JP4656426B2 - Dual power supply vehicle power supply device - Google Patents

Description

 The present invention relates to a two-power-source vehicle power supply device having a plurality of batteries having different voltages, and preferably an air-cooling structure for cooling a vehicle-mounted power device including a power semiconductor element-mounted electronic circuit device and a battery with cooling air. About.

  2. Description of the Related Art In recent years, various two-power-source vehicle power supply devices using two batteries having different voltages have been proposed for hybrid vehicles, engine vehicles, and hybrid vehicles. In this dual power supply vehicle power supply device, a low voltage having a high voltage generator-side power supply system having an engine-driven generator and a generator-side battery, an in-vehicle electric load, and a load-side battery supplying power to the vehicle-mounted electric load. It is usual to provide a load-side power supply system and a power transmission device that converts the voltage from the generator-side power supply system to the load-side power supply system for transmission. According to this two-power-source vehicle power supply device, the generator-side battery can be used for running power generation, regenerative power charging, torque-assisted power discharging, etc. while suppressing fluctuations in the power supply voltage level applied to the on-vehicle electric load. The charge level (SOC) can be varied greatly. Moreover, in an engine vehicle, it is possible to suppress voltage fluctuations in the load-side power supply system by supplying power to the in-vehicle electric load while the engine is stopped from the generator-side battery. As an example of the on-vehicle electric load, there is an illumination load, a load such as a radio, a control device, or the like that dislikes voltage drop. As an example of this type of dual power supply type vehicle power supply device, for example, the following Patent Document 1 filed by the present applicant is known.

  In order to compensate for the capacity shortage of the generator-side battery, power supply from the load-side battery to the generator-side power supply system has also been proposed. As the battery on the generator side, the adoption of lithium secondary batteries, hydrogen storage alloy secondary batteries, and electric double layer capacitors with excellent durability against repeated charge / discharge has been proposed. Adoption of a lead secondary battery is suitable. In particular, the lithium secondary battery is excellent in energy storage energy per weight and has an advantage that fuel consumption can be reduced by reducing the weight of the vehicle.

  In-vehicle power control such as an inverter for motor control and a DC-DC converter in an engine vehicle that runs using engine torque, a hybrid vehicle that runs using engine torque and motor torque, and an electric vehicle that runs using motor torque Since the device performs high current switching, good cooling of the built-in power semiconductor element is an important issue. It is also known that in-vehicle power storage devices such as batteries and electric double-layer capacitors are important for cooling because of frequent internal heat generation when they are charged and discharged frequently. Hereinafter, these power control devices and power storage devices that are mounted on a vehicle and are energized with a large current are collectively referred to as a vehicle-mounted power device.

  As a cooling structure for this type of in-vehicle power device, a method of cooling a heat transfer by bringing a cooling medium into contact with a cooling substrate of the in-vehicle power device is common. For example, Patent Documents 2 to 4 propose a liquid-cooled in-vehicle power device, Patent Document 5 proposes an in-vehicle power device that employs both liquid cooling and air cooling, and Patent Document 6 describes an integrated battery. And a battery device with an air-cooling type charging device that cools both the battery and the charging device with an air flow formed by the fan.

However, the above-described liquid cooling system inherently includes the problem that the weight and required installation space increase due to the increase in the scale of the device and the complexity of the configuration. Practical use was not easy. More specifically, in the liquid cooling method, the heat transfer area between the heating element and the heat medium can be reduced, but the indirect heat exchanger between the heat medium and the atmosphere for dissipating the heat of the heat medium to the atmosphere. It is not easy to reduce the heat transfer area. For this reason, the air cooling method that directly exposes the heating element or the cooling metal body or heat pipe that is in good thermal contact with the cooling air to the cooling air is more advantageous than the liquid cooling method in terms of miniaturization and weight reduction. In other words, there is a great advantage in the in-vehicle power device.
JP 2002-345161 A JP-A-4-275492 JP-A-6-303704 JP 2004-82940 A JP-A-9-126617 JP 2004-039641 A

  However, the above-described dual-power-source vehicle power supply device requires the addition of a generator-side battery and a power transmission device, as compared with a conventional engine vehicle power supply device using a single battery. For this reason, when accommodating these in the narrow engine room of the vehicle front part, arrangement | positioning of the apparatus in an engine room became difficult. Although it is conceivable to arrange the generator-side battery and the power transmission device outside the engine room, for example, in the trunk room at the rear of the vehicle, the same is true in that the luggage space in the trunk room is reduced. Further, with the addition of the generator-side battery and the power transmission device, the wiring becomes complicated, increasing the wiring power loss and increasing the necessary space for wiring.

  Furthermore, as the generator-side battery, it is preferable to use a lithium secondary battery or a hydrogen storage alloy secondary battery capable of high energy storage or excellent in charge / discharge cycle life as the generator-side battery. In order to protect the generator side battery from vehicle collision, it is necessary to improve impact resistance to prevent destruction due to vehicle collision, etc., because it stores much higher energy than conventional lead batteries There was a risk that a further increase in required space or weight would occur. In particular, the generator-side battery and the power transmission device are both heat generating members and have strict maximum temperature limits, which increases the required space and weight of the devices including their cooling mechanisms, and increases the number of parts and assembly man-hours. There was also a problem.

  Further, the above-described air cooling method of Patent Document 6 requires that an electric fan device including a cooling fan, a motor that drives the cooling fan, and a motor controller that controls the motor be attached to a battery with a charging device, and the device configuration accordingly. It had the weak point of inviting the increase in complexity, physique and weight. Furthermore, there is a problem that the battery is consumed by the power consumption. This also applies to the case where the cooling fan is separately provided without integrating or incorporating the cooling fan in the battery with the charging device as the heating element as described in Patent Document 6. Therefore, as described above, the addition of such a dedicated electric fan device to an in-vehicle power device that has a strong demand for reduction in size and weight and improvement in fuel consumption causes cost and fuel consumption sacrifice. However, it was still a painful choice.

  In order to avoid this problem, a vehicle running wind cooling system that uses the vehicle running wind to naturally cool the in-vehicle power device is conceivable, but most on-board power devices are operated even when the vehicle is stopped and the vehicle running Since the wind cannot be used satisfactorily in each part of the vehicle, the cooling function cannot be lowered. Also, as an alternative, an in-vehicle power device is disposed downstream of an existing in-vehicle fan, for example, an electric fan for forced cooling of an indirect heat exchanger as a condenser of a radiator or a vehicle air-conditioning refrigeration cycle device. There is also an idea that the forced cooling air formed by is used. However, in the system in which the in-vehicle power device is arranged downstream of the in-vehicle fan, the arrangement of the in-vehicle power device is limited, and moreover, the in-vehicle power device is disposed in the downstream portion of the portion disposed downstream of the in-vehicle power device. There is a problem that the cooling property of the heating element to be cooled is lowered. In particular, when a heating element such as an engine that is hidden by the forced cooling air of the in-vehicle fan exists downstream of the in-vehicle fan, the in-vehicle power device is installed between the in-vehicle fan and the engine. Because it is heated by, it is not easy. Further, the interposition of the on-vehicle power device means that the engine that should be disposed as close as possible to the downstream side of the in-vehicle fan for good cooling and the in-vehicle fan are separated from each other. As another alternative, it is conceivable that a part of the forced cooling air blown from the existing in-vehicle fan to the downstream side thereof is guided to a separate in-vehicle power device by a bypass duct. However, in order to allow the forced cooling air blown from the in-vehicle fan to flow into the bypass duct satisfactorily, the bypass duct needs to have a large opening facing the downstream surface of the in-vehicle fan as an intake port. Causes a region in which the forced cooling air does not flow in the downstream portion thereof, thereby causing a problem that the effective sectional area of the passage through which the forced cooling air formed by the in-vehicle fan flows is reduced. Moreover, the trouble that the part which flows in a bypass duct among the forced cooling air which an in-vehicle fan formed cannot be utilized for cooling of the heat generating body which an in-vehicle fan should cool originally also occurred.

  The present invention has been made in view of the above problems, and provides a vehicle power supply device of a two power supply system that is easy to install and can suppress increase in vehicle weight and wiring power loss and improve safety. It is an object. Another object of the present invention is to provide an air-cooled vehicle-mounted power device that has a small increase in required space and weight, a simple configuration, and a comprehensively excellent cooling effect.

It made the inventions in order to solve the above problems, a generator of an engine driving a generator side power supply system comprising a generator-side battery charged by the generator, and vehicle-mounted electrical loads, the electrical load A load-side power supply system including a load-side battery that supplies power, a power transmission device that transmits power from the generator-side power supply system to the load-side power supply system, and power transmission control that controls the power transmission device to adjust the power transmission In a two-power-source vehicle power supply device comprising a circuit, the generator-side battery is disposed between the generator-side battery and the power transmission device and is cooled by vehicle running wind or forced cooling air, and together serving as a cooling metal body to cool both the power transmission device, comprising a busbar for connecting the generator-side terminal of the terminal and the power transmission device of the generator-side battery, the power transmission apparatus A dual-power-source vehicle power supply apparatus, wherein the cooling metal body and the generator-side battery are integrally coupled to each other in a state adjacent to the generator-side battery via the cooling metal body. .

According to the vehicular power supply apparatus of the present invention configured as described above, since the structure in which the power transmission apparatus is integrally fixed via the generator side battery and the cooling metal body is adopted, the conventional dual power supply type vehicular use is provided. Implementation of dual power supply vehicle power supply device for small cars that can solve problems such as installation difficulty, increased vehicle weight, and increased wiring power loss, which were problems in mounting the power supply device on the actual vehicle. Becomes easy. The description of the various effects of the two-power-source vehicle power supply device itself has already been given and will be omitted.
Moreover, since the ventilation path for cooling the power transmission device and the generator-side battery can be shared, simplification of the blowing mechanism can be realized.
Furthermore, the bus bar that connects the terminal of the generator-side battery and the generator-side terminal of the power transmission device is exposed to the cooling air passage. Thereby, a bus bar can be favorably cooled with vehicle running wind or forced cooling wind. More specifically, since the bus bar is thermally well coupled to the semiconductor switching element of the power transmission device and the electrode body inside the generator-side battery, the cooling of the bus bar has a great effect on the cooling. In addition, heat conduction from the high-temperature semiconductor switching element to the generator-side battery can be satisfactorily prevented by bus bar cooling with vehicle running wind or forced cooling air, thereby preventing the temperature increase of the generator-side battery. In a preferred embodiment, the bus bar can have cooling fins that are formed integrally or later attached and can also serve substantially as the cooling metal body described above. If it does in this way, the further cooling of a generator side battery and an electric power transmission device will be attained.

  In the present invention, since the power transmission device is integrated with the generator-side battery in a state adjacent to the generator-side battery through the cooling metal body, the power transmission device and the cooling metal body side are separated from each other in the event of a collision. Even when a mechanical shock acts on the generator-side battery, the mechanical shock is first absorbed by the power transmission device or the cooling metal body and then acts on the generator-side battery. Destructibility can be improved. It is preferable that the power transmission device and the cooling metal body be supported on the vehicle body while reducing mechanical impact on the generator-side battery through some mechanical support means. As described above, the generator-side battery of the present invention is required to repeat large SOC fluctuations, and therefore, a lithium secondary battery having excellent durability against it is adopted. However, such a high energy storage type battery is adopted. When the battery is destroyed by mechanical shock, a large amount of energy is released, which may cause a fire. The present invention can improve safety against this problem.

  As the above-described generator-side battery, a lithium secondary battery, a hydrogen storage alloy secondary battery, an electric double layer capacitor, and the like that are excellent in durability against repeated charge and discharge are suitable. Further, as the power transmission device, an inverter type or chopper type DC-DC converter or a series regulator can be employed. Furthermore, the power transmission device may have a switch for cutting off the generator-side battery from the generator-side power supply system when necessary. This switch can be disposed between the generator and the power transmission device and the generator-side battery, or between the lower electrode terminal of the generator-side battery and the ground line. The metal body for cooling has a function as a heat sink or a cooling fin of the generator-side battery or the power transmission device. Thereby, the temperature rise of a generator side battery or an electric power transmission apparatus can be performed favorably.

  Also, the generator-side battery, whose temperature rise limit is much stricter than that of the power transmission device (especially the semiconductor switching element that needs to be cooled most inside), should be well isolated from the power transmission device by this cooling metal body. Therefore, it is possible to satisfactorily prevent the generator-side battery from being overheated by the heat generated by the power transmission device heating the generator-side battery. The generator-side battery is usually housed in a resin battery case because of the need for electrical insulation, and the allowable heat-resistant temperature limit of this battery case is much lower due to the allowable temperature limit of the semiconductor switching element.

  In a preferred aspect, the cooling metal body is arranged such that the vehicle traveling wind or forced force is applied along the surface of the cooling metal body in a direction substantially perpendicular to a line connecting the generator-side battery and the power transmission device. A cooling air passage is provided for allowing the cooling air to pass therethrough. Thereby, the metal body for cooling can be satisfactorily cooled with less pressure loss by the vehicle running wind or the forced cooling wind. The cooling air passage can be partitioned by a power transmission device, a generator-side battery or the like in addition to the cooling metal body.

  In a preferred embodiment, the cooling metal passage has a cooling air guide duct for guiding the vehicle traveling air or the forced cooling air in the cooling air passage. If it does in this way, vehicle running wind or forced cooling wind can be favorably guided to the metal object for cooling, and cooling performance can be improved.

  In a preferred aspect, the cooling metal body is disposed on the generator-side battery side between the generator-side battery and the power transmission device, and is cooled by vehicle running wind or forced cooling wind to A first cooling metal body that cools the generator-side battery, and a vehicle traveling wind or forcing that is disposed on the power transmission apparatus side between the first cooling metal body and the power transmission apparatus A second cooling metal body that is cooled by cooling air and cools the power transmission device. If it does in this way, the 2nd metal body for cooling for the power transmission device which can be heated up for the reason mentioned above, and the 1st metal body for cooling of the generator side battery which requires further temperature reduction, Thus, it is possible to reduce the size of the second cooling metal body and to lower the temperature of the first cooling metal body. In this aspect, in the cooling air passage, the first cooling metal body and the second cooling metal body are arranged in series, so that the vehicle traveling wind or forced air that has cooled the first cooling metal body is obtained. The second cooling metal body can be cooled by the cooling air. In this case, the entire amount of the vehicle traveling wind or forced cooling air can be used for cooling the generator-side battery and the power transmission device. The cooling system for lowering the temperature of the generator-side battery can be simply configured.

  In a preferred aspect, the generator-side battery includes either a lithium secondary battery, a hydrogen storage alloy secondary battery, or an electric double layer capacitor. As a result, frequent charging / discharging of the generator-side battery can be performed.

  Preferred embodiments of the present invention will be described below with reference to the drawings. The present invention is not construed as being limited to the following examples, and it goes without saying that the technical idea of the present invention may be realized by combining other known techniques or equivalent techniques.

(First embodiment)
The circuit configuration of the vehicle power supply device of the first embodiment will be described with reference to the block circuit diagram shown in FIG.

  Reference numeral 1 denotes a generator driven by an engine (not shown) and has a built-in rectifier. The generator 1 supplies power to the generator-side battery 2 through the power line 3. The generator-side battery 2 is composed of a lithium secondary battery having a rated voltage of 14.8 V, and is composed of four cells connected in series. Lithium secondary batteries are important to protect against temperature, overcharge and overdischarge, and actually have various protection circuits, but explanations thereof will be omitted. The generator 1, the generator-side battery 2 and the power supply line 3 constitute the generator-side power supply system referred to in the present invention.

  Reference numeral 4 denotes a load-side battery, which supplies power to a plurality of electric loads 5 through a load power supply line 6. The load-side battery 4 is a lead battery having a rated voltage of 12.7 V, and is widely used as a vehicle battery. The load side battery 4, the electric load 5 and the load power supply line 6 constitute a load side power supply system referred to in the present invention.

  7 is a power transmission device for transmitting the power required by the load-side power supply system from the power supply line 3 to the load power supply line 6. In addition to the DC-DC converter of various circuit types such as a chopper type, the power transmission system A series regulator that generates a voltage drop equal to the voltage difference is used. In addition, the power transmission device 7 may include a switch such as a MOS transistor between the positive terminal of the generator-side battery 2 and the power supply line 3 or between the negative terminal of the generator-side battery 2 and the ground. By opening this switch, the generator-side battery 2 can be separated from the generator-side power supply system as necessary.

  Reference numeral 8 denotes a controller (control circuit) 8 with a built-in microcomputer that controls the power transmission device 7 and the like, and the power transmission device 7 and the controller 8 constitute an inter-system power transmission circuit. The controller 8 performs so-called negative feedback control by outputting a control voltage to the power transmission device 7 so that the deviation ΔV between the read voltage Vpb of the load side battery 4 and the predetermined target voltage value Vth becomes zero. Thereby, in the normal state, the voltage of the load power supply line 6 is stably maintained at a predetermined potential level of the load side battery 4, and at the time of stopping power supply from the generator side power supply system to the load side power supply system, etc. The load side battery 4 supplies power to the electric load 5. In addition, it is also possible to connect an electric load to the generator side power supply system, and it is also possible to reversely transmit power from the load side battery 4 to the generator side power supply system by the reverse direction power transmission operation of the power transmission device 7. Moreover, the controller 8 increases the electric power generation amount of the generator 1 at the time of vehicle deceleration. The increased generated current charges the generator-side battery 2 within a range allowed by the SOC of the generator-side battery 2. If the generated current increases the generated current, the controller 8 consumes excess generated power for charging the generator-side battery 2. After this regenerative braking is completed, the controller 8 discharges the regenerative stored power amount stored in the generator-side battery 2 to the load-side power supply system side through the power transmission device 7, and returns to a predetermined SOC level. For example, 50 to 60% is preferably used as the predetermined SOC level. In addition, the stored power amount of the generator-side battery 2 is used for power supply to the electric load 5 at the time of engine start, torque assist, and idle stop. As described above, since the generator-side battery 2 is required to be charged and discharged frequently, a lithium secondary battery with less deterioration due to repeated charge / discharge cycles is adopted, and the load-side battery 4 has a power source for the electric load 5. A lead secondary battery is used because it only needs to have a function of suppressing voltage fluctuation.

  In the above description, an engine vehicle having a two-power-source vehicle power supply device has been described. However, essentially the same configuration and operation can be adopted in a hybrid vehicle having a two-power-source vehicle power supply device. .

  The shape of the circuit module 10 as an inter-system power transmission circuit in which the power transmission device 7 and the controller 8 are mounted will be described with reference to FIG. The circuit module 10 includes a base plate 71, double-sided electrode type card modules 72 and 73 incorporating power MOS transistors, a controller 8 composed of semiconductor modules, heat sinks 74 and 75, a resin mold portion 76, and an insulating sheet 77. ing. Reference numeral 78 denotes a lead electrode that forms a control electrode terminal of the card modules 72 and 73, and is connected to an electrode terminal of the controller 8. Reference numeral 79 denotes a metal gas guide member for guiding battery gas, which will be described later, and is fixed to the center of the lower surface of the resin mold portion 76.

  The card modules 72 and 73 and the controller 8 are mounted and fixed on the base plate 71 with an insulating sheet 77 interposed therebetween. The heat sinks 74 and 75 are individually fixed to the lower surfaces 720 and 730 of the card modules 72 and 73, and the resin mold portion 76 integrates these members and realizes electrical insulation between the card modules 72 and 73 and the controller 8. is doing.

  Both sides 720 and 721 of the card module 72 constitute a pair of main electrodes of the built-in power MOS transistor, and both sides 730 and 731 of the card module 73 constitute a pair of main electrodes of the built-in power MOS transistor. In this embodiment, the lower surface 720 of the card module 72 is connected to the power supply line 3 of the generator side power supply system through the heat sink 74, and the lower surface 730 of the card module 73 is connected to the ground line through the heat sink 75. The upper surface of the card module 72 forms the main electrode 721, and the upper surface of the card module 73 forms the main electrode 731. The card modules 72 and 73 are connected to wiring (not shown) to constitute a DC-DC converter. The base plate 71 constitutes an output terminal on the high potential side of this DC-DC converter.

  Of course, there are various circuit formats as the DC-DC converter constituting the power transmission device 7, and FIG. 2 shows an example of its modularization. Further, the heat sinks 74 and 75 and the base plate 71 may not serve as electrode terminals. As the power transmission device 7, a series regulator can be adopted in addition to a DC-DC converter.

  An example of a battery assembly 100 constituted by an inter-system power transmission circuit using the circuit module 10 and the generator-side battery 2, that is, a generator-side battery with a power transmission device is shown in FIGS. 3 shows a front view of the battery assembly 100 as seen from the front of the vehicle to the rear, and FIG. 4 shows a side view of the battery assembly 100 as seen from the side of the vehicle. The battery assembly 100 is disposed at the rear of the engine room of the vehicle. 3 and 4, the battery assembly 100 is fixed on a bottom plate 11 fixed to the vehicle body by various known methods.

  The battery assembly 100 includes a generator-side battery 2 fixed on the bottom plate 11, a circuit module 10 fixed on the generator-side battery 2, and a resin-made material that surrounds the generator-side battery 2 and the circuit module 10. And a battery cover 12. Reference numeral 710 denotes a plurality of cooling fins of the base plate 71 and protrudes upward. Each cooling fin 710 extends in the vehicle front-rear direction at a predetermined interval in the vehicle left-right direction. A space between adjacent cooling fins 710 forms a cooling air passage through which cooling air flows in the vehicle front-rear direction. Reference numeral 741 denotes a plurality of cooling fins of the heat sink 74 and protrudes downward. Each cooling fin 741 extends in the vehicle front-rear direction at a predetermined interval in the vehicle left-right direction. A space between adjacent cooling fins 741 constitutes a cooling air passage through which cooling air flows in the vehicle front-rear direction. Reference numeral 751 denotes a plurality of cooling fins of the heat sink 75 and protrudes downward. The cooling fins 751 extend in the vehicle front-rear direction at a predetermined interval in the vehicle left-right direction. A space between adjacent cooling fins 751 constitutes a cooling air passage through which cooling air flows in the vehicle front-rear direction.

  The generator-side battery 2 has a gas discharge safety valve 20, a positive electrode terminal 21, and a negative electrode terminal 22 on its upper surface. The positive electrode terminal 21 is closely attached or fixed to the cooling fins 741 of the heat sink 74 with good electrical conductivity, and the negative electrode terminal 22 is closely attached or fixed to the cooling fins 751 of the heat sink 75 with good electrical conductivity. And the circuit module 10 are electrically connected.

  The gas discharge safety valve 20 is disposed immediately below the gas guide member 79. Even when the gas inside the generator-side battery 2 becomes high pressure and gas is ejected upward from the gas discharge safety valve 20, the flow of this gas Is deflected in the front-rear direction so that high-temperature gas does not contact the resin mold portion 76.

  If the top and bottom of the circuit module 10 is reversed, the high temperature gas ejected from the gas discharge safety valve 20 collides with the base plate 71 having a large heat capacity and is cooled, so that the gas guide member 79 can be omitted. However, in this case, the bus bar for electrical connection between the + electrode terminal 21 of the generator-side battery 2 and the heat sink 74 also serving as the electrode terminal of the circuit module 10, and the − electrode terminal 22 of the generator-side battery 2 and the circuit module It is necessary to add a bus bar for electrical connection with the heat sink 75 that also serves as the ten electrode terminals. In this embodiment, the heat sinks 74 and 75 also serve as a cooling metal body for cooling the generator-side battery 2.

  Of course, a cooling metal body with cooling fins for cooling the circuit module 10 in a space between the circuit module 10 and the generator-side battery 2 below it, and a cooling fin for cooling the generator-side battery 2 It can also be arranged separately from the attached cooling metal body. These cooling metal bodies with both cooling fins can be electrically set to the same potential, and may be electrically insulated from each other by separation or the like, if necessary.

  The battery cover 12 is substantially in contact with the left and right side surfaces of the generator-side battery 2 as shown in FIG. 3 in the left-right direction of the vehicle, and between the front end surface and the rear end surface of the generator-side battery 2 as shown in FIG. They face each other with a predetermined gap between them. These gaps constitute a cooling air passage (shown by an arrow) for flowing the vehicle traveling wind or forced cooling air into the battery cover 12. A cooling air inlet 121 connected to the downstream end of the cooling air guide duct 13 is provided in the lower part of the front end surface of the battery cover 12, and the cooling air is discharged into the engine room at the lower part of the rear end surface of the battery cover 12. A cooling air discharge port 122 is formed.

  Describing the flow of the cooling air, the upstream end of the cooling air guide duct 13 opens to the front of the engine room at the front of the vehicle, and takes in the vehicle traveling air. A cooling fan mechanism 200 is interposed in the middle of the cooling air guide duct 13. The cooling fan mechanism 200 will be described with reference to FIG.

  131 is an upstream portion of the cooling air guide duct 13, 132 is a downstream portion of the cooling air guide duct 13, and 14 is a centrifugal fan. The downstream end of the upstream portion 131 is connected to the inlet of the centrifugal fan 14, and the upstream end of the downstream portion 132 is connected to the outlet of the centrifugal fan 14. M is a motor for driving the centrifugal fan 14. A bypass duct 15 connects the upstream portion 131 and the downstream portion 132 of the cooling air guide duct 13 and bypasses the centrifugal fan 14. A check damper 16 is provided at the entrance of the bypass duct 15 so as to be rotatable by a resin hinge. The check damper 16 is opened by a differential pressure when the upstream portion 131 of the cooling air guide duct 13 has a positive pressure than the downstream portion 132, and the upstream portion 131 of the cooling air guide duct 13 has a negative pressure more than the downstream portion 132. Close by differential pressure. When the centrifugal fan 14 is driven, forced cooling air is introduced into the battery cover 12. When the centrifugal fan 14 is not driven and the vehicle traveling wind is strong, the vehicle traveling wind is introduced into the battery cover 12. The centrifugal fan 14 is driven when the temperature of the generator-side battery 2 or the circuit module 10 exceeds a predetermined threshold level. With this configuration, the generator-side battery 2 and the circuit module 10 can be cooled by introducing the vehicle traveling wind and the forced cooling wind into the battery cover 12 as necessary with a very simple configuration. The check damper 16 may be fixed to the bypass duct 15 using a metal rotating shaft instead of the resin hinge described above, and a mechanism other than that shown in FIG. Further, the cooling air blown out by the cooling fan mechanism 200 may be used for cooling other devices.

  The cooling air flowing into the battery cover 12 from the cooling air inlet 121 of the battery cover 12 cools the base plate 71 and the heat sinks 74 and 75 while cooling the front wall surface of the generator-side battery 2, and then the generator-side battery. 2 is discharged from the cooling air outlet 122 while cooling the rear wall surface. In order to improve the cooling performance of the generator-side battery 2, cooling fins may be additionally provided on the front wall surface or the rear wall surface.

(Modification)
In the above embodiment, the circuit module 10 is mounted on and fixed to the upper part of the generator-side battery 2, but the circuit module 10 may be fixed to the bottom plate 11 through some support member.

  Other modifications will be described with reference to FIGS. 6 shows a front view of the battery assembly 100 as seen from the front of the vehicle to the rear, and FIG. 7 shows a plan view of the battery assembly 100 with the battery cover 12 broken. In this modification, the circuit module 10 is tightly fixed on the generator-side battery 2, and the circuit module 10 is provided with a hole 29 that surrounds the gas discharge safety valve 20. Although the battery cover 12 is formed of a metal plate, the battery cover 12 is in close contact with the heat sinks 74 and 75 while being electrically insulated from the cooling fins 741 and 751 of the heat sinks 74 and 75 via an insulating sheet (not shown). In this way, the battery cover 12 can prevent upward gas discharge from the gas discharge safety valve 20 and can constitute the cooling metal body referred to in the present invention together with the heat sinks 74 and 75. Further, in this modification, the circuit module 10 is formed wider left and right and front and rear than the generator side battery 2, so that the impact on the vehicle collision can be borne before the generator side battery 2.

  Other modifications will be described. When the battery cover (common cover) 12 is made of a metal plate, the battery cover 12 may also serve as a grounding bus bar connected to the generator-side battery 2 or the ground electrode terminal of the circuit module 10. At this time, the heat sinks 74 and 75 and the base plate 71 protruding from the circuit module 10 for element cooling are connected to the electrode terminals of the element so that they can be electrically connected to each other, or an insulating sheet having good thermal conductivity is used to electrically It is only a matter that can be selected as appropriate to make the contact insulative.

  Other modifications will be described with reference to FIG. In this modification, the battery cover 12 covers only the upper surface of the battery 2. Reference numeral 400 denotes a cooling fin fixed to the electrode terminal of the generator-side battery 2, and the circuit module 10 is mounted on the cooling fin 400. The circuit module 10 has cooling fins 500 protruding from the upper surface, and the cooling fins 500 cool elements inside the circuit module 10. The vehicle running wind or forced cooling wind introduced into the battery cover 12 from the cooling wind guide duct 13 first cools the cooling fin 400 and then reverses upward to cool the cooling fin 500. The battery cover 12 forms a cooling air passage inside and protects the circuit module 10, and the circuit module 10 and the battery cover 12 protect the generator-side battery 2 against mechanical impact from above, Gas is prevented from being ejected upward from the gas discharge safety valve on the upper surface of the generator-side battery 2. Even in this modified embodiment, the circuit module 10 or the battery cover 12 is protruded in the front-rear direction or the left-right direction from the generator-side battery 2 to obstruct the horizontal mechanical shock from being applied to the generator-side battery 2. You may do it.

  Other modifications will be described with reference to FIGS. In this modification, the circuit module 10 according to the first embodiment is adjacent to the front end surface of the generator-side battery 2. 9 shows a cross-sectional plan view of the battery assembly 100 as viewed from below, and FIG. 10 shows a cross-sectional side view of the battery assembly 100 as viewed from the side of the vehicle. However, in FIG. 9, FIG. 10, the generator side battery 2 is not shown in cross section. The battery assembly 100 is disposed at the rear of the engine room of the vehicle. 9 and 10, the battery assembly 100 is fixed on a bottom plate 11 fixed to the vehicle body by various known methods.

  The battery assembly 100 includes a generator-side battery 2 fixed on the bottom plate 11 shown in FIG. 10, a circuit module 10 fixed to the front end surface of the generator-side battery 2, the generator-side battery 2 and the circuit module 10. The battery cover 12 is made of resin and encloses the resin. Reference numeral 710 denotes a plurality of cooling fins of the base plate 71 and projects forward from the circuit module 10. The cooling fins 710 extend in the vertical direction with a predetermined distance from each other in the left-right direction of the vehicle. A space between adjacent cooling fins 710 constitutes a cooling air passage through which cooling air flows in the vertical direction. Reference numeral 741 denotes a plurality of cooling fins of the heat sink 74 and protrudes rearward. Each cooling fin 741 is extended in the up-down direction at a predetermined interval in the left-right direction of the vehicle. A space between adjacent cooling fins 741 constitutes a cooling air passage through which the cooling air flows in the vertical direction. Reference numeral 751 denotes a plurality of cooling fins of the heat sink 75 and protrudes rearward. Each cooling fin 751 is extended in the up-down direction at a predetermined interval in the left-right direction of the vehicle. A space between adjacent cooling fins 751 constitutes a cooling air passage through which the cooling air flows in the vertical direction.

  As shown in FIG. 10, the generator-side battery 2 has a gas discharge safety valve 20, a positive electrode terminal 21, and a negative electrode terminal 22 on its upper surface. Since the + electrode terminal 21, the gas discharge safety valve 20, and the − electrode terminal 22 are arranged in a line in the left-right direction of the vehicle, the gas discharge safety valve 20 is indicated by a broken line in FIG. 10, and the line indicating the − electrode terminal 22 is It is not specified. The + electrode terminal 21 and the − electrode terminal 22 have a heat sink structure with cooling fins similar to the heat sinks 74 and 75. The positive electrode terminal 21 is connected to the cooling fins 741 of the heat sink 74 by a bus bar (not shown), and the negative electrode terminal 22 is also connected to the cooling fins 741 of the heat sink 74 by the bus bar 1000. Thereby, the electrical connection of the generator side battery 2 and the circuit module 10 is made.

  If the heat sink portion of the electrode terminal 21 and the heat sink 74 are integrated on the L shape, and the heat sink portion of the electrode terminal 22 and the heat sink 75 are integrated on the L shape, the bus bar 1000 can be omitted. In addition, when the electrode terminal 22 and the heat sink 75 can be grounded, the battery cover 12 described later can be made of metal and can be grounded to the vehicle body through the battery cover 12. A gas guide member 79 made of a metal plate is fixed to the lower surface of the resin battery cover 12 as shown in FIG. The gas guide member 79 is provided in order to prevent the battery cover 12 from being adversely affected by high-temperature gas ejected from the generator-side battery 2.

  As shown in FIG. 10, the gas discharge safety valve 20 is arranged directly below the gas guide member 79 in the upper part of the generator-side battery 2, and the pressure inside the generator-side battery 2 becomes high and the gas discharge safety valve 20. Even when the gas is ejected upward from the gas, the gas flow is deflected in the front-rear direction so that the high-temperature gas is not ejected upward.

  The battery cover 12 is made of resin and covers the circuit module 10 adjacent to the front end surface of the generator-side battery 2 and the upper surface of the generator-side battery 2, and the gap between the cooling fins 710 of the base plate 71 and the heat sink 74. , 75 cooling fins 741, 751, and cooling fin passages for the electrode terminals 21 are formed in the gaps between the cooling fins 741 and 751.

  A cooling air inlet 121 connected to the downstream end of the cooling air guide duct 13 is provided in the lower part of the front end surface of the battery cover 12, and the cooling air is discharged into the engine room at the lower part of the rear end surface of the battery cover 12. A cooling air discharge port 122 is formed.

  Describing the flow of the cooling air, the upstream end of the cooling air guide duct 13 opens to the front of the engine room at the front of the vehicle, and takes in the vehicle traveling air. The cooling air flowing into the battery cover 12 from the cooling air inlet 121 of the battery cover 12 cools the base plate 71 and the heat sinks 74 and 75, and then cools while cooling the electrode terminals 21 and 22 of the generator-side battery 2. The air is discharged downward from the wind discharge port 122 along the rear side surface of the generator-side battery 2. The circuit module 10 may be disposed not on the front end face of the generator-side battery 2 but on the lateral outside of the generator-side battery 2. If it does in this way, damage to generator side battery 2 at the time of a side collision of vehicles arises.

  In addition, the cooling air guide duct 13 and the battery cover 12 may be formed of a metal plate that is coupled to the base plate 71 and the heat sinks 74 and 75 with good heat transfer. In this way, the cooling effect of the generator side battery 2 and the circuit module 10 can be further improved. Moreover, you may comprise a part or front part of the cooling wind guide duct 13 with the metal plate which makes a vehicle body. Specifically, the saddle-like cooling air guide duct 13 may be covered with a metal plate constituting the vehicle body to form a duct. A cable or control wiring for connecting the circuit module 10 or the generator-side battery 2 to the external generator or the load-side battery 4 may be extended in the cooling air guide duct 13.

(Implementation effect)
According to this embodiment, since the structure in which the circuit module 10 is integrally fixed to the upper part of the generator-side battery 2 is adopted, the apparatus can be configured compactly, and the wiring distance between the two can be minimized. An increase in vehicle weight and an increase in wiring power loss can be avoided. Even when pressure is applied to the battery assembly 100 from above, the circuit module 10 has a buffering effect, so that the mechanical safety of the generator-side battery 2 can be improved. Furthermore, the circuit module 10 can prevent the gas from being ejected upward from the gas discharge safety valve 20, and can prevent the occurrence of personal damage.

  Further, since the heat sinks 74 and 75 as cooling metal bodies are arranged between the card modules 72 and 73 of the circuit module 10 and the generator-side battery 2, the heat generated by the card modules 72 and 73 cooled by the cooling air is generated. Transmission to the generator-side battery 2 can be prevented. That is, the heat sinks 74 and 75 can cool both the card modules 72 and 73 and the generator-side battery 2. Therefore, the generator-side battery 2 whose temperature rise restriction is stricter than that of the circuit module 10 can be thermally isolated from the circuit module 10 that is a heating element by the cooling metal bodies, that is, the heat sinks 74 and 75. Heat can be prevented from adversely affecting the generator-side battery 2.

  Further, since the heat sinks 74 and 75 also serve as bus bars, the configuration can be simplified and the weight can be reduced. In addition, the battery cover 12 has an advantage of creating an effect of mechanical and electrical protection between the circuit module 10 and the generator-side battery 2 with the creation of the cooling air passage. Of course, the battery cover 12 can be fixed to the vehicle body without using the generator-side battery 2.

(Second Embodiment)
An air-cooled in-vehicle power device according to the second embodiment will be described with reference to FIG. However, in this specification, the codes of the first embodiment and the codes of the second embodiment are independent in order to simplify the code system.

  In FIG. 11, 1 is an engine, 2 is a radiator fan arranged in front of the engine, 3 is a motor for driving the radiator fan, 4 is a radiator which is an indirect heat exchanger for cooling engine coolant, and 5 is for vehicle air conditioning. A condenser, which is an indirect heat exchanger for liquefying refrigerant in the refrigeration cycle apparatus, 6 is an on-vehicle power device, and 7 is a suction duct.

  The radiator 4 is located near the radiator fan 2 and in front of the radiator fan 2 and extends in a direction perpendicular to the vehicle longitudinal direction. The capacitor 5 is located in front of the radiator 4 and extends in parallel with the radiator 4. Note that an in-vehicle power device 6 is disposed away from the radiator fan 2. The in-vehicle power device 6 is a control device that controls a battery and a charging current or a discharging current of the battery, but the in-vehicle power device 6 may be other devices as long as a large current flows and generates heat. The in-vehicle power device 6 has a cooling air passage inside, and the cooling air passage takes in a cooling air flow (also referred to as cooling air) from the front end surface of the in-vehicle power device 6 and uses it. It discharges from the rear end face. Cooling fins for cooling the battery or the power semiconductor element are provided inside the in-vehicle power device 6 so as to face the cooling air passage. Various heat dissipating structures of the in-vehicle power unit 6 are known and are not the gist of the present invention.

  The suction duct 7 includes an upstream opening 71 connected to the rear end face of the in-vehicle power device 6 and a downstream opening 72 disposed between the radiator fan 2 and the radiator 4. And a duct portion 73 that guides the cooling air from the downstream opening 72 to the downstream side opening 72, is formed by molding a metal plate or resin, and can simply have an air hose shape. The downstream opening 72 of the suction duct 7 is formed between the radiator 4 and the radiator fan 2 and is located in the upstream air flow passage 8 through which cooling air flows in the vehicle front-rear direction. The road 8 is opened sideways or rearward. In addition, the horizontal direction said here means a vehicle left-right direction or a vehicle up-down direction. That is, the downstream opening 72 of the suction duct 7 has a posture that does not open toward the front of the vehicle in order to avoid receiving the dynamic pressure of the airflow. Note that not all of the cooling air flowing out from the in-vehicle power device 6 needs to be guided to the suction duct 7, and only a part of this cooling air may be guided to the suction duct 7.

  The operation of this air cooling structure will be described below.

  Even when the motor 3 is stopped, the vehicle running wind is introduced into the in-vehicle power device 6 to cool the in-vehicle power device 6, and then discharged through the suction duct 7 so that the in-vehicle power device 6 can be cooled. Become. When the radiator fan 2 is driven by the motor 3, a strong air flow from the front (upstream) of the vehicle to the vehicle direction is formed in the upstream air flow passage 8 between the radiator fan 2 and the radiator 4. The static pressure in the air flow passage 8 is a negative pressure. On the other hand, the air flow passage 8 on the upstream side of the suction duct 7 is open toward the front of the vehicle, and the cooling air inside the in-vehicle power device 6 is subjected to fluid loss inside the in-vehicle power device 6 but is suction type. It flows into the upstream opening 71 of the duct 7. Therefore, by opening the downstream opening 72 of the suction duct 7 laterally or rearwardly between the radiator 4 and the radiator fan 2, the vehicle-mounted power device 6 can be satisfactorily cooled by the vehicle running wind or forced cooling wind. Can do. Further, since the air flow that cools the engine 1 from the radiator fan 2 is not bypassed, it is possible to reduce a decrease in cooling performance of the engine 1 and peripheral devices.

(Modification)
In the second embodiment described above, the downstream opening 72 of the suction duct 7 is opened in the upstream air flow passage 8 between the radiator fan 2 and the radiator 4, but instead the upstream side of the condenser 5. You may open it.

  A modified embodiment of the air-cooled in-vehicle power device will be described with reference to FIG. FIG. 12 is characterized in that, in FIG. 11, the downstream opening 72 of the suction duct 7 is arranged in the air flow passage 9 on the downstream side in the vicinity of the radiator fan 2. Since the radiator fan 2 forms a high-speed air flow in the air flow passage 9 on the downstream side of the radiator fan 2, the static pressure is in a negative pressure state. The in-vehicle power device 6 can be cooled well.

  A modified embodiment of the air-cooled in-vehicle power device will be described with reference to FIG. FIG. 13 is characterized in that the blowout duct 10 is additionally provided in FIG. The blowout duct 10 has an upstream opening 11 in the air flow passage 9 on the downstream side of the radiator fan 2 adjacent to the radiator fan 2, and a downstream opening 12 on the rear end face of the in-vehicle power device 6. The upstream opening 71 of the duct 7 is provided on the front end face of the in-vehicle power device 6.

  The upstream opening portion 11 of the blowout duct 10 opens toward the upstream side of the air flow so as to receive the dynamic pressure of the air flow in the air flow passage 9. In this way, the cooling air flows into the blowout duct 10 by driving the radiator fan 2 or by the traveling wind of the vehicle, and this cooling air cools the in-vehicle power unit 6 and the radiator duct 2 Since it is attracted | sucked by the air flow path 8 of the upstream of the fan 2, the vehicle-mounted electric power apparatus 6 can be cooled with a powerful cooling air. In this modification, the downstream opening 72 of the suction duct 7 is provided close to the upstream side of the radiator fan 2, and the upstream opening 11 of the blowout duct 10 is close to the downstream side of the radiator fan 2. However, their arrangement may be reversed.

  The forced cooling air for cooling the in-vehicle power device 6 is formed by the suction duct 7 having the downstream opening 72 opened in the upstream air flow passage 8 or the downstream air flow passage 9 of the radiator fan 2. Of course, the fan is not limited to the radiator fan 2, and any vehicle-mounted fan for cooling a heating element other than the vehicle-mounted power device 6 can be used. For example, the cooling fan may be a vehicle air conditioning fan, and the upstream opening 71 of the suction duct 7 may be provided in the air conditioning passage for vehicle air conditioning. Alternatively, a cooling fan attached to the rotor of the vehicular generator may be used, and the upstream opening 71 of the suction duct 7 may be opened in the air flow passage. Since the change of the cooling fan itself is an easily understandable matter, the illustration is omitted.

  The deformation mode will be described below. This will be described with reference to FIG. 14 for a modification of the upstream opening 71 of the suction duct 7 shown in FIG. In FIG. 14, the upstream opening 71 of the suction duct 7 has an ejector structure. In FIG. 14, an ejector 74 is connected to the end 730 of the duct portion 73 of the suction duct 7 as a downstream opening 72 of the suction duct 7. The ejector 74 includes an outer cylinder portion 741, a nozzle portion 742, a diff user portion 743, and an air blowing hole 744.

  The outer cylindrical portion 741 is formed of a cylindrical body that is located in the air flow passage 8 on the upstream side of the radiator fan 2 and that opens at both ends in the front-rear direction. The nozzle part 742 is formed of a cone-shaped cylinder that faces the front end opening 7410 of the outer cylinder part 741 and is fixed to the front part inside the outer cylinder part 741 and tapers backward. The diff user part 743 is formed of a cone-shaped cylinder that faces the rear end opening 7411 of the outer cylinder part 741 and is fixed to the inner rear side of the outer cylinder part 741 and tapers forward. The air blowing hole 744 opens between the nozzle part 742 and the diff user part 743 and blows out the air sucked from the terminal opening 730 of the duct part 73 into the diff user part 743 behind the nozzle part 742. It is.

  The downstream opening 72 of the suction duct 7 of this embodiment configured in this way has an ejector structure, and the air flow accelerated and depressurized by the nozzle portion 742 is downstream of the nozzle portion 742. Since the cooling air of the suction duct 7 is strongly sucked out, the cooling capacity of the in-vehicle power device 6 can be improved. Further, since the kinetic energy of the air flow increased and reduced by the nozzle portion 742 is recovered as pressure energy by the diff user portion 743, the pressure loss of the air flow passage 8, that is, the fluid loss is reduced, and the power of the radiator fan 2 is reduced. Can be reduced. The ejector structure is preferably formed by resin molding, but it can be formed by metal sheet metal processing.

  A modification of the ejector structure shown in FIG. 14 will be described with reference to FIGS. In this modification, the downstream opening 72 of the suction duct 7 is formed in the air flow passage 8 on the upstream side of the radiator fan 2 by the branch cylinder portion 12 branched from the duct portion 73 in a T-shape. is there. This branch cylinder part 12 is a cylinder part extended up and down from the termination | terminus of the downstream opening part 72, Comprising: The horizontal cross section is illustrated in FIG. A long hole 121 for blowing cooling air is opened at the rear end of the branch cylinder portion 12. The branch cylinder 12 has a semicircular cross section at the front as shown in FIG. 14 in order to reduce the fluid loss of the airflow flowing through the airflow passage 8, and gradually in order to obtain a diffuser effect toward the rear. It has a narrowed shape. In this way, an increase in the fluid loss of the air flow in the air flow passage 8 due to the insertion of the downstream opening 72 of the suction duct 7 in the air flow passage 8 on the upstream side of the radiator fan 2 is suppressed. While obtaining an ejector (fluid suction) effect, the structure can be simplified.

It is a block circuit diagram which shows the circuit structure of the vehicle power supply device of 1st Embodiment. It is a longitudinal cross-sectional view which shows the shape of the circuit module as an inter-system power transmission circuit which mounted the electric power transmission apparatus and the controller. It is the front view which looked at the battery assembly which integrated the circuit module and the generator side battery 2 from the vehicle front to back. FIG. 4 is a side view of the battery assembly of FIG. 3 as viewed from the side of the vehicle. It is a schematic plan view which shows a cooling fan mechanism. It is the front view which looked at the battery assembly of the deformation | transformation aspect from the vehicle front to back. FIG. 7 is a plan view of the battery assembly of FIG. 6. It is the side view which looked at the battery assembly of the modification from the vehicle side. It is a cross-sectional top view which shows the state which looked up at the battery assembly of the deformation | transformation aspect from the bottom up. FIG. 10 is a cross-sectional side view of the battery assembly of FIG. 9 as viewed from the side of the vehicle. It is a schematic plan view which shows the air-cooling type vehicle-mounted power apparatus of 2nd Embodiment. It is a schematic top view which shows the air-cooling type vehicle-mounted electric power apparatus of a deformation | transformation aspect. It is a schematic top view which shows the air-cooling type vehicle-mounted electric power apparatus of a deformation | transformation aspect. FIG. 12 is a schematic plan view illustrating an enlarged downstream side opening of the suction duct of FIG. 11. It is a schematic plan view which shows a deformation | transformation aspect. It is a model front view which shows arrangement | positioning of the downstream opening part of the suction type duct of FIG. FIG. 16 is a schematic plan view of the suction duct of FIG. 15.

Explanation of symbols

(First embodiment (in FIGS. 1 to 10)
DESCRIPTION OF SYMBOLS 1 Generator 2 Generator side battery 3 Power supply line 4 Load side battery 5 Electric load 6 Load power supply line 7 Power transmission device 8 Controller 10 Circuit module 11 Bottom plate 12 Battery cover 13 Cooling air guide duct 14 Centrifugal fan 15 Bypass duct 16 Check Damper 20 Gas discharge safety valve 21 Electrode terminal 22 Electrode terminal 29 Hole 71 Base plate 72 Card module 73 Card module 74 Heat sink 75 Heat sink 76 Resin mold part 78 Control terminal 77 Insulating sheet 79 Gas guide member 100 Battery assembly 121 Cooling air inlet 122 Cooling Wind outlet 200 Cooling fan mechanism 710 Cooling fin 741 Cooling fin 751 Cooling fin (second embodiment (FIGS. 11 to 17))
DESCRIPTION OF SYMBOLS 1 Engine 2 Radiator fan 3 Motor 4 Radiator 5 Capacitor 6 In-vehicle power device 7 Suction type duct 8 Air flow path on the upstream side 9 Air flow path on the downstream side 10 Blowout type duct 11 Upstream side opening part 12 Downstream side opening part 13 Branch tube Part 71 Upstream side opening 72 Downstream side opening 73 Duct part 74 Ejector 121 Long hole 730 End 741 Outer cylinder part 7410 Front end opening 7411 Rear end opening 742 Nozzle part 743 Diffuser part 744 Hole

Claims (1)

A load-side power supply system including an engine-driven generator, a generator-side power supply system including a generator-side battery charged by the generator, an in-vehicle electric load, and a load-side battery that supplies power to the electric load A two-power-source vehicle power supply device comprising: a power transmission device that transmits power from the generator-side power supply system to the load-side power supply system; and a power transmission control circuit that controls the power transmission device to adjust the power transmission ,
It is arranged between the generator-side battery and the power transmission device , and also serves as a cooling metal body that cools both the generator-side battery and the power transmission device by being cooled by vehicle traveling wind or forced cooling air. And having a bus bar for connecting a terminal of the generator side battery and a generator side terminal of the power transmission device ,
The power transmission device is integrally coupled to the cooling metal body and the generator-side battery in a state adjacent to the generator-side battery through the cooling metal body. Vehicle power supply.

Images