from being warmed by the heat remaining in the battery housing chamber. be able to.

  In this embodiment, the switching valve 50 described in the first embodiment can be used instead of the switching valve 52.

  Next, a temperature adjustment mechanism that is Embodiment 3 of the present invention will be described with reference to FIG. Here, FIG. 5 is a schematic diagram showing the configuration of the temperature adjustment mechanism of the present embodiment. In addition, the same code | symbol is used about the member which has the same function as the member demonstrated in Example 1. FIG. Hereinafter, differences from the first embodiment will be mainly described.

  In the first embodiment, the intake duct 30 is connected only to the battery pack 10, but in this embodiment, a part of the intake duct 30 is branched to the battery module 20 and the DC / DC converter (electronic device) 12. Air is supplied. In other words, the intake duct 30 includes a first branch duct 30 c connected to the battery pack 10 and a second branch duct 30 d connected to a case that houses the DC / DC converter 12.

  The DC / DC converter 12 is electrically connected to the battery module 20 and is used to increase or decrease the output (voltage value) of the battery module 20. The DC / DC converter 12 is disposed adjacent to the battery pack 10. Moreover, since the DC / DC converter 12 generates heat when energized, it is cooled using air in the passenger compartment.

  In the present embodiment, the DC / DC converter 12 is cooled, but the present invention is not limited to this. That is, if the electronic device is arranged adjacent to the battery pack 10 and generates heat when energized, it can be cooled using air in the passenger compartment. As this electronic device, for example, there is an electronic device for monitoring at least one of the voltage value, current value, and temperature of the unit cell 21.

  A switching valve (guide unit) 54 for closing and opening the first branch duct 30c is disposed in the first branch duct 30c. The switching valve 54 is rotatable around the rotation shaft 54a. Here, when the switching valve 54 is in the closed state, the air from the fan 40 is prevented from moving toward the battery pack 10. Further, when the switching valve 54 is in the open state, the air from the fan 40 is allowed to go to the battery pack 10. The driving of the switching valve 54 can be controlled by the controller 100 described in the first embodiment (FIG. 2).

  A part of the exhaust duct 31 is connected to the case that houses the DC / DC converter 12. As a result, the air exchanged with the DC / DC converter 12 moves into the exhaust duct 31.

  In the present embodiment, the same processing as that in the first embodiment (FIG. 3) can be performed. Here, in the present embodiment, the processing in step S6 is different from that in the first embodiment.

  First, when the battery module 20 is cooled using air in the passenger compartment, the switching valve 50 closes the air supply path from the second intake port 30b, and the switching valve 54 is open. Thus, when the fan 40 is driven, the air in the passenger compartment is taken into the intake duct 30 via the first intake port 30a.

  The taken-in air is supplied to the battery module 20 through the first branch duct 30c and is supplied to the DC / DC converter 12 through the second branch duct 30d. The air exchanged heat between the battery module 20 and the DC / DC converter 12 is discharged to the outside of the vehicle through the exhaust duct 31. Thereby, the battery module 20 and the DC / DC converter 12 can be cooled using the air in the passenger compartment.

  On the other hand, in the process of step S6 in the present embodiment, the switching valve 50 closes the air supply path from the first intake port 30a, and the switching valve 54 is closed. Here, when the fan 40 is driven, the air in the battery housing chamber is taken into the intake duct 30 via the second intake port 30b. The taken-in air is supplied only to the DC / DC converter 12 through the second branch duct 30d. That is, the air in the battery housing chamber is prohibited from being supplied to the battery module 20. The air guided to the second branch duct 30 d passes through the DC / DC converter 12 and is guided to the exhaust duct 31.

  Also in the present embodiment, the battery module 20 and the DC / DC converter 12 are cooled by supplying the air in the passenger compartment to the battery module 20 and the DC / DC converter 12 after the driving of the vehicle is stopped. . Thereby, it can suppress that the battery module 20 and the DC / DC converter 12 are left in the state with heat.

  Moreover, since the air in the battery housing chamber is discharged to the outside of the vehicle via the intake duct 30 and the exhaust duct 31, it is possible to suppress the battery module 20 from being warmed by the heat remaining in the battery housing chamber. Can do. In particular, in this embodiment, the switching valve 54 is used to guide the air in the battery housing chamber only to the DC / DC converter 12 via the second branch duct 30d and not to the battery module 20. . Thereby, it is possible to prevent heat from being transmitted to the battery module 20 when the air in the battery housing chamber passes through the battery pack 10. That is, the battery module 20 can be kept in a cooled state using the air in the passenger compartment.

  Next, a temperature adjustment mechanism that is Embodiment 4 of the present invention will be described with reference to FIG. Here, FIG. 6 is a schematic diagram showing the configuration of the temperature adjustment mechanism of the present embodiment. In addition, the same code | symbol is used about the member which has the same function as the member demonstrated in Example 1,3. Hereinafter, differences from the first and third embodiments will be mainly described.

  In the third embodiment, by switching the switching valve 54 between the closed state and the open state, the air from the fan 40 is guided to the battery module 20 and the DC / DC converter 12 or only to the DC / DC converter 12. is doing. In the present embodiment, the switching valve 54 described in the third embodiment is omitted, and a fan (guide unit) 41 is disposed in the second branch duct 30d. Here, the fan 41 is disposed closer to the DC / DC converter 12 than the branch point in the first and second branch ducts 30c and 30d. The driving of the fan 41 can be controlled by the controller 100 described in the first embodiment (FIG. 2).

  In the present embodiment, when only the fan 40 is driven, the air sent out from the fan 40 is supplied to the battery module 20 via the first branch duct 30c, and the DC / DC is supplied via the second branch duct 30d. It is supplied to the DC converter 12. When only the fan 41 is driven, the air sent from the fan 41 is supplied only to the DC / DC converter 12. That is, when only the fan 41 is driven, air is taken into the intake duct 30, but this air does not reach the battery module 20.

  In the present embodiment, the same processing as that in the first embodiment (FIG. 3) can be performed. Here, in the present embodiment, the processing in step S6 is different from that in the first embodiment.

  First, when the battery module 20 is cooled using air in the passenger compartment, the switching valve 50 blocks the air supply path from the second air inlet 30b and drives only the fan 40. Thereby, the air in the passenger compartment is taken into the intake duct 30 via the first intake port 30a. The taken-in air is guided to the battery module 20 through the first branch duct 30c and is also guided to the DC / DC converter 12 through the second branch duct 30d.

  The air heat-exchanged by the battery module 20 and the DC / DC converter 12 is discharged to the outside of the vehicle through the exhaust duct 31. Thereby, the battery module 20 and the DC / DC converter 12 can be cooled using the air in the passenger compartment.

  On the other hand, in the process of step S6 in the present embodiment, the switching valve 50 blocks the air supply path from the first intake port 30a and drives only the fan 41. As a result, the air in the battery housing chamber is taken into the intake duct 30 through the second intake port 30b. The taken-in air is guided to the DC / DC converter 12 through the second branch duct 30d. That is, by driving only the fan 41, the air in the battery housing chamber is actively guided to the DC / DC converter 12 via the second branch duct 30d. The air guided to the second branch duct 30 d passes through the DC / DC converter 12 and is guided to the exhaust duct 31.

  Also in the present embodiment, the battery module 20 and the DC / DC converter 12 are cooled by supplying the air in the passenger compartment to the battery module 20 and the DC / DC converter 12 after the driving of the vehicle is stopped. . Thereby, it can suppress that the battery module 20 and the DC / DC converter 12 are left in the state with heat.

  Moreover, since the air in the battery housing chamber is discharged to the outside of the vehicle via the intake duct 30 and the exhaust duct 31, it is possible to suppress the battery module 20 from being warmed by the heat remaining in the battery housing chamber. it can. In particular, in this embodiment, by driving the fan 41, the air in the battery housing chamber is positively guided to the second branch duct 30d so as not to go to the battery module 20. Thereby, it is possible to prevent heat from being transmitted to the battery module 20 when the air in the battery housing chamber passes through the battery pack 10. That is, the battery module 20 can be kept in a cooled state using the air in the passenger compartment.

It is the schematic which shows the structure of the temperature control mechanism which is Example 1 of this invention. In Example 1, it is a block diagram which shows the circuit structure used for control of temperature control. 3 is a flowchart illustrating temperature adjustment control according to the first exemplary embodiment. It is the schematic which shows the structure of the temperature control mechanism which is Example 2 of this invention. It is the schematic which shows the structure of the temperature control mechanism which is Example 3 of this invention. It is the schematic which shows the structure of the temperature control mechanism which is Example 4 of this invention.

Explanation of symbols

10: Battery pack (power storage device) 11: Case 12: DC / DC converter (electronic device) 20: Battery module 21: Single cell 30: Intake duct 30a, 30b: Inlet 30c, 30d: Branch duct 31: Exhaust duct 40 , 41: fans 50, 52, 54: switching valve 51: switching mechanism 53: sound absorbing member (blocking member) 60: auxiliary battery 70, 71: temperature sensor 80: seating sensor

Claims (11)

An accommodation space that is partitioned from a boarding space in which an occupant rides, and that houses a power storage device;
A vehicle comprising: a discharge mechanism that discharges air in the housing space by driving a fan. The exhaust mechanism includes an intake duct for supplying air in the boarding space to the power storage element in the power storage device, and an exhaust duct for discharging air exchanged with the power storage element. And
2. The vehicle according to claim 1, wherein the intake duct includes a first intake port for taking in air in the boarding space and a second intake port for taking in air in the accommodation space.   The vehicle according to claim 2, further comprising a closing member that closes the second air inlet and allows air to pass through the housing space.   The vehicle according to claim 3, wherein the closing member has a sound absorbing function for attenuating noise in the intake duct.   5. The switch mechanism according to claim 2, further comprising a switching mechanism that switches between intake of air through the first intake port and intake of air through the second intake port. 6. Vehicle.   The switching mechanism includes a switching valve that operates between a state in which the air flow path from the first air inlet is closed and a state in which the air flow path from the second air inlet is closed. The vehicle according to claim 5.   The vehicle according to claim 5, wherein the switching mechanism includes a switching valve that opens and closes a flow path of air from the first intake port. The intake duct has a first branch duct that guides the taken-in air to the power storage device, and a second branch duct that guides the taken-in air to an electronic device arranged at a position different from the power storage device. And
The vehicle according to any one of claims 2 to 7, further comprising a guide unit that directs air in the accommodation space taken into the intake duct to the second branch duct. A controller for controlling the driving of the discharge mechanism;
The vehicle according to any one of claims 1 to 8, wherein the controller operates the discharge mechanism after stopping the driving of the vehicle. It has an information acquisition unit that acquires information related to getting off passengers,
The vehicle according to claim 9, wherein the controller operates the discharge mechanism when it is determined that an occupant has got off the vehicle based on the acquisition information of the information acquisition unit. The vehicle according to any one of claims 1 to 10, wherein air in the boarding space is used to adjust a temperature of the power storage device.

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