JP2021163638A - Vehicle, heat exchange plate, and battery pack - Google Patents

Abstract

To provide a vehicle, a heat exchange plate, and a battery pack, the vehicle comprising a hybrid type heat exchange plate using a refrigerant and cooling liquid.SOLUTION: A battery temperature regulation system comprises: a refrigerant circuit through which a refrigerant circulates; a cooling liquid circuit through which cooling liquid circulates; a first heat exchange plate 21A comprising a first cooling liquid layer 30 for making cooling liquid circulate between a first surface 22 and a second surface 23 and a refrigerant layer 40 for making a refrigerant circulate between the first surface and the second surface; a first battery module group 10A; a second heat exchange plate 21B comprising a second cooling liquid layer 30 for making cooling liquid circulate; and a second battery module group 10B. At least part of the first cooling liquid layer is disposed so as to overlap with the refrigerant layer. The first heat exchange plate comprises a refrigerant input part 40A, a refrigerant output part 40B, a cooling liquid input part 30A through which cooling liquid is input toward the first cooling liquid layer, and a cooling liquid output part 30B. The refrigerant circuit is connected to the refrigerant input part and the refrigerant output part. Each cooling liquid layer is connected via a cooling liquid layer connection passage 71.SELECTED DRAWING: Figure 14

Description

The present disclosure relates to vehicles, heat exchange plates and battery packs.

Hybrid vehicles and electric vehicles are equipped with in-vehicle batteries that supply electric power to the motor that is the drive source. A heat exchanger that simultaneously supplies both a refrigerant and a coolant in order to suppress a temperature rise of an in-vehicle battery is known (see Patent Document 1).

Patent Document 1 describes a battery block formed by connecting a plurality of battery cells, a cooling plate that is thermally coupled to the battery cells and cools the battery cells with the supplied refrigerant, and a cooling mechanism that supplies the refrigerant to the cooling plate. It is a power supply device for vehicles equipped with a control circuit that controls the cooling mechanism to control the cooling state of the cooling plate, and reduces the temperature difference between the battery cells while cooling the batteries efficiently and quickly. It is disclosed to prevent harmful effects due to imbalance.

JP-A-2010-50000

It is an object of the present disclosure to provide a hybrid heat exchange plate using a refrigerant and a coolant, and a vehicle and a battery pack equipped with the hybrid heat exchange plate.

The present disclosure includes a refrigerant circuit including a compressor, a condenser, an expansion valve, and an evaporator for circulating a refrigerant, a coolant circuit including a reservoir and a pump for circulating a coolant, and a first surface and the first surface. A first coolant layer having a second surface opposite to the surface and circulating a coolant between the first surface and the second surface, and a refrigerant circulating between the first surface and the second surface. A first heat exchange plate including a refrigerant layer to be used, a first battery module group having a plurality of battery modules, and arranged along the first surface of the first heat exchange plate, and a third surface. A second heat exchange plate having a fourth surface opposite to the third surface and a second coolant layer for circulating the coolant between the third surface and the fourth surface, and a plurality of batteries. A group of second battery modules having modules and arranged along the third surface of the second heat exchange plate, the refrigerant circuit, the coolant circuit, the first heat exchange plate, and the first battery module. A group, a vehicle body accommodating the second heat exchange plate, and the second battery module group, first wheels and second wheels coupled to the vehicle body, the first battery module group, and the second battery module group. A vehicle comprising an electric motor for driving the first wheel by using the electric power supplied from at least one of the above, and capable of traveling in the first direction using the first wheel and the second wheel. At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer, and the first heat exchange plate has a refrigerant input portion in which the refrigerant enters toward the refrigerant layer and the refrigerant from the refrigerant layer. A refrigerant output unit is provided, the refrigerant circuit is connected to the refrigerant input unit and the refrigerant output unit, and the first heat exchange plate receives the coolant toward the first coolant layer. A coolant input unit and a coolant output unit from which the coolant is discharged from the first coolant layer are provided, and the refrigerant circuit is connected to the refrigerant input unit and the coolant output unit. Provided is a vehicle in which a first refrigerant layer and the second coolant layer are connected via a coolant layer connecting passage.

Further, the present disclosure includes a first coolant layer having a first surface and a second surface opposite to the first surface, and circulating a coolant between the first surface and the second surface, and the first surface. A first battery module which is a heat exchange plate including a refrigerant layer for circulating a refrigerant between one surface and the second surface, has a plurality of battery modules, and is arranged along the first surface. It can be accommodated in a vehicle body having a group, and the vehicle body includes a compressor, a condenser, an expansion valve, an evaporator, a refrigerant circuit in which a refrigerant circulates, a reservoir and a pump, and a coolant in which a coolant circulates. A second heat exchange including a circuit and a second coolant layer having a third surface and a fourth surface opposite to the third surface and circulating a coolant between the third surface and the fourth surface. A plate and a second battery module group having a plurality of battery modules and arranged along the third surface of the second heat exchange plate can be further accommodated, and the vehicle body includes the first wheel and the first wheel. A motor that combines two wheels and drives the first wheel using power supplied from at least one of the first battery module group and the second battery module group is provided, and the first wheel and the second wheel are provided. Can be used to construct a vehicle that can travel in the first direction, and at least a part of the first coolant layer is arranged so as to overlap the refrigerant layer, and the refrigerant enters the refrigerant layer toward the refrigerant layer. The refrigerant input unit and the refrigerant output unit are provided with an input unit and a refrigerant output unit from which the refrigerant is discharged from the refrigerant layer, and the refrigerant input unit and the refrigerant output unit can be connected to the refrigerant circuit, and the coolant is directed toward the first coolant layer. The refrigerant input unit and the coolant output unit from which the coolant is discharged from the first coolant layer are provided, and the refrigerant input unit and the coolant output unit can be connected to the refrigerant circuit. Provided is a heat exchange plate in which the first refrigerant layer and the second coolant layer can be connected via a coolant layer connecting passage.

Further, the present disclosure includes a first coolant layer having a first surface and a second surface opposite to the first surface, and circulating a coolant between the first surface and the second surface, and the first surface. A first battery module having a first heat exchange plate provided with a refrigerant layer for circulating a refrigerant between the first surface and the second surface, and a plurality of battery modules, arranged along the first surface. A battery pack comprising a group, which can be housed in a vehicle body, the vehicle body comprising a compressor, a condenser, an expansion valve, an evaporator, a refrigerant circuit for circulating refrigerant, a reservoir and a pump. , A second coolant that has a coolant circuit through which the coolant circulates and a third surface and a fourth surface opposite to the third surface, and circulates the refrigerant between the third surface and the fourth surface. A second heat exchange plate having a layer and a second battery module group having a plurality of battery modules and arranged along the third surface of the second heat exchange plate can be further accommodated. The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using the electric power supplied from at least one of the first battery module group and the second battery module group. A vehicle capable of traveling in the first direction can be configured by using the first wheel and the second wheel, and at least a part of the first coolant layer is arranged so as to overlap the refrigerant layer, and the first The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer, and the refrigerant input unit and the refrigerant output unit are connected to the refrigerant circuit. It is possible, and the first heat exchange plate has a coolant input section in which the coolant enters toward the first coolant layer and a coolant output section in which the coolant exits from the first coolant layer. The refrigerant input unit and the coolant output unit can be connected to the refrigerant circuit, and the first coolant layer and the second coolant layer can be connected via the coolant layer connecting passage. Provide a battery pack.

According to the present disclosure, it is possible to provide a hybrid heat exchange plate using a refrigerant and a coolant, a vehicle provided with the same, and a battery pack.

The conceptual diagram which shows the heat exchange plate 21 which adjusts the temperature of a battery module group 10. Cross-sectional view of the battery module group 10 and the heat exchange plate 21 An exploded perspective view of the heat exchange plate 21 shown in FIG. Conceptual diagram showing an example of mounting the heat exchange plate 21 on the vehicle 100 A circuit diagram showing a first embodiment of a battery temperature control system 1 provided with the heat exchange plate 21 of the present disclosure. A table showing the experimental results of measuring the cooling rate by the heat exchange plate 21 using both the refrigerant and the coolant. A graph showing a function f (Tf-Taim) that determines the value of the output value β of the first compressor 51. A flowchart showing an example of controlling the flow rate of the coolant by the battery temperature adjusting system 1 of the present disclosure. Two types of graphs (graph A and graph B) showing the calculation logic for calculating the output value of pump P. A table summarizing the experimental results showing the state of compressor oil according to the number of revolutions of the compressor Flow chart showing an example of oil return control A circuit diagram showing a battery temperature control system 1B provided with a heat exchange plate 21 according to a second embodiment of the present disclosure. A flowchart showing an example of controlling the flow rate of the coolant by the battery temperature adjusting system 1B of the present disclosure. It is a figure which shows the heat exchange plate 70 which concerns on the modification which can be used for the battery temperature adjustment system 1 or 1B of this disclosure, (a) top view, (b) the state which the battery module group 10 is placed. Side cross section It is a figure which shows the heat exchange plate 70 which concerns on the modification which further provided the 3rd heat exchange plate 21C which does not have a refrigerant layer 40, (a) top view, (b) the state which the battery module group 10 is placed. Side cross section Conceptual diagram showing an example of a battery pack 90 that can be accommodated in the vehicle body 102

Hereinafter, an embodiment (hereinafter, referred to as “the present embodiment”) in which the vehicle, the heat exchange plate, and the battery pack according to the present disclosure are specifically disclosed will be described in detail with reference to the drawings as appropriate. However, more detailed explanation than necessary may be omitted. For example, detailed explanations of already well-known matters and duplicate explanations for substantially the same configuration may be omitted. This is to avoid unnecessary redundancy of the following description and to facilitate the understanding of those skilled in the art. It should be noted that the accompanying drawings and the following description are provided for those skilled in the art to fully understand the present disclosure, and are not intended to limit the subject matter described in the claims.

(Embodiment 1)
FIG. 1 is a conceptual diagram showing a heat exchange plate 21 that adjusts the temperature of the battery module group 10.

The battery module group 10 has a plurality of battery modules 11. The battery module 11 is, for example, a battery that stores electric energy that is a driving source of a traveling motor in a hybrid vehicle or an electric vehicle, and is a component that requires temperature adjustment such as cooling and heating.

The heat exchange plate 21 adjusts the temperature of the battery module 11 included in the battery module group 10 by using a coolant and a refrigerant described later. The heat exchange plate 21 has a first surface 22 and a second surface 23 opposite to the first surface 22. As shown, the battery module group 10 is arranged along the first surface 22 of the heat exchange plate 21. In FIG. 1, the battery modules 11 are arranged in two rows on the first surface 22 of the heat exchange plate 21 so that five battery modules 11 are mounted, but the arrangement of the battery modules 11 is not particularly limited. Therefore, in the following description, a plurality of battery modules 11 may be collectively illustrated and represented as one member.

Here, in order to facilitate understanding, a Cartesian coordinate system including an x-axis, a y-axis, and a z-axis is defined as shown in each figure. The z-axis is perpendicular to the x-axis and the y-axis. Further, the positive direction of each axis is defined in the direction of the arrow in FIG. 1, and the negative direction is defined in the direction opposite to the arrow. Here, the positive direction of the x-axis is expressed as "front side", the negative direction of the x-axis is expressed as "rear side", the positive direction side of the y-axis is expressed as "right side", and the negative direction side of the y-axis is expressed. May be expressed as "left side", the positive direction side of the z-axis may be expressed as "upper side", and the negative direction side of the z-axis may be expressed as "lower side".

FIG. 2 is a cross-sectional view of the battery module group 10 and the heat exchange plate 21.

Similar to FIG. 1, the battery module group 10 is arranged along the first surface 22 of the heat exchange plate 21. The heat exchange plate 21 includes a coolant layer 30 and a refrigerant layer 40. The coolant layer 30 circulates the coolant between the first surface 22 of the heat exchange plate 21 and the second surface 23 (see FIG. 3). The coolant is, for example, an antifreeze containing ethylene glycol. The refrigerant layer 40 circulates the refrigerant between the first surface 22 and the second surface 23 of the heat exchange plate 21 (see FIG. 3). The refrigerant may be in a two-phase state in which a gas and a liquid are mixed, and one example is HFC (Hydrofluorocarbon). However, the refrigerant may be something other than HFC. An intermediate surface 24 may be provided between the coolant layer 30 and the refrigerant layer 40. The intermediate surface 24 is arranged between the first surface 22 and the second surface 23.

At least a part of the coolant layer 30 is arranged so as to overlap the refrigerant layer 40. In the configuration example shown in FIG. 2, almost the entire coolant layer 30 is arranged so as to overlap the refrigerant layer 40. However, for example, when the dimension of the refrigerant layer 40 in the x-axis direction is smaller than the dimension of the coolant layer 30 in the x-axis direction, a part of the coolant layer 30 overlaps with the refrigerant layer 40. In this case, heat exchange is performed between the coolant and the refrigerant at the portion where the coolant layer 30 and the refrigerant layer 40 overlap. Although not shown, the structure may be such that the refrigerant layer 40 having a small size in the x-axis direction is embedded near the center of the coolant layer 30 having a large size in the x-axis direction.

In the portion where the coolant layer 30 and the refrigerant layer 40 overlap, the coolant layer 30 can be arranged between the refrigerant layer 40 and the battery module group 10. In the configuration example shown in FIG. 2, the coolant layer 30 is arranged above the refrigerant layer 40 (the side closer to the battery module group 10). However, the positional relationship between the coolant layer 30 and the refrigerant layer 40 may be reversed. That is, in the portion where the coolant layer 30 and the refrigerant layer 40 overlap, the refrigerant layer 40 can be arranged between the coolant layer 30 and the battery module group 10.

The coolant layer 30 includes a coolant passage 31 through which the coolant flows. The refrigerant layer 40 includes a refrigerant passage 41 through which the refrigerant flows. The volume of the refrigerant passage 41 may be smaller than the volume of the coolant passage 31. The coolant passage 31 and the refrigerant passage 41 will be described in detail later with reference to FIGS. 3 and 3.

The average value of the heights of the coolant passages 31 (length in the z direction in the figure) is hcool, and the average height of the refrigerant passages 41 (lengths in the z direction in the figure) is href. At this time, the average height href of the refrigerant passage 41 may be smaller than the average hcool of the height of the coolant passage 31.

FIG. 3 is an exploded perspective view of the heat exchange plate 21 shown in FIG. FIG. 4 is a conceptual diagram showing a mounting example in which the heat exchange plate 21 is mounted on the vehicle 100. The structure of the heat exchange plate 21 and an example of mounting the heat exchange plate 21 on the vehicle 100 will be described with reference to FIGS. 3 and 4.

The heat exchange plate 21 of the present disclosure is a hybrid type that uses both the refrigerant flowing through the refrigerant layer 40 and the coolant flowing through the coolant layer 30, so that the battery temperature adjustment control can be performed according to the heat generation characteristics of the battery module group 10. It is something that can be done.

First, the vehicle 100 will be described with reference to FIG. The vehicle 100 includes wheels 101 and a vehicle body 102. The vehicle body 102 accommodates the heat exchange plate 21. Further, as shown in FIGS. 1 and 2, since the battery module group 10 is arranged along the first surface 22 of the heat exchange plate 21, the vehicle body 102 also accommodates the battery module group 10. That is, the vehicle body 102 accommodates the heat exchange plate 21 and the battery module group 10. In the illustrated example, the heat exchange plate 21 and the battery module group 10 are placed on the bottom surface 103 of the vehicle body 102. The vehicle body 102 also accommodates the first refrigerant circuit 5, the coolant circuit 6, the management device 7, the second refrigerant circuit 8, and the like, which will be described later with reference to FIGS. 5 and 5.

The wheel 101 may include a first wheel 101a and a second wheel 101b coupled to the vehicle body 102. The wheels 101 may further include a third wheel 101c and a fourth wheel 101d coupled to the vehicle body 102, typically the vehicle 100 is a four-wheeled vehicle. However, the vehicle 100 may be a vehicle (including five or more wheels) having wheels other than four wheels, such as a two-wheeled motorcycle or an auto three-wheeled vehicle.

The vehicle body 102 connects the first wheel 101a and the second wheel 101b. An electric motor (not shown) included in the vehicle body 102 drives the first wheel 101a using the electric power supplied from the battery module group 10. On the other hand, the second wheel 101b may be a steering wheel instead of a driving wheel. However, the motor may drive wheels other than the first wheel 101a. The number of electric motors is not limited to one. For example, in the case of a four-wheel drive automobile, the first electric motor may drive the first wheel 101a and the second electric motor may drive the second wheel 101b.

The vehicle 100 can travel in a predetermined direction (referred to as the first direction) by using the first wheel 101a and the second wheel 101b. The vehicle body 102 can form such a vehicle 100. The direction orthogonal to the first direction is defined as the second direction. The second direction may be the horizontal direction of the vehicle 100. However, the second direction does not have to be the horizontal direction of the vehicle 100.

Next, the configuration of the heat exchange plate 21 that can be accommodated in the vehicle 100 will be described with reference to FIGS. 3 and 4. The coolant layer 30 of the heat exchange plate 21 can be arranged along the above-mentioned first direction. The refrigerant layer 40 of the heat exchange plate 21 can be arranged along the above-mentioned first direction.

The heat exchange plate 21 has a first width in the above-mentioned first direction. The heat exchange plate 21 has a second width in the above-mentioned second direction. At this time, the first width can be longer than the second width. In the illustrated example in which the second direction is the horizontal direction of the vehicle 100, the longitudinal direction of the heat exchange plate 21 is along the first direction, and the lateral direction of the heat exchange plate 21 is along the second direction. ing.

The refrigerant input unit 40A and the refrigerant output unit 40B are connected to a first refrigerant circuit 5 which will be described later with reference to FIGS. 5 and 5, or a second refrigerant circuit 8 which will be described later with reference to FIG. 12 and later. The first refrigerant circuit 5 will be described later, but typically, the gas-liquid two-phase refrigerant decompressed through the expansion valve enters the refrigerant layer 40 from the refrigerant input unit 40A and flows through the refrigerant layer 40. .. The refrigerant flowing in the refrigerant layer 40 absorbs heat received from the coolant layer and the like, gradually gasifies, and exits through the refrigerant output unit 40B. That is, in the refrigerant passage 41 included in the refrigerant layer 40, the refrigerant flows from the refrigerant input unit 40A toward the refrigerant output unit 40B. The direction in which this refrigerant flows is indicated by an arrow in FIGS. 3 and 4.

Here, the heat exchange plate 21 has the other end portion opposite to the above-mentioned one end portion in the above-mentioned first direction. One end of the heat exchange plate 21 may be closer to the front of the vehicle 100 than the other end of the heat exchange plate 21. The front portion of the vehicle 100 refers to the traveling direction side that is commonly used in the vehicle 100. In the illustrated example, the end of the heat exchange plate 21 on the front side (x-axis) of the vehicle 100 in the traveling direction is one end, and the heat exchange plate 21 is on the rear side (x-axis) of the vehicle 100 in the traveling direction. The end in the negative direction of) is the other end. Then, as shown in the figure, one end of the heat exchange plate 21 including the refrigerant input unit 40A and the refrigerant output unit 40B is arranged on the side closer to the front portion of the vehicle 100. When the first refrigerant circuit 5 described later is arranged in the front portion of the vehicle 100, the piping for connecting the refrigerant input unit 40A and the refrigerant output unit 40B and the first refrigerant circuit 5 can be shortened, and the space inside the vehicle can be shortened. The space of the heat exchange plate 21 and the set of the first refrigerant circuit 5 arranged in the above can be saved.

On the other hand, when the first refrigerant circuit 5 is arranged at the rear portion of the vehicle 100, the positional relationship between one end and the other end of the heat exchange plate 21 may be reversed. That is, in this case, one end of the heat exchange plate 21 including the refrigerant input portion 40A and the refrigerant output portion 40B may be on the side farther from the front portion of the vehicle 100 than the other end portion.

Further, the refrigerant passage 41 includes a branched refrigerant passage 411. The branched refrigerant passage 411 is a refrigerant passage branched into several passages. That is, there are at least two branched refrigerant passages. In the example shown in FIG. 3, the refrigerant passage 41 is branched into four branched refrigerant passages 411A to 411D, and in the example shown in FIG. 4, the refrigerant passage 41 is the branched refrigerant passages 411A to 411F. It is branched into 6 branched refrigerant passages. The number of branched refrigerant passages may be 3 or less, 5 or 7 or more. Therefore, when the branched refrigerant passages 411A, 411B, 411C, 411D ... Are expressed as the first refrigerant passage, the second refrigerant passage, the third refrigerant passage, the fourth refrigerant passage, and so on, the refrigerant passage 41 , It will have at least a first refrigerant passage and a second refrigerant passage.

In addition, from the refrigerant passage 41 having two or more (4 in the example of FIG. 3 and 6 in the example of FIG. 4) branched refrigerant passages, any two branched refrigerant passages are selected, and each of them is the first refrigerant passage. And can be expressed as a second refrigerant passage. Here, at least a part of the first refrigerant passage is arranged closer to one end in the first direction than at least a part of the second refrigerant passage.

The refrigerant flowing in the refrigerant passage 41 branches into a plurality of branches at the inlet (branch portion) of the branched refrigerant passages 411A to 411D (F), and joins at the outlet (joining portion) of the branched refrigerant passages 411A to 411D (F). That is, the refrigerant passage 41 combines a branch portion that branches into a first refrigerant passage (for example, a branched refrigerant passage 411A) and a second refrigerant passage (for example, a branched refrigerant passage 411B), and the first refrigerant passage and the second refrigerant passage. It has a joint.

At least a part of the first refrigerant passage (for example, the branched refrigerant passage 411A) can be arranged along the second direction orthogonal to the first direction described above. At least a part of the second refrigerant passage (for example, the branched refrigerant passage 411B) can be arranged along the second direction orthogonal to the first direction described above. In the illustrated example, the branched refrigerant passages 411A to 411D have a linear shape, and the entire first refrigerant passage (for example, the branched refrigerant passage 411A) and the second refrigerant passage (for example, the branched refrigerant passage 411B) are in the second direction. It is arranged along. However, the branched refrigerant passages 411A to 411D (F) do not always have a linear shape, and there may be a portion not along the second direction.

Next, the coolant passage 31 included in the coolant layer 30 will be described. The coolant passage 31 has two portions, a first portion 31A and a second portion 31B. The first portion 31A of the coolant passage 31 can be arranged along the first direction described above. The second portion 31B of the coolant passage 31 can also be arranged along the above-mentioned first direction. However, the direction in which the coolant flows is opposite between the first portion 31A of the coolant passage 31 and the second portion 31B of the coolant passage 31. That is, the coolant in the first portion 31A of the coolant passage 31 flows in the above-mentioned first direction, and the coolant in the second portion 31B of the coolant passage 31 flows in the direction opposite to the above-mentioned first direction.

The heat exchange plate 21 includes a coolant input unit 30A in which the coolant enters toward the coolant layer 30, and a coolant output unit 30B in which the coolant exits from the coolant layer 30. As shown, the coolant input unit 30A and the coolant output unit 30B may be arranged at one end of the heat exchange plate 21 in the first direction. By arranging the coolant input unit 30A and the coolant output unit 30B at one end, the piping through which the coolant flows can be integrated in one place (one end), so that the heat exchange housed in the vehicle body 102 can be exchanged. The piping on the outside of the plate 21 can be further saved in space. Further, the layout of the piping can be facilitated in the limited space inside the vehicle 100.

The coolant that has entered from the coolant input unit 30A toward the coolant layer 30 flows back through the second portion 31B of the coolant passage 31 and then turns back, flows through the first portion 31A of the coolant passage 31, and the coolant. It goes out from the output unit 30B. The coolant input unit 30A and the coolant output unit 30B are connected to a coolant circuit 6 described later with reference to FIGS. 5 and 5, and the coolant is flowed by the pump P included in the coolant circuit 6.

The coolant flows along the longitudinal direction (positive and negative directions of the x-axis) of the coolant passage 31. Examples of the direction in which the coolant flows are shown by arrows in FIGS. 3 and 4.

In the configuration shown in FIGS. 3 and 4, the branched refrigerant passage 411 in the refrigerant passage 41 branches along the longitudinal direction (the first width direction described above) of the heat exchange plate 21. Further, the coolant in the coolant passage 31 flows along the longitudinal direction (the first width direction described above) of the heat exchange plate 21. With such a configuration, temperature variation can be reduced as described below. A plurality of battery modules 11 included in the battery module group 10 are arranged side by side as shown in FIG. 1, and the battery module located at the center of the battery module group 10 tends to retain heat. Therefore, by flowing the cooling liquid in the longitudinal direction of the heat exchange plate 21, the heat of the central portion of the battery module group 10 can be dissipated in the longitudinal direction, and the temperature variation can be reduced. Further, by configuring the branched refrigerant passage 411 to branch along the longitudinal direction (the first width direction described above) of the heat exchange plate 21, the lengths of the branched refrigerant passages 411A to 411D (F) (described above). (Corresponding to the second width of) can be made shorter. Therefore, the pressure loss of the refrigerant can be reduced and the temperature variation can be reduced.

Further, at least a part of each of the branched refrigerant passages 411A to 411D (F) can be arranged along the second direction orthogonal to the first direction described above. Therefore, the flow of the refrigerant in at least a part of each of the branched refrigerant passages 411A to 411D (F) is along the second direction orthogonal to the first direction. On the other hand, the coolant in the coolant passage 31 flows in the above-mentioned first direction or the direction opposite to the first direction. Then, in the portion where the coolant layer 30 and the refrigerant layer 40 overlap, the direction in which the refrigerant flows and the direction in which the coolant flows are substantially orthogonal to each other. With this configuration, the temperature variation of the refrigerant is positively alleviated by the coolant.

FIG. 5 is a circuit diagram showing a first embodiment of the battery temperature control system 1 provided with the heat exchange plate 21 of the present disclosure.

The battery temperature adjusting system 1 includes a first refrigerant circuit 5, a coolant circuit 6, and a management device 7. The battery temperature control system 1 further includes a heat exchange plate 21 and a battery module group 10. The heat exchange plate 21 and the battery module group 10 may be housed inside a housing or the like to form a battery pack (see FIG. 16).

The first refrigerant circuit 5 includes a first compressor 51 and a first capacitor 52. The first refrigerant circuit 5 includes a first refrigerant path 5A and a second refrigerant path 5B in which a refrigerant flows between the first capacitor 52 and the first compressor 51. The first refrigerant path 5A and the second refrigerant path 5B are arranged in parallel in the first refrigerant circuit 5. In the first refrigerant circuit 5, the refrigerant circulates in the direction indicated by the arrow in the figure.

The first refrigerant path 5A of the first refrigerant circuit 5 includes a first expansion valve 53 and an evaporator 55. On the other hand, the second refrigerant path 5B includes a second solenoid valve 57 and a second expansion valve 54, and the second refrigerant path 5B passes through the second expansion valve 54 to the refrigerant input unit 40A and the refrigerant output unit 40B. Is connected to. The first refrigerant path 5A may additionally include a first solenoid valve 56 located between the first condenser 52 and the evaporator 55 and arranged in the first refrigerant path 5A.

The first compressor 51, the first condenser 52, the first expansion valve 53, and the evaporator 55 are compressors, condensers, expansion valves, and evaporators that form a refrigeration cycle for the interior air conditioning (car air conditioner) of the vehicle 100, respectively. It may be.

The second expansion valve 54 may be a thermal expansion valve (Thermal eExpansion Valve). The second expansion valve 54 may be an expansion valve that constitutes a refrigeration cycle for in-vehicle air conditioning (car air conditioning) of the vehicle 100. Further, the second expansion valve 54 controls the refrigerant flowing into the battery cooling heat exchanger (heat exchange plate 21 or chiller 59 described later).

The second expansion valve 54 may be a cross-charge type temperature expansion valve. The second expansion valve 54 may be an electronic expansion valve integrated with the second solenoid valve 57. In the present specification, the expression of opening the second solenoid valve 57 or the expression of closing the second solenoid valve 57 means opening or closing the electronic expansion valve integrated with the second solenoid valve 57. You may.

The first solenoid valve 56 is a solenoid valve that controls the amount of refrigerant flowing through the first refrigerant path 5A.

The second solenoid valve 57 is a valve that switches the presence or absence of refrigerant supply to the battery cooling heat exchanger (heat exchange plate 21 or chiller 59 described later). The second solenoid valve 57 may be installed in the second expansion valve 54 or the pipe.

A heat exchange plate 21 (of which, the refrigerant passage 41) is connected downstream of the second expansion valve 54, and the battery module group 10 is placed on the heat exchange plate 21. A sensor (not shown) is attached to the battery module group 10, and the sensor includes, for example, a battery temperature sensor, a current sensor, a voltage sensor, and the like. When the sensor is a temperature sensor, this sensor may be installed in the cell body or the bus bar of the battery module 11.

The coolant circuit 6 includes a reservoir 61 and a pump P, and the coolant circulates in the direction indicated by the arrow in the drawing. The coolant circuit 6 is connected to the coolant input unit 30A and the coolant output unit 30B (see FIG. 3). The coolant circuit 6 may include a heater 62 at a position such as downstream of the pump P.

The reservoir 61 and the pump P may be a water storage tank or a water pump that constitutes the coolant cycle of the coolant circuit 6. The heater 62 heats the coolant flowing through the coolant circuit 6.

The management device 7 manages the battery module group 10. The management device 7 may be a unit (BMU) that manages the battery. The management device 7 may be typically implemented as an ECU, but a CPU or other information processing device may be used as the management device 7.

The management device 7 manages various components included in the battery temperature adjusting system 1. Signals 1 to 11 shown in FIG. 5 indicate a communication line between the management device 7 and each component.

For example, the management device 7 transmits a signal indicating the operating speed to the first compressor 51 (signal 1 which is a drive signal of the compressor). Further, the management device 7 acquires a signal indicating the operation status from the first compressor 51 (signal 2 returned from the inverter of the compressor).

The management device 7 transmits a signal indicating the operating speed to the pump P (signal 3 which is a water pump drive signal). The management device 7 acquires a signal indicating the operation status from the pump P (signal 4).

The management device 7 acquires a signal indicating the temperature of the battery module 11 from the battery module group 10 (signal 5 which is a temperature value indicated by the temperature sensor of the battery cell).

The management device 7 transmits a signal indicating opening / closing of the valve to the second solenoid valve 57 (signal 6).

The management device 7 acquires a signal indicating the temperature of the coolant from the temperature sensor 501 of the coolant circuit 6 (signal 9). The temperature sensor 501 is installed between the heat exchange plate 21 and the reservoir 61 in the coolant circuit 6. The temperature sensor 501 is not limited to this, and may be installed at another location in the coolant circuit 6.

The management device 7 performs various information communications in the vehicle 100 via the CAN (signal 10).

The management device 7 transmits information indicating the output to the heater 62 (signal 11 which is a heater output signal).

Here, the first solenoid valve 56, the blower 58, and the like, which will be described later, may be managed by a processing means (not shown) on the vehicle interior air conditioner (car air conditioner) side of the vehicle 100. The management device 7 may manage the first solenoid valve 56, the blower 58, and the like.

(Coolant flow rate control)
FIG. 6 is a table showing the experimental results of measuring the cooling rate by the heat exchange plate 21 using both the refrigerant and the coolant. The horizontal axis of FIG. 6 is the time from the start of cooling by the heat exchange plate 21. The vertical axis of FIG. 6 is the average temperature of the first surface 22 (plate cooling surface) of the heat exchange plate 21. In the table shown in FIG. 6, the curves C1, C2, and C3 on which the three curves C1, C2, and C3 are drawn have 0 liters of coolant flowing through the coolant layer 30 in the heat exchange plate 21, respectively. It shows the case of / hour, 90 liters / hour, and 150 liters / hour.

As can be seen from the table of FIG. 6, before a predetermined time (in the example of the figure, about 60 seconds have passed from the start of cooling by the heat exchange plate 21), the average of the plate cooling surfaces in the order of curves C1, C2, and C3. The rate of temperature decrease is fast. On the other hand, after a predetermined time (in the example of the figure, about 60 seconds have passed from the start of cooling by the heat exchange plate 21), this order is reversed, and the average temperature of the plate cooling surface is reversed in the order of curves C3, C2, and C1. The descending speed of is fast.

Here, the heat exchange plate 21 is a plate that cools the battery module group 10 by using both a refrigerant and a coolant. Therefore, from the table of FIG. 6, at the start of cooling by the heat exchange plate 21, in the initial stage until the refrigerating cycle in the first refrigerant circuit 5 is formed and the refrigerant temperature drops, the circulating flow rate of the coolant is suppressed. It can be read that the cooling rate of the heat exchange plate 21 increases. On the other hand, if the circulating flow rate of the coolant is left low, the coolant that has exchanged heat with the refrigerant whose temperature has dropped does not circulate throughout the heat exchange plate 21, so that the battery module group 10 by the heat exchange plate 21 It can be read from the table of FIG. 6 that the cooling performance is reduced.

Therefore, the control device 7 controls the pump P to variably control the flow rate of the coolant flowing through the coolant layer 30, so that the heat exchange plate 21 can realize the fastest cooling operation start-up, which is optimal. It was found by the ingenuity of the inventor of the present application that the cooling performance can be exhibited.

Therefore, in the present disclosure, the management device 7 controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer 30 of the heat exchange plate 21 changes according to the elapsed time from the start of cooling. .. This optimizes the cooling performance of the heat exchange plate 21.

For example, the management device 7 has a flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer 30 at the first time is smaller than the flow rate of the coolant flowing through the coolant layer 30 at the second time. May be controlled. Here, the first time is the time before the predetermined elapsed time (60 seconds in the example of FIG. 6) elapses from the start of cooling, and the second time is the predetermined elapsed time (60 seconds in the example of FIG. 6) from the start of cooling. In the example of FIG. 6, it is the time after 60 seconds) has elapsed.

Further, when the cooling load of the battery module group 10 is low, it is considered that sufficient cooling can be performed without optimizing the cooling performance as described above. Therefore, in the management device 7, when the value indicating the magnitude of the cooling load of the battery module group 10 by the heat exchange plate 21 is larger than a predetermined value, the flow rate of the cooling liquid flowing through the cooling liquid layer 30 at the first time However, the flow rate of the coolant may be controlled so as to be smaller than the flow rate of the coolant flowing through the coolant layer 30 at the second time. Here, the first time is the time before the predetermined elapsed time (60 seconds in the example of FIG. 6) elapses from the start of cooling, and the second time is the predetermined elapsed time (60 seconds in the example of FIG. 6) from the start of cooling. In the example of FIG. 6, it is the time after 60 seconds) has elapsed.

Various values can be used as values indicating the magnitude of the cooling load of the battery module group 10. The value indicating the magnitude of the cooling load of the battery module group 10 may be, for example, the average temperature of the battery modules 11 included in the battery module group 10, the output value β of the first compressor 51, or the like.

Further, the output value β of the first compressor 51 is determined according to the difference between the average temperature of the battery module 11 included in the battery module group 10 and the target value of the average temperature of the battery module 11 included in the battery module group 10. It can be a value. FIG. 7 is a graph showing a function f (Tf-Taim) that determines the value of the output value β of the first compressor 51. Here, Tf is the current average temperature of the battery modules 11 included in the battery module group 10. Taim is a target value of the average temperature of the battery modules 11 included in the battery module group 10 (the target temperature to be reached as a result of cooling by the heat exchange plate 21). The horizontal axis of the graph shown in FIG. 7 is the difference between Tf and Taim. The vertical axis of the graph shown in FIG. 7 is the value of the function f (Tf-Taim) that determines the output value β of the first compressor 51. As shown in the graph of FIG. 7, the difference between the average temperature Tf of the battery module 11 included in the battery module group 10 and the target value Taim of the average temperature of the battery module 11 included in the battery module group 10 is large. The larger the output value β of the first compressor 51 is. Here, as shown in the graph of FIG. 7, the output value β of the first compressor 51 rises upward, but it may be the maximum value βmax which is a constant value from a certain point in time.

FIG. 8 is a flowchart showing an example of controlling the flow rate of the coolant by the battery temperature adjusting system 1 of the present disclosure. The management device 7 detects the temperature of each battery module 11 included in the battery module group 10 (St101). This detection can be performed by the management device 7 receiving a signal from the temperature sensor attached to the battery module 11 (signal 5). The management device 7 may calculate the current average temperature Tf of the battery module 11 based on the temperature of each battery module 11.

The management device 7 receives the signal (signal 9) from the coolant circuit 6 and detects the temperature of the coolant in the heat exchange plate 21 (St102).

The management device 7 determines the target average temperature of the battery module 11 with reference to the acquired average temperature of each battery module 11 (St103).

The management device 7 determines whether or not the battery module 11 needs to be cooled (St104). As this determination criterion, for example, the management device 7 may determine that the battery module 11 needs to be cooled when the current average temperature Tf of the battery module 11 exceeds a predetermined set value. In addition, the management device 7 needs to cool the battery module 11 when the temperature of the battery module 11 is predicted to rise due to factors such as rapid charging of the battery module 11 and rapid acceleration of the vehicle 100. You may judge.

When it is determined that the battery module 11 needs to be cooled (St104: Yes), the management device 7 determines whether or not the battery module 11 can be cooled only by circulating the coolant of the coolant circuit 6 (St105). As a criterion for this determination, the management device 7 cools, for example, when the temperature of the coolant (St102) is lower than a predetermined temperature (current average temperature Tf of the battery module 11> temperature of the coolant> x ° C., etc.). It may be determined that the battery module 11 can be cooled only by circulating the cooling liquid of the liquid circuit 6. In addition, the management device 7 cools the coolant circuit 6 when it is predicted that the temperature of the battery module 11 will not rise due to factors such as the battery module 11 not being rapidly charged and the vehicle 100 not accelerating rapidly. It may be determined that the battery module 11 can be cooled only by circulating the liquid.

When it is determined that the battery module 11 can be cooled only by circulating the coolant in the coolant circuit 6 (St105: YES), the output value α of the pump P that circulates the coolant in the coolant circuit 6 is calculated. (St112). Then, the management device 7 controls the output of the pump P based on the calculated output value α (signal 3). The calculation of the output value α will be described later.

When it is determined that the battery module 11 cannot be cooled only by circulating the coolant of the coolant circuit 6 (St105: NO), the management device 7 is the second solenoid valve 57 or the electronic second expansion valve. Open 54 (St106) (Signal 6). As a result, the refrigerant in the first refrigerant circuit 5 can flow into the heat exchange plate 21 to cool the heat exchange plate 21.

Next, the management device 7 determines whether or not a predetermined time has elapsed since the second solenoid valve 57 or the electronic second expansion valve 54 was opened (St107). When the predetermined time has elapsed (St107: YES), the management device 7 calculates the output value α of the pump P that circulates the coolant in the coolant circuit 6. Then, the management device 7 controls the output of the pump P based on the calculated output value α (St111) (signal 3). The calculation of the output value α will be described later. If the predetermined time has not elapsed (St107: NO), the process transitions to step St108.

The management device 7 calculates the output value β = f (Tf-Taim) of the first compressor 51 and compares the output value β with the above-mentioned maximum value βmax (St108). When f (Tf-Taim) <βmax (St108: NO), the process transitions to the above-mentioned step St111. When f (Tf-Taim) ≥ βmax (St108: YES), the management device 7 sets the output value α of the pump P that circulates the coolant in the coolant circuit 6 to the minimum value (St109). The minimum value of the output value α may be, for example, a value such that the flow rate of the coolant is 0 liter / hour.

The management device 7 calculates or acquires the output value β = f (Tf-Taim) of the first compressor 51 (step St110). When passing through step St108, since this output value β has already been calculated, the management device 7 may simply acquire the output value β. Then, the management device 7 controls the first compressor 51 so that the output value of the first compressor 51 becomes β (signal 1).

After that, the oil return control (A) described later may be performed based on FIG.

The output value α of the pump P in steps St111 and St112 may be calculated by the management device 7 as follows, for example. FIG. 9 is two types of graphs (graph A and graph B) showing calculation logic for calculating the output value of the pump P.

Graph A is a graph for calculating the output value α1. The horizontal axis of the graph A is the current average temperature Tf of the battery module 11 included in the battery module group 10 and the target value of the average temperature of the battery module 11 included in the battery module group 10 (result of cooling by the heat exchange plate 21). , Target temperature to be reached) Difference from Taim. The vertical axis of the graph A is the output value α1 of the pump P. As shown in Graph A, in the battery module 11, the output value α1 so that the output value α1 of the pump P becomes larger as there is a difference between the current average temperature and the target average temperature. May be decided.

Graph B is a graph for calculating the output value α2. The horizontal axis of the graph B is the difference between the maximum value and the minimum value in the value received from the temperature sensor attached to each battery module 11 in the battery module group 10. The vertical axis of the graph B is the output value α2 of the pump P. As shown in Graph B, the output value α2 is set so that the output value α2 of the pump P increases as the temperature variation among the plurality of battery modules 11 included in the battery module group 10 increases. You may decide.

Then, the management device 7 determines the larger value of the output values α1 and α2 calculated based on the graphs A and B as the output value α of the pump P.

(Temporary cancellation of heat exchange by evaporator 55)
This will be described again with reference to FIG. The first refrigerant circuit 5 included in the vehicle body 102 of the vehicle 100 can be used for in-vehicle air conditioning (car air conditioning). When the cooling requirement for the interior of the vehicle 100 is low due to vehicle air conditioning, or when the battery module group 10 generates heat and the battery cooling by the heat exchange plate 21 is given the highest priority, the management device 7 is the evaporator 55. The battery temperature adjusting system 1 may be controlled so as to temporarily cancel the heat exchange caused by the battery. If the heat exchange with the outside by the evaporator 55 is temporarily canceled, the refrigerant while maintaining the cooling capacity flows from the first refrigerant circuit 5 into the heat exchange plate 21, so that the cooling performance of the heat exchange plate 21 increases. .. In order to temporarily cancel the heat exchange by the evaporator 55, the first refrigerant circuit 5 includes a heat exchange inhibition mechanism that prevents the refrigerant from exchanging heat with the outside of the first refrigerant circuit 5 in the evaporator 55.

An example of the heat exchange inhibition mechanism is the blower 58 used together with the evaporator 55. Normally, the management device 7 may manage the strength of the blown air by the blower 58 and the presence or absence of the blown air. Then, the management device 7 can prevent the refrigerant from exchanging heat with the outside of the first refrigerant circuit 5 in the evaporator 55 by suppressing (or completely stopping) the air blown by the blower 58.

Another example of the heat exchange inhibition mechanism is the first solenoid valve 56 arranged between the first capacitor 52 and the evaporator 55 and in the first refrigerant path 5A. The management device 7 that manages the opening and closing of the first solenoid valve 56 reduces (or makes it zero) the amount of the refrigerant flowing through the first refrigerant path 5A by closing the first solenoid valve 56, so that the refrigerant is released in the evaporator 55. It prevents heat exchange with the outside of the first refrigerant circuit 5.

(Refrigerant recovery by the first compressor 51)
If the temperature of the battery module 11 included in the battery module group 10 is too low, the performance of the battery cannot be brought out. Therefore, as described above, the coolant circuit 6 is provided with the heater 62, and the battery module 11 can be warmed through the heat exchange plate 21 by heating and circulating the coolant flowing through the coolant circuit 6 by the heater 62. ..

When the battery module 11 is heated by the coolant circulating in the coolant circuit 6, it is natural that the first refrigerant circuit 5 is not operated. This is because when the first refrigerant circuit 5 is operated, the refrigerant flows into the heat exchange plate 21, and the refrigerant cools the coolant.

However, since the heat exchange plate 21 of the present disclosure includes the refrigerant layer 40, a part of the refrigerant remains on the heat exchange plate 21 side. For example, the refrigerant may remain in the refrigerant passage 41 or the like passing through the refrigerant layer 40 of the heat exchange plate 21. Since the refrigerant in the refrigerant layer 40 and the coolant in the coolant layer 30 can exchange heat with each other, the refrigerant existing in the refrigerant layer 40 increases the heat capacity in the situation where the coolant is heated by the heater 62. This may slow down the heating rate by the heater 62. Therefore, the first refrigerant circuit 5 is operated for a short time (for example, 1 minute) to recover the refrigerant remaining in the heat exchange plate 21. Therefore, a heater 62 for heating the coolant of the coolant circuit 6 is arranged in the coolant circuit 6, and the management device 7 controls the refrigerant layer 40 when the heater 62 heats the coolant of the coolant circuit 6. The first compressor 51 is controlled so as to recover the refrigerant from the first refrigerant circuit 5. That is, the management device 7 operates the first compressor 51 to suck up the refrigerant remaining in the refrigerant layer 40 for a short time. Thereby, the heating performance by heating the coolant with the heater 62 can be improved.

If the first refrigerant circuit 5 is operated for a long time, the refrigerant having a cooling capacity that flows from the first refrigerant circuit 5 into the heat exchange plate 21 cools the coolant in the heat exchange plate 21, which has the opposite effect. Become. The time for operating the first refrigerant circuit 5 may be appropriately determined according to the configuration of the battery temperature adjusting system 1.

(Oil return control)
The first refrigerant circuit 5 included in the vehicle body 102 of the vehicle 100 can be used for in-vehicle air conditioning (car air conditioning). In the battery temperature control system 1 shared with the vehicle air conditioner, as shown in FIG. 6, the first compressor 51 and the first condenser 52 are shared, while the evaporator 55 (evaporator) and the heat exchange plate 21 ( Evaporator) is arranged in parallel. Here, in order to prevent seizure of the first compressor 51, compressor oil is generally mixed in the refrigerant.

In particular, the compressor oil dissolved in the liquid refrigerant tends to stay in the evaporator in which the refrigerant evaporates from the liquid and is converted into a gas state. That is, as a result of the compressor oil accumulating in the evaporator, the oil required for lubrication does not return to the first compressor 51, and seizure failure of the first compressor 51 may occur.

Therefore, in the battery temperature adjusting system 1 of the present disclosure, a valve between the first refrigerant circuit 5 and the heat exchange plate 21 (second solenoid valve 57 or electronic second expansion valve 54) at a predetermined timing. Is opened, and the first compressor 51 is rotated at a predetermined rotation speed. As a result, at least a part of the compressor oil in the heat exchange plate 21 moves from the heat exchange plate 21 to the first refrigerant circuit 5. The compressor oil that has moved from the heat exchange plate 21 to the first refrigerant circuit 5 returns to the first compressor 51, and seizure of the first compressor 51 can be prevented.

The predetermined timing for performing the oil return control may be, for example, when the estimated amount of compressor oil remaining in the heat exchange plate 21 exceeds the predetermined amount. Further, the oil return may be performed when it is not necessary to circulate the refrigerant in the heat exchange plate 21, that is, when the temperature of the battery module 11 included in the battery module group 10 is not high.

(Rotation speed of the first compressor 51 when returning oil)
FIG. 10 is a table summarizing the experimental results showing the state of the compressor oil according to the rotation speed of the compressor. According to the experiment conducted by the inventor of the present application, when the rotation speed of the first compressor 51 is low (for example, 3000 rpm), the circulation rate of the compressor oil in the battery temperature adjusting system 1 and the circulation rate of the compressor oil in the battery temperature adjustment system 1 are higher than those at high rotation speed. It was found that the amount of compressor oil remaining in the heat exchange plate 21 was extremely low. This is also related to the fact that when the rotation speed of the first compressor 51 is low, the amount of oil discharged from the first compressor 51 is small in the first place. Therefore, if the first compressor 51 is always operated at a low speed, it is not necessary to control the oil return as described above. However, when the battery module 11 included in the battery module group 10 becomes hot, for example, when the battery module 11 needs to be cooled, the rotation speed of the first compressor 51 is increased to circulate the refrigerant, and the heat exchange plate is used. It is necessary to cool the battery module 11 by 21. Therefore, in the present disclosure, the management device 7 acquires the operation history of the first compressor 51, estimates the amount of compressor oil staying in the heat exchange plate 21, and performs the above-mentioned oil return operation when necessary.

FIG. 11 is a flowchart showing an example of oil return control. The management device 7 detects the elapsed time (battery cooling mode operating time) from the start of operating the first refrigerant circuit 5 in order to cool the heat exchange plate 21 (St201). Subsequently, the management device 7 detects the rotation speed of the first compressor 51 and the rotation frequency (how many times the first compressor 51 has been rotated) in the battery cooling mode (St202).

The management device 7 determines whether or not oil return control is possible (St203). Various conditions can be used as the criteria for this determination. For example, when the battery temperature adjusting system 1 is used in combination with the indoor air conditioner (car air conditioner) of the vehicle 100, the priority order with the cooling request on the indoor air conditioner side can be used as a determination criterion. When the oil return control has a higher priority than the cooling request on the indoor air conditioning side, the management device 7 determines that the oil return control is possible (St203: YES).

If the cooling request on the indoor air conditioning side has a higher priority than the oil return processing, even if the first compressor 51 is rotated at a predetermined low speed for oil return control (for example, 3000 rpm or less), the indoor air conditioning side If the cooling requirement can be satisfied, the management device 7 determines that the oil return control is possible (St203: YES). On the contrary, when the cooling request on the indoor air conditioning side has a higher priority than the oil return processing and the first compressor 51 is rotated at a predetermined low speed (for example, 3000 rpm) for oil return control, the room is used. If the cooling requirement on the air conditioning side cannot be satisfied, the management device 7 determines that the oil return control is not possible (St203: NO).

Further, it is necessary to cool the battery module 11 included in the battery module group 10, and when the first compressor 51 is operated at a predetermined low speed rotation speed (for example, 3000 rpm or less) for oil return control, the battery module 11 is operated. When the cooling capacity for cooling is insufficient, the management device 7 determines that the oil return control is not possible (St203: NO).

When it is determined that the oil return control is possible (St203: YES), the management device 7 determines whether or not the oil return control is necessary (St204). For example, the management device 7 has already detected information such as the battery cooling mode operating time (St201), the rotation speed of the first compressor 51 in the battery cooling mode, and the rotation frequency (how many times the first compressor 51 is operated). The estimated amount of compressor oil on the heat exchange plate 21 is calculated based on whether it has been rotated). When this estimated amount is equal to or greater than a predetermined value, the management device 7 determines that oil return control is necessary (St204: YES).

When it is determined that oil return control is necessary (St204: YES), the control device 7 is a valve (second solenoid valve 57 or electronic type first) between the first refrigerant circuit 5 and the heat exchange plate 21. 2 The expansion valve 54) is opened (St205) (signal 6). Subsequently, the management device 7 operates the first compressor 51 at a predetermined rotation speed (for example, a low speed rotation speed of 3000 rpm or less) (St206) (signal 1). If the first compressor 51 is rotated at a low speed, the compressor oil retained in the heat exchange plate 21 is unlikely to be discharged from the first compressor 51 again.

The management device 7 determines whether the temperature (average temperature, etc.) of the battery module 11 included in the battery module group 10 has dropped below a predetermined temperature due to the refrigerant circulation by the operated first compressor 51 (St207). (Signal 5). When the temperature (average temperature, etc.) of the battery module 11 falls below a predetermined temperature (St207: YES), the process transitions to step St209.

The management device 7 determines whether or not a predetermined time has elapsed since the second solenoid valve 57 was opened (St208). Here, the passage of a predetermined time is based on the time when the oil return operation is started. The passage of time is managed by another flowchart (not shown). When the predetermined time has elapsed (St208: YES) (signal 2), the process transitions to step St209. If the predetermined time has not elapsed, the process returns to step St201.

In step St209, the management device 7 resets a timer that measures a predetermined time. Further, the management device 7 closes the second solenoid valve 57. As shown in FIG. 11, this flowchart ends after St209, but after this end, the start of the flowchart of FIG. 8 may be returned.

(Start timing of oil return control)
In FIG. 11, the management device 7 estimates the amount of compressor oil on the heat exchange plate 21, and when the amount of compressor oil is equal to or greater than a predetermined value, the second solenoid valve 57 (or the electronic second expansion) It has been explained that the valve 54) is opened and the oil return control is started. However, the start timing of the oil return control does not necessarily have to be based on the estimation of the amount of compressor oil on the heat exchange plate 21. For example, when the vehicle 100 is stopped, the second solenoid valve 57 may be opened to start the oil return control. When the vehicle 100 is stopped, the battery module 11 included in the battery module group 10 does not generate heat, and if no person is in the vehicle 100, there is no cooling request by the indoor air conditioner (car air conditioner). Therefore, if the oil return control is started when the vehicle 100 is stopped, the oil return control can be performed without being restricted by the cooling of the battery module 11 or the cooling request by the indoor air conditioner (car air conditioner). .. For example, the management device 7 may acquire information indicating that the vehicle 100 is stopped (signal 10), open the second solenoid valve 57, and start the oil return control. Further, the management device 7 acquires information indicating that a person is not in the vehicle 100 from a motion sensor (not shown) provided in the vehicle 100 via CAN (signal 10), and is second. The solenoid valve 57 may be opened to start oil return control.

The oil return control may be started based on the timer control. For example, the management device 7 measures the time during which the first compressor 51 is operating at a high speed (for example, 5000 rpm), and when a predetermined time elapses, the second solenoid valve 57 (or the electronic second expansion valve) 54) may be opened to start oil return control. However, the oil return control can be started as long as the cooling request on the vehicle air conditioner (car air conditioner) side is not violated. As another example of timer control, the oil return control may be started with a time lag. For example, after a certain period of time has elapsed after the estimated amount of compressor oil on the heat exchange plate 21 exceeds a predetermined value (corresponding to step St204), the second solenoid valve 57 (or the electronic second expansion valve 54) May be opened to start oil return control.

Even when the oil return control is started at various timings as described above, after the second solenoid valve 57 is opened and the oil return control is started, the management device 7 is the battery included in the battery module group 10. When the average temperature of the module 11 falls below a predetermined value, the second solenoid valve 57 may be closed (corresponding to step St207). Similarly, even when the oil return control is started at various timings, after the second solenoid valve 57 is opened and the oil return control is started, the management device 7 determines after opening the second solenoid valve 57. The second solenoid valve 57 may be closed after the lapse of time (corresponding to step St208).

The throttle of the second expansion valve 54 may be adjusted so that the refrigerant flowing from the second expansion valve 54 to the refrigerant input unit 40A contains a liquid refrigerant. For example, as the second expansion valve 54, a cross-charge type temperature expansion valve is used. The temperature sensitive cylinder provided by the second expansion valve 54 is attached to the heat exchange plate 21 in the vicinity of the refrigerant input portion 40A (referred to as point X). Then, the expansion valve opens even when the refrigerant temperature at the point X is low and the load is low (characteristics of the cross-charge type temperature type expansion valve when the load is low). Therefore, the liquid-mixed refrigerant passes beyond the second expansion valve 54.

The second expansion valve 54 may be an electronic expansion valve integrated with the second solenoid valve 57. By controlling the throttle of the electronic expansion valve by the management device 7, the liquid-mixed refrigerant can pass through the tip of the second expansion valve 54.

For example, by means as described above, the throttle of the second expansion valve 54 can be adjusted so that the refrigerant flowing from the second expansion valve 54 to the refrigerant input unit 40A contains a liquid refrigerant. As a result, the refrigerant that has flowed into the heat exchange plate 21 becomes mixed with the liquid, and the compressor oil dissolved in the liquid refrigerant is less likely to stay in the heat exchange plate 21.

(Configuration of Battery Temperature Control System 1B According to Second Embodiment)
FIG. 12 is a circuit diagram showing a battery temperature adjusting system 1B provided with a heat exchange plate 21 according to a second embodiment of the present disclosure. The battery temperature adjusting system 1B according to the second embodiment has a refrigerant circuit (first refrigerant circuit) 5 and a coolant circuit 6 similar to the battery temperature adjusting system 1 according to the first embodiment shown in FIG. A heat exchange plate 21 and a management device 7 are provided. The same reference numerals are given to the same parts between the battery temperature adjustment system 1B according to the second embodiment and the battery temperature adjustment system 1 according to the first embodiment, and the description thereof is omitted. Will be described only.

The major difference between the battery temperature adjusting system 1 according to the first embodiment and the battery temperature adjusting system 1B according to the second embodiment is that the battery temperature adjusting system 1B has a second refrigerant circuit 5 in addition to the first refrigerant circuit 5. The point is that the refrigerant circuit 8 is provided.

The first refrigerant circuit 5 is a refrigerant circuit used for indoor air conditioning (car air conditioner) of the vehicle 100. In the battery temperature adjusting system 1 according to the first embodiment, the heat exchange plate 21 is arranged between the second expansion valve 54 and the first compressor 51, and the first refrigerant circuit 5 is the heat exchange plate 21. It also played a role in flowing the refrigerant into the air. On the other hand, in the battery temperature adjusting system 1B according to the second embodiment, a chiller 59 is arranged between the second expansion valve 54 and the first compressor 51 instead of the heat exchange plate 21.

The chiller 59 exchanges heat between the coolant flowing through the coolant circuit 6 and the refrigerant flowing through the first refrigerant circuit 5. More specifically, the chiller 59 exchanges heat between the coolant flowing through the coolant circuit 6 and the refrigerant flowing between the second expansion valve 54 and the first compressor 51 in the first refrigerant circuit 5. obtain.

The battery temperature adjusting system 1B according to the second embodiment includes a second refrigerant circuit 8 having a second compressor 81, a second capacitor 82, and a third expansion valve 83. In the second refrigerant circuit 8, the refrigerant flows in the direction indicated by the arrow in the figure. The vehicle body 102 accommodates the second refrigerant circuit 8. Then, the second refrigerant circuit 8 is connected to the refrigerant input unit 40A and the refrigerant output unit 40B (see FIGS. 3 and 4).

The second compressor 81, the second condenser 82, and the third expansion valve 83 may be a compressor, a condenser, and an expansion valve that constitute a refrigeration cycle for cooling the battery module 11, respectively.

The management device 7 manages various components included in the battery temperature adjusting system 1B. Signals 1 to 11 shown in FIG. 12 indicate communication lines between the management device 7 and each component. Regarding the battery temperature adjusting system 1 according to the first embodiment, the signal described with reference to FIG. 5 will not be described again, and only different parts will be described.

The management device 7 transmits a signal indicating the operating speed to the second compressor 81 (signal 7 which is a drive signal of the compressor). Further, the management device 7 acquires a signal indicating the operation status from the second compressor 81 (signal 8 returned from the inverter of the compressor).

In addition, the management device 7 may manage the first solenoid valve 56, the blower 58, and the like, which will be described later.

With the above configuration, the battery temperature adjustment system 1B includes the indoor air conditioning system (first refrigerant circuit 5) of the vehicle 100 and the heat pump system (second refrigerant circuit 8 and coolant circuit) using the refrigerant and the coolant. 6) can be fused.

(Cooling control by the second solenoid valve 57)
Here, the management device 7 controls (signal 6) the opening and closing of the second solenoid valve 57 (or the electronic second expansion valve 54; the same applies hereinafter). When the management device 7 opens the second solenoid valve 57, the amount of refrigerant flowing between the second expansion valve 54 and the first compressor 51 in the first refrigerant circuit 5 increases. On the contrary, when the management device 7 closes the second solenoid valve 57, the amount of the refrigerant flowing between the second expansion valve 54 and the first compressor 51 in the first refrigerant circuit 5 is reduced. When the control device 7 completely closes the second solenoid valve 57, the amount of refrigerant flowing between the second expansion valve 54 and the first compressor 51 in the first refrigerant circuit 5 becomes zero. By opening and closing the second solenoid valve 57, the usage of the battery temperature adjusting system 1B can be controlled as follows.

The heat pump system including the second refrigerant circuit 8 and the coolant circuit 6 adjusts the temperature of the battery module 11 included in the battery module group 10. That is, the refrigerant circulating in the second refrigerant circuit 8 flows to the refrigerant layer 40 of the heat exchange plate 21, and the coolant circulating in the coolant circuit 6 flows to the coolant layer 30 of the heat exchange plate 21, and the refrigerant layer 40 The battery module 11 is cooled by the refrigerant inside and the coolant in the coolant layer 30. It is also possible to heat the battery module 11 with the coolant by heating the coolant with the heater 62 described later provided in the coolant circuit 6.

During normal travel of the vehicle 100, the temperature adjustment of the battery module 11 can be independently controlled only by the heat pump system including the second refrigerant circuit 8 and the coolant circuit 6. At this time, the indoor air-conditioning system of the vehicle 100 provided with the first refrigerant circuit 5 can also control only the indoor air-conditioning without being affected by the heat pump system. When the control device 7 completely closes the second solenoid valve 57, the refrigerant does not flow to the chiller 59 arranged downstream of the second solenoid valve 57. As a result, in the chiller 59, heat exchange between the coolant flowing through the coolant circuit 6 and the refrigerant flowing through the first refrigerant circuit 5 is not performed. Therefore, the heat pump system provided with the second refrigerant circuit 8 and the coolant circuit 6 used for temperature adjustment of the battery module 11 and the indoor air conditioning system of the vehicle 100 provided with the first refrigerant circuit 5 used for in-vehicle air conditioning are provided. It can be controlled separately and independently. Since the first refrigerant circuit 5 has a parallel configuration including the first refrigerant path 5A and the second refrigerant path 5B, when the second solenoid valve 57 arranged in the second refrigerant path 5B is closed. Even so, the refrigerant flows through the first refrigerant path 5A provided with the first expansion valve 53 and the evaporator 55.

When the cooling load of the battery module 11 included in the battery module group 10 is high, both the heat pump system including the second refrigerant circuit 8 and the coolant circuit 6 and the indoor air conditioning system of the vehicle 100 including the first refrigerant circuit 5 are used. Therefore, the battery module 11 can be cooled more strongly.

The management device 7 opens the second solenoid valve 57. The management device 7 opens the second solenoid valve 57 and operates the pump P of the coolant circuit 6. As a result, the coolant flowing through the coolant circuit 6 and the refrigerant flowing through the first refrigerant circuit 5 flow into the chiller 59, and between the coolant flowing through the coolant circuit 6 and the refrigerant flowing through the first refrigerant circuit 5. Heat exchange takes place. The coolant cooled by the heat exchange in the chiller 59 is further cooled by the refrigerant flowing through the refrigerant layer 40 in the heat exchange plate 21. That is, the coolant that is doubly cooled by using the refrigerant that flows through the first refrigerant circuit 5 and the refrigerant that flows through the second refrigerant circuit 8 (and inside the heat exchange plate 21) cools the battery module 11 more strongly. be able to.

As an example of the case where the cooling load of the battery module 11 included in the battery module group 10 is high, the average temperature of the battery module 11 included in the battery module group 10 exceeds a predetermined value during quick charging of the battery module group 10. If, etc. Therefore, when the battery module group 10 is rapidly charged or when the average temperature of the battery module 11 included in the battery module group 10 exceeds a predetermined value, the management device 7 opens the second solenoid valve 57 and the battery module 11 Can be cooled more strongly.

(Heating by heater 62)
The vehicle 100 may travel in a cold region. If the temperature of the battery module 11 included in the battery module group 10 is too low, the performance of the battery cannot be brought out. Therefore, the coolant circuit 6 includes a heater 62, and the heater 62 warms the coolant entering the heat exchange plate 21. As a result, the warmed coolant can heat the battery module 11 through the heat exchange plate 21.

Here, when the coolant flowing through the coolant circuit 6 exchanges heat with the refrigerant flowing through the first refrigerant circuit 5 or the refrigerant flowing through the second refrigerant circuit 8, the coolant is cooled by the refrigerant. The effect of heating the battery module 11 by using the heater 62 disappears. Therefore, the management device 7 controls each component included in the battery temperature adjusting system 1B so as to suppress heat exchange between the refrigerant and the coolant. More specifically, the management device 7 stops the first compressor 51 and the second compressor 81, closes the second solenoid valve 57, and the heater 62 warms the coolant entering the heat exchange plate 21. It controls the compressor 51, the second compressor 81, the second solenoid valve 57, and the heater 62. As a result, the coolant can be heated by the heater 62 in a state where heat exchange between the coolant flowing through the coolant circuit 6 and the refrigerant is suppressed.

FIG. 13 is a flowchart showing an example of controlling the flow rate of the coolant by the battery temperature adjusting system 1B of the present disclosure. The management device 7 detects the temperature of each battery module 11 included in the battery module group 10 (St301). This detection can be performed by the management device 7 receiving a signal from the temperature sensor attached to the battery module 11 (signal 5). The management device 7 may calculate the current average temperature Tf of the battery module 11 based on the temperature of each battery module 11.

The management device 7 receives a signal (signal 9) from the temperature sensor 501 of the coolant circuit 6 and detects the temperature of the coolant (St302).

The management device 7 determines the target average temperature of the battery module 11 with reference to the acquired temperature of each battery module 11 (or the average temperature of the battery module 11) (St303).

(Combined use of the first refrigerant circuit 5 and the second refrigerant circuit 8)
The management device 7 determines whether or not the battery cooling in the chiller 59 is necessary (St304). As this determination criterion, for example, the management device 7 may determine that the battery module 11 needs to be cooled by the chiller 59 when the current average temperature Tf of the battery module 11 exceeds a predetermined set value. In addition, the management device 7 is cooled by the chiller 59 of the battery module 11 when the temperature of the battery module 11 is predicted to rise due to factors such as rapid charging of the battery module 11 and rapid acceleration of the vehicle 100. May be determined to be necessary.

When it is determined that the battery cooling in the chiller 59 is necessary (St304: YES), the management device 7 is a second solenoid valve 57 (or electronic type) which is a valve between the first refrigerant circuit 5 and the heat exchange plate 21. Second expansion valve 54) is opened (St305) (signal 6).

The management device 7 calculates the output of the first compressor 51 and operates at this output (St306) (signal 1). When the first compressor 51 operates, the refrigerant circulates inside the refrigerant circuit 5.

The management device 7 calculates the output of the pump P according to the Taim value and the temperature variation among the plurality of battery modules 11 included in the battery module group 10, and operates at this output (St307).

The management device 7 opens an electromagnetic valve (not shown) that controls the flow of the refrigerant toward the heat exchange plate 21 or an electronic third expansion valve 83 (St308).

The management device 7 calculates the output of the second compressor 81 according to the value of Taim, and operates at this output (St309). As shown in FIG. 13, this flowchart ends after St309, but after this end, it is possible to return to the start of the flowchart of FIG.

(Independent operation of the second refrigerant circuit 8)
When it is determined that the battery cooling in the chiller 59 is not necessary (St304: NO), the management device 7 determines whether or not the battery module 11 needs to be cooled (St310). As this determination criterion, for example, the management device 7 may determine that the battery module 11 needs to be cooled when the current average temperature Tf of the battery module 11 exceeds a predetermined set value. However, the predetermined set value in step St310 may be lower than the predetermined set value in step St304. In addition, the management device 7 needs to cool the battery module 11 when the temperature of the battery module 11 is predicted to rise due to factors such as rapid charging of the battery module 11 and rapid acceleration of the vehicle 100. You may judge. However, the expected temperature rise of the battery module 11 for determining that the battery module 11 needs to be cooled in step St310 is the temperature rise of the battery module 11 for determining that the battery module 11 needs to be cooled in step St304. It may be slower than the expected temperature rise.

When it is determined that the battery module 11 needs to be cooled (St310: YES), the management device 7 determines whether or not the battery module 11 can be cooled only by circulating the coolant of the coolant circuit 6 (St311). As a criterion for this determination, for example, when the temperature of the coolant (acquired in St102) is lower than a predetermined temperature (current average temperature Tf of the battery module 11> x ° C., etc.) In addition, it may be determined that the battery module 11 can be cooled only by circulating the coolant of the coolant circuit 6. In addition, the management device 7 cools the coolant circuit 6 when it is predicted that the temperature of the battery module 11 will not rise due to factors such as the battery module 11 not being rapidly charged and the vehicle 100 not accelerating rapidly. It may be determined that the battery module 11 can be cooled only by circulating the liquid.

When it is determined that the battery module 11 can be cooled only by circulating the coolant in the coolant circuit 6 (St311: YES), the output value α of the pump P that circulates the coolant in the coolant circuit 6 is calculated. (St317). Then, the management device 7 controls the output of the pump P based on the calculated output value α (signal 3). Since the calculation of the output value α is the same as described above based on FIG. 9, the description thereof will be omitted.

When it is determined that the battery module 11 cannot be cooled only by circulating the coolant of the coolant circuit 6 (St311: NO), the management device 7 determines whether or not a predetermined time has elapsed (St312). ). Here, the passage of a predetermined time is based on the time when the operation of the second compressor 81 is started. The passage of time is managed by another flowchart (not shown). When the predetermined time has elapsed (St312: YES), the management device 7 calculates the output value α of the pump P that circulates the coolant in the coolant circuit 6. Then, the management device 7 controls the output of the pump P based on the calculated output value α (St316) (signal 3). Since the calculation of the output value α is the same as described above based on FIG. 9, the description thereof will be omitted. If the predetermined time has not elapsed (St312: NO), the process transitions to step St313.

The management device 7 calculates the output value = f (Tf-Taim) of the second compressor 81, and compares this calculated value with the above-mentioned maximum value βmax (St313). When f (Tf-Taim) <βmax (St313: NO), the above-mentioned step St316 is executed. When f (Tf-Taim) ≥ βmax (St313: YES), the management device 7 sets the output value α of the pump P that circulates the coolant in the coolant circuit 6 to the minimum value (St314). The minimum value of the output value α may be, for example, a value such that the flow rate of the coolant is 0 liter / hour.

The management device 7 calculates or acquires the output value = f (Tf-Taim) of the second compressor 81 (step St315). When passing through step St313, since this output value has already been calculated, the management device 7 may simply acquire the output value. Then, the management device 7 controls the second compressor 81 so that the output value of the second compressor 81 becomes f (Tf-Taim) (signal 7).

(Battery heating by heater 62)
When it is determined in step St310 that the battery module 11 does not need to be cooled (St310: NO), the management device 7 determines whether or not the battery module 11 needs to be overheated (St318). As this determination criterion, the management device 7 may determine that the battery module 11 needs to be overheated, for example, when the current average temperature Tf of the battery module 11 falls below a predetermined set value.

When it is determined that the battery module 11 needs to be heated (St318: YES), the management device 7 stops the first compressor 51 and the second compressor 81 (St319). Subsequently, the management device 7 closes the second solenoid valve 57 or the electronic second expansion valve 54 (St320) (signal 6).

The management device 7 calculates the output value α of the pump P that circulates the coolant in the coolant circuit 6 based on the value of Tf-Taim. Then, the management device 7 controls the output of the pump P based on the calculated output value α (St321). Here, Tf is the current average temperature of the battery modules 11 included in the battery module group 10. Taim is a target value of the average temperature of the battery modules 11 included in the battery module group 10 (the target temperature to be reached as a result of cooling by the heat exchange plate 21).

Then, the management device 7 determines the output value γ of the heater 62 according to the value of Taim, and controls the output of the heater 62 so as to be the output value γ.

(Countermeasures when the heat exchange plate is divided into multiple parts)
FIG. 14 is a diagram showing a heat exchange plate 70 according to a modified example that can be used in the battery temperature adjusting system 1 or 1B of the present disclosure, and includes (a) a top view and (b) a battery module group 10. It is a side sectional view of the placed state. The heat exchange plate 70 according to the modified example includes a first heat exchange plate 21A and a second heat exchange plate 21B.

Since the first heat exchange plate 21A has the same configuration as the heat exchange plate 21 described with reference to FIGS. 1 to 13, detailed illustration will be omitted. Like the heat exchange plate 21, the first heat exchange plate 21A has a first surface 22 and a second surface 23 opposite to the first surface 22, and a coolant is provided between the first surface 22 and the second surface 23. A coolant layer (first coolant layer) 30 for circulating the refrigerant and a refrigerant layer 40 for circulating the refrigerant between the first surface 22 and the second surface 23 are provided (see FIGS. 1 to 3 and the like).

On the other hand, the second heat exchange plate 21B also has the same configuration as the heat exchange plate 21 described with reference to FIGS. 1 to 13. However, the second heat exchange plate 21B does not include the refrigerant layer 40 that circulates the refrigerant between the first surface 22 and the second surface 23. That is, the second heat exchange plate 21B has a third surface 22 and a fourth surface 23 opposite to the third surface 22, and a coolant layer for circulating a coolant between the third surface 22 and the fourth surface 23. Only (second coolant layer) 30 is provided. In order to avoid confusion, the surface corresponding to the first surface 22 of the first heat exchange plate 21A is referred to as the third surface 22 in the second heat exchange plate 21B. Similarly, the surface corresponding to the second surface 23 of the first heat exchange plate 21A is referred to as the fourth surface 23 in the second heat exchange plate 21B.

The technical significance of the heat exchange plate 70 according to the modified example including at least two heat exchange plates, that is, the first heat exchange plate 21A and the second heat exchange plate 21B will be described. As described above, the vehicle 100 includes an electric motor that drives the first wheel 101a using the electric power supplied from the battery module group 10. That is, the vehicle 100 travels using the electric power supplied from the battery module group 10. From the viewpoint of increasing the cruising range of the vehicle 100, it is preferable that the vehicle 100 has a large number of battery cells. Therefore, in addition to the battery module group 10 (referred to as the battery module group 10A), the added battery module group 10B is mounted on the vehicle 100. Both the battery module group 10A and the battery module group 10B have a plurality of battery modules 11.

Since the battery module group 10A and the battery module group 10B generate heat, respectively, cooling is required. Therefore, for example, it is conceivable that the dimensions of the heat exchange plate 21 described with reference to FIGS. 1 to 13 are increased, and both the battery module groups 10A and 10B are placed on one heat exchange plate 21. ..

However, the internal space of the vehicle 100 is limited. Further, since the bottom of the vehicle is uneven, the heat exchange plate 21 having a large size may not be mounted on the vehicle 100.

Therefore, the heat exchange plate 70 of the present disclosure includes at least two heat exchange plates 21A and 21B. The first battery module group 10A is arranged along the first surface 22 of the first heat exchange plate 21A, and the second battery module group 10B is arranged along the third surface 22 of the second heat exchange plate 21B. .. The vehicle body 102 includes a refrigerant circuit (first refrigerant circuit 5 or second refrigerant circuit 8), a coolant circuit 6, a first heat exchange plate 21A, a first battery module group 10A, a second heat exchange plate 21B, and a second battery. Accommodates module group 10B. The vehicle body 102 may accommodate components other than these. Then, the electric motor drives the first wheel 101a by using the electric power supplied from at least one of the first battery module group 10A and the second battery module group 10B. As a result, more battery cells can be mounted on the vehicle 100. Further, even if the heat exchange plate 21 having a large size cannot be mounted on the vehicle 100, the first heat exchange plate 21A and the second heat exchange plate 21B, which are divided into a plurality of parts, are installed at different locations in the vehicle 100. can do.

Here, a further problem arises regarding the internal space of the vehicle 100. If another coolant circuit or another refrigerant circuit is provided for each of the plurality of heat exchange plates provided, the space inside the vehicle is greatly compressed. On the other hand, when the coolant circuit and the refrigerant circuit are shared between a plurality of heat exchange plates, the plurality of heat exchange plates are provided with a refrigerant layer and a coolant layer, respectively, and the refrigerant layers are connected between the heat exchange plates. However, if the cooling layers are also connected to each other, the number of connection points will increase, and the space inside the vehicle will also be compressed.

In this disclosure, the second heat exchange plate 21B is configured not to include the refrigerant layer 40 in order to solve the above-mentioned problem related to the compression of the vehicle interior space. Then, the first coolant layer 30 of the first heat exchange plate 21A and the second coolant layer 30 of the second heat exchange plate 21B are connected via the coolant layer connecting passage 71. This reduces the number of connections between the heat exchange plate and other components (other heat exchange plates, refrigerant circuits, or coolant circuits) and does not squeeze the vehicle interior space.

Further, when viewed from the second heat exchange plate 21B, a normal water cooling plate (a plate that cools the battery module 11 using a coolant) requires an external chiller for heat dissipation. If so, the first heat exchange plate 21A that uses both the coolant and the refrigerant can be used as a chiller for the second heat exchange plate 21B. Therefore, the low temperature coolant can be supplied to the water cooling plate (second heat exchange plate 21B) by a shorter route.

FIG. 15 is a diagram showing a heat exchange plate 70 according to a modified example further provided with a third heat exchange plate 21C having no refrigerant layer 40, and includes (a) a top view and (b) a battery module group 10. It is a side sectional view of the placed state. As shown, the heat exchange plate 70 includes two or more heat exchange plates (second heat exchange plate 21B, third heat exchange plate 21C) having a coolant layer 30 but not a refrigerant layer 40. It's okay.

FIG. 16 is a conceptual diagram showing an example of a battery pack 90 that can be accommodated in the vehicle body 102. The battery pack 90 includes a housing 91, and the first heat exchange plate 21A described above and the first battery module group 10A arranged along the first surface 22 of the first heat exchange plate 21A inside the housing 91. It has.

As shown in the figure, pipes are provided in the coolant input unit 30A and the coolant output unit 30B of the first heat exchange plate 21A, and these pipes can be connected to the outside of the battery pack 90. Therefore, the coolant input unit 30A and the coolant output unit 30B can be connected to the coolant circuit 6 outside the battery pack 90.

Similarly, the refrigerant input section 40A and the refrigerant output section 40B of the first heat exchange plate 21A are provided with pipes, and these pipes can be connected to the outside of the battery pack 90. Therefore, the refrigerant input unit 40A and the refrigerant output unit 40B can be connected to the first refrigerant circuit 5 or the second refrigerant circuit 8 outside the battery pack 90.

Similarly, the coolant layer connecting passage 71 (see FIGS. 14 and 15) is provided with a pipe that can be connected to the outside of the battery pack 90. Therefore, the first coolant layer 30 located inside the battery pack 90 and the second coolant layer 30 (not shown) located outside the battery pack 90 can be connected via the coolant layer connecting passage 71. Is.

(Addition)
The description of the above-described embodiment describes the following items so that those skilled in the art can carry out the following matters.

(A1)
A refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, in which a refrigerant circulates.
A coolant circuit with a reservoir and pump for circulation of coolant,
A coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate provided with a refrigerant layer that circulates the refrigerant between the two.
A group of battery modules having a plurality of battery modules and arranged along the first surface of the heat exchange plate,
A management device that manages the battery modules and
A vehicle body accommodating the refrigerant circuit, the coolant circuit, the heat exchange plate, the battery module group, and the management device.
The first wheel and the second wheel coupled to the vehicle body,
An electric motor for driving the first wheel using the electric power supplied from the battery module group is provided.
A vehicle that can travel using the first wheel and the second wheel.
At least a part of the coolant layer is arranged so as to overlap the refrigerant layer.
The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer.
The heat exchange plate includes a coolant input unit in which the coolant enters toward the coolant layer and a coolant output unit in which the coolant exits from the coolant layer, and the coolant circuit provides the cooling. It is connected to the liquid input unit and the coolant output unit.
The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the capacitor and the compressor.
The first refrigerant path includes the first expansion valve and the evaporator.
The second refrigerant path includes a second solenoid valve and the second expansion valve, and the second refrigerant path is connected to the refrigerant input section and the refrigerant output section.
The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer of the heat exchange plate changes according to the elapsed time from the start of cooling.
vehicle.
(A2)
In the management device, the flow rate of the coolant flowing through the coolant layer at the first time is smaller than the flow rate of the coolant flowing through the coolant layer at the second time. Control the flow rate,
The first time is a time before a predetermined elapsed time elapses from the start of cooling.
The second time is a time after the predetermined elapsed time has elapsed from the start of cooling.
The vehicle described in A1.
(A3)
In the management device, when the value indicating the magnitude of the cooling load of the battery module group by the heat exchange plate is larger than a predetermined value, the flow rate of the cooling liquid flowing through the cooling liquid layer at the first time is , The flow rate of the coolant is controlled so as to be smaller than the flow rate of the coolant flowing through the coolant layer at the second time.
The first time is a time before a predetermined elapsed time elapses from the start of cooling.
The second time is a time after the predetermined elapsed time has elapsed from the start of cooling.
The vehicle described in A1.
(A4)
The vehicle according to A3, wherein the value indicating the magnitude of the cooling load is the output value β of the compressor.
(A5)
The output value β of the compressor is a value determined according to the difference between the average temperature of the battery modules included in the battery module group and the target value of the average temperature of the battery modules included in the battery module group.
The larger the difference between the average temperature of the battery modules included in the battery module group and the target value of the average temperature of the battery modules included in the battery module group, the larger the output value β of the compressor.
The vehicle described in A4.
(A6)
The refrigerant circuit comprises a heat exchange inhibition mechanism that prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator.
The vehicle according to any one of A1 to A5.
(A7)
The heat exchange inhibition mechanism is a blower.
The management device prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator by suppressing the blowing by the blower.
The vehicle described in A6.
(A8)
The heat exchange inhibition mechanism is a first solenoid valve arranged between the capacitor and the evaporator and in the first refrigerant path, and the management device closes the first solenoid valve. Prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator.
The vehicle described in A6.
(A9)
A heater for heating the coolant in the coolant circuit is arranged in the coolant circuit.
The management device controls the compressor so that the heater recovers the refrigerant from the refrigerant layer to the refrigerant circuit when the heater heats the coolant in the coolant circuit.
The vehicle according to any one of A1 to A8.
(A10)
A refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, in which a refrigerant circulates.
A coolant circuit with a reservoir and pump for circulation of coolant,
A coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate provided with a refrigerant layer that circulates the refrigerant between the two.
A temperature control system comprising a plurality of battery modules and a management device for managing a group of battery modules arranged along the first surface of the heat exchange plate.
It can be accommodated in a vehicle body having the battery module group, and can be accommodated in the vehicle body.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using the electric power supplied from the battery module group, and uses the first wheel and the second wheel. It is possible to configure a vehicle that can run
At least a part of the coolant layer is arranged so as to overlap the refrigerant layer.
The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer.
The heat exchange plate includes a coolant input unit in which the coolant enters toward the coolant layer and a coolant output unit in which the coolant exits from the coolant layer, and the coolant circuit provides the cooling. It is connected to the liquid input unit and the coolant output unit.
The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the capacitor and the compressor.
The first refrigerant path includes the first expansion valve and the evaporator.
The second refrigerant path includes a second solenoid valve and the second expansion valve, and the second refrigerant path is connected to the refrigerant input section and the refrigerant output section.
The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer of the heat exchange plate changes according to the elapsed time from the start of cooling.
Temperature control system.
(A11)
In the management device, the flow rate of the coolant flowing through the coolant layer at the first time is smaller than the flow rate of the coolant flowing through the coolant layer at the second time. Control the flow rate,
The first time is a time before a predetermined elapsed time elapses from the start of cooling.
The second time is a time after the predetermined elapsed time has elapsed from the start of cooling.
The temperature control system according to A10.
(A12)
In the management device, when the value indicating the magnitude of the cooling load of the battery module group by the heat exchange plate is larger than a predetermined value, the flow rate of the cooling liquid flowing through the cooling liquid layer at the first time is , The flow rate of the coolant is controlled so as to be smaller than the flow rate of the coolant flowing through the coolant layer at the second time.
The first time is a time before a predetermined elapsed time elapses from the start of cooling.
The second time is a time after the predetermined elapsed time has elapsed from the start of cooling.
The temperature control system according to A10.
(A13)
The temperature adjustment system according to A12, wherein the value indicating the magnitude of the cooling load is the output value β of the compressor.
(A14)
The output value β of the compressor is a value determined according to the difference between the average temperature of the battery modules included in the battery module group and the target value of the average temperature of the battery modules included in the battery module group.
The larger the difference between the average temperature of the battery modules included in the battery module group and the target value of the average temperature of the battery modules included in the battery module group, the larger the output value β of the compressor.
The temperature control system according to A13.
(A15)
The refrigerant circuit comprises a heat exchange inhibition mechanism that prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator.
The temperature control system according to any one of A10 to A14.
(A16)
The heat exchange inhibition mechanism is a blower.
The management device prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator by suppressing the blowing by the blower.
The temperature control system according to A15.
(A17)
The heat exchange inhibition mechanism is a first solenoid valve arranged between the capacitor and the evaporator and in the first refrigerant path, and the management device closes the first solenoid valve. Prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator.
The temperature control system according to A15.
(A18)
A heater for heating the coolant in the coolant circuit is arranged in the coolant circuit.
The management device controls the compressor so that the heater recovers the refrigerant from the refrigerant layer to the refrigerant circuit when the heater heats the coolant in the coolant circuit.
The temperature control system according to any one of A10 to A17.

(B1)
A refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, in which a refrigerant circulates.
A coolant circuit with a reservoir and pump for circulation of coolant,
A coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate provided with a refrigerant layer that circulates the refrigerant between the two.
A group of battery modules having a plurality of battery modules and arranged along the first surface of the heat exchange plate,
A management device that manages the battery modules and
A vehicle body accommodating the refrigerant circuit, the coolant circuit, the heat exchange plate, the battery module group, and the management device.
The first wheel and the second wheel coupled to the vehicle body,
An electric motor for driving the first wheel using the electric power supplied from the battery module group is provided.
A vehicle that can travel using the first wheel and the second wheel.
At least a part of the coolant layer is arranged so as to overlap the refrigerant layer.
The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer.
The heat exchange plate includes a coolant input unit in which the coolant enters toward the coolant layer and a coolant output unit in which the coolant exits from the coolant layer, and the coolant circuit provides the cooling. It is connected to the liquid input unit and the coolant output unit.
The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the capacitor and the compressor.
The first refrigerant path includes the first expansion valve and the evaporator.
The second refrigerant path includes a second solenoid valve and the second expansion valve, and the second refrigerant path is connected to the refrigerant input section and the refrigerant output section.
When the compressor is rotated at a predetermined rotation speed and the management device opens the second solenoid valve, at least a part of the compressor oil in the heat exchange plate is moved from the heat exchange plate to the refrigerant circuit. do,
vehicle.
(B2)
The management device estimates the amount of compressor oil in the heat exchange plate, and when the amount of compressor oil is equal to or greater than a predetermined value, the second solenoid valve is opened.
The vehicle described in B1.
(B3)
The management device opens the second solenoid valve when the vehicle is stopped.
The vehicle described in B1.
(B4)
The management device opens the second solenoid valve based on timer control.
The vehicle described in B1.
(B5)
After a predetermined time has elapsed from the opening of the second solenoid valve by the management device, the second solenoid valve is closed.
The vehicle according to any one of B1 to B4.
(B6)
The management device closes the second solenoid valve when the average temperature of the battery modules included in the battery module group falls below a predetermined value.
The vehicle according to any one of B1 to B5.
(B7)
The throttle of the second expansion valve is adjusted so that the refrigerant flowing from the second expansion valve to the refrigerant input portion contains a liquid refrigerant.
The vehicle according to any one of B1 to B6.
(B8)
The second expansion valve is a cross-charge type temperature expansion valve.
The vehicle described in B7.
(B9)
The second expansion valve is an electronic expansion valve integrated with the second solenoid valve.
The vehicle described in B7.
(B10)
A refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, in which a refrigerant circulates.
A coolant circuit with a reservoir and pump for circulation of coolant,
A coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate provided with a refrigerant layer that circulates the refrigerant between the two.
A temperature control system comprising a plurality of battery modules and a management device for managing a group of battery modules arranged along the first surface of the heat exchange plate.
It can be accommodated in a vehicle body having the battery module group, and can be accommodated in the vehicle body.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using the electric power supplied from the battery module group, and uses the first wheel and the second wheel. It is possible to configure a vehicle that can run
At least a part of the coolant layer is arranged so as to overlap the refrigerant layer.
The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer.
The heat exchange plate includes a coolant input unit in which the coolant enters toward the coolant layer and a coolant output unit in which the coolant exits from the coolant layer, and the coolant circuit provides the cooling. It is connected to the liquid input unit and the coolant output unit.
The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the capacitor and the compressor.
The first refrigerant path includes the first expansion valve and the evaporator.
The second refrigerant path includes a second solenoid valve and the second expansion valve, and the second refrigerant path is connected to the refrigerant input section and the refrigerant output section.
When the compressor is rotated at a predetermined rotation speed and the management device opens the second solenoid valve, at least a part of the compressor oil in the heat exchange plate is moved from the heat exchange plate to the refrigerant circuit. do,
Temperature control system.
(B11)
The management device estimates the amount of compressor oil in the heat exchange plate, and when the amount of compressor oil is equal to or greater than a predetermined value, the second solenoid valve is opened.
The temperature control system according to B10.
(B12)
The management device opens the second solenoid valve when the vehicle is stopped.
The temperature control system according to B10.
(B13)
The management device opens the second solenoid valve based on timer control.
The temperature control system according to B10.
(B14)
After a predetermined time has elapsed from the opening of the second solenoid valve by the management device, the second solenoid valve is closed.
The temperature control system according to any one of B10 to B13.
(B15)
The management device closes the second solenoid valve when the average temperature of the battery modules included in the battery module group falls below a predetermined value.
The temperature control system according to any one of B10 to B14.
(B16)
The throttle of the second expansion valve is adjusted so that the refrigerant flowing from the second expansion valve to the refrigerant input portion contains a liquid refrigerant.
The temperature control system according to any one of B10 to B15.
(B17)
The second expansion valve is a cross-charge type temperature expansion valve.
The temperature control system according to B16.
(B18)
The second expansion valve is an electronic expansion valve integrated with the second solenoid valve.
The temperature control system according to B16.

(C1)
A first refrigerant circuit including a first compressor, a first capacitor, a first expansion valve, a second expansion valve, and an evaporator, through which a refrigerant circulates.
A second refrigerant circuit including a second compressor, a second capacitor, and a third expansion valve for circulating refrigerant.
A coolant circuit with a reservoir and pump for circulation of coolant,
A coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate provided with a refrigerant layer that circulates the refrigerant between the two.
A group of battery modules having a plurality of battery modules and arranged along the first surface of the heat exchange plate,
A vehicle body accommodating the first refrigerant circuit, the second refrigerant circuit, the coolant circuit, the heat exchange plate, and the battery module group.
The first wheel and the second wheel coupled to the vehicle body,
An electric motor for driving the first wheel using the electric power supplied from the battery module group is provided.
A vehicle that can travel using the first wheel and the second wheel.
At least a part of the coolant layer is arranged so as to overlap the refrigerant layer.
The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer.
The heat exchange plate includes a coolant input unit in which the coolant enters toward the coolant layer and a coolant output unit in which the coolant exits from the coolant layer, and the coolant circuit provides the cooling. It is connected to the liquid input unit and the coolant output unit.
The second refrigerant circuit is connected to the refrigerant input unit and the refrigerant output unit.
The first refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the first capacitor and the first compressor.
The first refrigerant path includes the first expansion valve and the evaporator.
The second refrigerant path includes a second solenoid valve and the second expansion valve.
A chiller for heat exchange between the coolant flowing through the coolant circuit and the refrigerant flowing through the first refrigerant circuit is further provided.
The chiller can exchange heat between the coolant flowing through the coolant circuit and the refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit.
vehicle.
(C2)
Further equipped with a management device for managing the battery module group,
When the control device opens the second solenoid valve, the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit increases.
When the control device closes the second solenoid valve, the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit is reduced.
The vehicle described in C1.
(C3)
The management device opens the second solenoid valve and operates the pump.
The vehicle described in C2.
(C4)
The management device opens the second solenoid valve during rapid charging of the battery module group.
The vehicle according to C2 or C3.
(C5)
When the average temperature of the battery modules included in the battery module group exceeds a predetermined value, the management device opens the second solenoid valve.
The vehicle according to C2 or C3.
(C6)
The coolant circuit comprises a heater that heats the coolant entering the heat exchange plate.
The vehicle according to any one of C1 to C5.
(C7)
The management device stops the first compressor and the second compressor, closes the second solenoid valve, and warms the coolant entering the heat exchange plate by the heater.
Controlling the first compressor, the second compressor, the second solenoid valve, and the heater.
The vehicle described in C6.
(C8)
A first refrigerant circuit including a first compressor, a first capacitor, a first expansion valve, a second expansion valve, and an evaporator, through which a refrigerant circulates.
A second refrigerant circuit including a second compressor, a second capacitor, and a third expansion valve for circulating refrigerant.
A coolant circuit with a reservoir and pump for circulation of coolant,
A coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate provided with a refrigerant layer that circulates the refrigerant between the two.
It is a temperature control system equipped with
It can be accommodated in a vehicle body having a plurality of battery modules and having a group of battery modules arranged along the first surface of the heat exchange plate.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using the electric power supplied from the battery module group, and uses the first wheel and the second wheel. It is possible to configure a vehicle that can run
At least a part of the coolant layer is arranged so as to overlap the refrigerant layer.
The heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer.
The heat exchange plate includes a coolant input unit in which the coolant enters toward the coolant layer and a coolant output unit in which the coolant exits from the coolant layer, and the coolant circuit provides the cooling. It is connected to the liquid input unit and the coolant output unit.
The second refrigerant circuit is connected to the refrigerant input unit and the refrigerant output unit.
The first refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the first capacitor and the first compressor.
The first refrigerant path includes the first expansion valve and the evaporator.
The second refrigerant path includes a second solenoid valve and the second expansion valve.
A chiller for heat exchange between the coolant flowing through the coolant circuit and the refrigerant flowing through the first refrigerant circuit is further provided.
The chiller can exchange heat between the coolant flowing through the coolant circuit and the refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit.
Temperature control system.
(C9)
Further equipped with a management device for managing the battery module group,
When the control device opens the second solenoid valve, the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit increases.
When the control device closes the second solenoid valve, the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit is reduced.
The temperature control system according to C8.
(C10)
The management device opens the second solenoid valve and operates the pump.
The temperature control system according to C9.
(C11)
The management device opens the second solenoid valve during rapid charging of the battery module group.
The temperature control system according to C9 or C10.
(C12)
When the average temperature of the battery modules included in the battery module group exceeds a predetermined value, the management device opens the second solenoid valve.
The temperature control system according to C9 or C10.
(C13)
The coolant circuit comprises a heater that heats the coolant entering the heat exchange plate.
The temperature control system according to any one of C8 to C12.
(C14)
The management device stops the first compressor and the second compressor, closes the second solenoid valve, and warms the coolant entering the heat exchange plate by the heater.
Controlling the first compressor, the second compressor, the second solenoid valve, and the heater.
The temperature control system according to C13.

(D1)
A refrigerant circuit that includes a compressor, a condenser, an expansion valve, and an evaporator, and circulates the refrigerant.
A coolant circuit with a reservoir and pump for circulation of coolant,
A first coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A first heat exchange plate comprising a refrigerant layer that circulates refrigerant between the surfaces.
A group of first battery modules having a plurality of battery modules and arranged along the first surface of the first heat exchange plate, and a group of first battery modules.
A second heat exchange plate having a third surface and a fourth surface opposite to the third surface and provided with a second coolant layer for circulating a coolant between the third surface and the fourth surface.
A second battery module group having a plurality of battery modules and arranged along the third surface of the second heat exchange plate, and
A vehicle body accommodating the refrigerant circuit, the coolant circuit, the first heat exchange plate, the first battery module group, the second heat exchange plate, and the second battery module group.
The first wheel and the second wheel coupled to the vehicle body,
An electric motor for driving the first wheel using electric power supplied from at least one of the first battery module group and the second battery module group is provided.
A vehicle capable of traveling in the first direction using the first wheel and the second wheel.
At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer.
The first heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer, and the refrigerant circuit comprises the refrigerant input unit and the refrigerant. It is connected to the output section and
The first heat exchange plate includes a coolant input unit in which the coolant enters toward the first coolant layer and a coolant output unit in which the coolant exits from the first coolant layer, and the cooling is performed. The liquid circuit is connected to the coolant input unit and the coolant output unit.
The first coolant layer and the second coolant layer are connected via a coolant layer connecting passage.
vehicle.
(D2)
The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input unit to the refrigerant output unit.
The refrigerant passage has at least a first refrigerant passage and a second refrigerant passage.
The refrigerant passage further includes a branch portion that branches into the first refrigerant passage and the second refrigerant passage, and a coupling portion that combines the first refrigerant passage and the second refrigerant passage.
At least a part of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.
At least a part of the second refrigerant passage is arranged along the second direction.
The first coolant layer includes a first coolant passage through which the coolant flows, and a first portion of the first coolant passage is arranged along the first direction, and a first portion of the first coolant passage is provided. The two portions are arranged along the first direction, the coolant of the first portion flows in the first direction, and the coolant of the second portion flows in the direction opposite to the first direction.
The vehicle described in D1.
(D3)
A first coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate comprising a refrigerant layer that circulates a refrigerant between the surfaces.
It can be accommodated in a vehicle body having a plurality of battery modules and having a group of first battery modules arranged along the first surface.
The vehicle body includes a compressor, a condenser, an expansion valve, an evaporator, a refrigerant circuit in which a refrigerant circulates, a reservoir and a pump, a coolant circuit in which a coolant circulates, and a third surface and the third surface. It has a second heat exchange plate having a fourth surface opposite to the surface and having a second coolant layer for circulating a coolant between the third surface and the fourth surface, and a plurality of battery modules. , A second battery module group arranged along the third surface of the second heat exchange plate can be further accommodated.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using electric power supplied from at least one of the first battery module group and the second battery module group. A vehicle capable of traveling in the first direction can be configured by using the first wheel and the second wheel.
At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer.
A refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer are provided, and the refrigerant input unit and the refrigerant output unit can be connected to the refrigerant circuit.
A coolant input unit for entering the coolant toward the first coolant layer and a coolant output unit for discharging the coolant from the first coolant layer are provided, and the coolant input unit and the coolant output are provided. The unit can be connected to the coolant circuit,
The first coolant layer and the second coolant layer can be connected via a coolant layer connecting passage.
Heat exchange plate.
(D4)
The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input unit to the refrigerant output unit.
The refrigerant passage has at least a first refrigerant passage and a second refrigerant passage.
The refrigerant passage further includes a branch portion that branches into the first refrigerant passage and the second refrigerant passage, and a coupling portion that combines the first refrigerant passage and the second refrigerant passage.
At least a part of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.
At least a part of the second refrigerant passage is arranged along the second direction.
The first coolant layer includes a first coolant passage through which the coolant flows, and a first portion of the first coolant passage is arranged along the first direction, and a first portion of the first coolant passage is provided. The two portions are arranged along the first direction, the coolant of the first portion flows in the first direction, and the coolant of the second portion flows in the direction opposite to the first direction.
The heat exchange plate according to D3.
(D5)
A first coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A first heat exchange plate comprising a refrigerant layer that circulates refrigerant between the surfaces.
A battery pack having a plurality of battery modules and including a first battery module group arranged along the first surface.
Can be accommodated in the car body
The vehicle body includes a compressor, a condenser, an expansion valve, an evaporator, a refrigerant circuit in which a refrigerant circulates, a reservoir and a pump, a coolant circuit in which a coolant circulates, and a third surface and the third surface. It has a second heat exchange plate having a fourth surface opposite to the surface and having a second coolant layer for circulating a coolant between the third surface and the fourth surface, and a plurality of battery modules. , A second battery module group arranged along the third surface of the second heat exchange plate can be further accommodated.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using electric power supplied from at least one of the first battery module group and the second battery module group. A vehicle capable of traveling in the first direction can be configured by using the first wheel and the second wheel.
At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer.
The first heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant is discharged from the refrigerant layer, and the refrigerant input unit and the refrigerant output unit are the refrigerant. Can be connected to the circuit,
The first heat exchange plate includes a coolant input unit in which the coolant enters toward the first coolant layer and a coolant output unit in which the coolant exits from the first coolant layer, and the cooling is performed. The liquid input unit and the coolant output unit can be connected to the coolant circuit.
The first coolant layer and the second coolant layer can be connected via a coolant layer connecting passage.
Battery pack.
(D6)
The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input unit to the refrigerant output unit.
The refrigerant passage has at least a first refrigerant passage and a second refrigerant passage.
The refrigerant passage further includes a branch portion that branches into the first refrigerant passage and the second refrigerant passage, and a coupling portion that combines the first refrigerant passage and the second refrigerant passage.
At least a part of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.
At least a part of the second refrigerant passage is arranged along the second direction.
The first coolant layer includes a first coolant passage through which the coolant flows, and a first portion of the first coolant passage is arranged along the first direction, and a first portion of the first coolant passage is provided. The two portions are arranged along the first direction, the coolant of the first portion flows in the first direction, and the coolant of the second portion flows in the direction opposite to the first direction.
The battery pack described in D5.

Although the vehicle, heat exchange plate, and battery pack embodiment according to the present disclosure have been described above with reference to the drawings, the present disclosure is not limited to such an example. It is clear that a person skilled in the art can come up with various modifications, modifications, substitutions, additions, deletions, and equality within the scope of the claims. It is understood that it naturally belongs to the technical scope of the present disclosure.

The vehicles, heat exchange plates and battery packs of the present disclosure are useful in fields where temperature control of in-vehicle batteries is desired.

1 Battery temperature adjustment system 1B Battery temperature adjustment system 5 Refrigerant circuit (1st refrigerant circuit)
51 1st compressor 52 1st condenser 53 1st expansion valve 54 2nd expansion valve 55 Evaporator 56 1st electromagnetic valve 57 2nd electromagnetic valve 58 Blower 59 Chiller 5A 1st refrigerant path 5B 2nd refrigerant path 6 Coolant circuit 61 Reservoir 62 Heater 7 Management device 8 Second refrigerant circuit 81 Second compressor 82 Second condenser 83 Third expansion valve 10, 10A, 10B Battery module group 11 Battery module 21 Heat exchange plate 21A First heat exchange plate 21B Second heat exchange plate 21C Third heat exchange plate 24 Intermediate surface 30 Coolant layer 30A Coolant input section 30B Coolant output section 31 Coolant passage 31A First section 31B Second section 40 Refrigerant layer 40A Refrigerant input section 40B Refrigerant output section 41 Refrigerant passage 70 Heat Exchange Plate 71 Coolant Layer Connection Passage 90 Battery Pack 91 Housing 100 Vehicle 101 Wheel 101a First Wheel 101b Second Wheel 101c Third Wheel 101d Fourth Wheel 102 Body 103 Bottom 411, 411A to F Branch Refrigerant Passage 501 Temperature Sensor P pump

Claims (6)

A refrigerant circuit that includes a compressor, a condenser, an expansion valve, and an evaporator, and circulates the refrigerant.
A coolant circuit with a reservoir and pump for circulation of coolant,
A first coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A first heat exchange plate comprising a refrigerant layer that circulates refrigerant between the surfaces.
A group of first battery modules having a plurality of battery modules and arranged along the first surface of the first heat exchange plate, and a group of first battery modules.
A second heat exchange plate having a third surface and a fourth surface opposite to the third surface and provided with a second coolant layer for circulating a coolant between the third surface and the fourth surface.
A second battery module group having a plurality of battery modules and arranged along the third surface of the second heat exchange plate, and
A vehicle body accommodating the refrigerant circuit, the coolant circuit, the first heat exchange plate, the first battery module group, the second heat exchange plate, and the second battery module group.
The first wheel and the second wheel coupled to the vehicle body,
An electric motor for driving the first wheel using electric power supplied from at least one of the first battery module group and the second battery module group is provided.
A vehicle capable of traveling in the first direction using the first wheel and the second wheel.
At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer.
The first heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer, and the refrigerant circuit comprises the refrigerant input unit and the refrigerant. It is connected to the output section and
The first heat exchange plate includes a coolant input unit in which the coolant enters toward the first coolant layer and a coolant output unit in which the coolant exits from the first coolant layer, and the cooling is performed. The liquid circuit is connected to the coolant input unit and the coolant output unit.
The first coolant layer and the second coolant layer are connected via a coolant layer connecting passage.
vehicle. The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input unit to the refrigerant output unit.
The refrigerant passage has at least a first refrigerant passage and a second refrigerant passage.
The refrigerant passage further includes a branch portion that branches into the first refrigerant passage and the second refrigerant passage, and a coupling portion that combines the first refrigerant passage and the second refrigerant passage.
At least a part of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.
At least a part of the second refrigerant passage is arranged along the second direction.
The first coolant layer includes a first coolant passage through which the coolant flows, and a first portion of the first coolant passage is arranged along the first direction, and a first portion of the first coolant passage is provided. The two portions are arranged along the first direction, the coolant of the first portion flows in the first direction, and the coolant of the second portion flows in the direction opposite to the first direction.
The vehicle according to claim 1. A first coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A heat exchange plate comprising a refrigerant layer that circulates a refrigerant between the surfaces.
It can be accommodated in a vehicle body having a plurality of battery modules and having a group of first battery modules arranged along the first surface.
The vehicle body includes a compressor, a condenser, an expansion valve, an evaporator, a refrigerant circuit in which a refrigerant circulates, a reservoir and a pump, a coolant circuit in which a coolant circulates, and a third surface and the third surface. It has a second heat exchange plate having a fourth surface opposite to the surface and having a second coolant layer for circulating a coolant between the third surface and the fourth surface, and a plurality of battery modules. , A second battery module group arranged along the third surface of the second heat exchange plate can be further accommodated.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using electric power supplied from at least one of the first battery module group and the second battery module group. A vehicle capable of traveling in the first direction can be configured by using the first wheel and the second wheel.
At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer.
A refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant exits from the refrigerant layer are provided, and the refrigerant input unit and the refrigerant output unit can be connected to the refrigerant circuit.
A coolant input unit for entering the coolant toward the first coolant layer and a coolant output unit for discharging the coolant from the first coolant layer are provided, and the coolant input unit and the coolant output are provided. The unit can be connected to the coolant circuit,
The first coolant layer and the second coolant layer can be connected via a coolant layer connecting passage.
Heat exchange plate. The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input unit to the refrigerant output unit.
The refrigerant passage has at least a first refrigerant passage and a second refrigerant passage.
The refrigerant passage further includes a branch portion that branches into the first refrigerant passage and the second refrigerant passage, and a coupling portion that combines the first refrigerant passage and the second refrigerant passage.
At least a part of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.
At least a part of the second refrigerant passage is arranged along the second direction.
The first coolant layer includes a first coolant passage through which the coolant flows, and a first portion of the first coolant passage is arranged along the first direction, and a first portion of the first coolant passage is provided. The two portions are arranged along the first direction, the coolant of the first portion flows in the first direction, and the coolant of the second portion flows in the direction opposite to the first direction.
The heat exchange plate according to claim 3. A first coolant layer having a first surface and a second surface opposite to the first surface and circulating a coolant between the first surface and the second surface, and the first surface and the second surface. A first heat exchange plate comprising a refrigerant layer that circulates refrigerant between the surfaces.
A battery pack having a plurality of battery modules and including a first battery module group arranged along the first surface.
Can be accommodated in the car body
The vehicle body includes a compressor, a condenser, an expansion valve, an evaporator, a refrigerant circuit in which a refrigerant circulates, a reservoir and a pump, a coolant circuit in which a coolant circulates, and a third surface and the third surface. It has a second heat exchange plate having a fourth surface opposite to the surface and having a second coolant layer for circulating a coolant between the third surface and the fourth surface, and a plurality of battery modules. , A second battery module group arranged along the third surface of the second heat exchange plate can be further accommodated.
The vehicle body includes an electric motor that connects the first wheel and the second wheel and drives the first wheel by using electric power supplied from at least one of the first battery module group and the second battery module group. A vehicle capable of traveling in the first direction can be configured by using the first wheel and the second wheel.
At least a part of the first coolant layer is arranged so as to overlap the refrigerant layer.
The first heat exchange plate includes a refrigerant input unit in which the refrigerant enters toward the refrigerant layer and a refrigerant output unit in which the refrigerant is discharged from the refrigerant layer, and the refrigerant input unit and the refrigerant output unit are the refrigerant. Can be connected to the circuit,
The first heat exchange plate includes a coolant input unit in which the coolant enters toward the first coolant layer and a coolant output unit in which the coolant exits from the first coolant layer, and the cooling is performed. The liquid input unit and the coolant output unit can be connected to the coolant circuit.
The first coolant layer and the second coolant layer can be connected via a coolant layer connecting passage.
Battery pack. The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input unit to the refrigerant output unit.
The refrigerant passage has at least a first refrigerant passage and a second refrigerant passage.
The refrigerant passage further includes a branch portion that branches into the first refrigerant passage and the second refrigerant passage, and a coupling portion that combines the first refrigerant passage and the second refrigerant passage.
At least a part of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.
At least a part of the second refrigerant passage is arranged along the second direction.
The first coolant layer includes a first coolant passage through which the coolant flows, and a first portion of the first coolant passage is arranged along the first direction, and a first portion of the first coolant passage is provided. The two portions are arranged along the first direction, the coolant of the first portion flows in the first direction, and the coolant of the second portion flows in the direction opposite to the first direction.
The battery pack according to claim 5.

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