JPH11204151A - Battery cooling device of electric vehicle - Google Patents

Battery cooling device of electric vehicle

Info

Publication number
JPH11204151A
JPH11204151A JP204598A JP204598A JPH11204151A JP H11204151 A JPH11204151 A JP H11204151A JP 204598 A JP204598 A JP 204598A JP 204598 A JP204598 A JP 204598A JP H11204151 A JPH11204151 A JP H11204151A
Authority
JP
Japan
Prior art keywords
heat
battery
battery module
electric vehicle
heat sink
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP204598A
Other languages
Japanese (ja)
Inventor
Hitoshi Shimonosono
均 下野園
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP204598A priority Critical patent/JPH11204151A/en
Publication of JPH11204151A publication Critical patent/JPH11204151A/en
Pending legal-status Critical Current

Links

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Abstract

PROBLEM TO BE SOLVED: To provide a battery cooling device for an electric vehicle capable of efficiently controlling the battery temperature. SOLUTION: A heat pipe 3 is brought into contact with a battery module 1, the other end of the heat pipe 3 is connected to a heat sink 5, and the heat generated in the battery is transferred to the heat sink 5, a heat accumulating material 6 such as paraffin in contained in the heat sink 5, and a cooling water passage 7 passing through the heat reserving material 6, a cooling water piping 8 connected to the cooling water passage 7, an electric pump 9, and a radiator 10 are arranged.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は電気自動車のバッテ
リ冷却装置、より具体的には、急変する車両の走行状態
に対応して、バッテリを常に適正な温度範囲に制御する
技術に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a battery cooling device for an electric vehicle, and more particularly, to a technology for constantly controlling a battery to an appropriate temperature range in response to a rapidly changing running state of a vehicle.

【０００２】[0002]

【従来の技術】従来の電気自動車のバッテリ冷却装置と
しては、例えば特開平６−２４２３８号公報に開示され
ているような構造のものがあった。この従来技術は、バ
ッテリ周囲を囲繞する冷却水保温槽と、冷却水を循環さ
せる複数の電動ポンプと、車外へ放熱するラジエータと
を備え、外気温の低下などによってバッテリの温度が低
い場合は、モータや電気ヒータにより冷却水へ熱を回収
してバッテリを加温し、バッテリの温度が高い場合は、
ラジエータで放熱し、バッテリの冷却を行うというもの
である。2. Description of the Related Art As a conventional battery cooling device for an electric vehicle, there is one having a structure as disclosed in Japanese Patent Application Laid-Open No. 6-24238, for example. This conventional technology includes a cooling water heat retaining tank surrounding the periphery of the battery, a plurality of electric pumps for circulating cooling water, and a radiator for radiating heat to the outside of the vehicle. The battery is heated by recovering heat to the cooling water with a motor or electric heater.If the battery temperature is high,
The radiator radiates heat to cool the battery.

【０００３】[0003]

【発明が解決しようとする課題】しかしながら、このよ
うな従来の電気自動車のバッテリ冷却装置にあっては、
保温槽内の冷却水通水状態によってバッテリモジュール
毎の冷却性能が異なり、特にモジュールとモジュールの
間などで冷却性能が低下してバッテリ寿命を短縮させ
る、という問題点があった。また、停車時などラジエー
タ前空気温度が高い場合や負荷が急激に変化した場合な
ど、放熱性能が追いつかなくなるという問題点があっ
た。However, in such a conventional battery cooling device for an electric vehicle,
There is a problem that the cooling performance of each battery module differs depending on the state of the cooling water flow in the heat retaining tank, and the cooling performance is reduced particularly between the modules to shorten the battery life. Further, when the air temperature before the radiator is high, such as when the vehicle is stopped, or when the load suddenly changes, there is a problem that the heat radiation performance cannot keep up.

【０００４】本発明は、このような従来の問題点に着目
してなされたもので、バッテリモジュール間にヒートパ
イプを挿入し、該ヒートパイプの他端を冷却水およびパ
ラフィン等蓄熱材を封入したヒートシンクに挿入するこ
とにより、上記問題点を解決することを目的としてい
る。The present invention has been made in view of such conventional problems. A heat pipe is inserted between battery modules, and the other end of the heat pipe is filled with cooling water and a heat storage material such as paraffin. An object of the present invention is to solve the above problem by inserting the heat sink into a heat sink.

【０００５】[0005]

【課題を解決するための手段】本発明は上述の課題を解
決するために、バッテリでモータを駆動して走行する電
気自動車用バッテリにおいて、バッテリモジュールにヒ
ートパイプを接触させ、他端をヒートシンクに接続し、
バッテリで発生した熱をヒートシンクへ輸送するよう構
成され、ヒートシンク内部にはパラフィンなどの蓄熱材
を包含しているとともに、蓄熱材内部を貫通する冷却水
通路と、冷却水通路と接続した冷却水配管と電動ポンプ
とラジエータとを備えており、ヒートシンクに伝えられ
た熱が蓄熱材の潜熱に費やされるとともに、冷却水を通
してラジエータにより外気へも放出できるように構成さ
れたことを特徴とする電気自動車のバッテリ冷却装置。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a battery for an electric vehicle which runs by driving a motor with a battery. connection,
The heat generated by the battery is transported to the heat sink, the heat sink contains a heat storage material such as paraffin, and a cooling water passage penetrating through the heat storage material, and a cooling water pipe connected to the cooling water passage. And an electric pump and a radiator, the heat transmitted to the heat sink is consumed for the latent heat of the heat storage material, and the radiator is configured to be released to the outside air by the radiator through the cooling water. Battery cooling device.

【０００６】また本発明は、前記電気自動車のバッテリ
冷却装置において、バッテリモジュールを円筒形状に形
成するとともに、面状のヒートパイプをバッテリモジュ
ールの外周の曲率に合わせて湾曲させ、形成された窪み
にバッテリモジュールを抱き合わせるように構成したこ
とを特徴とする。According to the present invention, in the battery cooling device for an electric vehicle, the battery module is formed in a cylindrical shape, and the planar heat pipe is curved in accordance with the curvature of the outer periphery of the battery module. The battery module is configured to be held together.

【０００７】また本発明は、前記電気自動車のバッテリ
冷却装置において、バッテリモジュールを円筒形状に形
成するとともに、面状のヒートパイプにバッテリモジュ
ールと略同径の円筒形状の窪みを持たせ、さらに、ヒー
トシンクにもバッテリモジュールと略同径の開口を設
け、ヒートパイプの円筒形状の窪みと開口とが一致する
ように配置し、これらによって形成された窪みに上記バ
ッテリモジュールをはめ込むように構成したことを特徴
とする。The present invention also provides the battery cooling device for an electric vehicle, wherein the battery module is formed in a cylindrical shape, and the planar heat pipe is provided with a cylindrical recess having substantially the same diameter as the battery module. The heat sink is also provided with an opening having substantially the same diameter as the battery module, arranged so that the cylindrical recess of the heat pipe coincides with the opening, and the battery module is fitted into the recess formed by these. Features.

【０００８】[0008]

【発明の実施の形態】以下、本発明による電気自動車の
バッテリ冷却装置の実施の形態を添付図面を参照して詳
細に説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The preferred embodiments of the battery cooling device for an electric vehicle according to the present invention will be described below in detail with reference to the accompanying drawings.

【０００９】（第１の実施の形態）図１は、本発明によ
る電気自動車のバッテリ冷却装置の第１の実施の形態を
示す図である。まず、構成を説明すると、バッテリモジ
ュール１が筺体２に囲繞されて組バッテリを構成してい
る。各バッテリモジュール１には、ヒートパイプ３が接
続されている。ヒートパイプ３は面状の形状をしてお
り、バッテリモジュール１の表面に大きい面積で接触す
るよう構成されている。また、ヒートパイプ３は途中に
ガイシなどによる絶縁体４を設けており、バッテリから
外界への漏電を防いでいる。バッテリモジュール１とヒ
ートパイプ３との接続状態を図２に示す。(First Embodiment) FIG. 1 is a diagram showing a first embodiment of a battery cooling device for an electric vehicle according to the present invention. First, the configuration will be described. The battery module 1 is surrounded by the housing 2 to form a battery pack. A heat pipe 3 is connected to each battery module 1. The heat pipe 3 has a planar shape and is configured to contact the surface of the battery module 1 with a large area. In addition, the heat pipe 3 is provided with an insulator 4 such as a insulator in the middle to prevent electric leakage from the battery to the outside. FIG. 2 shows a connection state between the battery module 1 and the heat pipe 3.

【００１０】ヒートパイプ３は、他端をヒートシンク５
に接触させている。ヒートシンク５内には、パラフィン
などによる蓄熱材６が封入されており、かつ、蓄熱材６
内部を貫通する形で冷却水通路７が設けられている。The heat pipe 3 has a heat sink 5 at the other end.
Contact. A heat storage material 6 such as paraffin is sealed in the heat sink 5.
A cooling water passage 7 is provided so as to penetrate the inside.

【００１１】冷却水通路７には、冷却水配管８が接続さ
れており、電動ポンプ９、ラジエータ１０と連通させて
いる。これらの冷却システムは、コントロールユニット
１１により、蓄熱材６の温度センサ１２およびバッテリ
表面温度センサ１３を検知して、電動ポンプ９およびラ
ジエータ１０用の冷却ファン１４を作動させる。A cooling water pipe 8 is connected to the cooling water passage 7 and communicates with an electric pump 9 and a radiator 10. In these cooling systems, the control unit 11 detects the temperature sensor 12 of the heat storage material 6 and the battery surface temperature sensor 13 and operates the electric pump 9 and the cooling fan 14 for the radiator 10.

【００１２】シリーズハイブリッド式電気自動車に本発
明を適用した車両床下配置図を、図３に示す。内燃機関
のエンジン１５で発電器１６を回し、発電された電力を
バッテリモジュール１およびモータ１７へ供給する。バ
ッテリモジュール１は、車両床下に配置される。バッテ
リ用ラジエータ１０は、エンジン１５やモータ１７な
ど、発熱体から離れた車両後方に配置される。FIG. 3 shows a layout under a vehicle floor in which the present invention is applied to a series hybrid electric vehicle. The generator 15 is turned by the engine 15 of the internal combustion engine, and the generated power is supplied to the battery module 1 and the motor 17. Battery module 1 is arranged under the floor of the vehicle. The battery radiator 10 is disposed behind the vehicle, such as the engine 15 and the motor 17, away from the heating element.

【００１３】次に、第１の実施の形態の作用を説明す
る。図３に示したように、バッテリのおかれている環境
は、エンジンやモータからの排熱を受けて、大きく変動
する。例えば、走行中は豊富な冷却風によりほぼ外気温
度に保たれるが、停車状態では冷却風が停止し、雰囲気
温度も上昇するため、バッテリ冷却が苦しくなる。Next, the operation of the first embodiment will be described. As shown in FIG. 3, the environment in which the battery is placed fluctuates greatly due to the exhaust heat from the engine and the motor. For example, while the vehicle is running, the outside air temperature is maintained at a high level by abundant cooling air, but when the vehicle is stopped, the cooling air stops and the ambient temperature rises, which makes battery cooling difficult.

【００１４】図４に、走行後停車中のバッテリ表面温度
の変化例を示す。本発明無しでは、停車した瞬間からバ
ッテリ温度が上昇している。本発明を用いると、停車後
にバッテリ温度が上昇するが、バッテリモジュール１で
発生した熱は、ヒートパイプ３によりヒートシンク５へ
伝えられる。FIG. 4 shows an example of a change in the battery surface temperature during a stop after traveling. Without the present invention, the battery temperature has risen from the moment of stopping. When the present invention is used, the battery temperature increases after the vehicle stops, but the heat generated in the battery module 1 is transmitted to the heat sink 5 by the heat pipe 3.

【００１５】ヒートシンク５では、まず顕熱として上記
発生熱を吸収するため、ヒートシンク５の温度が徐々に
上昇する。ヒートシンク５はその本体と内部に保持した
蓄熱材６および冷却水通路７の熱容量を持っているの
で、熱負荷が少なく、またアイドル時間が短ければ、こ
の顕熱のみでもバッテリ温度上昇が抑えられる。In the heat sink 5, first, the temperature of the heat sink 5 is gradually increased to absorb the generated heat as sensible heat. Since the heat sink 5 has the heat capacity of the heat storage material 6 and the cooling water passage 7 held in the heat sink 5 and the inside thereof, if the heat load is small and the idle time is short, the sensible heat alone can suppress the battery temperature rise.

【００１６】しかし、温度上昇がさらに進み、蓄熱材６
の融点（ここでは蓄熱材としてパラフィンを選定し、そ
の融解熱で蓄熱する）に達すると、その融解熱に熱量が
費やされるため温度上昇が止まり、バッテリモジュール
１の温度は蓄熱材融点よりもやや高い温度で平衡する。
ここで吸収できる熱量は、蓄熱材６の比融解熱に重量を
乗じたものになるため、大量の蓄熱材を抱えておけば良
いことになるが、車両重量やレイアウト上の問題により
制限される。However, as the temperature rises further, the heat storage material 6
(Here, paraffin is selected as the heat storage material and heat is stored by the heat of fusion), the amount of heat is consumed for the heat of fusion, the temperature stops increasing, and the temperature of the battery module 1 is slightly higher than the melting point of the heat storage material. Equilibrate at higher temperature.
The amount of heat that can be absorbed here is obtained by multiplying the specific heat of fusion of the heat storage material 6 by the weight, so that it is sufficient to hold a large amount of heat storage material, but it is limited by vehicle weight and layout problems. .

【００１７】従って、さらに蓄熱材の融解が進むと、熱
交換性能がやや悪化するため、潜熱に交換できる熱量が
減少し、バッテリ温度が上昇してくる。そこで、バッテ
リ表面温度センサ１３による信号をモニタし、ある設定
値（Ｔｓ）以上となれば、電動ポンプ９および冷却ファ
ン１４を作動させ、冷却水配管８内を通流させてラジエ
ータ１０での放熱を行う。Accordingly, when the heat storage material further melts, the heat exchange performance is slightly deteriorated, so that the amount of heat that can be exchanged for latent heat is reduced, and the battery temperature is increased. Therefore, the signal from the battery surface temperature sensor 13 is monitored, and when the signal exceeds a certain set value (Ts), the electric pump 9 and the cooling fan 14 are operated to flow through the cooling water pipe 8 to release heat in the radiator 10. I do.

【００１８】以上により、バッテリ温度が上昇してきた
初期には顕熱で、その後は蓄熱材の融解熱で、さらに温
度が上昇するようであれば、水冷でバッテリ温度を制御
する。As described above, the battery temperature is controlled by sensible heat in the early stage when the battery temperature rises, and thereafter by the heat of fusion of the heat storage material. If the temperature further rises, the battery temperature is controlled by water cooling.

【００１９】ところで、融解した蓄熱材は元に戻さなく
てはならない。このために、蓄熱材６内部の温度センサ
１２の信号にもとづき、これが融点以上である場合に
は、バッテリ表面温度センサ１３が規定値よりも低い場
合にも電動ポンプ９および冷却ファン１４を作動させ
て、蓄熱材６を固化させておく。Incidentally, the melted heat storage material must be returned to its original state. For this reason, based on the signal of the temperature sensor 12 inside the heat storage material 6, when the temperature is equal to or higher than the melting point, the electric pump 9 and the cooling fan 14 are operated even when the battery surface temperature sensor 13 is lower than the specified value. Thus, the heat storage material 6 is solidified.

【００２０】図５に、制御のフローチャートを示す。ス
テップＳ１において、バッテリ温度が融点＋α以上であ
るかどうかを判断する。バッテリ温度が、融点＋α以上
であればステップＳ２に進み、電動ポンプおよび冷却フ
ァンを作動させ、融点＋α未満であればステップＳ３に
進む。FIG. 5 shows a flowchart of the control. In step S1, it is determined whether or not the battery temperature is equal to or higher than the melting point + α. If the battery temperature is equal to or higher than the melting point + α, the process proceeds to step S2, and the electric pump and the cooling fan are operated. If the battery temperature is lower than the melting point + α, the process proceeds to step S3.

【００２１】ステップＳ３では、蓄熱材温度が融点以上
であるかどうかを判断する。蓄熱材温度が、融点以上で
あればステップＳ４に進み、電動ポンプおよび冷却ファ
ンを作動させ、融点未満であればステップＳ５に進み、
電動ポンプおよび冷却ファンを停止させる。In step S3, it is determined whether the temperature of the heat storage material is equal to or higher than the melting point. If the heat storage material temperature is equal to or higher than the melting point, the process proceeds to step S4, and the electric pump and the cooling fan are operated. If the temperature is lower than the melting point, the process proceeds to step S5.
Stop the electric pump and cooling fan.

【００２２】（第２の実施の形態）図６は、本発明によ
る電気自動車のバッテリ冷却装置の第２の実施の形態を
示す図である。第２の実施の形態では、バッテリモジュ
ール２１を円筒形状に形成し、また、面状のヒートパイ
プ２３をバッテリモジュール２１の円筒形状表面の曲率
に合わせて湾曲させ、形成された窪みにバッテリモジュ
ール２１の円筒面を添わせて配置している。(Second Embodiment) FIG. 6 is a diagram showing a second embodiment of the battery cooling device for an electric vehicle according to the present invention. In the second embodiment, the battery module 21 is formed in a cylindrical shape, and the planar heat pipe 23 is curved in accordance with the curvature of the cylindrical surface of the battery module 21. Are arranged together with the cylindrical surface.

【００２３】これにより、ヒートパイプ２３とバッテリ
モジュール２１との接触面積を確保し、表面温度分布の
均一化を図っている。As a result, the contact area between the heat pipe 23 and the battery module 21 is secured, and the surface temperature distribution is made uniform.

【００２４】（第３の実施の形態）図７は、本発明によ
る電気自動車のバッテリ冷却装置の第３の実施の形態を
示す図である。第３の実施の形態では、バッテリモジュ
ール３１を円筒形状に形成し、また、面状のヒートパイ
プ３３にバッテリモジュール３１の円筒形状に合わせて
窪みを形成し、さらに、ヒートシンク３５にバッテリモ
ジュール３１が貫通する開口を設け、ヒートパイプ３３
とヒートシンク３５とで形成された窪みにバッテリモジ
ュール３１をはめ込んで配置している。なお、ヒートシ
ンク３５の開口に合わせた開口を持つ板状の絶縁体３４
により、ヒートパイプ３３とバッテリモジュール３１と
の電気的絶縁を図っている。(Third Embodiment) FIG. 7 is a diagram showing a third embodiment of the battery cooling device for an electric vehicle according to the present invention. In the third embodiment, the battery module 31 is formed in a cylindrical shape, a depression is formed in the planar heat pipe 33 in accordance with the cylindrical shape of the battery module 31, and the battery module 31 is formed in the heat sink 35. An opening is provided through the heat pipe 33.
The battery module 31 is placed in a recess formed by the heat sink 35 and the heat sink 35. Note that a plate-shaped insulator 34 having an opening corresponding to the opening of the heat sink 35 is provided.
Thus, electrical insulation between the heat pipe 33 and the battery module 31 is achieved.

【００２５】これにより、ヒートパイプ３３とバッテリ
モジュール３１との接触面積を確保し、かつ、ヒートシ
ンク３５とバッテリモジュール３１との間で直接熱交換
を行うよう構成することにより、表面温度分布の均一化
を図るとともに、全体のスペース効率を改善している。Thus, the contact area between the heat pipe 33 and the battery module 31 is ensured, and the heat is directly exchanged between the heat sink 35 and the battery module 31, thereby making the surface temperature distribution uniform. And improve overall space efficiency.

【００２６】[0026]

【発明の効果】以上、詳細に説明したように、本発明に
よれば、その構成を、バッテリモジュールにヒートパイ
プを接触させ、他端をヒートシンクに接続し、バッテリ
で発生した熱をヒートシンクへ輸送するよう構成され、
上記ヒートシンク内部にはパラフィンなどの蓄熱材を包
含しているとともに、該蓄熱材内部を貫通する冷却水通
路と、該冷却水通路と接続した冷却水配管と電動ポンプ
とラジエータとを備えており、ヒートシンクに伝えられ
た熱が上記蓄熱材の潜熱に費やされるとともに、冷却水
を通してラジエータにより外気へも放出できるような構
成としたので、バッテリ温度が上昇してきた初期には顕
熱で、その後は蓄熱材の融解熱で、さらに温度が上昇す
るようであれば、水冷でバッテリ温度を制御できるとい
う効果が得られる。As described in detail above, according to the present invention, the structure is such that the heat pipe is brought into contact with the battery module, the other end is connected to the heat sink, and the heat generated by the battery is transported to the heat sink. Configured to
The heat sink includes a heat storage material such as paraffin inside the heat sink, and includes a cooling water passage penetrating through the heat storage material, a cooling water pipe connected to the cooling water passage, an electric pump, and a radiator, The heat transmitted to the heat sink is used for the latent heat of the heat storage material, and it can be released to the outside air by the radiator through the cooling water. If the temperature further rises due to the heat of fusion of the material, the effect is obtained that the battery temperature can be controlled by water cooling.

【００２７】さらに、各実施の形態には、上記共通の効
果に加えて、更に以下のような効果がある。バッテリモ
ジュールとヒートパイプとの接触面積が増大し、バッテ
リモジュールの表面温度の均一化が図れる。Further, each embodiment has the following effects in addition to the above-mentioned common effects. The contact area between the battery module and the heat pipe increases, and the surface temperature of the battery module can be made uniform.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明による電気自動車のバッテリ冷却装置の
第１の実施の形態の構成を示す図である。FIG. 1 is a diagram showing a configuration of a first embodiment of a battery cooling device for an electric vehicle according to the present invention.

【図２】第１の実施の形態におけるヒートパイプとバッ
テリモジュールとの接合図である。FIG. 2 is a joining diagram of a heat pipe and a battery module according to the first embodiment.

【図３】第１の実施の形態をハイブリッド電気自動車に
適用した際の床下配置図である。FIG. 3 is an underfloor layout when the first embodiment is applied to a hybrid electric vehicle.

【図４】走行後停車中のバッテリ表面温度の変化例を示
す図である。FIG. 4 is a diagram illustrating an example of a change in battery surface temperature during a stop after traveling.

【図５】制御を示すフローチャートである。FIG. 5 is a flowchart showing control.

【図６】第２の実施の形態の構成を示す図である。FIG. 6 is a diagram illustrating a configuration of a second embodiment.

【図７】第３の実施の形態の構成を示す図である。FIG. 7 is a diagram illustrating a configuration of a third embodiment.

【符号の説明】[Explanation of symbols]

１，２１，３１ バッテリモジュール ２ バッテリ筺体 ３，２３，３３ ヒートパイプ ４，３４ 絶縁体 ５，３５ ヒートシンク ６ 蓄熱材 ７ 冷却水通路 ８ 冷却水配管 ９ 電動ポンプ １０ ラジエータ １１ コントロールユニット １２ 蓄熱材の温度センサ １３ バッテリ表面温度センサ １４ 冷却ファン １５ エンジン １６ 発電器 １７ モータ 1,21,31 Battery module 2 Battery housing 3,23,33 Heat pipe 4,34 Insulator 5,35 Heat sink 6 Heat storage material 7 Cooling water passage 8 Cooling water pipe 9 Electric pump 10 Radiator 11 Control unit 12 Temperature of heat storage material Sensor 13 Battery surface temperature sensor 14 Cooling fan 15 Engine 16 Generator 17 Motor

Claims (3)

【特許請求の範囲】[Claims] 【請求項１】 バッテリでモータを駆動して走行する電
気自動車用バッテリにおいて、 バッテリモジュールにヒートパイプを接触させ、他端を
ヒートシンクに接続し、バッテリで発生した熱を前記ヒ
ートシンクへ輸送するよう構成され、前記ヒートシンク
内部にはパラフィンなどの蓄熱材を包含しているととも
に、該蓄熱材内部を貫通する冷却水通路と、該冷却水通
路と接続した冷却水配管と電動ポンプとラジエータとを
備えており、前記ヒートシンクに伝えられた熱が前記蓄
熱材の潜熱に費やされるとともに、冷却水を通して前記
ラジエータにより外気へも放出できるように構成された
ことを特徴とする電気自動車のバッテリ冷却装置。1. A battery for an electric vehicle running by driving a motor with the battery, wherein a heat pipe is brought into contact with a battery module, the other end is connected to a heat sink, and heat generated by the battery is transported to the heat sink. The heat sink contains a heat storage material such as paraffin inside the heat sink, and includes a cooling water passage penetrating through the heat storage material, a cooling water pipe connected to the cooling water passage, an electric pump, and a radiator. A battery cooling device for an electric vehicle, wherein the heat transmitted to the heat sink is consumed for latent heat of the heat storage material, and the heat is released to the outside air by the radiator through cooling water. 【請求項２】 請求項１に記載の電気自動車のバッテリ
冷却装置において、 前記バッテリモジュールを円筒形状に形成するととも
に、面状のヒートパイプを前記バッテリモジュールの外
周の曲率に合わせて湾曲させ、形成された窪みに前記バ
ッテリモジュールを抱き合わせるように構成したことを
特徴とする電気自動車のバッテリ冷却装置。2. The battery cooling device for an electric vehicle according to claim 1, wherein the battery module is formed in a cylindrical shape, and the planar heat pipe is curved in accordance with a curvature of an outer periphery of the battery module. A battery cooling device for an electric vehicle, characterized in that the battery module is held in the recessed portion. 【請求項３】 請求項１に記載の電気自動車のバッテリ
冷却装置において、 前記バッテリモジュールを円筒形状に形成するととも
に、面状のヒートパイプに前記バッテリモジュールと略
同径の円筒形状の窪みを持たせ、さらに、前記ヒートシ
ンクにも前記バッテリモジュールと略同径の開口を設
け、前記ヒートパイプの円筒形状の窪みと前記開口とが
一致するように配置し、これらによって形成された窪み
に上記バッテリモジュールをはめ込むように構成したこ
とを特徴とする電気自動車のバッテリ冷却装置。3. The battery cooling device for an electric vehicle according to claim 1, wherein the battery module is formed in a cylindrical shape, and the planar heat pipe has a cylindrical recess having substantially the same diameter as the battery module. Further, the heat sink is provided with an opening having substantially the same diameter as the battery module, and the cylindrical recess of the heat pipe is arranged so as to coincide with the opening, and the battery module is formed in the recess formed by these. And a battery cooling device for an electric vehicle.
JP204598A 1998-01-08 1998-01-08 Battery cooling device of electric vehicle Pending JPH11204151A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP204598A JPH11204151A (en) 1998-01-08 1998-01-08 Battery cooling device of electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP204598A JPH11204151A (en) 1998-01-08 1998-01-08 Battery cooling device of electric vehicle

Publications (1)

Publication Number Publication Date
JPH11204151A true JPH11204151A (en) 1999-07-30

Family

ID=11518367

Family Applications (1)

Application Number Title Priority Date Filing Date
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