Temperature Control System

Abstract

The temperature control system (1) comprises: a refrigeration cycle (50) having a first compressor (52), a radiator (53) for releasing heat of a coolant, a first expansion valve (54) for expanding the coolant, a cooler (55) for performing heat exchange using the expanded coolant, and a gas-liquid separator (56) for separating the coolant into gas and liquid and supplying the gas phase coolant to the first compressor; a first cooling water circuit (60) having an external radiator (64) for releasing heat of the cooling water to the outside; and a second cooling water circuit (70) having the heat of the coolant released in the radiator. Under the action of heat, the cooling water flowing inside the second cooling water circuit (70) is heated; the third cooling water circuit (80) is cooled by heat exchange with the coolant flowing in the cooler, and the temperature of the temperature regulator (84) is adjusted by heat exchange with the cooling water; the first valve (91) connects or disconnects the first cooling water circuit and the second cooling water circuit; and the second valve (92) connects or disconnects the second cooling water circuit and the third cooling water circuit.

Description

Technical Field

[0001] The present invention relates to a temperature regulating system for regulating the temperature of a temperature regulated device. Background Art

[0002] JP6206231B discloses a thermal management system for a vehicle, comprising: a low-temperature side cooling water circuit having a cooling water cooler to supply low-temperature cooling water; a high-temperature side cooling water circuit having a cooling water heater to supply high-temperature cooling water; a battery temperature regulating heat exchanger for performing heat exchange between the cooling water supplied from the low-temperature side cooling water circuit or the high-temperature side cooling water circuit and the battery; and a first switching valve and a second switching valve for switching the cooling water circuit (the low-temperature side cooling water circuit or the high-temperature side cooling water circuit) connected to the battery temperature regulating heat exchanger.

[0003] In the above-mentioned vehicle heat exchanger system, the battery is cooled and preheated by switching the cooling water circuit that supplies cooling water to the battery temperature adjustment heat exchanger according to the charge state and temperature state of the battery. Summary of the invention

[0004] However, in the vehicle heat exchange system of JP6206231B, the structures of the first switching valve and the second switching valve for switching the connection between the two cooling water circuits are complicated, and thus the entire system is complicated.

[0005] An object of the present invention is to provide a temperature adjustment system which adjusts the temperature of a temperature-adjusted device with a simple structure.

[0006] According to one embodiment of the present invention, a temperature control system for adjusting the temperature of a temperature-controlled device comprises: a refrigeration cycle circuit, which has a first compressor for compressing a coolant, a radiator for releasing the heat of the coolant compressed in the first compressor, a first expansion valve for expanding the coolant that has released the heat in the radiator, a cooler for performing heat exchange using the coolant expanded in the first expansion valve, and a gas-liquid separator for separating the coolant used in the heat exchange in the cooler from gas and liquid and supplying the gaseous coolant to the first compressor; a first cooling water circuit, which has a function of transferring the heat of the cooling water to the outside; an external radiator through which the heat of the coolant released is released; a second cooling water circuit, in which the cooling water circulating in the second cooling water circuit is heated by the heat of the coolant released in the radiator; a third cooling water circuit, in which the cooling water circulating in the third cooling water circuit is cooled by heat exchange with the coolant flowing in the cooler, and the temperature of the temperature regulator is adjusted by heat exchange with the cooling water; a first valve, which connects or separates the first cooling water circuit and the second cooling water circuit; and a second valve, which connects or separates the second cooling water circuit and the third cooling water circuit.

[0007] In the above-mentioned method, the first cooling water circuit that releases the heat of the cooling water, the second cooling water circuit that heats the cooling water due to the refrigeration cycle circuit, and the third cooling water circuit that cools the cooling water due to the refrigeration cycle circuit are connected or separated by the first valve and the second valve. Thus, the temperature of the temperature controlled device can be adjusted by adjusting the temperature of the cooling water that performs heat exchange with the temperature controlled device. The first valve and the second valve are simple structures that connect or separate the cooling water circuits to each other only by switching. Therefore, a temperature control system that can adjust the temperature of the temperature controlled device with a simple structure can be provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 This is a block diagram of a temperature control system according to an embodiment of the present invention.

[0009] Figure 2 A diagram for explaining a heating mode of an air conditioner.

[0010] Figure 3 A diagram for explaining a cooling mode of an air conditioner.

[0011] Figure 4 It is a diagram for explaining the first cooling mode of the temperature adjustment system.

[0012] Figure 5 A diagram for explaining a heating mode of a temperature control system.

[0013] Figure 6 It is a diagram for explaining the second cooling mode of the temperature adjustment system.

[0014] Figure 7 A diagram for explaining the auxiliary heating mode of the temperature control system.

[0015] Figure 8 It is a schematic structural diagram of the gas-liquid separator of the temperature control system.

[0016] Fig.9A It is a schematic structural diagram of the gas-liquid separator of the first variant.

[0017] Fig. 9B The gas-liquid separator of the first variant Fig.9A Schematic structural diagram of different modes of operation.

[0018] Fig. 10A This is a schematic structural diagram of a gas-liquid separator of a second variant.

[0019] Fig. 10B The gas-liquid separator of the second variant Fig. 10A Schematic structural diagram of different modes of operation.

[0020] Fig.11A It is a schematic structural diagram of the gas-liquid separator of the third variant.

[0021] Fig. 11B The gas-liquid separator of the third modified example and Fig.11A Schematic structural diagram of different modes of operation.

[0022] Fig. 12A This is a schematic structural diagram of a gas-liquid separator according to a fourth variant.

[0023] Fig. 12B The gas-liquid separator of the fourth modified example and Fig. 12A Schematic structural diagram of different modes of operation.

[0024] Fig.13A This is a schematic structural diagram of a gas-liquid separator of a fifth variant.

[0025] Fig. 13B A gas-liquid separator according to a fifth modification example Fig.13A Schematic structural diagram of different modes of operation. DETAILED DESCRIPTION

[0026] Hereinafter, a temperature control system 1 according to an embodiment of the present invention will be described with reference to the drawings.

[0027] First, refer to Figure 1 , the structure of the temperature control system 1 is described.

[0028] The temperature control system 1 is a system mounted on a vehicle (not shown), and includes an air conditioning device 10 for performing air conditioning in a vehicle cabin (not shown) and a temperature control reflux 100 for adjusting the temperature of a battery 84 mounted on the vehicle as a temperature controlled device. In the present embodiment, the case where the temperature controlled device is the battery 84 is described, but the temperature controlled device is not particularly limited as long as it is a device that needs temperature control. Other examples of the temperature controlled device include an electric power train, engine oil, or transmission oil of a vehicle.

[0029] The air conditioning device 10 includes: an air passage 2 having an air inlet 21; a blower unit 3 that introduces air from the air inlet 21 and causes the air to flow in the air passage 2; a heat pump unit 4 that serves as a refrigeration cycle circuit for air conditioning and cools or heats the air flowing in the air passage 2; and an air mixing door 5 that regulates air that comes into contact with a heater core 43 of the heat pump unit 4, which will be described later.

[0030] The air sucked in from the air introduction port 21 flows in the air passage 2. The outside air outside the vehicle cabin and the inside air inside the vehicle cabin are sucked into the air passage 2. The air passing through the air passage 2 is introduced into the vehicle cabin.

[0031] The blower unit 3 has a blower 31 as an air supply device that causes air to flow in the air path 2 by rotating the axis. The blower unit 3 has an intake door (not shown) for opening and closing an outside air intake port for sucking in outside air outside the vehicle cabin and an inside air intake port for sucking in inside air inside the vehicle cabin. The intake door adjusts the opening and closing or the opening degree of the outside air intake port and the inside air intake port, thereby adjusting the intake amount of the outside air outside the vehicle cabin and the inside air inside the vehicle cabin.

[0032] The heat pump unit 4 includes: a coolant circulation loop 41 for circulating the air-conditioning coolant; an electric compressor (compressor) 42 as a second compressor driven by an electric motor (not shown) to compress the air-conditioning coolant; a heater core 43 for heating the air with the heat of the coolant compressed by the electric compressor 42; an outdoor heat exchanger 44 for performing heat exchange between the air-conditioning coolant flowing in through the heater core 43 and the outside air; a gas-liquid separator 45 for separating the coolant flowing in from the heater core 43 or the outdoor heat exchanger 44 into a liquid-phase coolant and a gas-phase coolant; a switching valve 46 for switching the flow of the coolant from the gas-liquid separator 45; a thermal expansion valve 47 for reducing the pressure and expanding the liquid-phase coolant flowing in from the gas-liquid separator 45 to lower its temperature; and an evaporator (evaporator) 48 for cooling the air in the air path 2 using the coolant whose temperature has been lowered by expansion through the thermal expansion valve 47. Furthermore, the heat pump unit 4 includes a heat exchanger 49 that performs heat exchange using the liquid-phase coolant flowing in from the gas-liquid separator 45 .

[0033] The coolant circulation circuit 41 is composed of a flow path connecting the components of the heat pump unit 4, and the air-conditioning coolant circulates inside the coolant circulation circuit 41. Variable throttling units 41a to 41c are provided in the coolant circulation circuit 41 to adjust the opening according to the command signal of the controller (not shown). In detail, the variable throttling unit 41a is provided in the bypass flow path 41d that bypasses the evaporator 48 in the coolant circulation circuit 41. The variable throttling unit 41a is equivalent to the second expansion valve. The variable throttling unit 41b is provided in the bypass flow path 41e that bypasses the outdoor heat exchanger 44 in the coolant circulation circuit 41. The variable throttling unit 41c is provided in the flow path between the bypass flow path 41e and the outdoor heat exchanger 44 in the coolant circulation circuit 41. The variable throttling units 41a to 41c allow the air-conditioning coolant to pass when in the open state, cut off the passage of the air-conditioning coolant when in the closed state, and decompress and expand the air-conditioning coolant in the throttling state. The throttling degree in the throttling state is appropriately adjusted by the controller.

[0034] The electric compressor 42 is, for example, a vane-type rotary compressor, but a scroll-type compressor may also be used. The rotation speed of the electric compressor 42 is controlled by a command signal from a controller.

[0035] The heater core 43 is provided in the air passage 2. The air conditioning coolant compressed by the electric compressor 42 flows into the heater core 43. When the air flowing in the air passage 2 contacts the heater core 43, heat is exchanged between the air and the air conditioning coolant compressed by the electric compressor 42, and the air is heated. The amount of air contacting the heater core 43 is adjusted according to the position of the air mix door 5 provided on the upstream side of the air flow direction of the air passage 2 closer to the heater core 43. The position of the air mix door 5 is moved according to the command signal of the controller.

[0036] The indoor heat exchanger 44 is disposed in, for example, an engine room of a vehicle (in an electric vehicle, a motor room), and performs heat exchange between the air conditioning coolant flowing in through the heater core 43 and the outside air. The outside air is introduced into the outdoor heat exchanger 44 by the running of the vehicle and the rotation of the outdoor fan 44a. A check valve 41f is provided on the downstream side of the outdoor heat exchanger 44 in the heat pump unit 4 (specifically, between the outdoor heat exchanger 44 and the gas-liquid separator 45).

[0037] The gas-liquid separator 45 separates the air-conditioning coolant flowing in from the outdoor heat exchanger 44 into the air-conditioning coolant in a liquid phase and the air-conditioning coolant in a gas phase.

[0038] The switching valve 46 is an electromagnetic valve having a solenoid controlled by a controller. When the switching valve 46 is switched to an open state, the air conditioning coolant in the gas phase is introduced into the electric compressor 42. On the other hand, when the switching valve 46 is switched to a closed state, the air conditioning coolant in the liquid phase is introduced from the gas-liquid separator 45 into the variable throttling unit 41a or the thermal expansion valve 47.

[0039] When the liquid phase air conditioning coolant flows from the gas-liquid separator 45 into the thermal expansion valve 47, the thermal expansion valve 47 decompresses and expands the liquid phase air conditioning coolant to lower its temperature. The thermal expansion valve 47 has a temperature sensing cylinder installed on the outlet side of the evaporator 48, and automatically adjusts the opening to maintain the heating degree of the coolant on the outlet side of the evaporator 48 at a specified value.

[0040] The evaporator 48 is provided in the air passage 2 and performs heat exchange between the liquid phase air conditioning coolant decompressed by the thermal expansion valve 47 and the air flowing in the air passage 2, thereby cooling and dehumidifying the air flowing in the air passage 2. In the evaporator 48, the liquid phase air conditioning coolant evaporates under the heat of the air flowing in the air passage 2 to become a gas phase air conditioning coolant. The gas phase air conditioning coolant is supplied to the electric compressor 42 again through the gas-liquid separator 45.

[0041] The heat exchanger 49 is provided on the downstream side of the variable throttle unit 41a in the bypass flow path 41d. The air-conditioning coolant flows into the heat exchanger 49 through the variable throttle unit 41a, and the cooling water flows into the heat exchanger 49 through the third cooling water circuit 80 of the temperature control circuit 100 described later. That is, the heat exchanger 49 performs heat exchange between the air-conditioning coolant flowing in through the variable throttle unit 41a and the cooling water flowing in the third cooling water circuit 80.

[0042] Next, refer to Figure 2 and Figure 3 , each operation mode of the air conditioner 10 is described. Figure 2 and Figure 3 In FIG. 1 , a position where the air-conditioning coolant flows is indicated by a solid line, and a position where the air-conditioning coolant stops flowing is indicated by a dotted line.

[0043] <Heating Mode>

[0044] Figure 2 1 is a diagram for explaining the heating mode of the air-conditioning device 10. The heating mode is a mode in which the vehicle interior is heated.

[0045] In the heating mode, the air mix door 5 is adjusted to a position that guides the air flowing in the air path 2 to the heater core 43. The variable throttle unit 41a is set to a closed state that cuts off the bypass flow path 41d (cuts off the connection between the gas-liquid separator 45 and the heat exchanger 49). The variable throttle unit 41b is set to a closed state that cuts off the bypass flow path 41e (cuts off the connection between the heater core 43 and the gas-liquid separator 45). The variable throttle unit 41c is set to a throttling state that reduces the pressure and expands the air-conditioning coolant introduced from the heater core 43 to the outdoor heat exchanger 44. The switching valve 46 is switched to an open state so that the gas-phase air-conditioning coolant introduced from the outdoor heat exchanger 44 flows into the electric compressor 42, and the liquid-phase air-conditioning coolant is not allowed to flow from the gas-liquid separator 45 into the thermal expansion valve 47 and the evaporator 48.

[0046] Thus, the air conditioning coolant compressed in the electric compressor 42 and flowing into the heater core 43 exchanges heat with the air passing through the heater core 43 and is liquefied. That is, in the heating mode, the heater core 43 functions as a condenser. In addition, the air heated by passing through the heater core 43 is introduced into the vehicle cabin from the air duct 2. Thus, the vehicle cabin is heated.

[0047] The air-conditioning coolant liquefied in the heater core 43 passes through the variable throttle unit 41c to be decompressed and expanded, and flows into the outdoor heat exchanger 44. The air-conditioning coolant flowing into the outdoor heat exchanger 44 exchanges heat with the outside air introduced into the outdoor heat exchanger 44 and is vaporized. That is, in the heating mode, the outdoor heat exchanger 44 functions as an evaporator.

[0048] The air conditioning coolant vaporized in the outdoor heat exchanger 44 is supplied again to the electric compressor 42 through the check valve 41f, the gas-liquid separator 45, and the switching valve 46. In the heating mode, as described above, the air conditioning coolant circulates in the heat pump unit 4, thereby heating the air flowing in the air path 2 to heat the vehicle interior.

[0049] <Cooling Mode>

[0050] Figure 3 1 is a diagram for explaining the cooling mode of the air-conditioning device 10. The cooling mode is a mode in which the vehicle interior is cooled.

[0051] In cooling mode, the air mix door 5 is adjusted to a position where the air flowing in the air path 2 bypasses the heater core 43. The variable throttle unit 41a is set to a closed state that cuts off the bypass flow path 41d (cuts off the connection between the gas-liquid separator 45 and the heat exchanger 49). The variable throttle unit 41b is set to a closed state that cuts off the bypass flow path 41e (cuts off the connection between the heater core 43 and the gas-liquid separator 45). The variable throttle unit 41c is set to an open state in which the air-conditioning coolant can flow from the heater core 43 to the outdoor heat exchanger 44. The switching valve 46 is switched to a closed state so that the liquid-phase air-conditioning coolant flows from the gas-liquid separator 45 into the thermal expansion valve 47, and the gas-phase air-conditioning coolant introduced from the outdoor heat exchanger 44 is not allowed to flow into the electric compressor 42.

[0052] Thus, the air-conditioning coolant compressed in the electric compressor 42 flows into the outdoor heat exchanger 44 through the heater core 43 and the variable throttle unit 41c in a high-temperature and high-pressure state. The air-conditioning coolant exchanges heat with the air passing through the outdoor heat exchanger 44 and is liquefied. That is, in the cooling mode, the outdoor heat exchanger 44 functions as a condenser.

[0053] The air conditioning coolant liquefied in the outdoor heat exchanger 44 flows into the gas-liquid separator 45 and is separated into the gas phase air conditioning coolant and the liquid phase air conditioning coolant. The liquid phase air conditioning coolant stored in the gas-liquid separator 45 flows into the evaporator 48 through the thermal expansion valve 47.

[0054] The thermal expansion valve 47 decompresses and expands the liquid phase coolant flowing from the gas-liquid separator 45. The thermal expansion valve 47 adjusts the opening degree by feeding back the temperature of the gas phase cooler passing through the evaporator 48 so that the gas phase coolant has an appropriate degree of heating.

[0055] The air conditioning coolant flowing into the evaporator 48 exchanges heat with the air flowing in the air passage 2, and vaporizes under the action of the heat of the air flowing in the air passage 2. That is, in the cooling mode, the evaporator 48 functions as an evaporator. In addition, the air in the air passage 2 that exchanges heat with the air conditioning coolant flowing into the evaporator 48 is cooled and dehumidified and passes through the air passage 2. As a result, the interior of the vehicle is cooled or dehumidified.

[0056] The air conditioning coolant vaporized in the evaporator 48 is supplied again to the electric compressor 42 through the gas-liquid separator 45. In the cooling mode, the air conditioning coolant circulates in the heat pump unit 4 as described above, thereby cooling and dehumidifying the air flowing in the air passage 2.

[0057] Next, the main reference Figure 1 , the structure of the temperature control circuit 100 is described.

[0058] like Figure 1 As shown, the temperature regulating circuit 100 comprises: a refrigeration cycle circuit 50; a first cooling water circuit 60, a second cooling water circuit 70 and a third cooling water circuit 80 for circulating cooling water for regulating the temperature of a battery 84; a switching valve 91 as a first valve for connecting or separating the first cooling water circuit 60 and the second cooling water circuit 70; and a switching valve 92 as a second valve for connecting or separating the second cooling water circuit 70 and the third cooling water circuit 80.

[0059] The refrigeration cycle circuit 50 includes: a coolant circulation circuit 51 for circulating a coolant; an electric compressor 52 as a first compressor driven by an electric motor (not shown) to compress the coolant; a water-cooled condenser 53 as a radiator to release the heat of the coolant compressed in the electric compressor 52; a variable throttling unit 54 as a first expansion valve to expand the coolant that has released heat in the water-cooled condenser 53; a cooler 55 for performing heat exchange using the coolant expanded in the variable throttling unit 54; and a gas-liquid separator 56 for performing gas-liquid separation on the coolant used in the heat exchange of the cooler 55 and supplying the gas phase coolant to the electric compressor 52.

[0060] The electric compressor 52 is, for example, a vane-type rotary compressor, but a scroll-type compressor may also be used. The rotation speed of the electric compressor 52 is controlled by a command signal from a controller.

[0061] The water-cooled condenser 53 performs heat exchange between the coolant compressed in the electric compressor 52 and the cooling water flowing in from the second cooling water circuit 70 (cooling water flow path 71). Specifically, the water-cooled condenser 53 releases the heat of the coolant compressed in the electric compressor 52 to heat the cooling water flowing in the second cooling water circuit 70.

[0062] The opening degree of the variable throttle unit 54 is adjusted according to the control of the controller. The variable throttle unit 54 decompresses and expands the coolant flowing in from the water-cooled condenser 53 according to the opening degree.

[0063] The cooler 55 performs heat exchange between the coolant expanded in the variable throttle unit 54 and the cooling water flowing in the third cooling water circuit 80. Specifically, in the cooler 55, the coolant expanded in the variable throttle unit 54 evaporates, thereby cooling the cooling water flowing in the third cooling water circuit 80.

[0064] The gas-liquid separator 56 separates the coolant used in the heat exchange of the cooler 55 into a gas-phase coolant and a liquid-phase coolant, and supplies the gas-phase coolant to the electric compressor 52. In addition, the gas-liquid separator 56 supplies the gas-phase coolant and the liquid-phase coolant to the electric compressor 52 according to the operation mode of the temperature control system 1. The structure of the gas-liquid separator 56 and the supply of the coolant will be described in detail later.

[0065] The first cooling water circuit 60 includes cooling water flow paths 61 and 62 through which cooling water flows, a pump 63 for delivering cooling water, and an external radiator 64 for radiating heat of the cooling water to the outside.

[0066] The second cooling water circuit 70 has cooling water flow paths 71 and 72 through which cooling water flows. The cooling water flow path 71 is connected to the water-cooled condenser 53. Therefore, the cooling water flowing in the cooling water flow path 71 flows into the water-cooled condenser 53 and is heated by the heat of the coolant in the refrigeration cycle 50.

[0067] The third cooling water circuit 80 includes cooling water flow paths 81 to 83 through which cooling water flows, a bypass flow path 85 through which cooling water flows so as to bypass the battery 84 , a switching valve 86 as a third valve, and a pump 87 for delivering cooling water.

[0068] The cooling water flow path 81 is connected to the heat exchanger 49. When the air-conditioning coolant flows through the heat exchanger 49, the cooling water flowing through the cooling water flow path 81 exchanges heat with the air-conditioning coolant.

[0069] The cooling water flow path 82 is provided with a battery 84 that performs heat exchange with the cooling water flowing in the cooling water flow path 82. When the cooling water flows in the cooling water flow path 82, heat exchange is performed between the cooling water and the battery 84.

[0070] The cooling water flow path 83 is connected to the cooler 55. The cooling water flowing through the cooling water flow path 83 is cooled by heat exchange with the coolant flowing through the cooler 55.

[0071] The bypass flow path 85 is a flow path connecting the cooling water flow path 81 and the cooling water flow path 83 , and is a flow path through which the cooling water flows in a manner bypassing the battery 84 .

[0072] The switching valve 91 is provided between the first cooling water circuit 60 and the second cooling water circuit 70. The switching valve 91 is a four-way valve that is switched by a command signal from a controller.

[0073] When the switching valve 91 is switched to the connection state, the switching valve 91 connects the cooling water flow path 61 and the cooling water flow path 71, and connects the cooling water flow path 62 and the cooling water flow path 72 (see Figure 1 ). That is, the switching valve 91 in the connected state connects the first cooling water circuit 60 and the second cooling water circuit 70.

[0074] When the switching valve 91 is switched to the disconnected state, the switching valve 91 connects the cooling water flow path 61 and the cooling water flow path 62, and connects the cooling water flow path 71 and the cooling water flow path 72 (see Figure 5 ). That is, the switching valve 91 in the separated state separates the first cooling water circuit 60 and the second cooling water circuit 70.

[0075] As described above, the switching valve 91 has a simple structure that is only switched to connect or disconnect the first cooling water circuit 60 and the second cooling water circuit 70 .

[0076] The switching valve 92 is provided between the second cooling water circuit 70 and the third cooling water circuit 80. The switching valve 92 is a four-way valve that is switched by a command signal from a controller.

[0077] When the switching valve 92 is switched to the connection state, the switching valve 92 connects the cooling water flow path 71 and the cooling water flow path 83, and simultaneously connects the cooling water flow path 72 and the cooling water flow path 81 (see Figure 5 ). That is, the switching valve 92 in the connected state connects the second cooling water circuit 70 and the third cooling water circuit 80 .

[0078] When the switching valve 92 is switched to the disconnected state, the switching valve 92 connects the cooling water flow path 71 and the cooling water flow path 72, and connects the cooling water flow path 81 and the cooling water flow path 83 (see Figure 1 ). That is, the switching valve 92 in the separated state separates the second cooling water circuit 70 and the third cooling water circuit 80.

[0079] As described above, the switching valve 92 is a simple structure that only switches to connect or disconnect the second cooling water circuit 70 and the third cooling water circuit 80 .

[0080] The switching valve 86 is a three-way valve that is switched by a command signal from a controller.

[0081] The switching valve 86 switches so that the cooling water flowing in from the cooling water flow path 81 flows into the cooling water flow path 82 or flows into the bypass flow path 85 .

[0082] When the switching valve 86 is switched to connect the cooling water flow path 81 and the cooling water flow path 82 and cut off the cooling water flow path 81 and the bypass flow path 85, the cooling water flows from the cooling water flow path 81 to the cooling water flow path 82 to perform heat exchange with the battery 84. At this time, the switching valve 86 does not allow the cooling water to flow to the bypass flow path 85, but allows the cooling water to flow to the cooling water flow path 82 to perform heat exchange with the battery 84.

[0083] When the switching valve 86 is switched to connect the cooling water flow path 81 and the bypass flow path 85, and the cooling water flow path 81 and the cooling water flow path 82 are disconnected, the cooling water flows from the cooling water flow path 81 to the bypass flow path 85. At this time, the switching valve 86 does not flow the cooling water to the cooling water flow path 82, but flows the cooling water to the bypass flow path 85.

[0084] Next, refer to Figures 4 to 7 , the effect of the temperature control system 1 of the above structure in the operation mode is explained. Figures 4 to 7 In the operation mode corresponding to each figure, the portion where the heat transfer medium (coolant, air-conditioning coolant, cooling water) flows is indicated by a solid line, and the portion where the flow of the heat transfer medium stops is indicated by a dotted line.

[0085] The temperature control system 1 switches between four modes according to the state of the vehicle and the temperature controlled device. The four modes are a first cooling mode for cooling the battery 84 (see Figure 4 ), a heating mode for heating the battery 84 (refer to Figure 5 ), a second cooling mode that cools the battery 84 more strongly than the first cooling mode (refer to Figure 6 ), and an auxiliary heating mode in which the heat pump unit 4 and the temperature control circuit 100 cooperate to heat the vehicle interior (see Figure 7 ).

[0086] <First Cooling Mode>

[0087] Figure 4 1 is a diagram for explaining the first cooling mode of the temperature adjustment system 1. The first cooling mode is a mode that is operated in a situation where the battery 84 needs to be cooled due to heat generation of the battery 84 or the like.

[0088] In the first cooling mode, the switching valve 91 is switched to the connection state, and the switching valve 92 is switched to the disconnection state. That is, the switching valve 91 connects the first cooling water circuit 60 and the second cooling water circuit 70, and the switching valve 92 disconnects the second cooling water circuit 70 and the third cooling water circuit 80. In addition, the switching valve 86 is switched to connect the cooling water flow path 81 and the cooling water flow path 82, while disconnecting the cooling water flow path 81 and the bypass flow path 85.

[0089] In addition, in the first cooling mode, the variable throttling unit 41a is set to a closed state in which the bypass flow path 41d is cut off (the connection between the gas-liquid separator 45 and the heat exchanger 49 is cut off). That is, the air-conditioning coolant does not flow into the heat exchanger 49, so in the first cooling mode, heat exchange does not occur between the air-conditioning coolant and the cooling water flowing in the third cooling water circuit 80. In addition, the state of the variable throttling units 41b and 41c in the first cooling mode and the configuration of the air mixing door 5 are arbitrary and are not particularly limited. That is, the temperature control system 1 can be switched to the first cooling mode only by switching the switching valve 91, the switching valve 92, the switching valve 86 and the variable throttling unit 41a.

[0090] In the first cooling mode, heat is exchanged between the coolant compressed in the electric compressor 52 and the cooling water flowing in the cooling water flow path 71 in the water-cooled condenser 53. As a result, the coolant is liquefied and the cooling water flowing in the cooling water flow path 71 is heated.

[0091] The cooling water heated in the water-cooled condenser 53 flows from the cooling water flow path 71 into the first cooling water circuit 60 through the switching valve 91, and passes through the external radiator 64. Thus, the heat of the cooling water is released to the outside. The cooling water cooled by passing through the external radiator 64 returns to the cooling water flow path 71 again through the cooling water flow path 62, the switching valve 91, the cooling water flow path 72, and the switching valve 92. In this way, the heat of the coolant released into the cooling water in the water-cooled condenser 53 is released to the outside through the first cooling water circuit 60 and the second cooling water circuit 70.

[0092] The coolant liquefied in the water-cooled condenser 53 is decompressed and expanded in the variable throttle unit 54 and flows into the cooler 55. The cooler 55 performs heat exchange between the coolant decompressed and expanded in the variable throttle unit 54 and the cooling water flowing in the third cooling water circuit 80. In detail, the coolant expanded in the variable throttle unit 54 evaporates, thereby cooling the cooling water flowing in the inside of the third cooling water circuit 80.

[0093] In addition, the air-conditioning coolant does not flow into the heat exchanger 49 (heat exchange is not performed in the heat exchanger 49). Therefore, even if the cooling water cooled by the cooler 55 passes through the heat exchanger 49, the temperature thereof does not change.

[0094] In the cooling water flow path 82 , heat exchange is performed between the cooling water cooled by the cooler 55 and the battery 84 . That is, the battery 84 is cooled by the cooling water cooled by the cooler 55 .

[0095] As described above, the temperature control system 1 can be switched to the first cooling mode only by switching the switching valve 91, the switching valve 92, the switching valve 86, and the variable throttling unit 41a. In the first cooling mode, the first cooling water circuit 60 and the second cooling water circuit 70 are connected by the switching valve 91, and the second cooling water circuit 70 and the third cooling water circuit 80 are separated by the switching valve 92. Thus, the cooling water flowing in the third cooling water circuit 80 is cooled by heat exchange with the coolant flowing in the refrigeration cycle 50. That is, the temperature of the battery 84 can be lowered by lowering the temperature of the cooling water flowing in the third cooling water circuit 80.

[0096] <Heating Mode>

[0097] Figure 5 1 is a diagram for explaining the heating mode of the temperature control system 1. The heating mode is a mode operated in a situation where it is necessary to increase or maintain the temperature of the battery 84, or to slow down the temperature drop.

[0098] In the heating mode, the switching valve 91 is switched to the disconnected state, and the switching valve 92 is switched to the connected state. That is, the switching valve 91 disconnects the first cooling water circuit 60 and the second cooling water circuit 70, and the switching valve 92 connects the second cooling water circuit 70 and the third cooling water circuit 80. In addition, the switching valve 86 is switched to connect the cooling water flow path 81 and the cooling water flow path 82 while disconnecting the cooling water flow path 81 and the bypass flow path 85.

[0099] In addition, in the heating mode, the variable throttling unit 41a is set to a closed state in which the bypass flow path 41d is cut off (the connection between the gas-liquid separator 45 and the heat exchanger 49 is cut off). That is, the air conditioning coolant does not flow into the heat exchanger 49, so in the heating mode, as in the first cooling mode, heat exchange does not occur between the air conditioning coolant and the cooling water flowing in the third cooling water circuit 80. In addition, the states of the variable throttling units 41b and 41c in the heating mode and the configuration of the air mixing door 5 are arbitrary and are not particularly limited. That is, the temperature control system 1 can be switched to the heating mode only by switching the switching valve 91, the switching valve 92, the switching valve 86, and the variable throttling unit 41a.

[0100] In the heating mode, heat is exchanged between the coolant compressed in the electric compressor 52 and the cooling water flowing in the cooling water flow path 71 in the water-cooled condenser 53. As a result, the coolant is liquefied and the cooling water flowing in the cooling water flow path 71 is heated.

[0101] The cooling water heated in the water-cooled condenser 53 flows from the cooling water flow path 71 into the cooling water flow path 82 through the switching valve 91, the cooling water flow path 72, the switching valve 92, the cooling water flow path 81 (heat exchanger 49), the pump 87, and the switching valve 86. As described above, the air-conditioning coolant does not flow into the heat exchanger 49 (heat exchange is not performed in the heat exchanger 49), so the temperature of the cooling water heated in the water-cooled condenser 53 does not change even if it passes through the heat exchanger 49.

[0102] In the cooling water flow path 82, heat exchange is performed between the cooling water heated in the water-cooled condenser 53 and the battery 84. That is, the battery 84 is heated by the cooling water heated in the water-cooled condenser 53.

[0103] The cooling water that has heated the battery 84 is introduced into the cooling water flow path 83 and flows through the cooler 55. The cooling water exchanges heat with the coolant that has been decompressed and expanded in the variable throttle unit 54 and is cooled.

[0104] The cooling water cooled in the cooler 55 flows into the water-cooled condenser 53 again through the cooling water flow path 83 , the switching valve 92 , and the cooling water flow path 71 , and is heated by the heat of the coolant released in the water-cooled condenser 53 .

[0105] Here, in the refrigeration cycle 50, the coolant is compressed by the electric compressor 52, so the heat released from the coolant to the cooling water in the water-cooled condenser 53 is the sum of the heat received by the coolant from the cooling water in the cooler 55 and the heat generated when the coolant is compressed in the electric compressor 52. That is, the cooling water receives a larger amount of heat in the water-cooled condenser 53 than the heat released in the cooler 55. Therefore, the temperature of the cooling water heated in the water-cooled condenser 53 becomes higher than the temperature of the cooling water before cooling in the cooler 55 (the temperature of the cooling water after heating the battery 84). Therefore, heat exchange is performed between the cooling water heated in the water-cooled condenser 53 and the battery 84 to heat the battery 84.

[0106] Furthermore, in the heating mode, the first cooling water circuit 60 that releases the heat of the cooling water to the outside is separated from the second cooling water circuit 70 and the third cooling water circuit 80. Therefore, the cooling water heated in the water-cooled condenser 53 is not cooled before exchanging heat with the battery 84.

[0107] In this way, the temperature control system 1 can be switched to the heating mode only by switching the switching valve 91, the switching valve 92, the switching valve 86, and the variable throttling unit 41a. In the heating mode, the first cooling water circuit 60 and the second cooling water circuit 70 are separated by the switching valve 91, and the second cooling water circuit 70 and the third cooling water circuit 80 are connected by the switching valve 92. As a result, the cooling water circulating in the third cooling water circuit 80 is heated by heat exchange with the coolant circulating in the refrigeration cycle circuit 50. That is, the temperature of the battery 84 can be increased by increasing the temperature of the cooling water circulating in the third cooling water circuit 80 that performs heat exchange with the battery 84.

[0108] <Second Cooling Mode>

[0109] Figure 6 : is a diagram for explaining the second cooling mode of the temperature control system 1. The second cooling mode is a mode operated in a situation where the battery 84 needs to be cooled further than the first cooling mode (for example, in a situation where the battery 84 is to be quickly charged). That is, the second cooling mode is a maximum cooling mode for the battery 84.

[0110] In the second cooling mode, the switching valve 91 is switched to the connection state, and the switching valve 92 is switched to the disconnection state. That is, the switching valve 91 connects the first cooling water circuit 60 and the second cooling water circuit 70, and the switching valve 92 disconnects the second cooling water circuit 70 and the third cooling water circuit 80. In addition, the switching valve 86 is switched to connect the cooling water flow path 81 and the cooling water flow path 82, while disconnecting the cooling water flow path 81 and the bypass flow path 85.

[0111] In addition, in the second cooling mode, the variable throttling unit 41a is set to a throttling state that decompresses and expands the air-conditioning coolant flowing in from the gas-liquid separator 45. The variable throttling unit 41b is set to a closed state that cuts off the passage of the air-conditioning coolant. The variable throttling unit 41c is set to an open state that allows the air-conditioning coolant to pass through. In addition, the switching valve 46 is set to a closed state so that the liquid phase of the air-conditioning coolant flows from the gas-liquid separator 45 into the variable throttling unit 41a, and the gas phase of the air-conditioning coolant introduced from the outdoor heat exchanger 44 is not allowed to flow into the electric compressor 42.

[0112] Similar to the first cooling mode, in the second cooling mode, the cooling water flowing through the cooling water flow path 71 is heated in the water-cooled condenser 53, and the cooling water flowing through the cooling water flow path 83 is cooled in the cooler 55. The cooling water heated in the water-cooled condenser 53 passes through the external radiator 64 to release heat to the outside, and returns to the cooling water flow path 71 again.

[0113] In the third cooling water circuit 80 , the cooling water cooled by the cooler 55 flows into the cooling water flow path 81 (heat exchanger 49 ) through the switching valve 92 .

[0114] Here, the air conditioning coolant flows into the heat exchanger 49. Specifically, in the heat pump unit 4, the air conditioning coolant compressed in the electric compressor 42 flows into the outdoor heat exchanger 44 through the heater core 43 and the variable throttle unit 41c in a high-temperature and high-pressure state. In the outdoor heat exchanger 44, the air conditioning coolant exchanges heat with the air passing through the outdoor heat exchanger 44 and is liquefied. The air conditioning coolant liquefied in the outdoor heat exchanger 44 flows into the variable throttle unit 41a through the check valve 41f, the gas-liquid separator 45 and the bypass flow path 41d, and is decompressed and expanded in the variable throttle unit 41a and flows into the heat exchanger 49 again.

[0115] In the heat exchanger 49 , heat exchange is performed between the air-conditioning coolant expanded by the variable throttle unit 41 a and the cooling water flowing through the cooling water flow path 81 of the third cooling water circuit 80 , thereby cooling the cooling water.

[0116] In detail, the air conditioning coolant that is decompressed and expanded in the variable throttle unit 41a is vaporized by heat exchange with the cooling water flowing in the cooling water flow path 81 in the heat exchanger 49. The vaporized air conditioning coolant is supplied to the electric compressor 42 again through the bypass flow path 41d and the gas-liquid separator 45. On the other hand, the cooling water (cooling water cooled by the cooler 55) flowing in the cooling water flow path 81 is further cooled by heat exchange with the air conditioning coolant. By heat exchange in the heat exchanger 49, the cooling water flowing in the cooling water flow path 81 is further cooled compared to the first cooling mode.

[0117] The cooling water cooled by the cooler 55 and the heat exchanger 49 flows into the cooling water flow path 82 through the pump 87 and the switching valve 86. In the cooling water flow path 82, heat is exchanged between the cooling water and the battery 84, thereby cooling the battery 84 further than in the first cooling mode.

[0118] In this way, the temperature control system 1 can be switched to the second cooling mode only by switching the switching valve 91, the switching valve 92, the switching valve 86, the variable throttle units 41a to 41c, and the switching valve 46. In the second cooling mode, the first cooling water circuit 60 and the second cooling water circuit 70 are connected by the switching valve 91, and the second cooling water circuit 70 and the third cooling water circuit 80 are separated by the switching valve 92. As a result, the cooling water flowing in the third cooling water circuit 80 is cooled by heat exchange with the coolant in the refrigeration cycle circuit 50, and is also cooled by heat exchange with the air conditioning coolant in the heat exchanger 49. That is, the temperature of the cooling water flowing in the third cooling water circuit 80 that exchanges heat with the battery 84 is further reduced than in the first cooling mode, thereby further reducing the temperature of the battery 84 than in the first cooling mode.

[0119] <Auxiliary heating mode>

[0120] Figure 7 1 is a diagram for explaining the auxiliary heating mode of the temperature control system 1. The auxiliary heating mode is a mode operated in a situation where the vehicle cabin cannot be sufficiently heated in the heating mode (for example, in a situation where sufficient heat cannot be obtained from the outside air in the outdoor heat exchanger 44 because the outside air is extremely low temperature (for example, below -20°C).

[0121] In the auxiliary heating mode, the switching valve 91 is switched to the disconnected state, and the switching valve 92 is switched to the connected state. That is, the switching valve 91 disconnects the first cooling water circuit 60 and the second cooling water circuit 70, and the switching valve 92 connects the second cooling water circuit 70 and the third cooling water circuit 80. In addition, the switching valve 86 is switched to disconnect the cooling water flow path 81 and the cooling water flow path 82, while connecting the cooling water flow path 81 and the bypass flow path 85. That is, in the auxiliary heating mode, cooling water does not flow in the cooling water flow path 82, so the temperature of the battery 84 is not adjusted.

[0122] In addition, in the auxiliary heating mode, the variable throttling unit 41a is set to a throttling state in which the air-conditioning coolant flowing in from the gas-liquid separator 45 is decompressed and expanded. The variable throttling unit 41b is set to an open state in which the air-conditioning coolant flowing in from the heater core 43 passes through. The variable throttling unit 41c is set to a closed state in which the passage of the air-conditioning coolant is cut off. That is, in the auxiliary heating mode, the air-conditioning coolant does not flow through the outdoor heat exchanger 44. In addition, the switching valve 46 is switched to a closed state so that the liquid phase of the air-conditioning coolant flows from the gas-liquid separator 45 into the variable throttling unit 41a, and the gas phase of the air-conditioning coolant introduced from the outdoor heat exchanger 44 does not flow into the electric compressor 42.

[0123] Similar to the heating mode, in the auxiliary heating mode, the cooling water flowing through the cooling water flow path 71 is heated in the water-cooled condenser 53. The cooling water heated by the water-cooled condenser 53 flows into the cooling water flow path 81 (heat exchanger 49) through the switching valve 91, the cooling water flow path 72 and the switching valve 92.

[0124] Here, the air-conditioning coolant flows into the heat exchanger 49. Specifically, in the heat pump unit 4, the air-conditioning coolant compressed in the electric compressor 42 and flowing into the heater core 43 exchanges heat with the air passing through the heater core 43 and is liquefied. The air-conditioning coolant liquefied in the heater core 43 flows into the variable throttling unit 41a through the variable throttling unit 41b, the bypass flow path 41e, the gas-liquid separator 45 and the bypass flow path 41d. The air-conditioning coolant is decompressed and expanded in the variable throttling unit 41a and flows into the heat exchanger 49. In addition, the check valve 41f is provided between the outdoor heat exchanger 44 and the gas-liquid separator 45. Therefore, there is no situation in which the air-conditioning coolant flowing into the bypass flow path 41e passes through the outdoor heat exchanger 44 and the variable throttling unit 41c and circulates to the bypass flow path 41e again.

[0125] In the heat exchanger 49, heat is exchanged between the air-conditioning coolant expanded in the variable throttle unit 41a and the cooling water heated by the water-cooled condenser 53 and circulating in the third cooling water circuit 80 (cooling water flow path 81). That is, the heat exchanger 49 heats the air-conditioning coolant and vaporizes it by exchanging heat with the cooling water circulating in the third cooling water circuit 80.

[0126] The air-conditioning coolant vaporized in the heat exchanger 49 is supplied to the electric compressor 42 through the bypass flow path 41d and the gas-liquid separator 45. The air-conditioning coolant is compressed by the electric compressor 42 to a high-temperature state, and flows into the heater core 43.

[0127] The air passing through the heater core 43 is heated by the air conditioning coolant in the heater core 43. The air heated by passing through the heater core 43 is introduced into the vehicle cabin from the air passage 2.

[0128] The cooling water that heats the air-conditioning coolant in the heat exchanger 49 flows through the bypass flow path 85 and is introduced into the cooling water flow path 83 (cooler 55). The cooling water introduced into the cooling water flow path 83 (cooler 55) is cooled by heat exchange with the coolant that is liquefied in the water-cooled condenser 53 and decompressed and expanded in the variable throttle unit 54. The cooling water cooled in the cooler 55 flows into the water-cooled condenser 53 again through the cooling water flow path 83, the switching valve 92, and the cooling water flow path 71. The cooling water is heated by the heat of the coolant released in the water-cooled condenser 53.

[0129] In this way, the temperature control system 1 can be switched to the auxiliary heating mode by switching the switching valve 91, the switching valve 92, the switching valve 86, the variable throttling units 41a to 41c, and the switching valve 46. In the auxiliary heating mode, the heat pump unit 4 and the temperature control circuit 100 cooperate to heat the air conditioning coolant using the heat generated by the refrigeration cycle circuit 50, thereby even in a situation where the vehicle cabin cannot be fully heated in the heating mode, the vehicle cabin can be fully heated.

[0130] Here, assuming that the temperature control system 1 does not have the temperature control circuit 100, in order to cope with the situation where the vehicle cabin cannot be fully heated, it can be considered to enlarge the electric compressor 42 or provide another heater independent of the heater core 43 (for example, a PTC (Positive Temperature Coefficient) heater).

[0131] However, if the electric compressor 42 is enlarged, there is a risk that the efficiency of the electric compressor 52 will decrease in situations other than those in which the vehicle interior cannot be sufficiently heated (for example, in the cooling mode and the heating mode).

[0132] Furthermore, if another heater is provided independently of the heater core 43 , a high-voltage power supply and a management system for the high-voltage power supply are also required for operating the other heater, which complicates the entire system.

[0133] In contrast, in the temperature control system 1, by including the heat pump unit 4 and the temperature control circuit 100, the electric compressor 42 can be prevented from being enlarged, and an electric compressor 42 of a suitable size can be used in all modes. That is, the efficiency of the electric compressor 42 can be improved in all modes.

[0134] Furthermore, in the temperature control system 1, in a situation where the vehicle cabin cannot be sufficiently heated, the vehicle cabin can be sufficiently heated without providing a heater other than the heater core 43. That is, the high voltage and high voltage management system for providing a heater other than the heater core 43 can be omitted, and the overall system can be simplified.

[0135] Next, refer to Figure 8 , the gas-liquid separator 56 included in the refrigeration cycle circuit 50 of the temperature control circuit 100 will be described. Figure 8 It is a schematic structural diagram of the gas-liquid separator 56 provided in the refrigeration cycle 50 of the temperature control system 1.

[0136] The gas-liquid separator 56 comprises: a box portion 56a; an inlet pipe 56b, which allows the coolant flowing out of the cooler 55 to flow into the box portion 56a; a separation component 56c, which separates the coolant flowing in from the inlet pipe 56b into a gas-phase coolant and a liquid-phase coolant; a first outlet pipe 56d, which supplies the gas-phase coolant and the liquid-phase coolant in the box portion 56a to the electric compressor 52; a second outlet pipe 56f, which has a flow path 56e formed inside, and the flow path 56e is used to mix the liquid-phase coolant in the box portion 56a with the gas-phase coolant supplied to the electric compressor 52; and a variable throttling unit 56g, which adjusts the opening of the flow path 56e of the second outlet pipe 56f to increase or decrease the flow rate of the liquid-phase coolant flowing in the flow path 56e.

[0137] The box portion 56a is formed in a bottomed cylindrical shape, and a space S for storing coolant is formed therein. An inlet pipe 56b is connected to the upper portion of the box portion 56a. The inlet pipe 56b is provided with a coolant temperature sensor (not shown) for detecting the temperature of the coolant and a coolant pressure sensor (not shown) for detecting the pressure of the coolant. The information on the temperature and pressure of the coolant detected by the two sensors is sent to the controller.

[0138] The separation component 56c is provided at the upper part of the box portion 56a in a manner that the bottom is located at the top and is formed into a bottomed cylindrical shape. The coolant flowing out of the cooler 55 and flowing into the box portion 56a through the inlet pipe 56b collides with the separation component 56c, thereby being separated into a gas phase coolant and a liquid phase coolant. The liquid phase coolant separated by the separation component 56c descends along the inner peripheral surface of the box portion 56a to the outer edge side of the box portion 56a. As a result, the gas phase coolant gathers in the upper part of the space S, and the liquid phase coolant gathers in the lower part of the space S.

[0139] However, lubricating oil for lubricating the components constituting the refrigerating cycle 50 is mixed in the coolant circulating in the refrigerating cycle 50. The lubricating oil is collected in the lower part of the space S in a state mixed with the liquid-phase coolant.

[0140] The first outlet pipe 56d has an inner pipe portion 56h and an outer pipe portion 56i.

[0141] The inner tube portion 56h is formed into a tubular shape with both ends open, and a flow path 56j is formed inside for the gas phase coolant and the liquid phase coolant to circulate. One end of the inner tube portion 56h is connected to the electric compressor 52 through the cooling circulation loop 51 (not shown). Thus, the flow path 56j is connected to the electric compressor 52 (not shown). The other end of the inner tube portion 56h is arranged in a position in the space S where the lubricating oil can be sucked up from the through hole 56p serving as an oil bleed hole.

[0142] The outer tube portion 56i is formed into a shape having an inner diameter larger than the outer diameter of the inner tube portion 56h. The outer tube portion 56i is provided on the outer periphery of the inner tube portion 56h. Thus, an annular flow path 56k is formed between the inner diameter of the outer tube portion 56i and the outer diameter of the inner tube portion 56h. The flow path 56k and the flow path 56j are connected by the flow path 56l (a flow path formed by the other end side of the inner tube portion 56h and the inner peripheral surface of the outer tube portion 56i).

[0143] One end 56i1 of the outer tube 56i is disposed at a position spaced apart from and opposed to the bottom of the separation member 56c. Thus, an inlet 56m through which the coolant can flow into the flow path 56k is formed between the one end 56i1 of the outer tube 56i and the separation member 56c.

[0144] The other end 56i2 of the outer tube 56i is arranged so as to always be located below the liquid level of the liquid phase coolant stored in the space S. A mesh portion 56n is arranged on the outer periphery of the other end 56i2 side of the outer tube 56i. The mesh portion 56n captures impurities contained in the liquid phase coolant and allows the liquid phase coolant to pass through. That is, the other end 56i2 side of the outer tube 56i has a structure that allows the liquid phase coolant to flow in. An induction component 56o is arranged inside the other end 56i2 side of the outer tube 56i.

[0145] The induction member 56o is a disc-shaped member having an upper end portion having a diameter equal to the inner diameter of the outer tube portion 56i and a bottom surface formed with a through hole 56p through which the liquid phase coolant can flow. The through hole 56p is formed to a size that allows the amount of lubricating oil required to lubricate the components of the refrigeration cycle 50 to flow into the flow path 561. The induction member 56o is held in the outer tube portion 56i in such a manner that the through hole 56p is always located below the liquid level of the liquid phase coolant stored in the space S.

[0146] The gas phase coolant stored in the space S is supplied to the electric compressor 52 through the inlet 56m and the flow paths 56k, 56l, and 56j. In addition, a part of the liquid phase coolant stored in the space S is removed of impurities by the mesh portion 56n, flows into the outer tube portion 56i, and flows into the flow path 56l from the through hole 56p. The liquid phase coolant flowing into the flow path 56l is mixed with the gas phase coolant flowing into the flow path 56l from the flow path 56k, flows into the flow path 56j, and is supplied to the electric compressor 52. Thus, a mixed coolant of the gas phase coolant and the liquid phase coolant in an amount required to lubricate the components of the refrigeration cycle 50 is supplied to the electric compressor 52. The electric compressor 52 is lubricated by the lubricating oil contained in the coolant.

[0147] The second outlet pipe 56f is formed into a tubular shape with both ends open. A flow path 56e through which the liquid phase coolant can flow is formed inside the second outlet pipe 56f. One end of the second outlet pipe 56f is connected to the inner tube portion 56h of the first outlet pipe 56d that supplies the gas phase coolant to the electric compressor 52 outside the gas-liquid separator 56 (not shown). Thus, the flow path 56j is connected to the flow path 56e.

[0148] The other end of the second outlet pipe 56f is arranged so as to always be located below the liquid level of the liquid-phase coolant stored in the space S. In addition, similarly to the other end 56i2 side of the outer tube portion 56i, a mesh portion 56n is also provided on the outer periphery of the other end side of the second outlet pipe 56f. Therefore, a part of the liquid-phase coolant stored in the space S passes through the mesh portion 56n to remove impurities, and then flows into the flow path 56e.

[0149] The second outlet pipe 56f is provided with a variable throttle unit 56g as an opening and closing switching unit for adjusting the opening of the flow path 56e to increase or decrease the flow rate of the liquid phase coolant flowing in the flow path 56e. The opening of the variable throttle unit 56g is controlled by a controller.

[0150] The flow path 56e of the second outlet pipe 56f supplies the liquid-phase coolant stored in the space S to the flow path 56j according to the opening adjusted by the variable throttle unit 56g. In other words, the flow path 56e functions as a flow path for mixing the liquid-phase coolant with the gas-phase coolant supplied from the first outlet pipe 56d (flow path 56j) to the electric compressor 52.

[0151] Next, the operation of the gas-liquid separator 56 in the operation mode of the temperature control system 1 will be described.

[0152] First, the case where the temperature of the battery 84 is increased (heating mode) will be described. In this case, in the heating mode (refer to Figure 5 ), the battery 84 in a low temperature state is heated by heat exchange with the cooling water flowing in the third cooling water circuit 80.

[0153] Here, in the cooler 55, heat exchange is performed between the cooling water whose heat is taken away by the battery 84 and the coolant (see Figure 5 ). Therefore, the temperature of the coolant flowing out of the cooler 55 and flowing into the gas-liquid separator 56 becomes lower than a predetermined value, and the pressure also becomes lower than a predetermined value.

[0154] The controller calculates the temperature and pressure of the coolant flowing into the gas-liquid separator 56 based on the detection values ​​input from the coolant temperature sensor and the coolant pressure sensor provided in the inlet pipe 56b, and compares the calculated coolant temperature and pressure with the prescribed value of the coolant temperature and the prescribed value of the pressure stored in advance in the controller. If it is determined that the calculated coolant temperature or pressure is below the prescribed value, the controller controls the variable throttling unit 56g to increase the opening of the flow path 56e so that the liquid phase coolant is supplied from the flow path 56e to the flow path 56j.

[0155] That is, when the temperature of the battery 84 is increased, the gas-liquid separator 56 mixes the liquid-phase coolant with the coolant (the gas-phase coolant and the liquid-phase coolant in an amount required for the components of the lubricating refrigeration cycle 50) flowing in the flow path 56j of the first outlet pipe 56d through the flow path 56e of the second outlet pipe 56f, thereby supplying the coolant (gas-phase coolant and liquid-phase coolant) with an increased mixing ratio of the liquid-phase coolant to the electric compressor 52. In addition, the amount of the liquid-phase coolant mixed in the gas-phase coolant is controlled within the range of the allowable amount of the liquid-phase coolant received by the electric compressor 52. This is to suppress the influence of the inflow of the liquid-phase coolant on the electric compressor 52.

[0156] By supplying the coolant (gas phase coolant and liquid phase coolant) with an increased mixing ratio of the liquid phase coolant to the electric compressor 52, the density of the coolant supplied to the electric compressor 52 is increased, thereby increasing the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53. As a result, the amount of heat released in the water-cooled condenser 53 increases, so the performance of heating the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 using the water-cooled condenser 53 is improved. Therefore, the battery 84 can be further heated.

[0157] Next, the case where the temperature of the battery 84 is lowered (the first cooling mode and the second cooling mode) will be described. In this case, in the first cooling mode (see Figure 4 ) and the second cooling mode (refer to Figure 6 ), the battery 84 in a high temperature state is cooled by heat exchange with the cooling water flowing in the third cooling water circuit 80.

[0158] Here, in the cooler 55, heat exchange is performed between the cooling water heated by the battery 84 and the coolant (see Figure 4 and Figure 6 ). Therefore, the temperature of the coolant flowing out of the cooler 55 and flowing into the gas-liquid separator 56 becomes higher than a predetermined value, and the pressure also becomes higher than a predetermined value.

[0159] The controller calculates the temperature and pressure of the coolant flowing into the gas-liquid separator 56 based on the detection values ​​input from the coolant temperature sensor and the coolant pressure sensor provided in the inlet pipe 56b, and compares the calculated coolant temperature and pressure with the prescribed value of the coolant temperature and the prescribed value of the pressure stored in advance in the controller. If it is determined that the calculated coolant temperature or pressure is higher than the prescribed value, the controller controls the variable throttling unit 56g to reduce the opening of the flow path 56e until the liquid-phase coolant is not supplied from the flow path 56e to the flow path 56j.

[0160] That is, when the temperature of the battery 84 is lowered, the gas-liquid separator 56 does not supply the liquid-phase coolant from the second outlet pipe 56f. Therefore, compared with the case where the temperature of the battery 84 is increased, the density of the coolant supplied to the electric compressor 52 becomes smaller, and the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced.

[0161] If the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced, the flow rate of the coolant flowing into the variable throttle unit 54 is also reduced, but the expansion rate of the coolant in the variable throttle unit 54 is increased accordingly. As a result, the amount of heat absorbed from the cooling water due to the evaporation of the coolant in the cooler 55 increases, so the performance of cooling the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 by the cooler 55 is improved. Therefore, the battery 84 can be further cooled.

[0162] Next, refer to 9A to 13B , first to fifth variations of the gas-liquid separator 56 are described.

[0163] First, refer to Fig.9A and Fig. 9B , the gas-liquid separator 561 of the first variant is described. Fig.9A 1 is a schematic structural diagram of the gas-liquid separator 561 when the temperature adjustment system 1 lowers the temperature of the battery 84 (the first cooling mode and the second cooling mode). Fig. 9B FIG. 5 is a schematic structural diagram of the gas-liquid separator 561 when the temperature control system 1 increases the temperature of the battery 84 (heating mode). Fig.9A and Fig. 9B In the figure, the same components as those of the gas-liquid separator 56 are denoted by the same reference numerals and their description is omitted.

[0164] The difference from the gas-liquid separator 56 is that the gas-liquid separator 561 does not have the second outlet pipe 56f. In addition, the difference from the gas-liquid separator 56 is that the gas-liquid separator 561 has an induction component 561b that can move in the outer tube part 56i under the action of the electromagnetic valve 561a, instead of the induction component 56o.

[0165] like Fig.9A and Fig. 9B As shown, the gas-liquid separator 561 includes a solenoid valve 561 a and an induction member 561 b as an opening and closing switching unit for increasing and decreasing the flow rate of the liquid-phase coolant flowing in the flow path 561 .

[0166] The electromagnetic valve 561a is provided at a position opposite to the other end 56i2 side of the outer tube 56i in the bottom surface of the box 56a. The electromagnetic valve 561a includes a solenoid portion 561a1 and a valve portion 561a2. The solenoid portion 561a1 is provided outside the box 56a. The valve portion 561a2 is inserted into the other end 56i2 side of the outer tube 56i from the outside of the box 56a. The valve portion 561a2 is energized by a return spring 561a3 in a direction of withdrawing from the box 56a. The electromagnetic valve 561a moves the valve portion 561a2 according to the power-on state controlled by the controller.

[0167] The induction member 561b is a disc-shaped member whose upper end portion has the same diameter as the inner diameter of the outer tube portion 56i and whose bottom surface is formed with a through hole 56p. The induction member 561b is provided to be movable along the inner circumference of the other end 56i2 of the outer tube portion 56i in the axial direction. In addition, the induction member 561b is connected to the valve portion 561a2 of the electromagnetic valve 561a.

[0168] like Fig.9A As shown in FIG. 5 , if the valve portion 561a2 of the electromagnetic valve 561a moves so as to be inserted into the interior of the box portion 56a, the induction member 561b moves in conjunction. In this case, the upper end portion of the induction member 561b is held at a position higher than the upper end of the mesh portion 56n and higher than the liquid level of the liquid phase coolant stored in the box portion 56a. In this case, the liquid phase coolant flows into the flow path 56l only from the through hole 56p.

[0169] like Fig. 9B As shown in FIG. 5 , if the valve portion 561a2 of the electromagnetic valve 561a moves in a manner of withdrawing from the box portion 56a, the induction member 561b moves in conjunction. In this case, the upper end portion of the induction member 561b is held at a position lower than the upper end of the mesh portion 56n and lower than the liquid level of the liquid phase coolant stored in the box portion 56a. In this case, in addition to the through hole 56p, the coolant also flows into the flow path 56l from the mesh portion 56n on the upper side of the upper end portion of the induction member 561b.

[0170] That is, when the induction component 561b is in Fig. 9B In the case of the position, it is possible to make the Fig.9A In other words, when the induction component 561b is in the Fig. 9B The opening of the flow path 561 when the induction member 561b is in the position shown is larger than that when the induction member 561b is in the Fig.9A The position shown becomes larger.

[0171] In this way, the gas-liquid separator 561 can increase or decrease the amount of liquid phase coolant flowing in the flow path 561 by adjusting the opening of the flow path 561 by moving the position of the induction component 561b through the electromagnetic valve 561a. Fig.9A The situation in which the induction member 561b is in the position shown in FIG. 1 is referred to as "the induction member 561b is in the closed position". Fig. 9B The situation of the position shown is referred to as "the inducing member 561b is in the open position".

[0172] Next, the operation of the gas-liquid separator 561 in the operation mode of the temperature control system 1 will be described.

[0173] First, a case (heating mode) in which the temperature of the battery 84 is increased will be described. In this case, the temperature of the coolant flowing into the gas-liquid separator 561 becomes lower than a predetermined value, and the pressure also becomes lower than a predetermined value.

[0174] If it is determined that the temperature or pressure of the coolant is below a predetermined value, the controller controls the solenoid valve 561a to Fig. 9B As shown, the induction member 561b is moved to the open position to increase the opening of the flow path 561. As a result, more liquid-phase coolant flows into the flow path 561 than when the induction member 561b is in the closed position.

[0175] The flow path 561 causes the liquid phase coolant flowing in due to the movement of the induction member 561b to be mixed with the gas phase coolant flowing in from the flow path 56k. The coolant (gas phase coolant and liquid phase coolant) whose mixing ratio of the liquid phase coolant is increased in the flow path 561 is supplied to the electric compressor 52 through the flow path 56j. In addition, in the gas-liquid separator 561, the amount of the liquid phase coolant mixed with the gas phase coolant is also controlled within the range of the allowable amount of the liquid phase coolant received by the electric compressor 52.

[0176] In this way, by supplying the coolant (gas phase coolant and liquid phase coolant) with an increased mixing ratio of the liquid phase coolant to the electric compressor 52, the density of the coolant supplied to the electric compressor 52 is increased, thereby increasing the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53. As a result, the amount of heat released in the water-cooled condenser 53 increases, so the performance of heating the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 using the water-cooled condenser 53 is improved. Therefore, the battery 84 can be further heated.

[0177] Next, the case (first cooling mode and second cooling mode) of lowering the temperature of the battery 84 will be described. In this case, the temperature of the coolant flowing into the gas-liquid separator 561 becomes higher than a predetermined value, and the pressure also becomes higher than a predetermined value.

[0178] If it is determined that the temperature or pressure of the coolant is higher than the specified value, the controller controls the solenoid valve 561a to Fig.9A As shown, the induction member 561b is moved to the closed position to reduce the opening of the flow path 561. Thus, the liquid-phase coolant in an amount required to lubricate the components of the refrigeration cycle 50 flows only from the through hole 56p into the flow path 561.

[0179] Therefore, compared with the case where the temperature of the battery 84 is increased, the density of the coolant supplied to the electric compressor 52 becomes smaller, and the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced.

[0180] If the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced, the flow rate of the coolant flowing into the variable throttle unit 54 is also reduced, but the expansion rate of the coolant in the variable throttle unit 54 is increased accordingly. As a result, the amount of heat absorbed from the cooling water due to the evaporation of the coolant in the cooler 55 increases, so the performance of cooling the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 by the cooler 55 is improved. Therefore, the battery 84 can be further cooled.

[0181] Next, refer to Fig. 10A and Fig. 10B , the gas-liquid separator 562 of the second variant is described. Fig. 10A 1 is a schematic structural diagram of the gas-liquid separator 562 when the temperature adjustment system 1 lowers the temperature of the battery 84 (the first cooling mode and the second cooling mode). Fig. 10B FIG. 5 is a schematic structural diagram of the gas-liquid separator 562 when the temperature control system 1 increases the temperature of the battery 84 (heating mode). Fig. 10A and Fig. 10BIn the figure, the same components as those of the gas-liquid separators 56 and 561 are denoted by the same reference numerals and their description is omitted.

[0182] The difference from the other gas-liquid separators 56 and 561 is that in the gas-liquid separator 562 , an induction member 562 d is moved by a bellows 562 a and an auxiliary spring 562 b .

[0183] like Fig. 10A and Fig. 10B As shown, the gas-liquid separator 562 includes a bellows 562a, an auxiliary spring 562b, and an induction member 562d as an opening and closing switching unit for increasing and decreasing the flow rate of the liquid-phase coolant flowing in the flow path 561.

[0184] The bellows 562a is provided at a position where the other end 56i2 of the outer tube 56i is provided on the bottom surface of the box portion 56a. That is, the bellows 562a is accommodated in the inner periphery of the other end 56i2 of the outer tube 56i.

[0185] The bellows 562a is filled with a gas that expands when the ambient temperature (in this embodiment, the temperature of the coolant in the space S) becomes higher than a specified value, and contracts when the ambient temperature becomes lower than a specified value. Fig. 10A As shown in FIG. 1 , the bellows 562a is extended, and if the temperature of the coolant in the space S becomes below a predetermined value, Fig. 10B The bellows 562a contracts as shown.

[0186] The auxiliary spring 562b is a spring member having a predetermined elastic force, and one end of the auxiliary spring 562b contacts the retaining portion 562e protruding from the inner circumference of the outer tube portion 56i, and the other end contacts the upper end portion of the induction member 562d, thereby retaining the auxiliary spring 562b in the flow path 56k.

[0187] The induction component 562d is a disc-shaped component whose upper end portion has a diameter formed larger than the outer diameter of the inner tube portion 56h. A plurality of through holes 562c are formed in the induction component 562d. The through holes 562c are formed to a size that allows the amount of liquid-phase coolant required to lubricate the components of the refrigeration cycle 50 to flow into the flow path 561. The induction component 562d is configured to be movable inside the other end 56i2 side of the outer tube portion 56i. The bottom surface portion of the induction component 562d is connected to the bellows 562a. The upper end portion of the induction component 562d is in contact with the other end of the auxiliary spring 562b.

[0188] like Fig. 10AAs shown in FIG. 1 , if the temperature of the coolant in the space S becomes higher than a predetermined value and the bellows 562a is extended, the auxiliary spring 562b is contracted and the induction member 562d moves. In this case, the induction member 562d is maintained so that the upper end portion of the induction member 562d is located at a position higher than the upper end of the mesh portion 56n. In this case, the liquid-phase coolant flows into the flow path 561 through the through hole 562c.

[0189] like Fig. 10B As shown in FIG. 5 , when the temperature of the coolant in the space S becomes lower than a predetermined value and the bellows 562a contracts, the induction member 562d moves under the restoring force of the auxiliary spring 562b. In this case, the induction member 562d is maintained so that the upper end of the induction member 562d is located at a position lower than the upper end of the mesh portion 56n. In this case, in addition to the through hole 562c, the coolant also flows into the flow path 561 from the mesh portion 56n above the upper end of the induction member 562d.

[0190] That is, when the induction component 562d is in Fig. 10B In the case of the position, it is possible to make the Fig. 10A In other words, when the induction component 562d is in the Fig. 10B The opening of the flow path 561 in the position shown is larger than that when the induction component 562d is in the Fig. 10A The position shown becomes larger.

[0191] In this way, the gas-liquid separator 562 can automatically change the opening of the flow path 561 according to the temperature of the coolant in the space S, thereby increasing or decreasing the amount of liquid coolant flowing in the flow path 561. Therefore, the gas-liquid separator 562 does not need a sensor for detecting the temperature and pressure of the coolant and the control by the controller as the gas-liquid separators 56 and 561 do. In the following description, the induction component 562d is in Fig. 10A The situation in which the induction member 562d is in the position shown in FIG. 1 is referred to as "the induction member 562d is in the closed position". Fig. 10B The situation of the position shown is referred to as "the inducing member 562d is in the open position".

[0192] Next, the operation of the gas-liquid separator 562 in the operation mode of the temperature adjustment system 1 will be described.

[0193] First, a description will be given of a case (heating mode) in which the temperature of the battery 84 is increased. In this case, the temperature of the coolant flowing into the gas-liquid separator 562 becomes equal to or lower than a predetermined value.

[0194] The temperature of the coolant flowing into the space S and stored therein becomes lower than a predetermined value, so that Fig. 10BAs shown, the induction member 562d moves to the open position and the opening degree of the flow path 561 increases. As a result, more liquid-phase coolant flows into the flow path 561 than when the induction member 562d is in the closed position.

[0195] The flow path 561 causes the liquid phase coolant flowing in due to the movement of the inducing member 562d to mix with the gas phase coolant flowing in from the flow path 56k. The coolant (gas phase coolant and liquid phase coolant) whose mixing ratio of the liquid phase coolant is increased in the flow path 561 is supplied to the electric compressor 52 through the flow path 56j. In addition, in the gas-liquid separator 562, the amount of the liquid phase coolant mixed with the gas phase coolant is also controlled within the range of the allowable amount of the liquid phase coolant received by the electric compressor 52.

[0196] In this way, by supplying the coolant (gas phase coolant and liquid phase coolant) with an increased mixing ratio of the liquid phase coolant to the electric compressor 52, the density of the coolant supplied to the electric compressor 52 is increased, thereby increasing the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53. As a result, the amount of heat released in the water-cooled condenser 53 increases, so the performance of heating the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 using the water-cooled condenser 53 is improved. Therefore, the battery 84 can be further heated.

[0197] Next, a description will be given of a case (first cooling mode and second cooling mode) in which the temperature of the battery 84 is lowered. In this case, the temperature of the coolant flowing into the gas-liquid separator 562 becomes higher than a predetermined value.

[0198] The temperature of the coolant flowing into the space S and stored therein becomes higher than a predetermined value, so that Fig. 10A As shown, the inducing member 562d moves to the closed position and the opening of the flow path 561 decreases. As a result, the liquid-phase coolant in an amount required to lubricate the components of the refrigeration cycle 50 flows into the flow path 561 through the through hole 562c.

[0199] Therefore, compared with the case where the temperature of the battery 84 is increased, the density of the coolant supplied to the electric compressor 52 becomes smaller, and the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 also decreases.

[0200] If the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced, the flow rate of the coolant flowing into the variable throttle unit 54 is also reduced, but the expansion rate of the coolant in the variable throttle unit 54 is increased accordingly. As a result, the amount of heat absorbed from the cooling water due to the evaporation of the coolant in the cooler 55 increases, so the performance of cooling the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 by the cooler 55 is improved. Therefore, the battery 84 can be further cooled.

[0201] Next, refer to Fig.11A and Fig. 11B , the gas-liquid separator 563 of the third variant is described. Fig.11A 1 is a schematic structural diagram of the gas-liquid separator 563 when the temperature adjustment system 1 lowers the temperature of the battery 84 (the first cooling mode and the second cooling mode). Fig. 11B FIG. 5 is a schematic structural diagram of the gas-liquid separator 563 when the temperature control system 1 increases the temperature of the battery 84 (heating mode). Fig.11A and Fig. 11B In the figure, the same components as those of the gas-liquid separators 56, 561, and 562 are denoted by the same reference numerals and their description is omitted.

[0202] The difference from the gas-liquid separators 56 , 561 , and 562 is that in the gas-liquid separator 563 , the induction member 561 b is moved by a diaphragm 563 a and an auxiliary spring 562 b .

[0203] like Fig.11A and Fig. 11B As shown, the gas-liquid separator 563 includes a diaphragm 563a as an opening and closing switching unit for increasing and decreasing the flow rate of the liquid-phase coolant flowing in the flow path 561, an auxiliary spring 562b, and an induction member 561b.

[0204] The diaphragm 563a is provided at a position where the other end 56i2 of the outer tube portion 56i is provided on the bottom surface of the box portion 56a. That is, the diaphragm 563a is accommodated in the inner periphery of the other end 56i2 of the outer tube portion 56i.

[0205] The diaphragm 563a is filled with a gas that expands when the ambient temperature (in this embodiment, the temperature of the coolant in the space S) becomes higher than a predetermined value, and contracts when the ambient temperature becomes lower than a predetermined value. Therefore, if the temperature of the coolant in the space S becomes higher than a predetermined value, Fig.11A As shown in FIG. 1 , the diaphragm 563a is extended. If the temperature of the coolant in the space S becomes below a predetermined value, Fig. 11B The diaphragm 563a contracts as shown.

[0206] like Fig.11AAs shown in FIG. 1 , when the temperature of the coolant in the space S becomes higher than a predetermined value and the diaphragm 563a is extended, the auxiliary spring 562b contracts to move the induction member 561b. In this case, the induction member 561b is kept so that the upper end portion is located at a position higher than the upper end of the mesh portion 56n. In this case, the liquid-phase coolant flows into the flow path 56l only from the through hole 56p.

[0207] like Fig. 11B As shown in FIG. 5 , when the temperature of the coolant in the space S becomes lower than a predetermined value and the diaphragm 563a contracts, the induction member 561b moves under the restoring force of the auxiliary spring 562b. In this case, the induction member 561b is maintained so that the upper end of the induction member 561b is located lower than the upper end of the mesh portion 56n. In this case, in addition to the through hole 562c, the coolant also flows into the flow path 561 from the mesh portion 56n on the upper side of the upper end of the induction member 561b.

[0208] That is, when the induction component 561b is in Fig. 11B In the case of the position, it is possible to make the Fig.11A In other words, when the induction component 561b is in the Fig. 11B The opening of the flow path 561 when the induction member 561b is in the position shown is larger than that when the induction member 561b is in the Fig.11A The position shown becomes larger.

[0209] In this way, the gas-liquid separator 563 can automatically change the opening of the flow path 561 according to the temperature of the coolant in the space S, thereby increasing or decreasing the amount of liquid coolant flowing in the flow path 561. Therefore, the gas-liquid separator 563 does not need a sensor for detecting the temperature and pressure of the coolant and the control by the controller as the gas-liquid separators 56 and 561 do. In the following description, the induction component 561b is in Fig.11A The situation in which the induction member 561b is in the position shown in FIG. 1 is referred to as "the induction member 561b is in the closed position". Fig. 11B The situation of the position shown is referred to as "the inducing member 561b is in the open position".

[0210] Next, the operation of the gas-liquid separator 563 in the operation mode of the temperature adjustment system 1 will be described.

[0211] First, a description will be given of a case (heating mode) in which the temperature of the battery 84 is increased. In this case, the temperature of the coolant flowing into the gas-liquid separator 563 becomes a predetermined value or less.

[0212] The temperature of the coolant flowing into the space S and stored therein becomes lower than a predetermined value, so that Fig. 11BAs shown, the induction member 561b moves to the open position and the opening degree of the flow path 561 increases. As a result, more liquid-phase coolant flows into the flow path 561 than when the induction member 561b is in the closed position.

[0213] The flow path 561 causes the liquid phase coolant flowing in due to the movement of the induction member 561b to be mixed with the gas phase coolant flowing in from the flow path 56k. The coolant (gas phase coolant and liquid phase coolant) whose mixing ratio of the liquid phase coolant is increased in the flow path 561 is supplied to the electric compressor 52 through the flow path 56j. In addition, in the gas-liquid separator 563, the amount of the liquid phase coolant mixed with the gas phase coolant is also controlled within the range of the allowable amount of the liquid phase coolant received by the electric compressor 52.

[0214] In this way, by supplying the coolant (gas phase coolant and liquid phase coolant) with an increased mixing ratio of the liquid phase coolant to the electric compressor 52, the density of the coolant supplied to the electric compressor 52 is increased, thereby increasing the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53. As a result, the amount of heat released in the water-cooled condenser 53 increases, so the performance of heating the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 using the water-cooled condenser 53 is improved. Therefore, the battery 84 can be further heated.

[0215] Next, a description will be given of a case (first cooling mode and second cooling mode) in which the temperature of the battery 84 is lowered. In this case, the temperature of the coolant flowing into the gas-liquid separator 563 becomes higher than a predetermined value.

[0216] The temperature of the coolant flowing into the drop space S and stored therein becomes higher than a predetermined value, so that Fig.11A As shown, the inducing member 561b moves to the closed position and the opening of the flow path 561 decreases. Thus, the liquid-phase coolant in an amount required to lubricate the components of the refrigeration cycle 50 flows into the flow path 561 only from the through hole 56p.

[0217] Therefore, compared with the case where the temperature of the battery 84 is increased, the density of the coolant supplied to the electric compressor 52 becomes smaller, and the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 also decreases.

[0218] If the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced, the flow rate of the coolant flowing into the variable throttle unit 54 is also reduced, but the expansion rate of the coolant in the variable throttle unit 54 is increased accordingly. As a result, the amount of heat absorbed from the cooling water due to the evaporation of the coolant in the cooler 55 increases, so the performance of cooling the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 by the cooler 55 is improved. Therefore, the battery 84 can be further cooled.

[0219] Next, refer to Fig. 12A and Fig. 12B , the gas-liquid separator 564 of the fourth variant is described. Fig. 12A 1 is a schematic structural diagram of the gas-liquid separator 564 when the temperature adjustment system 1 lowers the temperature of the battery 84 (the first cooling mode and the second cooling mode). Fig. 12B FIG. 5 is a schematic structural diagram of the gas-liquid separator 564 when the temperature control system 1 increases the temperature of the battery 84 (heating mode). Fig. 12A and Fig. 12B In the figure, the same components as those of the gas-liquid separators 56, 561, 562, and 563 are denoted by the same reference numerals and their description is omitted.

[0220] The difference from the gas-liquid separators 56 , 561 , 562 , and 563 is that in the gas-liquid separator 563 , the inducing member 562 d is moved by the expansion unit 564 a that expands and contracts according to the pressure change and the auxiliary spring 562 b .

[0221] like Fig. 12A and Fig. 12B As shown, the gas-liquid separator 564 includes an expansion unit 564a as an opening and closing switching unit for increasing and decreasing the flow rate of the liquid-phase coolant flowing in the flow path 561, an auxiliary spring 562b, and an inducing member 562d.

[0222] The telescopic unit 564a includes: a first telescopic portion 564a1 that expands and contracts according to the pressure of the coolant in the space S; a second telescopic portion 564a2 that expands and contracts as the first telescopic portion 564a1 expands and contracts; and a connecting portion 564a3 that connects the first telescopic portion 564a1 and the second telescopic portion 564a2.

[0223] The first telescopic portion 564a1 is a portion in which a hollow portion filled with gas is formed. The first telescopic portion 564a1 is provided at a position outside the outer tube portion 56i in the box portion 56a. A pressure receiving portion that receives the pressure of the coolant in the space S is formed at one end of the first telescopic portion 564a1. The other end of the first telescopic portion 564a1 is connected to one end of the connecting portion 564a3.

[0224] The second telescopic portion 564a2 is a portion in which a hollow portion for gas filling is formed. The second telescopic portion 564a2 is arranged to be accommodated in the other end 56i2 side of the outer tube portion 56i. One end of the second telescopic portion 564a2 is connected to the induction component 562d. In addition, a pressure-bearing portion that bears the pressure of the coolant in the space S is formed at one end of the second telescopic portion 564a2. The pressure-bearing portion of the second telescopic portion 564a2 is formed to have a smaller pressure-bearing area than the pressure-bearing portion of the first telescopic portion 564a1. The other end of the second telescopic portion 564a2 is connected to the other end of the connecting portion 564a3.

[0225] The connecting portion 564a3 is a portion in which a hollow portion is formed for gas circulation. The connecting portion 564a3 is arranged outside the box portion 56a so that the pressure of the coolant in the space S does not act on it. One end of the connecting portion 564a3 is connected to the other end of the first telescopic portion 564a1, whereby the hollow portion of the connecting portion 564a3 is connected to the hollow portion of the first telescopic portion 564a1. In addition, the other end of the connecting portion 564a3 is connected to the other end of the second telescopic portion 564a2, whereby the hollow portion of the connecting portion 564a3 is connected to the hollow portion of the second telescopic portion 564a2.

[0226] That is, the hollow portion of the first expansion and contraction portion 564a1, the hollow portion of the second expansion and contraction portion 564a2, and the hollow portion of the connection portion 564a3 are one continuous hollow portion. The gas is filled in the hollow portion.

[0227] like Fig. 12A As shown, if the pressure of the coolant in the space S becomes higher than a specified value, the first telescopic portion 564a1 having a pressure-receiving portion having a larger pressure-receiving area than the pressure-receiving portion of the second telescopic portion 564a2 contracts. As the first telescopic portion 564a1 contracts, the gas in the hollow portion of the first telescopic portion 564a1 moves toward the hollow portion of the second telescopic portion 564a2 through the hollow portion of the connecting portion 564a3. As a result, the second telescopic portion 564a2 is extended. As the second telescopic portion 564a2 is extended, the auxiliary spring 562b contracts and the induction component 562d moves. In this case, the induction component 562d is maintained so that the upper end portion of the induction component 562d is located at a position higher than the upper end of the mesh portion 56n. In this case, the liquid-phase coolant flows into the flow path 561 only from the through hole 562c.

[0228] like Fig. 12BAs shown in FIG. 5 , if the pressure of the coolant in the space S becomes less than a predetermined value, the first telescopic portion 564a1 is extended. The second telescopic portion 564a2 is contracted as the first telescopic portion 564a1 is extended. If the second telescopic portion 564a2 is contracted, the induction component 562d moves under the action of the restoring force of the auxiliary spring 562b. In this case, the induction component 562d is maintained so that the upper end portion of the induction component 562d is located at a position lower than the upper end of the mesh portion 56n. In this case, in addition to the through hole 562c, the coolant also flows into the flow path 56l from the mesh portion 56n which is on the upper side than the upper end portion of the induction component 561b.

[0229] That is, when the induction component 562d is in Fig. 12B In the case of the position, it is possible to make the Fig. 12A In other words, when the induction component 562d is in the Fig. 12B The opening of the flow path 561 in the position shown is larger than that when the induction component 562d is in the Fig. 12A The position shown becomes larger.

[0230] In this way, the gas-liquid separator 564 can automatically change the opening of the flow path 561 according to the pressure of the coolant in the space S, thereby increasing or decreasing the amount of liquid coolant flowing in the flow path 561. Therefore, the gas-liquid separator 564 does not need a sensor for detecting the temperature and pressure of the coolant and the control by the controller as the gas-liquid separators 56 and 561 do. In the following description, the induction component 562d is in Fig. 12A The situation in which the induction member 562d is in the position shown in FIG. 1 is referred to as "the induction member 562d is in the closed position". Fig. 12B The situation of the position shown is referred to as "the inducing member 562d is in the open position".

[0231] Next, the operation of the gas-liquid separator 564 in the operation mode of the temperature adjustment system 1 will be described.

[0232] First, a description will be given of a case (heating mode) in which the temperature of the battery 84 is increased. In this case, the pressure of the coolant flowing into the gas-liquid separator 564 becomes equal to or lower than a predetermined value.

[0233] The pressure of the coolant flowing into the space S and stored therein becomes lower than a predetermined value, so that Fig. 12B As shown, the induction member 562d moves to the open position and the opening degree of the flow path 561 increases. As a result, more liquid-phase coolant flows into the flow path 561 than when the induction member 562d is in the closed position.

[0234] The flow path 561 causes the liquid phase coolant flowing in due to the movement of the inducing member 562d to mix with the gas phase coolant flowing in from the flow path 56k. The coolant (gas phase coolant and liquid phase coolant) whose mixing ratio of the liquid phase coolant is increased in the flow path 561 is supplied to the electric compressor 52 through the flow path 56j. In addition, in the gas-liquid separator 564, the amount of the liquid phase coolant mixed with the gas phase coolant is also controlled within the range of the allowable amount of the liquid phase coolant received by the electric compressor 52.

[0235] In this way, by supplying the coolant (gas phase coolant and liquid phase coolant) with an increased mixing ratio of the liquid phase coolant to the electric compressor 52, the density of the coolant supplied to the electric compressor 52 is increased, thereby increasing the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53. As a result, the amount of heat released in the water-cooled condenser 53 increases, so the performance of heating the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 using the water-cooled condenser 53 is improved. Therefore, the battery 84 can be further heated.

[0236] Next, a description will be given of a case (first cooling mode and second cooling mode) in which the temperature of the battery 84 is lowered. In this case, the pressure of the coolant flowing into the gas-liquid separator 564 becomes higher than a predetermined value.

[0237] The pressure of the coolant flowing into the space S and stored therein becomes higher than a predetermined value, so that Fig. 12A As shown, the inducing member 562d moves to the closed position and the opening of the flow path 561 decreases. As a result, the liquid-phase coolant in an amount required to lubricate the components of the refrigeration cycle 50 flows into the flow path 561 through the through hole 562c.

[0238] Therefore, compared with the case where the temperature of the battery 84 is increased, the density of the coolant supplied to the electric compressor 52 becomes smaller, and the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 also decreases.

[0239] If the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced, the flow rate of the coolant flowing into the variable throttle unit 54 is also reduced, but the expansion rate of the coolant in the variable throttle unit 54 is increased accordingly. As a result, the amount of heat absorbed from the cooling water due to the evaporation of the coolant in the cooler 55 increases, so the performance of cooling the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 by the cooler 55 is improved. Therefore, the battery 84 can be further cooled.

[0240] Next, refer to Fig.13A and Fig. 13B , the gas-liquid separator 565 of the fifth variant is described. Fig.13A 1 is a schematic structural diagram of the gas-liquid separator 565 when the temperature adjustment system 1 lowers the temperature of the battery 84 (the first cooling mode and the second cooling mode). Fig. 13B FIG. 5 is a schematic structural diagram of the gas-liquid separator 565 when the temperature control system 1 increases the temperature of the battery 84 (heating mode). Fig.13A and Fig. 13B In the figure, the same components as those of the gas-liquid separators 56, 561, 562, 563, and 564 are denoted by the same reference numerals and their description is omitted.

[0241] The difference from the gas-liquid separators 56 , 561 , 562 , 563 , and 564 is that in the gas-liquid separator 565 , the inducing member 561 b is moved by the shape memory spring 565 a and the auxiliary spring 562 b .

[0242] like Fig.13A and Fig. 13B As shown, the gas-liquid separator 564 includes a shape memory spring 565a, an auxiliary spring 562b, and an induction member 561b as an opening and closing switching unit for increasing and decreasing the flow rate of the liquid-phase coolant flowing in the flow path 561.

[0243] One end of the shape memory spring 565a is fixed to the bottom surface of the box portion 56a at a position where the other end 56i2 of the outer tube portion 56i is provided. The other end of the shape memory spring 565a is connected to the bottom surface side of the induction component 561b. The shape memory spring 565a is accommodated in the inner circumference of the other end 56i2 of the outer tube portion 56i.

[0244] The shape memory spring 565a and the auxiliary spring 562b are arranged in series. The shape memory spring 565a is opposite to the auxiliary spring 562b with the induction member 561b sandwiched therebetween. If the temperature of the coolant in the space S becomes higher than a predetermined value, Fig.13A As shown in FIG. 1 , the shape memory spring 565a is extended. If the temperature of the coolant in the space S becomes below a predetermined value, Fig. 13B The shape memory spring 565a is contracted as shown.

[0245] like Fig.13A As shown in FIG. 1 , if the temperature of the coolant in the space S becomes higher than a predetermined value and the shape memory spring 565a is extended, the auxiliary spring 562b is contracted to move the induction member 561b. In this case, the induction member 561b is kept so that the upper end portion is located at a position higher than the upper end of the mesh portion 56n. In this case, the liquid-phase coolant flows into the flow path 56l only from the through hole 56p.

[0246] like Fig. 13BAs shown in FIG. 5 , when the temperature of the coolant in the space S becomes lower than a predetermined value and the shape memory spring 565a contracts, the induction member 561b moves under the restoring force of the auxiliary spring 562b. In this case, the induction member 561b is maintained so that the upper end of the induction member 561b is located lower than the upper end of the mesh portion 56n. In this case, in addition to the through hole 562c, the coolant also flows into the flow path 561 from the mesh portion 56n above the upper end of the induction member 561b.

[0247] That is, when the induction component 561b is in Fig. 13B In the case of the position, it is possible to make the Fig.13A In other words, when the induction component 561b is in the Fig. 13B The opening of the flow path 561 when shown is greater than when the induction component 561b is in Fig.13A The position shown becomes larger.

[0248] In this way, the gas-liquid separator 565 can automatically change the opening of the flow path 561 according to the temperature of the coolant in the space S, thereby increasing or decreasing the amount of liquid phase coolant flowing in the flow path 561. Therefore, the gas-liquid separator 565 does not need a sensor for detecting the temperature and pressure of the coolant and the control by the controller as the gas-liquid separators 56 and 561 do. In the following description, the induction component 561b is in Fig.13A The situation in which the induction member 561b is in the position shown in FIG. 1 is referred to as "the induction member 561b is in the closed position". Fig. 13B The situation of the position shown is referred to as "the inducing member 561b is in the open position".

[0249] Next, the operation of the gas-liquid separator 565 in the operation mode of the temperature adjustment system 1 will be described.

[0250] First, refer to Fig. 13B , the case where the temperature of the battery 84 is increased (heating mode) will be described. In this case, the temperature of the coolant flowing into the gas-liquid separator 565 becomes equal to or lower than a predetermined value.

[0251] The temperature of the coolant flowing into the space S and stored therein becomes lower than a predetermined value, so that Fig. 13B As shown, the induction member 561b moves to the open position and the opening degree of the flow path 561 increases. As a result, more liquid-phase coolant flows into the flow path 561 than when the induction member 561b is in the closed position.

[0252] The flow path 561 causes the liquid phase coolant flowing in due to the movement of the induction member 561b to be mixed with the gas phase coolant flowing in from the flow path 56k. The coolant (gas phase coolant and liquid phase coolant) whose mixing ratio of the liquid phase coolant is increased in the flow path 561 is supplied to the electric compressor 52 through the flow path 56j. In addition, in the gas-liquid separator 565, the amount of the liquid phase coolant mixed with the gas phase coolant is also controlled within the range of the allowable amount of the liquid phase coolant received by the electric compressor 52.

[0253] In this way, the coolant (gas phase coolant and liquid phase coolant) with an increased mixing ratio of the liquid phase coolant is supplied to the electric compressor 52, so that the density of the coolant supplied to the electric compressor 52 becomes larger, thereby increasing the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53. As a result, the amount of heat released in the water-cooled condenser 53 increases, so the performance of heating the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 using the water-cooled condenser 53 is improved. Therefore, the battery 84 can be further heated.

[0254] Next, a description will be given of a case (first cooling mode and second cooling mode) in which the temperature of the battery 84 is lowered. In this case, the temperature of the coolant flowing into the gas-liquid separator 565 becomes higher than a predetermined value.

[0255] The temperature of the coolant flowing into the space S and stored therein becomes higher than a predetermined value, so that Fig.13A As shown, the inducing member 561b moves to the closed position and the opening of the flow path 561 decreases. Thus, the liquid-phase coolant in an amount required for lubricating the components of the refrigeration cycle 50 flows into the flow path 561 only from the through hole 56p.

[0256] Therefore, compared with the case where the temperature of the battery 84 is increased, the density of the coolant supplied to the electric compressor 52 becomes smaller, and the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 also decreases.

[0257] If the flow rate of the coolant supplied from the electric compressor 52 to the water-cooled condenser 53 is reduced, the flow rate of the coolant flowing into the variable throttle unit 54 is also reduced, but the expansion rate of the coolant in the variable throttle unit 54 is increased accordingly. As a result, the amount of heat absorbed from the cooling water due to the evaporation of the coolant in the cooler 55 increases, so the performance of cooling the cooling water (cooling water that performs heat exchange with the battery 84) flowing in the cooling water flow path 83 by the cooler 55 is improved. Therefore, the battery 84 can be further cooled.

[0258] According to the above embodiment, the following effects can be obtained.

[0259] The temperature control system 1 for adjusting the temperature of the battery 84 comprises: a refrigeration cycle 50 having an electric compressor 52 for compressing a coolant, a water-cooled condenser 53 for releasing heat of the coolant compressed in the electric compressor 52, a variable throttling unit 54 for expanding the coolant that has released heat in the water-cooled condenser 53, a cooler 55 for performing heat exchange using the coolant expanded in the variable throttling unit 54, and a gas-liquid separator 56 for separating the coolant used in the heat exchange in the cooler 55 into gas and liquid and supplying the gas-phase coolant to the electric compressor 52; a first cooling water circuit 60 having a function for releasing heat of the cooling water to the outside. an external radiator 64 for discharging heat; a second cooling water circuit 70, in which the cooling water circulating in the second cooling water circuit 70 is heated by the heat of the coolant released in the water-cooled condenser 53; a third cooling water circuit 80, in which the cooling water circulating in the third cooling water circuit 80 is cooled by heat exchange with the coolant flowing in the cooler 55, and the temperature of the battery 84 is adjusted by heat exchange with the cooling water; a switching valve 91, which connects or disconnects the first cooling water circuit 60 and the second cooling water circuit 70; and a switching valve 92, which connects or disconnects the second cooling water circuit 70 and the third cooling water circuit 80.

[0260] In the temperature adjustment system 1 , in the first cooling mode for cooling the battery 84 , the switching valve 91 connects the first cooling water circuit 60 and the second cooling water circuit 70 , and the switching valve 92 separates the second cooling water circuit 70 and the third cooling water circuit 80 .

[0261] According to these structures, the temperature of the cooling water flowing through the third cooling water circuit 80 for heat exchange with the battery 84 can be lowered simply by switching the switching valve 91 and the switching valve 92 having simple structures, thereby lowering the temperature of the battery 84 .

[0262] Furthermore, in the temperature adjustment system 1 , in the heating mode for heating the battery 84 , the switching valve 91 separates the first cooling water circuit 60 and the second cooling water circuit 70 , and the switching valve 92 connects the second cooling water circuit 70 and the third cooling water circuit 80 .

[0263] According to these structures, the temperature of the cooling water flowing through the third cooling water circuit 80 for heat exchange with the battery 84 can be increased simply by switching the switching valve 91 and the switching valve 92 having simple structures, thereby increasing the temperature of the battery 84 .

[0264] In other words, it is possible to provide the temperature adjustment system 1 capable of adjusting the temperature of the battery 84 with a simple configuration.

[0265] In addition, the temperature control system 1 also has a heat pump unit 4 for air conditioning in the vehicle, which has: an electric compressor 42, which compresses the air-conditioning coolant; an outdoor heat exchanger 44, which is used to release the heat of the air-conditioning coolant compressed in the electric compressor 42; a variable throttling unit 41a, which is used to expand the air-conditioning coolant that has released heat in the outdoor heat exchanger 44; and a heat exchanger 49, which exchanges heat between the air-conditioning coolant expanded in the variable throttling unit 41a and the cooling water flowing in the third cooling water circuit 80.

[0266] In the temperature control system 1, in the second cooling mode for cooling the battery 84, the switching valve 91 connects the first cooling water circuit 60 and the second cooling water circuit 70, and the switching valve 92 separates the second cooling water circuit 70 and the third cooling water circuit 80, and the heat exchanger 49 cools the cooling water flowing in the third cooling water circuit 80 by heat exchange with the air-conditioning coolant.

[0267] According to these structures, the cooling water flowing in the third cooling water circuit 80 is cooled by heat exchange with the refrigeration cycle 50, and at the same time, the cooling water flowing in the third cooling water circuit 80 is also cooled by heat exchange with the air-conditioning coolant in the heat exchanger 49. As a result, the temperature of the cooling water flowing in the third cooling water circuit 80 that performs heat exchange with the battery 84 is further reduced compared to the first cooling mode, and the temperature of the battery 84 can be further reduced than in the first cooling mode.

[0268] In addition, the third cooling water circuit 80 of the temperature control system 1 includes a bypass flow path 85 that allows the cooling water to flow in a manner that bypasses the battery 84, and a switching valve 86 that switches to allow the cooling water to flow in a manner that performs heat exchange with the battery 84 or to allow the cooling water to flow to the bypass flow path 85. In the temperature control system 1, in the auxiliary heating mode for assisting heating in the vehicle cabin, the switching valve 91 separates the first cooling water circuit 60 and the second cooling water circuit 70, the switching valve 92 connects the second cooling water circuit 70 and the third cooling water circuit 80, and the switching valve 86 allows the cooling water to flow to the bypass flow path 85, and the heat exchanger 49 heats the air-conditioning coolant by heat exchange with the cooling water flowing in the third cooling water circuit 80.

[0269] According to these structures, the air conditioning coolant is heated by the heat generated by the refrigeration cycle 50, thereby even in the case where the vehicle cabin cannot be fully heated in the heating mode, the vehicle cabin can be fully heated. In addition, the efficiency of the electric compressor 42 can be improved in all modes. In addition, the entire system can be simplified.

[0270] In addition, the gas-liquid separator 56 of the temperature control system 1 has: a flow path 56e, which mixes the liquid-phase coolant with the gas-phase coolant supplied to the electric compressor 52; and a variable throttling unit 56g, which adjusts the opening of the flow path 56 to increase or decrease the flow rate of the liquid-phase coolant flowing in the flow path 56e, increasing the opening of the flow path 56e when the temperature of the battery 84 is increased, and decreasing the opening of the flow path 56e when the temperature of the battery 84 is decreased.

[0271] According to this structure, when the temperature of the battery 84 is increased, the gas-liquid separator 56 increases the opening of the flow path 56e and increases the flow rate of the coolant supplied to the electric compressor 52. As a result, in the temperature control system 1, the heating performance of the cooling water of the water-cooled condenser 53 can be improved, and the battery 84 can be further heated. In addition, when the temperature of the battery 84 is lowered, the opening of the flow path 56e is reduced to reduce the flow rate of the coolant supplied to the electric compressor 52. As a result, in the temperature control system 1, the cooling performance of the cooling water of the cooler 55 can be improved, and the battery 84 can be further cooled. In addition, the same effect can be obtained by using the gas-liquid separators 561, 562, 563, 564, and 565 of the first to fifth modified examples.

[0272] As mentioned above, although the embodiment of the present invention has been described, the above embodiment merely shows a part of application examples of the present invention, and the technical scope of the present invention is not limited to the specific structure of the above embodiment.

[0273] This application claims priority based on Japanese Patent Application No. 2020-170649 filed with the Japan Patent Office on October 8, 2020, and the entire contents of that application are incorporated by reference into the specification of the present application.

Claims

1. A temperature regulating system, which is used to regulate the temperature of a temperature regulated device. It is characterized in that have: A refrigeration cycle circuit comprising a first compressor for compressing a coolant, a radiator for releasing heat of the coolant compressed in the first compressor, a first expansion valve for expanding the coolant that has released heat in the radiator, a cooler for performing heat exchange using the coolant expanded in the first expansion valve, and a gas-liquid separator for separating the coolant used in the heat exchange in the cooler into gas and liquid and supplying the gas-phase coolant to the first compressor; a first cooling water circuit having an external radiator for releasing heat of the cooling water to the outside; a second cooling water circuit in which cooling water flowing inside the second cooling water circuit is heated by the heat of the coolant released in the radiator; a third cooling water circuit in which cooling water flowing inside the third cooling water circuit is cooled by heat exchange with the coolant flowing in the cooler, and the temperature of the temperature-regulated device is regulated by heat exchange with the cooling water; a first valve that connects or separates the first cooling water circuit and the second cooling water circuit; and The second valve connects or separates the second cooling water circuit and the third cooling water circuit.

2. The temperature control system according to claim 1, in, In a first cooling mode for cooling the temperature regulated device, The first valve connects the first cooling water circuit and the second cooling water circuit. The second valve separates the second cooling water circuit from the third cooling water circuit.

3. The temperature control system according to claim 1 or 2, in, In a heating mode for heating the temperature regulator, The first valve separates the first cooling water circuit from the second cooling water circuit. The second valve connects the second cooling water circuit and the third cooling water circuit.

4. The temperature control system according to any one of claims 1 to 3, in, Also features: An air-conditioning refrigeration cycle circuit for air conditioning in a vehicle, comprising: a second compressor for compressing an air-conditioning coolant; an outdoor heat exchanger for releasing heat of the air-conditioning coolant compressed in the second compressor; a second expansion valve for expanding the air-conditioning coolant that releases heat in the outdoor heat exchanger; and a heat exchanger for performing heat exchange between the air-conditioning coolant expanded in the second expansion valve and the cooling water flowing in the third cooling water circuit.

5. The temperature control system according to claim 4, in, In the second cooling mode for cooling the temperature regulated device, The first valve connects the first cooling water circuit and the second cooling water circuit. The second valve separates the second cooling water circuit from the third cooling water circuit. The heat exchanger cools the cooling water flowing through the third cooling water circuit by exchanging heat with an air-conditioning coolant.

6. The temperature control system according to claim 4 or 5, in, The third cooling water circuit comprises: a bypass flow path for circulating cooling water in a manner that bypasses the temperature regulator; and a third valve that switches to allow the cooling water to flow in a manner of heat exchange with the temperature regulated device or to allow the cooling water to flow to the bypass flow path, In the auxiliary heating mode for assisting heating in the vehicle, The first valve separates the first cooling water circuit from the second cooling water circuit. The second valve connects the second cooling water circuit and the third cooling water circuit. The third valve allows the cooling water to flow into the bypass flow path. The heat exchanger heats the air-conditioning coolant by exchanging heat with the cooling water flowing through the third cooling water circuit.

7. The temperature control system according to any one of claims 1 to 6, in, The gas-liquid separator has: a flow path that mixes a liquid-phase coolant with a gas-phase coolant supplied to the first compressor; as well as an opening and closing switching unit that adjusts the opening of the flow path to increase or decrease the flow rate of the liquid phase coolant flowing in the flow path, When the temperature of the temperature-regulated device is increased, the opening degree of the flow path is increased, and when the temperature of the temperature-regulated device is decreased, the opening degree of the flow path is decreased.

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