JP7608956B2 - Battery Temperature Management System - Google Patents

Description

The present invention relates to a battery temperature management system, and in particular to a battery temperature management system that manages the temperature of a battery installed in a vehicle compartment.

Vehicles are equipped with batteries to start the engine and power auxiliary equipment. The battery is installed in the vehicle compartment along with a heat exchanger (radiator) for cooling the engine and motor.

Because batteries generate electricity through electrochemical reactions, it is important to manage 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 can occur.

One possible method of 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, for example, in Patent Document 1.

The vehicle disclosed in Patent Document 1 uses a variable pitch propeller fan as the fan. In the vehicle disclosed in Patent Document 1, by changing the pitch angle of the fan blades, it is possible 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.

JP 2005-009317 A

In recent years, hybrid electric vehicles have come into widespread use, and the number of devices that consume power in vehicles has increased. This has resulted in an increased load on the battery in the vehicle. Therefore, there is a demand for more efficient battery temperature management in vehicles, but conventional technologies, including the technology disclosed in Patent Document 1, are unable to fully meet this demand.

Although lead batteries have traditionally been used as batteries installed in vehicles, in recent years, there has been consideration of replacing them with non-aqueous electrolyte batteries such as lithium-ion batteries, which have higher energy efficiency than lead batteries. Because non-aqueous electrolyte batteries have higher energy efficiency than lead batteries, they can be made smaller and lighter, allowing for a smaller and lighter vehicle overall and greater freedom in vehicle design. However, from the standpoint of performance and lifespan, with non-aqueous electrolyte batteries, it is more important than with lead batteries to control the temperature so that the battery temperature is maintained within a specified temperature range.

It is possible to install 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, increase the size of the compartment, and increase power consumption.

The present invention aims to solve the above problems by providing a battery temperature management system that can efficiently manage the temperature of a battery installed in a vehicle compartment.

The battery temperature management system according to one aspect of the present invention is a system that manages 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. The battery temperature management system according to this aspect includes a first heat exchanger, a second heat exchanger, a propeller fan, the battery, and a controller.

The first heat exchanger is mounted in the compartment at a position adjacent to the air intake and exchanges heat between the heat medium flowing inside and the air. The second heat exchanger is disposed adjacent to the first heat exchanger and exchanges heat between the heat medium flowing inside and the air. The propeller fan is disposed on the opposite side of the air intake across the first and second heat exchangers, adjacent to the first and second heat exchangers, and overlaps both the first and second heat exchangers, and the rotation direction can be switched between left and right, and the pitch angle of the blades can be changed. The battery is disposed in the compartment at a position farther from the air intake than the propeller fan. The controller controls the rotation direction and the pitch angle of the blades of the propeller fan.

The temperature of the air heated by heat exchange in the first heat exchanger is higher than the temperature of the air heated by heat exchange in the second heat exchanger. The battery is offset to one side in the vehicle width direction. In the battery temperature management system according to this aspect, the controller controls the rotation direction and the pitch angle of the propeller fan so that, when cooling the battery, the air heated by heat exchange in the second heat exchanger is guided to the one side where the battery is arranged, and, when heating the battery, the air heated by heat exchange in the first heat exchanger is guided to the one side where the battery is arranged.

In the battery temperature management system according to the above aspect, the controller controls the rotation direction and pitch angle of the propeller fan, so that relatively low-temperature air is guided from the second heat exchanger toward the battery when cooling the battery, and relatively high-temperature air is guided from the first heat exchanger toward the battery when heating the battery. Thus, the battery temperature management system according to the above aspect can both cool and heat the battery mounted in the compartment, and can effectively suppress deterioration of battery performance and lifespan.

In addition, in the battery temperature management system according to the above aspect, the rotation direction and pitch angle of the propeller fans arranged adjacent to the first heat exchanger and the second heat exchanger can be controlled to cool and heat the battery, eliminating the need to provide a separate fan or heater for battery temperature management, thereby reducing manufacturing costs and power consumption.

In the battery temperature management system according to the above aspect, the controller can also control the cooling or heating of the battery by switching between a first condition in which the rotation direction is clockwise and the pitch angle is a first pitch angle so that the air taken in from the first heat exchanger and the second heat exchanger during the clockwise rotation is directed toward the side opposite the intake side, and a second condition in which the rotation direction is counterclockwise and the pitch angle is a second pitch angle so that the air taken in from the first heat exchanger and the second heat exchanger during the counterclockwise rotation is directed toward the side opposite the intake side.

In the battery temperature management system according to the above aspect, the rotation direction and pitch angle of the propeller fan are switched between two conditions, a first condition and a second condition, to control the cooling and heating of the battery. Therefore, in the battery temperature management system according to the above aspect, the configuration for controlling the propeller fan can be simplified, which is advantageous in suppressing increases in manufacturing costs.

In the battery temperature management system according to the above aspect, the first heat exchanger is disposed above the second heat exchanger, the battery is offset to the right in the vehicle width direction, and the controller controls the rotation direction and the pitch angle of the propeller fan under the first condition when cooling the battery and under the second condition when heating the battery.

In the battery temperature management system according to the above aspect, in a configuration in which the first heat exchanger is disposed above the second heat exchanger and the battery is offset to the right, the rotation direction and pitch angle of the propeller fan are controlled under a first condition when cooling the battery, and the rotation direction and pitch angle of the propeller fan are controlled under a second condition when heating the battery. By executing such control, when cooling the battery, relatively low-temperature air heated by heat exchange in the second heat exchanger is guided to the battery. On the other hand, when heating the battery, relatively high-temperature air heated by heat exchange in the first heat exchanger is guided to the battery. Therefore, in a battery temperature management system with a specific arrangement of the first heat exchanger, second heat exchanger, and battery as in the above aspect, it is possible to heat and cool the battery.

In the battery temperature management system according to the above aspect, the first heat exchanger is disposed above the second heat exchanger, the battery is offset to the left in the vehicle width direction, and the controller controls the rotation direction and the pitch angle of the propeller fan under the second condition when cooling the battery and under the first condition when heating the battery.

In the battery temperature management system according to the above aspect, in a configuration in which the first heat exchanger is disposed above the second heat exchanger and the battery is offset to the left, the rotation direction and pitch angle of the propeller fan are controlled under the second condition when cooling the battery, and the rotation direction and pitch angle of the propeller fan are controlled under the first condition when heating the battery. By executing such control, when cooling the battery, relatively low-temperature air heated by heat exchange in the second heat exchanger is guided to the battery. On the other hand, when heating the battery, relatively high-temperature air heated by heat exchange in the first heat exchanger is guided to the battery. Therefore, in a battery temperature management system with a specific arrangement of the first heat exchanger, second heat exchanger, and battery as in the above aspect, it is possible to heat and cool the battery.

In the battery temperature management system according to the above aspect, the first heat exchanger is disposed below the second heat exchanger, the battery is offset to the right in the vehicle width direction, and the controller controls the rotation direction and the pitch angle of the propeller fan under the second condition when cooling the battery and under the first condition when heating the battery.

In the battery temperature management system according to the above aspect, in a configuration in which the first heat exchanger is disposed below the second heat exchanger and the battery is offset to the right, the rotation direction and pitch angle of the propeller fan are controlled under the second condition when cooling the battery, and the rotation direction and pitch angle of the propeller fan are controlled under the first condition when heating the battery. By executing such control, when cooling the battery, relatively low-temperature air heated by heat exchange in the second heat exchanger is guided to the battery. On the other hand, when heating the battery, relatively high-temperature air heated by heat exchange in the first heat exchanger is guided to the battery. Therefore, in a battery temperature management system with a specific arrangement of the first heat exchanger, second heat exchanger, and battery as in the above aspect, it is possible to heat and cool the battery.

In the battery temperature management system according to the above aspect, the first heat exchanger is disposed below the second heat exchanger, the battery is offset to the left in the vehicle width direction, and the controller controls the rotation direction and the pitch angle of the propeller fan under the first condition when cooling the battery and under the second condition when heating the battery.

In the battery temperature management system according to the above aspect, in a configuration in which the first heat exchanger is disposed below the second heat exchanger and the battery is offset to the left, the rotation direction and pitch angle of the propeller fan are controlled under a first condition when cooling the battery, and the rotation direction and pitch angle of the propeller fan are controlled under a second condition when heating the battery. By executing such control, when cooling the battery, relatively low-temperature air heated by heat exchange in the second heat exchanger is guided to the battery. On the other hand, when heating the battery, relatively high-temperature air heated by heat exchange in the first heat exchanger is guided to the battery. Therefore, in a battery temperature management system with a specific arrangement of the first heat exchanger, second heat exchanger, and battery as in the above aspect, it is possible to heat and cool the battery.

In the battery temperature management system according to the above aspect, the first heat exchanger is disposed to the right of the second heat exchanger in the vehicle width direction, the battery is disposed offset to the right in the vehicle width direction, and the controller controls the rotation direction and the pitch angle of the propeller fan under the second condition when cooling the battery and under the first condition when heating the battery.

In the battery temperature management system according to the above aspect, in a configuration in which the first heat exchanger is disposed to the right of the second heat exchanger and the battery is offset to the right, the rotation direction and pitch angle of the propeller fan are controlled under the second condition when cooling the battery, and the rotation direction and pitch angle of the propeller fan are controlled under the first condition when heating the battery. By executing such control, when cooling the battery, relatively low-temperature air heated by heat exchange in the second heat exchanger is guided to the battery. On the other hand, when heating the battery, relatively high-temperature air heated by heat exchange in the first heat exchanger is guided to the battery. Therefore, in a battery temperature management system with a specific arrangement of the first heat exchanger, second heat exchanger, and battery as in the above aspect, it is possible to heat and cool the battery.

In the battery temperature management system according to the above aspect, the first heat exchanger is disposed to the left of the second heat exchanger in the vehicle width direction, the battery is disposed offset to the left in the vehicle width direction, and the controller controls the rotation direction and the pitch angle of the propeller fan under the first condition when cooling the battery and under the second condition when heating the battery.

In the battery temperature management system according to the above aspect, in a configuration in which the first heat exchanger is disposed to the left of the second heat exchanger and the battery is offset to the left, the rotation direction and pitch angle of the propeller fan are controlled under a first condition when cooling the battery, and the rotation direction and pitch angle of the propeller fan are controlled under a second condition when heating the battery. By executing such control, when cooling the battery, relatively low-temperature air heated by heat exchange in the second heat exchanger is guided to the battery. On the other hand, when heating the battery, relatively high-temperature air heated by heat exchange in the first heat exchanger is guided to the battery. Therefore, in a battery temperature management system with a specific arrangement of the first heat exchanger, second heat exchanger, and battery as in the above aspect, it is possible to heat and cool the battery.

In the battery temperature management system according to the above aspect, the compartment may be provided in the front of the vehicle, the air intake may be provided in the front of the compartment, and the battery may be disposed behind the propeller fan within the compartment.

In the battery temperature management system according to the above aspect, the battery is disposed rearward of the propeller fan, but offset to one side in the vehicle width direction, so that it is possible to prevent air heated by heat exchange in the first heat exchanger and the second heat exchanger from being undesirably guided toward the battery while the vehicle is traveling. As described above, by controlling the rotation direction and pitch angle of the propeller fan and then rotating the propeller fan, it is possible to reliably manage the battery temperature by guiding relatively low-temperature air that has been heat exchanged in the second heat exchanger to the battery when cooling the battery, and guiding relatively high-temperature air that has been heat exchanged in the first heat exchanger to the battery when heating the battery.

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

In the battery temperature management system according to the above embodiment, a non-aqueous electrolyte battery is used as the battery. Non-aqueous electrolyte batteries are prone to problems such as performance degradation and shortened lifespan when the battery temperature deviates from a predetermined temperature range. However, as described above, when cooling, relatively low-temperature air that has been heat exchanged in the second heat exchanger is introduced to the battery, and when heating, relatively high-temperature air that has been heat exchanged in the first heat exchanger is introduced to the battery. This makes it easy to maintain the battery temperature within the predetermined temperature range, and can suppress deterioration in battery performance and shortened lifespan.

The battery temperature management system according to each of the above aspects can provide highly efficient temperature management of the battery installed in the vehicle compartment.

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. 1A and 1B are front views showing the arrangement of the first heat exchanger and the second heat exchanger in the battery temperature management system and the rotation direction of the propeller fan, where (a) shows the state in which the propeller fan is rotating to the right, and (b) shows the state in which the propeller fan is rotating to the left. FIG. 2 is a perspective view showing a configuration of a propeller fan. 1A is a side view showing the attitude of a propeller fan blade when its pitch angle is a first pitch angle, and FIG. 1B is a side view showing the attitude of a propeller fan blade when its pitch angle is a second pitch angle. 3 is a schematic diagram showing a connection between a first heat exchanger and an engine, and a connection between a second heat exchanger and a motor; FIG. 2 is a block diagram showing a configuration related to control in a battery temperature management system. FIG. 4 is a flowchart showing a battery temperature management method executed by a controller. 5A and 5B are schematic diagrams showing air flow within a compartment, in which FIG. 5A shows when the battery is being cooled, and FIG. 5B shows when the battery is being heated. 11 is a plan view showing a partial structure of a vehicle to which a battery temperature management system according to a second embodiment of the present invention is applied. FIG. 4 is a flowchart showing a battery temperature management method executed by a controller. 5A and 5B are schematic diagrams showing air flow within a compartment, in which FIG. 5A shows when the battery is being cooled, and FIG. 5B shows when the battery is being heated. 13 is a plan view showing a partial structure of a vehicle to which a battery temperature management system according to a third embodiment of the present invention is applied. FIG. FIG. 2 is a front view showing an arrangement of a first heat exchanger and a second heat exchanger in the battery temperature management system. 5A and 5B are schematic diagrams showing air flow within a compartment, in which FIG. 5A shows when the battery is being cooled, and FIG. 5B shows when the battery is being heated. 13 is a plan view showing a partial structure of a vehicle to which a battery temperature management system according to a fourth embodiment of the present invention is applied. FIG. 5A and 5B are schematic diagrams showing air flow within a compartment, in which FIG. 5A shows when the battery is being cooled, and FIG. 5B shows when the battery is being heated. 13 is a plan view showing a partial structure of a vehicle to which a battery temperature management system according to a fifth embodiment of the present invention is applied. FIG. 5A and 5B are schematic diagrams showing air flow within a compartment, in which FIG. 5A shows when the battery is being cooled, and FIG. 5B shows when the battery is being heated. 13 is a plan view showing a partial structure of a vehicle to which a battery temperature management system according to a sixth embodiment of the present invention is applied. FIG. 5A and 5B are schematic diagrams showing air flow within a compartment, in which FIG. 5A shows when the battery is being cooled, and FIG. 5B shows when the battery is being heated.

The following describes an embodiment of the present invention with reference to the drawings. Note that the embodiment described below is merely an example of the present invention, and the present invention is not limited to the embodiment described below except for its essential configuration.

In the figures used in the following explanation, "Up" indicates the top of the vehicle, "Lo" indicates the bottom of the vehicle, "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).

[First embodiment]
1. Configuration of the battery temperature management system 101 The configuration of the battery temperature management system 101 according to the first embodiment of the present invention will be described with reference to Fig. 1 to Fig. 5. Note that the figures used in the following description are schematic diagrams of the configuration, and the layout and size of each part may differ from the actual ones.

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 1d in the front. Air is taken into the compartment 1a from the front of the vehicle 1 through the air intake 1d. A steering wheel 16 is disposed on the left side of the passenger compartment 1b. In other words, the vehicle 1 is a so-called left-hand drive vehicle.

A first heat exchanger 12 is disposed behind the air intake 1d in the compartment 1a. As shown in Figures 2(a) and (b), a second heat exchanger 13 is disposed below the first heat exchanger 12 so as to be adjacent to the first heat exchanger 12.

As shown in FIG. 1, a propeller fan 14 is disposed behind the first heat exchanger 12 and the second heat exchanger 13 (see FIGS. 2(a) and (b)). As shown in FIGS. 2(a) and (b), when the propeller fan 14 is viewed from the front of the vehicle 1, the propeller fan 14 is configured to overlap both the first heat exchanger 12 and the second heat exchanger 13.

2A, the propeller fan 14 included in the battery temperature management system 101 according to the present embodiment can rotate clockwise (Rot _R) about the rotation axis Ax ₁₄ , and can rotate counterclockwise (Rot _L) about the rotation axis Ax ₁₄ , as shown in FIG. 2B. The rotation direction of the propeller fan 14 is controlled by a controller, which will be described later.

As shown in Fig. 3, the propeller fan 14 has a hub 14a having a substantially cylindrical shape and a plurality of blades 14b attached to the radially outer side of the hub 14a. Although not shown, the propeller fan 14 also has a fan motor that rotates the propeller fan 14. As shown in Figs. 4(a) and 4(b), the propeller fan 14 has a configuration in which the pitch angle of the blades 14b can be changed. Specifically, the blades 14b can be changed between a posture in which the blades 14b form a first pitch angle θ1 with respect to the rotation plane Rs 14 as shown in Fig. 4(a) and a posture in which the blades _14b form a second pitch angle θ2 with respect to the rotation plane Rs ₁₄ as shown in Fig. 4(b). As shown in Fig. 4(a), when the propeller fan 14 is rotated clockwise Rot _R , the pitch angle of the blades 14b is set to the first pitch angle θ1, so that the air taken in from the front can be sent rearward as shown by the arrow A1 (first condition). In contrast, as shown in FIG. 4B , when the propeller fan 14 is rotated left (Rot _L) , the pitch angle of the blades 14 b is set to the second pitch angle, so that the air taken in from the front can be sent rearward as indicated by the arrow A2 (second condition).

The pitch angle of the blade 14b is changed using a pitch angle change actuator (not shown). The pitch angle change actuator is controlled by a controller (described later).

Returning to FIG. 1, an engine 10, a motor 11, and a battery 15 are arranged in the compartment 1a behind the propeller fan 14. The engine 10 and the motor 11 generate driving force for the vehicle 1 to run. In other words, the vehicle 1 is a hybrid electric vehicle (HEV).

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 15. A non-aqueous electrolyte battery has a higher energy density than a lead battery, and can be made smaller and lighter. The battery 15 is offset to the right side within the compartment 1a (positioned to the right of the center of the compartment 1a in the vehicle width direction).

Of the components installed in the compartment 1a shown in FIG. 1, the first heat exchanger 12, the second heat exchanger 13, the propeller fan 14, and the battery 15 are components belonging to the battery temperature management system 101 according to this embodiment.

As shown in FIG. 5, the first heat exchanger 12 is connected to the engine 10 via a circulation path L1, and the second heat exchanger 13 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 12 via a coolant circulating through the circulation path L1. Heat generated when the motor 11 is driven is exchanged with air in the second heat exchanger 13 via a heat medium circulating through the circulation path L2.

The temperature of the air heated by heat exchange in the first heat exchanger 12 is higher than the temperature of the air heated by heat exchange in the second heat exchanger 13.

2. Configuration Related to Control of Battery Temperature Management System 101 The configuration related to control of the battery temperature management system 101 according to this embodiment will be described with reference to FIG.

As shown in FIG. 6, the battery temperature management system 101 further includes a controller 17, a battery temperature detection unit 18, a fan motor 19, and a pitch angle change actuator 20. The controller 17 is configured with a microprocessor including an MPU/CPU, an ASIC, a ROM, a RAM, etc., and a memory. The controller 17 controls the drive of the fan motor 19 and the pitch angle change actuator 20 by executing firmware pre-stored in the memory based on the temperature information of the battery 15 obtained from the battery temperature detection unit 18.

3. Temperature Management Method of the Battery 15 Executed by the Controller 17 of the Battery Temperature Management System 101 The temperature management method of the battery 15 executed by the controller 17 of the battery temperature management system 101 according to this embodiment will be described with reference to FIGS.

As shown in FIG. 7, the controller 17 acquires information about the battery temperature Tb of the battery 15 from the battery temperature detection unit 18 (step S1). Note that the controller 17 continues to acquire information about the battery temperature Tb continuously or intermittently while the vehicle 1 is in the key-on state.

Next, the controller 17 determines whether the acquired battery temperature Tb is higher than a preset temperature Tth1 (step S2). Note that the preset temperature Tth1 can be set to, for example, 65°C.

When the controller 17 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 20 to set the pitch angle of the blades 14b of the propeller fan 14 to the first pitch angle θ1 (step S3), and issues a command to the fan motor 19 to rotate the propeller fan 14 in a clockwise rotation Rot _R (step S4).

In the battery temperature management system 101, the controller 17 executes steps S3 and S4, and the pitch angle of the blades 14b is set to the first pitch angle θ1 and the propeller fan 14 is rotated rightward Rot _R , as shown in FIG. 8(a), so that the air B1 taken in from the air intake 1d is sent to the rear of the compartment 1a after heat exchange with the heat medium in the second heat exchanger 13 (arrow B2). As described above, the temperature of the air heated by heat exchange in the second heat exchanger 13 is lower than the temperature of the air heated by heat exchange in the first heat exchanger 12. Therefore, the air that has passed through the second heat exchanger 13 has a relatively low temperature.

The air that passes through the second heat exchanger 13 disposed below the first heat exchanger 12 travels in a direction that is a combination of a rotational component of the propeller fan 14 rotating clockwise Rot _R and a directional component along the rotation axis Ax ₁₄ , and is therefore guided to the right rear direction within the compartment 1a. The battery 15 is disposed at the right rear of the compartment 1a, and the relatively low temperature air that has passed through the second heat exchanger 13 is blown onto the battery 15. The battery 15 is efficiently cooled by being blown onto the relatively low temperature air.

Returning to FIG. 7, if the controller 17 determines that the battery temperature Tb is equal to or lower than the predetermined temperature Tth1 (step S2: NO), it determines whether the battery temperature Tb is lower than a predetermined temperature Tth2 that has been set in advance (step S5). Note that the above-mentioned predetermined temperature Tth2 can be set to, for example, 0°C.

When the controller 17 determines that the battery temperature Tb is lower than the predetermined temperature Tth2 (step S5: YES), it issues a command to the pitch angle changing actuator 20 to set the pitch angle of the blades 14b of the propeller fan 14 to the second pitch angle θ2 (step S6), and issues a command to the fan motor 19 to rotate the propeller fan 14 at a left rotation Rot _L (step S7).

As the controller 17 executes steps S6 and S7, in the battery temperature management system 101, as shown in FIG. 8B, the pitch angle of the blades 14b is set to the second pitch angle θ2, and the propeller fan 14 is rotated left Rot _L , so that the air B3 taken in from the air intake 1d is sent to the rear of the compartment 1a after heat exchange with the heat medium in the first heat exchanger 12 (arrow B4). As described above, the temperature of the air heated by heat exchange in the first heat exchanger 12 is higher than the temperature of the air heated by heat exchange in the second heat exchanger 13. Therefore, the air that has passed through the first heat exchanger 12 has a relatively high temperature.

The air that passes through the first heat exchanger 12 disposed above the second heat exchanger 13 travels in a direction that is a combination of a rotational component of the propeller fan 14 rotating counterclockwise (Rot _L) and a directional component along the rotation axis Ax ₁₄ , and is guided to the right rear direction within the compartment 1a. The battery 15 is disposed at the right rear of the compartment 1a, and the relatively high temperature air that passes through the first heat exchanger 12 is blown onto the battery 15. The battery 15 is efficiently heated by being blown onto it with the relatively high temperature air.

Returning to FIG. 7, if the controller 17 determines that the battery temperature Tb is equal to or higher than the predetermined temperature Tth2 (step S5: NO), it issues a command to the fan motor 19 to stop the rotation of the propeller fan 14 (step S8). In this state, the battery 15 is neither cooled nor heated by the rotation of the propeller fan 14.

In this embodiment, only the control based on the temperature Tb of the battery 15 is explained, but if the temperature of the engine 10 or the motor 11 exceeds a predetermined temperature, the propeller fan 14 may be driven to rotate.

4. Effects In the battery temperature management system 101 according to this embodiment, the controller 17 controls the rotation direction and pitch angle of the propeller fan 14, thereby making it possible to cool and heat the battery 15 that is disposed offset to the right side in the vehicle width direction behind the compartment 1a. Specifically, when cooling the battery 15, the pitch angle of the blades 14b is set to the first pitch angle θ1, and the propeller fan 14 is rotated rightward Rot _R (first condition), so that relatively low-temperature air that has been heated by heat exchange in the second heat exchanger 13 is guided toward the battery 15. As a result, the battery 15 is cooled.

On the other hand, when the battery 15 is being heated, the pitch angle of the blades 14b is set to the second pitch angle θ2 and the propeller fan 14 is rotated left Rot _L (second condition), so that relatively high-temperature air heated by heat exchange in the first heat exchanger 12 is guided toward the battery 15. As a result, the battery 15 is heated.

In addition, in the battery temperature management system 101 according to this embodiment, the battery 15 can be cooled and heated by controlling the rotation direction and pitch angle of the propeller fan 14 arranged adjacent to the first heat exchanger 12 and the second heat exchanger 13. This eliminates the need to provide a separate fan or heater for temperature management of the battery 15, thereby reducing manufacturing costs and power consumption.

As described above, the battery temperature management system 101 according to this embodiment can provide highly efficient temperature management of the battery 15 installed in the compartment 1a of the vehicle 1.

[Second embodiment]
1. Configuration of the battery temperature management system 102 The configuration of the battery temperature management system 102 according to the second embodiment of the present invention will be described with reference to Fig. 9. In the following, differences from the first embodiment will be mainly described. Configurations that will not be described below are the same as those in the first embodiment.

As shown in FIG. 9, the battery temperature management system 102 according to this embodiment includes a first heat exchanger 12, a second heat exchanger 13 (not shown in FIG. 9), a propeller fan 14, and a battery 25 in a compartment 2a provided at the front of the vehicle 2. The first heat exchanger 12, the second heat exchanger 13, and the propeller fan 14 are the same as those in the first embodiment. Note that the second heat exchanger 13 is not shown in FIG. 9, but is disposed adjacent to and below the first heat exchanger 12, as in the first embodiment.

Battery 25 is a non-aqueous electrolyte battery such as a lithium ion battery, and is offset to the left side within compartment 2a.

The passenger compartment 2b is located behind the compartment 2a across the dash panel 2c. A steering wheel 26 is provided on the right side of the passenger compartment 2b. In other words, the vehicle 2 is a so-called right-hand drive vehicle.

The battery temperature management system 102 according to this embodiment also has a control configuration similar to that of the battery temperature management system 101 according to the first embodiment.

2. Temperature Management Method of the Battery 25 Executed by the Controller of the Battery Temperature Management System 102 The temperature management method of the battery 25 executed by the controller of the battery temperature management system 102 according to this embodiment will be described with reference to FIGS.

As shown in FIG. 10, the controller acquires information on the battery temperature Tb of the battery 25 from the battery temperature detection unit (step S11), and determines whether the acquired battery temperature Tb is higher than a predetermined temperature Tth1 that has been set in advance (step S12).

When the controller determines that the battery temperature Tb is higher than the predetermined temperature Tth1 (step S12: YES), it issues a command to the pitch angle changing actuator to set the pitch angle of the blades 14b of the propeller fan 14 to the second pitch angle θ2 (step S13), and issues a command to the fan motor to rotate the propeller fan 14 at a left rotation Rot _L (step S14). As a result, in the battery temperature management system 102, as shown in FIG. 11(a), the pitch angle of the blades is set to the second pitch angle θ2 and the propeller fan 14 is rotated at a left rotation Rot _L , so that the air C1 taken in from the air intake 2d is sent to the left rear of the compartment 2a after heat exchange with the heat medium in the second heat exchanger 13 (arrow C2). Thus, the relatively low temperature air that has passed through the second heat exchanger 13 is blown onto the battery 25. The battery 25 is efficiently cooled by being blown with the relatively low temperature air.

Returning to FIG. 10, if the controller determines that the battery temperature Tb is equal to or lower than the predetermined temperature Tth1 (step S12: NO), it determines whether the battery temperature Tb is lower than a preset predetermined temperature Tth2 (step S15).

When the controller determines that the battery temperature Tb is lower than the predetermined temperature Tth2 (step S15: YES), it issues a command to the pitch angle changing actuator to set the pitch angle of the blades 14b of the propeller fan 14 to the first pitch angle θ1 (step S16), and issues a command to the fan motor to rotate the propeller fan 14 in a right rotation Rot _R (step S17). As a result, in the battery temperature management system 102, as shown in FIG. 11(b), the pitch angle of the blades is set to the first pitch angle θ1 and the propeller fan 14 is rotated in a right rotation Rot _R , so that the air C3 taken in from the air intake 2d is sent to the left rear of the compartment 2a after heat exchange with the heat medium in the first heat exchanger 12 (arrow C4). Thus, the relatively high temperature air that has passed through the first heat exchanger 12 is blown onto the battery 25. The battery 25 is efficiently heated by the relatively high temperature air being blown onto it.

Returning to FIG. 10, if the controller determines that the battery temperature Tb is equal to or higher than the predetermined temperature Tth2 (step S15: NO), it issues a command to the fan motor to stop the rotation of the propeller fan 14 (step S18). In this state, the battery 25 is neither cooled nor heated by the rotation of the propeller fan 14.

In this embodiment, the propeller fan 14 may also be rotated if the temperature of the engine 10 or motor 11 exceeds a predetermined temperature.

3. Effects In the battery temperature management system 102 according to this embodiment, the controller also controls the rotation direction and pitch angle of the propeller fan 14, thereby making it possible to cool and warm the battery 25 that is offset to the left side in the vehicle width direction behind the compartment 2a. Specifically, when cooling the battery 25, the propeller fan 14 is rotated left Rot _L with the blade pitch angle set to the second pitch angle θ2 (second condition), and relatively low-temperature air that has been heated by heat exchange in the second heat exchanger 13 is guided toward the battery 25. This cools the battery 25.

On the other hand, when the battery 25 is being heated, the pitch angle of the blades is set to the first pitch angle θ1 and the propeller fan 14 is rotated clockwise Rot _R (first condition), so that relatively high-temperature air heated by heat exchange in the first heat exchanger 12 is guided toward the battery 25. As a result, the battery 25 is heated.

In addition, in the battery temperature management system 102 according to this embodiment, the battery 25 can be cooled and heated by controlling the rotation direction and pitch angle of the propeller fan 14 arranged adjacent to the first heat exchanger 12 and the second heat exchanger 13. This eliminates the need to provide a separate fan or heater for temperature management of the battery 25, thereby reducing manufacturing costs and power consumption.

As described above, the battery temperature management system 102 according to this embodiment can provide highly efficient temperature management of the battery 25 installed in the compartment 2a of the vehicle 2.

[Third embodiment]
1. Configuration of the battery temperature management system 103 The configuration of the battery temperature management system 103 according to the third embodiment of the present invention will be described with reference to Fig. 12 and Fig. 13. In the following, differences from the first and second embodiments will be mainly described. Configurations that will not be described below are the same as those in the first and second embodiments.

As shown in Figures 10 and 11, the battery temperature management system 103 according to this embodiment includes a first heat exchanger 32, a second heat exchanger 33, a propeller fan 14, and a battery 15 in a compartment 3a provided in the front of a vehicle 3. As shown in Figure 11, the second heat exchanger 33 is disposed adjacent to and above the first heat exchanger 32.

The battery 15 is a non-aqueous electrolyte battery such as a lithium ion battery, and is offset to the right side within the compartment 3a, as in the first embodiment.

The passenger compartment 3b is located behind the compartment 3a, with the dash panel 3c in between. A steering wheel 16 is provided on the left side of the passenger compartment 3b.

The battery temperature management system 103 according to this embodiment also has a control configuration similar to that of the battery temperature management system 101 according to the first embodiment.

2. Temperature management method for the battery 15 executed by the controller of the battery temperature management system 103 The temperature management method for the battery 15 executed by the controller of the battery temperature management system 103 according to this embodiment will be described with reference to Fig. 14. Note that the flowchart shown in Fig. 10 is applicable to the flowchart showing the temperature management method for the battery 15 executed by the controller.

When the controller determines that the temperature Tb of the battery 15 is higher than the predetermined temperature Tth1, it sets the blade pitch angle to the second pitch angle θ2 and rotates the propeller fan 14 counterclockwise Rot _L. As a result, as shown in Fig. 14(a), air D1 taken in from the air intake 3d is sent to the right rear of the compartment 3a after heat exchange with the heat medium in the second heat exchanger 33 (arrow D2). Thus, the relatively low-temperature air that has passed through the second heat exchanger 33 is blown onto the battery 15, and the battery 15 is efficiently cooled.

On the other hand, when the controller determines that the temperature Tb of the battery 15 is lower than the predetermined temperature Tth2, the controller sets the blade pitch angle to the first pitch angle θ1 and rotates the propeller fan 14 to the right Rot _R. As a result, as shown in Fig. 14(b), air D3 taken in from the air intake 3d is sent to the right rear of the compartment 3a after heat exchange with the heat medium in the first heat exchanger 32 (arrow D4). Thus, the relatively high-temperature air that has passed through the first heat exchanger 32 is blown onto the battery 15, and the battery 15 is efficiently heated.

3. Effects In the battery temperature management system 103 according to this embodiment, it is also possible to cool and warm the battery 15 that is disposed offset to the right side in the vehicle width direction behind the compartment 3a by the controller controlling the rotation direction and pitch angle of the propeller fan 14. Specifically, when cooling the battery 15, the propeller fan 14 is rotated left Rot _L with the blade pitch angle set to the second pitch angle θ2 (second condition), and the battery 15 is cooled by the relatively low-temperature air that has been heated by heat exchange in the second heat exchanger 33.

On the other hand, when the battery 15 is being heated, the blade pitch angle is set to the first pitch angle θ1 and the propeller fan 14 is rotated clockwise Rot _R (first condition), whereby the battery 15 is heated by relatively high-temperature air that has been heated by heat exchange in the first heat exchanger 32.

In addition, the battery temperature management system 103 according to this embodiment does not require a separate fan or heater for temperature management of the battery 15, which reduces manufacturing costs and power consumption.

As described above, the battery temperature management system 103 according to this embodiment can provide highly efficient temperature management of the battery 15 installed in the compartment 3a of the vehicle 3.

[Fourth embodiment]
1. Configuration of the battery temperature management system 104 The configuration of the battery temperature management system 104 according to the fourth embodiment of the present invention will be described with reference to Fig. 15. In the following, differences from the third embodiment will be mainly described. Configurations that will not be described below are the same as those in the third embodiment.

As shown in FIG. 15, the battery temperature management system 104 according to this embodiment includes a first heat exchanger 32 (not shown in FIG. 15), a second heat exchanger 33, a propeller fan 14, and a battery 25 in a compartment 4a provided in the front of a vehicle 4. The first heat exchanger 32 is disposed adjacent to and below the second heat exchanger 33, as in the third embodiment.

The battery 25 is a non-aqueous electrolyte battery such as a lithium ion battery, and is offset to the left side within the compartment 4a, as in the second embodiment.

The passenger compartment 4b is located behind the compartment 4a, with the dash panel 4c in between. A steering wheel 26 is provided on the right side of the passenger compartment 4b.

The battery temperature management system 104 according to this embodiment also has a control configuration similar to that of the battery temperature management system 101 according to the first embodiment.

2. Temperature management method for the battery 25 executed by the controller of the battery temperature management system 104 The temperature management method for the battery 25 executed by the controller of the battery temperature management system 104 according to this embodiment will be described with reference to Fig. 16. Note that the flowchart shown in Fig. 7 is applicable to the flowchart showing the temperature management method for the battery 25 executed by the controller.

When the controller determines that the temperature Tb of the battery 25 is higher than the predetermined temperature Tth1, it sets the pitch angle of the blades to a first pitch angle θ1 and rotates the propeller fan 14 to the right Rot _R. As a result, as shown in Fig. 16(a), air E1 taken in from the air intake 4d is sent to the left rear of the compartment 4a (arrow E2) after exchanging heat with the heat medium in the second heat exchanger 33. Thus, the relatively low-temperature air that has passed through the second heat exchanger 33 is blown onto the battery 25, and the battery 25 is efficiently cooled.

On the other hand, when the controller determines that the temperature Tb of the battery 25 is lower than the predetermined temperature Tth2, the controller sets the blade pitch angle to the second pitch angle θ2 and rotates the propeller fan 14 counterclockwise Rot _L. As a result, as shown in Fig. 16(b), air E3 taken in from the air intake 4d is sent to the left rear of the compartment 4a after exchanging heat with the heat medium in the first heat exchanger 32 (arrow E4). Thus, the relatively high-temperature air that has passed through the first heat exchanger 32 is blown onto the battery 25, and the battery 25 is efficiently heated.

3. Effects In the battery temperature management system 104 according to this embodiment, it is also possible to cool and warm the battery 25 that is disposed offset to the left side in the vehicle width direction behind the compartment 4a by the controller controlling the rotation direction and pitch angle of the propeller fan 14. Specifically, when cooling the battery 25, the propeller fan 14 is rotated clockwise Rot _R with the blade pitch angle set to the first pitch angle θ1 (first condition), and the battery 25 is cooled by the relatively low-temperature air that has been heated by heat exchange in the second heat exchanger 33.

On the other hand, when the battery 25 is being heated, the blade pitch angle is set to the second pitch angle θ2 and the propeller fan 14 is rotated counterclockwise Rot _L (second condition), whereby the battery 15 is heated by relatively high-temperature air that has been heated by heat exchange in the first heat exchanger 32.

In addition, the battery temperature management system 104 according to this embodiment does not require a separate fan or heater for temperature management of the battery 25, which reduces manufacturing costs and power consumption.

As described above, the battery temperature management system 104 according to this embodiment can provide highly efficient temperature management of the battery 25 mounted in the compartment 4a of the vehicle 4.

[Fifth embodiment]
1. Configuration of the battery temperature management system 105 The configuration of the battery temperature management system 105 according to the fifth embodiment of the present invention will be described with reference to Fig. 17. In the following, differences from the first embodiment will be mainly described. Configurations that will not be described below are the same as those in the first embodiment.

As shown in FIG. 17, the battery temperature management system 105 according to this embodiment includes a first heat exchanger 52, a second heat exchanger 53, a propeller fan 14, and a battery 15 in a compartment 5a provided in the front of a vehicle 5. As shown in FIG. 17, the first heat exchanger 52 is disposed adjacent to the right of the second heat exchanger 53.

The battery 15 is a non-aqueous electrolyte battery such as a lithium ion battery, and is offset to the right side within the compartment 5a, as in the first embodiment.

The passenger compartment 5b is located behind the compartment 5a, with the dash panel 5c in between. A steering wheel 16 is provided on the left side of the passenger compartment 5b.

The battery temperature management system 105 according to this embodiment also has a control configuration similar to that of the battery temperature management system 101 according to the first embodiment.

2. Temperature management method for the battery 15 executed by the controller of the battery temperature management system 105 The temperature management method for the battery 15 executed by the controller of the battery temperature management system 103 according to this embodiment will be described with reference to Fig. 18. Note that the flowchart shown in Fig. 10 is applicable to the flowchart showing the temperature management method for the battery 15 executed by the controller.

When the controller determines that the temperature Tb of the battery 15 is higher than the predetermined temperature Tth1, the controller sets the blade pitch angle to the second pitch angle θ2 and rotates the propeller fan 14 counterclockwise Rot _L. As a result, as shown in Fig. 18(a), the air F1 taken into the second heat exchanger 53 from the air intake 5d is sent to the right rear of the compartment 5a after heat exchange with the heat medium in the second heat exchanger 53 (arrow F2). Thus, the relatively low-temperature air that has passed through the second heat exchanger 53 is blown onto the battery 15, and the battery 15 is efficiently cooled.

On the other hand, when the controller determines that the temperature Tb of the battery 15 is lower than the predetermined temperature Tth2, the controller sets the blade pitch angle to the first pitch angle θ1 and rotates the propeller fan 14 to the right Rot _R. As a result, as shown in Fig. 18(b), the air F3 taken into the first heat exchanger 52 from the air intake 5d is sent to the right rear of the compartment 5a after exchanging heat with the heat medium in the first heat exchanger 52 (arrow F4). Thus, the relatively high temperature air that has passed through the first heat exchanger 52 is blown onto the battery 15, and the battery 15 is efficiently heated.

3. Effects In the battery temperature management system 105 according to this embodiment, it is also possible to cool and warm the battery 15 that is disposed offset to the right side in the vehicle width direction behind the compartment 5a by the controller controlling the rotation direction and pitch angle of the propeller fan 14. Specifically, when cooling the battery 15, the propeller fan 14 is rotated left Rot _L with the blade pitch angle set to the second pitch angle θ2 (second condition), and the battery 15 is cooled by the relatively low-temperature air that has been heated by heat exchange in the second heat exchanger 53.

On the other hand, when the battery 15 is being heated, the blade pitch angle is set to the first pitch angle θ1 and the propeller fan 14 is rotated clockwise Rot _R (first condition), whereby the battery 15 is heated by relatively high-temperature air that has been heated by heat exchange in the first heat exchanger 52.

In addition, the battery temperature management system 105 according to this embodiment does not require a separate fan or heater for temperature management of the battery 15, which reduces manufacturing costs and power consumption.

As described above, the battery temperature management system 105 according to this embodiment can provide highly efficient temperature management of the battery 15 mounted in the compartment 5a of the vehicle 5.

Sixth Embodiment
1. Configuration of the battery temperature management system 106 The configuration of the battery temperature management system 106 according to the sixth embodiment of the present invention will be described with reference to Fig. 19. In the following, differences from the fifth embodiment will be mainly described. Configurations that will not be described below are the same as those in the fifth embodiment.

As shown in FIG. 19, the battery temperature management system 106 according to this embodiment includes a first heat exchanger 62, a second heat exchanger 63, a propeller fan 14, and a battery 25 in a compartment 6a provided in the front of a vehicle 6. As shown in FIG. 19, the first heat exchanger 62 is disposed adjacent to the left of the second heat exchanger 53.

The battery 25 is a non-aqueous electrolyte battery such as a lithium ion battery, and is offset to the left side within the compartment 6a, as in the second embodiment.

The passenger compartment 6b is located behind the compartment 6a, with the dash panel 6c in between. A steering wheel 26 is provided on the right side of the passenger compartment 6b.

The battery temperature management system 106 according to this embodiment also has a control configuration similar to that of the battery temperature management system 101 according to the first embodiment.

2. Temperature management method for the battery 25 executed by the controller of the battery temperature management system 106 The temperature management method for the battery 25 executed by the controller of the battery temperature management system 106 according to this embodiment will be described with reference to Fig. 20. Note that the flowchart shown in Fig. 7 is applicable to the flowchart showing the temperature management method for the battery 25 executed by the controller.

When the controller determines that the temperature Tb of the battery 25 is higher than the predetermined temperature Tth1, the controller sets the blade pitch angle to a first pitch angle θ1 and rotates the propeller fan 14 clockwise Rot _R. As a result, as shown in Fig. 20(a), air G1 taken into the second heat exchanger 63 from the air intake 6d is sent to the left rear of the compartment 6a after heat exchange with the heat medium in the second heat exchanger 63 (arrow G2). Thus, the relatively low-temperature air that has passed through the second heat exchanger 63 is blown onto the battery 25, and the battery 25 is efficiently cooled.

On the other hand, when the controller determines that the temperature Tb of the battery 25 is lower than the predetermined temperature Tth2, the controller sets the blade pitch angle to the second pitch angle θ2 and rotates the propeller fan 14 counterclockwise Rot _L. As a result, as shown in Fig. 20(b), the air G3 taken into the first heat exchanger 62 from the air intake 6d is sent to the right rear of the compartment 6a after exchanging heat with the heat medium in the first heat exchanger 62 (arrow G4). Thus, the relatively high temperature air that has passed through the first heat exchanger 62 is blown onto the battery 25, and the battery 25 is efficiently heated.

3. Effects In the battery temperature management system 106 according to this embodiment, it is also possible to cool and warm the battery 25 that is disposed offset to the left side in the vehicle width direction behind the compartment 6a by the controller controlling the rotation direction and pitch angle of the propeller fan 14. Specifically, when cooling the battery 25, the propeller fan 14 is rotated clockwise Rot _R with the blade pitch angle set to the first pitch angle θ1 (first condition), and the battery 25 is cooled by the relatively low-temperature air that has been heated by heat exchange in the second heat exchanger 63.

On the other hand, when the battery 25 is being heated, the blade pitch angle is set to the second pitch angle θ2 and the propeller fan 14 is rotated left Rot _L (second condition), whereby the battery 25 is heated by relatively high-temperature air that has been heated by heat exchange in the first heat exchanger 62.

In addition, the battery temperature management system 106 according to this embodiment does not require a separate fan or heater for temperature management of the battery 25, which reduces manufacturing costs and power consumption.

As described above, the battery temperature management system 106 according to this embodiment can provide highly efficient temperature management of the battery 25 mounted in the compartment 6a of the vehicle 6.

[Modification]
In the first to sixth embodiments, the first heat exchanger 12, 32, 52, 62 is provided for cooling the engine 10, and the second heat exchanger 13, 33, 53, 63 is provided for cooling the motor 11. However, the present invention is not limited to this. For example, it is also possible to adopt a configuration in which the first heat exchanger is provided for cooling the engine or the motor, and the second heat exchanger is connected to other auxiliary equipment (for example, an evaporator or an inverter).

In the first to sixth embodiments, a structure is adopted in which an engine 10 and a motor 11 are mounted in the compartments 1a, 2a, 3a, 4a, 5a, and 6a at the front of the vehicles 1 to 6, but the present invention is not limited to this. For example, it is possible to adopt a structure in which only an engine is mounted in the compartment at the front of the vehicle, a structure in which only a motor is mounted, or even a structure in which neither an engine nor a motor is mounted in the compartment at the front of the vehicle.

In the first to sixth embodiments, a non-aqueous electrolyte battery (e.g., a lithium ion battery) is used as the battery 15, 25, but the present invention is not limited to this. For example, a lead battery or an all-solid-state secondary battery can also be used.

In the first to sixth embodiments, vehicles 1 to 6 were used in which passenger compartments 1b, 2b, 3b, 4b, 5b, and 6b were arranged as candidates for compartments 1a, 2a, 3a, 4a, 5a, and 6a, respectively. However, the present invention can also be applied to vehicles of a cab-over type, for example.

In the first, third and fifth embodiments, a left-hand drive vehicle is used as an example, and the battery 15 is offset to the right of the compartments 1a, 3a and 5a. However, the present invention is not limited to this in terms of the relationship between the steering wheel position and the battery position. Similarly, in the second, fourth and sixth embodiments, a right-hand drive vehicle is used as an example, and the battery 25 is offset to the left of the compartments 2a, 4a and 6a. However, the present invention is not limited to this in terms of the relationship between the steering wheel position and the battery position. For example, in a compartment at the front of a left-hand drive vehicle, the battery may be offset to the left, or in a compartment at the front of a right-hand drive vehicle, the battery may be offset to the right. In this case, the pitch angle of the blades in the propeller fan and the rotation direction of the propeller fan may be determined based on the battery arrangement.

Reference Signs List 1 to 6 Vehicle 1a, 2a, 3a, 4a, 5a, 6a Compartment 1d, 2d, 3d, 4d, 5d, 6d Air intake section 12, 32, 52, 62 First heat exchanger 13, 33, 53, 63 Second heat exchanger 14 Propeller fan 14b Blade 15, 25 Battery 16, 26 Steering wheel 17 Controller 19 Fan motor 20 Pitch angle change actuator 101 to 106 Battery temperature management system θ1 First pitch angle θ2 Second pitch angle Rot _R Right rotation Rot _L Left rotation

Claims (10)

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 first heat exchanger that is mounted in the compartment at a position adjacent to the air intake and exchanges heat between a heat medium flowing inside the compartment and the air;
a second heat exchanger arranged adjacent to the first heat exchanger and exchanging heat between a heat medium flowing therethrough and the air;
a propeller fan arranged adjacent to the first heat exchanger and the second heat exchanger on the opposite side of the air intake section with the first heat exchanger and the second heat exchanger and overlapping both the first heat exchanger and the second heat exchanger, the propeller fan having a rotation direction switchable between left and right and a blade pitch angle changeable;
The battery is disposed in the compartment at a position farther from the air intake portion than the propeller fan;
a controller that controls the rotation direction and the pitch angle of the blades of the propeller fan;
Equipped with
a temperature of the air heated by heat exchange in the first heat exchanger is higher than a temperature of the air heated by heat exchange in the second heat exchanger,
The battery is offset to one side in the vehicle width direction,
The controller:
When cooling the battery, the air that has been heated by heat exchange in the second heat exchanger is guided to the one side where the battery is disposed;
When the battery is heated, the air heated by heat exchange in the first heat exchanger is guided to the one side where the battery is disposed.
Controlling the rotation direction and the pitch angle of the propeller fan.
Battery temperature management system. The battery temperature management system according to claim 1,
The controller:
a first condition in which the rotation direction is a right rotation and the pitch angle is a first pitch angle such that the air taken in from the first heat exchanger and the second heat exchanger during the right rotation is discharged toward an opposite side to the intake side;
a second condition in which the rotation direction is a left rotation and the pitch angle is a second pitch angle such that the air taken in from the first heat exchanger and the second heat exchanger during the left rotation is discharged toward an opposite side to the intake side;
By switching the above, control of cooling or heating of the battery is performed.
Battery temperature management system. The battery temperature management system according to claim 2,
The first heat exchanger is disposed above the second heat exchanger,
The battery is offset to the right in the vehicle width direction,
the controller controls the rotation direction and the pitch angle of the propeller fan under the first condition when cooling the battery and under the second condition when heating the battery.
Battery temperature management system. The battery temperature management system according to claim 2,
The first heat exchanger is disposed above the second heat exchanger,
The battery is offset to the left in the vehicle width direction,
the controller controls the rotation direction and the pitch angle of the propeller fan under the second condition when cooling the battery and under the first condition when heating the battery.
Battery temperature management system. The battery temperature management system according to claim 2,
The first heat exchanger is disposed below the second heat exchanger,
The battery is offset to the right in the vehicle width direction,
the controller controls the rotation direction and the pitch angle of the propeller fan under the second condition when cooling the battery and under the first condition when heating the battery.
Battery temperature management system. The battery temperature management system according to claim 2,
The first heat exchanger is disposed below the second heat exchanger,
The battery is offset to the left in the vehicle width direction,
the controller controls the rotation direction and the pitch angle of the propeller fan under the first condition when cooling the battery and under the second condition when heating the battery.
Battery temperature management system. The battery temperature management system according to claim 2,
The first heat exchanger is disposed to the right of the second heat exchanger in a vehicle width direction,
The battery is offset to the right in the vehicle width direction,
the controller controls the rotation direction and the pitch angle of the propeller fan under the second condition when cooling the battery and under the first condition when heating the battery.
Battery temperature management system. The battery temperature management system according to claim 2,
The first heat exchanger is disposed to the left of the second heat exchanger in a vehicle width direction,
The battery is offset to the left in the vehicle width direction,
the controller controls the rotation direction and the pitch angle of the propeller fan under the first condition when cooling the battery and under the second condition when heating the battery.
Battery temperature management system. In the battery temperature management system according to any one of claims 1 to 8,
The compartment is provided in a front portion of the vehicle,
The air intake is provided at the front of the compartment,
The battery is disposed rearward of the propeller fan within the compartment.
Battery temperature management system. In the battery temperature management system according to any one of claims 1 to 9,
The battery is a non-aqueous electrolyte battery.
Battery temperature management system.