Vehicle and temperature adjustment system

Abstract

The invention provides a vehicle and a temperature adjustment system. The vehicle is provided with a hybrid heat exchange plate using a refrigerant and a coolant. A vehicle is provided with a first heat exchange plate and a second heat exchange plate for cooling a battery module, the first heat exchange plate is provided with a first coolant layer and a refrigerant layer, the second heat exchange plate is provided with a second coolant layer, and the first coolant layer and the second coolant layer are connected via a coolant layer connection passage.

Description

[0001] This application is a divisional application of an application filed on January 25, 2021, with application number 202180022967.8 (PCT / JP2021 / 002423), and invention name “Vehicle, heat exchange plate, and battery pack”. Technical Field

[0002] The present disclosure relates to a vehicle and a temperature adjustment system. Background Art

[0003] Hybrid vehicles and electric vehicles are equipped with an onboard battery that supplies power to a motor serving as a driving source. A heat exchanger is known that simultaneously supplies both refrigerant and coolant to suppress a temperature rise in the onboard battery (see Patent Document 1).

[0004] Patent document 1 discloses a power supply device for a vehicle, which includes: a battery block, which is composed of a plurality of connected battery cells; a cooling plate, which is thermally coupled to the battery cells and cools the battery cells by a supplied refrigerant; a cooling mechanism, which supplies refrigerant to the cooling plate; and a control circuit, which controls the cooling mechanism to control the cooling state of the cooling plate. The power supply device for a vehicle efficiently and quickly cools the battery while reducing the temperature difference between the battery cells to prevent adverse effects caused by imbalance of the battery cells.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: Japanese Patent Application Laid-Open No. 2010-50000 Summary of the Invention

[0008] Problems to be solved by the invention

[0009] An object of the present disclosure is to provide a hybrid heat exchange plate using a refrigerant and a coolant, a vehicle including the hybrid heat exchange plate, and a battery pack.

[0010] Solutions for solving problems

[0011] The present disclosure provides a vehicle comprising: a refrigerant circuit including a compressor, a condenser, an expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit; a coolant circuit including a liquid reservoir and a pump, wherein a coolant circulates in the coolant circuit; a first heat exchange plate having a first surface and a second surface opposite to the first surface, comprising a first coolant layer for circulating a coolant between the first surface and the second surface, and a coolant layer for circulating a coolant between the first surface and the second surface; a first battery module group having a plurality of battery modules and arranged along the first surface of the first heat exchange plate; a second heat exchange plate having a third surface and a fourth surface opposite to the third surface, comprising 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 first heat exchange plate. and a second wheel, wherein the first wheel and the second wheel are connected to the vehicle body; and an electric motor, which drives the first wheel using electricity supplied from at least one of the first battery module group and the second battery module group, and the vehicle can travel in a first direction using the first wheel and the second wheel, wherein at least a portion of the first coolant layer is arranged to overlap with the refrigerant layer, the first heat exchange plate includes a coolant input portion for the refrigerant to enter the refrigerant toward the refrigerant layer, and a refrigerant output portion for the refrigerant to flow out of the refrigerant layer, the refrigerant circuit is connected to the refrigerant input portion and the refrigerant output portion, the first heat exchange plate includes a coolant input portion for the coolant to enter the first coolant layer, and a coolant output portion for the coolant to flow out of the first coolant layer, the coolant circuit is connected to the coolant input portion and the coolant output portion, and the first coolant layer and the second coolant layer are connected via a coolant layer connecting passage.

[0012] 18. The heat exchanger as recited in claim 17, further comprising a first heat exchange plate and a second heat exchange plate opposite to said first heat exchange plate, said heat exchange plate comprising a first surface and a second surface opposite to said first surface, said first heat exchange plate comprising a first coolant layer for circulating a coolant between said first surface and said second surface, and a refrigerant layer for circulating a refrigerant between said first surface and said second surface, said heat exchange plate being capable of being housed in a vehicle body having a first battery module group, said first battery module group comprising a plurality of battery modules and arranged along said first surface, said vehicle body further capable of housing: a refrigerant circuit comprising a compressor, a condenser, an expansion valve, and an evaporator, said refrigerant circulating in said refrigerant circuit; a coolant circuit comprising a liquid reservoir and a pump, said coolant circulating in said coolant circuit; a second heat exchange plate comprising a third surface and a fourth surface opposite to said third surface, said second coolant layer for circulating a coolant between said third surface and said fourth surface; and a second battery module group comprising a plurality of battery modules and arranged along said third surface of said second heat exchange plate, said vehicle body housing said first wheel The first and second battery modules are connected to each other to form a heat dissipation mechanism, and the heat dissipation mechanism is connected to the heat dissipation mechanism by which the first and second battery modules are connected.

[0013] 18. The battery pack of claim 17, wherein the cooling fan is configured to cool the vehicle body and the cooling fan is configured to cool the vehicle body. The cooling fan is configured to cool the vehicle body by exchanging heat with the cooling fan for cooling. The cooling fan is configured to cool the vehicle body by exchanging heat with the cooling fan for cooling. The second wheel is combined and has an electric motor that uses electricity supplied from at least one of the first battery module group and the second battery module group to drive the first wheel, the vehicle body can constitute a vehicle that can use the first wheel and the second wheel to travel in a first direction, at least a portion of the first coolant layer is arranged to overlap with the refrigerant layer, the first heat exchange plate has a refrigerant input part for the refrigerant to enter the refrigerant toward the refrigerant layer, and a refrigerant output part for the refrigerant to flow out of the refrigerant layer, the refrigerant input part and the refrigerant output part can be connected to the refrigerant circuit, the first heat exchange plate has a coolant input part for the coolant to enter the first coolant layer, and a coolant output part for the coolant to flow out of the first coolant layer, the coolant input part and the coolant output part can be connected to the coolant circuit, and the first coolant layer and the second coolant layer can be connected via a coolant layer connecting passage.

[0014] 19. The vehicle according to claim 18, wherein the cooling fan is configured to cool the vehicle and the cooling liquid is transferred to the cooling liquid transfer device by the cooling liquid transfer device. The cooling liquid transfer device is configured to cool the vehicle and the cooling liquid is transferred to the cooling liquid transfer device by the cooling liquid transfer device. 18. The heat exchanger as claimed in claim 17, wherein the cooling liquid is a fluidized bed and the cooling liquid is directed to a point where the cooling liquid is directed to a coolant layer on the evaporator. The cooling liquid is directed to a point where the cooling liquid is directed to a coolant layer on the evaporator. The cooling liquid is directed to a point where the cooling liquid is directed to a coolant layer on the evaporator.

[0015] 18. The heat dissipation controller of claim 17, wherein the cooling fan is configured to cool the cooling fan to a temperature not exceeding 300°C and to cool the cooling fan to a temperature not exceeding 300°C. The heat dissipation controller is configured to control the cooling fan to a temperature not exceeding 300°C and to control the cooling fan to a temperature not exceeding 300°C. and a cooling liquid channel connected to the cooling liquid channel so that the cooling liquid flows out of the cooling liquid channel.

[0016] Effects of the Invention

[0017] According to the present disclosure, it is possible to provide a hybrid heat exchange plate using a refrigerant and a coolant, a vehicle including the hybrid heat exchange plate, and a battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 1 is a conceptual diagram showing the heat exchange plate 21 for adjusting the temperature of the battery module group 10 .

[0019] Figure 2 2 is a cross-sectional view of the battery module group 10 and the heat exchange plate 21 .

[0020] Figure 3 yes Figure 1An exploded perspective view of the heat exchange plate 21 is shown.

[0021] Figure 4 1 is a conceptual diagram showing an example of mounting the heat exchange plate 21 on the vehicle 100 .

[0022] Figure 5 1 is a circuit diagram showing a first embodiment of a battery temperature adjustment system 1 including a heat exchange plate 21 according to the present disclosure.

[0023] Figure 6 This table shows experimental results obtained by measuring the cooling rate of the heat exchange plate 21 using both the refrigerant and the coolant.

[0024] Figure 7 2 is a graph showing a function f (Tf - Taim) that determines the value of the output value β of the first compressor 51 . Figure 8 1 is a flowchart showing an embodiment of the flow rate control of the cooling liquid performed by the battery temperature adjustment system 1 of the present disclosure.

[0025] Figure 9 Graphs A and B are two graphs showing the calculation logic for calculating the output value of the pump P.

[0026] Figure 10 This is a table summarizing experimental results showing the state of compressor oil according to the rotation speed of the compressor.

[0027] Figure 11 This is a flowchart showing an example of oil return control.

[0028] Figure 12 1 is a circuit diagram showing a battery temperature adjustment system 1B including a heat exchange plate 21 according to a second embodiment of the present disclosure.

[0029] Figure 13 This is a flowchart showing an embodiment of the flow rate control of the cooling liquid performed by the battery temperature adjustment system 1B of the present disclosure.

[0030] Figure 14 The figures show a heat exchange plate 70 according to a modified example that can be used in the battery temperature adjustment system 1 or 1B of the present disclosure. (a) is a plan view, and (b) is a side cross-sectional view of a state where a battery module group 10 is placed.

[0031] Figure 15 The figures show a heat exchange plate 70 according to a modified example further including a third heat exchange plate 21C without a refrigerant layer 40 . (a) is a plan view, and (b) is a side cross-sectional view with a battery module group 10 placed thereon.

[0032] Figure 161 is a conceptual diagram showing an example of a battery pack 90 that can be housed in a vehicle body 102 . DETAILED DESCRIPTION

[0033] Below, an embodiment of the vehicle, heat exchange plate, and battery pack involved in the present disclosure (hereinafter referred to as "the present embodiment") will be described in detail with appropriate reference to the accompanying drawings. However, unnecessary detailed descriptions are sometimes omitted. For example, detailed descriptions of well-known matters and repeated descriptions of substantially the same structures are sometimes omitted. This is to avoid the following description from becoming unnecessarily lengthy and to make it easy for those skilled in the art to understand. In addition, the drawings and the following description are provided to enable those skilled in the art to fully understand the present disclosure, and are not intended to limit the subject matter described in the claims through them.

[0034] (Implementation Method 1)

[0035] Figure 1 1 is a conceptual diagram showing the heat exchange plate 21 for adjusting the temperature of the battery module group 10 .

[0036] The battery module group 10 includes a plurality of battery modules 11. The battery modules 11 are batteries that store electric energy serving as a driving source for a driving motor in, for example, a hybrid vehicle or an electric vehicle, and are components that require temperature control such as cooling or heating.

[0037] The heat exchange plate 21 uses a coolant and a refrigerant to be described later to adjust the temperature of the battery modules 11 included in the battery module group 10. The heat exchange plate 21 has a first surface 22 and a second surface 23 opposite to the first surface 22. As shown in the figure, the battery module group 10 is arranged along the first surface 22 of the heat exchange plate 21. Figure 1 In the embodiment, the battery module group 10 is arranged on the first surface 22 of the heat exchange plate 21 in two rows, with five battery modules 11 placed in each row. However, there is no particular limitation on the arrangement of the battery modules 11. Therefore, in the following description, multiple battery modules 11 may be collectively illustrated and described as a single component.

[0038] Here, for easy understanding, an orthogonal coordinate system consisting of the x-axis, y-axis, and z-axis is defined as shown in each figure. The z-axis is perpendicular to the x-axis and y-axis. In addition, the positive direction of each axis is defined as Figure 1 In the direction of the arrow in , the negative direction is defined as the direction opposite to the arrow. Here, the positive direction of the x-axis is sometimes expressed as the "front side," the negative direction of the x-axis is sometimes expressed as the "back side," the positive direction of the y-axis is sometimes expressed as the "right side," the negative direction of the y-axis is sometimes expressed as the "left side," the positive direction of the z-axis is sometimes expressed as the "upper side," and the negative direction of the z-axis is sometimes expressed as the "lower side."

[0039] Figure 22 is a cross-sectional view of the battery module group 10 and the heat exchange plate 21 .

[0040] and Figure 1 Similarly, 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 and the second surface 23 of the heat exchange plate 21 (see Figure 3 The coolant is, for example, an antifreeze solution 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 Figure 3 The refrigerant may be a two-phase refrigerant composed of a mixture of gas and liquid, an example of which is HFC (Hydrofluorocarbon). However, the refrigerant may also be a refrigerant other than HFC. An intermediate surface 24 may be present between the coolant layer 30 and the refrigerant layer 40. The intermediate surface 24 is disposed between the first surface 22 and the second surface 23.

[0041] At least a portion of the cooling liquid layer 30 is arranged to overlap with the refrigerant layer 40. Figure 2 In the illustrated configuration example, the substantially entire coolant layer 30 is arranged to overlap the refrigerant layer 40. However, if, for example, the x-axis dimension of the refrigerant layer 40 is smaller than the x-axis dimension of the coolant layer 30, a portion of the coolant layer 30 may overlap the refrigerant layer 40. In this case, heat exchange between the coolant and the refrigerant occurs in the overlapping portion of the coolant layer 30 and the refrigerant layer 40. Although not shown in the figure, a configuration in which the refrigerant layer 40, which has a smaller x-axis dimension, is embedded near the center of the coolant layer 30, which has a larger x-axis dimension, is also possible.

[0042] In the portion where the coolant layer 30 and the refrigerant layer 40 overlap, the coolant layer 30 can be disposed between the refrigerant layer 40 and the battery module group 10. Figure 2 In the illustrated configuration, the coolant layer 30 is positioned above the refrigerant layer 40 (on the side closer to the battery module assembly 10). However, the positional relationship between the coolant layer 30 and the refrigerant layer 40 can also be reversed. That is, in the area where the coolant layer 30 and the refrigerant layer 40 overlap, the refrigerant layer 40 can be positioned between the coolant layer 30 and the battery module assembly 10.

[0043] The cooling liquid layer 30 includes a cooling liquid passage 31 for the cooling liquid to flow. The refrigerant layer 40 includes a refrigerant passage 41 for the refrigerant to flow. The volume of the refrigerant passage 41 may be smaller than that of the cooling liquid passage 31. Figure 3 The following figures are described in detail later.

[0044] The average height of the coolant passage 31 (the length in the z direction in the figure) is hcool, and the average height of the refrigerant passage 41 (the length in the z direction in the figure) is href. In this case, the average height of the refrigerant passage 41, href, may be smaller than the average height of the coolant passage 31, hcool.

[0045] Figure 3 yes Figure 1 An exploded perspective view of the heat exchange plate 21 is shown. Figure 4 2 is a conceptual diagram showing an example of how the heat exchange plate 21 is mounted on the vehicle 100. Figure 3 and Figure 4 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.

[0046] The heat exchange plate 21 of the present disclosure is a hybrid type that uses both the refrigerant flowing in the refrigerant layer 40 and the coolant flowing in the coolant layer 30 , thereby enabling battery temperature adjustment and control according to the heat generation characteristics of the battery module group 10 .

[0047] First, refer to Figure 4 The vehicle 100 is described. The vehicle 100 includes wheels 101 and a vehicle body 102. The vehicle body 102 houses the heat exchange plate 21. Figure 1 and Figure 2 As shown, the battery module group 10 is arranged along the first surface 22 of the heat exchange plate 21, so 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 example shown in the figure, the heat exchange plate 21 and the battery module group 10 are placed on the bottom surface 103 of the vehicle body 102. In addition, the vehicle body 102 also accommodates Figure 5 The first refrigerant circuit 5, the coolant circuit 6, the management device 7, the second refrigerant circuit 8, etc. will be described later in the following drawings.

[0048] The wheels 101 may include a first wheel 101a and a second wheel 101b coupled to the vehicle body 102. The wheels 101 may also include a third wheel 101c and a fourth wheel 101d coupled to the vehicle body 102. Typically, the vehicle 100 is a four-wheeled automobile. However, the vehicle 100 may also be a vehicle having wheels other than four (including five or more wheels), such as a two-wheeled motorcycle or an auto-tricycle.

[0049] The vehicle body 102 connects a first wheel 101a and a second wheel 101b. An electric motor (not shown) included in the vehicle body 102 drives the first wheel 101a using electricity supplied from the battery module group 10. Alternatively, the second wheel 101b may be a steering wheel rather than a drive wheel. The electric motor may also drive wheels other than the first wheel 101a. The number of electric motors is not limited to one. For example, in a four-wheel drive vehicle, the first electric motor may drive the first wheel 101a, and the second electric motor may drive the second wheel 101b.

[0050] The vehicle 100 can travel in a predetermined direction (referred to as a first direction) using the first wheel 101a and the second wheel 101b. The vehicle body 102 can constitute such a vehicle 100. Furthermore, a direction perpendicular to the first direction is referred to as a second direction. The second direction can be the horizontal direction of the vehicle 100. However, the second direction does not necessarily need to be the horizontal direction of the vehicle 100.

[0051] Next, refer to Figure 3 and Figure 4 The structure of the heat exchange plate 21 that can be housed in the vehicle 100 will be described. The coolant layer 30 of the heat exchange plate 21 can be arranged along the first direction described above. The refrigerant layer 40 of the heat exchange plate 21 can be arranged along the first direction described above.

[0052] The heat exchange plate 21 has a first width in the first direction described above. The heat exchange plate 21 has a second width in the second direction described above. In this case, the first width can be longer than the second width. In the illustrated example, where the second direction is the horizontal direction of the vehicle 100, the long sides of the heat exchange plate 21 are along the first direction, and the short sides of the heat exchange plate 21 are along the second direction.

[0053] The refrigerant input portion 40A and the refrigerant output portion 40B are similar to the reference Figure 5 The first refrigerant circuit 5 described later or the following drawings are referred to Figure 12 and the subsequent figures are connected to the second refrigerant circuit 8 described later. Although described later, representatively, the first refrigerant circuit 5 is used to allow the gas-liquid two-phase refrigerant that has been decompressed by the expansion valve to enter the refrigerant layer 40 from the refrigerant input part 40A and flow in the refrigerant layer 40. The refrigerant flowing in the refrigerant layer 40 absorbs the heat received from the cooling liquid layer and the like and gradually gasifies, passes through the refrigerant output part 40B and is discharged. That is, the refrigerant layer 40 has a refrigerant passage 41 for the refrigerant to flow from the refrigerant input part 40A toward the refrigerant output part 40B. Figure 3 and Figure 4 In FIG, arrows are used to indicate the flow direction of the refrigerant.

[0054] Here, the heat exchange plate 21 has another end opposite to the one end in the first direction. One end of the heat exchange plate 21 may be a side closer to the front of the vehicle 100 than the other end of the heat exchange plate 21. The front of the vehicle 100 refers to the side in the direction of travel commonly used in the vehicle 100. In the example shown in the figure, the end of the heat exchange plate 21 on the front side in the direction of travel of the vehicle 100 (the positive direction of the x-axis) is one end, and the end of the heat exchange plate 21 on the rear side in the direction of travel of the vehicle 100 (the negative direction of the x-axis) is the other end. Thus, as shown in the figure, one end of the heat exchange plate 21 having the refrigerant input portion 40A and the refrigerant output portion 40B is arranged on a side closer to the front of the vehicle 100. When the first refrigerant circuit 5 described later is arranged in the front part of the vehicle 100, the pipes connecting the refrigerant input part 40A and the refrigerant output part 40B to the first refrigerant circuit 5 can be shortened, which can save space for the group of heat exchange plates 21 and the first refrigerant circuit 5 arranged in the vehicle interior space.

[0055] On the other hand, when the first refrigerant circuit 5 is disposed at the rear of the vehicle 100, the positional relationship between one end and the other end of the heat exchange plate 21 may be reversed. In other words, in this case, the one end of the heat exchange plate 21 having the refrigerant input portion 40A and the refrigerant output portion 40B may be located farther from the front of the vehicle 100 than the other end.

[0056] Furthermore, the refrigerant passage 41 includes a branch refrigerant passage 411. The branch refrigerant passage 411 is a refrigerant passage that branches into several passages. That is, there are at least two branch refrigerant passages. Figure 3 In the example shown, the refrigerant passage 41 is branched into four branch refrigerant passages 411A to 411D. Figure 4 In the example shown, the refrigerant passage 41 branches into six branch refrigerant passages, 411A to 411F. The number of branch refrigerant passages may be three or fewer, five, or seven or more. Therefore, when branch refrigerant passages 411A, 411B, 411C, 411D, etc. are respectively referred to as the first refrigerant passage, the second refrigerant passage, the third refrigerant passage, the fourth refrigerant passage, etc., the refrigerant passage 41 includes at least the first refrigerant passage and the second refrigerant passage.

[0057] In addition, it is possible to Figure 3 In the example, there are four. Figure 4Any two branch refrigerant passages are selected from the refrigerant passage 41 (in the example, six branch refrigerant passages) and are distinguished as a first refrigerant passage and a second refrigerant passage. Here, at least a portion of the first refrigerant passage is arranged closer to one end in the first direction than at least a portion of the second refrigerant passage.

[0058] The refrigerant flowing through the refrigerant passage 41 branches into a plurality of branches at the inlets (branching portions) of the branch refrigerant passages 411A to 411D(F) and merges at the outlets (junctions) of the branch refrigerant passages 411A to 411D(F). Specifically, the refrigerant passage 41 has a branching portion that branches into a first refrigerant passage (e.g., branch refrigerant passage 411A) and a second refrigerant passage (e.g., branch refrigerant passage 411B), and a junction where the first and second refrigerant passages merge.

[0059] At least a portion of the first refrigerant passage (e.g., the branch refrigerant passage 411A) can be arranged along a second direction orthogonal to the above-mentioned first direction. At least a portion of the second refrigerant passage (e.g., the branch refrigerant passage 411B) can be arranged along a second direction orthogonal to the above-mentioned first direction. In the illustrated example, the branch refrigerant passages 411A to 411D are in a straight line shape, and the first refrigerant passage (e.g., the branch refrigerant passage 411A) and the second refrigerant passage (e.g., the branch refrigerant passage 411B) are arranged as a whole along the second direction. However, the branch refrigerant passages 411A to 411D (F) do not necessarily have to be in a straight line shape, and there may be local portions that are not along the second direction.

[0060] Next, the coolant passage 31 included in the coolant layer 30 will be described. The coolant passage 31 comprises two parts: 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 first direction described above. The coolant flows in the first portion 31A of the coolant passage 31 and the second portion 31B of the coolant passage 31 in opposite directions. That is, the coolant in the first portion 31A of the coolant passage 31 flows in the first direction described above, while the coolant in the second portion 31B of the coolant passage 31 flows in a direction opposite to the first direction described above.

[0061] The heat exchange plate 21 includes a coolant inlet 30A for coolant to enter the coolant layer 30, and a coolant outlet 30B for coolant to exit the coolant layer 30. As shown in the figure, the coolant inlet 30A and the coolant outlet 30B can be arranged at one end of the heat exchange plate 21 in the first direction. By arranging the coolant inlet 30A and the coolant outlet 30B at one end, the piping for coolant flow can be concentrated in one location (one end), thereby saving space for the piping housed outside the heat exchange plate 21 of the vehicle body 102. Furthermore, the piping can be easily arranged within the limited space within the vehicle 100.

[0062] The coolant entering the coolant layer 30 from the coolant input portion 30A flows through the second portion 31B of the coolant passage 31, then turns back, flows through the first portion 31A of the coolant passage 31, and flows out from the coolant output portion 30B. Figure 5 The cooling liquid circuit 6 described later in the drawings is connected thereto, and the cooling liquid flows by a pump P included in the cooling liquid circuit 6 .

[0063] The coolant flows along the longitudinal direction (positive and negative directions of the x-axis) of the coolant passage 31. Figure 3 and Figure 4 An example of using arrows to indicate the flow direction of the coolant.

[0064] exist Figure 3 and Figure 4 In the structure shown, the branch refrigerant passage 411 in the refrigerant passage 41 branches along the long side direction (the first width direction mentioned above) of the heat exchange plate 21. In addition, the coolant in the coolant passage 31 flows along the long side direction (the first width direction mentioned above) of the heat exchange plate 21. By setting such a structure, as described below, it is possible to reduce temperature deviation. The battery module 11 included in the battery module group 10 is as follows. Figure 1 There are multiple arrangements as shown, and there is a tendency for the battery module located in the center of the battery module group 10 to be easily surrounded by heat. Therefore, by causing the coolant to flow along the long side direction of the heat exchange plate 21, the heat in the central part of the battery module group 10 is released along the long side direction, thereby reducing the temperature deviation. In addition, by configuring the branch refrigerant passage 411 to branch along the long side direction of the heat exchange plate 21 (the first width direction mentioned above), the length of each branch refrigerant passage 411A to 411D (F) can be further shortened (equivalent to the second width mentioned above). Therefore, the pressure loss of the refrigerant can be reduced and the temperature deviation can be reduced.

[0065] In addition, at least a portion of each branch refrigerant passage 411A to 411D (F) can be arranged along a second direction orthogonal to the first direction described above. Thus, the refrigerant in at least a portion of each branch refrigerant passage 411A to 411D (F) flows in the second direction orthogonal to the first direction. On the other hand, the coolant in the coolant passage 31 flows in the first direction or in a direction opposite to the first direction described above. Thus, in the portion where the coolant layer 30 and the refrigerant layer 40 overlap, the flow direction of the refrigerant is approximately orthogonal to the flow direction of the coolant. With this structure, the coolant actively mitigates temperature deviations in the refrigerant.

[0066] Figure 5 1 is a circuit diagram showing a first embodiment of a battery temperature adjustment system 1 including a heat exchange plate 21 according to the present disclosure.

[0067] The battery temperature control system 1 includes a first refrigerant circuit 5, a coolant circuit 6, and a management device 7. The battery temperature control system 1 also includes a heat exchange plate 21 and a battery module group 10. Alternatively, 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 Figure 16 ).

[0068] The first refrigerant circuit 5 includes a first compressor 51 and a first condenser 52. The first refrigerant circuit 5 includes a first refrigerant path 5A and a second refrigerant path 5B, through which the refrigerant flows between the first condenser 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 arrows in the figure.

[0069] The first refrigerant path 5A of the first refrigerant circuit 5 includes a first expansion valve 53 and an evaporator 55. Meanwhile, the second refrigerant path 5B includes a second solenoid valve 57 and a second expansion valve 54. The second refrigerant path 5B is connected to the refrigerant input portion 40A and the refrigerant output portion 40B via the second expansion valve 54. The first refrigerant path 5A may additionally include a first solenoid valve 56 disposed within the first refrigerant path 5A and between the first condenser 52 and the evaporator 55.

[0070] The first compressor 51 , the first condenser 52 , the first expansion valve 53 , and the evaporator 55 may respectively constitute a compressor, a condenser, an expansion valve, and an evaporator of a refrigeration cycle for an interior air conditioner (car air conditioner) of the vehicle 100 .

[0071] The second expansion valve 54 may be a thermal expansion valve. The second expansion valve 54 may constitute a refrigeration cycle for the in-vehicle air conditioner (car air conditioner) of the vehicle 100. Furthermore, the second expansion valve 54 controls the flow of refrigerant into the battery cooling heat exchanger (heat exchange plate 21 or cooler 59, described later).

[0072] The second expansion valve 54 may be a cross-charge type thermal expansion valve. The second expansion valve 54 may also be an electronic expansion valve integrated with the second solenoid valve 57. In this specification, the phrase "opening the second solenoid valve 57" or "closing the second solenoid valve 57" may also refer to opening or closing the electronic expansion valve integrated with the second solenoid valve 57.

[0073] The first solenoid valve 56 is a solenoid valve for controlling the amount of refrigerant flowing through the first refrigerant path 5A.

[0074] The second solenoid valve 57 is a valve for switching whether or not to supply refrigerant to the battery cooling heat exchanger (heat exchange plate 21 or cooler 59 described later). The second solenoid valve 57 may be provided on the second expansion valve 54 or in the piping.

[0075] A heat exchange plate 21 (and the refrigerant passage 41 therein) is connected downstream of the second expansion valve 54, and the battery module assembly 10 is mounted on the heat exchange plate 21. Sensors (not shown) are mounted on the battery module assembly 10. These sensors include, for example, a battery temperature sensor, a current sensor, and a voltage sensor. If the sensor is a temperature sensor, it can be installed on a cell body or bus bar within the battery module 11.

[0076] The cooling liquid circuit 6 includes a reservoir 61 and a pump P, and the cooling liquid circulates in the direction indicated by the arrow in the figure. The cooling liquid circuit 6 is connected to the cooling liquid input part 30A and the cooling liquid output part 30B (see Figure 3 The coolant circuit 6 may include a heater 62 at a position downstream of the pump P, for example.

[0077] The reservoir 61 and the pump P may be a water storage tank and a water pump that constitute the coolant circulation of the coolant circuit 6. The heater 62 heats the coolant flowing in the coolant circuit 6.

[0078] The management device 7 manages the battery module group 10. The management device 7 may be a battery management unit (BMU). Typically, the management device 7 is implemented as an ECU, but other information processing devices such as a CPU may also be used as the management device 7.

[0079] The management device 7 manages various components included in the battery temperature adjustment system 1 . Figure 5Signals 1 to 11 shown indicate communication paths between the management device 7 and each component.

[0080] For example, the management device 7 sends a signal indicating the operating speed (a compressor drive signal, i.e., signal 1) to the first compressor 51. In addition, the management device 7 receives a signal indicating the operating state from the first compressor 51 (a signal 2 returned from the compressor inverter).

[0081] The management device 7 transmits a signal indicating the operating speed (a water pump drive signal, i.e., signal 3) to the pump P. The management device 7 receives a signal indicating the operating state from the pump P (signal 4).

[0082] The management device 7 acquires a signal indicating the temperature of the battery module 11 from the battery module group 10 (a signal 5 representing a temperature value indicated by a temperature sensor of a battery cell).

[0083] The management device 7 transmits a signal (signal 6 ) indicating whether the valve is open or closed to the second electromagnetic valve 57 .

[0084] Management device 7 obtains a signal (signal 9) indicating the coolant temperature from temperature sensor 501 in coolant circuit 6. Temperature sensor 501 is located between heat exchange plate 21 and reservoir 61 in coolant circuit 6. Temperature sensor 501 is not limited to this location and may be located elsewhere in coolant circuit 6.

[0085] The management device 7 communicates various information in the vehicle 100 via the CAN (signal 10 ).

[0086] The management device 7 transmits information indicating output (a heater output signal, that is, a signal 11 ) to the heater 62 .

[0087] Here, the first solenoid valve 56 and the blower 58 described later may be managed by a processing unit (not shown) located on the in-vehicle air conditioner side of the vehicle 100. The management device 7 may also manage the first solenoid valve 56 and the blower 58.

[0088] (Coolant flow control)

[0089] Figure 6 This table shows experimental results obtained by measuring the cooling rate of the heat exchange plate 21 using both the refrigerant and the coolant. Figure 6 The horizontal axis represents the time from the start of cooling by the heat exchange plate 21 . Figure 6 The vertical axis is the average temperature of the first surface 22 (plate cooling surface) of the heat exchange plate 21. Figure 6The table shows three curves C1, C2, and C3, which represent the cases where the flow rates of the coolant flowing in the coolant layer 30 in the heat exchange plate 21 are 0 liters / hour, 90 liters / hour, and 150 liters / hour, respectively.

[0090] As according to Figure 6 As can be seen from the table, before a predetermined time (in the example shown in the figure, approximately 60 seconds have passed since the start of cooling by the heat exchange plates 21), the rate of decrease in the average temperature of the plate cooling surface increases in the order of curves C1, C2, and C3. On the other hand, after the predetermined time (in the example shown in the figure, approximately 60 seconds have passed since the start of cooling by the heat exchange plates 21), this order is reversed, and the rate of decrease in the average temperature of the plate cooling surface increases in the order of curves C3, C2, and C1.

[0091] Here, the heat exchange plate 21 is a plate that uses both refrigerant and coolant to cool the battery module group 10. Figure 6 The table shows that when cooling starts through the heat exchange plate 21, in the initial stage before the refrigeration cycle in the first refrigerant circuit 5 is formed and the refrigerant temperature drops, the cooling rate of the heat exchange plate 21 is increased by suppressing the circulation flow rate of the coolant. On the other hand, if the circulation flow rate of the coolant is kept low, the coolant that has exchanged heat with the refrigerant whose temperature has dropped will not flow through the entire heat exchange plate 21, so that Figure 6 It can be read from the table that the cooling performance of the battery module group 10 by the heat exchange plate 21 has decreased.

[0092] Therefore, through in-depth research by the inventors of this application, it can be known that the management device 7 controls the pump P, thereby variably controlling the flow rate of the coolant flowing through the coolant layer 30, so that the heat exchange plate 21 can achieve the fastest cooling operation start-up and can exert the best cooling performance.

[0093] 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 varies according to the elapsed time from the start of cooling, thereby optimizing the cooling performance of the heat exchange plate 21 .

[0094] For example, the management device 7 may control the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer 30 at the first moment is less than the flow rate of the coolant flowing through the coolant layer 30 at the second moment. Here, the first moment is the time from the start of cooling to the time when a predetermined elapsed time (in Figure 6 The second moment is the moment before the cooling starts after a predetermined time has passed (in the example of Figure 6 In the example, 60 seconds later.

[0095] In addition, it can be considered that when the cooling load of the battery module group 10 is low, sufficient cooling can be implemented even without optimizing the cooling performance as described above. Therefore, when the value representing the magnitude of the cooling load for cooling the battery module group 10 by the heat exchange plate 21 is greater than a predetermined value, the management device 7 can control the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer 30 at the first moment is less than the flow rate of the coolant flowing through the coolant layer 30 at the second moment. Here, the first moment is the time from the start of cooling to the time when the predetermined elapsed time (in Figure 6 The second moment is the moment before the cooling starts after a predetermined time has passed (in the example of Figure 6 In the example, 60 seconds later.

[0096] Various values can be used as the value representing the magnitude of the cooling load of the battery module group 10. The value representing 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 or the output value β of the first compressor 51.

[0097] The output value β of the first compressor 51 may be a value determined according to the difference between the average temperature of the battery modules 11 included in the battery module group 10 and a target value of the average temperature of the battery modules 11 included in the battery module group 10 . Figure 7 Graph 2 shows the function f(Tf - Taim) that determines 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 the target value for the average temperature of the battery modules 11 included in the battery module group 10 (the target temperature to be achieved by cooling through the heat exchange plate 21). Figure 7 The horizontal axis of the graph shown is the difference between Tf and Taim. Figure 7 The vertical axis of the graph shown is the value of the function f(Tf-Taim) for determining the output value β of the first compressor 51. Figure 7 As shown in the graph of , the greater the difference between the average temperature Tf of the battery modules 11 included in the battery module group 10 and the target value Taim of the average temperature of the battery modules 11 included in the battery module group 10, the greater the output value β of the first compressor 51. Figure 7 As shown in the graph of , the output value β of the first compressor 51 gradually increases, but may also reach a maximum value βmax which is a fixed value from a certain point in time.

[0098] Figure 8This is a flowchart illustrating an embodiment of coolant flow rate control performed by the battery temperature adjustment 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 (Signal 5) from a temperature sensor mounted on the battery module 11. The management device 7 can calculate the current average temperature Tf of the battery modules 11 based on the temperature of each battery module 11.

[0099] 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).

[0100] The management device 7 refers to the acquired average temperature of each battery module 11 and determines a target average temperature of the battery module 11 ( St103 ).

[0101] The management device 7 determines whether cooling of the battery module 11 is necessary (St 104). As a criterion for this determination, the management device 7 may determine that cooling of the battery module 11 is necessary, for example, when the current average temperature Tf of the battery module 11 exceeds a predetermined set value. Furthermore, the management device 7 may determine that cooling of the battery module 11 is necessary when it is predicted that the temperature of the battery module 11 will increase due to, for example, rapid charging of the battery module 11 or sudden acceleration of the vehicle 100.

[0102] If it is determined that cooling of the battery module 11 is necessary ( St104 : Yes), the management device 7 determines whether the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6 ( St105 ). As a criterion for this determination, the management device 7 may determine that the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6 when, for example, the coolant temperature ( St102 ) is lower than a predetermined temperature (e.g., the current average temperature Tf of the battery module 11 minus the coolant temperature > x°C). Furthermore, the management device 7 may determine that the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6 when it is predicted that the temperature of the battery module 11 will not rise due to, for example, the battery module 11 not being rapidly charged or the vehicle 100 not being rapidly accelerated.

[0103] If it is determined that the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6 (St105: Yes), the output value α of the pump P, which circulates the coolant in the coolant circuit 6, is calculated (St112). The management device 7 then 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.

[0104] If the management device 7 determines that the battery module 11 cannot be cooled by circulating the coolant in the coolant circuit 6 alone (St105: No), the management device 7 opens the second solenoid valve 57 or the second electronic expansion valve 54 (St106) (Signal 6). This allows the refrigerant in the first refrigerant circuit 5 to flow into the heat exchange plates 21, thereby cooling the heat exchange plates 21.

[0105] Next, the management device 7 determines whether a predetermined time has elapsed since the second solenoid valve 57 or the electronic second expansion valve 54 was opened (St107). If the predetermined time has elapsed (St107: "Yes"), the management device 7 calculates the output value α of the pump P that circulates the coolant within the coolant circuit 6. The management device 7 then 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 proceeds to step St108.

[0106] The management device 7 calculates the output value β of the first compressor 51 (f(Tf-Taim) = f(Tf-Taim) and compares the output value β with the aforementioned maximum value βmax (St108). If f(Tf-Taim) < βmax (St108: No), the process proceeds to the aforementioned step St111. If 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 a minimum value (St109). The minimum value of the output value α can be, for example, a value that causes the coolant flow rate to be 0 liters / hour.

[0107] The management device 7 calculates or obtains the output value β of the first compressor 51: β = f(Tf - Taim) (step St110). Since the output value β has already been calculated after step St108, the management device 7 only needs to obtain the output value β. The management device 7 then controls the first compressor 51 so that the output value of the first compressor 51 reaches β (signal 1).

[0108] Afterwards, you can perform Figure 11 Oil return control (A) will be described later.

[0109] The output value α of the pump P in steps St111 and St112 can be calculated by the management device 7 , for example, as follows. Figure 9 Graphs A and B are two graphs showing the calculation logic for calculating the output value of the pump P.

[0110] Graph A is a graph used to calculate the output value α1. The horizontal axis of Graph A represents the difference between the current average temperature Tf of the battery modules 11 included in the battery module group 10 and the target average temperature Taim of the battery modules 11 included in the battery module group 10 (the target temperature to be achieved through cooling by the heat exchange plate 21). The vertical axis of Graph A represents the output value α1 of the pump P. As shown in Graph A, the output value α1 of the pump P can be determined such that the greater the difference between the current average temperature and the target average temperature of the battery module 11, the greater the output value α1 of the pump P.

[0111] Graph B is a graph used to calculate the output value α2. The horizontal axis of Graph B represents the difference between the maximum and minimum values received from the temperature sensors of each battery module 11 included in the battery module group 10. The vertical axis of Graph B represents the output value α2 of the pump P. As shown in Graph B, the output value α2 of the pump P is determined so that the greater the temperature deviation between the multiple battery modules 11 included in the battery module group 10, the greater the output value α2 of the pump P.

[0112] Then, the management device 7 determines the larger value of the output values α1 and α2 calculated based on the graph A and the graph B as the output value α of the pump P.

[0113] (Temporary cancellation of heat exchange by evaporator 55)

[0114] Refer again Figure 5 To explain. The first refrigerant circuit 5 provided in the vehicle body 102 of the vehicle 100 can be used for in-vehicle air conditioning (car air conditioning). In a case where the demand for cooling the interior of the vehicle 100 by the vehicle air conditioning is low, or when the battery module group 10 generates heat and the battery cooling by the heat exchange plate 21 is given top priority, the management device 7 can control the battery temperature adjustment system 1 to temporarily cancel the heat exchange through the evaporator 55. If the heat exchange with the outside through the evaporator 55 is temporarily canceled, the refrigerant with the cooling capacity flows from the first refrigerant circuit 5 to the heat exchange plate 21, so that the cooling performance in the heat exchange plate 21 increases. In order to temporarily cancel the heat exchange through the evaporator 55, the first refrigerant circuit 5 is provided with a heat exchange prevention mechanism for preventing the refrigerant in the evaporator 55 from exchanging heat with the outside of the first refrigerant circuit 5.

[0115] An example of a heat exchange prevention mechanism is the blower 58 used in conjunction with the evaporator 55. Typically, the management device 7 can manage the intensity and presence of air flow from the blower 58. Furthermore, the management device 7 can prevent heat exchange between the refrigerant in the evaporator 55 and the outside of the first refrigerant circuit 5 by suppressing (or completely stopping) the air flow from the blower 58.

[0116] Another example of a heat exchange prevention mechanism is a first solenoid valve 56 disposed within the first refrigerant path 5A between the first condenser 52 and the evaporator 55. The management device 7, which manages the opening and closing of the first solenoid valve 56, reduces the amount of refrigerant flowing in the first refrigerant path 5A (or reduces the amount of refrigerant to zero) by closing the first solenoid valve 56, thereby preventing heat exchange between the refrigerant in the evaporator 55 and the outside of the first refrigerant circuit 5.

[0117] (Refrigerant Recovery by the First Compressor 51)

[0118] If the temperature of the battery modules 11 included in the battery module group 10 is too low, the battery performance cannot be fully utilized. Therefore, as described above, the coolant circuit 6 includes a heater 62. By heating the coolant flowing through the coolant circuit 6 using the heater 62 and circulating the coolant, the battery modules 11 can be heated via the heat exchange plates 21.

[0119] When the battery modules 11 are heated by the coolant circulating in the coolant circuit 6, the first refrigerant circuit 5 is naturally not operated. This is because when the first refrigerant circuit 5 is operated, the refrigerant flows into the heat exchange plates 21, thereby cooling the coolant.

[0120] However, the heat exchange plate 21 of the present disclosure includes a refrigerant layer 40, and thus some refrigerant may remain on the heat exchange plate 21 side. For example, refrigerant may remain in the refrigerant passage 41, etc., within the refrigerant layer 40 that passes through the heat exchange plate 21. The refrigerant in the refrigerant layer 40 and the coolant in the coolant layer 30 can exchange heat with each other. Therefore, when the coolant is heated by the heater 62, the refrigerant present in the refrigerant layer 40 increases the heat capacity, potentially slowing the heating rate of the heater 62. Therefore, the first refrigerant circuit 5 is operated for a short period of time (e.g., 1 minute) to recover the refrigerant remaining in the heat exchange plate 21. Therefore, a heater 62 for heating the coolant in the coolant circuit 6 is disposed in the coolant circuit 6. While the heater 62 is heating the coolant in the coolant circuit 6, the management device 7 controls the first compressor 51 to recover refrigerant from the refrigerant layer 40 to the first refrigerant circuit 5. That is, the management device 7 operates the first compressor 51 to quickly absorb the refrigerant remaining in the refrigerant layer 40. This improves the heating performance of the coolant heated by the heater 62.

[0121] Furthermore, when the first refrigerant circuit 5 is operated for a long period of time, the refrigerant with cooling capacity flowing from the first refrigerant circuit 5 into the heat exchange plates 21 cools the coolant within the heat exchange plates 21, resulting in an adverse effect. The operating time of the first refrigerant circuit 5 can be appropriately determined based on the configuration of the battery temperature control system 1.

[0122] (Oil return control)

[0123] The first refrigerant circuit 5 provided in the vehicle body 102 of the vehicle 100 can be used for in-vehicle air conditioning (car air conditioning). Figure 6 As shown, in a battery temperature control system 1 used with a vehicle air conditioner, a first compressor 51 and a first condenser 52 are shared. Meanwhile, an evaporator 55 (evaporator) is arranged in parallel with the heat exchange plate 21 (evaporator). To prevent thermal damage to the first compressor 51, compressor oil is typically mixed into the refrigerant.

[0124] Compressor oil dissolved in liquid refrigerant is particularly likely to remain in the evaporator, which evaporates the refrigerant from the liquid and converts it into a gaseous state. In other words, the compressor oil remaining in the evaporator prevents the oil required for lubrication from returning to the first compressor 51, potentially causing thermal damage to the first compressor 51.

[0125] Therefore, in the battery temperature control system 1 of the present disclosure, the valve (second solenoid valve 57 or electronic second expansion valve 54) between the first refrigerant circuit 5 and the heat exchange plate 21 is opened at a predetermined timing, and the first compressor 51 is rotated at a predetermined speed. This causes at least a portion of the compressor oil within the heat exchange plate 21 to move 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, thereby preventing thermal damage to the first compressor 51.

[0126] The predetermined timing for performing oil return control may be, for example, when the estimated amount of compressor oil remaining in the heat exchange plate 21 reaches or exceeds a predetermined amount. Alternatively, oil return may be performed when there is no need to circulate the refrigerant within the heat exchange plate 21, that is, when the temperature of the battery modules 11 included in the battery module group 10 is not high.

[0127] (Speed of the First Compressor 51 During Oil Return)

[0128] Figure 10This table summarizes experimental results showing the state of compressor oil according to the compressor rotational speed. Experiments conducted by the inventors of this application revealed that when the first compressor 51 rotates at a low speed (e.g., 3000 rpm), the circulation rate of compressor oil within the battery temperature control system 1 and the amount of compressor oil remaining within the heat exchange plate 21 are significantly lower than when the first compressor 51 rotates at a high speed. This is because the amount of oil flowing out of the first compressor 51 is already small when the first compressor 51 rotates at a low speed. Therefore, if the first compressor 51 is always operated at a low speed, the above-mentioned oil return control is unnecessary. However, if the battery module 11 included in the battery module assembly 10 reaches a high temperature and needs to be cooled, for example, the first compressor 51 needs to be rotated at a high speed to circulate the refrigerant through the heat exchange plate 21 to cool the battery module 11. Therefore, in the present disclosure, the management device 7 obtains the operating history of the first compressor 51, estimates the amount of compressor oil remaining within the heat exchange plate 21, and performs the above-mentioned oil return operation when necessary.

[0129] Figure 11 This is a flowchart illustrating an example of oil return control. The management device 7 detects the time (battery cooling mode operation time) that has elapsed since the first refrigerant circuit 5 started operating to cool the heat exchange plate 21 (St201). Next, the management device 7 detects the rotational speed and rotational frequency (how many times the first compressor 51 has been rotated) of the first compressor 51 in this battery cooling mode (St202).

[0130] The management device 7 determines whether oil return control is possible (St 203). Various conditions can be used as a basis for this determination. For example, when the battery temperature adjustment system 1 is used in conjunction with the vehicle 100's indoor air conditioner (car air conditioner), the priority between the cooling request from the indoor air conditioner and the control request can be used as a basis for determination. If the priority of the oil return control is higher than the priority of the cooling request from the indoor air conditioner, the management device 7 determines that oil return control is possible (St 203: Yes).

[0131] If the cooling request from the indoor air conditioner has a higher priority than the oil return process, and the cooling request from the indoor air conditioner can be satisfied even if the first compressor 51 is rotated at a predetermined low speed for oil return control (e.g., 3000 rpm or less), the management device 7 determines that oil return control is possible (St203: "Yes"). Conversely, if the cooling request from the indoor air conditioner has a higher priority than the oil return process, and the cooling request from the indoor air conditioner cannot be satisfied even if the first compressor 51 is rotated at a predetermined low speed for oil return control (e.g., 3000 rpm), the management device 7 determines that oil return control is not possible (St203: "No").

[0132] In addition, when it is necessary to cool the battery module 11 included in the battery module group 10 and the cooling capacity for cooling the battery module 11 is insufficient when the first compressor 51 is operated at a specified low speed (for example, below 3000 rpm) for oil return control, the management device 7 determines that oil return control cannot be performed (St203: "No").

[0133] If it is determined that oil return control is possible (St203: Yes), the management device 7 determines whether oil return control is necessary (St204). For example, the management device 7 calculates an estimated amount of compressor oil present in the heat exchange plate 21 based on the already detected information, namely, the battery cooling mode operating time (St201), and the rotation speed and rotation frequency of the first compressor 51 in this battery cooling mode (how many times the first compressor 51 has rotated). If this estimated amount is greater than a predetermined value, the management device 7 determines that oil return control is necessary (St204: Yes).

[0134] If oil return control is determined to be necessary (St204: Yes), the management device 7 opens the valve (the second solenoid valve 57 or the electronic second expansion valve 54) between the first refrigerant circuit 5 and the heat exchange plate 21 (St205) (Signal 6). The management device 7 then operates the first compressor 51 at a predetermined rotational speed (e.g., a low rotational speed of 3000 rpm or less) (St206) (Signal 1). Operating the first compressor 51 at a low speed makes it difficult for compressor oil trapped in the heat exchange plate 21 to flow out of the first compressor 51.

[0135] The management device 7 determines whether the temperature (average temperature, etc.) of the battery modules 11 included in the battery module group 10 has dropped from a predetermined temperature due to the refrigerant circulation of the operating first compressor 51 (St207) (Signal 5). If the temperature (average temperature, etc.) of the battery modules 11 has dropped from a predetermined temperature (St207: Yes), the process proceeds to step St209.

[0136] The management device 7 determines whether a predetermined time has elapsed since the second solenoid valve 57 was opened (St208). The predetermined time is defined as the time elapsed from the start of the oil return operation. This time elapse is managed by another flowchart (not shown). If the predetermined time has elapsed (St208: Yes) (Signal 2), the process proceeds to step St209. If the predetermined time has not elapsed, the process returns to step St201.

[0137] In step St209, the management device 7 resets the timer for counting the predetermined time. In addition, the management device 7 closes the second electromagnetic valve 57. Figure 11 As shown, the flowchart ends after St209, but it can also return after the end Figure 8 The beginning of the flowchart.

[0138] (Oil return control start timing)

[0139] exist Figure 11 , describes a case where the management device 7 estimates the amount of compressor oil in the heat exchange plate 21 and, when the compressor oil amount is greater than a predetermined value, opens the second solenoid valve 57 (or the electronic second expansion valve 54) to initiate oil return control. However, the timing for initiating oil return control need not necessarily be based on the estimated amount of compressor oil in the heat exchange plate 21. For example, the second solenoid valve 57 may be opened to initiate oil return control when the vehicle 100 is parked. When the vehicle 100 is parked, the battery modules 11 included in the battery module assembly 10 are not generating heat. Furthermore, if no one is riding in the vehicle 100, there is no cooling request from the interior air conditioner (car air conditioner). Therefore, initiating oil return control while the vehicle 100 is parked allows oil return control to be performed without being restricted by cooling the battery modules 11 or cooling requests from the interior air conditioner (car air conditioner). For example, the management device 7 may receive information (signal 10) indicating that the vehicle 100 is parked via the CAN and initiate oil return control by opening the second solenoid valve 57. Furthermore, the management device 7 may obtain information (signal 10 ) indicating that a person is not riding in the vehicle 100 from a human detection sensor (not shown) provided in the vehicle 100 via the CAN, and open the second solenoid valve 57 to start the oil return control.

[0140] The oil return control can be started based on the timer control. For example, the management device 7 measures the time during which the first compressor 51 rotates at a high speed (e.g., 5000 rpm), and when the prescribed time has passed, the second solenoid valve 57 (or the electronic second expansion valve 54) is opened to start the 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 can also be started with a time difference. For example, the oil return control can be started by opening the second solenoid valve 57 (or the electronic second expansion valve 54) after a fixed time has passed since the estimated amount of compressor oil present in the heat exchange plate 21 becomes greater than a prescribed value (equivalent to step St204).

[0141] Even when the oil return control is started at various timings as described above, the management device 7 may close the second solenoid valve 57 after the oil return control is started by opening the second solenoid valve 57 and then, if the average temperature of the battery modules 11 included in the battery module group 10 falls below a predetermined value (equivalent to step St207). Similarly, even when the oil return control is started at various timings, the management device 7 may close the second solenoid valve 57 after a predetermined time has passed since the second solenoid valve 57 was opened (equivalent to step St208).

[0142] 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 portion 40A contains liquid refrigerant. For example, a cross-charge thermal expansion valve is used as the second expansion valve 54. The temperature sensing tube of the second expansion valve 54 is installed at a position near the refrigerant input portion 40A of the heat exchange plate 21 (set as location X). Therefore, even under low load conditions where the refrigerant temperature at location X is low, the expansion valve opens (low-load characteristics of a cross-charge thermal expansion valve). As a result, the refrigerant mixed with liquid flows to the front end of the second expansion valve 54.

[0143] The second expansion valve 54 may be an electronic expansion valve integrated with the second electromagnetic valve 57. By controlling the throttle of the electronic expansion valve by the management device 7, the refrigerant mixed with liquid can flow to the front end of the second expansion valve 54.

[0144] For example, by adjusting the throttle of the second expansion valve 54 in the manner described above, the refrigerant flowing from the second expansion valve 54 to the refrigerant input portion 40A can contain liquid refrigerant. As a result, the refrigerant flowing into the heat exchange plates 21 is mixed with the liquid, and compressor oil dissolved in the liquid refrigerant is less likely to remain on the heat exchange plates 21.

[0145] (Configuration of Battery Temperature Adjustment System 1B According to Second Embodiment)

[0146] Figure 12 This is a circuit diagram showing a battery temperature adjustment system 1B including a heat exchange plate 21 according to a second embodiment of the present disclosure. Figure 6 The battery temperature adjustment system 1 according to the first embodiment shown in the figure similarly includes a refrigerant circuit (first refrigerant circuit) 5, a coolant circuit 6, a heat exchange plate 21, and a management device 7. Identical components of the battery temperature adjustment system 1B according to the second embodiment and the battery temperature adjustment system 1 according to the first embodiment are denoted by the same reference numerals, and description thereof will be omitted. Only the different components will be described.

[0147] A major difference between the battery temperature adjustment system 1 according to the first embodiment and the battery temperature adjustment system 1B according to the second embodiment is that the battery temperature adjustment system 1B includes a second refrigerant circuit 8 in addition to the first refrigerant circuit 5 .

[0148] The first refrigerant circuit 5 is a refrigerant circuit used in the interior air conditioning (car air conditioning) of the vehicle 100. In the battery temperature control system 1 according to the first embodiment, a heat exchange plate 21 is disposed between the second expansion valve 54 and the first compressor 51, and the first refrigerant circuit 5 also functions to direct the refrigerant toward the heat exchange plate 21. On the other hand, in the battery temperature control system 1B according to the second embodiment, a cooler 59 is disposed instead of the heat exchange plate 21 between the second expansion valve 54 and the first compressor 51.

[0149] The cooler 59 performs heat exchange between the coolant flowing in the coolant circuit 6 and the refrigerant flowing in the first refrigerant circuit 5. More specifically, the cooler 59 can perform heat exchange between the coolant flowing in 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.

[0150] The battery temperature adjustment system 1B according to the second embodiment includes a second refrigerant circuit 8 having a second compressor 81, a second condenser 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 houses the second refrigerant circuit 8. Furthermore, the second refrigerant circuit 8 is connected to the refrigerant input portion 40A and the refrigerant output portion 40B (see FIG. 1 ). Figure 3 and Figure 4 ).

[0151] The second compressor 81 , the second condenser 82 , and the third expansion valve 83 may be a compressor, a condenser, and an expansion valve, respectively, constituting a refrigeration cycle for cooling the battery module 11 .

[0152] The management device 7 manages various components included in the battery temperature adjustment system 1B. Figure 12 Signals 1 to 11 shown in FIG. 1 represent communication lines between the management device 7 and each component. Figure 5 The signals that have been explained are explained again, and only the different parts are explained.

[0153] The management device 7 transmits a signal indicating the operating speed (a compressor drive signal, i.e., signal 7 ) to the second compressor 81 . Furthermore, the management device 7 receives a signal indicating the operating state from the second compressor 81 (a signal 8 returned from the compressor inverter).

[0154] Furthermore, the management device 7 can manage a first electromagnetic valve 56 , a blower 58 , and the like, which will be described later.

[0155] With the above-described configuration, the battery temperature adjustment system 1B can integrate the interior air conditioning system (first refrigerant circuit 5 ) of the vehicle 100 with the heat pump system (second refrigerant circuit 8 and coolant circuit 6 ) using refrigerant and coolant.

[0156] (Cooling Control by Second Solenoid Valve 57)

[0157] Here, the management device 7 controls the opening and closing of the second solenoid valve 57 (or the electronic second expansion valve 54. The same applies hereinafter) (signal 6). The management device 7 opens the second solenoid valve 57, thereby increasing the amount of refrigerant flowing between the second expansion valve 54 and the first compressor 51 in the first refrigerant circuit 5. Conversely, the management device 7 closes the second solenoid valve 57, thereby reducing the amount of refrigerant flowing between the second expansion valve 54 and the first compressor 51 in the first refrigerant circuit 5. When the management 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 method of using the battery temperature adjustment system 1B can be controlled as follows.

[0158] The heat pump system, which includes a second refrigerant circuit 8 and a coolant circuit 6, regulates the temperature of the battery modules 11 included in the battery module group 10. Specifically, the refrigerant circulating in the second refrigerant circuit 8 flows into the refrigerant layer 40 of the heat exchange plate 21, and the coolant circulating in the coolant circuit 6 flows into the coolant layer 30 of the heat exchange plate 21. The refrigerant in the refrigerant layer 40 and the coolant in the coolant layer 30 cool the battery modules 11. Furthermore, by heating the coolant using a heater 62 (described later) included in the coolant circuit 6, the battery modules 11 can also be heated by the coolant.

[0159] During normal driving of the vehicle 100, the temperature adjustment of the battery module 11 can be independently controlled using only the heat pump system including the second refrigerant circuit 8 and the coolant circuit 6. At this time, the interior air conditioning system of the vehicle 100 including the first refrigerant circuit 5 can also control only the interior air conditioning without being affected by the heat pump system. When the management device 7 fully closes the second solenoid valve 57, the refrigerant no longer flows to the cooler 59 located downstream of the second solenoid valve 57. As a result, heat exchange between the coolant flowing in the coolant circuit 6 and the refrigerant flowing in the first refrigerant circuit 5 does not occur in the cooler 59. Therefore, the heat pump system including the second refrigerant circuit 8 and the coolant circuit 6 used for temperature adjustment of the battery module 11 and the interior air conditioning system of the vehicle 100 including the first refrigerant circuit 5 used for in-vehicle air conditioning can be independently controlled. Furthermore, the first refrigerant circuit 5 has a parallel structure including the first refrigerant path 5A and the second refrigerant path 5B. Therefore, even when the second solenoid valve 57 arranged in the second refrigerant path 5B is closed, the refrigerant flows in the first refrigerant path 5A including the first expansion valve 53 and the evaporator 55 .

[0160] When the cooling load on the battery modules 11 included in the battery module group 10 is high, the battery modules 11 can be cooled more effectively by using both the heat pump system including the second refrigerant circuit 8 and the coolant circuit 6 and the interior air conditioning system of the vehicle 100 including the first refrigerant circuit 5 .

[0161] The management device 7 opens the second solenoid valve 57. The management device 7 opens the second solenoid valve 57 and activates the pump P of the coolant circuit 6. As a result, the coolant flowing in the coolant circuit 6 and the refrigerant flowing in the first refrigerant circuit 5 flow into the cooler 59, and heat exchange occurs between the coolant flowing in the coolant circuit 6 and the refrigerant flowing in the first refrigerant circuit 5. The coolant cooled by the above-mentioned heat exchange in the cooler 59 is further cooled by the refrigerant flowing in the refrigerant layer 40 within the heat exchange plate 21. In other words, the coolant that has been doubly cooled by the refrigerant flowing in the first refrigerant circuit 5 and the refrigerant flowing in the second refrigerant circuit 8 (and within the heat exchange plate 21) can cool the battery module 11 more effectively.

[0162] Examples of situations where the cooling load on the battery modules 11 included in the battery module group 10 is high include situations where the battery module group 10 is rapidly charged or where the average temperature of the battery modules 11 included in the battery module group 10 exceeds a predetermined value. Therefore, when the battery module group 10 is rapidly charged or the average temperature of the battery modules 11 included in the battery module group 10 exceeds a predetermined value, the management device 7 can open the second solenoid valve 57 to more effectively cool the battery modules 11.

[0163] (Heating by heater 62)

[0164] Vehicle 100 may be driven in cold regions. If the temperature of the battery modules 11 included in the battery module group 10 is too low, the battery performance cannot be fully utilized. Therefore, the coolant circuit 6 includes a heater 62 that heats the coolant entering the heat exchange plates 21. This heated coolant can then heat the battery modules 11 via the heat exchange plates 21.

[0165] Here, when the coolant flowing in the coolant circuit 6 exchanges heat with the refrigerant flowing in the first refrigerant circuit 5 or the refrigerant flowing in the second refrigerant circuit 8, the coolant is cooled by the refrigerant, and the effect of heating the battery module 11 by the heater 62 is lost. Therefore, the management device 7 controls the various components included in the battery temperature adjustment system 1B to suppress heat exchange between the refrigerant and the coolant. More specifically, the management device 7 controls the first compressor 51, the second compressor 81, the second solenoid valve 57, and the heater 62 to stop the first and second compressors 51, close the second solenoid valve 57, and enable the heater 62 to heat the coolant entering the heat exchange plate 21. This allows the coolant to be heated by the heater 62 while suppressing heat exchange between the refrigerant and the coolant flowing in the coolant circuit 6.

[0166] Figure 13 This is a flowchart illustrating an embodiment of coolant flow rate control performed by the battery temperature adjustment 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 (signal 5) from a temperature sensor mounted on the battery module 11. The management device 7 can calculate the current average temperature Tf of the battery module 11 based on the temperature of each battery module 11.

[0167] 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 ).

[0168] The management device 7 refers to the acquired temperature of each battery module 11 (or the average temperature of the battery module 11 ) and determines a target average temperature for the battery module 11 ( St303 ).

[0169] (Combined Use of the First Refrigerant Circuit 5 and the Second Refrigerant Circuit 8)

[0170] The management device 7 determines whether battery cooling by the cooler 59 is necessary (St304). As a criterion for this determination, the management device 7 may determine that the battery module 11 needs to be cooled by the cooler 59 when, for example, the current average temperature Tf of the battery module 11 exceeds a predetermined set value. Furthermore, the management device 7 may determine that the battery module 11 needs to be cooled by the cooler 59 when it is predicted that the temperature of the battery module 11 will increase due to, for example, rapid charging of the battery module 11 or sudden acceleration of the vehicle 100.

[0171] When it is determined that the battery needs to be cooled by the cooler 59 (St304: "Yes"), the management device 7 opens the valve between the first refrigerant circuit 5 and the heat exchange plate 21, namely the second solenoid valve 57 (or the electronic second expansion valve 54) (St305) (signal 6).

[0172] The management device 7 calculates the output of the first compressor 51 and operates the first compressor 51 at the output ( St306 ) (Signal 1 ). The operation of the first compressor 51 causes the refrigerant to circulate inside the refrigerant circuit 5 .

[0173] The management device 7 calculates the output of the pump P based on the value of Taim and the temperature deviations among the plurality of battery modules 11 included in the battery module group 10 , and operates the pump P at the calculated output ( St307 ).

[0174] The management device 7 opens the electromagnetic valve (not shown) or the electronic third expansion valve 83 to control the flow of the refrigerant toward the heat exchange plate 21 ( St308 ).

[0175] The management device 7 calculates the output of the second compressor 81 based on the value of Taim and operates it at this output (St309). Figure 13 As shown, the flowchart ends after St309, but it can also return after the end Figure 13 The beginning of the flowchart.

[0176] (Single Operation of Second Refrigerant Circuit 8)

[0177] When it is determined that the battery cooling by the cooler 59 is not necessary (St304: "No"), the management device 7 determines whether the battery module 11 needs to be cooled (St310). As a criterion for this determination, the management device 7 may determine that the battery module 11 needs to be cooled, for example, when the current average temperature Tf of the battery module 11 exceeds a prescribed set value. The prescribed set value in step St310 may be a value lower than the prescribed set value in step St304. In addition, the management device 7 may determine that the battery module 11 needs to be cooled, when it is predicted that the temperature of the battery module 11 will rise due to rapid charging of the battery module 11, sudden acceleration of the vehicle 100, etc. The expected temperature rise of the battery module 11 used to determine that the battery module 11 needs to be cooled in step St310 may be slower than the expected temperature rise of the battery module 11 used to determine that the battery needs to be cooled by the cooler 59 in step St304.

[0178] If it is determined that cooling of the battery module 11 is necessary (St310: Yes), the management device 7 determines whether the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6 (St311). As a criterion for this determination, the management device 7 may determine that the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6 when, for example, the coolant temperature (acquired in St102) is lower than a predetermined temperature (e.g., the current average temperature Tf of the battery module 11 minus the coolant temperature > x°C). Furthermore, if it is predicted that the temperature of the battery module 11 will not rise due to factors such as the absence of rapid charging of the battery module 11 and the absence of sudden acceleration of the vehicle 100, the management device 7 may determine that the battery module 11 can be cooled solely by circulating the coolant in the coolant circuit 6.

[0179] If 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 for circulating the coolant in the coolant circuit 6 is calculated (St317). The management device 7 controls the output of the pump P based on the calculated output value α (Signal 3). Figure 9 The contents described are the same, so the description is omitted.

[0180] When it is determined that the battery module 11 cannot be cooled only by circulating the coolant in the coolant circuit 6 (St311: "No"), the management device 7 determines whether a prescribed time has passed (St312). Here, the prescribed time is the time that has passed based on the moment when the operation of the second compressor 81 is started. The passage of this time is managed according to other flowcharts not shown. When the prescribed time has passed (St312: "Yes"), the management device 7 calculates the output value α of the pump P for circulating the coolant in the coolant circuit 6. Moreover, the management device 7 controls the output of the pump P based on the calculated output value α (St316) (signal 3). In addition, the calculation of the output value α is based on Figure 9 The above contents are the same, so the description is omitted. If the predetermined time has not elapsed (St312: No), the process proceeds to step St313.

[0181] The management device 7 calculates the output value of the second compressor 81 = f(Tf - Taim) and compares this calculated value with the aforementioned maximum value βmax (St313). If f(Tf - Taim) < βmax (St313: No), the management device 7 executes the aforementioned step St316. If f(Tf - Taim) ≥ βmax (St313: Yes), the management device 7 sets the output value α of the pump P used to circulate the coolant in the coolant circuit 6 to a minimum value (St314). The minimum value of the output value α can be, for example, a value that reduces the coolant flow rate to 0 liters / hour.

[0182] The management device 7 calculates or obtains the output value of the second compressor 81 = f(Tf - Taim) (step St315). Since this output value has already been calculated after step St313, the management device 7 only needs to obtain this output value. Furthermore, the management device 7 controls the second compressor 81 so that its output value becomes f(Tf - Taim) (signal 7).

[0183] (Battery Heating by Heater 62)

[0184] If, in step St310, it is determined that cooling of the battery module 11 is not necessary (St310: No), the management device 7 determines whether heating of the battery module 11 is necessary (St318). As a criterion for this determination, the management device 7 may determine that heating of the battery module 11 is necessary, for example, when the current average temperature Tf of the battery module 11 is lower than a predetermined set value.

[0185] If 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). Next, the management device 7 closes the second solenoid valve 57 or the second electronic expansion valve 54 (St320) (Signal 6).

[0186] Based on the value of Tf minus Taim, the management device 7 calculates an output value α of the pump P used to circulate the coolant within the coolant circuit 6. Furthermore, 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 the target value for the average temperature of the battery modules 11 included in the battery module group 10 (the target temperature to be achieved through cooling by the heat exchange plates 21).

[0187] Then, the management device 7 determines the output value γ of the heater 62 based on the value of Taim, and controls the output of the heater 62 to the output value γ.

[0188] (Solution when divided into multiple heat exchange plates)

[0189] Figure 14 The figures show a heat exchange plate 70 according to a modified example that can be used in the battery temperature adjustment system 1 or 1B of the present disclosure. (a) is a top view, and (b) is a side cross-sectional view of a state in which a battery module group 10 is mounted. The heat exchange plate 70 according to the modified example includes a first heat exchange plate 21A and a second heat exchange plate 21B.

[0190] The first heat exchange plate 21A has Figures 1 to 13 The heat exchange plate 21 has the same structure as that described above, so detailed illustration is omitted. The first heat exchange plate 21A has a first surface 22 and a second surface 23 opposite to the first surface 22, similarly to the heat exchange plate 21, and includes a cooling liquid layer (first cooling liquid layer) 30 for circulating cooling liquid between the first surface 22 and the second surface 23, and a refrigerant layer 40 for circulating refrigerant between the first surface 22 and the second surface 23 (see Figures 1 to 3 wait).

[0191] On the other hand, the second heat exchange plate 21B also has Figures 1 to 13The second heat exchange plate 21B has the same structure as the previously described heat exchange plate 21. 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. In other words, the second heat exchange plate 21B has a third surface 22 and a fourth surface 23 opposite the third surface 22, and only includes the coolant layer (second coolant layer) 30 that circulates the coolant between the third surface 22 and the fourth surface 23. Furthermore, to avoid confusion, the surface of the second heat exchange plate 21B corresponding to the first surface 22 of the first heat exchange plate 21A is referred to as the third surface 22. Similarly, the surface of the second heat exchange plate 21B corresponding to the second surface 23 of the first heat exchange plate 21A is referred to as the fourth surface 23.

[0192] The technical significance of the heat exchange plate 70 involved in the modification example including at least two heat exchange plates, namely the first heat exchange plate 21A and the second heat exchange plate 21B, will be explained. As described above, the vehicle 100 has an electric motor that drives the first wheel 101a using the power supplied from the battery module group 10. That is, the vehicle 100 runs using the power supplied from the battery module group 10. From the perspective of increasing the cruising range of the vehicle 100, it is preferable that the vehicle 100 is equipped with more battery cells. Therefore, in addition to the battery module group 10 (set as the battery module group 10A), the additional battery module group 10B is also installed on the vehicle 100. In addition, the battery module group 10A and the battery module group 10B both have a plurality of battery modules 11.

[0193] The battery module group 10A and the battery module group 10B both generate heat and therefore need to be cooled. Figures 1 to 13 The heat exchange plate 21 has the dimensions described above, and both the battery module groups 10A and 10B are mounted on one heat exchange plate 21 .

[0194] However, the interior space of the vehicle 100 is limited. In addition, a large heat exchange plate 21 may not be mounted on the vehicle 100 due to unevenness of the vehicle bottom.

[0195] 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 houses the refrigerant circuit (the first refrigerant circuit 5 or the second refrigerant circuit 8), the coolant circuit 6, the first heat exchange plate 21A, the first battery module group 10A, the second heat exchange plate 21B, and the second battery module group 10B. The vehicle body 102 may also house components other than these. Furthermore, the electric motor drives the first wheel 101a using power supplied from at least one of the first battery module group 10A and the second battery module group 10B. This allows for a greater number of battery cells to be installed in the vehicle 100. Furthermore, even if a large heat exchange plate 21 cannot be installed in the vehicle 100, the multiple first and second heat exchange plates 21A and 21B can be installed in different locations within the vehicle 100.

[0196] This also presents a problem related to the interior space of vehicle 100. If separate coolant circuits and refrigerant circuits are provided for each of the multiple heat exchange plates, the interior space of the vehicle is significantly constricted. On the other hand, if the multiple heat exchange plates share a coolant circuit and a refrigerant circuit, and if a structure is adopted in which the multiple heat exchange plates each have a refrigerant layer and a coolant layer, and the refrigerant layers and the cooling layers are connected to each other between the heat exchange plates, the number of connection points increases, and the interior space of the vehicle is also constricted.

[0197] To address the aforementioned issue of interior space compression, the present disclosure employs a configuration in which the second heat exchange plate 21B lacks the refrigerant layer 40. Furthermore, 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 a coolant layer connection 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), preventing compression of the interior space.

[0198] Furthermore, regarding the second heat exchange plate 21B, a typical water-cooled plate (a plate that uses coolant to cool the battery modules 11) requires an external cooler for heat dissipation. However, with the configuration disclosed herein, the first heat exchange plate 21A, which utilizes both coolant and refrigerant, can serve as a cooler for the second heat exchange plate 21B. This allows low-temperature coolant to be supplied to the water-cooled plate (second heat exchange plate 21B) via a shorter path.

[0199] Figure 15The figures show a heat exchange plate 70 according to a modified example that also includes a third heat exchange plate 21C without a refrigerant layer 40. (a) is a top view, and (b) is a side cross-sectional view of a state in which a battery module group 10 is mounted. As shown in the figures, the heat exchange plate 70 can include two or more heat exchange plates (a second heat exchange plate 21B and a third heat exchange plate 21C) that include a coolant layer 30 but no refrigerant layer 40.

[0200] Figure 16 This is a conceptual diagram showing an example of a battery pack 90 that can be housed in a vehicle body 102. The battery pack 90 includes a housing 91, which includes the aforementioned first heat exchange plate 21A and a first battery module group 10A arranged along a first surface 22 of the first heat exchange plate 21A.

[0201] As shown in the figure, the coolant input portion 30A and the coolant output portion 30B of the first heat exchange plate 21A are provided with pipes that can be connected to the outside of the battery pack 90. Therefore, the coolant input portion 30A and the coolant output portion 30B can be connected to the coolant circuit 6 outside the battery pack 90.

[0202] Similarly, the refrigerant input portion 40A and the refrigerant output portion 40B of the first heat exchange plate 21A are provided with piping that can be connected to the outside of the battery pack 90. Therefore, the refrigerant input portion 40A and the refrigerant output portion 40B can be connected to the first refrigerant circuit 5 or the second refrigerant circuit 8 outside the battery pack 90.

[0203] Likewise, the cooling liquid layer connecting passage 71 (see Figure 14 and Figure 15 ) is provided with piping 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.

[0204] (P.S.)

[0205] The above description of the embodiment describes the following matters in a manner that can be implemented by those skilled in the art.

[0206] (A-1)

[0207] A vehicle comprising:

[0208] a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface;

[0209] a battery module group comprising a plurality of battery modules and arranged along the first surface of the heat exchange plate;

[0210] a vehicle body, which houses the heat exchange plate and the battery module group;

[0211] a first wheel and a second wheel, the first wheel and the second wheel being coupled to the vehicle body; and

[0212] an electric motor that drives the first wheel using electric power supplied from the battery module group,

[0213] The vehicle is capable of traveling in a first direction using the first wheel and the second wheel,

[0214] Wherein, the cooling liquid layer is arranged along the first direction,

[0215] The refrigerant layer is arranged along the first direction,

[0216] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0217] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0218] The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input portion toward the refrigerant output portion.

[0219] The refrigerant passage includes at least a first refrigerant passage and a second refrigerant passage.

[0220] The refrigerant passage further includes a branching portion that branches into the first refrigerant passage and the second refrigerant passage, and a joining portion that joins the first refrigerant passage and the second refrigerant passage.

[0221] At least a portion of the first refrigerant passage is arranged along a second direction orthogonal to the first direction.

[0222] At least a portion of the second refrigerant passage is arranged along the second direction,

[0223] The coolant layer includes a coolant passage for the coolant to flow, a first portion of the coolant passage is arranged along the first direction, a second portion of the coolant passage is arranged along the first direction, the coolant in the first portion flows in the first direction, and the coolant in the second portion flows in a direction opposite to the first direction.

[0224] (A-2)

[0225] The vehicle according to A-1,

[0226] In a portion where the coolant layer and the refrigerant layer overlap, the coolant layer is arranged between the refrigerant layer and the battery module group.

[0227] (A-3)

[0228] The vehicle according to A-1,

[0229] In a portion where the cooling liquid layer and the refrigerant layer overlap, the refrigerant layer is arranged between the cooling liquid layer and the battery module group.

[0230] (A-4)

[0231] The vehicle according to any one of A-1 to A-3,

[0232] The coolant passage includes a coolant direction adjusting member configured to cause the coolant to flow through a corner portion of the coolant passage.

[0233] (A-5)

[0234] The vehicle according to any one of A-1 to A-4,

[0235] A flow path switching mechanism is provided for reversing the flow of the coolant in the coolant passage.

[0236] (A-6)

[0237] The vehicle according to A-5,

[0238] The flow path switching mechanism reverses the flow of the coolant in the coolant passage based on the rotational speed of a compressor connected to the refrigerant passage.

[0239] (A-7)

[0240] The vehicle according to A-5,

[0241] The flow path switching mechanism reverses the flow of the coolant in the coolant passage based on the temperature of a battery included in a battery module group including a plurality of battery modules arranged along the first surface.

[0242] (A-8)

[0243] The vehicle according to A-5,

[0244] The flow path switching mechanism reverses the flow of the coolant in the coolant passage based on a value of current flowing through a battery included in a battery module group including a plurality of battery modules arranged along the first surface.

[0245] (A-9)

[0246] The vehicle according to any one of A-1 to A-8,

[0247] A branching start point in the refrigerant passage and the refrigerant output portion are respectively arranged on diagonal lines of the heat exchange plate.

[0248] (A-10)

[0249] The vehicle according to any one of A-1 to A-9,

[0250] The heat exchange plate has a first width in the first direction and a second width in the second direction,

[0251] The first width is longer than the second width.

[0252] (A-11)

[0253] The vehicle according to any one of A-1 to A-10,

[0254] The second direction is a horizontal direction of the vehicle.

[0255] (A-12)

[0256] The vehicle according to any one of A-1 to A-11,

[0257] The refrigerant input portion and the refrigerant output portion are arranged at one end portion of the heat exchange plate in the first direction.

[0258] (A-13)

[0259] The vehicle according to A-12,

[0260] The heat exchange plate further comprises a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer.

[0261] The cooling liquid input portion and the cooling liquid output portion are arranged at the one end portion in the first direction of the heat exchange plate.

[0262] (A-14)

[0263] A vehicle according to A-12 or A-13,

[0264] The heat exchange plate has another end portion opposite to the one end portion in the first direction,

[0265] The one end portion is closer to the front portion of the vehicle than the other end portion.

[0266] (A-15)

[0267] The vehicle according to any one of A-12 to A-14,

[0268] The at least one portion of the first refrigerant passage is arranged closer to the one end portion in the first direction than the at least one portion of the second refrigerant passage.

[0269] A first cross-sectional area of the first refrigerant passage at the branch portion is smaller than a second cross-sectional area of the second refrigerant passage at the branch portion.

[0270] (A-16)

[0271] The vehicle according to any one of A-12 to A-15,

[0272] A third cross-sectional area of the at least portion of the first refrigerant passage is smaller than a fourth cross-sectional area of the at least portion of the second refrigerant passage.

[0273] (A-17)

[0274] A heat exchange plate having a first surface and a second surface opposite to the first surface, a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface.

[0275] The heat exchange plate can be housed in a vehicle body including a battery module group, wherein the battery module group includes a plurality of battery modules and is arranged along the first surface of the heat exchange plate.

[0276] The vehicle body combines a first wheel and a second wheel and includes an electric motor that drives the first wheel using power supplied from the battery module group. The vehicle body can constitute a vehicle capable of traveling in a first direction using the first wheel and the second wheel.

[0277] The cooling liquid layer can be arranged along the first direction,

[0278] The refrigerant layer can be arranged along the first direction,

[0279] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0280] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer and a refrigerant input portion for allowing the refrigerant to flow out of the refrigerant layer.

[0281] The refrigerant layer includes a refrigerant passage through which the refrigerant flows from the refrigerant input portion toward the refrigerant output portion.

[0282] The refrigerant passage includes at least a first refrigerant passage and a second refrigerant passage.

[0283] The refrigerant passage further includes a branching portion that branches into the first refrigerant passage and the second refrigerant passage, and a joining portion that joins the first refrigerant passage and the second refrigerant passage.

[0284] At least a portion of the first refrigerant passage can be arranged along a second direction orthogonal to the first direction.

[0285] At least a portion of the second refrigerant passage can be arranged along the second direction.

[0286] The coolant layer includes a coolant passage for the coolant to flow, a first portion of the coolant passage can be configured along the first direction, a second portion of the coolant passage can be configured along the first direction, the coolant in the first portion flows in the first direction, and the coolant in the second portion flows in a direction opposite to the first direction.

[0287] (A-18)

[0288] The heat exchange plate according to A-17,

[0289] In a portion where the coolant layer and the refrigerant layer overlap, the coolant layer may be arranged between the refrigerant layer and the battery module group.

[0290] (A-19)

[0291] The heat exchange plate according to A-17,

[0292] In a portion where the coolant layer and the refrigerant layer overlap, the refrigerant layer may be arranged between the coolant layer and the battery module group.

[0293] (A-20)

[0294] The heat exchange plate according to any one of A-17 to A-19,

[0295] The coolant passage includes a coolant direction adjusting member configured to cause the coolant to flow through a corner portion of the coolant passage.

[0296] (A-21)

[0297] The heat exchange plate according to any one of A-17 to A-20,

[0298] A flow path switching mechanism is provided for reversing the flow of the coolant in the coolant passage.

[0299] (A-22)

[0300] The heat exchange plate according to A-21,

[0301] The flow path switching mechanism reverses the flow of the coolant in the coolant passage based on the rotational speed of a compressor connected to the refrigerant passage.

[0302] (A-23)

[0303] The heat exchange plate according to A-21,

[0304] The flow path switching mechanism reverses the flow of the coolant in the coolant passage based on the temperature of batteries included in a battery module group including a plurality of battery modules arranged along the first surface.

[0305] (A-24)

[0306] The heat exchange plate according to A-21,

[0307] The flow path switching mechanism reverses the flow of the coolant in the coolant passage based on a value of a current flowing through a battery included in a battery module group including a plurality of battery modules arranged along the first surface.

[0308] (A-25)

[0309] The heat exchange plate according to any one of A-17 to A-24,

[0310] A branching start point in the refrigerant passage and the refrigerant output portion are respectively arranged on diagonal lines of the heat exchange plate.

[0311] (A-26)

[0312] The heat exchange plate according to any one of A-17 to A-25,

[0313] The heat exchange plate has a first width in the first direction and a second width in the second direction,

[0314] The first width can be longer than the second width.

[0315] (A-27)

[0316] The heat exchange plate according to any one of A-17 to A-26,

[0317] The second direction may be a horizontal direction of the vehicle body.

[0318] (A-28)

[0319] The heat exchange plate according to any one of A-17 to A-27,

[0320] The refrigerant input portion and the refrigerant output portion may be disposed at one end portion of the heat exchange plate in the first direction.

[0321] (A-29)

[0322] The heat exchange plate according to A-28,

[0323] The cooling liquid layer further comprises a cooling liquid input portion and a cooling liquid output portion, wherein the cooling liquid input portion allows the cooling liquid to enter the cooling liquid layer, and the cooling liquid output portion allows the cooling liquid to flow out of the cooling liquid layer.

[0324] The cooling liquid input portion and the cooling liquid output portion may be arranged at the one end portion in the first direction.

[0325] (A-30)

[0326] The heat exchange plate according to A-28 or A-29,

[0327] having another end portion opposite to the one end portion in the first direction,

[0328] The one end portion may be arranged closer to the front portion of the vehicle than the other end portion.

[0329] (A-31)

[0330] The heat exchange plate according to any one of A-28 to A-30,

[0331] The at least one portion of the first refrigerant passage is arranged closer to the one end portion in the first direction than the at least one portion of the second refrigerant passage.

[0332] A first cross-sectional area of the first refrigerant passage at the branch portion is smaller than a second cross-sectional area of the second refrigerant passage at the branch portion.

[0333] (A-32)

[0334] The heat exchange plate according to any one of A-28 to A-31,

[0335] A third cross-sectional area of the at least portion of the first refrigerant passage is smaller than a fourth cross-sectional area of the at least portion of the second refrigerant passage.

[0336] (B-1)

[0337] A vehicle comprising:

[0338] a refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit;

[0339] a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit;

[0340] a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface;

[0341] a battery module group comprising a plurality of battery modules and arranged along the first surface of the heat exchange plate;

[0342] a management device for managing the battery module group;

[0343] a vehicle body, which houses the refrigerant circuit, the coolant circuit, the heat exchange plate, the battery module group, and the management device;

[0344] a first wheel and a second wheel, the first wheel and the second wheel being coupled to the vehicle body; and

[0345] an electric motor that drives the first wheel using electric power supplied from the battery module group,

[0346] The vehicle is capable of traveling using the first wheel and the second wheel,

[0347] wherein at least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer;

[0348] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0349] The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the cooling liquid circuit is connected to the cooling liquid input portion and the cooling liquid output portion.

[0350] The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the condenser and the compressor.

[0351] The first refrigerant path includes the first expansion valve and the evaporator.

[0352] The second refrigerant path includes a second solenoid valve and the second expansion valve.

[0353] The second refrigerant path is connected to the refrigerant input part and the refrigerant output part,

[0354] The compressor is rotated at a predetermined rotational speed, and the management device opens the second solenoid valve, thereby causing at least a portion of the compressor oil present in the heat exchange plate to move from the heat exchange plate to the refrigerant circuit.

[0355] (B-2)

[0356] The vehicle according to B-1,

[0357] The management device estimates an amount of compressor oil present in the heat exchange plate, and opens the second electromagnetic valve when the amount of compressor oil is equal to or greater than a predetermined value.

[0358] (B-3)

[0359] The vehicle according to B-1,

[0360] When the vehicle is in a parked state, the management device opens the second solenoid valve.

[0361] (B-4)

[0362] The vehicle according to B-1,

[0363] The management device opens the second solenoid valve based on timer control.

[0364] (B-5)

[0365] The vehicle according to any one of B-1 to B-4,

[0366] The management device closes the second electromagnetic valve after a predetermined time has elapsed since the second electromagnetic valve was opened.

[0367] (B-6)

[0368] The vehicle according to any one of B-1 to B-5,

[0369] The management device closes the second electromagnetic valve when an average temperature of the battery modules included in the battery module group is lower than a prescribed value.

[0370] (B-7)

[0371] The vehicle according to any one of B-1 to B-6,

[0372] 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 liquid refrigerant.

[0373] (B-8)

[0374] The vehicle according to B-7,

[0375] The second expansion valve is a cross-charge thermal expansion valve.

[0376] (B-9)

[0377] The vehicle according to B-7,

[0378] The second expansion valve is an electronic expansion valve integrated with the second solenoid valve.

[0379] (B-10)

[0380] A temperature adjustment system comprising:

[0381] a refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit;

[0382] a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit;

[0383] a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface; and

[0384] a management device for managing a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchange plate;

[0385] The temperature adjustment system can be housed in a vehicle body having the battery module group.

[0386] The vehicle body combines a first wheel and a second wheel and includes an electric motor that drives the first wheel using the power supplied from the battery module group. The vehicle body can constitute a vehicle that can travel using the first wheel and the second wheel.

[0387] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0388] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0389] The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the cooling liquid circuit is connected to the cooling liquid input portion and the cooling liquid output portion.

[0390] The refrigerant circuit includes a first refrigerant path and a second refrigerant path for allowing the refrigerant to flow between the condenser and the compressor.

[0391] The first refrigerant path includes the first expansion valve and the evaporator.

[0392] The second refrigerant path includes a second solenoid valve and the second expansion valve.

[0393] The second refrigerant path is connected to the refrigerant input part and the refrigerant output part,

[0394] The compressor is rotated at a predetermined rotational speed, and the management device opens the second solenoid valve, thereby causing at least a portion of the compressor oil present in the heat exchange plate to move from the heat exchange plate to the refrigerant circuit.

[0395] (B-11)

[0396] According to the temperature control system described in B-10,

[0397] The management device estimates an amount of compressor oil present in the heat exchange plate, and opens the second electromagnetic valve when the amount of compressor oil is equal to or greater than a predetermined value.

[0398] (B-12)

[0399] According to the temperature control system described in B-10,

[0400] When the vehicle is in a parked state, the management device opens the second solenoid valve.

[0401] (B-13)

[0402] According to the temperature control system described in B-10,

[0403] The management device opens the second solenoid valve based on timer control.

[0404] (B-14)

[0405] The temperature adjustment system according to any one of B-10 to B-13,

[0406] The management device closes the second electromagnetic valve after a predetermined time has elapsed since the second electromagnetic valve was opened.

[0407] (B-15)

[0408] The temperature adjustment system according to any one of B-10 to B-14,

[0409] The management device closes the second electromagnetic valve when an average temperature of the battery modules included in the battery module group is lower than a prescribed value.

[0410] (B-16)

[0411] The temperature adjustment system according to any one of B-10 to B-15,

[0412] 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 liquid refrigerant.

[0413] (B-17)

[0414] According to the temperature control system described in B-16,

[0415] The second expansion valve is a cross-charge thermal expansion valve.

[0416] (B-18)

[0417] According to the temperature control system described in B-16,

[0418] The second expansion valve is an electronic expansion valve integrated with the second solenoid valve.

[0419] (C-1)

[0420] A vehicle comprising:

[0421] a refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit;

[0422] a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit;

[0423] a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface;

[0424] a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchange plate;

[0425] a management device for managing the battery module group;

[0426] a vehicle body, which houses the refrigerant circuit, the coolant circuit, the heat exchange plate, the battery module group, and the management device;

[0427] a first wheel and a second wheel, the first wheel and the second wheel being coupled to the vehicle body; and

[0428] an electric motor that drives the first wheel using electric power supplied from the battery module group,

[0429] The vehicle is capable of traveling using the first wheel and the second wheel,

[0430] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0431] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0432] The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the coolant circuit is connected to the cooling liquid input portion and the cooling liquid output portion.

[0433] The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the condenser and the compressor.

[0434] The first refrigerant path includes the first expansion valve and the evaporator.

[0435] The second refrigerant path includes a second solenoid valve and the second expansion valve.

[0436] The second refrigerant path is connected to the refrigerant input part and the refrigerant output part,

[0437] The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer of the heat exchange plate changes according to an elapsed time from the start of cooling.

[0438] (C-2)

[0439] The vehicle according to C-1,

[0440] The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer at a first moment is less than the flow rate of the coolant flowing in the coolant layer at a second moment.

[0441] The first time is a time before a predetermined time has elapsed since the start of the cooling.

[0442] The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

[0443] (C-3)

[0444] The vehicle according to C-1,

[0445] When a value indicating the magnitude of the cooling load for cooling the battery module group by the heat exchange plate is greater than a predetermined value, the management device controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer at a first moment is less than the flow rate of the coolant flowing through the coolant layer at a second moment.

[0446] The first time is a time before a predetermined time has elapsed since the start of the cooling.

[0447] The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

[0448] (C-4)

[0449] The vehicle according to C-3,

[0450] The value indicating the magnitude of the cooling load is the output value β of the compressor.

[0451] (C-5)

[0452] The vehicle according to C-4,

[0453] The compressor output value β is a value determined according to the difference between the average temperature of the battery modules included in the battery module group and a target value of the average temperature of the battery modules included in the battery module group.

[0454] The greater 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 greater the output value β of the compressor.

[0455] (C-6)

[0456] The vehicle according to any one of C-1 to C-5,

[0457] The refrigerant circuit includes a heat exchange prevention mechanism that prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit.

[0458] (C-7)

[0459] The vehicle according to C-6,

[0460] The heat exchange prevention mechanism is a blower.

[0461] The management device prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit by suppressing air blowing by the blower.

[0462] (C-8)

[0463] The vehicle according to C-6,

[0464] The heat exchange prevention mechanism is a first solenoid valve disposed between the condenser and the evaporator and within the first refrigerant path.

[0465] The management device prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit by closing the first solenoid valve.

[0466] (C-9)

[0467] The vehicle according to any one of C-1 to C-8,

[0468] A heater for heating the coolant in the coolant circuit is arranged in the coolant circuit,

[0469] When the heater heats the coolant in the coolant circuit, the management device controls the compressor to recover the refrigerant from the refrigerant layer to the refrigerant circuit.

[0470] (C-10)

[0471] A temperature adjustment system comprising:

[0472] a refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit;

[0473] a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit;

[0474] a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface; and

[0475] a management device for managing a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchange plate;

[0476] The temperature adjustment system can be housed in a vehicle body having the battery module group.

[0477] The vehicle body combines a first wheel and a second wheel and includes an electric motor that drives the first wheel using the power supplied from the battery module group. The vehicle body can constitute a vehicle that can travel using the first wheel and the second wheel.

[0478] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0479] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0480] The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the cooling liquid circuit is connected to the cooling liquid input portion and the cooling liquid output portion.

[0481] The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the condenser and the compressor.

[0482] The first refrigerant path includes the first expansion valve and the evaporator.

[0483] The second refrigerant path includes a second solenoid valve and the second expansion valve.

[0484] The second refrigerant path is connected to the refrigerant input part and the refrigerant output part,

[0485] The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer of the heat exchange plate changes according to an elapsed time from the start of cooling.

[0486] (C-11)

[0487] According to the temperature control system described in C-10,

[0488] The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer at a first moment is less than the flow rate of the coolant flowing in the coolant layer at a second moment.

[0489] The first time is a time before a predetermined time has elapsed since the start of the cooling.

[0490] The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

[0491] (C-12)

[0492] According to the temperature control system described in C-10,

[0493] When a value indicating the magnitude of the cooling load for cooling the battery module group by the heat exchange plate is greater than a predetermined value, the management device controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer at a first moment is less than the flow rate of the coolant flowing through the coolant layer at a second moment.

[0494] The first time is a time before a predetermined time has elapsed since the start of the cooling.

[0495] The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

[0496] (C-13)

[0497] According to the temperature control system described in C-12,

[0498] The value indicating the magnitude of the cooling load is the output value β of the compressor.

[0499] (C-14)

[0500] According to the temperature control system described in C-13,

[0501] The compressor output value β is a value determined according to the difference between the average temperature of the battery modules included in the battery module group and a target value of the average temperature of the battery modules included in the battery module group.

[0502] The greater 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 greater the output value β of the compressor.

[0503] (C-15)

[0504] The temperature adjustment system according to any one of C-10 to C-14,

[0505] The refrigerant circuit includes a heat exchange prevention mechanism that prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit.

[0506] (C-16)

[0507] According to the temperature control system described in C-15,

[0508] The heat exchange prevention mechanism is a blower.

[0509] The management device prevents the refrigerant from exchanging heat with the outside of the refrigerant circuit in the evaporator by suppressing air blowing by the blower.

[0510] (C-17)

[0511] According to the temperature control system described in C-15,

[0512] The heat exchange prevention mechanism is a first solenoid valve disposed between the condenser and the evaporator and within the first refrigerant path.

[0513] The management device prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit by closing the first solenoid valve.

[0514] (C-18)

[0515] The temperature adjustment system according to any one of C-10 to C-17,

[0516] A heater for heating the coolant in the coolant circuit is arranged in the coolant circuit,

[0517] When the heater heats the coolant in the coolant circuit, the management device controls the compressor to recover the refrigerant from the refrigerant layer to the refrigerant circuit.

[0518] (D-1)

[0519] A vehicle comprising:

[0520] a first refrigerant circuit including a first compressor, a first condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the first refrigerant circuit;

[0521] a second refrigerant circuit including a second compressor, a second condenser, and a third expansion valve, wherein the refrigerant circulates in the second refrigerant circuit;

[0522] a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit;

[0523] a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface;

[0524] a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchange plate;

[0525] a vehicle body accommodating the first refrigerant circuit, the second refrigerant circuit, the coolant circuit, the heat exchange plate, and the battery module group;

[0526] a first wheel and a second wheel, the first wheel and the second wheel being coupled to the vehicle body; and

[0527] an electric motor that drives the first wheel using electric power supplied from the battery module group,

[0528] The vehicle is capable of traveling using the first wheel and the second wheel,

[0529] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0530] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0531] The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the coolant circuit is connected to the cooling liquid input portion and the cooling liquid output portion.

[0532] The second refrigerant circuit is connected to the refrigerant input part and the refrigerant output part,

[0533] The first refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the first condenser and the first compressor.

[0534] The first refrigerant path includes the first expansion valve and the evaporator.

[0535] The second refrigerant path includes a second solenoid valve and the second expansion valve.

[0536] The vehicle further includes a cooler that performs heat exchange between the coolant flowing in the coolant circuit and the refrigerant flowing in the first refrigerant circuit.

[0537] The cooler is capable of performing heat exchange between the coolant flowing in the coolant circuit and the refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit.

[0538] (D-2)

[0539] The vehicle according to D-1,

[0540] A management device is further provided, the management device managing the battery module group,

[0541] The management device opens the second electromagnetic valve, thereby increasing the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit.

[0542] By closing the second electromagnetic valve by the management device, the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit is reduced.

[0543] (D-3)

[0544] The vehicle according to D-2,

[0545] The management device opens the second solenoid valve and activates the pump.

[0546] (D-4)

[0547] A vehicle according to D-2 or D-3,

[0548] When the battery module group is rapidly charged, the management device opens the second solenoid valve.

[0549] (D-5)

[0550] A vehicle according to D-2 or D-3,

[0551] The management device opens the second electromagnetic valve when an average temperature of the battery modules included in the battery module group is higher than a prescribed value.

[0552] (D-6)

[0553] The vehicle according to any one of D-1 to D-5,

[0554] The coolant circuit includes a heater that heats the coolant entering the heat exchange plate.

[0555] (D-7)

[0556] The vehicle according to D-6,

[0557] The management device controls the first compressor, the second compressor, the second solenoid valve, and the heater to stop the first compressor and the second compressor, close the second solenoid valve, and cause the heater to heat the coolant entering the heat exchange plate.

[0558] (D-8)

[0559] A temperature adjustment system comprising:

[0560] a first refrigerant circuit including a first compressor, a first condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the first refrigerant circuit;

[0561] a second refrigerant circuit including a second compressor, a second condenser, and a third expansion valve, wherein the refrigerant circulates in the second refrigerant circuit;

[0562] a coolant circuit including a reservoir and a pump, wherein the coolant circulates in the coolant circuit; and

[0563] A heat exchange plate having a first surface and a second surface opposite to the first surface, a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface.

[0564] The temperature adjustment system can be housed in a vehicle body having a battery module group, wherein the battery module group includes a plurality of battery modules and is arranged along the first surface of the heat exchange plate.

[0565] The vehicle body combines a first wheel and a second wheel and includes an electric motor that drives the first wheel using the power supplied from the battery module group. The vehicle body can constitute a vehicle that can travel using the first wheel and the second wheel.

[0566] At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer.

[0567] The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer.

[0568] The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the cooling liquid circuit is connected to the cooling liquid input portion and the cooling liquid output portion.

[0569] The second refrigerant circuit is connected to the refrigerant input part and the refrigerant output part,

[0570] The first refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the first condenser and the first compressor.

[0571] The first refrigerant path includes the first expansion valve and the evaporator.

[0572] The second refrigerant path includes a second solenoid valve and the second expansion valve.

[0573] The temperature control system further includes a cooler that performs heat exchange between the coolant flowing in the coolant circuit and the refrigerant flowing in the first refrigerant circuit.

[0574] The cooler is capable of performing heat exchange between the coolant flowing in the coolant circuit and the refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit.

[0575] (D-9)

[0576] According to the temperature control system described in D-8,

[0577] A management device is further provided, the management device managing the battery module group,

[0578] The management device opens the second electromagnetic valve, thereby increasing the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit.

[0579] By closing the second electromagnetic valve through the management device, the amount of refrigerant flowing between the second expansion valve and the first compressor in the first refrigerant circuit is reduced.

[0580] (D-10)

[0581] According to the temperature control system described in D-9,

[0582] The management device opens the second solenoid valve and activates the pump.

[0583] (D-11)

[0584] The temperature control system according to D-9 or D-10,

[0585] When the battery module group is rapidly charged, the management device opens the second solenoid valve.

[0586] (D-12)

[0587] The temperature control system according to D-9 or D-10,

[0588] The management device opens the second electromagnetic valve when an average temperature of the battery modules included in the battery module group is higher than a prescribed value.

[0589] (D-13)

[0590] The temperature adjustment system according to any one of D-8 to D-12,

[0591] The coolant circuit includes a heater that heats the coolant entering the heat exchange plate.

[0592] (D-14)

[0593] According to the temperature control system described in D-13,

[0594] The management device controls the first compressor, the second compressor, the second solenoid valve, and the heater to stop the first compressor and the second compressor, close the second solenoid valve, and cause the heater to heat the coolant entering the heat exchange plate.

[0595] While embodiments of the vehicle, heat exchange plate, and battery pack according to the present disclosure have been described above with reference to the accompanying drawings, the present disclosure is not limited to these examples. It is apparent that those skilled in the art will be able to devise various modifications, corrections, substitutions, additions, deletions, and equivalents within the scope of the claims, and such modifications naturally fall within the technical scope of the present disclosure.

[0596] In addition, this application claims priority based on Japanese patent applications filed on March 31, 2020 (Japanese Patent Application No. 2020-064392), Japanese patent applications filed on March 31, 2020 (Japanese Patent Application No. 2020-064389), Japanese patent applications filed on March 31, 2020 (Japanese Patent Application No. 2020-064390), Japanese patent applications filed on March 31, 2020 (Japanese Patent Application No. 2020-064391), and Japanese patent applications filed on March 27, 2020 (Japanese Patent Application No. 2020-058577), the contents of which are incorporated herein by reference.

[0597] Industrial applicability

[0598] The vehicle, heat exchange plate, and battery pack disclosed herein are useful in fields where temperature regulation of an on-vehicle battery is desired.

[0599] Description of Reference Numerals

[0600] 1: Battery temperature adjustment system; 1B: Battery temperature adjustment system; 5: Refrigerant circuit (first refrigerant circuit); 51: First compressor; 52: First condenser; 53: First expansion valve; 54: Second expansion valve; 55: Evaporator; 56: First solenoid valve; 57: Second solenoid valve; 58: Blower; 59: Cooler; 5A: First refrigerant path; 5B: Second refrigerant path; 6: Coolant circuit; 61: Liquid storage tank; 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; 30B: coolant output; 31: coolant passage; 31A: first portion; 31B: second portion; 40: refrigerant layer; 40A: refrigerant input; 40B: refrigerant output; 41: refrigerant passage; 70: heat exchange plate; 71: coolant layer connecting passage; 90: battery pack; 91: housing; 100: vehicle; 101: wheel; 101a: first wheel; 101b: second wheel; 101c: third wheel; 101d: fourth wheel; 102: vehicle body; 103: bottom surface; 411, 411A to 411F: branch refrigerant passages; 501: temperature sensor; P: pump.

Claims

1. A vehicle comprising: a refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit; a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit; a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface; a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchange plate; a management device for managing the battery module group; a vehicle body, which houses the refrigerant circuit, the coolant circuit, the heat exchange plate, the battery module group, and the management device; a first wheel and a second wheel, the first wheel and the second wheel being coupled to the vehicle body; and an electric motor that drives the first wheel using electric power supplied from the battery module group, The vehicle is capable of traveling using the first wheel and the second wheel, At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer, The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer. The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the cooling liquid circuit is connected to the cooling liquid input portion and the cooling liquid output portion. The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the condenser 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. The second refrigerant path is connected to the refrigerant input part and the refrigerant output part, The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer of the heat exchange plate changes according to an elapsed time from the start of cooling.

2. The vehicle according to claim 1, wherein The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer at a first moment is less than the flow rate of the coolant flowing in the coolant layer at a second moment. The first time is a time before a predetermined time has elapsed since the start of the cooling. The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

3. The vehicle according to claim 1, wherein When a value indicating the magnitude of the cooling load for cooling the battery module group by the heat exchange plate is greater than a predetermined value, the management device controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer at a first moment is less than the flow rate of the coolant flowing through the coolant layer at a second moment. The first time is a time before a predetermined time has elapsed since the start of the cooling. The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

4. The vehicle according to claim 3, wherein: The value indicating the magnitude of the cooling load is the output value β of the compressor.

5. The vehicle according to claim 4, wherein The compressor output value β is a value determined according to the difference between the average temperature of the battery modules included in the battery module group and a target value of the average temperature of the battery modules included in the battery module group. The greater 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 greater the output value β of the compressor.

6. The vehicle according to any one of claims 1 to 5, wherein: The refrigerant circuit includes a heat exchange prevention mechanism that prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit.

7. The vehicle according to claim 6, wherein: The heat exchange prevention mechanism is a blower. The management device prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit by suppressing air blowing by the blower.

8. The vehicle according to claim 6, wherein: The heat exchange prevention mechanism is a first solenoid valve disposed between the condenser and the evaporator and within the first refrigerant path. The management device prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit by closing the first solenoid valve.

9. The vehicle according to any one of claims 1 to 8, wherein: A heater for heating the coolant in the coolant circuit is arranged in the coolant circuit, When the heater heats the coolant in the coolant circuit, the management device controls the compressor to recover the refrigerant from the refrigerant layer to the refrigerant circuit.

10. A temperature adjustment system comprising: a refrigerant circuit including a compressor, a condenser, a first expansion valve, a second expansion valve, and an evaporator, wherein a refrigerant circulates in the refrigerant circuit; a coolant circuit having a reservoir and a pump, wherein the coolant circulates in the coolant circuit; a heat exchange plate having a first surface and a second surface opposite to the first surface, and comprising a coolant layer for circulating a coolant between the first surface and the second surface, and a refrigerant layer for circulating a refrigerant between the first surface and the second surface; as well as a management device for managing a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchange plate; The temperature adjustment system can be housed in a vehicle body having the battery module group. The vehicle body combines a first wheel and a second wheel and includes an electric motor that drives the first wheel using the power supplied from the battery module group. The vehicle body can constitute a vehicle that can travel using the first wheel and the second wheel. At least a portion of the cooling liquid layer is arranged to overlap with the refrigerant layer, The heat exchange plate includes a refrigerant input portion for allowing the refrigerant to enter the refrigerant layer, and a refrigerant output portion for allowing the refrigerant to flow out of the refrigerant layer. The heat exchange plate includes a cooling liquid input portion for the cooling liquid to enter the cooling liquid layer, and a cooling liquid output portion for the cooling liquid to flow out of the cooling liquid layer, and the cooling liquid circuit is connected to the cooling liquid input portion and the cooling liquid output portion. The refrigerant circuit includes a first refrigerant path and a second refrigerant path through which the refrigerant flows between the condenser 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. The second refrigerant path is connected to the refrigerant input part and the refrigerant output part, The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer of the heat exchange plate changes according to an elapsed time from the start of cooling.

11. The temperature adjustment system according to claim 10, wherein: The management device controls the flow rate of the coolant so that the flow rate of the coolant flowing in the coolant layer at a first moment is less than the flow rate of the coolant flowing in the coolant layer at a second moment. The first time is a time before a predetermined time has elapsed since the start of the cooling. The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

12. The temperature adjustment system according to claim 10, wherein: When a value indicating the magnitude of the cooling load for cooling the battery module group by the heat exchange plate is greater than a predetermined value, the management device controls the flow rate of the coolant so that the flow rate of the coolant flowing through the coolant layer at a first moment is less than the flow rate of the coolant flowing through the coolant layer at a second moment. The first time is a time before a predetermined time has elapsed since the start of the cooling. The second time is a time after the predetermined elapsed time has elapsed from the start of the cooling.

13. The temperature adjustment system according to claim 12, wherein: The value indicating the magnitude of the cooling load is the output value β of the compressor.

14. The temperature adjustment system according to claim 13, wherein: The compressor output value β is a value determined according to the difference between the average temperature of the battery modules included in the battery module group and a target value of the average temperature of the battery modules included in the battery module group. The greater 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 greater the output value β of the compressor.

15. The temperature control system according to any one of claims 10 to 14, wherein: The refrigerant circuit includes a heat exchange prevention mechanism that prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit.

16. The temperature adjustment system according to claim 15, wherein: The heat exchange prevention 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 air blowing by the blower.

17. The temperature adjustment system according to claim 15, wherein: The heat exchange prevention mechanism is a first solenoid valve disposed between the condenser and the evaporator and within the first refrigerant path. The management device prevents the refrigerant in the evaporator from exchanging heat with the outside of the refrigerant circuit by closing the first solenoid valve.

18. The temperature control system according to any one of claims 10 to 17, wherein: A heater for heating the coolant in the coolant circuit is arranged in the coolant circuit, When the heater heats the coolant in the coolant circuit, the management device controls the compressor to recover the refrigerant from the refrigerant layer to the refrigerant circuit.

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