WO2018186179A1 - Device for cooling vehicle-mounted instrument - Google Patents

Abstract

This device for cooling a vehicle-mounted instrument is provided with: a cooling circuit (12); an evaporator (13) comprising an evaporation section (131), a supply section (132), and a discharge section (133); a condenser (14); gas refrigerant piping (15); and liquid refrigerant piping (16). The gas refrigerant piping comprises a frontward flow section (15a) in which refrigerant flows from the rear of a vehicle toward the front of the vehicle. The direction in which refrigerant flows from the discharge section to the frontward flow section is configured so as to be at least one of the direction leading from the rear side of the vehicle toward the front side of the vehicle, the direction leading from the lower side of the vehicle toward the upper side of the vehicle, and the left-right direction of the vehicle. The device for cooling a vehicle-mounted instrument cools a vehicle-mounted instrument by using phase changes to cause the refrigerant to circulate and makes it possible to maintain cooling capability when accelerating and when climbing a slope.

Description

In-vehicle equipment cooling system Cross-reference of related applications

This application includes Japanese Patent Application No. 2017-073562 filed on Apr. 3, 2017 and Japanese Patent Application No. 2018 filed Feb. 22, 2018, the disclosures of which are incorporated herein by reference. Based on -0297756.

This disclosure relates to an in-vehicle device cooling apparatus that cools in-vehicle devices.

Conventionally, Patent Document 1 describes a battery temperature adjusting device that can adjust the temperature of a battery efficiently. This prior art is a loop-type thermosiphon heat pipe, and includes a temperature control unit, a gas phase channel, a heat medium cooling unit, and a liquid phase channel.

The temperature controller adjusts the temperature of the battery by the phase change between the liquid phase and the gas phase of the heat medium. A gas phase heat medium flowing out from the temperature control unit flows through the gas phase flow path. The heat medium cooling unit condenses the gas phase heat medium flowing in from the gas phase flow path. A liquid phase heat medium flows from the heat medium cooling section to the temperature adjusting section in the liquid phase flow path.

The arrangement relationship between the temperature control unit and the heat medium cooling unit is such that the liquid surface of the liquid heat medium in the heat medium cooling unit is positioned above the liquid surface of the liquid heat medium in the temperature control unit. ing.

JP 2015-41418 A

In an electric vehicle such as an electric vehicle or a hybrid vehicle, electric energy stored in a power storage device such as a secondary battery is supplied to a motor via an inverter or the like to run. The power storage device self-heats when the vehicle is used, such as during travel, and not only does not have a sufficient function at high temperatures, but also causes deterioration and breakage. Therefore, it is necessary to cool the power storage device and maintain it at a certain temperature or lower.

Generally, a power storage device is composed of a plurality of battery cells. However, if the temperature of each battery cell varies, the deterioration of the cells is biased and the performance of the power storage device is degraded. This is because the input / output characteristics of the power storage device are determined in accordance with the characteristics of the most deteriorated battery cell. For this reason, in order for the power storage device to exhibit desired performance for a long period of time, it is important to equalize the temperature so as to reduce the temperature variation between the battery cells.

Conventionally, as a method for cooling a power storage device mounted on a vehicle, a blowing method using a blower or a cooling method using a refrigeration cycle is generally used. The cooling system using the refrigeration cycle is, for example, an air cooling system, a water cooling system, or a refrigerant direct cooling system.

However, since the blower only blows air in the passenger compartment, the cooling performance is low. Moreover, since the air blown by the blower is cooled by the sensible heat of the air, the temperature difference between the upstream and downstream of the air flow becomes large, resulting in a temperature distribution between the battery cells.

The cooling method using the refrigeration cycle has high cooling performance, but the heat exchange part with the battery cell is sensible heat cooling for both air cooling and water cooling, so that a temperature distribution between the battery cells occurs. Therefore, a refrigerant direct cooling method may be used.

Also, since it is necessary to drive a blower cooling fan or a refrigeration cycle compressor while parked, it causes problems such as increased power consumption and noise, which is not preferable.

From these backgrounds, the present inventor examined a thermosiphon system that cools by natural circulation of refrigerant without using a compressor, as a cooling system for a power storage device mounted on a vehicle.

Specifically, the present inventor studied mounting the battery temperature adjusting device according to the above prior art on a vehicle to cool the power storage device of the vehicle.

According to the inventor's study, in order to ensure the cooling capacity in the thermosiphon system, it is necessary to quickly move the gas refrigerant evaporated in the temperature adjustment unit to the heat medium cooling unit and to secure a higher head. I found it important.

However, it has been found that when the battery temperature control device according to the above-described prior art is mounted on a vehicle, it is difficult to cool the power storage device in all traveling situations because of the influence of acceleration / deceleration of the vehicle and uphill / downhill. In particular, when accelerating or climbing, the running load increases and the amount of heat generated by the power storage device increases, which indicates that the cooling capacity tends to be insufficient.

In view of the above points, the present disclosure aims to ensure cooling capacity at the time of acceleration or climbing in an in-vehicle device cooling apparatus that cools an in-vehicle device by circulating a refrigerant using phase change.

According to at least one embodiment of the present disclosure, the in-vehicle device cooling device includes a refrigerant circuit in which the refrigerant circulates, an evaporation unit that absorbs heat from the in-vehicle device and evaporates the refrigerant, a supply unit that guides the refrigerant to the evaporation unit, and evaporation An evaporator having a discharge part through which refrigerant discharged from the part flows, a condenser for condensing the refrigerant evaporated in the evaporator, a gas refrigerant pipe for guiding the refrigerant from the discharge part to the condenser, and from the condenser to the supply part A liquid refrigerant pipe for guiding the refrigerant. The gas refrigerant pipe has a front flow portion in which the refrigerant flows from the rear of the vehicle toward the front of the vehicle, and a flow direction of the refrigerant from the discharge portion to the front flow portion is directed from the rear of the vehicle toward the front of the vehicle. It is comprised so that it may become at least 1 direction among the direction which goes to a vehicle upper side from a downward side, and a vehicle left-right direction.

According to this, at the time of acceleration, inertial force acts on the in-vehicle equipment cooling device in addition to gravity. Therefore, since gravity and inertia force act simultaneously on the gas refrigerant surrounded by the liquid refrigerant in the evaporator, a force in an obliquely upward direction on the front side of the vehicle acts on the gas refrigerant.

That is, at the time of acceleration, a force in a direction substantially along the flow direction of the refrigerant from the discharge part to the forward flow part acts.

As a result, the gas refrigerant of the evaporator is easily removed from the gas refrigerant pipe, and the refrigerant flow rate is increased, so that the cooling capacity can be improved.

Since the vehicle is tilted when climbing, the gravity acting on the in-vehicle equipment cooling device is tilted obliquely downward in the rear of the vehicle, so that the force acting on the gas refrigerant in the evaporator is the same as that during acceleration. The direction is obliquely upward, that is, the direction generally along the flow direction of the refrigerant from the discharge part to the forward flow part.

As a result, the gas refrigerant easily escapes from the gas refrigerant pipe and the refrigerant flow rate increases, so that the cooling capacity can be improved.

Therefore, it is possible to secure the cooling capacity at the time of acceleration or climbing.

According to at least one embodiment of the present disclosure, the on-vehicle equipment cooling device includes a refrigerant circuit in which the refrigerant circulates, at least one evaporator that absorbs heat from at least one on-vehicle equipment and evaporates the refrigerant, and has evaporated in the evaporator. At least one condenser for condensing the refrigerant, a gas refrigerant pipe for guiding the refrigerant evaporated by the evaporator to the condenser, and a liquid refrigerant pipe for guiding the refrigerant condensed by the condenser to the evaporator. The inlet side connection part connected with liquid refrigerant piping among evaporators is located in the vehicle back rather than the outlet side connection part connected with gas refrigerant piping among evaporators.

According to this, at the time of acceleration, inertial force acts on the in-vehicle equipment cooling device in addition to gravity. For this reason, gravity and inertia force act simultaneously on the gas refrigerant surrounded by the liquid refrigerant in the evaporator, so that a force in an obliquely upward direction toward the front of the vehicle, that is, a direction toward the outlet side connection portion, acts on the gas refrigerant. It will be. As a result, the gas refrigerant in the evaporator easily escapes to the gas refrigerant pipe, so that backflow of the gas refrigerant in the liquid refrigerant pipe can be suppressed.

Since the vehicle is tilted when climbing, the gravity acting on the in-vehicle equipment cooling device is tilted obliquely downward in the rear of the vehicle, so that the force acting on the gas refrigerant in the evaporator is the same as that during acceleration. The direction is obliquely upward, that is, the direction toward the outlet side connecting portion. As a result, the gas refrigerant easily escapes to the gas refrigerant pipe, so that the back flow of the gas refrigerant in the liquid refrigerant pipe can be suppressed.

Therefore, since the refrigerant flow rate increases during acceleration or climbing and the cooling capacity is improved, the cooling capacity during acceleration or climbing can be ensured.

It is a schematic diagram which shows the time of acceleration of the vehicle carrying the vehicle equipment cooling device in at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in at least 1 embodiment. It is explanatory drawing explaining the force which acts on the gas refrigerant in the battery evaporator in FIG. It is a mimetic diagram showing the time of uphill of a vehicle carrying an in-vehicle device cooling device in at least one embodiment. It is a schematic diagram which shows the time of acceleration of the vehicle carrying the vehicle equipment cooling device in at least 1 embodiment. It is a mimetic diagram showing the time of uphill of a vehicle carrying an in-vehicle device cooling device in at least one embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a schematic diagram which shows the vehicle carrying the vehicle equipment cooling device in at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a XVI arrow line view of the battery evaporator of FIG. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a perspective view which shows the battery evaporator of the vehicle equipment cooling device in at least 1 embodiment. It is sectional drawing of the evaporator for batteries in FIG. It is a schematic diagram which shows the time of acceleration of the vehicle carrying the vehicle equipment cooling device in at least 1 embodiment. It is a mimetic diagram showing the time of uphill of a vehicle carrying an in-vehicle device cooling device in at least one embodiment. It is a figure which shows the vehicle equipment cooling device in at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in at least 1 embodiment. It is a perspective view which shows a part of vehicle equipment cooling device in at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in at least 1 embodiment. It is a perspective view which shows a part of vehicle equipment cooling device in at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in one Example of at least 1 embodiment. It is a figure which shows the vehicle equipment cooling device in at least 1 embodiment.

Hereinafter, a plurality of modes for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.

(First embodiment)
The in-vehicle device cooling device 10 of the present embodiment illustrated in FIG. 1 is an in-vehicle device cooling device that cools the assembled battery 11. The assembled battery 11 is an example of an in-vehicle device mounted on the vehicle 1. In FIG. 1, front and rear and up and down arrows indicate the front and rear and up and down directions in the vehicle 1.

The assembled battery 11 has a plurality of battery cells. The plurality of battery cells are arranged in the front-rear direction of the vehicle 1.

The assembled battery 11 supplies electricity to the traveling motor via an inverter or the like. The assembled battery 11 is a storage battery that stores regenerative power. The battery cell of the assembled battery 11 self-heats when charging / discharging is used during traveling. When the assembled battery 11 becomes high temperature, not only a sufficient function cannot be obtained, but the assembled battery 11 is deteriorated or broken. Therefore, it is necessary to cool the assembled battery 11 and maintain it below a certain temperature.

Especially when accelerating or climbing (in other words, when the driving load is high), the discharge amount of the assembled battery 11 increases and the amount of heat generation increases, so it is necessary to cool the assembled battery 11 with a high cooling capacity.

The temperature of the assembled battery 11 rises not only during driving but also during parking in summer. If the battery cell of the assembled battery 11 is left in a high temperature state, the life is greatly reduced. Therefore, it is necessary to maintain the battery temperature at a low temperature, for example, by cooling the battery cell while it is parked.

The in-vehicle device whose temperature is adjusted by the in-vehicle device cooling device 10 may be a traveling inverter, a traveling motor, an intercooler, or the like in addition to the assembled battery 11. A traveling inverter, a traveling motor, and an intercooler are in-vehicle devices that increase heat dissipation during acceleration or climbing (in other words, when the traveling load is high).

The on-vehicle equipment cooling device 10 includes a refrigerant circuit 12, a battery evaporator 13, a condenser 14, a gas refrigerant pipe 15, and a liquid refrigerant pipe 16.

The refrigerant circuit 12 is a heat medium circuit in which a refrigerant as a heat medium circulates. In the present embodiment, a fluorocarbon refrigerant is used as the refrigerant. Water may be used as the refrigerant.

The battery evaporator 13, the condenser 14, the gas refrigerant pipe 15 and the liquid refrigerant pipe 16 are arranged in the refrigerant circuit 12.

The battery evaporator 13 is an equipment heat exchanger that cools the assembled battery 11 by evaporation of the refrigerant. The battery evaporator 13 can conduct heat with the assembled battery 11, and cools the assembled battery 11 and evaporates the refrigerant by absorbing the heat of the assembled battery 11 into the refrigerant.

The assembled battery 11 is placed on the battery evaporator 13, and the lower surface of the assembled battery 11 is in contact with the upper surface of the battery evaporator 13 so as to conduct heat. The assembled battery 11 and the battery evaporator 13 are disposed under the floor at a substantially central portion in the front-rear direction of the vehicle 1.

The assembled battery 11 is disposed between the front end and the rear end of the battery evaporator 13 in the vehicle longitudinal direction. Among the plurality of battery cells of the assembled battery 11, the battery cell 11 a arranged closest to the vehicle rear side is located in front of the vehicle from the end portion of the battery evaporator 13 closest to the vehicle rear side. Among the plurality of battery cells of the assembled battery 11, the battery cell 11 b arranged closest to the vehicle front side is positioned further to the vehicle rear side than the end of the battery evaporator 13 closest to the vehicle front side.

The condenser 14 is a heat exchanger that cools and condenses the refrigerant evaporated in the battery evaporator 13 by heat exchange with the outside air. The condenser 14 is disposed in the engine room of the vehicle 1. The condenser 14 is disposed at the rearmost part of the engine room. The condenser 14 is disposed on the front side and the upper side of the vehicle 1 with respect to the battery evaporator 13.

As shown in FIG. 2, outside air is blown to the condenser 14 by an outdoor blower 17. The outdoor blower 17 is disposed in the engine room of the vehicle 1.

The gas refrigerant pipe 15 and the liquid refrigerant pipe 16 are refrigerant pipes connecting the battery evaporator 13 and the condenser 14. The gas refrigerant pipe 15 is a refrigerant pipe that guides the refrigerant evaporated in the battery evaporator 13 to the condenser 14. The liquid refrigerant pipe 16 is a refrigerant pipe that guides the refrigerant condensed by the condenser 14 to the battery evaporator 13.

The gas refrigerant pipe 15 and the liquid refrigerant pipe 16 are connected to the battery evaporator 13 from above the vehicle 1.

The inlet side connecting portion 13 a of the battery evaporator 13 is located on the rear side of the vehicle 1 with respect to the outlet side connecting portion 13 b of the battery evaporator 13. The inlet side connection portion 13a is a portion of the battery evaporator 13 to which the liquid refrigerant pipe 16 is connected. The outlet side connecting portion 13b is a portion of the battery evaporator 13 to which the gas refrigerant pipe 15 is connected.

The entrance side connection part 13a is located in the vehicle back side rather than the battery cell 11a located in the vehicle back most among several battery cells. Outlet side connection part 13b is located in the vehicle front side rather than battery cell 11b located in the vehicle front most among a plurality of battery cells.

The condenser 14 is located in front of the vehicle with respect to the inlet side connecting portion 13a. The condenser 14 is disposed in front of the vehicle with respect to the battery evaporator 13.

The inlet side connecting portion 13a and the outlet side connecting portion 13b are arranged at the same height in the vertical direction of the vehicle 1.

Next, the operation in the above configuration will be described. When the temperature of the assembled battery 11 is higher than the outside air temperature, the refrigerant circulates in the refrigerant circuit 12 of the in-vehicle device cooling apparatus 10 by a thermosiphon phenomenon (in other words, phase change).

Specifically, in the battery evaporator 13, the liquid refrigerant absorbs heat from the assembled battery 11 and evaporates to become a gas refrigerant. The gas refrigerant evaporated in the battery evaporator 13 flows into the gas refrigerant pipe 15 through the outlet side connection portion 13b, rises in the gas refrigerant pipe 15, and flows into the condenser.

In the condenser 14, the gas refrigerant flowing from the gas refrigerant pipe 15 dissipates heat to the outside air and condenses to become liquid refrigerant. The liquid refrigerant condensed in the condenser 14 flows down the liquid refrigerant pipe 16 due to gravity and flows into the battery evaporator 13 via the inlet side connection portion 13a.

Thus, the assembled battery 11 can be cooled by the battery evaporator 13 by circulating the refrigerant through the refrigerant circuit 12. Since the refrigerant can be circulated through the refrigerant circuit 12 without using power, the power can be saved and the assembled battery 11 can be cooled even when parked.

As shown in FIG. 1, when the vehicle 1 equipped with the on-vehicle equipment cooling device 10 is accelerated, an inertial force Fi due to the acceleration acts. As shown in FIG. 3, since the inertial force Fi acts on the liquid refrigerant in the battery evaporator 13, the direction of the force Fr acting on the gas refrigerant 19 in the liquid refrigerant is obliquely upward in front of the vehicle, that is, on the outlet side. It acts in the direction toward the connecting portion 13b. Therefore, the gas refrigerant 19 of the battery evaporator 13 can easily escape to the gas refrigerant pipe 15.

Thereby, the back flow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed. Moreover, since it becomes easy to supply a liquid refrigerant to the vicinity of the site | part in which heat conduction with the assembled battery 11 is carried out among the battery evaporator 13, the boiling of a liquid refrigerant is accelerated | stimulated.

As shown in FIG. 1, at the time of acceleration, the force direction Fh of the head is the direction of the resultant force of gravity Fg and inertial force Fi by acceleration. Therefore, at the time of acceleration, the head Hd is enlarged compared with the case of non-acceleration. In order to facilitate understanding, FIG. 1 shows an enlargement amount ΔHd of the head Hd during acceleration compared to non-acceleration.

The head Hd, the in-circuit pressure loss ΔP, and the flow velocity v have the following relationship.

ρgHd = ΔP + (1/2) ρv ²
In the above formula, ρ is density and g is gravitational acceleration. Further, when the flow velocity v increases, the in-circuit pressure loss ΔP also increases. From this relationship and the above formula, it is clear that the flow velocity of the refrigerant increases when the head Hd is enlarged.

Therefore, since the flow rate of the gas refrigerant increases during acceleration to increase the flow rate of the refrigerant circulating in the on-vehicle equipment cooling device 10, the backflow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed. As the refrigerant flow rate increases, the amount of heat exchange between the battery evaporator 13 and the condenser 14 also increases.

Therefore, since the cooling performance of the assembled battery 11 by the battery evaporator 13 can be improved during acceleration, the assembled battery 11 can be satisfactorily cooled even if the amount of heat generated by the assembled battery 11 increases during acceleration.

As shown in FIG. 4, when the vehicle 1 equipped with the in-vehicle device cooling device 10 is climbed, the front part of the vehicle is located above the rear part. Therefore, the on-vehicle equipment cooling device 10 is inclined with respect to the direction of gravity Fg, and the gas refrigerant pipe 15 is positioned above the battery evaporator 13, so that the battery as shown by the thick line arrow in FIG. 4. It becomes easy for the gas refrigerant of the evaporator 13 to escape to the gas refrigerant pipe 15.

Thereby, the reverse flow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed as in acceleration. Moreover, since it becomes easy to supply a liquid refrigerant to the vicinity of the site | part in which heat conduction with the assembled battery 11 is carried out among the battery evaporator 13, the boiling of a liquid refrigerant is accelerated | stimulated.

When climbing at a constant speed, the force direction Fh of the head is the same as the direction of gravity Fg. Therefore, when climbing at a constant speed, the head Hd is enlarged as compared to when descending at a constant speed, so that the flow rate of the refrigerant increases. As the flow rate of the refrigerant increases, the flow rate of the refrigerant circulating in the in-vehicle device cooling apparatus 10 increases. Therefore, the back flow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed. As the refrigerant flow rate increases, the amount of heat exchange between the battery evaporator 13 and the condenser 14 also increases.

Therefore, since the cooling performance of the assembled battery 11 by the battery evaporator 13 can be improved when climbing up, as in acceleration, the assembled battery 11 can be cooled well even when the amount of heat generated by the assembled battery 11 increases during climbing.

When the vehicle is decelerated or downhill, the amount of heat generated by the rechargeable battery 11 can be reduced by reducing the amount of charge generated by regeneration. Absent.

Regenerative charging refers to charging by converting kinetic energy into regenerative power during deceleration or downhill.

Since the inlet side connection part 13a of the battery evaporator 13 is located on the vehicle rear side with respect to the battery cell 11a located most on the vehicle rear side among the plurality of battery cells of the assembled battery 11, The liquid refrigerant can be satisfactorily supplied to all the battery cells during climbing. Therefore, even if the amount of heat generated by each battery cell increases during acceleration or climbing, all the battery cells can be cooled as evenly as possible.

Since the condenser 14 is located on the vehicle front side of the inlet side connection portion 13a of the battery evaporator 13, the gas refrigerant in the battery evaporator 13 easily flows into the condenser 14 during acceleration or climbing. . Therefore, the assembled battery 11 can be satisfactorily cooled even when the heat generation amount of the assembled battery 11 increases during acceleration or climbing.

Since the outlet side connection part 13b of the battery evaporator 13 is located on the vehicle front side with respect to the battery cell 11b located on the most vehicle front side among the plurality of battery cells of the assembled battery 11, It is easy for the gas refrigerant to escape from the battery evaporator 13 during climbing. Therefore, the gas refrigerant in the battery evaporator 13 is suppressed from staying in the vicinity of the battery cells, so that even if the amount of heat generated by each battery cell increases during acceleration or climbing, all the battery cells are evenly distributed as much as possible. Can be cooled.

Since the condenser 14 is disposed on the vehicle front side with respect to the battery evaporator 13, the outlet-side connection portion 13 b of the battery evaporator 13 is located on the most vehicle front side among the plurality of battery cells of the assembled battery 11. It becomes easier to position the battery cell 11b on the vehicle front side than the battery cell 11b.

In the present embodiment, the inlet side connection portion 13a of the battery evaporator 13 is located behind the vehicle from the outlet side connection portion 13b of the battery evaporator 13.

According to this, as described above, at the time of acceleration, the direction of the force Fr acting on the gas refrigerant 19 in the liquid refrigerant in the battery evaporator 13 is an obliquely upward front direction of the vehicle. Therefore, the gas refrigerant 19 of the battery evaporator 13 can easily escape to the gas refrigerant pipe 15, so that the backflow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed. As can be seen from FIG. 4, when climbing up, the gas refrigerant 19 of the battery evaporator 13 easily escapes to the gas refrigerant pipe 15 as during acceleration, so that the backflow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed.

Therefore, the mounting property on the vehicle can be improved as compared with the case where the backflow of the refrigerant is suppressed by using a backflow prevention structure such as a U-shaped tube.

In this embodiment, the condenser 14 is located in front of the vehicle with respect to the inlet side connection portion 13a of the battery evaporator 13.

According to this, as can be seen from FIG. 1, at the time of acceleration, the head Hd is expanded by the acceleration inertial force Fi, so that the flow rate of the refrigerant circulating in the in-vehicle device cooling device 10 increases. As can be seen from FIG. 4, when climbing up, the head 1 Hd is enlarged by tilting the vehicle 1, so that the flow rate of the refrigerant circulating in the in-vehicle device cooling device 10 increases. Therefore, the back flow of the gas refrigerant in the liquid refrigerant pipe 16 can be further suppressed during acceleration or climbing. As the refrigerant flow rate increases, the amount of heat exchange between the battery evaporator 13 and the condenser 14 also increases.

In the present embodiment, the inlet side connecting portion 13a of the battery evaporator 13 is located behind the assembled battery 11 in the vehicle.

According to this, since the liquid refrigerant can be satisfactorily supplied to the entire portion of the battery evaporator 13 where the assembled battery 11 is cooled, the entire assembled battery 11 can be cooled as evenly as possible.

In this embodiment, the condenser 14 is located in front of the vehicle with respect to the outlet side connection portion 13b of the battery evaporator 13.

According to this, the gas refrigerant in the battery evaporator 13 easily flows into the condenser 14 during acceleration or climbing. Therefore, the assembled battery 11 can be satisfactorily cooled even when the amount of heat generated by the assembled battery 11 increases during acceleration or climbing.

In the present embodiment, the outlet side connection portion 13b of the battery evaporator 13 is positioned in front of the vehicle with respect to the assembled battery 11.

This makes it easier for the gas refrigerant to escape from the battery evaporator 13 when accelerating or climbing. Therefore, it is possible to suppress the gas refrigerant in the battery evaporator 13 from staying in the vicinity of the assembled battery 11, so that the entire assembled battery 11 can be evenly distributed as much as possible even if the amount of heat generated by the assembled battery 11 increases during acceleration or climbing. Can be cooled.

In particular, when the assembled battery 11 has a plurality of chargeable / dischargeable battery cells as in the present embodiment, the plurality of battery cells can be cooled as evenly as possible, so that the deterioration of the plurality of battery cells is biased. Generation | occurence | production can be suppressed and by extension, the performance fall of the assembled battery 11 can be suppressed.

In the present embodiment, the inlet side connection portion 13a of the battery evaporator 13 is located behind the battery cell 11a located most behind the vehicle among the plurality of battery cells. According to this, since the liquid refrigerant can be satisfactorily supplied in the vicinity of all the battery cells in the battery evaporator 13, the cooling of the plurality of battery cells can be further equalized.

In the present embodiment, the outlet side connection portion 13b of the battery evaporator 13 is located in front of the vehicle with respect to the battery cell 11b located in front of the vehicle among the plurality of battery cells.

According to this, it is possible to suppress the gas refrigerant from staying in the vicinity of all the battery cells in the battery evaporator 13, so that all the battery cells are kept as much as possible even if the amount of heat generated by the battery cells increases during acceleration or climbing. Cool evenly.

(Second Embodiment)
In the above embodiment, the condenser 14 is disposed on the front side of the vehicle with respect to the battery evaporator 13. However, in this embodiment, as shown in FIGS. 5 and 6, the condenser 14 is a battery evaporator. Located just above the vessel 13. FIG. 5 shows when the vehicle 1 is accelerating, and FIG. 6 shows when the vehicle 1 is climbing up.

Also in this embodiment, the condenser 14 is located on the vehicle front side with respect to the inlet side connection portion 13a. Thereby, since the head Hd is enlarged at the time of acceleration and uphill as in the above embodiment, the flow rate of the refrigerant circulating in the in-vehicle device cooling apparatus 10 is increased. Therefore, the back flow of the gas refrigerant in the liquid refrigerant pipe 16 can be suppressed. As the refrigerant flow rate increases, the amount of heat exchange between the battery evaporator 13 and the condenser 14 also increases.

(Third embodiment)
In the above embodiment, the condenser 14 is a heat exchanger that exchanges heat between the refrigerant and air, but the condenser 14 may be a heat exchanger that exchanges heat between the refrigerant and various cooling media.

7, the condenser 14 may be a heat exchanger that exchanges heat between the refrigerant and the cooling water in the cooling water circuit 20. The cooling water circuit 20 is a circuit through which cooling water circulates. A condenser 14 and a pump 21 are arranged in the cooling water circuit 20. The pump 21 sucks and discharges the cooling water from the cooling water circuit 20.

As in the second embodiment shown in FIG. 8, the condenser 14 may be a heat exchanger that exchanges heat between the refrigerant of the refrigerant circuit 12 and the refrigerant of the refrigeration cycle 30. The refrigeration cycle 30 includes a compressor 31, a radiator 32, and an expansion valve 33.

Compressor 31 draws in refrigerant of refrigeration cycle 30, compresses it, and discharges it. The radiator 32 is a heat exchanger that radiates and condenses the refrigerant discharged from the compressor 31. The expansion valve 33 is a decompression unit that decompresses and expands the refrigerant condensed by the radiator 32.

The condenser 14 exchanges heat between the refrigerant of the refrigeration cycle 30 decompressed and expanded by the expansion valve 33 and the refrigerant of the refrigerant circuit 12 evaporated by the evaporator 13 to evaporate the refrigerant of the refrigeration cycle 30 and also the refrigerant circuit 12. Condensate the refrigerant.

As in the third embodiment shown in Fig. 9, the refrigeration cycle 30 may include an air conditioning expansion valve 34 and an air conditioning evaporator 35.

The air conditioning expansion valve 34 is a decompression unit that decompresses and expands the refrigerant condensed by the radiator 32. The air-conditioning evaporator 35 is a cooling heat exchanger that cools air to be blown into the passenger compartment by exchanging heat between the refrigerant of the refrigeration cycle 30 and the air to be blown into the passenger compartment.

The air conditioning expansion valve 34 and the air conditioning evaporator 35 are arranged in parallel with the radiator 32 in the refrigerant flow of the refrigeration cycle 30.

In this embodiment, the same effects as those in the above embodiment can be obtained.

(Fourth embodiment)
In the said embodiment, although the condenser 14 is arrange | positioned at the rearmost part of an engine room, as shown in FIG. 10, the condenser 14 may be arrange | positioned at the forefront part of an engine room.

In this embodiment, the same effects as those in the above embodiment can be obtained.

(Fifth embodiment)
As shown in FIGS. 11 and 12, the in-vehicle device cooling apparatus 10 may include a plurality of condensers 14.

In the first embodiment shown in FIG. 11, all the condensers 14 are arranged on the vehicle front side with respect to the battery evaporator 13.

As in the second embodiment shown in FIG. 12, a part of the condensers 14 among the plurality of condensers 14 may be disposed on the vehicle front side with respect to the battery evaporator 13.

In the first example of the present embodiment, the plurality of condensers 14 are all located in front of the vehicle with respect to the inlet side connecting portion 13a and the outlet side connecting portion 13b.

According to this, the gas refrigerant in the battery evaporator 13 easily flows into all the condensers 14 during acceleration or climbing. Therefore, since the refrigerant can be uniformly condensed in the plurality of condensers 14, the assembled battery 11 can be satisfactorily cooled even when the amount of heat generated by the assembled battery 11 increases during acceleration or climbing.

(Sixth embodiment)
In the above embodiment, the gas refrigerant pipe 15 and the liquid refrigerant pipe 16 are connected to the battery evaporator 13 from the upper side of the vehicle, but as shown in FIGS. 13 to 15, the gas refrigerant pipe 15 and the liquid refrigerant pipe. 16 may be connected to the battery evaporator 13 from the vehicle horizontal direction side.

In the first embodiment shown in FIG. 13, the inlet side connecting portion 13a and the outlet side connecting portion 13b are located at the same position in the height direction of the vehicle 1.

As shown in FIGS. 14 and 15, the position of the inlet side connecting portion 13 a and the outlet side connecting portion 13 b in the height direction of the vehicle 1 may be shifted from each other. The inlet side connection part 13a may be located in the vehicle upper side rather than the outlet side connection part 13b.

In the second embodiment shown in FIG. 14, the assembled battery 11 is arranged in a horizontal direction with respect to the battery evaporator 13, and the side surface of the assembled battery 11 abuts on the side surface of the battery evaporator 13 so as to conduct heat. ing.

In the third embodiment shown in FIG. 15, the assembled battery 11 is placed on the battery evaporator 13, and the lower surface of the assembled battery 11 is in contact with the upper surface of the battery evaporator 13 so as to allow heat conduction. In this embodiment, as shown in FIG. 16, the portion of the battery evaporator 13 where the outlet side connection portion 13 b is formed is the portion of the battery evaporator 13 where the inlet side connection portion 13 a is formed. Rather than the vehicle upper side. This makes it easier for the gas refrigerant to escape from the battery evaporator 13.

In this embodiment, the same effects as those in the above embodiment can be obtained.

(Seventh embodiment)
As shown in FIGS. 17 and 18, the in-vehicle device cooling apparatus 10 may include a plurality of assembled batteries 11 and a plurality of battery evaporators 13.

In the first embodiment shown in FIG. 17, the condenser 14 is disposed on the vehicle front side with respect to all the battery evaporators 13. Thereby, since a refrigerant | coolant can be circulated favorably to all the battery evaporators 13, all the assembled batteries 11 can be cooled favorably. Therefore, since the temperature of all the assembled batteries 11 can be equalized, deterioration of the assembled batteries 11 can be suppressed.

As in the second embodiment shown in FIG. 18, the condenser 14 may be disposed on the vehicle front side with respect to some of the battery evaporators 13 among the plurality of battery evaporators 13.

In the first example of the present embodiment, the condenser 14 is positioned in front of the vehicle with respect to the inlet side connection portions 13a in all the battery evaporators 13, and the inlet side connection portions in all the battery evaporators 13 are used. 13a is located in the rear of the vehicle relative to the assembled battery 11, and the condenser 14 is located in the front of the vehicle relative to the outlet side connection portion 13b in all the battery evaporators 13, so that all the battery evaporators are included. 13 is located in front of the vehicle with respect to the assembled battery 11.

Thereby, since the refrigerant can be circulated well in all the battery evaporators 13, all the assembled batteries 11 can be cooled well. Therefore, since the temperature of all the assembled batteries 11 can be equalized, deterioration of all the assembled batteries 11 can be suppressed.

(Eighth embodiment)
As shown in FIGS. 19 and 20, the in-vehicle device cooling apparatus 10 may include a plurality of sets of a refrigerant circuit 12, a battery evaporator 13, a condenser 14, a gas refrigerant pipe 15, and a liquid refrigerant pipe 16.

In the first embodiment shown in FIG. 19, in any of the plurality of refrigerant circuits 12, the condenser 14 is disposed on the vehicle front side with respect to the battery evaporator 13.

As in the second embodiment shown in FIG. 20, in one refrigerant circuit 12 (left refrigerant circuit 12 in FIG. 20) among the plurality of refrigerant circuits 12, the condenser 14 is more vehicle than the battery evaporator 13. In the other refrigerant circuit (the right refrigerant circuit 12 in FIG. 20), the condenser 14 may be arranged immediately above the battery evaporator 13.

In the first example of the present embodiment, in each of the equipment cooling refrigerant circuits 12, the condenser 14 is located in front of the vehicle with respect to the inlet side connecting portion 13a and the outlet side connecting portion 13b, and the inlet side connecting portion 13a. Is located on the vehicle rear side with respect to the assembled battery 11, and the outlet side connection portion 13 b is located on the vehicle front side with respect to the assembled battery 11.

Thereby, since the refrigerant can be circulated well in all the battery evaporators 13, all the assembled batteries 11 can be cooled well. Therefore, since the temperature of all the assembled batteries 11 can be equalized, deterioration of all the assembled batteries 11 can be suppressed.

(Ninth embodiment)
This embodiment is a more specific example of the second example of the sixth embodiment. As shown in FIGS. 21 and 22, the battery evaporator 13 includes an evaporation unit 131, a supply unit 132, and a discharge unit 133. The evaporator 131 absorbs heat from the assembled battery 11 and evaporates the refrigerant. The evaporating unit 131 has a plurality of parallel refrigerant flow paths. The supply unit 132 is a distribution tank that distributes the refrigerant to the plurality of refrigerant channels of the evaporation unit 131. The refrigerant supplied to the evaporation unit 131 flows through the supply unit 132. The discharge unit 133 is a collection tank in which the refrigerant that has flowed through the plurality of refrigerant channels of the evaporation unit 131 collects. The refrigerant discharged from the evaporation unit 131 flows through the discharge unit 133.

The evaporator 131 is located on the vehicle rear side and the vehicle lower side than the condenser 14. The evaporation part 131 has a shape extending in the vehicle front-rear direction.

The side surface of the evaporating part 131 is flat. The assembled battery 11 is disposed on the side surface of the evaporation unit 131. The plurality of battery cells of the assembled battery 11 are arranged in the vehicle front-rear direction. The terminal 111 of each battery cell of the assembled battery 11 is disposed on the side surface of the battery cell opposite to the evaporation unit 131.

The electrically insulating heat conductive sheet 18 is interposed between the evaporation unit 131 and the assembled battery 11. The electrically insulating heat conductive sheet 18 is a thin film member having electrical insulating properties and thermal conductivity. A plate-like heat conducting member may be interposed between the evaporation unit 131 and the assembled battery 11.

The supply unit 132 is disposed below the evaporation unit 131. The evaporator 131 is disposed above the evaporator 131. The supply unit 132 and the discharge unit 133 have a shape that extends long in the vehicle front-rear direction.

The entrance side connection part 13a is provided in the edge part of the vehicle rear side among the supply parts 132. FIG. In other words, the inlet side connection portion 13 a is provided in a portion of the supply portion 132 that is on the vehicle rear side with respect to the assembled battery 11. The outlet side connection portion 13b is provided at an end portion of the discharge portion 133 on the vehicle front side. In other words, the outlet side connection portion 13b is provided in a portion of the supply portion 132 on the front side of the vehicle with respect to the assembled battery 11.

The gas refrigerant pipe 15 has a forward flow portion 15a. The front flow portion 15a is a portion where the refrigerant flows from the rear of the vehicle toward the front of the vehicle. The front flow portion 15a extends in the vehicle front-rear direction.

The front flow part 15 a is directly connected to the discharge part 133 of the battery evaporator 13. The flow direction of the refrigerant from the discharge portion 133 of the battery evaporator 13 to the front flow portion 15a is a direction from the rear of the vehicle toward the front of the vehicle.

At the time of acceleration of the vehicle 1 on which the on-vehicle equipment cooling device 10 is mounted, an inertial force Fi due to the acceleration acts. At this time, as described with reference to FIG. 3 in the first embodiment, the direction of the force Fr acting on the gas refrigerant 19 in the liquid refrigerant acts on the vehicle front obliquely upward direction.

Since the discharge part 133 has a shape that extends long in the vehicle front-rear direction, and the outlet side connection part 13b is provided at the end of the discharge part 133 on the front side of the vehicle, the battery evaporation is performed when the vehicle 1 is accelerated. It becomes easy for the gas refrigerant in the vessel 13 to escape to the gas refrigerant pipe 15 through the discharge part 133 and the outlet side connection part 13b.

When the liquid refrigerant boils and gasifies in the evaporation unit 131, the gas refrigerant pushes up the liquid refrigerant, and the liquid refrigerant accumulates in the discharge unit 133 and the gas refrigerant pipe 15. The liquid refrigerant accumulated in the discharge part 133 and the gas refrigerant pipe 15 causes the gas refrigerant to be discharged.

In this embodiment, the front flow portion 15a of the gas refrigerant pipe 15 is directly connected to the outlet side connection portion 13b of the battery evaporator 13, and the refrigerant reaches from the discharge portion 133 of the battery evaporator 13 to the front flow portion 15a. Since the flow direction is from the rear of the vehicle to the front of the vehicle, the gas refrigerant that has flowed into the gas refrigerant pipe 15 from the discharge portion 133 of the battery evaporator 13 is easily removed from the gas refrigerant pipe 15.

When the gas refrigerant in the battery evaporator 13 and the gas refrigerant pipe 15 is easily removed, the flow rate of the refrigerant increases, so that the battery cooling performance is improved.

As shown in FIG. 23, at the time of acceleration, the force direction Fh of the head is the direction of the resultant force of the gravity Fg and the inertial force Fi due to acceleration. Since the evaporator 131 is located on the rear side of the vehicle with respect to the condenser 14, the head Hd is enlarged when accelerating compared to when traveling at a constant speed. In order to facilitate understanding, FIG. 23 shows an enlargement amount ΔHd of the head Hd during acceleration compared to when traveling at a constant speed.

As described in the first embodiment, since the flow rate of the refrigerant increases when the head Hd is enlarged, the battery cooling performance is improved.

From the above, necessary battery cooling performance can be ensured during acceleration when the amount of heat generated by the assembled battery 11 increases.

As shown in FIG. 24, when the vehicle 1 is climbing up, the front part of the vehicle is positioned above the rear part. Therefore, the in-vehicle device cooling device 10 is inclined with respect to the direction of the gravity Fg, and the gas refrigerant pipe 15 is positioned above the battery evaporator 13.

Since the discharge part 133 has a shape extending long in the vehicle front-rear direction, and the outlet side connection part 13b is provided at the end of the discharge part 133 on the vehicle front side, As shown by the thick line arrow, the gas refrigerant of the battery evaporator 13 can easily escape to the gas refrigerant pipe 15. Therefore, the battery cooling performance is improved as in acceleration.

In the present embodiment, the forward flow portion 15a of the gas refrigerant pipe 15 is directly connected to the discharge portion 133 of the battery evaporator 13, and the refrigerant flows from the discharge portion 133 of the battery evaporator 13 to the forward flow portion 15a. Since the direction is from the rear of the vehicle toward the front of the vehicle, the gas refrigerant that has flowed into the gas refrigerant pipe 15 from the discharge portion 133 of the battery evaporator 13 is easily removed from the gas refrigerant pipe 15.

When climbing at a constant speed, the force direction Fh of the head is the same as the direction of gravity Fg. Since the evaporator 131 is located on the vehicle rear side with respect to the condenser 14, the head Hd is enlarged when climbing at a constant speed compared to when traveling on a horizontal road surface at a constant speed. In order to facilitate understanding, FIG. 24 shows an enlargement amount ΔHd of the head Hd at the time of acceleration compared to when traveling on a horizontal road surface at a constant speed. Therefore, the battery cooling performance is improved as in acceleration.

From the above, the necessary battery cooling performance can be ensured when climbing when the calorific value of the assembled battery 11 increases.

The required cooling amount of the battery pack 11 during deceleration is smaller than the required cooling amount during acceleration. The required cooling amount of the battery pack 11 when descending is smaller than the required cooling amount when climbing. When the vehicle is decelerated or downhill, the amount of heat generated by the assembled battery 11 can be reduced by reducing the amount of charge due to regeneration. Therefore, there is no problem even if the battery cooling performance at the time of deceleration or downhill is smaller than that at the time of acceleration or uphill.

In this embodiment, the flow direction of the refrigerant from the discharge part 133 of the battery evaporator 13 to the front flow part 15a is a direction from the rear of the vehicle to the front of the vehicle. However, from the discharge part 133 of the battery evaporator 13 What is necessary is just to be comprised so that the flow direction of the refrigerant | coolant which reaches the front flow part 15a may become a direction except the direction which goes to a vehicle lower side from a vehicle upper side, and the direction which goes to a vehicle rear side from a vehicle front side.

When the flow direction of the refrigerant from the discharge part 133 of the battery evaporator 13 to the front flow part 15a is a direction from the upper side of the vehicle to the lower side of the vehicle, the light gas refrigerant flows downward, so that the gas is discharged. It is because sex deteriorates. Further, when the flow direction of the refrigerant from the discharge part 133 of the battery evaporator 13 to the front flow part 15a is a direction from the vehicle front side to the vehicle rear side, the battery evaporator 13 can be accelerated or climbed up. This is because the gas discharge performance deteriorates between the discharge part 133 and the front flow part 15a.

That is, the in-vehicle device cooling apparatus 10 is configured so that the refrigerant flow direction from the discharge portion 133 of the battery evaporator 13 to the front flow portion 15a of the gas refrigerant pipe 15 is from the vehicle rear side to the vehicle front side, from the vehicle lower side. If it is configured to be in at least one of the direction toward the upper side of the vehicle and the left-right direction of the vehicle, even when liquid refrigerant is accumulated in the discharge part 133 or the gas refrigerant pipe 15, the gas is accelerated or climbed. Since the refrigerant is easily removed, the refrigerant flow rate increases and the cooling capacity can be improved.

In the present embodiment, the discharge portion 133 of the battery evaporator 13 has a shape extending in the vehicle front-rear direction. As a result, the gas refrigerant can easily escape from the discharge part 133 during acceleration or climbing, so that the refrigerant flow rate increases and the cooling capacity can be improved.

In this embodiment, the evaporator 131 of the battery evaporator 13 is located on the vehicle rear side of the condenser 14. Thereby, since the head Hd is enlarged at the time of acceleration or climbing, the refrigerant flow rate increases and the cooling capacity can be improved.

In the present embodiment, in the battery evaporator 13, the discharge unit 133 is located on the vehicle upper side with respect to the supply unit 132. Thereby, since the gas refrigerant evaporated in the evaporation part 131 of the battery evaporator 13 becomes easy to escape to the discharge part 133, the refrigerant flow rate increases and the cooling capacity can be improved.

In the present embodiment, a portion of the supply unit 132 of the battery evaporator 13 to which the liquid refrigerant pipe 16 is connected is located on the vehicle rear side with respect to the assembled battery 11. As a result, the amount of expansion of the head Hd during acceleration or climbing is increased, so that the refrigerant flow rate can be remarkably increased and the cooling capacity can be significantly improved.

(10th Embodiment)
In the ninth embodiment, the inlet side connecting portion 13a is provided at the end of the supply portion 132 on the vehicle rear side. In the present embodiment, the inlet side connecting portion 13a is as shown in FIG. The supply unit 132 is provided at an end portion on the vehicle front side.

In other words, the inlet side connection portion 13 a is provided at a site on the vehicle front side with respect to the assembled battery 11.

(Eleventh embodiment)
In the ninth embodiment, the inlet side connection portion 13a is provided in a portion of the supply portion 132 on the vehicle rear side of the assembled battery 11, and in the tenth embodiment, the inlet side connection portion 13a is supplied. In the present embodiment, the inlet-side connecting portion 13a is provided in the vehicle front-rear direction of the supply portion 132, as shown in FIG. It is provided in the center.

Also in the present embodiment, as in the ninth embodiment, the evaporator 131 is located on the vehicle rear side with respect to the condenser 14, and the inlet side connection portion 13 a is located on the vehicle rear side with respect to the condenser 14. ing. Accordingly, as in the ninth embodiment, the head Hd is enlarged when the vehicle is accelerated or climbed.

In the present embodiment, the outlet side connection portion 13b is provided in a substantially central portion in the vehicle front-rear direction of the discharge portion 133 of the battery evaporator 13. Therefore, in the present embodiment, when the vehicle 1 is accelerated or climbed, the gas refrigerant in the rear portion of the vehicle from the outlet side connection portion 13b in the discharge portion 133 is more likely to escape to the gas refrigerant pipe 15.

In the present embodiment, the front flow portion 15a of the gas refrigerant pipe 15 is connected to the outlet side connection portion 13b of the battery evaporator 13 via the upper flow portion 15b. The upper flow portion 15b is a portion where the refrigerant flows from the lower side of the vehicle toward the upper side of the vehicle. The upper flow portion 15b extends in the vehicle vertical direction.

Thereby, the flow direction of the refrigerant from the discharge part 133 of the battery evaporator 13 to the front flow part 15a is a direction from the rear of the vehicle to the front of the vehicle after flowing from the lower part of the vehicle to the upper part of the vehicle. Therefore, the gas refrigerant that has flowed into the gas refrigerant pipe 15 from the discharge portion 133 of the battery evaporator 13 is easily removed from the gas refrigerant pipe 15.

(Twelfth embodiment)
In the ninth embodiment, there is one battery evaporator 13, but in the present embodiment, as shown in FIG. 27, there are a plurality of battery evaporators 13. The plurality of battery evaporators 13 are arranged in the left-right direction of the vehicle.

The configuration of the plurality of battery evaporators 13 is the same as the configuration of the battery evaporator 13 in the ninth embodiment.

For example, both the supply unit 132 and the discharge unit 133 of the plurality of battery evaporators 13 have a shape that extends long in the vehicle front-rear direction. For example, all the evaporators 131 of the plurality of battery evaporators 13 are located on the vehicle rear side and the vehicle lower side than the condenser 14.

In this embodiment, the front flow portion 15a of the gas refrigerant pipe 15 is connected to the outlet side connection portion 13b of the battery evaporator 13 via the side flow portion 15c and the upper flow portion 15b.

The side flow part 15c is a part where the refrigerant flows in the vehicle left-right direction. The lateral flow portion 15c extends in the vehicle left-right direction. The side flow portion 15 c is a connecting pipe that connects the outlet side connection portions 13 b of the plurality of battery evaporators 13.

Thereby, the flow of the refrigerant from the discharge part 133 of the battery evaporator 13 to the front flow part 15a flows from the lower side of the vehicle toward the upper side of the vehicle after flowing in the left-right direction of the vehicle, and further from the rear of the vehicle toward the front of the vehicle. Flowing. Therefore, the gas refrigerant that has flowed into the gas refrigerant pipe 15 from the discharge portion 133 of the battery evaporator 13 is easily removed from the gas refrigerant pipe 15.

(13th Embodiment)
In the twelfth embodiment, the evaporation units 131, the supply units 132, and the discharge units 133 of the plurality of battery evaporators 13 have shapes extending in the vehicle front-rear direction, and the plurality of battery cells of the assembled battery 11 are In this embodiment, as shown in FIGS. 28 and 29, the evaporator 131, the supply part 132, and the discharge part 133 of the plurality of battery evaporators 13 are all left and right in the vehicle. The plurality of battery cells of the assembled battery 11 are arranged in the vehicle left-right direction.

Also in the present embodiment, the evaporators 131 of the plurality of battery evaporators 13 are all located on the vehicle rear side and the vehicle lower side with respect to the condenser 14.

In the present embodiment, the front flow portion 15 a of the gas refrigerant pipe 15 is directly connected to the outlet side connection portions 13 b of the plurality of battery evaporators 13.

Thereby, the flow of the refrigerant from the discharge part 133 of the battery evaporator 13 to the front flow part 15a flows in the left-right direction of the vehicle in the discharge part 133, and also in the left-right direction of the vehicle when flowing from the discharge part 133 into the front flow part 15a. In the forward flow portion 15a, the vehicle flows from the rear of the vehicle toward the front of the vehicle. Therefore, the gas refrigerant that has flowed into the gas refrigerant pipe 15 from the discharge portion 133 of the battery evaporator 13 is easily removed from the gas refrigerant pipe 15.

In the present embodiment, the front flow portion 15a of the gas refrigerant pipe 15 connects the plurality of evaporators 13 to each other. Thereby, since it becomes easy for a gas refrigerant to escape from the part which connected between a plurality of evaporators 13 among gas refrigerant piping 15, refrigerant flow rate increases and cooling capacity can be improved.

(14th Embodiment)
In the thirteenth embodiment, there are a plurality of battery evaporators 13 and one condenser 14, but in this embodiment, as shown in FIGS. 30 and 31, the battery evaporator 13 and the condenser 14 are both plural.

In the first embodiment shown in FIG. 30, the evaporators 131 of all the battery evaporators 13 are located on the vehicle rear side with respect to all the condensers 14. As a result, as in the thirteenth embodiment, the gas refrigerant easily escapes to the condenser 14 for all the battery evaporators 13.

In the second embodiment shown in FIG. 31, in the pair of battery evaporator 13 and condenser 14, the evaporation section 131 is located on the vehicle rear side with respect to the condenser 14. Specifically, among the plurality of battery evaporators 13 and the plurality of condensers 14, the evaporator 131 of the left battery evaporator 13 in FIG. 31 is behind the vehicle than the left condenser 14 in FIG. 31. 31, the evaporator 131 of the right battery evaporator 13 in FIG. 31 is located on the vehicle rear side of the right condenser 14 in FIG.

In the present embodiment, in the pair of battery evaporator 13 and condenser 14, the gas refrigerant easily escapes to the condenser 14.

(Fifteenth embodiment)
In the ninth embodiment, the condenser 14 is disposed above the battery evaporator 13, but in this embodiment, the condenser 14 is substantially the same as the battery evaporator 13 as shown in FIG. Arranged at height. Also in this embodiment, the same effect as the ninth embodiment can be obtained.

(Other embodiments)
The above embodiments can be combined as appropriate. The above embodiment can be variously modified as follows, for example.

(1) The gas refrigerant pipe 15 and the liquid refrigerant pipe 16 may be arranged so as to bypass other parts and members of the vehicle 1 for the convenience of vehicle mounting.

(2) In the above embodiment, the assembled battery 11 and the battery evaporator 13 are arranged below the floor in the center in the front-rear direction of the vehicle 1, but the assembled battery 11 and the battery evaporator 13 are located behind the vehicle 1. For example, it may be arranged under a trunk room or a rear seat.

The assembled battery 11 and the battery evaporator 13 may be disposed in front of the vehicle 1, for example, in an engine room.

(3) In the ninth to fifteenth embodiments, for the vertical evaporator (extending vertically and the battery is arranged on the side), the gas refrigerant pipe for improving the gas refrigerant discharge performance, the discharge part, the evaporation Although the configuration of the unit has been described, the configuration of the gas refrigerant pipe, the discharge unit, and the evaporation unit for improving the discharge performance of the gas refrigerant is the same as that of the horizontal evaporator as in the first embodiment (the battery extends to the side and is It is also possible to apply to the above.

(4) In the ninth to fifteenth embodiments, the flow direction of the refrigerant from the discharge portion 133 of the battery evaporator 13 to the front flow portion 15a of the gas refrigerant pipe 15 is directed from the vehicle rear side to the vehicle front side. Although it is configured to be one of the direction from the vehicle lower side to the vehicle upper side and the vehicle left-right direction, it may be configured to be two or more of the above directions.

For example, the direction from the vehicle rear side to the vehicle front side and the direction from the vehicle lower side to the vehicle upper side may be used. Further, it may be a direction from the vehicle rear side toward the vehicle front side and the vehicle left-right direction.

Although the present disclosure has been described with reference to embodiments, it is understood that the present disclosure is not limited to the above-described embodiments and structures. Rather, the present disclosure includes various modifications and modifications within the equivalent scope. In addition, although various elements of the present disclosure have been shown in various combinations and forms, other combinations or forms that include more or fewer elements than those elements, or only one of them. Are within the scope and spirit of the present disclosure.

Claims (18)

1. A refrigerant circuit (12) through which the refrigerant circulates;
   An evaporation section (131) that absorbs heat from the in-vehicle device (11) to evaporate the refrigerant, a supply section (132) that guides the refrigerant to the evaporation section, and a discharge section (in which the refrigerant discharged from the evaporation section flows) 133) and an evaporator (13) having
   A condenser (14) for condensing the refrigerant evaporated in the evaporator;
   A gas refrigerant pipe (15) for guiding the refrigerant from the discharge part to the condenser;
   A liquid refrigerant pipe (16) for guiding the refrigerant from the condenser to the supply unit,
   The gas refrigerant pipe has a front flow portion (15a) through which the refrigerant flows from the rear of the vehicle toward the front of the vehicle, and the flow direction of the refrigerant from the discharge portion to the front flow portion is from the rear side of the vehicle. An in-vehicle device cooling apparatus configured to be in at least one of a direction toward a vehicle front side, a direction from a vehicle lower side toward a vehicle upper side, and a vehicle left-right direction.
2. The in-vehicle device cooling device according to claim 1, wherein the discharge portion has a shape extending in a vehicle front-rear direction.
3. The on-vehicle equipment cooling device according to claim 1 or 2, wherein the evaporating unit is located on the vehicle rear side with respect to the condenser.
4. A plurality of the evaporators;
   The in-vehicle apparatus cooling device according to any one of claims 1 to 3, wherein the front flow portion connects the plurality of evaporators.
5. The in-vehicle device cooling device according to any one of claims 1 to 4, wherein the discharge unit is located on the vehicle upper side with respect to the supply unit.
6. The in-vehicle device cooling apparatus according to any one of claims 1 to 5, wherein a portion of the supply unit to which the liquid refrigerant pipe is connected is located on the vehicle rear side with respect to the in-vehicle device (11).
7. The in-vehicle device cooling device according to any one of claims 1 to 6, wherein the in-vehicle device has a plurality of chargeable / dischargeable battery cells (11a, 11b).
8. A refrigerant circuit (12) through which the refrigerant circulates;
   At least one evaporator (13) for absorbing heat from at least one in-vehicle device (11) and evaporating the refrigerant;
   At least one condenser (14) for condensing the refrigerant evaporated in the evaporator;
   A gas refrigerant pipe (15) for guiding the refrigerant evaporated in the evaporator to the condenser;
   A liquid refrigerant pipe (16) for guiding the refrigerant condensed in the condenser to the evaporator;
   The inlet side connection part (13a) connected to the liquid refrigerant pipe in the evaporator is located behind the vehicle than the outlet side connection part (13b) connected to the gas refrigerant pipe in the evaporator. In-vehicle equipment cooling device.
9. The on-vehicle equipment cooling device according to claim 8, wherein the condenser is located in front of the vehicle with respect to the inlet side connection portion.
10. 10. The in-vehicle device cooling apparatus according to claim 8 or 9, wherein the inlet side connection portion is located behind the vehicle-mounted device.
11. The on-vehicle equipment cooling device according to any one of claims 8 to 10, wherein the condenser is located in front of the outlet side connection portion.
12. The in-vehicle device cooling device according to any one of claims 8 to 11, wherein the outlet-side connection portion is located in front of the vehicle with respect to the in-vehicle device.
13. A plurality of the evaporators;
    The condenser is positioned in front of the vehicle with respect to the inlet side connection in all the evaporators,
    The inlet side connection part in all the evaporators is located behind the vehicle than the in-vehicle device,
    The condenser is located in front of the vehicle with respect to the outlet side connection portion in all the evaporators,
    The in-vehicle device cooling device according to any one of claims 8 to 12, wherein the outlet side connection portion in all the evaporators is located in front of the vehicle with respect to the in-vehicle device.
14. A plurality of the condensers;
    The on-vehicle equipment cooling device according to any one of claims 8 to 13, wherein each of the plurality of condensers is located in front of the vehicle with respect to the inlet side connecting portion and the outlet side connecting portion.
15. A plurality of sets of the refrigerant circuit, the evaporator, the condenser, the gas refrigerant pipe and the liquid refrigerant pipe;
    In each of the refrigerant circuits, the condenser is positioned in front of the vehicle with respect to the inlet side connection portion and the outlet side connection portion, and the inlet side connection portion is positioned in the rear of the vehicle with respect to the in-vehicle device. The in-vehicle device cooling device according to any one of claims 8 to 14, wherein the outlet-side connection portion is located in front of the vehicle with respect to the in-vehicle device.
16. The in-vehicle device cooling device according to any one of claims 8 to 15, wherein the in-vehicle device has a plurality of chargeable / dischargeable battery cells (11a, 11b).
17. The in-vehicle device cooling device according to claim 16, wherein the inlet side connection portion is located behind the battery cell (11a) located most rearward of the vehicle among the plurality of battery cells.
18. The in-vehicle device cooling device according to claim 16 or 17, wherein the outlet side connection portion is positioned in front of the vehicle with respect to the battery cell (11b) positioned in front of the vehicle among the plurality of battery cells.

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