JP2008235171A - Cooling system of electrical storage mechanism mounted on vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently cool a battery and to exhaust gas to the outside of a car with sure even if the gas is generated by the battery. <P>SOLUTION: This cooling system cools the travel battery by introducing air from the inside of a cabin. An ECU for controlling this cooling system executes a program including a step S1000 of monitoring the travel battery, a step S1030 of controlling a discharge control valve for driving a cooling fan S1020 and exhausting exhaust gas to outside air by 100% when the gas is generated from a battery cell (YES in S1010), and a step S1080 and S1090 controlling the discharge control valve for driving the cooling fan S1070 and exhausting the exhaust gas to the outside air between 0 to 100% so as to become optimal cooling efficiency when requiring cooling (YES in S1050) when the gas is not generated from the battery cell (NO in S1010). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a cooling device for a power storage mechanism (secondary battery such as a lithium ion battery or a nickel metal hydride battery or a capacitor) mounted on a vehicle, and more particularly to a cooling device corresponding to the generation of gas from the power storage mechanism.

  A vehicle equipped with a power train called a hybrid system combining an internal combustion engine (for example, a known engine such as a gasoline engine or a diesel engine) and an electric motor has been developed and put into practical use. Such a vehicle is equipped with a power storage mechanism such as a secondary battery or a capacitor for driving an electric motor for traveling, and an electric device such as an inverter or a DC / DC converter. This secondary battery is discharged or charged by a chemical reaction, and this chemical reaction generates heat, so it needs to be cooled. Further, the inverter and the DC / DC converter also need to be cooled because the power element generates heat. Generally, in an electric device, when current flows through a power line, Joule heat is generated, and thus it is necessary to cool it.

  Such an electric device may be disposed between a vehicle rear seat and a luggage room, for example. This electrical device is disposed in a duct-shaped casing that forms an air passage, and is located upstream of the electrical device in the casing and between the electrical device and the rear seat. A cooling fan that generates wind is arranged. Since the upstream end of the casing communicates with the vehicle interior (specifically, it is often opened in the rear package tray), the electrical equipment is cooled by the air in the vehicle interior. become.

  Further, the inverter and the DC / DC converter may be integrated as an electric device called a PCU (Power Control Unit) and mounted on the vehicle. This PCU may also be disposed as an electrical device between the rear seat of the vehicle and the luggage room.

  In a hybrid vehicle, such an electric device must be mounted in addition to the engine. Japanese Patent Laying-Open No. 2004-161058 (Patent Document 1) discloses a battery cooling duct that can be reliably discharged outside a vehicle even when hydrogen gas or the like is generated from a battery mounted on the vehicle. The battery cooling duct disclosed in this publication is applied to a vehicle equipped with a battery. The battery cooling duct includes a communication path that allows the battery and the vehicle interior of the vehicle to communicate with each other, and a gas retention portion that is provided in the communication path.

According to this battery duct, hydrogen gas and the like generated in the battery can be temporarily stored in the gas retention portion, so that the ingress of gas into the vehicle compartment can be reduced or prevented.
JP 2004-161058 A

  In the battery cooling duct disclosed in Patent Document 1, gas such as hydrogen generated from the battery is discharged outside the vehicle through the natural ventilation duct. For example, when the battery is a nickel metal hydride battery and the gas is hydrogen gas, the gas retention portion has a curved and convex shape. In this case, since the hydrogen gas generated from the nickel-metal hydride battery is lighter than air, the curved pipe line constituting the gas retention part is formed in a convex shape upward and can be temporarily stored in the gas retention part. It is possible to reduce or prevent the entry of hydrogen gas into the vehicle interior.

  However, as described above, in Patent Document 1 in which gas is discharged outside the vehicle by natural ventilation instead of forced exhaust, there is a possibility that the gas may enter the vehicle interior. That is, there is a possibility that gas flows into the vehicle compartment from the gap of the battery pack.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to cool the power storage mechanism that can be reliably discharged outside the vehicle even when gas or the like is generated from the power storage mechanism. Is to provide a device.

  According to a first aspect of the present invention, there is provided a cooling device for a power storage mechanism mounted on a vehicle, comprising: a housing in which the power storage mechanism is stored and at least one of a vehicle interior and a vehicle exterior; A discharge path for communication, a gas discharge passage for circulating the gas discharged from the power storage mechanism, and a communication portion for connecting the discharge path and the gas discharge path are included.

  According to the first aspect of the invention, the communication section connects the discharge path of the air that cools the power storage mechanism (for example, a secondary battery such as a lithium ion battery) and the gas discharge path that distributes the gas discharged from the power storage mechanism. Has been. Usually, an air machine (fan, blower, or the like) is provided as a pneumatic feeding means for circulating air from the housing to the outside of the vehicle via the discharge path. For this reason, gas can also be discharged out of the vehicle by the flow of air in the discharge path. As a result, it is possible to provide a cooling device for a power storage mechanism that can be reliably discharged outside the vehicle even if gas or the like is generated from the power storage mechanism.

  In addition to the configuration of the first invention, the cooling device according to the second invention further includes a pneumatic feeding means provided in the introduction path for sucking the cooling air in the introduction path and discharging it to the housing.

  According to the second aspect of the invention, the air in the introduction path is pushed into the casing by the fan or blower that is the pneumatic feeding means provided in the introduction path, introduced into the casing, and discharged from the casing. Since the gas discharge path is connected to the communication part of the discharge path, the gas can be discharged outside the vehicle by the air flow by the pneumatic feeding means.

  In addition to the configuration of the first invention, the cooling device according to the third invention further includes a pneumatic feeding means provided in the discharge path for sucking the cooling air in the discharge path and discharging it out of the vehicle.

  According to the third aspect of the invention, the air in the casing is sucked into the discharge path, introduced into the casing, and discharged from the casing by the fan and the blower that are pneumatic feeding means provided in the discharge path. Since the gas discharge path is connected to the communication part of the discharge path, the gas can be discharged outside the vehicle by the air flow by the pneumatic feeding means.

  In the cooling device according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the pneumatic feeding means is provided on the upstream side of the communication portion in the discharge path.

  According to the fourth aspect of the present invention, since the pneumatic feeding means is provided on the upstream side of the communication portion, gas does not pass through the pneumatic feeding means. Therefore, even a corrosive gas is a fan or blower that is a pneumatic feeding means. Can avoid damage.

  In the cooling device according to the fifth aspect of the invention, in addition to the configuration of the third aspect of the invention, the pneumatic feeding means is provided on the downstream side of the communication portion in the discharge path.

  According to the fifth invention, since the pneumatic feeding means is provided on the upstream side of the communication portion, the distance from the gas discharge passage to the communication portion of the discharge path can be shortened.

  In addition to the configuration of the first invention, the cooling device according to the sixth invention is provided in the discharge path, and at least one of the cooling air and the gas discharged from the housing, the ratio of the outside air discharge to the inside air circulation And an exhaust distribution means for adjusting the exhaust gas and a control means for controlling the exhaust distribution means. The control means includes means for adjusting the ratio of the outside air discharge to the inside air circulation so that the ratio of the outside air discharge becomes 100% when the generation of gas is detected.

  According to the sixth aspect of the invention, the air in the passenger compartment is adjusted to a temperature lower than that of the outside air (in the summer) by an air conditioner (hereinafter referred to as an air conditioner). For this reason, when trying to improve the cooling efficiency of the power storage mechanism (when it can be inferred that the temperature of the air discharged from the power storage mechanism is lower than the temperature of the outside air in summer), it was discharged from the power storage mechanism Air is also preferably used in the inside air circulation. However, if the inside air is simply circulated, gas generated from the power storage mechanism is introduced into the vehicle interior. For this reason, when the control means controls the exhaust distribution means for adjusting the ratio between the outside air discharge and the inside air circulation and detects the generation of gas, the outside air discharge ratio is adjusted to 100%. For this reason, the gas generated from the power storage mechanism can be discharged outside the vehicle while improving the cooling efficiency of the power storage mechanism.

  In addition to the configuration of the first invention, the cooling device according to the seventh invention is provided in the discharge path, and at least one of the cooling air and the gas discharged from the housing, the ratio between the outside air discharge and the inside air circulation And an exhaust distribution means for adjusting the exhaust gas and a control means for controlling the exhaust distribution means. The control means includes means for adjusting the ratio between the outside air discharge and the inside air circulation so as to increase the cooling efficiency of the power storage mechanism when the generation of gas is not detected.

  According to the seventh invention, the air in the passenger compartment is adjusted to a lower temperature than the outside air by an air conditioner (in summer). For this reason, when trying to improve the cooling efficiency of the power storage mechanism (when it can be inferred that the temperature of the air discharged from the power storage mechanism is lower than the temperature of the outside air in summer), it was discharged from the power storage mechanism Air is also preferably used in the inside air circulation. For this reason, if the control means controls the exhaust distribution means for adjusting the ratio between the outside air discharge and the inside air circulation and does not detect the generation of gas, the outside air is increased so that the cooling efficiency of the power storage mechanism is increased. The ratio between discharge and internal air circulation is adjusted. For this reason, the cooling efficiency of an electrical storage mechanism can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A control block diagram of the entire hybrid vehicle including the cooling device according to the present embodiment will be described with reference to FIG. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source (running source) for running a vehicle and a generator drive source. . Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. (It is not limited to so-called series type or parallel type hybrid vehicles).

  This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. The power storage mechanism may be a capacitor instead of a battery. In the following description, it is assumed that the power storage mechanism is a battery and the type of battery is a lithium ion battery. Note that this lithium ion battery has advantages such as high operating voltage, high energy density per weight and volume, and thus can be reduced in weight and size and has no memory effect. Furthermore, the detailed description about the structure of a battery is mentioned later.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 for managing and controlling the state (for example, SOC), an engine ECU 280 for controlling the operating state of the engine 120, and a motor generator 140 according to the state of the hybrid vehicle. MG_ECU 300 that controls battery ECU 260, inverter 240, and the like, and HV_ECU 320 that controls the entire hybrid system so that the hybrid vehicle can operate most efficiently by mutually managing and controlling battery ECU 260, engine ECU 280, MG_ECU 300, and the like. The SOC is calculated by current integration measurement or open circuit voltage (OCV) measurement.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of battery for traveling 220 is lower than the rated voltage of motor 140A (MG (2) 140A) or motor generator 140B (MG (1) 140B), so that motor generator 140A (MG (2) When power is supplied to 140A) or motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, the engine 120 is rotating. Therefore, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so that the vehicle travels as follows. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  With reference to FIG. 3, the battery 220 for driving | running | working of FIG. 1 is demonstrated. As described above, the type of battery constituting the traveling battery 220 is a lithium ion battery.

  The traveling battery 220 shown in FIG. 3 is installed, for example, under the seat of a vehicle or under the seat of a luggage compartment (on the floor panel). The traveling battery 220 includes a battery pack cover 220A, a junction block 220B, a lithium ion battery (battery pack) 220C, an electric battery cooling fan 220D, and a battery ECU 260.

  The junction box 220B is a wiring connecting portion that connects to the lithium-ion battery 220C and a motor generator through a DC / DC converter or an inverter. May have.

  In general, the lithium ion battery 220C is composed of a lithium-containing compound such as cobalt-based lithium, nickel-based lithium, and lithium manganate in the positive electrode, a carbon material that does not include lithium in the negative electrode, and a lithium salt in the electrolyte. A solution dissolved in a solvent is used, and lithium is used as an ion. In particular, those using nickel-based lithium for the positive electrode can extend the service life at high temperatures, and can suppress the deterioration reaction at the electrolyte solution and the electrolytic interface, thereby increasing the output at a low temperature and increasing the length. It is also possible to extend the life. Since such a lithium ion battery 220C has a high operating voltage and a high energy density per weight and volume, it is easy to reduce the weight and size.

  Electric battery cooling fan 220D cools lithium ion battery 220C when lithium ion battery 220C is at a high temperature. The lithium ion battery 220C exhibits the highest performance near room temperature. For this reason, when the temperature measured by the battery temperature sensor is higher than a predetermined threshold value, the electric battery cooling fan 220D whose capacity can be changed by controlling the rotation speed of the electric motor in order to ensure battery performance. Thus, the lithium ion battery 220C is cooled using air inside and outside the vehicle as a cooling medium. In this embodiment, air outside the passenger compartment is used as a cooling medium to cool lithium ion battery 220C (in the second and third embodiments, air inside the passenger compartment is used as a cooling medium, and lithium The ion battery 220C is cooled).

  Battery ECU 260 performs charge / discharge management and abnormality processing of lithium ion battery 220C. In order to set the SOC of the lithium ion battery 220 to an appropriate value, SOC management control, SOC equalization management control, and battery temperature control are executed.

  The SOC management control manages the SOC of the lithium ion battery 220C according to the traveling state of the vehicle. For example, the SOC is managed so that the electric power generated by the motor generator during regenerative braking can be charged (that is, not fully charged).

  In the SOC equalization management control, when a plurality of single cells (battery cells) are used as a set of battery packs, the SOC of each battery cell is equalized to maximize the use width of the battery pack SOC as a collective battery. Thus, the amount of stored electricity is used effectively. For this reason, when the SOC of each battery cell varies, the other battery cells are discharged in accordance with the battery cell having the lowest SOC, and equalization is performed.

  In the battery temperature control, since the lithium ion battery 220C exhibits the highest performance near normal temperature, when the temperature of the lithium ion battery 220C rises, the battery temperature is cooled to an optimum temperature using the electric battery cooling fan 220D.

  FIG. 4 shows the internal structure of the lithium ion battery 220C. As shown in FIG. 4, the lithium ion battery 220 </ b> C is obtained by connecting a plurality of battery cells each having an output voltage of about 3 to 4 V in series. The shape of the battery cell is not limited to each type, and may be a cylindrical shape or other shapes. Further, the number of battery cells constituting the battery pack is not limited.

  FIG. 5 shows an internal structure of a battery module 400 composed of four battery cells in the lithium ion battery 220C of FIG. In addition, a battery module is not limited to being comprised with four battery cells. As shown in FIG. 5, the battery module 400 is configured by connecting, for example, four battery cells 410, 420, 430, and 440 in series. In the present invention, the number of battery cells constituting the battery module may be one, or may be four or plural other than four as described above. This is changed depending on the number of battery cells constituting the battery pack, the number of columns constituting the battery pack, the number of cells per row, and the like.

  Positive or negative terminals 412, 414, 422, 424, 432, 434, 442, 444 are provided on the upper surface of the battery cells 410, 420, 430, 440, and four battery cells are formed using these terminals. Connected in series.

  In addition, safety valves 416, 426, 436, and 446 are provided on the upper surfaces of the battery cells 410, 420, 430, and 440, respectively. Such safety valves 416, 426, 436, and 446 discharge gas generated inside when the lithium ion battery is used in an abnormal state. For example, when the battery is in an abnormal state (discharged with a large current or overcharged), gas may be generated inside the battery, and the internal pressure of the battery may become abnormally high. In this state, the safety valve is opened to discharge the gas, and the battery case is prevented from being destroyed by the internal pressure. In the following description, the safety valve 416 may be described as a representative example of the safety valve.

  Further, a temperature sensor that measures the battery pack temperature of the traveling battery 220 may be, for example, an unfavorable position of the traveling battery 220 in an unfavorable temperature environment (for example, a position where the flow of cooling air is poor and / or the temperature of the cooling air). Is provided at a high position).

  FIG. 6 is an overall configuration diagram of the travel battery cooling device according to the present embodiment. FIG. 6 is a view of the vehicle as viewed from above, and shows a state in which the cooling air is circulated in the width direction of the vehicle. However, the present invention is not limited to such a circulation state of the cooling air. . For example, the cooling air may be circulated in the vehicle height direction (down flow from top to bottom, up flow from bottom to top).

  As shown in FIG. 6, this cooling device connects an outside air intake port 1000 provided in a vehicle outer plate (body) 1002 to the outside air intake port 1000 and the suction port of the electric battery cooling fan 220D. And an intake duct 1010 that penetrates the outer plate 1002. A duct 1030 is provided at the discharge port of the electric battery cooling fan 220D to connect the discharge port and the cooling air intake port of the traveling battery 220.

  An entrance-side chamber 1040 and an exit-side chamber 1050 are provided inside the casing of the traveling battery 220. The inlet side chamber 1040 is connected to the duct 1030. Cooling air (outside air) flows from the inlet side chamber 1040 toward the outlet side chamber 1050 (that is, in the width direction of the vehicle). The outlet side chamber 1050 is connected to the duct 1070 and the discharge duct 1090. The discharge duct 1090 passes through a vehicle outer plate (body) 1003 and is connected to a discharge port 1100 provided in the vehicle outer plate 1003.

  Further, since the battery cells are arranged in parallel (see FIGS. 4 and 5), linear gas discharge ducts 1050A, 1050B, 1050C, and 1050D are provided on the upper part of the safety valve. The portions corresponding to the safety valves of the gas exhaust ducts 1050A, 1050B, 1050C, and 1050D have holes so as to face the safety valves.

  In the present embodiment, since the battery module constituting the traveling battery 220 has the structure illustrated in FIG. 4, four rows of gas discharge ducts 1050A, 1050B, 1050C, and 1050D are provided. In addition, since the number of battery cells constituting the battery pack, the number of rows constituting the battery pack, the number of cells per row, and the like are appropriately changed, the number of gas discharge ducts is not limited to four.

  These four gas exhaust ducts 1050A, 1050B, 1050C, and 1050D are connected to one collective duct 1050E, and this collective duct 1050E is connected to a cooling air duct 1070 at a junction 1080. This is a feature of the cooling device according to the present embodiment.

  That is, in the present embodiment, outside air is introduced (internal air circulation may be used), and cooling air that cools the traveling battery 220 (battery pack) is placed in the middle of the duct where the cooling air is discharged outside the passenger compartment. A gas discharge duct for circulating the gas discharged from the safety valve provided at the upper part was connected. 6 indicate the flow of cooling air and the flow of gas discharged from the safety valve.

  By configuring the cooling device in this way, the cooling device operates as follows. If the electric battery cooling fan (blower) 220D is always operated, the cooling air duct 1070 and the collective duct 1050E are connected to each other at the merging portion 1080, so that negative pressure is generated in the discharge duct 1090 after the merging portion 1080. Arise. If the negative pressure causes the safety valve to open and the gas is discharged, the negative pressure causes the gas discharged from the safety valve to be discharged outside the vehicle through the discharge duct 1090 together with the exhaust of the cooling air. Based on the gas discharge pressure, the negative pressure generated in the discharge duct 1090 after the merging portion 1080 is calculated, and the specifications (air volume, static pressure, etc.) of the electric battery cooling fan 220D and the operation of the motor so that the negative pressure is generated. The number of revolutions is determined.

As described above, according to the cooling device according to the present embodiment,
(1) A duct penetrating the body can be shared for cooling air discharge and gas discharge,
(2) By operating the electric cooling fan, the gas can be forcibly discharged outside the vehicle with a negative pressure that is higher than the gas discharge pressure discharged from the safety valve of the battery cell,
(3) The length of the duct for discharging gas discharged from the safety valve can be shortened as compared with the case where the cooling air discharge and the gas discharge are not shared.

  The electric battery cooling fan 220D is not always operated, but the electric battery cooling fan 220D is operated only when the battery pack needs to be cooled or when the gas is discharged from the safety valve. It doesn't matter.

<Second Embodiment>
Hereinafter, a second embodiment of the present invention will be described.

  The cooling device according to the present embodiment has an overall configuration different from that of the first embodiment. Further, this cooling device is controlled by battery ECU 260.

  In the present embodiment, traveling battery 220 (battery pack) is cooled using air whose temperature is adjusted in the passenger compartment. When the gas is discharged from the safety valve, all the exhaust of the cooling air is discharged out of the passenger compartment. On the other hand, when the gas is not discharged from the safety valve, adjust the ratio of exhausting the cooling air to the outside of the passenger compartment and returning it to the inside of the vehicle so that the battery pack can be cooled with the highest efficiency. To do. A discharge control valve 2020 capable of adjusting the discharge ratio between the outside air discharge and the exhaust gas circulation is provided in the discharge duct 1090.

  In the present embodiment, since the configuration shown in FIGS. 1 to 5 is the same, detailed description thereof will not be repeated here.

  FIG. 7 shows an overall configuration diagram of the traveling battery cooling device according to the present embodiment. In the overall configuration diagram shown in FIG. 7, the same components as those shown in FIG. 6 are given the same reference numerals. Their actions are the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 7, the cooling device according to the present embodiment sucks air whose temperature is adjusted in the passenger compartment with electric battery cooling fan 220 </ b> D and distributes it to the battery pack. As shown in FIG. 7, in the present embodiment, the electric battery cooling fan 220D is provided closer to the discharge duct 1090 than the outlet side chamber 1050 of the battery pack (the so-called suction type, which is the first embodiment). The configuration in the form is a so-called push type). However, in this embodiment as well, as in the first embodiment, the electric battery cooling fan 220D may be provided closer to the intake duct 1010 than the inlet side chamber 1040 of the battery pack (push-in type). It does not matter)

  As shown in FIG. 7, a suction port 2000 is provided in the vehicle interior. The suction port 2000 opens, for example, in a rear package tray (usually a member on which an audio speaker or the like is installed) located in a lower part of the rear glass.

  Note that the air temperature in the passenger compartment is adjusted by an air conditioner, and when the introduction of outside air is selected in the air conditioner, the outside air is included in the passenger compartment air. It can also be said that the air contains outside air.

  Electric battery cooling fan 220 </ b> D is provided between merging portion 1080 and discharge duct 1090. Furthermore, the exhaust duct 1090 is not only connected to the exhaust port 1100 provided in the vehicle outer plate 1003 through the vehicle outer plate (body) 1003 as in the first embodiment. . Between the discharge duct 1090 and the discharge port 1100, a discharge control valve 2020 capable of controlling the ratio of the amount of air flowing through the inside air circulation duct 2010 and the amount of air flowing through the outside air discharge duct 2030 is provided. This discharge valve controls the ratio of the ratio of the outside air discharge to the inside air circulation from 0: 100 to 100: 0 with respect to the air (which may include gas) discharged from the electric battery cooling fan 220D by the control signal from the battery ECU 260. Can be adjusted. Note that the end of the inside air circulation duct 2010 is opened in the passenger compartment or connected to the inside air circulation portion of the air conditioner.

  With reference to FIG. 8, the control block of the traveling battery cooling device according to the present embodiment will be described.

  The battery ECU 260 has a signal indicating the battery temperature TB from the traveling battery 220 and a signal indicating that gas is discharged from the safety valve (a signal that is turned ON when gas discharged from the safety valve is detected by the gas detection sensor). Is entered. Further, the battery ECU 260 receives a signal indicating the outside air temperature TOUT and a signal indicating the vehicle interior temperature TIN. Further, a signal indicating the temperature of the cooling air after cooling in the discharge duct 1090 or a set temperature of the air conditioner may be input.

  The battery ECU executes a program to be described later to control the electric battery cooling fan 220D and the discharge control valve 2020.

  The control device for the cooling device according to the present embodiment is a CPU that is read from a CPU (Central Processing Unit) and a memory included in the battery ECU 260, and is a CPU that is mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of executed programs. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated.

  With reference to FIG. 9, a control structure of a program executed by battery ECU 260 which is the control device of the cooling device according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter, step is referred to as S) 1000, battery ECU 260 monitors battery for traveling 220. Examples of monitoring items at this time include a lithium ion battery deterioration state, a SOC reduction state, a discharge state even though the SOC is below the control lower limit, a battery fuse state, and a charge / discharge greater than the allowable value A state where the current value is detected, a state where the monitoring unit itself (which may include the battery ECU 260) is abnormal, a state where the SOC exceeds the control upper limit value, a state where gas is discharged from the safety valve, and the like.

  In S1010, battery ECU 260 determines whether or not gas has been discharged from the safety valve. If it is detected that gas has been discharged from the safety valve (YES in S1010), the process proceeds to S1020. If not (NO in S1010), the process proceeds to S1040.

  In S1020, battery ECU 260 drives electric battery cooling fan 220D. Battery ECU 260 outputs a fan drive command signal to the motor of electric battery cooling fan 220D. In addition, when the rotation speed of the motor of electric battery cooling fan 220D is increased, the generated air volume and generated air pressure (static pressure) of electric battery cooling fan 220D are increased. At this time, the motor rotation speed (generated negative pressure) of the electric battery cooling fan 220D is determined so that the gas discharged from the safety valve can reach the discharge duct 1090 sufficiently.

  In S1030, battery ECU 260 outputs a command signal for discharging exhaust gas to 100% outside air to discharge control valve 2020. As a result, when the gas is discharged from the safety valve of the battery cell, the gas discharged from the safety valve is completely discharged to the outside air regardless of whether or not the traveling battery 220 (battery pack) is cooled by air. Is done. Thereafter, this process ends.

  In S1040, battery ECU 260 detects temperature TB of battery for traveling 220. In S1050, battery ECU 260 determines whether or not traveling battery 220 needs to be cooled based on temperature TB of traveling battery 220. For example, when battery temperature TB is equal to or higher than a threshold value, it is determined that cooling of traveling battery 220 is necessary. If it is determined that traveling battery 220 needs to be cooled (YES in S1050), the process proceeds to S1060. If not (NO in S1050), this process ends.

  In S1060, battery ECU 260 detects a signal indicating vehicle interior temperature TIN and a signal indicating outside air temperature TOUT. Further, the temperature of the cooling air after cooling in the discharge duct 1090 or the set temperature of the air conditioner may be detected. In S1070, battery ECU 260 drives electric battery cooling fan 220D. Battery ECU 260 outputs a fan drive command signal to the motor of electric battery cooling fan 220D. At this time, based on the battery temperature TB (in addition to this, taking into account a signal indicating the outside air temperature TOUT, the vehicle interior temperature TIN, and the set temperature of the air conditioner), the motor rotation speed of the electric battery cooling fan 220D ( (Generated air volume) has been determined. For example, when the battery temperature TB is high and the vehicle interior temperature TIN is also high, it is necessary to cool the traveling battery 220 with a large amount of air, so the motor is instructed to operate at a high speed so as to increase the amount of air generated. A signal is output. On the contrary, when the battery temperature TB is high and the vehicle interior temperature TIN is low, the traveling battery 220 can be sufficiently cooled with a small air volume, so that a command signal is sent to the motor to operate at a low speed so that the generated air volume decreases. Is output. It should be noted that the motor rotation speed control of the traveling battery 220 is an example, and the present invention is not limited thereto.

  In S1080, battery ECU 260 performs optimum cooling based on battery temperature TB, vehicle interior temperature TIN, and outside air temperature TOUT (the temperature of the cooling air after cooling in exhaust duct 1090 or the air conditioner set temperature may be added). The inside / outside air discharge ratio of the discharge control valve 2020 realizing the efficiency is determined. For example, when TB> TOUT> TIN, the discharge ratio is determined so that the cooling air flows as much as possible to the inside air circulation side, and when TB> TIN> TOUT, the cooling air flows as much as possible to the outside air discharge side. The exhaust rate is determined (assuming that the air conditioner has been introduced to the outside). The inside / outside air discharge ratio of the discharge control valve 2020 is an example, and the present invention is not limited to these. Furthermore, even when the traveling battery 220 is warmed, it is possible to determine the inside / outside air discharge ratio of the discharge control valve 2020 to achieve the optimum warm-up efficiency.

  In S1090, battery ECU 260 outputs to exhaust control valve 2020 a signal for exhausting exhaust to 0% to 100% to the outside air.

  The operation of the hybrid vehicle equipped with traveling battery 220 controlled by the control device (ECU) for the cooling device according to the present embodiment based on the above-described structure and flowchart will be described.

[When no gas is generated from the battery cell and the battery temperature is high]
When traveling battery 220 is monitored (S1000) and gas is not discharged from the safety valve of the battery cell (NO in S1010), battery temperature TB is detected (S1040). If battery temperature TB is higher than the threshold value, it is determined that cooling of traveling battery 220 is necessary (YES in S1050), and the temperature in the passenger compartment is adjusted (that is, TIN <TOUT in summer) The battery pack is cooled by the air (S1070).

  Based on the outside air temperature TOUT and the vehicle interior temperature TIN, the inside / outside air discharge ratio of the discharge control valve 2020 that realizes the optimum cooling efficiency is determined (S1080). When using an air conditioner in summer, TB> TOUT> TIN is often satisfied, so that the discharge ratio is determined so that the cooling air flows as much as possible to the inside air circulation side, and the discharge control valve 2020 is controlled (S1090).

  If it does in this way, the vehicle interior air temperature-controlled with the air conditioner can be introduce | transduced, and the battery 220 for driving | running | working (battery pack) can be cooled efficiently. Furthermore, even if the air once cooled the traveling battery 220 can be efficiently cooled even if it is recirculated based on the vehicle interior temperature TIN or the battery temperature TB, the discharge control valve By returning to the passenger compartment instead of being discharged to the outside air at 2020, the temperature can be adjusted efficiently, and ultimately the battery for traveling can be efficiently cooled.

[When gas is generated from the battery cell]
When battery for traveling 220 is monitored (S1000) and gas is discharged from the safety valve of the battery cell (YES in S1010), electric battery cooling fan 220D is driven (S1020) and exhaust is 100% outside air. The discharge control valve 2020 is controlled to discharge to (S1030).

  If it does in this way, even if gas is discharged | emitted from a battery cell in the cooling device which introduces vehicle interior air and cools the battery 220 for driving | running | working (battery pack), it can discharge | emit reliably out of a vehicle.

As described above, according to the cooling device (including the control device) according to the present embodiment,
(4) By operating the gas electric cooling fan when gas is discharged from the safety valve of the battery cell, the gas discharged from the safety valve of the battery cell can be forcibly discharged outside the vehicle,
(5) The air in the passenger compartment, the temperature of which is adjusted by the air conditioner (the temperature is lower than the outside air), can be used for cooling the battery pack, and the battery pack can be efficiently cooled.

  In the flowchart of FIG. 9, the processing may be performed in the reverse order of S1020 and S1030 (first in S1030 and later in S1020).

  In addition, in the process of S1080 and the process of S1090 in FIG. 7, when gas is generated from the battery cell, the process of S1030 has priority over the process of S1080 and the process of S1090.

<Third Embodiment>
Hereinafter, a third embodiment of the present invention will be described.

  The cooling device according to the present embodiment is a modification of the cooling device according to the second embodiment. In the present embodiment, since the configuration shown in FIGS. 1 to 5 is the same, detailed description thereof will not be repeated here.

  FIG. 8 is an overall configuration diagram of the traveling battery cooling device according to the present embodiment. In the overall configuration diagram shown in FIG. 8, the same components as those shown in FIGS. 6 and 7 are given the same reference numerals. Their actions are the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 8, in the cooling device according to the present embodiment, confluence portion 3080 is provided on the downstream side of electric battery cooling fan 220D. In the second embodiment shown in FIG. 7, the junction 1080 is provided on the upstream side of the electric battery cooling fan 220D.

  In this way, since the gas does not pass through the electric battery cooling fan 220D, it is possible to avoid the influence on the electric battery cooling fan 220D due to the gas component (corrosive component or the like). Note that, as in the second embodiment, when the junction unit 1080 is provided on the upstream side of the electric battery cooling fan 220D, the duct from the collecting duct 1050E to the junction unit 1080 can be shortened.

  As described above, according to the cooling device according to the first to third embodiments of the present invention, even if gas is generated from the traveling battery, it can be reliably discharged outside the vehicle, and It is possible to provide a cooling device that can efficiently cool the battery for traveling.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of an entire hybrid vehicle including a control device according to a first embodiment of the present invention. It is a figure which shows a power split mechanism. 1 is an overall perspective view of a traveling battery according to a first embodiment of the present invention. It is a whole perspective view of the battery pack comprised from a lithium ion battery. It is the elements on larger scale of FIG. It is a whole block diagram of the cooling device of the battery for driving | running | working which concerns on the 1st Embodiment of this invention. It is a whole block diagram of the cooling device of the battery for driving | running | working which concerns on the 2nd Embodiment of this invention. It is a control block diagram of the cooling device of the battery for driving | running | working which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed with battery ECU of FIG. It is a whole block diagram of the cooling device of the battery for driving | running | working which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

  120 Engine, 140 Motor Generator, 160 Drive Wheel, 180 Reducer, 200 Power Dividing Mechanism, 220 Travel Battery, 240 Inverter, 242 Boost Converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 320 HV_ECU, 220A Battery Pack Cover , 220B junction block, 220C lithium ion battery, 220D electric battery cooling fan.

Claims (7)

A cooling device for a power storage mechanism mounted on a vehicle,
An introduction path that communicates the housing in which the power storage mechanism is stored with at least one of the interior and exterior of the vehicle;
A discharge path for communicating the housing and the outside of the vehicle;
A gas discharge passage for circulating the gas discharged from the power storage mechanism;
A cooling device, comprising: a communicating portion that communicates the exhaust passage with the gas exhaust passage.   The cooling device according to claim 1, further comprising an air pressure feeding unit that is provided in the introduction path and sucks the cooling air of the introduction path and discharges it to the housing.   The cooling device according to claim 1, further comprising air pressure feeding means provided in the discharge path for sucking the cooling air of the discharge path and discharging it to the outside of the vehicle.   The cooling device according to claim 3, wherein the air pressure feeding unit is provided on the upstream side of the communication portion in the discharge path.   The cooling device according to claim 3, wherein the pneumatic feeding means is provided on the downstream side of the communication portion in the discharge path. The cooling device is
Exhaust distribution means for adjusting the ratio of outside air discharge and inside air circulation for at least one of cooling air and gas discharged from the housing, provided in the discharge path;
Control means for controlling the exhaust distribution means,
2. The cooling device according to claim 1, wherein when the generation of the gas is detected, the control unit includes a unit for adjusting a ratio between the outside air discharge and the inside air circulation so that a ratio of the outside air discharge becomes 100%. . The cooling device is
Exhaust distribution means for adjusting the ratio of outside air discharge and inside air circulation for at least one of cooling air and gas discharged from the housing, provided in the discharge path;
Control means for controlling the exhaust distribution means,
2. The cooling according to claim 1, wherein the control means includes means for adjusting a ratio of outside air discharge and inside air circulation so as to increase a cooling efficiency of the power storage mechanism when the generation of the gas is not detected. apparatus.

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