JP2009252659A - Temperature adjusting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a temperature adjusting device which controls an adverse effect accompanying drive of a fan by utilizing the outside air, when temperature adjustment of a power supply device is carried out. <P>SOLUTION: The temperature adjusting device has a first supply passage (21) for supplying the air existing in the interior of a vehicle to the power supply device (1a, 1b) a fan (30) which takes in the air of the interior of the vehicle to the first supply passage, and a second supply passage (22) which supplies the air existing in the outside of the vehicle to the power supply device. Using the first and second supply passages, the air is supplied to the power supply device. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a temperature adjusting device for adjusting the temperature of a power supply device.

  Conventionally, a secondary battery is mounted on a vehicle and the vehicle is driven using the output of the secondary battery. Here, it is known that the secondary battery generates heat due to charging and discharging, and the performance of the secondary battery deteriorates when the secondary battery reaches a high temperature.

  In view of this, a structure has been proposed in which the secondary battery is cooled using air existing in the vehicle interior or outside air when the temperature of the secondary battery becomes equal to or higher than a predetermined value (for example, Patent Document 1). 3).

  In the air conditioning system described in Patent Literature 1, a state in which outside air is supplied to the secondary battery and a state in which air in the vehicle compartment is supplied to the secondary battery are switched. And the air of the temperature close | similar to a preset temperature range is supplied to a secondary battery among the temperature of outside air, and the temperature of a vehicle interior.

  In the power supply device described in Patent Document 2, battery modules are arranged in two stages, and these battery modules are cooled using air.

In the cooling device described in Patent Document 3, when the temperature of the battery mounted on the truck is equal to or higher than a predetermined value and the traveling speed of the truck is equal to or higher than the predetermined value, the fan is driven to drive the truck. The wind (air) generated is supplied to the battery.
Japanese Patent Laying-Open No. 2007-276696 (paragraphs 0074-0083, FIGS. 5 and 7) Japanese Patent Laying-Open No. 2005-353557 (FIG. 2) JP-A-10-116635 (paragraphs 0010-0013, FIG. 4)

  In a vehicle equipped with a secondary battery, generally, air in the vehicle compartment is supplied to the secondary battery by driving a fan. Here, when the fan is driven, the driving sound of the fan also reaches the passenger compartment, which may cause discomfort to the vehicle occupant. Further, if the fan is continuously driven, the power consumption accompanying the driving of the fan increases.

  In patent documents 1-3, in the case where air in a vehicle compartment is supplied to a secondary battery, no consideration is given to suppressing the above-described adverse effects associated with driving the fan.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a temperature adjusting device that can suppress adverse effects associated with driving a fan by using outside air when adjusting the temperature of a power supply device.

  The present invention is a temperature adjustment device mounted on a vehicle and used for temperature adjustment of a power supply device, and includes a first supply path for supplying air existing in the vehicle interior to the power supply device, and a first supply. A fan that operates to allow air in the interior of the vehicle to be taken into the road, and a second supply path that supplies air existing outside the vehicle to the power supply device. The air is supplied to the power supply device using the supply path.

  Here, a switching mechanism for switching the supply state of air to the power supply apparatus is provided, and the switching mechanism is configured to supply the air to the power supply apparatus via the first and second supply paths, and the first supply path. It is possible to operate between a second state in which air is supplied to the power supply device via the second state and a third state in which air is supplied to the power supply device via the second supply path.

  The driving of the switching mechanism can be controlled by a controller. Here, the controller can cause the power supply device to supply air capable of adjusting the temperature of the power supply device by selectively driving the switching mechanism between the first, second, and third states. .

  In addition, the controller switches when the temperature adjustment capability of the power supply device by supplying air through the second supply path is substantially equal to the temperature adjustment capability of the power supply device by supplying air through the first supply passage. The mechanism can be driven to the first state. Here, the controller specifies the temperature adjustment capability of the power supply device using the second supply path based on the temperature and supply amount of the air supplied through the second supply path, and the first supply Based on the temperature and supply amount of air supplied through the path, the temperature adjustment capability of the power supply device using the first supply path can be specified. Further, the controller specifies the amount of air supplied via the second supply path based on the speed of the vehicle, and specifies the amount of air supplied via the first supply path based on the driving amount of the fan. can do.

  The power supply device can be composed of first and second power supply modules arranged side by side. In the first state, the first power supply module can be supplied with air via the first supply path, and the second power supply module can be supplied with air via the second supply path. In the second state, air can be supplied to the first and second power supply modules via the first supply path. Furthermore, in the third state, air can be supplied to the first and second power supply modules via the second supply path.

  The temperature control device of the present invention can be mounted on a vehicle. Here, the power supply device can be composed of a plurality of secondary batteries, and this output can be used for running the vehicle.

  According to the present invention, the temperature of the power supply device is adjusted by using both the air present in the vehicle interior and the air present outside the vehicle. In other words, not only the air present in the vehicle interior but also the air present outside the vehicle is used to supplement the temperature adjustment of the power supply device, so that the air present in the vehicle interior is supplied to the power supply device. The driving amount of the fan can be reduced. Thereby, the driving sound of the fan can be reduced, and the power consumption accompanying the driving of the fan can be reduced.

  Examples of the present invention will be described below.

  A temperature control apparatus that is Embodiment 1 of the present invention will be described. The temperature adjusting device of the present embodiment adjusts the temperature of a battery pack (power supply device) mounted on a vehicle. Here, examples of the vehicle on which the battery pack is mounted include a hybrid vehicle and an electric vehicle. A hybrid vehicle is a vehicle provided with other power sources such as an internal combustion engine and a fuel cell in addition to a battery pack as a power source used for traveling of the vehicle. An electric vehicle is a vehicle that uses only the output of a battery pack as the running energy of the vehicle.

  FIG. 1 is a schematic view showing the structure of the temperature control apparatus of the present embodiment. In this embodiment, two battery packs 1a and 1b are mounted on the vehicle, and these battery packs 1a and 1b are arranged side by side in the direction of gravity (the vertical direction in FIG. 1). In addition, arrangement | positioning of the battery packs 1a and 1b is not restricted to this, For example, it can arrange | position in the horizontal plane orthogonal to a gravitational direction.

  Each battery pack 1a, 1b has cases 10a, 10b and battery modules 11a, 11b accommodated in the cases 10a, 10b. Each of the battery modules 11a and 11b is obtained by electrically connecting a plurality of single cells in series. Here, a secondary battery such as a nickel metal hydride battery or a lithium ion battery is used as the single battery. Instead of the secondary battery, an electric double layer capacitor or a fuel cell as a power supply device can be used.

  In the battery packs 1a and 1b, the battery modules 11a and 11b may be electrically connected in series, or may be electrically connected in parallel. The battery modules 11a and 11b are connected to an electronic device (not shown) via wiring (not shown). Here, the electronic device may be any device that is driven by the supply of electric power, and includes, for example, an inverter for supplying electric power to a vehicle driving motor. If the output voltage of battery module 11a, 11b is supplied to an inverter, a vehicle can be drive | worked via a motor for driving | running | working.

  In the configuration in which the two battery modules 11a and 11b are electrically connected in series, the total power (voltage) in the two battery modules 11a and 11b can be supplied to the electronic device. In the configuration in which the two battery modules 11a and 11b are electrically connected in parallel, power (voltage) in each of the battery modules 11a and 11b can be supplied to the electronic device.

  Each battery pack 1a, 1b is provided with temperature sensors 12a, 12b for detecting the temperature of each battery module 11a, 11b. The positions where the temperature sensors 12a and 12b are provided can be set as appropriate. In the present embodiment, one temperature sensor 12a (12b) is provided for one battery module 11a (11b), but a plurality of temperature sensors may be provided. In the present embodiment, the two battery packs 1a and 1b have the same configuration, but may have different configurations. For example, the number and arrangement of the cells constituting the battery modules 11a and 11b can be made different from each other.

  On the other hand, the two battery packs 1a and 1b are connected to a first intake duct (first supply path) 21 for guiding the air present in the vehicle interior to the battery packs 1a and 1b. The first intake duct 21 is provided with a fan 30. By driving the fan 30, air in the vehicle compartment can be guided to the battery packs 1 a and 1 b.

  Here, the interior of the vehicle may be a space where an occupant gets in, or a luggage room that is a space for storing luggage or the like. Depending on the type of vehicle, there may be a space where a passenger gets in and a luggage room connected to each other, or there may be a partition.

  On the other hand, the two battery packs 1a and 1b are connected to a second intake duct (second supply path) 22 for guiding air existing outside the vehicle to the battery packs 1a and 1b. One end portion (so-called opening portion) of the second intake duct 22 faces the outside of the vehicle so that air outside the vehicle can be taken in. Here, if one end of the second intake duct 22 is arranged so as to face the traveling direction of the vehicle, air outside the vehicle can be easily taken in as the vehicle travels.

  The first and second intake ducts 21 and 22 are connected to each other in the region connected to the battery packs 1a and 1b. That is, the air sucked from the first air intake duct 21 and the air sucked from the second air intake duct 22 can merge before entering the inside of the battery packs 1a and 1b. ing.

  The first and second air intake ducts 21 and 22 have air merging portions at a first partition member (part of the switching mechanism) 41, a second partition member (part of the switching mechanism) 42, and Is provided. The first partition member 41 is rotatable around the rotation shaft 43. Further, the second partition member 42 is rotatable around the rotation shaft 44. In the state shown in FIG. 1, the first partition member 41 is in a position for guiding the air sucked from the first intake duct 21 only to the battery pack 1 a. The second partition member 42 closes the second intake duct 22 and prevents air outside the vehicle from being guided to the battery packs 1a and 1b.

  On the other hand, the battery packs 1a and 1b are connected to an exhaust duct 50 for discharging the air guided into the battery packs 1a and 1b to the outside of the vehicle. Here, one end portion (so-called opening portion) of the exhaust duct 50 faces the outside of the vehicle. A third partition member 51 is provided inside the exhaust duct 50. The third partition member 51 is fixed to the battery packs 1a and 1b, and prevents the air discharged from one battery pack 1a (1b) from entering the other battery pack 1b (1a). It has a function.

  Here, a specific configuration of the battery pack 1a will be described with reference to FIG. In addition, since the structure of the battery pack 1b is the same as that of the battery pack 1a, description is abbreviate | omitted.

  As shown in FIG. 2, an intake duct and an exhaust duct are connected to two side surfaces of the case 10a facing each other. Here, the intake duct corresponds to the first and second intake ducts 21 and 22 described above, and the exhaust duct corresponds to the exhaust duct 50 described above. A part of the exhaust duct shown in FIG. 2 corresponds to the third partition member 51 described above.

  In the battery module 11a, a plurality of single cells are arranged side by side in one direction (left and right direction in FIG. 2), and adjacent single cells are electrically connected in series via a bus bar (not shown). . In this embodiment, a case where a square unit cell is used will be described. However, a single unit cell such as a cylindrical unit may be used.

  The air that has entered the case 10 a from the intake ducts 21 and 22 passes through the space formed between the adjacent single cells and is directed to the exhaust duct 50. Here, a spacer is disposed between adjacent unit cells, and a space for allowing air to flow is formed between the adjacent unit cells. Moreover, the arrow shown with the dotted line of FIG. 2 has shown the flow of air.

  On the other hand, the battery pack 1a may be configured as shown in FIG. In the configuration shown in FIG. 3, an intake duct and an exhaust duct are connected to one side surface of the case 10a. Here, the intake duct shown in FIG. 3 corresponds to the first and second intake ducts 21 and 22 described above, and the exhaust duct corresponds to the exhaust duct 50 described above. A part of the exhaust duct shown in FIG. 3 corresponds to the third partition member 51 described above. In the configuration shown in FIG. 3, the air sucked from the intake ducts 21, 22 goes to the exhaust duct 50 after passing between adjacent unit cells. Here, the arrow shown with the dotted line of FIG. 3 has shown the flow of air.

  Next, a circuit configuration in the temperature control apparatus of the present embodiment will be described with reference to FIG. Here, the same reference numerals are used for the same members as those described in FIG.

  In FIG. 2, the first temperature sensor 12 a and the second temperature sensor 12 b detect the temperatures in the battery modules 11 a and 11 b, respectively, and output the detection results to the controller 60. The third temperature sensor 12 c is used to detect the temperature outside the vehicle, and outputs the detection result to the controller 60.

  Here, the third temperature sensor 12c can be provided at the end of the second intake duct 22 facing the outside of the vehicle. Thereby, the temperature of the air (outside air) sucked from the second intake duct 22 can be detected. The position where the third temperature sensor 12c is provided is not limited to the position described above, and may be any position as long as the temperature of the outside air can be detected. Further, in a vehicle in which a temperature sensor for detecting the temperature of the outside air is provided in advance, this temperature sensor can be used as the third temperature sensor 12c.

  The speed sensor 13 is used to detect the traveling speed of the vehicle, and outputs the detection result to the controller 60. The fan 30 operates based on a control signal output from the controller 60.

  The first partition member 41 is connected to the first motor 45 via a power transmission mechanism (not shown). When the first motor 45 is driven in response to a control signal from the controller 60, the driving force of the first motor 45 is transmitted to the first partition member 41 via the power transmission mechanism. Thereby, the first partition member 41 can rotate around the rotation shaft 43.

  Similarly, the second partition member 42 is connected to the second motor 46 via a power transmission mechanism (not shown). When the second motor 46 is driven in response to a control signal from the controller 60, the driving force of the second motor 46 is transmitted to the second partition member 42 via the power transmission mechanism. Thereby, the second partition member 42 can rotate around the rotation shaft 44.

  Note that the battery packs 1 a and 1 b can be used as power sources for the first and second motors 45 and 46 and the fan 30.

  Next, operation | movement of the temperature control apparatus of a present Example is demonstrated using FIGS. Here, FIGS. 5 to 7 are diagrams in which air supply states to the battery packs 1a and 1b are different from each other.

  In the state shown in FIG. 5 (hereinafter referred to as the first supply state), the first partition member 41 is in a position to supply the air sucked from the first intake duct 21 only to the battery pack 1a. Further, the first partition member 41 prevents the air taken in from the second intake duct 22 from entering the battery pack 1a. At this time, the fan 30 is driven by the controller 60, and the air in the passenger compartment is guided to the battery pack 1 a via the first intake duct 21.

  Further, the second partition member 42 is in a position for guiding the air sucked from the second air intake duct 22 to the battery pack 1b. That is, the 2nd partition member 42 exists in the position retracted | saved from the flow path from which external air moves to the battery pack 1b.

  In the first supply state, the temperature of the battery pack 1a (battery module 11a) is adjusted by the air in the vehicle interior, and the temperature of the battery pack 1b (battery module 11b) is adjusted by the air outside the vehicle. For example, when the battery modules 11a and 11b generate heat due to charging and discharging, the battery packs 1a and 1b are cooled by air in the vehicle interior or air outside the vehicle.

  The air supplied to the battery packs 1a and 1b is discharged to the outside of the vehicle through the exhaust duct 50.

  In the first supply state, not only the air from the first intake duct 21 (air in the vehicle interior) but also the air from the second intake duct 22 (outside air) is used to control the temperature of the battery packs 1a and 1b. I try to adjust it. Here, in order to adjust the temperature of the battery packs 1a and 1b using only the air from the first intake duct 21, the driving amount of the fan 30 must be increased.

  On the other hand, since the air from the second intake duct 22 is also used in the first supply state, the amount of air taken in from the first intake duct 21 can be reduced. That is, the drive amount of the fan 30 can be reduced, and the power consumption accompanying the drive of the fan 30 can be reduced. Here, when the fan 30 is driven, the driving sound of the fan 30 reaches the vehicle interior via the first intake duct 21 and the like, which may cause discomfort to the vehicle occupant. In the first supply state, as described above, the driving amount of the fan 30 can be reduced, so that the driving sound of the fan 30 can be made difficult to reach the vehicle interior. Thereby, it can suppress that the passenger | crew of a vehicle receives discomfort by the drive sound of the fan 30. FIG.

  In the state shown in FIG. 6 (hereinafter referred to as the second supply state), the first partition member 41 is in a position to supply the air from the first intake duct 21 to the two battery packs 1a and 1b. At this time, the second partition member 42 closes the second intake duct 22 and prevents air outside the vehicle from entering the battery packs 1a and 1b. The fan 30 is driven by the controller 60, and the air in the passenger compartment is guided to the two battery packs 1 a and 1 b via the first intake duct 21.

  In the second supply state, the temperature of the battery packs 1a and 1b is adjusted by the air in the passenger compartment. For example, when the battery packs 1a and 1b generate heat, the battery packs 1a and 1b can be cooled using air in the passenger compartment. In addition, when the battery packs 1a and 1b are cold, the battery packs 1a and 1b can be warmed using air in the passenger compartment.

  In the state shown in FIG. 7 (hereinafter referred to as the third supply state), the first partition member 41 closes the first intake duct 21, and the air from the first intake duct 21 is supplied to the battery pack 1a, The supply to 1b is blocked. At this time, the fan 30 is stopped under the control of the controller 60. Further, the second partition member 42 is in a position to supply air from the second intake duct 22 to the two battery packs 1a and 1b.

  In the third supply state, outside air is supplied to the battery packs 1a and 1b. The air (outside air) supplied to the battery packs 1a and 1b is discharged to the outside of the vehicle via the exhaust duct 50.

  In the third supply state, the temperature of the battery packs 1a and 1b is adjusted by air outside the vehicle. For example, when the battery packs 1a and 1b generate heat, they are cooled by air outside the vehicle. In the third supply state, since the temperature of the battery packs 1a and 1b is adjusted using the outside air, it is not necessary to drive the fan 30, and the power consumption of the fan 30 can be reduced.

  Next, control of the temperature control apparatus in the present embodiment will be described with reference to FIG. The control shown in FIG. 8 is control when cooling the battery packs 1a and 1b.

  In step S101, the controller 60 detects the temperature of each battery pack 1a, 1b (battery module 11a, 11b) based on the outputs of the first and second temperature sensors 12a, 12b.

  In step S102, the controller 60 determines whether or not the temperature of each battery module 11a, 11b detected in step S101 is higher than a threshold value. This threshold value is a value determined based on characteristics according to the temperature of the unit cell. Here, it is known that when the temperature of the secondary battery is out of the predetermined temperature range, the characteristics of the secondary battery deteriorate, and it is preferable to use the secondary battery within the predetermined temperature range. The above-described threshold is a value corresponding to the upper limit value of the predetermined temperature range, and can be set as appropriate based on the characteristics of the secondary battery actually used.

  In step S102, when the temperature of each battery module 11a, 11b is higher than a threshold value, it progresses to step S103, and when that is not right, it returns to step S101. Here, if the temperature of at least one of the two battery modules 11a and 11b is higher than the threshold value, the process proceeds to step S103.

  In step S103, the controller 60 detects the temperature of the outside air based on the output of the third temperature sensor 12c, and detects the traveling speed of the vehicle based on the output of the speed sensor 13. Then, the controller 60 calculates the cooling capacity of the battery packs 1a and 1b by the outside air based on the temperature of the outside air and the speed of the vehicle. Specifically, the cooling capacity can be obtained from the following formulas (1) and (2).

Cooling capacity of battery pack 1a = (Tc1-Te) × V1 (1)
Cooling capacity of battery pack 1b = (Tc2-Te) × V2 (2)
Here, Te is the temperature of the outside air, and Tc1 and Tc2 are the temperatures of the battery modules 11a and 11b, respectively. V1 indicates the speed (flow velocity) of the outside air guided to the battery pack 1a via the second intake duct 22 when the vehicle speed is Vt. V2 indicates the speed (flow velocity) of the outside air guided to the battery pack 1b via the second intake duct 22 when the vehicle speed is Vt. The speeds V1 and V2 are proportional to the speed Vt. If the speed Vt increases, the speeds V1 and V2 also increase. If the speed Vt decreases, the speeds V1 and V2 also decrease.

  In the above-described formulas (1) and (2), the outside air temperature Te is smaller than the temperatures Tc1 and Tc2 of the battery modules 11a and 11b, and the cooling capacity of the battery packs 1a and 1b is improved if the temperature difference is widened. It will be. Moreover, if each speed V1, V2 increases, the cooling capacity of battery pack 1a, 1b will improve. Thus, the cooling capacity of the battery packs 1a and 1b depends on the temperature difference between the outside air and the battery modules 11a and 11b and the speed of the outside air flowing through the battery packs 1a and 1b.

  Further, if the temperatures Tc1 and Tc2 of the battery modules 11a and 11b are higher than the temperature Te of the outside air, the cooling capacity of the battery packs 1a and 1b is lowered. Moreover, if each speed V1, V2 falls, the cooling capacity of battery pack 1a, 1b will fall.

  In this embodiment, the speed sensor 13 detects the traveling speed of the vehicle, and the speed of the air flowing in each battery pack 1a, 1b is obtained based on the traveling speed of the vehicle, but each battery pack 1a, 1b is obtained. The velocity of the air flowing through the inside may be directly detected. In this case, it is necessary to supply outside air to the inside of the battery packs 1a and 1b via the second intake duct 22 while detecting the air velocity in the battery packs 1a and 1b.

  In step S104, the controller 60 compares the cooling capacity by the outside air determined in step S103 with the cooling capacity by the air in the passenger compartment. The cooling capacity by the air in the passenger compartment can be obtained from the temperature in the passenger compartment and the driving amount of the fan 30. Here, the driving amount of the fan 30 corresponds to the amount or speed of air supplied to the battery packs 1 a and 1 b by driving the fan 30. In order to obtain the cooling capacity by the air in the passenger compartment, a temperature sensor for detecting the temperature in the passenger compartment and a speed for detecting the speed of the air flowing in the battery packs 1 a and 1 b according to the driving of the fan 30. It is necessary to provide a sensor. In addition, based on the drive amount of the fan 30, the speed of the air which flows through the battery packs 1a and 1b can be predicted.

  Here, the air in the passenger compartment is often at a temperature suitable for cooling the battery packs 1a and 1b by an air conditioner or the like mounted on the vehicle. For this reason, if the air in a vehicle interior is used, the battery packs 1a and 1b can be cooled.

  If it is determined in step S104 that the cooling capacity by the outside air is substantially equal to or higher than the cooling capacity by the air in the passenger compartment, the process proceeds to step S107. Here, the substantially equal cooling capacity means that the battery packs 1a and 1b have the same capacity in that the temperature of the battery packs 1a and 1b is maintained at a temperature lower than the above-described threshold (see step S102). . That is, if only the outside air is used and the temperature of the battery packs 1a and 1b can be maintained at a temperature lower than the threshold value, the process proceeds to step S107. Here, the cooling capacity by the outside air when it is determined that the process proceeds to step S107 refers to an ability to maintain the temperatures of the two battery packs 1a and 1b at a temperature lower than a threshold value.

  If it is determined in step S104 that the outside air is used and the battery packs 1a and 1b cannot be efficiently cooled, the process proceeds to step S106. Here, the fact that the battery packs 1a and 1b cannot be cooled efficiently means that the temperature of the battery packs 1a and 1b cannot be maintained at a temperature lower than the above-described threshold (see step S102). In other words, when the cooling capacity by the outside air inhibits (suppresses) the cooling capacity by the air in the passenger compartment, the process proceeds to step S106. That is, when the battery packs 1a and 1b can be efficiently cooled by using only the air in the passenger compartment, the process proceeds to step S106.

  Further, in step S104, when the cooling capacity by the outside air is substantially equal to the cooling capacity by the air in the passenger compartment, the process proceeds to step S105. Here, the substantially equal cooling capacity means that the battery packs 1a and 1b have the same capacity in that the temperature of the battery packs 1a and 1b is maintained at a temperature lower than the above-described threshold (see step S102). . Further, the cooling capacity by the outside air when it is determined to proceed to step S105 refers to an ability to maintain the temperature of one battery pack 1b at a temperature lower than a threshold value.

  In step S105, the controller 60 drives the first and second partition members 41 and 42 to the first supply state (FIG. 5). As a result, the air in the passenger compartment is supplied to the battery pack 1 a via the first intake duct 21, and the air outside the vehicle is supplied to the battery pack 1 b via the second intake duct 22.

  In step S106, the controller 60 drives the first and second partition members 41 and 42 to the second supply state (FIG. 6). As a result, only the air in the passenger compartment is supplied to the two battery packs 1 a and 1 b via the first intake duct 21.

  In step S107, the controller 60 drives the first and second partition members 41 and 42 to the third supply state (FIG. 7). Thereby, only the air outside the vehicle is supplied to the two battery packs 1 a and 1 b via the second intake duct 22.

  Here, outside air is supplied to the two battery packs 1a and 1b in the third supply state, whereas outside air is supplied only to the battery pack 1b in the first supply state. For this reason, even if the temperature and vehicle speed of the outside air are the same, the cooling capacity by the outside air is different in the first and third supply states. Therefore, in the process of step S104 described above, the cooling capacity by the outside air differs when the process proceeds to step S105 and step S107.

  In the control shown in FIG. 8, the case where the battery packs 1a and 1b are cooled has been described. However, when the battery packs 1a and 1b are heated, the temperature adjusting device is driven to the second supply state (FIG. 6). It is preferable to keep it. That is, in the winter season or the like, the battery packs 1a and 1b are also cooled by the environment outside the vehicle. Therefore, if the air in the vehicle compartment is supplied to the battery packs 1a and 1b, the battery packs 1a and 1b are warmed. be able to. Here, since the air in the vehicle interior is usually higher than the temperature outside the vehicle by an air conditioner or the like, the battery packs 1a and 1b can be warmed by using the air in the vehicle interior.

  Further, in this embodiment, as shown in FIG. 1, the two battery packs 1a and 1b are arranged side by side, but the present invention is not limited to this. For example, a plurality of battery modules (corresponding to the battery modules 11a and 11b) can be arranged side by side in one case. In this case, the plurality of battery modules may be arranged in the gravitational direction or in a horizontal direction orthogonal to the gravitational direction.

  Further, the first and second intake ducts 21 and 22 can be connected to one battery pack (battery module). That is, air in the vehicle interior or air outside the vehicle can be supplied to one battery pack.

  In the present embodiment, the fan 30 is disposed in the first intake duct 21, but the present invention is not limited to this. For example, the configuration shown in FIG. In the configuration shown in FIG. 9, the position where the fan is provided is changed, and the configurations on the intake side and the exhaust side with respect to the battery packs 1a and 1b are the same. Here, a first exhaust duct 61 and a second exhaust duct 62 are connected to the battery packs 1 a and 1 b, and the fan 30 is provided in the first exhaust duct 61.

  In addition, two partition members 71 and 72 are provided at a connection portion between the first and second exhaust ducts 61 and 62. Here, the partition members 71 and 72 are configured to perform the same operation as the partition members 41 and 42. That is, in the first to third supply states (FIGS. 5 to 7) described above, the positions of the partition members 71 and 72 are plane-symmetric with the partition members 41 and 42 with respect to the vertical plane including the battery packs 1a and 1b. Position. Even in the configuration shown in FIG. 9, the same control as in the present embodiment can be performed, and the same effect as in the present embodiment can be obtained.

It is the schematic which shows the structure of the temperature control apparatus in Example 1 of this invention. It is a figure explaining the flow of the air in a battery pack. It is a figure explaining the flow of the air in a battery pack. In Example 1, it is a block diagram which shows the structure regarding control of a temperature control apparatus. In Example 1, it is a figure which shows a 1st supply state. In Example 1, it is a figure which shows a 2nd supply state. In Example 1, it is a figure which shows the 3rd supply state. In Example 1, it is a flowchart which shows control of a temperature control mechanism. It is the schematic which shows the structure of the temperature control apparatus which is a modification of Example 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1a, 1b: Battery pack 11a, 11b: Battery module 12a-12c: Temperature sensor 13: Speed sensor 21, 22: Intake duct 30: Fan 41, 42: Partition member 50: Exhaust duct 60: Controller

Claims (9)

A temperature control device mounted on a vehicle and used for temperature control of a power supply device,
A first supply path for supplying air present in the interior of the vehicle to the power supply device;
A fan that operates to allow air in the vehicle interior to be taken into the first supply path;
A second supply path for supplying air existing outside the vehicle to the power supply device,
A temperature control device, wherein air is supplied to the power supply device using the first and second supply paths. It has a switching mechanism for switching the supply state of air to the power supply device,
The switching mechanism has a first state in which air is supplied to the power supply device through the first and second supply paths, and a second state in which air is supplied to the power supply apparatus through the first supply path. The temperature control device according to claim 1, wherein the temperature control device operates between the first state and a third state in which air is supplied to the power supply device via the second supply path. A controller for controlling the driving of the switching mechanism;
The controller causes the power supply device to supply air capable of adjusting the temperature of the power supply device by selectively driving the switching mechanism between the first, second, and third states. The temperature control device according to claim 2, wherein:   The controller is configured such that the temperature adjustment capability of the power supply apparatus by supplying air through the second supply path is substantially equal to the temperature adjustment capability of the power supply apparatus by supplying air through the first supply path. The temperature control device according to claim 3, wherein the switching mechanism is driven to the first state.   The controller specifies the temperature adjustment capability of the power supply device using the second supply path based on the temperature and supply amount of the air supplied through the second supply path, and the first controller 5. The temperature according to claim 4, wherein a temperature adjustment capability of the power supply device using the first supply path is specified based on a temperature and supply amount of air supplied through the supply path. Adjusting device.   The controller specifies an air supply amount via the second supply path based on a speed of the vehicle, and an air supply amount via the first supply path based on a drive amount of the fan. The temperature adjusting device according to claim 5, wherein the temperature adjusting device is specified. The power supply device has first and second power supply modules arranged side by side,
The switching mechanism is
In the first state, the first power supply module is supplied with air through the first supply path, and the second power supply module is supplied with air through the second supply path,
In the second state, air is supplied to the first and second power supply modules via the first supply path,
The temperature control according to any one of claims 2 to 6, wherein in the third state, the first and second power supply modules are supplied with air via the second supply path. apparatus.   The temperature control device according to any one of claims 1 to 7, wherein the power supply device includes a plurality of secondary batteries and outputs energy used for traveling of the vehicle. A vehicle comprising the temperature control device according to any one of claims 1 to 8.

Images