JP2019047555A - Battery temperature control device - Google Patents

Abstract

To provide a battery temperature control device which can improve the efficiency in temperature control of a drive battery mounted to an electric vehicle for a commercial car.SOLUTION: A battery temperature control device includes: a cooling medium circulation circuit having a predetermined operation temperature range, in which a cooling medium for exchanging heat with a battery that supplied electric power to a motor for driving a vehicle is circulated; a flow passage change part that changes a flow passage of the cooling medium in the cooling medium circulation circuit between a heat exchange flow passage including a heat exchange part that exchanges heat with the cooling medium, and a bypass flow passage bypassing the heat exchange flow passage; and a change control part that, when the temperature of the battery is within the operation temperature range and the battery is under a condition of being discharge or charged, controls the flow passage change part to select the bypass flow passage as the flow passage of the cooling medium.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a battery temperature control device that controls the temperature of a battery provided in a vehicle.

  An optimum operating temperature range exists in a battery used as a power supply for driving a vehicle. If the battery does not operate within the proper temperature range, the charge and discharge efficiency will be greatly reduced. The decrease in charge and discharge efficiency also affects the running performance of the vehicle.

  Therefore, in a relatively cold environment such as winter, since the battery temperature is considered to be lower than the appropriate temperature range, it is necessary to warm up the battery temperature to the appropriate temperature range. In addition, in a relatively high temperature environment such as summer, since the battery temperature is considered to be higher than the appropriate temperature range, it is necessary to cool the battery temperature to the appropriate temperature range.

  For example, Patent Document 1 below discloses a device that forms a refrigerant circulation circuit in which a refrigerant circulates in the vicinity of an engine and in the vicinity of a battery, and warms up the battery together with engine warm-up immediately after vehicle start.

Unexamined-Japanese-Patent No. 2006-151091

  However, in hybrid electric vehicles in the field of commercial vehicles such as trucks and electric vehicles without an engine, it is difficult to arrange the battery under the cab as the capacity of the battery increases. For this reason, it is necessary to arrange the battery between the side frames or at the side of the side frames. Then, the refrigerant circulation circuit becomes relatively long, and most of the refrigerant circulation circuit is provided exposed to the outside air.

  Generally, the refrigerant circulation circuit is made of metal such as a steel pipe, so that energy loss associated with heat exchange with the outside air occurs in the refrigerant circulation circuit exposed to the outside air. As a result, the efficiency in temperature control of the battery may be degraded.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a battery temperature control device capable of improving the efficiency of temperature control of a driving battery mounted on an electric vehicle of a commercial vehicle. To provide.

  The present invention can be realized as the following application example. A battery temperature control device according to the application example includes a refrigerant circulation circuit that has a predetermined operating temperature range and circulates a refrigerant that exchanges heat with a battery that supplies electric power to a motor that drives a vehicle; A flow path switching portion for switching a flow path of a refrigerant between a heat exchange flow path including a heat exchange portion exchanging heat with the refrigerant and a bypass flow path bypassing the heat exchange portion; A switching control unit that controls the flow path switching unit to select the bypass flow path as the flow path of the refrigerant when the temperature is within a temperature range and the battery is discharged or charged; including.

  In the battery temperature control device according to the application example, when the temperature of the battery is within a predetermined operating temperature range and under conditions where the battery is discharged or charged, the switching control unit serves as a refrigerant circulation circuit as a refrigerant flow path. Select the bypass flow path of

  In a relatively cold environment such as winter, the battery temperature control device selects the bypass flow path of the refrigerant circuit as the flow path of the refrigerant when the temperature of the battery falls within the predetermined operating temperature range. Thereby, the battery can be kept warm within the predetermined operating temperature range by utilizing the exhaust heat released from the battery without using a heat exchange unit which consumes a lot of energy.

  In the battery temperature control device according to the application example, the bypass flow path included in the refrigerant circuit and the pump for circulating the refrigerant are disposed rearward of the cab from the vehicle.

  Thereby, the bypass flow passage is disposed in the vicinity of the battery. For this reason, the bypass flow passage is shorter than the flow passage when passing through the heat exchange flow passage. That is, in the bypass flow channel, energy loss associated with heat exchange with the outside air through the flow channel is less likely to occur compared to other flow channels. In other words, since the bypass flow path is not easily affected by the outside air, the temperature of the refrigerant can be maintained longer as compared with other flow paths.

  Therefore, the battery temperature control device according to the application example can improve the efficiency in temperature control of the drive battery mounted on the electric vehicle of the commercial vehicle.

  Further, in the battery temperature control device according to the application example, the pump is disposed in the vicinity of the battery. The pump is disposed, for example, in the vicinity of a battery disposed rearward of the vehicle than a cab disposed forward of the vehicle. Specifically, the pump is disposed approximately at the center of a battery supported in a space under a vehicle packing box. Since the pump is disposed in the vicinity of the battery, the length of the flow path from the pump to the battery is short as compared to the other flow paths. Thereby, it is hard to produce the energy loss accompanying heat exchange with the open air via a flow path. In other words, the temperature of the refrigerant can be maintained for a long time as compared to the other flow paths because it is not easily affected by the outside air.

  Therefore, the battery temperature control device according to the application example can improve the efficiency in temperature control of the drive battery mounted on the electric vehicle of the commercial vehicle.

It is a block diagram showing a battery temperature control device concerning a 1st embodiment. It is a layout which shows the example of arrangement | positioning of the component contained in the battery temperature control apparatus shown in FIG. It is a flowchart which shows the flow of switching control of the flow path in the switching control part shown in FIG. It is a block diagram showing a battery temperature control device concerning a 2nd embodiment. It is a layout which shows the example of arrangement | positioning of the component contained in the battery temperature control apparatus shown in FIG.

  Hereinafter, a battery temperature control apparatus according to an embodiment of the present invention will be described with reference to the drawings. In addition, this embodiment is not limited to the content demonstrated below, In the range which does not change the summary, it is possible to change arbitrarily and to implement. In addition, the drawings used for describing each embodiment schematically show the constituent members, and partial emphasis, enlargement, reduction, omission, and the like are performed. In some cases, the scale, the shape, and the like of the constituent members may not be accurately represented.

First Embodiment
FIG. 1 is a block diagram showing the battery temperature control device 1 according to the first embodiment. FIG. 2 is a layout diagram showing an example of arrangement of components included in the battery temperature control device 1 shown in FIG. The battery temperature control device 1 shown in FIGS. 1 and 2 is included in the battery device 5 shown in FIGS. 1 and 2 by circulating the refrigerant along a refrigerant circulation circuit 3 provided in a vehicle such as a truck. The battery 51 is heated, kept warm, or cooled.

(Description of the battery device)
Here, the battery device 5 including the battery 51 to be heated, maintained, or cooled by the battery temperature control device 1 and the charge / discharge control unit 9 for controlling the battery device 5 will be described. As shown in FIGS. 1 and 2, the battery device 5 includes a battery 51 and a temperature detection unit 53.

  The battery 51 supplies power to a motor that drives the vehicle. The battery 51 in the first embodiment includes a plurality of battery cells 51-1 to 51-6. Here, it is assumed that the vehicle is, for example, a truck including a ladder frame 100 as shown in FIG. 2 and four wheels 200. First, a cab (not shown) is installed in front of the vehicle. The plurality of battery cells 51-1 to 51-6 are installed, for example, behind the cab installed in front of the vehicle and supported by the rudder frame 100. Specifically, the plurality of battery cells 51-1 to 51-6 are disposed in the space below the cargo box. The plurality of battery cells 51-1 to 51-6 have a predetermined operating temperature range suitable for charge and discharge. The temperature of the plurality of battery cells 51-1 to 51-6 is adjusted by the battery temperature control device 1 so as to be within the above-described operating temperature range. The number of installed battery cells in the present embodiment is not limited to six as shown in FIGS. 1 and 2. For example, the necessary number of battery cells in the present embodiment is installed according to the battery cell installation requirements such as the capacity required to drive the motor and the weight of each of the plurality of battery cells 51-1 to 51-6.

  The temperature detection unit 53 detects the temperature of the battery 51. For example, the temperature detection unit 53 includes a plurality of temperature sensors 53-1 to 53-6. The plurality of temperature sensors 53-1 to 53-6 are provided for each of the plurality of battery cells 51-1 to 51-6, and detect the temperature of each of the plurality of battery cells 51-1 to 51-6. The plurality of temperature sensors 53-1 to 53-6 transmit the detected temperatures of the plurality of battery cells 51-1 to 51-6 to the switching control unit 7 described later.

  The charge and discharge control unit 9 includes, as hardware resources, predetermined processors such as a central processing unit (CPU) and a micro processing unit (MPU). For example, the charge / discharge control unit 9 instructs the battery 51 to discharge in order to supply power to the motor. Further, the charge / discharge control unit 9 instructs the battery 51 to charge the power generated by the regenerative brake. The charge / discharge control unit 9 transmits the charge / discharge status of the battery 51 to the switching control unit 7 described later.

  Here, the charge / discharge control unit 9 may instruct all the battery cells 51-1 to 51-6 to discharge, and among the plurality of battery cells 51-1 to 51-6, At least one may be selected and instructed to discharge. Further, the charge / discharge control unit 9 may instruct all the battery cells 51-1 to 51-6 to be charged, or at least one of the plurality of battery cells 51-1 to 51-6. One may be selected and instructed to charge.

(Description of battery temperature control device)
Next, the battery temperature control device 1 will be described. As shown in FIG. 1, the battery temperature control device 1 includes a refrigerant circulation circuit 3 and a switching control unit 7. The refrigerant circulation circuit 3 is a circuit for circulating the refrigerant in the vicinity of the battery 51.

  The refrigerant circulation circuit 3 in the first embodiment includes the pump 31, the battery heat exchange passage 32, the valve 33, the bypass passage 34, the inter-valve passage 35, the valve 36, and the heater heat exchange passage 37. And a radiator heat exchange passage 39.

  The pump 31 is a device for circulating the refrigerant filled in the flow path in the arrow direction. The pump 31 is disposed, for example, in the vicinity of the plurality of battery cells 51-1 to 51-6 disposed in the space under the cargo box of the vehicle. Specifically, as shown in FIG. 2, the pump 31 is disposed substantially at the center of the plurality of battery cells 51-1 to 51-6 supported by the rudder frame 100 at the rear of the cab. As a result, since the pump 31 is disposed in the vicinity of the plurality of battery cells 51-1 to 51-6, for example, the plurality of battery cells 51-1 to 51-6 from the pump 31 are compared to the case where the pump 31 is disposed under the cab. The length of the battery heat exchange channel 32 up to the length can be shortened as compared with other channels. Thus, energy loss associated with heat exchange with the outside air through the flow path is unlikely to occur, so that the battery temperature control device 1 capable of further improving the efficiency in temperature control of the driving battery can be realized. In the pump 31 in the first embodiment, the control device (not shown) controls the discharge amount (delivery amount) of the refrigerant.

  It is desirable that the pump 31 continuously sends out the refrigerant while the vehicle is operating. As the first reason for this, when the delivery of the refrigerant by the pump 31 is interrupted, the temperatures of the plurality of battery cells 51-1 to 51-6 change rapidly, and the plurality of battery cells 51-1 to 51- This is because there is a possibility that the deterioration of 6 may be caused. Further, as a second reason for this, the temperature change of each of the plurality of battery cells 51-1 to 51-6 is different for each of the plurality of battery cells 51-1 to 51-6. This is because there is a possibility that a performance difference may occur between -1 to 51-6.

  The battery heat exchange flow path 32 is a refrigerant flow path for connecting the pump 31 and the valve 33 via the battery device 5 and for flowing the refrigerant sent from the pump 31 to the valve 33. The battery heat exchange channel 32 is made of metal such as a steel pipe. For example, the battery heat exchange flow path 32 is branched for each of the plurality of battery cells 51-1 to 51-6, and passes near each of the plurality of battery cells 51-1 to 51-6. The refrigerant passing along the battery heat exchange flow path 32 and in the vicinity of each of the plurality of battery cells 51-1 to 51-6 exchanges heat with the plurality of battery cells 51-1 to 51-6. After passing through the vicinity of the plurality of battery cells 51-1 to 51-6, the battery heat exchange flow channel 32 is aggregated into one flow channel again. The refrigerant heat-exchanged with the plurality of battery cells 51-1 to 51-6 flows to the valve 33.

  The valve (flow path switching unit) 33 has a first port 331 connected to the battery heat exchange flow path 32, a second port 332 connected to the bypass flow path 34, and a second port 332 connected to the inter-valve flow path 35. It is a three-way solenoid valve consisting of three ports 333. The valve 33 is made of metal such as iron or resin such as rubber. The valve 33 performs opening and closing of each port by switching control by the switching control unit 7.

  The bypass flow path 34 is a refrigerant flow path for connecting the valve 33 and the pump 31 and for flowing the refrigerant discharged from the second port 332 of the valve 33 to the pump 31. The bypass channel 34 is made of metal such as a steel pipe. The bypass flow passage 34 bypasses the heater 38 and the radiator 40. For example, like the pump 31, the bypass flow passage 34 is disposed in the vicinity of the battery 51 disposed in the space under the cargo box of the vehicle. The refrigerant that has passed the bypass flow path 34 flows to the pump 31 and circulates in the refrigerant circulation circuit 3 again.

  Unlike the heater heat exchange flow path 37 and the radiator heat exchange flow path 39, the bypass flow path 34 is not provided with a configuration for exchanging heat with the refrigerant. That is, the refrigerant having passed the bypass flow channel 34 flows to the pump 31 without performing special heat exchange except for heat exchange with the outside air through the flow channel. In addition, the bypass flow path 34 is disposed in the vicinity of the plurality of battery cells 51-1 to 51-6. For this reason, the length of the flow path when passing through the bypass flow path 34 is shorter than the flow path when passing through the heater heat exchange flow path 37 and the flow path when passing through the radiator heat exchange flow path 39. That is, in the bypass flow channel 34, compared to the other flow channels, energy loss accompanying heat exchange with the outside air through the flow channels is less likely to occur. The bypass flow passage 34 shares a partial section in front of the pump 31 with the heater heat exchange flow passage 37 and the radiator heat exchange flow passage 39.

  The inter-valve flow path 35 is a refrigerant flow path for connecting the valve 33 and the valve 36 and for flowing the refrigerant discharged from the third port 333 of the valve 33 to the valve 36. The inter-valve flow path 35 is made of metal such as a steel pipe.

  The valve (flow path switching unit) 36 is connected to a first port 361 connected to the inter-valve flow path 35, a second port 362 connected to the heater heat exchange flow path 37, and the radiator heat exchange flow path 39. It is a three-way solenoid valve comprising a third port 363. The valve 36 is made of metal such as iron or resin such as rubber. Similar to the valve 33, the valve 36 performs opening and closing of each port by switching control by the switching control unit 7.

  The heater heat exchange flow path 37 is a refrigerant flow path for connecting the valve 36 and the pump 31 and for flowing the refrigerant discharged from the second port 362 of the valve 36 to the pump 31. The heater heat exchange flow path 37 is made of metal such as a steel pipe. For example, the heater heat exchange flow path 37 is provided with a heater 38 for heating the refrigerant. The heater 38 is disposed under the cab of the vehicle. The refrigerant passing through the heater 38 is heated by the heater 38. The refrigerant heated by the heater 38 flows to the pump 31 and circulates the refrigerant circulation circuit 3 again.

  The radiator heat exchange flow path 39 is a refrigerant flow path for connecting the valve 36 and the pump 31 and for flowing the refrigerant discharged from the third port 363 of the valve 36 to the pump 31. The radiator heat exchange passage 39 is made of metal such as a steel pipe. For example, the radiator heat exchange flow path 39 is provided with a radiator 40 for releasing the heat of the refrigerant. The radiator 40, like the heater 38, is disposed under the cab of the vehicle. The refrigerant passing through the radiator 40 releases heat by the radiator 40. The refrigerant whose heat is released by the radiator 40 flows to the pump 31 and circulates through the refrigerant circulation circuit 3 again.

  The switching control unit 7 includes, as hardware resources, predetermined processors such as a CPU and an MPU. For example, the switching control unit 7 switches the refrigerant flow path among the bypass flow path 34, the heater heat exchange flow path 37, and the radiator heat exchange flow path 39. For example, the switching control unit 7 executes open / close control of the valve 33 and the valve 36 in order to switch the flow path of the refrigerant. Specifically, the switching control unit 7 transmits the temperatures of the plurality of battery cells 51-1 to 51-6 transmitted from the plurality of temperature sensors 53-1 to 53-6, and the charging / discharging control unit 9 The opening and closing control of the valve 33 and the valve 36 is executed based on the charge / discharge status of each of the plurality of battery cells 51-1 to 51-6.

(Flow path switching control)
Here, switching control of the flow path by the switching control unit 7 shown in FIG. 1 will be described with reference to FIG. FIG. 3 is a flow chart showing the flow of switching control of the flow path in the switching control unit 7 shown in FIG.

  In step S1, the switching control unit 7 determines whether the temperature of the battery 51 is less than a predetermined lower limit operating temperature. Here, the predetermined lower limit operating temperature is the lower limit temperature within the predetermined operating temperature range of the battery 51.

  If the temperature of the battery 51 is less than the predetermined lower limit operating temperature (Yes in step S1), the switching control unit 7 selects the heater heat exchange channel 37 as the refrigerant channel in step S2. Specifically, the switching control unit 7 opens the first port 331 and the third port 333 of the valve 33 and closes the second port 332. Further, the switching control unit 7 opens the first port 361 and the second port 362 of the valve 36 and closes the third port 363. Thus, the refrigerant flows to the heater heat exchange flow path 37, and the heater 38 heats the refrigerant. Furthermore, the heated refrigerant passes near the plurality of battery cells 51-1 to 51-6 via the pump 31 and the battery heat exchange flow path 32. Thereby, the plurality of battery cells 51-1 to 51-6 can be heated.

  In step S3, the switching control unit 7 determines whether the temperature of the battery 51 is within a predetermined operating temperature range. If the temperature of the battery 51 is not within the predetermined operating temperature range (No in step S3), step S3 is repeated until the temperature is within the predetermined operating temperature range.

  If the temperature of battery 51 is equal to or higher than the predetermined lower limit operating temperature (No in step S1), switching control unit 7 determines whether the temperature of battery 51 is equal to or higher than the predetermined upper limit operating temperature in step S4. . Specifically, the switching control unit 7 determines whether the temperature of each of the plurality of battery cells 51-1 to 51-6 is equal to or higher than a predetermined upper limit operating temperature. Here, the predetermined upper limit operating temperature is the upper limit temperature within the predetermined operating temperature range of the battery 51.

  When the temperature of the battery 51 is equal to or higher than the predetermined upper limit operating temperature (Yes in step S4), in step S5, the switching control unit 7 selects the radiator heat exchange flow passage 39 as the flow passage of the refrigerant. Specifically, the switching control unit 7 opens the first port 331 and the third port 333 of the valve 33 and closes the second port 332, as in step S2. Further, the switching control unit 7 opens the first port 361 and the third port 363 of the valve 36 and closes the second port 362. Thereby, the refrigerant flows to the radiator heat exchange flow path 39, and the radiator 40 releases the heat of the refrigerant. Furthermore, the refrigerant that has released the heat passes through the pump 31 and the battery heat exchange flow path 32 in the vicinity of each of the plurality of battery cells 51-1 to 51-6. Thereby, the plurality of battery cells 51-1 to 51-6 can be cooled.

  In step S6, the switching control unit 7 determines whether the temperature of the battery 51 is within a predetermined operating temperature range. If the temperature of the battery 51 is not within the predetermined operating temperature range (No in step S6), step S6 is repeated until it is within the predetermined operating temperature range.

  If the temperature of battery 51 is within the predetermined operating temperature range (Yes in step S3, Yes in step S6, or No in step S4), switching control unit 7 discharges or charges battery 51 in step S7. Under the following conditions. Specifically, the switching control unit 7 determines whether or not each of the plurality of battery cells 51-1 to 51-6 is in a condition to be discharged or charged. Here, the condition to be discharged means, for example, a state in which power is supplied to the motor from each of the plurality of battery cells 51-1 to 51-6 in order to drive the motor. Moreover, with the conditions to be charged, for example, the power generated by the regenerative brake is supplied to at least one of the plurality of battery cells 51-1 to 51-6, and the plurality of battery cells 51-1 to 51 It means that at least one of -6 is being charged.

  When the battery 51 is in a condition to be discharged or charged (Yes in step S7), in step S8, the switching control unit 7 selects the bypass flow passage 34 as the flow passage of the refrigerant. Specifically, the switching control unit 7 opens the first port 331 and the second port 332 of the valve 33 and closes the third port 333. Thus, the refrigerant can flow to the bypass flow path 34. Furthermore, the refrigerant that has passed through the bypass flow passage 34 passes near the plurality of battery cells 51-1 to 51-6 via the pump 31 and the battery heat exchange flow passage 32.

  Here, the plurality of battery cells 51-1 to 51-6 under the condition to be discharged or charged respectively release exhaust heat. For example, when the temperature of the refrigerant is lower than the temperature of each of the plurality of battery cells 51-1 to 51-6 that discharges the exhaust heat, the refrigerant passing in the vicinity of the plurality of battery cells 51-1 to 51-6 is a plurality of refrigerants. The battery cells 51-1 to 51-6 are heated. That is, by selecting the bypass flow path 34 as the flow path of the refrigerant, the refrigerant is heated by the exhaust heat released from the plurality of battery cells 51-1 to 51-6 even without special heat exchange. Can.

  When the battery 51 is in a condition not to be discharged or charged (No in step S7), the switching control unit 7 ends the process. Here, the condition that the vehicle is not discharged or charged means that the vehicle is parked or stopped.

  As described above, the battery temperature control device 1 according to the first embodiment includes the refrigerant circulation circuit 3 and the switching control unit 7. When the temperature of the battery 51 is less than a predetermined lower limit operation temperature, the switching control unit 7 selects the heater heat exchange flow path 37 of the refrigerant circulation circuit 3 as the flow path of the refrigerant. When the temperature of the battery 51 is equal to or higher than a predetermined upper limit operating temperature, the switching control unit 7 selects the radiator heat exchange flow passage 39 of the refrigerant circulation circuit 3 as the flow passage of the refrigerant. When the temperature of the battery 51 is within a predetermined operating temperature range and the battery 51 is under the condition that the battery 51 is discharged or charged, the switching control unit 7 serves as a flow passage of the refrigerant, and the bypass flow passage 34 of the refrigerant circuit 3. Choose

  First, in a relatively cold environment such as winter, it is conceivable that the temperature of the battery 51 is lower than a predetermined lower limit operating temperature. According to the above configuration, when the temperature of the battery 51 is less than the predetermined lower limit operating temperature, the battery temperature control device 1 selects the heater heat exchange channel 37 of the refrigerant circuit 3 as the refrigerant channel. Thereby, the battery 51 can be heated to within the predetermined operating temperature range.

  Furthermore, when the temperature of the battery 51 falls within the predetermined operating temperature range, the battery temperature control device 1 selects the bypass flow passage 34 of the refrigerant circulation circuit 3 as the flow passage of the refrigerant. Thereby, even without using the heater 38 which consumes a lot of energy, it is possible to keep the battery 51 within the predetermined operating temperature range by utilizing the exhaust heat released from the battery 51.

  That is, the battery temperature control device 1 according to the first embodiment can reduce the consumption of energy used to control the temperature of the battery 51.

  Next, in a relatively high temperature environment such as summer, it is conceivable that the temperature of the battery 51 is equal to or higher than a predetermined upper limit operating temperature. According to the above configuration, when the temperature of the battery 51 is equal to or higher than the predetermined upper limit operating temperature, the battery temperature control device 1 selects the radiator heat exchange channel 39 of the refrigerant circuit 3 as the refrigerant channel. Thereby, battery 51 can be cooled to within a predetermined operating temperature range.

  Furthermore, when the temperature of the battery 51 falls within the predetermined operating temperature range, the battery temperature control device 1 selects the bypass flow passage 34 of the refrigerant circulation circuit 3 as the flow passage of the refrigerant. Here, the bypass flow passage 34 is disposed in the vicinity of the battery 51. The length of the flow path through the bypass flow path 34 is shorter than the flow path through the heater heat exchange flow path 37 and the flow path through the radiator heat exchange flow path 39. That is, in the bypass flow channel 34, compared to the other flow channels, energy loss accompanying heat exchange with the outside air through the flow channels is less likely to occur. In other words, since the bypass flow path 34 is not easily affected by the outside air, the temperature of the refrigerant can be maintained longer as compared with other flow paths.

  Further, the pump 31 is disposed, for example, in the vicinity of the plurality of battery cells 51-1 to 51-6 disposed in the space under the cargo box of the vehicle. Specifically, as shown in FIG. 2, the pump 31 is disposed substantially at the center of the plurality of battery cells 51-1 to 51-6 supported by the ladder frame 100. Since the pump 31 is disposed in the vicinity of the plurality of battery cells 51-1 to 51-6, the length of the battery heat exchange channel 32 from the pump 31 to the plurality of battery cells 51-1 to 51-6 is other than that Short compared to the flow path. Thereby, it is hard to produce the energy loss accompanying heat exchange with the open air via a flow path.

  Thus, the battery temperature control device 1 according to the first embodiment can improve the efficiency in temperature control of the drive battery mounted on the electric vehicle of a commercial vehicle.

  The battery temperature control device 1 according to the first embodiment receives information on the temperature of the battery 51 from the temperature detection unit 53 installed in the battery device 5. However, the battery temperature control device 1 according to the first embodiment is not limited to this. The battery temperature control device 1 according to the first embodiment may include a temperature detection unit, and the temperature detection unit may detect the temperature of the battery 51.

Second Embodiment
FIG. 4 is a block diagram showing the battery temperature control device 10 according to the second embodiment. FIG. 5 is a layout diagram showing an example of arrangement of components included in the battery temperature control device 10 shown in FIG. In the first embodiment, the case where the battery temperature control device 1 is applied to the battery device 5 including the plurality of battery cells 51-1 to 51-6 has been described. In the second embodiment, a case where the battery temperature control device 10 is applied to a battery module having a large capacity that can be mounted alone in a vehicle will be described. In addition, since switching control of the flow path in the switching control unit 7 is substantially the same as that of the first embodiment, detailed description will be omitted. Further, for convenience of description, the description of the same configuration as that of the battery temperature control device 1 according to the first embodiment will be omitted as necessary.

  The battery temperature control device 10 shown in FIGS. 4 and 5 is included in the battery device 6 shown in FIGS. 4 and 5 by circulating the refrigerant along the refrigerant circulation circuit 3 provided in the vehicle such as a truck. The battery module 61 is heated, kept warm, or cooled.

(Description of the battery device)
Here, the battery device 6 including the battery module 61 to be heated, kept warm, or cooled by the battery temperature control device 10 will be described. As shown in FIGS. 4 and 5, the battery device 5 includes a battery module 61, a temperature detection unit 63, and a charge / discharge control unit 11.

  The battery module 61 supplies power to the motor that drives the vehicle. Here, it is assumed that the vehicle is a truck provided with, for example, a rudder frame 100 as shown in FIG. 5 and four wheels 200. First, a cab (not shown) is installed in front of the vehicle. The battery module 61 is installed, for example, behind a cab installed in front of the vehicle and supported by the rudder frame 100. Specifically, the battery module 61 is disposed in the space under the packing box. The battery module 61 has a predetermined operating temperature range most suitable for charging and discharging. The temperature of the battery module 61 is adjusted by the battery temperature control device 10 so as to be within the above operating temperature range.

  The temperature detection unit 63 detects the temperature of the battery module 61. The temperature detection unit 63 transmits the detected temperature of the battery module 61 to the switching control unit 7 described later.

  The charge / discharge control unit 11 includes, as hardware resources, predetermined processors such as a CPU and an MPU. For example, the charge / discharge control unit 11 instructs the battery module 61 to discharge in order to supply power to the motor. Further, the charge / discharge control unit 11 instructs the battery module 61 to charge the power generated by the regenerative brake. The charge / discharge control unit 11 transmits the charge / discharge status of the battery module 61 to the switching control unit 7.

  The battery temperature control device 10 substantially matches the configuration of the battery temperature control device 1 according to the first embodiment, and thus the detailed description of the configurations of the refrigerant circulation circuit 3 and the switching control unit 7 will be omitted.

  As described above, the battery temperature control device 10 according to the second embodiment includes the refrigerant circulation circuit 3 and the switching control unit 7. When the temperature of the battery module 61 is less than the predetermined lower limit operating temperature, the switching control unit 7 selects the heater heat exchange channel 37 of the refrigerant circuit 3 as the refrigerant channel. When the temperature of the battery module 61 is equal to or higher than a predetermined upper limit operating temperature, the switching control unit 7 selects the radiator heat exchange flow passage 39 of the refrigerant circulation circuit 3 as the flow passage of the refrigerant. When the temperature of the battery module 61 is within a predetermined operating temperature range and the battery module 61 is in a condition where the battery module 61 is discharged or charged, the switching control unit 7 serves as a refrigerant flow passage and bypass flow passage 34 of the refrigerant circulation circuit 3. Choose

  First, in a relatively cold environment such as winter, it is conceivable that the temperature of the battery module 61 is lower than a predetermined lower limit operating temperature. According to the above configuration, when the temperature of the battery module 61 is less than the predetermined lower limit operating temperature, the battery temperature control device 10 selects the heater heat exchange channel 37 of the refrigerant circulation circuit 3 as the refrigerant channel. Thereby, the battery module 61 can be heated to within the predetermined operating temperature range.

  Furthermore, when the temperature of the battery module 61 falls within the predetermined operating temperature range, the battery temperature control device 10 selects the bypass channel 34 of the refrigerant circuit 3 as the refrigerant channel. As a result, the battery module 61 can be kept warm within the predetermined operating temperature range by using the exhaust heat released from the battery module 61 without using the heater 38 which consumes a lot of energy.

  That is, the battery temperature control device 1 according to the second embodiment can reduce the consumption of energy used for temperature control of the battery module.

  Next, in a relatively high temperature environment such as summer, it is conceivable that the temperature of the battery module 61 is equal to or higher than a predetermined upper limit operating temperature. According to the above configuration, when the temperature of the battery module 61 is equal to or higher than the predetermined upper limit operating temperature, the battery temperature control device 10 selects the radiator heat exchange flow passage 39 of the refrigerant circulation circuit 3 as the refrigerant flow passage. Thereby, the battery module 61 can be cooled to within the predetermined operating temperature range.

  Furthermore, when the temperature of the battery module 61 falls within the predetermined operating temperature range, the battery temperature control device 10 selects the bypass channel 34 of the refrigerant circuit 3 as the refrigerant channel. Here, the bypass flow passage 34 is disposed in the vicinity of the battery module 61. The length of the flow path through the bypass flow path 34 is shorter than the flow path through the heater heat exchange flow path 37 and the flow path through the radiator heat exchange flow path 39. That is, in the bypass flow channel 34, compared to the other flow channels, energy loss accompanying heat exchange with the outside air through the flow channels is less likely to occur. In other words, since the bypass flow path 34 is not easily affected by the outside air, the temperature of the refrigerant can be maintained longer as compared with other flow paths.

  Thus, the battery temperature control device 10 according to the second embodiment can improve the efficiency in temperature control of the drive battery mounted on the electric vehicle of a commercial vehicle.

  The battery temperature control device 10 according to the second embodiment receives information on the temperature of the battery module 61 from the temperature detection unit 63 installed in the battery device 6. However, the battery temperature control device 10 according to the second embodiment is not limited to this. The battery temperature control device 10 according to the second embodiment may include a temperature detection unit, and the temperature detection unit may detect the temperature of the battery module 61.

  Here, the battery temperature control device 1 according to the first embodiment and the battery temperature control device 10 according to the second embodiment include heat exchange circuits such as the heater heat exchange channel 37 and the radiator heat exchange channel 39. It is. However, the battery temperature control device 1 according to the first embodiment and the battery temperature control device 10 according to the second embodiment are not limited to this. For example, the battery temperature control device 1 and the battery temperature control device 10 may include a chiller heat exchange flow path provided with a chiller for cooling the refrigerant in order to cope with a higher temperature environment.

  Further, the battery temperature control device 1 according to the first embodiment and the battery temperature control device 10 according to the second embodiment open / close control the valve 33 and the valve 36 based on the threshold such as the upper limit temperature or the lower limit temperature. . However, the battery temperature control device 1 and the battery temperature control device 10 are not limited to this. For example, each port of the valve 33 and the valve 36 may be gradually opened and closed by giving a width to the threshold value, for example, several degrees around the upper limit temperature and the lower limit temperature.

  Further, the term "predetermined processor" used in the above description means, for example, a dedicated or general purpose processor. Further, each component (each processing unit) of the present embodiment may be realized by not only a single processor but a plurality of processors. Furthermore, multiple components (multiple processing units) may be realized by a single processor.

DESCRIPTION OF SYMBOLS 1 battery temperature control apparatus 3 refrigerant circulation circuit 5 battery apparatus 6 battery apparatus 7 switching control part 9 charging / discharging control part 11 charge / discharge control part 10 battery temperature control apparatus 31 pump 32 battery heat exchange flow path 33 valve (flow path switching part)
34 bypass flow path 35 inter-valve flow path 36 valve (flow path switching portion)
DESCRIPTION OF SYMBOLS 37 heater heat exchange flow path 38 heater 39 radiator heat exchange flow path 40 radiator 51 battery 51-1 to 51-6 battery cell 53 temperature detection part 53-1 to 53-6 temperature sensor 61 battery module 63 temperature detection part 100 ladder frame 200 wheels

Claims (8)

A refrigerant circulation circuit that circulates a refrigerant that has a predetermined operating temperature range and exchanges heat with a battery that supplies power to a motor that drives a vehicle;
A flow path switching unit configured to switch between a heat exchange flow path including a heat exchange portion exchanging heat with the refrigerant as a flow path of the refrigerant in the refrigerant circulation circuit and a bypass flow path bypassing the heat exchange portion;
The flow path switching unit is configured to select the bypass flow path as the flow path of the refrigerant when the temperature of the battery is within the operating temperature range and the battery is under conditions for discharging or charging. A switching control unit to control;
Battery temperature control device. The battery includes a plurality of battery cells,
When the temperature of each of the plurality of battery cells is within the operating temperature range and the plurality of battery cells are discharged or charged, the switching control unit operates as the flow path of the refrigerant. The battery temperature control device according to claim 1, wherein the flow path switching unit is controlled to select a bypass flow path.   The switching control unit controls the flow path switching unit to select the heat exchange flow path as the flow path of the refrigerant, when the temperature of the battery is out of the operating temperature range. The battery temperature control device according to 2.   The battery temperature control device according to any one of claims 1 to 3, further comprising a temperature detection unit that detects a temperature of the battery. The vehicle is a truck provided with a rudder frame,
The heat exchange unit is provided under a cab installed in front of the vehicle,
The battery temperature control device according to any one of claims 1 to 4, wherein the battery is supported on a rudder frame at the rear of the vehicle from the cab.   The battery temperature control device according to any one of claims 1 to 5, wherein the plurality of flow paths included in the refrigerant circulation circuit are each made of a metal.   The battery temperature control device according to any one of claims 1 to 6, wherein the bypass flow path and a pump that circulates the refrigerant in the refrigerant circulation circuit are disposed rearward of the cab from the vehicle.   The battery temperature control device according to claim 7, wherein the pump is disposed in the vicinity of the battery.

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