WO2008107755A1 - Mécanisme de réglage de température, procédé de commande du mécanisme de réglage de température, et véhicule - Google Patents

Mécanisme de réglage de température, procédé de commande du mécanisme de réglage de température, et véhicule Download PDF

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Publication number
WO2008107755A1
WO2008107755A1 PCT/IB2008/000416 IB2008000416W WO2008107755A1 WO 2008107755 A1 WO2008107755 A1 WO 2008107755A1 IB 2008000416 W IB2008000416 W IB 2008000416W WO 2008107755 A1 WO2008107755 A1 WO 2008107755A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat transfer
case
transfer medium
adjustment mechanism
power source
Prior art date
Application number
PCT/IB2008/000416
Other languages
English (en)
Inventor
Kenji Kimura
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to EP20080709858 priority Critical patent/EP2171792A1/fr
Priority to US12/529,460 priority patent/US20100116468A1/en
Publication of WO2008107755A1 publication Critical patent/WO2008107755A1/fr

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/64—Heating or cooling; Temperature control characterised by the shape of the cells
    • H01M10/643—Cylindrical cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6551—Surfaces specially adapted for heat dissipation or radiation, e.g. fins or coatings
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the invention relates to temperature adjustment mechanisms, methods for controlling temperature adjustment mechanisms, and vehicles having a temperature adjustment mechanism, which are all adapted to prevent excessive increase and decrease in the temperature of a power source.
  • FIG. 10 shows a battery pack 1100 having a case 1101 containing a secondary battery 1102 and coolant 1103.
  • the battery pack 1100 is in contact with a vehicle body 200 (e.g., floor panel).
  • a vehicle body 200 e.g., floor panel.
  • the heat generated at the secondary battery 1102 is transferred to the case 1101 via the coolant 1103, and the heat is then radiated from the case 1101 to the atmosphere and to the vehicle body in contact with the case 1101, whereby an increase in the temperature of the secondary battery 1102 is suppressed.
  • the secondary battery exhibits an adequate power storage performance within a given operation temperature range.
  • the temperature of the secondary battery is lower than the lower limit of the operation temperature range or higher than the upper limit of the operation temperature range, the power storage performance of the secondary battery is not adequate.
  • the battery pack 1100 may be cooled or heated excessively depending upon the environmental temperature.
  • the sentence “the battery back 1100 is excessively cooled or heated” refers to cases where the battery pack 1100 is cooled below the lower limit of its operation temperature range and to cases where the battery pack 1100 is heated beyond the upper limit of its operation temperature range.
  • the temperature of the vehicle body 200 may become lower than 0 0 C, and in such cases, the battery pack 1100 (the secondary battery 1102) in contact with the vehicle body 200 is cooled excessively.
  • the temperature of the vehicle body 200 increases to a high temperature, whereby the battery pack 1100 in contact with the vehicle body 200 is heated excessively.
  • the battery pack 1100 is in contact with the vehicle body 200, in some case, the battery pack 1100 is cooled or heated excessively and therefore an adequate power storage performance can not be obtained.
  • a first aspect of the invention relates to a temperature adjustment mechanism for adjusting the temperature of a power source.
  • the temperature adjustment mechanism includes: a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a drive device that delivers the first heat transfer medium from the inside of the case to the outside of the case and from the outside of the case to the inside of the case.
  • the drive device is adapted to deliver the first heat transfer medium from the inside of the case to the outside of the case so as to establish a first state in which a layer of a second heat transfer medium (e.g., air) is created in a region on the heat transfer portion side of the power source in the case, and the drive device is adapted to deliver, in the first state, the first heat transfer medium from the outside of the case to the inside of the case so as to establish a second state in which at least a portion of the region in the case (i.e., the region where the layer of the second heat transfer medium has been created) is filled with the first heat transfer medium.
  • a layer of a second heat transfer medium e.g., air
  • the temperature adjustment mechanism described above may be such that the heat transfer portion is a portion through which heat is transferred between the atmosphere and the power source.
  • the temperature adjustment mechanism described above may be such that the first heat transfer medium is coolant and the second heat transfer medium is gas.
  • the temperature adjustment mechanism described above may be such that the case has a wall portion integrated with or contacting the heat transfer portion and having an inner face formed such that the area of contact between the inner face and the first heat transfer medium in the case varies continuously, or in steps, as the level of the first heat transfer medium in the case changes.
  • the temperature adjustment mechanism described above may be such that the inner face of the wall portion of the case has a conical shape, a polygonal pyramid shape, or a stepped shape.
  • the temperature adjustment mechanism described above may be such that at least one of wall portions of the case other than a wall portion integrated with or contacting the heat transfer portion has a heat-insulating portion.
  • the temperature adjustment mechanism described above may have a controller that controls the drive device.
  • This controller may be adapted to control the drive device based on information regarding the temperature of the power source and the temperature of the heat transfer portion.
  • the temperature adjustment mechanism described above may be such that the drive device has a pump for delivering the first heat transfer medium and a container for storing the first heat transfer medium delivered to the outside of the case via the pump.
  • the temperature adjustment mechanism described above may be such that the controller controls the drive device so as to establish the first state when the temperature of the power source is higher than a first reference temperature and lower than the temperature of the heat transfer portion or when the temperature of the power source is lower than a second reference temperature and higher than the temperature of the heat transfer portion.
  • the temperature adjustment mechanism described above may have a partition dividing the interior of the case into a first region containing the power source and the first heat transfer medium and a second region containing the first heat transfer medium, the layer of the second heat transfer medium being created in the second region.
  • the temperature adjustment mechanism described above may be such that the layer of the second heat transfer medium is in contact with the inner face of the wall portion integrated with or contacting the heat transfer portion.
  • the temperature adjustment mechanism described above may have an agitating member for creating a flow of the first heat transfer medium in the case.
  • a second aspect of the invention relates to a temperature adjustment mechanism for adjusting a power source.
  • This temperature adjustment mechanism has: a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a heat transfer medium container provided in the case, adapted to contain a second heat transfer medium (e.g., gas or liquid) having a heat conductivity lower than the heat conductivity of the first heat transfer medium, and being variable in volume according to the amount of the second heat transfer medium contained.
  • a second heat transfer medium e.g., gas or liquid
  • the heat transfer medium container is selectively placed in: a first state that is established by increasing the volume of the heat transfer medium container by delivering the second heat transfer medium into the heat transfer medium container such that, in the case, a layer of the second heat transfer medium is created in a region on the heat transfer portion side of the power source; and a second state that is established by reducing the volume of the heat transfer medium container by taking the second heat transfer medium out of the heat transfer medium container so that the first heat transfer medium can move to the region on the heat transfer portion side of the power source (the region where the layer of the second heat transfer medium has been created).
  • the temperature adjustment mechanism described above may have a drive mechanism used to deliver the first heat transfer medium from the inside of the case to the outside as the volume of the heat transfer medium container increases and to deliver the first heat transfer medium from the outside of the case to the inside of the case as the volume of the heat transfer medium container decreases.
  • the heat transfer medium container may be elastic.
  • a third aspect of the invention relates to a method for controlling a temperature adjustment mechanism used to adjust a temperature of a power source.
  • the temperature adjustment mechanism has a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion.
  • the method includes: delivering the first heat transfer medium from the inside of the case to the outside of the case such that, in the case, a layer of a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium is created in a region on the heat transfer portion side of the power source in the case; and delivering, after the layer of the second heat transfer medium has been created, the first heat transfer medium from the outside of the case to the inside of the case such that at least a portion of the region on the heat transfer portion side of the power source is filled with the first heat transfer medium.
  • a fourth aspect of the invention relates to a method for controlling a temperature adjustment mechanism used to adjust the temperature of a power source.
  • the temperature adjustment mechanism has: a case that contains the power source and a first heat transfer medium for cooling the power source and is integrated with or in contact with a heat transfer portion; and a heat transfer medium container provided in the case, adapted to contain a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium, and being variable in volume according to the amount of the second heat transfer medium contained.
  • the method includes: increasing the volume of the heat transfer medium container by delivering the second heat transfer medium into the heat transfer medium container such that, in the case, a layer of the second heat transfer medium is created in a region on the heat transfer portion side of the power source; and reducing, after the layer of the second heat transfer medium has been created, the volume of the heat transfer medium container by taking the second heat transfer medium out of the heat transfer medium container so that the first heat transfer medium can move to the region on the heat transfer portion side of the power source.
  • a fifth aspect of the invention relates to a vehicle provided with the temperature adjustment mechanism according to the first aspect or the second aspect of the invention.
  • the case may be spaced from the body of the vehicle, and the case and the body of the vehicle may be connected via the heat transfer portion. Further, the heat transfer portion may be a portion of the body of the vehicle.
  • the second heat transfer medium layer created in the case suppresses heat transfer between the heat transfer portion and the first heat transfer medium and thus prevents excessive heating or cooling of the power source in the case.
  • the region where the second heat transfer medium layer has been created is filled with the first heat transfer medium, so that the heat of the power source is properly radiated via the first heat transfer medium (i.e., the power source is properly cooled via the first heat transfer medium).
  • the second heat transfer medium layer created in the case suppresses heat transfer between the heat transfer portion and the first heat transfer medium and thus prevents excessive heating or cooling of the power source in the case.
  • the region where the second heat transfer medium layer has been created is filled with the first heat transfer medium, so that the heat of the power source is properly radiated via the first heat transfer medium (i.e., the power source is properly cooled via the first heat transfer medium).
  • FIG. 1 is an exploded perspective view of a portion (battery pack) of a temperature adjustment mechanism of the first example embodiment of the invention
  • FIG. 2A is a perspective view of the temperature adjustment mechanism of the first example embodiment
  • FIG. 2B is a side view of the temperature adjustment mechanism of the first example embodiment
  • FIG. 3A and FIG. 3B are views schematically showing the internal structure of the temperature adjustment mechanism of the first example embodiment of the invention
  • FIG. 4 is a block diagram illustrating the system configuration for controlling the operation of the temperature adjustment mechanism of the first example embodiment of the invention
  • FIG. 5 is a flowchart illustrating an operation routine of the temperature adjustment mechanism of the first example embodiment of the invention
  • FIG. 6A to FIG. 6C are views schematically showing the internal structure of a temperature adjustment mechanism of a modification example of the first example embodiment of the invention.
  • FIG. 7A and FIG. 7B are views schematically showing the internal structure of a temperature adjustment mechanism of the second example embodiment of the invention.
  • FIG. 8A and FIG. 8B are views schematically showing the internal structure of a temperature adjustment mechanism of the third example embodiment of the invention.
  • FIG. 9A and FIG. 9B are views schematically showing the internal structure of a temperature adjustment mechanism of the fourth example embodiment of the invention.
  • FIG. 10 is a view schematically showing the arrangement of a related-art battery pack.
  • FIG. 1 is an exploded perspective view of the temperature adjustment mechanism of the first example embodiment
  • FIG. 2A is a perspective view of the temperature adjustment mechanism of the first example embodiment
  • FIG. 2B is a side view of the temperature adjustment mechanism of the first example embodiment.
  • FIG. 3A and FIG. 3B are views schematically showing the internal structure of the temperature adjustment mechanism of the first example embodiment.
  • a first case member 1 has an opening 11 for a battery unit 2, which will be described later. Fins 12 are formed on the outer face of the first case member 1 in order to facilitate the heat radiation from the first case member 1 (i.e., the heat radiation from the battery unit 2). Note that the fins 12 are not necessarily provided.
  • the number of the fins 12 and the interval between the fins 12 are set in consideration of the heat capacity of the battery unit 2, etc.
  • the first case member 1 is made of a material having a high heat conductivity and a high corrosion resistance.
  • the first case member 1 may be made of a material having a heat conductivity as high as or higher than the heat conductivity of coolant 4 (Refer to FIG. 3), which will be described later. More specifically, the first case member 1 may be made of metal (copper, iron, etc).
  • the battery unit 2 has a battery assembly (power source assembly) 20 constituted of a plurality of battery cells 20a and clamp members (end plates) 21 . clamping the battery assembly 20 from both sides.
  • the battery cells 20a are electrically connected in series by a bus bar (not shown in the drawings).
  • Positive electrode cables and negative electrode cables are connected to the battery assembly 20, and these cables penetrate the first case member 1 and lead to electric components (e.g., motor) outside of the first case member 1.
  • each battery cell 20a is a cylindrical secondary battery.
  • secondary batteries include nickel-hydrogen batteries, lithium-ion batteries, etc.
  • the shape of the battery cell 20a is not necessary cylindrical. That is, it may have various other shapes including square shapes.
  • a secondary battery is used as the battery cell 20a in this example embodiment, it may alternatively be an electric double layer capacitor (condenser) or a fuel cell, for example.
  • the battery cells 20a serve as a power source for the electric components mentioned above.
  • a second case member 3 has a top 31 covering the opening 11 of the first case member 1 and legs 32 extending from the four corners of the top plate 31.
  • a plurality of frames 31a is formed at the top plate 31 to increase the strength of the top plate 31.
  • the second case member 3 is made of a material having a high heat conductivity and a high corrosion resistance.
  • the second case member 3 may be made of a material having a heat conductivity substantially equal to or higher than the heat conductivity of coolant 4 (Refer to FIG. 3), which will be described later. More specifically, the second case member 3 may be made of metal (copper, iron, etc).
  • the second case member 3 is fixed to the first case member 1 using screws, or the like, whereby the first case member 1 and the second case member 3 together define a closed space in which the battery unit 2 is placed.
  • the ends of the respective legs 32 are fixed to a vehicle body 40 using screws, or the like, (Refer to FIG. 2B).
  • the vehicle body 40 is, for example, a floor panel or a body frame of the vehicle.
  • each leg 32 is greater than the height of the first case member 1. Therefore, the bottom face of the first case member 1 is spaced from the surface of the vehicle body 40 when the first case member 1 and the second case member 3 are joined together and the legs 32 are connected to the vehicle body 40.
  • the space (the space containing the battery unit 2) defined by the first case member 1 and the second case member 3 is filled with the coolant 4 for the battery unit 2 (Refer to FIG. 3).
  • the first case member 1 and the second case member 3 together constitute a case 30 shown in FIG. 3.
  • the space containing the battery unit 2 will hereinafter be referred to as "battery chamber" where necessary.
  • Insulative oil e.g., silicon oil
  • inert liquid e.g., fluorine-based inert liquid
  • fluorine-based inert liquid include Fluorinert, Novec, HFE (hydrofluoroether), and Novec 1230 of 3M.
  • a fan may be provided in the battery chamber 30a of the case 30.
  • the coolant 4 in the battery chamber 30a of the case 30 can be made to flow (circulate) by driving (rotating) the fan, whereby the efficiency of the cooling of the battery unit 2 by the coolant 4 improves.
  • a liquid level adjustment mechanism 5 is connected to the case 30.
  • the liquid level adjustment mechanism 5 adjusts the level of the coolant 4 in the battery chamber 30a of the case 30 (i.e., the amount of the coolant 4 in the battery chamber 30a).
  • the liquid level adjustment mechanism 5 has a pipe 50 connected at both ends to the case 30, a pump 51, a valve 52, and a reserve tank 53, which are provided on the pipe 50.
  • liquid level sensors 54a, 54b that detect the level of the coolant 4 in the reserve tank 53 (i.e., the amount of the coolant 4 in the reserve tank 53).
  • the liquid level sensors 54a, 54b are provided at different positions in the reserve tank 53.
  • the battery chamber 30a of the case 30 is filled up with the coolant 4 while the pipe 50 and the reserve tank 53 are partially filled with the coolant 4, as shown in FIG. 3A.
  • the level of the coolant 4 in the battery chamber 30a of the case 30 and the level of the coolant 4 in the reserve tank 53 are substantially equal to each other.
  • the coolant 4 is in contact with all the inner faces of the battery chamber 30a and the outer face of each battery cell of the battery unit 2. In other words, at this time, the coolant 4 is hi contact with the inner face of the top plate 31 of the second case member 3 and the inner faces of the first case member 1.
  • an air layer AS is created in the upper area of the battery chamber 30a as shown in FIG. 3B.
  • the coolant 4 is not in contact with the upper inner face of the battery chamber 30a (i.e., the second case member 3), and the level of the coolant 4 in the reserve tank 53 coincides with the position of the liquid level sensor 54a.
  • the upper inner face of the battery chamber 30a is substantially flat (substantially perpendicular to the direction of gravity).
  • valve 52 In the state shown in FIG. 3B, the valve 52 is kept closed, preventing the coolant 4 in the pipe 50 from moving into the battery chamber 30a via the pipe 50, whereby the state shown in FIG. 3B is maintained.
  • the level of the coolant 4 in the battery chamber 30a reaches the upper inner face of the battery chamber 30a, whereby the state shown in FIG. 3A is established.
  • the coolant 4 is in contact with the upper inner face of the battery chamber 30a (the second case member 3), and the level of the coolant 4 in the reserve tank 53 coincides with the position of the liquid level sensor 54b.
  • the liquid level sensor 54a is located at the position corresponding to the level of the coolant 4 in the reserve tank 53 in the state shown in FIG 3A
  • the liquid level sensor 54b is located at the position corresponding to the level of the coolant 4 in the reserve tank 53 in the state shown in FIG. 3B. Therefore, the level of the coolant 4 in the battery chamber 30a can be confirmed by monitoring the outputs of the two liquid level sensors 54a, 54b.
  • FIG. 4 shows the structure of the controller 100.
  • the controller 100 controls the pump 51 via a pump drive circuit 101 and controls the valve 52 via a valve drive circuit 102.
  • a first temperature sensor 103 is used to detect the temperature of the battery unit 2 and outputs the detection result to the controller 100.
  • a second temperature sensor 104 is used to detect the temperature of the vehicle body 40 and outputs the detection result to the controller 100.
  • the output signals of the liquid level sensors 54a, 54b are input to the controller 100.
  • the controller 100 may be adapted to serve also as a controller for controlling the running state of the vehicle.
  • the first temperature sensor 103 is adapted to detect directly, or indirectly, the temperature of the battery unit 2. That is, the first temperature sensor 103 may either be arranged to be in contact with the battery unit 2 to detect the temperature thereof or arranged to be in contact with the coolant 4 in the battery chamber 30a to detect the temperature of the battery unit 2 indirectly.
  • the second temperature sensor 104 is adapted to detect directly, or indirectly, the temperature of the vehicle body 40.
  • An existing sensor in the vehicle may be used as the second temperature sensor 104.
  • the temperature of the vehicle body 40 may be estimated based on the temperature control state of the air conditioner provided in the passenger compartment. In this case, the second temperature sensor 104 may be removed.
  • step Sl the controller 100 detects the temperature of the battery unit 2 based on the output of the first temperature sensor 103 and detects the temperature of the vehicle body 40 based on the output of the second temperature sensor 104.
  • step S2 the controller 100 determines whether the temperature of the battery unit 2 detected in step Sl is higher than an upper threshold. If the detected temperature of the battery unit 2 is higher than the upper threshold, the controller 100 then proceeds to step S3. On the other hand, if the detected temperature of the battery unit 2 is equal to or lower than the upper threshold, the controller 100 then proceeds to step S6.
  • the upper threshold is predetermined in view of suppressing deterioration of the power storage performance that occurs as the temperature of the battery unit 2 increases, and the upper threshold is set to, for example, 40 °C.
  • step S3 the controller 100 determines whether the detected temperature of the battery unit 2 is lower than the detected temperature of the vehicle body 40. If the detected temperature of the battery unit 2 is lower than the detected temperature of the vehicle body 40, the controller 100 then proceeds to step S4. On the other hand, if the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40, the controller 100 proceeds to step S5.
  • step S4 the controller 100 drives the pump 51 and the valve 52 via the pump drive circuit 101 and the valve drive circuit 102, respectively, whereby the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3B ("first state").
  • the controller 100 delivers the coolant 4 in the battery chamber 30a to the reserve tank 53 via the pipe 50 by driving the pump 51 via the pump drive circuit 101. At this time, the valve 52 is open.
  • the controller 100 stops driving the pump 51. Then, the controller 100 closes the valve 52 via the valve drive circuit 102, whereby the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3B, after which the controller 100 finishes the present cycle of the routine.
  • step S5 the controller 100 places the liquid level adjustment mechanism 5 in the state shown in FIG. 3A ("second state") by driving the pump 51 and the valve 52 via the pump drive circuit 101 and the valve drive circuit 102, respectively.
  • the controller 100 first opens the valve 52 via the valve drive circuit 102 and then drives the pump 51 via the pump drive circuit 101 so that the coolant 4 in the reserve tank 53 is delivered to the battery chamber 30a via the pipe 50.
  • the controller 100 stops driving the pump 51. At this time, the valve 52 is kept open. Thus, the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3A, and the controller 100 finishes the present cycle of the routine.
  • step S6 the controller 100 determines whether the detected temperature of the battery unit 2 is lower than a lower threshold. If the detected temperature of the battery unit 2 is lower than the lower threshold, the controller 100 then proceeds to step S7. If not, conversely, the controller 100 proceeds to step S5.
  • the lower threshold is predetermined in view of suppressing deterioration of the power storage performance that occurs as the temperature of the battery unit 2 decreases, and the lower threshold is set to, for example, 10 0 C.
  • step S7 the controller 100 determines whether the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40. If the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40, the controller 100 then proceeds to step S4. If not, conversely the controller 100 proceeds to step S5.
  • Each battery cell 20a generates heat as it is charged and discharged, and the generated heat is transferred to the case 30 via the coolant 4. After transferred to the case 30, the heat is then released to the outside (atmosphere).
  • the case 30 (the second case member 3) is connected to the vehicle body 40 as described above, the heat of the second case member 3 is transferred to the vehicle body 40 via the paths indicated by the arrows in FIG. 1 and then released to the outside (atmosphere).
  • the flames 31a the top plate 31 and the legs 32 of the second case member 3 may be regarded as corresponding to "heat transfer portion" of the invention.
  • the "heat transfer portion” is a portion through which heat is transferred between the side of the battery unit 2, the coolant 4, and the case 30 and the outside (atmosphere), that is, a portion enabling heat transfer (indirect heat transfer) between the outside (atmosphere) and the battery unit 2.
  • the heat generated at the battery unit 2 is mostly transferred to the vehicle body 40 via the case 30 (the second case member 3).
  • the phrase "cooled excessively” refers to states where "YES" is obtained in step S6 of the routine of FIG. 5, that is, states where the battery unit 2 has been cooled to an extent that the detected temperature of the battery unit 2 is lower than the lower threshold. This will be applied also to other example embodiments and modification examples described later.
  • the phrase "heated excessively” refers to states where "YES" is obtained in step S2 of the routine of FIG. 5, that is, states where the battery unit 2 has been heated to an extent that the detected temperature of the battery unit 2 is higher than the upper threshold. This will be applied also to other example embodiments and modification examples described later.
  • the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3B (first state). At this time, the coolant 4 is spaced apart from the upper inner face of the battery chamber 30a, whereby the air layer AS is created at the upper area of the battery chamber 30a.
  • the heat conductivity of the air layer AS is lower than the heat conductivity of the coolant 4, when a portion of the case 30 (the second case member 3) is cooled or heated, the air layer AS between the upper inner face of the battery chamber 30a (the top plate 31 of the second case member 3) and the coolant 4 reduces the extent to which the coolant 4 is cooled or heated, whereby the battery unit 2 is prevented from being excessively cooled and heated via the coolant 4 and thus deterioration of the power storage performance of each battery cell 20a can be minimized.
  • the structure employed in the example embodiment is simple, just connecting the liquid level adjustment mechanism 5 to the case 30.
  • the first case member 1 because the bottom face of the first case member 1 is spaced from the surface of the vehicle body 40 as shown in FIG. 2B, the first case member 1 is not directly cooled by the vehicle body 40 when the vehicle body is excessively cooled. That is, the air layer between the first case member 1 and the vehicle body 40 minimizes the extent to which the first case member 1 is cooled as the vehicle body 40 is cooled.
  • the first case member 1 and the second case member 3 are joined together, when the second case member 3 is excessively cooled, the first case member 1 may be cooled through the joint between the first case member 1 and the second case member 3, and the coolant 4 may be cooled by the first case member 1.
  • the first case member 1 may be made of a heat-insulating material.
  • FIG. 6A to FIG. 6C are views each schematically showing the internal structure of a temperature adjustment mechanism of this modification example and corresponding to FIG. 3A and FIG. 3B. Note that the elements identical to those recited in the first example embodiment are denoted by the same numerals.
  • an upper inner face 30b of the battery chamber 30a is slanted, as will be described in detail below.
  • the upper inner face 30b of the battery chamber 30a slants from the side walls of the battery chamber 30a toward the pipe 50.
  • the upper inner face 30b slants with respect to the direction of gravity (the vertical direction in FIG. 6A to FIG. 6C).
  • the upper inner face 30b of the battery chamber 30a slants downward (i.e., in the direction of gravity) from the joint between the pipe 50 and the case 30 toward the periphery of the upper inner face 30b of the battery chamber 30a.
  • the upper inner face 30b may be formed in any shape as a whole as long as it has a portion slanting with respect to the direction of gravity.
  • the upper inner face 30b may be formed in a conical shape or in a polygonal pyramid shape as a whole.
  • the upper inner face 30b may alternatively be stepped rather than being made a continuous, slanted face. That is, in this case, the upper inner face 30b may be formed in any shape as long as the cross-sectional area of the upper area of the battery chamber 30a measured on a plane perpendicular to the direction of gravity decreases continuously, or in steps, toward the pipe 50 side.
  • the thickness of the portion of the case 30 forming the upper inner face 30b decreases continuously toward the joint of the pipe 50.
  • the upper inner face 30b of the battery chamber 30a may be slanted while maintaining the thickness of the top plate 31 of the second case member 3 substantially uniform.
  • the level of the coolant 4 in the battery chamber 30a is switched between three positions. More specifically, three liquid level sensors 54a, 54b, and 54c are provided in the reserve tank 53, and the level of the coolant 4 in the battery chamber 30a is determined based on the outputs of the liquid level sensor 54a to 54c.
  • FIG. 6B shows a state where the coolant 4 is spaced from the upper inner face 30b, and this state is established to prevent excessive increase and decrease in the temperature of the battery unit 2 due to the vehicle body being excessively cooled and heated.
  • FIG. 6A shows a state where the coolant 4 is in full contact with the upper inner face 30b
  • FIG. 6C shows a state where the coolant 4 is in limited contact with the upper inner face 30b.
  • the upper inner face 30b of the battery chamber 30a is slanted and therefore the area of contact between the upper inner face 30b of the battery chamber 30a and the coolant 4 is variable.
  • the characteristic of the heat radiation through the upper inner face 30b of the case 3.0 changes accordingly, whereby the battery unit 2 can be cooled more properly according to the temperature of the battery unit 2.
  • the level of the coolant 4 in the battery chamber 30a is switched between the three states shown in FIG. 6A to FIG. 6C, respectively, in this modification example, the level of the coolant 4 in the battery chamber 30a may alternatively be switched between four or more states. Note that in this modification example the liquid level adjustment mechanism 5 may be driven as described in the first example embodiment (Refer to FIG. 5).
  • liquid level sensors are provided at the reserve tank 53 in the first example embodiment and the modification example, the liquid level sensors may be provided in the battery chamber 30a of the case 30. In this case, the level of the coolant 4 in the battery chamber 30a can be directly monitored.
  • the level of the coolant 4 in the battery chamber 30a is determined based on the outputs of the liquid level sensors in the first example embodiment, it may be determined otherwise.
  • the level of the coolant 4 in the battery chamber 30a may be determined by monitoring the driving amount of the pump 51. More specifically, if the relation between the drive amount of the pump 51 and the amount of the coolant 4 delivered is obtained in advance, the level of the coolant 4 can be determined from the driving amount of the pump 51.
  • FIG. 7A and FIG. 7B are views each schematically showing the internal structure of the temperature adjustment mechanism of the second example embodiment. Note that the elements identical to those recited in the first example embodiment are denoted by the same numerals.
  • the air layer AS is selectively created and eliminated by changing the level of the coolant 4 in the battery chamber 30a.
  • chambers Sl and S2 are formed in the case 30, and the battery unit 2 is disposed in the chamber Sl and the level of the coolant 4 (the amount of the coolant 4) in the chamber S2 is controlled.
  • the features of the second example embodiment will be described in detail below.
  • the case 30 is supported by support members 60 provided on the vehicle body 40, whereby the bottom face of the case 30 is spaced from the surface of the vehicle body 40.
  • the partition 70 may be made of a material having a high heat conductivity and a high corrosion resistance, for example, a material having a heat conductivity as high as or higher than the heat conductivity of the coolant 4 in the case 30. More specifically, the partition 70 may be formed of metal (copper, iron, etc.).
  • the chamber Sl contains the battery unit 2 and the coolant 4.
  • the coolant 4 in the chamber Sl is in contact with the outer face of each battery cell of the battery unit 2, the inner face of the case 30, and the partition 70.
  • the chamber S2 contains the coolant 4.
  • the liquid level adjustment mechanism 5 recited in the first example embodiment is connected to the chamber S2. That is, the pipe 50 is connected to the chamber Sl and the pipe 50 extends to a reserve tank (not shown in the drawing) corresponding to the reserve tank 32 in the first example embodiment.
  • a valve and a pump corresponding to the pump 51 and the valve 52 in the first example embodiment are provided on the pipe 50.
  • FIG. 7A and FIG. 7B show that the pipe 50 extends downward into the vehicle body 40, the pipe 50 is actually located between the case 30 and the vehicle body 40. That is, the liquid level adjustment mechanism is provided on the vehicle body 40.
  • a heat transfer plate (“heat transfer portion") 80 is in contact with the side wall of the case 30 that defines the chamber S2.
  • the heat transfer plate 80 may be made of a material having a high heat conductivity and a high corrosion resistance, for example, a material having a heat conductivity as high as or higher than the heat conductivity of the coolant 4 in the case 30. More specifically, the heat transfer plate 80 may be made of metal (copper, iron, etc.).
  • the chamber Sl is always filled up with the coolant 4 while the level of the coolant 4 in the chamber S2 is changed as the liquid level adjustment mechanism is driven.
  • the driving of the liquid level adjustment mechanism is controlled by the controller as in the first example embodiment described above.
  • the level of the coolant 4 i.e., the amount of the coolant 4
  • the level of the coolant 4 in the chamber S2 of the case 30 can be detected using the liquid level sensors.
  • the level of the coolant 4 in the chamber S2 can be determined by detecting the drive amount of the pump.
  • the chamber S2 of the case 30 is filled up with the coolant 4.
  • the battery unit 2 produces heat through its charging and discharging, or the like, the produced heat is transferred to the coolant 4 in contact with the battery unit 2.
  • the heat of the coolant 4 is then transferred to the partition 70 through the natural convection of the coolant 4, and the heat of the partition 70 is transferred to the coolant 4 in the chamber S2.
  • An agitating member may be provided in the chamber Sl to create a flow of the coolant 4. In this case, the cooling efficiency of the battery unit 2 further improves.
  • the heat produced at the battery unit 2 is released (radiated) to the atmosphere via the coolant 4 and the case 30 and radiated through the case 30, the heat transfer plate 80, and the vehicle body 40, thus suppressing an increase in the temperature of the battery unit 2 that occurs as the battery unit 2 is charged and discharged and minimizing deterioration of the power storage performance of each battery cell.
  • the case 30 is excessively cooled via the heat transfer plate 80, and it may result in an excessive decrease in the temperature of the battery unit 2.
  • the case 30 is excessively heated via the heat transfer plate 80, and it may result in an excessive increase in the temperature of the battery unit 2.
  • the support members 60 may be made of a heat-insulating material.
  • the liquid level adjustment mechanism can be driven as described in the first example embodiment (Refer to FIG. 5).
  • the liquid level adjustment mechanism is placed in the state shown in FIG. 7B ("first state").
  • the liquid level adjustment mechanism of the second example embodiment is switched between the state where the chamber S2 is filled up with the coolant 4 and the state where the chamber S2 is filled up with air, the liquid level adjustment mechanism may be operated otherwise.
  • the level of the coolant 4 in the chamber S2 may be changed in steps. IQ this case, the temperature of the battery unit 2 (i.e., the heat radiation from the battery unit 2) can be adjusted in steps as in the modification example of the first example embodiment.
  • the chamber Sl and the chamber S2 are both filled with the coolant 4 in the second example embodiment, they may be filled with different coolants.
  • heat-insulating layers may be formed at the inner faces of the case 30 other than the inner face of the side wall in contact with the heat transfer plate 80. In this case, even when the heat transfer plate 80 is excessively cooled or heated, the heat-insulating layers reduce the extent to which the coolant 4 in the chamber Sl is cooled and heated via the case 30.
  • FIG. 8A and FIG. 8B are views each schematically showing the internal structure of the temperature adjustment mechanism of the third example embodiment. Note that the elements identical to those recited in the first and second example embodiments are denoted by the same numerals.
  • the structure of the temperature adjustment mechanism of the third example embodiment is almost the same as that of the temperature adjustment mechanism of the second example embodiment. That is, in the third example embodiment, too, the case 30 has two chambers Sl and S2 that are partitioned off from each other. However, the direction in which the chambers Sl, S2 are arranged is different from that in the second example embodiment. The features of the third example embodiment will be described in detail below.
  • the case 30 is disposed on the vehicle body ("heat transfer portion") 40 and the bottom face of the case 30 is in contact with the surface of the vehicle body 40.
  • the partition 70 may be made of a material having a high heat conductivity and a high corrosion resistance, for example, a material having a heat conductivity as high as or higher than the heat conductivity of the coolant 4 in the case 30. More specifically, the partition 70 may be formed of metal (copper, iron, etc.).
  • the chamber Sl contains the battery unit 2 and the coolant 4.
  • the coolant 4 in the chamber Sl is in contact with the outer face of each battery cell of the battery unit 2, the inner faces of the case 30, and the partition 70.
  • the chamber S2 contains the coolant 4.
  • the chamber S2 is located on the vehicle body 40 side of the chamber Sl.
  • a liquid level adjustment mechanism having substantially the same structure as that of the first example embodiment is connected to the chamber S2. That is, the pipe 50 is connected to the chamber S2, and the pipe 50 extends to a reserve tank corresponding to the reserve tank 53 of the first example embodiment (not shown in the drawings).
  • a pump 51 and a valve 52a are provided at one end portion of the pipe 50 while a valve 52b is provided at the other end portion of the pipe 50.
  • the chamber Sl is always filled up with the coolant 4 while the level of the coolant 4 (i.e., the amount of the coolant 4) in the chamber S2 changes as the liquid level adjustment mechanism is driven.
  • the driving of the liquid level adjustment mechanism is controlled by the controller as in the first example embodiment.
  • valves 52a, 52b are both open.
  • the portion of the pipe 50 on the chamber S2 side of the valve 52b is occupied by the coolant 4 while the portion of the pipe 50 on the reserve tank side of the valve 52b is occupied by air.
  • the level of the coolant 4 i.e., the amount of the coolant 4
  • the level of the coolant 4 in the chamber S2 of the case 30 can be detected using the liquid level sensors.
  • the level of the coolant 4 in the chamber S2 may be determined by detecting the drive amount of the pump 51.
  • the chamber S2 of the case 30 is filled up with the coolant 4.
  • the battery unit 2 produces heat through its charging and discharging, or the like, the produced heat is transferred to the coolant 4 in contact with the battery unit 2.
  • the heat of the coolant 4 is then transferred to the partition 70 through the natural convection of the coolant 4, and the heat of the partition 70 is transferred to the coolant 4 in the chamber S2.
  • An agitating member may be provided in the chamber Sl to create a flow of the coolant 4. In this case, the cooling efficiency of the battery unit 2 further improves.
  • the heat produced at the battery unit 2 through its charging and discharging is released (radiated) to the atmosphere via the coolant 4 and the case 30 and radiated through the case 30 and the vehicle body 40, thus suppressing an increase in the temperature of the battery unit 2 and minimizing deterioration of the power storage performance of each battery cell.
  • the case 30, which is in contact with the vehicle body 40 may be excessively cooled or heated. If the coolant 4 in the case 30 (the chambers Sl, S2) is cooled excessively, the battery unit 2 in the chamber Sl may be cooled excessively. [0143] In the third example embodiment, when the vehicle body 40 is excessively cooled or heated, an air layer is created in the chamber S2 as shown in FIG. 8B, whereby the coolant 4 and the battery unit 2 in the chamber Sl are prevented from being cooled or heated excessively via the chamber S2.
  • the heat conductivity is lower than when the chamber S2 is filled with the coolant 4.
  • the coolant 4 and the battery unit 2 in the chamber Sl are prevented from being cooled or heated excessively as the heat transfer plate 80 is cooled or heated, and therefore deterioration of the power storage performance of each battery cell that may otherwise be caused by excessive heating and cooling of the battery unit 2 is minimized.
  • the liquid level adjustment mechanism can be driven as in the first example embodiment (Refer to FIG. 5).
  • the liquid level adjustment mechanism is placed in the state shown in FIG. 8B ("first state").
  • heat-insulating layers may be formed at the inner faces of the case 30 other than the inner face of the wall in contact with the vehicle body 40. In this case, even when the vehicle body 40 is excessively cooled or heated, the heat-insulating layers reduce the extent to which the coolant 4 in the chamber Sl is cooled or heated via the case 30.
  • FIG. 9A and FIG. 9B are views schematically showing the internal structure of the temperature adjustment mechanism of the fourth example embodiment. Note that the elements identical to those recited in the first, second, and third example embodiments are denoted by the same numerals.
  • the structure of the case 30 is substantially the same as that of the case 30 of the first example embodiment. That is, in the fourth example embodiment, heat radiations are performed through the top of the case 30 as in the case illustrated in FIG. 3.
  • the case 30 contains the battery unit 2 and the coolant 4. Further, a hollow elastic member 90 is provided in the case 30. The elastic member 90 is fixed to the battery unit 2 (at least one of the battery cells).
  • a tubular member 91 is connected to the elastic member 90. Air is drawn into and out of the elastic member 90 via the tubular member 91.
  • the tubular member 91 is elastically deformable and penetrates the case 30 to the outside.
  • the tubular member 91 is connected to a pump 92 that supplies air into the elastic member 90 and sucks air out of the elastic member 90.
  • the elastic member 90 and the tubular member 91 are made of elastic materials including high-polymer resins.
  • the pipe 50 is connected to the case 30.
  • the pump 51, the valve 52, and a reserve tank 53 are provided on the pipe 50.
  • the liquid level adjustment mechanism of the fourth example embodiment is constituted of the elastic member 90, the pump 92, the pump 51, the valve 52, and the reserve tank 53.
  • the pump 92 as the pump 92 is driven, in other words, as air is supplied to or sucked out of the elastic member 90, trie elastic member 90 expands or contracts.
  • the pump 51 and the valve 52 are driven according to the expansion or contraction of the elastic member 90 so that the coolant 4 is drawn out of or supplied into the case 30.
  • the pump 91, the pump 51, and the valve 52 are driven under the control of the controller as in the first example embodiment.
  • the valve 52 is kept open while delivering the coolant 4 in the case 30 to the reserve tank 53 by driving the pump 51, and the valve 52 is closed when the delivering of the coolant 4 to the reserve tank 53 has been finished.
  • the case 30, which is in contact with the vehicle body may be cooled or heated excessively.
  • the elastic member 90 when the vehicle body is excessively cooled or heated, the elastic member 90 is expanded as shown in FIG. 9B, whereby the coolant 4 is prevented from moving between the region proximal to the upper inner face of the case 30 and the region around the battery unit 2. As such, the coolant 4 in the region around the battery unit 2 is not excessively cooled nor heated although the coolant 4 in the region proximal to the upper inner face of the case 30 may be.
  • the valve 52 is kept open while delivering the coolant 4 in the reserve tank 53 to the case 30 by driving the pump 51, and the valve 52 is closed when the delivering of the coolant 4 to the case 30 has been finished.
  • the elastic member 90 can be controlled between the state shown in FIG. 9 A ("second state") and the state shown in FIG. 9B ("first state") by simply monitoring and controlling the drive amount of the pump 92. Further, in the case where the characteristic of variation of the volume of the elastic member 90 has been determined in advance, the drive amount of the pump 51 (the amount of coolant transferred between the case 30 and the reserve tank 53) can be determined based on the variation of volume of the elastic member 90.
  • the elastic member 90 may be arranged in the region proximal to the side wall of the case 30 which is in contact with the heat transfer plate 80. More specifically, the partition 70 and the liquid level adjustment mechanism are removed from the structure shown in FIG. 7A and FIG. 7B, and then the elastic member 90 is arranged, in the case 30, between the battery unit 2 and the side wall contacting the heat transfer plate 80.
  • This structure also provides the same effects as those obtained with the fourth example embodiment described above.
  • the elastic member 90 may be arranged below the battery unit 2 in the case 30. More specifically, the partition 70 and the liquid level adjustment mechanism are removed from the structure shown in FIG. 8A and FIG. 8B, and the elastic member 90 is arranged, in the case 30, between the battery unit 2 and the wall contacting the vehicle body 40.
  • This structure also provides the same effects as those obtained with the fourth example embodiment described above.
  • any other container may be used in place of the elastic member 90 as long as it has an inner space for storing the medium.
  • any container heat transfer medium container
  • any container can be used as long as the volume (capacity) of the container varies as the medium flows into and flows out of the container.

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Secondary Cells (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

La présente invention concerne un mécanisme de réglage de température présentant : un boîtier (30) contenant une source d'alimentation (20) et un premier milieu de transfert de chaleur (4) destine à refroidir la source d'alimentation (20) et intégré ou en contact avec une partie de transfert de chaleur; et un dispositif d'entraînement (51) destiné à délivrer le premier milieu de transfert de chaleur (4) entre l'intérieur et l'extérieur du boîtier (30). Le dispositif d'entraînement (51) délivre le premier milieu de transfert de chaleur (4) à l'extérieur du boîtier (30) pour établir un premier état dans lequel une couche (AS) d'un second milieu de transfert de chaleur est créée dans une zone du boîtier (30) sur le côté de partie de transfert de chaleur de la source d'alimentation (20), et le dispositif d'entraînement (51) délivre le premier milieu de transfert de chaleur à l'intérieur du boîtier (30) pour établir un second état dans lequel au moins une partie de la zone du boîtier (30) est remplie du premier milieu de transfert de chaleur (4).
PCT/IB2008/000416 2007-03-02 2008-02-26 Mécanisme de réglage de température, procédé de commande du mécanisme de réglage de température, et véhicule WO2008107755A1 (fr)

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EP20080709858 EP2171792A1 (fr) 2007-03-02 2008-02-26 Mécanisme de réglage de température, procédé de commande du mécanisme de réglage de température, et véhicule
US12/529,460 US20100116468A1 (en) 2007-03-02 2008-02-26 Temperature adjustment mechanism, method for controlling temperature adjustment mechanism, and vehicle

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JP2007052635A JP4396716B2 (ja) 2007-03-02 2007-03-02 温度調節機構および車両
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US20130174585A1 (en) * 2010-09-22 2013-07-11 Total Sa Method and device for storing a cryogenic fluid and which are suitable for soils including permafrost
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KR102270156B1 (ko) * 2017-03-21 2021-06-28 삼성에스디아이 주식회사 배터리 팩
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US20130004808A1 (en) * 2009-12-09 2013-01-03 Robert Bosch Gmbh Controllably thermally insulating housing and method for the control thereof
US20130174585A1 (en) * 2010-09-22 2013-07-11 Total Sa Method and device for storing a cryogenic fluid and which are suitable for soils including permafrost
WO2012156488A1 (fr) * 2011-05-17 2012-11-22 Behr Gmbh & Co. Kg Dispositif et procédé de refroidissement d'un accumulateur d'énergie d'un véhicule
CN105206895A (zh) * 2015-10-20 2015-12-30 方乐同 电池组的冷却方法及带有冷却装置的电池组
DE102022202775A1 (de) 2022-03-22 2023-09-28 Volkswagen Aktiengesellschaft Vorrichtung und Verfahren zum thermischen Isolieren einer Batterie eines Fahrzeuges

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KR20090117769A (ko) 2009-11-12
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CN101622752A (zh) 2010-01-06
US20100116468A1 (en) 2010-05-13
JP4396716B2 (ja) 2010-01-13

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