JP2012096616A - Battery temperature adjustment structure of electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a battery temperature adjustment structure of an electric vehicle which can heat a battery after suppressing the increase in a parts count.SOLUTION: A drive battery 2 and drive electrical equipment (a control unit 35) at least containing a motor driver are accommodated in a duct 41 for circulating outside air. The duct 41 comprises a front louver 38 for opening and closing a suction inlet 46a to a battery accommodation part 46, a rear louver 38 for opening and closing a lower exhaust outlet 47b from a driver accommodation part 47, and a partition wall 45 for demarcating a space between respective accommodation parts 46, 47. The partition wall 45 is provided with a communication hole 48 to close respective louvers 38, 39 when the temperature of the drive battery 2 is low and to open them when the temperature of the drive battery 2 is high.

Description

  The present invention relates to a battery temperature adjustment structure for an electric vehicle.

  2. Description of the Related Art Conventionally, in a battery temperature adjustment structure of a hybrid vehicle, a duct that accommodates a battery is formed, an air passage that communicates with the atmosphere from the traveling wind inlet and the traveling wind outlet is formed around the battery, and according to the temperature of the battery. A valve provided with an opening / closing valve for opening and closing the traveling wind inlet is known (see, for example, Patent Document 1). This is because when the battery temperature is high, the on-off valve opens to allow the running air to flow into the duct to cool the battery, and when the battery temperature is low, the on-off valve closes to generate hot air after engine cooling. The battery is warmed by flowing into the duct.

Japanese Patent No. 3660466

  However, in a vehicle that does not have an engine (internal combustion engine) and travels only by a motor (electric motor) like a recent electric vehicle (EV), the battery cannot be heated by engine heat, and the battery is heated. Requires a separate heating device, which increases the number of parts.

  Therefore, an object of the present invention is to provide a battery temperature adjustment structure for an electric vehicle capable of heating a battery while suppressing an increase in the number of parts.

As means for solving the above problems, the invention described in claim 1
In the battery temperature adjustment structure of the electric vehicle (1) that travels by driving the motor (3a) with electric power from the drive battery (2),
A drive electrical component (35) including at least a motor driver (26) is disposed below the battery (2),
An intake duct (43) for introducing outside air from the front of the vehicle into the battery (2) and the electric component (35) for driving, and air heated by the electric component (35) for driving (battery) 2) It is characterized by comprising a communication part (48) leading to the arrangement site and control means (38, 39) for controlling the flow of air in the communication part (48).
The invention described in claim 2
The battery (2) and the driving electrical component (35) are respectively accommodated in a battery accommodating portion (46) and a driving component accommodating portion (47) formed in one accommodating body (41),
The housing (41) is provided with a partition wall (45) that partitions the battery housing portion (46) and the drive component housing portion (47),
The communication part (48) is formed in the partition wall.
The invention described in claim 3
The container (41) is connected to the intake duct (43),
The control means (38, 39) includes an inlet-side on-off valve (38) for opening and closing an intake inlet (46a) to a battery housing part (46) for housing the driving battery (2), and the driving electrical components. An outlet-side on-off valve (39) for opening and closing the exhaust outlet (47b) from the drive component housing portion (47) for housing (35),
When the driving battery (2) is at a low temperature, the inlet side opening / closing valve (38) closes the intake inlet (46a), and the outlet side opening / closing valve (39) closes the exhaust outlet (47b),
When the driving battery (2) is at a high temperature, the inlet-side on-off valve (38) opens the intake inlet (46a), and the outlet-side on-off valve (39) opens the exhaust outlet (47b). And
The invention described in claim 4
The battery accommodating portion (46) is disposed immediately above the driving component accommodating portion (47).
The invention described in claim 5
The communication part (48) is composed of a communication hole (48) having an opening area smaller than the flow path area of the storage parts (46, 47).
The invention described in claim 6
The housing (41) is provided with a fan (37) for air circulation.
The invention described in claim 7
When the driving battery (2) is at a low temperature, the driving of the fan (37) is stopped.
The invention described in claim 8
The partition wall (45) is a heat sink of the driving battery (2).
The invention described in claim 9
A sub-battery (28) is disposed in the container (41).
The invention described in claim 10
The sub-battery (28) is housed in a recess (49) provided in the housing (41).
The invention described in claim 11
The motor (3a) is disposed below the driving electrical component (35).
The invention described in claim 12
A connection terminal (3c) for connecting the driving electrical component (35) in the motor (3a) protrudes above the motor (3a).
The invention described in claim 13
The driving battery (2) is formed by connecting a plurality of single batteries (2a), and a battery output harness (2c) and a contactor (25) are arranged in a gap between the single batteries (2a). And
The invention described in claim 14 is:
The electric vehicle (1) includes a cowling (21) that covers the vehicle side surface from the front of the vehicle body, and between the head pipe (12) of the vehicle body frame (11) and the rear part of the pair of left and right main frames (13), A sports bike for racing equipped with the motor (3a) for traveling under the left and right main frames (13);
The intake duct (43) is opened at the tip of the cowling (21).

According to the first aspect of the present invention, in the electric vehicle, heating of the driving battery can be performed while efficiently using the heat generated by the driving electrical components that are originally present and introducing running wind (outside air). Without separately providing a cooling device, an increase in the number of components can be suppressed, and the driving battery can be maintained at an appropriate temperature state by a control unit that controls each device.
According to the second aspect of the present invention, the driving battery and the driving electrical component can be compactly accommodated in the common housing, and the high-voltage harness connecting the relatively high-voltage driving battery and the driving electrical component. The high-voltage harness can be prevented from being exposed to the outside.
According to the third aspect of the present invention, with a simple configuration in which each on-off valve is opened and closed according to the temperature of the driving battery, the driving battery is heated at a low temperature, or is driven at a high temperature while traveling. The battery and driving electrical components can be cooled.
According to the fourth aspect of the present invention, the air heated by the driving electrical component can be efficiently allowed to flow into the battery housing portion.
According to the fifth aspect of the present invention, while simplifying the configuration of the communication portion, the flow of air in the communication portion is suppressed when the battery temperature is high, and the air flow in each housing portion is promoted to drive the battery and The cooling performance of the electrical component for driving can be improved.
According to the sixth aspect of the present invention, the cooling air can be supplied to the drive battery and the drive electrical components even when the vehicle is stopped or traveling at a low speed.
According to the seventh aspect of the invention, it is possible to promote the heating of the driving battery at a low temperature of the battery and to reduce the energy consumption accompanying the driving of the fan.
According to the eighth aspect of the present invention, the heat of the electrical component for driving can be easily transmitted to the driving battery when the battery is cold, and the heating can be promoted. At the same time, the heat dissipation property of the driving battery can be improved when the battery is hot. .
According to the ninth aspect of the present invention, the harness between the driving battery and the driving electrical component and the sub-battery can be shortened.
According to the invention described in claim 10, it is possible to suppress an increase in air resistance in the duct while housing the sub-battery in the duct.
According to the eleventh aspect of the present invention, it is possible to shorten the high-voltage harness connecting the drive battery, the drive electrical component, and the motor in proximity to each other, and to contribute to mass concentration.
According to the twelfth aspect of the invention, the high-voltage harness that connects the electrical component for driving and the motor can be shortened.
According to the invention described in claim 13, the gap between the single batteries can be used as a space for arranging the battery output harness and the contactor, and the cooling performance can be improved by forming the gap between the single batteries.
According to the invention described in claim 14, by heating the battery, a larger output can be expected, and it can contribute to a higher output as a race vehicle, while using a large running wind in the race running. In addition, it is possible to prevent the battery from becoming hot. Therefore, an effective structure can be provided as an electric vehicle in a sports bike for racing.

1 is a left side view of a saddle-ride type electric vehicle in an embodiment of the present invention. It is a block diagram of the principal part of the said saddle-ride type electric vehicle. It is explanatory drawing at the time of the battery low temperature in the duct of the said saddle-ride type electric vehicle. It is explanatory drawing at the time of the battery high temperature in the said duct.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle described below unless otherwise specified.

  A saddle-ride type electric vehicle (electric vehicle) 1 shown in FIG. 1 has a traveling battery (driving battery) 2 mounted at the upper center of the vehicle body and a traveling motor unit 3 mounted at the lower center of the vehicle body. The motor unit 3 is driven by the electric power from the battery 2, and the driving force is transmitted to the rear wheels 4 as driving wheels to travel. In the figure, arrow FR indicates the front of the vehicle, and arrow UP indicates the upper side of the vehicle.

  The saddle-ride type electric vehicle 1 is in the form of a motorcycle, and a motor unit 3 for traveling is mounted on the body of a sports motorcycle for racing. The upper portions of the left and right front forks 6 are pivotally supported by the head pipe 12 at the front end of the vehicle body frame 11 via the steering stem 7 so as to be steerable. A steering handle 8 is attached to the upper portion of the steering stem 7 (or front fork 6).

  A pair of left and right main frames 13 extend rearward and rearwardly from the head pipe 12, and a pair of left and right pivot frames 14 extend downward from the rear ends of the left and right main frames 13. A front end of the swing arm 15 is pivotally supported on the left and right pivot frame 14 via a pivot 14 a so that the swing arm 15 can swing up and down, and a rear wheel 4 is pivotally supported on the rear end of the swing arm 15. The vehicle body front portion of the saddle-ride type electric vehicle 1 is covered with a cowling 21 from the front, side, and lower side. The motor unit 3 is mounted between the head pipe 12 and the rear part of the left and right main frame 13 and below the left and right main frame 13.

  From the rear ends of the left and right main frames 13 and the left and right pivot frames 14, a seat frame 16 extends rearward and rearward. An occupant seat 9 is supported on the seat frame 16. The periphery of the seat frame 16 is covered with a seat cowl 22. The vehicle body frame 11 including the seat frame 16 is formed by integrally joining a plurality of types of metal members by welding or fastening. In front of the seat 9, a seat front cover 23 bulging upward from the upper edges of the left and right main frames 13 is disposed. The seat front cover 23 is sandwiched between the knees of the occupant seated on the seat 9.

  The battery 2 is composed of, for example, a plurality (four in the figure) of single batteries 2a arranged in front and rear, and generates a predetermined high voltage (48 to 72V) by connecting them in series. Each single battery 2a has a thick plate shape, for example, and is erected so as to be orthogonal to the vehicle longitudinal direction. Each single battery 2a is arranged with a gap in front and back. Each single battery 2a is an energy storage that can be charged and discharged as appropriate, and includes, for example, a lithium ion battery, a nickel metal hydride battery, a lead battery, or the like.

  A connection terminal 2b is projected from the upper end of each single battery 2a. An output cable (battery output harness) 2c of the entire battery 2 is connected to a terminal 2b of the last part of each single battery 2a, for example. A contactor 25, which will be described later, is interposed in the middle of the output cable 2c, and this contactor 25 is disposed in a gap between the rearmost single battery 2a and the immediately preceding single battery 2a together with the output cable 2c.

  The battery 2 is fixedly supported on the vehicle body frame 11 via a duct (container) 41 described later, with the lower front side of the battery 2 entering between the left and right main frames 13. The battery 2 may be detachable from the vehicle body for charging or the like.

  The motor unit 3 is located immediately below the battery 2, and the motor unit 3 is fixedly supported on the vehicle body frame 11. The motor unit 3 includes a motor body 3a having a rotation axis C1 extending in the left-right direction, and the drive shaft 3b and the rear wheel 4 of the motor body 3a are linked via, for example, a chain transmission mechanism 4a. The motor unit 3 is driven at a variable speed by, for example, VVVF (variable voltage variable frequency) control.

  A drive member 4b such as a drive sprocket of the transmission mechanism 4a is directly supported on the drive shaft 3b of the motor body 3a. The motor unit 3 may be configured to drive the rear wheel 4 via a manual or automatic transmission, a clutch, a speed reduction mechanism, or the like. For example, on the front side of the upper portion of the motor main body 3a (a portion above the axis C1), a three-phase connection terminal 3c is provided to project obliquely upward and forward so as to be directed outward in the radial direction. A power supply cable 35a extending from a control unit 35 described later is connected to each connection terminal 3c.

  The motor unit 3 is controlled so as to have a continuously variable transmission, but may be configured to be controlled so as to have a stepped transmission. In this case, an automatic mode that automatically shifts according to the vehicle speed and the accelerator operation and a manual mode that shifts manually according to the operation of the shift switch and the shift pedal may be selectable.

  As shown in FIG. 2, the electric power from the battery 2 is supplied to a PDU (power driver unit) 26 as a motor driver via a contactor 25 interlocked with a main switch (not shown), and the PDU 26 changes from direct current to three-phase alternating current. After the conversion, it is supplied to the motor body 3a which is a three-phase AC motor. Further, the output voltage from the battery 2 is stepped down through a DC-DC converter (hereinafter simply referred to as a converter) 27, so that a general electric component 29 such as a 12V sub-battery 28 and a lighting device, a fan 37 and a louver described later. 38, 39, and control system components such as an ECU (electric control unit) 31.

  The battery 2 is charged by a charger 32 connected to, for example, an AC 100V power source. The charging / discharging status, temperature, and the like of the battery 2 are monitored by a BMU (battery managing unit) 33, and this information is shared with the ECU 31. The ECU 31 receives output request information from the throttle (accelerator) sensor 34, and the ECU 31 drives and controls the motor body 3a via the PDU 26 based on the output request information. The PDU 26 and the ECU 31 are configured as an integrated control unit 35. The charger 32 may not be mounted on the vehicle. Further, depending on the type of the single battery 2a, the sub battery 28 may be eliminated.

As shown in FIG. 1, the saddle-ride type electric vehicle 1 has a duct 41 that extends over the front and rear ends of the vehicle body and distributes outside air along the longitudinal direction thereof.
The duct 41 includes an electrical equipment housing portion 42 formed so as to expand the flow path at the front and rear intermediate portions thereof, an intake duct 43 extending forward from a lower front end of the electrical equipment housing portion 42, and the electrical equipment housing portion 42. An exhaust duct 44 extending rearward from the rear end lower portion is integrally provided.

  The electrical equipment housing part 42 is located between the left and right main frames 13 and above the motor unit 3, and the upper part thereof enters the seat front cover 23. The electrical equipment housing part 42 has a substantially horizontal plate-like partition wall 45 fixed inside the lower part thereof, and the space above the partition wall 45 serves as a battery housing part 46 for housing the battery 2, and the space below the partition wall 45 is defined as the above-mentioned space. A driver accommodating portion 47 that accommodates the control unit 35 is used. That is, the battery 2 and the control unit 35 are disposed in a single (common) duct 41.

  The duct 41 has a tube forming portion formed of, for example, a resin molded product, whereas the partition wall 45 is formed of a member having a relatively high thermal conductivity such as an aluminum alloy. The partition wall 45 is also a heat sink for the battery 2, and the battery 2 is placed directly on the partition wall 45. The partition wall 45 is formed with a plurality of communication holes 48 communicating between the accommodating portions 46 and 47. Each communication hole 48 is provided at a position corresponding to a gap between each single battery 2a. The opening area of the communication hole 48 is made sufficiently smaller than the flow path area of the accommodating portions 46 and 47.

  A front louver 38 that opens and closes the upper intake inlet 46a of the front end of the battery housing 46 is provided at the front end of the partition wall 45. On the other hand, a rear louver 39 that opens and closes the lower exhaust outlet 47b at the rear end of the driver accommodating portion 47 is provided at the rear end portion of the lower wall of the electrical component accommodating portion 42. Each louver 38, 39 is electrically operated and opens and closes around pivot shafts 38a, 39a along the left-right direction. The operation of each louver 38, 39 is controlled by the ECU 31 based on the temperature information of the battery 2 monitored by the BMU 33.

  The intake duct 43 extends forward on the inside of the cowling 21 and opens its front end opening (intake port 43a) toward the front of the vehicle at the front end portion of the cowling 21. The intake port 43a functions as a traveling wind introduction port when the vehicle is traveling. The intake duct 43 is provided so as to be appropriately branched so as to avoid the body frame 11 and the like.

  The exhaust duct 44 extends rearward from the inside of the seat cowl 22, and a rear end opening (exhaust port 44 a) is opened toward the rear of the vehicle at the rear end portion of the seat cowl 22. A fan 37 that forcibly circulates the air in the duct 41 from the intake port 43a side to the exhaust port 44a side is provided, for example, inside the base end portion (front end portion) of the exhaust duct 44.

As shown in FIG. 3, each louver 38, 39 closes the upper intake inlet 46a and lower exhaust outlet 47b when the battery 2 is at a low temperature (below a predetermined temperature suitable for charging / discharging of the battery 2). close. The flow of air in the duct 41 at this time is indicated by a chain line arrow in FIG.
On the other hand, as shown in FIG. 4, each louver 38, 39 opens the upper intake inlet 46a and the lower exhaust outlet 47b when the battery 2 is at a high temperature (in the case of the predetermined temperature or higher). The flow of air in the duct 41 at this time is indicated by a chain line arrow in FIG.
The predetermined temperature is set to an optimum value according to the type of the single battery 2a. For example, it is 30 ° C. for a lithium ion battery, and 50 ° C. for other lead batteries.

  Referring to FIG. 3, when the battery 2 is at a low temperature, the outside air taken into the duct 41 from the intake duct 43 first flows only into the driver accommodating portion 47 below the partition wall 45 from the lower intake inlet 47 a at the front end of the driver accommodating portion 47. Then, the control unit 35 is cooled and the heat is taken away. At this time, the lower exhaust outlet 47 b at the rear end of the driver accommodating portion 47 is closed, and therefore the air heated in the driver accommodating portion 47 flows into the battery accommodating portion 46 through each communication hole 48.

  The air that has flowed into the battery housing portion 46 from each communication hole 48 heats them while flowing around each single battery 2a. In particular, the air in the driver accommodating portion 47 becomes a rising air flow while being heated, and flows well from each communication hole 48 into the battery accommodating portion 46. The air after the battery 2 is heated is exhausted outside the duct 41 through the exhaust duct 44 from the upper exhaust outlet 46b at the rear end of the battery housing 46.

  On the other hand, referring to FIG. 4, when the battery 2 is at a high temperature, the outside air taken into the duct 41 from the intake duct 43 flows into the battery accommodating portion 46 and the driver accommodating portion 47 from the intake inlets 46 a and 47 a, respectively. The battery 2 and the control unit 35 are cooled. At this time, air circulation in the communication hole 48 having a small opening area with respect to the flow path area of each of the accommodating portions 46 and 47 is suppressed.

  The battery 2 is directly cooled by the outside air flowing through the battery housing portion 46 and is also cooled by the heat sink (partition wall 45) radiating heat by the outside air flowing through the driver housing portion 47. The air after cooling the battery 2 and the control unit 35 is exhausted to the outside of the duct 41 through the exhaust duct 44 from the exhaust outlets 46b and 47b.

  The duct 41 can circulate outside air by the wind pressure of the running wind taken from the intake port 43a when the vehicle is running, but can circulate outside air by driving the fan 37 even when the vehicle is stopped or running at low speed. The fan 37 is electrically driven and is driven and controlled by the ECU 31 based on the temperature information of the battery 2 monitored by the BMU 33, as with the louvers 38 and 39.

  The fan 37, for example, constantly rotates to circulate outside air when the battery 2 is at a high temperature. However, since the air volume is set so as to satisfy the performance at the maximum demand, for example, the rotational speed is set according to the temperature of the battery 2 and the vehicle speed. By changing the power consumption, it is possible to suppress excessive power consumption. In particular, the fan 37 is controlled to stop when the battery 2 is at a low temperature.

  A concave portion 49 for accommodating the sub-battery 28 is formed below the base end portion (front end portion) of the exhaust duct 44. The recess 49 is formed by partially bulging the lower wall of the exhaust duct 44 downward. The sub battery 28 accommodated in the recess 49 is arranged so that the upper surface thereof is substantially flush with the inner surface of the lower wall of the exhaust duct 44, so that it does not protrude into the air flow path in the duct 41. The rotation shaft 39a of the rear louver 39 is positioned immediately before the concave portion 49, and when the rear louver 39 is opened, the rear louver 39 is disposed so as to close the upper opening of the concave portion 49.

  As described above, the battery temperature adjustment structure for an electric vehicle in the above embodiment is applied to the saddle-ride type electric vehicle 1 that travels by driving the motor main body 3a with the electric power from the battery 2, and distributes outside air. A duct 41 is provided, and the battery 2 and a driving electrical component (control unit 35) including at least a motor driver (PDU 26) are accommodated in the duct 41. The duct 41 accommodates the battery 2. An inlet-side on-off valve (front louver 38) that opens and closes an intake inlet (upper intake inlet 46a) to the battery storage section 46, and an exhaust outlet (lower exhaust outlet 47b) from the driver storage section 47 that stores the control unit 35 And an outlet-side on-off valve (rear louver 39) for opening and closing, and a partition wall 45 for partitioning between the housing portions 46, 47, and The wall 45 is provided with a communication portion (communication hole 48) that communicates between the housing portions 46 and 47. When the battery 2 is at a low temperature, the front louver 38 closes the upper intake inlet 46a and the rear The louver 39 closes the lower exhaust outlet 47b, and when the battery 2 is hot, the front louver 38 opens the upper intake inlet 46a and the rear louver 39 opens the lower exhaust outlet 47b.

According to this configuration, when the battery 2 is at a low temperature, the louvers 38 and 39 close the upper intake inlet 46a and the lower exhaust outlet 47b, respectively, so that the outside air taken into the duct 41 first flows only into the driver accommodating portion 47. After being heated by the heat of the control unit 35, the battery 2 is heated by flowing into the battery housing 46 through the communication hole 48 of the partition wall 45. That is, the battery 2 can be heated using the control unit 35 as a heat source.
On the other hand, when the battery 2 is at a high temperature, the louvers 38 and 39 open the upper intake inlet 46a and the lower exhaust outlet 47b, respectively, so that the outside air taken into the duct 41 flows into the accommodating portions 46 and 47, respectively. Since it flows, the battery 2 and the control unit 35 can each be cooled.
Thus, by opening and closing each louver 38, 39 according to the temperature of the battery 2, it is possible to heat the battery 2 while suppressing an increase in the number of parts without separately providing a heating device for the battery 2. Can do.
In addition, the high-voltage harness (output cable 2c) connecting the relatively high-voltage battery 2 and the control unit 35 can be shortened, and the high-voltage harness can be routed in the duct 41 so as not to be exposed to the outside.

  In addition, the battery temperature adjustment structure allows the air warmed by the control unit 35 to efficiently flow into the battery housing portion 46 by disposing the battery housing portion 46 above the driver housing portion 47. .

  Further, in the battery temperature adjusting structure, the communication portion is formed of a communication hole 48 having a smaller flow path area than the housing portions 46 and 47, so that the configuration of the communication portion is simplified, and the communication hole is formed when the battery temperature is high. The air flow in 48 can be suppressed, the air flow in each accommodating part 46 and 47 can be accelerated | stimulated, and the coolability of the battery 2 and the control unit 35 can be improved.

  Further, the battery temperature adjusting structure can supply cooling air to the battery 2 and the control unit 35 even when the vehicle is stopped or traveling at a low speed by providing the duct 41 with a fan 37 for air circulation.

  Further, the battery temperature adjusting structure can stop the driving of the fan 37 when the battery 2 is at a low temperature, thereby facilitating the heating of the battery 2 when the battery is at a low temperature and reducing the energy consumption accompanying the driving of the fan 37. Can be reduced.

  In the battery temperature adjusting structure, the partition wall 45 is made of the heat sink of the battery 2 so that the heat of the control unit 35 can be easily transmitted to the battery 2 when the battery temperature is low, and the heating is promoted. Sometimes, the heat dissipation of the battery 2 can be improved.

  Further, the battery temperature adjusting structure can shorten the harness between the battery 2 and the control unit 35 and the sub battery 28 by disposing the sub battery 28 in the duct 41.

  Further, the battery temperature adjusting structure is configured such that the sub-battery 28 is accommodated in the recess 49 provided in the duct 41 so that the air resistance in the duct 41 is reduced while the sub-battery 28 is accommodated in the duct 41. Increase can be suppressed.

  Further, the battery temperature adjusting structure is configured such that the motor main body 3a is arranged below the control unit 35 so that the battery 2, the control unit 35, and the motor main body 3a are arranged close to each other and are connected to each other. 2c, the power feeding cable 35a) can be shortened and can contribute to mass concentration.

  Further, the battery temperature adjusting structure is configured such that the connection terminal 3c for connecting the control unit 35 in the motor main body 3a protrudes above the motor main body 3a, thereby connecting the control unit 35 and the motor main body 3a. (Feeding cable 35a) can be shortened.

  The battery temperature adjusting structure is configured such that the battery 2 connects a plurality of single batteries 2a, and a battery output harness (output cable 2c) and a contactor 25 are arranged in a gap between the single batteries 2a. The gaps between the single batteries 2a can be used as a space for arranging the output cable 2c and the contactor 25, and the cooling performance can be improved by forming the gaps between the single batteries 2a.

The present invention is not limited to the above-described embodiment. For example, the converter 27 and the charger 32 are arranged in the driver accommodating portion 47 in addition to the control unit 35, or a valve or the like is provided in the partition wall 45 instead of the communication hole 48. It is good also as a structure which provided the communication part which has. The present invention is suitable for an electric vehicle driven only by a motor, but can also be applied to a hybrid vehicle having an internal combustion engine.
The configuration in the above embodiment is an example of the present invention, and various modifications can be made without departing from the gist of the present invention, such as application of not only two-wheeled vehicles but also three-wheeled or four-wheeled electric vehicles. Not too long.

1 Saddle-type electric vehicle (electric vehicle)
2 Battery (drive battery)
2a Single battery 2c Output cable (battery output harness)
3a Motor body (motor)
3c connection terminal 11 body frame 12 head pipe 13 main frame 21 cowling 25 contactor 26 PDU (motor driver)
28 Sub-battery 35 Control unit (electrical components for driving)
37 Fan 38 Front louver (control means, inlet side opening / closing valve)
39 Rear louver (control means, outlet side on-off valve)
41 Duct (container)
43 Air intake duct 45 Bulkhead (heat sink)
46 Battery compartment 46a Upper intake inlet (intake inlet)
47 Driver housing (drive component housing)
47a Lower exhaust outlet (exhaust outlet)
48 communication hole (communication part)
49 Recess

Claims (14)

In the battery temperature adjustment structure of the electric vehicle (1) that travels by driving the motor (3a) with electric power from the drive battery (2),
A drive electrical component (35) including at least a motor driver (26) is disposed below the battery (2),
An intake duct (43) for introducing outside air from the front of the vehicle into the battery (2) and the electric component (35) for driving, and air heated by the electric component (35) for driving (battery) 2) A battery temperature adjustment structure for an electric vehicle, comprising: a communicating portion (48) that leads to the arrangement site of 2); and a control means (38, 39) that controls the flow of air in the communicating portion (48). The battery (2) and the driving electrical component (35) are respectively accommodated in a battery accommodating portion (46) and a driving component accommodating portion (47) formed in one accommodating body (41),
The housing (41) is provided with a partition wall (45) that partitions the battery housing portion (46) and the drive component housing portion (47),
The battery temperature adjustment structure for an electric vehicle according to claim 1, wherein the communication portion (48) is formed in the partition wall. The container (41) is connected to the intake duct (43),
The control means (38, 39) includes an inlet-side on-off valve (38) for opening and closing an intake inlet (46a) to a battery housing part (46) for housing the driving battery (2), and the driving electrical components. An outlet-side on-off valve (39) for opening and closing the exhaust outlet (47b) from the drive component housing portion (47) for housing (35),
When the driving battery (2) is at a low temperature, the inlet side opening / closing valve (38) closes the intake inlet (46a), and the outlet side opening / closing valve (39) closes the exhaust outlet (47b),
When the driving battery (2) is at a high temperature, the inlet-side on-off valve (38) opens the intake inlet (46a), and the outlet-side on-off valve (39) opens the exhaust outlet (47b). The battery temperature adjusting structure for an electric vehicle according to claim 1 or 2.   The battery temperature adjusting structure for an electric vehicle according to any one of claims 1 to 3, wherein the battery accommodating portion (46) is disposed immediately above the driving component accommodating portion (47).   The said communication part (48) consists of a communication hole (48) of an opening area smaller than the flow-path area of each said accommodating part (46, 47), The any one of Claim 1 to 4 characterized by the above-mentioned. The battery temperature adjustment structure of the described electric vehicle.   The battery temperature adjustment structure for an electric vehicle according to any one of claims 1 to 5, wherein a fan (37) for air circulation is provided in the housing (41).   The battery temperature adjustment structure for an electric vehicle according to claim 6, wherein the driving of the fan (37) is stopped when the driving battery (2) is at a low temperature.   The battery temperature adjusting structure for an electric vehicle according to claim 2, wherein the partition wall (45) comprises a heat sink of the driving battery (2).   The battery temperature adjustment structure for an electric vehicle according to any one of claims 2, 3, and 8, wherein a sub-battery (28) is disposed in the housing (41).   The battery temperature adjusting structure for an electric vehicle according to claim 9, wherein the sub-battery (28) is accommodated in a recess (49) provided in the accommodating body (41).   The battery temperature adjusting structure for an electric vehicle according to any one of claims 1 to 10, wherein the motor (3a) is disposed below the driving electrical component (35).   The battery temperature of the electric vehicle according to claim 11, wherein a connection terminal (3c) for connecting the driving electrical component (35) in the motor (3a) protrudes above the motor (3a). Adjustment structure.   The driving battery (2) is formed by connecting a plurality of single batteries (2a), and a battery output harness (2c) and a contactor (25) are arranged in a gap between the single batteries (2a). The battery temperature adjusting structure for an electric vehicle according to any one of claims 1 to 9. The electric vehicle (1) includes a cowling (21) that covers the vehicle side surface from the front of the vehicle body, and between the head pipe (12) of the vehicle body frame (11) and the rear part of the pair of left and right main frames (13), A sports bike for racing equipped with the motor (3a) for traveling under the left and right main frames (13);
The battery temperature adjustment structure for an electric vehicle according to any one of claims 1 to 13, wherein the intake duct (43) is opened at a front end portion of the cowling (21).

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