Vehicle thermal management system

Abstract

The present invention relates to a thermal management system for a vehicle, and its purpose is to optimally cool high-voltage components that need to be cooled. The thermal management system for a vehicle provided by the present invention comprises: a refrigerant circuit, in which a refrigerant for regulating the temperature in the vehicle interior circulates; a battery temperature regulating circuit, which regulates the temperature of a high-voltage battery by introducing a liquid that exchanges heat with the refrigerant into the high-voltage battery; and an electrical component cooling circuit, in which a liquid cooled by a radiator circulates in the electrical component cooling circuit, and can cool a first machine and a second machine for driving the vehicle, wherein the first machine is cooled by the liquid cooled by the radiator, and the second machine is cooled by the refrigerant of the refrigerant circuit, and in a first mode, the liquid that exchanges heat with the refrigerant is introduced in parallel to the high-voltage battery and the second machine.

Description

Technical Field

[0001] The present invention relates to a thermal management system for a vehicle. Background Art

[0002] At present, the following patent document 1 relates to the system structure of a vehicle air conditioning device for electric vehicles, and records that a battery cycle and a refrigeration cycle (air conditioning) perform heat exchange, and further a three-way valve is formed between the battery cycle and the power module cycle for temperature regulation.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: (Japanese) Patent Publication No. 2016-137773 Summary of the invention

[0006] Problems to be solved by the invention

[0007] However, in the technology described in the above-mentioned patent document 1, since only the battery cycle and the refrigeration cycle are simply used for heat exchange, it is difficult to adjust the temperature of the battery to an appropriate temperature when the refrigerant temperature cannot be optimally controlled due to major factors such as the external temperature. In addition, in electric vehicles, since the calorific value and required temperature of the high-voltage components as the cooling target components are lower than those of ordinary vehicles using internal combustion engines, it is more difficult to obtain the temperature difference of the heat exchanger. In addition, regarding heating, since the internal combustion engine as a heat source does not exist in electric vehicles, sufficient heat cannot be obtained from the heat dissipation of high-voltage components, so it is necessary to set up heat-generating equipment separately, and the efficiency of these equipment will have a greater impact on energy efficiency. Therefore, when there are multiple temperature adjustment objects, cooling and heating also require multiple necessary equipment, and the control will become complicated, which will lead to an increase in vehicle cost and weight.

[0008] In addition, when a radiator is used to form a cooling circuit, the water temperature cannot be lowered below the outside temperature, so there is a problem that the desired cooling capacity cannot be ensured by the outside temperature. In particular, when the cooling of high-voltage components such as the motor driving the vehicle is insufficient, the driving force of the vehicle will be insufficient, and the vehicle may not be able to perform as expected. When a refrigerant function such as an air conditioner is used to cool high-voltage components, the cooling capacity of the air conditioner may be insufficient.

[0009] Therefore, in view of the above problems, an object of the present invention is to provide a new and improved thermal management system for a vehicle that can optimally cool high-voltage components that need to be cooled.

[0010] Means of solving problems

[0011] In order to solve the above-mentioned problems, according to one aspect of the present invention, a thermal management system for a vehicle is provided, which comprises: a refrigerant circuit, in which a refrigerant for regulating the temperature in a vehicle cabin circulates; a battery temperature regulation circuit, in which a liquid that exchanges heat with the refrigerant is introduced into the battery to regulate the temperature of the battery; and an electrical component cooling circuit, in which a liquid cooled by a radiator circulates in the electrical component cooling circuit to cool a first machine and a second machine for driving the vehicle, wherein, in a first mode, the first machine is cooled by the liquid cooled by the radiator, and the second machine is cooled by the refrigerant in the refrigerant circuit, and the liquid that exchanges heat with the refrigerant is introduced into the battery and the second machine in parallel.

[0012] The liquid that exchanges heat with the refrigerant may be separated at a branch portion provided in the battery temperature adjustment circuit and introduced into the battery and the second device, respectively.

[0013] In addition, it may also have: a first bypass flow path, which is separated from the battery temperature regulation circuit at the fork and connected to the second machine; and a water pump, which is arranged in the first bypass flow path, wherein, through the operation of the water pump, the liquid flowing from the fork to the first bypass flow path is introduced into the second machine.

[0014] In addition, it may also have: a second bypass flow path, which returns the liquid introduced into the second machine to the battery temperature regulation circuit, wherein the battery temperature regulation circuit has a control valve arranged on the downstream side of the connection between the second bypass flow path and the battery temperature regulation circuit, and a heat exchanger arranged downstream of the control valve and performing heat exchange with the refrigerant; the fork portion is arranged on the downstream side of the heat exchanger; the control valve is opened in the first mode, whereby the liquid discharged from the battery is introduced into the second machine via the first bypass flow path.

[0015] In the second mode, the first device may be cooled by the liquid cooled by the radiator, the second device may be cooled by the refrigerant in the refrigerant circuit, and the liquid that exchanges heat with the refrigerant may be introduced in series to the battery and the second device.

[0016] Furthermore, in the second mode, the liquid that exchanges heat with the refrigerant may be introduced into the battery, and the liquid discharged from the battery may be introduced into the second device.

[0017] In addition, it may also have: a first bypass flow path, which introduces the liquid of the battery temperature regulation circuit to the second machine; and a second bypass flow path, which returns the liquid discharged from the second machine to the battery temperature regulation circuit, wherein the battery temperature regulation circuit has: a control valve, which is arranged between a first connection part between the first bypass flow path and the battery temperature regulation circuit and a second connection part between the second bypass flow path and the battery temperature regulation circuit; and a heat exchanger, which is arranged downstream of the second connection part and performs heat exchange with the refrigerant. The control valve is closed in the second mode, whereby the liquid discharged from the battery is introduced into the second machine via the first bypass flow path.

[0018] Effects of the Invention

[0019] As described above, through the present invention, it is possible to provide a thermal management system for a vehicle that can optimally cool a high voltage component that needs to be cooled. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram showing a schematic configuration of a thermal management system for a vehicle according to an embodiment of the present invention;

[0021] Figure 2 It is a schematic diagram showing the operation when cooling the interior of a vehicle;

[0022] Figure 3 is a schematic diagram showing the operation when cooling the high voltage battery;

[0023] Figure 4 is a schematic diagram showing the operation when the vehicle interior cooling and the high voltage battery cooling are performed together;

[0024] Figure 5 It is a schematic diagram showing the operation of dehumidifying the interior of a vehicle;

[0025] Figure 6 It is a schematic diagram showing the operation when dehumidification and heating are performed together in the vehicle interior;

[0026] Figure 7 is a schematic diagram showing another example of the operation when dehumidification and heating of the vehicle interior are performed together;

[0027] Figure 8 is a schematic diagram showing the operation of dehumidification of the vehicle interior and cooling of the high-voltage battery together;

[0028] Fig. 9 It is a schematic diagram showing the operation of dehumidifying the interior of the vehicle and raising the temperature of the high-voltage battery;

[0029] Fig.10 It is a schematic diagram showing the operation of a heat pump type vehicle interior heating;

[0030] Fig.11 is a schematic diagram showing the operation of heating the interior of a vehicle by a high voltage heater;

[0031] Fig.12 is a schematic diagram showing the operation of raising the temperature of the high-voltage battery by the heat pump;

[0032] Fig.13 is a schematic diagram showing the operation of raising the temperature of the high voltage battery by the high voltage heater;

[0033] Fig.14 It means for Figure 1 The schematic diagram of an example of adding a bypass water path to the configuration of a power electronic cooling circuit is shown;

[0034] Fig.15 It means in Fig.14 A schematic diagram of a state in which the temperature of the high-voltage battery is regulated by using powertrain cooling water in the illustrated configuration;

[0035] Fig.16 is a schematic diagram showing a case where exhaust heat of a second machine is utilized;

[0036] Fig.17 is a schematic diagram showing an example of cooling a first machine using a powertrain coolant and cooling a second machine using a coolant of a battery temperature control circuit;

[0037] Fig.18 1 is a schematic diagram showing another example of cooling a first device using a powertrain coolant and cooling a second device using a coolant of a battery temperature control circuit.

[0038] Explanation of symbols

[0039] 100 Power electronics cooling circuit

[0040] 102 Radiator

[0041] 110 First Machine

[0042] 116 The Second Machine

[0043] 124 bifurcation

[0044] 130, 136, 138 Bypass flow path

[0045] 200 Refrigerant circuit

[0046] 400 Battery temperature control circuit

[0047] 410 High Voltage Battery

[0048] 414 Control Valve

[0049] 416 Water Pump

[0050] 1000 Thermal Management System DETAILED DESCRIPTION

[0051] In the following, the preferred embodiments of the present invention are described in detail in conjunction with the accompanying drawings. In addition, in this specification and the accompanying drawings, for components having substantially the same functional composition, repeated descriptions are omitted by attaching the same symbols.

[0052] 1. Composition of thermal management system

[0053] First refer to Figure 1 The schematic structure of a thermal management system 1000 for a vehicle according to an embodiment of the present invention is described below. The thermal management system 1000 is installed in a vehicle such as an electric vehicle. Figure 1 As shown, the thermal management system 1000 has a power electronic cooling circuit 100, a refrigerant circuit 200, a heating circuit 300, and a battery temperature adjustment circuit 400. The thermal management system 1000 achieves temperature adjustment in the vehicle cabin and temperature adjustment of the battery for driving the vehicle through the combination of the refrigerant circuit 300 and the heating circuit 400.

[0054] 1.1. Composition of power electronics cooling circuit

[0055] The power electronics cooling circuit 100 is connected to power electronics devices for driving the vehicle and cools the power electronics devices. Specifically, the power electronics cooling circuit 100 is connected to a first device 110. In addition, the power electronics cooling circuit 100 is connected to a radiator 102, an expansion tank 104, and a water pump 106. As an example, the first device 110 is composed of a driving motor, an inverter, or a converter of the vehicle, and the second device 116 is composed of a driving motor, an inverter, or a converter of the vehicle.

[0056] In the power electronics cooling circuit 100 , a liquid (coolant (LLC: Long Life Coolant)) flows. Figure 1 When the cooling fan 500 rotates, the wind generated by the cooling fan 500 blows to the outdoor heat exchanger 202 and the radiator 102 of the refrigerant circuit 200. In addition, when the vehicle is running, the running wind also blows to the outdoor heat exchanger 202 and the radiator 102. As a result, heat exchange is performed in the radiator 102, and the liquid passing through the radiator 102 is cooled.

[0057] like Figure 1 As shown, in the power electronic cooling circuit 100, the liquid flows in the direction of the arrow due to the operation of the water pump 106. The expansion tank 104 provided on the upstream side of the water pump 106 has the function of temporarily storing the liquid and performing gas-water separation of the liquid.

[0058] The liquid flowing in the power electronic cooling loop 100 is divided into two directions at the bifurcated portion 122 and supplied to the first machine 110 and the second machine 116 respectively. Thus, the first machine 110 and the second machine 116 are cooled. The liquid flowing in the power electronic cooling loop 100 returns to the radiator 102.

[0059] 1.2. Refrigerant circuit configuration

[0060] The refrigerant circuit 200 is connected to the outdoor heat exchanger 202, the low-pressure solenoid valve 204, the cooler expansion valve 206, the liquid storage tank 208, the electric compressor 210, the water-cooled bypass solenoid valve 212, the high-pressure solenoid valve 214, the heating solenoid valve 216, the cooling expansion valve 217, the evaporator 218, the one-way valve 20, the water-cooled condenser 306, and the cooler 408.

[0061] When the cooling fan 500 rotates, the wind generated by the cooling fan 500 blows toward the outdoor heat exchanger 202 of the refrigerant circuit 200. Thus, heat exchange is performed in the outdoor heat exchanger 202, and the refrigerant passing through the outdoor heat exchanger 202 is cooled.

[0062] In addition, if Figure 1 As shown, in the refrigerant circuit 200, the refrigerant flows in the direction of the arrow due to the operation of the electric compressor 210. The accumulator 208 provided on the upstream side of the electric compressor 210 has a function of separating steam and water in the refrigerant.

[0063] In the refrigerant circuit 200, the refrigerant compressed by the electric compressor 210 is cooled in the outdoor heat exchanger 202 and injected to the evaporator 218 by the cooling expansion valve 217, thereby gasifying the refrigerant and cooling the evaporator 218. Thereafter, the air 10 sent to the evaporator 218 is cooled and introduced into the vehicle interior, thereby cooling the vehicle interior. The refrigerant circuit 200 mainly performs cooling, dehumidification, and heating in the vehicle interior.

[0064] In addition, in the present embodiment, the refrigerant circuit 200 also adjusts the temperature of the high-voltage battery 410. The temperature adjustment of the high-voltage battery 410 by the refrigerant circuit 200 will be described in detail later.

[0065] 1.3. Composition of heating circuit

[0066] The heating circuit 300 is connected to the high voltage heater 302, the heater core 304, the water-cooled condenser 306, the water pump 308, and the three-way valve 310. In addition, the heating circuit 300 is connected to the three-way valves 404 and 412 of the battery temperature control circuit 400 via the flow path 312 and the flow path 314. The heating circuit 300 mainly heats the interior of the vehicle. In addition, in the present embodiment, the heating circuit 300 also controls the temperature of the high voltage battery 410.

[0067] In the heating circuit 300, a heating liquid (LLC) flows. The liquid flows in the direction of the arrow due to the operation of the water pump 308. When the high-voltage heater 302 is in operation, the liquid is heated by the high-voltage heater 302. The air 10 delivered to the evaporator 218 is blown to the heater core 304. The air 10 delivered to the evaporator 218 is heated by the heater core 304 and introduced into the vehicle interior. In this way, the vehicle interior is heated. The evaporator 218 and the heater core 304 can also be configured as an integrated device.

[0068] The water-cooled condenser 306 performs heat exchange between the heating circuit 300 and the refrigerant circuit 200. The temperature adjustment of the high-voltage battery 410 by the heating circuit 300 will be described in detail later.

[0069] 1.4. Composition of battery temperature control circuit

[0070] The battery temperature regulating circuit 400 is connected to a water pump 402 , a three-way valve 404 , an expansion tank 406 , a cooler 408 , a high-voltage battery 410 , and a three-way valve 412 . The battery temperature regulating circuit 400 regulates the temperature of the high-voltage battery 410 .

[0071] In the battery temperature regulating circuit 400, a liquid (LLC) for regulating the temperature of the high-voltage battery 410 flows. The liquid flows in the direction of the arrow due to the operation of the water pump 402. The liquid is introduced into the cooler 408. The cooler 408 performs heat exchange between the liquid flowing in the battery temperature regulating circuit 400 and the refrigerant flowing in the refrigerant circuit 200. The expansion tank 406 is a tank for temporarily storing the liquid.

[0072] As described above, the battery temperature regulation circuit 400 regulates the temperature of the high-voltage battery 410. The temperature regulation of the high-voltage battery 410 by the battery temperature regulation circuit 400 will be described in detail later.

[0073] 1.5. Temperature regulation of high voltage batteries

[0074] When the temperature of the high-voltage battery 410 rises moderately, the power generated by the high-voltage battery 410 increases. In the present embodiment, the temperature of the high-voltage battery 410 is adjusted by the refrigerant circuit 200 and the heating circuit 300, thereby enabling the temperature of the high-voltage battery 410 to be optimally adjusted, so that high power can be exerted. For example, when starting a vehicle in winter, etc., sufficient power may not be exerted due to the low temperature of the high-voltage battery 410. In addition, when the high-voltage battery 410 is charged, the high-voltage battery 410 generates heat, which may sometimes cause the temperature of the high-voltage battery 410 to rise excessively. In this case, the temperature of the high-voltage battery 410 is adjusted by the refrigerant circuit 200 and the heating circuit 300, thereby enabling the temperature of the high-voltage battery 410 to be optimally adjusted. In addition, the temperature adjustment of the high-voltage battery 410 is preferably performed by feedback control based on the temperature measurement value of the high-voltage battery 410.

[0075] 2. Working example of thermal management system

[0076] Next, the operation of the thermal management system 1000 constructed as above will be described. Since the interior of the vehicle needs to be cooled, dehumidified, heated, and the temperature of the high-voltage battery 410 needs to be adjusted, various heat exchanges will be performed. These operations in the thermal management system are described below. In addition, each operation is only an example, and the control used to implement each operation is not limited to the illustrated content. In the description, as the working states of the low-pressure solenoid valve 204, the cooler expansion valve 206, the water-cooled bypass solenoid valve 212, the high-pressure solenoid valve 214, the heating solenoid valve 216, the three-way valve 310, the three-way valve 404, and the three-way valve 412, the white hollow in the figure represents the disconnected state, and the black solid represents the closed state.

[0077] 2.1. Cooling in the car interior

[0078] Figure 2 2 is a schematic diagram showing the operation when cooling the vehicle interior. The vehicle interior is cooled by the refrigerant circuit 200 . Figure 2 The heating circuit 300 and the battery temperature control circuit 400 are stopped. Figure 2 As described above, the air 10 sent to the evaporator 218 is cooled in the evaporator 218 and introduced into the vehicle interior, thereby cooling the vehicle interior.

[0079] 2.2. Cooling of high voltage batteries

[0080] Figure 3 Schematic diagram showing the operation when cooling the high-voltage battery 410 . Figure 3In the embodiment, the high voltage battery 410 is cooled by heat exchange between the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature control circuit 400 and the cooler 408. The refrigerant compressed by the electric compressor 210 is cooled in the outdoor heat exchanger 202 and is injected into the cooler 408 by the cooler expansion valve 206, whereby the refrigerant is vaporized to cool the cooler 408. Thus, the liquid flowing in the battery temperature control circuit 400 is cooled by the refrigerant flowing in the refrigerant circuit 200. Figure 3 This indicates a state where the heating circuit 300 is stopped.

[0081] 2.3. Interior cooling and high-voltage battery cooling

[0082] Figure 4 Schematic diagram showing the operation when the vehicle interior is cooled and the high voltage battery 410 is cooled simultaneously. Figure 2 The cooler expansion valve 206 is opened, so that the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature adjustment circuit 400 exchange heat with the cooler 408 , thereby cooling the high-voltage battery 410 . Figure 4 This indicates a state where the heating circuit 300 is stopped.

[0083] 2.4. Dehumidification in the car interior

[0084] Figure 5 This is a schematic diagram showing the operation of dehumidifying the interior of a vehicle. Figure 2 The difference is that the air cooled and dehumidified by the evaporator 218 is heated again by the heater core 304. The refrigerant after the heat exchange in the evaporator 218 is in a high temperature and high pressure state. The operation of the water pump 308 causes the liquid to flow in the heating circuit 300. In the water-cooled condenser 306, the liquid in the heating circuit 300 exchanges heat with the high temperature and high pressure refrigerant, thereby heating the liquid in the heating circuit 300. At this time, Figure 5 As shown, the three-way valve 310, the three-way valve 404, and a part of the three-way valve 412 are closed, so that the liquid in the heating circuit 300 does not flow into the battery temperature control circuit 400. The air dehumidified by the evaporator 218 is heated by the heater core 304 and introduced into the vehicle cabin. When the refrigerant cannot provide enough heat to the liquid in the heating circuit 300, the high voltage heater 302 is turned on to further heat the liquid in the heating circuit 300.

[0085] 2.5. Dehumidification and heating in vehicle interior (1)

[0086] Figure 6 This is a schematic diagram showing the operation when dehumidification and heating are performed together in the vehicle interior. Figure 6In the embodiment, a part of the refrigerant in the refrigerant circuit 200 is introduced into the evaporator 218 through the high-pressure solenoid valve 214 instead of the outdoor heat exchanger 202. The operation of the water pump 308 causes the liquid to flow in the heating circuit 300, and the liquid flowing in the heating circuit 300 is heated in the water-cooled condenser 306. Thus, the air dehumidified by the evaporator 218 is heated by the heater core 304 and introduced into the vehicle interior.

[0087] 2.6. Dehumidification and heating in vehicle interior (2)

[0088] Figure 7 is a schematic diagram showing another example of the operation when dehumidification and heating are performed together in the vehicle interior. Figure 6 Same, but in Figure 7 In the middle, the high pressure solenoid valve 214 and the low pressure solenoid valve 204 are closed. Figure 6 and Figure 7 The difference is Figure 7 In the embodiment, when the outside temperature is low, the high voltage heater 302 is turned on to ensure the heating capacity during dehumidification. Figure 6 In the embodiment, when the outside temperature is low, since the refrigerant bypasses the outdoor heat exchanger 202, the heating capacity can be ensured without using the high voltage heater 302. Figure 6 , Figure 7 and Figure 5 Similarly, it indicates a state in which the liquid stops flowing from the heating circuit 300 into the battery temperature adjustment circuit 400 and the battery temperature adjustment circuit 400 stops.

[0089] 2.7. Dehumidification of the vehicle interior and cooling of the high-voltage battery

[0090] Figure 8 Schematic diagram showing the operation of dehumidifying the interior of the vehicle and cooling the high-voltage battery 410. Figure 5 , the cooler expansion valve 206 is opened. The refrigerant compressed by the electric compressor 210 is cooled in the outdoor heat exchanger 202 and is sprayed to the cooler 408 by the cooler expansion valve 206, thereby gasifying the refrigerant and cooling the cooler 408. The refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature control circuit 400 exchange heat with the cooler 408, thereby cooling the high-voltage battery 410. Dehumidification and Figure 5 Proceed in the same way.

[0091] 2.8. Dehumidification of the vehicle interior and heating of the high-voltage battery

[0092] Fig. 9 Schematic diagram showing the operation of dehumidifying the interior of the vehicle and raising the temperature of the high voltage battery 410. Figure 5 Same, but Fig. 9The liquid in the heating circuit 300 is introduced into the battery temperature regulating circuit 400. Therefore, in the three-way valve 310 of the heating circuit 300 and the three-way valves 404 and 412 of the battery temperature regulating circuit 400, each valve is controlled to allow the liquid to flow in the direction of the arrow. The liquid in the battery temperature regulating circuit 400 and the heating circuit 300 flows in the direction of the arrow due to the operation of the water pump 402. The liquid in the heating circuit 300 is introduced into the battery temperature regulating circuit 400, thereby increasing the temperature of the high-voltage battery 410. The air dehumidified by the evaporator 218 is heated by the heater core 304 and introduced into the vehicle interior. In a situation where the refrigerant cannot provide sufficient heat to the liquid in the heating circuit 300, the high-voltage heater 302 is turned on to further heat the liquid in the heating circuit 300.

[0093] 2.9. Heat pump type car interior heating

[0094] Fig.10 Schematic diagram showing the operation of heat pump type vehicle interior heating. The electric compressor 210 converts the refrigerant into high temperature and high pressure. In the water-cooled condenser 306, the liquid in the heating circuit 300 exchanges heat with the high temperature and high pressure refrigerant, thereby heating the liquid in the heating circuit 300. Figure 5 Similarly, the liquid stops flowing from the heating circuit 300 to the battery temperature regulating circuit 400, and the battery temperature regulating circuit 400 stops. The air introduced into the vehicle interior is heated by the heater core 304. When the refrigerant cannot provide sufficient heat to the liquid in the heating circuit 300, the high voltage heater 302 is turned on to further heat the liquid in the heating circuit 300.

[0095] 2.10. High voltage heater for heating the interior of the vehicle

[0096] Fig.11 3 is a schematic diagram showing the operation of heating the vehicle interior by the high voltage heater 302. The high voltage heater 302 heats the liquid in the heating circuit 300 and performs heat exchange in the heater core 304, thereby heating the vehicle interior. The refrigerant circuit 200 is in a stopped state. In addition, the liquid stops flowing from the heating circuit 300 to the battery temperature control circuit 400, and the battery temperature control circuit 400 stops.

[0097] 2.11. Heat pump heating of high voltage battery

[0098] Fig.12 Schematic diagram showing the operation of the heat pump to increase the temperature of the high voltage battery 410. Fig.10 Same, but Fig.12The liquid in the heating circuit 300 is introduced into the battery temperature regulating circuit 400. Therefore, in the three-way valve 310 of the heating circuit 300 and the three-way valves 404 and 412 of the battery temperature regulating circuit 400, each valve is controlled to allow the liquid to flow in the direction of the arrow. The liquid in the battery temperature regulating circuit 400 and the heating circuit 300 flows in the direction of the arrow due to the operation of the water pump 402. In the heating of the high-voltage battery by the heat pump, the electric compressor 210 changes the refrigerant into a high temperature and a high pressure, and in the water-cooled condenser 306, the liquid in the heating circuit 300 and the high-temperature and high-pressure refrigerant perform heat exchange, thereby heating the liquid in the heating circuit 300. Therefore, except when the external temperature is extremely low (for example, below -10°C), the high-voltage heater 302 is in a stopped state. Therefore, power consumption can be suppressed and energy utilization efficiency can be improved.

[0099] As described above, the refrigerant circuit 200 is basically used to perform heat exchange between the refrigerant and the air in the vehicle interior, and the refrigerant and the liquid in the battery temperature control circuit 400 are heat exchanged, thereby achieving temperature control (cooling, heating) in the vehicle interior and temperature control of the high-voltage battery 410. In addition, at extremely low temperatures, the heating circuit 300 is connected to the battery temperature control circuit 400, and both are composed of the same circuit, thereby also being able to cope with temperature requirements at extremely low temperatures.

[0100] 2.12. High voltage heater increases the temperature of the high voltage battery

[0101] Fig.13 This is a schematic diagram showing the operation of raising the temperature of the high voltage battery 410 by the high voltage heater 302. The high voltage heater 302 heats the liquid in the heating circuit 300 and introduces the liquid into the battery temperature adjustment circuit 400, thereby raising the temperature of the high voltage battery 410. The refrigerant circuit 200 is in a stopped state. Fig.13 In the three-way valve 310 of the heating circuit 300 and the three-way valves 404 and 412 of the battery temperature control circuit 400, each valve is controlled to allow liquid to flow in the direction of the arrow. The liquid in the battery temperature control circuit 400 and the heating circuit 300 flows in the direction of the arrow due to the operation of the water pump 402.

[0102] 3. Temperature regulation of the high-voltage battery by the coolant in the power electronics cooling circuit

[0103] As described above, the thermal management system 1000 can use the refrigerant circuit 200, the heating circuit 300, and the battery temperature control circuit 400 to control the temperature of the high voltage battery 410. In addition, in this embodiment, the liquid flowing in the power electronic cooling circuit 100 can be used to control the temperature of the high voltage battery 410.

[0104] Fig.14 It means for Figure 1 The schematic diagram of an example of a power electronics cooling circuit 100 is shown with bypass water paths 130, 132, 134 and bypass three-way valves 140, 142, 144 added. The bypass water paths 130, 132, 134 connect the power electronics cooling circuit 100 and the battery temperature control circuit 400. Fig.14 In the structure shown, the expansion tank 406 of the battery temperature control circuit 400 is arranged between the high voltage battery 410 and the water pump 402. Figure 15-16 The same applies to Chinese.

[0105] Fig.14 In the illustrated configuration, the coolant for the power electronic device (powertrain) cooled by the radiator 102 can flow to the battery temperature control circuit 400. Specifically, the three-way valves 140, 142, and 144 for bypass can be used to switch the flow path, thereby using the coolant for the power electronic device to control the temperature of the high-voltage battery 410. In addition, it is preferred to stop the flow of the liquid between the heating circuit 300 and the battery temperature control circuit 400 in advance by controlling the three-way valves 310 and 404. In addition, the heat exchange of the cooler 408 does not need to be performed intentionally.

[0106] The temperature of the coolant flowing in the power electronics cooling circuit 100 is generally higher than that of the liquid flowing in the battery temperature regulating circuit 400. Therefore, the coolant for the power electronics can be used to increase the temperature of the high-voltage battery 410. As described above, when the temperature of the high-voltage battery 410 is moderately increased, the power generated by the high-voltage battery 410 increases. Therefore, by using the coolant for the power electronics to increase the temperature of the high-voltage battery 410, the temperature of the high-voltage battery 410 can be optimally adjusted, thereby being able to exert high power.

[0107] When the temperature of the coolant flowing in the power electronics cooling circuit 100 is lower than the temperature of the liquid flowing in the battery temperature regulating circuit 400, the coolant for the power electronics can also be used to cool the high-voltage battery 410. For example, during the charging of the high-voltage battery 410, since the high-voltage battery 410 generates heat, the coolant for the power electronics that exchanges heat with the external air in the radiator 102 may be lower than the temperature of the liquid flowing in the battery temperature regulating circuit 400. In this case, the high-voltage battery 410 can be cooled by introducing the coolant for the power electronics into the battery temperature regulating circuit 400.

[0108] In addition, when the coolant for power electronic equipment is used to increase the temperature of the high voltage battery 410, Fig. 9 , Fig.12 , Fig.13The method described will not use the refrigerant circuit 200 and the heating circuit 300 compared to the case where the temperature of the high-voltage battery 410 is increased, so the power consumption can be reduced. More specifically, when the coolant for the power electronic device is used to increase the temperature of the high-voltage battery 410, only the water pump 106 will generate power consumption. When the refrigerant 200 and the heating circuit 300 are used, the power consumption will increase because the electric compressor 210, the water pump 308, the high-voltage heater 302, etc. will work. Therefore, by using the coolant for the power electronic device to increase the temperature of the high-voltage battery 410, the power consumption can be greatly reduced.

[0109] In addition, when the coolant for power electronic devices is used to increase the temperature of the high-voltage battery 410, the coolant for power electronic devices that has already reached a high temperature can be used to increase the temperature of the high-voltage battery 410 in a short time. Therefore, the time required to reach the target temperature of the high-voltage battery 410 can be further shortened.

[0110] In particular, when the high voltage heater 302 is operated to increase the temperature of the high voltage battery 410, the power consumption of the high voltage heater 302 may increase, the driving power may decrease, and the cruising range of the vehicle may decrease. On the other hand, since the first machine 110 and the second machine 116 generate heat when the vehicle is running, the coolant flowing in the power electronics cooling circuit 100 can effectively use the heat generated by the vehicle running to increase the temperature of the high voltage battery 410. Therefore, when the coolant for power electronics is used to increase the temperature of the high voltage battery 410, basically no energy loss occurs.

[0111] Thus, when the vehicle is driven in a low temperature environment such as winter, for example, the temperature of the high voltage battery 410 can be increased in a short time, so that the high voltage battery 410 can exert a desired power.

[0112] In addition, the power consumption of heating the high-voltage battery 410 using the refrigerant circuit 200 or the heating circuit 300 is lower than that of heating the high-voltage battery 410 using the coolant for power electronic equipment. Therefore, it is preferred to heat the high-voltage battery 410 using the refrigerant circuit 200 or the heating circuit 300.

[0113] 3.1. When the exhaust heat of the second machine is not used

[0114] Fig.15 It means in Fig.14 In the illustrated configuration, a schematic diagram is provided of a state in which the temperature of the high-voltage battery 410 is regulated using powertrain cooling water. Fig.15 This indicates that the exhaust heat of the second machine 116 is not utilized. Fig.15As shown, the three-way valve 140 for bypass is controlled to close the flow path from the three-way valve 140 to the second machine 116. In addition, the three-way valve 144 is also closed.

[0115] Therefore, the powertrain coolant flows from the three-way valve 140 through the bypass flow path 130 to the battery temperature regulation circuit 400. Afterwards, the powertrain coolant flowing to the battery temperature regulation circuit 400 enters the battery temperature regulation circuit 400 and flows in the direction of the high-voltage battery 410 → the water pump 402 → the bypass flow path 134 → the three-way valve 142. Thus, the temperature of the high-voltage battery 410 can be regulated by the powertrain coolant.

[0116] in addition, Fig.15 In the illustrated example, since the refrigerant circuit 200 does not exchange heat with the battery temperature adjustment circuit 400 , it is possible to focus on adjusting the temperature in the vehicle interior.

[0117] 3.2. Using the exhaust heat of the second machine

[0118] Fig.16 This is a schematic diagram showing a case where exhaust heat of a second device is utilized. Fig.16 In the example shown, the bypass three-way valve 140 is controlled to open the flow path from the three-way valve 140 to the second device 116 and close the flow path from the three-way valve 140 to the battery temperature adjustment circuit 400 .

[0119] In addition, the three-way valve 144 is controlled so that the flow path from the three-way valve 144 to the battery temperature adjustment circuit 400 is opened and the flow path from the three-way valve 144 to the three-way valve 142 is closed.

[0120] Therefore, the coolant after cooling the second machine 116 will flow from the three-way valve 144 through the bypass flow path 132 to the battery temperature regulation circuit 400. After that, the powertrain coolant flowing to the battery temperature regulation circuit 400 enters the battery temperature regulation circuit 400 and flows in the direction of the high-voltage battery 410 → the water pump 402 → the bypass flow path 134 → the three-way valve 142. Thus, the coolant after cooling the second machine 116 can be used to regulate the temperature of the high-voltage battery 410.

[0121] The coolant cools the second machine 116, thereby performing heat exchange between the second machine 116 and the coolant. Thus, the exhaust heat of the second machine 116 can be introduced into the battery temperature control circuit 400. Therefore, the exhaust heat of the second machine 116 can be used to control the temperature of the high-voltage battery 410, and in particular, the exhaust heat can be used to increase the temperature of the high-voltage battery 410.

[0122] 4. Example of cooling each machine separately

[0123] The following is based on Fig.14 The illustrated configuration will be described as an example in which the first device 110 and the second device 116 are cooled separately. Fig.17 and Fig.18 1 is a schematic diagram showing an example in which only the first machine 110 is cooled using the powertrain coolant. Fig.17 and Fig.18 In the embodiment, the second machine 116 is cooled by the coolant of the battery temperature regulating loop 400 .

[0124] Fig.17 and Fig.18 The same structure as shown in Fig.17 and Fig.18 In the embodiment, the cooling of the second machine 116 and the high voltage battery 410 can be divided into series and parallel. Fig.17 and Fig.18 The common composition of Fig.17 and Fig.18 The work is described.

[0125] Fig.17 and Fig.18 In the configuration shown, no Fig.14 Instead of the bypass flow path 130 shown in the figure, a bypass flow path 136 is provided to replace the bypass flow path 130. In addition, an electromagnetic valve 414 is provided between the portion where the bypass flow path 136 is connected to the battery temperature regulating circuit 400 and the portion where the bypass flow path 130 is connected to the battery temperature regulating circuit 400.

[0126] in addition, Fig.17 and Fig.18 In the configuration shown, no Fig.14 Instead of the bypass flow path 132 shown in the figure, a bypass flow path 138 is provided to replace the bypass flow path 132. A water pump 416 is provided in the bypass flow path 138. In addition, Fig.17 and Fig.18 In the structure shown, the water pump 402 is arranged on the upstream side of the high-voltage battery 410, and the expansion tank 406 is not arranged. Fig.17 and Fig.18 In the configuration shown, the direction of liquid flow in the heating circuit 300 is Fig.14 In contrast, the high voltage heater 302 and the heater core 304 are arranged with respect to the flow direction. Fig.14 Also the opposite.

[0127] Below Fig.17 The work shown is explained. Fig.17As shown, the bypass three-way valve 140 is controlled to stop the flow of the powertrain coolant from the water pump 106 to the three-way valve 140. Therefore, the powertrain coolant passing through the radiator 102 is not divided into two directions at the fork portion 122, but is supplied to the first machine 110 by the operation of the water pump 106. As a result, the powertrain coolant only cools the first machine 110. The powertrain coolant that has cooled the first machine 110, the inverter 112, and the DC / DC converter 114 returns to the radiator 102.

[0128] As described above, the bypass three-way valve 140 is controlled to stop the flow of the powertrain coolant from the water pump 106 to the three-way valve 140. In the three-way valve 140, the flow path from the battery temperature control circuit 400 to the charger 120 is opened. In addition, the three-way valve 144 is controlled to open the flow path from the second machine 116 to the three-way valve 142, and close the flow path from the second machine 116 to the bypass flow path 138.

[0129] In addition, the three-way valve 142 is controlled to open the flow path from the second machine 116 to the battery temperature control circuit 400 via the bypass flow path 134, and close the flow path from the three-way valve 142 to the radiator 102. In addition, the three-way valve 310, the three-way valve 404, and a part of the three-way valve 412 are closed so that the liquid of the heating circuit 300 does not flow into the battery temperature control circuit 400. In addition, the solenoid valve 414 provided in the battery temperature control circuit 400 is closed.

[0130] The operation of the water pump 402 causes the liquid in the battery temperature regulation loop 400 and the power electronics cooling loop 100 to flow in the battery temperature regulation loop 400. Fig.17 The liquid flows in the direction of the arrow in FIG. 1 and is introduced into the second machine 116. At this time, the refrigerant circuit 200 is in operation, and the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature adjustment circuit 400 exchange heat in the cooler 408, thereby cooling the liquid flowing in the battery temperature adjustment circuit 400.

[0131] Specifically, the liquid cooled in the cooler 408 is introduced into the high-voltage battery 410 to cool the high-voltage battery 410. The liquid after cooling the high-voltage battery 410 flows from the bypass flow path 136 to the second device 116 to cool the second device 116. The liquid that has cooled these power electronic devices passes through the three-way valve 142 and returns to the battery temperature control circuit 400 from the bypass flow path 134. The liquid returned to the battery temperature control circuit 400 is cooled by heat exchange in the cooler 408.

[0132] As described above, by closing the solenoid valve 414, the high-voltage battery 410 is connected in series with the power electronic devices such as the second machine 116, the inverter 118, and the charger 120. Therefore, all the liquid that cools the high-voltage battery 410 is introduced into the second machine 116. Therefore, the cooling capacity of the second machine 116 can be improved.

[0133] By the above configuration, the powertrain coolant cooled by the radiator 102 is supplied only to the first machine 110. Thus, the powertrain coolant cooled by the radiator 102 is supplied entirely to the first machine 110, and is not supplied to the second machine 116. In addition, the capacity of the water pump 106 can be used only for the first machine 110. Therefore, the flow rate of the coolant to the first machine 110 can be increased. In addition, the powertrain coolant can be prevented from being heated by the second machine 116. Thus, the cooling capacity of the first machine 110 can be greatly improved, and the first machine 110 can be reliably cooled.

[0134] Furthermore, the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature adjustment circuit 400 exchange heat in the cooler 408, whereby the liquid flowing in the battery temperature adjustment circuit 400 is cooled and introduced into the second device 116. Therefore, the second device 116 can also be cooled reliably.

[0135] Here, when the first device 110 and the second device 116 are cooled by heat exchange of the radiator 102, the powertrain coolant cannot be cooled to a temperature lower than the outside temperature. Therefore, if the first device 110 and the second device 116 are to be cooled only by heat exchange of the radiator 102, it is also assumed that they cannot be cooled sufficiently. When these devices cannot be cooled sufficiently, the devices cannot exert the desired power, so it is sometimes necessary to limit the driving force generated by the vehicle in advance.

[0136] pass Fig.17 The configuration shown can cool the second device 116 using the refrigerant flowing in the refrigerant circuit 200. Specifically, the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature control circuit 400 perform heat exchange, thereby supplying low-temperature liquid to the second device 116, thereby enabling the second device 116 to be sufficiently cooled. Therefore, it is possible to reliably suppress power reduction caused by overheating of the second device 116. This can avoid power limitation of the vehicle, thereby enabling the vehicle to exert a desired driving force.

[0137] Furthermore, the high voltage battery 410 is controlled to be lower in temperature than the power electronic device such as the second device 116. Therefore, sufficient cooling capacity can be obtained by introducing the liquid cooled by the high voltage battery 410 to the power electronic device such as the second device 116.

[0138] In addition, regarding first machine 110, all of the powertrain coolant cooled by radiator 102 is supplied to first machine 110. Therefore, compared with the case where the powertrain coolant is supplied to both first machine 110 and second machine 116, the amount of powertrain coolant supplied to first machine 110 can be increased, thereby significantly improving the cooling capacity of first machine 110.

[0139] For example, when the vehicle speed is slow, the amount of air blowing to the radiator 102 is small. Therefore, if the powertrain coolant is used to cool both the first machine 110 and the second machine 116, the cooling capacity of the powertrain coolant for the motor may sometimes be insufficient. When the cooling capacity of the motor is insufficient, the motor will not be able to exert the desired power, and the above-mentioned driving force limitation needs to be implemented. For example, when the temperature of the motor reaches a temperature above 65°C, the driving force limitation is performed to prevent the motor from overheating. When the driving force limitation is performed, the vehicle will not be able to exert the desired power performance, such as when driving on a hill or a bumpy road. Especially in summer, the outside temperature may rise to around 40°C. When the motor is not cooled enough, the power of the motor is likely to decrease.

[0140] In this case, it is assumed that the first device 110 and the second device 116 cannot be sufficiently cooled by cooling with the outside air temperature by using the radiator 102. According to the present embodiment, the second device 116 is cooled by heat exchange of the refrigerant, so the temperature of the second device 116 can be reduced to below the outside air temperature (for example, about 18 to 20°C). In addition, all the coolant cooled by the radiator 102 is supplied to the first device 110. Although this makes the difference between the motor temperature and the outside air temperature smaller, the flow rate of the powertrain coolant can be increased to cool the first device 110. Therefore, the first device 110 can also be quickly cooled to the same level as the outside air temperature.

[0141] Below Fig.18 The cooling effect of the powertrain coolant on the first machine 110 is described below. Fig.17 same. Fig.18 In the embodiment, the liquid flowing in the battery temperature regulating circuit 400 cools the high voltage battery 410 , is then cooled by heat exchange in the cooler 408 , and is then supplied to the second device 116 .

[0142] like Fig.18As shown, the bypass three-way valve 140 is controlled to stop the flow of the powertrain coolant from the water pump 106 to the three-way valve 140. In the three-way valve 140, the flow path from the charger 120 to the battery temperature control circuit 400 via the bypass flow path 136 is opened. In addition, the three-way valve 144 is controlled to open the flow path from the battery temperature control circuit 400 to the second machine 116 via the bypass flow path 138, and the flow path from the three-way valve 142 to the second machine 116 is closed.

[0143] In addition, the three-way valve 142 is controlled to open the flow path from the battery temperature adjustment circuit 400 to the second device 116 via the bypass flow path 134, and to close the flow path from the three-way valve 142 to the radiator 102. Fig.17 Similarly, the three-way valve 310, the three-way valve 404, and a part of the three-way valve 412 are closed so that the liquid in the heating circuit 300 does not flow into the battery temperature regulating circuit 400. In addition, the solenoid valve 414 provided in the battery temperature regulating circuit 400 is opened.

[0144] The operation of the water pump 402 causes the liquid in the battery temperature regulation loop 400 and the power electronics cooling loop 100 to flow in the battery temperature regulation loop 400. Fig.18 The liquid flows in the direction of the arrow in FIG. 1 and is introduced into the second machine 116. At this time, the refrigerant circuit 200 is in operation, and the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature adjustment circuit 400 exchange heat in the cooler 408, thereby cooling the liquid flowing in the battery temperature adjustment circuit 400.

[0145] Specifically, the liquid cooled by the cooler 408 is branched at the branching portion 124 where the battery temperature control circuit 400 and the bypass flow path 138 are connected, and is introduced to both the high-voltage battery 410 and the second device 116. At this time, the water pump 416 is operated to make the liquid in the battery temperature control circuit 400 flow in the bypass flow path 138. As a result, both the high-voltage battery 410 and the second device 116 are cooled. The liquid that has cooled these power electronic devices passes through the three-way valve 140 and returns to the battery temperature control circuit 400 from the bypass flow path 136.

[0146] As described above, by opening the solenoid valve 414, the water pump 402 is operated, and then the water pump 416 is operated, thereby forming two flow paths in which the high-voltage battery 410 and the power electronic equipment (the second machine 116, the inverter 118, and the charger 120) are connected in parallel.

[0147] The first flow path circulates in the order of cooler 408 → water pump 416 → three-way valve 144 → power electronics → three-way valve 140 → cooler 408. The second flow path circulates in the order of cooler 408 → high-voltage battery 410 → water pump 402 → cooler 408.

[0148] In addition, since the water pump 416 can realize the flow adjustment function, the flow ratio of the first flow path and the second flow path can be optimally adjusted. Therefore, the liquid with the optimal flow rate can be provided to the first flow path and the second flow path at the optimal temperature. In addition, through the operation of the water pump 416, the liquid can be returned from the power electronic device to the battery temperature adjustment circuit 400, so that the flow (backflow) from the water pump 402 to the three-way valve 140 can be effectively suppressed.

[0149] Through the above composition, Fig.17 Similarly, the powertrain coolant cooled in the radiator 102 is all supplied to the first machine 110 , but not to the second machine 116 , so the flow rate of the coolant to the first machine 110 can be increased.

[0150] Furthermore, the refrigerant flowing in the refrigerant circuit 200 and the liquid flowing in the battery temperature control circuit 400 exchange heat with the cooler 408, whereby the liquid flowing in the battery temperature control circuit 400 is cooled and introduced into the second device 116. Therefore, the second device 116 can also be cooled reliably.

[0151] In addition, according to Fig.18 The liquid cooled by the cooler 408 is bifurcated at the bifurcated portion 124 where the battery temperature regulating circuit 400 and the bypass flow path 138 are connected, and is introduced to both the high-voltage battery 410 and the second machine 116. Therefore, the low-temperature liquid cooled by the cooler 408 is introduced to the second machine 116. Therefore, the liquid cooled by the high-voltage battery 410 is introduced to the second machine 116. Fig.17 In comparison, a liquid with a lower temperature can be introduced into the second device 116, so the second device 116 can be cooled reliably.

[0152] As a result, the second machine 116 can be quickly cooled, and thus the second machine 116 can temporarily generate power exceeding the rated power. Therefore, the acceleration performance of the vehicle can be greatly improved, and the performance for recovering from a stranded state can also be improved. Therefore, the commercial quality of the vehicle can be greatly improved.

[0153] In particular, when the temperature of the high-voltage battery 410 is low and the second device 116 is overheated, low-temperature liquid can be introduced into the second device 116, so that the second device 116 can be reliably cooled.

[0154] Fig.17The modes shown and Fig.18 The modes shown are preferably switched according to the heating state of the high-voltage battery 410 and the second machine 116. Thus, the liquid at the optimal temperature can be provided to the high-voltage battery 410 and the power electronic device at the optimal flow rate. Fig.17 The modes shown and Fig.18 The modes shown can be selected based on the time it takes for the machine to reach the target temperature. In addition, for example, when driving in energy-saving mode, since driving is performed with priority given to power consumption rather than the time it takes for the machine to reach the target temperature, you can also select Fig.17 The modes shown and Fig.18 The lower power consumption mode is shown in the following modes. Fig.17 and Fig.18 In the structure shown, the cooling circuits of the two systems (power electronic cooling circuit 100 and battery temperature control circuit 400) are connected via a three-way valve, so the expansion tank 406 can be omitted and only one expansion tank can be provided.

[0155] also, Fig.17 In the example shown, the temperature of the liquid introduced to the second machine 116 is expected to be higher than Fig.18 ;and Fig.17 In the example shown, all the liquid flowing in the battery temperature control circuit 400 is introduced into the second machine 116. Therefore, Fig.17 In the example shown, although the temperature of the liquid introduced into the second device 116 increases due to cooling the high-voltage battery 410 , all of the liquid flowing in the battery temperature adjustment circuit 400 is introduced into the second device 116 , so the second device 116 can be reliably cooled.

[0156] As described above, in the present embodiment, in a vehicle such as an electric vehicle, by configuring a circuit structure that can select cooling and heating of each component such as the first device 110 and the second device 116, different cooling methods can be selected and executed according to the purpose, such as a mode with low power consumption per unit time and a mode with a fast arrival time from the target temperature. In addition, power electronic devices such as electric motors and inverters can be concentratedly cooled by selecting a circuit. In addition, since a refrigerant circuit that can provide a cooling water temperature below the outside temperature can be configured, the power limitation of the power electronic device caused by the change in cooling capacity caused by the outside temperature can be avoided, and the power of the power electronic device can be increased.

[0157] The above is a detailed description of the best mode of the present invention in conjunction with the accompanying drawings, but the present invention is not limited to the above examples. A person with ordinary knowledge in the technical field to which the present invention belongs can obviously think of various variations or modifications within the scope of the technical ideas recorded in the claims, and it should be understood that these variations or modifications should also belong to the technical scope of the present invention.

Claims

1. A thermal management system for a vehicle, characterized in that: have: a refrigerant circuit in which a refrigerant for adjusting the temperature of the vehicle interior circulates; a battery temperature regulating circuit for regulating the temperature of the battery by introducing a liquid that exchanges heat with the refrigerant into the battery; and an electric component cooling circuit in which a liquid cooled by a radiator circulates, capable of cooling a first machine and a second machine for driving a vehicle, the first machine being constituted by a first drive motor, a first inverter or a first converter of the vehicle, and the second machine being constituted by a second drive motor, a second inverter or a second converter of the vehicle, wherein, in the first mode, of the liquid cooled by the radiator and the liquid that exchanges heat with the refrigerant, only the liquid cooled by the radiator is supplied to the first device to cool the first device, the liquid that exchanges heat with the refrigerant in the refrigerant circuit is introduced in parallel to the battery and the second device, and of the liquid cooled by the radiator and the liquid that exchanges heat with the refrigerant, only the liquid that exchanges heat with the refrigerant is supplied to the second device, In the second mode, the first machine is cooled by supplying only the liquid cooled by the radiator and the liquid that exchanges heat with the refrigerant to the first machine, the liquid that exchanges heat with the refrigerant in the refrigerant circuit is introduced in series to the battery and the second machine, and only the liquid that exchanges heat with the refrigerant in the refrigerant circuit is supplied to the second machine.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The liquid that exchanges heat with the refrigerant is separated at a branch portion provided in the battery temperature adjustment circuit and introduced into the battery and the second device, respectively.

3. The thermal management system for a vehicle according to claim 2, characterized in that: Also features: a first bypass flow path which is separated from the battery temperature adjustment circuit at the branching portion and connected to the second device; and a water pump disposed in the first bypass flow path, Here, the liquid flowing from the branching portion to the first bypass flow path is introduced to the second device by the operation of the water pump.

4. The thermal management system for a vehicle according to claim 3, characterized in that: have: a second bypass flow path for returning the liquid introduced into the second device to the battery temperature adjustment circuit; The battery temperature regulating circuit includes a control valve disposed on the downstream side of a connection portion between the second bypass flow path and the battery temperature regulating circuit, and a heat exchanger disposed downstream of the control valve and performing heat exchange with the refrigerant; the bifurcated portion is disposed on the downstream side of the heat exchanger, In the first mode, the control valve is opened, whereby the liquid discharged from the battery is introduced into the second device via the first bypass flow path.

5. The thermal management system for a vehicle according to claim 1, characterized in that: In the second mode, the liquid that exchanges heat with the refrigerant is introduced into the battery, and the liquid discharged from the battery is introduced into the second device.

6. The thermal management system for a vehicle according to claim 5, characterized in that: have: a first bypass flow path for introducing the liquid of the battery temperature regulating circuit into the second machine; as well as a second bypass flow path for returning the liquid led out of the second machine to the battery temperature regulating circuit; The battery temperature regulation circuit comprises: a control valve disposed between a first connection portion between the first bypass flow path and the battery temperature regulation circuit and a second connection portion between the second bypass flow path and the battery temperature regulation circuit; and a heat exchanger disposed downstream of the second connection portion and performing heat exchange with the refrigerant. In the second mode, the control valve is closed, whereby the liquid discharged from the battery is introduced into the second device via the first bypass flow path.

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