JP2017135052A - On-vehicle electrical component temperature adjustment device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suitably adjust the temperatures of a vehicle-mounted charger and a battery with a simple structure. A vehicle-mounted electrical component temperature control device (1) is provided with a cooling fan (4), two cooling passages (51) on the downstream side of the cooling air blown by the cooling fan (4), and two storage chambers (52) on the further downstream side. And a second switching valve 62 capable of opening and closing a communication hole 52b between the two accommodation chambers 52; With. The in-vehicle charger 2 is housed in the first housing chamber 521 of the two housing chambers 52, and the battery 3 is housed in the second housing chamber 522. The ECU 10 closes the first branch passage 511 with the first switching valve 61 and the communication hole 52b with the second switching valve 62 while the vehicle is traveling, and when the temperature TB of the battery 3 is lower than the first temperature threshold value α1. During charging, the first switching valve 61 closes the second branch path 512 and the second switching valve 62 opens the communication hole 52b. [Selection diagram] Fig. 4

Description

  The present invention relates to a technique for adjusting the temperature of a battery and a charger mounted on a vehicle.

  In electric vehicles and plug-in hybrid vehicles, a battery as a storage battery and an in-vehicle charger for charging the battery are mounted on the vehicle. These in-vehicle chargers and batteries need to be cooled in order to suppress temperature rise due to heat generation during charging and driving, but the conditions that require cooling differ from each other, so even if they are placed nearby A cooling mechanism such as a fan was provided individually.

Therefore, for example, in the technique described in Patent Document 1, the in-vehicle charger and the battery are arranged and cooled in a duct capable of switching the air flow path, so that the in-vehicle charger and the battery cooling mechanism are shared. Simplified. More specifically, a cooling fan, a battery, and an in-vehicle charger are arranged in this order in the duct, and a branch path is formed between the battery and the in-vehicle charger, and a ventilation path is formed between the branch path and the in-vehicle charger side. It is configured to allow switching.
When the vehicle travels, only the battery is cooled by closing the air passage on the in-vehicle charger side, and when the vehicle is charged, both the battery and the on-vehicle charger are opened by opening the air passage on the in-vehicle charger side. Can be cooled.

Japanese Patent No. 5257079

By the way, in the case of a battery such as a lithium ion battery, if the temperature is too low, the amount of charge may be limited for the purpose of preventing deterioration. In such a case, the battery should be heated to be charged.
However, in the technique described in Patent Document 1, only the in-vehicle charger and the battery can be cooled, so the temperature of the battery cannot be raised.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an on-vehicle electrical component temperature control device that can suitably adjust the temperatures of the on-vehicle charger and the battery with a simple structure.

In order to achieve the above object, the invention described in claim 1 is an in-vehicle electrical component temperature control device that adjusts the temperature of a battery mounted in a vehicle and an in-vehicle charger that charges the battery,
A cooling fan that generates cooling air;
Cooling air from the cooling fan is blown, two branch paths provided on the downstream side in the blowing direction of the cooling fan, and the downstream side in the blowing direction of the two branch paths corresponding to the two branch paths An air duct having two storage chambers provided in
First opening / closing means capable of selectively opening / closing either one of the two branch paths;
A second opening / closing means capable of opening / closing a communication hole for communicating the two storage chambers;
Control means capable of individually controlling the opening and closing operations of the first opening and closing means and the second opening and closing means;
With
The on-vehicle charger is accommodated in one of the two accommodating chambers, and the battery is accommodated in the other accommodating chamber,
The control means includes
When the vehicle is running, the first opening / closing means closes one branch path communicating with the one accommodation chamber among the two branch paths and opens the other branch path. The communication hole is closed by the second opening / closing means,
When the battery is being charged and the temperature of the battery is lower than a predetermined temperature threshold, the first opening / closing means closes the other branch path to open the one branch path, and The communication hole is opened by a second opening / closing means.

The invention according to claim 2 is the temperature control device for in-vehicle electrical components according to claim 1,
The temperature threshold value is a threshold value for determining whether or not a charge amount of the battery is limited.

Invention of Claim 3 is the vehicle-mounted electrical component temperature control apparatus of Claim 1 or 2,
When the battery is being charged and the temperature of the battery is equal to or higher than the temperature threshold and lower than the other temperature threshold, the control means closes the other branch path by the first opening / closing means, and One branch path is opened, and the communication hole is closed by the second opening / closing means.

Invention of Claim 4 is the vehicle-mounted electrical component temperature control apparatus as described in any one of Claims 1-3,
The control means opens both of the two branch paths by the first opening / closing means when the battery is being charged and the temperature of the battery is equal to or higher than another temperature threshold higher than the temperature threshold. And the communication hole is closed by the second opening / closing means.

The invention according to claim 5 is the temperature control device for in-vehicle electrical components according to claim 3 or 4,
The other temperature threshold value is a threshold value for determining whether or not cooling of the battery is necessary.

Invention of Claim 6 is the vehicle-mounted electrical component temperature control apparatus as described in any one of Claims 1-5,
The air duct has two air exhaust passages that communicate with the ends of the two housing chambers on the downstream side in the air blowing direction and individually discharge the cooling air in the two housing chambers to the outside of the duct. To do.

The invention according to claim 7 is the temperature control device for in-vehicle electrical components according to claim 6,
A third opening / closing means capable of opening and closing one of the two air exhaust paths communicating with the one accommodation chamber;
The control means is capable of controlling the opening / closing operation of the third opening / closing means, and when the battery is being charged and the temperature of the battery is lower than the temperature threshold, the one of the third opening / closing means It is characterized by closing the air exhaust passage.

Invention of Claim 8 is the vehicle-mounted electrical component temperature control apparatus as described in any one of Claims 1-7,
Temperature detecting means capable of detecting the temperature of the battery;
The control means controls the opening / closing operation of the first opening / closing means and the second opening / closing means based on the temperature of the battery detected by the temperature detection means.

According to the present invention, when the vehicle is traveling, the cooling air from the cooling fan flows into the other storage chamber through the other branch path, and the battery in the other storage chamber is cooled. Therefore, only the driving battery is cooled while the vehicle is traveling.
In addition, when the battery is being charged and the temperature of the battery is lower than a predetermined temperature threshold, the cooling air from the cooling fan flows into one accommodation chamber through one branch passage, and the one accommodation chamber The on-board charger is cooled. And the cooling air warmed with the heat | fever of this vehicle-mounted charger flows in into the other storage chamber from a communicating hole, and heats up the battery in the said other storage chamber. Therefore, when the battery is charged in a low temperature state, the on-vehicle charger being driven is cooled, and the battery is heated so that the amount of charge is not limited.
This makes it possible to share the temperature adjustment mechanism between the on-vehicle charger and the battery, and to cool the battery when the vehicle is traveling, and cool the on-vehicle charger and charge the battery when the battery is charged at a low temperature. Can be done. Therefore, the temperature of the on-vehicle charger and the battery can be suitably adjusted with a simple structure.

It is a schematic diagram which shows schematic structure of a vehicle-mounted electrical component temperature control apparatus. It is a block diagram which shows the control structure of a vehicle-mounted electrical component temperature control apparatus. It is a flowchart which shows the flow of the temperature control process by a vehicle-mounted electrical component temperature control apparatus. It is a figure which shows each temperature control state in a vehicle-mounted electrical component temperature control apparatus. It is a figure which shows each temperature control state in a vehicle-mounted electrical component temperature control apparatus.

  Hereinafter, an embodiment of an on-vehicle electrical component temperature control device according to the present invention will be described with reference to the drawings.

[Configuration of on-board electrical equipment temperature controller]
First, the structure of the vehicle-mounted electrical component temperature control apparatus 1 in this embodiment is demonstrated.
FIG. 1 is a schematic diagram showing a schematic configuration of an in-vehicle electrical component temperature control device 1.

  As shown in FIG. 1, the on-vehicle electrical component temperature control device 1 is mounted on a vehicle (not shown), and adjusts the temperature of the battery 3 and the on-vehicle charger 2 mounted in the luggage compartment of the vehicle (mainly cooling). ) The vehicle is an electric vehicle (EV) or a plug-in hybrid vehicle (PHV, PHEV), and can be driven by the electric energy of the battery 3 charged by the in-vehicle charger 2.

  Specifically, the on-vehicle electrical component temperature control device 1 includes a cooling fan 4 that generates cooling air and a blower duct 5 that sends the cooling air from the cooling fan 4.

  The air duct 5 is branched into two branch paths 51 on the downstream side (right side in FIG. 1) of the upstream end (left end in FIG. 1) in the air blowing direction where the cooling fan 4 is disposed. Two accommodating chambers 52 corresponding to the two branch paths 51 are provided on the downstream side in the air blowing direction. Specifically, of the two branch paths 51, one first branch path 511 communicates with the first storage chamber 521 of the two storage chambers 52, and the other second branch path 512 is the second. It communicates with the storage chamber 522. In the two storage chambers 52, two exhaust passages 53 (corresponding to the two storage chambers 52) are provided at the ends opposite to the side communicating with the branch passage 51 (that is, on the downstream side in the blowing direction). The first exhaust path 531 and the second exhaust path 532) communicate with each other, and the downstream sides in the air blowing direction of these two exhaust paths 53 are opened outside the duct.

The two storage chambers 52 are juxtaposed via the duct wall 52a and store the in-vehicle charger 2 and the battery 3 therein. Specifically, the in-vehicle charger 2 is accommodated in the first accommodating chamber 521, and the battery 3 is accommodated in the second accommodating chamber 522.
The in-vehicle charger 2 is for charging the battery 3 and is electrically connected to the battery 3. The in-vehicle charger 2 is configured to charge the battery 3 by being connected to an external charging facility (not shown) when the vehicle is stopped. The in-vehicle charger 2 is provided with a charger temperature sensor 21 that detects (measures) the temperature of the in-vehicle charger 2.
The battery 3 is, for example, a lithium ion battery, and stores electrical energy for running the vehicle. The battery 3 is provided with a battery temperature sensor 31 that detects (measures) the temperature of the battery 3.

In addition, three switching valves 6 for switching the cooling air blowing path are provided in the blowing duct 5.
Among these three switching valves 6, the first switching valve 61 is provided at the branch point of the two branch paths 51, and can selectively open or close one of the two branch paths 51. Both of them can be opened at the same time.
The second switching valve 62 is formed in the duct wall 52 a between the two storage chambers 52 so as to be able to open and close a communication hole 52 b that communicates the two storage chambers 52. In the present embodiment, the communication hole 52b is provided in the duct wall 52a at the approximate center in the blowing direction, and the second switching valve 62 is provided to open and close the downstream side in the blowing direction. However, the communication hole 52b and the second switching valve 62 are cooled by flowing into the first storage chamber 521 from the first branch path 511 in a state where the first exhaust path 531 is closed by a third switching valve 63 described later. It is provided so that the wind flows on the surface of the entire in-vehicle charger 2 and then flows into the communication hole 52b (that is, the cooling air from the first branch passage 511 does not immediately flow into the communication hole 52b). It only has to be.
The 3rd switching valve 63 is provided so that opening and closing of the 1st exhaust path 531 connected to the 1st storage chamber 521 is possible, and in this embodiment, it is in the upstream end of the ventilation direction among the said 1st exhaust path 531. Is provided.

Then, the control structure of the vehicle-mounted electrical component temperature control apparatus 1 is demonstrated.
FIG. 2 is a block diagram showing a control configuration of the in-vehicle electrical component temperature control apparatus 1.

As shown in FIG. 2, the in-vehicle electrical component temperature control device 1 includes an ECU (Engine Control Unit) 10 that is electrically connected to and controls each part of the vehicle.
Specifically, the ECU 10 outputs the temperatures of the in-vehicle charger 2 and the battery 3 from the charger temperature sensor 21 and the battery temperature sensor 31, and controls the opening / closing operations of the three switching valves 6 individually, 4 can be controlled.
Further, the ECU 10 is configured to detect the operation of the on-vehicle charger 2 to detect the state of charge of the battery 3 and also to detect the amount of charge (charged amount) of the battery 3.

[Operation of on-board electrical equipment temperature controller]
Next, the operation of the in-vehicle electrical component temperature control device 1 during the temperature adjustment process for adjusting the temperatures of the in-vehicle charger 2 and the battery 3 will be described.
FIG. 3 is a flowchart showing the flow of temperature adjustment processing by the in-vehicle electrical component temperature control apparatus 1, and FIGS. 4 and 5 are diagrams showing the respective temperature adjustment states in the in-vehicle electrical component temperature control apparatus 1.

  As shown in FIG. 3, the ECU 10 first detects the state of each part of the vehicle and determines whether or not the vehicle is stopped (step S1). Here, “stop” means a state where the engine is completely stopped, and does not include an idling state or a temporary idling stop state.

  In this step S1, when it is determined that the vehicle is running rather than being stopped (step S1; No), the ECU 10 closes the first branch path 511 with the first switching valve 61 on the in-vehicle charger 2 side. Then, the second switching valve 62 is closed to close the communication hole 52b between the two storage chambers 52 (step S2). And ECU10 drives the cooling fan 4 (step S3), and transfers a process to above-mentioned step S1.

Accordingly, as shown in FIG. 4A, while the vehicle is traveling, the cooling air from the cooling fan 4 flows into the second storage chamber 522 through the second branch 512, and the second storage chamber 522. The battery 3 inside is cooled and discharged from the second air exhaust path 532 to the outside of the air duct 5.
Therefore, only the battery 3 being driven is suitably cooled while the vehicle is traveling.

As shown in FIG. 3, when it is determined in step S1 that the vehicle is stopped (step S1; Yes), the ECU 10 determines whether or not the battery 3 is being charged (step S1). S4). Specifically, the ECU 10 determines whether or not the battery 3 is charged by detecting the operation of the in-vehicle charger 2 or detecting that the in-vehicle charger 2 is connected to an external charging facility. To do.
And ECU10 complete | finishes a temperature control process, when it determines with the battery 3 not being charged (step S4; No). At this time, when the cooling fan 4 is driven, the ECU 10 stops the cooling fan 4.

Further, in step S4, if the battery 3 is judged to be in charge (step S4; Yes), ECU 10 detects the temperature T _B of the battery 3 by the battery temperature sensor 31 (step S5).

Then, ECU 10 determines whether or not the temperature T _B of the battery 3 is lower than the _first predetermined first temperature threshold value alpha (Step S6).
Here, the first temperature threshold value α ₁ is a threshold value for determining whether or not the battery 3 is at a low temperature so that the amount of charge (charged amount) is limited. In the present embodiment, the first temperature threshold value α ₁ is about −10 ° C. is there. In a lithium ion battery or the like, the charge amount may be limited for the purpose of preventing deterioration at a low temperature above a predetermined level. Therefore, in step S6, whether or not the battery 3 to the temperature T _B is too low the battery 3 is restricted charge amount is determined.

In this step S6, if the temperature T _B of the battery 3 is determined to be lower than the first temperature threshold value alpha ₁ (step S6; Yes), ECU 10, the second minute branch to the first switching valve 61 to the battery 3 side 512 is closed, the second switching valve 62 is opened, the communication hole 52b between the two storage chambers 52 is opened, the third switching valve 63 is closed, and the first air exhaust path 531 is closed (step S7). Then, the ECU 10 drives the cooling fan 4 (step S11).

As a result, as shown in FIG. 4B, when the battery 3 is charged in a low temperature state (less than about −10 ° C. in this embodiment), the cooling air from the cooling fan 4 passes through the first branch passage 511 to the first. It flows into the storage chamber 521 and cools the in-vehicle charger 2 in the first storage chamber 521. Then, the cooling air warmed by the heat of the in-vehicle charger 2 flows into the second storage chamber 522 from the communication hole 52b to raise the temperature of the battery 3 in the second storage chamber 522, and the second exhaust air It is discharged out of the air duct 5 from the path 532.
Therefore, when the battery 3 is charged in a low temperature state, for example, at the beginning of charging in a cold region, the battery 3 being driven is cooled and the temperature of the battery 3 is raised so that the charging amount is not limited.

Further, as shown in FIG. 3, in step S6, if the temperature T _B of the battery 3 is judged to be the first temperature threshold value alpha ₁ or more (step S6; No), ECU 10, the temperature T of the battery 3 _It is determined whether _B is lower than a predetermined second temperature threshold value α ₂ (step S8).
Here, the second temperature threshold value α ₂ is a value larger than the first temperature threshold value α ₁ , and is a threshold value for determining whether or not the battery 3 is slightly low in temperature that does not require cooling. In an embodiment, it is about 0 ° C. That is, in this step S8, it is determined whether or not cooling of the battery 3 is necessary.

In step S8, if the temperature T _B of the battery 3 is determined to be lower than the second temperature threshold value alpha ₂ (step S8; Yes), ECU 10, the second minute branch to the first switching valve 61 to the battery 3 side 512 is closed, the second switching valve 62 is closed, the communication hole 52b between the two storage chambers 52 is closed, the third switching valve 63 is opened, and the first air exhaust path 531 is opened (step S9). Then, the ECU 10 drives the cooling fan 4 (step S11).

Thereby, as shown in FIG. 5A, when the battery 3 is charged at a slightly low temperature (about −10 ° C. or more and less than about 0 ° C. in the present embodiment), the cooling air from the cooling fan 4 is the first. The air flows into the first storage chamber 521 through the branch path 511, cools the in-vehicle charger 2 in the first storage chamber 521, and is discharged from the first air exhaust path 531 to the outside of the air duct 5.
Therefore, when the battery 3 is charged at a low temperature that is not so low as to limit the amount of charge and does not require cooling, only the on-vehicle charger 2 being driven is cooled.

Further, as shown in FIG. 3, in step S8, if the temperature T _B of the battery 3 is judged to be the second temperature threshold value alpha ₂ or more (step S8; No), ECU 10 includes a first switching valve 61 To open both of the two branch paths 51, close the second switching valve 62 to close the communication hole 52b between the two storage chambers 52, and open the third switching valve 63 to open the first air exhaust path. 531 is opened (step S10). Then, the ECU 10 drives the cooling fan 4 (step S11).

As a result, as shown in FIG. 5 (b), when the battery 3 is charged at a low temperature (about 0 ° C. or higher in the present embodiment), the cooling air from the cooling fan 4 flows through the two branch paths 51 into two It flows into the storage chambers 52, cools the in-vehicle charger 2 and the battery 3 in the two storage chambers 52, and is discharged from the two air exhaust passages 53 to the outside of the air duct 5.
Therefore, for example, at the time of charging at room temperature, both the on-vehicle charger 2 being driven and the battery 3 being charged are cooled.

  Next, as shown in FIG. 3, the ECU 10 detects the amount of charge of the battery 3 and determines whether or not the charging of the battery 3 is completed (step S12). If it is determined that the charging of the battery 3 is not completed (step S12; No), the ECU 10 shifts the process to the above-described step S5 and repeats the processes after the step S5. When it is determined that the charging of the battery 3 has been completed (step S12; Yes), the ECU 10 stops the cooling fan 4 (step S13) and ends the temperature adjustment process.

[effect]
As described above, according to the in-vehicle electrical component temperature control device 1 of the present embodiment, the cooling air from the cooling fan 4 enters the second storage chamber 522 through the second branch 512 when the vehicle is running. The battery 3 in the second storage chamber 522 is cooled. Therefore, only the battery 3 being driven is cooled while the vehicle is traveling.
Further, when the battery 3 is a charging temperature T _B of the battery 3 is lower than the first temperature threshold value alpha _1, the first housing chamber through the cooling air from the cooling fan 4 is first minute branch 511 521 The in-vehicle charger 2 in the first storage chamber 521 is cooled. And the cooling air warmed with the heat | fever of this vehicle-mounted charger 2 flows in into the 2nd storage chamber 522 from the communicating hole 52b, and raises the temperature of the battery 3 in the said 2nd storage chamber 522. Therefore, when the battery 3 is charged in a low temperature state, the on-vehicle charger 2 being driven is cooled, and the battery 3 is heated so that the amount of charge is not limited.
As a result, the temperature adjustment mechanism between the in-vehicle charger 2 and the battery 3 is shared, the battery 3 is cooled when the vehicle is traveling, the in-vehicle charger 2 is cooled and the battery 3 is charged when the battery 3 is charged at a low temperature. Can be suitably performed. Therefore, the temperature of the in-vehicle charger 2 and the battery 3 can be suitably adjusted with a simple structure.

Further, when the battery 3 is the temperature T _B is and less than the second temperature threshold value alpha ₂ first temperature threshold value alpha ₁ or more of the battery 3 a charging, the first second minute branch 512 is closed The branch path 511 is opened, and the communication hole 52b between the two storage chambers 52 is closed.
Thereby, when the battery 3 is charged at a slightly low temperature, the cooling air from the cooling fan 4 flows into the first storage chamber 521 through the first branch passage 511, and the in-vehicle charger 2 in the first storage chamber 521. Is cooled.
Therefore, when the battery 3 is charged at a low temperature that is not so low as to limit the amount of charge and that does not require cooling, only the on-vehicle charger 2 that is being driven can be cooled.

Further, when the battery 3 is a charging temperature T _B of the battery 3 is the second temperature threshold value alpha ₂ or more, along with both of the two branch passages 51 is opened, between the two housing chambers 52 The communication hole 52b is closed.
As a result, when the battery 3 is charged at a low temperature, the cooling air from the cooling fan 4 flows into the two storage chambers 52 through the two branch paths 51, and the in-vehicle charger 2 in the two storage chambers 52. And the battery 3 is cooled.
Therefore, for example, at the time of charging at room temperature, both the on-vehicle charger 2 being driven and the battery 3 being charged can be cooled.

[Modification]
The embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention.

For example, in the above embodiment, the temperature T _B of the battery 3 has a cooling only car charger 2 in the case of the first temperature threshold value alpha ₁ or more and less than the second temperature threshold value alpha _2, is the temperature T _B It is good also as cooling both the vehicle-mounted charger 2 and the battery 3 when it is more than 1st temperature threshold value (alpha) ₁ .
Moreover, the value of 1st temperature threshold value (alpha) ₁ and 2nd temperature threshold value (alpha) ₂ is not specifically limited, It can set suitably.

  In addition, the driving force (cooling wind strength) of the cooling fan 4 is adjusted according to the temperature of the in-vehicle charger 2 and the battery 3 detected by the charger temperature sensor 21 and the battery temperature sensor 31. Also good.

Moreover, you may provide the several heat sink fin along the ventilation direction of the cooling air in each storage chamber 52 in each housing | casing of the vehicle-mounted charger 2 and the battery 3. FIG.
Further, the two housing chambers 52 of the air duct 5 may be used as the casings of the in-vehicle charger 2 and the battery 3. That is, the two branch paths 51, the two exhaust paths 53, and the communication hole 52b are configured to communicate with the in-vehicle charger 2 and the casing of the battery 3 so that the cooling air from the cooling fan 4 is within each casing. It is good also as flowing through.

DESCRIPTION OF SYMBOLS 1 In-vehicle electrical component temperature control apparatus 2 In-vehicle charger 21 Charger temperature sensor 3 Battery 31 Battery temperature sensor (temperature detection means)
4 Cooling fan 5 Air duct 51 Branch 511 First branch (one branch)
512 Second branch (the other branch)
52 accommodation room 521 first accommodation room (one accommodation room)
522 Second storage room (the other storage room)
52b Communication hole 53 Exhaust passage 531 First exhaust passage (one exhaust passage)
532 Second exhaust path 6 Switching valve 61 First switching valve (first opening / closing means)
62 Second switching valve (second opening / closing means)
63 Third switching valve (third opening / closing means)
10 ECU (control means)
T _B battery temperature alpha ₁ first temperature threshold value (temperature threshold)
α ₂ second temperature threshold (other temperature threshold)

Claims (8)

A vehicle-mounted electrical component temperature control device that adjusts the temperature of a battery mounted on a vehicle and a vehicle-mounted charger that charges the battery,
A cooling fan that generates cooling air;
Cooling air from the cooling fan is blown, two branch paths provided on the downstream side in the blowing direction of the cooling fan, and the downstream side in the blowing direction of the two branch paths corresponding to the two branch paths An air duct having two storage chambers provided in
First opening / closing means capable of selectively opening / closing either one of the two branch paths;
A second opening / closing means capable of opening / closing a communication hole for communicating the two storage chambers;
Control means capable of individually controlling the opening and closing operations of the first opening and closing means and the second opening and closing means;
With
The on-vehicle charger is accommodated in one of the two accommodating chambers, and the battery is accommodated in the other accommodating chamber,
The control means includes
When the vehicle is running, the first opening / closing means closes one branch path communicating with the one accommodation chamber among the two branch paths and opens the other branch path. The communication hole is closed by the second opening / closing means,
When the battery is being charged and the temperature of the battery is lower than a predetermined temperature threshold, the first opening / closing means closes the other branch path to open the one branch path, and An in-vehicle electrical component temperature control device, wherein the communication hole is opened by a second opening / closing means.   The in-vehicle electrical component temperature control apparatus according to claim 1, wherein the temperature threshold value is a threshold value for determining whether or not a charge amount of the battery is limited.   When the battery is being charged and the temperature of the battery is equal to or higher than the temperature threshold and lower than the other temperature threshold, the control means closes the other branch path by the first opening / closing means, and The on-vehicle electrical component temperature control device according to claim 1 or 2, wherein one branch path is opened and the communication hole is closed by the second opening / closing means.   The control means opens both of the two branch paths by the first opening / closing means when the battery is being charged and the temperature of the battery is equal to or higher than another temperature threshold higher than the temperature threshold. The on-vehicle electrical component temperature control device according to any one of claims 1 to 3, wherein the communication hole is closed by the second opening / closing means.   The in-vehicle electrical component temperature control apparatus according to claim 3 or 4, wherein the other temperature threshold is a threshold for determining whether or not cooling of the battery is unnecessary.   The air duct has two air exhaust passages that communicate with the ends of the two housing chambers on the downstream side in the air blowing direction and individually discharge the cooling air in the two housing chambers to the outside of the duct. The vehicle-mounted electrical component temperature control apparatus as described in any one of Claims 1-5. A third opening / closing means capable of opening and closing one of the two air exhaust paths communicating with the one accommodation chamber;
The control means is capable of controlling the opening / closing operation of the third opening / closing means, and when the battery is being charged and the temperature of the battery is lower than the temperature threshold, the one of the third opening / closing means The in-vehicle electrical component temperature control device according to claim 6, wherein the exhaust air passage is closed. Temperature detecting means capable of detecting the temperature of the battery;
The control means controls the opening / closing operation of the first opening / closing means and the second opening / closing means based on the temperature of the battery detected by the temperature detection means. The in-vehicle electrical component temperature control device according to claim 1.

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