JP2015141833A - Battery pack cooling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a battery pack cooling device capable of cooling a storage battery and also capable of attenuating vibrations of a storage battery due to vibrations of a vehicle.SOLUTION: A battery pack cooling device includes a battery pack support. The battery pack support can contain a refrigerant at the inside thereof, and includes a refrigerant inlet having a check valve and a refrigerant outlet having a check valve. When the battery pack vibrates, the battery pack support is expanded or contacted, thereby allowing the refrigerant to flow so that the storage battery is cooled, and also absorbs vibrations of the storage battery.

Description

  The present invention relates to a battery pack cooling device mounted on a vehicle.

  Many vehicles equipped with electric motors such as electric cars and hybrid cars as a drive source have a battery pack including a storage battery having a large power capacity inside. Generally, a storage battery generates heat when charging or discharging. When a storage battery is hot, charging or discharging of the storage battery may cause performance degradation. Therefore, a battery pack cooling device provided with a storage battery cooling mechanism is known.

  For example, one of the conventional battery pack cooling devices (hereinafter also referred to as “conventional device”) causes the refrigerant (cooling air) to flow by a valve driven by vibration. This valve operates like a fan by rotating and oscillating about a fulcrum as the battery pack vibrates, so that the refrigerant can be taken into the interior of the conventional apparatus from the air inlet. The refrigerant flows between the secondary batteries included in the conventional device and is discharged from the exhaust port.

JP 2006-172798 A

  By the way, in addition to the high temperature of the storage battery, vibration can also cause deterioration of the performance of the storage battery. However, the conventional apparatus is not considered to suppress the vibration of the storage battery. Therefore, in order to suppress the vibration of the storage battery, it is necessary to separately provide a mechanism for attenuating the vibration of the storage battery.

  Therefore, one of the objects of the present invention is to provide a battery pack cooling device that can cool the storage battery and attenuate the vibration of the storage battery caused by the vibration of the vehicle.

  In order to achieve the above object, a battery pack cooling device of the present invention (hereinafter also referred to as “the present device”) includes a power storage unit and a support unit.

  The power storage unit includes at least one storage battery, is fixed to a vehicle with the support portion interposed therebetween, and includes a refrigerant inlet and an outlet for cooling the storage battery.

  Further, the support portion can include the refrigerant therein, and is provided with a refrigerant inlet and a check valve including a check valve that expands or contracts according to a change in a distance between the power storage unit and the vehicle. A refrigerant outlet is provided, and when expanded, the refrigerant flows into the support part from the refrigerant inlet, and when contracted, the refrigerant flows out of the support part from the refrigerant outlet.

  In addition, the inlet is in communication with the refrigerant outlet, or the outlet is in communication with the refrigerant inlet.

  When the vehicle vibrates, an inertial force acts on the power storage unit, and as a result, the power storage unit moves relative to the vehicle, so that the support unit expands or contracts. When the support part expands, the volume inside the support part increases, so that a refrigerant (for example, cooling air) flows into the support part from the refrigerant inlet of the support part. On the other hand, when the support portion contracts, the volume inside the support portion decreases, so that the refrigerant flows out of the support portion from the refrigerant outlet of the support portion. As a result of repeated expansion and contraction of the support portion due to the vibration of the vehicle, the support portion functions as a pump for flowing the refrigerant.

  If the refrigerant outlet of the support part communicates with the refrigerant inlet of the power storage part, the support part acts as a pump that supplies the refrigerant to the storage battery. On the other hand, if the refrigerant inlet of the support part communicates with the refrigerant outlet of the power storage part, the support part acts as a pump that sucks the refrigerant from the storage battery. Therefore, according to this invention apparatus, since a refrigerant | coolant flows through the inside of a storage battery with the vibration of a vehicle, a storage battery is cooled.

  In addition, when the power storage unit vibrates with respect to the vehicle, the support unit attenuates the vibration. Therefore, the vehicle on which the device of the present invention is mounted does not need to further include a vibration preventing mechanism in addition to the battery pack cooling device.

  Note that the refrigerant outlet of the support portion may communicate with the refrigerant inlet of the storage battery, and the refrigerant inlet of another support portion may communicate with the refrigerant outlet of the storage battery.

It is a schematic structure figure of a battery pack cooling device (this system) concerning an embodiment of the present invention. It is a detailed block diagram of this system. It is a schematic block diagram of the battery pack which concerns on this system. It is a schematic block diagram of the battery pack support body which concerns on this system. It is a schematic block diagram of the intake pump with which a battery pack support body (support body) is provided. It is a figure showing the intake flow and exhaust flow which flow inside the support body. It is a schematic block diagram of the intake duct and exhaust duct joined to a support body. It is a figure showing a mode that an intake duct and an exhaust duct are joined to a support body. It is a longitudinal cross-sectional view showing a mode that cooling air flows in this system. It is a transverse cross section showing signs that cooling air flows through this system.

  Hereinafter, a battery system according to an embodiment of the present invention (hereinafter also referred to as “the present system”) will be described with reference to the drawings. This system is mounted on an electric vehicle (not shown) (hereinafter also simply referred to as “vehicle”).

  FIG. 1A shows a schematic configuration of the present system. The system includes a battery pack 11, an intake side support 12, an exhaust side support 13, a first intake duct 14A, a second intake duct 14B, a first exhaust duct 15A, a second exhaust duct 15B, an upper cover 16 and a lower side. A cover 17 is included.

  The battery pack 11 includes a storage battery inside. The intake side support body 12 and the exhaust side support body 13 have elasticity. The intake side support 12 is fixed to the upper surface of the battery pack 11 and supplies cooling air (refrigerant) to the battery pack 11. The exhaust-side support 13 is fixed to the lower surface of the battery pack 11 and sucks the cooling air that has passed through the battery pack 11.

  The first intake duct 14 </ b> A and the second intake duct 14 </ b> B supply cooling air to the intake side support 12. Cooling air that has passed through the battery pack 11 from the exhaust-side support 13 is supplied to the first exhaust duct 15A and the second exhaust duct 15B.

The upper cover 16 covers the first intake duct 14A, the second intake duct 14B, the intake-side support 12 and the battery pack 11 from the upper side. The intake side support 12 is fixed to the inner surface of the upper cover 16. The lower cover 17 covers the first exhaust duct 15A, the second exhaust duct 15B, the exhaust support 13 and the like from below. The exhaust side support 13 is fixed to the inner surface of the lower cover 17.
The upper cover 16 and the lower cover 17 are joined to each other and further fixed to the vehicle. The upper cover 16 and the lower cover 17 joined to each other are also simply referred to as “outer cover” hereinafter.

  1 [B] and [C] represent an outline of the operation of the system. When the vehicle vibrates, the outer cover fixed to the vehicle also vibrates with the vehicle. At this time, since an inertial force acts on the battery pack 11, each of the intake side support body 12 and the exhaust side support body 13 having elasticity expands or contracts, that is, the battery pack 11 moves vertically with respect to the outer cover. As a result, the battery pack vibrates with respect to the outer cover.

  FIG. 1B shows a state in which the battery pack 11 has moved downward with respect to the outer cover. As the battery pack 11 moves, the intake side support 12 expands and the exhaust side support 13 contracts. Since the volume of the space inside the intake side support body 12 increases due to the expansion of the intake side support body 12, the cooling air supplied from the first intake duct 14A and the second intake duct 14B flows into the intake side support body 12 and accumulates. Is done. On the other hand, since the volume of the space inside the exhaust side support 13 is reduced due to the contraction of the exhaust side support 13, the cooling air inside the exhaust side support 13 flows out to the first exhaust duct 15A and the second exhaust duct 15B.

  FIG. 1C shows a state in which the battery pack 11 has moved upward relative to the outer cover. As the battery pack 11 moves, the intake side support 12 contracts and the exhaust side support 13 expands. As the intake side support 12 contracts, the cooling air inside the intake side support 12 is supplied into the battery pack 11. On the other hand, due to the expansion of the exhaust side support 13, the cooling air inside the battery pack 11 flows into the exhaust side support 13 and accumulates.

  As understood from FIGS. 1B and 1C, the battery pack 11 vibrates with respect to the outer cover, so that the cooling air is (1) the first intake duct 14A and the second intake duct 14B, ( 2) The suction side support 12, (3) the battery pack 11, (4) the exhaust side support 13, (5) the first exhaust duct 15 </ b> A and the second exhaust duct 15 </ b> B move in this order. Therefore, the battery pack 11 is cooled by the cooling air.

  FIG. 2 shows a detailed configuration of the present system. The lower cover 17 includes a first attachment 17A, a second attachment 17B, a third attachment 17C, and a fourth attachment 17D. Bolts (not shown) are inserted through the first fixture 17A to the fourth fixture 17D, and the lower cover 17 is fixed to the vehicle by these bolts.

  FIG. 3A shows a schematic configuration of the battery pack 11. The battery pack 11 includes a plurality of (in this example, “20”) secondary battery cells 21 stacked. The first end plate 22A and the second end plate 22B have a first upper restraint rod 23A, a second upper restraint rod 23B, and a first lower restraint rod 24A (described later) with the plurality of secondary battery cells 21 sandwiched therebetween. ) And a second lower restraining rod 24B (described later).

  Specifically, each of the secondary battery cells 21 is pressed so as to approach each other by the first end plate 22A and the second end plate 22B and is integrally restrained. The first upper restraint rod 23A and the second upper restraint rod 23B have an inverted triangular cross section, and the first lower restraint rod 24A and the second lower restraint rod 24B have a triangular cross section.

  FIG. 3B illustrates a schematic configuration of the secondary battery cell 21. The secondary battery cell 21 includes an anode terminal 25 and a cathode terminal (not shown) on the side surface. The anode terminal 25 is electrically connected in series with the cathode terminal of the adjacent secondary battery cell 21 by a bus bar (not shown).

  As understood from FIG. 3B, the “surface that contacts the first end plate 22 </ b> A or the second end plate 22 </ b> B or the adjacent secondary battery cell 21” of the secondary battery cell 21 has a vertical direction (vertical direction). ) Is uneven. Therefore, a channel through which cooling air flows in the vertical direction is formed between the secondary battery cell 21 and “the first end plate 22A or the second end plate 22B or the adjacent secondary battery cell 21”. Therefore, the cooling air flowing out from the intake side support 12 can flow into the exhaust side support 13 through the flow path in the vertical direction (vertical direction) in the battery pack 11.

  FIG. 4 shows a schematic configuration of the intake side support 12 and the exhaust side support 13. FIG. 4A shows members constituting the intake side support 12. FIG. 4B shows a state in which the members are coupled to form the intake side support 12.

  The intake side support 12 includes a first intake pump 31A, a second intake pump 31B, a third intake pump 31C, a fourth intake pump 31D, a fifth intake pump 31E, a sixth intake pump 31F, and an intake side intermediate spacer 32. It is out. The first intake pump 31A to the sixth intake pump 31F and the intake side intermediate spacer 32 are made of an elastic body (for example, rubber).

  FIG. 4C shows a schematic configuration of the exhaust-side support 13. The exhaust support 13 includes a first exhaust pump 33A, a second exhaust pump 33B, a third exhaust pump 33C, a fourth exhaust pump 33D, a fifth exhaust pump 33E, a sixth exhaust pump 33F, and an exhaust intermediate spacer 34. It is out. The first exhaust pump 33A to the sixth exhaust pump 33F and the exhaust side intermediate spacer 34 are made of an elastic body.

  FIGS. 5A to 5C are schematic views showing a cross section of the first intake pump 31A. The first intake pump 31A is hollow and can hold the refrigerant therein. The first intake pump 31 </ b> A includes a refrigerant inlet 41 and a refrigerant outlet 42. The refrigerant inlet 41 includes an inlet check valve 43. The refrigerant outlet 42 includes an outlet check valve 44. Each of the inlet check valve 43 and the outlet check valve 44 is a check valve that allows cooling air to flow only in one direction.

  When the vehicle vibrates, that is, when the outer cover vibrates, the battery pack 11 fixed to the outer cover with the intake side support 12 and the exhaust side support 13 sandwiched also vibrates. In this case, since the intake side support body 12 and the exhaust side support body 13 have elasticity, the battery pack 11 vibrates with respect to the outer cover by the inertial force acting on the battery pack 11. As a result, the first intake pump 31A repeats expansion and contraction.

  FIG. 5A shows a state in which no force is applied to the first intake pump 31A from the outside (that is, a normal state). FIG. 5B shows a state where a force is applied in the direction in which the first intake pump 31A is extended (that is, an expanded state). In this case, as the volume of the space inside the first intake pump 31A increases, the inlet check valve 43 opens and cooling air flows from the refrigerant inlet 41 into the first intake pump 31A, while the outlet check valve 44 The refrigerant outlet 42 is closed by closing. As a result, the amount of cooling air stored in the first intake pump 31A increases.

  FIG. 5C shows a state where a force is applied in a direction in which the first intake pump 31A is compressed (that is, a contracted state). In this case, as the volume of the space inside the first intake pump 31A decreases, the inlet check valve 43 is closed and the refrigerant inlet 41 is shut off, while the outlet check valve 44 is opened and the first intake air is drawn from the refrigerant outlet 42. Cooling air is discharged out of the pump 31A. As a result, the amount of cooling air stored in the first intake pump 31A is reduced.

  Since each of the second intake pump 31B to the sixth intake pump 31F has the same structure as the first intake pump 31A, the illustration is omitted.

  In summary, when the battery pack 11 vibrates, each of the first intake pump 31A to the sixth intake pump 31F repeats compression and contraction. As a result, the first intake pump 31A to the sixth intake pump Each of 31F operates as a pump that causes cooling air to flow from the refrigerant inlet 41 to the refrigerant outlet 42. Similarly, when the battery pack 11 vibrates, each of the first exhaust pump 33A to the sixth exhaust pump 33F repeats compression and contraction, and as a result, each of the first exhaust pump 33A to the sixth exhaust pump 33F It operates as a pump that causes cooling air to flow from the refrigerant inlet 41 to the refrigerant outlet 42.

  FIG. 6A shows the flow of the cooling air of the intake side support 12. As understood from FIG. 6A, the first intake air is such that the cooling air flows in from the outer peripheral side surface of the intake side support 12 and the cooling air flows out from the inner peripheral side surface of the intake side support 12. Pumps 31A to sixth intake pump 31F are configured. That is, in the intake side support 12, the refrigerant inlets 41 of the first intake pump 31A to the sixth intake pump 31F face the outer peripheral side surface of the intake side support 12, and the refrigerant outlets 42 of these intake pumps are on the intake side. It is configured to face the inner peripheral side surface of the support 12.

  FIG. 6B shows the flow of the cooling air of the exhaust side support 13. As can be understood from FIG. 6B, the first exhaust is performed so that the cooling air flows from the inner peripheral side surface of the exhaust side support 13 and the cooling air flows from the outer peripheral side surface of the exhaust side support 13. Pumps 33A to sixth exhaust pump 33F are configured. That is, in the exhaust side support 13, the refrigerant inlets 41 of the first exhaust pump 33A to the sixth exhaust pump 33F face the inner peripheral side surface of the exhaust side support 13, and the refrigerant outlets 42 of these exhaust pumps exhaust. The side support 13 is configured to face the outer peripheral side surface.

  FIG. 7A is a schematic diagram showing the structure of the first intake duct 14A. The first intake duct 14A is hollow so that cooling air can flow inside. The first intake duct 14A includes an aggregation port 51, a first distribution port 52A, a second distribution port 52B, a third distribution port 52C, a first rectifying plate 53A, and a second rectifying plate 53B. Since each of the second intake duct 14B, the first exhaust duct 15A, and the second exhaust duct 15B has the same structure as the first intake duct 14A, illustration is omitted.

  FIG. 7B shows a state when cooling air flows into the first intake duct 14A and the second intake duct 14B. When the cooling air enters the first intake duct 14A from the collecting port 51, the cooling air is distributed by the first rectifying plate 53A and the second rectifying plate 53B, and the first distributing port 52A, the second distributing port 52B, and the third It comes out from the distribution port 52C. Cooling air is introduced from the outside into the collecting ports 51 of the first intake duct 14A and the second intake duct 14B.

  FIG. 7C shows a state when the cooling air flows into the first exhaust duct 15A and the second exhaust duct 15B. When the cooling air enters from the first distribution port 52A, the second distribution port 52B, and the third distribution port 52C, the cooling air comes out from the aggregation port 51. The cooling air that has reached the concentrating ports 51 of the first exhaust duct 15A and the second exhaust duct 15B is discharged to the outside.

  FIG. 8 is a schematic view showing how the duct and the support are joined. FIG. 8A shows a state in which the first intake duct 14 </ b> A and the second intake duct 14 </ b> B are fixed to the intake-side support 12.

  The first distribution port 52A of the first intake duct 14A is connected to the refrigerant inlet of the first intake pump 31A so that cooling air flows. The second distribution port 52B of the first intake duct 14A is connected to the refrigerant inlet of the second intake pump 31B so that cooling air flows. The third distribution port 52C of the first intake duct 14A is connected to the refrigerant inlet of the third intake pump 31C so that cooling air flows.

  Similarly, the first distribution port 52A of the second intake duct 14B is connected to the refrigerant inlet of the fourth intake pump 31D so that the cooling air flows. The second distribution port 52B of the second intake duct 14B is connected to the refrigerant inlet of the fifth intake pump 31E so that the cooling air flows. The third distribution port 52C of the second intake duct 14B is connected to the refrigerant inlet of the sixth intake pump 31F so that the cooling air flows.

  FIG. 8B shows a state where the first exhaust duct 15 </ b> A and the second exhaust duct 15 </ b> B are fixed to the exhaust-side support 13. The first distribution port 52A of the first exhaust duct 15A is connected to the refrigerant inlet of the first exhaust pump 33A so that cooling air flows. The second distribution port 52B of the first exhaust duct 15A is connected to the refrigerant inlet of the second exhaust pump 33B so that cooling air flows. The third distribution port 52C of the first exhaust duct 15A is connected to the refrigerant inlet of the third exhaust pump 33C so that cooling air flows.

  Similarly, the first distribution port 52A of the second exhaust duct 15B is connected to the refrigerant inlet of the fourth exhaust pump 33D so that the cooling air flows. The second distribution port 52B of the second exhaust duct 15B is connected to the refrigerant inlet of the fifth exhaust pump 33E so that cooling air flows. The third distribution port 52C of the second exhaust duct 15B is connected to the refrigerant inlet of the sixth exhaust pump 33F so that the cooling air flows.

  Next, the flow path of the cooling air flowing through the present system will be described. FIG. 9 is a schematic view showing the A-A ′ cross section in FIG. 2. The thick line B1 and the thick line B2 represent the flow of cooling air generated by the expansion and contraction of the intake side support body 12 and the exhaust side support body 13, respectively.

  The cooling air represented by the thick line B1 flows into the first intake duct 14A from the collecting port 51 and flows out from the second distribution port 52B of the first intake duct 14A. Thereafter, the cooling air flows from the refrigerant inlet 41 into the second intake pump 31B of the intake side support 12, and flows out from the refrigerant outlet 42 in the second intake pump 31B. The cooling air flows through the flow path in the battery pack 11 described above from the top to the bottom in a substantially vertical direction. The cooling air flows into the second exhaust pump 33B of the exhaust side support 13 from the refrigerant inlet 41 and flows out from the refrigerant outlet 42 of the second exhaust pump 33B. The cooling air flows into the first exhaust duct 15A from the second distribution port 52B and flows out from the aggregation port 51 of the first exhaust duct 15A.

  Similarly, the cooling air represented by the thick line B2 flows from the second intake duct 14B into the fifth intake pump 31E, then flows through the flow path in the battery pack 11 to the fifth exhaust pump 33E, and finally , Flows out from the second exhaust duct 15B.

  In the intake side intermediate spacer 32, “cooling air discharged from the first intake pump 31A to the third intake pump 31C” and “cooling air discharged from the fourth intake pump 31D to the sixth intake pump 31F” are separately provided. It is urged to flow through the flow path in the battery pack 11. Thereby, the bias of the cooling air passing through the flow path in the battery pack 11 is suppressed.

  The exhaust side intermediate spacer 34 divides the cooling air that has passed through the battery pack 11 into “cooling air sucked into the first exhaust pump 33A to the third exhaust pump 33C” and “fourth exhaust pump 33D to sixth exhaust pump 33F”. The cooling air is sucked into the air. This suppresses a deviation between “cooling air sucked into the first exhaust pump 33A to the third exhaust pump 33C” and “cooling air sucked into the fourth exhaust pump 33D to the sixth exhaust pump 33F”. The

  FIG. 10 is a schematic view showing a B-B ′ cross section in FIG. 2. Thick line B3, thick line B4, and thick line B5 represent the flow of cooling air. Like the thick lines B1 and B2, the thick lines B3 to B5 represent the flow of cooling air generated by the expansion and contraction of the intake side support body 12 and the exhaust side support body 13, respectively. .

  The cooling air represented by the thick line B3 flows into the first intake duct 14A from the collecting port 51 and flows out from the first distribution port 52A of the first intake duct 14A. Thereafter, the cooling air flows into the first intake pump 31A of the intake side support 12 from the refrigerant inlet 41 and flows out from the refrigerant outlet 42 of the first intake pump 31A.

  The cooling air that has flowed out of the first intake pump 31A flows from the top to the bottom in a substantially vertical direction through the flow path in the battery pack 11 described above. At this time, the upper restraint rod 23 </ b> A having an inverted triangular cross section acts as a rectifying plate that directs the cooling air that has flowed out of the first intake pump 31 </ b> A to the flow path in the battery pack 11.

  Cooling air that has flowed out of the flow path in the battery pack 11 flows into the first exhaust pump 33 </ b> A of the exhaust-side support 13 from the refrigerant inlet 41. At this time, the lower restraining rod 24A having a triangular cross section acts as a rectifying plate for directing the cooling air flowing out from the battery pack 11 to the first exhaust pump 33A.

  Thereafter, the cooling air flows out from the refrigerant outlet 42 of the first exhaust pump 33A. The cooling air flows into the first exhaust duct 15A from the first distribution port 52A and flows out from the aggregation port 51 of the first exhaust duct 15A.

  The cooling air represented by the thick line B4 flows through the same path as the cooling air represented by the thick line B1 in FIG. The cooling air represented by the thick line B5 flows from the first intake duct 14A into the third intake pump 31C, and then passes through the flow path in the battery pack 11 in the same manner as the flow of the cooling air represented by the thick line B3. Flows to the third exhaust pump 33C and finally flows out from the first exhaust duct 15A.

As described above, this system is
A battery pack cooling device comprising a power storage unit (battery pack 11) and a support (intake side support 12 and exhaust side support 13),
The power storage unit includes at least one storage battery (secondary battery cell 21), is fixed to a vehicle with the support portion interposed therebetween, and an inlet and an outlet of a refrigerant (cooling air) that cools the storage battery (see FIG. 3 [B], FIG. 9 and FIG. 10),
The support portion may include the refrigerant therein, and expands or contracts according to a change in a distance between the power storage unit and the vehicle, and includes a check valve (inlet check valve 43). A refrigerant outlet (refrigerant outlet 42) including a refrigerant inlet 41) and a check valve (exit check valve 44), and when expanded, the refrigerant flows into the support portion from the refrigerant inlet and contracts when the refrigerant contracts. The refrigerant is configured to flow out of the support portion from the refrigerant outlet (FIGS. 5 and 6).
The inlet is in communication with the refrigerant outlet, or the outlet is in communication with the refrigerant inlet (FIGS. 9 and 10),
It is a battery pack cooling device.

  According to this system, when the vehicle vibrates, the cooling air (refrigerant) that cools the secondary battery cell 21 can flow. Thus, the system does not consume power to cool the storage battery. Therefore, compared with a vehicle having a “cooling mechanism that consumes power”, the power consumption (the travel distance of the vehicle per unit amount of power supplied by the storage battery) can be improved.

  In addition, this system can absorb the vibration of the secondary battery cell 21 caused by the vibration of the vehicle. Therefore, the performance deterioration of the secondary battery cell 21 due to vibration can be avoided. In addition, the vehicle on which the device of the present invention is mounted does not need to be separately provided with a storage battery cooling mechanism and a vibration prevention mechanism. Therefore, according to the present system, the volume of the entire battery pack cooling device can be suppressed, so that the degree of freedom of the vehicle mounting position can be improved, and as a result, the entire vehicle can be reduced in size and weight.

  As mentioned above, although embodiment of the battery pack cooling device concerning this invention was described, this invention is not limited to the said embodiment, A various change is possible unless it deviates from the objective of this invention. For example, the present invention extends to not only an electric vehicle including only an electric motor for driving the vehicle but also a hybrid vehicle including both an internal combustion engine and an electric motor for driving.

  Or the refrigerant | coolant which concerns on this embodiment was air. However, the refrigerant may be a liquid (for example, a liquid having electrical insulation). In addition, each of the first intake pump 31A to the sixth intake pump 31F and the first exhaust pump 33A to the sixth exhaust pump 33F according to the present embodiment is hollow. However, the inside of each of these intake pumps and exhaust pumps may be a substance that can contain a refrigerant (for example, sponge).

  In addition, a so-called diaphragm pump may be used for each of the first intake pump 31A to the sixth intake pump 31F and the first exhaust pump 33A to the sixth exhaust pump 33F. In addition, a so-called quarter vent may be used for each of the inlet check valve 43 and the outlet check valve 44.

  DESCRIPTION OF SYMBOLS 11 ... Battery pack, 12 ... Intake side support, 13 ... Exhaust side support, 14 ... Intake duct, 15 ... Exhaust duct, 16 ... Upper cover, 17 ... Lower cover

Claims (1)

In the battery pack cooling device including the power storage unit and the support unit,
The power storage unit includes at least one storage battery, is fixed to a vehicle with the support portion interposed therebetween, and includes a refrigerant inlet and outlet for cooling the storage battery,
The support portion may include the refrigerant therein, and expands or contracts according to a change in a distance between the power storage unit and the vehicle, and includes a refrigerant inlet including a check valve and a refrigerant outlet including a check valve. And when expanded, the refrigerant flows into the support part from the refrigerant inlet, and when contracted, the refrigerant flows out of the support part from the refrigerant outlet,
The inlet is in communication with the refrigerant outlet, or the outlet is in communication with the refrigerant inlet;
Battery pack cooling device.

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