JP2010277863A - Vehicular battery system and vehicle loading the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To extend a lifetime of a vehicular battery system by reducing temperature differences of respective battery cells through controlling of a temperature distribution of the whole battery cells in a simple structure. <P>SOLUTION: The vehicular battery system has: a battery block 10 wherein a plurality of battery cells 1 are arranged in a laminated state; a cooling plate 7 arranged on respective battery cells 1 in a thermally-combined state; and a cooling mechanism 9 for forcibly cooling the cooling plate 7. The vehicular battery system has a first insulating layer 8 for limiting thermal conduction from the battery cell 1 to the cooling plate 7 between the battery cell and the cooling plate 7. An area of the first insulating layer 8 arranged between respective battery cells 1 and the cooling plate 7 is set up to be different for each battery cell 1 arranged in the laminating direction, and temperature differences of respective battery cells 1 are reduced by controlling thermal energy thermally conducted from the battery cell 1 to the cooling plate 7 on the basis of a difference of the area of the first insulating layer 8. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a battery system for a vehicle in which a plurality of battery cells are stacked via a separator, and a vehicle on which the battery system is mounted.

  A vehicular battery system in which a large number of battery cells are stacked generates heat by a charging / discharging current. In particular, since the battery system for vehicles has a very large charge / discharge current, it generates a large amount of heat. An increase in temperature due to heat generation causes a decrease in the electrical characteristics of the battery. In order to reduce the temperature rise, a cooling gap is provided between the battery cells to be stacked, and cooling gas is forcibly blown into the cooling gap. Although this battery system can cool a battery cell with cooling gas and reduce a temperature rise, the temperature of all the battery cells cannot be made uniform, and a temperature difference can be made between each battery cell. In particular, when the number of battery cells to be stacked increases, it becomes difficult to cool all the battery cells at a uniform temperature, that is, while reducing the temperature difference.

  In a vehicle battery system in which a large number of battery cells are stacked to increase the output voltage, it is extremely important to reduce the temperature difference between the battery cells as much as possible. This is because the temperature difference between the battery cells unbalances the electrical characteristics of the battery cells, making the remaining capacity non-uniform and shortening the life of a specific battery cell. Since the electrical characteristics of the battery change depending on the temperature, battery cells having a temperature difference can have a difference in remaining capacity even when charging / discharging with the same current. If there is a difference in remaining capacity, battery cells with a small remaining capacity are easily overdischarged, and batteries with a large remaining capacity are easily overcharged. When a specific battery cell is overcharged or overdischarged, the deterioration is accelerated and the life of the entire battery system is shortened. In particular, battery systems for vehicles are extremely expensive to manufacture because they are used in applications where a large number of batteries are stacked and charged and discharged with a large current, such as hybrid cars, plug-in hybrid cars, or electric cars. Since it becomes expensive, how to extend the life is important. In particular, since the manufacturing cost increases as the vehicle battery system uses a large number of batteries, it is required to extend the life. However, as the number of batteries is increased, the vehicle battery system has a characteristic that the temperature difference increases and the life is shortened.

In a battery system having a structure in which a plurality of battery cells are stacked and a cooling gas is forcedly blown between the battery cells to cool the battery cells, a structure for reducing the temperature difference between the battery cells has been developed (see Patent Document 1).
As shown in the cross-sectional view of FIG. 1, the battery system of Patent Document 1 is provided with a cooling gap 103 between the battery cell 101 and the battery cell 101, and a supply duct 106 and a discharge duct 107 on both sides of the battery block 110. Provided. The vehicle battery system forcibly blows cooling gas from the supply duct 106 to the cooling gap 103 and discharges it from the discharge duct 107 to cool the battery cells 101. In this battery system, the battery cell 101 on the windward side of the supply duct 106 is cooled more efficiently than the battery cell 101 on the leeward side. For this reason, the temperature of the battery cell 101 on the leeward side is low, the temperature of the battery cell 101 on the leeward side is increased, and a temperature difference is generated. In the battery system of FIG. 1, a cooling air flow changing member 108 is disposed on the windward side of the supply duct 106 in order to prevent this problem. The cooling air flow changing member 108 is provided so as to protrude into the supply duct 106, and the flow rate of the cooling gas flowing into the cooling gap 104 between the battery cells 101 on the windward side is reduced to reduce the temperature of the battery cell 101. To prevent.

JP 2007-250515 A

  The battery system of FIG. 1 has a drawback that it is difficult to equalize by controlling the temperature of the battery cell 101 as a whole because the temperature of the battery cell 101 on the leeward side is controlled by the cooling air flow changing member 108. Further, if a large number of cooling air flow changing members are provided apart in the flow direction of the cooling gas in order to control the temperature difference between the battery cells in a large number of areas, not only the pressure loss increases, but each cooling air flow changing member However, there is a drawback that the optimum design of the relative position and shape becomes extremely difficult due to the influence of each other.

  The present invention has been developed for the purpose of solving the above drawbacks. An important object of the present invention is to provide a vehicle battery system that can control the temperature distribution of the entire battery cell with a simple structure, reduce the temperature difference between the battery cells, and extend the life, and the battery system. To provide a vehicle.

Means for Solving the Problems and Effects of the Invention

  A battery system for a vehicle according to a first aspect of the present invention includes a battery block 10 in which a plurality of battery cells 1 are arranged in a stacked state, and is arranged in a thermally coupled state to each battery cell 1 constituting the battery block 10. The cooling plates 7, 37, and 47 and the cooling mechanism 9 that forcibly cools the cooling plates 7, 37, and 47 are provided. The vehicle battery system includes a first heat insulating layer 8, 38 that restricts heat conduction from the battery cell 1 to the cooling plates 7, 37, 47 between the battery cell 1 and the cooling plates 7, 37, 47. 48 is provided. In the battery system for vehicles, the battery cells in which the areas of the first heat insulating layers 8, 38, 48 provided between the respective battery cells 1 and the cooling plates 7, 37, 47 are arranged in the stacking direction. 1, and the heat energy conducted from the battery cell 1 to the cooling plates 7, 37, 47 is controlled by the difference in area of the first heat insulating layers 8, 38, 48, The temperature difference of the battery cell 1 is reduced.

  The vehicle battery system described above has a feature that the temperature difference of each battery cell can be reduced and the life can be extended by controlling the temperature distribution of the entire battery cell with an extremely simple structure. This is because the area of the first heat insulating layer provided between the cooling plate and each battery cell can be adjusted to control the thermal energy absorbed from each battery cell by the cooling plate to an optimum value. That is, the battery cell provided with the wide first heat insulating layer between the cooling plate has less heat energy absorbed by the cooling plate, and the battery cell contacting the cooling plate via the narrow first heat insulating layer is cooled. The thermal energy absorbed by the plate increases. Therefore, the battery cell stacked in the central portion where the temperature tends to rise contacts the cooling plate through the first heat insulating layer having a small area, and the battery cell having a low temperature at both ends has a large area. As a structure that contacts the cooling plate via the first heat insulating layer, the temperature difference of all the battery cells can be reduced.

In the vehicle battery system of the present invention, the cooling plates 7, 37, 47 include first heat insulating layers 8, 38, 48 extending in the stacking direction of the battery cells 1, and the first heat insulating layers 8, 38 are provided. , 48 can be made different in the stacking direction of the battery cells 1.
This structure can reduce the temperature difference of the battery cells by providing the first heat insulating layer extending in the stacking direction on the surface of the cooling plate.

In the battery system for vehicles of the present invention, the first heat insulating layer 8 can be either a plastic sheet or a heat insulating coating film.
In the battery system using the first heat insulating layer as the plastic sheet, the first heat insulating layer can be provided by sandwiching the plastic sheet between the cooling plate and the battery cell. For this reason, the temperature difference of a battery cell can be decreased by adjusting the shape of a plastic sheet. Moreover, the battery system which uses a 1st heat insulation layer as a heat insulation coating film can provide a 1st heat insulation layer easily by apply | coating a heat insulation paint to the surface of a cooling plate.

In the vehicle battery system of the present invention, the cooling plate 37 has a recess 36 on the surface facing the battery block 10, and the recess 36 is filled with a heat insulating material 38A so that the surface facing the battery block 10 is flat. Can be used.
The cooling plate of this battery system can closely adhere both the cooling surface for cooling the battery cells and the first heat insulating layer to each battery cell. For this reason, the heat energy absorbed from the battery cell by the first heat insulating layer can be accurately controlled while the battery cell is efficiently cooled by the cooling plate. In particular, the first heat-insulating layer that is in close contact with the outer peripheral surface of the battery cell can accurately control the thermal energy absorbed from the battery cell and reduce the temperature difference. This is because the thermal energy absorbed by the heat transfer from the battery cell can be accurately controlled by the first heat insulating layer being in close contact with the outer peripheral surface of the battery cell.

In the vehicle battery system of the present invention, the first heat insulating layer 48 can be provided as a non-contact recess 46 that does not contact the battery cell 1 and is provided on the surface of the cooling plate 47 facing the battery block 10.
This structure can provide a 1st heat insulation layer between a cooling plate and a battery cell, without using a heat insulating material.

In the vehicle battery system of the present invention, the cooling plates 7, 37, 47 are provided with the refrigerant pipe 20 through which the coolant passes, and the cooling mechanism 9 supplies the coolant to the refrigerant pipe 20 to supply the cooling plate 7, 37 and 47 can be cooled.
This battery system can cool the cooling plate efficiently and quickly with the coolant supplied to the refrigerant pipe.

In the vehicle battery system of the present invention, the coolant supplied to the refrigerant pipe 20 from the cooling mechanism 9 is used as a refrigerant that cools the cooling plates 7, 37, 47 with the heat of vaporization that evaporates inside the refrigerant pipe 20. Can do.
In this battery system, the cooling plate can be quickly cooled by the large heat of vaporization of the refrigerant, so that the temperature of the battery cell can be quickly lowered.

  The battery system for a vehicle according to claim 8 of the present invention includes a battery block 50 formed by stacking a plurality of battery cells 1 with cooling gaps 53 provided therein, and a battery cell by forcibly blowing air to the cooling gaps 53 of the battery block 50. 1 is provided with a forced blower 59 that cools 1 and an outer case 70 that houses a battery block 50. In the battery system for vehicles, the second heat insulating layers 58 and 68 are provided in a part of the outer case 70 to reduce the temperature difference of the battery cell 1 housed in the outer case 70.

  This battery system has a very simple structure in which a second heat insulating layer is provided in a part of the outer case, suppresses the temperature drop of the battery cell that is easily cooled, controls the temperature distribution of the entire battery cell, The battery cell has a feature that the temperature difference of the battery cell can be reduced to extend the life. In particular, this structure is a very simple structure in which a second heat insulating layer is provided on a part of the outer case outside the battery cell where the battery temperature is lowered, and the temperature of the battery cell where the temperature is lowered is reduced. The difference can be reduced. Furthermore, since this battery system insulates the outside of the battery cell whose temperature is lowered by the second heat insulating layer, the temperature of the specific battery cell is abnormally lowered even in a state where the vehicle is placed in an extremely low temperature environment. Therefore, it is possible to effectively prevent the electrical characteristics from being deteriorated.

In the vehicle battery system of the present invention, the outer case 70 can be provided with the second heat insulating layers 58 and 68 on the outer surface or the inner surface of the surface facing the both ends of the battery block 50.
This battery system can effectively prevent a temperature drop of a battery cell that is at both ends and is efficiently cooled from one side, thereby reducing the temperature difference between the battery cells.

A vehicle according to the present invention is equipped with the vehicle battery system according to any one of claims 1 to 9.
This vehicle is equipped with a battery system that can reduce the temperature difference between each battery cell and extend its life with a simple structure, so that it can be used safely over a long period of time while reducing manufacturing costs. .

It is a horizontal sectional view of a conventional battery system. It is the schematic of the vehicle carrying the battery system for vehicles concerning one Example of this invention. It is the schematic of the vehicle carrying the battery system for vehicles concerning the other Example of this invention. It is a schematic block diagram of the battery system for vehicles concerning the 1st example of the present invention. FIG. 5 is a partially enlarged vertical longitudinal sectional view of the vehicle battery system shown in FIG. 4. FIG. 5 is a vertical cross-sectional view of the vehicle battery system shown in FIG. 4. It is a disassembled perspective view of the battery system for vehicles shown in FIG. It is a top view of the cooling plate of the battery system for vehicles shown in FIG. It is a disassembled perspective view which shows another example of a cooling plate and a 1st heat insulation layer. It is a disassembled perspective view which shows another example of a cooling plate and a 1st heat insulation layer. It is sectional drawing which shows an example of piping of the cooling pipe of a cooling plate. It is a perspective view of the battery system for vehicles concerning the 2nd example of the present invention. It is a bottom perspective view of the battery system for vehicles shown in FIG. It is a perspective view which shows the internal structure of the battery system for vehicles shown in FIG. It is a horizontal sectional view of the battery system for vehicles shown in FIG. It is a disassembled perspective view of the battery block of the battery system for vehicles shown in FIG. It is a disassembled perspective view which shows the laminated structure of a battery cell and a separator.

  Embodiments of the present invention will be described below with reference to the drawings. However, the embodiment described below exemplifies a battery system for a vehicle for embodying the technical idea of the present invention and a vehicle equipped with this battery system. Not specific to anything.

  Further, in this specification, in order to facilitate understanding of the scope of claims, numbers corresponding to the members shown in the examples are indicated in the “claims” and “means for solving problems” sections. It is added to the members. However, the members shown in the claims are not limited to the members in the embodiments.

  The battery system for a vehicle of the present invention is mounted on a vehicle such as a hybrid car or a plug-in hybrid car that travels with both an engine and a motor, or is mounted on an electric vehicle such as an electric car that travels only with a motor, Used as a power source.

  FIG. 2 shows an example of a hybrid car that is equipped with the battery system for a vehicle of the present invention and that runs on both the engine and the motor. The hybrid car in this figure includes an engine 96 and a running motor 93 for running the vehicle, battery systems 91 and 92 for supplying electric power to the motor 93, and a generator 94 for charging the batteries of the battery systems 91 and 92. I have. The battery systems 91 and 92 are connected to a motor 93 and a generator 94 via a DC / AC inverter 95. The hybrid car travels by both the motor 93 and the engine 96 while charging and discharging the batteries of the battery systems 91 and 92. The motor 93 is driven to drive the vehicle when the engine efficiency is low, for example, during acceleration or low-speed driving. The motor 93 is driven by power supplied from the battery systems 91 and 92. The generator 94 is driven by the engine 96 or is driven by regenerative braking when the vehicle is braked, and charges the batteries of the battery systems 91 and 92.

  Further, FIG. 3 shows an example of an electric vehicle that is equipped with the vehicle battery system of the present invention and that runs only by a motor. The electric vehicle shown in this figure includes a traveling motor 93 for traveling the vehicle, battery systems 91 and 92 for supplying electric power to the motor 93, and a generator 94 for charging the batteries of the battery systems 91 and 92. I have. The motor 93 is driven by power supplied from the battery systems 91 and 92. The generator 94 is driven by energy used when regenerative braking of the vehicle, and charges the batteries of the battery systems 91 and 92.

  The vehicle battery system of the present invention mounted on the above vehicle is shown below. 4 to 11 show a vehicle battery system 91 according to the first embodiment of the present invention, and FIGS. 12 to 17 show a vehicle battery system 92 according to the second embodiment of the present invention. Yes.

  As shown in FIGS. 4 to 7, the battery system 91 according to the first embodiment includes a battery block 10 in which battery cells 1 composed of a plurality of prismatic batteries are stacked, and a battery cell 1 constituting the battery block 10. A cooling plate 7 arranged in a thermally coupled state and a cooling mechanism 9 for cooling the cooling plate 7 are provided.

  The battery block 10 has a separator 2 sandwiched between stacked battery cells 1. The battery block 10 can be laminated by insulating the outer can of the battery cell 1 with a plastic separator 2 made of metal. The separator 2 has a shape that can be fitted to the battery cell 1 on both sides, and can be stacked while preventing the positional deviation of the adjacent battery cells 1. The battery block can be fixed in a laminated state without sandwiching a separator, using an outer can of the battery cell as an insulating material such as plastic.

  The battery cell 1 of a square battery is a lithium ion secondary battery. However, the battery cell may be any other secondary battery such as a nickel metal hydride battery or a nickel cadmium battery. The battery cell 1 shown in the figure is a quadrangle having a predetermined thickness, and positive and negative electrode terminals 13 are provided so as to protrude from both ends of the upper surface, and a safety valve opening 14 is provided at the center of the upper surface. The stacked battery cells 1 are connected in series by connecting adjacent positive and negative electrode terminals 13 with a bus bar (not shown). A battery system in which adjacent battery cells 1 are connected in series can increase the output voltage and increase the output. However, the battery system can also connect adjacent battery cells in parallel.

  The battery block 10 is provided with end plates 4 at both ends, and the pair of end plates 4 are connected by a connecting member 5 to fix the stacked battery cells 1. The end plate 4 has a rectangular shape that is substantially equal to the outer shape of the battery cell 1. As shown in FIG. 4, both ends of the connecting member 5 are bent inward, and the bent pieces 5 </ b> A are fixed to the end plate 4 with set screws 6.

  The illustrated end plate 10 is reinforced by integrally forming a reinforcing rib 4A on the outside. Furthermore, a connecting hole (not shown) for connecting the bent piece 5A of the connecting member 5 is provided on the outer surface of the end plate 4. The end plate 10 of FIG. 7 is provided with four connecting holes at the four corners on both sides. The connecting hole is a female screw hole. The end plate 4 can fix the connecting member 5 by screwing a set screw 6 penetrating the connecting member 5 into the female screw hole.

  In order to cool the battery cell 1, the cooling plate 7 is fixed in a thermally coupled state to the bottom surface which is the outer peripheral surface of each battery cell 1 constituting the battery block 10. In a battery system in which adjacent battery cells 1 are connected in series, the adjacent battery cells 1 have a potential difference. Therefore, when the battery cell 1 is electrically connected to the cooling plate 7, a short circuit occurs and a large short current flows. In order to prevent this problem, an insulating layer 18 is provided between the cooling plate 7 and the battery block 10 as shown in the partially enlarged view of FIG. The insulating layer 18 is a layer that efficiently conducts heat between the battery cell 1 and the cooling plate 7 while insulating the battery cell 1 and the cooling plate 7. The insulating layer 18 is filled with a material having a characteristic of efficiently conducting heat between the battery cell 1 and the cooling plate 7, for example, a silicon resin sheet, and a filler having excellent heat conduction, while realizing excellent insulating characteristics. Plastic sheets, mica, etc. are used. Further, a heat conductive paste 19 such as silicon oil can be applied between the insulating layer 18 and the battery cell 1 and between the insulating layer 18 and the cooling plate 7 so that the structure can conduct heat more efficiently. .

  The cooling plate 7 does not cool all the battery cells 1 in the same way. This is because the cooling plate 7 adjusts the thermal energy absorbed from the battery cell 1 to reduce the temperature difference of the battery cell 1. The cooling plate 7 efficiently cools a battery cell whose temperature is high, for example, a battery cell in the center, and reduces cooling of a region where the temperature is low, for example, battery cells at both ends, thereby reducing the temperature difference between the battery cells. Reduce. In order to realize this, a first heat insulating layer 8 that restricts heat conduction from the battery cell 1 to the cooling plate 7 is provided between the cooling plate 7 and the battery cell 1. The area of the first heat insulating layer 8 varies depending on the battery cells 1 arranged in the stacking direction, and the thermal energy that is thermally conducted from the battery cell 1 to the cooling plate 7 due to the difference in the area of the first heat insulating layer 8. The temperature difference of the battery cell 1 is reduced by controlling.

  7 and 8, the area of the first heat insulating layer 8 provided between each battery cell 1 and the cooling plate 7 is made different depending on the battery cells 1 arranged in the stacking direction. Thus, due to the difference in the area of the first heat insulating layer 8, the thermal energy conducted from the battery cell 1 to the cooling plate 7 is controlled to reduce the temperature difference of the battery cell 1. The cooling plate 7 of FIGS. 7 and 8 is provided with a first heat insulating layer 8 extending in the stacking direction of the battery cells 1 so that the lateral width of the first heat insulating layer 8 is different in the stacking direction of the battery cells 1. The areas of the cooling surface 7X where the battery cell 1 contacts the cooling plate 7 are made different.

  The cooling plate 7 is formed as a first heat insulating layer 8 by providing a plastic sheet or a heat insulating coating film on the surface facing the battery block 10. The plastic sheet and the heat insulating coating film have a lower thermal conductivity than metal, and insulate the cooling plate 7 and the battery cell 1. Furthermore, the cooling plate 37 shown in FIG. 9 has a recess 36 on the surface facing the battery block 10. The recess 36 has an inner shape equal to or slightly larger than the outer shape of the first heat insulating layer 38, and has a depth equal to the film thickness of the first heat insulating layer 38. The recess 36 is filled with a heat insulating material 38 </ b> A, and a first heat insulating layer 38 is provided on the cooling plate 37. The cooling plate 37 can closely attach both the cooling surface 37 </ b> X that contacts the battery cell 1 and the first heat insulating layer 38 to the bottom surface of the battery cell 1. This is because the surface of the cooling surface 37X and the surface of the first heat insulating layer 38 can be the same plane, and the facing surface of the battery block 10 can be planar.

  Furthermore, as shown in FIG. 10, the cooling plate 47 can be formed as a first heat insulating layer 48 by providing a non-contact recess 46 that does not contact the battery cell 1 on the surface facing the battery block 10. The non-contact recess 46 that does not contact the battery cell 1 is not transmitted by heat energy due to heat conduction, and becomes a heat insulating layer that transmits less heat energy than the cooling surface 47X that contacts the battery cell 1. Therefore, the non-contact recessed part 46 becomes the 1st heat insulation layer 48, and restrict | transmits the thermal energy transmission of the battery cell 1. The cooling plate 47 cools the battery cell 1 with the cooling surface 47 </ b> X that contacts the battery cell 1, and restricts the transfer of thermal energy of the battery cell 1 with the first heat insulating layer 48 of the non-contact recess 46. The cooling plate 47 having this structure can deepen the non-contact recess 46 to reduce the heat energy transferred from the battery cell 1 to the cooling plate 7.

  The outer shape of the first heat insulating layers 8, 38, 48 extending in the stacking direction of the battery cells 1, that is, each battery cell 1 is attached to the cooling plates 7, 37, 47 via the first heat insulating layers 8, 38, 48. The contact area in contact is specified from the temperature distribution of the battery cell 1. That is, the battery cell 1 in which the temperature is increased in the structure in which the first heat insulating layers 8, 38, 48 are not provided, the battery cell in which the contact area with the first heat insulating layers 8, 38, 48 is reduced and the temperature is decreased. 1 increases the contact area with the first heat insulating layers 8, 38, 48. In the battery system of FIGS. 7 to 10, the width of the first heat insulating layers 8, 38, 48 is set to the center in order to prevent the temperature of the battery cells 1 stacked in the center from becoming higher than both ends. Narrow at the part and wide at both ends. This battery system can cool the central battery cell 1 more efficiently than both ends by the cooling plates 7, 37, 47, and can reduce the temperature rise of the central battery cell 1. Therefore, the temperature difference of each battery cell 1 can be reduced by lowering the temperature of the battery cell 1 where the temperature is increased. The first heat insulating layers 8, 38, and 48 control the heat energy transferred from the battery cell 1 to the cooling plates 7, 37, and 47 so that the temperature difference is small. It is set to an optimum value in consideration.

  Furthermore, although not shown, in a battery system in which a cooling gap is provided between each battery cell, and the cooling gas is forcibly blown into the cooling gap to cool the battery cell, the temperature of the battery block on the windward side is low, The temperature of the battery block on the leeward side increases. Therefore, this battery system increases the area of the first heat insulating layer provided on the cooling plate in contact with the battery cell on the windward side, and the first heat insulating material provided on the cooling plate in contact with the battery cell on the leeward side. The layer area is reduced to reduce the temperature difference between the windward and leeward battery cells.

  Furthermore, two battery blocks each having a cooling gap between each battery cell are arranged on the windward side and the leeward side, and a cooling gas is forcibly blown into the cooling gaps of the respective battery blocks to each battery. In a battery system that cools cells, the temperature of the leeward battery block is low, and the temperature of the leeward battery block is high. Therefore, this battery system increases the contact area of the first heat insulating layer provided on the cooling plate thermally coupled to the windward battery block, and the cooling plate thermally coupled to the leeward battery block. The contact area of the first heat insulating layer provided is reduced to reduce the temperature difference between the battery blocks on the windward side and the leeward side, more precisely the battery cells constituting the battery block.

  The cooling plates 7, 37, and 47 that cool the battery cells 1 are provided with refrigerant pipes 20 that allow the coolant to pass therethrough. The coolant is supplied from the cooling mechanism 9 to the refrigerant pipe 20 to cool the cooling plates 7, 37 and 47. The cooling plates 7, 37, 47 are coolants that cool the cooling plates 7, 37, 47 with the heat of vaporization that evaporates the coolant supplied from the cooling mechanism 9 inside the refrigerant pipe 20. 47 can be cooled more efficiently.

  5 and 6 are cross-sectional views of the cooling plate 7. The cooling plate 7 includes a top plate 7 </ b> A and a bottom plate 7 </ b> B connected at the periphery to form a closed chamber 22. A cooling pipe 21 of a refrigerant pipe 20 such as copper or aluminum that circulates a liquefied refrigerant that is a cooling liquid is incorporated in the closed chamber 22 as a heat exchanger. The cooling pipe 21 is fixed in close contact with the upper surface plate 7A of the cooling plate 7 to cool the upper surface plate 7A, and a heat insulating material 23 is provided between the bottom plate 7B and the bottom plate 7B is insulated. is doing.

  The cooling plate 7 vaporizes the supplied liquid refrigerant inside the cooling pipe 21 and cools the upper surface plate 7A with heat of vaporization. The cooling pipe 21 shown in FIG. 7 and FIG. 11 is composed of four rows of parallel pipes 21A that are connected in series and are connected to the inside of the cooling plate 7. The cooling pipe 21 approaches the inflow side parallel pipe 21Aa and is on the discharge side. The parallel pipe 21Ab is piped. The cooling plate 7 in this figure connects four rows of parallel pipes 21A in series to form the cooling pipe 21. However, the cooling plate can connect two or three rows of parallel pipes in series, or five or more rows. Parallel pipes can also be connected in series.

  The cooling plate 7 in the figure discharges the refrigerant supplied from the inflow side parallel pipe 21Aa to the outside from the discharge side parallel pipe 21Ab. Since the liquefied refrigerant is supplied to the parallel pipe 21Aa on the inflow side, a sufficient amount of the refrigerant is supplied and is sufficiently cooled by the heat of vaporization of the refrigerant. On the other hand, since the refrigerant which is sent while being vaporized inside the cooling pipe 21 is supplied to the parallel pipe 21Ab on the discharge side, most of the refrigerant is vaporized and the amount of the liquefied refrigerant is reduced. There is.

  In particular, the expansion valve 24 of the capillary tube 24A formed of a narrow tube having a predetermined length is compared with the expansion plate 24 formed of a narrow tube having a predetermined length as compared with an expansion valve formed of a flow rate adjusting valve that detects the temperature on the discharge side of the cooling pipe and adjusts the opening degree. Regardless of the temperature, the flow rate of the refrigerant supplied to the cooling pipe 21 is substantially constant. When the temperature of the cooling plate 7 becomes considerably high, the refrigerant may be vaporized while being transferred to the discharge-side parallel pipe 21Ab, and the amount of liquid refrigerant may be reduced on the discharge side. In this state, the amount of refrigerant vaporized inside the discharge-side parallel pipe 21Ab decreases, and the cooling calories generated by the discharge-side parallel pipe 21Ab decrease. This is because the vaporization heat of the refrigerant becomes cooling calories. However, the cooling plate 7 in which the inflow-side parallel pipe 21Aa is arranged in the vicinity of the discharge-side parallel pipe 21Ab has a large cooling calorie of the inflow-side parallel pipe 21Aa, and temporarily decreases the cooling calorie of the discharge-side parallel pipe 21Ab. However, the cooling calories of the parallel pipe 21Aa on the inflow side are large, and both can be cooled uniformly.

  The cooling pipe 21 is connected to a cooling mechanism 9 that cools the cooling plate 7 via an on-off valve 27. The cooling mechanism 9 in FIG. 4 includes a compressor 26 that pressurizes the gaseous refrigerant discharged from the cooling plate 7, a condenser 25 that cools and liquefies the refrigerant pressurized by the compressor 26, and liquefies by the condenser 25. A receiver tank 28 for storing the liquid, and an expansion valve 24 including a flow rate adjusting valve or a capillary tube 24A for supplying the refrigerant in the receiver tank 28 to the cooling plate 7. The cooling mechanism 9 vaporizes the refrigerant supplied from the expansion valve 24 inside the cooling plate 7 and cools the cooling plate 7 with the heat of vaporization of the refrigerant.

  The expansion valve 24 in FIG. 4 is a capillary tube 24A made of a thin tube that restricts the flow rate of the refrigerant, and restricts the amount of refrigerant supplied to the cooling pipe 21 to adiabatically expand the refrigerant. The expansion valve 24 of the capillary tube 24A limits the supply amount of the refrigerant to an amount that is completely vaporized by the cooling pipe 21 of the cooling plate 7 and is discharged in a gas state. The condenser 25 cools and liquefies the gaseous refrigerant supplied from the compressor 26. Since the condenser 25 dissipates heat from the refrigerant and liquefies it, the condenser 25 is disposed in front of a radiator provided in the vehicle. The compressor 26 is driven by a vehicle engine or is driven by a motor, pressurizes the gaseous refrigerant discharged from the cooling pipe 21, and supplies the pressurized refrigerant to the condenser 25. The cooling mechanism 9 cools the refrigerant pressurized by the compressor 26 by the condenser 25 and liquefies it, stores the liquefied refrigerant in the receiver tank 28, supplies the refrigerant in the receiver tank 28 to the cooling plate 7, and cools the cooling plate 7. 7 is vaporized inside the cooling pipe 21 to cool the upper surface plate 7A of the cooling plate 7 with heat of vaporization.

  As the above cooling mechanism, an in-vehicle cooling compressor, a condenser, and a receiver tank mounted on the vehicle can be used in combination with the cooling mechanism of the battery system. This structure can efficiently cool the battery block of the battery system mounted on the vehicle without providing a dedicated cooling mechanism for cooling the battery block. In particular, the cooling calories for cooling the battery block are extremely small compared to the cooling calories required for cooling the vehicle. For this reason, even if a cooling mechanism for cooling the vehicle is also used for cooling the battery block, the battery block can be effectively cooled without substantially reducing the cooling capacity of the vehicle.

  The cooling mechanism 9 described above opens and closes the on-off valve 27 to control the cooling state of the cooling plate 7. The cooling mechanism 9 includes a battery temperature sensor (not shown) that detects the temperature of the battery block 10 and a battery temperature sensor (not shown) that detects the temperature of the cooling plate 7, and is detected by these temperature sensors. The on / off valve 27 can be controlled at the detected temperature to control the cooling state of the cooling plate 7. When the on-off valve 27 is opened, the refrigerant in the receiver tank 28 is supplied to the cooling plate 7 via the expansion valve 24. The refrigerant supplied to the cooling plate 7 is vaporized inside and cools the cooling plate 7 with heat of vaporization. The refrigerant evaporated by cooling the cooling plate 7 is sucked into the compressor 26 and circulated from the condenser 25 to the receiver tank 28. When the on-off valve 27 is closed, the refrigerant is not circulated to the cooling plate 7 and the cooling plate 7 is in an uncooled state.

  In the battery system of the first embodiment described above, the battery cell 1 is cooled by the cooling plates 7, 37, 47. This battery system is cooled on the surface of the battery cell by a separator disposed between the battery cells. It is also possible to cool the battery cell with both the cooling plate and the cooling gas by providing a gap and forcibly blowing cooling gas into the cooling gap.

  Further, as shown in FIGS. 12 to 16, the battery system 92 of the second embodiment includes a battery block 50 formed by stacking battery cells 1 made of a plurality of prismatic batteries with cooling gaps 53, and this battery. A forced blower 59 that cools the battery cell 1 by forcibly blowing air to the cooling gap 53 of the block 50 and an exterior case 70 that houses the battery block 50 are provided.

  The battery block 50 has a separator 52 sandwiched between stacked battery cells 1. The separator 52 has a shape in which a cooling gap 53 is formed between the separator 52 and the battery cell 1. Furthermore, the separator 52 of FIG. 16 and FIG. 17 has connected the battery cell 1 by the fitting structure on both surfaces. Through the separator 52 connected to the battery cell 1 by the fitting structure, the positional deviation of the adjacent battery cells 1 is prevented and stacked.

  The separator 52 is made of an insulating material such as plastic and insulates adjacent battery cells 1. As shown in FIG. 17, the separator 52 is provided with a cooling gap 53 that allows a cooling gas such as air to pass therethrough in order to cool the battery cell 1. In the illustrated separator 52, grooves 52 </ b> A extending to both side edges are provided on the surface facing the battery cell 1, and a cooling gap 53 is provided between the separator 52 and the battery cell 1. In the illustrated separator 52, a plurality of grooves 52A are provided in parallel with each other at a predetermined interval. In the illustrated separator 52, grooves 52 </ b> A are provided on both surfaces, and a cooling gap 53 is provided between the battery cell 1 and the separator 52 adjacent to each other. This structure has an advantage that the battery cells 1 on both sides can be effectively cooled by the cooling gaps 53 formed on both sides of the separator 52. However, the separator can be provided with a groove only on one side, and a cooling gap can be provided between the battery cell and the separator. The cooling gap 53 in the figure is provided in the horizontal direction so as to open to the left and right of the battery block 3. Further, the illustrated separator 52 is provided with notches 52B on both sides. The separator 52 can reduce the passage resistance of the cooling gas by widening the interval between the opposing surfaces of the adjacent battery cells 1 in the notches 52B provided on both sides. For this reason, the cooling gas can be blown smoothly from the notch 52B to the cooling gap 53 between the separator 52 and the battery cell 1 to effectively cool the battery cell 1. As described above, the air forcedly blown into the cooling gap 53 directly and efficiently cools the outer can of the battery cell 1. This structure is characterized in that the battery cell 1 can be efficiently cooled while effectively preventing thermal runaway of the battery cell 1.

  The battery block 3 is provided with end plates 54 at both ends, and the pair of end plates 54 are connected by a connecting member 55 so that the stacked battery cells 1 and the separator 52 are sandwiched. The end plate 54 has a rectangular shape that is substantially equal to the outer shape of the battery cell 1. As shown in FIG. 16, both ends of the connecting member 55 are bent inward, and the bent piece 55 </ b> A is fixed to the end plate 54 with a set screw 56.

  The end plate 54 in FIG. 16 is reinforced by laminating a metal plate 54B on the outside of the main body 54A. The main body portion 54A of the end plate 54 is made of plastic or metal. However, the end plate can be made entirely of metal or plastic. The illustrated end plate 54 has four screw holes 54a at the four corners of the outer surface of the metal plate 54B. The connecting member 55 is fixed to the end plate 54 by screwing a set screw 56 penetrating the bent piece 55A into the screw hole 54a. The set screw 56 is screwed into a nut (not shown) fixed to the inner surface of the metal plate 54 </ b> B or the inner surface of the main body to fix the connecting material 55 to the end plate 54.

  The outer case 70 houses the battery block 50 and fixes it in place. In the battery system shown in FIGS. 14 and 15, the battery blocks 50 are arranged in two rows, and the air duct 65 is provided between and outside the two rows of battery blocks 50. The air duct 65 shown in the figure is composed of an intermediate duct 66 provided between two rows of battery blocks 50 and an outer duct 67 provided outside the battery blocks 50 separated in two rows. A plurality of cooling gaps 53 are connected in parallel with the duct 67. The battery system shown in FIGS. 14 and 15 includes four battery blocks 50, and the four battery blocks 50 are arranged in two rows and two columns. The two battery blocks 50 constituting each row are arranged in parallel in two columns, and an intermediate duct 66 is provided in the middle and an outer duct 67 is provided outside. Further, in the battery system shown in the figure, two battery blocks 50 arranged in two columns in parallel are separated into two rows. That is, the intermediate | middle interruption | blocking wall 69 is arrange | positioned between every two battery blocks 50 which comprise the mutually adjacent row | line | column, and the ventilation ducts 65 provided in the middle and the outer side of the battery block 50 of each row are interrupted | blocked. Therefore, as shown in FIGS. 12 and 15, this battery system supplies the cooling gas separately from the both ends of the outer case 70 to the battery blocks 50 in each row and forcibly blows the cooling gas into the cooling gap 53. The case 70 is discharged separately from both ends. The battery system shown in the figure cools the battery cell 1 by forcibly blowing cooling gas in the opposite direction to the intermediate duct 66 and the outer duct 67.

  This battery system forcibly blows cooling gas from the intermediate duct 66 toward the outer duct 67 as shown by the arrows in FIGS. 12 and 15 with the forced air blowing mechanism 59, or although not shown, the outer duct 67 Then, the cooling gas is forcibly blown toward the intermediate duct 66. The cooling gas forcedly blown from the intermediate duct 66 to the outer duct 67 is branched from the intermediate duct 66 and is blown to each cooling gap 53 to cool the battery cell 1. The cooling gas that has cooled the battery cell 1 collects in the outer duct 67 and is exhausted. Further, the cooling gas forcedly blown from the outer duct 67 toward the intermediate duct 66 branches from the outer duct 67 and is forcedly blown into each cooling gap 53 to cool the battery cell 1. The cooling gas that has cooled the battery cell 1 through the cooling gap 53 is collected in the intermediate duct 66 and exhausted to the outside.

  The exterior case 70 shown in the figure includes a lower case 71, an upper case 72, and end face plates 73 connected to both ends of these cases. The upper case 72 and the lower case 71 have a flange portion 74 protruding outward, and the flange portion 74 is fixed with a bolt 75 and a nut 76. In the illustrated outer case 70, the flange 74 is disposed on the side surface of the battery block 50. In the outer case 70, the end plate 54 is fixed to the lower case 71 with a set screw 77, and the battery block 50 is fixed at a fixed position. The set screw 77 passes through the lower case 71 and is screwed into a screw hole (not shown) of the end plate 54 to fix the battery block 50 to the exterior case 70.

  The end surface plate 73 is connected to both ends of the lower case 71 and the upper case 72 and closes both ends of the exterior case 70. The end face plate 73 is provided with a connecting duct 78 connected to the intermediate duct 66 and a connecting duct 79 connected to the outer duct 67 so as to protrude outward. The connection ducts 78 and 79 are connected to a forced air blowing mechanism 59 or to an external exhaust duct (not shown) that exhausts cooling gas from the battery system. These end surface plates 73 are screwed and connected to the end plate 54 of the battery block 50. However, the end face plate can be connected to the battery block by a connecting structure other than screwing, or can be fixed to the outer case.

  Further, in the battery system shown in the figure, the second heat insulating layers 58 and 68 are provided on a part of the outer case 70 to reduce the temperature difference of the battery cell 1 housed in the outer case 70. In the battery block 50 formed by laminating a large number of battery cells 1, the temperature of the battery cell 1 in the central part tends to be high, and the temperature of the battery cell 1 at both ends tends to be low. In particular, the battery cells 1 arranged at both ends of the battery block 50 are radiated effectively through the end plates 54 stacked at both ends, and the temperature tends to decrease. Therefore, by providing the second heat insulating layers 58 and 68 at the portions facing both ends of the battery block 50, it is possible to effectively prevent the temperature drop of the battery cell 1 that is efficiently cooled from one side, and the battery cell The temperature difference of 1 is reduced.

  The outer case 70 of FIGS. 12 to 15 is provided with second heat insulating layers 58 and 68 at portions facing both ends of the battery block 50. The battery system shown in the figure includes four battery blocks 50. The two battery blocks 50 are arranged in a straight line, and the two battery blocks 50 arranged in a straight line are arranged in parallel in two rows. 70. The exterior case 70 shown in the figure has two battery blocks 50 arranged in a straight line by providing second heat insulation layers 58 on both end faces opposite to both ends of the two battery blocks 50 arranged in a straight line. The second heat insulating layer 68 is provided at a position facing the intermediate portion of

  12 to 15 has a second heat insulating layer 58 on the outer surface of an end surface plate 73 that is an end surface facing the outer end of the battery block 10 arranged in a straight line. In the exterior case 70 shown in the figure, a plate-shaped heat insulating material 58 </ b> A is attached to the outer surface of the end face plate 73 to provide a second heat insulating layer 58. The end face plate 73 shown in the drawing is provided with a second heat insulating layer 58 by fixing a heat insulating material 58 </ b> A between the connecting ducts 78 and 79. The second heat insulating layer 58 provided on the end surface plate 73 suppresses the end of the battery block 50 facing the inner surface of the end surface plate 73 from being efficiently radiated and cooled from one side, and the battery cell 1 of this portion The temperature difference is effectively prevented and the temperature difference of the battery cell 1 is reduced.

  Further, the outer case 70 of FIG. 13 is provided with a second heat insulating layer 68 on the outer surface of the lower case 71 which is the inner end of the battery block 10 arranged in a straight line, that is, the portion facing the intermediate portion. . The exterior case 70 shown in the drawing has a second heat insulating layer 68 provided by sticking a band-shaped heat insulating material 68 </ b> A to the center of the bottom surface of the lower case 71. The strip-shaped heat insulating material 68 </ b> A is fixed in a posture parallel to the end plate 54 of the battery block 50 housed in the exterior case 70. The second heat insulating layer 68 provided at the center of the bottom surface of the lower case 71 prevents the end of the battery block 50 facing the inner surface of the center of the lower case 71 from being efficiently radiated and cooled from one side. The temperature drop of the battery cell 1 is effectively prevented and the temperature difference of the battery cell 1 is reduced. In the exterior case shown in the drawing, the second heat insulating layer is provided on the bottom surface of the lower case. However, the second heat insulating layer can be provided extending to the side surface of the lower case or provided on the upper case.

  The outer case 70 described above is provided with the second heat insulating layers 58 and 68 on the outer surface facing the both ends of the battery block 50. In this structure, the heat insulating materials 58A and 68A are fixed to the outer surface of the exterior case 70, and the second heat insulating layers 58 and 68 can be easily provided. However, the exterior case can also be provided with a second heat insulating layer on the inner surface of the surface facing the both ends of the battery block. This exterior case can provide a 2nd heat insulation layer by fixing a heat insulating material to the inner surface of an end face plate, or the inner surface of a lower case or an upper case. Since this structure can contact the second heat insulating layer directly at both ends of the battery block, there is a feature that heat insulation can be performed more effectively.

  In the above battery system, the two battery blocks 50 arranged in parallel in two columns are separated into two rows and arranged in two rows and two columns as a whole, but the battery system is arranged in two columns. It can also be configured by only two battery blocks arranged in parallel, that is, arranged in one row and two columns. This battery system can cool a battery cell by forcibly blowing a cooling gas in a reverse direction to an air duct composed of an intermediate duct and an outer duct, or can cool a battery cell by forcibly blowing air in the same direction. Further, the four battery blocks arranged in 2 rows and 2 columns are straight lines between two battery blocks adjacent to each other in the column direction without arranging an intermediate blocking wall between the battery blocks in each row and between the air ducts. The battery blocks can be connected in parallel, and these battery blocks can be arranged in parallel in two rows, and an air duct can be provided in the middle and outside. This battery system supplies cooling gas from one of an intermediate duct provided in the middle of a battery block arranged in 2 rows and 2 columns and an outer duct provided outside, and forcibly blows air into the cooling gap. To discharge from. This battery system can also cool a battery cell by forcibly blowing a cooling gas in a reverse direction to a blowing duct composed of an intermediate duct and an outer duct, or can cool a battery cell by forcibly blowing in the same direction.

  The area of the air ducts 65 provided between the two rows of battery blocks 50 arranged in parallel to each other is twice the area of the air ducts 65 provided outside the two rows of battery blocks 50. That is, the cooling gas forcedly blown to the intermediate duct 66 provided in the middle of the two rows of battery blocks 50 is branched into two and blown to the outer duct 67 provided on both sides to be exhausted, or two provided on both sides. This is because the cooling gas forcedly blown to the outer duct 67 is blown to the intermediate duct 66 provided in the middle and exhausted. That is, in the battery system shown in FIG. 15, the intermediate duct 66 blows twice as much cooling gas as the outer ducts 67 on both sides, so that its cross-sectional area is doubled to reduce the pressure loss. In the battery system of FIG. 15, the lateral width of the intermediate duct 66 is twice the lateral width of the outer duct 67 in order to increase the cross-sectional area of the intermediate duct 66.

  In the above battery system, the battery blocks 50 are arranged in two rows in parallel with each other, and the air ducts 65 are provided in the middle and outside of the battery blocks 50 arranged in two rows. However, the battery system can also be composed of one row of battery blocks. Although not shown, this battery system is provided with air ducts on both sides of a row of battery blocks, forcibly blows air from one air duct to the other air duct, and blows cooling gas into each cooling gap to produce battery cells. Can be cooled. In this battery system, since the flow rates of the cooling gas blown to the air ducts provided on both sides of the battery block are equal, the cross-sectional areas of the air ducts are equal, that is, the lateral widths are equal. This battery system can cool the battery cells by forcibly blowing the cooling gas in the opposite direction to the air ducts provided on both sides of the battery block, or can cool the battery cells by forcibly blowing the air in the same direction.

  In the above embodiment, the battery system 91 of the first embodiment is provided with the first heat insulating layer 8 on the cooling plate 7, and the battery system 92 of the second embodiment is the second heat insulating layer on the outer case 70. 58 and 68 are provided to reduce the temperature difference of the battery cell 1. However, in the vehicle battery system of the present invention, the first heat insulating layer is provided on the cooling plate, and the second heat insulating layer is provided on a part of the outer case to reduce the temperature difference between the battery cells. .

DESCRIPTION OF SYMBOLS 1 ... Battery cell 2 ... Separator 4 ... End plate 4A ... Reinforcement rib 5 ... Connecting material 5A ... Bending piece 6 ... Set screw 7 ... Cooling plate 7X ... Cooling surface
7A ... Top plate
7B ... Bottom plate 8 ... First heat insulating layer 9 ... Cooling mechanism 10 ... Battery block 13 ... Electrode terminal 14 ... Opening 18 ... Insulating layer 19 ... Thermal conductive paste 20 ... Refrigerant pipe 21 ... Cooling pipe 21A ... Parallel pipe
21Aa ... Parallel pipe on the inflow side
21Ab ... Parallel pipe on the discharge side 22 ... Closed chamber 23 ... Insulating material 24 ... Expansion valve 24A ... Capillary tube 25 ... Capacitor 26 ... Compressor 27 ... On-off valve 28 ... Receiver tank 36 ... Recess 37 ... Cooling plate 37X ... Cooling surface 38 ... 1st heat insulating material 38A ... Heat insulating material 46 ... Non-contact recessed part 47 ... Cooling plate 47X ... Cooling surface 48 ... 1st heat insulating material 50 ... Battery block 52 ... Separator 52A ... Groove
52B ... Notch 53 ... Cooling gap 54 ... End plate 54A ... Main body
54B ... Metal plate
54a ... Screw hole 55 ... Connector 55A ... Bending piece 56 ... Set screw 58 ... Second heat insulation layer 58A ... Heat insulation material 59 ... Forced blower 65 ... Air blow duct 66 ... Intermediate duct 67 ... Outer duct 68 ... Second heat insulation Layer 68A ... Heat insulation 69 ... Intermediate blocking wall 70 ... Exterior case 71 ... Lower case 72 ... Upper case 73 ... End face plate 74 ... Hut 75 ... Bolt 76 ... Nut 77 ... Set screw 78 ... Connecting duct 79 ... Connecting duct 91 ... Battery system 92 ... Battery system 93 ... Motor 94 ... Generator 95 ... Inverter 96 ... Engine 101 ... Battery cell 103 ... Cooling gap 106 ... Supply duct 107 ... Discharge duct 108 ... Cooling air flow changing member 110 ... Battery block

Claims (10)

A battery block (10) in which a plurality of battery cells (1) are arranged in a stacked state, and a cooling plate (in a thermally coupled state to each battery cell (1) constituting the battery block (10)) 7), (37), (47), and a vehicle battery system comprising a cooling mechanism (9) for forcibly cooling the cooling plates (7), (37), (47),
Between the battery cell (1) and the cooling plates (7), (37), (47), the heat conduction from the battery cell (1) to the cooling plates (7), (37), (47) is limited. A first heat insulating layer (8), (38), (48) is provided,
The area of the first heat insulating layers (8), (38), (48) provided between each battery cell (1) and the cooling plates (7), (37), (47) is the stacking direction. Depending on the battery cell (1) disposed in the battery cell (1), the first heat insulating layers (8), (38), and (48) have different areas, and the battery cell (1) to the cooling plates (7), (37 ), (47) is a vehicle battery system in which the heat energy conducted to the battery cell (1) is controlled to reduce the temperature difference between the battery cells (1).   The cooling plates (7), (37), (47) are provided with first heat insulating layers (8), (38), (48) extending in the stacking direction of the battery cells (1). The vehicle battery system according to claim 1, wherein the heat insulation layers (8), (38), (48) have different lateral widths in the stacking direction of the battery cells (1).   The battery system for vehicles according to claim 1, wherein the first heat insulating layer (8) is one of a plastic sheet and a heat insulating coating film.   The cooling plate (37) has a recess (36) on the surface facing the battery block (10), and the recess (36) is filled with a heat insulating material (38A), so that the surface facing the battery block (10) The battery system according to claim 1, which has a planar shape.   The first heat insulating layer (48) is a non-contact recess (46) that is provided on a surface of the cooling plate (47) facing the battery block (10) and does not contact the battery cell (1). The battery system for vehicles described in 1.   The cooling plates (7), (37), (47) have a refrigerant pipe (20) through which the cooling liquid passes, and the cooling mechanism (9) supplies the cooling liquid to the refrigerant pipe (20). The battery system for vehicles according to claim 1 which cools cooling plates (7), (37), (47).   The cooling liquid supplied from the cooling mechanism (9) to the refrigerant pipe (20) cools the cooling plates (7), (37), and (47) with the heat of vaporization that evaporates inside the refrigerant pipe (20). The battery system for vehicles according to claim 6 which is a refrigerant. A battery block (50) formed by stacking a plurality of battery cells (1) with a cooling gap (53), and the battery cell (1) by forcibly blowing air to the cooling gap (53) of the battery block (50) A vehicle battery system comprising a forced blower (59) for cooling the battery and an outer case (70) containing the battery block (50),
A vehicle in which a second heat insulating layer (58), (68) is provided in a part of the outer case (70) to reduce the temperature difference of the battery cell (1) housed in the outer case (70). Battery system for.   The vehicular case according to claim 8, wherein the outer case (70) is provided with second heat insulating layers (58), (68) on an outer surface or an inner surface of the battery block (50) facing both ends. Battery system.   A vehicle comprising the vehicle battery system according to any one of claims 1 to 9.

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