JPH061150A - Battery arrangement structure for electric automobile - Google Patents
Battery arrangement structure for electric automobileInfo
- Publication number
- JPH061150A JPH061150A JP4159597A JP15959792A JPH061150A JP H061150 A JPH061150 A JP H061150A JP 4159597 A JP4159597 A JP 4159597A JP 15959792 A JP15959792 A JP 15959792A JP H061150 A JPH061150 A JP H061150A
- Authority
- JP
- Japan
- Prior art keywords
- battery
- air
- battery cell
- battery cells
- cell group
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
- Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
- Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
- Y04S30/12—Remote or cooperative charging
Landscapes
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Battery Mounting, Suspending (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は電気自動車のバッテリ
配置構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a battery arrangement structure for an electric vehicle.
【０００２】[0002]
【従来の技術】従来の電気自動車のバッテリ配置構造と
しては、例えば図８〜図１０に示されるようなものがあ
る（類似技術として、特開昭６３−１４５１２３号参
照）。2. Description of the Related Art As a conventional battery arrangement structure for an electric vehicle, there is one as shown in FIGS. 8 to 10 (for a similar technique, see JP-A-63-145123).
【０００３】自動車のラゲッジルーム１の下部には、垂
直な側壁部２と、その上にウエザストリップ３を介して
載せられたラゲッジボード４により、バッテリケース５
が形成されている。そして、このバッテリケース５内に
複数のバッテリセル６が図示せぬ架台により持ち上げ状
態で配置されている。このバッテリセル６は自動車に数
多く積載するために、自動車の前後方向に対し並列・直
列両方向に沿って配置してある。このバッテリケース５
内に配置されているバッテリセル６は急速充電用のもの
でなく、充電に時間がかかる通常タイプのものであり、
且つこれらのバッテリセル６は殆ど隙間なく略密着状態
で配置されている。バッテリケース５の下方にあるラゲ
ッジフロア７の前側中央位置にはエアーＡの取入口８が
形成されており、またバッテリケース５の後方側壁部２
ａの上部中央位置にはエアーＡの排出口９が形成されて
いる。At the bottom of the luggage compartment 1 of the automobile, a battery case 5 is provided by a vertical side wall 2 and a luggage board 4 mounted thereon with a weather strip 3 interposed therebetween.
Are formed. A plurality of battery cells 6 are arranged in the battery case 5 in a lifted state by a mount (not shown). The battery cells 6 are arranged along both parallel and series directions with respect to the front-rear direction of the vehicle so that many battery cells 6 can be loaded on the vehicle. This battery case 5
The battery cell 6 arranged inside is not for quick charging but for normal type which takes time to charge,
Moreover, these battery cells 6 are arranged in a substantially close contact state with almost no gap. An intake port 8 for air A is formed at the front center of the luggage floor 7 below the battery case 5, and the rear side wall portion 2 of the battery case 5 is formed.
A discharge port 9 for air A is formed at the center of the upper part of a.
【０００４】そして、バッテリケース５の後方にある中
空状の車体後部１０には、そのラゲッジルーム１側に前
記排出口９に対応する開口１１が設けられており、車外
側にはこの開口１１よりも若干高い位置に別の開口１２
が設けられている。前記バッテリケース５の排出口９と
ラゲッジルーム１側の開口１１とはウエザストリップ１
３にて連結されており、車外側の開口１２の上部には雨
よけのモール１４が取付けてある。An opening 11 corresponding to the discharge port 9 is provided on the luggage room 1 side of the hollow vehicle-body rear portion 10 behind the battery case 5, and the opening 11 is provided outside the vehicle. Another opening 12 at a slightly higher position
Is provided. The outlet 9 of the battery case 5 and the opening 11 on the side of the luggage room 1 are connected to the weather strip 1.
3, and a rain shield 14 is attached to the upper portion of the opening 12 on the outside of the vehicle.
【０００５】従って、車両走行時において、ラゲッジフ
ロア７に形成した取入口８からエアーＡがバッテリケー
ス５内に入り込み、そのエアーＡが後方の排出口９から
排出される間に、バッテリセル６と接触して、該バッテ
リセル６の冷却を行なえるようになっている。バッテリ
セル６と接触して暖められたエアーＡは、排出口９から
開口１１を経て中空状の車体後部１０内に入り込み、そ
の後、車外側の開口１２から外部へ排出される。Therefore, while the vehicle is traveling, the air A enters the battery case 5 through the intake 8 formed in the luggage floor 7, and while the air A is exhausted from the rear exhaust port 9, the battery cells 6 and The battery cells 6 can be cooled by contact with each other. The air A warmed by contacting the battery cells 6 enters the hollow vehicle body rear portion 10 through the discharge port 9 and the opening 11, and is then discharged to the outside from the opening 12 on the outer side of the vehicle.
【０００６】[0006]
【発明が解決しようとする課題】このような従来の技術
にあっては、急速充電システム用でない通常のバッテリ
セル６であるため、バッテリセル６自体があまり高温と
ならず、また多少温度が上昇しても性能上悪影響を受け
ない。従って、このようなタイプのバッテリセル６の場
合は、先に説明したようなエアーＡによる冷却方法でも
問題はない。In the conventional technique as described above, since the battery cell 6 is a normal battery cell 6 which is not for a rapid charging system, the battery cell 6 itself does not become too hot, and the temperature rises to some extent. Even if it does not affect the performance. Therefore, in the case of such a type of battery cell 6, there is no problem even with the cooling method using the air A as described above.
【０００７】しかしながら、このバッテリセル６を電気
自動車の実用化に不可欠な急速充電システム用に代えよ
うとすると、先の如きバッテリセル６の配置構造による
冷却方法では不十分である。なぜならば、急速充電シス
テム用のバッテリセル６は通常タイプのバッテリセル６
よりも使用時における温度上昇が著しく、この温度上昇
をエアーＡにより十分且つ均等に抑制しないと、バッテ
リセル６の劣化が早まると共に、内部抵抗上昇による回
生効率の悪化を招くことになるからである。However, if the battery cell 6 is to be replaced by a rapid charging system which is essential for practical use of an electric vehicle, the cooling method by the arrangement structure of the battery cell 6 as described above is insufficient. Because the battery cell 6 for the quick charging system is the normal type battery cell 6
This is because the temperature increase during use is more remarkable, and unless the temperature increase is sufficiently and evenly suppressed by the air A, the deterioration of the battery cells 6 is accelerated and the regeneration efficiency is deteriorated due to an increase in internal resistance. .
【０００８】つまり、従来の場合は、バッテリセル６が
略密着状態でバッテリケース５内に配置されていたた
め、エアーＡのバッテリセル６に対する接触面積が小さ
く、十分な冷却効果が得られない。また仮に、各バッテ
リセル６間に隙間を確保し、前記エアーＡの接触面積の
拡大を図ったとしても、バッテリセル６を並列状態で配
置すると、取入口８から近い部分と遠い部分とで、バッ
テリケース５内におけるエアーＡの流量に差が生じ、均
等な冷却を期待できない。That is, in the conventional case, since the battery cells 6 are arranged in the battery case 5 in a substantially adhered state, the contact area of the air A with the battery cells 6 is small, and a sufficient cooling effect cannot be obtained. Even if the gaps are secured between the battery cells 6 and the contact area of the air A is expanded, when the battery cells 6 are arranged in parallel, a portion close to the intake port 8 and a portion far from the intake port 8 There is a difference in the flow rate of the air A in the battery case 5, and uniform cooling cannot be expected.
【０００９】この発明はこのような従来の技術に着目し
てなされたものであり、急速充電システム用のバッテリ
セルであっても、十分且つ均等なエアー冷却を行い得る
電気自動車のバッテリ配置構造を提供するものである。The present invention has been made by paying attention to such a conventional technique, and has a battery arrangement structure of an electric vehicle capable of sufficiently and evenly cooling air even in a battery cell for a quick charging system. It is provided.
【００１０】[0010]
【課題を解決するための手段】この発明に係る電気自動
車のバッテリ配置構造は、上記の目的を達成するため
に、一方の側壁部下方位置に設けた取入口から反対側の
側壁部下方位置に設けた排出口へ向けてエアーが流れる
バッテリケース内に、複数のバッテリセルをエアーの流
れ方向に対して少なくとも並列状態で且つ各バッテリセ
ル間に隙間を確保した状態で配置したものであって、前
記各バッテリセル間の並列方向における隙間サイズが、
エアーの取入口近辺よりも遠方の方が大きくなってい
る。In order to achieve the above-mentioned object, a battery arrangement structure for an electric vehicle according to the present invention is provided from an intake provided at one side wall lower position to an opposite side wall lower position. In a battery case in which air flows toward the provided outlet, a plurality of battery cells are arranged in at least a parallel state with respect to the flow direction of air and a gap is secured between the battery cells, The gap size in the parallel direction between the battery cells,
The distance is larger than the vicinity of the air intake.
【００１１】[0011]
【作用】複数のバッテリセルが、各バッテリセル間に隙
間を確保した状態で配置されているため、エアーのバッ
テリセルに対する接触面積が増大し、冷却効果が高ま
る。しかも、その隙間サイズが、エアーの取入口近辺よ
りも遠方の方が大きくなっているため、取入口から近い
部分の隙間を流れるエアーと、遠い部分の隙間を流れる
エアーの量が均一化し、バッテリセルの均等冷却を図る
ことができる。Since a plurality of battery cells are arranged with a gap secured between the battery cells, the contact area of air with the battery cells is increased and the cooling effect is enhanced. Moreover, since the size of the gap is larger in the far side than in the vicinity of the air intake, the amount of air flowing in the gap near the intake and the amount of air flowing in the gap in the distant part are made uniform, Uniform cooling of the cell can be achieved.
【００１２】[0012]
【実施例】以下、この発明の好適な実施例を図面に基づ
いて説明する。尚、従来と重複する説明は省略する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. It should be noted that the description overlapping with the conventional one is omitted.
【００１３】図１〜図４はこの発明の第１実施例を示す
図である。この実施例に係るバッテリケース１５は、自
動車のリヤシート１６の下方位置に設けられている。そ
して、このバッテリケース１５内には、車幅方向（並列
方向）Ｘに８個のバッテリセルＢ1 〜Ｂ8 、Ｃ1 〜Ｃ8
を並べたバッテリセル群Ｂ、Ｃが、前後方向（直列方
向）Ｙに２列配置されている。この各バッテリセルＢ1
〜Ｂ8 、Ｃ1 〜Ｃ8 は放熱効果を向上させるために、縦
に偏平化した長方体形状をしている。また、前側（上流
側）のバッテリセル群Ｂと、後側（下流側）のバッテリ
セル群Ｃとの間には、バッテリセルＢ1 〜Ｂ8 、Ｃ1 〜
Ｃ8 よりも若干低い垂直な仕切壁１７が立設されてい
る。尚、１５ａは発泡材による補強部材で、バッテリケ
ース１５の角部や内面に貼着されている。1 to 4 are views showing a first embodiment of the present invention. The battery case 15 according to this embodiment is provided below a rear seat 16 of an automobile. Then, in the battery case 15, eight battery cells B 1 to B 8 and C 1 to C 8 are arranged in the vehicle width direction (parallel direction) X.
The battery cell groups B and C in which are arranged are arranged in two rows in the front-rear direction (serial direction) Y. Each battery cell B 1
˜B 8 and C 1 ˜C 8 have a rectangular parallelepiped shape that is vertically flattened in order to improve the heat dissipation effect. Further, between the battery cell group B on the front side (upstream side) and the battery cell group C on the rear side (downstream side), the battery cells B 1 to B 8 , C 1 to
A vertical partition wall 17 which is slightly lower than C 8 is erected. Reference numeral 15a is a reinforcing member made of a foam material and is attached to a corner portion or an inner surface of the battery case 15.
【００１４】バッテリケース１５の前側の側壁部１８の
下部中央位置には、車室フロアの中央に形成されている
トンネル部１９と連続した取入口２０が設けられてい
る。取入口２０を１つだけにしたのは防水上のためであ
り、２つ以上設けるとエアーＡの取入れは容易になる
が、その分、水がバッテリケース１５内に入りやすくな
るため好ましくない。そして、後側の側壁部２１の下部
中央には電動ファン付きの排出口２２が設けられてい
る。尚、バッテリケース１５の後方には、ラゲッジルー
ム２３の底面部を形成するラゲッジボード２４が連続的
に取付けられている。また、２５はリヤのサスペンショ
ンを示している。At the center of the lower portion of the side wall portion 18 on the front side of the battery case 15, there is provided an inlet 20 continuous with the tunnel portion 19 formed at the center of the passenger compartment floor. The reason why only one intake port 20 is provided is for waterproofing. If two or more intake ports 20 are provided, intake of the air A is facilitated, but water is more likely to enter the battery case 15 by that amount, which is not preferable. A discharge port 22 with an electric fan is provided at the center of the lower portion of the rear side wall portion 21. A luggage board 24 that forms the bottom surface of the luggage room 23 is continuously attached to the rear of the battery case 15. Reference numeral 25 indicates a rear suspension.
【００１５】また、前側の側壁部１８と前側のバッテリ
セル群Ｂとの間には、一定の間隔Ｄが形成されていると
共に、バッテリケース１５の上面部２６には、前側のバ
ッテリセル群Ｂの上部から後側のバッテリセル群Ｃの前
端部分にかけて上方へ膨出形成した膨出上面部２６ａと
なっており、前後バッテリセル群Ｂ、Ｃと該膨出面部２
６ａとの間にも一定の間隔Ｄを確保している。この前側
と上側の間隔Ｄ、Ｄで、エアーＡのバイパス路２７が形
成される。A fixed distance D is formed between the side wall portion 18 on the front side and the battery cell group B on the front side, and the battery cell group B on the front side is formed on the upper surface portion 26 of the battery case 15. From the upper part to the front end portion of the battery cell group C on the rear side, the bulging upper surface portion 26a is formed to bulge upward, and the front and rear battery cell groups B and C and the bulging surface portion 2 are formed.
A fixed distance D is also secured between 6a. A bypass passage 27 for the air A is formed at the distance D between the front side and the upper side.
【００１６】そして、前後のバッテリセル群Ｂ、Ｃは、
各バッテリセルＢ1 〜Ｂ8 、Ｃ1 〜Ｃ8 間に車幅方向Ｘ
での隙間Ｓ1 〜Ｓ4 を確保している。この隙間Ｓ1 〜Ｓ
4 のうち、取入口２０に対応する中央の隙間Ｓ1 が最も
狭く、左右両側へいくにつれ隙間サイズは漸次広くなっ
ている。すなわち、Ｓ1 ＜Ｓ2 ＜Ｓ3 ＜Ｓ4 という関係
性になっている。The front and rear battery cell groups B and C are
In the vehicle width direction X between the battery cells B 1 to B 8 and C 1 to C 8.
The clearances S 1 to S 4 are secured. This gap S 1 ~ S
Of the four , the central gap S 1 corresponding to the intake port 20 is the narrowest, and the gap size is gradually widened toward the left and right sides. That is, the relationship is S 1 <S 2 <S 3 <S 4 .
【００１７】次に、エアーＡの流れ方について説明する
（図４参照）。取入口２０からバッテリケース１５内に
導入されたエアーＡは、一部は冷たいエアーＡ1 のまま
バイパス路２７を通って後方のバッテリセル群Ｃへ向か
い、残りの一部のエアーＡ2は前側バッテリセル群Ｂの
前側下方位置から後側上方位置へ向けて斜めに上昇し、
仕切壁１７を越えて後方のバッテリセル群Ｃへ向かう。
このエアーＡ2 は仕切壁１７があるために前記の如き斜
め方向での流れ方をするものであり、エアーＡ2 が各バ
ッテリセルＢ1 〜Ｂ8 の側面に広面積で接触し、エアー
Ａ2 にてバッテリセルＢ1 〜Ｂ8 を十分に冷却できると
共に、このエアーＡ2 はバッテリセルＢ1 〜Ｂ8 にて暖
められる。Next, how the air A flows will be described (see FIG. 4). The air A introduced from the intake port 20 into the battery case 15 partially goes to the battery cell group C in the rear through the bypass passage 27 while keeping the cold air A 1 , and the remaining part of the air A 2 is in the front side. The battery cell group B obliquely rises from the front lower position to the rear upper position,
It goes over the partition wall 17 toward the battery cell group C in the rear.
The air A 2 flows in an oblique direction as described above because of the partition wall 17, and the air A 2 contacts the side surfaces of the battery cells B 1 to B 8 in a large area, and the air A 2 The battery cells B 1 to B 8 can be sufficiently cooled by 2 and the air A 2 is warmed by the battery cells B 1 to B 8 .
【００１８】そして、この暖められたエアーＡ2 と、バ
イパス路２７を通ってきた冷たいままのエアーＡ1 と
が、仕切壁１７の上部近辺で合流し、ミックスされたエ
アーＡ3 が後側バッテリセル群Ｃの前側上方位置から後
側下方位置近辺の排出口２２へ向けて斜めに下降する。
従って、前側のバッテリセル群Ｂの場合と同様に、後側
のバッテリセルＣ1 〜Ｃ8 の側面にもミックスされたエ
アーＡ3 が広面積で接触し、該後側のバッテリセルＣ1
〜Ｃ8 を十分に冷却することができる。The warmed air A 2 and the cold air A 1 that has passed through the bypass 27 merge together near the upper portion of the partition wall 17, and the mixed air A 3 is supplied to the rear battery. The cell group C obliquely descends from the upper front position to the discharge port 22 near the rear lower position.
Therefore, as in the case of the front side battery cell group B, the mixed air A 3 also comes into contact with the side surfaces of the rear side battery cells C 1 to C 8 in a large area, and the rear side battery cell C 1
The -C 8 can be sufficiently cooled.
【００１９】このように、取入口２０から導入した冷た
いエアーＡを全て、前側のバッテリセル群Ｂに当てるの
でなく、その一部Ａ1 をバイパス路２７を介して冷たい
まま後側のバッテリセル群Ｃにも導くので、前後のバッ
テリセル群Ｂ、Ｃの冷却度合いを均等化できる。更に、
バイパス路２７を形成したことにより、バッテリケース
１５内の通気抵抗が下がり、バッテリケース１５内に導
入されるエアーＡの量が従来に比べ増大するため、バッ
テリセル群Ｂ、Ｃの冷却効率が高まる。As described above, not all the cold air A introduced from the intake port 20 is applied to the front battery cell group B, but a part A 1 of the cold air A is kept cool via the bypass passage 27 and the rear battery cell group B is kept. Since it is also led to C, the cooling degrees of the front and rear battery cell groups B and C can be equalized. Furthermore,
By forming the bypass passage 27, the ventilation resistance in the battery case 15 is lowered, and the amount of the air A introduced into the battery case 15 is increased as compared with the conventional case, so that the cooling efficiency of the battery cell groups B, C is increased. .
【００２０】そして、この実施例における前後各バッテ
リセル群Ｂ、Ｃは、各バッテリセルＢ1 〜Ｂ8 、Ｃ1 〜
Ｃ8 間に各々所定の隙間Ｓ1 〜Ｓ4 が確保されているた
め、バッテリケース１５内の通気抵抗を軽減させる面に
おいて更に有利であると共に、その隙間Ｓ1 〜Ｓ4 が取
入口２０に対応する車幅中央位置から左右両側へ向けて
漸次広くなっているため、エアーＡの流量が車幅方向Ｘ
において均一化する。つまり、取入口２０及び排出口２
２が共に車幅中央位置に設けられているため、本来なら
ば、バッテリケース１５の車幅中央位置の方が、左右両
端位置よりも、エアーＡの流量が多くなるものである
が、この実施例では前述の如く、隙間Ｓ1〜Ｓ4 が車幅
中央位置から外側へ向けて漸次広くなっているため、本
来のエアーＡの量の偏りは是正され、車幅方向Ｘで均等
なエアーＡの流量が得られる。従って、各バッテリセル
Ｂ1 〜Ｂ8 、Ｃ1 〜Ｃ8 の冷却度合いも均等になる。The front and rear battery cell groups B and C in this embodiment have the respective battery cells B 1 to B 8 and C 1 to.
Since the predetermined gaps S 1 to S 4 are secured between C 8 respectively, it is further advantageous in terms of reducing the ventilation resistance in the battery case 15, and the gaps S 1 to S 4 are provided at the intake 20. Since it gradually widens from the corresponding center position of the vehicle width to the left and right sides, the flow rate of the air A becomes X in the vehicle width direction.
Homogenize at. That is, the intake port 20 and the exhaust port 2
Since both 2 are provided at the vehicle width center position, originally, the vehicle width center position of the battery case 15 has a larger flow rate of the air A than the left and right end positions. In the example, as described above, the gaps S 1 to S 4 are gradually widened outward from the vehicle width center position, so that the original deviation of the amount of air A is corrected, and the uniform air A in the vehicle width direction X is corrected. The flow rate of is obtained. Therefore, the cooling degrees of the battery cells B 1 to B 8 and C 1 to C 8 are also equal.
【００２１】図５はこの発明の第２実施例を示す図であ
る。この実施例では、上流側のバッテリセル群Ｂの上面
から下流側のバッテリセル群Ｃの上面にかけて水平な区
画壁２８を設け、バイパス路２７の上側部分を完全に区
画形成したものである。従って、バイパス路２７を通過
してきた冷たいエアーＡ1 が、仕切壁１７の上部近辺で
暖かいエアーＡ2 と合流せずに、冷たいままダイレクト
に後側のバッテリセル群Ｃへ導かれ、この後側のバッテ
リセル群Ｃ内ではじめて前側のバッテリセルＢを通過し
てきた暖かいエアーＡ2 とミックスされる。よって、先
の実施例よりも、後側のバッテリセル群Ｃの冷却効率が
高まり、前後のバッテリセル群Ｂ、Ｃ間の冷却度合いが
更に均等化される。その他の構成及び作用効果は先の実
施例と同様である。FIG. 5 is a diagram showing a second embodiment of the present invention. In this embodiment, a horizontal partition wall 28 is provided from the upper surface of the upstream battery cell group B to the upper surface of the downstream battery cell group C, and the upper portion of the bypass 27 is completely partitioned. Therefore, the cold air A 1 that has passed through the bypass 27 is not directly joined with the warm air A 2 near the upper portion of the partition wall 17, but is directly guided to the battery cell group C on the rear side while being cold, and this rear side In the battery cell group C, the warm air A 2 that has passed through the front battery cell B is mixed for the first time. Therefore, the cooling efficiency of the battery cell group C on the rear side is higher than that of the previous embodiment, and the degree of cooling between the battery cell groups B and C on the front and rear sides is further equalized. Other configurations and operational effects are similar to those of the previous embodiment.
【００２２】図６及び図７は、それぞれこの発明の第３
実施例及び第４実施例を示す図である。図６及び図７の
バッテリケース１５では、先の実施例と異なり、仕切壁
１７とバイパス路２７が省略され、その代わりに、図６
では電導ファン付きの排出口２２を２つ設け、図７では
その排出口２２を４つ設けている。このように排出口２
２の数を増やすことにより、エアーＡの排出能力が高ま
り、バッテリケース１５内に導入されるエアーＡの量も
増大するため、バッテリセル群Ｂ、Ｃの冷却効率が高ま
る。また、２つ又は４つの排出口２２を車幅方向Ｘに沿
って並べているため、排出口２２が１つの場合よりも、
車幅方向ＸにおけるエアーＡの流量が均一化され易く、
従って各バッテリセルＢ1 〜Ｂ8 、Ｃ1 〜Ｃ8 の冷却度
合いも更に均一化されることとなる。その他の構成及び
作用効果は、先の実施例と同様に付き、重複説明を省略
する。FIG. 6 and FIG. 7 respectively show a third aspect of the present invention.
It is a figure which shows an Example and a 4th Example. In the battery case 15 of FIGS. 6 and 7, unlike the previous embodiment, the partition wall 17 and the bypass passage 27 are omitted, and instead of FIG.
In FIG. 7, two discharge ports 22 with a conductive fan are provided, and in FIG. 7, four discharge ports 22 are provided. In this way outlet 2
By increasing the number of 2, the discharge capacity of the air A is increased and the amount of the air A introduced into the battery case 15 is also increased, so that the cooling efficiency of the battery cell groups B and C is increased. Further, since two or four outlets 22 are arranged along the vehicle width direction X, the number of outlets 22 is more than that in the case of one outlet 22.
The flow rate of the air A in the vehicle width direction X is easily made uniform,
Therefore, the cooling degree of each of the battery cells B 1 to B 8 and C 1 to C 8 can be further equalized. Other configurations and operational effects are the same as those in the previous embodiment, and redundant description will be omitted.
【００２３】[0023]
【発明の効果】この発明に係る車体の電気自動車のバッ
テリ配置構造は、以上説明してきた如き内容のものであ
って、複数のバッテリセルが、各バッテリセル間に隙間
を確保した状態で配置されているため、エアーのバッテ
リセルに対する接触面積が増大し、冷却効果が高まる。
しかも、その隙間サイズが、エアーの取入口近辺よりも
遠方の方が大きくなっているため、取入口から近い部分
の隙間を流れるエアーと、遠い部分を流れるエアーの量
が均一化し、バッテリセルの均等冷却を図ることができ
る。The battery arrangement structure of the electric vehicle of the vehicle body according to the present invention has the contents as described above, and a plurality of battery cells are arranged in a state in which a gap is secured between the battery cells. Therefore, the contact area of the air with the battery cell is increased, and the cooling effect is enhanced.
Moreover, since the size of the gap is larger in the far side than in the vicinity of the air intake, the amount of air flowing in the gap near the intake and the amount of air flowing in the far part are equalized, and the battery cell Even cooling can be achieved.
【００２４】更に、並列に配置されたバッテリセルを直
列にも配置した場合、そのエアー上流側のバッテリセル
群と下流側のバッテリセル郡との間に垂直な仕切壁を立
設すると共に、エアー取入口から上流側のバッテリセル
群の上部を経て下流側のバッテリセルの上部位置まで至
るエアーのバイパス通路を形成すれば、前後のバッテリ
セル群の均等冷却も図ることができる。Further, when the battery cells arranged in parallel are also arranged in series, a vertical partition wall is erected between the battery cell group on the air upstream side and the battery cell group on the downstream side, and the air By forming an air bypass passage from the intake port to the upper position of the downstream battery cell through the upper part of the upstream battery cell group, uniform cooling of the front and rear battery cell groups can be achieved.
【図１】この発明の第１実施例に係る電気自動車のバッ
テリ配置構造を示す自動車後部の平面図である。FIG. 1 is a plan view of a rear portion of a vehicle showing a battery arrangement structure of an electric vehicle according to a first embodiment of the present invention.
【図２】図１中矢示ＤＡ方向から見た断面図である。FIG. 2 is a cross-sectional view as seen from the direction of arrow DA in FIG.
【図３】バッテリケース内のバッテリセル配置構造を示
す拡大断面図である。FIG. 3 is an enlarged cross-sectional view showing a battery cell arrangement structure in a battery case.
【図４】図３中矢示ＳＡ−ＳＡ線に沿う断面図である。4 is a cross-sectional view taken along the line SA-SA shown in FIG.
【図５】この発明の第２実施例を示す図４相当の取付構
造を示す断面図である。FIG. 5 is a sectional view showing a mounting structure corresponding to FIG. 4 showing a second embodiment of the present invention.
【図６】この発明の第３実施例を示す図３相当の拡大断
面図である。FIG. 6 is an enlarged sectional view corresponding to FIG. 3 showing a third embodiment of the present invention.
【図７】この発明の第４実施例を示す図３相当の拡大断
面図である。FIG. 7 is an enlarged sectional view corresponding to FIG. 3 showing a fourth embodiment of the present invention.
【図８】従来例を示す自動車の概略断面図である。FIG. 8 is a schematic sectional view of an automobile showing a conventional example.
【図９】図８中の矢示ＤＢ部分を示す拡大断面図であ
る。9 is an enlarged cross-sectional view showing a DB portion indicated by an arrow in FIG.
【図１０】図８中矢示ＳＢ−ＳＢ線に沿う拡大断面図で
ある。10 is an enlarged cross-sectional view taken along the line SB-SB shown in FIG.
１５ バッテリケース １７ 仕切壁 ２０ 取入口 ２２ 排出口 ２７ バイパス路 ２８ 区画壁 Ａ エアー Ｂ1 〜Ｂ8 上流側のバッテリセル Ｃ1 〜Ｃ8 下流側のバッテリセル群 Ｓ1 〜Ｓ4 隙間 Ｘ 車幅方向（並列方向） Ｙ 前後方向（直列方向）15 Battery Case 17 Partition Wall 20 Inlet 22 Discharge Port 27 Bypass Path 28 Partition Wall A Air B 1 to B 8 Upstream Battery Cells C 1 to C 8 Downstream Battery Cell Group S 1 to S 4 Gap X Vehicle Width Direction (parallel direction) Y Front-back direction (serial direction)
───────────────────────────────────────────────────── フロントページの続き (72)発明者 下野園 均 神奈川県横浜市神奈川区宝町２番地日産自 動車株式会社内 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Hitoshi Shimonoen, Nissan Motor Co., Ltd. 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa
Claims (3)
ら反対側の側壁部下方位置に設けた排出口へ向けてエア
ーが流れるバッテリケース内に、複数のバッテリセルを
エアーの流れ方向に対して少なくとも並列状態で且つ各
バッテリセル間に隙間を確保した状態で配置したもので
あって、 前記各バッテリセル間の並列方向における隙間サイズ
が、エアーの取入口近辺よりも遠方の方が大きくなって
いることを特徴とする電気自動車のバッテリ配置構造。1. A plurality of battery cells are arranged in a flow direction of air in a battery case in which air flows from an inlet provided at a lower position of one side wall portion toward an outlet provided at a lower position of a side wall portion on the opposite side. On the other hand, it is arranged in a parallel state at least in a state where a gap is secured between the battery cells, and the gap size in the parallel direction between the battery cells is larger in the distance than in the vicinity of the air intake. Battery arrangement structure for electric vehicles, which is characterized by
ッテリセルを複数列配置し、エアー上流側のバッテリセ
ル群と下流側のバッテリセル郡との間に垂直な仕切壁を
立設すると共に、エアー取入口から上流側のバッテリセ
ル群の上部を経て下流側のバッテリセルの上部位置まで
至るエアーのバイパス通路を形成した請求項１記載の電
気自動車のバッテリ配置構造。2. A plurality of rows of battery cells arranged in parallel in the air flow direction are arranged, and a vertical partition wall is erected between the battery cell group on the upstream side of the air and the battery cell group on the downstream side. The battery arrangement structure for an electric vehicle according to claim 1, wherein an air bypass passage is formed from the air intake to the upper position of the battery cell on the downstream side through the upper part of the battery cell group on the upstream side.
側のバッテリセル群の上面にかけて水平な区画壁を設け
た請求項２記載の電気自動車のバッテリ配置構造。3. The battery arrangement structure for an electric vehicle according to claim 2, wherein a horizontal partition wall is provided from an upper surface of the battery cell group on the upstream side to an upper surface of the battery cell group on the downstream side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04159597A JP3085327B2 (en) | 1992-06-18 | 1992-06-18 | Battery layout structure for electric vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04159597A JP3085327B2 (en) | 1992-06-18 | 1992-06-18 | Battery layout structure for electric vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH061150A true JPH061150A (en) | 1994-01-11 |
| JP3085327B2 JP3085327B2 (en) | 2000-09-04 |
Family
ID=15697180
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP04159597A Expired - Fee Related JP3085327B2 (en) | 1992-06-18 | 1992-06-18 | Battery layout structure for electric vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3085327B2 (en) |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10252466A (en) * | 1997-03-12 | 1998-09-22 | Toyota Motor Corp | Cell temperature adjusting device |
| JPH10255859A (en) * | 1997-03-07 | 1998-09-25 | Toyota Motor Corp | Battery assembly |
| JP2001291533A (en) * | 2000-04-10 | 2001-10-19 | Japan Storage Battery Co Ltd | Battery pack |
| JP2006131226A (en) * | 2000-04-13 | 2006-05-25 | Toyota Motor Corp | Vehicle power source device |
| US7112387B2 (en) * | 2001-06-05 | 2006-09-26 | Matsushita Electric Industrial Co., Ltd. | Battery power supply device |
| EP1848051A1 (en) * | 2005-01-04 | 2007-10-24 | NEC Corporation | Case for film-packed electrical device and film-packed electrical device assembly |
| JP2008265466A (en) * | 2007-04-18 | 2008-11-06 | Toshiba Corp | Battery cooling device |
| JP2009087738A (en) * | 2007-09-28 | 2009-04-23 | Mitsubishi Motors Corp | Battery unit |
| JP2009087758A (en) * | 2007-09-28 | 2009-04-23 | Mitsubishi Motors Corp | Battery unit |
| JP2009187747A (en) * | 2008-02-05 | 2009-08-20 | Toshiba Corp | Battery device |
| JP2009248708A (en) * | 2008-04-04 | 2009-10-29 | Nissan Motor Co Ltd | Battery mounting structure on vehicle |
| WO2010109293A1 (en) * | 2009-03-23 | 2010-09-30 | Toyota Jidosha Kabushiki Kaisha | Temperature adjustment structure of electricity storage apparatus |
| JP2010225591A (en) * | 1998-08-23 | 2010-10-07 | Ovonic Battery Co Inc | Monoblock battery assembly |
| JP2012190604A (en) * | 2011-03-09 | 2012-10-04 | Mitsubishi Heavy Ind Ltd | Battery unit |
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| JP5092657B2 (en) * | 2007-09-28 | 2012-12-05 | 三菱自動車工業株式会社 | Battery unit |
-
1992
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Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10255859A (en) * | 1997-03-07 | 1998-09-25 | Toyota Motor Corp | Battery assembly |
| JPH10252466A (en) * | 1997-03-12 | 1998-09-22 | Toyota Motor Corp | Cell temperature adjusting device |
| JP2010225591A (en) * | 1998-08-23 | 2010-10-07 | Ovonic Battery Co Inc | Monoblock battery assembly |
| JP2001291533A (en) * | 2000-04-10 | 2001-10-19 | Japan Storage Battery Co Ltd | Battery pack |
| JP4701471B2 (en) * | 2000-04-10 | 2011-06-15 | 株式会社Ｇｓユアサ | Assembled battery |
| JP2006131226A (en) * | 2000-04-13 | 2006-05-25 | Toyota Motor Corp | Vehicle power source device |
| US7112387B2 (en) * | 2001-06-05 | 2006-09-26 | Matsushita Electric Industrial Co., Ltd. | Battery power supply device |
| EP1848051A1 (en) * | 2005-01-04 | 2007-10-24 | NEC Corporation | Case for film-packed electrical device and film-packed electrical device assembly |
| EP1848051A4 (en) * | 2005-01-04 | 2009-09-02 | Nec Corp | Case for film-packed electrical device and film-packed electrical device assembly |
| US7892666B2 (en) | 2005-01-04 | 2011-02-22 | Nec Corporation | Case for film-covered electrical device and film-covered electrical device assemblage |
| JP2008265466A (en) * | 2007-04-18 | 2008-11-06 | Toshiba Corp | Battery cooling device |
| JP2009087758A (en) * | 2007-09-28 | 2009-04-23 | Mitsubishi Motors Corp | Battery unit |
| JP2009087738A (en) * | 2007-09-28 | 2009-04-23 | Mitsubishi Motors Corp | Battery unit |
| JP2009187747A (en) * | 2008-02-05 | 2009-08-20 | Toshiba Corp | Battery device |
| JP2009248708A (en) * | 2008-04-04 | 2009-10-29 | Nissan Motor Co Ltd | Battery mounting structure on vehicle |
| WO2010109293A1 (en) * | 2009-03-23 | 2010-09-30 | Toyota Jidosha Kabushiki Kaisha | Temperature adjustment structure of electricity storage apparatus |
| JP2012190604A (en) * | 2011-03-09 | 2012-10-04 | Mitsubishi Heavy Ind Ltd | Battery unit |
| WO2014109243A1 (en) * | 2013-01-11 | 2014-07-17 | フタバ産業株式会社 | Battery case |
| JP5977374B2 (en) * | 2013-01-11 | 2016-08-24 | フタバ産業株式会社 | Battery case |
| US9761846B2 (en) | 2013-01-11 | 2017-09-12 | Futaba Industrial Co., Ltd. | Battery case |
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