JP4396716B2 - Temperature control mechanism and vehicle - Google Patents

Description

  The present invention relates to a temperature adjustment mechanism capable of suppressing an excessive temperature rise and temperature decrease of a power supply body, and a vehicle equipped with the temperature adjustment mechanism.

  Conventionally, there are a hybrid vehicle, a fuel cell vehicle, an electric vehicle, and the like that travel by driving force from an electric motor. In these vehicles, a secondary battery or a capacitor (capacitor) that stores electric power supplied to the electric motor is mounted. Here, the performance and life of the secondary battery greatly depend on the environmental temperature. In particular, when charging / discharging at a high temperature, the secondary battery may be significantly deteriorated.

  Then, in order to suppress deterioration of a secondary battery, the structure for cooling a secondary battery is proposed (for example, refer patent documents 1-4).

Here, as shown in FIG. 10, there is a battery pack 100 in which a secondary battery 102 and a cooling liquid 103 are accommodated in a case 101 in contact with a vehicle body (for example, a floor panel) 200. In this configuration, heat generated in the secondary battery 102 is transmitted to the case 101 via the coolant 103 and released from the case 101 to the atmosphere, or is transmitted to the vehicle main body 200 in contact with the case 101. Yes. Thereby, the temperature rise of the secondary battery 102 can be suppressed.
JP 09-259940 (paragraphs 0026-0032, FIG. 2 etc.) Japanese Patent Laid-Open No. 11-307139 (paragraphs 0020, 0021, etc.) JP 2001-319697 A (paragraph 0023, etc.) JP 09167631 (paragraph 0015, etc.)

  However, in the configuration in which the battery pack 100 described above is in contact with the vehicle main body 200, problems described below occur.

  In the configuration described above, since the battery pack 100 is always in contact with the vehicle body 200, the battery pack 100 may be excessively cooled or excessively heated depending on the environmental temperature.

  For example, in winter, the temperature of the vehicle main body 200 may reach below freezing point. In this case, the battery pack 100 (secondary battery 102) that contacts the vehicle main body 200 is excessively cooled. In summer, the temperature of the vehicle main body 200 rises, and the battery pack 100 in contact with the vehicle main body 200 is excessively heated.

  Here, in the secondary battery, sufficient battery characteristics can be obtained within a predetermined temperature range, and the temperature of the secondary battery is lower than the lower limit value of the temperature range or higher than the upper limit value. In some cases, sufficient battery characteristics cannot be obtained.

  Therefore, in the configuration in which the battery pack 100 is kept in contact with the vehicle body 200, the battery pack 100 may be excessively cooled or heated, and sufficient battery characteristics may not be obtained.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a temperature adjusting mechanism that can suppress an excessive temperature rise and temperature drop of a power supply body and a vehicle equipped with this temperature adjusting mechanism.

  The first invention of the present application is a temperature adjustment mechanism used for temperature adjustment of the power supply body, which contains a cooling liquid used for cooling the power supply body and the power supply body, and a part of which contacts the heat transfer member; Drive means for moving the coolant outside the case and moving the coolant outside the case into the case is provided. Here, the driving means moves the coolant out of the case, and forms a gas layer (for example, an air layer) in a region on the heat transfer member side with respect to the power supply body in the case. The cooling liquid is moved into the case with respect to the first state, and operates between the second state in which at least a part of the region (in the region where the gas layer is formed) is filled with the cooling liquid. It is supposed to be.

  Here, in the case, a surface that changes the contact area with the cooling liquid continuously or stepwise according to the change in the liquid level position of the cooling liquid in the case is formed on the wall portion that contacts the heat transfer member. be able to. Thus, the degree of heat exchange between the heat transfer member and the coolant can be adjusted by changing the contact area with the coolant.

  In addition, a control unit that controls the driving of the driving unit is provided, and the driving of the driving unit can be controlled based on information on the temperatures of the power supply body and the heat transfer member.

  The driving means can be composed of a pump that allows the movement of the cooling liquid and a container for storing the cooling liquid that has moved out of the case by the driving of the pump.

  The second invention of the present application is a temperature adjustment mechanism used for temperature adjustment of the power supply body, which contains a cooling liquid used for cooling the power supply body and the power supply body, and a part of which contacts the heat transfer member; The elastic member is disposed in the case and can accommodate a medium (gas or liquid) having a lower heat transfer coefficient than that of the cooling liquid, and can expand and contract according to the amount of the medium. Here, the elastic member includes the first state in which the medium layer is formed in the region on the heat transfer member side with respect to the power supply body in the case by the expansion operation, and the region by the contraction operation to the first state And a second state in which the coolant is allowed to move in (in the region where the medium layer is formed).

  Here, it is possible to provide driving means for moving the coolant outside the case or moving the coolant outside the case into the case according to the volume change of the elastic member.

  The temperature adjustment mechanism of the present invention can be provided in a vehicle. In this case, a case can be arrange | positioned in the position away from the vehicle main body, and a heat transfer member can be made to contact a case and a vehicle main body. Further, the heat transfer member can be a vehicle body.

  ADVANTAGE OF THE INVENTION According to this invention, it can suppress that the temperature of a power supply body rises or falls excessively with environmental temperature, cooling a power supply body.

  That is, according to the first invention of the present application, even if the heat transfer member is excessively cooled or heated by the surrounding environment, the heat transfer between the heat transfer member and the coolant is formed by forming a gas layer in the case. Can be suppressed, and excessive cooling or heating of the power supply body in the case can be suppressed. Further, when the power source body generates heat, heat can be radiated (cooled) through the coolant by filling the coolant in the region where the gas layer is formed.

  Further, according to the second invention of the present application, even if the heat transfer member is excessively cooled or heated by the surrounding environment, the heat transfer between the heat transfer member and the coolant is formed by forming a medium layer in the case. Can be suppressed, and excessive cooling or heating of the power supply body in the case can be suppressed. Further, when the power source body generates heat, heat can be radiated (cooled) through the coolant by filling the coolant in the region where the gas layer is formed.

  Examples of the present invention will be described below.

  A temperature adjustment mechanism that is Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 3. Here, FIG. 1 is an exploded perspective view of the temperature adjusting mechanism of the present embodiment, and FIG. 2 is an external perspective view (A) and a side view (B) of the temperature adjusting mechanism of the present embodiment. FIG. 3 is a schematic diagram (A, B) showing the internal configuration of the temperature adjustment mechanism of the present embodiment.

  The 1st case member 1 has the opening part 11 for accommodating the battery unit 2 mentioned later on the upper surface. In addition, a plurality of fins 12 are formed on the outer surface of the first case member 1 to improve the heat dissipation of the first case member 1 (in other words, the battery unit 2). Note that the fins 12 may not be provided.

  Here, the number of fins 12 and the interval between adjacent fins 12 can be set as appropriate. The first case member 1 is made of a material having excellent heat transfer properties, corrosion resistance, etc., for example, a material having a heat transfer rate equal to or higher than the heat transfer rate of a coolant 4 (see FIG. 3) described later. Can be formed. Specifically, the 1st case member 1 can be formed with a metal (copper, iron, etc.).

  The battery unit 2 includes an assembled battery (power supply body) 20 including a plurality of unit cells 20a and a holding member (so-called end plate) 21 for holding the assembled battery 20 from both ends. The unit cells 20a constituting the assembled battery 20 are electrically connected in series by a bus bar (not shown). In addition, positive and negative wirings (not shown) are connected to the assembled battery 20, and these wirings pass through the first case member 1 to the outside of the first case member 1. It is connected to the arranged electronic device (for example, a motor).

  Here, in this embodiment, a cylindrical secondary battery is used as the single battery 20a. Secondary batteries include nickel-hydrogen batteries and lithium ion batteries. The shape of the unit cell 20a is not limited to the cylindrical shape, and may be other shapes such as a square shape. In this embodiment, a secondary battery is used, but an electric double layer capacitor (capacitor) or a fuel cell can be used instead of the secondary battery. Here, the secondary battery or the like serves as a power source for the electronic device described above.

  The second case member 3 includes a top plate portion 31 that covers the opening 11 of the first case member 1 and leg portions 32 that extend from four corners of the top plate portion 31. The top plate 31 is provided with a plurality of frames 31 a in order to ensure the strength of the top plate 31.

  Here, the second case member 3 has a heat transfer coefficient equal to or higher than that of a material excellent in heat transfer property, corrosion resistance, etc., for example, a coolant 4 (see FIG. 3) described later. Can be made of material. Specifically, the second case member 3 can be formed of metal (such as copper or iron).

  The second case member 3 is fixed to the first case member 1 with screws or the like. Then, the first and second case members 1 and 3 form a sealed space for housing the battery unit 2. Moreover, the tip of the leg portion 32 in the second case member 3 is fixed to the vehicle main body 40 (see FIG. 2B) with screws or the like. Examples of the vehicle main body 40 include a floor panel and a vehicle frame.

  Here, the length of the leg portion 32 is set to be larger than the height of the first case member 1. Therefore, when the first and second case members 1 and 3 are connected and the leg portion 32 is connected to the vehicle main body 40, the bottom surface of the first case member 1 is shown in FIG. Is away from the surface of the vehicle body 40.

  A space surrounded by the first and second case members 1 and 3 (a space for storing the battery unit 2, hereinafter also referred to as a storage chamber) is filled with a coolant 4 used for cooling the battery unit 2. (See FIG. 3). Here, the case 30 shown in FIG. 3 includes first and second case members 1 and 3.

  As the cooling liquid 4, insulating oil or inert liquid can be used. Silicon oil is used as the insulating oil. As the inert liquid, fluorinate, Novec HFE (hydrofluoroether), and Novec 1230 (manufactured by 3M), which are fluorine-based inert liquids, can be used.

  Here, a fan can be provided in the accommodation chamber 30 a of the case 30. In this case, the cooling liquid 4 in the storage chamber 30a can be forced to flow (circulate) by driving (rotating) the fan. Thereby, the cooling efficiency of the battery unit 2 by the coolant 4 can be improved.

  As shown in FIG. 3, the case 30 is connected with a liquid level adjusting mechanism 5 for adjusting the position of the liquid level of the cooling liquid 4 (in other words, the amount of the cooling liquid 4) in the storage chamber 30a. . The liquid level adjustment mechanism 5 includes a pipe 50 whose both ends are connected to the case 30, and a pump 51, a valve 52, and a reserve tank 53 provided on the path of the pipe 50.

  Further, on the side wall of the reserve tank 53, two liquid level sensors 54a for detecting the position of the liquid level of the coolant 4 in the reserve tank 53 (in other words, the amount of the coolant 4 in the reserve tank 53). 54b is provided. That is, the liquid level sensors 54 a and 54 b are provided at different positions in the reserve tank 53.

  Next, operation | movement of the liquid level adjustment mechanism 5 mentioned above is demonstrated.

  In the present embodiment, first, as shown in FIG. 3A, the entire storage chamber 30a in the case 30 is filled with the coolant 4. Further, a part of the pipe 50 and the reserve tank 53 is filled with the coolant 4. At this time, the liquid level of the coolant 4 located in the housing chamber 30a of the case 30 and the liquid level of the coolant 4 in the reserve tank 53 are substantially equal in height.

  In the state shown in FIG. 3A, the coolant 4 located in the storage chamber 30 a of the case 30 is in contact with the entire inner wall surface of the storage chamber 30 a and the outer surface of the battery unit 2. In other words, the coolant 4 is in contact with the top plate portion 31 of the second case member 3 and the inner wall surface of the first case member 1.

  In the state shown in FIG. 3A, when the pump 51 is driven to move the coolant 4 in the storage chamber 30a into the reserve tank 53 via the pipe 50, the air in the reserve tank 53 is stored. It will move into the chamber 30a. Thereby, the position of the liquid level of the cooling liquid 4 in the storage chamber 30a is lowered, and the position of the liquid level of the cooling liquid 4 in the reserve tank 53 is raised. At this time, the valve 52 is open.

  Thereby, an air layer AS is formed above the accommodation chamber 30a, and the state shown in FIG. At this time, the coolant 4 does not contact the upper surface (second case member 3) of the storage chamber 30a. Further, the position of the liquid level in the reserve tank 53 is a position where the liquid level sensor 54a is provided. In addition, the upper surface of the storage chamber 30a is configured by a substantially flat surface (a surface orthogonal to the direction of gravity).

  In the state shown in FIG. 3B, the valve 52 is in a closed state, and the coolant 4 in the reserve tank 53 is prevented from moving into the accommodation chamber 30a via the pipe 50. Thereby, the state shown in FIG. 3B is maintained.

  In the state shown in FIG. 3B, by driving the pump 51 to move the coolant 4 in the reserve tank 53 into the storage chamber 30a via the pipe 50, the air in the storage chamber 30a is reserved. It moves into the tank 53. Thereby, the position of the liquid level of the coolant 4 in the reserve tank 53 is lowered, and the position of the liquid level of the coolant 4 in the storage chamber 30a is raised. At this time, the valve 52 is open.

  Thereby, the position of the liquid level in the storage chamber 30a reaches the position of the upper surface of the storage chamber 30a, and the state shown in FIG. At this time, the coolant 4 is in contact with the upper surface (second case member 3) of the storage chamber 30a. Further, the position of the liquid level in the reserve tank 53 is a position where the liquid level sensor 54b is provided.

  In this embodiment, the position corresponding to the liquid level in the reserve tank 53 in the state shown in FIG. 3A and the position corresponding to the liquid level in the reserve tank 53 in the state shown in FIG. Liquid level sensors 54a and 54b are respectively disposed. For this reason, if the outputs of the two liquid level sensors 54a and 54b are monitored, the position of the liquid level of the cooling liquid 4 in the storage chamber 30a can be confirmed.

  That is, if the output of the liquid level sensor 54b is obtained, it can be understood that the coolant 4 is in contact with the upper surface of the storage chamber 30a. If the output of the liquid level sensor 54a is obtained, the coolant is supplied from the upper surface of the storage chamber 30a. It can be seen that 4 is separated.

  The operation of the liquid level adjusting mechanism 5 described above is controlled by a controller (control means). This configuration is shown in FIG.

  The controller 100 controls the driving of the pump 51 via the pump driving circuit 101 and also controls the driving of the valve 52 via the valve driving circuit 102. The first temperature sensor 103 is a sensor for detecting the temperature of the battery unit 2, and outputs the detection result to the controller 100. The second temperature sensor 104 is a sensor for detecting the temperature of the vehicle main body 40, and outputs the detection result to the controller 100. The controller 100 receives output signals from the liquid level sensors 54a and 54b.

  Here, the controller 100 can also be used as a controller for controlling the running state of the vehicle.

  Moreover, the 1st temperature sensor 103 should just be what can detect the temperature of the battery unit 2 directly or indirectly. That is, the temperature of the battery unit 2 can be detected by bringing the first temperature sensor 103 into direct contact with the battery unit 2, or the temperature of the battery unit 2 can be detected by contacting with the coolant 4 in the storage chamber 30 a. Can also be detected indirectly.

  Similarly, the second temperature sensor 104 may be any sensor that can directly or indirectly detect the temperature of the vehicle body 40. And as the 2nd temperature sensor 104, the existing sensor provided in the vehicle can also be used. It is also possible to estimate the temperature of the vehicle main body 40 based on the temperature adjustment state of the air conditioner in the passenger compartment. In this case, it is not necessary to provide the second temperature sensor 104.

  Next, drive control of the liquid level adjustment mechanism 5 by the controller 100 will be described using the flowchart shown in FIG.

  In step S <b> 1, the controller 100 detects the temperature of the battery unit 2 based on the output of the first temperature sensor 103 and detects the temperature of the vehicle main body 40 based on the output of the second temperature sensor 104. . In step S2, it is determined whether or not the temperature of the battery unit 2 detected in step S1 is higher than the upper threshold value. Here, when the detected temperature of the battery unit 2 is higher than the upper threshold value, the process proceeds to step S3, and when it is equal to or lower than the upper threshold value, the process proceeds to step S6.

  Here, the upper threshold is a temperature set in advance from the viewpoint of suppressing the deterioration of the battery characteristics accompanying the temperature rise of the battery unit 2, and can be set to 40 ° C., for example.

  In step S <b> 3, the controller 100 determines whether or not the detected temperature of the battery unit 2 is lower than the detected temperature of the vehicle body 40. Here, if the detected temperature of the battery unit 2 is lower than the detected temperature of the vehicle body 40, the process proceeds to step S4, and if higher, the process proceeds to step S5.

  In step S4, the controller 100 drives the pump 51 and the valve 52 via the pump drive circuit 101 and the valve drive circuit 102, whereby the liquid level adjusting mechanism 5 is in the state (first state) shown in FIG. ).

  Here, if the controller 100 determines in advance that the liquid level adjusting mechanism 5 is in the state shown in FIG. 3B based on the outputs of the liquid level sensors 54a and 54b, this state is maintained. If it is determined that the liquid level adjustment mechanism 5 is in the state shown in FIG. 3A based on the outputs of the liquid level sensors 54a and 54b, the control described below is performed.

  The controller 100 drives the pump 51 via the pump drive circuit 101, thereby moving the coolant 4 in the storage chamber 30 a into the reserve tank 53 via the pipe 50. At this time, the valve 52 is open.

  Then, when it is determined that the coolant 4 is separated from the upper surface of the storage chamber 30a based on the outputs of the liquid level sensors 54a and 54b, the driving of the pump 51 is stopped. Then, the controller 100 drives the valve 52 to the closed state via the valve drive circuit 102. Thereby, the liquid level adjustment mechanism 5 will be in the state shown to FIG. 3 (B). Thereby, this process is complete | finished.

  In step S5, the controller 100 drives the pump 51 and the valve 52 via the pump drive circuit 101 and the valve drive circuit 102, whereby the liquid level adjustment mechanism 5 is in the state (second state) shown in FIG. ).

  If the controller 100 determines that the liquid level adjustment mechanism 5 is in the state shown in FIG. 3A in advance based on the outputs of the liquid level sensors 54a and 54b, the controller 100 maintains this state. If it is determined that the liquid level adjustment mechanism 5 is in the state shown in FIG. 3B based on the outputs of the liquid level sensors 54a and 54b, the control described below is performed.

  The controller 100 drives the valve 52 from the closed state to the open state via the valve drive circuit 102. In addition, the controller 100 drives the pump 51 via the pump drive circuit 101 to move the coolant 4 in the reserve tank 53 into the accommodation chamber 30 a via the pipe 50.

  Then, when it is determined that the coolant 4 has contacted the upper surface of the storage chamber 30a based on the outputs of the liquid level sensors 54a and 54b, the driving of the pump 51 is stopped. At this time, the valve 52 remains open. Thereby, the liquid level adjustment mechanism 5 will be in the state shown to FIG. 3 (A). Thereby, this process is complete | finished.

  On the other hand, in step S6, it is determined whether or not the detected temperature of the battery unit 2 is lower than the lower threshold value. Here, if the detected temperature of the battery unit 2 is lower than the lower threshold value, the process proceeds to step S7, and if not, the process proceeds to step S5.

  Here, the lower threshold value described above is a temperature set in advance from the viewpoint of suppressing the deterioration of the battery characteristics accompanying the temperature drop of the battery unit 2, and can be set to 10 ° C., for example.

  In step S7, it is determined whether or not the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40. Here, if the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40, the process proceeds to step S4, and if not, the process proceeds to step S5.

  When the cell 20 a generates heat due to charging / discharging in the cell 20 a, this heat is transmitted to the case 30 via the coolant 4. Then, the heat transmitted to the case 30 is released to the outside (in the atmosphere).

  Further, since a part of the case 30 (second case member 3) is connected to the vehicle main body 40 as described above, the heat of the second case member 3 flows along the route indicated by the arrow in FIG. It is transmitted to the main body 40 and released from the vehicle main body 40 to the outside (in the atmosphere). In this case, the frame 31a and the leg portion 32 of the second case member 3 function as a heat transfer member.

  Here, most of the heat generated in the battery unit 2 is transmitted to the vehicle main body 40 via a part of the case 30 (second case member 3).

  In the state shown in FIG. 3A, the heat generated in the battery unit 2 can be released (radiated) by the above-described heat dissipation path, and the temperature rise of the battery unit 2 can be suppressed. Thereby, it can suppress that the battery characteristic of the cell 20a deteriorates with a temperature rise.

  On the other hand, in the state shown in FIG. 3A, when the vehicle main body 40 is excessively cooled, a part of the case 30 (second case member 3) connected to the vehicle main body 40 is cooled. When the coolant 4 that contacts the second case member 3 is cooled, the battery unit 2 is excessively cooled. Thereby, the battery characteristics of the single battery 20a may deteriorate.

  In the state shown in FIG. 3A, when the vehicle main body 40 is excessively heated, a part of the case 30 (second case member 3) connected to the vehicle main body 40 is heated. When the coolant 4 that contacts the second case member 3 is heated, the battery unit 2 is excessively heated. Thereby, the battery characteristics of the single battery 20a may deteriorate.

  Therefore, in the present embodiment, as described above, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, or the detected temperature of the battery unit 2 Is lower than the lower threshold value, and when the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, the liquid level adjusting mechanism 5 is in the state shown in FIG. 3B (first state). At this time, when the coolant 4 is separated from the upper surface of the storage chamber 30a, an air layer AS is formed in the upper portion of the storage chamber 30a.

  Here, since the heat transfer coefficient of the air layer AS is lower than that of the coolant 4, even if a part of the case 30 (second case member 3) is cooled or heated, the upper surface (second case) of the accommodation chamber 30a. Since the air layer AS is located between the top plate portion 31) of the member 3 and the coolant 4, the coolant 4 in the storage chamber 30a is hardly cooled or heated. Thereby, excessive cooling and heating of the battery unit 2 can be suppressed via the coolant 4, and deterioration of battery characteristics can be suppressed.

  Further, in this embodiment, a simple configuration in which the liquid level adjustment mechanism 5 is simply connected to the case 30 can be achieved.

  Furthermore, in the present embodiment, as shown in FIG. 2B, the bottom surface of the first case member 1 is disposed at a position away from the surface of the vehicle main body 40, so that the vehicle main body 40 that has been cooled excessively. Therefore, it is possible to prevent the first case member 1 from being directly cooled. That is, by forming an air layer between the first case member 1 and the vehicle main body 40, it is possible to suppress the first case member 1 from being cooled as the vehicle main body 40 is cooled.

  As described above, since the first and second case members 1 and 3 are coupled to each other, when the second case member 3 is excessively cooled, the first case is interposed via the coupling portion. The member 1 may be cooled. Then, the coolant 4 may be cooled via the first case member 1.

  Here, if a heat insulating layer is formed on the inner wall surface of the first case member 1 in the surface other than the upper surface of the storage chamber 30a, in other words, the coolant is passed through the first case member 1 as described above. 4 can be prevented from being cooled. In addition, the 1st case member 1 can also be formed with the material which has heat insulation.

  Next, a modification of the present embodiment will be described with reference to FIG. Here, FIG. 6 is a schematic diagram showing the internal configuration of the temperature adjustment mechanism of the present modification, and corresponds to FIG. In addition, the same code | symbol is used about the member same as the member demonstrated in Example 1. FIG.

  In the first embodiment, the upper surface of the storage chamber 30a is a flat surface. However, in the present modification, the upper surface 30b of the storage chamber 30a is an inclined surface. This will be specifically described below.

  In this modification, the upper surface 30b of the storage chamber 30a is inclined toward the pipe 50 from the side wall of the storage chamber 30a. In other words, the upper surface 30b is inclined with respect to the direction of gravity (the vertical direction in FIG. 6).

  Here, the upper surface 30b only needs to have a region inclined with respect to the direction of gravity, and the entire shape of the upper surface 30b may be any shape. For example, the entire upper surface 30b can be conical or polygonal. In the present embodiment, the upper surface 30b is an inclined surface constituted by a continuous plane, but may be a stepped surface. That is, the cross-sectional area (the area in the plane orthogonal to the direction of gravity) in the upper space of the storage chamber 30a may be reduced continuously or stepwise toward the pipe 50 side.

  In the present modification, the portion of the case 30 that constitutes the upper surface 30 b, in other words, the thickness of the top case 31 of the second case member 3 is continuously reduced toward the connection portion with the pipe 50. Yes. In addition, the upper surface 30b of the storage chamber 30a can also be made into an inclined surface, making the thickness of the top-plate part 31 of the 2nd case member 3 substantially uniform.

  Moreover, in this modification, as shown to FIG. 6 (A)-(C), the position of the liquid level of the cooling fluid 4 in the storage chamber 30a can be switched in three positions. That is, three liquid level sensors 54a to 54c are provided in the reserve tank 53, and the position of the liquid level in the storage chamber 30a is determined based on the outputs of these liquid level sensors 54a to 54c.

  Here, the state shown in FIG. 6 (B) is a state in which the coolant 4 is separated from the upper surface 30b, and excessive cooling or heating of the vehicle body 40 is suppressed by excessive cooling or heating of the vehicle body 40. Used to do. 6 (A) and 6 (C) is a state in which the coolant 4 is in contact with the whole or part of the upper surface 30b, and the heat generated in the battery unit 2 is released by charging / discharging or the like. It is used to suppress the temperature rise of the battery unit 2.

  In this modification, by making the upper surface 30b of the storage chamber 30a an inclined surface, the area of the upper surface 30b of the storage chamber 30a that contacts the coolant 4 can be changed. Thus, by changing the contact area with the coolant 4, the heat dissipation characteristics through the upper surface 30 b of the case 30 can be changed. Thereby, the optimal cooling according to the temperature of the battery unit 2 can be performed.

  In this modification, the position of the liquid level in the storage chamber 30a is switched in the three states shown in FIGS. 6A to 6C. However, the present invention is not limited to this, and there are four or more states. You may make it switch by. The liquid level adjusting mechanism 5 can be driven in the same manner as in the case described in the first embodiment (see FIG. 5).

  Further, in the present embodiment and the modification, the liquid level sensor is provided in the reserve tank 53, but the liquid level sensor may be provided in the housing chamber 30 a of the case 30. In this case, the position of the liquid level of the cooling liquid 4 in the storage chamber 30a can be directly monitored.

  Furthermore, in the present embodiment, the position of the liquid level of the cooling liquid 4 in the storage chamber 30a is determined based on the output of the liquid level sensor, but the present invention is not limited to this. For example, by monitoring the driving amount of the pump 51, the position of the liquid level of the coolant 4 in the storage chamber 30a can be determined. That is, if the driving amount of the pump 51 and the moving amount of the coolant 4 are obtained in advance, the position of the liquid level can be determined based on the driving amount of the pump 51.

  Next, a temperature adjustment mechanism that is Embodiment 2 of the present invention will be described with reference to FIG. Here, FIG. 7 is a schematic diagram showing an internal configuration of the temperature adjustment mechanism of the present embodiment. In addition, about the member which has the same function as the member demonstrated in Example 1, the same code | symbol is used.

  In the first embodiment, the air layer AS is formed or not formed in the storage chamber 30a by changing the position of the liquid level in the storage chamber 30a. In addition, a region S2 different from the region S1 in which the battery unit 2 is accommodated is provided, and the position of the liquid surface of the coolant 4 (in other words, the amount of the coolant 4) is changed in this region S2. Hereinafter, the characteristic configuration of the present embodiment will be specifically described.

  The case 30 is supported by a support member 60 disposed on the vehicle main body 40. Thus, the bottom surface of the case 30 is disposed at a position away from the surface of the vehicle main body 40.

  In the case 30, a partition member 70 that partitions the region in the case 30 into two regions S <b> 1 and S <b> 2 is disposed. The partition member 70 can be formed of a material having excellent heat transfer properties, corrosion resistance, and the like, for example, a material having a heat transfer rate equal to or higher than the heat transfer rate of the coolant 4 in the case 30. Specifically, the partition member 70 can be formed of metal (such as copper or iron).

  Here, the battery unit 2 and the coolant 4 are accommodated in the region S1, and this coolant 4 contacts the outer peripheral surface of the battery unit 2 (unit cell), the inner wall surface of the case 30, and the partition member 70. is doing.

  The coolant 4 is accommodated in the region S2. Further, the liquid level adjustment mechanism 5 described in the first embodiment is connected to the region S2. That is, the pipe 50 is connected to the region S2, and the pipe 50 is connected to the same reserve tank (not shown) as in the first embodiment. Although not shown, the same valves and pumps as those in the first embodiment are arranged on the pipe 50.

  In FIG. 7, the pipe 50 is illustrated as extending below the vehicle main body 40, but actually, the pipe 50 is located between the case 30 and the vehicle main body 40. That is, the liquid level adjustment mechanism is disposed on the vehicle main body 40.

  A heat transfer plate (heat transfer member) 80 is in contact with a side wall of the case 30 that forms the region S2. The heat transfer plate 80 is also in contact with the surface of the vehicle main body 40. The heat transfer plate 80 can be formed of a material having excellent heat transfer properties, corrosion resistance, etc., for example, a material having a heat transfer rate equal to or higher than the heat transfer rate of the coolant 4 in the case 30. Specifically, the heat transfer plate 80 can be formed of a metal (such as copper or iron).

  In the present embodiment, the region 4 of the case 30 is always filled with the coolant 4. Further, in the region S <b> 2 of the case 30, the liquid level position of the coolant 4 can be changed by driving the liquid level adjusting mechanism described above. The liquid level adjustment mechanism can be driven by the controller as in the first embodiment.

  That is, in the state shown in FIG. 7A, if the coolant 4 in the region S2 is moved into the reserve tank by driving the pump of the liquid level adjustment mechanism, the state shown in FIG. can do. At this time, the air in the reserve tank moves into the region S2 via the pipe 50, so that an air layer is formed in the region S2. Note that other gases having different components can be used instead of air.

  7B, if the coolant 4 in the reserve tank is moved into the region S2 of the case 30 by driving the pump of the liquid level adjustment mechanism in the state shown in FIG. It can be in the state shown. At this time, the air in the region S2 moves into the reserve tank via the pipe 50.

  Also in the present embodiment, as in the first embodiment, by providing a liquid level sensor in the reserve tank or the case 30 (in the region S2), the position of the liquid level in the region S2 of the case 30 (in other words, the coolant 4). Can be detected. Further, the position of the liquid level in the region S2 can also be determined by detecting the driving amount of the pump.

  In the state shown in FIG. 7A, the cooling liquid 4 is filled in the entire region S2 of the case 30. Here, when the battery unit 2 generates heat due to charging / discharging or the like, this heat is transmitted to the coolant 4 in contact with the battery unit 2. The heat of the coolant 4 is transmitted to the partition member 70 by natural convection of the coolant 4, and is transmitted to the coolant 4 in the region S <b> 2 via the partition member 70.

  In addition, a stirring member may be arrange | positioned in area | region S1, and the coolant 4 may be forced to flow. Thereby, the cooling efficiency of the battery unit 2 can be improved.

  Further, since the heat transfer plate 80 is in contact with the side wall of the case 30 that forms the region S2, the heat transferred to the coolant 4 in the region S2 is transmitted to the vehicle body 40 via the heat transfer plate 80. Will be communicated. Further, the heat of the coolant 4 in the case 30 is also released into the atmosphere through the case 30. Note that most of the heat generated in the battery unit 2 is transmitted to the vehicle main body 40 via the heat transfer plate 80.

  As described above, the heat generated in the battery unit 2 is released (dissipated) into the atmosphere through the coolant 4 and the case 30, or is radiated through the case 30, the heat transfer plate 80, and the vehicle body 40. To do. Thereby, the temperature rise of the battery unit 2 accompanying charging / discharging etc. can be suppressed, and deterioration of a battery characteristic can be suppressed.

  In the state shown in FIG. 7A, when the vehicle main body 40 is excessively cooled, the case 30 is excessively cooled via the heat transfer plate 80, and the temperature of the battery unit 2 is excessively decreased. There is a fear. Further, when the vehicle body 40 is excessively heated, the case 30 is excessively heated via the heat transfer plate 80, and the temperature of the battery unit 2 may be excessively increased.

  In addition, in the structure of a present Example, since the case 30 is arrange | positioned in the position away from the surface of the vehicle main body 40 by the support member 60, it suppresses that the bottom face of the case 30 is cooled or heated excessively. Can do. Here, the support member 60 can be comprised with the material which has heat insulation.

  In this embodiment, when the vehicle main body 40 is excessively cooled or heated, an air layer is formed in the region S2, as shown in FIG. The cooling liquid 4 and the battery unit 2 are prevented from being excessively cooled or heated.

  That is, when the air layer is formed, the heat transfer coefficient can be lowered as compared with the case where the coolant 4 is filled. Therefore, the cooling or heating of the heat transfer plate 80 can cool the region S1. It is possible to suppress the liquid 4 and the battery unit 2 from being excessively cooled or heated. Thereby, deterioration of the battery characteristic accompanying excessive cooling or heating can be suppressed.

  The driving of the liquid level adjusting mechanism in the present embodiment can be performed in the same manner as the driving described in the first embodiment (see FIG. 5).

  That is, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, the detected temperature of the battery unit 2 is located between the upper threshold and the lower threshold. In the case of temperature, when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, the liquid level adjustment mechanism is in the state shown in FIG. (Second state) can be driven. Further, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle main body 40 is higher than the detected temperature of the battery unit 2, or when the detected temperature of the battery unit 2 is lower than the lower threshold, When the detected temperature is lower than the detected temperature of the battery unit 2, the liquid level adjustment mechanism can be driven to the state (first state) shown in FIG.

  In this embodiment, the switching is performed between the case where the entire region S2 is filled with the cooling liquid 4 and the case where the entire region S2 is filled with air, but this is not restrictive. Specifically, the position of the liquid level of the coolant 4 in the region S2 can be changed stepwise. Thereby, stepwise temperature adjustment (heat radiation) of the battery unit 2 can be performed similarly to the case described in the modification of the first embodiment.

  In the present embodiment, the same coolant 4 is accommodated in the regions S1 and S2, but different coolants can also be accommodated. Further, as in the case described in the first embodiment, a heat insulating layer can be formed on the side wall of the case 30 other than the side wall in contact with the heat transfer plate 80. In this case, when the heat transfer plate 80 is excessively cooled or heated, the cooling liquid 4 in the region S1 can be prevented from being cooled or heated via the case 30.

  Next, a temperature adjustment mechanism that is Embodiment 3 of the present invention will be described with reference to FIG. Here, FIG. 8 is a schematic diagram showing the internal configuration of the temperature adjustment mechanism of the present embodiment. In addition, the same code | symbol is used about the member which has the same function as the member demonstrated in Example 1, 2 mentioned above.

  The temperature adjustment mechanism of the present embodiment is substantially the same as the temperature adjustment mechanism described in the second embodiment. That is, in this embodiment, the area in the case 30 is partitioned into two areas S1 and S2 as in the second embodiment, but the arrangement direction of these areas S1 and S2 is different from that in the second embodiment. . Hereinafter, the present embodiment will be specifically described.

  The case 30 is disposed on the vehicle main body (heat transfer member) 40, and the bottom surface of the case 30 is in contact with the surface of the vehicle main body 40.

  In the case 30, a partition member 70 that partitions the region in the case 30 into two regions S <b> 1 and S <b> 2 is disposed. The partition member 70 can be formed of a material having excellent heat transfer properties, corrosion resistance, and the like, for example, a material having a heat transfer rate equal to or higher than the heat transfer rate of the coolant 4 in the case 30. Specifically, the partition member 70 can be formed of metal (such as copper or iron).

  Here, the battery unit 2 and the coolant 4 are accommodated in the region S1, and the coolant 4 contacts the outer peripheral surface of the battery unit 2 (unit cell), the inner wall surface of the case 30, and the partition member 70. is doing.

  Further, the coolant 4 is accommodated in the region S2. The region S2 is located on the vehicle body 40 side with respect to the region S1. Here, a liquid level adjustment mechanism having substantially the same configuration as the liquid level adjustment mechanism described in the first embodiment is connected to the region S2. That is, a pipe 50 is connected to the region S2, and this pipe 50 is connected to a reserve tank (not shown) similar to that in the first embodiment. Further, a pump 51 and a valve 52 a are disposed on one end side of the pipe 50, and a valve 52 b is disposed on the other end side of the pipe 50.

  In the present embodiment, the region 4 of the case 30 is always filled with the coolant 4. In the region S2 of the case 30, the position of the liquid level of the coolant 4 (in other words, the amount of the coolant 4) can be changed by driving the above-described liquid level adjustment mechanism. The liquid level adjustment mechanism can be driven by the controller as in the first embodiment.

  In the state shown in FIG. 8A, the state shown in FIG. 8B can be obtained by driving the pump 51 to move the coolant 4 in the region S2 into the reserve tank.

  At this time, the air in the reserve tank moves into the region S2 via the pipe 50, so that an air layer is formed in the region S2. Here, the valves 52a and 52b are in a closed state. In the state shown in FIG. 8B, air is accommodated in the portion of the pipe 50 on the region S2 side with respect to the valve 52a, and in the portion on the reserve tank side with respect to the valve 52a, the coolant is stored. 4 is housed.

  In the present embodiment, an air layer is formed in the region S2, but other gases having different components may be used instead of air.

  Further, in the state shown in FIG. 8B, when the pump 51 is driven to move the coolant 4 in the reserve tank into the region S2 of the case 30, the state shown in FIG. be able to. At this time, the air in the region S2 moves into the reserve tank via the pipe 50.

  Here, the valves 52a and 52b are open. Further, in the state shown in FIG. 8A, the coolant 4 is stored in the portion of the pipe 50 on the region S2 side with respect to the valve 52b, and on the portion on the reserve tank side with respect to the valve 52b, Air is contained.

  Also in the present embodiment, as in the first embodiment, by providing a liquid level sensor in the reserve tank or the case 30 (in the region S2), the position of the liquid level in the region S2 of the case 30 (in other words, the coolant 4). Can be detected. Further, by detecting the driving amount of the pump 51, the position of the liquid level in the region S2 can be determined.

  In the state shown in FIG. 8A, the cooling liquid 4 is filled in the entire region S <b> 2 of the case 30. Here, when the battery unit 2 generates heat due to charging / discharging or the like, this heat is transmitted to the coolant 4 in contact with the battery unit 2. The heat of the coolant 4 in the region S1 is transmitted to the partition member 70 by the natural convection of the coolant, and is transmitted to the coolant 4 in the region S2 via the partition member 70.

  In addition, a stirring member may be arrange | positioned in area | region S1, and the coolant 4 may be forced to flow. Thereby, the cooling efficiency of the battery unit 2 can be improved.

  Further, since the vehicle main body 40 is in contact with the bottom surface of the case 30 forming the region S2, the heat transmitted to the coolant 4 in the region S2 is transmitted to the vehicle main body 40 via the case 30. become. A part of the heat transferred to the coolant 4 is released to the outside (in the atmosphere) through the case 30.

  As described above, the heat generated in the battery unit 2 due to charging / discharging or the like is released (dissipated) into the atmosphere through the coolant 4 and the case 30 or is radiated through the case 30 and the vehicle body 40. . Thereby, the temperature rise of the battery unit 2 can be suppressed and deterioration of battery characteristics can be suppressed.

  On the other hand, in the state shown in FIG. 8A, when the vehicle main body 40 is excessively cooled or heated, the case 30 that contacts the vehicle main body 40 may be excessively cooled or heated. And while the coolant 4 in case 30 (area | region S1, S2) is cooled excessively, the battery unit 2 located in area | region S1 may also be cooled excessively.

  In the present embodiment, when the vehicle main body 40 is excessively cooled or heated, an air layer is formed in the region S2 as shown in FIG. The cooling liquid 4 and the battery unit 2 are prevented from being excessively cooled or heated.

  That is, when the air layer is formed, the heat transfer coefficient can be lowered as compared with the case where the coolant 4 is filled, so that the coolant 4 and the battery unit 2 in the region S1 are excessively cooled. Or it can suppress that it is heated. Thereby, deterioration of the battery characteristic accompanying excessive cooling or heating can be suppressed.

  The driving of the liquid level adjusting mechanism in the present embodiment is the same as the driving of the liquid level adjusting mechanism described in the first embodiment (see FIG. 5).

  That is, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, the detected temperature of the battery unit 2 is located between the upper threshold and the lower threshold. In the case of temperature, when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, the liquid level adjusting mechanism is in the state shown in FIG. (Second state) can be driven. Further, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle main body 40 is higher than the detected temperature of the battery unit 2, or when the detected temperature of the battery unit 2 is lower than the lower threshold, When the detected temperature is lower than the detected temperature of the battery unit 2, the liquid level adjustment mechanism can be driven to the state (first state) shown in FIG.

  In the configuration of the present embodiment, it is not necessary to take out all of the coolant 4 in the region S2, and an air layer can be formed in the region S2 by moving a part of the coolant 4 to the reserve tank. . Thereby, the excessive temperature rise or temperature fall of the battery unit 2 can be suppressed with the excessive cooling or heating of the vehicle main body 40.

  As in the case described in the first embodiment, a heat insulating layer can be formed on the wall surface of the case 30 other than the wall surface in contact with the vehicle main body 40. In this case, it is possible to suppress the cooling liquid 4 in the region S <b> 1 from being cooled or heated through the case 30 by excessively cooling or heating the vehicle main body 40.

  Next, a temperature adjustment mechanism that is Embodiment 4 of the present invention will be described with reference to FIG. Here, FIG. 9 is a schematic diagram showing the internal configuration of the temperature adjustment mechanism of the present embodiment. In addition, the same code | symbol is used about the member which has the same function as the member demonstrated in Examples 1-3 mentioned above.

  In the present embodiment, the configuration of the case 30 is the same as that of the first embodiment. That is, in this embodiment, heat is mainly radiated from the upper surface of the case 30 as in the case shown in FIG. 3 of the first embodiment.

  In the case 30, the battery unit 2 and the coolant 4 are accommodated. A hollow elastic member 90 is disposed in the case 30, and a part of the elastic member 90 is fixed to a part of the battery unit 2 (at least one single cell).

  The elastic member 90 is connected to a tubular member 91 for taking air into and out of the elastic member 90. The tubular member 91 can be elastically deformed, and is guided to the outside through the case 30. The tubular member 91 is connected to a pump 92 that supplies air into the elastic member 90 and sucks air in the elastic member 90. Here, the elastic member 90 and the tubular member 91 are formed of an elastic material such as a polymer resin.

  In addition, a pipe 50 is connected to the case 30, and a pump 51, a valve 52, and a reserve tank 53 are disposed on the path of the pipe 50. Here, in this embodiment, the liquid level adjusting mechanism is configured by the members such as the elastic member 90, the pump 92, the pump 51, the valve 52, and the reserve tank 53 described above.

  In this embodiment, the elastic member 90 is expanded or contracted by controlling the driving of the pump 92, in other words, supplying or sucking air to the elastic member 90. . Further, by controlling the driving of the pump 51 and the valve 52 according to the expansion and contraction of the elastic member 90, the coolant 4 is taken out from the case 30 or the coolant 4 is supplied into the case 30. The pumps 92 and 51 and the valve 52 can be driven by the controller as in the first embodiment.

  9A, when air is supplied into the elastic member 90 by driving the pump 92 and the coolant 4 in the case 30 is taken out by driving the pump 51, the state shown in FIG. It can be in the state shown.

  Here, when the coolant 4 in the case 30 is moved to the reserve tank 53 by driving the pump 51, the valve 52 is in an open state. Further, when the movement of the coolant 4 into the reserve tank 53 is completed, the valve 52 is closed.

  In the state shown in FIG. 9B, the elastic member 90 divides the inside of the case 30 into two regions by partly contacting the inner wall of the case 30.

  Here, when the vehicle main body is excessively cooled or heated, the case 30 that contacts the vehicle main body may be excessively cooled or heated.

  In this case, when the coolant 4 in the case 30 is movable between a position in contact with the upper surface of the case 30 and a position in contact with the battery unit 2 (the case shown in FIG. 9A). ), The cooling liquid 4 and the battery unit 2 in the case 30 are excessively cooled or heated as the case 30 is excessively cooled or heated.

  Therefore, in this embodiment, when the vehicle main body is excessively cooled or heated, as shown in FIG. The movement between the position in contact with the upper surface and the position in contact with the battery unit 2 is prevented. Thereby, even if the coolant 4 that contacts the upper surface of the case 30 is excessively cooled or heated, it is possible to suppress the coolant 4 on the battery unit 2 side from being excessively cooled or heated. .

  That is, when the air layer is formed in the case 30 by expanding the elastic member 90, the heat transfer coefficient is lowered as compared with the case where the entire region in the case 30 is filled with the coolant 4. be able to. For this reason, it can suppress that the cooling fluid 4 and the battery unit 2 which are located in the battery unit 2 side with respect to the elastic member 90 are cooled or heated excessively. Accordingly, it is possible to suppress deterioration of battery characteristics due to excessive cooling or heating.

  On the other hand, in the state shown in FIG. 9B, if the air in the elastic member 90 is sucked by driving the pump 92 and the coolant 4 is supplied into the case 30 by driving the pump 51, FIG. The state shown in FIG.

  Here, when the cooling liquid 4 in the reserve tank 53 is moved into the case 30 by driving the pump 51, the valve 52 is in an open state. Further, when the supply of the coolant 4 into the case 30 is completed, the valve 52 is closed.

  In the state shown in FIG. 9A, the elastic member 90 moves away from the inner wall of the case 30, so that the coolant 4 in the case 30 can also move to the upper surface side of the case 30.

  Here, when the battery unit 2 generates heat due to charging / discharging or the like, this heat is transmitted to the coolant 4 in contact with the battery unit 2. The heat is transferred to the case 30 by the natural convection of the coolant 4. As a result, heat is radiated to the outside (in the atmosphere) through the case 30, and the heat of the case 30 is transmitted to the vehicle body. The cooling liquid 4 may be forcedly convected using a stirring member.

  By performing such heat radiation, the temperature rise of the battery unit 2 can be suppressed, and deterioration of battery characteristics can be suppressed.

  In this embodiment, if the relationship between the supply amount (or suction amount) of air by driving the pump 92 and the degree of expansion (reduction) of the elastic member 90 is examined in advance, the drive amount of the pump 92 is monitored. Thus, the elastic member 90 can be operated between the state shown in FIG. 9A (second state) and the state shown in FIG. 9B (first state). If the volume change of the elastic member 90 is examined in advance, the drive amount of the pump 51 (the amount of movement of the coolant 4 between the case 30 and the reserve tank 53) is determined according to the volume change of the elastic member 90. Can do.

  In this embodiment, air is supplied to or sucked from the elastic member 90, but other gases or liquids can be used instead of air. Here, a liquid having a lower heat transfer coefficient than the coolant 4 in the case 30 is used as the liquid. Thereby, even when the vehicle main body is excessively cooled or heated, the cooling liquid 4 and the battery unit 2 in the case 30 can be suppressed from being excessively cooled or heated via the elastic member 90.

  In the present embodiment, as described above, the main member radiates heat from the upper surface of the case 30, and thus the elastic member 90 is disposed above the battery unit 2 in the case 30. The arrangement of the member 90 is not limited to this.

  For example, when the case 30 is configured as in the second embodiment (see FIG. 7), the elastic member 90 can be disposed on the side wall of the case 30 that contacts the heat transfer plate 80. Specifically, in the configuration shown in FIG. 7 in which the partition member 70 and the liquid level adjustment mechanism are omitted, the elastic member 90 is disposed between the battery unit 2 and the heat transfer plate 80 in the case 30. Can do. Even if it is such a structure, the effect similar to a present Example can be acquired.

  Further, when the case 30 is configured as in the third embodiment (see FIG. 8), the elastic member 90 can be disposed in the case 30 below the battery unit 2. Specifically, in the configuration shown in FIG. 8, the partition member 70 and the liquid level adjustment mechanism are omitted, and the elastic member 90 is disposed between the battery unit 2 and the vehicle body 40 in the case 30. Can do. Even if it is such a structure, the effect similar to a present Example can be acquired.

It is a disassembled perspective view which shows a part structure (battery pack) among the temperature control mechanisms which are Example 1 of this invention. It is the external appearance perspective view (A) and side view (B) of the structure shown in FIG. It is the schematic (A, B) which shows the internal structure of the temperature control mechanism of Example 1. FIG. It is a block diagram which shows the structure for performing operation | movement control of the temperature control mechanism of Example 1. FIG. 3 is a flowchart illustrating operation control of the temperature adjustment mechanism of the first embodiment. It is the schematic (AC) which shows the internal structure of the temperature control mechanism which is a modification of Example 1. FIG. It is the schematic (A, B) which shows the internal structure of the temperature control mechanism which is Example 2 of this invention. It is the schematic (A, B) which shows the internal structure of the temperature control mechanism which is Example 3 of this invention. It is the schematic (A, B) which shows the internal structure of the temperature control mechanism which is Example 4 of this invention. It is the schematic which shows arrangement | positioning of the conventional battery pack.

Explanation of symbols

2: Battery unit 4: Coolant 5: Liquid level adjustment mechanism 51: Pump 52: Valve 53: Reserve tank 30: Case

Claims (13)

A temperature adjustment mechanism used for temperature adjustment of the power supply body,
A case that contains the power supply body and a coolant used for cooling the power supply body, and a part of which contacts the heat transfer member;
Driving means for moving the coolant outside the case and moving the coolant outside the case into the case;
The driving means moves the cooling liquid out of the case and forms a gas layer in a region on the heat transfer member side with respect to the power supply body in the case; The temperature adjusting mechanism is operated between the second state in which at least a part of the region is filled with the cooling liquid by moving the cooling liquid into the case with respect to the state.   The case has a surface that changes the contact area with the cooling liquid continuously or stepwise according to a change in the liquid surface position of the cooling liquid in the case in the wall portion that is in contact with the heat transfer member. The temperature control mechanism according to claim 1.   The temperature control mechanism according to claim 1, wherein a wall portion of the case that does not contact the heat transfer member has at least a heat insulating portion.   The temperature adjusting mechanism according to claim 1, further comprising a control unit that controls driving of the driving unit.   The temperature control mechanism according to claim 4, wherein the control unit controls driving of the driving unit based on information on the temperatures of the power supply body and the heat transfer member.   A partition member that divides the region in the case into a first region that accommodates the power supply body and the coolant and a second region that accommodates the coolant and is used for forming the gas layer; The temperature control mechanism according to any one of claims 1 to 5, characterized in that: The driving means includes
A pump that allows the coolant to move,
The temperature control mechanism according to claim 1, further comprising a container for storing a coolant that has moved out of the case by driving the pump.   The temperature control mechanism according to claim 1, wherein the gas layer is in contact with a wall portion of the case that is in contact with the heat transfer member. A temperature adjustment mechanism used for temperature adjustment of the power supply body,
A case that contains the power supply body and a coolant used for cooling the power supply body, and a part of which contacts the heat transfer member;
An elastic member disposed in the case and capable of accommodating a medium having a lower heat transfer coefficient than the coolant and capable of expanding and contracting according to the amount of the medium;
The elastic member has a first state in which the medium layer is formed in a region on the heat transfer member side with respect to the power supply body in the case by an expansion operation, and a contraction operation with respect to the first state. And a second state that allows the coolant to move into the region.   Drive means for moving the coolant outside the case according to the expansion operation of the elastic member and moving the coolant outside the case into the case according to the contraction operation of the elastic member. The temperature control mechanism according to claim 9, wherein   A vehicle comprising the temperature adjustment mechanism according to any one of claims 1 to 10. The case is disposed at a position away from the vehicle body;
The vehicle according to claim 11, wherein the heat transfer member is in contact with the case and the vehicle main body.   The vehicle according to claim 11, wherein the heat transfer member is a vehicle main body.