JP2019034650A - Cooling device of battery module - Google Patents

Abstract

To effectively inhibit deterioration of cooling performance in a cooling device of a battery module.SOLUTION: A cooling device of a battery module includes: a housing space in which a battery module is housed; a first communication part and a second communication part which allow communication between the interior and the exterior of the housing space; and a fan which suctions air existing at the exterior of the housing space into the interior of the housing space through the first communication part and discharges the air to the exterior of the housing space through the second communication part. A filter which removes foreign objects contained in air passing through the first communication part is provided at the first communication part. The cooling device of the battery module further including a third communication part which allows the upstream side and the downstream side of the filter in the first communication part to communicate with each other is provided.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a battery module cooling apparatus.

  Conventionally, various devices are known that have a battery module mounted as a power source. For example, in recent years, electric vehicles such as an electric vehicle (EV) and a hybrid electric vehicle (HEV) having a drive motor for driving drive wheels are known. Such a vehicle is equipped with a battery module capable of supplying electric power to the drive motor, and the electric power supplied to the drive motor is stored in the battery module. When the battery module becomes excessively hot, problems such as a decrease in life due to accelerated deterioration in the battery module, a decrease in acceleration performance due to output limitation, or a limitation on EV travel occur. obtain.

  Therefore, in order to solve such a problem, a cooling device for cooling the battery module has been proposed. Specifically, air outside the housing space in which the battery module is housed is sucked into the housing space through one communication portion that communicates the inside and outside of the housing space, and the inside and outside of the housing space There has been proposed a cooling device that cools the battery module by discharging it to the outside of the accommodation space via another communication portion that communicates with the battery. For example, Patent Document 1 discloses a cooling device that cools a battery module by sucking air in a passenger compartment cooled by a cooling mechanism into a storage space in which the battery module is stored.

JP 2007-314139 A

  However, in the cooling device that cools the battery module by sucking air outside the storage space in which the battery module is stored into the storage space, the cooling performance may be reduced. For example, the foreign substance such as dust contained in the air sucked into the accommodation space adheres to the battery module, thereby causing clogging in the accommodation space, so that the cooling performance can be lowered. Further, in order to suppress the adhesion of foreign matter to the battery module, it is conceivable to provide a filter for removing foreign matter at the communicating portion through which the sucked air passes. In this case, the filter is clogged. Cooling performance can be reduced. As the cooling performance of the battery module cooling device is thus reduced, problems such as a reduction in the lifetime of the battery module, a reduction in acceleration performance, or a restriction on EV travel can be induced.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved cooling of a battery module capable of effectively suppressing a decrease in cooling performance. To provide an apparatus.

  In order to solve the above-described problem, according to an aspect of the present invention, a storage space in which a battery module is stored, a first communication unit and a second communication unit that connect the inside and the outside of the storage space, Cooling of a battery module comprising: a fan that sucks air outside the housing space into the housing space through the first communication portion and exhausts the air to the outside through the second communication portion The first communication part is provided with a filter for removing foreign substances contained in the air passing through the first communication part, and the first communication part has an upstream side and a downstream side from the filter. There is provided a battery module cooling device including a third communicating portion that communicates.

  A connection angle between a portion of the first communication portion upstream of the connection portion upstream of the third communication portion and the third communication portion is a portion of the first communication portion upstream of the connection portion. The angle may be smaller than the angle formed with the downstream portion.

  The inner diameter of the third communication part may be smaller than the inner diameter of the first communication part.

  The cooling device may include a control device capable of executing cooling control for cooling the battery module by controlling the operation of the fan based on the temperature of the battery module.

  The first communication portion detects a temperature of air at the position in the first communication portion at a position upstream of the connection portion downstream of the third communication portion and downstream of the filter. One communication part temperature sensor is provided, and the control device determines whether or not the filter is clogged based on a time change of the temperature detected by the first communication part temperature sensor when the fan is driven. The clogging determination control for determining may be executable.

  In the clogging determination control, when the temperature detected by the first communication part temperature sensor is higher than a reference temperature difference from the temperature of air sucked into the first communication part from the outside of the accommodation space, the control device In addition, the driving of the fan may be started.

  In the clogging determination control, the control device may notify that the filter is clogged when it is determined that the filter is clogged.

  As described above, according to the present invention, it is possible to effectively suppress a decrease in cooling performance in the battery module cooling apparatus.

It is a schematic diagram which shows schematic structure of the cooling device which concerns on a 1st reference example. It is a schematic diagram which shows schematic structure of the cooling device which concerns on a 2nd reference example. It is a mimetic diagram showing an example of the schematic structure of the vehicles by which the cooling device concerning the embodiment of the present invention is carried. It is a schematic diagram which shows an example of schematic structure of the cooling device which concerns on the embodiment. It is an expansion schematic diagram which shows an example of a structure around the connection part of the upstream with the bypass duct in the intake duct which concerns on the embodiment. It is a flowchart which shows an example of the flow of the process in the cooling control which the control apparatus which concerns on the same embodiment performs. It is a schematic diagram which shows the mode of the flow of air when clogging has not arisen in the filter in the cooling device concerning the embodiment. It is a schematic diagram which shows the mode of the flow of air when clogging has arisen in the filter in the cooling device which concerns on the embodiment. It is a flowchart which shows an example of the flow of the process in the clogging determination control which the control apparatus which concerns on the same embodiment performs. It is a schematic diagram which shows an example of schematic structure of the cooling device which concerns on a 1st modification. It is a schematic diagram which shows an example of schematic structure of the cooling device which concerns on a 2nd modification.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

<1. Reference example>
First, with reference to FIG.1 and FIG.2, the cooling device which concerns on each reference example is demonstrated prior to description of the cooling device 1 which concerns on embodiment of this invention.

  The cooling device according to each reference example is mounted on an electric vehicle such as an electric vehicle (EV) or a hybrid electric vehicle (HEV) that includes a drive motor that drives the drive wheels. Such a vehicle is equipped with a battery module 851 that stores electric power supplied to the drive motor. The cooling device according to each reference example is used for cooling the battery module 851.

  First, a cooling device 8 according to a first reference example will be described with reference to FIG. FIG. 1 is a schematic diagram showing a schematic configuration of a cooling device 8 according to a first reference example.

  As shown in FIG. 1, the cooling device 8 includes a battery case 853, a housing 855, an intake duct 821, an exhaust duct 822, and a fan 830.

  In the vehicle, the battery module 851 is covered with a battery case 853 inside the housing 855. For example, the battery pack 850 includes the battery module 851, the battery case 853, and the housing 855. Such a battery pack 850 is located, for example, in the cargo compartment of the vehicle.

  The battery case 853 is provided inside the housing 855 and covers the battery module 851. The space inside the battery case 853 corresponds to a housing space P830 in which the battery module 851 is housed. For example, a plurality of battery modules 851 including a plurality of cells 851a are accommodated in the accommodation space P830.

  The air intake duct 821 is open at both ends, penetrates the housing 855 and is connected to the battery case 853. Specifically, one end 821a of the intake duct 821 is connected to one side of the battery case 853. The other end (not shown) of the intake duct 821 is located in the vehicle interior. Thereby, the passenger compartment and the inside of the accommodation space P830 are communicated with each other by the intake duct 821.

  The exhaust duct 822 is open at both ends and penetrates the housing 855 and is connected to the battery case 853. Specifically, one end 822 a of the exhaust duct 822 is connected to the other side of the battery case 853. Further, the other end 822b of the exhaust duct 822 is located outside the housing 855 in the cargo compartment. Thereby, the space outside the casing 855 in the cargo compartment and the inside of the accommodation space P830 are communicated by the exhaust duct 822.

  The fan 830 is provided in the exhaust duct 822 and can blow air in a direction from the one end 822a of the exhaust duct 822 to the other end 822b. When the air is blown by the fan 830, the air in the passenger compartment is sucked into the accommodation space P830 via the intake duct 821, and is discharged outside the accommodation space P830 via the exhaust duct 822.

  The air in the passenger compartment can be cooled to a relatively low temperature by a cooling mechanism mounted on the vehicle. Therefore, the battery module 851 can be cooled by controlling the driving of the fan 830 based on the temperature of the battery module 851.

  However, since foreign matter such as dust is included in the air in the passenger compartment, when air is blown by the fan 830, the foreign matter is sucked into the accommodation space P830 from the passenger compartment together with air. Therefore, foreign matter can adhere to the battery module 851 by blowing air from the fan 830. Therefore, clogging due to foreign matter may occur in the accommodation space P830. Thereby, the cooling performance can be lowered by reducing the flow rate of the air passing through the accommodation space P830.

  Next, a cooling device 9 according to a second reference example in which a filter 960 is provided to suppress adhesion of foreign matter to the battery module 851 will be described with reference to FIG. FIG. 2 is a schematic diagram illustrating a schematic configuration of the cooling device 9 according to the second reference example.

  As shown in FIG. 2, the cooling device 9 further includes a filter 960, unlike the cooling device 8 described above.

  The filter 960 is provided in the intake duct 821 and removes foreign matters contained in the air passing through the intake duct 821. Thus, when the fan 830 is driven, foreign matter contained in the air can be removed by the filter 960 while air is sucked from the passenger compartment into the accommodation space P830. Therefore, it is possible to suppress the foreign matter included in the air sucked into the accommodation space P830 from adhering to the battery module 851. Therefore, it is possible to suppress a decrease in cooling performance due to the occurrence of clogging due to foreign matters in the accommodation space P830.

  However, since the foreign matter removed by the filter 960 is captured while attached to the filter 960, the filter 960 can be clogged when the amount of foreign matter attached to the filter 960 increases excessively. Thereby, the cooling performance can be lowered by reducing the flow rate of the air passing through the accommodation space P830.

  As described above, in each reference example, it is difficult to effectively suppress a decrease in cooling performance in the battery module cooling device. Therefore, when the battery module becomes excessively high in temperature, problems such as a decrease in the lifetime of the battery module, a decrease in acceleration performance, or a limitation on EV travel may be induced.

<2. Configuration of cooling device>
Next, with reference to FIGS. 3-5, the structure of the cooling device 1 which concerns on embodiment of this invention is demonstrated.

  FIG. 3 is a schematic diagram illustrating an example of a schematic configuration of the vehicle 100 in which the cooling device 1 according to the present embodiment is mounted. FIG. 4 is a schematic diagram illustrating an example of a schematic configuration of the cooling device 1 according to the present embodiment. FIG. 5 is an enlarged schematic diagram illustrating an example of a configuration around the connection portion C10 on the upstream side of the bypass duct 23 in the intake duct 21 according to the present embodiment.

  In the following, the traveling direction of the vehicle 100 is the forward direction, the reverse direction to the traveling direction is the backward direction, the left side and the right side in the state of facing the traveling direction are the left direction and the right direction, respectively. The lower side will be described as an upward direction and a downward direction, respectively.

  The vehicle 100 is an electric vehicle such as an electric vehicle (EV) or a hybrid electric vehicle (HEV) that includes a drive motor that drives drive wheels. The vehicle 100 is equipped with a battery module 51 that stores electric power supplied to the drive motor. Specifically, the battery module 51 is a high voltage (for example, 200 V) power supply source. The cooling device 1 is used for cooling the battery module 51 mounted on the vehicle 100. Thus, the cooling device 1 according to the present embodiment is mounted on, for example, an electric vehicle.

  In the vehicle 100, the battery module 51 is covered with a battery case 53 inside the housing 55. For example, the battery pack 50 includes the battery module 51, the battery case 53, and the housing 55. Such a battery pack 50 is located in the luggage compartment P20, for example, as shown in FIG. Specifically, the luggage compartment P20 is a space located behind the rear seat 13 in the vehicle 100 and below the cargo compartment deck board 15 partitioned from the compartment P10 by the cargo compartment deck board 15. Note that the position of the battery pack 50 in the vehicle 100 is not particularly limited to the example shown in FIG. 3, and may be another position.

  When the vehicle 100 is parked, the battery module 51 can be connected to an external power source outside the vehicle 100 and can be charged using electric power supplied from the external power source. For example, in a plug-in state in which a charging plug is connected to the vehicle 100, the battery module 51 is charged during parking. In the plug-in state, the plug connected to the external power source is connected to the vehicle 100, so that power can be supplied from the external power source to the vehicle 100.

  The vehicle 100 is equipped with a display device 17 that displays an image. For example, the display device 17 is provided in front of the front seat 11 in the passenger compartment P10 and displays various types of information notified to the driver. The display device 17 may have a function of accepting various operations by the driver, and in that case, the display may be switched according to the accepted operation.

  For example, as shown in FIGS. 3 and 4, the cooling device 1 includes a battery case 53, a housing 55, an intake duct 21, an exhaust duct 22, a bypass duct 23, a fan 30, and a filter 60. , A control device 90, a battery temperature sensor 81, a duct temperature sensor 83, and a passenger compartment temperature sensor 85.

  The battery case 53 is provided inside the housing 55 and covers the battery module 51. The battery case 53 and the housing 55 can be formed of, for example, a metal material. The space inside the battery case 53 corresponds to a housing space P30 in which the battery module 51 is housed. For example, a plurality of battery modules 51 including a plurality of cells 51a are accommodated in the accommodation space P30. The battery module 51 is specifically a secondary battery such as a lithium ion battery. In each battery module 51, the plurality of cells 51a are connected, for example, along the front-rear direction of the vehicle 100, and are electrically connected to each other in series. The battery modules 51 are electrically connected to each other in series or in parallel. In addition, the number and arrangement | positioning of the battery module 51 accommodated in the accommodation space P30 are not specifically limited.

  As will be described later, the air in the passenger compartment P <b> 10 is sucked into the accommodation space P <b> 30 through the intake duct 21. The air sucked into the accommodation space P30 passes through the interior of the accommodation space P30, and is then discharged to the outside of the accommodation space P30 through the exhaust duct 22. The battery case 53 regulates the flow of air so that each part of the battery module 51 can be appropriately cooled by the passage of air through the accommodation space P30. Specifically, the battery case 53 regulates the flow of air so that the air sucked into the accommodation space P30 passes between the cells 51a adjacent to each other in the battery module 51.

  The intake duct 21 is a duct that communicates the inside and the outside of the accommodation space P30 and through which air sucked from the outside to the inside of the accommodation space P30 when the fan 30 is driven. The intake duct 21 corresponds to an example of a first communication portion according to the present invention. The intake duct 21 can be formed of, for example, a metal material or a resin material.

  For example, the intake duct 21 is open at both ends, and is connected to the battery case 53 through the casing 55 and the cargo compartment deck board 15. Specifically, one end 21 a of the intake duct 21 is connected to one side (for example, the left side) of the battery case 53. Further, the other end 21b of the intake duct 21 is located in the passenger compartment P10. Thereby, the passenger compartment P10 and the interior of the accommodation space P30 are communicated with each other by the intake duct 21.

  The exhaust duct 22 communicates the inside and outside of the accommodation space P30, and is a duct through which air discharged from the inside of the accommodation space P30 when the fan 30 is driven passes. The exhaust duct 22 corresponds to an example of a second communication portion according to the present invention. The exhaust duct 22 can be formed of, for example, a metal material or a resin material.

  For example, the exhaust duct 22 is open at both ends and penetrates the housing 55 and is connected to the battery case 53. Specifically, one end 22 a of the exhaust duct 22 is connected to the other side (for example, the right side) of the battery case 53. Further, the other end 22b of the exhaust duct 22 is located outside the housing 55 in the cargo compartment P20. Thereby, the space outside the housing 55 in the cargo compartment P20 and the inside of the accommodation space P30 are communicated by the exhaust duct 22.

  The fan 30 sucks the air outside the accommodation space P30 into the accommodation space P30 via the intake duct 21 and discharges the air outside the accommodation space P30 via the exhaust duct 22.

  For example, the fan 30 is provided in the exhaust duct 22 and can blow air in a direction from the one end 22 a to the other end 22 b of the exhaust duct 22. Therefore, when the fan 30 is driven, the air in the passenger compartment P <b> 10 is sucked into the intake duct 21 from the other end portion 21 b of the intake duct 21 by blowing air from the fan 30. Then, the air sucked into the intake duct 21 passes through the intake duct 21 and is sent from the one end 21a of the intake duct 21 to the inside of the accommodation space P30. The air sent to the inside of the housing space P30 passes through the inside of the housing space P30 in which the battery module 51 is housed, and is sent from the one end 22a of the exhaust duct 22 to the inside of the exhaust duct 22. Then, the air sent to the inside of the exhaust duct 22 passes through the inside of the exhaust duct 22 and is discharged from the other end 22b of the exhaust duct 22 to a space outside the casing 55 in the luggage compartment P20.

  In a non-plug-in state such as when the vehicle 100 is traveling, the fan 30 can be driven using the electric power stored in the battery module 51. For example, the fan 30 is connected to the battery module 51 via a DCDC converter, and the power output from the battery module 51 is stepped down by the DCDC converter and supplied to the fan 30.

  When the vehicle 100 is parked in a plug-in state, the fan 30 can be driven using electric power supplied to the vehicle 100 from an external power source. For example, the fan 30 is connected to a portion that receives power from an external power supply in the vehicle 100 via a DCDC converter, and the power supplied from the external power supply to the vehicle 100 is stepped down by the DCDC converter and supplied to the fan 30. The

  The filter 60 is provided in the intake duct 21 and removes foreign matters contained in the air passing through the intake duct 21. Therefore, when the fan 30 is driven, the air sucked into the intake duct 21 from the passenger compartment 10 is sent to the inside of the accommodation space P30 after the foreign matter is removed by the filter 60. Specifically, the filter 60 has a function of removing an object smaller than a reference dimension. The reference dimension is appropriately set to a dimension capable of removing a foreign substance desired as a removal target.

  For example, the filter 60 is provided inside a portion of the intake duct 21 that extends outside the housing 55 in the cargo compartment P20.

  The bypass duct 23 is a duct that connects the upstream side and the downstream side of the filter 60 in the intake duct 21. The bypass duct 23 corresponds to an example of a third communication portion according to the present invention. The bypass duct 23 can be formed of, for example, a metal material or a resin material.

  For example, the bypass duct 23 is connected to the intake duct 21 outside the housing 55 in the cargo compartment P20. In that case, the upstream connection portion C10 and the downstream connection portion C20 of the intake duct 21 with the bypass duct 23 are located outside the casing 55 in the cargo compartment P20.

  Thus, since the cooling device 1 is provided with the bypass duct 23, when the fan 30 is driven, a part of the air sucked into the intake duct 21 from the passenger compartment 10 from the upstream side of the filter 60 in the intake duct 21. It can be sucked into the bypass duct 23. The air sucked into the bypass duct 23 passes through the bypass duct 23 and is sent from the upstream side to the downstream side of the filter 60 in the intake duct 21.

  Specifically, the bypass duct 23 can suppress foreign matters included in the air sucked from the passenger compartment 10 into the intake duct 21 when the fan 30 is driven, from being sucked into the bypass duct 23 from the intake duct 21. Is provided.

  For example, as shown in FIG. 5, the connection angle θ <b> 1 between the upstream portion 21 c of the intake duct 21 and the bypass connection portion C <b> 10 upstream of the bypass duct 23 and the bypass duct 23 is greater than the connection portion C <b> 10 of the intake duct 21. It is smaller than the angle θ2 formed by the upstream portion 21c and the downstream portion 21d. Specifically, the upstream portion 21c and the downstream portion 21d of the intake duct 21 can extend on the same straight line. On the other hand, the bypass duct 23 is inclined and connected to the intake duct 21 at the upstream connection portion C10. In this case, the connection angle θ1 between the upstream portion 21c in the intake duct 21 and the bypass duct 23 is smaller than the angle θ2 between the upstream portion 21c and the downstream portion 21d in the intake duct 21.

  For example, as shown in FIG. 5, the inner diameter D <b> 2 of the bypass duct 23 is smaller than the inner diameter D <b> 1 of the intake duct 21. Specifically, the inner diameter D2 of the bypass duct 23 is the air that can be sucked from the intake duct 21 to the bypass duct 23 while suppressing the intake of foreign matter from the intake duct 21 to the bypass duct 23 when the fan 30 is driven. The flow rate is appropriately set to a dimension capable of suppressing an excessive decrease in the flow rate.

  The battery temperature sensor 81 is provided in the vicinity of the battery module 51, detects the battery temperature that is the temperature of the battery module 51, and outputs the detection result. The battery temperature sensor 81 is provided for each battery module 51, for example, and detects the battery temperature for each battery module 51.

  The duct temperature sensor 83 is provided at a position upstream of the connection portion C20 downstream of the bypass duct 23 in the intake duct 21 and downstream of the filter 60, and the duct temperature sensor 83 in the intake duct 21 is provided. The downstream intake temperature, which is the temperature of the air at the position, is detected, and the detection result is output. The duct temperature sensor 83 corresponds to an example of a first communication part temperature sensor according to the present invention.

  The passenger compartment temperature sensor 85 is provided inside the passenger compartment P10, detects the passenger compartment temperature, which is the temperature of the air in the passenger compartment P10, and outputs the detection result.

  The control device 90 includes a CPU (Central Processing Unit) that is an arithmetic processing unit, a ROM (Read Only Memory) that is a storage element that stores programs used by the CPU, operational parameters, and the like, parameters that change as appropriate in the execution of the CPU, and the like. It is composed of a RAM (Random Access Memory) or the like that is a storage element for temporary storage.

  In addition, the control device 90 receives information output from each device. Communication between the control device 90 and each device is realized by using, for example, CAN (Controller Area Network) communication. For example, the control device 90 receives information output from the battery temperature sensor 81, the duct temperature sensor 83, and the passenger compartment temperature sensor 85.

  Further, the control device 90 controls the operation of each device by outputting an operation command to each device. For example, the control device 90 controls the operation of the fan 30 by outputting an operation command to the fan 30. Specifically, the fan 30 includes an electric motor, and the operation of the fan 30 is controlled by driving the electric motor based on an operation instruction from the control device 90. For example, the control device 90 controls the display by the display device 17 by outputting an operation command to the display device 17.

  Specifically, the control device 90 can execute cooling control for cooling the battery module 51 and clogging determination control for determining whether or not the filter 60 is clogged.

  In the following description, the state in which the flow rate of air that can pass through the filter 60 is significantly reduced due to the excessive amount of foreign matter adhering to the filter 60 is described as a state in which the filter 60 is clogged. To do.

<3. Operation of cooling device>
Then, with reference to FIGS. 6-9, operation | movement of the cooling device 1 which concerns on this embodiment is demonstrated.

  FIG. 6 is a flowchart illustrating an example of a process flow in the cooling control performed by the control device 90 according to the present embodiment. The processing flow shown in FIG. 6 is repeated, for example, at a preset time interval.

  In the cooling control, when the control flow shown in FIG. 6 is started, first, in step S501, the control device 90 determines whether or not the battery temperature is higher than the reference battery temperature. When it is determined that the battery temperature is higher than the reference battery temperature (step S501 / YES), the process proceeds to step S503. On the other hand, when it is not determined that the battery temperature is higher than the reference battery temperature (step S501 / NO), the process proceeds to step S507.

  The control device 90 may use, for example, the average value of the battery temperature for each battery module 51 or the maximum value of the battery temperature for each battery module 51 as the battery temperature in the determination process of step S501. . Specifically, the reference battery temperature is set to a value that can determine whether or not the battery module 51 is in a relatively high temperature state (for example, a state where the battery temperature has reached a temperature at which deterioration can be promoted). Is done. Information indicating the reference battery temperature is stored in advance in a storage element of the control device 90, for example.

  In step S503, the control device 90 determines whether or not the passenger compartment temperature is lower than the battery temperature. When it is determined that the passenger compartment temperature is lower than the battery temperature (step S503 / YES), the process proceeds to step S505. On the other hand, when it is not determined that the passenger compartment temperature is lower than the battery temperature (step S503 / NO), the process proceeds to step S507.

  In step S505, the control device 90 drives the fan 30. As a result, the air in the passenger compartment P10 is sucked into the accommodation space P30 via the intake duct 21 and discharged to the outside of the accommodation space P30 via the exhaust duct 22.

  In the cooling control, the operation of the fan 30 is controlled based on the battery temperature as described above. Specifically, when the battery temperature is higher than the reference battery temperature, the fan 30 blows air. Therefore, the cooling of the battery module 51 is realized by the air in the passenger compartment P10 having a temperature lower than that of the battery module 51 being sucked into the accommodation space P30. Thus, the control device 90 cools the battery module 51 by controlling the operation of the fan 30 based on the battery temperature in the cooling control.

  In step S507, the control device 90 stops the fan 30. As a result, the air in the passenger compartment P10 is sucked into the accommodation space P30 via the intake duct 21, and the air blowing to the outside of the accommodation space P30 via the exhaust duct 22 is stopped.

  After step S505 or step S507, the processing flow shown in FIG. 6 ends.

  Here, the flow of air generated in the cooling device 1 when the fan 30 is driven will be described in more detail.

  FIG. 7 is a schematic diagram illustrating a state of air flow when the filter 60 in the cooling device 1 according to the present embodiment is not clogged. In FIG. 7, the flow of air generated in the cooling device 1 is shown by hatched arrows. Moreover, it is shown that the width | variety of an arrow becomes large, so that there are many flow rates about the flow of air corresponding to an arrow.

  When the filter 60 is not clogged, the amount of foreign matter adhering to the filter 60 is relatively small, so the flow rate of air that can pass through the filter 60 is relatively large. Therefore, when the fan 30 is driven, as shown in FIG. 7, most of the air sucked from the passenger compartment 10 into the intake duct 21 passes through the filter 60 and is one end 21 a of the intake duct 21. To the inside of the accommodation space P30. A part of the air sucked into the intake duct 21 from the passenger compartment 10 can pass through the bypass duct 23 and be sent from the upstream side to the downstream side of the filter 60 in the intake duct 21.

  FIG. 8 is a schematic diagram showing the air flow when the filter 60 in the cooling device 1 according to the present embodiment is clogged. In FIG. 8, similarly to FIG. 7, the air flow generated in the cooling device 1 is shown by hatched arrows.

  When the filter 60 is clogged, the amount of foreign matter adhering to the filter 60 is excessively large, so that the flow rate of air that can pass through the filter 60 is remarkably small. Therefore, when the fan 30 is driven, as shown in FIG. 8, the flow rate of the air passing through the filter 60 out of the air sucked into the intake duct 21 from the passenger compartment 10 is not clogged in the filter 60. Less than the case. Here, since the cooling device 1 is provided with the bypass duct 23, the bypass duct 23 extends from the intake duct 21 by an amount corresponding to a decrease in the flow rate of the air passing through the filter 60 as the amount of foreign matter attached to the filter 60 increases. The flow rate of air sucked into the air increases. Thereby, even when the filter 60 is clogged, the flow rate of the air sucked from the passenger compartment 10 into the accommodation space P30 is maintained at the same level as when the filter 60 is not clogged. can do.

  As described above, the bypass duct 23 is specifically configured such that when the fan 30 is driven, foreign matter contained in the air sucked into the intake duct 21 from the passenger compartment 10 is sucked into the bypass duct 23 from the intake duct 21. It is provided so that it can be suppressed. Therefore, it is suppressed that a foreign material passes through the bypass duct 23 without being captured by the filter 60 and is sent from the upstream side to the downstream side of the filter 60 in the intake duct 21.

  FIG. 9 is a flowchart illustrating an example of a process flow in the clogging determination control performed by the control device 90 according to the present embodiment. The process flow shown in FIG. 9 is executed, for example, when the vehicle 100 is in a plug-in state when the vehicle 100 is parked. In the plug-in state, when the time during which the battery module 51 is charged is managed by the external charging device that controls the supply of power from the external power source to the vehicle 100, the charging of the battery module 51 is started. Clogging determination control may be executed.

  In the clogging determination control, when the control flow shown in FIG. 9 is started, first, in step S601, the control device 90 determines that the downstream side intake air temperature, which is the temperature detected by the duct temperature sensor 83, is greater than the passenger compartment temperature. It is determined whether it is higher than the first reference temperature difference (for example, 5 ° C.). When it is determined that the downstream intake temperature is higher than the first reference temperature difference by more than the first reference temperature difference (step S601 / YES), the process proceeds to step S603. On the other hand, when it is not determined that the downstream-side intake air temperature is higher than the first reference temperature difference by more than the first reference temperature difference (step S601 / NO), the processing flow shown in FIG. 9 ends.

  Specifically, the first reference temperature difference is lower when the fan 30 is driven because the temperature difference between the downstream intake air temperature and the passenger compartment temperature when the driving of the fan 30 is started is relatively small. It is set to a value that can prevent the time change of the side intake air temperature from becoming difficult to occur. The first reference temperature difference corresponds to an example of the reference temperature difference according to the present invention. Information indicating the first reference temperature difference is stored in advance in a storage element of the control device 90, for example.

  In step S <b> 603, the control device 90 drives the fan 30. As a result, the air in the passenger compartment P10 is sucked into the accommodation space P30 via the intake duct 21 and discharged to the outside of the accommodation space P30 via the exhaust duct 22.

  As described above, the control device 90 starts driving the fan 30 when the temperature detected by the duct temperature sensor 83 is higher than the reference temperature difference from the temperature of the air sucked into the intake duct 21 from the outside of the accommodation space P30. To do.

  Next, in step S605, the control device 90 determines whether or not the filter 60 is clogged. When it is determined that the filter 60 is clogged (step S605 / YES), the process proceeds to step S607. On the other hand, when it is not determined that the filter 60 is clogged (step S605 / NO), the process proceeds to step S609.

  Specifically, the control device 90 determines whether or not the filter 60 is clogged based on a time change when the fan 30 is driven at the downstream side intake air temperature that is the temperature detected by the duct temperature sensor 83. To do. Here, after the drive of the fan 30 is started, the temperature difference between the downstream-side intake air temperature and the passenger compartment temperature becomes smaller as time passes. Thereby, the time change rate of the downstream side intake temperature decreases with the passage of time, and approaches the state where the downstream side intake temperature is maintained at a constant value. Therefore, more specifically, the control device 90 determines whether or not the filter 60 is clogged based on the magnitude of the change speed of the downstream side intake air temperature immediately after the driving of the fan 30 is started. Determine. Information indicating the history of the downstream side intake air temperature can be stored in the storage element of the control device 90.

  For example, the control device 90 determines whether or not the change speed of the downstream intake air temperature from the time when the driving of the fan 30 is started to the time when the downstream intake air temperature decreases by a predetermined temperature is equal to or less than a threshold value. It is determined whether or not the filter 60 is clogged. Specifically, the control device 90 can calculate a value obtained by dividing the predetermined temperature by the time taken until the downstream side intake air temperature decreases by the predetermined temperature as the change speed. Specifically, the predetermined temperature is set to a value smaller than the difference between the above-described first reference temperature difference (for example, 5 ° C.) and a second reference temperature difference (for example, 1 ° C.) described later. As a result, when the downstream side intake air temperature decreases by a predetermined temperature, the temperature difference between the downstream side intake air temperature and the passenger compartment temperature becomes larger than a second reference temperature difference described later. Specifically, the filter 60 is clogged with the change rate of the downstream intake temperature from the time when the driving of the fan 30 is started to the time when the downstream intake temperature is lowered by a predetermined temperature. It is set to a value that can determine whether or not it is low enough to be assumed in some cases. The information indicating the predetermined temperature and the information indicating the threshold value are stored in advance in a storage element of the control device 90, for example.

  When the filter 60 is clogged, as described above, the amount of foreign matter adhering to the filter 60 is excessively large, so that the flow rate of air that can pass through the filter 60 is remarkably small. Here, the duct temperature sensor 83 is provided at a position upstream of the connection portion C <b> 20 downstream of the intake duct 21 and the bypass duct 23 and downstream of the filter 60. Therefore, when the filter 60 is clogged, when the fan 30 is driven, it passes through a position where the duct temperature sensor 83 in the intake duct 21 is provided in the air sucked into the intake duct 21 from the passenger compartment 10. The flow rate of air is remarkably reduced as compared with the case where the filter 60 is not clogged. Therefore, the change speed of the downstream intake air temperature from the time when the driving of the fan 30 is started to the time when the downstream intake temperature is lowered by a predetermined temperature is equal to or less than the threshold value. Therefore, the control device 90 can determine that the filter 60 is clogged when the change speed is equal to or less than the threshold value.

  Note that the control device 90 determines whether or not the downstream side intake air temperature change speed from the time when the driving of the fan 30 is started to the time when the predetermined time elapses is equal to or less than the threshold value. It may be determined whether clogging has occurred. In this case, for example, the predetermined time is set to a time that is expected to take from when the driving of the fan 30 is started until the downstream side intake air temperature decreases by a predetermined temperature. Information indicating the predetermined time is stored in advance in a storage element of the control device 90, for example.

  In step S607, the control device 90 notifies that the filter 60 is clogged.

  For example, the control device 90 notifies the driver that the filter 60 is clogged by controlling the display by the display device 17 provided in the passenger compartment P10.

  In step S609, the control device 90 determines whether or not the temperature difference between the downstream side intake air temperature, which is the temperature detected by the duct temperature sensor 83, and the passenger compartment temperature has become equal to or smaller than a second reference temperature difference (eg, 1 ° C.). judge. If it is determined that the temperature difference between the downstream intake temperature and the passenger compartment temperature has become equal to or smaller than the second reference temperature difference (step S609 / YES), the process proceeds to step S611. On the other hand, when it is not determined that the temperature difference between the downstream intake temperature and the passenger compartment temperature is equal to or smaller than the second reference temperature difference (step S609 / NO), the determination process of step S609 is repeated.

  Specifically, the second reference temperature difference is set to a value by which it can be determined whether or not the temperature difference between the downstream intake temperature and the passenger compartment temperature has become small enough to prevent the downstream intake temperature from changing with time. Is done. Information indicating the second reference temperature difference is stored in advance in a storage element of the control device 90, for example.

  In step S611, the control device 90 stops the fan 30. As a result, the air in the passenger compartment P10 is sucked into the accommodation space P30 via the intake duct 21, and the air blowing to the outside of the accommodation space P30 via the exhaust duct 22 is stopped.

  Next, the processing flow shown in FIG. 9 ends.

  In the above description, the example in which the control device 90 stops the fan 30 when the temperature difference between the downstream intake temperature and the passenger compartment temperature is equal to or smaller than the second reference temperature difference has been described. Is not limited to such an example. For example, in the clogging determination control, the control device 90 is expected to take until the temperature difference between the downstream side intake air temperature and the passenger compartment temperature becomes equal to or less than the second reference temperature difference from when the driving of the fan 30 is started. Alternatively, the fan 30 may be stopped with a trigger for the elapse of a predetermined time.

<4. Effect of cooling device>
Then, the effect of the cooling device 1 which concerns on this embodiment is demonstrated.

  In the cooling device 1 according to the present embodiment, the intake duct 21 is provided with a filter 60 that removes foreign matters contained in the air passing through the intake duct 21. Accordingly, when the fan 30 is driven, foreign matter contained in the air can be removed by the filter 60 while air is sucked from the passenger compartment P10 into the accommodation space P30. Therefore, it is possible to suppress the foreign matter included in the air sucked into the accommodation space P30 from adhering to the battery module 51. Therefore, it is possible to suppress a decrease in cooling performance due to clogging caused by foreign matter in the accommodation space P30.

  Furthermore, the cooling device 1 according to the present embodiment includes a bypass duct 23 that communicates the upstream side and the downstream side of the filter 60 in the intake duct 21. Accordingly, the flow rate of air sucked from the intake duct 21 to the bypass duct 23 can be increased by the amount by which the flow rate of the air passing through the filter 60 is reduced as the amount of foreign matter attached to the filter 60 increases. . Therefore, even when the filter 60 is clogged, the flow rate of the air sucked from the passenger compartment 10 into the accommodation space P30 is maintained at the same level as when the filter 60 is not clogged. be able to. Therefore, it is possible to effectively suppress a decrease in cooling performance in the cooling device 1 of the battery module 51.

  Further, in the cooling device 1 according to the present embodiment, the connection angle θ1 between the upstream portion 21c of the intake duct 21 and the upstream connection portion C10 with the bypass duct 23 and the bypass duct 23 is the connection portion of the intake duct 21. It is preferable that the angle θ2 formed by the upstream portion 21c and the downstream portion 21d is smaller than C10. Thereby, when the fan 30 is driven, it is possible to effectively prevent foreign matters included in the air sucked from the passenger compartment 10 into the intake duct 21 from being sucked into the bypass duct 23. Therefore, it is possible to effectively prevent foreign matters from passing through the bypass duct 23 without being captured by the filter 60 and being sent from the upstream side to the downstream side of the filter 60 in the intake duct 21. Therefore, it is possible to effectively suppress a decrease in cooling performance caused by the occurrence of clogging due to foreign matters in the accommodation space P30.

  In the cooling device 1 according to this embodiment, the inner diameter D2 of the bypass duct 23 is preferably smaller than the inner diameter D1 of the intake duct 21. Thereby, when the fan 30 is driven, it is possible to more effectively suppress foreign matters included in the air sucked from the passenger compartment 10 into the intake duct 21 from being sucked into the bypass duct 23. Therefore, it is possible to more effectively suppress foreign matters from passing through the bypass duct 23 without being captured by the filter 60 and being sent from the upstream side to the downstream side of the filter 60 in the intake duct 21. Therefore, it is possible to more effectively suppress a decrease in cooling performance due to the occurrence of clogging due to foreign matters in the accommodation space P30.

  In the cooling device 1 according to the present embodiment, the cooling control for cooling the battery module 51 can be executed by controlling the operation of the fan 30 based on the temperature of the battery module 51. Thereby, it is possible to appropriately blow air by the fan 30 according to the temperature of the battery module 51. Therefore, it can suppress appropriately that the battery module 51 becomes high temperature excessively.

  In the cooling device 1 according to the present embodiment, the position in the intake duct 21 is located at a position upstream of the connection portion C20 on the downstream side of the intake duct 21 and the bypass duct 23 and downstream of the filter 60. A duct temperature sensor 83 is provided for detecting the downstream side intake air temperature, which is the temperature of the air at. Further, the clogging determination control is performed to determine whether or not the filter 60 is clogged based on the time change when the fan 30 is driven at the downstream side intake air temperature that is the temperature detected by the duct temperature sensor 83. obtain. Thereby, whether or not the filter 60 is clogged can be appropriately determined according to the flow rate of the air passing through the filter 60 when the fan 30 is driven.

  Further, in the cooling device 1 according to the present embodiment, in the clogging determination control, the downstream side intake air temperature, which is the temperature detected by the duct temperature sensor 83, is the temperature of the air sucked into the intake duct 21 from the outside of the accommodation space P30. When the temperature difference is higher than a certain reference temperature by a first reference temperature difference or more, driving of the fan 30 can be started. Thereby, it is possible to suppress the driving of the fan 30 from being started when the temperature difference between the downstream side intake air temperature and the passenger compartment temperature is relatively small. Therefore, it is possible to suppress the time-dependent change in the downstream intake air temperature when the fan 30 is driven. Therefore, it is possible to more appropriately determine whether or not the filter 60 is clogged based on the time change of the downstream side intake air temperature when the fan 30 is driven.

  Further, in the cooling device 1 according to the present embodiment, when it is determined in the clogging determination control that the filter 60 is clogged, the filter 60 is notified that clogging has occurred. Thereby, for example, the driver of the vehicle 100 can recognize that the filter 60 is clogged. Therefore, it is possible to prompt the driver to replace the filter 60 at an appropriate timing.

<5. Modification>
Next, the cooling device according to each modification will be described with reference to FIGS. 10 and 11.

  FIG. 10 is a schematic diagram illustrating an example of a schematic configuration of the cooling device 2 according to the first modification.

  The cooling device 2 according to the first modified example is different from the cooling device 1 described above in the position where the fan is installed. Specifically, in the cooling device 2 according to the first modification, unlike the cooling device 1 described above, the fan 230 is provided in the intake duct 21.

  More specifically, the fan 230 is provided on the downstream side of the connection portion C <b> 20 on the downstream side of the intake duct 21 with the bypass duct 23. The fan 230 can blow air in the direction from the other end 21b of the intake duct 21 toward the one end 21a. Therefore, when the fan 230 is driven, air is blown by the fan 230, so that the air in the passenger compartment P10 is sucked into the intake duct 21 from the other end 21b of the intake duct 21. Then, the air sucked into the intake duct 21 passes through the interior of the accommodation space P30 and the exhaust duct 22, and is a space outside the casing 55 in the luggage compartment P20 from the other end 22b of the exhaust duct 22. Is discharged.

  As described above, the fan 230 sucks the air outside the accommodation space P30 into the accommodation space P30 via the intake duct 21 and the air in the accommodation space P30 via the exhaust duct 22 in the same manner as the fan 30 described above. Discharge outside. Therefore, by the cooling device 2 according to the first modification, the fan 230 can be driven to blow air in the same manner as the cooling device 1 described above.

  As described above with reference to the first modification, in the cooling device 1, the fan 30 sucks the air outside the accommodation space P30 into the accommodation space P30 via the intake duct 21 and exhausts the air. The position where the fan 30 is provided is not particularly limited as long as it has a function of discharging to the outside of the accommodation space P30 via the duct 22.

  In the above description, the example in which the air in the passenger compartment P10 is sucked into the accommodation space P30 as the air outside the accommodation space P30 by the fan 30 has been described. However, the air that is sucked into the accommodation space P30 by the fan 30 May be air in other spaces. For example, the air inside the cooling mechanism of the vehicle 100 may be sucked into the inside of the housing space P30 as the air outside the housing space P30 by the fan 30. Note that the position of the other end 21b of the intake duct 21 may be appropriately changed according to the position in the vehicle 100 in the space where the air sucked into the accommodation space P30 by the fan 30 is located. Further, the position of the other end 22b of the exhaust duct 22 is not particularly limited, and may be a position different from the space outside the housing 55 in the luggage compartment P20.

  FIG. 11 is a schematic diagram illustrating an example of a schematic configuration of the cooling device 3 according to the second modification.

  In the cooling device 3 according to the second modification, the position where the bypass duct is connected to the intake duct 21 is different from the cooling device 1 described above. Specifically, in the cooling device 3 according to the second modification, unlike the cooling device 1 described above, the downstream end of the bypass duct 323 is connected to the intake duct 21 inside the housing 55. .

  More specifically, the bypass duct 323 passes through the housing 55 and is connected to the intake duct 21. The upstream end of the bypass duct 323 is connected to the intake duct 21 outside the housing 55 in the cargo compartment P20. Therefore, the connection part C10 on the upstream side with the bypass duct 323 in the intake duct 21 is located outside the housing 55 in the cargo compartment P20. On the other hand, the connection portion C 320 on the downstream side of the intake duct 21 with the bypass duct 323 is located inside the housing 55. Here, the upstream connection portion C <b> 10 is located upstream of the filter 60 in the intake duct 21, and the downstream connection portion C <b> 320 is located downstream of the filter 60 in the intake duct 21.

  In this way, the bypass duct 323 communicates the upstream side and the downstream side of the filter 60 in the intake duct 21 in the same manner as the bypass duct 23 described above. Therefore, also in the cooling device 3 according to the second modified example, as the cooling device 1 described above, the flow rate of the air passing through the filter 60 is reduced as the amount of foreign matter attached to the filter 60 increases. Therefore, the flow rate of the air sucked from the intake duct 21 to the bypass duct 23 can be increased.

  As described above with reference to the second modification, in the cooling device 1, the bypass duct 23 only needs to communicate the upstream side and the downstream side of the filter 60 in the intake duct 21. The positional relationship between the bypass duct 23 and other members is not particularly limited.

<6. Conclusion>
As described above, in the cooling device 1 according to this embodiment, the intake duct 21 is provided with the filter 60 that removes foreign matters contained in the air passing through the intake duct 21. Therefore, it is possible to suppress a decrease in cooling performance due to clogging caused by foreign matter in the accommodation space P30. Furthermore, the cooling device 1 according to the present embodiment includes a bypass duct 23 that connects the upstream side and the downstream side of the filter 60 in the intake duct 21. Therefore, even when the filter 60 is clogged, the flow rate of the air sucked from the passenger compartment 10 into the accommodation space P30 is maintained at the same level as when the filter 60 is not clogged. be able to. Therefore, it is possible to effectively suppress a decrease in cooling performance in the cooling device 1 of the battery module 51.

  In the above description, each component of the cooling device 1 has been described with reference to each drawing. However, the shape of each component is not limited to the example corresponding to each drawing, and the shape shown in the drawing is only an example. Absent. Moreover, the positional relationship between each component is not limited to the example corresponding to each drawing, and the positional relationship shown in the drawing is only an example. Each component may be formed of a plurality of members.

  Further, the processing described using the flowchart in the present specification may not necessarily be executed in the order shown in the flowchart. Some processing steps may be performed in parallel. For example, in the flowchart shown in FIG. 6, the processes in step S501 and step S503 may not be executed in the order shown in the flowchart, and may be executed in parallel. Further, additional processing steps may be employed, and some processing steps may be omitted.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can make various modifications or application examples within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

1, 2, 3 Cooling device 10 Car compartment 11 Front seat 13 Rear seat 15 Cargo deck board 17 Display device 21 Intake duct 22 Exhaust duct 23, 323 Bypass duct 30, 230 Fan 50 Battery pack 51 Battery module 53 Battery case 55 Case 60 Filter 81 Battery temperature sensor 83 Duct temperature sensor 85 Car compartment temperature sensor 90 Controller 100 Vehicle P10 Car compartment P20 Cargo compartment P30 Storage space

Claims (7)

A storage space in which the battery module is stored;
A first communication part and a second communication part for communicating the inside and the outside of the housing space;
A fan that sucks air outside the accommodation space into the accommodation space via the first communication portion and exhausts the air outside the accommodation space via the second communication portion;
A battery module cooling device comprising:
The first communication part is provided with a filter for removing foreign substances contained in the air passing through the first communication part,
A third communicating part that communicates the upstream side and the downstream side of the filter in the first communicating part;
Battery module cooling device. A connection angle between a portion of the first communication portion upstream of the connection portion upstream of the third communication portion and the third communication portion is a portion of the first communication portion upstream of the connection portion. Small compared to the angle formed with the downstream part,
The battery module cooling device according to claim 1. The inner diameter of the third communication part is smaller than the inner diameter of the first communication part,
The battery module cooling device according to claim 1 or 2. A control device capable of performing cooling control for cooling the battery module by controlling the operation of the fan based on the temperature of the battery module;
The battery module cooling device according to any one of claims 1 to 3. The first communication portion detects a temperature of air at the position in the first communication portion at a position upstream of the connection portion downstream of the third communication portion and downstream of the filter. 1 communication part temperature sensor is provided,
The control device is capable of executing clogging determination control for determining whether or not the filter is clogged based on a time change of the temperature detected by the first communication part temperature sensor when the fan is driven. Is,
The battery module cooling device according to claim 4. In the clogging determination control, when the temperature detected by the first communication part temperature sensor is higher than a reference temperature difference from the temperature of air sucked into the first communication part from the outside of the accommodation space, the control device To start driving the fan,
The battery module cooling device according to claim 5. In the clogging determination control, when the control device determines that the filter is clogged, the control device notifies that the filter is clogged.
The battery module cooling device according to claim 5 or 6.

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