JP2019038376A - Battery temperature control apparatus - Google Patents

Abstract

To provide a battery temperature control apparatus that suppresses rise of temperature of a battery in an engine compartment during vehicle stop.SOLUTION: A battery temperature control apparatus includes: cooling devices 14, 15 for cooling a battery B disposed together with an engine 3 inside an engine compartment EC of a vehicle; and a control unit 13 for driving the cooling devices 14, 15 when temperature of the battery B after measurement that is estimated from at least one of temperature of the battery B and temperature of the engine 3 which are measured during vehicle stop exceeds a threshold.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a battery temperature control device.

  In vehicles such as hybrid cars and gasoline cars, auxiliary batteries that supply power to auxiliary equipment such as electrical components and electronic control units (ECUs) are installed in the engine compartment together with the engine that drives the axle. .

  When the temperature of the engine is increased by driving, the temperature inside the engine compartment becomes higher than that in the passenger compartment including the driver's seat. As the auxiliary battery rises in temperature as the temperature inside the engine compartment rises, the auxiliary battery can deteriorate. Therefore, it is desirable to suppress the temperature rise of the auxiliary battery.

  For example, during traveling of the vehicle, air outside the vehicle flows into the engine compartment, and the air circulates within the engine compartment. As a result, the temperature rise in the engine compartment is suppressed, and the temperature increase in the auxiliary battery is suppressed.

  In addition, the technique of patent document 1 and 2 is known as a related technique.

Japanese Patent Laid-Open No. 11-329517 International Publication No. 2014/020832

  However, when the vehicle is stopped, air outside the vehicle does not flow into the engine compartment, and air circulation in the engine compartment is lost. For this reason, when the vehicle stops, the temperature of the engine compartment is raised by the engine that is heated even after the vehicle stops, and the auxiliary battery can also rise in temperature as the temperature in the engine compartment rises.

  The objective which concerns on one side of this invention is to provide the battery temperature control apparatus which suppresses the temperature rise of the battery in an engine compartment when a vehicle stops.

  The battery temperature control apparatus which is one form which concerns on this invention is equipped with a cooling device and a control part. The cooling device cools a battery disposed with the engine in the engine compartment of the vehicle. The control unit drives the cooling device when the measured temperature of the battery estimated from at least one of the battery temperature and the engine temperature measured while the vehicle is stopped exceeds a threshold value.

  According to the battery temperature control device according to the embodiment, the temperature increase of the battery in the engine compartment can be suppressed while the vehicle is stopped.

It is a figure which shows the structural example of the battery temperature control apparatus according to 1st Embodiment. It is a figure explaining an example of the time change of battery temperature and engine temperature. It is a figure which shows the structural example of the battery temperature control apparatus according to 2nd Embodiment. It is a schematic block diagram of the air conditioner containing an example of the cooling device according to 2nd Embodiment. It is a schematic block diagram of the air conditioner containing the other example of the cooling device according to 2nd Embodiment.

Hereinafter, embodiments will be described in detail with reference to the drawings.
<First Embodiment>
FIG. 1 is a diagram illustrating a configuration example of the battery temperature control device according to the first embodiment. As shown in FIG. 1, the battery pack 1 is provided in the engine compartment EC of the vehicle V together with the engine 2.

  The battery pack 1 includes battery modules 11-1 to 11 -N (N is an integer of 1 or more), a first temperature sensor 12, a battery control ECU 13, an intake fan 14, and an exhaust fan 15. In the following description, the battery modules 11-1 to 11-N may be described as the battery module 11 unless otherwise distinguished.

  Each battery module 11 includes one or more batteries B. The battery B is an auxiliary battery that supplies electric power to an auxiliary machine (not shown) such as an electrical component or an electronic control unit. The battery B is, for example, a lithium ion battery, a nickel metal hydride battery, or an electric double layer capacitor.

  The first temperature sensor 12 is composed of, for example, a thermistor. The first temperature sensor 12 is provided in the vicinity of one or more battery modules 11 among the plurality of battery modules 11. The first temperature sensor 12 measures the temperature of the battery B constituting the battery module 11 and outputs the measured value to the control unit 13.

  The battery control ECU 13 is an example of a control unit according to the first embodiment. The battery control ECU 13 is configured by, for example, a CPU (Central Processing Unit), a multi-core CPU, or a programmable device (FPGA (Field Programmable Gate Array), PLD (Programmable Logic Device, etc.)). For example, the control unit 13 monitors and controls the state of the battery B constituting each battery module 11. The control unit 13 communicates with the travel control ECU 4.

  The intake fan 14 and the exhaust fan 15 are examples of the cooling device according to the first embodiment. The intake fan 14 and the exhaust fan 15 are provided in the housing H of the battery pack 1, and cool the batteries B of the battery modules 11 provided in the housing H. Specifically, when the intake fan 14 and the exhaust fan 15 are driven by an instruction from the control unit 13, the intake fan 14 takes in air from outside the housing H into the housing H, and the exhaust fan 15 Air is discharged from the inside of the housing H to the outside of the housing H. As a result, air circulates in the housing H, and the battery B of each battery module 11 is cooled.

The engine 2 drives an axle (not shown) of the vehicle V. The engine 2 is provided in the engine compartment EC together with the battery pack 1.
The second temperature sensor 21 is composed of, for example, a thermistor. As shown in FIG. 1, the second temperature sensor 21 is provided near the engine 2 and measures the temperature of the engine 2. The travel control ECU 4 acquires the measurement value of the second temperature sensor 21.

  The air conditioner 3 is a device that circulates air in the passenger compartment R including the driver's seat. As shown in FIG. 1, the air conditioner 3 may be provided in the engine compartment EC.

  The travel control ECU 4 is configured by, for example, a CPU, a multi-core CPU, or a programmable device (FPGA, PLD, or the like). The travel control ECU 4 controls the travel of the vehicle V such as drive control of the engine 3. Note that the control unit according to the first embodiment may be the battery control ECU 13 and the travel control ECU 4. The travel control ECU 4 is provided in a predetermined place under the floor of the passenger compartment R.

  The battery temperature control device according to the first embodiment includes at least a battery control ECU 13, an intake fan 14, and an exhaust fan 15. The battery temperature control device according to the first embodiment may further include a travel control ECU 4.

  An example of battery temperature control executed by the battery temperature control device according to the first embodiment will be described with further reference to FIG. FIG. 2 is a diagram for explaining an example of a temporal change in battery temperature and engine temperature.

  For example, while the engine 2 is driven and the vehicle V is traveling, air outside the vehicle flows into the engine compartment EC, and the air circulates within the engine compartment EC. As a result, the temperature rise in the engine compartment EC is suppressed. Further, while the engine 2 is being driven, the temperature rise of the engine 2 is suppressed within a predetermined temperature by an engine cooling device (not shown). The predetermined temperature is, for example, a lower limit temperature at which a malfunction of the engine 2 due to temperature rise occurs.

  Therefore, while the vehicle V is traveling, the battery control ECU 13 controls the intake fan 14 and the exhaust fan 15 as long as the temperature of the battery B measured by the voltage sensor 12 is maintained below the threshold value TH as shown in FIG. It does not have to be driven. The threshold value TH is a lower limit temperature at which the battery B is deteriorated due to a temperature rise or a problem occurs in the battery B. Whether or not the vehicle V is traveling can be confirmed by the battery control ECU 13 inquiring of the traveling control ECU 4.

  Thereafter, when the ignition switch (not shown) is turned off to stop the engine 2 and the vehicle V stops, the temperature of the engine 2 gradually decreases as shown in FIG. However, when the vehicle V stops, the air circulation in the engine compartment EC accompanying the traveling of the vehicle V is lost. As a result, when the vehicle V stops, the temperature inside the engine compartment EC rises due to the engine 2 that is heated even after the vehicle V stops. For this reason, depending on the temperature of the engine 2 and the temperature of the battery B when the vehicle V is stopped, the battery B sets the threshold value TH while the vehicle V is stopped, as in the temperature change of the battery B indicated by the broken line in FIG. The temperature can be exceeded. If the temperature of the battery B exceeds the threshold value TH, the battery B may be deteriorated or malfunction may occur. Therefore, it is desirable to suppress the temperature rise of the battery B while the vehicle V is stopped.

  Therefore, when the temperature after measurement of the battery B estimated from at least one of the temperature of the battery B and the temperature of the engine 2 measured while the vehicle V is stopped (for example, immediately after the vehicle V is stopped) exceeds the threshold value TH, The battery control ECU 13 drives the intake fan 14 and the exhaust fan 15. That is, the battery control ECU 13 drives the intake fan 14 and the exhaust fan 15 that are stopped. Alternatively, the battery control ECU 13 continues to drive the intake fan 14 and the exhaust fan 15 that are being driven. The temperature after measurement of the battery B is the temperature of the battery B that is predicted when a predetermined time has elapsed since the temperature was measured.

  For example, the battery control ECU 13 acquires the temperature of the battery B measured by the first temperature sensor 12 while the vehicle V is stopped (for example, immediately after the vehicle V is stopped). Further, the battery control ECU 13 acquires the temperature of the engine 2 measured by the second temperature sensor 21 while the vehicle V is stopped (for example, immediately after the vehicle V is stopped) via the travel control ECU 4.

  Then, the battery control ECU 13 may drive the intake fan 14 and the exhaust fan 15 when the temperature of the battery B measured while the vehicle V is stopped exceeds the first threshold value TH1. The first threshold value TH1 is a lower limit temperature of the battery B that is estimated that the temperature of the battery B reaches the threshold value TH due to a temperature rise while the vehicle V is stopped, and is lower than the above-described threshold value TH as shown in FIG. . The first threshold value TH1 may be set according to the temperature of the engine 2 that affects the temperature rise in the engine compartment EC when the vehicle V is stopped. Specifically, if the temperature of the engine 2 measured while the vehicle V is stopped is relatively high, the first threshold value TH1 may be set relatively low, and the engine 2 measured while the vehicle V is stopped. If the temperature is relatively low, the first threshold value TH1 may be set relatively high.

  Further, the battery control ECU 13 may drive the intake fan 14 and the exhaust fan 15 when the temperature of the engine 2 measured while the vehicle V is stopped exceeds the second threshold value TH2. The second threshold value TH2 is a lower limit temperature of the engine 2 that is estimated that the temperature of the battery B reaches the threshold value TH due to the temperature rise while the vehicle V is stopped, and is higher than the aforementioned threshold value TH as shown in FIG. . Second threshold value TH2 may be set according to the temperature of battery B measured while vehicle V is stopped. Specifically, if the temperature of the battery B measured while the vehicle V is stopped is relatively high, the second threshold TH2 may be set relatively low, and the battery B measured while the vehicle V is stopped. If the temperature is relatively low, the second threshold TH2 may be set relatively high.

  Further, the battery control ECU 13 obtains the temperature rise rate of the battery B from the plurality of temperatures of the battery B measured while the vehicle V is stopped, and the temperature after the measurement of the battery B estimated from the obtained temperature rise rate is the threshold value TH. If the air pressure exceeds the above, the intake fan 14 and the exhaust fan 15 may be driven. Specifically, the battery control ECU 13 may drive the intake fan 14 and the exhaust fan 15 when the obtained temperature increase rate exceeds the third threshold value TH3. The third threshold value TH3 is a lower limit value of the rate of temperature increase of the battery B at which the temperature of the battery B reaches the threshold value TH due to the temperature rise while the vehicle V is stopped. The third threshold value TH3 may be set according to the temperature of the engine 2 that affects the temperature increase in the engine compartment EC when the vehicle V is stopped. Specifically, if the temperature of the engine 2 measured while the vehicle V is stopped is relatively high, the third threshold value TH3 may be set relatively high, and the engine 2 measured while the vehicle V is stopped. If the temperature is relatively low, the third threshold value TH3 may be set relatively low.

  As described above, the battery temperature control apparatus according to the first embodiment has the temperature after measurement of the battery B estimated from at least one of the temperature of the battery B and the temperature of the engine 2 measured while the vehicle V is stopped. When the threshold value TH is exceeded, the intake fan 14 and the exhaust fan 15 are driven. Therefore, according to the battery temperature control apparatus according to the first embodiment, the temperature rise of the battery in the engine compartment can be suppressed while the vehicle V is stopped.

In addition, this invention is not limited to the above embodiment, A various improvement and change are possible within the range which does not deviate from the summary of this invention.
For example, the cooling device according to the first embodiment may not be the intake fan 14 and the exhaust fan 15. For example, the cooling device according to the first embodiment may include a cooling pipe disposed around the battery module 11 and a valve that adjusts the flow of cooling water in the cooling pipe. The battery control ECU 13 may be configured to control the opening and closing. In such a configuration, the battery B can be cooled by the control unit 13 opening the valve to circulate the cooling water.

  Further, in the above, for example, as an example of the battery temperature control executed by the battery temperature control device according to the first embodiment, a case where the vehicle V is stopped because the ignition switch is turned off and the engine 2 is stopped. explained.

  However, the battery temperature control executed by the battery temperature control device according to the first embodiment may be executed in a case where the vehicle V is temporarily stopped while the engine 2 is driven. Whether or not the engine V is stopped in addition to whether or not the vehicle V is stopped can be confirmed by the battery control ECU 13 inquiring to the travel control ECU 4.

  Air circulation in the engine compartment EC during traveling of the vehicle V does not occur even when the vehicle V is temporarily stopped. In addition, since the temperature of the engine 2 being driven is high, the temperature inside the engine compartment EC can be relatively fast compared to the state where the engine 2 is stopped, and the temperature of the battery B is also relatively fast. Can be. Therefore, even in such a case, the battery control ECU 13 determines that the temperature after measurement of the battery B estimated from at least one of the temperature of the engine 2 and the temperature of the battery B measured while the vehicle V is stopped exceeds the threshold value TH. May drive the intake fan 14 and the exhaust fan 15.

  Further, the battery temperature control executed by the battery temperature control device according to the first embodiment is not only the vehicle V is stopped, but also the operation in which the air conditioner 3 takes the air outside the passenger compartment R into the passenger compartment R. It may be executed in a case that is not. The operating state of the air conditioner 3 can be confirmed by the battery control ECU 13 inquiring of the travel control ECU 4 that drives the air conditioner 3.

  When the air conditioner 3 is operating to take air outside the passenger compartment R into the passenger compartment R, the air inside the engine compartment EC is taken into the passenger compartment R by the blower fan 31 of the air conditioner 3. The air in the compartment EC circulates. Therefore, even when the vehicle V is stopped, when the air conditioner 3 is operating to take air outside the passenger compartment R into the passenger compartment R, the engine compartment EC is circulated by the circulation of air inside the engine compartment EC. The temperature rise inside is suppressed, and the temperature rise of the battery B can also be suppressed. Therefore, even when the vehicle V is stopped, when the air conditioner 3 is operating to take air outside the passenger compartment R into the passenger compartment R, the battery control ECU 13 sets the battery B measured by the voltage sensor 12. As long as the temperature is maintained below the threshold value TH, the intake fan 14 and the exhaust fan 15 need not be driven.

  On the other hand, when the vehicle V is not stopped and the air conditioner 3 is not operated to take in the air outside the passenger compartment R into the passenger compartment R, air circulation in the engine compartment EC does not occur, and the engine comparator The temperature inside the ment EC rises, and the battery B also rises. Therefore, when the vehicle V is not stopped and the air conditioner 3 is not operating to take air outside the passenger compartment R into the passenger compartment R, the battery control ECU 13 performs the intake fan 14 and the exhaust fan. 15 may be driven. Specifically, the battery pack 1 performs intake when the measured temperature of the battery B estimated from at least one of the temperature of the battery B and the temperature of the engine 2 measured while the vehicle V is stopped exceeds a threshold value TH. The fan 14 and the exhaust fan 15 may be driven.

Thus, according to the battery temperature control apparatus according to the first embodiment, the temperature rise of the battery in the engine compartment can be suppressed in various cases when the vehicle V is stopped.
<Second Embodiment>
FIG. 3 is a diagram illustrating a configuration example of the battery temperature control device according to the second embodiment. 3, the same components as those in FIG. 1 are denoted by the same reference numerals. As shown in FIG. 3, the battery pack 1 </ b> A does not include the intake fan 14 and the exhaust fan 15. That is, the battery pack 1A does not include a cooling device that cools the battery B.

  FIG. 4 is a schematic configuration diagram of an air conditioner including an example of a cooling device according to the second embodiment. In the schematic diagram shown in FIG. 4, the air conditioner 3 includes a first pipe P 1, a second pipe P 2, a third pipe P 3, a blower fan 31, a first flap 32, and an evaporator 33. The blower fan 31 is an example of a cooling device according to the second embodiment.

  When the travel control ECU 4 drives the air conditioner 3 as a whole, the first flap 32 provided on the intake side of the blower fan 31 is switched, so that at least one of the air inside the compartment R and the air outside the compartment R is blower fan. 31 is taken into the evaporator 33. In the configuration example shown in FIG. 4, the first flap 32 is arranged in the vicinity where the first pipe P1 through which the air outside the passenger compartment R flows and the second pipe P2 through which the air inside the passenger compartment R flows merge. Is done.

  For example, when the first flap 32 is switched so as to block the first pipe P1, the blower fan 31 takes in the air in the passenger compartment R through the second pipe P2. The blower fan 31 then discharges the taken-in air to the evaporator 33 via a third pipe connecting the blower fan 31 and the evaporator 33. Further, for example, when the first flap 32 is switched so as to block the second pipe P2, the blower fan 31 takes in the air outside the passenger compartment R via the first pipe P1, and takes the taken-in air into the third air. It is discharged to the evaporator 33 through the pipe. The evaporator 33 cools the taken-in air and discharges the cooled air into the passenger compartment R.

  As described above, when the air conditioner 3 is operating to take air outside the passenger compartment R into the passenger compartment R, the air inside the engine compartment EC is brought into the passenger compartment R by the blower fan 31 of the air conditioner 3. Since it is taken in, the air in the engine compartment EC circulates. As a result, the temperature increase in the engine compartment EC is suppressed by the circulation of air in the engine compartment EC, and the temperature increase in the battery B can also be suppressed.

  The travel control ECU 4 is an example of a control unit according to the second embodiment. The travel control ECU 4 can drive the entire air conditioner 3 or can drive some of the components of the air conditioner 3 such as the blower fan 31 and the first flap 32. Note that the control unit according to the second embodiment may be the battery control ECU 13 and the travel control ECU 4.

  The battery temperature control device according to the second embodiment includes at least a blower fan 31 and a travel control ECU 4. The battery temperature control device according to the second embodiment may further include a battery control ECU 13.

An example of battery temperature control executed by the battery temperature control device according to the second embodiment will be described with further reference to FIG. 2. For example, while the vehicle V is traveling, air outside the vehicle V is engine compartment. Air flows into the EC and air circulates in the engine compartment EC. As a result, the temperature rise in the engine compartment EC is suppressed. Further, while the engine 2 is being driven, the temperature rise of the engine 2 is suppressed within a predetermined temperature by an engine cooling device (not shown). Therefore, while the vehicle V is traveling, the battery control ECU 13 does not need to drive the blower fan 3 as long as the temperature of the battery B measured by the voltage sensor 12 is maintained below the threshold value TH as shown in FIG. .

  Thereafter, when the vehicle V stops, the circulation of air in the engine compartment EC accompanying the traveling of the vehicle V disappears. For this reason, the temperature inside the engine compartment EC rises due to the heated engine 2. Then, depending on the temperature of the engine 2 and the temperature of the battery B when the vehicle V is stopped, the battery B exceeds the threshold value TH while the vehicle V is stopped, as in the temperature change of the battery B indicated by the broken line in FIG. The temperature can be increased.

  Therefore, when the temperature after measurement of the battery B estimated from at least one of the temperature of the battery B and the temperature of the engine 2 measured while the vehicle V is stopped (for example, immediately after the vehicle V is stopped) exceeds the threshold value TH, The travel control ECU 4 drives the blower fan 31. That is, the battery control ECU 13 switches the first flap 32 so as to take in air outside the passenger compartment R, and drives the blower fan 31 that is stopped. Alternatively, the battery control ECU 13 continues to drive the blower fan 31 that is being driven, and when the blower fan takes in the air in the passenger compartment R, the blower fan 31 takes in the air outside the passenger compartment R. The first flap 31 is switched.

  For example, the travel control ECU 4 acquires the temperature of the battery B measured by the first temperature sensor 12 while the vehicle V is stopped (for example, immediately after the vehicle V is stopped) via the battery control ECU 13. Further, the traveling control ECU 4 acquires the temperature of the engine 2 measured by the second temperature sensor 21 while the vehicle V is stopped (for example, immediately after the vehicle V is stopped).

  The traveling control ECU 4 may drive the blower fan 31 when the temperature of the battery B measured while the vehicle V is stopped exceeds the first threshold value TH1. The travel control ECU 4 may drive the blower fan 31 when the temperature of the engine 2 measured while the vehicle V is stopped exceeds the second threshold value TH2. Further, the traveling control ECU 4 obtains the temperature rise rate of the battery B from the plurality of temperatures of the battery B measured while the vehicle V is stopped, and the temperature after the measurement of the battery B estimated from the obtained temperature rise rate is the threshold value TH. The blower fan 31 may be driven when exceeding. Specifically, the traveling control ECU 4 may drive the blower fan 31 when the obtained temperature increase rate exceeds the third threshold value TH3.

  Thus, in the battery temperature control device according to the second embodiment, the temperature after measurement of the battery B estimated from at least one of the temperature of the engine 2 and the temperature of the battery B measured while the vehicle V is stopped is low. When the threshold value TH is exceeded, the blower fan 31 is driven. Therefore, according to the battery temperature control device according to the second embodiment, the temperature rise of the battery in the engine compartment can be suppressed while the vehicle V is stopped.

  In the battery temperature control device according to the second embodiment, the battery pack 1A may not include a cooling device that cools the battery B. Therefore, according to the battery temperature control device according to the second embodiment, the size of the battery pack 1A can be suppressed from increasing, and the battery pack 1A can be easily stored in the engine compartment EC. Moreover, according to the battery temperature control apparatus according to 2nd Embodiment, the increase in the manufacturing cost of a battery pack can be suppressed.

  Furthermore, in the battery temperature control device according to the second embodiment, the blower fan 31 of the air conditioner 3 provided in the vehicle V is used as a cooling device for cooling the battery B. Therefore, according to the battery temperature control device according to the second embodiment, since it is not necessary to provide a dedicated cooling device for cooling the battery B, the installation cost of the cooling device can be suppressed.

In addition, this invention is not limited to the above embodiment, A various improvement and change are possible within the range which does not deviate from the summary of this invention.
For example, the drive source of the blower fan 31 and the first flap 32 may be the battery B instead of the electric power generated by driving the engine 2. According to such a configuration, in addition to the case where the engine 2 is in a driving state and the vehicle V is temporarily stopped, the travel control ECU 4 is also used in the case where the vehicle V is stopped because the ignition switch is turned off and the engine 2 is stopped. The blower fan 31 and the first flap 32 can be driven, and the above-described battery temperature control can be executed.

  Further, when the battery B is cooled in the battery temperature control as described above, the traveling control ECU 4 determines the ratio of the blower fan 31 taking in the air in the passenger compartment R and the air outside the passenger compartment R while the vehicle V is stopped. Control may be performed according to at least one of the measured temperature of the engine 2 and the temperature of the battery B.

  Specifically, for example, when the temperature of the battery B measured while the vehicle V is stopped is higher than a first threshold value TH1 by a predetermined value or more, the traveling control ECU 4 causes the air outside the passenger compartment R to pass through the passenger compartment R. The first flap 32 may be moved so that more air is taken into the blower fan 31 than inside air. On the other hand, when the temperature of the battery B measured while the vehicle V is stopped is lower than the first threshold value TH1 by a predetermined value, the travel control ECU 4 determines that the air inside the vehicle compartment R is the air outside the vehicle compartment R. The first flap 32 may be moved so that more air is taken into the blower fan 31.

  For example, when the temperature of the engine 2 measured while the vehicle V is stopped is higher than the second threshold value TH2 by a predetermined value or more, the traveling control ECU 4 determines that the air outside the passenger compartment R is the air inside the passenger compartment R. The first flap 32 may be moved so that more air is taken into the blower fan 31. On the other hand, when the temperature of the engine 2 measured while the vehicle V is stopped is lower than the second threshold value TH2 by a predetermined value, the traveling control ECU 4 determines that the air inside the passenger compartment R is the air outside the passenger compartment R. The first flap 32 may be moved so that more air is taken into the blower fan 31.

  According to such an embodiment, for example, when the air conditioner 3 is in use, the blower fan 31 takes in the air in the passenger compartment R to efficiently operate the air conditioner 3 and the air outside the passenger compartment R Adjustment with the request | requirement which suppresses the temperature rise of the battery B by the blower fan 31 taking in can be aimed at.

  Further, as shown in FIG. 5, the blower fan 31 may be configured to discharge the taken-in air to at least one of the inside of the passenger compartment R and the outside of the passenger compartment R. The traveling control ECU 4 may control the air taken in by the blower fan 31 to be discharged out of the passenger compartment R while the air conditioner 3A is stopped. FIG. 5 is a schematic configuration diagram of an air conditioner including another example of the cooling device according to the second embodiment. In the schematic view shown in FIG. 5, the air conditioner 3 </ b> A further includes a fourth pipe P <b> 4, a second flap 34, and a check valve 35 in addition to the components shown in FIG. 4.

  In the configuration example shown in FIG. 5, on the exhaust side of the blower fan 31, the air taken in by the blower fan 31 through at least one of the first pipe P <b> 1 and the second pipe P <b> 2 is discharged to the outside of the passenger compartment R. Four pipes P4 are provided. And the 2nd flap 34 is provided in the vicinity where the 3rd pipe P3 and the 4th pipe P4 merge, The air which the blower fan 31 took in by the 2nd flap 34 switching is inside the vehicle interior R and It is discharged to at least one outside the passenger compartment R. For example, when the second flap 34 is switched so as to block the fourth pipe P4, the blower fan 31 discharges the taken-in air to the evaporator 33 via the third pipe. For example, if the 2nd flap 34 switches so that the 3rd pipe P3 may be plugged up, the blower fan 31 will discharge the taken-in air out of the vehicle interior R through the 4th pipe P4. As shown in FIG. 5, by providing the check valve 35 in the fourth pipe P4, it is possible to prevent the air outside the passenger compartment R from flowing back to the blower fan 31 via the fourth pipe P4. .

  When the air conditioner 3 is stopped when the battery B is cooled by the above-described battery temperature control, the traveling control ECU 4 is configured so that the air taken in by the blower fan 31 is discharged out of the passenger compartment R. , The blower fan 31 is driven. That is, the travel control ECU 4 switches the second flap 34 so as to block the third pipe P3 and drives the blower fan 31.

  According to such an embodiment, since the air is not discharged into the passenger compartment R by driving the blower fan 31 while the air conditioner 3 is stopped, the battery B does not give a sense of incongruity to the user in the passenger compartment R. Temperature rise can be suppressed.

1, 1A battery pack 2 engine 3, 3A air conditioner 4 travel control ECU
11-1 to 11-N (11) Battery module 12 First temperature sensor 13 Battery control ECU
14 intake fan 15 exhaust fan 21 second temperature sensor 31 blower fan 32 first flap 33 evaporator 34 second flap 35 check valve B battery EC engine compartment H casing P1 first pipe P2 second Pipe P3 third pipe P4 fourth pipe R compartment V vehicle

Claims (8)

A cooling device for cooling a battery disposed with the engine in the engine compartment of the vehicle;
A battery comprising: a controller that drives the cooling device when a temperature measured after the battery estimated from at least one of the battery temperature and the engine temperature measured while the vehicle is stopped exceeds a threshold value Temperature control device. The battery temperature control device according to claim 1,
The control unit is a battery temperature control device that drives the cooling device when the temperature of the battery measured while the vehicle is stopped exceeds a first threshold value lower than the threshold value. The battery temperature control device according to claim 1,
The control unit is a battery temperature control device that drives the cooling device when the engine temperature measured while the vehicle is stopped exceeds a second threshold value that is higher than the threshold value. The battery temperature control device according to claim 1,
The control unit obtains a temperature rise rate of the battery from the temperature of the battery measured while the vehicle is stopped, and the temperature after measurement of the battery estimated from the obtained temperature rise rate exceeds the threshold value. A battery temperature control device for driving the cooling device. The battery temperature control device according to claim 4,
The control unit is a battery temperature control device that drives the cooling device when the obtained rate of temperature increase exceeds a third threshold value. The battery temperature control device according to any one of claims 1 to 5,
The cooling device is a blower fan of an air conditioner provided in the vehicle,
When the blower fan takes in air in the vehicle interior of the vehicle, the control unit controls the battery temperature control so that the blower fan takes in air outside the vehicle interior of the vehicle. The battery temperature control device according to any one of claims 1 to 5,
The cooling device is a blower fan of an air conditioner provided in the vehicle,
The control unit controls a rate at which the blower fan takes in air inside the vehicle interior and air outside the vehicle compartment according to at least one of the measured battery temperature and engine temperature. Control device. The battery temperature control device according to claim 6 or 7,
The blower fan discharges the taken-in air to at least one of the interior of the vehicle and the exterior of the vehicle,
A battery temperature control device that controls the controller to discharge air taken in by the blower fan to the outside of the vehicle compartment while the air conditioner is stopped.

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