Vehicle, heat exchange plate, and battery pack

Abstract

To suppress variation in temperature of a car-mounted battery.SOLUTION: Between the first surface and the second surface of the heat exchange plate, the coolant passage is disposed in a first region in plan view, the refrigerant passage is disposed in a second region in plan view, the battery module group is disposed in a third region in plan view on the first surface of the heat exchange plate, at least a part of the first region of the coolant passage is disposed to overlap the second region of the refrigerant passage, at least a part of the third region of the battery module group is disposed to overlap the first region of the refrigerant passage, at least a part of the third region of the battery module group is disposed to overlap the second region of the refrigerant passage, the heat exchange plate includes one end portion and the other end portion with respect to a vehicle travel direction, and the coolant output portion, the coolant input portion, the refrigerant output portion, and the refrigerant input portion are disposed at the one end portion of the heat exchange plate.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle, a heat exchange plate, and a battery pack. [Background technology]

[0002] Hybrid vehicles and electric vehicles are equipped with an on-board battery that supplies power to the motor that serves as the drive source. To suppress temperature increases in the on-board battery, a hybrid heat exchanger that simultaneously supplies both a refrigerant and a cooling liquid is known (see Patent Document 1).

[0003] Patent Document 1 discloses a power supply device for a vehicle that includes a battery block formed by connecting multiple battery cells, a cooling plate that is thermally coupled to the battery cells and cools the battery cells with a supplied refrigerant, a cooling mechanism that supplies refrigerant to the cooling plate, and a control circuit that controls the cooling mechanism to control the cooling state of the cooling plate, and discloses that the device efficiently and quickly cools the battery while reducing the temperature difference between the battery cells and preventing adverse effects caused by an imbalance between the battery cells. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2010-50000 A Summary of the Invention [Problem to be solved by the invention]

[0005] Patent Document 1 discloses a method of cooling battery cells with both water and refrigerant, but does not consider the temperature rise in the center, which causes the temperature of the cells in the center of the battery cell to become high, which can lead to temperature variations in the on-board battery.

[0006] The present disclosure aims to provide a vehicle, a heat exchange plate, and a battery pack that suppress temperature variations in an on-board battery. [Means for solving the problem]

[0007] One aspect of the present disclosure is a cooling device including: a cooling liquid passage having a first surface and a second surface opposite to the first surface, for circulating a cooling liquid between the first surface and the second surface; a cooling liquid passage for circulating a refrigerant between the first surface and the second surface; a cooling liquid output section through which the cooling liquid flows from the cooling liquid passage; a cooling liquid input section through which the cooling liquid flowing from the cooling liquid output section flows toward the cooling liquid passage via at least a pump; a cooling liquid output section configured to cause the refrigerant to flow from the refrigerant passage; a cooling liquid input section configured to cause the refrigerant flowing from the refrigerant output section to flow toward the refrigerant passage via a heat exchange cycle system; and a cooling liquid output section configured to cause the refrigerant to flow from the refrigerant passage. a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchanger plate; a vehicle body accommodating the heat exchanger plate and the battery module group; first and second wheels coupled to the vehicle body; and an electric motor that drives at least the first wheel using power supplied from the battery module group, wherein the vehicle is capable of traveling in a forward direction using the first wheel and the second wheel, wherein the heat exchanger plate is arranged along the forward direction, the coolant passages are arranged in a first region in a plan view between the first surface and the second surface of the heat exchanger plate, and the refrigerant passages are arranged between the first surface and the second surface of the heat exchanger plate. and the battery module group is arranged in a second region in a planar view on the first surface of the heat exchanger plate, the battery module group is arranged in a third region in a planar view on the first surface of the heat exchanger plate, at least a portion of the first region of the coolant passage is arranged overlapping the second region of the refrigerant passage, at least a portion of the third region of the battery module group is arranged overlapping the first region of the coolant passage, and at least a portion of the third region of the battery module group is arranged overlapping the second region of the refrigerant passage, the heat exchanger plate has one end and the other end in the traveling direction, and the coolant output portion, the coolant input portion, the refrigerant output portion, and the refrigerant input portion are arranged at the one end of the heat exchanger plate.

[0008] One aspect of the present disclosure is a heat exchange plate having a first surface and a second surface opposite to the first surface, the heat exchange plate including a coolant passage for circulating a coolant between the first surface and the second surface, a coolant passage for circulating a refrigerant between the first surface and the second surface, a coolant output portion through which the coolant flows from the coolant passage, a coolant input portion through which the coolant flowing out of the coolant output portion flows toward the coolant passage via at least a pump, a refrigerant output portion configured to cause the refrigerant to flow out of the refrigerant passage, a refrigerant input portion configured to cause the refrigerant flowing out of the refrigerant output portion to flow toward the refrigerant passage via a heat exchange cycle system, and a refrigerant output portion configured to cause the refrigerant to flow out of the refrigerant passage, wherein a battery module group having a plurality of battery modules is configured to be arranged along the first surface, the battery module group includes a vehicle body, first and second wheels coupled to the vehicle body, and an electric motor that drives at least the first wheel using power supplied from the battery module group, and the vehicle body is capable of traveling in a forward direction using the first wheel and the second wheel. the heat exchange plate is configured to accommodate a battery module and the battery module group, the heat exchange plate is arranged along the traveling direction, the coolant passage is arranged in a first region in a plan view between the first surface and the second surface of the heat exchange plate, the refrigerant passage is arranged in a second region in a plan view between the first surface and the second surface of the heat exchange plate, the battery module group is configured to be arranged in a third region in a plan view on the first surface of the heat exchange plate, at least a portion of the first region of the coolant passage is arranged to overlap the second region of the refrigerant passage, at least a portion of the third region of the battery module group is configured to overlap the first region of the coolant passage, and at least a portion of the third region of the battery module group is configured to overlap the second region of the refrigerant passage, the heat exchange plate is configured to have one end and the other end in the traveling direction, and the coolant output port, the coolant input port, the refrigerant output port, and the refrigerant input port are arranged at the one end.

[0009] One aspect of the present disclosure provides a cooling system including a cooling liquid passage having a first surface and a second surface opposite to the first surface, the cooling liquid passage circulating a cooling liquid between the first surface and the second surface, a cooling liquid passage circulating a refrigerant between the first surface and the second surface, a cooling liquid output section where the cooling liquid from the cooling liquid passage flows, a cooling liquid input section where the cooling liquid from the cooling liquid output section flows toward the cooling liquid passage via at least a pump, a refrigerant output section configured to output the refrigerant from the refrigerant passage, and a cooling liquid passage where the refrigerant from the refrigerant output section flows toward the refrigerant passage via a heat exchange cycle system. a battery pack including a heat exchanger plate having a refrigerant input portion configured to receive a refrigerant and a refrigerant output portion configured to allow the refrigerant to flow out of the refrigerant passages; a battery module group having a plurality of battery modules and arranged along the first surface of the heat exchanger plate; and a housing accommodating the heat exchanger plate and the battery module group, the battery pack being configured to be mounted on a vehicle including a vehicle body, first and second wheels coupled to the vehicle body, and an electric motor that drives at least the first wheel using power supplied from the battery module group, the vehicle being capable of traveling in a forward direction using the first and second wheels, the battery pack being configured to be disposed along the forward direction, the coolant passages in the heat exchanger plate being disposed in a first region between the first and second surfaces of the heat exchanger plate in a plan view, the refrigerant passages in the heat exchanger plate being disposed in a second region between the first and second surfaces of the heat exchanger plate in a plan view, the battery module group being arranged in a third region on the first surface of the heat exchanger plate in a plan view, and the battery module group being arranged in a third region on the first surface of the heat exchanger plate in a front At least a portion of the first region of the cooling liquid passage is arranged overlapping the second region of the refrigerant passage, at least a portion of the third region of the battery module group is arranged overlapping the first region of the cooling liquid passage, at least a portion of the third region of the battery module group is arranged overlapping the second region of the refrigerant passage, the housing has one end and the other end in the direction of travel, and the cooling liquid output portion, the cooling liquid input portion, the refrigerant output portion, and the refrigerant input portion are arranged at the one end of the housing of the battery pack. [Effects of the Invention]

[0010] According to the present disclosure, it is possible to suppress variations in the temperature of an on-board battery. [Brief explanation of the drawings]

[0011] [Figure 1] A conceptual diagram showing an example of a battery temperature adjustment system 1 of the present disclosure. [Figure 2] 2A and 2B are configuration diagrams of the battery temperature control system 1 based on FIG. 1, in which (a) is a partially exploded perspective view, (b) is a first AA′ cross-sectional view, (c) is a second AA′ cross-sectional view, and (d) is a third AA′ cross-sectional view. [Figure 3] 1A and 1B are schematic diagrams illustrating examples of different shapes of the cooling unit 50 of the present disclosure, as viewed from above, in which (a) is a diagram illustrating a first embodiment and (b) is a diagram illustrating a second embodiment. [Figure 4] 5A and 5B are schematic plan views showing examples of another embodiment of the cooling unit 50 of the present disclosure, (a) embodiment 3, and (b) embodiment 4. [Figure 5] 1A and 1B are schematic diagrams illustrating examples of arrangement of secondary battery cells according to the present disclosure, as viewed from above, in which (a) is an example 1 and (b) is an example 2. [Figure 6] Schematic diagram showing the heat generation state based on each resistance of the secondary battery cell of the present disclosure. [Figure 7] Schematic diagram showing the heat generation state of the secondary battery cell 11 and the thermal management system 20 of the present disclosure. [Figure 8] FIG. 1 is a schematic diagram illustrating an example of cooling control of a battery temperature adjustment system 1 according to the present disclosure. [Figure 9] FIG. 1 is a schematic diagram illustrating an example of heating control of a battery temperature adjustment system 1 according to the present disclosure. [Figure 10] 1 is a block diagram illustrating another embodiment of the cooling section 50 of the present disclosure. [Figure 11] 1A and 1B are schematic diagrams illustrating a state in which a battery temperature control system 1 is mounted on a vehicle 100 according to the present disclosure, in which (a) is a side view of the vehicle 100, and (b) is a rear view of the vehicle 100. [Figure 12] FIG. 12 is a schematic diagram showing an example of control of the battery temperature adjustment system 1 using route and destination information of the vehicle 100 in FIG. [Figure 13]FIG. 1 is a side view showing a battery pack α installed in a vehicle 100. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, with reference to the drawings as appropriate, an embodiment (hereinafter referred to as "the present embodiment") specifically disclosing a vehicle, a heat exchange plate, and a battery pack according to the present disclosure will be described in detail. However, more detailed description than necessary may be omitted. For example, detailed description of already well-known matters or redundant description of substantially identical configurations may be omitted. This is to avoid unnecessary redundancy in the following description and to facilitate understanding by those skilled in the art. Note that the accompanying 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 recited in the claims.

[0013] Hereinafter, preferred embodiments for carrying out the present disclosure will be described in detail with reference to the drawings.

[0014] Fig. 1 is a conceptual diagram showing an example of a battery temperature control system 1 according to the present disclosure. Fig. 2 is a configuration diagram of the battery temperature control system 1 based on Fig. 1, including (a) a partially exploded perspective view, (b) a first A-A' cross-sectional view, (c) a second A-A' cross-sectional view, and (d) a third A-A' cross-sectional view. The battery temperature control system 1 according to the present disclosure will be described in detail with reference to Figs. 1 and 2.

[0015] The battery temperature control system 1 includes an on-board battery 10 and a thermal management system 20 that supports and cools the on-board battery 10. The thermal management system 20 has a heat exchanger 21. The on-board battery 10 includes multiple secondary battery cells 11, which are arranged linearly on a first surface 22 of the heat exchanger 21. The side of the heat exchanger 21 opposite the first surface 22 is referred to as a second surface 23. The secondary battery cells 11 are batteries that store electrical energy to power a traction motor in, for example, a hybrid vehicle or an electric vehicle, and are components that require temperature regulation, such as cooling. A combination of multiple secondary battery cells 11 (single cells) is called a battery module. A combination of multiple battery modules is called a battery module group. The on-board battery 10 may correspond to a single battery module or a battery module group having multiple battery modules. Here, the on-board battery 10 will be described as a battery module group. As shown in the figure, the battery module group is arranged along the first surface 22 of the heat exchanger 21. The battery module group has a third region REG3 on the first surface 22 in a plan view.

[0016] The thermal management system 20 is a device for cooling the vehicle-mounted battery 10 and includes a heat exchanger 21 disposed adjacent to the vehicle-mounted battery 10. The thermal management system 20 further includes a coolant passage 30 housed in the heat exchanger 21 and through which a coolant flows, and a refrigerant pipe 40 through which a refrigerant flows. The coolant passage 30 may be layered, as shown in FIGS. 2(b) to 2(d). That is, the coolant passage 30 is a coolant layer through which the coolant circulates. This coolant layer has a first region REG1 in plan view between the first surface 22 and the second surface 23 (see FIG. 2(a)). The thermal management system 20 further includes a coolant passage pipe 31 communicating with the coolant passage 30, a pump 32 connected to the coolant passage pipe 31 and circulating the coolant, a heater 33, a compressor 41 circulating the refrigerant through the refrigerant pipe 40, a condenser 42, and an expansion valve 43.

[0017] The refrigerant pipe 40 communicates with a compressor 41, a condenser 42, and an expansion valve 43. The refrigerant pipe 40 arranged in the coolant passage 30 in FIG. 1 constitutes a cooling section 50. As shown in FIGS. 2(b) to 2(d), the cooling section 50 may be layered, and a refrigerant flows through the cooling section 50. In other words, the cooling section 50 is a refrigerant layer that circulates the refrigerant. This refrigerant layer has a second region REG2 in plan view between the first surface 22 and the second surface 23 (see FIG. 2(a)).

[0018] The interrelationships between the first region REG1, the second region REG2, and the third region REG3 shown above are as follows. The second region REG2 of the refrigerant layer is smaller than the first region REG1 of the coolant layer (see Figure 2(a)). In other words, the region of the refrigerant layer (second region REG2) is concentrated and arranged so that it is smaller than the first region REG1 of the coolant layer. This allows the piping for the refrigerant to be shortened. Shorter piping has the effect of reducing pressure loss. At least a portion of the second region REG2 of the refrigerant layer is arranged to overlap the first region REG1 of the liquid coolant layer (see FIGS. 2(a) to 2(d)). This allows heat exchange between the liquid coolant and the refrigerant in the area where the second region REG2 of the refrigerant layer overlaps the first region REG1 of the liquid coolant layer. The center O of the third region REG3 of the battery module group is arranged to overlap the second region REG2 of the refrigerant layer (see FIGS. 2(a) to 2(d)). As a result, the area around the center O of the third region REG3 of the battery module group is intensively cooled by the refrigerant flowing through the refrigerant layer. The area around the center O of the third region REG3 is where heat accumulates and the temperature becomes higher. Therefore, by intensively cooling the area around the center O, temperature variations in the battery module group are reduced.

[0019] Preferably, the third region REG3 of the battery module group is smaller than the first region REG1 of the coolant layer, so that the entire battery module group can be cooled by the coolant layer.

[0020] The relationship between the first region REG1, the second region REG2, and the third region REG3 in the up-down direction is as follows: At the center O of the third region REG3 of the battery module group (vehicle battery 10), a coolant layer (coolant passage 30) is disposed between the refrigerant layer (cooling section 50) and the battery module group. This arrangement is maintained in all states shown in Figures 2(b) to 2(d). The presence of the coolant layer between the refrigerant layer and the battery module group allows the coolant to diffuse any unevenness in cooling caused by the refrigerant, thereby enabling the battery module group to be cooled more uniformly.

[0021] In FIG. 2(b), the refrigerant layer is embedded within the coolant layer. In FIG. 2(c), the refrigerant layer is located inside and at the bottom of the coolant layer. In FIG. 2(d), the coolant layer is placed on top of the refrigerant layer. The configuration shown in FIG. 2(b) can also be interpreted as a sandwich structure in which the refrigerant layer is sandwiched between two coolant layers. That is, the coolant layer includes a first coolant layer 30a and a second coolant layer 30b at the center O of the third region REG3 of the battery module group. The first coolant layer 30a is disposed between the refrigerant layer and the battery module group at the center O of the third region REG3 of the battery module group. The refrigerant layer is disposed between the first coolant layer 30a and the second coolant layer 30b at the center O of the third region REG3 of the battery module group. This arrangement allows the refrigerant layer to be surrounded by the first coolant layer 30a and the second coolant layer 30b, facilitating heat exchange between the refrigerant layer and the coolant layer.

[0022] The cooling unit 50 is composed of piping. As shown in the schematic diagram of FIG. 1, the cooling unit 50 is provided with a refrigerant inlet pipe 51 and an outlet pipe 52, and has a first point 53 on one side and a second point 54 on the other side. In the example of FIG. 1, the refrigerant flows and circulates through the cooling unit 50, which is configured in a single stroke from the inlet pipe 51 to the outlet pipe 52, to cool the on-board battery 10. The cooling unit 50 also forms a section that turns back from the first point 53 to the second point 54. That is, the refrigerant flows in through the inlet pipe 51, travels back and forth between the vicinity of the first point 53 and the vicinity of the second point 54, and flows out through the outlet pipe 52.

[0023] In this embodiment, the cooling section 50 is arranged within a central region S in a planar view of the vehicle-mounted battery 10, and the central region S is set as a region near the center having a length of approximately 1 / 3 in the vertical and horizontal directions in a planar view of the vehicle-mounted battery 10.

[0024] The coolant flowing through the coolant passage 30 is, for example, an antifreeze containing ethylene glycol. The coolant flowing through the coolant pipe 40 may be a two-phase mixture of gas and liquid, such as HFC (hydrofluorocarbon). However, the coolant may be other than HFC.

[0025] The coolant circulates through the coolant passage 30 by driving a pump 32 shown in FIG. 1, and the pump 32 is, for example, a coolant pressure pump or an electric water pump.

[0026] The compressor 41 compresses the vaporized refrigerant and supplies it to the condenser 42, which cools and liquefies the refrigerant compressed by the compressor 41, supplies it to the expansion valve 43, and circulates it within the refrigerant piping 40.

[0027] The heat exchanger 21 is, for example, flat and has a height shorter than its length in the front-to-back and left-to-right directions, and is called a heat exchange plate. However, the heat exchanger 21 may also be box-shaped, square-shaped, or cylindrical, with the front-to-back direction being shorter than the left-to-right direction. The heat exchanger 21 is provided with an inlet pipe 51 and an outlet pipe 52 that communicate with the cooling section 50, and an inlet pipe 31a and an outlet pipe 31b of the coolant passage pipe 31 that communicates with the coolant passage 30.

[0028] 3A and 3B are schematic top views showing examples of different shapes of the cooling section 50 of the present disclosure, (a) being embodiment 1 and (b) being embodiment 2. The piping structure of the cooling section 50 will be described with reference to FIG.

[0029] In the first embodiment shown in Fig. 3(a), the shape of the folded-back portions at the first point 53 and the second point 54 is flat. The flow of the refrigerant in each piping portion is parallel between the first point 53 and the second point 54. The positions of the inlet piping 51 and the outlet piping 52 can be set arbitrarily. This allows the refrigerant piping 40 to be continuously connected, enabling a compact and low-cost piping configuration.

[0030] 3(a), the refrigerant pipe 40 of the cooling unit 50 is arranged in a single continuous pipe shape without branching into multiple parts, as if drawn in one stroke. Note that the pipe shape described in top view may be arranged in multiple positions in the vertical direction (plan view) within the coolant passage 30.

[0031] 3(b), the refrigerant pipe 40 may be branched into multiple flow paths. In both cases of FIG. 3(a) and FIG. 3(b), multiple pipes may be connected together to form the pipe shape shown in the figure.

[0032] 4A and 4B are schematic plan views showing examples of other embodiments of the cooling section 50 of the present disclosure, (a) being embodiment 3 and (b) being embodiment 4. The piping structure of the cooling section 50 will be described with reference to FIG.

[0033] In the third and fourth embodiments, the refrigerant pipes 40 are arranged in a spiral shape toward the center of the cooling section 50. The inlet pipes 51 are arranged near the periphery of the cooling section 50, and the outlet pipes 52 are arranged near the center of the cooling section 50. The positions of the inlet pipes 51 and the outlet pipes 52 may be reversed. In this case, the liquid phase refrigerant enters from the inlet pipe 51 arranged near the center of the cooling section 50, and while changing from the liquid phase to the gas phase, the refrigerant cools the vicinity of the center, and then flows toward the outlet pipes 52 arranged near the periphery. This allows the vicinity of the center of the cooling section 50 to be cooled efficiently.

[0034] Compared with the fourth embodiment shown in FIG. 4(b), the third embodiment shown in FIG. 4(a) has refrigerant pipes 40 concentrated near the center of the cooling unit 50. This means that the surface area in contact with the coolant flowing through the coolant passages 30 is larger near the center of the cooling unit 50, resulting in greater cooling capacity. The second region REG2 of the refrigerant layer is further divided into two regions: a first refrigerant layer region REG21 corresponding to the center O of the third region REG3 (see FIG. 2), and a second refrigerant layer region REG22 located outside the first refrigerant layer region in a plan view. These two refrigerant layer regions REG21 and REG22 are indicated by dashed lines in the figure. The first cooling capacity of the first refrigerant layer region REG21 is greater than the second cooling capacity of the second refrigerant layer region REG22.

[0035] The shape of the cooling section 50 is determined by the temperature rise of the on-board battery 10 placed in the thermal management system 20, particularly the temperature rise value of the central region S. If the number and capacity of the secondary battery cells 11 constituting the on-board battery 10 are large, the heat exchanger 21, coolant passage 30, and cooling section 50 must be large, and it is possible to select an arrangement of the representative shapes shown in embodiments 1 to 4, or a multiple arrangement or multi-stage arrangement, etc. Note that the arrangement of the piping is not limited to the embodiments.

[0036] 5A and 5B are schematic diagrams seen from above showing examples of the arrangement of the secondary battery cells 11, where (a) is Example 1 and (b) is Example 2. The arrangement of the multiple secondary battery cells 11 will be described with reference to FIG. 5A and 5B.

[0037] In Example 1, a plurality of secondary battery cells 11 are arranged in series on the first surface 22 of the heat exchanger 21, adjacent to each other so that one end is flush with the horizontal direction of the drawing. In Example 2, the arrangement of Example 1 is changed to two rows in the vertical direction of the drawing. In the drawing, the longitudinal direction of the secondary battery cells 11 is aligned with the vertical direction of the drawing, but they may also be arranged in the horizontal direction of the drawing, and similarly, the arrangement is not limited to two rows, but may be three or more rows.

[0038] Fig. 6 is a schematic diagram showing the heat generation state based on the resistance of each of the series-connected secondary battery cells 11. In Fig. 6, a graph showing the temperature is drawn above the secondary battery cell 11, and the resistance of the secondary battery cell 11 is drawn below the secondary battery cell 11.

[0039] If the resistance (internal resistance) of each secondary battery cell 11 is R and the charging current flowing through the secondary battery cell 11 is i, and the resistance R of each secondary battery cell 11 is the same, the heat generation amount P of each secondary battery cell 11 is R×i 2 The heat generation amount P is the same (P=R×i 2 However, since the secondary battery cells 11 are arranged in close proximity to adjacent secondary battery cells 11, the central secondary battery cells 11 tend to retain more heat than the peripheral secondary battery cells 11, resulting in a higher temperature rise.

[0040] In the thermal management system 20 of this embodiment, a cooling unit 50 composed of refrigerant piping 40 is provided within the coolant passage 30 of the thermal management system 20 or at a position overlapping the coolant passage 30, corresponding to the center of the vehicle-mounted battery 10 where temperature rise occurs during charging and discharging. In particular, by providing the cooling unit 50 in a central region S, which is set to be an area toward the center that is approximately one-third the length of the vehicle-mounted battery 10 in the vertical and horizontal directions in a plan view, it is possible to reduce the temperature rise toward the center of the vehicle-mounted battery 10 or to make the temperature toward the center lower than that of the periphery during cooling. Furthermore, since heat accumulates near the center of the vehicle-mounted battery 10 and the temperature of the secondary battery cells 11 increases during cooling, the vehicle-mounted battery 10 is cooled by the refrigerant in the cooling unit 50 in the central region S, while the vehicle-mounted battery 10 is cooled near the periphery by thermal diffusion due to the circulation of the coolant and natural heat dissipation to the periphery of the vehicle-mounted battery 10, thereby lowering the temperature of the vehicle-mounted battery 10 and reducing temperature variation.

[0041] By concentrating the refrigerant piping 40 in the central region S of the thermal management system 20, the refrigerant piping 40 can be made short, thereby reducing pressure loss. Furthermore, by forming the refrigerant piping 40 in a continuous, unbroken line, the entire thermal management system 20 can be cooled, and unevenness in the refrigerant flow can be reduced compared to when the refrigerant is distributed to multiple locations. Furthermore, by circulating the coolant flowing through the coolant passages 30 in the thermal management system 20 using a pump 32 to diffuse cold and hot heat, temperature variations among the multiple secondary battery cells 11 that make up the on-board battery 10 can be reduced and the maximum temperature can be kept within an acceptable range.

[0042] Fig. 7 is a schematic diagram showing the heat generation state of the secondary battery cells 11 connected in series and the thermal management system 20. In Fig. 7, a graph showing the temperature is drawn above the secondary battery cells 11, showing the state in which the secondary battery cells 11 and the thermal management system 20 are connected via thermal resistance.

[0043] If we consider each secondary battery cell 11 to be connected to the coolant (coolant passage 30) and refrigerant (cooling section 50) by thermal resistance, the secondary battery cell 11 can be considered a heat source due to charging and discharging. Here, the structure equivalent to the outside air is referred to as the secondary battery exterior 60. The temperature of the secondary battery exterior (outside air) 60 changes depending on the surrounding environment, so heat is dissipated (heat is received). If the ambient temperature is lower than that of the vehicle-mounted battery 10, heat is dissipated, and the secondary battery cells 11 closer to the secondary battery exterior 60 are cooled by heat dissipation, while the secondary battery cells 11 closer to the center are more likely to trap heat.

[0044] The thermal management system 20 using the coolant and refrigerant provides a heat dissipation (heat reception) route from the secondary battery cells 11 to the coolant (coolant passage 30) and the refrigerant (cooling unit 50). In particular, the temperature difference between the coolant and the secondary battery cells 11 near the center is large, so heat dissipation to the coolant becomes dominant. The amount of heat dissipated (i.e., cooling capacity) to the secondary battery exterior 60 and the cooling unit 50 balances the heat generation of each secondary battery cell 11, thereby balancing the temperature rise of the vehicle-mounted battery 10. Furthermore, the cooling capacity to the cooling unit 50 is variable using a compressor 41 or the like, and can be increased or decreased as needed. Circulating the coolant with the pump 32 quickly delivers the cooling effect of the cooling unit 50 and the heating effect of the heater 33 to each secondary battery cell 11, significantly reducing the thermal resistance of the coolant in the coolant passage 30.

[0045] The cooling capacity and size of the cooling unit 50 should be determined so as to minimize the sum of the energy required for cooling and the energy required to drive the pump 32. To cool with minimal energy, the cooling capacity is determined based on an estimate of the amount of heat generated by charging and discharging the on-board battery 10, the amount of cold heat generated by the thermal management system 20, and the amount of heat dissipated into the surrounding environment, the amount of operation required for the thermal management system 20 is determined, and the system is operated, with corrections being made by feedback control using the measured temperature.

[0046] To estimate the temperature of the vehicle-mounted battery 10, the heat generation amount P is obtained from the charge / discharge current i and internal resistance R of the secondary battery cell 11, and the temperature of the secondary battery cell 11 can be estimated from a heat capacity and heat transfer model obtained in advance. To estimate the thermal resistance reduction effect of the cooling unit 50 and pump 32, the relationship between the coolant temperature of the thermal management system 20, the ambient temperature, the control amount of the compressor 41, and the operating amount of the pump 32 can be used in advance, making it possible to roughly uniformize the temperature of the vehicle-mounted battery 10 and reduce the maximum temperature to an acceptable range.

[0047] Furthermore, feedforward control may be performed by estimating the amount of heat generated and the required cooling capacity using map information, weather information, etc. for the destination of the vehicle 100, which will be described later. The vehicle battery 10 needs to be heated when starting to drive or when charging starts when the ambient temperature is low. Because heating is required for the secondary battery cells 11 near the periphery of the vehicle battery 10, which are susceptible to the effects of the outside air temperature, it is preferable to heat the coolant circulated by the pump 32 with the heater 33 to create a heating liquid and heat the entire vehicle battery 10.

[0048] 8 is a schematic diagram illustrating an example of cooling control of the battery temperature adjustment system 1 of the present disclosure. A cooling control method will be described with reference to FIG.

[0049] The parameters are as follows and are obtained by measurement: (1) The temperature of the secondary battery cell 11 near the center of the vehicle-mounted battery 10 is defined as A (representative temperature near the center). (2) The temperature of the secondary battery cell 11 near the periphery of the in-vehicle battery 10 is set to B (representative temperature near the periphery). (3) Let the external temperature be C. (4) Let i be the charge / discharge current. (5) The internal resistance of the secondary battery cell 11 is R (obtained in advance or calculated). (6) The temperature of the coolant is E (measured near the discharge pipe 31b).

[0050] The temperature conditions that must be met are as follows: The maximum allowable temperature G is equal to or greater than the secondary battery cell temperatures A and B. G ≥ A and G ≥ B The allowable temperature variation H is greater than or equal to the temperature difference between secondary battery cell temperatures A and B. H ≥ |AB|

[0051] The concept of the cooling operation amount in cooling control will be explained. The heat generation amount Wn of each secondary battery cell n and the total heat generation amount Wall of the vehicle-mounted battery 10 can be calculated from the charge / discharge current i and internal resistance R. Wall = W1 + W2 + Wn. Then, the heat dissipation amount Wout from the vehicle-mounted battery 10 can be estimated from the secondary battery cell temperatures A and B and the external temperature C. This uses a thermal resistance model and data acquired in advance. Furthermore, if the cooling capacity required for cooling is Wcool, then Wcool > Wall - Wout, and this cooling capacity Wcool becomes the target value for cooling. Note that because the secondary battery cell 11 and the thermal management system 20 have a large heat capacity compared to Wall, Wcool can also be calculated using the average value of Wall over the past time (Tcool).

[0052] Estimation of Wcool: The expected value of Wcool is obtained in advance for the combination of external temperature C, coolant temperature E, and compressor 41 setting value, and this value is used. The compressor 41 setting may be adjusted to achieve the required Wcool. Furthermore, Wcool is adjusted from the measured values ​​of secondary battery cell temperatures A and B so that the allowable maximum temperature G ≥ secondary battery cell temperature A and the allowable maximum temperature G ≥ secondary battery cell temperature B are satisfied. This is feedback control that corrects any excess or deficiency in the estimated Wcool value.

[0053] The concept of the operation amount of the pump 32 in cooling control will be explained. When the measured value of the secondary battery cell temperature difference (|AB|) exceeds a certain value, the pump 32 is operated. The pump 32 may be changed in multiple stages or continuously depending on the measured value. It is obvious that the secondary battery cell temperature difference (|AB|) increases as the charge / discharge current i and Wall increase, and therefore the pump 32 may be controlled to increase its operating amount based on the charge / discharge current i regardless of the secondary battery cell temperature difference (|AB|). The operating amounts of the cooling unit 50 and the pump 32 may be determined simultaneously or sequentially, and the cooling unit 50 and the pump 32 may be used in combination.

[0054] 9 is a schematic diagram illustrating an example of heating control in the battery temperature adjustment system 1 of the present disclosure. A heating control method will be described with reference to FIG.

[0055] The parameters are the same as those in the cooling control, and therefore will not be described. Also, explanations of the same reference numerals as those in the cooling control will be omitted.

[0056] The temperature conditions that must be met are as follows: Secondary battery cell temperatures A and B are below the maximum allowable temperature G and above the minimum allowable temperature L. G≧A≧L and G≧B≧L The allowable temperature variation H is greater than or equal to the temperature difference between secondary battery cell temperatures A and B. H ≥ |AB|

[0057] The concept of the operation amount of the heater 33 in the heating control will be explained. The heat generation amount Wn of each secondary battery cell n and the total heat generation amount Wall of the vehicle-mounted battery 10 can be calculated from the charge / discharge current D and internal resistance R. Wall = W1 + W2 + Wn. Then, the heat dissipation amount Wout from the vehicle-mounted battery 10 can be estimated from the secondary battery cell temperatures A and B and the external temperature C. Thermal resistance modeling and data acquisition that have been conducted in advance are used.

[0058] If the capacity required for the heater 33 is Wheat, then Wheat > Wout-Wall, and Wheat is the target value for the heater 33. Note that since the secondary battery cells 11 and the thermal management system 20 have a large heat capacity relative to Wall, the average value of Wall over the past time (Tcool) can also be used as Wheat.

[0059] Calculation of Wheat: Wheat can be calculated by multiplying the power supply voltage of the heater 33 by the current. The current of the heater 33 is adjusted to obtain the required Wheat. Furthermore, based on the measured values ​​of secondary battery cell temperatures A and B, Wheat and Wcool are adjusted so that the following conditions are met: maximum allowable temperature G ≥ secondary battery cell temperature A ≥ minimum allowable temperature L and maximum allowable temperature G ≥ secondary battery cell temperature B ≥ minimum allowable temperature L.

[0060] The concept of the operation amount of the pump 32 in heating control will be explained. The pump 32 is operated to diffuse the wheat into the coolant passage 30. When the measured value |AB| of the secondary battery cell temperature difference exceeds a certain value, the pump 32 is operated. The pump 32 may be changed in multiple stages or continuously depending on the measured value. The operating amounts of the cooling unit 50 and the pump 32 are determined simultaneously or sequentially, and the cooling unit 50 and the pump 32 can be used together.

[0061] FIG. 10 is a block diagram illustrating another embodiment of the cooling section 50 of the present disclosure.

[0062] In particular, when the vehicle-mounted batteries 10 are arranged in two or more rows (see FIG. 5(b)), the thermal management system 20 for the coolant and refrigerant becomes physically large, making it difficult to uniform the temperature within the thermal management system 20. When the cooling unit 50 is arranged in the central region S of the vehicle-mounted battery 10 and circulation is achieved using a single pump 32, the coolant circulated by the pump 32 flows around the periphery of the cooling unit 50, as shown in FIG. 10 (the flow of the coolant in the coolant passage 30 is indicated by dashed arrows in FIG. 10). Here, the cooling unit 50, the inlet pipe 51, and the outlet pipe 52 are approximately perpendicular to the flow of the circulating coolant. Therefore, by extending the cooling unit 50, for example, near the inlet pipe 51, the coolant on the periphery can also be appropriately cooled. For this reason, it is preferable to arrange at least a portion of the inlet pipe 51 connecting the cooling unit 50 and the expansion valve 43 within the coolant passage 30.

[0063] 11A and 11B are schematic diagrams illustrating a state in which a battery temperature adjustment system 1 is mounted on a vehicle 100 according to the present disclosure, in which (a) is a side view of the vehicle 100 and (b) is a rear view of the vehicle 100. FIG.

[0064] The vehicle 100 equipped with the battery temperature control system 1 includes wheels 101 that rotate along the direction of travel, a vehicle body 102, and a floor 103 of the vehicle body 102. The vehicle body 102 houses a heat exchanger 21 and a battery module. 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 coupled to the vehicle body 102, and the vehicle 100 typically has four wheels. However, the vehicle may have other wheels, such as a three-wheeled auto. An electric motor (not shown) drives the first wheel 101a using power supplied from the battery module(s). The second wheel 101b may be a steering wheel. However, the electric motor may drive wheels other than the first wheel 101a. The vehicle 100 can travel in a predetermined direction using the first wheel 101a and the second wheel 101b.

[0065] In FIG. 11(a), the longitudinal direction of the heat exchanger 21 is arranged along the traveling direction of the vehicle 100, and in FIG. 11(b), the longitudinal direction of the heat exchanger 21 is arranged along the width direction of the vehicle 100. That is, in FIG. 11(b), the short side direction of the heat exchanger 21 is arranged along the traveling direction of the vehicle 100. In this manner, the heat exchanger 21 is arranged along a predetermined direction. Note that the arrangement direction of the heat exchanger 21 can be determined appropriately taking into consideration the arrangement space of the vehicle 100, the earthquake resistance of the battery temperature control system 1, etc.

[0066] FIG. 12 is a schematic diagram showing an example of control of the battery temperature adjustment system 1 using the route and destination information of the vehicle 100 in FIG.

[0067] When the vehicle 100 is running autonomously or using route guidance via car navigation, it can use information on the cloud via communication to estimate changes in various parameters that will occur during future travel. For example, changes in the external temperature C, changes due to weather and altitude, changes in the charge / discharge current i, changes in altitude, speed due to the route being traveled, changes in speed due to traffic lights, speed limits, and traffic jams, and changes in the required travel time can be estimated. The external temperature C and the charge / discharge current i are important parameters for controlling the battery temperature regulation system 1, and by obtaining this information in advance, it is possible to estimate changes in the secondary battery cell temperatures A and B in advance.

[0068] The set value of the compressor 41 and the operation amount of the pump 32 can be feedforward controlled so that the allowable maximum temperature G ≥ secondary battery cell temperatures A and B, and the allowable temperature variation H ≥ secondary battery cell temperature difference (|AB|) are sufficiently satisfied. This reduces the power consumption for cooling and allows the capacity of the refrigerant circuit to be designed to be as small as necessary. Furthermore, estimation using route and destination information, and adjustment of the set value of the compressor 41 and the operation amount of the pump 32 may be calculated on the cloud and communicated to the vehicle 100 via communication.

[0069] FIG. 13 is a side view showing the battery pack α installed in the vehicle 100. As shown in FIG.

[0070] A battery pack α is installed under the body 102 of the vehicle 100. The battery pack α includes a housing α1, which houses at least an on-board battery 10 and a heat exchanger 21. In the illustrated example, the battery temperature control system 1 includes three battery modules (on-board batteries 10) and three heat exchangers 21 (heat exchange plates). However, a battery module group consisting of three battery modules (on-board batteries 10) may be placed on one heat exchanger 21. The number of heat exchangers 21 and on-board batteries 10 included in the battery temperature control system is not particularly limited.

[0071] The housing α1 has a first housing surface α11 arranged along the first surface 22 of the heat exchanger 21, and a second housing surface α12 arranged along the second surface 23 of the heat exchanger 21. The battery module group (vehicle battery 10) and the heat exchanger 21 are arranged between the first housing surface α11 and the second housing surface α12.

[0072] The housing α1 has a housing end surface α13 connecting the first housing surface α11 and the second housing surface α12. The housing end surface α13 has a refrigerant input port α51 through which the refrigerant flows toward the refrigerant layer and a refrigerant output port α52 through which the refrigerant flows from the refrigerant layer. The refrigerant input port α51 and the refrigerant output port α52 may be configured as pipes and correspond to the inlet pipe 51 and the outlet pipe 52 in the schematic diagram of FIG. 1, respectively. That is, at least the refrigerant input port α51 and the refrigerant output port α52 can be connected to a heat exchange cycle system including a compressor 41, a condenser 42, an expansion valve 43, and the like. This heat exchange cycle system may be used for vehicle cabin air conditioning, and may circulate the refrigerant not only through the cooling unit 50 but also through a vehicle cabin air conditioner (car air conditioner).

[0073] The housing end surface α13 may further include a liquid coolant input port α31a through which the liquid coolant flows toward the liquid coolant layer, and a liquid coolant output port α31b through which the liquid coolant flows out from the liquid coolant layer. The liquid coolant input port α31a and the liquid coolant output port α31b may be configured as pipes, and correspond to the inlet pipe 31a and the outlet pipe 31b in the schematic diagram of FIG. 1, etc., respectively.

[0074] As shown in the figure, there may be multiple housing end surfaces α13. The housing end surface α13 includes at least a first housing end surface α131 and a second housing end surface α132. The first housing end surface α131 is disposed opposite the second housing end surface α132. The coolant input port α31a, the coolant output port α31b, the refrigerant input port α51, and the refrigerant output port α52 are disposed on the first housing end surface α131. By concentrating these pipes on the first housing end surface α131, the piping extending outside the battery pack α can be made compact and the length of the piping can be shortened. However, the coolant input port α31a, the coolant output port α31b, the refrigerant input port α51, and the refrigerant output port α52 may be disposed on different housing end surfaces (α131, α132, etc.). Which of the multiple housing end faces each pipe should extend to is determined appropriately depending on the shape of floor surface 103 of vehicle body 102 and the shape of the available space.

[0075] As described above, the second region REG2 of the refrigerant layer includes a first refrigerant layer region corresponding to the center of the third region REG3 and a second refrigerant layer region located outside the first refrigerant layer region in a plan view, and the first cooling capacity of the first refrigerant layer region is greater than the second cooling capacity of the second refrigerant layer region. This allows heat trapped near the center of the third region REG3 to be concentrated and reduces temperature variations in the battery module group.

[0076] The heat exchanger plates are arranged in a predetermined direction, which allows the arrangement direction of the heat exchanger plates to be determined taking into consideration the installation space of the vehicle 100, the earthquake resistance of the battery temperature regulation system 1, and the like.

[0077] The plurality of battery modules each include a plurality of battery cells, which allows the battery cells to be collectively managed as a battery module.

[0078] Furthermore, the third region REG3 of the battery module group is smaller than the first region REG1 of the coolant layer, which allows the entire battery module group to be cooled by the coolant layer.

[0079] Furthermore, a coolant layer is disposed between the refrigerant layer and the battery module group at the center O of the third region REG3 of the battery module group, so that the coolant diffuses unevenness in cooling by the refrigerant, thereby enabling the battery module group to be cooled more uniformly.

[0080] The coolant layer includes a first coolant layer and a second coolant layer at the center of the third region REG3 of the battery module group, with the first coolant layer being disposed between the coolant layer and the battery module group at the center O of the third region REG3 of the battery module group, and the coolant layer being disposed between the first and second coolant layers at the center O of the third region REG3 of the battery module group. This allows the coolant layer to be surrounded by the first and second coolant layers, allowing for smooth heat exchange between the coolant layer and the coolant layer.

[0081] The battery pack also includes a housing that houses the battery module group and the heat exchanger plate, the housing having a first housing surface arranged along the first surface of the heat exchanger plate and a second housing surface arranged along the second surface of the heat exchanger plate, the battery module group and the heat exchanger plate being arranged between the first housing surface and the second housing surface, and having a housing end surface connecting the first housing surface and the second housing surface; The housing end face has a refrigerant input section where the refrigerant flows into the refrigerant layer and a refrigerant output section where the refrigerant flows out of the refrigerant layer. This allows the battery modules and heat exchange plates to be housed together in the housing and treated as a single battery pack. This means that the battery temperature control system can be easily installed in vehicles, etc.

[0082] At least the refrigerant input section and the refrigerant output section can be connected to a heat exchange cycle system, so that the battery modules can be cooled by using the refrigerant in a heat exchange cycle system such as a car air conditioner.

[0083] The end face of the housing further includes a coolant input port through which the coolant flows toward the coolant layer, and a coolant output port through which the coolant flows out from the coolant layer, making the battery pack a hybrid type that uses both a refrigerant and a coolant.

[0084] The coolant input port, the coolant output port, the refrigerant input port, and the refrigerant output port are each configured as a pipe, which allows the heat exchange cycle system and the like to be connected to the battery pack by the pipe.

[0085] The housing end faces include at least a first housing end face and a second housing end face, the first housing end face is disposed opposite the second housing end face, and the coolant input port, the coolant output port, the refrigerant input port, and the refrigerant output port are disposed on the first housing end face, which allows the piping extending outside the battery pack to be compact and the length of the piping to be shortened.

[0086] While the vehicle, heat exchange plate, and battery pack according to the present disclosure have been described above with reference to the drawings, the present disclosure is not limited to these examples. It is clear that a person skilled in the art can conceive of various modifications, alterations, substitutions, additions, deletions, and equivalents within the scope of the claims, and it is understood that these modifications also fall within the technical scope of the present disclosure. [Industrial Applicability]

[0087] The vehicle, heat exchange plate, and battery pack of the present disclosure are useful in fields where it is desired to reduce the temperature near the center of an on-board battery more than the temperature near the periphery and maintain temperature uniformity. [Explanation of symbols]

[0088] 1: Battery temperature control system 10: Vehicle battery 11: Secondary battery cell 20: Thermal management system 21:Heat exchanger 22: 1st page 23:Second side 30: Coolant passage 30a: 1st cooling liquid layer 30b: 2nd cooling liquid layer 31: Coolant passage piping 31a:Introduction tube 31b: Discharge pipe 32: Pump 33: Heater 40: Refrigerant piping 41: Compressor 42: Capacitor 43: Expansion valve 50: Cooling section 51: Inlet piping 52: Outlet piping 53: First point 54: Second point 100: Vehicle 101:Wheel 101a: 1st wheel 101b: 2nd wheel 101c: Third wheel 102: Body 103:Floor REG1: 1st area REG2:Second area REG21: First refrigerant layer region REG22: Second refrigerant layer region REG3: 3rd area S: Central area α: Battery pack α1: Housing α11: First case surface α12: Second cabinet surface α13: Housing end face α131: First housing end face α132: End face of second housing α31a: Coolant input section α31b: Coolant output unit α51: Refrigerant input section α52: Refrigerant output section

Claims

1. a first surface and a second surface opposite the first surface; a coolant passage for circulating a coolant between the first surface and the second surface; a refrigerant passage for circulating a refrigerant between the first surface and the second surface; a coolant output portion through which the coolant flows from the coolant passage; a coolant input portion into which the coolant discharged from the coolant output portion flows toward the coolant passage via at least a pump; a refrigerant output section configured to allow the refrigerant to exit the refrigerant passage; a heat exchange plate having a refrigerant input section configured to allow the refrigerant output from the refrigerant output section to enter the refrigerant passage through a heat exchange cycle system, and a refrigerant output section configured to allow the refrigerant to exit from the refrigerant passage; a battery module group including a plurality of battery modules and arranged along the first surface of the heat exchange plate; a vehicle body that accommodates the heat exchange plate and the battery module group; a first wheel and a second wheel coupled to the vehicle body; an electric motor that drives at least the first wheel using electric power supplied from the battery module group; A vehicle that can travel in a traveling direction using the first wheel and the second wheel, The heat exchange plate is arranged along the traveling direction, the coolant passage is disposed in a first region between the first surface and the second surface of the heat exchange plate in a plan view, the refrigerant passage is disposed in a second region between the first surface and the second surface of the heat exchange plate in a plan view, the battery module group is arranged in a third region on the first surface of the heat exchanger plate in a plan view; At least a portion of the first region of the coolant passage is disposed to overlap the second region of the refrigerant passage, at least a portion of the third region of the battery module group is disposed to overlap the first region of the coolant passage; at least a portion of the third region of the battery module group is disposed to overlap the second region of the refrigerant passage; The heat exchange plate has one end and the other end in the traveling direction, the coolant output port, the coolant input port, the refrigerant output port, and the refrigerant input port are disposed at the one end of the heat exchange plate; vehicle.

2. 2. The vehicle according to claim 1, the one end of the heat exchange plate is disposed on the front end side of the vehicle, The other end of the heat exchange plate is arranged on the rear end side of the vehicle. vehicle.

3. a first surface and a second surface opposite the first surface; a coolant passage for circulating a coolant between the first surface and the second surface; a refrigerant passage for circulating a refrigerant between the first surface and the second surface; a coolant output portion through which the coolant flows from the coolant passage; a coolant input portion into which the coolant discharged from the coolant output portion flows toward the coolant passage via at least a pump; a refrigerant output section configured to allow the refrigerant to exit the refrigerant passage; a refrigerant input section configured to allow a refrigerant discharged from the refrigerant output section to enter the refrigerant passage through a heat exchange cycle system, and a refrigerant output section configured to allow the refrigerant to exit the refrigerant passage, a battery module group including a plurality of battery modules is set to be arranged along the first surface; a vehicle including a vehicle body, first and second wheels coupled to the vehicle body, and an electric motor that drives at least the first wheel using power supplied from the battery module group, the vehicle body being capable of traveling in a forward direction using the first and second wheels, the vehicle body being configured to accommodate the heat exchange plate and the battery module group; The heat exchange plate is arranged along the traveling direction, the coolant passage is disposed in a first region between the first surface and the second surface of the heat exchange plate in a plan view, the refrigerant passage is disposed in a second region between the first surface and the second surface of the heat exchange plate in a plan view, the battery module group is set to be arranged in a third region on the first surface of the heat exchanger plate in a plan view, At least a portion of the first region of the coolant passage is disposed to overlap the second region of the refrigerant passage, at least a portion of the third region of the battery module group is configured to be disposed so as to overlap the first region of the coolant passage; at least a portion of the third region of the battery module group is configured to be arranged to overlap the second region of the refrigerant passage; The heat exchange plate is set to have one end and the other end in the traveling direction, the coolant output, the coolant input, the refrigerant output, and the refrigerant input are disposed at the one end; Heat exchange plate.

4. 4. The heat exchange plate according to claim 3, the one end is disposed on the front end side of the vehicle, The other end is set to be disposed on the rear end side of the vehicle. Heat exchange plate.

5. a first surface and a second surface opposite the first surface; a coolant passage for circulating a coolant between the first surface and the second surface; a refrigerant passage for circulating a refrigerant between the first surface and the second surface; a coolant output portion through which the coolant flows from the coolant passage; a coolant input portion into which the coolant discharged from the coolant output portion flows toward the coolant passage via at least a pump; a refrigerant output section configured to allow the refrigerant to exit the refrigerant passage; a heat exchange plate having a refrigerant input section configured to allow the refrigerant output from the refrigerant output section to enter the refrigerant passage through a heat exchange cycle system, and a refrigerant output section configured to allow the refrigerant to exit from the refrigerant passage; a battery module group including a plurality of battery modules and arranged along the first surface of the heat exchange plate; a housing that houses the heat exchange plate and the battery module group, the battery module group includes a vehicle body, a first wheel and a second wheel coupled to the vehicle body, and an electric motor that drives at least the first wheel using power supplied from the battery module group, the vehicle being configured to be mounted on a vehicle that can travel in a forward direction using the first wheel and the second wheel; the battery pack is set to be arranged along the traveling direction, the coolant passages of the heat exchange plate are arranged in a first region between the first surface and the second surface of the heat exchange plate in a plan view; In the heat exchange plate, the refrigerant passage is disposed in a second region between the first surface and the second surface of the heat exchange plate in a plan view, the battery module group is arranged in a third region on the first surface of the heat exchanger plate in a plan view; In the heat exchange plate, at least a portion of the first region of the coolant passage is disposed to overlap the second region of the refrigerant passage, at least a portion of the third region of the battery module group is disposed to overlap the first region of the coolant passage; at least a portion of the third region of the battery module group is disposed to overlap the second region of the refrigerant passage; the housing has one end and the other end in the traveling direction, the coolant output portion, the coolant input portion, the refrigerant output portion, and the refrigerant input portion are disposed at the one end portion of the housing of the battery pack; Battery pack.

6. 6. The battery pack according to claim 5, the one end of the housing is disposed on a front end side of the vehicle, The other end of the housing is disposed on the rear end side of the vehicle. Battery pack.

Images