JP2010280288A - Cooling device of electric storage device - Google Patents

Cooling device of electric storage device Download PDF

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Publication number
JP2010280288A
JP2010280288A JP2009134784A JP2009134784A JP2010280288A JP 2010280288 A JP2010280288 A JP 2010280288A JP 2009134784 A JP2009134784 A JP 2009134784A JP 2009134784 A JP2009134784 A JP 2009134784A JP 2010280288 A JP2010280288 A JP 2010280288A
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Prior art keywords
air
battery
vehicle
battery cooling
vehicle interior
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JP2009134784A
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Japanese (ja)
Inventor
Yoshihiko Hiroe
Shoken Kumagai
Isao Yanagi
廣江  佳彦
功 柳
尚憲 熊谷
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Toyota Motor Corp
トヨタ自動車株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10Energy storage
    • Y02E60/12Battery technologies with an indirect contribution to GHG emissions mitigation

Abstract

A cooling efficiency of a battery mounted on a vehicle is improved.
A battery cooling system drives a battery cooling fan to send air in a vehicle compartment to the battery and, if necessary, circulates a refrigerant in the battery cooling evaporator to cool the air blown from the battery cooling fan. To do. When the user performs an air conditioner ON operation when the vehicle is in a travelable state, the ECU cools and dehumidifies the air in the vehicle interior by operating the vehicle interior air conditioning system while fixing the internal air circulation mode. Then, the ECU starts supplying the refrigerant to the battery cooling evaporator and drives the battery cooling fan after the temperature and humidity of the air in the vehicle compartment have sufficiently decreased.
[Selection] Figure 3

Description

  The present invention relates to a cooling device for a power storage device mounted on a vehicle.

  One of the systems for cooling a running battery mounted on a hybrid vehicle or the like is a battery cooling system disclosed in Japanese Patent Application Laid-Open No. 2008-55990 (Patent Document 1). A battery cooling system disclosed in Japanese Patent Laying-Open No. 2008-55990 (Patent Document 1) includes a traveling battery mounted on a vehicle, a blower that blows air in a vehicle compartment to the traveling battery, and a refrigerant that flows inside. A heat exchanger for cooling the air sent to the traveling battery by heat exchange with the air sent to the traveling battery. According to this battery cooling system, the battery cooling efficiency can be improved while suppressing noise from the blower.

JP 2008-55990 A JP 2004-291863 A Japanese Utility Model Publication No. 5-17155

  By the way, the battery life is affected by the temperature of the battery. For example, in a lithium ion battery, impurities are deposited at a high temperature, resulting in a decrease in the capacity that can be stored and the end of its life. Therefore, in order to extend the life of the battery while suppressing an increase in fuel consumption, it is necessary to improve the cooling efficiency of the battery and efficiently keep the temperature of the battery at a low temperature. In particular, in extremely hot areas, the battery temperature is high while the vehicle is left unattended, and the battery life tends to be shorter than in normal areas. For this reason, when the vehicle is used in an extremely hot region, it is particularly necessary to further improve the cooling efficiency of the battery.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a cooling device capable of improving the cooling efficiency of the power storage device.

  A cooling device according to a first aspect cools a power storage device mounted on a vehicle provided with an air conditioner that dehumidifies a vehicle interior. In this cooling device, a suction side is provided on the vehicle interior side, a discharge side is provided on the power storage device side, a fan that sends air on the suction side of the duct to the power storage device, a refrigerant and a fan that flow inside the power storage device A heat exchanger that cools the air that the fan sends to the power storage device by heat exchange with the air that it sends, a supply device that supplies refrigerant to the heat exchanger, a humidity sensor that detects the humidity in the passenger compartment, And a control device for controlling the supply device. The control device determines whether or not the humidity in the passenger compartment detected by the humidity sensor has decreased below a predetermined value in response to the activation of the air conditioner, and after the humidity in the passenger compartment has decreased below the predetermined value, The supply device is controlled to start supplying the refrigerant to the exchanger.

  In the control device according to the second invention, the duct is configured such that the suction side can communicate with the outside of the passenger compartment. The cooling device includes a dehumidifying agent provided in a duct upstream of the heat exchanger, a first state in which the suction side of the duct and the vehicle interior communicate with each other, and a second state in which the suction side of the duct communicates with the outside of the vehicle interior. It further includes a switching valve that is switched to any one of the states, and a solar radiation sensor that detects the amount of solar radiation. When the solar radiation sensor detects a solar radiation amount larger than a predetermined amount, the control device sets the switching valve to the second state and drives the fan to dry the dehumidifying agent by the air outside the vehicle compartment.

  According to the present invention, the cooling efficiency of the power storage device can be improved.

It is a figure which shows the structure of a battery cooling system. It is a figure which shows the battery life in a very hot area, and the battery life in a normal area. FIG. 3 is a diagram (part 1) illustrating a flow of processing of an ECU. FIG. 6 is a (second) diagram illustrating a flow of processing of an ECU. It is a figure (the 1) which shows the modification of a battery cooling system. It is a figure (the 2) which shows the modification of a battery cooling system. It is a figure (the 3) which shows the modification of a battery cooling system.

FIG. 1 is a diagram showing a structure of a battery cooling system 100 according to the present embodiment.
The battery cooling system 100 is a system that cools the battery 10 in cooperation with a vehicle interior air conditioning system (air conditioner system) 200. The battery 10 is an assembled battery in which a plurality of battery cells are connected in series, and is used for running a hybrid vehicle or an electric vehicle. As the battery 10, for example, a lithium ion battery that performs charging and discharging by exchanging lithium ions between electrodes is used.

  The battery cooling system 100 mainly includes a battery case 110, an intake duct 120, a battery cooling evaporator 130, a battery cooling fan 140, an exhaust duct 160, an electric compressor 210, an electromagnetic valve 240, and an ECU 1000. Among these components, the electric compressor 210 and the electromagnetic valve 240 are also components of the vehicle interior air conditioning system 200.

  The battery case 110 fixes the battery 10 above the vehicle body panel below the vehicle trunk or floor, and accommodates the battery 10 therein to protect the battery 10 from the surroundings.

  The intake duct 120 is a pipe for sending air to the battery case 110 from the vehicle interior or the exterior of the vehicle interior. The front end portion (suction port) of the intake duct 120 communicates with the rear portion of the vehicle interior, and forms an air flow path so as to suck in air in the vehicle interior (inside air) or air outside the vehicle interior (outside air). The rear end (exhaust port) of the intake duct 120 communicates with the vehicle front side of the battery case 110. Thereby, the air sucked into the intake duct 120 is sent to the battery case 110.

  The switching valve 121 is provided at the front end portion of the intake duct 120, and communicates the intake duct 120 and the vehicle interior (internal air intake state) and the intake duct 120 and the duct 122 for taking in external air ( The ECU 1000 switches to any state of the outside air intake state. That is, the air sucked into the intake duct 120 is switched between the inside air and the outside air by the switching valve 121 controlled by the ECU 1000.

  The battery cooling evaporator 130 is provided inside the intake duct 120 and cools the ambient air by evaporating the refrigerant flowing in the interior and exchanging heat with the ambient air.

  In the present embodiment, the refrigerant used in battery cooling evaporator 130 is shared with the refrigerant used in vehicle interior air conditioning system 200. That is, the liquefied refrigerant from the vehicle interior air conditioning system 200 is sent to the battery cooling evaporator 130 through the refrigerant line 203, and the refrigerant evaporated in the battery cooling evaporator 130 passes through the refrigerant line 204 and again into the vehicle interior air conditioning system 200. Returned to The refrigerant flow rate of the battery cooling evaporator 130 is adjusted by the ECU 1000 controlling the output of the electric compressor 210 on the vehicle interior air conditioning system 200 side and the state of the electromagnetic valve 240.

  The battery cooling fan 140 is provided in the middle of the intake duct 120 and upstream of the battery cooling evaporator 130, and sucks inside air or outside air into the intake duct 120 and sends it to the battery case 110. The air blown from the battery cooling fan 140 is cooled by heat exchange with the battery cooling evaporator 130 and then sent to the battery case 110.

  The desiccant 150 is provided in the middle of the intake duct 120 and upstream of the battery cooling evaporator 130 (between the battery cooling fan 140 and the battery cooling evaporator 130 in FIG. 1). The desiccant 150 absorbs moisture from the surrounding air and dries it. On the other hand, the desiccant 150 releases the absorbed moisture to the ambient air when the ambient air is dry. In addition, as the desiccant 150, hygroscopic glass wool, a nonwoven fabric, etc. are used.

  The exhaust duct 160 forms an air exhaust path from the inside of the battery case 110 to the outside. The front end portion of the exhaust duct 160 is connected to the vehicle rear side of the battery case 110 that is opposite to the vehicle front side of the battery case 110 to which the intake duct 120 is connected. The rear end portion of the exhaust duct 160 communicates with the outside of the passenger compartment.

  The battery cooling system 100 expands the refrigerant sent from the vehicle interior air conditioning system 200 to the refrigerant line 203 to a low pressure by an expansion valve (not shown), and evaporates the refrigerant expanded to the low pressure by the battery cooling evaporator 130. Thus, the air sent from the battery cooling fan 140 to the battery case 110 is cooled. The low-pressure refrigerant evaporated by the battery cooling evaporator 130 is returned to the electric compressor 210 on the vehicle interior air conditioning system 200 side through the refrigerant line 204 again.

  By such a cooling cycle, the air sent from the battery cooling fan 140 to the battery case 110 is cooled, and the battery 10 is cooled. That is, the battery cooling system 100 cools the battery 10 by blowing air from the battery cooling fan 140, and cools the air blowing from the battery cooling fan 140 by circulating a refrigerant through the battery cooling evaporator 130 as necessary. . Thereby, the battery 10 can be cooled with cooler air.

  The vehicle interior air conditioning system 200 operates when the user inputs an operation (air conditioner ON operation) for starting the vehicle interior air conditioning system 200 to an air conditioner switch (not shown).

  The vehicle interior air conditioning system 200 sends the high-pressure refrigerant compressed by the electric compressor 210 to the condenser 220 to radiate and cool it to liquefy the refrigerant, and then remove moisture and dust in the liquid tank 230 to the liquefied refrigerant to the air conditioning evaporator 250. The refrigerant line 201 is directed to the refrigerant line 203 and the refrigerant line 203 toward the battery cooling evaporator 130.

  The ECU 1000 controls the state of the electromagnetic valve 240 in the distribution between the refrigerant flow rate sent to the refrigerant line 201 (refrigerant flow rate of the air conditioning evaporator 250) and the refrigerant flow rate sent to the refrigerant line 203 (refrigerant flow rate of the battery cooling evaporator 130). It is adjusted by doing.

  The vehicle interior air conditioning system 200 expands the refrigerant sent to the refrigerant line 201 to a low pressure by an expansion valve (not shown), and evaporates the refrigerant expanded to a low pressure by the air conditioning evaporator 250, thereby The fan 260 cools and dehumidifies the air sent into the passenger compartment. The low-pressure refrigerant evaporated by the air conditioning evaporator 250 is returned to the electric compressor 210 again through the refrigerant line 202. Such a cooling cycle cools and dehumidifies the air in the passenger compartment.

  Note that switching between the inside air and the outside air of the air sent from the air conditioning fan 260 to the vehicle interior is performed by an inside / outside air switching door 270 controlled by the ECU 1000.

  The solar radiation sensor 123 is a sensor that detects the amount of solar radiation (intensity of solar radiation) that passes through the window glass (the back window glass in FIG. 1) and enters the vehicle compartment. In addition, a plurality of sensors necessary for temperature management, such as a temperature sensor (not shown) for detecting the passenger compartment temperature T and a humidity sensor (not shown) for detecting the passenger compartment humidity H, are also provided. Each of these sensors outputs a detection result to ECU 1000.

  In the vehicle including the battery cooling system 100 as described above, the life of the battery 10 is affected by the temperature of the battery 10. For example, in a lithium ion battery, impurities are deposited at a high temperature, resulting in a decrease in the capacity that can be stored and the end of its life. Therefore, in order to extend the life of the battery 10 while suppressing an increase in energy consumed for cooling the battery 10 (finally an increase in fuel consumption), the cooling efficiency of the battery 10 is improved and the temperature of the battery 10 is increased. It is necessary to keep the temperature low efficiently.

  In particular, in extremely hot areas, the battery temperature is high while the vehicle is left unattended, and the battery life tends to be shorter than in normal areas. That is, the interior of the vehicle while the vehicle is left unattended during the day becomes hotter than when the vehicle is running, and the battery 10 is likely to be hot. For this reason, the influence of the battery temperature on leaving the vehicle on the battery life is greater than the influence of the battery temperature on running of the vehicle on the battery life. The ratio between the influence of the battery temperature during traveling of the vehicle on the battery life and the influence of the battery temperature while leaving the vehicle on the battery life is about 4: 6.

  And in the intensely hot area, the amount of solar radiation is larger than in the normal area, and the battery temperature while the vehicle is left is higher than in the normal area. Therefore, as shown in FIG. 2, the battery life (left life) caused by the battery temperature while the vehicle is left is shorter in the extremely hot region than in the normal region. There is a tendency for the lifetime to be shortened. In order to prevent the shortening of the battery life in this extremely hot region, it is necessary to further lower the battery temperature during traveling of the vehicle and to extend the battery life (running lifetime) brought about by the battery temperature during traveling of the vehicle. is there.

  Therefore, ECU 1000 according to the present embodiment reduces the amount of moisture in the air that is cooled by battery cooling evaporator 130, so that moisture (water vapor) in the air is condensed by cooling in battery cooling evaporator 130. In this case, the total amount of condensation heat released to the outside is reduced, and the cooling efficiency of the air blown by the battery cooling evaporator 130 is improved.

  Specifically, ECU 1000 starts the operation of battery cooling system 100 (driving battery cooling fan 140 and supplying refrigerant to battery cooling evaporator 130) after sufficiently dehumidifying the vehicle interior with vehicle interior air conditioning system 200. To do.

  Further, the ECU 1000 improves the moisture absorption effect of the desiccant 150 by forcibly drying the desiccant 150 by the inside air or the outside air sent from the battery cooling fan 140 when the moisture absorption amount of the desiccant 150 is large.

  FIG. 3 shows the flow of processing of the ECU 1000 when the operation of the battery cooling system 100 is started after the vehicle interior air conditioning system 200 dehumidifies the vehicle interior.

  In S100, ECU 1000 determines whether or not the vehicle is in a travelable state (READY-ON state). The process determines whether or not the vehicle interior air conditioning system 200 is in a startable state. If a positive determination is made in this process (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 1000 determines whether or not the user has performed an air conditioner ON operation. If a positive determination is made in this process (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, ECU 1000 fixes the control mode of vehicle interior air conditioning system 200 to the inside air circulation mode. That is, ECU 1000 controls inside / outside air switching door 270 so that air conditioning fan 260 is in a state of sending inside air into the passenger compartment.

  In S106, ECU 1000 starts the operation of vehicle interior air conditioning system 200 in order to cool and dehumidify the air in the vehicle interior. That is, the refrigerant is started to be compressed and circulated by the electric compressor 210 and the driving of the air conditioning fan 260 is started. At this time, the battery cooling system 100 is not operated. That is, ECU 1000 controls electromagnetic valve 240 so as to shut off the refrigerant supply to battery cooling evaporator 130 and controls the output of electric compressor 210 according to only the refrigerant flow rate of air conditioning evaporator 250.

In S108, ECU 1000 detects vehicle interior temperature T and vehicle interior humidity H.
In S110, ECU 1000 determines whether or not vehicle interior temperature T is lower than predetermined temperature T0, and vehicle interior humidity H is lower than predetermined humidity H0. This process determines whether or not the vehicle interior temperature T and the vehicle interior humidity H have sufficiently decreased to the extent that the cooling efficiency of the battery cooling system 100 becomes higher than a predetermined target efficiency by the operation of the vehicle interior air conditioning system 200. It is for judgment. That is, the predetermined temperature T0 and the predetermined humidity H0 are set in advance according to the target efficiency of the battery cooling system 100. If a positive determination is made in this process (YES in S110), the process proceeds to S112. Otherwise (NO in S110), the process returns to S108, and the processes of S108 and S110 are repeated.

  In S112, ECU 1000 starts execution of cooling control of battery 10 using battery cooling system 100. That is, the ECU 1000 controls the electromagnetic valve 240 to start supplying the refrigerant to the battery cooling evaporator 130, and at the same time, according to the increase in the refrigerant flow rate (the refrigerant flow rate sent to the battery cooling evaporator 130), the electric compressor Increase the output of 210. Further, ECU 1000 drives battery cooling fan 140. At this time, the ECU 1000 controls the switching valve 121 to the inside air intake state.

  FIG. 4 shows a processing flow of the ECU 1000 when the desiccant 150 is dried by the outside air when the amount of solar radiation is large.

  In S200, ECU 1000 determines whether or not driving of the vehicle has been started. In this process, it may be determined whether or not the above-described READY-ON state is set. If a positive determination is made in this process (YES in S200), the process proceeds to S202. Otherwise (NO in S200), this process ends.

  In S202, ECU 1000 estimates the moisture absorption amount of desiccant 150. This estimation is performed based on the history of a plurality of physical quantities that are correlated with the moisture absorption amount of the desiccant 150, such as the vehicle interior humidity H, the amount of solar radiation, and the driving amount and driving time of the battery cooling fan 140. If possible, a sensor that directly detects the moisture absorption amount of the desiccant 150 may be provided, and the detection result of this sensor may be acquired in this process.

  In S204, ECU 1000 determines whether or not the moisture absorption amount of desiccant 150 is greater than a threshold value (a predetermined moisture absorption amount). In this process, it is determined whether or not the desiccant 150 needs to be forcibly dried by blowing air from the battery cooling fan 140. If a positive determination is made in this process (YES in S204), the process proceeds to S206. Otherwise (NO in S204), this process ends.

  In S206, ECU 1000 determines whether or not the amount of solar radiation is greater than a threshold value (a predetermined amount of solar radiation). This process determines whether or not the outside air is dry rather than the inside air due to the influence of solar radiation. If a positive determination is made in this process (YES in S206), the process proceeds to S208. Otherwise (NO in S204), the process proceeds to S210.

  In S208, ECU 1000 dries desiccant 150 with outside air. Specifically, ECU 1000 controls switching valve 121 to the outside air intake state, and drives battery cooling fan 140 when battery cooling fan 140 is stopped.

  In S210, ECU 1000 dries desiccant 150 with the inside air. Specifically, ECU 1000 controls switching valve 121 to the inside air intake state, and drives battery cooling fan 140 when battery cooling fan 140 is stopped.

  If the battery cooling fan 140 is already driven when performing the processing of S208 and S210, the output (air flow rate) of the battery cooling fan 140 is increased in order to further accelerate the drying of the desiccant 150. You may make it make it.

  As described above, when the user performs an air conditioner ON operation in the READY-ON state, the ECU 1000 according to the present embodiment operates the vehicle interior air conditioning system 200 while fixing the internal air circulation mode, and Cool and dehumidify. Then, after the temperature and humidity of the air in the passenger compartment are sufficiently lowered, supply of the refrigerant to the battery cooling evaporator 130 is started and the battery cooling fan 140 is driven.

  As described above, since the air in the passenger compartment whose humidity has been sufficiently lowered in advance is cooled by the battery cooling evaporator 130, the total amount of condensation heat of moisture in the air cooled by the battery cooling evaporator 130 is reduced.

  Therefore, the refrigerant of the battery cooling evaporator 130 is compared with the case where the supply of the refrigerant to the battery cooling evaporator 130 is started immediately after the air conditioner is turned on (when the inside air with high humidity is cooled by the battery cooling evaporator 130). Even if the flow rate is the same, the temperature of the air after passing through the battery cooling evaporator 130 decreases. That is, the cooling efficiency of the battery cooling system 100 is improved. Furthermore, this improvement in cooling efficiency makes it possible to reduce the refrigerant flow rate to the battery cooling evaporator 130, that is, to reduce the power consumption of the electric compressor.

  Further, ECU 1000 according to the present embodiment forcibly drives desiccant 150 by driving battery cooling fan 140 when the amount of moisture absorbed by desiccant 150 is greater than a threshold value after the vehicle starts operating. dry. At this time, when the amount of solar radiation is larger than a predetermined amount, it is determined that the outside air is dry, and the desiccant 150 is dried by the outside air taken in from the duct 122. Thereby, even if the driving amount of the battery cooling fan 140 is the same, drying of the desiccant 150 is further promoted. Thereby, the moisture absorption efficiency of the desiccant 150 is improved, and the moisture in the air cooled by the battery cooling evaporator 130 can be further reduced. Therefore, the cooling efficiency of the battery cooling system 100 can be further improved.

  In the battery cooling system 100 described above, since the battery cooling evaporator 130 is provided inside the intake duct 120, the pressure loss of the air flowing through the intake duct 120 (air blowing from the battery cooling fan 140) increases, and the battery There is a concern that the cooling efficiency of the temperature is lowered.

  Therefore, instead of the battery cooling evaporator 130, a refrigerant line 205 may be spirally wound around the outer peripheral surface of the intake duct 120 as shown in FIG.

  Thus, by providing the refrigerant line 205 on the outer peripheral surface of the intake duct 120, the pressure loss described above can be reduced, and a decrease in the cooling efficiency of the battery temperature can be prevented. Further, by winding the refrigerant line 205 around the intake duct 120 in a spiral manner, the contact area between the two is increased, and the efficiency of heat exchange between the air in the intake duct 120 and the refrigerant in the refrigerant line 205 is improved.

  In the battery cooling system 100 described above, the shape, size, attachment position, etc. of the desiccant 150 can be changed.

  For example, as shown in FIG. 6, when it is experimentally determined that resonance of air flowing in the intake duct 120 occurs in the range A indicated by the chain line in FIG. 6, the position and size of the range A are set. Accordingly, the shape, size, and mounting position of the desiccant 150 are set. In this way, the desiccant 150 can perform not only moisture absorption but also sound absorption. At this time, it is desirable that the desiccant 150 is made of a material having both sound absorption characteristics and moisture absorption characteristics.

  Further, as shown in FIG. 7, the desiccant 150 may be attached to a position where the desiccant 150 is directly exposed to sunlight (in FIG. 7, the front end portion of the intake duct 120). In this way, the desiccant 150 can be directly dried by solar radiation (solar radiant heat). Further, since the desiccant 150 is not dried by the outside air, it is possible to omit installation of the switching valve 121 and the duct 122 as shown in FIG.

  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.

  DESCRIPTION OF SYMBOLS 10 Battery, 100 Battery cooling system, 110 Battery case, 120 Air intake duct, 121 Switching valve, 122 Duct, 123 Solar sensor, 130 Battery cooling evaporator, 140 Battery cooling fan, 150 Desiccant, 160 Exhaust duct, 200 Car interior Air Conditioning System, 201 Refrigerant Line, 202 Refrigerant Line, 203 Refrigerant Line, 204 Refrigerant Line, 205 Refrigerant Line, 210 Electric Compressor, 220 Condenser, 230 Liquid Tank, 240 Solenoid Valve, 250 Air Conditioning Evaporator, 260 Air Conditioning Fan, 270 Inside / Outside Air change door.

Claims (2)

  1. A cooling device for a power storage device mounted on a vehicle equipped with an air conditioner for dehumidifying a vehicle interior,
    A duct in which the suction side is provided on the vehicle interior side and the discharge side is provided on the power storage device side;
    A fan for sending air on the suction side of the duct to the power storage device;
    A heat exchanger that cools the air that the fan sends to the power storage device by heat exchange between the refrigerant flowing inside and the air that the fan sends to the power storage device;
    A supply device for supplying refrigerant to the heat exchanger;
    A humidity sensor that detects the humidity in the passenger compartment;
    A control device for controlling the supply device,
    The control device determines whether the humidity in the vehicle interior detected by the humidity sensor has decreased below a predetermined value in response to the operation of the air conditioner, and the humidity in the vehicle interior is less than the predetermined value. The cooling device for the power storage device that controls the supply device so as to start the supply of the refrigerant to the heat exchanger after the decrease.
  2. The duct is configured such that the suction side can communicate with the outside of the passenger compartment,
    The cooling device is
    A dehumidifying agent provided in the duct upstream of the heat exchanger;
    A switching valve that can be switched to a first state in which the suction side of the duct communicates with the vehicle interior, or a second state in which the suction side of the duct communicates with the outside of the vehicle compartment;
    A solar radiation sensor for detecting the amount of solar radiation,
    When the solar radiation sensor detects a solar radiation amount greater than a predetermined amount, the control device sets the switching valve to the second state and drives the fan to dry the dehumidifying agent with the air outside the passenger compartment. The cooling device for a power storage device according to claim 1.
JP2009134784A 2009-06-04 2009-06-04 Cooling device of electric storage device Withdrawn JP2010280288A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012160922A1 (en) * 2011-05-23 2012-11-29 三菱自動車工業株式会社 Air-conditioning control device for battery pack
JP2013084485A (en) * 2011-10-11 2013-05-09 Honda Motor Co Ltd Cooling structure of battery
WO2014045091A2 (en) 2012-09-21 2014-03-27 Toyota Jidosha Kabushiki Kaisha Electrically driven vehicle
CN104157931A (en) * 2014-08-19 2014-11-19 湖南南车时代电动汽车股份有限公司 Temperature adjusting device used for energy storage system of new energy coach and adjusting method thereof
CN109390641A (en) * 2018-10-24 2019-02-26 大乘汽车有限公司 A kind of batteries of electric automobile cooling system

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012160922A1 (en) * 2011-05-23 2012-11-29 三菱自動車工業株式会社 Air-conditioning control device for battery pack
US9515359B2 (en) 2011-05-23 2016-12-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Air-conditioning controlling apparatus for a battery pack
CN103648824A (en) * 2011-05-23 2014-03-19 三菱自动车工业株式会社 Air-conditioning control device for battery pack
KR101544658B1 (en) 2011-05-23 2015-08-17 미쯔비시 지도샤 고교 가부시끼가이샤 Air-conditioning control device for battery pack
CN103648824B (en) * 2011-05-23 2016-01-20 三菱自动车工业株式会社 For the air regulation control setup of battery pack
JP2013084485A (en) * 2011-10-11 2013-05-09 Honda Motor Co Ltd Cooling structure of battery
WO2014045091A2 (en) 2012-09-21 2014-03-27 Toyota Jidosha Kabushiki Kaisha Electrically driven vehicle
US9573487B2 (en) 2012-09-21 2017-02-21 Toyota Jidosha Kabushiki Kaisha Electrically driven vehicle
CN104157931A (en) * 2014-08-19 2014-11-19 湖南南车时代电动汽车股份有限公司 Temperature adjusting device used for energy storage system of new energy coach and adjusting method thereof
CN109390641A (en) * 2018-10-24 2019-02-26 大乘汽车有限公司 A kind of batteries of electric automobile cooling system

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