Heat cycle system, in-wheel motor, and vehicle

Abstract

Provided is a heat cycle system capable of reducing power consumption and low in cost, an in-wheel motor driven using the heat cycle system, and a vehicle equipped with the heat cycle system. The heat cycle system (400) of the present application has a compressor (100), a liquid accumulator (501), an electric drive portion (200) composed of an electric motor (210), a refrigerant compressed by the compressor (100), and an indoor heat exchanger (321) and an outdoor heat exchanger (311) that perform heat exchange of the refrigerant, and has a four-way valve (102) that is composed of a single cycle path that circulates the refrigerant and is capable of switching a connection destination of a refrigerant discharge portion of the compressor (100) to the indoor heat exchanger (321) or the outdoor heat exchanger (311). A cooling portion (211) of the electric drive portion (210) is disposed on an upstream side of the liquid accumulator (501) in the flow of the refrigerant.

Description

Technical Field

[0001] This invention relates to thermal circulation systems, including air conditioning systems and cooling systems installed in mobile vehicles such as automobiles, construction machinery, and railway vehicles. Background Technology

[0002] In recent years, the electrification of automobiles has developed rapidly, increasing the demand for reducing the power consumption of electric drive systems (hereinafter referred to as electricity consumption). In particular, electric vehicles (EVs) require heating energy from batteries during winter, resulting in a significant reduction in driving range. In existing engine-powered vehicles, heating energy is supplied through the exhaust heat of the engine, thus avoiding this problem.

[0003] There are roughly two ways to supply heating energy in EVs: one is based on a PTC heater (resistance heating), and the other is based on a heat pump (the heat cycle of a home air conditioner). The former uses resistance heating, which presents a challenge due to high power consumption, but its simple structure and ability to reduce implementation costs are significant advantages. Existing engine vehicles can be equipped with dedicated air conditioners for cooling, which also helps to reduce implementation costs by directly utilizing them. The latter, the heat pump, creates a structure that combines cooling and heating. Therefore, compared to a dedicated air conditioner for cooling, it presents challenges due to increased component numbers and sizes, but it offers superior power consumption reduction.

[0004] Patent Document 1 discloses a technology that enables heating, cooling, and dehumidification through a set of heat pump cycles. Furthermore, Patent Document 2 discloses a technology that utilizes the refrigerant used in air conditioning for cooling an electric drive system, making the heat exchanger of the electric drive system and the outdoor heat exchanger of the air conditioner interchangeable, thus reducing the number of heat exchangers from three to two (in Patent Document 2, these two heat exchangers are referred to as condensers and evaporators).

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 6-213531

[0008] Patent Document 2: International Publication No. 2019 / 098224 Summary of the Invention

[0009] The problem that the invention aims to solve

[0010] EVs employ an electric drive system (hereinafter, e-Axle) consisting of a motor, inverter, etc., which is cooled by a water-cooled or oil-cooled system. Therefore, e-Axles require heat exchangers, circulation pumps, piping, etc., increasing vehicle cost due to the increased number of components, and also posing the challenge of reducing energy consumption due to increased vehicle weight. When using a heat pump like that in Patent Document 1, an outdoor heat exchanger and an indoor heat exchanger are also required, along with an air conditioning compressor and refrigerant piping, resulting in a large number of components.

[0011] To address this issue, Patent Document 2 proposes utilizing the refrigerant from the air conditioner for cooling the e-Axle, thus making the heat exchanger for the e-Axle and the outdoor heat exchanger for the air conditioner interchangeable, reducing the number of heat exchangers from three to two. However, the piping supplying refrigerant to the e-Axle needs to branch off from the air conditioner piping, requiring a new flow control valve. Furthermore, in addition to the expansion valve for the air conditioner, a new expansion valve for the e-Axle is also needed. Moreover, in addition to the air conditioner piping, a new branch piping for the e-Axle is required. Therefore, even though the number of heat exchangers can be reduced, the increased number of additional components leads to increased costs. Besides the increased installation area of ​​the additional components reducing layout flexibility, there are also many other issues, such as the inability to achieve weight reduction.

[0012] Thus, in the existing technology, it is difficult to avoid increased costs and weight when introducing a cooling system for e-Axle.

[0013] The purpose of this invention is to provide a thermal cycle system that can reduce power consumption and has low cost, an in-wheel motor driven by the thermal cycle system, and a vehicle equipped with the thermal cycle system.

[0014] Methods for solving problems

[0015] To achieve the above objectives, the present invention includes various embodiments. As one example, the driving thermal circulation system of the present invention is a thermal circulation system for controlling the interior air conditioning of a vehicle, comprising:

[0016] A compressor; a receiver; an electric drive unit consisting of an electric motor and an electrical appliance supplying appropriate power to the electric motor; a refrigerant compressed by the compressor; and an indoor heat exchanger and an outdoor heat exchanger for heat exchange of the refrigerant. The heat circulation system includes: a four-way valve consisting of a single circulation path for circulating the refrigerant and capable of switching the connection destination of the refrigerant discharge section of the compressor to the indoor heat exchanger or the outdoor heat exchanger; and a cooling section of the electric drive unit disposed upstream of the receiver during the refrigerant flow.

[0017] Invention Effects

[0018] According to the present invention, a thermal cycle system that can reduce power consumption and has low cost, an in-wheel motor driven by the thermal cycle system, and a vehicle equipped with the thermal cycle system can be provided.

[0019] Other issues, structures, and effects not mentioned above will be clarified through the following description of the implementation methods. Attached Figure Description

[0020] Figure 1A This is an explanatory diagram of the driving thermal cycle system according to the first embodiment of the present invention.

[0021] Figure 1B This is an explanatory diagram of the driving thermal cycle system of a comparative example (first comparative example) compared with the present invention.

[0022] Figure 1C This is an explanatory diagram of the driving thermal cycle system of a comparative example (second comparative example) compared with the present invention.

[0023] Figure 2A This is an explanatory diagram of the driving thermal cycle system according to the first embodiment of the present invention, and it is a diagram under the condition of heating operation.

[0024] Figure 2B This is an explanatory diagram of the driving thermal cycle system according to the first embodiment of the present invention, and it is a diagram under the condition of refrigeration operation.

[0025] Figure 2C This is a diagram illustrating the operation mode of the driving thermal cycle system in the first embodiment of the present invention.

[0026] Figure 2D This is a diagram illustrating the control sequence of the driving thermal cycle system in the first embodiment of the present invention.

[0027] Figure 3 This is an illustrative diagram of another manner of driving the thermal cycle system in the first embodiment of the present invention.

[0028] Figure 4A This is an explanatory diagram of the driving thermal cycle system in the second embodiment of the present invention, showing the situation where the air conditioner is operated in heating mode and the battery is heated.

[0029] Figure 4B This is an explanatory diagram of the driving thermal cycle system in the second embodiment of the present invention, which shows the situation where the air conditioner is operated in heating mode without the refrigerant circulating in the battery.

[0030] Figure 4CThis is an explanatory diagram of the driving thermal cycle system of the second embodiment of the present invention, which shows the situation where the heating operation of the air conditioner is stopped and the refrigerant is not circulated in the battery.

[0031] Figure 4D This is an explanatory diagram of the driving thermal cycle system according to the second embodiment of the present invention, showing the situation where the heating operation of the air conditioner is stopped and the refrigerant circulates in the battery.

[0032] Figure 4E This is an explanatory diagram of the driving thermal cycle system according to the second embodiment of the present invention, which shows the situation in which the air conditioner is operated for cooling and the refrigerant is circulated in the battery.

[0033] Figure 4F This is a diagram illustrating the operation mode of the driving thermal cycle system according to the second embodiment of the present invention.

[0034] Figure 4G This is a diagram illustrating the control sequence of the driving thermal cycle system according to the second embodiment of the present invention.

[0035] Figure 4H This is an illustrative diagram of another mode of driving the thermal cycle system according to the second embodiment of the present invention.

[0036] Figure 4I This is an illustrative diagram of another mode of driving the thermal cycle system according to the second embodiment of the present invention.

[0037] Figure 5A This is an explanatory diagram of the driving thermal cycle system according to the third embodiment of the present invention, which shows the situation in which the air conditioner is operated in heating mode.

[0038] Figure 5B This is an explanatory diagram of the driving thermal cycle system according to the third embodiment of the present invention, which shows the situation in which the air conditioner is operating in a cooling mode.

[0039] Figure 5C This is a diagram illustrating the operation mode of the driving thermal cycle system according to the third embodiment of the present invention.

[0040] Figure 5D This is a diagram illustrating the control sequence of the driving thermal cycle system according to the third embodiment of the present invention.

[0041] Figure 6 This is an illustrative diagram of another embodiment of the driving thermal cycle system of the third embodiment of the present invention.

[0042] Figure 7A This is an illustrative diagram of another mode of driving the thermal cycle system according to the third embodiment of the present invention.

[0043] Figure 7BThis is an illustrative diagram of another mode of driving the thermal cycle system according to the third embodiment of the present invention.

[0044] Figure 8A This is a schematic diagram illustrating an embodiment of a compressor driving a thermal cycle system according to the present invention.

[0045] Figure 8B This is a cross-sectional view showing the internal structure of an embodiment of a compressor for the drive thermal cycle system of the present invention.

[0046] Figure 9A This is a diagram of the fourth embodiment of the present invention, which is a perspective view showing the appearance of an in-wheel motor of the external rotor type.

[0047] Figure 9B It is Figure 9A An exploded perspective view showing the in-wheel motor separated along the axis of rotation.

[0048] Figure 10 This is a schematic top view of a vehicle according to the fifth embodiment of the present invention. Detailed Implementation

[0049] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the same reference numerals are used to denote the same constituent elements. Their names and functions are identical, avoiding repetition. In the following description, a drive thermal cycle system for automobiles is used as the subject, but the effects of the present invention are not limited thereto and can be applied to all moving vehicles.

[0050] [Example 1]

[0051] Hereinafter, the first embodiment of the present invention will be described using Figures 1 to 3.

[0052] First, refer to Figures 1A to 1C The differences between the prior art and the present invention will be explained.

[0053] Figure 1A This is an explanatory diagram of the driving thermal cycle system 400 in the first embodiment of the present invention. Figure 1B This is an explanatory diagram of a driving thermal cycle system (existing system) 400b of a comparative example (first comparative example) compared with the present invention. Figure 1C This is an explanatory diagram of a driving thermal cycle system (existing system) 400' of a comparative example (second comparative example) compared with the present invention.

[0054] The EV is equipped with an electric drive unit 200 called an e-Axle, which consists of an electric motor, electrical components (inverter), etc. The electric drive unit 200 is cooled by a water-cooled or oil-cooled cooling system. For example... Figure 1BAs shown, in the existing system, the air conditioning heat circulation system (air conditioning heat circulation system) 400a and the e-Axle heat circulation system (drive heat circulation system) 400b are respectively configured. The air conditioning heat circulation system 400a consists of a compressor 100 installed in the drive unit mounting space 300, an outdoor heat exchanger 311a that exchanges heat with the outside 310 via an outdoor fan 312a, an expansion valve 502, and an indoor heat exchanger 321 that exchanges heat with the inside 320 via an indoor fan 322. As the e-Axle heat circulation system 400b, it requires different heat exchangers 311b, circulation pumps 201, piping 503b, etc., which not only increases the vehicle cost due to the increased number of components, but also presents the challenge of reducing power consumption due to the increased vehicle weight.

[0055] To address this issue, in patent document 2, such as Figure 1C As shown, by utilizing the refrigerant 401a for air conditioning in the cooling of the electric drive unit 200, the heat exchanger for the electric drive unit 200 is made common with the outdoor heat exchanger 311 for air conditioning, reducing the number of heat exchangers from three to two. However, in order to properly supply refrigerant 401a to the electric drive unit 200, a branch pipe 503b for the electric drive unit 200 is branched from the air conditioning pipe 503a downstream of the outdoor heat exchanger 311. Furthermore, the supply flow needs to be appropriately controlled by the flow regulating valve 202. Therefore, a new flow regulating valve 202 is required. Additionally, in order to supply low-temperature refrigerant 402a to the indoor heat exchanger 321 for air conditioning and low-temperature refrigerant 402b to the electric drive unit 200, a new expansion valve 502b for the electric drive unit 200 is required in addition to the air conditioning expansion valve 502a. Moreover, in addition to the air conditioning pipe 503a, a new branch pipe 503b for the electric drive unit 200 is also required. Therefore, even if the number of heat exchangers can be reduced, the increased number of additional components leads to higher costs. In addition to the increased floor space for additional components reducing layout flexibility, there are also many other issues, such as the inability to achieve weight reduction.

[0056] In this embodiment, a structure is proposed that allows the air conditioning system and the thermal cycle system of the electric drive unit to function simultaneously without increasing the number of components, addressing this issue. The most significant feature of this embodiment is that, as... Figure 1A As shown, the piping 503 that circulates the refrigerant 401 for air conditioning forms a single circulation path, and the cooling system of the air conditioning system and the electric drive unit is arranged in this single circulation path.

[0057] Here, the cooling system structure with a single circulation path for the air conditioning system and the electric drive unit refers to a structure in which the compressor 100, expansion valve 502, outdoor heat exchanger 311, indoor heat exchanger 321, and electric drive unit 200 are arranged in a single circulation path for the same refrigerant to flow. In this case, the electric drive unit 200 may also be composed of multiple electric drive units, as in the embodiments described later, with each electric drive unit arranged in parallel branches of the refrigerant circulation path. In this case, if each electric drive unit arranged in the parallel branches of the refrigerant circulation path is considered as a group of electric drive units, then the compressor 100, expansion valve 502, outdoor heat exchanger 311, indoor heat exchanger 321, and electric drive unit group are arranged in a single circulation path for the same refrigerant to flow.

[0058] Specifically, the refrigerant 401, which becomes high-temperature refrigerant through compressor 100, dissipates heat through outdoor heat exchanger 311, and after changing to low-temperature refrigerant 402 through expansion valve 502, it absorbs heat from indoor heat exchanger 321 and electric drive unit 200. That is, the refrigerant 402 supplies cooling energy to indoor unit 320 and cools electric drive unit 200. At this time, the relationship between the heat output Pd of electric drive unit 200, the heat exchange capacity Pi of indoor heat exchanger 321, and the heat exchange capacity Pe of outdoor heat exchanger 311 is as follows.

[0059] Pd + Pi ≤ Pe (1)

[0060] Here, in Figure 1B In the existing system, the heat exchange capacity Pe1 of the outdoor heat exchanger 311a is set to match the maximum value of the cooling energy, and the heat exchange capacity Pe2 of the outdoor heat exchanger 311b is set to match the maximum output of the electric drive unit 200.

[0061] In this embodiment, the electric drive unit 200 is cooled using air conditioning refrigerant 402, therefore, it is possible to achieve a higher efficiency than... Figure 1BThe existing system shown uses refrigerant 402b at a low temperature to cool the electric drive unit 200. That is, the actual operating temperature can be lowered relative to the upper operating temperature limit of the electric drive unit 200. Therefore, even with a reduced cooling capacity of the electric drive unit 200, operation below the upper operating temperature limit can be achieved, resulting in a reduction in the heat exchange capacity of the outdoor heat exchanger 311. Therefore, the heat exchange capacity Pe of the outdoor heat exchanger 311 can be reduced relative to the combined heat exchange capacity Pe1+Pe2 of the outdoor heat exchangers 311a and 311b in the existing system, thus also reducing the size and weight of the outdoor heat exchanger 311. Furthermore, the cooling pump 201 for the electric drive unit 200, the reusable regulating valve 202, the dedicated expansion valve 502b, and the dedicated piping 503b are not required, thus avoiding increased costs and weight from additional components. In the prior art, the idea of ​​independently controlling the air conditioning's heat cycle and the drive unit's cooling cycle without limiting user requirements for driving performance (vehicle operating performance) increases system cost and weight. In contrast, by proposing the above-described structure, the present invention can meet various user requirements without increasing system cost or weight.

[0062] Based on this, in this embodiment, the scenario where Pe1 and Pe2 are simultaneously used at their maximum values ​​is extremely rare, and... Figure 1B , 1C Compared to the high-cost system and the compensatory degradation in fuel consumption due to increased weight, the user benefits are not considered significant. That is, based on the idea of ​​improving energy consumption and generating genuine user benefits by reducing the system cost of rapidly expanding EVs and reducing the overall weight of the drive heating system, it is believed that the size and weight of the outdoor heat exchanger should be further reduced. Specifically, the heat exchange capacity Pe of the outdoor heat exchanger 311 of the present invention is set to a value greater than the maximum heat generation Pd of the electric drive unit 200, and is set to a capacity that is significantly reduced relative to the total heat exchange capacity Pe1+Pe2 of the existing system. When the electric drive unit 200 operates at high output, causing the heat generation Pd to increase, the indoor fan 322 is controlled so that the heat exchange capacity Pi used to supply cooling energy is relatively smaller, reducing the airflow 420 flowing in the indoor heat exchanger 321. On the other hand, when the electric drive unit 200 operates at low output, causing the heat generation Pd to decrease, the indoor fan 322 is controlled so that the heat exchange capacity Pi is increased, increasing the airflow 420 flowing in the indoor heat exchanger 321, thereby supplying more cooling energy.

[0063] At the start of operation in the height of summer, the design aims to maximize the utilization of the vehicle's cooling energy while idling. However, in this situation, the electric drive unit 200 is not operating, and the heat generation Pd is zero. Therefore, the same amount of cooling energy can be supplied as before. Furthermore, during long-distance travel in the height of summer, when the electric drive unit 200 operates continuously for extended periods, cooling of the electric drive unit 200 (heat generation Pd) becomes the primary function. However, the cooling energy (heat exchange capacity Pi) required to maintain a constant indoor temperature can be smaller than the maximum heat exchange capacity Pi,max of the indoor heat exchanger 321. Therefore, the maximum heat exchange capacity Pe,max of the outdoor heat exchanger 311 is the sum of Pd and Pi; thus, although it is larger than Pd, it does not need to be that large.

[0064] The above-described application prioritizes cooling of the electric drive unit 200 while incidentally adjusting the cooling energy. However, it is also possible to prioritize cooling energy while incidentally adjusting the cooling of the electric drive unit 200. That is, when it is desired to increase cooling energy, the indoor fan 322 is controlled to increase the heat exchange capacity Pi, the airflow 420 flowing in the indoor heat exchanger 321 is increased, and an output limit is applied to reduce the heat generation Pd of the electric drive unit 200. With this application, the size of the outdoor heat exchanger can be significantly reduced compared to the past. As described above, the vehicle's thermal management system determines whether to prioritize cooling of the electric drive unit 200 and driving performance (vehicle operating performance) or prioritize cooling energy, and informs the user via a display device or the like. When the vehicle is in motion, from the viewpoint of prioritizing vehicle safety, driving performance (vehicle operating performance) is basically prioritized primarily by prioritizing cooling of the electric drive unit 200. On the other hand, when the indoor temperature is significantly high, driving performance is temporarily restricted primarily by prioritizing cooling energy. However, the scenarios where cooling energy is the primary energy source are limited to situations such as stopping and starting the vehicle under the scorching summer sun. Even with the windows open, the indoor temperature can still be lowered. Therefore, it can be said that the time spent in these scenarios is extremely small, and the impact of the reduced user benefits is minimal.

[0065] Furthermore, the refrigerant 402 circulates in at least one space outside or inside the housing of the electric drive unit 200. The flow path of the refrigerant 402 can be located in the same space as the stator and rotor of the electric motor (e.g., inside the housing), or it can be located separately (e.g., outside the housing) from the storage space of the stator and rotor, with partitions (e.g., housing components) provided relative to the storage space of the stator and rotor. In the latter case, the storage space of the stator and rotor of the electric motor can be filled with air, or it can be filled with cooling oil different from the refrigerant 402. When filling with cooling oil, the storage space can be completely filled, or it can be filled by impregnating a portion of the stator or rotor. When impregnating a portion of the stator or rotor, by providing a structure that scrapes the cooling oil onto a portion of the rotor, the cooling oil can be agitated in the storage space by the rotation of the rotor. Therefore, in addition to further improving the heat dissipation of the electric motor, lubrication of bearings and oil-tight sealing materials can also be achieved. Similarly, in electrical appliances, the flow path of refrigerant 402 can be set in the same space as the heating part of the power semiconductor, or the flow path of refrigerant 402 can be set separately on the basis of setting a partition relative to the storage space of the power semiconductor.

[0066] The differences between this embodiment and the prior art have been described above. Figures 1A to 1C The invention has been described in a way that limits the air conditioner's operation mode to cooling, but it can also be applied to operation modes other than cooling. Figures 2A to 2D The details are explained below.

[0067] Figure 2A This is an explanatory diagram of the driving thermal cycle system 400 in the first embodiment of the present invention, and it is a diagram showing the operation under heating conditions. Figure 2B This is an explanatory diagram of the driving thermal cycle system 400 in the first embodiment of the present invention, and it is a diagram under the condition of cooling operation. Figure 2C This is a diagram illustrating the operation mode of the driving thermal cycle system 400 in the first embodiment of the present invention. Figure 2D This is a diagram showing the control sequence of the driving thermal cycle system 400 in the first embodiment of the present invention.

[0068] The following is for reference Figure 2AThe structure of the drive thermal cycle system 400 of this embodiment will be described in more detail. The drive thermal cycle system 400 includes: a compressor 100, a liquid receiver 501, an expansion valve 502, an electric motor 210 having a cooling section 211, an electrical appliance (inverter) 220 having a cooling section 221, an electric drive unit 200 composed of the electric motor 210 and the electrical appliance 220, a refrigerant 401 compressed by the compressor 100, an indoor heat exchanger 321 and an outdoor heat exchanger 311 that carry out heat exchange of the refrigerant, and a four-way valve 102. The cooling sections 211 and 221 of the electric drive unit 200 are arranged upstream of the liquid receiver 501 in the flow of refrigerant. The four-way valve 102 is composed of a single circulation path for circulating refrigerant and can switch the connection destination of the refrigerant discharge section of the compressor 100 to the indoor heat exchanger 321 and the outdoor heat exchanger 311.

[0069] Figure 2A The structure, indicating heating operation, connects the piping from the compressor 100 to the four-way valve 102 and the piping from the four-way valve 102 to the indoor heat exchanger 321 by setting the four-way valve 102 to state A (first state). Similarly, the piping from the outdoor heat exchanger 311 to the four-way valve 102 and the piping from the four-way valve 102 to the electric drive unit 200 are interconnected. With this structure, the refrigerant 401, which becomes high-temperature through the compressor 100, dissipates heat through the indoor heat exchanger 321, and after changing to a low-temperature refrigerant 402 through the expansion valve 502, it absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. In other words, the refrigerant 401 supplies heating energy to the room via the indoor heat exchanger 321 and cools the electric drive unit 200. At this time, the relationship between the heat exchange capacity Pi of the indoor heat exchanger 321, the heat generation Pd of the electric drive unit 200, and the heat exchange capacity Pe of the outdoor heat exchanger 311 is as follows.

[0070] Pe + Pd ≤ Pi (2)

[0071] In this application, if the heat absorption process of the refrigerant 402 is undertaken by the electric drive unit 200, the heat cycle system 400 is established, and therefore, it is not necessarily necessary to rely on the heat absorption process of the outdoor heat exchanger 311. Therefore, if the airflow 410 flowing in the outdoor heat exchanger 311 is reduced to zero by stopping the outdoor fan 312, and the heat exchange capacity Pe of the outdoor heat exchanger 311 is reduced to zero, then according to equation (2), it is possible to increase the maximum cooling capacity (upper limit of the heat generation Pd) of the electric drive unit 200 to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, if it is desired to reduce the heating energy supplied to the room, it is necessary to control the indoor fan 322 so that the heat exchange capacity Pi of the indoor heat exchanger 321 is reduced, thereby reducing the airflow 420 flowing in the indoor heat exchanger 321. At this time, the maximum cooling capacity (upper limit of the heat generation Pd) of the electric drive unit 200 is limited to be equal to the heat exchange capacity Pi, and therefore, the output of the electric drive unit 200 needs to be limited. This solution can also be provided in the present invention, and the specific means will be described later using FIG2(c).

[0072] Furthermore, for example, an arrow filled with dots indicates heat absorption, as in airflow 410, while an arrow filled with diagonal lines indicates heat dissipation, as in airflow 420. The same applies below.

[0073] then, Figure 2B The structure during refrigeration operation involves connecting the piping from the compressor 100 to the four-way valve 102 and the piping from the four-way valve 102 to the outdoor heat exchanger 311 by setting the four-way valve 102 to state B (second state). Similarly, the piping from the indoor heat exchanger 321 to the four-way valve 102 and the piping from the four-way valve 102 to the electric drive unit 200 are interconnected. With this structure, the refrigerant 401, which becomes high-temperature due to the compressor 100, dissipates heat through the outdoor heat exchanger 311, and after changing to a low-temperature refrigerant 402 through the expansion valve 502, it absorbs heat from the indoor heat exchanger 321 and the electric drive unit 200. In other words, the refrigerant 402 supplies cooling energy to the indoor unit via the indoor heat exchanger 321 and cools the electric drive unit 200. Figure 1A This is a simplified representation of the above structure, regarding... Figure 2B The application of, and Figure 1A The explanation in the text is repeated, therefore, it is omitted here.

[0074] Figure 2C This embodiment summarizes the application method of the driven thermal cycle system 400. Figure 2CIn this diagram, the temperature of the electric drive unit 200 is categorized as "low" when it is below 10°C, "medium" when it is equal to the outside temperature (above 10°C), and "high" when it is higher than the outside temperature (above 10°C). The air conditioner's operating modes are set to heating, cooling, and off. This diagram illustrates the relationship between the state of the four-way valve 102 and the effect of the refrigerant in all six operating modes. The symbols A (first state) and B (second state) representing the state of the four-way valve 102 are... Figure 2A , 2B The markings A and B shown near the four-way valve 102 have the same definition. Additionally, ● indicates heat dissipation (heating) from the refrigerant, and ○ indicates heat absorption (cooling). #1 to #3 represent the conditions where the temperature of the electric drive unit 200 is "low" or "medium," assuming the electric drive unit 200 is not operating. #4 to #6 represent the conditions where the temperature of the electric drive unit 200 is "high," assuming the electric drive unit 200 is operating or has not yet operated. Which of #1 to #3 or #4 to #6 the temperature of the electric drive unit 200 falls under is detected by the temperature sensor of the electric drive unit 200 and the external temperature sensor of the vehicle. Furthermore, in cold regions, even when the electric drive unit 200 is operating or has not yet operated, it may still be "low." However, in such cases, it can be determined that active cooling of the electric drive unit 200 is not necessary; therefore, using any of #1 to #3 is acceptable. Furthermore, while 10°C is used as the boundary value for defining the temperature of the electric drive unit 200, this value does not necessarily need to be set to 10°C. As long as heating, cooling, and cooling of the electric drive unit 200 can be achieved evenly, any temperature around 10°C can be set. The following is a detailed explanation. Figure 2C The specific application methods of #1 to #6.

[0075] First, #1 to #3 are cases where the temperature of the electric drive unit 200 is detected as "low" or "medium".

[0076] #1 indicates that the air conditioner is set to heating mode, in which case the four-way valve 102 is set to state A (see reference). Figure 2AThe refrigerant releases heat of Pi via the indoor heat exchanger 321, absorbs heat of Pe via the outdoor heat exchanger 311, and absorbs heat of Pd via the cooling sections 211 and 221 of the electric drive unit 200. However, the temperature of the electric drive unit 200 is "low" or "medium," sufficiently low, and very little heat Pd can be absorbed by this unit. Therefore, the thermal cycle system 400 is mainly established by absorbing heat Pe. This operation is similar to the heating operation of a conventional air conditioner. On the other hand, in conventional air conditioners, when the outside temperature is below freezing, very little heat Pe can be absorbed by the outdoor heat exchanger 311, resulting in insufficient heating energy. This problem can also be solved in this embodiment. Specifically, by applying a current mode where the electric drive unit 200 does not generate driving force (hereinafter, zero torque current), the motor 210 and electrical components 220 generate current losses, and the refrigerant absorbs the heat Pd generated by these losses. In this application, although electricity is consumed to generate power loss, the heating energy exceeding the electricity consumption can be supplied through the heat pump action. Therefore, the electricity consumption is significantly reduced compared to that of a PTC heater.

[0077] Furthermore, the drive thermal circulation system 400 of this embodiment includes an air conditioning thermal circulation system, sometimes simply referred to as a "thermal circulation system".

[0078] Next, #2 is used when the air conditioner is set to cooling mode, at which point the four-way valve 102 is set to state B (see reference). Figure 2B The refrigerant releases heat of Pe through the outdoor heat exchanger 311, absorbs heat of Pi through the indoor heat exchanger 321, and absorbs heat of Pd through the cooling sections 211 and 221 of the electric drive unit 200. However, the temperature of the electric drive unit 200 is "low" or "medium," sufficiently low, and very little heat Pd can be absorbed by this unit. Therefore, the heat cycle system 400 is mainly established by absorbing heat Pi. This operation is similar to the refrigeration operation of a typical air conditioner. On the other hand, as... Figure 2B As shown, the low-temperature refrigerant 402, after passing through the indoor heat exchanger 321, must pass through the cooling sections 211 and 221 of the electric drive unit 200. Therefore, if the electric drive unit 200 is not in operation for a long time, it can be cooled to a temperature equal to that of the refrigerant 402. In this case, the initial temperature of the electric drive unit 200 can be maintained at a low level. Therefore, in addition to the lower operating temperature compared to normal, which reduces the resistance value of the motor 210, the current value also decreases due to the increased magnetic flux of the permanent magnet. As a result, current loss can be reduced, and thus, the power consumption during the operation of the electric drive unit 200 can be reduced.

[0079] Next, #3 is used when the air conditioner's operating mode is set to off, at which point the four-way valve 102 is set to state B (refer to...). Figure 2B Except for stopping the indoor fan 322, it operates the same as #2. However, the compressor 100 and the outdoor fan 312 can also be stopped.

[0080] Next, #4 to #6 are cases where the temperature of the electric drive unit 200 is detected as "high".

[0081] #4 indicates that the air conditioner is set to heating mode, in which case the four-way valve 102 is set to state A (see reference). Figure 2A The refrigerant releases heat Pi via the indoor heat exchanger 321, while absorbing heat Pd via the cooling sections 211 and 221 of the electric drive unit 200. In this application, the process of absorbing heat Pe via the outdoor heat exchanger 311 is unnecessary. That is, by stopping the outdoor fan 312, the heat Pe absorbed by the outdoor heat exchanger 311 is reduced to zero. As a result, the maximum cooling capacity (upper limit of heat generation Pd) of the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, when it is desired to reduce the heating energy supplied to the room, the heat Pi that can be released via the indoor heat exchanger 321 becomes smaller, and therefore, the heat Pd that can be absorbed by the electric drive unit 200 also becomes smaller, requiring an output limit for the electric drive unit 200. In this embodiment, to solve this problem, a method is proposed to quickly switch to the application of #6 when it is necessary to reduce the heating energy in the application of #4.

[0082] #6 indicates that the air conditioner's operating mode is set to "stop," at which point the four-way valve 102 is set to state B (see reference). Figure 2B The indoor fan 322 stops. The compressor 100 and the outdoor fan 312 operate, and the refrigerant releases heat of Pd through the outdoor heat exchanger 311. On the other hand, after passing through the indoor heat exchanger 321 (the indoor fan 322 is stopped, so no heat is absorbed), the refrigerant absorbs heat of Pd through the cooling sections 211 and 221 of the electric drive unit 200. In this application, the heat Pd absorbed by the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, so there is no need to impose an output limit on the electric drive unit 200.

[0083] On the other hand, if operation #6 continues, the state of not supplying heating energy persists, and therefore the indoor temperature decreases. Therefore, at the point when the indoor temperature is lower than any threshold 1 based on the air conditioner set temperature (e.g., a temperature 1°C lower than the air conditioner set temperature), the system quickly switches to operation #4. If operation #4 continues further, the state of supplying sufficient heating energy persists, and therefore the indoor temperature rises. Therefore, at the point when the indoor temperature exceeds any threshold 2 based on the air conditioner set temperature (e.g., a temperature 1°C higher than the air conditioner set temperature), the system quickly switches to operation #6 (hereinafter referred to as operation mode switching control). As a result, the indoor temperature can be maintained near the air conditioner set temperature, while the heat Pd that can be absorbed by the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, even when the electric drive unit 200 is operating, it can be adequately cooled, and there is no need to impose output limitations.

[0084] The remaining #5 is used when the air conditioner is set to cooling mode, in which case the four-way valve 102 is set to state B (refer to...). Figure 2B Except for turning on the indoor fan 322, the operation is the same as in #6. The refrigerant releases heat Pe via the outdoor heat exchanger 311, and absorbs heat Pi and heat Pd from the electric drive unit 200 via the indoor heat exchanger 321. In this application, the less cooling energy (heat Pi) is required, the more heat Pd can be absorbed by the electric drive unit 200. That is, because the cooling capacity of the electric drive unit 200 can be improved, the operating temperature of the electric drive unit 200 can be kept low, significantly reducing power loss and electricity consumption.

[0085] The operation mode of the drive thermal cycle system 400 in this embodiment, as described above, is controlled by the drive thermal cycle system control unit 600. For example... Figure 2D As shown, the control sequence of the drive thermal cycle system control unit 600 consists of steps S0 to S3. Furthermore, Figure 2D #1 to #6 are related to Figure 2C The usage patterns shown #1 to #6 have the same definition.

[0086] First, in step S0, the outside temperature is detected from the vehicle's external temperature sensor 710. Additionally, the temperature of the electric drive unit 200 is detected from its temperature sensor 720. Furthermore, the interior temperature is detected from the interior temperature sensor 730 of the interior 320. The air conditioner's set temperature, set by the control panel 800, is also detected. Next, in the electric drive unit temperature determination unit 601 of step S1, the temperature detected in step S0 is used to determine whether the temperature of the electric drive unit 200 is "low," "medium," or "high." Next, in the air conditioner operation mode determination unit 602 of step S2, the temperature detected in step S0 is used to determine whether the air conditioner's operation mode is cooling, heating, or off. If the air conditioner is off, it is determined to be off. If the air conditioner is turned on or the air conditioner's set temperature is changed, the determination calculation is performed in step S2 each time, determining heating if the interior temperature is lower than the air conditioner's set temperature, and cooling if it is higher or equal to the set temperature. Next, in step S3, the four-way valve 102, indoor fan 322, outdoor fan 312, and torque-zero current control unit 606 are controlled by the four-way valve control unit 603, indoor fan control unit 604, outdoor fan control unit 605, and torque-zero current control unit 606. Specifically, using the determination results from steps S1 and S2, the state of the four-way valve 102 is set to A or B. Similarly, the indoor fan 322 and outdoor fan 312 are set to open or closed, respectively. Furthermore, the torque-zero current control unit 606 uses the temperature of the external temperature sensor 710 to determine whether to apply torque-zero current to the electric drive unit 200.

[0087] Based on the combination of the determination results in steps S1 and S2, a unique choice among the operating modes #1 to #6 is derived. For each derived operating mode, a unique decision is made regarding the state of the four-way valve 102, indoor fan 322, outdoor fan 312, and zero-torque current control. Furthermore, if operating mode #1 is derived, zero-torque current is applied when the outside temperature is below a preset threshold (e.g., 0°C). Additionally, if operating mode #4 is derived, the switching between operating mode #4 and operating mode #6 is repeatedly performed using the aforementioned operating mode switching control.

[0088] As described above, according to the structure of this embodiment, it is possible to provide an air conditioning system and a cooling system that can reduce power consumption and have low cost, as well as a mobile vehicle equipped with the air conditioning system and the cooling system.

[0089] Figure 3 This is an illustrative diagram of another embodiment of the driving thermal cycle system 400 in the first embodiment of the present invention.

[0090] Figure 3 Driven thermal cycle system 400 and Figure 2A The difference lies in the fact that the cooling section 211 of the motor 210 and the cooling section 221 of the electrical appliance 220 are arranged side by side. By adopting this structure, the temperature of the refrigerant passing through the motor 210 can be reduced compared to Figure 2. Therefore, the operating temperature of the electric drive unit 200 can be kept low, significantly reducing power loss and energy consumption. Figure 3 In the case of the electric drive unit 200, the inlet of the flow path of the housing is one place, and the flow paths of the motor 210 and the electrical appliance 220 are branched inside the housing. However, for the purpose of simplifying the refrigerant flow path inside the housing, the inlets of the flow paths of the motor 210 and the electrical appliance 220 can also be set in the housing.

[0091] [Example 2]

[0092] The following uses Figures 4A to 4G The second embodiment of the present invention will be described.

[0093] Figure 4A This is an explanatory diagram of the drive thermal cycle system 400 in the second embodiment of the present invention, showing the situation where the air conditioner is operated in heating mode and the battery 230 is heated.

[0094] Figure 4A Driven thermal cycle system and Figure 2A The difference lies in the addition of a battery 230 and a switching valve 103 to the single circulation path that circulates the refrigerant. According to this embodiment, in a simple thermal cycle system consisting of a single circulation path, in addition to properly cooling the electric drive unit 200, the battery 230 can also be properly heated or cooled. The principle is explained below.

[0095] Figure 4AThis indicates the scenario where the air conditioner is in heating mode during winter, and the battery is being heated. By switching valve 103 to state B (fourth state), the piping connecting the four-way valve 102 to switching valve 103 and the piping connecting switching valve 103 to battery 230 are interconnected. Similarly, the piping connecting the indoor heat exchanger 321 to switching valve 103 and the piping connecting switching valve 103 to battery 230 are interconnected. Furthermore, by switching four-way valve 102 to state A (first state), the refrigerant 401, which has become high-temperature due to the compressor 100, dissipates heat through battery 230 and indoor heat exchanger 321, and after changing to low-temperature refrigerant 402 through expansion valve 502, absorbs heat from outdoor heat exchanger 311 and electric drive unit 200. In other words, the refrigerant 401 heats battery 230, supplies heating energy to the room via indoor heat exchanger 321, and cools electric drive unit 200. The relationship between the heat generated by heating the battery (Pb), the heat exchange capacity (Pi) of the indoor heat exchanger 321, the heat generated by the electric drive unit 200 (Pd), and the heat exchange capacity (Pe) of the outdoor heat exchanger 311 is as follows.

[0096] Pe + Pd ≤ Pi + Pb (3)

[0097] If a large amount of high-temperature refrigerant 401 is supplied from the compressor 100 to the battery 230, a significant temperature difference will occur between the inside and outside of the structural components of the battery 230, reducing the battery's lifespan. Therefore, when heating the battery 230, the amount of refrigerant 401 supplied to the battery 230 is appropriately controlled by driving the compressor 100 under a light load. In winter, the outside temperature is low, and the temperature of the refrigerant 401 discharged by the compressor 100 is also low. Therefore, by combining this with the light-load drive, heating can be performed without creating a significant temperature difference between the components of the battery 230, thus avoiding a reduction in lifespan. Furthermore, when the outside temperature is below freezing, the amount of heat Pe absorbed by the outdoor heat exchanger 311 is minimal. However, if the EV is in motion, it can absorb the heat Pd generated by the electric drive unit 200, thus ensuring the thermal cycle system functions without problems. On the other hand, if the EV is stationary and the electric drive unit 200 is not operating, sometimes insufficient heating energy cannot be supplied to the battery 230. In this case, by applying a current mode (zero torque current) where the electric drive unit 200 does not generate driving force, the motor 210 and electrical components 220 generate current losses, and the refrigerant absorbs the heat Pd generated by these losses. Therefore, even in freezing conditions, adequate heating energy can be supplied to the battery 230. Furthermore, the power supplied from the battery 230 for the aforementioned current losses, which is used to drive the compressor 100, is minimal compared to the power supplied to the electric drive unit 200 during EV operation. Therefore, the load on the battery 230 is also minimal, and this application does not cause a significant decrease in battery life.

[0098] Figure 4B This is an explanatory diagram of the drive thermal cycle system 400 in the second embodiment of the present invention, which shows the situation in which the air conditioner is operated in heating mode without the refrigerant circulating in the battery 230.

[0099] Figure 4B It is also equivalent to in Figure 4A The state after the Lieutenant General's Battery 230 has been fully heated and then heating has been stopped. Figure 4A The difference lies in that, by setting the switching valve 103 to state A (third state), the piping connecting the four-way valve 102 to the switching valve 103 and the piping connecting the indoor heat exchanger 321 to the switching valve 103 are interconnected. Additionally, the two piping connecting the switching valve 103 to the battery 230 are interconnected. This results in a structure where the refrigerant does not circulate in the battery 230. Furthermore, by setting the four-way valve 102 to state A (first state), the refrigerant 401, which becomes high-temperature via the compressor 100, dissipates heat through the indoor heat exchanger 321, and after changing to low-temperature refrigerant 402 via the expansion valve 502, it absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. That is, the refrigerant 401 supplies heating energy to the room via the indoor heat exchanger 321 and cools the electric drive unit 200. The heat exchange equilibrium at this time is as shown in equation (3), but the heating of the battery 230 stops; therefore, Pb on the right side is zero.

[0100] In this application, if the heat absorption process of the refrigerant 402 is undertaken by the electric drive unit 200, the heat cycle system 400 is established, and therefore, it is not necessarily necessary to rely on the heat absorption process of the outdoor heat exchanger 311. Therefore, if the airflow 410 flowing in the outdoor heat exchanger 311 is reduced to zero by stopping the outdoor fan 312, thereby reducing the heat exchange capacity Pe of the outdoor heat exchanger 311 to zero, then according to equation (3), it is possible to increase the maximum cooling capacity (upper limit of the heat output Pd) of the electric drive unit 200 to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, if it is desired to reduce the heating energy supplied to the room, it is necessary to control the indoor fan 322 so that the heat exchange capacity Pi of the indoor heat exchanger 321 is reduced, thereby reducing the airflow 420 flowing in the indoor heat exchanger 321. At this time, the maximum cooling capacity (upper limit of the heat output Pd) of the electric drive unit 200 is limited to be equal to the heat exchange capacity Pi, therefore, the output of the electric drive unit 200 needs to be limited.

[0101] To avoid such a situation, if you want to reduce the heating energy supplied to the room, such as Figure 4C As shown, this is the mode to stop the air conditioner from operating.

[0102] Figure 4CThis is an explanatory diagram of the drive thermal circulation system 400 in the second embodiment of the present invention, showing the situation where the heating operation of the air conditioner is stopped and the refrigerant is not circulated in the battery 230.

[0103] At this time, the four-way valve 102 is set to state B (second state), and the switching valve 103 is set to state A (third state). The indoor fan 322 stops. The relationship between the heat output Pd of the electric drive unit 200 and the heat exchange capacity Pe of the outdoor heat exchanger 311 is as follows.

[0104] Pd≤Pe (4)

[0105] In this application, the switching valve 103 is set to state A, therefore, the refrigerant 402 does not pass through the battery 230. On the other hand, if the compressor 100 and the outdoor fan 312 are operated, the refrigerant releases heat of Pd via the outdoor heat exchanger 311 and then absorbs heat of Pd via the cooling sections 211 and 221 of the electric drive unit 200. Therefore, according to equation (4), the heat Pd that can be absorbed by the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, so there is no need to impose an output limit on the electric drive unit 200. On the other hand, the state of no heating energy supply continues, therefore, the indoor temperature decreases. Therefore, by using the above-described application mode switching control, the process is repeated. Figure 4B and Figure 4C Switching between these modes can maintain the indoor temperature near the air conditioner's set temperature.

[0106] Furthermore, in situations where battery cooling is required, such as... Figure 4D As shown, switch valve 103 is switched to state B. Figure 4D This is an explanatory diagram of the drive thermal circulation system 400 in the second embodiment of the present invention, showing the situation where the heating operation of the air conditioner is stopped and the refrigerant circulates in the battery 230.

[0107] In this case, the four-way valve 102 is set to state B (second state), the switching valve 103 is set to state B (fourth state), and the indoor fan 322 stops. The compressor 100 and the outdoor fan 312 operate, and the refrigerant releases heat of Pe through the outdoor heat exchanger 311. On the other hand, after passing through the indoor heat exchanger 321 (the indoor fan 322 is stopped, so no heat is absorbed), the battery 103 absorbs heat of Pb, and the electric drive unit 200 absorbs heat of Pd through the cooling units 211 and 221. At this time, the following relationship holds.

[0108] Pb + Pd ≤ Pe (5)

[0109] This application also applies to the fast charging of battery 230. Furthermore, when battery 230 is fast charging, it is assumed that the electric drive unit 200 is not operating; therefore, Pd in ​​equation (5) is zero. Thus, according to equation (5), the heat Pb that can be absorbed by battery 230 can be increased to be equal to the heat exchange capacity Pe of outdoor heat exchanger 311. Therefore, the problem of battery overheating during fast charging, which prevents the shortening of charging time, can be solved. Additionally, by using air conditioning refrigerant 402 to cool battery 230, battery 230 can be cooled at a lower temperature than before. That is, the actual operating temperature can be reduced relative to the upper operating temperature limit of battery 230, thus preventing high-temperature operation of battery 230 and avoiding a reduction in its lifespan. Furthermore, the refrigerant 402, having passed through the low temperature of battery 230, must pass through the cooling sections 211 and 221 of electric drive unit 200. Therefore, if the electric drive unit 200 is not operating for a long time, it can be cooled to a temperature equal to that of refrigerant 402. Therefore, the initial temperature of the electric drive unit 200 can be kept low. This not only lowers the operating temperature compared to normal operation and reduces the resistance of the motor 210, but also reduces the current due to the increased magnetic flux of the permanent magnet. Consequently, current loss is reduced, thus lowering the power consumption of the electric drive unit 200 during operation.

[0110] With the air conditioner operating in cooling mode, the indoor fan 322 is turned on, thereby... Figure 4D The state becomes Figure 4E The state. Figure 4E This is an explanatory diagram of the drive thermal cycle system 400 in the second embodiment of the present invention, showing the situation where the air conditioner is operated in cooling mode and the refrigerant is circulated in the battery 230.

[0111] In this case, the four-way valve 102 is set to state B (second state), the switching valve 103 is set to state B (fourth state), and the indoor fan 322 is driven.

[0112] The relationship between the heat exchange capacity Pe of the outdoor heat exchanger 311, the heat exchange capacity Pi of the indoor heat exchanger 321, the heat absorbed from the battery Pb, and the heat generated by the electric drive unit 200 Pd is as follows.

[0113] Pi + Pb + Pd ≤ Pe (6)

[0114] In this application, the less cooling energy (heat Pi) required, the more heat Pb can be absorbed by the battery 230 and the more heat Pd can be absorbed by the electric drive unit 200. That is, the cooling capacity of the battery 230 is improved, thus preventing the battery 230 from operating at high temperatures and avoiding a reduction in its lifespan. Furthermore, since the cooling capacity of the electric drive unit 200 is improved, its operating temperature can be kept low, significantly reducing power loss and energy consumption.

[0115] The above describes a simple thermal circulation system consisting of a single circulation path, which can appropriately cool the electric drive unit 200 and also appropriately heat or cool the battery 230. In the prior art, to avoid limiting user requirements for driving performance, separate piping is used for the air conditioning thermal circulation system, the cooling system of the electric drive unit 200, and the thermal circulation system of the battery 230 to circulate refrigerant. This results in an increased number of components, leading to higher costs, and also presents challenges such as increased layout flexibility due to the increased area of ​​additional components, and reduced power consumption due to increased weight. In this invention, the electric drive unit 200 is cooled using a single circulation path through which the refrigerant 402 for air conditioning flows, and the battery 230 can be freely heated or cooled. Therefore, the battery 230 and the electric drive unit 200 can be cooled at lower temperatures than before. In other words, the actual operating temperature can be lowered relative to the upper operating temperature limit of the battery 230 and the electric drive unit 200. Therefore, even if the cooling capacity of the battery 230 and the electric drive unit 200 is reduced, operation below the upper operating temperature limit can be achieved. As a result, the heat exchange capacity, size, and weight of the outdoor heat exchanger 311 can be reduced. Therefore, various user requirements can be met without increasing system cost and weight.

[0116] Next, the method of using the driving thermal cycle system 400 in the second embodiment of the present invention will be described. Figure 4F This is a diagram illustrating the operation mode of the drive thermal cycle system 400 according to the second embodiment of the present invention.

[0117] and Figure 2C The difference lies in the addition of the temperature of battery 203 and the state of switching valve 103. The symbols A and B representing the states of four-way valve 102 and switching valve 103 are the same as... Figures 4A-4EThe markings A and B shown near the four-way valve 102 and the switching valve 103 have the same definition. #1 to #3 represent the case where the temperature of both the electric drive unit 200 and the battery 230 is "low," assuming the vehicle is starting in winter (when the battery 230 needs to be heated). #4 to #6 represent the case where the temperature of both the electric drive unit 200 and the battery 230 is "medium," assuming the vehicle is starting outside of winter (when the battery 230 does not need to be heated). #7 to #9 represent the case where the temperature of the electric drive unit 200 is "low" or "medium" and the temperature of the battery 230 is "high," mainly assuming fast charging. #10 to #12 represent the case where the temperature of both the electric drive unit 200 and the battery 230 is "high," mainly assuming the vehicle is in motion. The temperature of the electric drive unit 200 and the battery 230 is detected by their respective temperature sensors. In addition, the operating temperature range of the battery is generally around 10°C to 40°C; therefore, to avoid reducing battery life, the boundary value between the "low" and "medium" temperatures is set at 10°C. This value doesn't necessarily need to be set to 10℃; any temperature around 10℃ can be set as long as it avoids reducing battery life. Below, regarding... Figure 4F The specific application methods of #1 to #12 will be explained in detail.

[0118] First, #1 to #3 represent situations where the temperatures of both the electric drive unit 200 and the battery 230 are detected as "low". In this case, the electric drive unit 200 is not working, or even if it is working, its temperature is "low", and the battery 230 needs to be heated.

[0119] #1 indicates that the air conditioner is set to heating mode. In this case, the four-way valve 102 is set to state A, and the switching valve 103 is set to state B (see reference). Figure 4A The refrigerant releases heat of Pb+Pi via battery 230 and indoor heat exchanger 321, while heat of Pe+Pd is absorbed via outdoor heat exchanger 311 and electric drive unit 200. The temperature of electric drive unit 200 is "low," so low that very little heat Pd can be absorbed. Therefore, the thermal cycle system 400 is mainly established by absorbing heat Pe. When the outside temperature is below freezing, there is a problem that very little heat Pe can be absorbed by outdoor heat exchanger 311. However, in this case, the heat absorption required for the thermal cycle is ensured by applying zero torque current to generate current loss Pd. On the other hand, the heating energy Pb of battery 230 is suppressed. Therefore, from the viewpoint of preventing a reduction in battery life, it has the advantage of being able to heat the components of battery 230 without generating a significant temperature difference.

[0120] Next, application #2 involves the air conditioner operating mode being set to cooling. Such an application is rare when the temperatures of the electric drive unit 200 and battery 230 are both "low" (when the outside temperature is low), but it is possible in this invention. At this time, the four-way valve 102 is set to state B, and the switching valve 103 is set to state A, thus preventing refrigerant from circulating in the battery 230. The refrigerant releases heat of Pe via the outdoor heat exchanger 311, and absorbs heat of Pi+Pd via the indoor heat exchanger 321 and the electric drive unit 200, respectively. Since the temperature of the electric drive unit 200 is "low," it is sufficiently low that very little heat Pd can be absorbed by it; therefore, the thermal cycle system 400 is primarily established by absorbing heat Pi. In this application, heating energy cannot be supplied to the battery 230. On the other hand, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100. Through this power supply, the battery 230 heats itself, and thus, the temperature gradually rises from the "low" state. Therefore, the battery temperature can be raised to a suitable operating range without generating a significant temperature difference in the components of the battery 230, thus preventing a reduction in lifespan even without heating the battery.

[0121] Next, the application of #3 is when the air conditioner operation mode is set to stop, which is the same as the application of #1 except that the indoor fan 322 is stopped so that the heat dissipation Pi is zero.

[0122] Next, in cases #4 to #6, the temperatures of both the electric drive unit 200 and the battery 230 are detected as "medium". At this time, the electric drive unit 200 is not operating. Furthermore, the temperature of the battery 230 converges to an appropriate operating temperature range, and therefore does not require heating.

[0123] #4 indicates that the air conditioner is set to heating mode. In this case, the four-way valve 102 is set to state A, and the switching valve 103 is set to state A (see reference). Figure 4B The refrigerant is configured such that it does not circulate in battery 230. The refrigerant releases heat of Pi via indoor heat exchanger 321, and absorbs heat of Pe+Pd via outdoor heat exchanger 311 and electric drive unit 200, respectively. However, the temperature of electric drive unit 200 is "medium", which is low enough that very little heat Pd can be absorbed by it. Therefore, the thermal cycle system 400 is mainly established by absorbing heat Pe.

[0124] Next, #5 is used when the air conditioner is set to cooling mode. At this time, the four-way valve 102 is set to state B, and the switching valve 103 is set to state B (see reference). Figure 4EThe refrigerant releases heat of Pe through the outdoor heat exchanger 311, while absorbing heat of Pi+Pb+Pd through the indoor heat exchanger 321, battery 230, and electric drive unit 200, respectively. However, the temperature of the electric drive unit 200 is "medium," which is sufficiently low, and very little heat Pd can be absorbed by it. Therefore, the thermal cycle system 400 is mainly established by absorbing heat Pi. In this application, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100. With this power supply, the battery 230 generates heat, but the heat Pb generated at this time can be absorbed (cooled) by the refrigerant 402. In addition, if the electric drive unit 200 is not in operation for a long time, it can be cooled to the same temperature as the refrigerant 402. In this case, the initial temperature of the electric drive unit 200 can be kept low, so the temperature after operation is lower than usual, which can reduce power loss and thus reduce the power consumption when the electric drive unit 200 is running.

[0125] Next, the application of #6 is the same as the application of #5, except that the indoor fan 322 is stopped so that the heat absorption Pi is zero.

[0126] Next, numbers #7 to #9 represent cases where the temperature of the electric drive unit 200 is detected as "low" or "medium," and the temperature of the battery 230 is detected as "high." At this time, the electric drive unit 200 is not operating. On the other hand, the battery 230's temperature rises due to charging or discharging, requiring cooling. As a typical application, fast charging is envisioned.

[0127] #7 refers to the air conditioner operating mode being set to heating, which is the same as #4 except that the battery 230 temperature is "high". In this configuration, the refrigerant does not circulate in the battery 230, therefore, the battery 230 cannot be cooled, leading to a reduced lifespan. In this invention, to solve this problem, a method is proposed to appropriately switch to the usage of #9 for the application of #7.

[0128] Application #9 is used when the air conditioner is set to off mode. It is the same as application #6, except that the heat absorbed by battery 230, Pb, is larger. In this application, the heat Pb absorbed by battery 230 can be increased to approximately equal the heat exchange capacity Pe of outdoor heat exchanger 311, thus preventing a reduction in battery 230 lifespan.

[0129] On the other hand, if operation #9 continues, the state of not supplying heating energy will persist, thus lowering the indoor temperature. Therefore, by repeatedly switching between operation mode #7 and the aforementioned operation mode switching control, the indoor temperature can be maintained near the air conditioner's set temperature, while simultaneously increasing the heat Pb that can be absorbed by the battery 230 to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, a reduction in the battery 230's lifespan can be avoided.

[0130] Next, #8 is used when the air conditioner is set to cooling mode, which is the same as #5 except that the heat generated by battery 230 is greater (Pb).

[0131] Next, #10 to #12 are cases where the temperature of the electric drive unit 200 and the temperature of the battery 230 are both detected as "high". At this time, the electric drive unit 200 is in operation or after operation. On the other hand, the battery 230's temperature rises due to charging or discharging, and it needs to be cooled. As a typical application, consider driving, driving, and charging after driving.

[0132] #10 indicates that the air conditioner is set to heating mode. In this case, the four-way valve 102 is set to state A, and the switching valve 103 is set to state A (see reference). Figure 4B The refrigerant releases heat Pi via the indoor heat exchanger 321, while absorbing heat Pd via the electric drive unit 200. In this application, the process of absorbing heat Pe via the outdoor heat exchanger 311 is unnecessary. Therefore, by stopping the outdoor fan 312, the heat Pe absorbed via the outdoor heat exchanger 311 is reduced to zero. This allows the maximum cooling capacity (upper limit of heat generation Pd) of the electric drive unit 200 to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, when it is desired to reduce the heating energy supplied to the room, the heat Pi that can be released via the indoor heat exchanger 321 becomes smaller, and therefore, the heat Pd that can be absorbed by the electric drive unit 200 also becomes smaller, requiring an output limit for the electric drive unit 200. Furthermore, the structure prevents the refrigerant from circulating in the battery 230, thus the battery 230 cannot be cooled, resulting in a reduced lifespan. In this embodiment, in order to solve such a problem, a method is proposed to quickly switch to the use of #12 when it is necessary to reduce the heating energy or to cool the battery 230 in the use of #10.

[0133] #12 is the case where the air conditioner's operating mode is set to off. Except for the large amount of heat absorbed by the battery 230 and the electric drive unit 200 (Pb+Pd), it is the same as application #6. In this application, the heat absorbed by the battery 230 and the electric drive unit 200 (Pb+Pd) can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, in addition to not needing to impose output limitations on the electric drive unit 200, it is also possible to avoid a reduction in the battery 230's lifespan.

[0134] On the other hand, if operation #12 continues, the state of not supplying heating energy will persist, thus lowering the indoor temperature. Therefore, by repeatedly switching between operation mode #10 and the aforementioned operation mode switching control, the indoor temperature can be maintained near the air conditioner's set temperature, while simultaneously increasing the heat Pb+Pd that can be absorbed by the battery 230 and the electric drive unit 200 to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, the electric drive unit 200 can be adequately cooled without imposing output limitations, and the lifespan of the battery 230 can be prevented.

[0135] The remaining application of #11 is when the air conditioner is set to cooling mode. Except for the fact that the heat generated by the battery 230 and the electric drive unit 200, Pb and Pd, is large, it is the same as the application of #5.

[0136] The operation mode of the drive thermal cycle system 400 in this embodiment described above is controlled by the drive thermal cycle system control unit 600. Figure 4G This is a diagram illustrating the control sequence of the drive thermal cycle system 400 according to the second embodiment of the present invention.

[0137] like Figure 4G As shown, the control sequence of the drive thermal cycle system control unit 600 consists of steps S0 to S4. Furthermore, Figure 4G #1 to #12 are related to Figure 4F The usage patterns shown #1 to #12 have the same definition.

[0138] First, in step S0, the external temperature is detected from the vehicle's external temperature sensor 710. Additionally, the temperatures of the electric drive unit 200 and battery 230 are detected from their respective temperature sensors 720 and 740. The interior temperature is detected from the interior temperature sensor 730 of the interior 320. The air conditioner's set temperature is also detected. Next, in the electric drive unit temperature determination unit 601 of step S1, the temperature detected in step S0 is used to determine whether the temperature of the electric drive unit 200 falls under the categories of "low," "medium," or "high." Next, in the battery temperature determination unit 607 of step S2, the temperature detected in step S0 is used to determine whether the temperature of the battery 230 falls under the categories of "low," "medium," or "high." Next, in the air conditioner operation mode determination unit 602 of step S3, the temperature detected in step S0 is used to determine whether the air conditioner's operation mode is cooling, heating, or off. If the air conditioner is off, it is determined to be off. If the air conditioner is turned on or the air conditioner's set temperature is changed via the control panel 800, a judgment calculation is performed each time. If the indoor temperature is lower than the air conditioner's set temperature, it is determined to be heating; if it is higher or equal to the set temperature, it is determined to be cooling. Next, in step S4, the four-way valve control unit 603, the switching valve control unit 608, the indoor fan control unit 604, the outdoor fan control unit 605, and the torque zero-current control unit 606 control the four-way valve 102, the switching valve 103, the indoor fan 322, the outdoor fan 312, and the torque zero-current control unit 606. Specifically, using the judgment results from steps S1 to S3, the states of the four-way valve 102 and the switching valve 103 are set to A or B, respectively. Similarly, the indoor fan 322 and the outdoor fan 312 are set to open or closed, respectively. Furthermore, the torque zero-current control unit 606 uses the temperature of the external temperature sensor 710 to determine whether to apply torque zero current to the electric drive unit 200.

[0139] Based on the combination of the determination results in steps S1 to S3, one of the operating modes that conforms to #1 to #12 is uniquely derived. For the derived operating mode, it is uniquely determined which state the four-way valve 102, switching valve 103, indoor fan 322, outdoor fan 312, and torque zero current control should be in. Furthermore, if operating modes #1 and #3 are derived, torque zero current is applied when the outside temperature is lower than a preset threshold (e.g., 0°C). Additionally, if operating mode #7 is derived, the switching between operating modes #9 and #9 is repeatedly performed using the aforementioned operating mode switching control. The same switching process is repeated for operating modes #10 and #12.

[0140] As described above, according to the structure of this embodiment, it is possible to provide an air conditioning system and a cooling system that can reduce power consumption and have low cost, as well as a mobile vehicle equipped with the air conditioning system and the cooling system.

[0141] Figure 4H This is an illustration of another aspect of the driving thermal cycle system 400 in the second embodiment of the present invention. Figure 4I This is an illustration of another aspect of the driving thermal cycle system 400 in the second embodiment of the present invention.

[0142] like Figure 4H , 4I As shown, the switching valve 103 and battery 230 can also be configured in the path that connects the indoor heat exchanger 322 and the expansion valve 502. Figure 4H , 4I The way of using and Figure 4F , 4G The descriptions are identical, differing only in the configuration of the switching valve 103 and the battery 230. By setting... Figure 4H In this configuration, the high-temperature refrigerant 401 supplied from the compressor 100 must be dissipated by the indoor heat exchanger 322. Therefore, the refrigerant 401 is not shared by the battery 230 at high temperatures, thus... Figure 4A In contrast, no significant temperature difference is generated inside or outside the components of battery 230, which can prevent a reduction in the lifespan of battery 230.

[0143] In this example, the system includes: a battery 230 that supplies power to the electric drive unit 200; an expansion valve 502 that changes the refrigerant from a high temperature to a low temperature; and a switching valve 103 connected to the battery 230. The battery 230, switching valve 103, and expansion valve 502 are arranged in a single refrigerant circulation path, specifically in the path connecting the indoor heat exchanger 322 to the expansion valve 502. The switching valve 103 freely switches between a third state (state A) and a fourth state (state B). The third state is a state where the refrigerant is not circulated within the battery 230, and the fourth state is a state where the refrigerant circulates within the battery 230 even within the single circulation path.

[0144] [Example 3]

[0145] The following uses Figures 5A to 5D The third embodiment of the present invention will now be described. Figure 5A This is an explanatory diagram of the driving heat cycle system according to the third embodiment of the present invention, illustrating the situation where the air conditioner is operated in heating mode. Figure 4AThe difference lies in that the battery 230 is positioned between the electric drive unit 200 and the compressor 100, and the switching valve 103 is not required. According to this embodiment, in a simple thermal cycle system consisting of a single circulation path, in addition to properly cooling the electric drive unit 200, the battery 230 can be properly heated or cooled without using the switching valve 103. The principle is explained below.

[0146] In such Figure 5A When operating in heating mode as shown, by setting the four-way valve 102 to state A, the refrigerant 401, which is at a high temperature due to the compressor 100, dissipates heat through the indoor heat exchanger 321. After changing to a low-temperature refrigerant 402 through the expansion valve 502, it absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. The battery 230 is either heated or cooled, but this is passively determined based on the battery temperature. For detailed application information, please refer to [reference needed]. Figure 5C The following will describe the relationship between the heat Pb generated by heating the battery 230, the heat exchange capacity Pi of the indoor heat exchanger 321, the heat generated Pd of the electric drive unit 200, and the heat exchange capacity Pe of the outdoor heat exchanger 311 when the battery 230 is heated.

[0147] Pe + Pd - Pb ≤ Pi (7)

[0148] On the other hand, when the battery 230 is cooled, it becomes the following formula.

[0149] Pe + Pd + Pb ≤ Pi (8)

[0150] In equation (8), Pb represents the heat absorbed from the battery.

[0151] Figure 5B This is an explanatory diagram of the driving heat cycle system according to the third embodiment of the present invention, showing the air conditioner in cooling operation. By setting the four-way valve 102 to state B, the refrigerant 401, which is at a high temperature due to the compressor 100, dissipates heat through the outdoor heat exchanger 311, and after changing to a low-temperature refrigerant 402 through the expansion valve 502, absorbs heat from the indoor heat exchanger 321, the electric drive unit 200, and the battery 230. For detailed application information, please refer to... Figure 5C This will be described later. The relationship between the heat exchange capacity Pe of the outdoor heat exchanger 311, the heat exchange capacity Pi of the indoor heat exchanger 321, the heat generation Pd of the electric drive unit 200, and the heat absorption Pb from the battery is as follows:

[0152] Pi + Pd + Pb ≤ Pe (9)

[0153] Next, the method of using the driving thermal cycle system 400 in the third embodiment of the present invention will be described. Figure 5C This is a diagram illustrating the operation mode of the driving thermal cycle system according to the third embodiment of the present invention.

[0154] and Figure 4F The difference lies in the absence of a state where switching valve 103 is not present. The following describes... Figure 5C The specific application methods of #1 to #12 will be explained in detail.

[0155] First, #1 to #3 represent situations where the temperatures of both the electric drive unit 200 and the battery 230 are detected as "low". In this case, the electric drive unit 200 is not working, or even if it is working, its temperature is "low", and the battery 230 needs to be heated.

[0156] #1 indicates that the air conditioner is set to heating mode, in which case the four-way valve 102 is set to state A (see reference). Figure 5A The refrigerant releases heat of Pi via the indoor heat exchanger 321, and absorbs heat of Pe via the outdoor heat exchanger 311. However, when the outside temperature is below freezing, there is a problem that the amount of heat Pe that can be absorbed by the outdoor heat exchanger 311 is very small. Therefore, in this case, a current loss Pd is generated by applying zero torque current, thereby ensuring the heat absorption required for the thermal cycle to be established. Thus, heating energy Pb can be supplied to the battery 230 when the refrigerant passes through it. In addition, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100. With this power supply, the battery 230 self-heats, and thus the temperature gradually rises from a "low" state. Therefore, the battery temperature can be raised to converge within an appropriate operating range without generating a significant temperature difference in the components of the battery 230, thus preventing a reduction in battery life.

[0157] Next, #2 is used when the air conditioner's operating mode is set to cooling. This is extremely rare when the temperatures of the electric drive unit 200 and battery 230 are both "low" (when the outside temperature is low), but it is manageable in this embodiment. At this time, the four-way valve 102 is set to state B (see reference). Figure 5B The refrigerant releases heat from Pe via the outdoor heat exchanger 311, and absorbs heat from Pi via the indoor heat exchanger 321. Similar to the operation in #1, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100. This power supply causes the battery 230 to self-heat, thus gradually increasing its temperature from a "low" state. Furthermore, by applying zero-current torque to the electric drive unit 200, a current loss Pd is generated, which also increases the heating energy Pb of the battery.

[0158] Next, the application of #3 is when the air conditioner operation mode is set to stop, which is the same as the application of #2 except that the indoor fan 322 is stopped so that the heat absorption Pi is zero.

[0159] As described above, in the application of #1 to #3 in this embodiment, based on the battery 230 being disposed between the electric drive unit 200 and the compressor 100, a current loss is generated by applying a zero current torque to the electric drive unit 200, and the refrigerant absorbs heat from it. As a result, the battery 230 can be heated, which is excellent.

[0160] Next, in cases #4 to #6, the temperatures of both the electric drive unit 200 and the battery 230 are detected as "medium". At this time, the electric drive unit 200 is not operating. Furthermore, the temperature of the battery 230 converges within a suitable operating temperature range, and therefore does not require heating.

[0161] #4 indicates that the air conditioner is set to heating mode, in which case the four-way valve 102 is set to state A (see reference). Figure 5A The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pe+Pd+Pb through the outdoor heat exchanger 311, the electric drive unit 200, and the battery 230, respectively. However, the temperatures of the electric drive unit 200 and the battery 230 are both "medium," and therefore sufficiently low. The amount of heat Pd and Pb that can be absorbed by these units is minimal. Thus, the thermal cycle system 400 is primarily established by absorbing heat Pe. In this application, a small amount of electricity is supplied from the battery 230 to drive the compressor 100. This electricity supply causes the battery 230 to self-heat, but the heat Pb generated at this time can be absorbed (cooled) by the refrigerant 402. Furthermore, if the electric drive unit 200 is not in operation for a long period, it can be cooled to a temperature equal to that of the refrigerant 402. In this case, the initial temperature of the electric drive unit 200 can be kept low, so the temperature after operation is lower than usual, reducing power loss. Therefore, the power consumption of the electric drive unit 200 during operation can be reduced.

[0162] Next, #5 is used when the air conditioner is set to cooling mode. At this time, the four-way valve 102 is set to state B (see reference). Figure 5B The refrigerant releases heat from Pe via the outdoor heat exchanger 311, while absorbing heat from Pi+P1b+Pd via the indoor heat exchanger 321, battery 230, and electric drive unit 200, respectively. Compared to application #4, the heat dissipation / heat absorption relationship between Pi and Pe is reversed, but the electric drive unit 200 and battery 230 can be said to be the same as in application #4.

[0163] Next, the application of #6 is the same as the application of #5, except that the indoor fan 322 is stopped so that the heat absorption Pi is zero.

[0164] Next, numbers #7 to #9 represent cases where the temperature of the electric drive unit 200 is detected as "low" or "medium," and the temperature of the battery 230 is detected as "high." At this time, the electric drive unit 200 is not operating. On the other hand, the battery 230's temperature rises due to charging or discharging, requiring cooling. As a typical application, fast charging is envisioned.

[0165] #7 indicates that the air conditioner is set to heating mode. In this case, the four-way valve 102 is set to state A (see reference). Figure 5A The refrigerant releases heat Pi via the indoor heat exchanger 321, while absorbing heat Pd+Pb via the electric drive unit 200 and the battery 230. In this application, the process of absorbing heat Pe via the outdoor heat exchanger 311 is unnecessary. That is, by stopping the outdoor fan 312, the heat Pe absorbed by the outdoor heat exchanger 311 is reduced to zero. Furthermore, the temperature of the electric drive unit 200 is "low" or "medium," which is low enough that very little heat Pd can be absorbed by it. As a result, the maximum cooling capacity of the battery 230 (the upper limit of the heat generation Pb) can be increased to approximately equal the heat exchange capacity Pi of the indoor heat exchanger 321. This solves the problem of battery overheating during fast charging, which prevents the charging time from being shortened. On the other hand, when it is desired to reduce the heating energy supplied to the room, the heat Pi that can be released via the indoor heat exchanger 321 becomes smaller, and therefore, the heat Pb that can be absorbed by the battery 230 also becomes smaller, resulting in insufficient cooling of the battery 230. In this embodiment, in order to solve such a problem, a method is proposed to quickly switch to the use of #9 when the heating energy needs to be reduced in the use of #7 or when the cooling energy of the battery 230 needs to be increased.

[0166] #9 is the case where the air conditioner operation mode is set to off, and it is the same as the application in #6 except that the heat absorption Pb in the battery 230 is large. In this application, the heat Pb that can be absorbed by the battery 230 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, thus avoiding insufficient cooling of the battery 230 and thus reducing its lifespan.

[0167] On the other hand, if operation #9 continues, the state of not supplying heating energy will persist, thus lowering the indoor temperature. Therefore, by repeatedly switching between operation mode #7 and the aforementioned operation mode switching control, the indoor temperature can be maintained near the air conditioner's set temperature, while simultaneously increasing the heat Pb that can be absorbed by the battery 230 to approximately equal to the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, a reduction in the battery 230's lifespan can be avoided.

[0168] Next, #8 is used when the air conditioner is set to cooling mode, which is the same as #5 except that the heat absorption Pb in battery 230 is large.

[0169] Next, #10 to #12 are cases where the temperature of the electric drive unit 200 and the temperature of the battery 230 are both detected as "high". At this time, the electric drive unit 200 is in operation or after operation. On the other hand, the battery 230's temperature rises due to charging or discharging, and it needs to be cooled. As a typical application, consider driving, driving, and charging after driving.

[0170] #10 indicates that the air conditioner is set to heating mode, in which case the four-way valve 102 is set to state A (see reference). Figure 5A The refrigerant releases heat Pi via the indoor heat exchanger 321, while absorbing heat Pd+Pb via the electric drive unit 200 and the battery 230. In this application, the process of absorbing heat Pe via the outdoor heat exchanger 311 is unnecessary. Therefore, by stopping the outdoor fan 312, the heat Pe absorbed by the outdoor heat exchanger 311 is reduced to zero. As a result, the maximum cooling capacity (upper limit of heat generation Pd+Pb) of the electric drive unit 200 and the battery 230 can be increased to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, when it is desired to reduce the heating energy supplied to the room, the heat Pi that can be released via the indoor heat exchanger 321 becomes smaller, and therefore, the heat Pd+Pb that can be absorbed by the electric drive unit 200 and the battery 230 also becomes smaller, resulting in limited output of the electric drive unit 200 and insufficient cooling of the battery 230. In this embodiment, in order to solve such a problem, a method is proposed to quickly switch to the use of #12 when it is necessary to reduce the heating energy in the use of #10 or when it is necessary to cool the battery 230.

[0171] #12 is the case where the air conditioner operation mode is set to off. Except for the large amount of heat absorbed Pd in ​​the electric drive unit 200, it is the same as the application in #9. In this application, the heat Pb+Pd absorbed by the battery 230 and the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, in addition to not needing to impose output limitations on the electric drive unit 200, insufficient cooling of the battery 230 and subsequent reduced lifespan can be avoided.

[0172] On the other hand, if operation #12 continues, the state of not supplying heating energy will persist, thus lowering the indoor temperature. Therefore, by repeatedly switching between operation mode #7 and the aforementioned operation mode switching control, the indoor temperature can be maintained near the air conditioner's set temperature, while simultaneously increasing the heat Pb+Pd absorbed by the battery 230 and electric drive unit 200 to be equal to the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, while adequately cooling the electric drive unit 200, there is no need to impose output limitations, and the lifespan of the battery 230 can be prevented.

[0173] The remaining application of #11 is when the air conditioner is set to cooling mode. Except for the fact that the heat generated by the electric drive unit 200, Pd, is large, it is the same as the application of #8.

[0174] The operation mode of the drive thermal cycle system 400 in this embodiment described above is controlled by the drive thermal cycle system control unit 600. Figure 5D This is a diagram illustrating the control sequence of the driving thermal cycle system according to the third embodiment of the present invention.

[0175] like Figure 5D As shown, the control sequence of the drive thermal cycle system control unit 600 consists of steps S0 to S4. Furthermore, Figure 5D #1 to #12 are related to Figure 5C The application modes #1 to #12 shown have the same definitions. Furthermore, the procedures for steps S0 to S3 are the same as... Figure 4G The process is the same, therefore, the explanation is omitted. Furthermore, the procedure in step S4 is the same as... Figure 4G same.

[0176] Based on the combination of the determination results in steps S1 to S3, one of the operating modes #1 to #12 is uniquely derived. For each derived operating mode, the state of the four-way valve 102, indoor fan 322, outdoor fan 312, and torque zero current control is uniquely determined. Furthermore, when operating modes #1 to #3 are derived, torque zero current is applied when the outside temperature is below a preset threshold (e.g., 0°C). Additionally, when operating mode #7 is derived, the above-described operating mode switching control is used to repeatedly switch between operating mode #9 and operating mode #9. The same switching process is repeated for operating modes #10 and #12.

[0177] As described above, according to the structure of this embodiment, it is possible to provide an air conditioning system and a cooling system that can reduce power consumption and have low cost, as well as a mobile vehicle equipped with the air conditioning system and the cooling system.

[0178] use Figure 6 Other aspects of the driving thermal cycle system 400 in the third embodiment will be described. Figure 6 This is an illustrative diagram of another method of driving the thermal cycle system in the third embodiment of the present invention.

[0179] and Figure 5A The difference lies in the fact that the electric drive units 200a and 200b are arranged side by side. Specifically, it is envisioned that the electric drive units are arranged separately on the front and rear wheels, or that the electric drive units are arranged wheel-by-wheel, such as with in-wheel motors. Furthermore, in Figure 6 The diagram shows a configuration with two electric drive units, but it can also have three or more. In this structure, batteries 230a and 230b are respectively positioned between the electric drive units 200a and 200b and the compressor 100. This reduces the temperature difference between the inlet and outlet of the batteries 230a and 230b, thus preventing a reduction in battery life.

[0180] In conventional systems, the same effect can be achieved by branching the refrigerant supply piping to the battery into two branches. However, in addition to the varying heat dissipation from the piping due to the different piping paths, the flow rate of the branched piping also deviates, making it difficult to cool the two batteries equally. This can easily lead to a situation where the inlet temperature in one battery remains low, while the inlet temperature in the other battery is high, and the outlet temperature further increases. As a result, a significant temperature difference arises between the inside and outside of the battery's components, leading to a reduction in battery life.

[0181] In the structure of this embodiment, the electric drive unit 200a and battery 230a, and the electric drive unit 200b and battery 230b are respectively arranged in groups. Therefore, according to... Figures 5A to 5DThe described principle allows for the appropriate cooling of the electric drive units 200a and 200b, as well as the appropriate heating or cooling of the batteries 230a and 230b. While the branching of the piping is similar to existing systems for supplying refrigerant to the two batteries in parallel, the refrigerant must undergo a heat absorption process by the electric drive units 200a and 200b before reaching the batteries, thus enabling the refrigerant to be controlled at approximately the same temperature. Therefore, the two batteries can be heated or cooled approximately equally, reducing the temperature difference between the inlet and outlet of batteries 230a and 230b.

[0182] Furthermore, in this embodiment, electric motors 210a and 210b with cooling units 211a and 211b and temperature sensors 720a and 720b, and electrical appliances (inverters) 220a and 220b with cooling units 221a and 221b are respectively provided in the two electric drive units 200a and 200b.

[0183] use Figure 7A Other aspects of the driving thermal cycle system 400 in the third embodiment will be described. Figure 7A This is an illustrative diagram of another method of driving the thermal cycle system in the third embodiment of the present invention.

[0184] and Figure 6 The difference lies in that the output of electric drive unit 200b is less than that of electric drive unit 200a, and the battery capacity of battery 230b is greater than that of battery 230a. Specifically, it is conceivable to have electric drive units with different outputs configured for the front and rear wheels, respectively. In this structure, the high-output electric drive unit 200a (heat generation Pd1) and the small-capacity battery 230a (heat generation Pb1) are grouped together. Similarly, the low-output electric drive unit 200b (heat generation Pd2) and the large-capacity battery 230b (heat generation Pb2) are grouped together. This allows the heat generation Pd1+Pb1 and Pd2+Pb2 in the two paths to be balanced. As a result, the temperature difference between batteries 230a and 230b can be reduced, thus preventing a reduction in battery life.

[0185] And, using Figure 7B Other aspects of the third embodiment of the present invention will be described. Figure 7B This is an illustrative diagram of another method of driving the thermal cycle system in the third embodiment of the present invention.

[0186] like Figure 7B As shown, the battery may not be placed between the high-output electric drive unit 200a and the compressor 100, and the low-output electric drive unit 200b and the battery 230 may be grouped together.

[0187] [Example 4]

[0188] exist Figure 8A , 8B The following describes the structure of compressor 100.

[0189] Figure 8A This is a schematic diagram illustrating an embodiment of the compressor driving the thermal cycle system of the present invention. Figure 8A As shown, by configuring the compressor 100 as flat and integrating it with the electric drive unit 200, space saving can be achieved. In existing systems, the compressor 100 and the electric drive unit 200 are configured separately. Therefore, if the structure of the present invention described in Embodiments 1 to 3 is to be implemented, piping connecting the two is required. In addition to increasing the vehicle cost due to the increased number of components, there is also the problem of reducing power consumption due to the increased vehicle weight.

[0190] In contrast, by setting it to Figure 8A Such a structure can significantly reduce the piping connecting the electric drive unit 200 and the compressor 100. In embodiment 3, when set as Figure 7B Based on that structure, the electric drive unit 200a and the compressor 100 are set as Figure 8A That kind of structure will suffice.

[0191] The following is for reference Figure 8B The internal structure of compressor 100 will be described. Figure 8B This is a cross-sectional view showing the internal structure of a compressor according to an embodiment of the driven thermal cycle system of the present invention. In this embodiment, relative to... Figure 8A The compressor motor 101 is located inside (inner side) of the pressure vessel 70.

[0192] The compression mechanism 20 is formed by meshing a vortex-shaped vortex ring upright on the fixed vortex member 21 and a vortex-shaped vortex ring upright on the rotating vortex member 22. The rotating vortex member 22 is supported by a rotor support member 4 disposed on the inner circumference of the rotor 1. Furthermore, the rotor support member 4 is mechanically connected to the crankshaft 31. The rotor 1 consists of a rotor core 2 and permanent magnets 3, and a stator 11 is disposed on its outer circumference with a predetermined gap arranged radially. The stator 11 consists of a stator core 12 and stator windings 13, and a rotational torque is generated between the stator windings 13 and the rotor 1 by energizing the stator windings 13. The rotor 1 and the rotor support member 4 are supported by bearings 30a and 30b for free rotation.

[0193] Compression is achieved by rotating the rotary scroll member 22 using the rotor support member 4 and the crankshaft 31. The compression chamber 23, formed by the fixed scroll member 21 and the rotary scroll member 22, located on the outermost diameter side, moves towards the center of the two scroll members 21 and 22 during rotation, gradually reducing its volume. When the compression chamber reaches near the center of the two scroll members 21 and 22, the compressed gas in the compression chamber 23 is discharged from the outlet 24 connected to the compression chamber 23. The discharged compressed gas reaches the lower part of the pressure vessel 70 through a gas passage (not shown) provided in the fixed scroll member 21, rotor support member 4, stator 11, etc., and is discharged outside the compressor through a discharge pipe (not shown) provided on the side wall of the pressure vessel 70. An oil reservoir 71 is provided in the lower part of the pressure vessel 70. The oil in the oil reservoir 71 is used to lubricate the sliding parts of the rotating scroll member 21 and the crankshaft 31, as well as the bearings 30a and 30b, by utilizing the pressure difference generated by the rotational motion and passing through the oil holes provided in the crankshaft 31.

[0194] By adopting the structure described above, the compressor 100 can be configured in a flat manner, thus enabling integrated configuration with the electric drive unit 200 and saving space.

[0195] [Example 5]

[0196] Reference Figure 9A , 9B An embodiment of the in-wheel motor 1000 will be described. Figure 9A This is a diagram of the fourth embodiment of the present invention, which is a perspective view showing the appearance of an external rotor type in-wheel motor 1000. Figure 9B It is Figure 9A An exploded perspective view of the in-wheel motor 1000 separated along the rotation axis.

[0197] The in-wheel motor 1000 includes: a wheel 1020, a rotor assembly 1070, a stator assembly 1080, an electrical component 220, and a first housing portion 1040. The rotor assembly 1070 includes: a rotor, a rotor housing 1041, and a second housing portion 1042. The stator assembly 1080 includes a stator 1081 and a stator housing 1090. A disc brake 1110 that generates braking force to brake the wheel is installed in the in-wheel motor 1000. The in-wheel motor 1000 is mounted on the frame (chassis) constituting the vehicle body via a suspension device 1120.

[0198] In this embodiment, the electric drive unit 200 of the in-wheel motor 1000 is directly connected to the wheel via a mechanical connection rather than via gears.

[0199] In this embodiment, an in-wheel motor 1000 of the external rotor type is illustrated, but the present invention can also be applied to an in-wheel motor of the internal rotor type.

[0200] By applying the electric drive unit 200 (motor 210 and electrical components 220) of the thermal circulation system 400 of this embodiment to the in-wheel motor 1000, a cooling system that can reduce power consumption and has low cost can be provided.

[0201] [Example 6]

[0202] Figure 10 This is a schematic top view of a vehicle 1600 according to the fifth embodiment of the present invention.

[0203] The vehicle 1600 is equipped with an electric motor 210. The electric motor 210 is fixedly supported on the trolley 1640 by a support member 1610. The rotor of the electric motor 210 is directly connected to the axle 1630, and the electric motor 210 drives the wheels 1620 via the axle 1630. The vehicle also includes a battery 1650 and an electrical appliance 220 that converts the DC power from the battery 1650 into AC power and supplies the AC power to the electric motor 210.

[0204] In the vehicle 1600 of this embodiment, the electric drive unit 200, which includes an electric motor 210 and electrical components 220, is assembled into the thermal cycle system 400 described in any of the above embodiments. In this case, the electric drive unit 200 may be configured to directly transmit the torque of the electric drive unit 200 to the wheels 1620. Alternatively, the electric drive unit 200 may be configured to transmit the torque of the electric drive unit 200 to the wheels via a transmission.

[0205] As explained above, by applying the thermal circulation system 400 and the electric drive unit 200 (electric motor 210 and electrical appliance 220) of this embodiment to the vehicle 1600, it is possible to provide an air conditioning system and a cooling system that can reduce power consumption and have low cost.

[0206] Furthermore, the present invention is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above have been explained in detail for ease of understanding of the present invention, and are not necessarily limited to having all structures. In addition, a part of the structure of one embodiment can be replaced with the structure of another embodiment, and it is also possible to add the structure of another embodiment to the structure of one embodiment. Furthermore, with respect to a part of the structure of each embodiment, other structures can be added, deleted, or replaced.

[0207] Symbol Explanation

[0208] 1…Rotor of a compressor motor, 2…Rotor core of a compressor motor, 3…Permanent magnet of a compressor motor, 4…Rotor support member of a compressor motor, 11…Stator of a compressor motor, 12…Stator core of a compressor motor, 13…Stator winding of a compressor motor, 20…Compression mechanism section, 21…Fixed scroll member, 22…Rotating scroll member, 23…Compression chamber, 24…Discharge port, 30…Bearing, 31…Crankshaft, 70Pressure vessel, 100 …compressor, 101…compressor motor, 102…four-way valve, 103…switching valve, 200…electric drive unit (e-Axle), 201…cooling pump, 202…flow regulating valve, 210…electric motor, 211…electric motor cooling unit, 220…electrical components, 221…electrical component cooling unit, 230…battery, 300…drive unit mounting space, 310…outdoor, 311…outdoor heat exchanger, 312…outdoor fan, 320…indoor, 321…indoor heat exchanger 322…Indoor fan, 400…Heat circulation system, 401…Arrow indicating the flow direction of refrigerant (high temperature), 402…Arrow indicating the flow direction of refrigerant (low temperature), 410…Arrow indicating the flow direction of air in the outdoor unit, 420…Arrow indicating the flow direction of air in the indoor unit, 501…Liquid receiver, 502…Expansion valve, 503…Piping, 600…Heat circulation system control unit, 601…Electric drive temperature determination unit, 602…Air conditioner operation mode determination unit, 603…Four-way valve control unit, 604…Indoor fan control unit, 605…Outdoor fan control unit, 606…Torque zero current control unit, 607…Battery temperature determination unit, 608…Switching valve control unit, 710…Outdoor temperature sensor, 720…Temperature sensor of electric drive unit 200, 730…Indoor temperature sensor, 740…Temperature sensor of battery 230, 1000…In-wheel motor, 1600…Vehicle.

Claims

1. A heat circulation system for controlling the interior air conditioning of a vehicle, characterized in that, have: A compressor; a receiver; an electric drive unit consisting of an electric motor and an electrical appliance supplying appropriate power to the electric motor; refrigerant compressed by the compressor; and an indoor heat exchanger and an outdoor heat exchanger that perform heat exchange on the refrigerant. The thermal cycle system consists of a single circulation path for circulating the refrigerant and includes a four-way valve capable of switching the connection destination of the refrigerant discharge section of the compressor to either the indoor heat exchanger or the outdoor heat exchanger. The single circulation path refers to a structure in which the compressor, expansion valve, outdoor heat exchanger, indoor heat exchanger, and electric drive unit are arranged in a single circulation path for the same refrigerant to flow. The cooling section of the electric drive unit is positioned upstream of the reservoir during the refrigerant flow.

2. The thermal cycling system according to claim 1, characterized in that, By setting the four-way valve to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, the refrigerant supplies heating energy to the room. The relationship between the heat generation Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, and the heat exchange capacity Pe of the outdoor heat exchanger is as follows: Pe+Pd≤Pi It is used in a certain way.

3. The thermal cycling system according to claim 1, characterized in that, By setting the four-way valve to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger, the refrigerant supplies cooling energy to the indoor unit. The relationship between the heat generation Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, and the heat exchange capacity Pe of the outdoor heat exchanger is as follows: Pd + Pi ≤ Pe It is used in a certain way.

4. The thermal cycling system according to claim 1, characterized in that, The state of stopping the mechanical operation of the electric drive unit is maintained, and the electric drive unit generates an electrical loss, so that the refrigerant absorbs heat Pd equivalent to the electrical loss.

5. The thermal cycling system according to claim 1, characterized in that, The electric drive unit includes: an electric motor having a first cooling unit and an electrical component having a second cooling unit. The second cooling section of the electrical appliance is positioned upstream of the first cooling section of the motor during the flow of refrigerant.

6. The thermal cycling system according to claim 1, characterized in that, The electric drive unit includes: an electric motor having a first cooling unit and an electrical component having a second cooling unit. The second cooling section of the electrical appliance is arranged side by side with the first cooling section of the electric motor in the flow of refrigerant.

7. The thermal cycling system according to claim 4, characterized in that, The heat cycle system has: An external temperature sensor detects the external temperature. An electric drive unit temperature sensor that detects the temperature of the electric drive unit; Indoor temperature sensor, which detects the indoor temperature; An indoor fan that promotes heat exchange in the indoor heat exchanger; An outdoor fan that promotes heat exchange in the outdoor heat exchanger; The electric drive unit temperature determination unit determines the temperature of the electric drive unit based on the detection information from the external air temperature sensor and the electric drive unit temperature sensor. The air conditioner operation mode determination unit determines the operation mode of the indoor air conditioner based on the detection information of the indoor temperature sensor and the set temperature of the indoor air conditioner. as well as The thermal circulation system control unit controls the four-way valve, the indoor fan, the outdoor fan, and the generation of power loss based on the determination and calculation results of the temperature determination unit of the electric drive unit and the air conditioner operation mode determination unit.

8. The thermal cycling system according to claim 7, characterized in that, The four-way valve is set to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room. When the detected temperature of the indoor temperature sensor exceeds any threshold based on the set temperature, the heat circulation system control unit stops the indoor fan and sets the four-way valve to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger.

9. The thermal cycling system according to claim 7, characterized in that, When the four-way valve is set to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger, and the indoor fan is stopped, and the indoor temperature sensor detects a temperature lower than any threshold based on the set temperature, the thermal circulation system control unit activates the indoor fan and sets the four-way valve to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger.

10. The thermal cycling system according to claim 7, characterized in that, The four-way valve is set to a first state in which the connection destination of the refrigerant injection section of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room. When the temperature detected by the external temperature sensor is lower than any threshold, the heat cycle system control unit issues a command to generate the power loss.

11. The thermal cycling system according to claim 1, characterized in that, The thermal cycle system includes: a battery that supplies power to the electric drive unit. The battery is positioned downstream of the cooling section of the electric drive unit and upstream of the reservoir during the flow of the refrigerant.

12. The thermal cycling system according to claim 11, characterized in that, The four-way valve is configured in a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, wherein the refrigerant supplies heating energy to the room and also supplies heating energy to the battery. The relationship between the heat generated by the electric drive unit (Pd), the heat exchange capacity (Pi) of the indoor heat exchanger, the heat exchange capacity (Pe) of the outdoor heat exchanger, and the heat generated by heating the battery (Pb) is as follows: Pe + Pd - Pb ≤ Pi It is used in a certain way.

13. The thermal cycling system according to claim 11, characterized in that, The four-way valve is configured in a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, wherein the refrigerant supplies heating energy to the room and cools the battery. The relationship between the heat generation Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation Pb of the battery is as follows: Pe + Pd + Pb ≤ Pi It is used in a certain way.

14. The thermal cycling system according to claim 11, characterized in that, The four-way valve is set to a second state where the refrigerant injection port of the compressor is connected to the outdoor heat exchanger, and the refrigerant supplies cooling energy to the indoor unit, with the following relationship: the heat output Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat output Pb of the battery. Pi + Pd + Pb ≤ Pe It is used in a certain way.

15. The thermal cycling system according to claim 11, characterized in that, The thermal cycle system has at least two sets of the electric drive units, and the battery is disposed downstream of at least one set of the electric drive units in the flow of refrigerant.

16. The thermal cycling system according to claim 11, characterized in that, The heat cycle system has: An external temperature sensor detects the external temperature. An electric drive unit temperature sensor that detects the temperature of the electric drive unit; Indoor temperature sensor, which detects the indoor temperature; A battery temperature sensor that detects battery temperature; An indoor fan that promotes heat exchange in the indoor heat exchanger; An outdoor fan that promotes heat exchange in the outdoor heat exchanger; The electric drive unit temperature determination unit determines the temperature of the electric drive unit based on the detection information from the external air temperature sensor and the electric drive unit temperature sensor. The air conditioner operation mode determination unit determines the operation mode of the indoor air conditioner based on the detection information of the indoor temperature sensor and the set temperature of the indoor air conditioner. The battery temperature determination unit determines the temperature of the battery based on the detection information from the external air temperature sensor and the battery temperature sensor. as well as The thermal circulation system control unit controls the four-way valve, the indoor fan, and the outdoor fan based on the calculation results of the electric drive unit temperature determination unit, the air conditioner operation mode determination unit, and the battery temperature determination unit. It also maintains a state that stops the mechanical operation of the electric drive unit and prevents the generation of electrical losses by the electric drive unit. The refrigerant absorbs heat Pd equivalent to the electrical loss.

17. The thermal cycling system according to claim 16, characterized in that, The four-way valve is set to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room and cools the battery. If the detected temperature of the indoor temperature sensor exceeds any threshold based on the set temperature, the thermal circulation system control unit stops the indoor fan and sets the four-way valve to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger.

18. The thermal cycling system according to claim 16, characterized in that, When the four-way valve is set to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger, and the indoor fan is stopped, and the indoor temperature sensor detects a temperature lower than any threshold based on the set temperature, the thermal circulation system control unit activates the indoor fan and sets the four-way valve to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger.

19. The thermal cycling system according to claim 16, characterized in that, The four-way valve is set to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the battery. When the temperature detected by the external temperature sensor is lower than any threshold, the thermal cycle system control unit issues a command to generate the power loss.

20. The thermal cycling system according to claim 1, characterized in that, The thermal circulation system includes: a battery that supplies power to the electric drive unit; and a switching valve disposed between the four-way valve and the indoor heat exchanger in the single circulation path. The switching valve freely switches between a third state and a fourth state, wherein the third state is a state where the destination is the battery and the refrigerant is not circulated in the battery, and the fourth state is a state where the refrigerant is circulated in the battery in the single circulation path.

21. The thermal cycling system according to claim 20, characterized in that, The four-way valve is set to a first state where the refrigerant injection port of the compressor is connected to the indoor heat exchanger, supplying heating energy to the room. The switching valve is then set to a fourth state where the refrigerant supplies heating energy to the battery. The relationship between the heat output Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat Pb used to heat the battery is as follows: Pe + Pd ≤ Pi + Pb It is used in a certain way.

22. The thermal cycling system according to claim 20, characterized in that, The four-way valve is set to a first state where the refrigerant injection port of the compressor is connected to the indoor heat exchanger, supplying heating energy to the room with the refrigerant. The switching valve is then set to a third state, where the refrigerant is not circulated in the battery, based on the relationship between the heat output Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, and the heat exchange capacity Pe of the outdoor heat exchanger. Pe+Pd≤Pi It is used in a certain way.

23. The thermal cycling system according to claim 20, characterized in that, The four-way valve is set to a second state where the refrigerant injection port of the compressor is connected to the outdoor heat exchanger. The switching valve is set to the third state where the indoor fan of the indoor heat exchanger is stopped. The relationship between the heat output Pd of the electric drive unit and the heat exchange capacity Pe of the outdoor heat exchanger is... Pd≤Pe It is used in a certain way.

24. The thermal cycling system according to claim 20, characterized in that, The four-way valve is set to a second state where the refrigerant injection port of the compressor is connected to the outdoor heat exchanger. The switching valve is set to the fourth state, where the indoor fan of the indoor heat exchanger is stopped. The relationship between the heat output Pd of the electric drive unit, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat output Pb of the battery is as follows: Pb + Pd ≤ Pe It is used in a certain way.

25. The thermal cycling system according to claim 20, characterized in that, The four-way valve is set to a second state where the refrigerant injection port of the compressor is connected to the outdoor heat exchanger. The switching valve is set to the fourth state, where the refrigerant supplies cooling energy to the indoor unit. The relationship between the heat output Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat output Pb of the battery is as follows: Pi + Pb + Pd ≤ Pe It is used in a certain way.

26. The thermal cycling system according to claim 20, characterized in that, The heat cycle system has: An external temperature sensor detects the external temperature. An electric drive unit temperature sensor that detects the temperature of the electric drive unit; Indoor temperature sensor, which detects the indoor temperature; A battery temperature sensor that detects battery temperature; An indoor fan that promotes heat exchange in the indoor heat exchanger; An outdoor fan that promotes heat exchange in the outdoor heat exchanger; The electric drive unit temperature determination unit determines the temperature of the electric drive unit based on the detection information from the external air temperature sensor and the electric drive unit temperature sensor. The air conditioner operation mode determination unit determines the operation mode of the indoor air conditioner based on the detection information of the indoor temperature sensor and the set temperature of the indoor air conditioner. The battery temperature determination unit determines the temperature of the battery based on the detection information from the external air temperature sensor and the battery temperature sensor. as well as The thermal circulation system control unit controls the four-way valve, the indoor fan, and the outdoor fan based on the calculation results of the electric drive unit temperature determination unit, the air conditioner operation mode determination unit, and the battery temperature determination unit. It also maintains a state that stops the mechanical operation of the electric drive unit and prevents the generation of electrical losses by the electric drive unit. The refrigerant absorbs heat Pd equivalent to the electrical loss.

27. The thermal cycling system according to claim 26, characterized in that, The four-way valve is set to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, and the switching valve is set to the third state where the refrigerant supplies heating energy to the room without circulating the refrigerant in the battery. When the detected temperature of the indoor temperature sensor exceeds any threshold based on the set temperature, the heat circulation system control unit stops the indoor fan, sets the four-way valve to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger, and sets the switching valve to the fourth state.

28. The thermal cycling system according to claim 26, characterized in that, The four-way valve is set to a second state where the refrigerant outlet of the compressor is connected to the outdoor heat exchanger, and the switching valve is set to the fourth state. The indoor fan is stopped. When the detected temperature of the indoor temperature sensor is lower than any threshold based on the set temperature, the thermal circulation system control unit enables the indoor fan to operate, sets the four-way valve to a first state where the refrigerant outlet of the compressor is connected to the indoor heat exchanger, and sets the switching valve to the third state.

29. The thermal cycling system according to claim 26, characterized in that, The four-way valve is set to a first state in which the refrigerant outlet of the compressor is connected to the indoor heat exchanger, and the switching valve is set to the fourth state. When the refrigerant supplies heating energy to the battery and the temperature detected by the external temperature sensor is lower than any threshold, the thermal cycle system control unit issues a command to generate the power loss.

30. The thermal cycling system according to claim 1, characterized in that, The thermal cycle system includes: a battery that supplies power to the electric drive unit; an expansion valve that changes the refrigerant from a high temperature to a low temperature; and a switching valve connected to the battery. The battery, the switching valve, and the expansion valve are configured in the single circulation path. The battery and the switching valve are configured in the single-loop path to connect the indoor heat exchanger to the expansion valve. The switching valve freely switches between a third state and a fourth state, wherein the third state is a state where the destination is the battery and the refrigerant is not circulated in the battery, and the fourth state is a state where the refrigerant is circulated in the battery in the single circulation path.

31. An in-wheel motor comprising a wheel and an electric drive unit, characterized in that, have: The thermal cycling system according to claim 1.

32. A vehicle comprising: an electric drive unit; a battery; and electrical components that convert direct current (DC) power from the battery into alternating current (AC) power and supply the AC power to the electric drive unit, characterized in that, The vehicle has: the thermal circulation system as described in claim 1, The electric drive unit is configured to be assembled in the thermal cycle system, and the torque of the electric drive unit is directly transmitted to the wheels.

33. A vehicle comprising: an electric drive unit; a battery; and electrical components that convert direct current (DC) power from the battery into alternating current (AC) power and supply the AC power to the electric drive unit, characterized in that, The vehicle has: the thermal circulation system as described in claim 1, The electric drive unit is configured to be assembled in the thermal cycle system, and the torque of the electric drive unit is transmitted to the wheels via a transmission.

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