Battery Temperature Management System

Abstract

To provide a battery temperature management system which can highly efficiently perform temperature management of a battery mounted in a compartment of a vehicle.SOLUTION: A propeller fan 12 is arranged just after an air intake section 1d of a compartment 1a and has a pitch angle of a blade which can be changed. A first heat exchanger 15 performs heat exchange between an internal heat medium and air. Air is heated by the heat exchange in the first heat exchanger 15. In an air supply duct 17, an opening 17a is arranged on the rotary radial direction outside of the propeller fan 12, an opening 17b is arranged just after the first heat exchanger 15, and an opening 17c is arranged just before a battery 18. A controller switches the pitch angle of the propeller fan 12 to a first pitch angle for guiding new air to a ventilation passage from the opening 17a to the opening 17c when cooling the battery 18 and a second pitch angle for guiding air heated in the first heat exchanger 15 to the ventilation passage from the opening 17b to the opening 17c when heating the battery 18.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a battery temperature management system, and more particularly to a battery temperature management system that manages the temperature of a battery mounted in a compartment of a vehicle. [Background technology]

[0002] Vehicles are equipped with batteries to start the engine and drive auxiliary devices. The battery is installed in a compartment of the vehicle together with a heat exchanger (radiator) for cooling the engine and motor.

[0003] Since batteries generate electricity through electrochemical reactions, it is important to control the temperature of the battery so that it remains within a specified temperature range. If the battery temperature falls outside of this range, problems such as reduced performance and shortened lifespan may occur.

[0004] One possible method for cooling the battery so that its temperature does not exceed a predetermined temperature is to use a fan to cool the heat exchanger mounted in the same compartment. The configuration of a fan for cooling the heat exchanger is disclosed in, for example, Patent Document 1.

[0005] A variable pitch propeller fan is used as the fan in the vehicle disclosed in Patent Document 1. In the vehicle disclosed in Patent Document 1, the pitch angle of the blades of the fan can be changed to switch between a state in which outside air is introduced into the compartment through the heat exchanger and a state in which air is discharged from the compartment to the outside through the heat exchanger. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2005-009317 A Summary of the Invention [Problem to be solved by the invention]

[0007] In recent years, hybrid electric vehicles have become widespread, and the number of devices consuming power in vehicles has increased. This increases the load on the battery in the vehicle. Therefore, there is a demand for more efficient battery temperature management in the vehicle, but the conventional technologies including the technology disclosed in the above Patent Document 1 cannot fully meet this demand.

[0008] Lead-acid batteries have traditionally been used as batteries mounted on vehicles, but in recent years, replacement with nonaqueous electrolyte batteries such as lithium-ion batteries, which have higher energy efficiency than lead-acid batteries, has been considered. Nonaqueous electrolyte batteries have higher energy efficiency than lead-acid batteries, making them smaller and lighter, allowing for smaller and lighter vehicles overall and greater freedom in vehicle design. However, from the standpoint of performance and life, it is more important with nonaqueous electrolyte batteries than with lead-acid batteries to control the temperature of the battery so that it remains within a specified temperature range.

[0009] Here, it is possible to consider installing temperature control equipment such as dedicated fans and heaters to manage the temperature of the battery, but this is difficult to adopt because it would increase the manufacturing costs of the vehicle and increase the size of the compartment.

[0010] The present invention has been made to solve the above-mentioned problems, and aims to provide a battery temperature management system that can highly efficiently manage the temperature of a battery installed in a vehicle compartment. [Means for solving the problem]

[0011] A battery temperature management system according to one aspect of the present invention is a system for managing the temperature of a battery mounted in a compartment of a vehicle. The compartment has an air intake section that takes in air from outside the vehicle.

[0012] The battery temperature management system according to this embodiment includes a propeller fan, a heat exchanger, the battery, a first air passage, a second air passage, and a controller. The propeller fan is mounted in a position adjacent to the air intake in the compartment, and the pitch angle of the blades can be changed. The heat exchanger is disposed adjacent to the propeller fan on the opposite side of the air intake with respect to the propeller fan, and exchanges heat between a heat medium flowing inside the propeller fan and the air. The battery is disposed in a position farther from the air intake than the propeller fan and the heat exchanger in the compartment. The first air passage guides the air from a radially outer position on the outer side of the propeller fan in the rotational radial direction to a position where the battery is disposed. The second air passage guides the air from an outlet position of the air that has passed through the heat exchanger to a position where the battery is disposed. The controller controls the pitch angle of the blades in the propeller fan.

[0013] The controller switches the pitch angle of the blades between a first pitch angle at which the air taken in from the air intake portion by the rotational drive of the propeller fan is sent to the first air passage when cooling the battery, and a second pitch angle which is smaller than the first pitch angle and at which the air heated by heat exchange in the heat exchanger is sent to the second air passage when heating the battery.

[0014] In the battery temperature management system according to the above aspect, the controller sets the pitch angle of the blades of the propeller fan to a first pitch angle, thereby sending fresh air to the battery through the first air passage to cool the battery, and sets the pitch angle to a second pitch angle, thereby sending heated air to the battery through the second air passage to heat the battery. Thus, the battery temperature management system according to the above aspect can both cool and heat the battery installed in the compartment, and can effectively suppress deterioration of battery performance and lifespan.

[0015] In addition, in the battery temperature management system of the above embodiment, a variable pitch propeller fan is used as the propeller fan arranged adjacent to the heat exchanger, and only a first air passage and a second air passage are provided, and no separate fans, heaters, etc. are provided for battery temperature management, so that increases in manufacturing costs and power consumption for performing battery temperature management can be suppressed.

[0016] In the battery temperature management system of the above-mentioned aspect, the first air passage and the second air passage are connected at a middle portion in the air flow direction, and the portion downstream of the middle portion is configured as a common air passage.

[0017] In the battery temperature management system according to the above aspect, the first air passage and the second air passage are configured to share a common air passage at the downstream side of the intermediate portion. Therefore, in the battery temperature management system according to the above aspect, the area occupied by the first air passage and the second air passage in the compartment can be kept small, making the vehicle smaller and lighter, and ensuring a high degree of freedom in design.

[0018] In the battery temperature management system of the above-mentioned aspect, the battery temperature management system further includes a first door for opening and closing the first air passage, which is provided at a position between the radially outer position and the intermediate portion in the first air passage, and a second door for opening and closing the second air passage, which is provided at a position between the exit position and the intermediate portion in the second air passage, and the controller also performs opening and closing control of the first door and the second door, and it is also possible that when cooling the battery, the first door is opened and the second door is closed, and when heating the battery, the first door is closed and the second door is opened.

[0019] In the battery temperature management system according to the above aspect, a first door is provided at the above position of the first air passage, and a second door is provided at the above position of the second air passage, and opening and closing control of the first door and the second door is performed when cooling the battery and when heating the battery. Therefore, when cooling the battery, it is possible to reliably prevent heated air from being sent toward the battery through the second air passage, and when heating the battery, it is possible to reliably prevent fresh air from being sent toward the battery through the first air passage. As a result, the battery temperature management system according to the above aspect can more reliably manage the temperature of the battery.

[0020] In the battery temperature management system according to the above aspect, when the heat exchanger is a first heat exchanger, the battery temperature management system may further include a second heat exchanger arranged adjacent to the first heat exchanger and exchanging heat between the heat medium circulating therethrough and the air, and the temperature of the air heated by heat exchange in the second heat exchanger may be lower than the temperature of the air heated by heat exchange in the first heat exchanger.

[0021] In the battery temperature management system according to the above aspect, the second heat exchanger is also installed in the compartment, but the air heated by the first heat exchanger, in which the air is heated to a high temperature by heat exchange, is sent to the battery to heat the battery. Therefore, the battery temperature management system according to the above aspect can heat the battery more reliably.

[0022] In the battery temperature management system of the above-mentioned aspect, the first heat exchanger is arranged on one side in the left or right direction of the vehicle width relative to the second heat exchanger, the battery is offset to the one side in the vehicle width direction behind the first heat exchanger and the second heat exchanger in the fore-and-aft direction of the vehicle, and at least the section of the first air passage from the radially outer position to the intermediate portion extends through the one side in the vehicle width direction relative to the first heat exchanger.

[0023] In the battery temperature management system according to the above aspect, the side where the battery is offset and the side where the first heat exchanger is arranged relative to the second heat exchanger are aligned on the one side. Also, at least the section in the first air passage is arranged to pass through the one side of the first heat exchanger. Therefore, in the battery temperature management system according to the above aspect, it is possible to shorten the length of the section from the outlet part to the middle part in the second air passage, and it is possible to suppress a temperature drop when air heated by heat exchange in the first heat exchanger is sent to the battery, and it is possible to keep small the area occupied by the section from the outlet part to the middle part in the second air passage in the compartment.

[0024] In the battery temperature management system of the above-mentioned aspect, the first heat exchanger is arranged on one side in the left or right direction of the vehicle width relative to the second heat exchanger, the battery is offset to the other side opposite the one side in the left or right direction of the vehicle width, rearward of the first heat exchanger and the second heat exchanger in the fore-and-aft direction of the vehicle, and at least the section of the first air passage from the radially outer position to the middle portion extends through the other side in the vehicle width direction relative to the second heat exchanger, and the section of the second air passage from the exit position to the middle portion extends behind the second heat exchanger.

[0025] In the battery temperature management system according to the above aspect, the battery is offset to the other side, while the first heat exchanger is disposed on the one side relative to the second heat exchanger. Therefore, in the battery temperature management system according to the above aspect, it is possible to prevent air heated by the first heat exchanger from being sent to the battery undesirably (for example, when cooling the battery) through the space in the compartment. As a result, the battery temperature management system according to the above aspect can more reliably manage the temperature of the battery.

[0026] In the battery temperature management system of the above-mentioned aspect, the first heat exchanger and the second heat exchanger are arranged side by side in the fore-and-aft direction of the vehicle, and the second air passage is an opening for taking in the air heated by the first heat exchanger and the second heat exchanger, and has a heated air intake formed behind the first heat exchanger and the second heat exchanger in the fore-and-aft direction of the vehicle, facing forward.

[0027] In the battery temperature management system according to the above aspect, the first heat exchanger and the second heat exchanger are arranged side by side in the front-to-rear direction of the vehicle, and the heated air intake of the second air passage is arranged behind the first heat exchanger and the second heat exchanger. Therefore, in the battery temperature management system according to the above aspect, when the battery is heated, air heated by both the first heat exchanger and the second heat exchanger can be sent to the battery, and the battery can be heated more effectively.

[0028] In the battery temperature management system of the above-mentioned aspect, the system further includes a shutter member provided between the propeller fan and the heat exchanger and capable of opening and closing the air flow passage from the propeller fan to the heat exchanger, and the controller also performs opening and closing control of the shutter member, so that the shutter member is closed when the battery is being cooled, and the shutter member is opened when the battery is being heated.

[0029] In the battery temperature management system according to the above aspect, a shutter member is interposed between the propeller fan and the heat exchanger. Therefore, in the battery temperature management system according to the above aspect, by closing the shutter device when cooling the battery, fresh air can be more reliably sent into the first air passage, and the battery can be effectively cooled.

[0030] In the battery temperature management system according to the above aspect, the battery may be a non-aqueous electrolyte battery.

[0031] The battery temperature management system according to the above embodiment employs a non-aqueous electrolyte battery as the battery. In terms of performance and life, the battery temperature of a non-aqueous electrolyte battery needs to be managed more strictly than that of a lead-acid battery. In this way, even in the battery temperature management system according to the above embodiment employing a non-aqueous electrolyte battery for which temperature management is more important, the battery temperature management can be performed with the above configuration, thereby suppressing deterioration in battery performance and life. Effect of the Invention

[0032] The battery temperature management system according to each of the above aspects can provide highly efficient temperature management of a battery mounted in a compartment of a vehicle. [Brief description of the drawings]

[0033] [Figure 1] 1 is a plan view showing a partial structure of a vehicle to which a battery temperature management system according to a first embodiment of the present invention is applied. [Diagram 2] FIG. 1(a) is an oblique view showing the configuration of a propeller fan in a battery temperature management system, FIG. 1(b) is a side view showing the posture of the blade when the pitch angle of the blade is a first pitch angle, and FIG. 1(c) is a side view showing the posture of the blade when the pitch angle of the blade is a second pitch angle. [Diagram 3] 3 is a schematic diagram showing a connection between a condenser and an evaporator, a connection between a first heat exchanger and an engine, and a connection between a second heat exchanger and a motor. FIG. [Figure 4] FIG. 4 is a plan view showing the configuration of an air supply duct. [Diagram 5] 2 is a block diagram showing a configuration related to control in a battery temperature management system. FIG. [Figure 6] 4 is a flowchart showing a battery temperature management method executed by a controller. [Figure 7] FIG. 13 is a plan view showing the state of the system when cooling the battery. [Figure 8] FIG. 13 is a plan view showing the state of the system when the battery is heated. [Figure 9]FIG. 13 is a plan view showing the state of the system when the battery is neither cooled nor heated. [Figure 10] FIG. 6 is a plan view showing a partial configuration of a battery temperature management system according to a second embodiment of the present invention. [Figure 11] FIG. 11 is a plan view showing a partial configuration of a battery temperature management system according to a third embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0034] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that the embodiment described below is an example of the present invention, and the present invention is not limited to the following embodiment except for the essential configuration.

[0035] In the drawings used in the following description, "Fr" indicates the front of the vehicle, "Re" indicates the rear of the vehicle, "Le" indicates the left side of the vehicle (left in the vehicle width direction), and "Ri" indicates the right side of the vehicle (right in the vehicle width direction).

[0036] [First embodiment] 1. Configuration of vehicle 1 to which battery temperature management system 101 is applied The configuration of a vehicle 1 to which a battery temperature management system 101 according to a first embodiment of the present invention is applied will be described with reference to Fig. 1 to Fig. 3. Note that Fig. 1 is a schematic diagram of the front part of the vehicle 1, and the layout and size of each part may differ from the actual ones.

[0037] As shown in FIG. 1, the vehicle 1 has a compartment 1a in the front. The vehicle 1 also has a passenger compartment 1b behind the compartment 1a with a dash panel 1c in between. The compartment 1a has an air intake section 1d in the front. Air (fresh air) is taken into the compartment 1a from the front (outside) of the vehicle 1 through the air intake section 1d. An evaporator 19 for air conditioning is arranged in the passenger compartment 1b.

[0038] Behind the air intake 1d in the compartment 1a, there is a rotation axis Ax 12A rotatable propeller fan 12 is disposed around the propeller fan 12. A grill shutter (shutter member) 13, a condenser 14, and a first heat exchanger 15 are disposed in this order behind the propeller fan 12. In addition, a second heat exchanger 16 is disposed adjacent to the first heat exchanger 15 on the left side of the first heat exchanger 16.

[0039] Furthermore, in the compartment 1a, an engine 10, a motor 11, and a battery 18 are disposed behind the positions where the first heat exchanger 15 and the second heat exchanger 16 are disposed. The engine 10 and the motor 11 generate driving force for running the vehicle 1. In other words, the vehicle 1 is a hybrid electric vehicle (HEV).

[0040] Here, in the battery temperature management system 101 according to this embodiment, a non-aqueous electrolyte battery such as a lithium ion battery is used as the battery 18. A non-aqueous electrolyte battery has a higher energy density than a lead battery, and can be made smaller and lighter. The battery 18 is offset to the right in the compartment 1a (arranged to the right of the center of the compartment 1a in the vehicle width direction).

[0041] An air supply duct 17 is provided in compartment 1a, extending from the right of propeller fan 12, passing to the right of first heat exchanger 15, and immediately before battery 18. Air supply duct 17 has opening 17a at a position radially outward in the rotational direction of propeller fan 12 (radial outer position), opening 17b at a position rearward of first heat exchanger 15 (outlet position), and opening 17c at a position forward of battery 18.

[0042] Of the components installed in the compartment 1a shown in Figure 1, the propeller fan 12, the grill shutter 13, the first heat exchanger 15, the second heat exchanger 16, the air supply duct 17, and the battery 18 are components belonging to the battery temperature management system 101 of this embodiment.

[0043] As shown in Fig. 2(a), the propeller fan 12 has a hub 12a having a substantially cylindrical shape and a plurality of blades 12b attached to the radially outer side of the hub 12a. Although not shown, the propeller fan 12 also has a fan motor that drives the hub 12a to rotate. The propeller fan 12 rotates around a rotation axis Ax 12 Rotate around (Rot).

[0044] Here, the propeller fan 12 employed in the battery temperature management system 101 according to this embodiment has a configuration in which the pitch angle of the blades 12b can be changed. Specifically, as shown in FIG. 2(b), the blades 12b are arranged such that the pitch angle of the blades 12b is 1 / 2. P is the surface of revolution L SR 12(c), the blade 12b has a posture in which it forms a first pitch angle θ1 with respect to the rotation plane L. SR The pitch angle of the blade 12b can be changed between the first pitch angle θ1 and the second pitch angle θ2. The pitch angle of the blade 12b is changed by a link mechanism, an actuator, and the like (not shown).

[0045] As shown in FIGS. 2(b) and 2(c), the second pitch angle θ2 is an angle smaller than the first pitch angle θ1.

[0046] As shown in FIG. 2(b), when the propeller fan 12 is driven to rotate (Rot) with the pitch angle of the blades 12b set to the first pitch angle θ1, air (fresh air) taken in from the front of the vehicle 1 is discharged radially outward in the rotational direction of the propeller fan 12, as shown by the arrow A1.

[0047] On the other hand, as shown in FIG. 2(c), when the propeller fan 12 is driven to rotate (Rot) with the pitch angle of the blades 12b set to the second pitch angle θ2, the air taken in from the front of the vehicle 1 is directed toward the rear of the propeller fan 12, as shown by the arrow A2.

[0048] As shown in FIG. 3, the condenser 14 is connected to the evaporator 19 via a circulation path L3. A heat medium is sealed in the circulation path L3. The first heat exchanger 15 is connected to the engine 10 via a circulation path L1, and the second heat exchanger 16 is connected to the motor 11 via a circulation path L2. Heat generated when the engine 10 is driven is exchanged with air in the first heat exchanger 15 via the coolant circulating through the circulation path L1. The air heated by the heat exchange is discharged rearward as shown by the arrow B1.

[0049] Heat generated when the motor 11 is driven is exchanged with the air through the heat medium circulating in the circulation path L2. The air heated by the heat exchange is discharged rearward as shown by the arrow B2. The temperature of the air heated by the heat exchange in the first heat exchanger 15 is higher than the temperature of the air heated by the heat exchange in the second heat exchanger 16.

[0050] 2. Configuration of air supply duct 17 The configuration of the air supply duct 17 disposed within the compartment 1a will be described with reference to FIG.

[0051] 4, the air supply duct 17 has a structure in which a first duct portion 17d, a second duct portion 17e, and a third duct portion 17g are connected to each other by a connection portion (middle portion) 17f. The first duct portion 17d is formed so as to connect an opening 17a on the outer side in the rotational radial direction of the propeller fan 12 to the connection portion 17f. The second duct portion 17e is formed so as to connect an opening 17b at the rear of the first heat exchanger 15 to the connection portion 17f. The third duct portion 17g is formed so as to connect the connection portion 17f to an opening 17c immediately before the battery 18.

[0052] The first air passage is formed by the first duct portion 17d and the third duct portion 17g, and the second air passage is formed by the second duct portion 17e and the third duct portion 17g. The third duct portion 17g is a common air passage for the first air passage and the second air passage.

[0053] The air supply duct 17 is provided with two doors 20 and 21, each capable of opening and closing the air passage. The first door 20, which is one of the two doors 20 and 21, is provided near the opening 17a in the first duct portion 17d. The other door, the second door 21, is provided near the connection portion 17f in the second duct portion 17e. As will be described in detail later, when the first door 20 is in an open state and the second door 21 is in a closed state, the first air passage connecting the opening 17a and the opening 17c is opened, and the second air passage connecting the opening 17b and the opening 17c is closed. As a result, the air C1 taken in from the opening 17a is discharged from the opening 17c (arrow C3). On the other hand, when the first door 20 is in a closed state and the second door 21 is in an open state, the second air passage connecting the opening 17b and the opening 17c is opened, and the first air passage is closed. As a result, air C2 taken in through opening 17b is discharged from opening 17c (arrow C3).

[0054] The battery temperature management system 101 according to this embodiment also includes a first door 20 and a second door 21 as components.

[0055] 3. Configuration related to control of battery temperature management system 101 The configuration relating to control of the battery temperature management system 101 according to this embodiment will be described with reference to FIG.

[0056] 5, the battery temperature management system 101 further includes a controller 22, a battery temperature detection unit 23, a fan motor 24, a pitch angle change actuator 25, a first door opening / closing actuator 26, a second door opening / closing actuator 27, and a shutter opening / closing actuator 28. The controller 22 is configured to include a microprocessor including an MPU / CPU, an ASIC, a ROM, a RAM, etc., and a memory. The controller 22 controls the driving of the fan motor 24 and the various actuators 25 to 28 by executing firmware pre-stored in the memory based on temperature information of the battery 18 acquired from the battery temperature detection unit 23.

[0057] 4. Temperature management method of the battery 18 executed by the controller 22 of the battery temperature management system 101 A method for managing the temperature of the battery 18 executed by the controller 22 of the battery temperature management system 101 according to this embodiment will be described with reference to FIGS.

[0058] 6, the controller 22 acquires information about the battery temperature Tb from the battery temperature detection unit 23 (step S1). The controller 22 continues to acquire information about the battery temperature Tb continuously or intermittently while the vehicle 1 is in the key-on state.

[0059] Next, the controller 22 judges whether the acquired battery temperature Tb is higher than a preset predetermined temperature Tth1 (step S2). Note that the above-mentioned predetermined temperature Tth1 may be set to, for example, 65°C.

[0060] When the controller 22 determines that the battery temperature Tb is higher than the predetermined temperature Tth1 (step S2: YES), it issues a command to the pitch angle changing actuator 25 to set the pitch angle of the blades 12b of the propeller fan 12 to the first pitch angle θ1 (step S3), and issues a command to the shutter opening / closing actuator 28 to close the grill shutter 13 (step S4). Then, the controller 22 issues commands to the door opening / closing actuators 26, 27 to open the first door 20 and close the second door 21 (step S5), and issues a command to the fan motor 24 to rotate the propeller fan 12 (step S6).

[0061] 7, in the battery temperature management system 101, fresh air taken in from the front of the vehicle 1 by the rotational drive of the propeller fan 12 is sent from the first duct portion 17d through the third duct portion 17g toward the battery 18 (arrows D1 to D3). Note that in this case, since the grill shutter 13 is in the closed state, the fresh air by the rotational drive of the propeller fan 12 is guided to the opening 17a of the air supply duct 17 with high efficiency.

[0062] In addition, when cooling the battery 18 as shown in Figure 7, the second door 21 is closed, so that the air heated in the first heat exchanger 15 is prevented from passing through the third duct portion 17g and being guided to the battery 18.

[0063] 6, when the controller 22 determines that the battery temperature Tb is equal to or lower than the predetermined temperature Tth1 (step S2: NO), the controller 22 determines whether the battery temperature Tb is lower than a predetermined temperature Tth2 (step S7). Note that the predetermined temperature Tth2 may be set to, for example, 0° C.

[0064] When the controller 22 determines that the battery temperature Tb is lower than the predetermined temperature Tth2 (step S7: YES), it issues a command to the pitch angle changing actuator 25 to set the pitch angle of the blades 12b of the propeller fan 12 to the second pitch angle θ2 (step S8), and issues a command to the shutter opening / closing actuator 28 to open the grill shutter 13 (step S9). Then, the controller 22 issues commands to the door opening / closing actuators 26, 27 to close the first door 20 and open the second door 21 (step S10), and issues a command to the fan motor 24 to rotate the propeller fan 12 (step S6).

[0065] As a result of the controller 22 executing steps S8 to S10 and step S6, in the battery temperature management system 101, fresh air taken in from the front of the vehicle 1 by the rotational drive of the propeller fan 12 is heated in the first heat exchanger 15 and the second heat exchanger 16 as shown in Fig. 8. Then, the air heated in the first heat exchanger 15 is sent toward the battery 18 through the second duct portion 17e and the third duct portion 17g (arrows E1 to E3). Note that when the battery 18 is being heated as shown in Fig. 8, the first door 20 is in a closed state, so that the fresh air taken in from the front of the vehicle 1 is prevented from being guided to the battery 18 through the first duct portion 17d and the third duct portion 17g.

[0066] 6, when the controller 22 determines that the battery temperature Tb is equal to or higher than the predetermined temperature Tth2 (step S7: NO), it issues a command to the pitch angle changing actuator 25 to set the pitch angle of the blades 12b of the propeller fan 12 to the second pitch angle θ2 (step S11), and issues a command to the shutter opening / closing actuator 28 to open the grill shutter 13 (step S12). Then, the controller 22 issues a command to the door opening / closing actuators 26, 27 to close both the first door 20 and the second door 21 (step S13), and issues a command to the fan motor 24 to stop the rotational drive of the propeller fan 12 (step S14).

[0067] As a result of the controller 22 executing steps S11 to S14, in the battery temperature management system 101, the first door 20 and the second door 21 are both closed, as shown in Fig. 9, and therefore air is not supplied to the battery 18 through the air supply duct 17. In other words, the state shown in Fig. 9 is a state in which it is not necessary to cool or heat the battery 18.

[0068] In this embodiment, only the control based on the temperature Tb of the battery 18 has been explained, but when the temperature of the engine 10 or the motor 11 exceeds a predetermined temperature, the propeller fan 12 may be driven to rotate.

[0069] 5.Effects In the battery temperature management system 101 according to this embodiment, the controller 22 sets the pitch angle of the blades 12b of the propeller fan 12 to the first pitch angle θ1, thereby sending fresh air to the battery 18 through the first air passage (the air passage consisting of the first duct portion 17d and the third duct portion 17g) to cool the battery 18, and sets the pitch angle to the second pitch angle θ2, thereby sending heated air to the battery 18 through the second air passage (the air passage consisting of the second duct portion 17e and the third duct portion 17g) to heat the battery 18. Thus, in the battery temperature management system 101, the battery 18 mounted in the compartment 1a can be both cooled and heated, and deterioration in performance and deterioration in life of the battery 18 can be effectively suppressed.

[0070] In addition, in the battery temperature management system 101, a variable pitch propeller fan is used as the propeller fan 12 arranged adjacent to the first heat exchanger 15, and only a first air passage and a second air passage are provided. No separate fan, heater, etc. is provided for temperature management of the battery 18, so that increases in manufacturing costs and power consumption for performing temperature management of the battery 18 can be suppressed.

[0071] In the battery temperature management system 101 according to this embodiment, the first air passage and the second air passage are configured with the third duct portion 17g as a common air passage. Therefore, in the battery temperature management system 101, the area occupied by the first air passage and the second air passage in the compartment 1a can be kept small, the vehicle 1 can be made small and lightweight, and a high degree of freedom in design can be ensured.

[0072] In addition, in the battery temperature management system 101 according to this embodiment, the first door 20 is provided in the first duct portion 17d, the second door 21 is provided in the second duct portion 17e, and the opening and closing control of the first door 20 and the second door 21 is performed to cool or heat the battery 18. Therefore, when cooling the battery 18, it is possible to reliably prevent the heated air from being sent toward the battery 18 through the second duct portion 17e and the third duct portion 17g, and when heating the battery 18, it is possible to reliably prevent the fresh air from being sent toward the battery 18 through the first duct portion 17d and the third duct portion 17g. As a result, the battery temperature management system can more reliably manage the temperature of the battery 18.

[0073] In the battery temperature management system 101 according to this embodiment, the second heat exchanger 16 is also mounted in the compartment 1a, but the air heated by heat exchange in the first heat exchanger 15, which has a higher temperature, is sent to the battery to heat the battery 18. Therefore, the battery temperature management system 101 can heat the battery 18 more effectively.

[0074] Moreover, in the battery temperature management system 101 according to this embodiment, the battery 18 is disposed offset to the right in the vehicle width direction, and the first heat exchanger 15 is disposed adjacent to the second heat exchanger 16 on the right side in the vehicle width direction. Moreover, in the compartment 1a, the first duct portion 17d is disposed so as to pass through the right side of the first heat exchanger 15 in the vehicle width direction. Therefore, in the battery temperature management system 101, it is possible to shorten the length of the second duct portion 17e connected to the first duct portion 17d by the connection portion 17f, and it is possible to suppress a temperature drop when the air heated by the first heat exchanger 15 is sent to the battery 18, and to keep the area occupied by the second duct portion 17e in the compartment 1a small.

[0075] Furthermore, in the battery temperature management system 101 according to this embodiment, a grill shutter 13 is interposed between the propeller fan 12 and the first and second heat exchangers 15 and 16. Therefore, in the battery temperature management system 101, by closing the grill shutter 13 during battery cooling, fresh air can be more reliably sent from the propeller fan 12 to the first duct portion 17d, and the battery 18 can be effectively cooled.

[0076] Moreover, in the battery temperature management system 101 according to the present embodiment, a nonaqueous electrolyte battery is used as the battery 18. In terms of performance and lifespan, the battery temperature of a nonaqueous electrolyte battery needs to be managed more strictly than that of a lead battery. Even when a nonaqueous electrolyte battery, for which temperature management is more important, is used, the temperature of the battery 18 can be managed with the above-described configuration, so that deterioration in performance and lifespan of the battery 18 can be suppressed.

[0077] As described above, in the battery temperature management system 101 according to this embodiment, the temperature of the battery 18 mounted in the compartment 1a of the vehicle 1 can be managed with high efficiency.

[0078] [Second embodiment] The configuration of a battery temperature management system 102 according to a second embodiment of the present invention will be described with reference to Fig. 10. In Fig. 10, parts having the same configuration as the battery temperature management system 101 according to the first embodiment are denoted by the same reference numerals. In Fig. 10, only a part of the configuration of the battery temperature management system 102 according to this embodiment is illustrated, and configurations that are not illustrated are the same as those in the first embodiment.

[0079] 10, the battery temperature management system 102 according to this embodiment includes a propeller fan 12, a condenser 14, a first heat exchanger 35, a second heat exchanger 36, an air supply duct 37, and a battery 18 in a compartment 2a. Note that in the battery temperature management system 102 according to this embodiment, no grill shutter is provided between the propeller fan 12 and the condenser 14.

[0080] The first heat exchanger 35 is connected to the engine 10 (not shown) through a circulation path L1, similar to the first heat exchanger 15 in the first embodiment. The second heat exchanger 36 is connected to the motor 11 (not shown) through a circulation path L2, similar to the second heat exchanger 16 in the first embodiment. Therefore, the temperature of the air heated by heat exchange in the first heat exchanger 35 is higher than the temperature of the air heated by heat exchange in the second heat exchanger 36.

[0081] As shown in FIG. 10, the first heat exchanger 35 is disposed adjacent to the second heat exchanger 36 on the left side in the vehicle width direction.

[0082] In the air supply duct 37, the first duct portion 37d, the second duct portion 37e, and the third duct portion 37g are connected to each other at a connection portion (middle portion) 37f. That is, in the battery temperature management system 102 according to the present embodiment, the air passage formed by the first duct portion 37d and the third duct portion 37g is the first air passage, the air passage formed by the second duct portion 37e and the third duct portion 37g is the second air passage, and the third duct portion 37g is a common air passage for the first air passage and the second air passage. The first duct portion 37d is provided with a first door 20 near the opening 37a, and the second duct portion 37e is provided with a second door 21 near the connection portion 37f.

[0083] In the battery temperature management system 102 according to this embodiment, the arrangement of the first heat exchanger 35 and the second heat exchanger 36 in the vehicle width direction is reversed from that in the first embodiment. Therefore, the second duct portion 37e of the air supply duct 37 is disposed so as to extend rearward of the second heat exchanger 36 in the vehicle width direction.

[0084] In the battery temperature management system 102 of this embodiment, when cooling the battery 18, the pitch angle of the blades 12b of the propeller fan 12 is set to the first pitch angle θ1, the first door 20 is opened, and the second door 21 is closed, so that fresh air is introduced from the opening 37a into the first duct portion 37d (arrow F1) by the rotational drive of the propeller fan 12, passes through the third duct portion 37g, and is discharged from the opening 37c towards the battery 18 (arrow F3).

[0085] On the other hand, when heating the battery 18, the pitch angle of the blades 12b of the propeller fan 12 is set to the second pitch angle θ2, the first door 20 is closed, and the second door 21 is open, so that fresh air is heated in the first heat exchanger 35 by the rotational drive of the propeller fan 12, and the heated air is introduced from the opening 37b into the second duct portion 37e (arrow F2), passes through the third duct portion 37g, and is discharged from the opening 37c toward the battery 18 (arrow F3).

[0086] The battery temperature management system 102 according to this embodiment can provide essentially the same effects as the battery temperature management system 101 according to the first embodiment. However, in the battery temperature management system 102 according to this embodiment, the arrangement of the first heat exchanger 35 and the second heat exchanger 36 in the vehicle width direction is different from that of the first embodiment, and therefore the following effects can be provided.

[0087] In the battery temperature management system 102 according to this embodiment, the battery 18 is disposed offset to the right in the vehicle width direction as in the first embodiment, whereas the first heat exchanger 35 is disposed adjacent to the second heat exchanger 36 on the left in the vehicle width direction. Therefore, in the battery temperature management system 102 according to this embodiment, when cooling the battery 18, it is possible to prevent the air heated by the first heat exchanger 35 from being undesirably sent to the battery 18 through the space in the compartment 2a. As a result, the battery temperature management system 102 according to this embodiment can more reliably manage the temperature of the battery 18.

[0088] [Third embodiment] The configuration of a battery temperature management system 103 according to a third embodiment of the present invention will be described with reference to Fig. 11. In Fig. 11, the same reference numerals are used for parts having the same configuration as those of the battery temperature management system 101 according to the first embodiment. In Fig. 11, a part of the configuration of the battery temperature management system 103 according to this embodiment is extracted and illustrated, and configurations that are not illustrated are the same as those in the first embodiment.

[0089] 11, the battery temperature management system 103 according to this embodiment includes a propeller fan 12, a condenser 14, a first heat exchanger 45, a second heat exchanger 46, an air supply duct 47, and a battery 18 in a compartment 3a. Note that, like the battery temperature management system 102 according to the second embodiment, the battery temperature management system 103 according to this embodiment also does not have a grill shutter between the propeller fan 12 and the condenser 14.

[0090] The first heat exchanger 45 is connected to the engine 10 (not shown) through a circulation path L1, similar to the first heat exchanger 15 in the first embodiment. The second heat exchanger 46 is connected to the motor 11 (not shown) through a circulation path L2, similar to the second heat exchanger 16 in the first embodiment. Therefore, the temperature of the air heated by the first heat exchanger 45 is higher than the temperature of the air heated by the second heat exchanger 46.

[0091] As shown in FIG. 11, in a battery temperature management system 103 according to this embodiment, the second heat exchanger 46 is disposed adjacent to and behind the first heat exchanger 45.

[0092] In the air supply duct 47, the first duct portion 47d, the second duct portion 47e, and the third duct portion 47g are connected to each other at the connection portion 47f. That is, in the battery temperature management system 103 according to the present embodiment, the air passage formed by the first duct portion 47d and the third duct portion 47g is the first air passage, the air passage formed by the second duct portion 47e and the third duct portion 47g is the second air passage, and the third duct portion 47g is the common air passage for the first air passage and the second air passage. The first duct portion 47d is provided with a first door 20 near the opening 47a, and the second duct portion 47e is provided with a second door 21 near the connection portion (middle portion) 47f.

[0093] In the battery temperature management system 103 of this embodiment, the arrangement of the first heat exchanger 45 and the second heat exchanger 46 within the compartment 3a is different from that of the first embodiment, but the arrangement of the first duct portion 47d and the second duct portion 47e is substantially the same as that of the first embodiment.

[0094] In the battery temperature management system 103 of this embodiment, when cooling the battery 18, the pitch angle of the blades 12b of the propeller fan 12 is set to the first pitch angle θ1, the first door 20 is opened, and the second door 21 is closed, so that fresh air is introduced from the opening 47a into the first duct portion 47d (arrow G1) by the rotational drive of the propeller fan 12, passes through the third duct portion 47g, and is discharged from the opening 47c towards the battery 18 (arrow G3).

[0095] On the other hand, when heating the battery 18, the pitch angle of the blades 12b of the propeller fan 12 is set to the second pitch angle θ2, the first door 20 is closed, and the second door 21 is open, so that fresh air is heated in the second heat exchanger 46 and the first heat exchanger 45 by the rotational drive of the propeller fan 12, and the air heated in both heat exchangers 45, 46 is introduced into the second duct portion 47e from the opening 47b (arrow G2), passes through the third duct portion 47g, and is discharged toward the battery 18 from the opening 47c (arrow G3).

[0096] The battery temperature management system 103 according to this embodiment can provide essentially the same effects as the battery temperature management system 101 according to the first embodiment. However, in the battery temperature management system 103 according to this embodiment, the arrangement of the first heat exchanger 45 and the second heat exchanger 46 in the compartment 3a is different from that in the first embodiment, and therefore the following effects can be provided.

[0097] In the battery temperature management system 103 according to this embodiment, the first heat exchanger 45 and the second heat exchanger 46 are arranged side by side in the front-rear direction of the vehicle, and an opening (heated air intake) 47b of the second duct section 47e is arranged behind the first heat exchanger 45 and the second heat exchanger 46. Therefore, in the battery temperature management system 103, when heating the battery 18, air that has been doubly heated by heat exchange in both the first heat exchanger 45 and the second heat exchanger 46 can be sent to the battery 18, and the battery 18 can be heated more effectively.

[0098] [Variations] In the first to third embodiments, the compartments 1a to 3a are each provided with two heat exchangers 15, 16, 35, 36, 45, and 46, but the present invention is not limited to this. It is sufficient that at least one heat exchanger is provided in the compartment.

[0099] In the first to third embodiments, the battery 18 is disposed in the compartments 1a to 3a at a position offset to the right in the vehicle width direction, but the present invention is not limited to this. For example, the battery may be disposed offset to the left in the vehicle width direction.

[0100] When the battery is offset to the left in the vehicle width direction, it is preferable to arrange the air supply duct so that it passes to the left of the heat exchanger, since this makes it possible to keep the duct length as short as possible.

[0101] It is also possible to dispose the air supply duct so as to pass above or below the first heat exchanger and the second heat exchanger.

[0102] In the first to third embodiments, the first heat exchangers 15, 35, 45 are connected to the engine 10, and the second heat exchangers 16, 36, 46 are connected to the motor 11, but the present invention is not limited to this. For example, it is also possible to connect the first heat exchanger to a motor for driving the vehicle, and connect the second heat exchanger to an inverter provided in an electric power path that supplies power to the motor.

[0103] In the above first to third embodiments, a configuration was adopted in which the engine 10 and the motor 11 were mounted in the compartments 1a to 3a, but the present invention is not limited to this, and it is also possible to adopt a configuration in which a drive source for running the vehicle is not mounted in the compartment.

[0104] In the first to third embodiments, a nonaqueous electrolyte battery is used as the battery 18, but the present invention is not limited to this. For example, a lead battery or an all-solid-state battery may also be used.

[0105] In the first to third embodiments, the pitch angle of the blades 12b of the propeller fan 12 is controlled by two values, the first pitch angle θ1 and the second pitch angle θ2, but the present invention is not limited to this. It is also possible to change the pitch angle of the blades continuously between the first pitch angle and the second pitch angle. [Explanation of symbols]

[0106] 1 vehicle 1a, 2a, 3a compartments 10 Engine 11 Motor 12 Propeller fan 12b Blade 13 Grill shutter (shutter component) 15,35,45 1st heat exchanger 16,36,46 Second heat exchanger 17,37,47 Air supply duct 18 batteries 20 1st Door 21 2nd Door 22 Controller 101~103 Battery temperature management system

Claims

1. A battery temperature management system for managing the temperature of a battery mounted in a compartment of a vehicle, The compartment has an air intake that takes in air from outside the vehicle, The battery temperature management system includes: a propeller fan mounted in the compartment at a position adjacent to the air intake and having a variable blade pitch angle; a heat exchanger arranged adjacent to the propeller fan on the opposite side of the air intake section with respect to the propeller fan, and exchanging heat between a heat medium flowing therethrough and the air; the battery is disposed in the compartment at a position farther from the air intake than the propeller fan and the heat exchanger; a first air passage that guides the air from a radially outer position on the outer side in the radial direction of rotation of the propeller fan to a position where the battery is disposed; a second air passage that guides the air from an outlet position of the air that has passed through the heat exchanger to a position where the battery is disposed; a controller that controls a pitch angle of the blades of the propeller fan; Equipped with The controller: a first pitch angle at which the air taken in through the air intake portion by the rotational driving of the propeller fan is sent to the first air passage during cooling of the battery; a second pitch angle that is smaller than the first pitch angle during heating of the battery, and sends the air heated by heat exchange in the heat exchanger to the second air passage; 4. Switching the pitch angle of the blade to Battery temperature management system.

2. The battery temperature management system according to claim 1, The first air passage and the second air passage are connected to each other at a middle portion in the air flow direction, and a portion downstream of the middle portion is configured as a common air passage. Battery temperature management system.

3. The battery temperature management system according to claim 2, a first door provided at a position between the radially outer position and the intermediate portion in the first air passage and configured to open and close the first air passage; a second door provided at a position between the outlet position and the intermediate portion in the second air passage and configured to open and close the second air passage; Further equipped with The controller: The control unit also executes opening and closing control of the first door and opening and closing control of the second door, When cooling the battery, the first door is opened and the second door is closed; When the battery is being heated, the first door is closed and the second door is opened. Battery temperature management system.

4. In the battery temperature management system according to claim 2 or 3, When the heat exchanger is a first heat exchanger, Further, a second heat exchanger is provided adjacent to the first heat exchanger, and exchanges heat between a heat medium flowing therethrough and the air, The temperature of the air heated by heat exchange in the second heat exchanger is lower than the temperature of the air heated by heat exchange in the first heat exchanger. Battery temperature management system.

5. The battery temperature management system according to claim 4, The first heat exchanger is disposed on one side in the left or right direction of the vehicle width with respect to the second heat exchanger, the battery is offset to the one side in a vehicle width direction rearward of the first heat exchanger and the second heat exchanger in a front-rear direction of the vehicle, At least a section from the radially outer position to the middle portion of the first air passage extends through the one side in the vehicle width direction relative to the first heat exchanger. Battery temperature management system.

6. The battery temperature management system according to claim 4, The first heat exchanger is disposed on one side in the left or right direction of the vehicle width with respect to the second heat exchanger, the battery is offset to the other side opposite to the one side in the left and right of the vehicle width direction, rearward of the first heat exchanger and the second heat exchanger in the front-rear direction of the vehicle, At least a section from the radially outer position to the middle portion of the first air passage extends through the other side in the vehicle width direction relative to the second heat exchanger, A section from the outlet position to the intermediate portion in the second air passage is extended through the rear of the second heat exchanger. Battery temperature management system.

7. The battery temperature management system according to claim 4, The first heat exchanger and the second heat exchanger are arranged side by side in a front-rear direction of the vehicle, The second air passage is an opening for taking in the air heated by the first heat exchanger and the second heat exchanger, and has a heated air intake formed so as to face forward and behind the first heat exchanger and the second heat exchanger in the front-rear direction of the vehicle. Battery temperature management system.

8. In the battery temperature management system according to any one of claims 1 to 7, a shutter member provided between the propeller fan and the heat exchanger and capable of opening and closing a flow passage of the air from the propeller fan to the heat exchanger, The controller: The opening and closing control of the shutter member is also performed, When the battery is cooled, the shutter member is closed, When the battery is heated, the shutter member is opened. Battery temperature management system.

9. In the battery temperature management system according to any one of claims 1 to 8, The battery is a non-aqueous electrolyte battery. Battery temperature management system.

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