JP2009255774A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress temperature rising of a power source body by a floor panel. <P>SOLUTION: The vehicle has an electricity accumulation module 54 mounted on the vehicle; and the floor panel 1 forming a floor surface in a cabin. An air conductor 15 is arranged between the electricity accumulation module 54 and the floor panel 1. Instead of the air conductor 15, a coolant pipe for feeding a coolant to a heat exchanger of an air conditioner and a coolant pipe for feeding cooling air to an inverter and a converter can be also arranged. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle equipped with a power supply body.

  2. Description of the Related Art A chargeable / dischargeable power storage device is known as a driving or auxiliary power source for electric vehicles, hybrid vehicles, and the like. This power storage device generates heat during charging / discharging, and when the heat generation exceeds a predetermined temperature, battery deterioration progresses. Therefore, it is necessary to cool the power storage device using a cooling means.

  As this type of cooling means, Patent Document 1 discloses a configuration illustrated in FIG. FIG. 7 is a cross-sectional view illustrating a cooling structure of a conventional power storage device. The power storage device 115 is disposed between the driver seat 111 and the passenger seat 112 arranged side by side in the vehicle width direction, and is housed in the high piezoelectric equipment case 113.

  The internal space of the high-piezoelectric equipment case 113 is composed of a first housing part 113a, a connecting part 113b, and a second housing part 113c. A power storage device 115 is accommodated in the first accommodating portion 113a. An introduction port 117 for introducing cooling air is formed in the upper part of the first housing portion 113a.

  A power control unit 116 for controlling the operation of the traveling electric motor and the like is accommodated in the second accommodating portion 113c. An exhaust port 118 is formed at the end of the second storage portion 113c in the vehicle width direction. The cooling air introduced from the introduction port 117 is exhausted from the exhaust port 118.

  The power storage device 115 is in contact with the floor panel 121 and is fixed to a member (not shown) provided on the back surface of the floor panel 121 with a bolt or the like.

In the above-described configuration, the cooling air that has flowed into the first housing portion 113a from the introduction port 117 cools the power storage device 115 while moving downward. The cooling air used for cooling the power storage device 115 moves in the vehicle width direction through the connecting portion 113b and the second housing portion 113c, and is exhausted from the exhaust port 118.
JP 2005-1655 A JP 2004-345447 A

  However, when the vehicle is operating, the exhaust pipe and the engine compartment rise in temperature and become a heat generating member. The heat of these heat generating members is transferred to the floor panel 121. The heat of floor panel 121 is transferred to power storage device 115 in contact with floor panel 121. Therefore, the temperature rise of power storage device 115 cannot be sufficiently suppressed only by cooling with cooling air. As a result, the power storage device 115 is further deteriorated and the life is shortened.

  Then, this invention aims at suppressing the temperature rise of the power supply body by a floor member.

In order to solve the above problems, a first configuration of a vehicle according to the present invention includes a power supply body mounted on the vehicle and a floor member that forms a floor surface in a vehicle compartment, and the power supply body and the floor A refrigerant pipe through which a refrigerant flows is arranged between the members.

  According to the 1st structure of this invention, it can suppress that the heat of a floor member transfers to a power supply body. Here, the “refrigerant” in the first configuration of the present invention includes cooling air (air) supplied into the vehicle compartment and refrigerant supplied to a heat exchanger (for example, an evaporator) of an air conditioner. To do.

It has the 1st sheet | seat and 2nd sheet | seat arrange | positioned along with the vehicle width direction, The said power supply body can be arrange | positioned between the said 1st sheet | seat and 2nd sheet | seat. Thereby, a refrigerant | coolant pipe | tube can be easily arrange | positioned between a power supply body and a floor member.

Further, the refrigerant pipe can be arranged in contact with the floor member. This
The power source can be arranged at a lower position. As a result, the durability of the power supply body against vibrations received during vehicle travel can be enhanced.

Further, the second configuration of the vehicle according to the present invention includes a power source mounted on the vehicle, a case that houses the power source, a refrigerant inlet formed in the case, and a refrigerant around the case. An inflow means for allowing the refrigerant to flow into the case from the refrigerant inlet, and a refrigerant pipe provided outside the case through which the refrigerant flows. The refrigerant pipe includes a main exhaust port and a main exhaust port. A sub exhaust port is also formed on the upstream side, and the sub exhaust port is located in a region closer to the refrigerant inlet than the main exhaust port.

  According to the 2nd structure of this invention, a power supply body can be cooled more effectively because the refrigerant | coolant exhausted from the sub exhaust port flows in from a refrigerant | coolant inflow port. Thereby, the temperature rise of the power supply body by a floor member can be suppressed. Here, the “refrigerant” in the second configuration of the present invention includes only cooling air (air) and does not include the refrigerant supplied to the heat exchanger (for example, the evaporator) of the air conditioner. To do.

  Specifically, in the second configuration, the case may be arranged in the vehicle compartment, and the refrigerant may be exhausted into the vehicle compartment from the main exhaust port and the sub exhaust port of the refrigerant pipe.

  Further, in the second configuration, the refrigerant pipe can be disposed between the power supply body and a floor member forming a floor surface in the vehicle compartment. Thereby, since heat transfer from the floor member to the power supply body can be suppressed, the power supply body can be cooled more effectively.

In the second configuration, the first seat and the second seat are arranged side by side in the vehicle width direction, and the power supply body can be disposed between the first seat and the second seat. . Thereby, a refrigerant | coolant pipe | tube can be easily arrange | positioned between a power supply body and a floor member.

  In the second configuration, the sub exhaust port may be provided with a control valve for controlling the discharge state of the refrigerant. For example, the control valve may be operated in the opening direction only when the power supply body needs to be cooled to allow the refrigerant to be discharged from the sub exhaust port.

  According to this invention, the temperature rise of the power supply body by a floor member can be suppressed.

  Examples of the present invention will be described below.

(Example 1)
FIG. 1 is a perspective view of the interior of the vehicle, and shows only the area in front of the vehicle. A driver's seat (first seat) 11 and a passenger seat (second seat) 12 are juxtaposed in the vehicle width direction in the vehicle interior. The driver seat 11 and the passenger seat 12 are fixed to the floor panel (floor member) 1 via the seat leg 230 and the seat leg 240, respectively. In addition, the refrigerant | coolant in a present Example shall mean air.

  A scuff plate 2 extending in the vehicle front-rear direction is disposed on the side of the driver seat 11 in the vehicle width direction. A scuff plate 3 extending in the vehicle front-rear direction is disposed on the side of the passenger seat 12 in the vehicle width direction. Each of these scuff plates 2 and 3 is located at the periphery of the vehicle compartment.

  A center console box 21 is provided between the driver's seat 11 and the passenger seat 12. On the upper surface of the center console box 21, two cup folders 32 are formed side by side in the vehicle front-rear direction. A power storage device is accommodated in the center console box 21. An air introduction slit 22 is formed on the end surface of the center console box 21 on the vehicle rear side. Air in the vehicle compartment flows into the center console box 21 from the air introduction slit 22 to cool the power storage device.

  The configuration of the power storage device will be described in detail with reference to FIGS. FIG. 2 is a perspective view of the power storage device. FIG. 3 is a cross-sectional view of the cooling structure of the power storage device. Inside the center console box 21, a first battery pack 40 and a second battery back 50 are arranged in two upper and lower stages. A junction box 60 is installed on the upper surface of the first battery pack 40. The junction box 60 is equipped with peripheral devices such as a battery computer, various sensors that detect the total voltage and charge / discharge current of the battery, and a service plug that shuts off the high-voltage circuit when the battery pack is inspected and maintained.

  A first cooling fan 70 and a second cooling fan 80 are accommodated in the center console box 21. The first cooling fan 70 and the second cooling fan 80 are of the intake type, and are connected to the internal spaces of the first battery pack 40 and the second battery pack 50, respectively.

  As shown in FIG. 3, the first battery pack 40 includes a first battery module (power supply body) 44 and a first battery case 41. The first battery case 41 includes a battery cooling unit 42 and a discharge unit 43. A discharge part 43 is formed on the vehicle front side of the first battery case 41. For the first battery case 41, a metal having high thermal conductivity such as stainless steel can be used.

  A refrigerant inflow port 41 a is formed on the end surface of the first battery case 41 on the vehicle rear side. When the first cooling fan 70 is activated, the air around the center console box 21 flows into the first battery case 41 as a refrigerant through the refrigerant inlet 41a.

  The first cooling fan 70 is attached to the discharge unit 43. The discharge portion 43 is formed with an air discharge port 43a. The air used for cooling the first battery module 44 is discharged from the air discharge port 43a. As the first cooling fan 70, a sirocco type fan, a cross flow type fan, a plapel type fan, or the like can be used.

  The first cooling fan 70 is driven according to the temperature of the first battery module 44. For example, when the first battery module 44 is a lithium ion battery, a temperature (for example, 50 ° C.) lower than the upper limit temperature in the appropriate temperature range of the lithium ion battery can be set as the driving temperature. However, the first cooling fan 70 may be driven at the same time when the vehicle is turned on without setting the driving temperature.

  The second battery pack 50 includes a second battery module (power supply body) 54 and a second battery case 51. Second battery case 51 includes a battery cooling unit 52 and a discharge unit 53. A discharge portion 53 is formed on the vehicle front side of the second battery case 51. The second battery case 51 can be made of a metal having high thermal conductivity such as stainless steel.

  The second cooling fan 80 is attached to the discharge unit 53. The discharge portion 53 is formed with an air discharge port 53a. The air used for cooling the second battery module 54 is discharged from the air discharge port 53a. As the second cooling fan 80, a sirocco fan, a cross flow fan, a plapel fan, or the like can be used. Note that the driving method of the second cooling fan 80 is the same as that of the first cooling fan 70.

  Next, an air exhaust method used for cooling the first battery module 44 and the second battery module 54 will be described. The exhaust passages of the first battery module 44 and the second battery module 54 are provided independently.

  As shown in FIG. 2, the exhaust passage 71 of the first battery module 44 is connected to the first cooling fan 70. The exhaust passage 71 of the first battery module 44 includes an exhaust passage 71 a extending in the vehicle width direction, and an exhaust passage connecting the refrigerant passage 71 a and the first cooling fan 70.

  The exhaust passage 71 a extends in the vehicle width direction toward the driver's seat 11 and is installed on the floor panel 1. An exhaust port 71c is formed at the end of the exhaust passage 71a. The exhaust port 71 c is connected to the scuff plate 2.

  The exhaust passage 81 of the second battery module 54 is connected to the second cooling fan 80. The exhaust passage 81 of the second battery module 54 includes an exhaust passage 81a extending in the vehicle width direction and an exhaust passage 81b connecting the exhaust passage 81a and the second cooling fan 80.

  The exhaust passage 81 a extends in the vehicle width direction toward the passenger seat 12 and is installed on the floor panel 1. An exhaust port 81c is formed at the end of the exhaust passage 81a. The exhaust port 81 c is connected to the scuff plate 3.

  Next, the configuration of the first battery module 44 will be described with reference to FIGS. 3 and 4. FIG. 4 is a perspective view of a spacer member disposed between the storage elements. In FIG. 3, the outline of the square battery 131 is indicated by a wavy line.

  The first battery module 44 is configured by stacking a plurality of rectangular batteries 131. A spacer member 132 is disposed between the square batteries 131 adjacent in the stacking direction. End plates 133 are attached to both ends of the first battery module 44 in the stacking direction.

  The spacer member 132 is formed in a box shape having an opening at one end in the X-axis direction. A square battery 131 is accommodated in the opening of the spacer member 132. A plurality of protrusions 132 a are provided on the other end surface of the spacer member 132 in the X-axis direction. These protrusions 132a extend in the Z-axis direction and are arranged in parallel in the Y-axis direction.

  As the prismatic battery 131, a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used. A capacitor can also be used. The capacitor is an electric double layer capacitor based on the principle of operation of an electric double layer generated at the interface between activated carbon and electrolyte. When activated carbon is used as a solid and an electrolytic solution (dilute sulfuric acid aqueous solution) is used as a liquid and brought into contact with each other, positive and negative electrodes are relatively distributed at very short intervals at the interface. When a pair of electrodes are immersed in an ionic solution and a voltage is applied to such an extent that electrolysis does not occur, ions are adsorbed on the surface of each electrode, and positive and negative electricity are stored (charging). When electricity is discharged to the outside, positive and negative ions leave the electrode and return to the neutralized state. A fuel cell can be used instead of the secondary battery and the capacitor.

  The protrusion 132 a of the spacer member 132 is in contact with the outer surface of the prismatic battery 131, and a space formed between the protrusions 132 a adjacent in the Y-axis direction becomes the refrigerant passage 141. The refrigerant passage 141 extends in the Z-axis direction along the outer surface of each square battery 131.

  The square battery 131 is pressed by the protrusion 132 a of the spacer member 132. Thereby, the power generation element accommodated in the prismatic battery 131 is pressed, and the performance degradation of the prismatic battery 131 can be suppressed.

  The spacer member 132 has a pair of through holes 132b. The terminal electrode 131a of the prismatic battery 131 protrudes from these through-hole portions 132b. The second battery module 54 has the same configuration as the first battery module 44. Therefore, the description of the second battery module 54 is omitted.

  In the above configuration, when the first cooling fan 70 is activated, the inside of the first battery case 41 is in a negative pressure state. At this time, the air around the center console box 21 moves in the order of the air introduction slit 22 and the refrigerant inlet 41a of the first battery case 41, and flows into the first battery case 41 as the refrigerant.

  The refrigerant that has flowed into the first battery case 41 moves downward along the outer surface of the rectangular battery 131 in the refrigerant passage 141. Thereby, each square battery 131 can be cooled. The air used for cooling the first battery module 44 flows into the discharge portion 43 and is discharged from the air discharge port 43 a of the discharge portion 43.

  The air discharged from the air discharge port 43 a passes through the exhaust passage 71 and is exhausted from the exhaust port 71 c of the exhaust passage 71 to the internal space of the scuff plate 2.

  In the above configuration, when the second cooling fan 80 operates, the inside of the second battery case 51 is in a negative pressure state. At this time, the air around the center console box 21 moves in the order of the air introduction slit 22 and the refrigerant inlet 51a of the second battery case 51 and flows into the second battery case 51 as the refrigerant.

  The refrigerant that has flowed into the second battery case 51 moves downward along the outer surface of the rectangular battery 131 in the refrigerant passage 141. Thereby, each square battery 131 can be cooled. The air used for cooling the second battery module 54 flows into the discharge unit 53 and is discharged from the air discharge port 53 a of the discharge unit 53.

  The air discharged from the air discharge port 53 a passes through the exhaust passage 81 and is exhausted from the exhaust port 81 c of the exhaust passage 81 to the internal space of the scuff plate 3.

  As shown in FIG. 1, an air conditioner duct (refrigerant pipe) 15 is disposed below the second battery pack 50. The air conditioner duct 15 is installed on the floor panel 1 of the vehicle and extends in the front-rear direction of the vehicle. The air outlet of the air conditioner duct 15 is provided at the rear of the vehicle.

  An air cooling button 31 is provided in front of the center console box 21 in the vehicle. When the air cooling button 31 is turned on, cooling air (refrigerant) is discharged from the outlet of the air conditioner duct 15 and the vehicle interior is cooled. When the air cooling button 31 is turned off, the discharge of the refrigerant is prohibited.

  In the above configuration, when the air cooling button 31 is off, the air inside the air conditioner duct 15 is stationary. Therefore, even when the heat of the floor panel 1 is transferred to the air conditioner duct 15, heat transfer from the air conditioner duct 15 to the second battery pack 50 is suppressed by the air layer formed inside the air conditioner duct 15. Is done. Thereby, the temperature rise of the 2nd battery module 54 accommodated in the 2nd battery pack 50 can be suppressed.

  On the other hand, when the air cooling button 31 is on, the refrigerant flows inside the air conditioner duct 15. Therefore, in addition to the effect of the air layer described above, the second battery module 54 can be effectively cooled by the refrigerant flowing inside the air conditioner duct 15.

  Thus, according to the present embodiment, the temperature rise due to the external heat of the second battery module 54 can be suppressed only by interposing the air conditioner duct 15 between the second battery pack 50 and the floor panel 1. As a result, it is not necessary to provide a heat insulating sheet between the second battery pack 50 and the floor panel 1, and the cost can be reduced.

  Moreover, the 1st battery module 44 and the 2nd battery module 54 can be installed in a lower position by making the 2nd battery pack 50 contact the air-conditioner duct 15. FIG. Thereby, the durability of the power storage device with respect to vibrations received during traveling of the vehicle can be enhanced. Furthermore, a battery module can be mounted by effectively utilizing a small space such as the lower part of the seat.

(Modification of Example 1)
In the first embodiment, the air conditioner duct 15 is interposed between the second battery pack 50 and the floor panel 1, but another refrigerant pipe different from the air conditioner duct 15 may be used. Specifically, electronic devices such as inverters and converters related to power storage control of the first battery module 44 and the second battery module 54 are arranged on the rear side of the vehicle, and a refrigerant pipe for cooling these electronic devices is provided as an air conditioning duct. 15 positions can be arranged.

  Here, electric power generated by a generator (not shown) is converted from AC power to DC power by the inverter, and after the voltage is adjusted by the converter, the first battery module 44 and the like are charged.

  Furthermore, as another modification, a refrigerant pipe for supplying a refrigerant to a heat exchanger (for example, an evaporator) of the air conditioner can be disposed at the position of the air conditioner duct 15. This air conditioner can be provided behind the vehicle.

  The refrigerant supplied to the heat exchanger has a higher cooling capacity than the air flowing inside the air conditioner duct 15. Therefore, the air around the refrigerant pipe is cooled, and the first battery module 44 and the second battery module 54 can be cooled using the air at a lower temperature. Furthermore, the other effects described in the first embodiment can be obtained.

(Example 2)
The vehicle of the present embodiment will be described with reference to FIGS. FIG. 5 is a plan view of the vehicle illustrating the schematic configuration of the cooling structure of the power storage device housed in the console box. FIG. 6 is a perspective view of the interior of the vehicle, and only the front side of the vehicle is illustrated as in FIG. However, the seat leg 230 of the passenger seat 12 is omitted in the drawing. The same components as those in the first embodiment are denoted by the same reference numerals. The present embodiment is an embodiment corresponding to claim 5, and the refrigerant according to claim 5 means only air.

  The handle 8 shown in FIG. 5 is shown in order to clarify the positional relationship of the vehicle structure. As shown in FIGS. 5 and 6, the air conditioner duct 15 is formed with a sub exhaust port 15 a and a main exhaust port 15 b. The sub exhaust port 15a is formed in a region closer to the refrigerant inflow ports 41a and 51a of the first battery case 41 and the second battery case 51 than the main exhaust port 15b. The sub exhaust port 15a is set to have a smaller diameter than the main exhaust port 15b.

  The main exhaust port 15b is provided behind the rear seat. The space in the passenger compartment is cooled by the refrigerant exhausted from the main exhaust port 15b. The sub exhaust port 15a is formed in a region closer to the refrigerant inflow ports 41a and 51a of the first battery case 41 and the second battery case 51 than the main exhaust port 15b.

  As a result, air having a lower temperature is supplied to regions closer to the refrigerant inlets 41a and 51a of the first battery case 41 and the second battery case 51 than when the air conditioner duct 15 without the auxiliary exhaust port 15a is used. Can be supplied.

  In the present embodiment, a sub exhaust port 15 a is formed in a region portion of the air conditioner duct 15 located below the second battery case 51. When the first cooling fan (inflow means) 70 and the second cooling fan (inflow means) 80 are operated, the air around the center console box 21 is sucked toward the air introduction slit 22 and the center console box 21 Flows into the interior.

  Therefore, the refrigerant exhausted from the sub exhaust port 15 a of the air conditioner duct 15 flows into the center console box 21 from the air introduction slit 22 by the intake action of the first cooling fan 70 and the second cooling fan 80.

  As described above, in this embodiment, the sub exhaust port 15 a is formed in the region of the air conditioner duct 15 that is located below the second battery case 51. Therefore, the refrigerant exhausted from the sub exhaust port 15a flows out in the vicinity of the refrigerant inlets 41a and 51a of the first battery case 41 and the second battery case 51, and the first battery case 41 and the second battery. The air is immediately sucked into the case 51. Thereby, the 1st battery module 44 and the 2nd battery module 54 can be cooled using the air cooled more.

  Further, since the air conditioner duct 15 is interposed between the floor panel 1 and the second battery pack 50, the same effect as that of the first embodiment can be obtained.

(Modification of Example 2)
A guide member that guides the refrigerant exhausted from the sub exhaust port 15a toward the air introduction slit 22 of the center console box 21 may be provided. As a result, the low-temperature air exhausted from the sub exhaust port 15 a can easily flow into the first battery case 41 and the second battery case 51. Specifically, a guide member that guides cooling air toward the air introduction slit 22 can be provided on the outer surface of the air conditioner duct 15.

  The air conditioner duct 15 can also be arranged at a position other than the lower side of the center console box 21. Even in this configuration, the sub-exhaust port 15a is formed in the region closer to the refrigerant inlet ports 41a and 51a of the first battery case 41 and the second battery case 51 than the main exhaust port 15b. The same effect can be obtained.

  Also, a control valve (not shown) can be provided at the sub exhaust port 15a. This control valve can be driven according to the temperature of the first battery module 44 and the second battery module 54, for example. That is, when the temperature of the first battery module 44 and the second battery module 54 exceeds a predetermined temperature, the control valve is operated in the opening direction, and air is exhausted from the sub exhaust port 15a. The control valve can be controlled by an ECU related to the control of the power storage device.

  The power supply described in the above-described embodiments can be used as a drive power supply or an auxiliary power supply for electric vehicles, hybrid vehicles, and fuel cell vehicles.

It is a perspective view of the vehicle front side in a vehicle interior. 1 is a perspective view of a vehicle front side illustrating a cooling structure of a power storage device. It is sectional drawing of the cooling structure of an electrical storage apparatus. It is a perspective view of a spacer member. FIG. 6 is a plan view of a vehicle according to a second embodiment. FIG. 6 is a perspective view of a vehicle front side illustrating a cooling structure for a power storage device according to a second embodiment. It is sectional drawing which illustrates the cooling structure of the conventional electrical storage apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Floor panel 11 Driver's seat 12 Passenger seat 15 Air-conditioner duct 21 Center console box 22 Air introduction slit 40 1st battery pack 41 1st battery case 41a Refrigerant inflow port 42 52 Battery cooling part 43 53 Discharge part
43a Air exhaust port 44 1st battery module 50 2nd battery pack 51 2nd battery case 54 1st battery module 70 1st cooling fan 80 2nd cooling fan

Claims (9)

A power supply mounted on the vehicle;
A floor member forming a floor surface in the vehicle compartment,
A vehicle in which a refrigerant pipe through which a refrigerant flows is disposed between the power supply body and the floor member.   The vehicle according to claim 1, wherein the refrigerant pipe supplies a refrigerant into a vehicle compartment. Having a first seat and a second seat arranged side by side in the vehicle width direction,
The vehicle according to claim 2, wherein the power supply body is disposed between the first seat and the second seat.   The vehicle according to any one of claims 1 to 3, wherein the refrigerant pipe is in contact with the floor member. A power supply mounted on the vehicle;
A case for housing the power supply body;
A refrigerant inlet formed in the case;
Inflow means for allowing the refrigerant around the case to flow into the case from the refrigerant inlet;
A refrigerant pipe that is provided outside the case and through which the refrigerant flows;
The refrigerant pipe is formed with a main exhaust port and a sub exhaust port located upstream of the main exhaust port, and the sub exhaust port is closer to the refrigerant inlet than the main exhaust port. A vehicle characterized by being located in an area. The case is disposed in a vehicle compartment;
The vehicle according to claim 5, wherein the refrigerant is exhausted into the vehicle compartment from the main exhaust port and the sub exhaust port of the refrigerant pipe.   The vehicle according to claim 5 or 6, wherein the refrigerant pipe is located between the power source body and a floor member forming a floor surface in the vehicle compartment. Having a first seat and a second seat arranged side by side in the vehicle width direction,
The vehicle according to any one of claims 5 to 7, wherein the power supply body is disposed between the first seat and the second seat.   The vehicle according to any one of claims 5 to 8, wherein a control valve for controlling exhaust of the refrigerant is provided at the sub exhaust port.

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