JP2013180614A - Vehicle battery temperature control structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle battery temperature control structure that can suppress an output fall of a battery at a low temperature.SOLUTION: A cooling fan 48 generating an air flow passing through a cooling unit 42 from the front to the rear and ejected to the outside of a vehicle from an outlet 40B of a floor tunnel 40 is arranged behind the cooling unit 42. A front side passage 50A is formed between the cooling unit 42 and the cooling fan 48 by a fan shroud 50. A duct part 64 of a heat insulator 60 surrounding the periphery of a catalytic converter 54 arranged in a power unit chamber 14 is connected to the front side passage 50A. A battery chamber 82 storing a battery pack 84 is arranged behind the cooling fan 48. The inside of the battery chamber 82 and a rear side passage 50B of the fan shroud 50 are in communication with each other through a warm air introducing duct 90 provided with a switching damper 100.

Description

  The present invention relates to a vehicle battery temperature control structure.

  A vehicle unit including a power unit provided at a front portion of the vehicle and including an electric motor, a cooling unit disposed on the rear side in the vehicle front-rear direction with respect to the power unit, and a battery that stores electric power for driving the electric motor. A battery temperature control structure is known (for example, Patent Document 1).

International Publication No. 2010/097890 Japanese Unexamined Patent Publication No. 2009-073430 JP-A-10-306722

  However, the vehicle battery temperature control structure disclosed in Patent Document 1 has room for improvement with respect to a decrease in battery output at low temperatures.

  In view of the above-described facts, an object of the present invention is to provide a vehicle battery temperature control structure that can suppress a decrease in battery output at low temperatures.

  The vehicle battery temperature control structure according to claim 1 is disposed in a power unit chamber provided in a front portion of the vehicle, and includes a power unit configured to include an internal combustion engine that generates a driving force for driving the vehicle, and the power unit. On the other hand, the cooling unit is arranged on the rear side in the vehicle front-rear direction and is cooled by heat exchange with air, and is arranged behind the cooling unit in the vehicle front-rear direction to operate the cooling unit in the vehicle front-rear direction. A cooling blower that passes from the front to the rear and generates an air flow that is discharged to the outside of the vehicle, and the rear air in the vehicle front-rear direction of the power unit in the power unit chamber, between the cooling unit and the cooling blower A lead that is led, and a rear battery that is disposed on the rear side in the vehicle front-rear direction with respect to the cooling fan, and that stores power supplied to the power unit. A battery chamber that houses the battery, a warm air introduction duct that communicates the battery chamber with the downstream side of the air flow with respect to the cooling fan, and a first opening / closing portion that opens and closes the warm air introduction duct by operating. I have.

  According to the vehicle battery temperature control structure of the first aspect, when the cooling blower is activated, an air flow that passes through the cooling unit from the front to the rear in the vehicle front-rear direction and is discharged to the outside of the vehicle is generated. Thereby, the cooling unit is cooled. Further, when the cooling blower is activated, a negative pressure is generated in the introduction portion by the air flow, and the air on the rear side in the vehicle front-rear direction of the power unit in the power unit chamber is sucked between the cooling unit and the cooling blower.

  Therefore, for example, when the temperature of the air on the rear side in the vehicle front-rear direction of the power unit in the power unit chamber is equal to or higher than a predetermined value, the cooling blower is operated and the first opening / closing unit is operated to open the warm air introduction duct. The warm air (air) in the power unit chamber heated by the internal combustion engine of the power unit is introduced into the battery chamber through the introduction portion and the warm air introduction duct. Thereby, the battery accommodated in the battery chamber is heated, and the temperature of the battery rises. As a result, a decrease in battery output at low temperatures is suppressed.

  The vehicle battery temperature control structure according to claim 2 is the vehicle battery temperature control structure according to claim 1, wherein the vehicle battery temperature control structure extends rearward in the vehicle front-rear direction from a dash panel that partitions the power unit chamber and the vehicle interior. The cooling fan is disposed, and a floor tunnel for discharging the air flow sent from the cooling fan to the outside of the vehicle from a discharge port opened downward in the vehicle vertical direction is provided, and the warm air introduction duct includes the floor tunnel. Extends from the rear wall portion in the vehicle front-rear direction to the battery chamber.

  According to the vehicle battery temperature control structure of the second aspect, for example, when the cooling air blower is operated when the temperature of the air on the rear side in the vehicle front-rear direction of the power unit in the power unit chamber is equal to or higher than a predetermined value, Warm air in the power unit chamber heated by the internal combustion engine is sucked between the cooling unit and the cooling fan through the introduction portion. This warm air is discharged out of the vehicle through a floor tunnel opening that opens downward in the vehicle vertical direction. At this time, by operating the first opening / closing part to open the warm air introduction duct, warm air is introduced into the battery chamber via the warm air introduction duct extending from the rear wall portion of the floor tunnel in the vehicle front-rear direction to the battery chamber.

  By using the floor tunnel as a part of the flow path that guides the warm air in the power unit chamber to the battery chamber in this way, a new duct or the like is not necessary, so that cost can be reduced.

  The vehicle battery temperature control structure according to claim 3 is the vehicle battery temperature control structure according to claim 1 or 2, wherein the vehicle battery temperature control structure is disposed on the rear side in the vehicle front-rear direction of the power unit in the power unit chamber, An exhaust purification device having a catalyst for purifying exhaust gas discharged from an internal combustion engine; and a heat retaining member that surrounds the exhaust purification device and has an air intake port for taking in air. The portion includes a duct portion that communicates the inside of the heat retaining member and the space between the cooling unit and the cooling fan.

  According to the vehicle battery temperature control structure of the third aspect, the exhaust gas exhausted from the internal combustion engine of the power unit is purified by the exhaust gas purification device. At this time, the air inside the heat retaining member surrounding the exhaust purification device is heated by the heat of the exhaust gas. Therefore, for example, when the temperature of the air inside the heat retaining member is equal to or higher than a predetermined value, the cooling air blower is operated and the first opening / closing part is operated to open the warm air introduction duct, thereby being heated by the exhaust gas. Warm air (air) inside the heat retaining member is introduced into the battery chamber via the duct portion and the warm air introduction duct. Thereby, the battery accommodated in the battery chamber is heated, and the temperature of the battery rises.

  Further, by surrounding the exhaust purification device with a heat retaining member, the catalyst of the exhaust purification device can be quickly heated to a predetermined value or more, for example, immediately after starting the internal combustion engine where the temperature of the exhaust gas is low. Therefore, the catalyst can exhibit the exhaust gas purification function at an early stage.

  The vehicle battery temperature control structure according to claim 4 is the vehicle battery temperature control structure according to any one of claims 1 to 3, wherein the battery chamber, the cooling unit, the cooling fan, There is a discharge duct communicating with the space between the two.

  According to the vehicle battery temperature control structure of the fourth aspect, when the cooling blower is activated, negative pressure is generated in the discharge duct, and the warm air (air) in the battery chamber passes through the discharge duct and the cooling unit, the cooling blower, It is discharged between. As a result, a part of the warm air in the battery chamber discharged from the discharge duct can be reintroduced into the battery chamber. Therefore, the heating efficiency of the battery is improved.

  The vehicle battery temperature control structure according to claim 5 is the vehicle battery temperature control structure according to any one of claims 1 to 4, wherein a battery temperature detection unit that detects the temperature of the battery; A warm air temperature detecting unit for detecting a temperature of air introduced from the power unit chamber into the battery chamber through the warm air introducing duct; and a temperature detected by the battery temperature detecting unit is less than a predetermined value and the warm air temperature detecting unit A first control unit that operates the cooling blower and operates the first opening / closing unit to open the warm air introduction duct when the temperature detected in step (b) is equal to or higher than a predetermined value.

  According to the vehicle battery temperature control structure of the fifth aspect, when the temperature of the battery detected by the battery temperature detection unit is less than the predetermined value and the temperature of the air detected by the warm air temperature detection unit is equal to or higher than the predetermined value. The first control unit operates the cooling blower and operates the first opening / closing unit to open the warm air introduction duct. Accordingly, warm air (air) having a temperature equal to or higher than a predetermined value is introduced from the power unit chamber into the battery chamber via the warm air introduction duct. Therefore, the battery accommodated in the battery chamber is heated, and the temperature of the battery rises.

  Thus, based on the temperature of a battery, etc., a 1st control part controls the action | operation of a cooling fan and a 1st opening / closing part, A battery can be heated efficiently.

  The vehicle battery temperature control structure according to claim 6 is the vehicle battery temperature control structure according to any one of claims 1 to 4, wherein the air conditioner generates air-conditioned air for air-conditioning the passenger compartment. A cold air introduction duct that guides the conditioned air generated by the air conditioner to the battery chamber, a second opening / closing portion that opens and closes the cold air introduction duct by operating, and the cold air is disposed in the battery chamber. A battery blower that sucks conditioned air through the introduction duct.

  According to the vehicle battery temperature control structure of the sixth aspect, when the battery blower operates, the conditioned air generated by the air conditioner is sucked into the battery chamber via the cold air introduction duct. Thereby, the battery accommodated in the battery chamber is cooled. As a result, thermal degradation of the battery in a high-temperature environment or rapid charging is suppressed.

  The vehicle battery temperature control structure according to claim 7 is detected by the battery temperature detection unit for detecting the temperature of the battery and the battery temperature detection unit in the vehicle battery temperature control structure according to claim 6. And a second control unit that operates the air conditioner and the battery blower when the temperature is equal to or higher than a predetermined value, and operates the second opening / closing unit to open the cold air introduction duct.

  According to the vehicle battery temperature control structure of the seventh aspect, the second control unit operates the air conditioner and the battery blower when the battery temperature detected by the battery temperature detection unit is equal to or higher than a predetermined value. Then, the second opening / closing part is operated to open the cold air introduction duct. Thereby, the conditioned air generated by the air conditioner is sucked into the battery chamber through the cold air introduction duct. Therefore, the battery accommodated in the battery chamber is cooled.

  Thus, based on the temperature of a battery, a 2nd control part controls the operation | movement of an air conditioner, a battery air blower, and a 2nd opening-closing part, and can cool a battery efficiently.

  As described above, according to the vehicle battery temperature control structure of the present invention, it is possible to suppress a decrease in battery output at low temperatures.

1 is a perspective view showing a vehicle front portion of a vehicle to which a vehicle electrical temperature control structure according to an embodiment of the present invention is applied. It is an expanded sectional view along line 2-2 in FIG. It is a partially expanded sectional view of FIG. It is a block diagram which shows the battery EUC in one Embodiment of this invention. It is a partially expanded sectional view of FIG.

  Hereinafter, a vehicle battery temperature control structure according to an embodiment of the present invention will be described with reference to the drawings. It should be noted that an arrow FR appropriately shown in each drawing indicates the front side in the vehicle front-rear direction, an arrow UP indicates the upper side in the vehicle vertical direction, and an arrow OUT indicates the outer side in the vehicle width direction (outside the passenger compartment). In the following description, the vehicle front-rear direction may be simply abbreviated as front-rear, and the vehicle upper direction may be simply abbreviated as up-down.

  First, the configuration of a vehicle front portion 12F of a vehicle (automobile) 12 to which the vehicle battery temperature control structure 10 according to the present embodiment is applied will be described. FIG. 1 is a perspective view showing a vehicle front portion 12F of a vehicle 12 to which a vehicle battery temperature control structure 10 according to the present embodiment is applied. FIG. 2 shows a line 2-2 in FIG. An enlarged cross-sectional view along is shown.

(Configuration of power unit room and power unit)
As shown in FIG. 2, a power unit chamber 14 is formed in the vehicle front portion 12F. A power unit 16 is disposed in the power unit chamber 14. The power unit 16 includes an engine 16E as an internal combustion engine that is a driving source for driving the front wheel 18, and an electric motor that is driven by receiving power supplied from a battery pack 84 to be described later. That is, the vehicle 12 is a hybrid vehicle including an engine 16E that generates a driving force for driving the vehicle 12 and an electric motor. The engine 16E and the electric motor as drive sources may be configured to drive at least one of the front wheel 18 and a rear wheel (not shown).

  An exhaust pipe 56 is connected to the engine 16E of the power unit 16 via an exhaust manifold 52 and a catalytic converter 54 as an exhaust purification device described later. The exhaust pipe 56 reaches the rear portion of the vehicle 12 through a floor tunnel 40 described later.

A front bumper reinforcement 22, a front bumper cover 24, and a grill 26 are disposed at the front end of the power unit chamber 14. The front bumper cover 24 constitutes a part of the front bumper 20 and is arranged with the vehicle width direction as a longitudinal direction, as shown in FIG. As shown in FIG. 2, the front bumper cover 24 is formed with an outside air inlet 24 </ b> A for taking outside air into the power unit chamber 14. The outside air inlet 24A opens the front bumper cover 24 in the vehicle front-rear direction, and traveling wind (arrow F ₁ ) can be taken into the power unit chamber 14 from the outside air inlet 24A as the vehicle 12 travels. Yes. The traveling wind taken into the power unit chamber 14 flows rearward along the under cover 28 that covers the power unit 16 from below, and cools a cooling unit 42 described later (arrow F ₁ ).

The under cover 28 is formed with an outside air introduction duct 30 that guides the traveling wind flowing between the road surface and the cooling unit 42 (in the floor tunnel 40). The outside air introduction duct 30 is formed with an outside air inlet 30A that opens toward the road surface in front of the floor tunnel 40 in the under cover 28. From the outside air introduction duct 30, traveling wind (arrow F ₂ ) taken into the power unit chamber 14 from the outside air inlet 30 A as the vehicle 12 travels is guided to the cooling unit 42.

  On the other hand, a dash panel 32 that partitions the power unit chamber 14 and the vehicle compartment C is disposed at the rear end of the power unit chamber 14. The dash panel 32 is supported by a dash cross member 34 extending in the vehicle width direction, and is joined to the front end portion of the floor panel 36 at a lower portion thereof. A cowl 38 is joined to the upper portion of the dash panel 32.

  A floor tunnel 40 having a substantially U-shaped cross section that extends rearward from the lower portion of the dash panel 32 and has an opening on the lower side is formed at the center of the floor panel 36 in the vehicle width direction. The floor tunnel 40 has an inflow port 40A that opens forward at the front end portion thereof, and a discharge port 40B that opens downward at the rear end side. Further, the rear wall portion 40R of the floor tunnel 40 is inclined so that the upper end portion is positioned forward with respect to the lower end portion.

(Configuration of cooling unit and cooling fan)
A cooling unit 42 is disposed behind the power unit 16 in the lower part of the power unit chamber 14. The cooling unit 42 is disposed adjacent to the dash panel 32 on the front side of the dash panel 32. The cooling unit 42 is disposed in front of the floor tunnel 40 so as to cover an inflow port 40A formed at the front end of the floor tunnel 40. The cooling unit 42 includes a radiator 44 and a condenser 46. The cooling unit 42 may be arranged on the front end side in the floor tunnel 40.

  The radiator 44 is an air-cooled heat exchanger that exchanges heat between the coolant (cooling water) circulated with the engine 16E of the power unit 16 and air to cool the coolant. The radiator 44 is connected to a water jacket (not shown) in the engine 16E of the power unit 16 by a radiator hose (not shown), and a coolant is circulated between the radiator and the water jacket.

  A capacitor 46 is disposed in front of the radiator 44. The condenser 46 constitutes a refrigeration cycle of an air conditioner 70 (to be described later) together with an evaporator, a compressor, an expansion valve (not shown), piping for circulating an air conditioner refrigerant therebetween, and the like. The condenser 46 is an air-cooled heat exchanger (condenser) that exchanges heat between the air-conditioner refrigerant and air and cools the air-conditioner refrigerant.

  A cooling fan 48 as a cooling fan is disposed behind the cooling unit 42. The cooling unit 42 and the cooling fan 48 are arranged at an interval in the front-rear direction, and are integrated via a fan shroud 50 as a shroud. Between the cooling unit 42 and the cooling fan 48, a front flow path 50 </ b> A covered with the front portion of the fan shroud 50 is formed.

The cooling fan 48 is an electric blower, and is arranged to generate an air flow (cooling air, arrow F ₃ ) that passes through the cooling unit 42 when operated. That is, when the cooling fan 48 is operated, an air flow passing through the cooling unit 42 from the front to the rear is generated. This air flow is sent to the rear of the cooling unit 42 through the front flow path 50A of the fan shroud 50 (arrow F ₃ ).

A rear flow path 50 </ b> B covered with the rear portion of the fan shroud 50 is formed behind the cooling fan 48. A shroud outlet 50 </ b> C that opens downward is formed at the rear of the fan shroud 50. Further, the rear wall portion 50R of the fan shroud 50 is inclined along the rear wall portion 40R of the floor tunnel 40 and overlapped with the rear wall portion 40R. Thereby, the air flow (arrow F ₃ ) sent rearward from the cooling fan 48 flows along the rear wall portion 50R of the fan shroud 50, passes through the shroud outlet 50C, and exits from the outlet 40B of the floor tunnel 40 to the outside of the vehicle. It is supposed to be discharged. Further, the fan shroud 50 and the rear wall portions 40R, 50R of the floor tunnel 40 are respectively formed with warm air introduction ports 92 to which the other end portions of a warm air introduction duct 90 described later are connected.

  Note that the engine ECU is electrically connected to the cooling fan 48. The engine ECU operates the cooling fan 48 to cool the radiator 44 of the cooling unit 42 when the temperature of the cooling liquid for cooling the engine 16E of the power unit 16 is equal to or higher than a predetermined value, and the temperature of the cooling liquid is predetermined. When it is less than the value, the operation of the cooling fan 48 is stopped.

In addition, the traveling wind (arrows F ₁ and F ₂ ) taken into the power unit chamber 14 from the outside air inlet 24A of the front bumper cover 24 and the outside air introduction duct 30 of the under cover 28 as the vehicle 12 travels as described above. Then, it passes through the cooling unit 42 and flows into the front flow path 50 </ b> A in the fan shroud 50. The traveling wind that has flowed into the front channel 50A passes through the cooling fan 48, and is discharged from the outlet 40B of the floor tunnel 40 to the outside of the vehicle via the rear channel 50B in the fan shroud 50. That is, in the present embodiment, not only the traveling wind (arrows F ₁ and F ₂ ) taken into the power unit chamber 14 as the vehicle 12 travels but also the air flow (arrow F ₃ ) due to the operation of the cooling fan 48. The cooling unit 42 is cooled.

(Composition of catalytic converter)
A catalytic converter 54 is disposed in the power unit chamber 14. The catalytic converter 54 is a purification device that purifies exhaust gas discharged from the engine 16E of the power unit 16 through the exhaust manifold 52, and is disposed between the power unit 16 and the dash panel 32. That is, the catalytic converter 54 is disposed on the front side with respect to the dash panel 32.

  The catalytic converter 54 is arranged with the vehicle width direction as a longitudinal direction, and a catalyst holding body (not shown) that holds the catalyst is accommodated therein. The catalyst is configured to contain a noble metal such as platinum, palladium, or rhodium, and has a purification function (purification action) for purifying exhaust gas flowing into the catalytic converter 54.

  An exhaust manifold 52 is connected to one end portion of the catalytic converter 54 in the longitudinal direction, and exhaust gas discharged from the engine 16E flows into the catalytic converter 54 via the exhaust manifold 52. On the other hand, an exhaust pipe 56 is connected to the other longitudinal end of the catalytic converter 54, and the exhaust gas that has passed through the catalytic converter 54 and has been purified passes through the exhaust pipe 56 and a muffler (not shown) from the rear of the vehicle. It is designed to be discharged outside the vehicle.

(Configuration of heat insulator)
As shown in FIG. 3, the catalytic converter 54 is surrounded (covered) by a heat insulator 60 as a heat retaining member. The heat insulator 60 is made of, for example, a metal having heat retention properties such as aluminum. The heat insulator 60 includes a main body portion 62 surrounding the catalytic converter 54 and a duct portion 64 as an introduction portion that communicates the inside of the main body portion 62 and the front flow path 50A in the fan shroud 50. .

  The main body 62 of the heat insulator 60 is formed in a cylindrical shape, and an accommodation chamber 62A for accommodating the catalytic converter 54 is formed therein. Both ends in the longitudinal direction of the main body 62 are joined to both ends in the longitudinal direction of the catalytic converter 54 (not shown) by welding or the like.

  A duct portion 64 extending from the rear portion to the above-described fan shroud 50 is integrally provided at the rear portion of the main body portion 62. The front end portion of the duct portion 64 is inserted into a connection port 58 formed in the upper wall portion of the fan shroud 50. The duct portion 64 communicates the storage chamber 62A in the main body portion 62 with the front flow path 50A in the fan shroud 50. That is, the air behind the power unit 16 in the power unit chamber 14 is guided between the cooling unit 42 and the cooling fan 48 by the duct portion 64.

  On the other hand, an air inlet 62 </ b> B for taking air into the accommodation chamber 62 </ b> A in the main body 62 is formed in the lower part of the main body 62. The air intake 62B is opened downward and forward. Air in the power unit chamber 14 can flow into the accommodation chamber 62 </ b> A in the main body 62 of the heat insulator 60 from the air inlet 62 </ b> B.

(Configuration of air conditioner)
An instrument panel 68 is disposed behind the dash panel 32. An air conditioning case 72 constituting an air conditioner (air conditioner unit) 70 is disposed between the dash panel 32 and the instrument panel 68.

  On the front end side of the air conditioning case 72, an outside air duct (not shown) for taking in air outside the vehicle is connected to an air conditioning chamber 72A formed inside the air conditioning case 72. On the other hand, an air duct (not shown) for taking in the air in the passenger compartment C into the air conditioning room 72A is connected to the rear end side of the air conditioning case 72. In addition, the air conditioning case 72 is provided with an outside / inside air switching damper (not shown) that opens and closes the outside air duct and the inside air duct and allows air (outside air, inside air) to be taken into the air conditioning chamber 72A from at least one of the outside air duct and the inside air duct. It has been.

  Further, a register nozzle 74 and a defroster nozzle 76 for blowing the air for air conditioning in the air conditioning chamber 72A into the passenger compartment C are connected to the rear end side of the air conditioning case 72. Further, in the air conditioning case 72, a register nozzle 74 and a defroster nozzle 76 are opened and closed, respectively, and an air outlet switching damper (not shown) that allows air for air conditioning to be blown out from at least one of the register nozzle 74 and the defroster nozzle 76 into the passenger compartment C. Is provided.

  In the air conditioning chamber 72A of the air conditioning case 72, an evaporator and a heater core (not shown) are arranged. The evaporator (evaporator) constitutes the refrigeration cycle of the air conditioner 70 together with the condenser 46 described above, and exchanges heat between the air-conditioning air flowing through the air-conditioning chamber 72A and the air-conditioning refrigerant, thereby removing latent heat of evaporation from the air-conditioning air. And a cooling heat exchanger for cooling the air-conditioning air. The heater core is a heating heat exchanger that heat-exchanges the air-conditioning air by heat-exchanging the coolant (heat medium) circulating between the engine 16E of the power unit 16 and the air-conditioning air flowing through the air-conditioning chamber 72A. .

  In the air conditioning chamber 72A of the air conditioning case 72, an air conditioning blower 78 as an air conditioning blower is disposed. The air-conditioning blower 78 is an electric blower. When operated, the air-conditioning blower 78 sucks outside air or the like from the above-described outside air duct or the like into the air-conditioning chamber 72A, and sends out the sucked outside air or the like toward the evaporator or the heater core. The temperature of the air-conditioning air sent to the evaporator or heater core by the air-conditioning blower 78 is adjusted by heat exchange with these evaporators or heater cores. Thereby, the temperature-conditioned air is generated. This conditioned air is blown into the passenger compartment C from the register nozzle 74 or the like. The air conditioning case 72 is connected to the other end of a cool air introduction duct 94 described later.

  In addition, a cooling ECU (not shown) is electrically connected to the air conditioner 70, and the cooling ECU operates in a cooling mode and a heating mode. In the cooling mode, the above-described evaporator and air-conditioning air are heat-exchanged to generate cooled air-conditioning air for cooling. On the other hand, in the heating mode, the above-described heater core and air-conditioning air are heat-exchanged to form heated air-conditioning air for heating.

(Configuration of battery pack and battery compartment)
A battery case 80 is provided behind the floor tunnel 40. The battery case 80 is formed in a box shape and is supported by a skeleton member of a vehicle body (not shown). A battery pack 84 as a battery is accommodated in a battery chamber 82 formed in the battery case 80. The battery pack 84 stores electric power for driving the electric motor of the power unit 16, and for example, a chargeable / dischargeable lithium ion secondary battery is used.

  One end of the warm air introduction duct 90 is connected to the front wall portion of the battery case 80. The other ends of the warm air introduction duct 90 are connected to the above-described fan shroud 50 and the warm air introduction port 92 of the floor tunnel 40, respectively. The warm air introduction duct 90 communicates the rear flow path 50 </ b> B in the fan shroud 50 and the battery chamber 82. That is, the downstream side of the air flow with respect to the cooling fan 48 and the battery chamber 82 are communicated with each other by the warm air introduction duct 90. The warm air introduction duct 90 extends rearward from the rear wall 40R of the floor tunnel 40 toward the battery chamber 82. The air sent backward from the cooling fan 48 can be introduced into the battery chamber 82 via the warm air introduction duct 90.

  In addition, one end of a cold air introduction duct 94 is connected to the battery chamber 82. The cold air introduction duct 94 extends upward from the upper wall portion of the battery case 80. The upper portion of the cold air introduction duct 94 is divided into two parts, and is formed in the passenger compartment side introduction portion 94A connected to the cold air introduction port 96A formed in the instrument panel 68 and the air conditioning case 72 of the air conditioner 70. It is divided into an air conditioning room side introduction portion 94B connected to the cold air introduction port 96B. The vehicle compartment C and the air conditioning chamber 72A and the battery chamber 82 are communicated with each other by the cold air introduction duct 94, and the conditioned air (cold air) in the vehicle compartment C and the air conditioning chamber 72A can be introduced into the battery chamber 82. Yes. The air conditioning case 72 is provided with a damper 98 for opening and closing the air conditioning room side introduction port 96A, that is, the air conditioning room side introduction part 94B.

  Further, a switching damper 100 as a first opening / closing part and a second opening / closing part for opening and closing the warm air introduction duct 90 and the cold air introduction duct 94 is provided in the warm air introduction duct 90. One end of the switching damper 100 is rotatably supported by the warm air introduction duct 90, and a warm air introduction position that opens the warm air introduction duct 90 and closes the cold air introduction duct 94, and conversely, the warm air introduction duct. It is possible to move between a cold air introduction position that closes 90 and opens the cold air introduction duct 94.

  On the other hand, one end portion of the discharge duct 102 is connected to the rear end side of the upper wall portion of the battery case 80. The discharge duct 102 passes above the battery case 80 and extends forward, and penetrates the front end portion of the floor tunnel 40 in the vertical direction. The other end of the discharge duct 102 is connected to a connection port 58 formed in the upper wall portion of the fan shroud 50. The discharge duct 102 communicates the battery chamber 82 with the front flow path 50A of the fan shroud 50. That is, the discharge duct 102 communicates the battery chamber 82 and the space between the cooling unit 42 and the cooling fan 48. Thereby, the air in the battery chamber 82 can be discharged to the front flow path 50 </ b> A of the fan shroud 50 through the discharge duct 102.

  Further, a battery fan 104 as a battery blower is disposed in the battery chamber 82. The battery fan 104 is an electric blower, and operates to suck air from the warm air introduction duct 90 or the cold air introduction duct 94 into the battery chamber 82 and to discharge the sucked air to the discharge duct 102. Yes.

(Configuration of battery ECU)
As shown in FIG. 4, the cooling fan 48, the battery fan 104, the damper 98, and the switching damper 100 described above include a battery ECU (Electronic Control Unit) 110 as a first control unit and a second control unit. Electrically connected. The battery ECU 110 is configured to include a CPU and a storage unit configured by a nonvolatile memory or the like. In this storage unit, a control program executed by the CPU and a first threshold value and a second threshold value of the temperature of the battery pack 84 are stored in advance. For example, the first threshold is set to a temperature at which the output of the battery pack 84 decreases due to low temperature. On the other hand, the second threshold value is set higher than the first threshold value, and for example, a temperature at which the battery pack 84 is thermally deteriorated is set. In addition, the heating start temperature is stored in advance in the storage unit. As the heating start temperature, for example, the temperature of air (warm air) necessary for heating the battery pack 84 is set.

  Further, the battery ECU 110 includes a battery temperature sensor 112 as a battery temperature detection unit that detects the temperature of the battery pack 84 and a warm air temperature detection sensor 114 that detects the temperature of the air in the rear passage 50B of the fan shroud 50. The temperature signals detected by the battery temperature sensor 112 and the warm air temperature detection sensor 114 (hereinafter also referred to as “detected temperature”) are input. The battery ECU 110 is electrically connected to an air conditioning ECU 88 that controls the overall operation of the air conditioner 70. The battery ECU 110 operates the cooling fan 48, the battery fan 104, the damper 98, the switching damper 100, the battery ECU, and the like based on the temperature information input from the battery temperature sensor 112 and the warm air temperature detection sensor 114. It comes to control.

  Next, the operation of this embodiment will be described.

(Battery heating process)
First, control of the battery ECU 110 will be described. The battery ECU 110 is executed, for example, when the engine 16E of the power unit 16 is operated. When the battery ECU 110 is executed, temperature information of the battery pack 84 detected by the battery temperature sensor 112 (hereinafter referred to as “battery detection temperature”) is input to the battery ECU 110. For example, when the battery ECU 110 determines that the detected battery temperature is lower than the first threshold value in a low temperature environment (low temperature) such as winter, the battery ECU 110 performs a battery heating process.

Specifically, first, the switching damper 100 is operated to close the warm air introduction duct 90, and the cooling fan 48 is operated. Thus, as shown in FIG. 2, the air flow passing through the cooling unit 42 from the front to the rear (arrow F ₃₎ is generated. This air flow passes through the front flow path 50A and the rear flow path 50B in the fan shroud 50 and is discharged from the discharge port 40B of the floor tunnel 40 to the outside of the vehicle.

Further, when an air flow (arrow F ₃ ) is generated, a negative pressure is generated in the duct portion 64 of the heat insulator 60. With this negative pressure, as shown in FIG. 3, the air in the accommodation chamber 62 </ b> A of the heat insulator 60 is sucked into the front flow path 50 </ b> A in the fan shroud 50 through the duct portion 64 (arrow F _A ). The air in the accommodation chamber 62A sucked into the front channel 50A is discharged out of the vehicle from the outlet 40B of the floor tunnel 40 through the rear channel 50B (arrow F _A ). On the other hand, the air in the power unit chamber 14 is taken into the accommodation chamber 62A of the heat insulator 60 from the air intake port 62B (arrow F _B ).

  Here, in a state where the engine 16E of the power unit 16 is operated, the exhaust gas discharged from the engine 16E is supplied to the catalytic converter 54 via the exhaust manifold 52, and the exhaust gas is purified by the catalytic converter 54. At this time, the air in the storage chamber 62A of the heat insulator 60 surrounding the catalytic converter 54 is heated by the heat of the exhaust gas. Accordingly, when the cooling unit 42 is operated, warm air in the accommodation chamber 62A of the heat insulator 60 heated by the heat of the exhaust gas is sucked into the front flow path 50A in the fan shroud 50 through the duct portion 64. This warm air is mixed with the air that has passed through the cooling unit 42 from the front to the rear, and is discharged from the outlet 40B of the floor tunnel 40 to the outside through the rear flow path 50B. As a result, the temperature of the air flowing through the rear flow path 50B in the fan shroud 50 increases.

When the battery ECU 110 determines that the temperature of the air in the rear passage 50B in the fan shroud 50 detected by the warm air temperature detection sensor 114 is equal to or higher than the heating start temperature, the battery ECU 110 operates the switching damper 100 to warm air. The introduction duct 90 is opened and the battery fan 104 is operated. As a result, warm air that is equal to or higher than the heating start temperature is introduced from the rear flow path 50B in the fan shroud 50 into the battery chamber 82 via the warm air introduction duct 90 (arrow F _C ). Thereby, the battery pack 84 in the battery chamber 82 is heated, and the temperature of the battery pack 84 rises.

The warm air introduced into the battery chamber 82 is discharged to the front flow path 50A in the fan shroud 50 via the discharge duct 102 (arrow F _D ). A part of the warm air discharged to the front flow path 50A is again introduced into the battery chamber 82 through the rear flow path 50B of the fan shroud 50 and the warm air introduction duct 90.

  Thereafter, when the battery ECU 110 determines that the detected battery temperature is equal to or higher than the first threshold value, the battery ECU 110 stops the cooling fan 48 and the battery fan 104, operates the switching damper 100, and closes the warm air introduction duct 90. The heat treatment is finished.

  Thus, in this embodiment, the battery pack 84 in the battery chamber 82 is heated by introducing the air in the accommodation chamber 62A of the heat insulator 60 heated by the heat of the exhaust gas into the battery chamber 82. Thereby, since the temperature of battery pack 84 rises, the fall of the output of battery pack 84 at the time of low temperature is controlled.

  Further, since the catalytic converter 54 is disposed on the rear side of the power unit 16 in the power unit chamber 14, the distance between the engine 16E and the catalytic converter 54 is shortened, so that heat loss of the exhaust gas is reduced. Further, the catalytic converter 54 is disposed in the power unit chamber 14 in which the engine 16E as a heat source is disposed. Thereby, the air in the accommodation chamber 62A in the heat insulator 60 is easily warmed. Therefore, the temperature of the battery pack 84 can be raised early.

  Further, by surrounding the catalytic converter 54 with the heat insulator 60, for example, immediately after the engine 16E of the power unit 16 where the temperature of the exhaust gas is low, the catalyst in the catalytic converter 54 becomes higher than a predetermined temperature at which the catalyst is activated. It can be heated early. As a result, the catalyst can exhibit the exhaust gas purification function at an early stage.

  Further, by using the cooling fan 48 for cooling the cooling unit 42, the warm air in the housing chamber 62A of the heat insulator 60 is introduced into the battery chamber 82, thereby reducing the output of the battery pack 84 while reducing the number of parts. Can be suppressed.

  Further, the battery ECU 110 controls the operation of the cooling fan 48, the battery fan 104, the switching damper 100, and the like based on the battery detection temperature detected by the battery temperature sensor 112, thereby efficiently controlling the temperature of the battery pack 84. Can be raised.

(Battery cooling process)
On the other hand, for example, when the battery ECU 110 determines that the detected battery temperature is equal to or higher than the second threshold value in a high temperature environment such as summer or during rapid charging, the battery ECU 110 performs a battery cooling process. Specifically, first, the battery ECU 110 operates the air conditioner 70 in the cooling mode via the air conditioning ECU 88. Thereby, the conditioned air (cool air) cooled from the register nozzle 74 or the defroster nozzle 76 is blown out, and the interior of the passenger compartment C is cooled.

Next, the battery ECU 110 operates the switching damper 100 to open the cold air introduction duct 94 and operates the damper 98 to open the air conditioning room side introduction portion 94B. Further, the battery ECU 110 operates the battery fan 104. As a result, as shown in FIG. 5, the cold air (conditioned air) in the passenger compartment C cooled by the air conditioner 70 is sucked into the battery compartment 82 via the passenger compartment side introduction portion 94 </ b> A of the cold introduction duct 94. At the same time, the cold air (air-conditioned air) in the air-conditioning chamber 72A is sucked into the battery chamber 82 via the air-conditioning chamber side introduction portion 94B of the cold air introduction duct 94 (arrow F _E ). Thereby, the battery pack 84 in the battery chamber 82 is cooled, and the temperature of the battery pack 84 decreases.

The cold air introduced into the battery chamber 82 is discharged to the front flow path 50A in the fan shroud 50 via the discharge duct 102 (arrow F _D ). The cold air discharged to the front channel 50A is discharged from the outlet 40B of the floor tunnel 40 to the outside through the rear channel 50B.

  Thereafter, when the battery ECU 110 determines that the detected battery temperature is lower than the second threshold, the battery ECU 110 stops the battery fan 104 and activates the damper 98 to close the air-conditioning room side introduction portion 94B, thus ending the battery cooling process. To do.

  As described above, in the present embodiment, by introducing the conditioned air for cooling generated by the air conditioner 70 into the battery chamber 82, the battery pack 84 in the battery chamber 82 is cooled. Thereby, since the temperature of the battery pack 84 falls, the thermal deterioration of the battery pack 84 in a high temperature environment etc. is suppressed.

  Further, the cold air introduced into the battery chamber 82 passes through the discharge duct 102 and the front flow path 50A and the rear flow path 50B in the fan shroud 50 and is discharged from the discharge port 40B of the floor tunnel 40 to the outside of the vehicle. Thus, by sharing the discharge duct 102 in the battery heating process and the battery cooling process, the number of parts can be reduced. Furthermore, cost reduction can be achieved by using the floor tunnel 40 as a flow path.

  Further, the battery ECU 110 efficiently cools the battery pack 84 by controlling the operation of the battery fan 104, the damper 98, the switching damper 100, and the like based on the battery detected temperature detected by the battery temperature sensor 112 and the like. can do.

  Next, a modified example of the vehicle electrical temperature control structure according to the embodiment will be described.

  In the said embodiment, although the accommodation part 62A of the heat insulator 60 and the front side flow path 50A in the fan shroud 50 were connected by the duct part 64, it was not restricted to this. For example, a communication port as an introduction portion may be formed in the upper wall portion of the fan shroud 50 so that the rear side of the power unit 16 in the power unit chamber 14 communicates with the front flow path 50 </ b> A in the fan shroud 50. In this case, by operating the cooling fan 48, the warm air in the power unit chamber 14 heated by the power unit 16 is sucked into the front flow path 50A in the fan shroud 50 through the communication port. Thereby, the effect similar to the said embodiment can be acquired. Moreover, it is also possible to use the duct part 64 and the communication port mentioned above as an introducing | transducing part. That is, the introduction part can be configured to include at least one of the duct part 64 and the communication port described above.

  In the above embodiment, the battery ECU 110 operates the two fans, that is, the cooling fan 48 and the battery fan 104 in the battery heating process. However, the present invention is not limited to this. The battery fan 104 may be operated as necessary, and the battery ECU 110 may operate at least the cooling fan 48.

  Further, in the above embodiment, in the battery heating process, the battery ECU 110 changes the switching damper based on the temperature of the air in the rear flow path 50B of the fan shroud 50 detected by the warm air temperature detection sensor 114 as the warm air temperature detection unit. Although the operation of 100 etc. was controlled, it is not restricted to this. For example, the temperature inside the power unit chamber 14 or the temperature inside the heat insulator 60 is detected by the warm air temperature detector, and the temperature inside the power unit chamber 14, the temperature inside the heat insulator 60, the temperature inside the fan shroud 50, or these Based on the combination or the like, the battery ECU 110 may control the operation of the switching damper 100 or the like.

  In the above embodiment, in the battery cooling process, the conditioned air (cold air) in the passenger compartment C and the air conditioning room 72A is provided via the two passenger compartment side introduction parts 94A and the air conditioning room side introduction part 94B of the cold air introduction duct 94. Although the example which introduce | transduces into the battery chamber 82 was shown, it is not restricted to this. The conditioned air may be introduced into the battery chamber 82 from at least one of the vehicle compartment C and the air conditioning chamber 72A. For example, when the temperature of the battery pack 84 is equal to or higher than the first predetermined value, the conditioned air in the vehicle compartment C is supplied to the battery chamber 82 via the vehicle compartment side introduction portion 94A without opening the air conditioning chamber side introduction portion 94B. When the temperature of the battery pack 84 is equal to or higher than a second predetermined value higher than the first predetermined value, the damper 98 is operated to open the air conditioning room side introduction part 94B, and the two vehicle compartment side introduction parts 94A and The conditioned air in the vehicle compartment C and the air conditioned room 72A may be introduced into the battery room 82 via the air conditioned room side introduction part 94B.

  The battery ECU 110 can also control the operation of the air conditioner 70 based on the temperature outside the vehicle, the temperature inside the passenger compartment C, the temperature inside the air conditioning chamber 72, or a combination thereof in the battery cooling process. . Further, in the above-described embodiment, an example in which the battery ECU 110 executes the battery heating process and the battery cooling process has been described, but the battery cooling process can be omitted as appropriate. Moreover, you may control a battery heating process and a battery cooling process by a separate control part (a 1st control part, a 2nd control part).

  Moreover, although the example which opens and closes the warm air introduction duct 90 and the cool air introduction duct 94 with one switching damper 100 was shown in the said embodiment, a 1st opening-and-closing damper and a 1st open / close damper are respectively provided in each of the warm air introduction duct 90 and the cold air introduction duct 94. Two open / close dampers may be provided. In this case, the first opening / closing damper that opens and closes the warm air introduction duct 90 becomes the first opening and closing portion, and the second opening and closing damper that opens and closes the cold air introduction duct 94 becomes the second opening and closing portion.

  Moreover, although the example which connected the discharge duct 102 to the front side flow path 50A in the fan shroud 50 was shown in the said embodiment, it is not restricted to this. For example, the discharge duct 102 may be connected to the rear flow path 50 </ b> B in the fan shroud 50. Further, the discharge duct 102 may be extended downward from the battery case 80, and the air in the battery case 80 may be discharged out of the vehicle from the discharge port formed in the floor panel 36.

  Moreover, in the said embodiment, although the example which has arrange | positioned the battery case 80 in the back of the floor tunnel 40 was shown, it is not restricted to this. The battery case 80 may be disposed on the rear side with respect to the cooling fan 48 serving as a cooling fan. For example, the battery case 80 may be disposed under the floor panel 36.

  Furthermore, although the cooling unit 42 and the cooling fan 48 are integrated by the fan shroud 50 in the above embodiment, the present invention is not limited to this. For example, the cooling unit 42 and the cooling fan 48 may be configured separately. The fan shroud 50 can be omitted as appropriate. In this case, the floor tunnel 40 functions as a flow path that guides the warm air in the power unit chamber 14 to the warm air introduction duct 90. Furthermore, the cooling unit 42, the cooling fan 48, and the like can be arranged at a position away from the floor tunnel 40. Furthermore, the cooling unit 42 may be configured to include at least one of the radiator 44 and the condenser 46.

  As mentioned above, although one embodiment of the present invention was described, the present invention is not limited to such an embodiment, and one embodiment and various modifications may be used in combination as appropriate, and the gist of the present invention will be described. Of course, various embodiments can be implemented without departing from the scope.

DESCRIPTION OF SYMBOLS 10 Vehicle battery temperature control structure 12 Vehicle 12F Vehicle front part 14 Power unit chamber 16 Power unit 16E Engine (internal combustion engine)
32 dash panel 40 floor tunnel 40B outlet 40R rear wall 42 cooling unit 48 cooling fan (cooling fan)
54 Catalytic converter (exhaust gas purification device)
60 Heat insulator (heat insulation member)
62B Air intake 64 Duct section (introduction section)
70 Air Conditioner 82 Battery Chamber 84 Battery Pack (Battery)
90 Warm air introduction duct 94 Cold air introduction duct 100 Switching damper (first opening / closing portion, second opening / closing portion)
102 Discharge duct 104 Fan for battery (blower for battery)
110 Battery ECU (first control unit, second control unit)
112 Battery temperature sensor (battery temperature detector)
114 Warm-up temperature detection sensor (warm-up temperature detection unit)
C compartment

Claims (7)

A power unit that is disposed in a power unit chamber provided in a front portion of the vehicle and includes an internal combustion engine that generates a driving force for driving the vehicle;
A cooling unit that is arranged on the rear side in the vehicle front-rear direction with respect to the power unit and is cooled by heat exchange with air;
A cooling blower that is arranged behind the cooling unit in the vehicle front-rear direction and operates to generate an air flow that passes through the cooling unit from the front to the rear in the vehicle front-rear direction and is discharged outside the vehicle;
An introduction part for guiding the air in the vehicle front-rear direction of the power unit in the power unit chamber between the cooling unit and the cooling fan;
A battery chamber that houses a battery that stores electric power supplied to the power unit, arranged on the rear side in the vehicle longitudinal direction with respect to the cooling fan;
A warm air introduction duct communicating the downstream side of the air flow with respect to the cooling fan and the battery chamber;
A first opening / closing portion that opens and closes the warm air introduction duct by operating;
A vehicle battery temperature control structure comprising: A dash panel that divides the power unit chamber and the vehicle compartment extends rearward in the vehicle front-rear direction, and the cooling blower is disposed therein, and the air flow sent from the cooling blower is opened downward in the vehicle vertical direction. Equipped with a floor tunnel that discharges from the exhaust outlet
The warm air introduction duct extends from the rear wall portion of the floor tunnel in the vehicle front-rear direction to the battery chamber.
The vehicle battery temperature control structure according to claim 1. An exhaust purification device having a catalyst for purifying exhaust gas exhausted from the internal combustion engine, disposed on the rear side in the vehicle front-rear direction of the power unit in the power unit chamber;
A heat retaining member that surrounds the exhaust purification device and in which an air intake for taking in air is formed;
With
The introduction portion includes a duct portion that communicates the inside of the heat retaining member and the space between the cooling unit and the cooling fan.
The vehicle battery temperature control structure according to claim 1 or 2. An exhaust duct communicating the battery chamber and a space between the cooling unit and the cooling fan;
The vehicle battery temperature control structure according to any one of claims 1 to 3. A battery temperature detector for detecting the temperature of the battery;
A warm air temperature detecting unit for detecting a temperature of air introduced from the power unit chamber into the battery chamber through the warm air introducing duct;
When the temperature detected by the battery temperature detection unit is less than a predetermined value and the temperature detected by the warm air temperature detection unit is greater than or equal to a predetermined value, the cooling blower is operated and the first opening / closing unit is operated. A first control unit for opening the warm air introduction duct;
The vehicle battery temperature control structure according to any one of claims 1 to 4, further comprising: An air conditioner for generating conditioned air for air conditioning the vehicle interior;
A cold air introduction duct for guiding the conditioned air generated by the air conditioner to the battery chamber;
A second opening / closing part that opens and closes the cold air introduction duct by operating;
A battery blower that is disposed in the battery chamber and sucks conditioned air into the battery chamber via the cold air introduction duct;
The vehicle battery temperature control structure according to any one of claims 1 to 4, further comprising: A battery temperature detector for detecting the temperature of the battery;
Second control for operating the air conditioner and the battery blower and operating the second opening / closing unit to open the cold air introduction duct when the temperature detected by the battery temperature detection unit is equal to or higher than a predetermined value. And
The vehicle battery temperature control structure according to claim 6, comprising:

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