DE102019135260A1 - Vehicle, heat exchange plate and battery pack - Google Patents

Abstract

The present disclosure provides a vehicle, a heat exchange plate, and a battery pack capable of reducing a temperature rise in a central part of a vehicle battery. A vehicle includes: a heat exchange plate that includes a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer that includes and is configured in plan view of a first area between the first surface and the second surface Circulate coolant; and a refrigerant layer, which in plan view comprises a second region between the first surface and the second surface and is configured to circulate a refrigerant; a battery module group comprising a plurality of battery modules and arranged along the first surface of the heat exchange plate; a vehicle body containing the heat exchange plate and the battery module; a first wheel and a second wheel coupled to the vehicle body; and an electric motor configured to drive the first wheel using electrical energy supplied by the battery module group. The vehicle is able to travel in a predetermined direction using the first wheel and the second wheel. The battery module group includes a third area on the first surface in plan view. The second area of the coolant layer is smaller than the first area of the coolant layer. At least part of the second area of the coolant layer is arranged such that it overlaps the first area of the coolant layer. A center of the third area of the battery module group is arranged to overlap the second area of the refrigerant layer.

Description

area

The present disclosure relates to a vehicle, a heat exchange plate, and a battery pack.

background

Hybrid vehicles and electric vehicles are equipped with vehicle batteries that supply electrical energy to a motor as a drive source. In order to suppress a rise in temperature of the vehicle battery, a hybrid heat exchanger is known which simultaneously supplies a refrigerant and a coolant (see patent document 1).

Patent Document 1 discloses a power supply device for a vehicle that includes a battery pack that is formed by connecting a plurality of battery cells together; a cooling plate that is thermally coupled to the battery cell and cools the battery cell with a supplied refrigerant; a cooling mechanism that supplies the refrigerant to the cooling plate; and a control circuit that controls a cooling state of the cooling plate by controlling the cooling mechanism in which, while a battery is cooled efficiently and quickly, a temperature difference between the battery cells is reduced to prevent negative effects caused by an imbalance of the battery cells become.

Patent Document 1: JP-A-2010-50000

Summary

Patent Document 1 discloses that a battery cell is cooled with a refrigerant while the battery cell is cooled with water, but since a temperature rise in a central part of the battery cell is not taken into account, there is a problem that a temperature of an elementary cell in the central part of the battery cell becomes large .

An object of the present disclosure is to provide a vehicle, a heat exchange plate, and a battery pack that are capable of reducing a temperature rise in a central part of a vehicle battery.

The present disclosure provides a vehicle comprising: a heat exchange plate that includes a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer that includes a first area between the first surface and the second surface in plan view and is designed to circulate a coolant; and a refrigerant layer, which in plan view comprises a second region between the first surface and the second surface and is configured to circulate a refrigerant; a battery module group including a plurality of battery modules and disposed along the first surface of the heat exchange plate; a vehicle body containing the heat exchange plate and the battery module; a first wheel and a second wheel coupled to the vehicle body; and an electric motor configured to drive the first wheel using electrical energy provided by the battery module group, the vehicle being able to drive in a predetermined direction using the first wheel and the second wheel , wherein the battery module group on the first surface comprises a third region in plan view, the second region of the refrigerant layer being smaller than the first region of the coolant layer, at least part of the second region of the refrigerant layer being arranged such that it is the first Region of the coolant layer overlaps, and wherein a center of the third region of the battery module group is arranged to overlap the second region of the refrigerant layer.

The present disclosure provides a heat exchange plate that includes a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer that, in plan view, has a first area between the first surface and the second surface includes and is configured to circulate a coolant; and a refrigerant layer, which in plan view comprises a second region between the first surface and the second surface and is configured to circulate a refrigerant, the second region of the refrigerant layer being smaller than the first region of the coolant layer, at least part of the second region the refrigerant layer is arranged to overlap the first area of the coolant layer, and in a case where a battery module group is arranged along the first surface, the battery module group on the first surface includes a third area in plan view; wherein the battery module group includes a plurality of battery modules, and a center of the third region of the battery module group is arranged to overlap the second region of the refrigerant layer.

The present disclosure provides a battery pack comprising: a heat exchange plate comprising a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer comprising a first region between the first surface and the second surface in plan view and is designed to circulate a coolant; and a refrigerant layer, which in plan view comprises a second region between the first surface and the second surface and is configured to circulate a refrigerant; and a battery module group comprising a plurality of battery modules and arranged along the first surface of the heat exchange plate, the battery module group including a third region in plan view on the first surface, the second region of the refrigerant layer being smaller than the first Region of the coolant layer, wherein at least a part of the second region of the coolant layer is arranged such that it overlaps the first region of the coolant layer, and wherein a center of the third region of the battery module group is arranged to overlap the second region of the coolant layer.

According to the present disclosure, a cooling part is provided in a center part of a vehicle battery in which a temperature rise is caused by charging and discharging, thereby allowing the temperature rise in the center part of the vehicle battery to be reduced during cooling, or a temperature in the center part below which the periphery is lowered. A pipe can be designed to be shortened by concentrating a refrigerant pipe in the central part in a coolant passage, thereby making it possible to reduce the pressure loss.

Figure list

• 1 is a conceptual view showing an example of the battery temperature control system 1 of the present disclosure;
• the 2A to 2D are views of the construction of the battery temperature control system 1 based on 1 , 2A is a partially exploded perspective view, 2 B is a first sectional view taken along a line A-A ' , 2C Fig. 2 is a second sectional view along the line A-A ' and 2D Fig. 3 is a third sectional view along the line A-A ';
• the 3A and 3B are schematic views in a top view showing an example of another form of a cooling part 50 of the present disclosure show 3A is a first embodiment and 3B is a second embodiment;
• the 4A and 4B are schematic views in plan view showing an example of another embodiment of the cooling part 50 of the present disclosure show 4A is a third embodiment and 4B Fig. 4 is a fourth embodiment;
• the 5A and 5B 11 are schematic views in a top view showing an arrangement example of each secondary battery cell of the present disclosure, 5A is a first embodiment and 5B is a second embodiment;
• 6 12 is a schematic view illustrating a heat generation state based on each resistance of the secondary battery cell of the present disclosure;
• 7 12 is a schematic view showing a heat generation state of a secondary battery cell 11 and a thermal management system 20 of the present disclosure;
• 8th 12 is a schematic view showing an example of the cooling control of the battery temperature control system 1 of the present disclosure;
• 9 12 is a schematic view showing an example of the heating control of the battery temperature control system 1 of the present disclosure;
• 10 Fig. 3 is a block diagram showing another embodiment of the cooling section 50 of the present disclosure;
• the 11A and 11B are schematic views illustrating a state in which the battery temperature control system 1 in a vehicle 100 of the present disclosure is assembled 11A is a side view of the vehicle 100 and 11B is a rear view of the vehicle 100 ;
• 12th 12 is a schematic view showing an example of the control of the battery temperature control system 1 using the vehicle's route and destination information in the 11A and 11B represents; and
• 13 Fig. 3 is a side view showing one in the vehicle 100 installed battery pack α represents.

Precise description

Hereinafter, an embodiment (hereinafter referred to as “the embodiment”) that particularly discloses a vehicle, a heat exchange plate and a battery pack according to the present disclosure, optionally described in detail with reference to the drawings. However, an unnecessarily detailed description may be omitted. For example, a detailed description of an already well-known element and a redundant description of substantially the same configuration may be omitted. Not only to prevent the following description from becoming unnecessarily redundant, but also to facilitate easy understanding by professionals. The accompanying drawings and the following description are provided so that those skilled in the art can fully understand the present disclosure and are not intended to limit the scope of the invention, which is described in the claims.

A desirable embodiment for implementing the present disclosure is described in detail below with reference to the drawings.

1 is a conceptual view showing an example of the battery temperature control system 1 of the present disclosure. The 2A to 2D are views of the construction of the battery temperature control system 1 based on 1 , 2A is a partially exploded perspective view, 2 B is a first sectional view taken along a line A-A ' , 2C Fig. 2 is a second sectional view along the line A-A ' and 2D Fig. 3 is a third sectional view along the line A-A ' . The battery temperature control system 1 The present disclosure is based on the 1 and 2A to 2D described in detail.

The battery temperature control system 1 contains a vehicle battery 10 and a thermal management system 20 that the vehicle battery mounted on it 10 cools. The thermal management system 20 contains a heat exchanger 21st . The vehicle battery 10 contains a variety of secondary battery cells 11 and is on a first surface 22 of the heat exchanger 21st arranged linearly. One of the first surface 22 of the heat exchanger 21st opposite side is as a second surface 23 Are defined. The secondary battery cell 11 is, for example, a battery that stores electrical energy that serves as a drive source of a traction motor in a hybrid vehicle or an electric vehicle, and is a component that requires temperature control such as cooling. A combination of the large number of secondary battery cells 11 (Elementary cells) is referred to as a battery module. A combination of the plurality of battery modules is referred to as a battery module group. The vehicle battery 10 may correspond to a battery module or may correspond to the battery module group that contains the plurality of battery modules. In this case, the vehicle battery 10 described as the battery module group. As shown in the drawing, the battery module group is along the first surface 22 of the heat exchanger 21st arranged. The battery module group contains a third area REG3 on the first surface 22 in a top view.

The thermal management system 20 is a device for cooling the vehicle battery 10 , is near the vehicle battery 10 provided and contains the heat exchanger 21st . The thermal management system 20 contains a coolant channel 30th that is in the heat exchanger 21st located and allows a flow of coolant, and a refrigerant pipe 40 that allows refrigerant to flow through. The coolant channel 30th can be layered, as in the 2 B to 2D shown. That is, the coolant channel 30th is a coolant layer in which the coolant circulates. This coolant layer contains a first area REG1 in the top view between the first surface 22 and the second surface 23 (please refer 2A) . The thermal management system 20 further includes: a coolant channel pipe 31 that with the coolant channel 30th communicates; a pump 32 that with the coolant duct pipe 31 is connected and circulates the coolant; a heater 33 ; a compressor 41 for circulating the refrigerant in the refrigerant pipe 40 , a capacitor 42 ; and an expansion valve 43 .

The refrigerant pipe 40 is connected to the compressor 41 , the capacitor 42 and the expansion valve 43 , and in 1 forms the refrigerant pipe 40 that in the coolant channel 30th is arranged, a refrigerator 50 . The refrigerator compartment 50 can be layered, as in the 2 B to 2D shown, and the refrigerant flows through the cooling section 50 . That is, the refrigerator compartment 50 is a refrigerant layer in which the refrigerant circulates. The refrigerant layer contains a second area REG2 in the top view between the first surface 22 and the second surface 23 (please refer 2A) .

• • Der zweite Bereich REG2 der Kältemittelschicht ist kleiner als der erste Bereich REG1 der Kühlmittelschicht (siehe 2A). Das heißt, der Bereich (zweiter Bereich REG2) der Kältemittelschicht ist auf eine konzentrierte Weise angeordnet, so dass er kleiner ist als der erste Bereich REG1 der Kühlmittelschicht. Somit kann ein Rohr für das Kältemittel verkürzt sein. Da das Rohr kurz ist, ist die Auswirkung, dass der Druckverlust verringert ist.
• • Mindestens ein Teil des zweiten Bereichs REG2 der Kältemittelschicht ist so angeordnet, dass er den ersten Bereich REG1 der Kühlmittelschicht überlappt (siehe die 2A bis 2D). Folglich kann ein Wärmeaustausch zwischen dem Kühlmittel und dem Kältemittel in einem Abschnitt durchgeführt werden, in dem der zweite Bereich REG2 der Kältemittelschicht den ersten Bereich REG1 der Kühlmittelschicht überlappt.
• • Die Mitte O des dritten Bereichs REG3 der Batteriemodul-Gruppe ist so angeordnet, dass er den zweiten Bereich REG2 der Kältemittelschicht überlappt (siehe die 2A bis 2D). Folglich wird eine Umgebung der Mitte O des dritten Bereichs REG3 in der Batteriemodul-Gruppe durch das durch die Kältemittelschicht fließende Kältemittel intensiv gekühlt. Die Umgebung der Mitte O des dritten Bereichs REG3 ist ein Abschnitt, in dem die Wärme konzentriert ist und somit die Temperatur größer wird. Daher wird eine Temperaturänderung der Batteriemodul-Gruppe durch intensives Kühlen der Umgebung der Mitte O verringert.

A mutual relationship between the first area shown above REG1 , the second area REG2 and the third area REG3 is as follows.

• • The second area REG2 the refrigerant layer is smaller than the first area REG1 the coolant layer (see 2A) . That is, the area (second area REG2 ) the refrigerant layer is arranged in a concentrated manner so that it is smaller than the first area REG1 the coolant layer. Thus, a pipe for the refrigerant can be shortened. Since the pipe is short, the effect is that the pressure loss is reduced.
• • At least part of the second area REG2 the refrigerant layer is arranged to be the first area REG1 the coolant layer overlaps (see the 2A to 2D ). As a result, heat exchange between the coolant and the refrigerant can be performed in a portion where the second area REG2 the first area of the refrigerant layer REG1 the coolant layer overlaps.
• • The middle O of the third area REG3 The battery module group is arranged so that it covers the second area REG2 the refrigerant layer overlaps (see the 2A to 2D ). Consequently, an environment becomes the center O of the third area REG3 in the battery module group intensively cooled by the refrigerant flowing through the refrigerant layer. The area around the center O of the third area REG3 is a section where the heat is concentrated and the temperature increases. Therefore, a change in temperature of the battery module group is caused by intensive cooling around the center O decreased.

It is desirable that the third area REG3 the battery module group is smaller than the first area REG1 the coolant layer. In this case, the entire battery module group can be cooled by the coolant layer.

• • Die Kühlmittelschicht (Kühlmittelkanal 30) ist zwischen der Kältemittelschicht (Kühlteil 50) und der Batteriemodul-Gruppe in der Mitte O des dritten Bereichs REG3 der Batteriemodul-Gruppe (Fahrzeugbatterie 10) in der Draufsicht angeordnet. Eine solche Anordnung ist in jedem Zustand der 2B bis 2D ausgebildet. Weil sich die Kühlmittelschicht zwischen der Kältemittelschicht und der Batteriemodul-Gruppe befindet, so dass das Kühlmittel die Ungleichmäßigkeit zerstreut, die während des vom Kältemittel durchgeführten Kühlens auftritt, kann die Batteriemodul-Gruppe gleichmäßiger gekühlt werden.

A mutual relationship in a vertical direction between the first area REG1 , the second area REG2 and the third area REG3 is as follows.

• • The coolant layer (coolant channel 30th ) is between the refrigerant layer (refrigerator compartment 50 ) and the battery module group in the middle O of the third area REG3 the battery module group (vehicle battery 10 ) arranged in the top view. Such an arrangement is in any state 2 B to 2D educated. Because the coolant layer is between the refrigerant layer and the battery module group, so that the coolant disperses the unevenness that occurs during the cooling performed by the refrigerant, the battery module group can be cooled more uniformly.

In 2 B the refrigerant layer is embedded inside the coolant layer. In 2C the refrigerant layer is inside the coolant layer and at the bottom. In 2D the coolant layer is arranged on the refrigerant layer. Here an arrangement that is in 2 B is interpreted as a sandwich structure in which the refrigerant layer is arranged between two coolant layers. That is, the coolant layer comprises a first coolant layer 30a and a second coolant layer 30b in the middle O of the third area REG3 the battery module group in plan view; in the middle O of the third area REG3 The top view of the battery module group is the first coolant layer 30a arranged between the refrigerant layer and the battery module group; and in the middle O of the third area REG3 The top view of the battery module group is the refrigerant layer between the first coolant layer 30a and the second coolant layer 30b arranged. With such an arrangement, the refrigerant layer can be separated from the first coolant layer 30a and the second coolant layer 30b be surrounded, and thus the heat exchange between the refrigerant layer and the coolant layer is easily performed.

The refrigerator compartment 50 is formed by a tube. As in the schematic view in 1 shown, includes the cooling section 50 an inlet pipe 51 and an outlet pipe 52 of the refrigerant and includes a first point 53 on one side and a second point 54 on the other hand. In the in 1 The example shown flows and circulates the refrigerant through the cooling part formed in a single step 50 from the inlet pipe 51 to the outlet pipe 52 and cools the vehicle battery 10 . The refrigerator compartment 50 forms a section from the first point 53 about the second point 54 back to the first point 53 to be led. That is, the refrigerant flows from the inlet pipe 51 flows in between a neighborhood of the first point 53 and a vicinity of the second point, and flows out of the outlet pipe 52 out.

In the embodiment, the cooling part 50 in a middle part S in the top view of the vehicle battery 10 arranged, and the middle part S is set to an area near the center that is about 1/3 in length and length in the plan view of the vehicle battery 10 having.

That through the coolant channel 30th flowing coolant is, for example, an antifreeze that contains ethylene glycol. That in the refrigerant pipe 40 flowing refrigerant can be in a two-phase state in which gas and liquid are mixed, and an example of this is hydrofluorocarbonate (HFC). However, the refrigerant can be something other than HFC.

That in the coolant channel 30th flowing coolant is circulated by the in 1 pump shown 32 is operated, and the pump 32 is, for example, a coolant pressure pump and an electric water pump.

The compressor 41 compresses the evaporated refrigerant and delivers the compressed refrigerant to the condenser 42 , after which the capacitor 42 that of the compressor 41 compressed refrigerant cools and liquefies, the liquefied refrigerant to the expansion valve 43 supplies and the liquefied refrigerant in the refrigerant pipe 40 circulates.

The heat exchanger 21st has, for example, the shape of a flat plate, has a plate shape whose height is shorter than a length in the direction from front to back and from left to left right, and is called the heat exchange plate. The heat exchanger 21st however, it may be in a box shape, a square shape, or a cylindrical shape that is shorter in the front-to-back direction than in the left-to-right direction. In the heat exchanger 21st are the inlet pipe 51 and the outlet pipe 52 that with the refrigerator compartment 50 communicate, and an insertion tube 31a and a drain pipe 31b of the refrigerant duct pipe 31 that with the refrigerant channel 30th related, each provided.

The 3A and 3B are schematic views in a top view showing an example of another shape of the cooling part 50 of the present disclosure show 3A is a first embodiment and 3B is a second embodiment. A pipe structure of the cooling section 50 is based on the 3A and 3B described.

In the in 3A The first embodiment shown is a shape of one at the first point 53 and at the second point 54 bent part a level. A flow of the coolant in each pipe part is between the first point 53 and the second point 54 parallel. The positions of the inlet pipe 51 and the outlet pipe 52 can be set arbitrarily. Consequently, the refrigerant pipe 40 connected continuously, and a compact and inexpensive pipe structure is achieved.

As in 3A shown is the refrigerant pipe 40 of the refrigerator compartment 50 laid throughout in a single tube shape, as if from one piece, without branching into a multitude of parts. A variety of tube shapes described in the top view can be longitudinal (top view) in the coolant channel 30th be arranged.

As in the in 3B shown second embodiment 2nd shown, the refrigerant pipe 40 be branched into a plurality of flow paths in the course. In both cases of 3A and 3B For example, a tube shape as shown may be formed by connecting a plurality of tubes together.

The 4A and 4B are schematic views in plan view showing an example of another embodiment of the cooling part 50 of the present disclosure show 4A is a third embodiment and 4B is a fourth embodiment. A pipe structure of the cooling section 50 is based on the 4A and 4B described.

In the third and fourth embodiments, the refrigerant pipe is 40 in a spiral shape towards the center of the refrigerator compartment 50 arranged. The inlet pipe 51 is near the edge of the refrigerator compartment 50 arranged, and the outlet pipe 52 is near the center of the refrigerator compartment 50 arranged. The positions of the inlet pipe 51 and the outlet pipe 52 can be mixed up. In this case, the refrigerant exits the inlet pipe in a liquid phase 51 one that's near the center of the refrigerator compartment 50 is arranged, and as the refrigerant changes from the liquid phase to the gas phase and cools the vicinity of the center, the refrigerant flows to the outlet pipe 52 , which is located near the edge. Accordingly, the vicinity of the center of the refrigerator compartment 50 be cooled efficiently.

Here is compared to in 4B fourth embodiment shown in the in 4A illustrated third embodiment, the refrigerant pipe 40 near the center of the refrigerator compartment 50 concentrated. That is, since there is a surface in contact with the coolant through the coolant channel 30th flows near the center of the refrigerator compartment 50 becomes large, a cooling capacity becomes large. Here is the second area REG2 the refrigerant layer further divided into two areas. The divided two areas include: a first refrigerant layer area REG21 that the middle O (see the 2A to 2D ) of the third area REG3 corresponds, and a second refrigerant layer area REG22 , which is arranged outside of the first refrigerant layer area in the plan view. These two refrigerant layer areas REG21 and REG22 are indicated by dashed lines in the drawing. At this time is a first cooling capacity of the first refrigerant layer area REG21 greater than a second cooling capacity of the second refrigerant layer area REG22 .

The shape of the refrigerator compartment 50 is due to an increase in the temperature of the vehicle battery 10 determines that on the thermal management system 20 is placed, and is in particular by a value of the temperature rise in the middle area S certainly. If the number and capacity of the secondary battery cells 11 which the vehicle battery 10 form, is large, it is necessary to size the heat exchanger 21st , the coolant channel 30th and the refrigerator compartment 50 to increase; an arrangement of representative shapes shown in the first to fourth embodiments can be selected; and a variety of arrangements and multi-stage arrangements are also selected. An arrangement configuration of the pipe is not limited to the embodiments.

The 5A and 5B are schematic views in a top view showing an arrangement example of each secondary battery cell 11 demonstrate, 5A is a first embodiment and 5B is a second embodiment. The arrangement of the large number of secondary battery cells 11 is based on the 5A and 5B described.

In the first embodiment, the plurality of secondary battery cells 11 on the first surface 22 of the heat exchanger 21st arranged in series so that they lie side by side so that one end thereof is flush in the transverse direction of the drawing. In the second embodiment, the arrangement of the first embodiment is arranged in two rows in the longitudinal direction of the drawing. In the drawing, a longer direction of the secondary battery cell runs 11 along the longitudinal direction of the drawing, but may be arranged in the transverse direction of the drawing, and in the same way the arrangement is not limited to two rows but may have three or more rows.

6 12 is a schematic view showing a state of heat generation based on each resistance of the secondary battery cells 11 represents, which are connected in series with each other. In 6 is a graph showing the temperature on the secondary battery cell 11 shows, and the resistance of the secondary battery cell 11 is under the secondary battery cell 11 shown.

In a case where each resistance (internal resistance) of the secondary battery cell 11 as R is defined, and one by the secondary battery cell 11 flowing charge and discharge current is defined as i when the resistance R each secondary battery cell 11 is equal to an amount of heat generation P each secondary battery cell 11 as R × i ² are shown, and the amount of heat generation P is equal to (P = R × i ² ). Because the secondary battery cells 11 are arranged in a state in which they are in close contact with the adjacent secondary battery cells 11 and the secondary battery cell arranged around the center 11 has more heat content than the secondary battery cell 11 , which is arranged on the edge, the temperature rise increases.

In the thermal management system 20 the embodiment is that through the refrigerant pipe 40 trained refrigerator compartment 50 inside the coolant channel 30th of the thermal management system 20 provided, or at a position that the coolant channel 30th overlaps that around the center of the vehicle battery 10 corresponds to where the temperature rise is generated by loading and unloading. In particular in the longitudinal direction and in the transverse direction in the top view of the vehicle battery 10 is the refrigerator compartment 50 in the middle part S is provided, which is set to an area near the center having a length of about 1/3, whereby the temperature rise near the center of the vehicle battery 10 can be reduced, or the temperature near the center at the time of cooling can be reduced more than that of the rim. Because the area around the center of the vehicle battery is filled with heat and thus the temperature of the secondary battery cell 11 increases, the cooling is caused by the refrigerant of the cooling section 50 in the middle part S running at the time of cooling, and the area around the edge of the vehicle battery 10 is due to heat diffusion through the circulation of the coolant and natural heat conduction to the edge of the vehicle battery 10 cooled, which enables not only the temperature of the vehicle battery 10 to decrease, but also to decrease a change in temperature.

The refrigerant pipe 40 is in the middle part S of the thermal management system 20 concentrated, causing the refrigerant pipe 40 can be designed to be short so that the pressure loss can be reduced. The refrigerant pipe 40 is designed as one piece throughout, which makes it possible not only for the entire heat management system 20 to cool, but also to reduce the deviation of the refrigerant flow compared to a case in which the refrigerant is distributed to a plurality of pipes. Then it goes through the coolant channel 30th inside the heat management system 20 flowing coolant from the pump 32 circulated to diffuse the cold and warm heat, making it possible not only to change the temperature of the plurality of secondary battery cells 11 that the vehicle battery 10 form, but also to set the maximum temperature within an allowable range.

7 10 is a schematic view showing a heat generation state of the secondary battery cell 11 and a thermal management system 20 represents, which are connected in series with each other. 7 represents a graph showing a temperature of the secondary battery cell 11 and shows a state in which the secondary battery cell 11 and the thermal management system 20 are connected in series with each other by the thermal resistance.

Taking into account the fact that every secondary battery cell 11 with the coolant (coolant channel 30th ) and the refrigerant (refrigerator compartment 50 ) is connected via the thermal resistance, the secondary battery cell 11 be considered as a heat generation source by charging and discharging. Here, a configuration that corresponds to the outside air is used as an outside of the secondary battery 60 designated. Because the temperature of the outside of the secondary battery (outside air) 60 changes depending on the environment, heat dissipation (heat absorption) is generated. When an ambient temperature is lower than a temperature of the vehicle battery 10 the heat dissipation is carried out, and the secondary battery cell 11 near the outside of the secondary battery 60 gives off heat and is cooled, and in contrast, the secondary battery cell 11 just filled with heat near the center.

In the thermal management system 20 the coolant and the refrigerant are provided, whereby a heat dissipation (heat absorption) route from the secondary battery cell 11 to the coolant (coolant channel 30th ) and the refrigerant (refrigerator compartment 50 ) can be formed. Especially since the secondary battery cell 11 has a large temperature difference to the coolant near the center, the heat dissipation to the coolant becomes dominant. A heat dissipation amount (= cooling capacity) to the outside of the secondary battery 60 and to the refrigerator compartment 50 is in equilibrium with a heat generation amount of each secondary battery cell 11 so that the temperature rise of the vehicle battery 10 is balanced. The cooling capacity of the refrigerator compartment 50 is through the compressor 41 changed and can be enlarged or reduced as required. By circulating the coolant through the pump 32 become a cooling effect of the refrigerator compartment 50 and a heating effect of the heater 33 quickly to any secondary battery cell 11 supplied, which makes it possible to increase the thermal resistance of the coolant part inside the coolant channel 30th greatly decrease.

The cooling capacity of the refrigerator compartment 50 and the size of the refrigerator compartment 50 can be determined so that the sum of the energy for cooling and the energy for driving the pump 32 is minimized. To perform the cooling with the minimum energy, the cooling capacity is estimated from the amount of heat generation by charging and discharging the vehicle battery 10 , the amount in the thermal management system 20 generated cold heat, and the amount of heat dissipation to the environment determined; one for the thermal management system 20 required quantity for the operation is determined and effects the operation; and a correction is made by feedback using the measured temperature.

In the event that the temperature of the vehicle battery 10 is estimated, the amount of heat generated P from a charge and discharge current i of the secondary battery cell 11 and the internal resistance R receive; and the temperature of the secondary battery 11 can be estimated in advance from the heat capacity and a heat transfer model. In the event that a thermal resistance reduction effect of the cooling part 50 and the pump 32 It can be estimated beforehand a relationship between the temperature of the coolant of the thermal management system 20 , the ambient temperature, the extent of the control of the compressor 41 and the extent of operation of the pump 32 be used; the temperature of the vehicle battery 10 can be made almost evenly; and the maximum temperature can be lowered into the allowable range.

Forward control can be performed by directing the amount of heat generation and the required cooling capacity toward a target of a vehicle using map information and weather information 100 which will be described later can be estimated. A case in which it is required is the vehicle battery 10 heating is the start of the journey when the ambient temperature is low and the start of charging. Because the secondary battery cell 11 near the edge of the vehicle battery 10 , which is slightly affected by the temperature of the outside air, needs to be heated by the pump 32 circulated coolant from the heater 33 is heated to obtain a liquid for heating, and the entire vehicle battery 10 is heated.

8th 12 is a schematic view showing an example of the cooling control of the battery temperature control system 1 of the present disclosure. One method of cooling control is with reference to FIG 8th described.

1. (1) Die Temperatur der Sekundärbatteriezelle 11 in der Nähe der Mitte der Fahrzeugbatterie 10 ist als A definiert (maßgebliche Temperatur in der Nähe der Mitte).
2. (2) Die Temperatur der Sekundärbatteriezelle 11 in der Nähe des Randes der Fahrzeugbatterie 10 ist als B definiert (maßgebliche Temperatur in der Nähe des Randes).
3. (3) Die Außentemperatur ist als C definiert.
4. (4) Der Lade- und Entladestrom ist als i definiert.
5. (5) Der Innenwiderstand der Sekundärbatteriezelle 11 wird als R definiert (im Voraus erhalten, oder durch Berechnung erhalten).
6. (6) Die Temperatur des Kühlmittels ist als E definiert (Messung in der Nähe des Ablaufrohrs 31b).

The parameters are described as follows and can be obtained by measurement.

1. (1) The temperature of the secondary battery cell 11 near the center of the vehicle battery 10 is as A defined (relevant temperature near the center).
2. (2) The temperature of the secondary battery cell 11 near the edge of the vehicle battery 10 is as B defined (relevant temperature near the edge).
3. (3) The outside temperature is as C. Are defined.
4. (4) The charge and discharge current is defined as i.
5. (5) The internal resistance of the secondary battery cell 11 is called R defined (received in advance or obtained by calculation).
6. (6) The temperature of the coolant is as E defined (measurement near the drain pipe 31b ).

The temperature conditions to be observed are described as follows.

A permissible maximum temperature G is equal to or higher than the temperatures A and B the secondary battery cell. G ≥ A and G ≥ B

A change in the allowable temperature H is equal to or greater than a temperature difference between the temperatures A and B the secondary battery cell. H ≥ | A - B |

A concept of the extent of cooling operation in the cooling controller is described.

A heat generation amount Wn of each secondary battery cell n and a total heat generation amount Wall of the vehicle battery 20 can from the charge and discharge current i and the internal resistance R be calculated. Wall = W1 + W2 + ... Wn applies. A heat dissipation amount Wout of the vehicle battery 10 can from the temperatures A and B the secondary battery cell and the outside temperature C. can be estimated. The model is based on thermal resistance and collects data in advance. If the cooling capacity required for cooling is defined as Wcool, Wcool> Wall - Wout is satisfied and the cooling capacity Wcool becomes a target value for cooling. Because the secondary battery cell 11 and the thermal management system 20 have a large heat capacity with regard to Wall, a mean value from Wall from the past (Tcool) can also be used for Wcool.

Estimation of Wcool: It becomes an expected value of Wcool regarding a combination of the outside temperature C. , a coolant temperature E and a setting value of the compressor 41 received in advance and this value is used. The setting of the compressor 41 can be done so that a desired Wcool is obtained. From the measured values of the temperatures A and B of the secondary battery cell, Wcool is set so that the permissible maximum temperature G ≥ the temperature A of the secondary battery cell and the permissible maximum temperature G ≥ the temperature B of the secondary battery cell are fulfilled. This is used to regulate the correction of an excess or a deficiency in Wcool's estimated value.

It becomes a concept of the extent of operation of the pump 32 described in the cooling control.

When the measured value (| A - B |) of the temperature difference of a secondary battery cell exceeds a fixed value, the pump stops 32 operated. The pump 32 can be changed in several steps or continuously depending on the measured value. It is evident that the temperature difference of the secondary battery cell (| A - B |) increases as the charge and discharge current i increases and Wall increases. Regardless of the temperature difference of the secondary battery cell (| A - B |), the extent of pump operation 32 are controlled to increase based on the charge and discharge current i. The extent of operation of the refrigerator compartment 50 and the pump 32 is determined simultaneously or one after the other, and the cooling section 50 and the pump 32 can be used together.

9 12 is a schematic view showing an example of the heating control of the battery temperature control system 1 of the present disclosure. One method of heating control is with reference to FIG 9 described.

Since the parameters are the same as those of the cooling control, a description of the parameters is omitted. Descriptions of the same reference numerals as those of the cooling controller are omitted.

The temperature conditions to be observed are described as follows.

The temperatures A and B of the secondary battery cell are equal to or less than the permissible maximum temperature G, and equal to or greater than a permissible minimum temperature L. G ≥ A ≥ L and G ≥ B ≥ L

The change in the allowable temperature H is equal to or greater than the temperature difference between the temperatures A and B the secondary battery cell. H ≥ | A - B |

It becomes a concept of the extent of operation of the heater 33 described in the heating control.

The heat generation amount Wn of each secondary battery cell n and the total heat generation amount Wall of the vehicle battery 20 can from the charge and discharge current i and the internal resistance R be calculated. Wall = W1 + W2 + ... Wn applies. The heat dissipation amount Wout of the vehicle battery 10 can from the temperatures A and B the secondary battery cell and the outside temperature C. can be estimated. The model is based on thermal resistance and collects data in advance.

If that's for the heater 33 required capacity is defined as Wheat, Wheat> Wout - Wall is fulfilled, and Wheat is a target value of the heater 33 . Because the secondary battery cell 11 and the thermal management system 20 have a large heat capacity with regard to Wall, the mean value of Wall from the past (Tcool) can also be used for Wheat.

Calculation of Wheat: Wheat can be obtained from a supply voltage of the heater 33 × whose current is calculated. The current of the heater 33 is set so that a required wheat is obtained. From the measured values of the temperatures A and B of the secondary battery cell, Wheat and Wcool are set so that the permissible maximum temperature G ≥ the temperature A the secondary battery cell ≥ the permissible minimum temperature L, and the permissible maximum temperature G ≥ the temperature B of the secondary battery cell ≥ the permissible minimum temperature L.

It becomes a concept of the extent of operation of the pump 32 described in the heating control.

The pump 32 is operated to wheat in the coolant channel 30th to distribute. When the measured value (| A - B |) of the temperature difference of the secondary battery cell exceeds a fixed value, the pump stops 32 operated. The pump 32 can be changed in several steps or continuously depending on the measured value. The extent of operation of the refrigerator compartment 50 and the pump 32 is determined simultaneously or one after the other, and the cooling section 50 and the pump 32 can be used together.

10 Fig. 3 is a block diagram showing another embodiment of the cooling section 50 of the present disclosure.

Especially in a case where the vehicle battery 10 is arranged in two or more rows (see 5B) it is because of the thermal management system 20 in the coolant and the refrigerant is physically increased, the temperature in the thermal management system is required 20 to unify. If the refrigerator compartment 50 in the middle part S the vehicle battery 10 is arranged and circulating with a pump 32 is carried out as in 10 shown, that flows from the pump 32 circulated coolant through the outer edge of the cooling part 50 (in 10 a flow of coolant in the coolant channel 30th , as indicated by a dashed arrow). Because the refrigerator compartment 50 , the inlet pipe 51 and the outlet pipe 52 For example, approximately perpendicular to the flow of the circulated coolant, a cooling suitable for the coolant at the outer edge can be carried out by the cooling part 50 near the inlet pipe 51 is expanded. Therefore, it is desirable that at least a portion of the inlet pipe 51 that the refrigerator compartment 50 and the expansion valve 43 connects, inside the coolant channel 30th is arranged.

The 11A and 11B are schematic views illustrating a state in which the battery temperature control system 1 in the vehicle 100 of the present disclosure is assembled 11A is a side view of the vehicle 100 and 11B is a rear view of the vehicle 100 .

The vehicle 100 in which the battery temperature control system 1 installed contains a wheel 101 that rotates in a direction of travel, a vehicle body 102 and a floor area 103 the vehicle body 102 . The vehicle body 102 contains the heat exchanger 21st and the battery module. The wheel 101 can be a first bike 101a and a second wheel 101b include that with the vehicle body 102 are coupled. The wheel 101 can a third wheel 101c include that with the vehicle body 102 is coupled, and typically contains the vehicle 100 four wheels. However, a vehicle that does not have four wheels, such as a motor tricycle, can be used. An electric motor, which is not shown, drives the first wheel 101a what he uses electrical energy supplied by the battery module (the group). The second wheel 101b can be a steering wheel. However, the electric motor can also drive wheels that are not the first wheel 101a are. The vehicle 100 can drive in a given direction using the first wheel 101a and the second wheel 101b used.

In 11A is a longer direction of the heat exchanger 21st in the direction of travel of the vehicle 100 arranged, and in 11B is the longer direction of the heat exchanger 21st along a width direction of the vehicle 100 arranged. That is, in 11B is a short direction of the heat exchanger 21st along the direction of travel of the vehicle 100 arranged. The heat exchanger is as described above 21st arranged along a predetermined direction. A direction of arrangement of the heat exchanger 21st can roughly take into account a location of the vehicle 100 and the shock resistance of the battery temperature control system 1 be determined.

12th 12 is a schematic view showing an example of the control of the battery temperature control system 1 using the vehicle's route and destination information in the 11A and 11B represents.

If the vehicle 100 autonomous driving and route guidance through vehicle navigation, it is possible to estimate changes in various parameters that occur in future driving, using information in the cloud for communication. For example, there is a change in the outside temperature C. , a change caused by weather and altitude, a change in charge and discharge current i, and a change in up and down due to altitude, a speed caused by a route, a speed caused by a signal, a speed limit and a traffic jam, and a required time. The outside temperature C. and the charge and discharge current i are important parameters for controlling the battery temperature control system 1 , and changes in temperatures A and B of the Secondary battery cells can be estimated in advance by getting the information in advance.

In order to meet the condition that the permissible maximum temperature G ≥ the temperatures is necessary and sufficient A and B of the secondary battery cell and the change in the permissible temperature H ≥ the temperature difference (| A - B |) of the secondary battery cell, can regulate the setting value of the compressor 41 and the extent of operation of the pump 32 be performed. As a result, the power consumption for cooling can be reduced, and the capacity of a refrigerant cycle can be designed to be necessary and sufficiently small. The estimation using the route and destination information, the setting of the setting value of the compressor 41 and adjusting the level of operation of the pump 32 can be subjected to arithmetic operation in the cloud, and the results are communicated to the vehicle 100 transfer.

13 Fig. 3 is a side view showing one in the vehicle 100 installed battery pack α represents.

The battery pack α is in a lower part of the vehicle body 102 of the vehicle 100 Installed. The battery pack α includes a housing α1 , and the housing α1 contains at least the vehicle battery 10 and the heat exchanger 21st . In the example shown, the battery temperature control system includes 1 three battery modules (vehicle battery 10 ) and three heat exchangers 21st (Heat exchange plates). However, a battery module group that consists of three battery modules (vehicle battery 10 ) is formed on a heat exchanger 21st be mounted. The number of heat exchangers 21st and vehicle batteries 10 that are provided in the battery temperature control system are not particularly limited.

The housing α1 includes a first housing surface α11 that along the first surface 22 of the heat exchanger 21st is arranged, and a second housing surface α12 that along the second surface 23 of the heat exchanger 21st is arranged. The battery module group (vehicle battery 10 ) and the heat exchanger 21st are between the first housing surface α11 and the second housing surface α12 arranged.

The housing α1 includes a housing end surface α13 that the first case surface α11 and the second housing surface α12 connects, and the housing end surface α13 contains a refrigerant inlet section α51 that is configured to allow the refrigerant to enter toward the refrigerant layer, and a refrigerant outlet part α52 that is designed to allow the refrigerant to be discharged from the refrigerant layer. The refrigerant inlet section α51 and the refrigerant outlet part α52 can be formed by a tube and each correspond to the inlet tube 51 and the outlet pipe 52 in the schematic view of 1 . That is, at least the refrigerant input part α51 and the refrigerant outlet part α52 can be coupled to a heat exchange cycle system, the compressor 41 , the capacitor 42 and the expansion valve 43 contains. The heat exchange cycle system can be used for the air conditioning of the vehicle interior, and the heat exchange cycle system can not only the refrigerant in the cooling part 50 circulate, but also in a vehicle interior air conditioning (car air conditioning).

The housing end surface α13 can also have a coolant inlet part α31a included, which is designed to allow a coolant to enter toward the coolant layer, and a coolant exit part α31b that is configured to allow the coolant to be discharged from the coolant layer. The coolant inlet part α31a and the coolant outlet part α31b can be formed by a tube and each correspond to the insertion tube 31a and the drain pipe 31b in the schematic view of 1 .

As shown, a large number of housing end faces can be used here α13 be provided. The housing end surface α13 includes at least a first housing end surface α131 and a second housing end surface α132 . The first housing end surface α131 is arranged around the second housing end surface α132 to face. The coolant inlet part α31a , the coolant outlet part α31b , the refrigerant inlet section α51 and the refrigerant outlet part α52 are on the first housing end surface α131 arranged. These tubes are on the first housing end surface α131 Arranged in a concentrated manner, causing the tubes that extend to the outside of the battery pack α extend, are arranged in a compact manner, and thus the length of the tubes can be reduced. However, the coolant inlet part α31a , the coolant outlet part α31b , the refrigerant inlet section α51 and the refrigerant outlet part α52 on different housing end faces ( α131 and α132 ) be arranged. The expansion of the respective tubes in the direction of which end face from the plurality of housing end faces depends on a shape of the bottom face 103 the vehicle body 102 and a form of free space suitably determined.

As described above, the second area includes REG2 the refrigerant layer, the first refrigerant layer area that the middle of the third Area REG3 corresponds to, and the second refrigerant layer area, which is located outside the first refrigerant layer area in plan view, and the first cooling capacity of the first refrigerant layer area is greater than the second cooling capacity of the second refrigerant layer area. Thus, the near the middle of the third area REG3 concentrated heat can be removed intensively, and thus the temperature change of the battery module group can be reduced.

The heat exchange plate is arranged along a predetermined direction. Thus, the arrangement direction of the heat exchange plate can take into account the arrangement position of the vehicle 100 and the shock resistance of the battery temperature control system 1 be determined.

Each of the large number of battery modules contains a large number of battery cells. Thus, a plurality of battery cells can be controlled together as one battery module.

The third area REG3 the battery module group is smaller than the first area REG1 the coolant layer. The entire battery module group can thus be cooled by the coolant layer.

Furthermore, the coolant layer between the refrigerant layer and the battery module group is in the middle O of the third area REG3 the battery module group arranged in plan view. Therefore, because the coolant disperses the unevenness that occurs during the cooling performed by the refrigerant, the battery module group can be cooled more evenly.

The coolant layer comprises the first coolant layer and the second coolant layer in the middle O of the third area REG3 the battery module group in plan view; in the middle O of the third area REG3 the top view of the battery module group, the first coolant layer is arranged between the coolant layer and the battery module group; and in the middle O of the third area REG3 In the top view of the battery module group, the refrigerant layer is arranged between the first coolant layer and the second coolant layer. Thus, the refrigerant layer can be surrounded by the first coolant layer and the second coolant layer, and the heat exchange between the refrigerant layer and the coolant layer is easily performed.

The battery pack includes the housing that contains the battery module group and the heat exchange plate; the housing includes the first housing surface located along the first surface of the heat exchange plate and the second housing surface located along the second surface of the heat exchange plate; the battery module group and the heat exchange plate are arranged between the first housing surface and the second housing surface; and the housing further includes the housing end surface connecting the first housing surface and the second housing surface; and the housing end surface includes the refrigerant input part configured to allow the refrigerant to enter toward the refrigerant layer and the refrigerant output part configured to allow the refrigerant to be discharged from the refrigerant layer. Thus, the battery module group and the heat exchange plate can be housed together in the housing and treated as a battery pack. That is, the battery temperature control system can be easily installed in a vehicle.

At least the refrigerant input part and the refrigerant output part can be coupled to the heat exchange cycle system. Thus, the battery module group can be cooled by using the refrigerant in the heat exchange cycle system such as a vehicle air conditioner.

The housing end surface further includes the coolant inlet portion configured to allow the coolant to enter toward the coolant layer and the coolant outlet portion configured to allow the coolant to be discharged from the coolant layer. Thus, the battery pack can be designed as a hybrid type that uses both the refrigerant and the coolant.

Each of the coolant input part, the coolant output part, the coolant input part and the coolant output part is formed by a pipe. Thus, the heat exchange cycle system or the like and the battery pack can be coupled to each other through the pipe.

The housing end surface includes at least the first housing end surface and the second housing end surface; the first housing end surface is opposite to the second housing end surface; and the coolant input part, the coolant output part, the refrigerant input part and the coolant output part are arranged on the first housing end surface. Consequently, the tubes that extend to the outside of the battery pack can be arranged in a compact manner, and thus the length of the tubes can be reduced.

The embodiments of the vehicle, the heat exchange plate and the battery pack according to the present disclosure are described above with reference to the drawing, but the present disclosure is not limited to these examples. It is obvious that those skilled in the art can devise various modifications, improvements, substitutions, additions, removals and equivalents within the scope of the claims, and it goes without saying that such an example naturally falls within the technical scope of the present disclosure.

The vehicle, the heat exchange plate and the battery pack according to the present disclosure lower the temperature near the center of the vehicle battery below the temperature near the edge and are useful in an area where it is desired that the temperature uniformity be maintained.

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• JP 2010050000 A [0004]

Claims (20)

Vehicle comprising: a heat exchange plate comprising a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer which, in a plan view, comprises a first region between the first surface and the second surface and is designed to circulate a coolant; and a refrigerant layer which, in plan view, comprises a second region between the first surface and the second surface and is designed to circulate a refrigerant; a battery module group comprising a plurality of battery modules and arranged along the first surface of the heat exchange plate; a vehicle body containing the heat exchange plate and the battery module; a first wheel and a second wheel coupled to the vehicle body; and an electric motor that is configured to drive the first wheel using electrical energy supplied by the battery module group, wherein the vehicle is able to travel in a predetermined direction using the first wheel and the second wheel, wherein the battery module group includes a third area on the first surface in plan view, the second area of the coolant layer being smaller than the first area of the coolant layer, wherein at least a portion of the second region of the refrigerant layer is arranged to overlap the first region of the coolant layer; and wherein a center of the third region of the battery module group is arranged to overlap the second region of the refrigerant layer. Vehicle after Claim 1 , wherein the second region of the refrigerant layer includes a first refrigerant layer region that corresponds to the center of the third region, and a second refrigerant layer region that is arranged outside the first refrigerant layer region in plan view, and wherein a first cooling capacity of the first refrigerant layer Region is greater than a second cooling capacity of the second refrigerant layer region. Vehicle after Claim 1 or 2nd , wherein the heat exchange plate is arranged along the predetermined direction. A heat exchange plate comprising a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer which, in a plan view, comprises a first region between the first surface and the second surface and is designed to circulate a coolant; and a refrigerant layer which, in plan view, comprises a second region between the first surface and the second surface and is designed to circulate a refrigerant, the second area of the coolant layer being smaller than the first area of the coolant layer, wherein at least a portion of the second region of the refrigerant layer is arranged to overlap the first region of the coolant layer; and in a case where a battery module group is arranged along the first surface, the battery module group contains a third area on the first surface in plan view, the battery module group comprises a plurality of battery modules, and a center of the third area of the battery module group is arranged to overlap the second area of the refrigerant layer. Heat exchange plate after Claim 4 , wherein the second region of the refrigerant layer includes a first refrigerant layer region that corresponds to the center of the third region, and a second refrigerant layer region that is arranged outside the first refrigerant layer region in plan view, and wherein a first cooling capacity of the first refrigerant layer Region is greater than a second cooling capacity of the second refrigerant layer region. Heat exchange plate after Claim 4 or 5 wherein each of the plurality of battery modules contains a plurality of battery cells. Heat exchange plate according to any of the Claims 4 to 6 , wherein the third area of the battery module group is smaller than the first area of the coolant layer. Heat exchange plate according to any of the Claims 4 to 7 , wherein the coolant layer between the refrigerant layer and the battery module group is arranged in the middle of the third area of the battery module group. Heat exchange plate after Claim 8 wherein the coolant layer comprises a first coolant layer and a second coolant layer in the middle of the third region of the battery module group in plan view, the first coolant layer between the refrigerant layer and the battery module group in the middle of the third region of the battery module group in FIG Top view is arranged, and wherein the refrigerant layer between the first coolant layer and the second coolant layer is arranged in the middle of the third region of the battery module group in the plan view. Battery pack comprising: a heat exchange plate comprising a first surface and a second surface opposite the first surface, the heat exchange plate comprising: a coolant layer which, in a plan view, comprises a first region between the first surface and the second surface and is designed to circulate a coolant; and a refrigerant layer which, in plan view, comprises a second region between the first surface and the second surface and is designed to circulate a refrigerant; and a battery module group comprising a plurality of battery modules and arranged along the first surface of the heat exchange plate, wherein the battery module group includes a third area on the first surface in plan view, the second area of the coolant layer being smaller than the first area of the coolant layer, wherein at least a portion of the second region of the refrigerant layer is arranged to overlap the first region of the coolant layer; and wherein a center of the third region of the battery module group is arranged to overlap the second region of the refrigerant layer. Battery pack after Claim 10 , wherein the second region of the refrigerant layer includes a first refrigerant layer region that corresponds to the center of the third region, and a second refrigerant layer region that is arranged outside the first refrigerant layer region in plan view, and wherein a first cooling capacity of the first refrigerant layer Region is greater than a second cooling capacity of the second refrigerant layer region. Battery pack after Claim 10 or 11 wherein each of the plurality of battery modules contains a plurality of battery cells. Battery pack according to any of the Claims 10 to 12th , wherein the third area of the battery module group is smaller than the first area of the coolant layer. Battery pack according to any of the Claims 10 to 13 , wherein the coolant layer between the refrigerant layer and the battery module group is arranged in the middle of the third region of the battery module group. Battery pack after Claim 14 , wherein the coolant layer comprises a first coolant layer and a second coolant layer in the middle of the third region of the battery module group in plan view. wherein the first coolant layer between the refrigerant layer and the battery module group is arranged in the middle of the third region of the battery module group in plan view, and wherein the refrigerant layer between the first coolant layer and the second coolant layer in the middle of the third region of the battery module group is arranged in the top view. Battery pack according to any of the Claims 10 to 15 , further comprising: a housing containing the battery module group and the heat exchange plate, the housing comprising a first housing surface arranged along the first surface of the heat exchange plate and a second housing surface arranged along the second surface of the heat exchange plate, wherein the battery module group and the heat exchange plate are disposed between the first housing surface and the second housing surface, the housing further comprising a housing end surface that connects the first housing surface and the second housing surface, and wherein the housing end surface comprises a refrigerant input part that designs is to allow the refrigerant to enter toward the refrigerant layer, and a refrigerant exit part configured to allow the refrigerant to be discharged from the refrigerant layer. Battery pack after Claim 16 , wherein at least the refrigerant input part and the refrigerant output part can be coupled to the heat exchange cycle system. Battery pack after Claim 16 or 17th wherein the housing end surface further includes a coolant inlet portion configured to allow the coolant to enter toward the coolant layer and a coolant outlet portion configured to allow the coolant to be discharged from the coolant layer. Battery pack after Claim 18 , each of the coolant input part, the coolant output part, the coolant input part and the coolant output part being formed by a pipe. Battery pack after Claim 18 or 19th , wherein the housing end surface comprises at least a first housing end surface and a second housing end surface, the first housing end surface being arranged to lie opposite the second housing end surface, and wherein the coolant input part, the coolant output part, the coolant input part and the coolant output part are arranged on the first housing end surface.

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