JP2007259530A - Power unit for double-power system of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power unit for double-power system of vehicle which is possible of suppression of increase of car weight and wiring power loss and improvement of safety, besides being easy of installation. <P>SOLUTION: Cooling fins 741, 751, and 710, which serve as cooling metal for cooling an integrated battery 2 on generator side or a circuit module (power transmitter) 10, are covered with a common cover (battery) 15. This battery cover 15 protects the internal battery 2 on generator side and the circuit module (power transmitter) 10 mechanically and electrically, and also forms a cooling air passage where vehicle running air or forced cooling air for cooling them flows. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a two-power-source vehicle power supply device having a plurality of batteries having different voltages.

  2. Description of the Related Art In recent years, various two-power-source vehicle power supply devices using two batteries having different voltages have been proposed for hybrid vehicles, engine vehicles, and hybrid vehicles. In this dual power supply vehicle power supply device, a low voltage having a high voltage generator-side power supply system having an engine-driven generator and a generator-side battery, an in-vehicle electric load, and a load-side battery supplying power to the vehicle-mounted electric load. It is usual to provide a load-side power supply system and a power transmission device that converts the voltage from the generator-side power supply system to the load-side power supply system for transmission. According to this two-power-source vehicle power supply device, the generator-side battery can be used for running power generation, regenerative power charging, torque-assisted power discharging, etc. while suppressing fluctuations in the power supply voltage level applied to the on-vehicle electric load. The charge level (SOC) can be varied greatly. Moreover, in an engine vehicle, it is possible to suppress voltage fluctuations in the load-side power supply system by supplying power to the in-vehicle electric load while the engine is stopped from the generator-side battery. As an example of the on-vehicle electric load, there is an illumination load, a load such as a radio, a control device, or the like that dislikes voltage drop. As an example of this type of dual power supply type vehicle power supply device, for example, the following Patent Document 1 filed by the present applicant is known.

In order to compensate for the capacity shortage of the generator-side battery, power supply from the load-side battery to the generator-side power supply system has also been proposed. As the battery on the generator side, the adoption of lithium secondary batteries, hydrogen storage alloy secondary batteries, and electric double layer capacitors with excellent durability against repeated charge / discharge has been proposed. Adoption of a lead secondary battery is suitable. In particular, the lithium secondary battery is excellent in energy storage energy per weight and has an advantage that fuel consumption can be reduced by reducing the weight of the vehicle.
JP 2002-345161 A

  However, the above-described dual-power-source vehicle power supply device requires the addition of a generator-side battery and a power transmission device, as compared with a conventional engine vehicle power supply device using a single battery. For this reason, when accommodating these in the narrow engine room of the vehicle front part, arrangement | positioning of the apparatus in an engine room became difficult. Although it is conceivable to arrange the generator-side battery and the power transmission device outside the engine room, for example, in the trunk room at the rear of the vehicle, the same is true in that the luggage space in the trunk room is reduced.

  Further, with the addition of the generator-side battery and the power transmission device, the wiring becomes complicated, increasing the wiring power loss and increasing the necessary space for wiring.

  Furthermore, as the generator-side battery, it is preferable to use a lithium secondary battery or a hydrogen storage alloy secondary battery capable of high energy storage or excellent in charge / discharge cycle life as the generator-side battery. In order to accumulate much higher energy than conventional lead batteries, it was necessary to improve impact resistance to prevent destruction due to vehicle collision or the like.

  Furthermore, the cooling of the generator-side battery and the power transmission device, each of which is a heating element, causes an increase in the overall required space of the device, and there is a risk of causing personal damage due to the high-temperature gas discharged from the generator-side battery. There was a problem.

  The present invention has been made in view of the above problems, and provides a vehicle power supply device of a two power supply system that is easy to install and can suppress increase in vehicle weight and wiring power loss and improve safety. Is the purpose.

The following two inventions that solve the above problems are:
A load-side power supply system including an engine-driven generator, a generator-side power supply system including a generator-side battery charged by the generator, an in-vehicle electric load, and a load-side battery that supplies power to the electric load And a power transmission device that transmits power from the generator-side power supply system to the load-side power supply system, and a control circuit that controls the power transmission device and adjusts the power transmission. Is done.

  In the first invention, in particular, a cooling metal body for cooling the generator-side battery or the power transmission device, and a common cover that covers the generator-side battery, the power transmission device, and the cooling metal body that are integrally coupled to each other. And the common cover includes a cooling air passage that guides vehicle running wind or forced cooling air along the cooling metal body, and a cooling air inlet that introduces cooling air into the cooling air passage from the outside. And a cooling air discharge port for discharging cooling air to the outside from the cooling air passage.

  That is, the present invention provides an assembly in which a generator-side battery, a power transmission device, and a cooling metal body for cooling them are integrally combined, and has a cooling air passage inside, a cooling air inlet and a cooling air on the surface. It is characterized by being enclosed by a common cover having a wind outlet. In addition, this common cover is a battery on the generator side if at least cooling air is introduced into the cooling air passage in contact with the cooling metal body from the cooling air inlet and discharged from the cooling air passage to the cooling air outlet. It is only necessary to partially enclose the power transmission device and the cooling metal body. According to the dual power supply type vehicle power supply device of the present invention configured as described above, the following effects can be obtained.

  First, the vehicle running wind or forced cooling wind can be easily introduced into the cooling air passage defined inside by the common cover and can be easily discharged from the cooling air passage. The power transmission device can be cooled well. That is, the cooling air passage can be easily defined and the cooling air passage from the cooling air inlet to the cooling metal body and the cooling air passage from the cooling metal body to the cooling air discharge port can be easily formed. The high-speed cooling air can be brought into contact with the cooling metal body, the power transmission device and the generator-side battery with little fluid loss.

  Next, since the common cover isolates the generator-side battery and the power transmission device from the outside electrically or mechanically with a small increase in the number of parts, the electrical or mechanical safety is improved.

  Next, the power transmission device, which is a heating element, and the generator-side battery can be compactly integrated while suppressing the occurrence of cooling problems, increasing the degree of freedom in arrangement, reducing the necessary space, and reducing the wiring resistance Power loss can also be reduced, and assembly of the device is facilitated.

  Next, even if gas is discharged from the generator-side battery, the upward diffusion of the gas that adversely affects the inspector can be well prevented by the common cover, and safety can be improved. For example, interpersonal safety can be ensured even when an inspector looks into the engine room. In this case, the upper surface of the common cover covers the upper part of the assembly including the power transmission device, the cooling metal body, and the generator-side battery.

  As the above-described generator-side battery, a lithium secondary battery, a hydrogen storage alloy secondary battery, an electric double layer capacitor, and the like that are excellent in durability against repeated charge and discharge are suitable. Further, as the power transmission device, an inverter type or chopper type DC-DC converter or a series regulator can be employed. Furthermore, the power transmission device may have a switch for cutting off the generator-side battery from the generator-side power supply system when necessary. This switch can be disposed between the generator and the power transmission device and the generator-side battery, or between the lower electrode terminal of the generator-side battery and the ground line. The metal body for cooling has a function as a heat sink or a cooling fin of the generator-side battery or the power transmission device. Thereby, the temperature rise of a generator side battery or an electric power transmission apparatus can be performed favorably.

  In a preferred aspect, the cooling metal body cools both the power transmission device and the generator-side battery. If it does in this way, since the ventilation path for cooling an electric power transmission apparatus and a generator side battery can be shared, simplification of an air blowing mechanism is realizable.

  In a preferred aspect, the cooling metal body is disposed on the generator-side battery side between the generator-side battery and the power transmission device, and is cooled by vehicle running wind or forced cooling wind to A first cooling metal body that cools the generator-side battery, and a vehicle traveling wind or forcing that is disposed on the power transmission apparatus side between the first cooling metal body and the power transmission apparatus A second cooling metal body that is cooled by cooling air and cools the power transmission device. If it does in this way, the 2nd metal body for cooling for the power transmission device which can be heated up for the reason mentioned above, and the 1st metal body for cooling of the generator side battery which requires further temperature reduction, Thus, it is possible to reduce the size of the second cooling metal body and to lower the temperature of the first cooling metal body. In this aspect, in the cooling air passage, the first cooling metal body and the second cooling metal body are arranged in series, so that the vehicle traveling wind or forced air that has cooled the first cooling metal body is obtained. The second cooling metal body can be cooled by the cooling air. In this case, the entire amount of the vehicle traveling wind or forced cooling air can be used for cooling the generator-side battery and the power transmission device. The cooling system for lowering the temperature of the generator-side battery can be simply configured.

  In a preferred aspect, the common cover surrounds a bus bar that connects a terminal of the generator-side battery and a generator-side terminal of the DC power transmission device. If it does in this way, the electrical insulation of a bus bar can be improved and a contact risk can be reduced.

  In a preferred aspect, the bus bar is exposed to a cooling air passage formed in the common cover and is cooled by vehicle traveling air or forced cooling air. That is, according to this aspect, the bus bar connecting the terminal of the generator-side battery and the generator-side terminal of the power transmission device is exposed to the cooling air passage. Thereby, a bus bar can be favorably cooled with vehicle running wind or forced cooling wind. More specifically, since the bus bar is thermally well coupled to the semiconductor switching element of the power transmission device and the electrode body inside the generator-side battery, the cooling of the bus bar has a great effect on the cooling. In addition, heat conduction from the high-temperature semiconductor switching element to the generator-side battery can be satisfactorily prevented by bus bar cooling with vehicle traveling wind or forced cooling air, thereby preventing temperature rise of the generator-side battery. In a preferred embodiment, the bus bar can have cooling fins that are formed integrally or later attached and can also serve substantially as the cooling metal body described above. In this way, the generator-side battery and the power transmission device can be further cooled.

  In a preferred embodiment, the common cover includes a metal plate that doubles as the cooling metal body or is bonded to the cooling metal body with good thermal conductivity. As a result, the surface area of the cooling metal body for cooling the generator-side battery or the power transmission device in contact with the cooling air can be greatly increased, and the temperature rise of the generator-side battery and the power transmission device can be improved. Can be reduced. Note that it is not necessary that all of the common cover be made of a metal plate, only the portion that requires heat transferability and rigidity may be made of a metal plate, and other portions may be made of resin.

  In a preferred aspect, the common cover is coupled to a metal plate forming a vehicle body with good heat conduction. Thereby, the heat generated by the generator-side battery or the power transmission device can be dissipated to the vehicle body through the cooling metal body and the common cover, and the generator-side battery or the power transmission device can be cooled satisfactorily. The temperature of the parts exposed to solar radiation in the metal plate forming the vehicle body becomes high in summer, but the temperature of the other parts does not become so high, so the common cover is preferably in contact with the body part not exposed to solar radiation. It is.

  In a preferred aspect, the common cover also serves as a grounding bus bar. Thereby, among the electrode terminals of the generator-side battery and the power transmission device, the ground electrode terminal can be grounded to the vehicle body through the cooling metal body and the common cover, and the ground wiring is simplified. The cooling metal body can also serve as this grounding bus bar.

  In a preferred aspect, the common cover has a top plate portion that is located above the generator-side battery and the power transmission device and extends laterally, and the top plate portion includes the generator-side battery. This prevents the internally generated gas discharged from the gas discharge safety valve from leaking upward. Thereby, it can prevent well that a common cover spreads upward and damages an inspector etc. In a lithium secondary battery or the like, the temperature of the gas is very high (for example, 500 ° C.). When the common cover is made of resin, it is preferable that the gas ejected from the generator-side battery is first cooled by a cooling metal body having a large heat capacity and then contacted with the common cover. For example, a cooling metal body made of an aluminum alloy or the like has a large heat capacity, a good heat radiation area, and a good thermal conductivity, so that the power transmission device becomes hot due to the above gas or becomes thermally defective. Can be satisfactorily prevented.

  In a preferred aspect, the common cover has the cooling air suction port on a side surface. If it does in this way, even if gas spouts from a generator side battery, it can prevent well that this gas leaks upward from a cooling wind inlet, and can improve personal safety.

  In a preferred aspect, the common cover has a cooling air discharge port on a side surface. If it does in this way, even if gas ejects from a generator side battery, it can prevent well that this gas leaks upward from a cooling wind discharge outlet, and can improve personal safety.

  In a preferred aspect, the generator-side battery includes either a lithium secondary battery, a hydrogen storage alloy secondary battery, or an electric double layer capacitor. As a result, frequent charging / discharging of the generator-side battery can be performed.

  Particularly, the second invention is characterized by having a common duct that is disposed in the engine room in the front part of the vehicle and guides the vehicle traveling wind to both the generator-side battery and the power transmission device.

  That is, the present invention has a generator-side battery and a power transmission device arranged integrally, and guides the vehicle traveling wind through a single common duct to both the generator-side battery and the power transmission device. Even if the generator-side battery and the power transmission device are arranged in a portion where the vehicle traveling wind is hard to hit, both the generator-side battery and the power transmission device can be cooled well by the vehicle traveling wind from a single common duct. . As a result, it is possible to mount the generator-side battery and the power transmission device in a compact manner, each of which is a heating element, and which is likely to accelerate the temperature rise due to the integrated arrangement, and further, the duct is connected to the generator-side battery and the power. Since it is shared by the transmission apparatus, the structure of the cooling system can be simplified. As a result, it is possible to reduce the required installation space and improve the layout flexibility, simplify the wiring, reduce the wiring resistance loss, and the like.

  Preferably, the generator-side battery and the power transmission device are surrounded by a common cover, and an outlet of the common duct is coupled to a cooling air inlet provided in the common cover. As a result, the vehicle traveling wind can be well guided to the generator-side battery and the power transmission device. Preferably, this common cover has a cooling air passage inside and a cooling air inlet and a cooling air outlet on the surface.

  In a preferred aspect, the generator-side battery and the power transmission device are integrally formed with a cooling metal body that cools the generator-side battery or the power transmission device, and the shared duct is used for the cooling. The vehicle traveling wind is guided to the metal body. If it does in this way, both a generator side battery and an electric power transmission device can be favorably cooled with vehicle running wind by a cooling system with a simple structure. Note that the cooling metal body further cools both the power transmission device and the generator-side battery, thereby further sharing the air supply path for cooling the power transmission device and the generator-side battery. Can be realized.

  In a preferred aspect, the electric cooling fan disposed in the common duct, and a bypass duct that bypasses the electric cooling fan by communicating the upstream portion of the common duct with the upstream portion and the downstream portion with respect to the electric cooling fan. And a check damper that is disposed in the bypass duct and opens when the pressure at the upstream portion is lower than the pressure at the downstream portion, and closes when the pressure at the upstream portion is higher than the pressure at the downstream portion. In this way, when the forced cooling air is not formed by the fan in the common duct, the vehicle running air can be well introduced to the generator-side battery and the power transmission device by bypassing the fan with a simple structure. Can do. The non-return damper can be formed by, for example, integrally forming the common duct with resin and thinning the connecting portion between the non-return damper and the common duct.

  In a preferred aspect, the shared duct extends substantially forward from the generator-side battery and the power transmission device, and extends to the generator-side battery and the power transmission device disposed at the rear of the engine room. The vehicle running wind is guided from the front of the engine room. According to this aspect, since the generator-side battery and the power transmission device can be disposed at the rear of the engine room while ensuring good cooling of the generator-side battery and the power transmission device by the vehicle running wind, As a result, the generator-side battery that accumulates high energy can be well protected from damage during a vehicle frontal collision.

  In a preferred aspect, the common duct is composed of a metal duct coupled to the cooling metal body with good heat transfer. In this way, the common duct can be regarded as a cooling metal body having a very large contact area with the vehicle running wind, and the cooling metal body can be reduced in size and weight, and the generator side battery and the power transmission device can be cooled. Can be improved. Note that it is not necessary to use all the common ducts as metal ducts. For example, only the vicinity of the power transmission device and the generator-side battery that easily rise in temperature can be made of metal plates. Moreover, you may make it serve as the common cover which encloses these electric power transmission apparatuses and a generator side battery in the vicinity part of an electric power transmission apparatus and a generator side battery among shared ducts. Further, by forming the common cover integrally with the cooling metal body or bringing it into contact with the cooling metal body, it is possible to improve the heat dissipation capability of the cooling metal body in the same manner as described above.

  In a preferred aspect, a part of the common duct is constituted by a metal plate forming a vehicle body. If it does in this way, the material for manufacturing a common duct can be saved. In addition, it is suitable to use as a part of a shared duct the site | part which a solar radiation does not hit directly among the metal plates which make a vehicle body.

  In a preferred aspect, the shared duct accommodates a cable connecting the input terminal of the power transmission device and the generator, or a cable connecting the output terminal of the power transmission device and the load side battery or the electric load. Make a cable extension passage. That is, since the common duct is used as the cable duct, the electrical or mechanical protection of the cable can be improved.

  A preferred embodiment of a dual power supply type vehicle power supply device of the present invention will be described below with reference to the drawings. The present invention is not construed as being limited to the following examples, and it goes without saying that the technical idea of the present invention may be realized by combining other known techniques or equivalent techniques.

  The circuit configuration of the vehicle power supply device of this embodiment will be described with reference to the block circuit diagram shown in FIG.

  Reference numeral 1 denotes a generator driven by an engine (not shown) and has a built-in rectifier. The generator 1 supplies power to the generator-side battery 2 through the power line 3. The generator-side battery 2 is composed of a lithium secondary battery having a rated voltage of 14.8 V, and is composed of four cells connected in series. Lithium secondary batteries are important to protect against temperature, overcharge and overdischarge, and actually have various protection circuits, but explanations thereof will be omitted. The generator 1, the generator-side battery 2 and the power supply line 3 constitute the generator-side power supply system referred to in the present invention.

  Reference numeral 4 denotes a load-side battery, which supplies power to a plurality of electric loads 5 through a load power supply line 6. The load-side battery 4 is a lead battery having a rated voltage of 12.7 V, and is widely used as a vehicle battery. The load side battery 4, the electric load 5 and the load power supply line 6 constitute a load side power supply system referred to in the present invention.

  7 is a power transmission device for transmitting the power required by the load-side power supply system from the power supply line 3 to the load power supply line 6. In addition to the DC-DC converter of various circuit types such as a chopper type, the power transmission system A series regulator that generates a voltage drop equal to the voltage difference is used. In addition, the power transmission device 7 may include a switch such as a MOS transistor between the positive terminal of the generator-side battery 2 and the power supply line 3 or between the negative terminal of the generator-side battery 2 and the ground. By opening this switch, the generator-side battery 2 can be separated from the generator-side power supply system as necessary.

  Reference numeral 8 denotes a controller (control circuit) 8 with a built-in microcomputer that controls the power transmission device 7 and the like, and the power transmission device 7 and the controller 8 constitute an inter-system power transmission circuit. The controller 8 performs so-called negative feedback control by outputting a control voltage to the power transmission device 7 so that the deviation ΔV between the read voltage Vpb of the load side battery 4 and the predetermined target voltage value Vth becomes zero. Thereby, in the normal state, the voltage of the load power supply line 6 is stably maintained at a predetermined potential level of the load side battery 4, and at the time of stopping power supply from the generator side power supply system to the load side power supply system, etc. The load side battery 4 supplies power to the electric load 5. In addition, it is also possible to connect an electric load to the generator side power supply system, and it is also possible to reversely transmit power from the load side battery 4 to the generator side power supply system by the reverse direction power transmission operation of the power transmission device 7. Moreover, the controller 8 increases the electric power generation amount of the generator 1 at the time of vehicle deceleration. The increased generated current charges the generator-side battery 2 within a range allowed by the SOC of the generator-side battery 2. If the generated current increases the generated current, the controller 8 consumes excess generated power for charging the generator-side battery 2. After this regenerative braking is completed, the controller 8 discharges the regenerative stored power amount stored in the generator-side battery 2 to the load-side power supply system side through the power transmission device 7, and returns to a predetermined SOC level. For example, 50 to 60% is preferably used as the predetermined SOC level. In addition, the stored power amount of the generator-side battery 2 is used for power supply to the electric load 5 at the time of engine start, torque assist, and idle stop. As described above, since the generator-side battery 2 is required to be charged and discharged frequently, a lithium secondary battery with less deterioration due to repeated charge / discharge cycles is adopted, and the load-side battery 4 has a power source for the electric load 5. A lead secondary battery is used because it only needs to have a function of suppressing voltage fluctuation.

  In the above description, an engine vehicle having a two-power-source vehicle power supply device has been described. However, essentially the same configuration and operation can be adopted in a hybrid vehicle having a two-power-source vehicle power supply device. .

  The shape of the circuit module 10 as an inter-system power transmission circuit in which the power transmission device 7 and the controller 8 are mounted will be described with reference to FIG. The circuit module 10 includes a base plate 71, double-sided electrode type card modules 72 and 73 incorporating power MOS transistors, a controller 8 composed of semiconductor modules, heat sinks 74 and 75, a resin mold portion 76, and an insulating sheet 77. ing. Reference numeral 78 denotes a lead electrode that forms a control electrode terminal of the card modules 72 and 73, and is connected to an electrode terminal of the controller 8. Reference numeral 79 denotes a metal gas guide member for guiding battery gas, which will be described later, and is fixed to the center of the lower surface of the resin mold portion 76.

  The card modules 72 and 73 and the controller 8 are mounted and fixed on the base plate 71 with an insulating sheet 77 interposed therebetween. The heat sinks 74 and 75 are individually fixed to the lower surfaces 720 and 730 of the card modules 72 and 73, and the resin mold portion 76 integrates these members and realizes electrical insulation between the card modules 72 and 73 and the controller 8. is doing.

  Both sides 720 and 721 of the card module 72 constitute a pair of main electrodes of the built-in power MOS transistor, and both sides 730 and 731 of the card module 73 constitute a pair of main electrodes of the built-in power MOS transistor. In this embodiment, the lower surface 720 of the card module 72 is connected to the power supply line 3 of the generator side power supply system through the heat sink 74, and the lower surface 730 of the card module 73 is connected to the ground line through the heat sink 75. The upper surface of the card module 72 forms the main electrode 721, and the upper surface of the card module 73 forms the main electrode 731. The card modules 72 and 73 are connected to wiring (not shown) to constitute a DC-DC converter. The base plate 71 constitutes an output terminal on the high potential side of this DC-DC converter.

  Of course, there are various circuit formats as the DC-DC converter constituting the power transmission device 7, and FIG. 2 shows an example of its modularization. Further, the heat sinks 74 and 75 and the base plate 71 may not serve as electrode terminals. As the power transmission device 7, a series regulator can be adopted in addition to a DC-DC converter.

  An example of a battery assembly 100 constituted by an inter-system power transmission circuit using the circuit module 10 and the generator-side battery 2, that is, a generator-side battery with a power transmission device is shown in FIGS. 3 shows a front view of the battery assembly 100 as seen from the front of the vehicle to the rear, and FIG. 4 shows a side view of the battery assembly 100 as seen from the side of the vehicle. The battery assembly 100 is disposed at the rear of the engine room of the vehicle. 3 and 4, the battery assembly 100 is fixed on a bottom plate 11 fixed to the vehicle body by various known methods.

  The battery assembly 100 includes a generator-side battery 2 fixed on the bottom plate 11, a circuit module 10 fixed on the generator-side battery 2, and a resin-made material that surrounds the generator-side battery 2 and the circuit module 10. And a battery cover 12. Reference numeral 710 denotes a plurality of cooling fins of the base plate 71 and protrudes upward. Each cooling fin 710 extends in the vehicle front-rear direction at a predetermined interval in the vehicle left-right direction. A space between adjacent cooling fins 710 forms a cooling air passage through which cooling air flows in the vehicle front-rear direction. Reference numeral 741 denotes a plurality of cooling fins of the heat sink 74 and protrudes downward. Each cooling fin 741 extends in the vehicle front-rear direction at a predetermined interval in the vehicle left-right direction. A space between adjacent cooling fins 741 constitutes a cooling air passage through which cooling air flows in the vehicle front-rear direction. Reference numeral 751 denotes a plurality of cooling fins of the heat sink 75 and protrudes downward. The cooling fins 751 extend in the vehicle front-rear direction at a predetermined interval in the vehicle left-right direction. A space between adjacent cooling fins 751 constitutes a cooling air passage through which cooling air flows in the vehicle front-rear direction.

  The generator-side battery 2 has a gas discharge safety valve 20, a positive electrode terminal 21, and a negative electrode terminal 22 on its upper surface. The positive electrode terminal 21 is closely attached or fixed to the cooling fins 741 of the heat sink 74 with good electrical conductivity, and the negative electrode terminal 22 is closely attached or fixed to the cooling fins 751 of the heat sink 75 with good electrical conductivity. And the circuit module 10 are electrically connected.

  The gas discharge safety valve 20 is disposed immediately below the gas guide member 79. Even when the gas inside the generator-side battery 2 becomes high pressure and gas is ejected upward from the gas discharge safety valve 20, the flow of this gas Is deflected in the front-rear direction so that high-temperature gas does not contact the resin mold portion 76.

  If the top and bottom of the circuit module 10 is reversed, the high temperature gas ejected from the gas discharge safety valve 20 collides with the base plate 71 having a large heat capacity and is cooled, so that the gas guide member 79 can be omitted. However, in this case, the bus bar for electrical connection between the + electrode terminal 21 of the generator-side battery 2 and the heat sink 74 also serving as the electrode terminal of the circuit module 10, and the − electrode terminal 22 of the generator-side battery 2 and the circuit module It is necessary to add a bus bar for electrical connection with the heat sink 75 that also serves as the ten electrode terminals. In this embodiment, the heat sinks 74 and 75 also serve as a cooling metal body for cooling the generator-side battery 2.

  Of course, a cooling metal body with cooling fins for cooling the circuit module 10 in a space between the circuit module 10 and the generator-side battery 2 below it, and a cooling fin for cooling the generator-side battery 2 It can also be arranged separately from the attached cooling metal body. These cooling metal bodies with both cooling fins can be electrically set to the same potential, and may be electrically insulated from each other by separation or the like, if necessary.

  The battery cover 12 is substantially in contact with the left and right side surfaces of the generator-side battery 2 as shown in FIG. 3 in the left-right direction of the vehicle, and between the front end surface and the rear end surface of the generator-side battery 2 as shown in FIG. They face each other with a predetermined gap between them. These gaps constitute a cooling air passage (shown by an arrow) for flowing the vehicle traveling wind or forced cooling air into the battery cover 12. A cooling air inlet 121 connected to the downstream end of the cooling air guide duct 13 is provided in the lower part of the front end surface of the battery cover 12, and the cooling air is discharged into the engine room at the lower part of the rear end surface of the battery cover 12. A cooling air discharge port 122 is formed.

  Describing the flow of the cooling air, the upstream end of the cooling air guide duct 13 opens to the front of the engine room at the front of the vehicle, and takes in the vehicle traveling air. A cooling fan mechanism 200 is interposed in the middle of the cooling air guide duct 13. The cooling fan mechanism 200 will be described with reference to FIG.

  131 is an upstream portion of the cooling air guide duct 13, 132 is a downstream portion of the cooling air guide duct 13, and 14 is a centrifugal fan. The downstream end of the upstream portion 131 is connected to the inlet of the centrifugal fan 14, and the upstream end of the downstream portion 132 is connected to the outlet of the centrifugal fan 14. M is a motor for driving the centrifugal fan 14. A bypass duct 15 connects the upstream portion 131 and the downstream portion 132 of the cooling air guide duct 13 and bypasses the centrifugal fan 14. A check damper 16 is provided at the entrance of the bypass duct 15 so as to be rotatable by a resin hinge. The check damper 16 is opened by a differential pressure when the upstream portion 131 of the cooling air guide duct 13 has a positive pressure than the downstream portion 132, and the upstream portion 131 of the cooling air guide duct 13 has a negative pressure more than the downstream portion 132. Close by differential pressure. When the centrifugal fan 14 is driven, forced cooling air is introduced into the battery cover 12. When the centrifugal fan 14 is not driven and the vehicle traveling wind is strong, the vehicle traveling wind is introduced into the battery cover 12. The centrifugal fan 14 is driven when the temperature of the generator-side battery 2 or the circuit module 10 exceeds a predetermined threshold level. With this configuration, the generator-side battery 2 and the circuit module 10 can be cooled by introducing the vehicle traveling wind and the forced cooling wind into the battery cover 12 as necessary with a very simple configuration. The check damper 16 may be fixed to the bypass duct 15 using a metal rotating shaft instead of the resin hinge described above, and a mechanism other than that shown in FIG. Further, the cooling air blown out by the cooling fan mechanism 200 may be used for cooling other devices.

  The cooling air flowing into the battery cover 12 from the cooling air inlet 121 of the battery cover 12 cools the base plate 71 and the heat sinks 74 and 75 while cooling the front wall surface of the generator-side battery 2, and then the generator-side battery. 2 is discharged from the cooling air outlet 122 while cooling the rear wall surface. In order to improve the cooling performance of the generator-side battery 2, cooling fins may be additionally provided on the front wall surface or the rear wall surface.

(Modification)
In the above embodiment, the circuit module 10 is mounted on and fixed to the upper part of the generator-side battery 2, but the circuit module 10 may be fixed to the bottom plate 11 through some support member.

  Other modifications will be described with reference to FIGS. 6 shows a front view of the battery assembly 100 as seen from the front of the vehicle to the rear, and FIG. 7 shows a plan view of the battery assembly 100 with the battery cover 12 broken. In this modification, the circuit module 10 is tightly fixed on the generator-side battery 2, and the circuit module 10 is provided with a hole 29 that surrounds the gas discharge safety valve 20. Although the battery cover 12 is formed of a metal plate, the battery cover 12 is in close contact with the heat sinks 74 and 75 while being electrically insulated from the cooling fins 741 and 751 of the heat sinks 74 and 75 via an insulating sheet (not shown). In this way, the battery cover 12 can prevent upward gas discharge from the gas discharge safety valve 20 and can constitute the cooling metal body referred to in the present invention together with the heat sinks 74 and 75. Further, in this modification, the circuit module 10 is formed wider left and right and front and rear than the generator side battery 2, so that the impact on the vehicle collision can be borne before the generator side battery 2.

  Other modifications will be described. When the battery cover (common cover) 12 is made of a metal plate, the battery cover 12 may also serve as a grounding bus bar connected to the generator-side battery 2 or the ground electrode terminal of the circuit module 10. At this time, the heat sinks 74 and 75 and the base plate 71 protruding from the circuit module 10 for element cooling are connected to the electrode terminals of the element so that they can be electrically connected to each other, or an insulating sheet having good thermal conductivity is used to electrically It is only a matter that can be selected as appropriate to make the contact insulative.

  Other modifications will be described with reference to FIG. In this modification, the battery cover 12 covers only the upper surface of the battery 2. Reference numeral 400 denotes a cooling fin fixed to the electrode terminal of the generator-side battery 2, and the circuit module 10 is mounted on the cooling fin 400. The circuit module 10 has cooling fins 500 protruding from the upper surface, and the cooling fins 500 cool elements inside the circuit module 10. The vehicle running wind or forced cooling wind introduced into the battery cover 12 from the cooling wind guide duct 13 first cools the cooling fin 400 and then reverses upward to cool the cooling fin 500. The battery cover 12 forms a cooling air passage inside and protects the circuit module 10, and the circuit module 10 and the battery cover 12 protect the generator-side battery 2 against mechanical impact from above, Gas is prevented from being ejected upward from the gas discharge safety valve on the upper surface of the generator-side battery 2. Even in this modified embodiment, the circuit module 10 or the battery cover 12 is protruded in the front-rear direction or the left-right direction from the generator-side battery 2 to obstruct the horizontal mechanical shock from being applied to the generator-side battery 2. You may do it.

  Other modifications will be described with reference to FIGS. In this modification, the circuit module 10 according to the first embodiment is adjacent to the front end surface of the generator-side battery 2. 9 shows a cross-sectional plan view of the battery assembly 100 as viewed from below, and FIG. 10 shows a cross-sectional side view of the battery assembly 100 as viewed from the side of the vehicle. However, in FIG. 9, FIG. 10, the generator side battery 2 is not shown in cross section. The battery assembly 100 is disposed at the rear of the engine room of the vehicle. 9 and 10, the battery assembly 100 is fixed on a bottom plate 11 fixed to the vehicle body by various known methods.

  The battery assembly 100 includes a generator-side battery 2 fixed on the bottom plate 11 shown in FIG. 10, a circuit module 10 fixed to the front end surface of the generator-side battery 2, the generator-side battery 2 and the circuit module 10. The battery cover 12 is made of resin and encloses the resin. Reference numeral 710 denotes a plurality of cooling fins of the base plate 71 and projects forward from the circuit module 10. The cooling fins 710 extend in the vertical direction with a predetermined distance from each other in the left-right direction of the vehicle. A space between adjacent cooling fins 710 constitutes a cooling air passage through which cooling air flows in the vertical direction. Reference numeral 741 denotes a plurality of cooling fins of the heat sink 74 and protrudes rearward. Each cooling fin 741 is extended in the up-down direction at a predetermined interval in the left-right direction of the vehicle. A space between adjacent cooling fins 741 constitutes a cooling air passage through which the cooling air flows in the vertical direction. Reference numeral 751 denotes a plurality of cooling fins of the heat sink 75 and protrudes rearward. Each cooling fin 751 is extended in the up-down direction at a predetermined interval in the left-right direction of the vehicle. A space between adjacent cooling fins 751 constitutes a cooling air passage through which the cooling air flows in the vertical direction.

  As shown in FIG. 10, the generator-side battery 2 has a gas discharge safety valve 20, a positive electrode terminal 21, and a negative electrode terminal 22 on its upper surface. Since the + electrode terminal 21, the gas discharge safety valve 20, and the − electrode terminal 22 are arranged in a line in the left-right direction of the vehicle, the gas discharge safety valve 20 is indicated by a broken line in FIG. 10, and the line indicating the − electrode terminal 22 is It is not specified. The + electrode terminal 21 and the − electrode terminal 22 have a heat sink structure with cooling fins similar to the heat sinks 74 and 75. The positive electrode terminal 21 is connected to the cooling fins 741 of the heat sink 74 by a bus bar (not shown), and the negative electrode terminal 22 is also connected to the cooling fins 741 of the heat sink 74 by the bus bar 1000. Thereby, the electrical connection of the generator side battery 2 and the circuit module 10 is made.

  If the heat sink portion of the electrode terminal 21 and the heat sink 74 are integrated on the L shape, and the heat sink portion of the electrode terminal 22 and the heat sink 75 are integrated on the L shape, the bus bar 1000 can be omitted. In addition, when the electrode terminal 22 and the heat sink 75 can be grounded, the battery cover 12 described later can be made of metal and can be grounded to the vehicle body through the battery cover 12. A gas guide member 79 made of a metal plate is fixed to the lower surface of the resin battery cover 12 as shown in FIG. The gas guide member 79 is provided in order to prevent the battery cover 12 from being adversely affected by high-temperature gas ejected from the generator-side battery 2.

  As shown in FIG. 10, the gas discharge safety valve 20 is arranged directly below the gas guide member 79 in the upper part of the generator-side battery 2, and the pressure inside the generator-side battery 2 becomes high and the gas discharge safety valve 20. Even when the gas is ejected upward from the gas, the gas flow is deflected in the front-rear direction so that the high-temperature gas is not ejected upward.

  The battery cover 12 is made of resin and covers the circuit module 10 adjacent to the front end surface of the generator-side battery 2 and the upper surface of the generator-side battery 2, and the gap between the cooling fins 710 of the base plate 71 and the heat sink 74. , 75 cooling fins 741, 751, and cooling fin passages for the electrode terminals 21 are formed in the gaps between the cooling fins 741 and 751.

  A cooling air inlet 121 connected to the downstream end of the cooling air guide duct 13 is provided in the lower part of the front end surface of the battery cover 12, and the cooling air is discharged into the engine room at the lower part of the rear end surface of the battery cover 12. A cooling air discharge port 122 is formed.

  Describing the flow of the cooling air, the upstream end of the cooling air guide duct 13 opens to the front of the engine room at the front of the vehicle, and takes in the vehicle traveling air. The cooling air flowing into the battery cover 12 from the cooling air inlet 121 of the battery cover 12 cools the base plate 71 and the heat sinks 74 and 75, and then cools while cooling the electrode terminals 21 and 22 of the generator-side battery 2. The air is discharged downward from the wind discharge port 122 along the rear side surface of the generator-side battery 2. The circuit module 10 may be disposed not on the front end face of the generator-side battery 2 but on the lateral outside of the generator-side battery 2. If it does in this way, damage to generator side battery 2 at the time of a side collision of vehicles arises.

  In addition, the cooling air guide duct 13 and the battery cover 12 may be formed of a metal plate that is coupled to the base plate 71 and the heat sinks 74 and 75 with good heat transfer. In this way, the cooling effect of the generator side battery 2 and the circuit module 10 can be further improved. Moreover, you may comprise a part or front part of the cooling wind guide duct 13 with the metal plate which makes a vehicle body. Specifically, the saddle-like cooling air guide duct 13 may be covered with a metal plate constituting the vehicle body to form a duct. A cable or control wiring for connecting the circuit module 10 or the generator-side battery 2 to the external generator or the load-side battery 4 may be extended in the cooling air guide duct 13.

(Implementation effect)
According to this embodiment, since the structure in which the circuit module 10 is integrally fixed to the upper part of the generator-side battery 2 is adopted, the apparatus can be configured compactly, and the wiring distance between the two can be minimized. An increase in vehicle weight and an increase in wiring power loss can be avoided. Even when pressure is applied to the battery assembly 100 from above, the circuit module 10 has a buffering effect, so that the mechanical safety of the generator-side battery 2 can be improved. Furthermore, the circuit module 10 can prevent the gas from being ejected upward from the gas discharge safety valve 20 and can prevent the occurrence of personal damage.

  Further, since the heat sinks 74 and 75 as cooling metal bodies are arranged between the card modules 72 and 73 of the circuit module 10 and the generator-side battery 2, the heat generated by the card modules 72 and 73 cooled by the cooling air is generated. Transmission to the generator-side battery 2 can be prevented. That is, the heat sinks 74 and 75 can cool both the card modules 72 and 73 and the generator-side battery 2. Therefore, the generator-side battery 2 whose temperature rise restriction is stricter than that of the circuit module 10 can be thermally isolated from the circuit module 10 that is a heating element by the cooling metal bodies, that is, the heat sinks 74 and 75. Heat can be prevented from adversely affecting the generator-side battery 2.

  Further, since the heat sinks 74 and 75 also serve as bus bars, the configuration can be simplified and the weight can be reduced. In addition, the battery cover 12 has an advantage of creating an effect of mechanical and electrical protection between the circuit module 10 and the generator-side battery 2 with the creation of the cooling air passage. Of course, the battery cover 12 can be fixed to the vehicle body without using the generator-side battery 2.

It is a block circuit diagram which shows the circuit structure of the power supply device for vehicles of an Example. It is a longitudinal cross-sectional view which shows the shape of the circuit module as an inter-system power transmission circuit which mounted the electric power transmission apparatus and the controller. It is the front view which looked at the battery assembly which integrated the circuit module and the generator side battery 2 from the vehicle front to back. FIG. 4 is a side view of the battery assembly of FIG. 3 as viewed from the side of the vehicle. It is a schematic plan view which shows a cooling fan mechanism. It is the front view which looked at the battery assembly of the deformation | transformation aspect from the vehicle front to back. FIG. 7 is a plan view of the battery assembly of FIG. 6. It is the side view which looked at the battery assembly of the modification from the vehicle side. It is a cross-sectional top view which shows the state which looked up at the battery assembly of the deformation | transformation aspect from the bottom up. FIG. 10 is a cross-sectional side view of the battery assembly of FIG. 9 as viewed from the side of the vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Generator 2 Generator side battery 3 Power supply line 4 Load side battery 5 Electric load 6 Load power supply line 7 Power transmission device 8 Controller 10 Circuit module 11 Bottom plate 12 Battery cover 13 Cooling air guide duct 14 Centrifugal fan 15 Bypass duct 16 Check Damper 20 Gas discharge safety valve 21 Electrode terminal 22 Electrode terminal 29 Hole 71 Base plate 72 Card module 73 Card module 74 Heat sink 75 Heat sink 76 Resin mold part 78 Control terminal 77 Insulating sheet 79 Gas guide member 100 Battery assembly 121 Cooling air inlet 122 Cooling Wind outlet 200 Cooling fan mechanism 710 Cooling fin 741 Cooling fin 751 Cooling fin

Claims (15)

A load-side power supply system including an engine-driven generator, a generator-side power supply system including a generator-side battery charged by the generator, an in-vehicle electric load, and a load-side battery that supplies power to the electric load A dual-power-supply vehicle power supply comprising: a DC power transmission device that transmits power from the generator-side power supply system to the load-side power supply system; and a power transmission control circuit that controls the DC power transmission device and adjusts the power transmission In the device
A cooling metal body for cooling the generator-side battery or the power transmission device, and a common cover that covers the generator-side battery, the power transmission device, and the cooling metal body integrally coupled to each other;
The common cover is
A cooling air passage that guides vehicle running air or forced cooling air along the cooling metal body, a cooling air inlet that introduces cooling air into the cooling air passage from the outside, and cooling air from the cooling air passage to the outside And a cooling air discharge port for discharging the vehicle. The dual power supply type vehicle power supply device according to claim 1,
The two-power-source vehicle power supply device, wherein the cooling metal body cools both the DC power transmission device and the generator-side battery. The dual power supply type vehicle power supply device according to claim 1,
The common cover is
A two-power-source vehicle power supply device that surrounds a bus bar that connects a terminal of the generator-side battery and a generator-side terminal of the DC power transmission device. The vehicular power supply device according to claim 3, wherein
The bus bar is exposed to a cooling air passage formed in the common cover and is cooled by vehicle traveling air or forced cooling air. The dual power supply type vehicle power supply device according to claim 1,
The common power source includes a metal plate that doubles as the cooling metal body or is coupled to the cooling metal body with good thermal conductivity. The two-power-source vehicle power supply device according to claim 5,
The common power source is a two-power-source vehicle power supply device, wherein the common cover is coupled to a metal plate forming a vehicle body with good heat conduction. The two-power-source vehicle power supply device according to claim 6,
The common power supply also serves as a grounding bus bar. The dual power supply type vehicle power supply device according to claim 1,
The common cover has a top plate portion that is located above the generator side battery and the power transmission device and extends laterally, and the top plate portion is a safety valve for gas discharge of the generator side battery. A dual-power-source vehicle power supply device characterized by preventing upward leakage of internally generated gas discharged from the vehicle. The two-power-source vehicle power supply device according to claim 8,
The common cover has the cooling air suction port on a side surface thereof, and is a dual power supply type vehicle power supply device. The two-power-source vehicle power supply device according to claim 8,
The common cover has a cooling air discharge port on a side surface thereof, and is a dual power source vehicle power supply device. A load-side power supply system including an engine-driven generator, a generator-side power supply system including a generator-side battery charged by the generator, an in-vehicle electric load, and a load-side battery that supplies power to the electric load A two-power-source vehicle power supply device comprising: a power transmission device that transmits power from the generator-side power supply system to the load-side power supply system; and a power transmission control circuit that controls the power transmission device to adjust the power transmission ,
A dual power supply type vehicle power supply device comprising a common duct that is disposed in an engine room at a front portion of a vehicle and that guides vehicle traveling wind to both the generator-side battery and the power transmission device. The vehicle power supply device according to claim 11, wherein the dual power supply system is used.
A cooling metal body that is integrally formed with the generator-side battery and the power transmission device and cools the generator-side battery or the power transmission device;
The dual power source vehicle power supply device, wherein the common duct guides the vehicle traveling wind to the cooling metal body. The vehicle power supply device according to claim 11, wherein the dual power supply system is used.
An electric cooling fan disposed in the common duct;
A bypass duct that bypasses the electric cooling fan by communicating the upstream portion of the shared duct with the upstream portion and the downstream portion with respect to the electric cooling fan;
A check damper disposed in the bypass duct and opened when the pressure at the upstream portion is lower than the pressure at the downstream portion, and closed when the pressure at the upstream portion is higher than the pressure at the downstream portion;
A two-power-source vehicle power supply device comprising: The vehicle power supply device according to claim 11, wherein the dual power supply system is used.
The common duct is a cable extension passage that accommodates a cable connecting the input terminal of the power transmission device and the generator, or a cable connecting the output terminal of the power transmission device and the load-side battery or the electric load. A two-power-source vehicle power supply device characterized in that: The vehicle power supply device according to claim 11, wherein the dual power supply system is used.
The common duct extends substantially forward from the generator-side battery and the power transmission device, and is located in front of the engine room to the generator-side battery and the power transmission device arranged at the rear of the engine room. A vehicle power supply device of a two power supply system, characterized in that a vehicle traveling wind is guided from a section.

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