JP6418051B2 - Temperature control device for vehicle battery - Google Patents

Description

  The present invention relates to a temperature adjustment device for a vehicle battery, and more particularly to a temperature adjustment device for a vehicle battery that appropriately adjusts the battery temperature even if the air temperature in the vicinity of an inlet for drawing air into the battery changes.

  An electric vehicle or a hybrid vehicle includes a battery for supplying electric power to the traveling electric motor. The battery generates heat due to charging / discharging, and the battery performance deteriorates at a high temperature. Therefore, the battery needs to be cooled. For this reason, an electric vehicle or a hybrid vehicle includes a battery cooling device for cooling the battery. Further, the battery may be disposed at various positions of the vehicle body such as the lower side and rear side of the seat, the lower side of the floor panel, and the luggage compartment, depending on the vehicle body configuration, the size of the battery, and the like.

  Therefore, a battery disposed in the trunk room behind the rear seat, a suction port that opens into the passenger compartment at the lower portion of the rear seat, an intake duct that connects the passenger compartment and the battery, and air in the passenger compartment are supplied to the battery. A battery cooling device including a fan is known (see, for example, Patent Document 1).

JP 2006-335244 A

  In recent years, air in a vehicle compartment is air-conditioned by an auto air conditioner and maintained at a constant temperature. Since the battery cooling device shown in Patent Document 1 supplies air in the passenger compartment to the battery, air-conditioned air is supplied to the battery.

  However, when the vehicle window is opened, air outside the vehicle flows into the vehicle interior, so the air temperature in the vehicle interior changes abruptly. In particular, in a vehicle that can be opened and closed, called an open car or a convertible vehicle, when the roof is opened, the passenger compartment is substantially in the same state as the outside of the vehicle, and the temperature of the air supplied to the battery changes greatly. For this reason, when the temperature is high in summer or the like, the temperature of the air supplied to the battery rises, making it difficult to cool the battery.

  As countermeasures, when the air temperature in the passenger compartment changes suddenly, it is considered to increase the amount of air blown to the battery, or to suppress the temperature change of the air supplied to the battery with an air conditioner dedicated for battery cooling. It is done. However, if the temperature of the air supplied to the battery is increased by several degrees Celsius, a large amount of air must be supplied to the battery, and a large load is applied to the fan. In addition, when an air conditioner dedicated to battery cooling is provided, it takes space and cost to install the air conditioner.

  Further, when the temperature is low such as in winter, the battery temperature is also low. Since the performance of the battery is lowered when the temperature is low, the battery is heated by supplying air having a temperature higher than the temperature to the battery. Also in this case, the temperature of the air supplied to the battery decreases due to the opening of the window and the opening of the roof, making it difficult to warm the battery.

  Therefore, an object of the present invention is to provide a vehicle battery temperature adjusting device that can adjust the battery temperature even when the air temperature in the vehicle interior changes due to the opening of the window or the roof.

Temperature regulating device for a vehicle battery of the present invention, there is provided a temperature adjustment device for a vehicular battery by blowing air to adjust the battery temperature in the battery for supplying power to the vehicle driving motor, the blower air to the battery A switching unit provided between the two suction ports and the fan, wherein one flow path from one suction port to the fan and the other suction port A switching unit for switching between the other flow path to the fan is provided, and the one suction port faces an air outlet of a vehicle air conditioner provided at the rear end of the center console installed between the left and right front seats. as described above, provided at the front end of the rear seat, the other inlet port, disposed in a predetermined position above the said one inlet, air temperature blown to the battery is not less than the upper limit threshold temperature If, or when it is below the lower threshold temperature, the switching unit is switched to the flow path of the one, to operate the air conditioning the vehicle, blowing the air with temperature thereof adjusted by the air-conditioning the vehicle to the battery to, adjust the battery temperature, the time is not the case of those, it said switching unit and said Rukoto switched to the other flow path.

  ADVANTAGE OF THE INVENTION According to this invention, even if the air temperature in a vehicle interior changes by window opening and roof opening, the temperature change of the air supplied to a battery can be suppressed and battery temperature can be adjusted.

It is the schematic of the vehicle side surface which shows the input-output relationship of the control part of the duct structure in 1st Embodiment, and a battery temperature control apparatus. It is an expansion perspective view of the rear end of the center console which has a blower outlet. It is a flowchart which shows the control in 1st Embodiment. FIG. 4 is a flowchart showing a continuation of the flowchart of FIG. 3. It is the schematic of the vehicle side surface which shows the input-output relationship of the control part of the duct structure and battery temperature control apparatus in 2nd Embodiment. It is an expansion perspective view of the rear seat which has an inlet. It is a flowchart which shows the control in 2nd Embodiment. It is a flowchart which shows the continuation of the flowchart of FIG.

  First, the vehicle configuration of the hybrid vehicle 1 in the first embodiment will be described. As shown in FIGS. 1 and 2, a driver's seat 3 and a passenger seat 4 (see FIG. 2) that constitute a front seat are provided in the passenger compartment 2 side by side in the width direction of the passenger compartment 2. A rear seat 5 is provided on the vehicle rear side of the driver's seat 3 and the passenger seat 4 in the passenger compartment 2. The rear seat 5 is a three-seater and includes a cushion 5a and a backrest 5b.

  The hybrid vehicle 1 is provided with four doors (not shown) for passengers to get on and off the seats 3, 4, and 5. Each door has openable and closable windows 6 and 7 (shown only on the right side of the vehicle), and the windows 6 and 7 are opened and closed by the passenger operating the window open / close operation switches 6a and 7a. A window opening / closing operation switch is similarly provided in the vicinity of the window (not shown).

  Between the driver's seat 3 and the passenger seat 4, a resin center console 8 extending in the vehicle front-rear direction is provided. The center console 8 has a substantially rectangular parallelepiped shape extending in the front and rear of the vehicle compartment 2. A cup holder and a storage space (not shown) are provided on the upper surface of the center console 8.

  Inside the center console 8 is provided an air duct 9 for supplying conditioned air from the air conditioner 10 arranged on the dashboard to the lower part of the rear seat 5. One end of the air duct 9 on the vehicle front side is connected to the air conditioner 10. The other end of the air duct 9 on the vehicle rear side opens at the rear end of the center console 8 to form an air outlet 9a. The air outlet 9a is provided with a louver 9b that opens and closes the air outlet 9a. The louver 9b can be opened and closed by a passenger operating an operation lever (not shown), and can be automatically opened and closed by the air conditioner 10. For this reason, an actuator 9c that operates the louver 9b and an outlet opening / closing detection sensor 9d that detects the opening / closing state of the outlet 9a are provided in the vicinity of the louver 9b. The driving of the actuator 9c of the air outlet 9a is controlled by a control signal from the air conditioner 10.

  In addition to the air outlet 9 a, for example, a plurality of ducts connected to an air outlet (not shown) provided in the dashboard and an air outlet (not shown) provided near the rear seat 5 are connected to the air conditioner 10. The air-conditioned air is blown from a plurality of locations in the passenger compartment 2. These air outlets are also provided with louvers, actuators, and air outlet opening / closing detection sensors, and are controlled to open and close by a control signal from the air conditioner 10.

  The air conditioner 10 includes an inside air circulation mode for circulating air inside the passenger compartment 2, an outside air introduction mode for introducing outside air, a blower area limited mode for sending air only to the driver's seat 3, the passenger seat 4 or the rear seat 5, the passenger compartment 2 It has functions such as an auto mode that maintains the air temperature inside at a constant temperature. In particular, the blowing area limited mode is executed by individually controlling the actuators of the respective outlets. In addition, the air conditioner 10 includes an operation unit that performs temperature setting, mode change, and the like, and performs air conditioning of the passenger compartment 2 based on the mode and temperature set by the operation by the occupant.

  A battery pack 20 that supplies electric power to a vehicle driving motor (not shown) is disposed behind the rear seat 5. The battery pack 20 includes a battery 21 configured by electrically connecting a plurality of battery cells, a battery temperature sensor 22 that detects the temperature of the battery 21, and a casing 23 that accommodates these. An exhaust duct 24 for exhausting the air in the casing 23 to the outside of the vehicle is provided at the rear end of the casing 23.

  The battery 21 generates heat due to charge / discharge, and the performance of the battery 21 deteriorates at a high temperature. Therefore, the battery 21 needs to be cooled. In addition, when the temperature is low due to the influence of the outside air temperature when it is cold, the performance deteriorates, so it is necessary to warm it. For this reason, a battery temperature adjusting device 50 that adjusts the temperature of the battery 21 by supplying the air in the vehicle compartment 2 to the battery 21 based on the temperature of the battery 21 is provided.

  The battery temperature adjusting device 50 controls the driving of the blower fan 30 that supplies the air in the passenger compartment 2 to the battery 21, the intake duct 31 that introduces the air in the passenger compartment 2 to the blower fan 30, and the blower fan 30. And a control unit 40.

  The intake duct 31 is provided at the center lower portion in the vehicle width direction inside the cushion 5a of the rear seat 5 so as to extend in the vehicle front-rear direction. One end of the intake duct 31 on the front side of the vehicle is connected to an intake port 31 a that opens to the lower front end surface of the rear seat 5. The other end of the intake duct 31 on the vehicle rear side is connected to the blower fan 30. An intake air temperature sensor 32 that detects the temperature of the air flowing in the intake duct 31 is provided inside the intake duct 31.

  The suction port 31a is provided at a position facing the air outlet 9a, and can efficiently suck air blown from the air outlet 9a. The suction port 31 a is located in the vicinity of the upper end portion of the cushion 5 a of the rear seat 5, that is, is located away from the floor surface of the passenger compartment 2. For this reason, attraction | suction of foreign materials, such as dust and dust, can be suppressed. Further, a filter (not shown) may be provided at the suction port 31a.

  The blower fan 30 is disposed between the rear seat 5 and the battery pack 20, and is connected to the battery pack 20 via the intake duct 33.

  As shown in FIG. 1, various information for controlling the driving of the blower fan 30 is input to the control unit 40. That is, the battery temperature sensor 22, the intake air temperature sensor 32, the air conditioner 10, the window opening / closing operation switches 6a and 7a, and the like are electrically connected to the control unit 40, and detection results and information from these are input. . In particular, the control unit 40 receives mode information, set temperature, and the like from the air conditioner 10 and controls the air conditioner 10 to control various operation modes, temperature settings, opening and closing operations of the air outlets, and the like. Is output.

  Next, the control of the control unit 40 will be described based on the flowcharts shown in FIGS. When the system of the hybrid vehicle 1 is activated, the following control is executed. First, cooling of the battery 21 when the temperature is high in summer or the like will be described. Note that the control in parentheses in steps S11 and S16 in the flowchart of FIG. 3 is control when the air temperature is low, such as in winter, which will be described later.

  In step S10, the temperature of the battery 21 is acquired from the battery temperature sensor 22, and the process proceeds to step S11. In step S11, the battery temperature detected by the battery temperature sensor 22 is compared with the cooling determination temperature TB1 stored in the control unit 40. The cooling determination temperature TB1 is a temperature for determining whether or not the battery 21 needs to be cooled when the temperature of the battery 21 rises. The cooling determination temperature TB1 is set to various temperatures depending on the specifications of the battery 21 and the like, and is set to 40 ° C. to 50 ° C., for example. In step S11, when the detected battery temperature is lower than the cooling determination temperature TB1 (NO), it is determined that it is not necessary to cool the battery 21, the process proceeds to step S12, and if the blower fan 30 is driven in step S12. The drive is stopped and the process proceeds to step S13. In step S13, the battery air blowing mode described later is canceled and the process returns to step S10. When the blower fan 30 is not driven or when the battery blow mode is not executed, the process returns to step S10 without doing anything.

  If the detected battery temperature is equal to or higher than the cooling determination temperature TB1 (YES), it is determined that the battery 21 needs to be cooled, and the process proceeds to step S14. In step S14, the blower fan 30 is driven to suck the air in the passenger compartment 2 from the suction port 31a, and the air is supplied to the battery 21 through the intake duct 31, and the process proceeds to step S15. The air supplied to the battery 21 exchanges heat with the battery 21 to cool the battery 21 and is exhausted outside the vehicle through the exhaust duct 24.

  In step S15, the temperature of the air flowing through the intake duct 31 is acquired from the intake air temperature sensor 32, and the process proceeds to step S16. By detecting the temperature of the air flowing through the intake duct 31, the temperature of the air supplied to the battery 21 can be detected. In step S16, the air temperature detected by the intake air temperature sensor 32 is compared with the coolable temperature TP1 (upper limit threshold temperature) stored in the control unit 40. The coolable temperature TP1 is a temperature for determining whether the temperature of the air supplied to the battery 21 is a temperature suitable for cooling the battery 21, and is a temperature lower than the cooling determination temperature TB1.

  Since the passenger compartment 2 is air-conditioned by the air conditioner 10, the air temperature in the passenger compartment 2 is suitable for cooling the battery 21, and is lower than the coolable temperature TP1. For this reason, when the detected intake air temperature is lower than the coolable temperature TP1 in step S16 (NO), it is determined that the air temperature supplied to the battery 21 is suitable for cooling the battery 21. The process returns to step S10.

  Conversely, if the detected intake air temperature is equal to or higher than the coolable temperature TP1 (YES), it is determined that the temperature of the air supplied to the battery 21 is not suitable for cooling the battery 21, and the process proceeds to step S17. Here, a case where the detected intake air temperature is equal to or higher than the coolable temperature TP1 will be described. As described above, since the interior of the passenger compartment 2 is normally air-conditioned by the air conditioner 10, the air temperature in the passenger compartment 2 is maintained at a temperature lower than the coolable temperature TP1. However, when the windows 6 and 7 are opened, high temperature outside air flows into the passenger compartment 2 and the temperature in the passenger compartment 2 increases. For this reason, the temperature of the air sucked from the suction port 31a also rises, and the temperature of the air flowing through the intake duct 31 becomes higher than the coolable temperature TP1. For this reason, in step S <b> 16, it is determined whether the temperature of the air supplied to the battery 21 is a temperature suitable for cooling the battery 21.

  On the other hand, in step S17, the operating state of the air conditioner 10 is confirmed, and the process proceeds to step S18. In step S18, the operation / stop of the air conditioner 10 is checked, and if it is operating, it is confirmed in which mode it is operating. If the air conditioner 10 is operating and the mode is a mode in which conditioned air is blown out from the air outlet 9a (YES), the process proceeds to step S19. If the air conditioner 10 is stopped (NO), the process proceeds to step S20.

  In step S <b> 20, the air conditioner 10 is operated, and the battery blowing mode in which the conditioned air conditioned by the air conditioner 10 is blown to the battery 21 is set. The battery blowing mode is a mode in which conditioned air is blown only from the outlet 9a in order to blow conditioned air of the air conditioner 10 to the battery 21. When this mode is set, control is performed to close the air outlets other than the air outlet 9a and open only the air outlet 9a. Then, air conditioned to a temperature suitable for cooling the battery 21 by the air conditioner 10, that is, a temperature lower than the coolable temperature TP1, is blown out from the air outlet 9a, and the process proceeds to step S19.

  In step S19, the opening / closing information of the air outlet 9a is acquired from the air outlet opening / closing detection sensor 9d via the air conditioner 10, and the process proceeds to step S22. In step S22, the open / close state of the air outlet 9a is confirmed. If the air outlet 9a is open (YES), the process proceeds to step S23. If the air outlet 9a is closed (NO), the process proceeds to step S24, and the actuator 9c is driven to operate the louver 9b to open the air outlet 9a, and the process returns to step S22.

  In step S23, this state is maintained. That is, in step S23, since the air conditioner 10 is operating and the air outlet 9a is open, the air conditioned by the air conditioner 10 is blown out from the air outlet 9a through the air duct 9. The air is sucked from the suction port 31a facing the air outlet 9a. The conditioned air is supplied to the battery 21 via the intake duct 31. Therefore, by maintaining this state, low-temperature conditioned air is supplied to the battery 21 and the battery 21 is cooled.

  In this way, even if the windows 6 and 7 are opened during the summer and air outside the vehicle flows into the passenger compartment 2 and the temperature of the passenger compartment 2 suddenly rises, the inlet 31a has the inlet 31a. Since air-conditioning air suitable for cooling the battery 21 is supplied from the air outlet 9a opposite to the air outlet 9a, the battery 21 can be stably cooled and the temperature of the battery can be adjusted appropriately.

  In the above-described embodiment, the change in the temperature in the passenger compartment 2 is determined based on the detection result of the intake air temperature sensor 32. Instead, the change in the detection temperature of the battery temperature sensor 22 is determined. Based on the above, the temperature change in the passenger compartment 2 may be determined. Further, when the temperature change of the detected temperature of the intake air temperature sensor 32 or the battery temperature sensor 22 in a short time is calculated, for example, when the temperature change of several degrees Celsius is calculated for 10 seconds, the air temperature in the vicinity of the inlet 31a It may be determined that has changed rapidly.

  Furthermore, since the cause of the rapid change in the air temperature in the vicinity of the suction port 31a is due to the opening of the windows 6, 7, the windows 6, 7 are detected by detecting that the window opening / closing operation switches 6a, 7a are operated. May be detected. It can also be applied to a vehicle having a sunroof. Also in this case, the air conditioner 10 and the air outlet 9a may be controlled by detecting the detection result of the intake air temperature sensor 32 or the battery temperature sensor 22 or the operation of the operation switch for opening and closing the sunroof.

  Next, control for warming up the battery 21 when the temperature is low such as in winter will be described. Since the performance of the battery 21 decreases when the temperature is low, it is necessary to warm the battery 21 by supplying air in the passenger compartment 2 when the temperature of the battery 21 is low. Since this control is basically the same as the description of the flowcharts shown in FIGS. 3 and 4, different portions will be described. The difference is the determination in steps S11 and S16.

  In step S11, the temperature detected by the battery temperature sensor 22 is compared with the cooling determination temperature TB1 stored in the control unit 40, but the temperature is compared with the warming determination temperature TB2 instead of the cooling determination temperature TB1. That is, in step S11, it is determined whether or not “battery temperature ≦ warm-up determination temperature TB2”. The warm-up determination temperature TB2 is a temperature for determining whether the battery 21 needs to be warmed up when the ambient temperature of the battery 21 is low and the temperature of the battery 21 is lowered. In step S11, if the battery temperature is higher than the warm-up determination temperature TB2 (NO), it is determined that it is not necessary to warm up the battery 21, and the process proceeds to steps S12 and S13. If the battery temperature is equal to or lower than the warm-up determination temperature TB2 (YES), it is determined that the battery 21 needs to be warmed up, and the process proceeds to step S14.

  In step S16, the intake air temperature detected by the intake air temperature sensor 32 is compared with the warmable temperature TP2 (lower limit threshold temperature) stored in the control unit 40. That is, in step S16, it is determined whether “intake air temperature ≦ heatable temperature TP2”. The warm-up possible temperature TP2 is a temperature for determining whether the temperature of the air supplied to the battery 21 is a temperature suitable for warming the battery 21, and is a temperature higher than the warm-up determination temperature TB2. In the winter season or the like, the interior of the passenger compartment 2 is warmly air-conditioned by the air conditioner 10, so that the air temperature in the passenger compartment 2 is also higher than the warmable temperature TP2. Therefore, if the intake air temperature is higher than the warmable temperature TP2 in step S16 (NO), it is determined that the temperature of the air supplied to the battery 21 is suitable for warming the battery 21, and the process returns to step S10. .

  In addition, when the windows 6 and 7 are opened when the interior of the passenger compartment 2 is air-conditioned by the air conditioner 10, low temperature outside air flows into the passenger compartment 2 and the temperature in the passenger compartment 2 is increased. Decreases rapidly. In such a case, the temperature of the air supplied to the battery 21 also decreases rapidly. In such a case, the intake air temperature becomes equal to or lower than the warmable temperature TP2 (YES), and it is determined that the air temperature supplied to the battery 21 is not suitable for warming the battery 21, and the process proceeds to step S17.

  In this way, even if the windows 6 and 7 are opened during the winter and air outside the vehicle flows into the passenger compartment 2 and the temperature of the passenger compartment 2 rapidly decreases, the inlet 31a has the inlet 31a. Since the conditioned air suitable for the warming of the battery 21 is supplied from the air outlet 9a facing to the battery 21, the battery 21 can be warmed up stably and the temperature of the battery can be adjusted appropriately.

  Therefore, even if the temperature of the passenger compartment 2 changes suddenly due to the opening of the windows 6 and 7, there is no need to increase the amount of air blown by the blower fan 30 or to provide an air conditioner dedicated to cooling the battery, and the temperature of the battery 21 is adjusted appropriately. Can be done. For this reason, it is possible to suppress an increase in the load on the blower fan 30 and an increase in cost related to the battery cooling dedicated air conditioner. Further, since the air outlet 9a on the rear end surface of the center console 8 is separated from the windows 6 and 7, the battery temperature can be adjusted efficiently with little influence of the change of the air temperature due to the opening of the windows 6 and 7. it can.

  Next, a second embodiment will be described. The second embodiment has a configuration in which the present invention is applied to a hybrid vehicle called an open car or a convertible that can be opened and closed. The same members as those in the first embodiment are denoted by the same reference numerals, and different configurations will be described. In particular, the hybrid vehicle 100 of the second embodiment is different from the hybrid vehicle 1 of the first embodiment in the configuration of the roof, the rear seat, and the intake duct.

  A convertible vehicle is provided with a roof opening / closing mechanism that can automatically or manually open and close a soft-top roof such as a hood or a hard-top roof such as resin or sheet metal. In the present embodiment, a hybrid vehicle 100 including a roof opening / closing mechanism 110 that manually opens and closes a soft-top roof 102 will be described. As shown in FIGS. 5 and 6, the roof opening / closing mechanism 110 includes a mounting portion 101 a that allows the front end portion of the roof 102 to be attached to and detached from the upper portion of the front window 101. Remove, store in the folded state after moving to the rear of the vehicle. The roof 102 is opened when the roof 102 is stored rearward, and the roof 102 is closed when the roof 102 is mounted on the mounting portion 101a. In addition, a roof lock sensor 103 that detects that the roof 102 is mounted on the mounting portion 101a is provided on the mounting portion 101a at the top of the front window 101.

  The rear seat 120 is a two-seater and includes a cushion 120a and a backrest 120b. A rear console 130 is provided at the center of the cushion 120a in the vehicle width direction. The rear console 130 has a substantially rectangular parallelepiped shape that is long in the vehicle front-rear direction, and is disposed on the floor surface of the passenger compartment 2 so that the front end surface of the rear console 130 faces the rear end surface of the center console 8. On the front end face of the rear console 130, a suction port 131 for sucking air is provided at a position facing the air outlet 9 a of the center console 8. Further, a cup holder and a storage space (not shown) are provided on the upper surface of the rear console 130.

  The side panel 140 on the side of the rear seat 120 is provided with an inlet 141 for sucking air. The suction port 141 is disposed near the upper end of the side panel 140. Although not shown, a similar suction port is provided on the opposite side panel. A battery pack 20 similar to that of the first embodiment is disposed behind the rear seat 120. A battery temperature adjustment device 150 that adjusts the temperature of the battery is disposed in the vicinity of the battery pack 20.

  The battery temperature adjusting device 150 is connected to the blower fan 30 that supplies air to the battery 21, the intake ducts 160 and 170 that introduce air into the battery 21, and both the intake ducts 160 and 170. A switching unit 180 that switches the flow path and a control unit 40 that controls driving of the blower fan 30 and the switching unit 180 are provided.

  The intake duct 160 is provided inside the rear console 130. One end of the intake duct 160 is connected to the intake port 131 on the front end surface of the rear console 130, and the other end is connected to the switching unit 180.

  The intake duct 170 is disposed inside the side panel 140. One end of the intake duct 170 is connected to the inlet 141 of the side panel 140, and the other end is connected to the blower fan 30 via the switching unit 180.

  The intake duct 160 is connected to the intake duct 170 inside the switching unit 180. The switching unit 180 includes a switching valve that switches a flow path of the intake duct 160 and the intake duct 170 to the blower fan 30 and an actuator that drives the switching valve. This actuator is controlled by a control signal from the control unit 40. During normal times, the flow path of the intake duct 160 is closed and the intake duct 170 is switched so as to be connected to the blower fan 30.

  Various information for controlling the driving of the blower fan 30 and the switching unit 180 is input to the control unit 40. That is, the battery temperature sensor 22, the roof lock sensor 103, the air conditioner 10, and the like are electrically connected to the control unit 40, and detection results and information from these are input.

  Next, the control of the control unit 40 will be described based on the flowcharts shown in FIGS. When the system of the hybrid vehicle 100 is activated, the following control is executed. First, cooling of the battery 21 when the temperature is high in summer or the like will be described. Note that the control in parentheses in step S31 in the flowchart of FIG. 7 is control when the air temperature is low, such as in winter, which will be described later.

  In step S30, the temperature of the battery 21 is acquired from the battery temperature sensor 22, and the process proceeds to step S31. In step S31, the temperature detected by the battery temperature sensor 22 is compared with the cooling determination temperature TB1 stored in the control unit 40. In step S31, when the detected battery temperature is lower than the cooling determination temperature TB1 (NO), it is determined that it is not necessary to cool the battery 21, the process proceeds to step S32, and the blower fan 30 is driven in step S32. The drive is stopped and the process proceeds to step S33. In step S33, a battery air blowing mode described later is canceled and the process proceeds to step S34, the intake path is switched to the intake duct 170, and the process returns to step S30. Note that if the blower fan 30 is not driven, the battery blow mode is not being executed, or the intake path is not switched, nothing is done and the process returns to step S30.

  If the detected battery temperature is equal to or higher than the cooling determination temperature TB1 (YES), it is determined that the battery 21 needs to be cooled, and the process proceeds to step S35. In step S35, the blower fan 30 is driven and the air sucked from the suction port 141 is supplied to the battery 21 through the intake duct 170, and the process proceeds to step S36.

  In step S36, the detection result of the roof lock sensor 103 is acquired, and the process proceeds to step S37. In step S37, the roof 102 confirms the open / closed state. That is, it is confirmed whether the roof 102 is opened. If it is determined from the detection result of the roof lock sensor 103 that the roof 102 is open (YES), the process proceeds to step S38, and if it is determined that the roof 102 is closed (NO), the process returns to step S30.

  When the roof 102 is opened, the passenger compartment 2 is substantially in the same state as the outside air. Since the suction port 141 is provided in the vicinity of the upper end of the side panel 140, outside air is sucked from the suction port 141 when the roof 102 is opened. In this case, since high temperature outside air is supplied to the battery 21, the air temperature supplied to the battery 21 is not a temperature suitable for cooling the battery 21 (is equal to or higher than the upper limit threshold temperature). Judge. For this reason, the intake path is switched in step S38. That is, the actuator of the switching unit 180 is operated to switch the switching valve, and the intake path is switched from the intake duct 170 to the intake duct 160. After the switching of the intake path is completed, the process proceeds to step S39.

  In step S39, the operating state of the air conditioner 10 is confirmed, and the process proceeds to step S40. In step S40, the air conditioner 10 is activated / stopped, and if it is activated, it is confirmed in what mode it is operated. If the air conditioner 10 is operating and the mode is a mode in which conditioned air is blown out from the air outlet 9a (YES), the process proceeds to step S41. If the air conditioner 10 is stopped (NO), the process proceeds to step S42.

  In step S42, the air conditioner 10 is operated and the process proceeds to step S43. In step S43, the battery blowing mode in which the conditioned air conditioned by the air conditioner 10 is blown to the battery 21 is set. By setting to this mode, the air outlets other than the air outlet 9a are closed and only the air outlet 9a is opened, and the process proceeds to step S41.

  In step S41, the opening / closing information of the outlet 9a is acquired from the outlet opening / closing detection sensor 9d via the air conditioner 10, and the process proceeds to step S44. In step S44, the open / close state of the air outlet 9a is confirmed. If the air outlet 9a is open (YES), the process proceeds to step S45. If the air outlet 9a is closed (NO), the process proceeds to step S46, and the actuator 9c is driven to operate the louver 9b to open the air outlet 9a and return to step S44.

  In step S45, this state is maintained. That is, in step S45, since the air conditioner 10 is operating and the air outlet 9a is open, the air conditioned by the air conditioner 10 is blown out from the air outlet 9a through the air duct 9. The air is sucked from the suction port 131 facing the air outlet 9a. Further, since the intake duct 170 is closed by the switching unit 180, the supply of air from the intake port 141 is not performed. Therefore, the conditioned air is supplied to the battery 21 via the intake duct 160, and the battery 21 is cooled by maintaining this state.

  As described above, when the roof 102 is opened in the summer and the passenger compartment 2 is substantially in the same state as the outside air, the suction port for sucking air for cooling the battery 21 is sucked from the normal suction port 141. While switching to the outlet 131, the conditioned air is blown out from the outlet 9a facing the inlet 131. Therefore, since the conditioned air suitable for cooling is supplied to the battery 21, the battery 21 can be stably cooled, and the battery temperature can be adjusted appropriately.

  In step S36, the opening of the roof 102 is determined based on the detection result of the roof lock sensor 103. However, when the roof 102 is opened and closed by an electric means such as a motor, the roof lock sensor 103 is used instead. The determination may be made by detecting the operation of the roof opening / closing switch. Further, similarly to the first embodiment, a change in the temperature of the air supplied to the battery 21 may be determined based on the detection result of the intake air temperature sensor 32 or the battery temperature sensor 22.

  Further, the intake path switching configuration in step S38 may be configured as follows. For example, a louver similar to the louver 9 b of the air outlet 9 a may be provided in the suction port 141, and the suction port 141 may be closed using the louver by an actuator or the flow of wind when the roof 102 is opened.

  Next, control for heating the battery 21 when the temperature is low, such as in winter, will be described. Since this control is basically the same as the description of the flowcharts shown in FIGS. 7 and 8, different portions will be described. The difference is the determination in step S31.

  In step S31, the temperature detected by the battery temperature sensor 22 is compared with the warm-up determination temperature TB2. That is, it is determined whether or not “battery temperature ≦ warm-up determination temperature TB2”. In step S31, when the detected battery temperature is higher than the warm-up determination temperature TB2 (NO), it is determined that it is not necessary to warm up the battery 21, and the process proceeds to steps S32, S33, and S34. If the detected battery temperature is equal to or lower than the warm-up determination temperature TB2 (YES), it is determined that the battery 21 needs to be warmed up, and the process proceeds to step S35.

  In step S37, when the roof 102 is opened in winter or the like, the passenger compartment 2 is in substantially the same state as the outside air. For this reason, low temperature outside air is supplied to the battery 21 from the inlet 141, and the air temperature supplied to the battery 21 is not a temperature suitable for warming the battery 21 (below the lower limit threshold temperature). Is determined). That is, by detecting the open state of the roof 102, it is determined that the temperature of the air supplied to the battery 21 is equal to or lower than the lower limit threshold temperature. In step S38, the intake path is switched.

  As described above, when the roof 102 is opened during the winter season and the passenger compartment 2 is substantially in the same state as the outside air, the suction port for sucking air for warming the battery 21 is changed from the normal suction port 141 to the suction port. While switching to 131, conditioned air is blown out from the air outlet 9a facing the inlet 131. Therefore, since the conditioned air suitable for warming is supplied to the battery 21, the battery 21 can be stably heated, and the temperature of the battery can be adjusted appropriately.

  Therefore, even in the hybrid vehicle 100 provided with the roof opening / closing mechanism 110, even if the temperature of the air supplied to the battery 21 suddenly changes due to the opening of the roof 102, an increase in the amount of air blown by the blower fan 30 or battery cooling only There is no need to provide an air conditioner, and the temperature of the battery 21 can be adjusted appropriately. For this reason, it is possible to suppress an increase in the load on the blower fan 30 and an increase in cost related to the battery cooling dedicated air conditioner.

1,100 Hybrid car, 2 passenger compartment, 3 driver's seat, 4 passenger seat, 5,120 rear seat, 5a, 120a cushion, 5b, 120b backrest, 6,7 window, 6a, 7a window opening / closing operation switch, 8 center Console, 9 Air duct, 9a Air outlet, 9b Louver, 9c Actuator, 9d Air outlet opening / closing detection sensor, 10 Air conditioner, 20 Battery pack, 21 Battery, 22 Battery temperature sensor, 23 Casing, 24 Exhaust duct, 30 Air fan, 31 , 33, 160, 170 Intake duct, 31a, 131, 141 Suction port, 32 Intake temperature sensor, 40 Control unit, 50, 150 Battery temperature adjustment device, 101 Front window, 101a Mounting unit, 102 Roof, 103 Roof lock sensor, 110 Roof opening and closing mechanism, 130 Rear Console, 140 a side panel, 180 switching unit.

Claims (1)

A vehicle battery temperature adjustment device that adjusts battery temperature by blowing air to a battery that supplies electric power to a vehicle drive motor,
Two fan inlets for blowing air to the battery,
A switching unit provided between two suction ports and the fan, and switches between one flow path from one suction port to the fan and the other flow path from the other suction port to the fan. With a switching unit,
The one suction port is provided at the front end of the rear seat so as to face the air outlet of the vehicle air conditioner provided at the rear end of the center console installed between the left and right front seats,
The other inlet is provided at a predetermined position above the one inlet;
When the temperature of the air blown to the battery is equal to or higher than the upper limit threshold temperature, or lower than the lower limit threshold temperature, the switching unit switches to the one flow path and operates the vehicle air conditioner. , The air adjusted in temperature by the vehicle air conditioner is blown to the battery, the battery temperature is adjusted ,
The time is not the case for those, the temperature adjustment device for a vehicle battery the switching unit is characterized Rukoto switched to the other flow path.

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