JP2017004919A - Power supply device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power supply device for a vehicle which can shorten the paths from a branch connection toward front and back battery modules.SOLUTION: A cooling circuit 100 of a power supply device 1 for a vehicle comprises an inner pipe 104 for coolant arranged inside a battery case 50. The inner pipe 104 has a first case inner branch 108a which divides the coolant to a front battery module coolant 131 and a rear battery module coolant 134; and a fifteenth inner pipe 104q which is connected to the first case inner branch 108a at one end and communicated to outside of the battery case 50 from one side of the battery case 50 in a vehicle width direction at the other end, between a front battery module 31 and a rear battery module 34.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle power supply apparatus in which a front battery module cooled by a front battery module cooling unit and a rear battery module cooled by a rear battery module cooling unit are accommodated in a battery case.

  Conventionally, a vehicle power supply device in which a plurality of battery modules are housed in a battery case is known. For example, in the vehicle power supply device described in Patent Document 1, two or three battery modules (battery packs) are arranged at the front and rear, and a plurality of batteries (battery cells) are accommodated in the battery case in each battery module. Yes.

  In the vehicle power supply device described in Patent Document 1, a branch portion between a cooling pipe that supplies cooling water to the front battery module and a cooling pipe that supplies cooling water to the rear battery module is further forward of the front battery module. Is located.

JP 2013-173389 A

  In the vehicle power supply device described in Patent Literature 1, the length of the cooling pipe from the branch portion to the rear battery module is increased.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicular power supply device that can shorten the path from the branch portion to the front and rear battery modules.

In order to achieve the above object, the invention described in claim 1
A front battery module having a plurality of batteries (for example, the front battery module 31 of the embodiment described later);
A rear battery module having a plurality of batteries (for example, a rear battery module 34 of an embodiment described later);
A battery case (for example, a battery case 50 in an embodiment described later) that houses the front battery module and the rear battery module;
A cooling pump (for example, a cooling pump 102 in an embodiment described later), a front battery module cooling section (for example, a front battery module cooling section 131 in an embodiment described later) for cooling the front battery module, and the rear section A cooling circuit (e.g., a cooling circuit 100 of an embodiment described later) having a rear battery module cooling unit (e.g., a rear battery module cooling unit 134 of an embodiment described later) for cooling the battery module,
The battery case is a vehicle power supply device (for example, a vehicle power supply device 1 of an embodiment described later) disposed below a floor panel (for example, a floor panel 3 of an embodiment described later),
The cooling circuit is provided inside the battery case, and is supplied with a refrigerant from the cooling pump and discharges the refrigerant to the outside of the battery case (for example, an inner pipe 104 in an embodiment described later). With
The cooling inner pipe has a branch portion (for example, described later) that divides the refrigerant into the front battery module cooling portion and the rear battery module cooling portion between the front battery module and the rear battery module. First case branching portion 108a) and one end of which is connected to the branching portion and the other end communicates from one side of the battery case to the outside of the battery case in the vehicle width direction (for example, described later) The fifteenth inner pipe 104q) of the embodiment.

The invention described in claim 2
The vehicle power supply device according to claim 1,
The cooling inner pipe includes a first cooling inner pipe (for example, a fifteenth inner pipe 104q in an embodiment described later), the front battery module cooling unit, and the rear battery module cooling unit that constitute the flow path. The second cooling inner pipe (for example, described later) that discharges the refrigerant that has merged at the merging section (for example, in-case merging section 109 in the embodiment described later) from the one of the battery cases to the outside of the battery case after passing through The 16th internal pipe 104r) of the embodiment,
The second cooling inner pipe was disposed adjacent to the first cooling inner pipe.

The invention according to claim 3
The vehicle power supply device according to claim 2,
The battery case includes a bottom plate (for example, a bottom plate 51 in an embodiment described later) on which the battery is mounted, and a cover (for example, a cover 52 in an embodiment described later) that covers the battery from above.
The bottom plate and the cover are sealed with a mating portion (for example, a mating portion 53 in an embodiment described later),
The first cooling inner pipe and the second cooling inner pipe are interposed via a seal member (for example, a seal member 55 in an embodiment described later) located below the mating portion and disposed on a side surface of the bottom plate. To communicate with the outside of the battery case.

The invention according to claim 4
The vehicle power supply device according to claim 1 or 2,
The cooling circuit includes an inner pipe for cooling provided inside the battery case and an outer pipe for cooling provided outside the battery case and connected to the cooling pump (for example, an outer pipe of an embodiment described later) 103), and
The battery case is disposed between a pair of first skeleton members (for example, a floor frame 8 in an embodiment described later) extending in the front-rear direction of the vehicle,
On the outer side in the vehicle width direction of the pair of first skeleton members, a pair of second skeleton members (for example, side sills 7 in the embodiments described later) provided in parallel with the first skeleton members are provided,
A part of the cooling outer pipe is disposed between the first skeleton member and the second skeleton member on the one side.

The invention described in claim 5
The vehicle power supply device according to claim 2,
Between the front battery module and the rear battery module, a high voltage system device (for example, a DC-DC converter 22 of the embodiment described later) is provided,
The cooling inner pipe is a third cooling inner pipe (for example, an embodiment to be described later) that supplies a refrigerant to the high-pressure equipment between the branching section and the merging section on the downstream side of the merging section. The fourth inner pipe 104n) and a fourth cooling inner pipe (for example, the first inner pipe of the embodiment described later) that discharges the refrigerant that has cooled the high-pressure equipment from the one of the battery cases to the outside of the battery case. A pipe 104a),
The third cooling inner pipe and the fourth cooling inner pipe are arranged adjacent to the first cooling inner pipe.

The invention described in claim 6
The vehicle power supply device according to claim 5,
The battery case includes a bottom plate (for example, a bottom plate 51 in an embodiment described later) on which the battery is mounted, and a cover (for example, a cover 52 in an embodiment described later) that covers the battery from above.
The bottom plate and the cover are sealed with a mating portion (for example, a mating portion 53 in an embodiment described later),
The first cooling inner pipe, the second cooling inner pipe, and the fourth cooling inner pipe are located below the mating portion and disposed on a side surface of the bottom plate (for example, described later) The battery member communicates with the outside of the battery case via the seal member 55) of the embodiment.

The invention described in claim 7
The vehicle power supply device according to claim 4,
The cooling outer pipe is not provided between the first skeleton member and the second skeleton member on the other side of the battery case in the vehicle width direction.

The invention according to claim 8 provides:
The vehicle power supply device according to claim 4,
The battery case includes a bottom plate (for example, a bottom plate 51 in an embodiment described later) on which the battery is mounted, and a cover (for example, a cover 52 in an embodiment described later) that covers the battery from above.
The bottom plate includes a plate-like tray (for example, a tray 64 according to an embodiment described later) and a plurality of lateral reinforcing members (for example, an embodiment described later) provided on the lower surface of the tray and extending in the vehicle width direction of the vehicle. Bracket 63), and
The battery case is disposed below the floor panel by fastening a fastening portion (for example, a bracket fastening portion 63q of an embodiment described later) of the lateral reinforcing member to the first skeleton member,
The flow path is connected to the cooling outer pipe at a position sandwiched between the fastening portions of the lateral reinforcing members in the front-rear direction.

  According to invention of Claim 1, the path | route from a branch part to a front battery module cooling part and a rear battery module cooling part can be shortened.

  According to invention of Claim 2, the assembly | attachment workability | operativity of the cooling internal piping is integrated by consolidating the 1st cooling internal piping and the 2nd cooling internal piping which comprise the cooling internal piping in one place. improves.

  According to the third aspect of the invention, the battery case assembly workability can be further improved by disposing the battery and the cooling inner pipe on the bottom plate. In addition, the first cooling inner pipe and the second cooling inner pipe communicate with the outside of the battery case on the side of the bottom plate that is spaced downward from the mating portion of the bottom plate and the cover. The battery case, the first cooling inner pipe, and the second cooling inner pipe can be sealed without hindering the sealing performance of the mating portion. In addition, since the first cooling inner pipe and the second cooling inner pipe communicate with the outside of the battery case in a state where they are gathered in one place, the work of assembling the pipe after the battery case is mounted on the vehicle can be improved.

  According to the fourth aspect of the invention, since the cooling outer pipe is provided between the first skeleton member and the second skeleton member forming the skeleton of the vehicle, the piping can be easily operated and cooled in the event of a collision. External piping can be protected.

  According to the fifth aspect of the present invention, the third cooling inner pipe and the fourth cooling inner pipe connected to the high-pressure equipment are located downstream of the joining portion and between the branching portion and the joining portion. Since it arrange | positions so that it may adjoin to the 1st inner pipe for cooling, it becomes easy to route piping to a high voltage | pressure apparatus. Further, the assembly workability can be improved by integrating the cooling inner pipes.

  According to the sixth aspect of the invention, the battery case assembly workability can be further improved by disposing the battery and the cooling inner pipe on the bottom plate. Further, the first cooling inner pipe, the second cooling inner pipe, and the fourth cooling inner pipe communicate with the outside of the battery case on the side of the bottom plate spaced downward from the mating portion of the bottom plate and the cover. Thus, the sealing performance of the battery case, the first cooling inner pipe, the second cooling inner pipe, and the fourth cooling inner pipe can be improved without hindering the sealing performance of the joint portion between the bottom plate and the cover. In addition, the first cooling inner pipe, the second cooling inner pipe, and the fourth cooling inner pipe communicate with the outside of the battery case in a state where they are gathered in one place. Assembly workability can be improved.

  According to the seventh aspect of the present invention, since the cooling outer pipes are concentrated and arranged on one side of the battery case, another member is provided between the first skeleton member and the second skeleton member on the other side of the battery case. It can be effectively used as a space for arranging.

  According to the eighth aspect of the present invention, the connection portion between the flow path connected to the branch portion and the cooling outer pipe is sandwiched between the fastening portions of the lateral reinforcement members that are rigid bodies in the front-rear direction. The part can be protected.

1 is a schematic side view of a vehicle equipped with a vehicle power supply device according to an embodiment of the present invention. It is a disassembled perspective view which shows the battery unit of the vehicle power supply device which concerns on embodiment of this invention. FIG. 3 is an internal plan view of the battery unit of FIG. 2. It is a circuit diagram which shows the structure of the cooling circuit of the vehicle power supply device which concerns on embodiment of this invention. FIG. 3 is an exploded perspective view of a bottom plate of the battery unit of FIG. 2. It is a partial bottom view of the vehicle carrying the vehicle power supply device which concerns on embodiment of this invention. It is a schematic block diagram of the cooling circuit of FIG. It is a schematic block diagram of the cooling circuit which shows the refrigerant | coolant flow at the time of OFF of an electromagnetic type | mold three-way valve. It is a schematic block diagram of the cooling circuit which shows the refrigerant | coolant flow at the time of ON of an electromagnetic type three-way valve.

  Hereinafter, an embodiment of a vehicle power supply device of the present invention will be described with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

[Vehicle power supply device]
As shown in FIG. 1, a vehicle power supply device 1 according to an embodiment of the present invention mainly includes battery modules 31 to 33, a DC-DC converter 22, a charger 21, and a cooling circuit 100 that cools them, and is a hybrid. It is mounted on a vehicle V such as a vehicle, an electric vehicle, or a fuel cell vehicle. The plurality of battery modules 31 to 33, the DC-DC converter 22 and a part of the cooling circuit 100 are unitized to form the battery unit 10 and are disposed below the floor panel 3 that forms the floor surface of the passenger compartment 2. Is done. A radiator 101 and a cooling pump 102 that constitute a cooling circuit 100 are disposed in front of the vehicle V with the battery unit 10 interposed therebetween, and battery modules 31 to 33 are connected to the rear portion of the vehicle V with electric power supplied from an external power source. The above-described charger 21 for charging is arranged. The cooling circuit 100 has an internal cooling circuit 100 </ b> A disposed inside the battery unit 10 and an external cooling circuit 100 </ b> B disposed outside the battery unit 10.

[Battery unit]
As shown in FIGS. 2 and 3, the battery unit 10 includes a plurality of battery modules 31 to 33, a DC-DC converter 22, a battery ECU 40, an internal cooling circuit 100A, and a battery case 50 that accommodates these. Is provided.

  The battery case 50 includes a plurality of battery modules 31 to 33, a DC-DC converter 22, a battery ECU 40 and a bottom plate 51 on which the internal cooling circuit 100A is mounted, and a cover 52 that covers these from above. A mating portion 53 between the bottom plate 51 and the cover 52 is sealed through a substantially annular sealing member 54.

  As shown in FIG. 5, the bottom plate 51 includes a tray 64 disposed mainly below the battery modules 31 to 33 and a plurality of longitudinal reinforcing members 65 (fixed to the upper surface of the tray 64 and extending in the front-rear direction of the vehicle V. 65A to 65C) and a plurality of brackets 63 that are fixed to the lower surface of the tray 64 and extend in the vehicle width direction of the vehicle V. The plurality of brackets 63 reinforce the tray 64 as a lateral reinforcement member, and are fastened to a floor frame 8 arranged in parallel to the inside of the side sill 7 disposed on both sides of the vehicle V as shown in FIG. Is done. Thus, the battery unit 10 is attached so as to be suspended below the floor panel 3 between the floor frames 8 on both sides.

  The bracket 63 includes a bracket main body 63p that extends in the left-right direction below the tray 64 and is fixed to the tray 64 by spot welding or the like, and brackets provided so as to be exposed left and right from the tray 64 at both left and right ends of the bracket main body 63p. Fastening part 63q. A total of four brackets 63 are provided from the front, the first bracket 63A, the second bracket 63B, the third bracket 63C, and the fourth bracket 63D, and the bracket fastening portions 63q of the first bracket 63A to the fourth bracket 63D The trays 64 are arranged at substantially equal intervals in the direction and hold the tray 64 in a balanced manner.

  The bracket 63 and the longitudinal reinforcing member 65 arranged in this manner form a lattice shape with the tray 64 interposed therebetween, and ensure the rigidity of the bottom plate 51. In addition, a sub-longitudinal reinforcing member 66 and a cross member 68 are provided above the tray 64 to further improve the rigidity.

  The plurality of battery modules 31 to 33 includes a front battery module 31 housed in the front part of the battery case 50 and a rear battery module 34 housed in the rear part of the battery case 50, and the rear battery module 34 further includes The lower rear battery module 32 and the upper rear battery module 33 are configured. Each of the battery modules 31 to 33 has a plurality of high voltage batteries 31a to 33a. In the present embodiment, the front battery module 31 is configured by a total of six high voltage batteries 31a arranged in the left-right direction and three in the front-rear direction with respect to the center line O in the vehicle width direction. The lower rear battery module 32 is constituted by a total of six high voltage batteries 32a arranged in the front-rear direction, and the upper rear battery module 33 is constituted by two high voltage batteries 33a arranged in the left-right direction.

  Returning to FIG. 1, the plurality of battery modules 31 to 33 are arranged below the front seat 4 and the rear seat 5 of the vehicle V. Specifically, the front battery module 31 is disposed below the front seat 4, and the rear battery module 34 is disposed below the rear seat 5.

  When the front battery module 31 is disposed below the front seat 4, the front battery module 31 is laid flat without overlapping. When the rear battery module 34 is disposed below the rear seat 5, the rear battery module 34 is disposed above and below the seat surface of the rear seat 5. Specifically, of the six high voltage batteries 32a constituting the lower rear battery module 32, the two high voltage batteries 33a constituting the upper rear battery module 33 are arranged above the two high voltage batteries 32a arranged in the foremost side. .

  The DC-DC converter 22 is a high-voltage device that transforms a direct current, and is disposed between the front battery module 31 and the rear battery module 34 and in the center in the width direction of the battery unit 10. The battery ECU 40 is a battery controller that manages charging / discharging and temperature of the high-voltage batteries 31 a to 33 a and is disposed behind the upper rear battery module 33 and above the lower rear battery module 32.

  The DC-DC converter 22 and the charger 21 are set to have higher heat resistance and higher management temperature than the high voltage batteries 31a to 33a. For example, when the upper limit temperature of the high voltage batteries 31a to 33a is 60 ° C., the upper limit temperatures of the DC-DC converter 22 and the charger 21 are set to 80 ° C., and the high voltage batteries 31a to 33a are preferentially used in a high temperature environment. It needs to be cooled. On the other hand, at the time of charging or the like, since the charger 21 becomes high temperature, it may occur that only the DC-DC converter 22 and the charger 21 are desired to be cooled without the need to cool the high voltage batteries 31a to 33a.

  The internal cooling circuit 100A will be described below together with the external cooling circuit 100B.

[Configuration of cooling circuit]
As shown in FIG. 4, the cooling circuit 100 includes a radiator 101, a cooling pump 102, a high-voltage battery cooling unit 130, a DC-DC converter cooling unit 122, and a charger cooling unit 121 arranged outside the battery case 50. A refrigerant circulation path is formed by connecting the pipe 103 and the inner pipe 104 routed inside the battery case 50.

  The radiator 101 dissipates the heat of the refrigerant flowing in from the inflow port 101a, and discharges the refrigerant cooled by the heat dissipation from the discharge port 101b. The inlet 101a of the radiator 101 is connected to the discharge port 121b of the charger cooling unit 121 via the first outer pipe 103a and the second outer pipe 103b, and the first outer pipe 103a, the third outer pipe 103c, and the second outer pipe 103b. It is connected to the discharge port 122b of the DC-DC converter cooling part 122 via the 1 internal pipe 104a. The discharge port 101b of the radiator 101 is connected to the suction port 102a of the cooling pump 102 via the fourth outer pipe 103d.

  The cooling pump 102 discharges the refrigerant sucked from the suction port 102a from the discharge port 102b in accordance with driving of an electric motor (not shown). The discharge port 102b of the cooling pump 102 is connected to the first case branching portion 108a that is the inlet of the high-pressure battery cooling unit 130 via the fifth outer pipe 103e, the sixth outer pipe 103f, and the fifteenth inner pipe 104q. .

  The high-voltage battery cooling unit 130 includes a plurality of battery module cooling units 131 to 133 that cool the plurality of battery modules 31 to 33. The front battery module cooling unit 131 that cools the front battery module 31 has three cooling jackets 131a that cool two high voltage batteries 31a arranged on the left and right as a set, arranged in the front-rear direction, and these are arranged in the second inner pipe 104b, The third internal pipe 104c is connected in series. The lower rear battery module cooling unit 132 that cools the lower rear battery module 32 has three cooling jackets 132a arranged in the front-rear direction to cool two high-voltage batteries 32a arranged side by side as a set, and these are arranged in the fourth inner pipe. 104d is connected in series via the fifth inner pipe 104e. The upper rear battery module cooling unit 133 that cools the upper rear battery module 33 includes a single cooling jacket 133a that cools the two high voltage batteries 33a arranged on the left and right as a set. In this specification, the lower rear battery module cooling unit 132 and the upper rear battery module cooling unit 133 may be collectively referred to as a rear battery module cooling unit 134.

  In the high-voltage battery cooling unit 130, a plurality of battery module cooling units 131 to 133 are arranged in parallel. Specifically, the inlet 131b of the front battery module cooling section 131 is connected to the first case branching section 108a via the sixth inner pipe 104f, and the inlet 132b of the lower rear battery module cooling section 132 is the seventh. It is connected to the first case branching portion 108a via the inner piping 104g and the eighth inner piping 104h, and the inflow port 133b of the upper rear battery module cooling portion 133 is connected via the ninth inner piping 104i and the eighth inner piping 104h. One case is connected to the branch part 108a. Further, the discharge port 131c of the front battery module cooling unit 131 is connected to the in-case joining portion 109 via the tenth inner pipe 104j, and the discharge port 132c of the lower rear battery module cooling unit 132 is connected to the eleventh inner pipe 104k. And the discharge port 133c of the upper rear battery module cooling unit 133 is connected to the in-case junction 109 through the twelfth inner pipe 104m.

  In the battery unit 10, when arranging the plurality of battery module cooling units 131 to 133 in parallel, the first case branching unit 108 a and the plurality of batteries provided on the upstream side of the plurality of battery module cooling units 131 to 133. An in-case junction 109 provided on the downstream side of the module cooling units 131 to 133 is provided inside the battery case 50.

  In the high-voltage battery cooling unit 130, the battery module cooling units 131 to 131 that cool the battery modules 31 to 33 having a small battery capacity among the plurality of battery modules 31 to 33 are arranged when the plurality of battery module cooling units 131 to 133 are arranged in parallel. Orifices 110 and 111 as flow rate control means are provided on the upstream side (or downstream side) of 133 and on the downstream side of the first case branching portion 108a.

  For example, since the front battery module 31 is smaller than the total battery capacity of the two lower rear battery modules 32 and the upper rear battery module 33, the upstream side of the front battery module cooling unit 131 that cools the front battery module 31 ( The sixth inner pipe 104f) is provided with an orifice 110 as a flow control means. Further, since the upper rear battery module 33 is smaller than the battery capacity of the lower rear battery module 32, the flow rate is increased to the upstream side (the ninth inner pipe 104i) of the upper rear battery module cooling unit 133 that cools the upper rear battery module 33. An orifice 111 is provided as a control means.

  The DC-DC converter cooling unit 122 is a cooling jacket built in the DC-DC converter 22 or a cooling jacket arranged adjacent to the DC-DC converter 22, and the charger cooling unit 121 is built in the charger 21. A cooling jacket or a cooling jacket disposed adjacent to the charger 21. The DC-DC converter cooling unit 122 and the charger cooling unit 121 are connected in parallel to each other and are disposed on the downstream side of the high-voltage battery cooling unit 130.

  Specifically, the inlet 122a of the DC-DC converter cooling part 122 is connected to the second case branching part 108b via the thirteenth inner pipe 104n, and the inlet 121a of the charger cooling part 121 is the eighth outer pipe. 103h, the seventh outer pipe 103g, and the sixteenth inner pipe 104r are connected to the second case branching portion 108b. In addition, the discharge port 122b of the DC-DC converter cooling unit 122 is connected to the case outer joining unit 113 via the first inner pipe 104a and the third outer pipe 103c, and the discharge port 121b of the charger cooling unit 121 is connected to the second outer pipe. It is connected to the case outside junction part 113 through the pipe 103b. The second in-case branching portion 108b is connected to the in-case joining portion 109 of the high-voltage battery cooling portion 130 through the fourteenth inner piping 104p, and the out-case joining portion 113 is connected to the radiator through the first outer piping 103a. 101 is connected to the inlet 101a.

  Further, the cooling circuit 100 includes an upstream side of the high-voltage battery cooling unit 130, an upstream side of the high-voltage system cooling unit 120 (the DC-DC converter cooling unit 122 and the charger cooling unit 121), and a downstream side of the high-voltage battery cooling unit 130. A bypass channel 105 is provided to connect the two sides. Specifically, a connection portion between the fifth outer pipe 103e and the sixth outer pipe 103f is a second case outer branch portion 112b, and the second outer case branch portion 112b is a ninth outer pipe constituting the bypass flow path 105. It is connected to the first case outer branch section 112a of the high-voltage equipment cooling section 120 through 103i. An electromagnetic three-way valve 106 is provided at the second case outer branch portion 112b.

  When the electromagnetic three-way valve 106 is turned OFF, the fifth outer pipe 103e and the sixth outer pipe 103f are connected, and the refrigerant discharged from the cooling pump 102 is supplied to the high-pressure battery cooling unit 130, and the fifth outer pipe 103e. And the bypass flow path 105 (the ninth outer pipe 103i) are cut off, and the refrigerant supply to the DC-DC converter cooling unit 122 and the charger cooling unit 121 via the bypass flow path 105 (the ninth outer pipe 103i) is cut off. . On the other hand, when the electromagnetic three-way valve 106 is turned ON, the fifth outer pipe 103e and the bypass flow path 105 (the ninth outer pipe 103i) are connected, and the refrigerant discharged from the cooling pump 102 is bypassed by the bypass flow path 105 (the ninth outer pipe). 103i) is supplied to the DC-DC converter cooling unit 122 and the charger cooling unit 121, and the fifth outer pipe 103e and the sixth outer pipe 103f are cut off, and the refrigerant supply to the high-pressure battery cooling unit 130 is cut off. Is done. In addition, the arrow in FIG. 4 shows the flow direction of a refrigerant | coolant, and both the 6th outer piping 103f and the bypass flow path 105 (9th outer piping 103i) are connected with respect to the 5th outer piping 103e. Absent.

  In the cooling circuit 100 configured in this way, as shown in FIGS. 2 and 3, the front battery module cooling part 131 and the rear part are circulated between the front battery module 31 and the rear battery module 34 in the front-rear direction. A first in-case branching portion 108a that branches to the battery module cooling portion 134 is provided, and four inner pipes that extend in the vehicle width direction are arranged. The first is the fifteenth inner pipe 104q whose right end is connected to the first case branching section 108a, and the second is the sixteenth inner pipe 104r whose right end is connected to the second case branching section 108b, The third line is a thirteenth inner pipe 104n whose right end is connected to the DC-DC converter 22 and whose left end is connected to the second case branching portion 108b. The fourth line is connected to the DC-DC converter 22 at the right end. This is the first inner pipe 104a.

  Two 16th inner pipes 104r and 13th inner pipes 104n connected to the second case branching portion 108b are arranged in a straight line in the vehicle width direction, and the 16th inner pipe 104r (the 13th inner pipe 104n), The first inner pipe 104a and the fifteenth inner pipe 104q are arranged adjacently in this order from the rear to the front of the vehicle V.

  Further, the left end of the sixteenth inner pipe 104r, the left end of the first inner pipe 104a, and the left end of the fifteenth inner pipe 104q all communicate with the outside of the battery case 50 from the left side of the battery case 50 in the vehicle width direction. . More specifically, the left end of the sixteenth inner pipe 104r, the left end of the first inner pipe 104a, and the left end of the fifteenth inner pipe 104q are located below the mating portion 53 of the bottom plate 51 and the cover 52, and the bottom It communicates with the outside of the battery case 50 via a seal member 55 disposed on the left side surface of the plate 51. The left end of the sixteenth inner pipe 104r is connected to the seventh outer pipe 103g, the left end of the first inner pipe 104a is connected to the third outer pipe 103c, and the left end of the fifteenth inner pipe 104q is connected to the sixth outer pipe 103f. Connected. Note that the sixteenth inner pipe 104r and the seventh outer pipe 103g, the first inner pipe 104a and the third outer pipe 103c, and the fifteenth inner pipe 104q and the sixth outer pipe 103f may be composed of one pipe. Well, two pipes may be connected.

  The connecting portion between the sixteenth inner pipe 104r and the seventh outer pipe 103g, the connecting portion between the first inner pipe 104a and the third outer pipe 103c, and the connecting portion between the fifteenth inner pipe 104q and the sixth outer pipe 103f are: It is located between the bracket fastening portion 63q of the second bracket 63B that is a rigid body and the bracket fastening portion 63q of the third bracket 63C that is a rigid body in the front-rear direction. Further, a ninth outer pipe 103i (bypass passage 105), an eighth outer pipe 103h, and a third outer pipe connected to the seventh outer pipe 103g via the first case outer branch portion 112a, extending in the front-rear direction of the vehicle V. Of the first outer pipe 103a, the second outer pipe 103b, and the sixth outer pipe 103f that are connected to the pipe 103c via the case outer junction section 113, the bent portion from the connection portion with the left end of the fifteenth inner pipe 104q is 6, they are arranged adjacent to each other in the vehicle width direction of the vehicle V, and are arranged between the left side sill 7 and the left floor frame 8. Note that the outer pipe 103 is not arranged between the right side sill 7 and the right floor frame 8, and for example, an exhaust pipe can be arranged in a hybrid vehicle.

FIG. 7 is a schematic block diagram of the cooling circuit 100 described in detail with reference to FIG. In the figure, symbol CHG indicates a charger cooling unit 121, symbol DCDC indicates a DC-DC converter cooling unit 122, and symbol BATT indicates a battery module cooling unit 131-133.
As shown in FIG. 7, in the cooling circuit 100 of the present embodiment, a high-voltage system device including a radiator 101, a cooling pump 102, a high-voltage battery cooling unit 130, a charger cooling unit 121, and a DC-DC converter cooling unit 122. The cooling unit 120 is connected in series, and the high-voltage system cooling unit 120 is disposed on the downstream side of the high-voltage battery cooling unit 130. In addition, the upstream side of the high-voltage battery cooling unit 130 and the upstream side of the high-voltage system cooling unit 120 and the downstream side of the high-voltage battery cooling unit 130 are connected by the bypass channel 105, and the bypass channel 105 and the high-voltage battery cooling unit 130 are connected. An electromagnetic three-way valve 106 is provided at a branching portion (second case outer branching portion 112b) with the upstream flow path. Furthermore, the high-voltage battery cooling unit 130 includes three battery module cooling units 131 to 133 arranged in parallel. The high-voltage system device cooling unit 120 includes a DC-DC converter cooling unit 122 and a charger arranged in parallel. The cooling unit 121 is configured.

[Cooling circuit operation]
Next, the operation of the cooling circuit 100 will be described with reference to FIGS. 8 and 9, the flow path through which the refrigerant flows is indicated by a solid line, and the flow path through which the refrigerant does not flow is indicated by a dotted line.
<Electromagnetic three-way valve [OFF]>
In the cooling circuit 100 configured as described above, when the cooling pump 102 is driven, the cooling pump 102 sucks low-temperature refrigerant from the radiator 101 side and discharges it toward the high-pressure battery cooling unit 130 side. In the normal state, since the electromagnetic three-way valve 106 is OFF, as shown in FIG. 8, the refrigerant discharged from the cooling pump 102 does not flow into the bypass passage 105, and the entire amount is supplied to the high-pressure battery cooling unit 130. The

  The refrigerant supplied to the high-voltage battery cooling unit 130 is first distributed to the front battery module cooling unit 131 and the rear battery module cooling unit 134 in the first case branching unit 108a. At this time, the refrigerant flow rate toward the front battery module cooling unit 131 is limited by the orifice 110, and more refrigerant than the front battery module cooling unit 131 is supplied to the rear battery module cooling unit 134. The refrigerant supplied to the rear battery module cooling unit 134 is further distributed to the lower rear battery module cooling unit 132 and the upper rear battery module cooling unit 133. At this time, the refrigerant flow rate toward the upper rear battery module cooling unit 133 is limited by the orifice 111, and more refrigerant than the upper rear battery module cooling unit 133 is supplied to the lower rear battery module cooling unit 132.

  The refrigerant that has passed through the three battery module cooling units 131 to 133 merges in the in-case junction unit 109, and then passes through the second in-case branch unit 108b to the DC-DC converter cooling unit 122 and the charger cooling unit 121. Distributed. Then, the refrigerant that has passed through the DC-DC converter cooling unit 122 and the charger cooling unit 121 joins at the outside case joining unit 113, returns to the radiator 101, and is cooled here.

<Electromagnetic three-way valve [ON]>
In the cooling circuit 100, when the high voltage batteries 31a to 33a do not need to be cooled, or the refrigerant temperature is not appropriate for the required temperature of the high voltage batteries 31a to 33a, the DC-DC converter 22 and the charger 21 need to be cooled. In this case, by controlling the electromagnetic three-way valve 106 to be ON, as shown in FIG. 9, the supply of refrigerant to the high-voltage battery cooling unit 130 is cut off, and only the DC-DC converter 22 and the charger 21 are cooled. Can do. That is, when the electromagnetic three-way valve 106 is turned ON, the refrigerant discharged from the cooling pump 102 does not flow to the high-pressure battery cooling unit 130, and the entire amount is supplied to the bypass flow path 105. The refrigerant supplied to the bypass flow path 105 bypasses the high-voltage battery cooling unit 130, and the DC-DC converter cooling unit 122 and the charger cooling unit via the first case outer branch unit 112a and the second case inner branch unit 108b. 121. Then, the refrigerant that has passed through the DC-DC converter cooling unit 122 and the charger cooling unit 121 joins at the outside case joining unit 113, returns to the radiator 101, and is cooled here.

  As described above, according to the vehicle power supply device 1 of the present embodiment, the internal pipe 104 has a refrigerant between the front battery module 31 and the rear battery module 32 and the front battery module cooling unit 131. A first in-case branching portion 108a that branches to the rear battery module cooling portion 134 and a fifteenth inner pipe 104q are provided. One end of the fifteenth inner pipe 104q is connected to the first case branching portion 108a, and the other end forms a flow path that communicates with the outside of the battery case 50 from the left side of one of the battery cases 50 in the vehicle width direction. Yes. Thereby, the path | route from the branch part 108a in the 1st case to the front battery module cooling part 131 and the rear battery module cooling part 134 can be shortened. Further, since the fifteenth inner pipe 104q is connected to the sixth outer pipe 103f outside the battery case 50 at the side of the battery case 50, the fifteenth inner pipe 104q is connected to the outside of the battery case 50 in front of the battery case 50. Compared to the case of connection, the sealing performance during traveling is high. In addition, the pipe assembly work can be performed on the side of the vehicle V, which facilitates the assembly work.

  Further, in the cooling circuit 100, the front battery module cooling unit 131 and the rear battery module cooling unit 134 are connected in parallel via the first case branching portion 108a, thereby reducing pressure loss compared to the case of connecting in series. In addition, the discharge capacity of the cooling pump 102 can be suppressed.

  Further, the sixteenth inner pipe 104r that discharges the refrigerant that has passed through the front battery module cooling unit 131 and the rear battery module cooling unit 134 and then merged at the in-case junction unit 109 from the left side of the battery case 50 to the outside of the battery case 50. However, since the fifteenth inner pipe 104q and the sixteenth inner pipe 104r are collected in one place, the assembling workability of the inner pipe 104 is improved.

  Further, a DC-DC converter 22 is provided between the front battery module 31 and the rear battery module 32, and a thirteenth inner pipe 104 n that supplies refrigerant to the DC-DC converter 22, and the DC-DC converter 22. The first inner pipe 104a that discharges the cooled refrigerant from the left side of the battery case 50 to the outside of the battery case 50 is on the downstream side of the in-case joining portion 109 and the first in-case branching portion 108a and the in-case joining portion. 109 and the fifteenth inner pipe 104q. Accordingly, the piping can be easily routed to the DC-DC converter 22. Further, the assembly workability can be improved by integrating the inner pipes 104.

  In addition, since the high-voltage battery cooling unit 130 is disposed on the upstream side of the DC-DC converter cooling unit 122, the temperature of the DC-DC converter 22 can be maintained even when both the battery modules 31 to 33 and the DC-DC converter 22 are cooled. The battery modules 31 to 33 having a low management temperature (inferior in heat resistance) can be reliably cooled without being affected by the above. Moreover, since the several battery module cooling parts 131-133 are connected in parallel, the temperature difference of the battery modules 31-33 can be suppressed. Furthermore, since an increase in pressure loss can be suppressed, the cooling pump 102 can be reduced in size and weight.

  Further, the fifteenth inner pipe 104q, the sixteenth inner pipe 104r, and the first inner pipe 104a are located outside the battery case 50 via a seal member 55 that is located below the mating portion 53 and disposed on the side surface of the bottom plate 51. Therefore, the sealing performance of the battery case 50, the fifteenth inner pipe 104q, the sixteenth inner pipe 104r, and the first inner pipe 104a is prevented without hindering the sealing performance of the mating portion 53 between the bottom plate 51 and the cover 52. Can be improved. As described above, the 15th inner pipe 104q, the 16th inner pipe 104r, and the first inner pipe 104a communicate with the outside of the battery case 50 in a state where they are gathered in one place. Assembly workability can be improved. Since the mating portion 53 between the bottom plate 51 and the cover 52 is sealed through the annular seal member 54, the sealing performance of the battery case 50 can be enhanced.

  Of the outer pipes 103, the ninth outer pipe 103i (bypass passage 105) and the eighth outer pipe 103h, the first outer pipe 103a, the second outer pipe 103b, and the sixth outer pipe 103f are the fifteenth inner pipes. The portion bent from the connecting portion with the left end of 104q is disposed adjacent to the vehicle V in the vehicle width direction and is disposed between the left side sill 7 and the left floor frame 8, so that the piping can be routed. It becomes easy and can protect outer piping 103 at the time of a collision.

  In the above embodiment, the battery unit 10 is mounted with the DC-DC converter 22 as a high voltage system device. However, the high voltage system device is not necessarily mounted on the battery unit 10. In this case, the two pipes connected to the DC-DC converter 22, that is, the first inner pipe 104a and the thirteenth inner pipe 104n are unnecessary, and the sixteenth inner pipe 104r and the fifteenth inner pipe 104q are arranged adjacent to each other. Then, the sixteenth inner pipe 104r and the fifteenth inner pipe 104q communicate with the outside of the battery case 50 via a seal member 55 located below the mating portion 53 and disposed on the side surface of the bottom plate 51.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, in the above embodiment, the fifteenth inner pipe 104q, the sixteenth inner pipe 104r, and the first inner pipe 104a are configured to communicate with the outside of the battery case 50 from the left side of the vehicle V. The battery case 50 may be communicated with the outside.

  In the above embodiment, the bottom plate 51 and the three pipes, that is, the fifteenth inner pipe 104q, the sixteenth inner pipe 104r, and the first inner pipe 104a are sealed with one seal member 55. You may seal the bottom plate 51 and each piping with the divided | segmented sealing member.

  Moreover, in the said embodiment, although the lower rear battery module 32 and the upper rear battery module 33 were illustrated as a rear battery module, only any one should just be provided and it is comprised from three or more battery modules. May be.

  Moreover, although the DC-DC converter 22 and the charger 21 as the high-voltage equipment are illustrated, the high-voltage equipment is not necessarily provided in the vehicle power supply device 1, and the DC-DC converter 22 and the charger 21 are not necessarily provided. Instead, or together with these, other high-voltage equipment may be provided.

  Furthermore, the cooling circuit 100 of the above embodiment may be a water-cooled cooling circuit using water as a refrigerant, or an oil-cooled cooling circuit using oil as a refrigerant.

DESCRIPTION OF SYMBOLS 1 Power supply device for vehicles 3 Floor panel 7 Side sill (2nd frame member)
8 Floor frame (first frame member)
22 DC-DC converter (high voltage system equipment)
31 Front battery module 34 Rear battery module 50 Battery case 51 Bottom plate 52 Cover 53 Matching part 54 Seal member 55 Seal member 63 Bracket 63q Bracket fastening part (fastening part)
100 Cooling circuit 102 Cooling pump 103 Outer piping (outer piping for cooling)
104 Internal piping (Internal piping for cooling)
104a First inner pipe (fourth cooling inner pipe)
104n 13th inner pipe (third cooling inner pipe)
104p 14th internal piping 104q 15th internal piping (1st cooling internal piping)
104r 16th inner pipe (second cooling inner pipe)
108a First case branch (branch)
109 Junction in the case (confluence)
131 Front battery module cooling part 134 Rear battery module cooling part

Claims (8)

A front battery module having a plurality of batteries;
A rear battery module having a plurality of batteries;
A battery case for housing the front battery module and the rear battery module;
A cooling circuit comprising: a cooling pump; a front battery module cooling unit that cools the front battery module; and a rear battery module cooling unit that cools the rear battery module;
The battery case is a vehicle power supply device disposed below the floor panel,
The cooling circuit is provided inside the battery case, and includes a cooling inner pipe that supplies the refrigerant from the cooling pump and discharges the refrigerant to the outside of the battery case.
The inner pipe for cooling has a branch part for dividing a refrigerant into the front battery module cooling part and the rear battery module cooling part between the front battery module and the rear battery module, and one end of the branch pipe. And a flow path connected to the outside of the battery case in the vehicle width direction and connected to the outside of the battery case. The vehicle power supply device according to claim 1,
The cooling inner pipe passes through the first cooling inner pipe constituting the flow path, the front battery module cooling section, and the rear battery module cooling section, and then the refrigerant joined at the junction section is supplied to the battery case. A second cooling internal pipe that discharges from the one side to the outside of the battery case,
The second cooling inner pipe is a vehicle power supply device disposed so as to be adjacent to the first cooling inner pipe. The vehicle power supply device according to claim 2,
The battery case includes a bottom plate on which the battery is mounted, and a cover that covers the battery from above,
The bottom plate and the cover are sealed at a mating portion,
The first cooling inner pipe and the second cooling inner pipe communicate with the outside of the battery case via a seal member located below the mating portion and disposed on a side surface of the bottom plate. Power supply. The vehicle power supply device according to claim 1 or 2,
The cooling circuit includes the cooling inner pipe provided inside the battery case, and the cooling outer pipe provided outside the battery case and connected to the cooling pump,
The battery case is disposed between a pair of first skeleton members extending in the front-rear direction of the vehicle,
On the outer side in the vehicle width direction of the pair of first skeleton members, a pair of second skeleton members arranged side by side with the first skeleton members are provided,
A part of the cooling outer pipe is a vehicle power supply device arranged between the first skeleton member and the second skeleton member on the one side. The vehicle power supply device according to claim 2,
Between the front battery module and the rear battery module, high-voltage equipment is provided,
The cooling inner pipe is a downstream side of the merging portion, and a third cooling inner pipe for supplying a refrigerant to the high pressure system device between the branch portion and the merging portion, and the high pressure system device A fourth cooling internal pipe for discharging the cooled refrigerant from the one of the battery cases to the outside of the battery case;
The third cooling inner pipe and the fourth cooling inner pipe are arranged so as to be adjacent to the first cooling inner pipe. The vehicle power supply device according to claim 5,
The battery case includes a bottom plate on which the battery is mounted, and a cover that covers the battery from above,
The bottom plate and the cover are sealed at a mating portion,
The first cooling inner pipe, the second cooling inner pipe, and the fourth cooling inner pipe are positioned below the mating portion and are disposed on the side surface of the bottom plate via a seal member. A vehicle power supply that communicates with the outside of the case. The vehicle power supply device according to claim 4,
A vehicle power supply device in which the cooling outer pipe is not provided between the first skeleton member and the second skeleton member on the other side of the battery case in the vehicle width direction. The vehicle power supply device according to claim 4,
The battery case includes a bottom plate on which the battery is mounted, and a cover that covers the battery from above,
The bottom plate includes a plate-like tray, and a plurality of lateral reinforcing members provided on the lower surface of the tray and extending in the vehicle width direction of the vehicle,
The battery case is disposed below the floor panel by fastening a fastening portion of the lateral reinforcing member to the first skeleton member,
The vehicle power supply device, wherein the flow path is connected to the cooling outer pipe at a position sandwiched between the fastening portions of the lateral reinforcing members in the front-rear direction.

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