Vehicle temperature control system

Abstract

Provided is a temperature control system capable of efficiently heating an object to be heated and a battery mounted on an electric vehicle. A vehicle temperature control system used in an electric vehicle is provided with: a storage container for storing a temperature control liquid; a cooling circuit configured so as to be able to circulate the temperature control liquid in the order of the storage container, the first cooling unit, and the object to be cooled; a heater circuit configured so as to be able to circulate the temperature control liquid in the order of the storage container, the heater, and the object to be heated; a temperature adjusting loop, a temperature control device having (i) a heating flow path connected to a heater circuit and for causing a temperature control liquid heated by a heater to flow from a storage container toward a battery for driving provided in an electric vehicle, (ii) a cooling flow path for causing a cooled temperature control liquid to flow from the storage container toward the battery and a charging unit, and (iii) a recovery flow path for causing the temperature control liquid from the heating flow path and the cooling flow path to flow toward the storage container; and a first valve configured so as to be able to open and close the heating flow path.

Description

Technical Field

[0001] The invention relates to a temperature control system for a vehicle. Background Art

[0002] Regarding temperature control systems for electric vehicles, a battery temperature control system for electric vehicles is disclosed in Patent Document 1. This temperature control system cools the inverter and cools and preheats the battery by circulating liquid between a storage container storing the liquid and the inverter and battery.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2014-58241 Summary of the invention

[0004] In order to enable the electric vehicle to be used appropriately in a cold environment, a temperature control system is desired that can achieve cooling of a cooling target or a battery mounted on the vehicle and can efficiently heat a heating target or a battery mounted on the vehicle.

[0005] The present invention can be implemented as the following aspects.

[0006] (1) According to a first aspect of the present invention, there is provided a vehicle temperature control system used in an electric vehicle. The vehicle temperature control system comprises: a storage container for storing a temperature control liquid; a cooling circuit configured to circulate the temperature control liquid in the order of the storage container, a first cooling unit for cooling the temperature control liquid, and a cooling target provided in the electric vehicle; a heater circuit configured to circulate the temperature control liquid in the order of the storage container, a heater for heating the temperature control liquid, and a heating target provided in the electric vehicle; the temperature control circuit comprising (i) a heating flow path, (ii) a cooling flow path, and (iii) a recovery flow path, the heating flow path being connected to the heater circuit and used to flow the temperature control liquid heated by the heater from the storage container toward a battery for driving the electric vehicle, the cooling flow path being used to flow the cooled temperature control liquid from the storage container toward the battery and a charging unit for charging the battery, and the recovery flow path being used to flow the temperature control liquid from the heating flow path and the cooling flow path toward the storage container; and a first valve configured to open and close the heating flow path.

[0007] If this is the case, the temperature of the temperature regulating liquid in the storage container can be increased by using the waste heat of the vehicle temperature control system by recovering the temperature regulating liquid after cooling the cooling object, the battery, and the charging unit in the cooling circuit and the temperature regulating circuit, respectively. Moreover, the temperature regulating liquid can be used to heat the heating object of the heater circuit and the battery of the heating flow path connected to the heater circuit. Therefore, in the vehicle temperature control system, the battery and the heating object can be effectively heated. (2) In the above method, it can be formed that the cooling flow path branches out at a branch point: a first cooling flow path, which is used to make the temperature regulating liquid flow toward the battery; and a second cooling flow path, which is used to make the temperature regulating liquid flow toward the charging unit, and also has a second valve configured to open and close the second cooling flow path. If this is the case, by opening and closing the second cooling flow path using the second valve, the cooling flow path can be switched between a state in which the temperature regulating liquid flows to the charging unit and a state in which the temperature regulating liquid does not flow. Therefore, for example, by closing the second cooling flow path when cooling of the battery is required and cooling of the charging unit is not required, the battery can be cooled more effectively. (3) In the above method, the cooling flow path can be connected to the first part of the cooling circuit, which is located downstream of the first cooling part and upstream of the cooling object, and further has a third valve arranged at the connection point between the cooling circuit and the cooling flow path and configured to open and close the cooling circuit and the cooling flow path. If this is the case, the temperature regulating liquid cooled in the cooling circuit can be used to cool the battery and the charging unit. (4) In the above method, the cooling flow path can be formed through the second cooling part of the cooling flow path to cool the temperature regulating liquid flowing in the second part located upstream of the battery and the charging unit. If this is the case, the battery can be cooled by the temperature regulating liquid cooled by the second cooling part in the cooling flow path. (5) In the above-mentioned method, the second cooling unit may include a radiator and a cooler for cooling the temperature control liquid. In this case, the battery can be cooled more effectively in the cooling flow path. (6) In the above-mentioned method, the cooler may be configured to supply the heat of the temperature control liquid to the heater circuit. In this case, the cooler can be used to cool the temperature control liquid in the cooling flow path, and the heat of the temperature control liquid can be supplied to the heater circuit. Therefore, waste heat can be used more effectively in the vehicle temperature control system.

[0008] (7) In the above-mentioned method, it can be formed that the cooling flow path is provided with a first regulating valve configured to be able to adjust the flow rate of the cooled temperature regulating liquid flowing from the storage container to the battery in the cooling flow path, and the heating flow path is provided with a second regulating valve configured to be able to adjust the flow rate of the temperature regulating liquid flowing from the heater circuit to the battery in the heating flow path, and further has: a temperature sensor that measures the temperature of the battery; and a control unit that controls the first regulating valve and the second regulating valve, and the control unit controls the first regulating valve and the second regulating valve according to the measurement value of the temperature sensor. If this is the case, the flow rate of the temperature regulating liquid flowing toward the battery in the cooling flow path and the flow rate of the temperature regulating liquid flowing toward the battery in the heating flow path can be adjusted according to the temperature of the battery. Therefore, the temperature of the battery can be controlled more finely. (8) In the above-mentioned method, the cooling object may include at least one of a motor and an inverter that are supplied with power from the battery and used to drive the electric vehicle, and the heating object may include a heating core that is used to heat the cabin of the electric vehicle. In this case, the cooling circuit can be used to cool the motor and the inverter, and the heater circuit can be used to heat the heating core that is used to heat the cabin.

[0009] The present invention can be implemented in various forms other than the above-described vehicle temperature control system, for example, a method for controlling a vehicle temperature control system, an electric vehicle equipped with a vehicle temperature control system, and the like. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is an explanatory diagram showing a schematic configuration of a temperature control system according to the first embodiment.

[0011] Figure 2 It is an explanatory diagram showing an example of a control pattern of a temperature control system.

[0012] Figure 3 It is an explanatory diagram showing a state where the temperature control system is controlled in the first mode.

[0013] Figure 4 It is an explanatory diagram showing a state where the temperature control system is controlled in the second mode.

[0014] Figure 5 It is an explanatory diagram showing a state where the temperature control system is controlled in the third mode.

[0015] Figure 6 It is an explanatory diagram of the case where the temperature control system is controlled in the fourth mode.

[0016] Figure 7 It is an explanatory diagram of the case where the temperature control system is controlled in the sixth mode.

[0017] Figure 8 It is an explanatory diagram of the case where the temperature control system is controlled in the seventh mode.

[0018] Fig. 9 It is an explanatory diagram of the case where the temperature control system is controlled in the eighth mode.

[0019] Fig.10 It is an explanatory diagram of the case where the temperature control system is controlled in the ninth mode.

[0020] Fig.11 It is an explanatory diagram of the case where the temperature control system is controlled in the tenth mode.

[0021] Fig.12 It is an explanatory diagram of the case where the temperature control system is controlled in the eleventh mode.

[0022] Fig.13 This is an explanatory diagram of the case where the temperature control system is controlled in the twelfth mode.

[0023] Fig.14 It is an explanatory diagram showing a schematic configuration of a temperature control system according to a second embodiment.

[0024] Fig.15 It is an explanatory diagram showing a schematic configuration of a temperature control system according to a third embodiment. DETAILED DESCRIPTION

[0025] A. First Implementation Method:

[0026] Figure 1 1 is an explanatory diagram showing a schematic structure of a temperature control system 100 according to the first embodiment. The temperature control system 100 is a vehicle temperature control system, which is installed in an electric vehicle Vc and uses a temperature control liquid Lq to control the temperature of various parts of the electric vehicle Vc. The temperature control liquid Lq is a liquid used in the temperature control system 100 to control the temperature of various parts of the electric vehicle Vc. As the temperature control liquid Lq, for example, water can be used, or a long-life coolant (LLC) containing ethylene glycol, propylene glycol, etc. as a main component can be used.

[0027] In this embodiment, the electric vehicle Vc is configured as a BEV (Battery Electric Vehicle), and has a battery DB, a motor Mt, and an inverter Iv for driving the electric vehicle Vc, and a charging unit CU for charging the battery DB. In addition, in other embodiments, if the electric vehicle Vc has a battery DB and a charging unit CU, it may not be configured as a BEV, for example, it may be a PHEV (Plug-in Hybrid Electric Vehicle).

[0028] Vehicle), FCV (Fuel Cell Vehicle).

[0029] The battery DB is configured as a lithium-ion battery, for example, and supplies driving power to the motor Mt and the inverter Iv. The battery DB can be configured as a battery having an electrolyte solution including a lithium salt, an organic solvent, and an additive as an electrolyte, or can be configured as a so-called all-solid battery having a solid electrolyte. The temperature control system 100 of this embodiment is provided with a temperature sensor 91 for measuring the temperature of the battery DB. The measured value of the temperature sensor 91 is sent to the control unit 300. The charging unit CU is composed of a converter that converts an AC voltage supplied from an external power supply (e.g., a commercial power supply) into a DC voltage, and a DC / DC converter electrically connected to the converter.

[0030] The temperature control system 100 includes: a storage container 101 for storing a temperature control liquid Lq; a cooling circuit 110 for cooling a cooling object 20; a heater circuit 130 for heating a heating object 30; a temperature control circuit 150 for cooling and heating a battery DB and cooling a charging unit CU; and a control unit 300. The temperature control liquid Lq flows through each of the above circuits. Figure 1 The flow direction of the temperature control liquid Lq in each circuit is appropriately indicated by a white arrow. A pump 102 for supplying the temperature control liquid Lq to each of the above-mentioned circuits is fixed to the storage container 101 in the present embodiment. The storage container 101 and the pump 102 in the present embodiment are commonly used for each circuit in order to circulate the temperature control liquid Lq in the cooling circuit 110, the heater circuit 130, and the temperature control circuit 150. Hereinafter, the objects heated and cooled by the temperature control liquid Lq of the temperature control system 100, such as the cooling object 20, the heating object 30, the battery DB, and the charging unit CU, are also referred to as temperature control objects without distinction. In addition, in other embodiments, the pump 102 may not be fixed to the storage container 101.

[0031] The cooling object 20 in this embodiment is the motor Mt and the inverter Iv. The heating object 30 is a heating core HC for heating the vehicle interior of the electric vehicle Vc. The heating core HC constitutes a part of the HVAC (Heating, Ventilation, and Air Conditioning) system 250 of the electric vehicle Vc.

[0032] The cooling circuit 110 is configured to circulate the temperature control liquid Lq in the order of the storage container 101, the first cooling unit 111 for cooling the temperature control liquid Lq, and the cooling object 20. The cooling circuit 110 includes a first flow path 11 that connects the storage container 101 and the first cooling unit 111, a second flow path 12 that connects the first cooling unit 111 and the cooling object 20, and a third flow path 13 that connects the cooling object 20 and the storage container 101. In the present embodiment, the first flow path 11 is connected to the pump 102. In the cooling circuit 110, the second flow path 12 is located downstream of the first flow path 11, and the third flow path 13 is located downstream of the second flow path 12. Hereinafter, the portion of the cooling circuit 110 that is located downstream of the first cooling unit 111 and upstream of the cooling object 20 is also referred to as the first portion. In the present embodiment, the second flow path 12 corresponds to the first portion. Each flow path included in the cooling circuit 110 , and each flow path included in the heater circuit 130 and the temperature control circuit 150 described later are respectively formed of, for example, a rubber hose or a nylon tube.

[0033] The first cooling unit 111 in this embodiment is configured as a radiator. For example, the cooling capacity of the first cooling unit 111 is controlled by controlling the rotation speed of the radiator fan under the control of the control unit 300. In other embodiments, the first cooling unit 111 may include a cooler in addition to the radiator or in place of the radiator.

[0034] The heater circuit 130 is configured to circulate the temperature control liquid Lq in sequence among the storage container 101, the heater 131 for heating the temperature control liquid Lq, and the heating object 30. The heater circuit 130 includes a fourth flow path 31 that connects the storage container 101 and the heater 131, a fifth flow path 32 that connects the heater 131 and the heating object 30, and a sixth flow path 33 that connects the heating object 30 and the storage container 101. In the present embodiment, the fourth flow path 31 is connected to the pump 102. In the heater circuit 130, the second flow path 12 is located downstream of the first flow path 11, and the third flow path 13 is located downstream of the second flow path 12. The heater 131 is composed of, for example, an electric heating wire heater or a PTC (Positive Temperature Coefficient) heater, and is controlled by the control unit 300.

[0035] The temperature control circuit 150 includes a heating flow path 151, a cooling flow path 152, and a recovery flow path 156. The heating flow path 151 is a flow path for causing the temperature control liquid Lq heated by the heater 131 to flow from the storage container 101 toward the battery DB. The heating flow path 151 is connected to the heater circuit 130. More specifically, the heating flow path 151 is connected to the fifth flow path 32. The cooling flow path 152 is a flow path for causing the cooled temperature control liquid Lq to flow from the storage container 101 toward the battery DB and the charging unit CU. The cooling flow path 152 in this embodiment is connected to the first flow path 11. The recovery flow path 156 is a flow path for causing the temperature control liquid Lq from the heating flow path 151 and the cooling flow path 152 to flow toward the storage container 101.

[0036] The cooling flow path 152 of the present embodiment is configured as a flow path branched at a branch point 159, and includes a common flow path 153, a first cooling flow path 154, and a second cooling flow path 155. The common flow path 153 is a flow path from the battery DB toward the branch point 159. The first cooling flow path 154 is a flow path extending from the branch point 159 for causing the temperature regulating liquid Lq to flow toward the battery DB. The second cooling flow path 155 is a flow path extending from the branch point 159 for causing the temperature regulating liquid Lq to flow toward the charging unit CU. That is, the cooling flow path 152 branches into the first cooling flow path 154 and the second cooling flow path 155 at the branch point 159. The recovery flow path 156 is connected to the flow paths 51 and 162 at a confluence point 50 where the flow path 51 extending from the battery DB toward the storage container 101 and the flow path 52 extending from the charging unit CU toward the storage container 101 converge.

[0037] The cooling flow path 152 in the present embodiment passes through the second cooling unit 160. The second cooling unit 160 cools the temperature regulating liquid Lq flowing in the second part. The second part is a part of the cooling flow path 152 that is located upstream of the battery DB and the charging unit CU. In more detail, in the present embodiment, the common flow path 153 is equivalent to the second part, and the common flow path 153 passes through the second cooling unit 160. The second cooling unit 160 in the present embodiment has a radiator 161 and a cooler 170. The cooler 170 in the present embodiment is configured to be able to cool the part of the common flow path 153 that is downstream of the radiator 161. The cooling capacity of the second cooling unit 160 is controlled by controlling the rotation speed of the radiator fan of the radiator 161 and each part of the cooler 170 under the control of the control unit 300.

[0038] The temperature control system 100 of the present embodiment is provided with a refrigerant circuit including a cooler 170, a cooler 170, a compressor 172, a water-cooled condenser 173, a second evaporator 174, a first expansion valve 175, and a second expansion valve 176, so as to circulate the refrigerant. Figure 1In the figure, the refrigerant flow path 70 as the flow path of the refrigerant of the refrigerant circuit is indicated by a dashed line, and the flow direction of the refrigerant in the refrigerant flow path 70 is indicated by a hatched arrow. In the present embodiment, the refrigerant flow path 70 branches into a first refrigerant flow path 71 and a second refrigerant flow path 72 at a branch point 78. The first refrigerant flow path 71 and the second refrigerant flow path 72 merge at a confluence point 79.

[0039] The cooler 170 performs heat exchange between the refrigerant in the refrigerant flow path 70 and the temperature control liquid Lq flowing in the common flow path 153 downstream of the radiator 161. The temperature control liquid Lq flowing in the common flow path 153 is cooled by the heat exchange. The compressor 172 compresses the refrigerant supplied from the cooler 170 and the second evaporator 174, and sends the refrigerant having a high temperature and a high pressure by compression to the water-cooled condenser 173. The compressor 172 is provided downstream of the above-mentioned junction 79. The water-cooled condenser 173 performs heat exchange between the temperature control liquid Lq flowing in the fourth flow path 31 of the heater circuit 130 and the refrigerant sent from the compressor 172. The temperature control liquid Lq flowing in the fourth flow path 31 is heated by the heat exchange, and the refrigerant in the refrigerant flow path 70 is cooled. That is, the cooler 170 in the present embodiment is configured to be able to supply the heat of the temperature control liquid Lq to the heater circuit 130. The first expansion valve 175 and the cooler 170 are provided in the first refrigerant flow path 71. The first expansion valve 175 expands the refrigerant cooled by the water-cooled condenser 173, and supplies the refrigerant having a low temperature and a low pressure by the expansion to the cooler 170. The second evaporator 174 and the second expansion valve 176 are provided in the second cooling flow path 155. The second expansion valve 176 expands the refrigerant cooled by the water-cooled condenser 173, and supplies the refrigerant having a low temperature and a low pressure by the expansion to the second evaporator 174. The second evaporator 174 constitutes a part of the HVAC system 250, and is used for cooling the cabin of the electric vehicle Vc.

[0040] The temperature control system 100 includes a first valve 61 and a second valve 62. In addition, the temperature control system 100 of the present embodiment includes a third valve 63 and a fourth valve 74. Each valve is configured as an electric switching valve, for example. In this case, each valve may be configured to operate the valve body using an electric actuator, or may be configured to operate the valve body using a solenoid, and the operation of each valve is controlled by the control unit 300.

[0041] The first valve 61 is configured to be able to open and close the heating flow path 151. The first valve 61 in the present embodiment is provided at the connection point CP1 between the fifth flow path 32 and the heating flow path 151. In addition, the first valve 61 is configured to be able to open and close the fifth flow path 32 on the basis of the heating flow path 151. In more detail, the first valve 61 is configured to be able to switch between a state in which both the heating flow path 151 and the fifth flow path 32 are open, a state in which only the heating flow path 151 is open, a state in which only the fifth flow path 32 is open, and a state in which both are closed. It can also be said that the first valve 61 restricts and allows the flow f1 and the flow f2, respectively. The flow f1 is the flow of the temperature regulating liquid Lq from the heater circuit 130 toward the heating flow path 151 at the connection point CP1. The flow f2 is the flow of the temperature regulating liquid Lq from the heater 131 toward the heating core HC at the connection point CP1.

[0042] The second valve 62 is configured to be able to open and close the second cooling flow path 155. The second valve 62 in this embodiment is provided at the branch point 159. In addition, the second valve 62 is configured to be able to open and close the first cooling flow path 154 on the basis of the second cooling flow path 155. In more detail, the second valve 62 is configured to be able to switch between a state in which both the first cooling flow path 154 and the second cooling flow path 155 are opened, a state in which only the first cooling flow path 154 is opened, a state in which only the second cooling flow path 155 is opened, and a state in which both are closed. It can also be said that the second valve 62 restricts and allows the flow f3 and the flow f4, respectively. The flow f3 is the flow of the temperature regulating liquid Lq from the common flow path 153 toward the second cooling flow path 155 at the branch point 159. The flow f4 is the flow of the temperature regulating liquid Lq from the common flow path 153 toward the first cooling flow path 154 at the branch point 159.

[0043] The third valve 63 is provided at the connection point CP2 of the cooling circuit 110 and the cooling flow path 152. The third valve 63 is configured to be able to open and close the cooling circuit 110 and the cooling flow path 152. In more detail, the third valve 63 is configured to be able to switch between a state in which both the first flow path 11 of the cooling circuit 110 and the common flow path 153 of the cooling flow path 152 are opened, a state in which only the first flow path 11 is opened, a state in which only the common flow path 153 is opened, and a state in which both are closed. It can also be said that the third valve 63 restricts and allows the flow f5 and the flow f6, respectively. The flow f5 is the flow of the temperature regulating liquid Lq from the cooling circuit 110 toward the common flow path 153 at the connection point CP2. The flow f6 is the flow of the temperature regulating liquid Lq from the upstream of the cooling circuit 110 toward the downstream of the connection point CP2.

[0044] The fourth valve 74 is arranged at the branch point 78 of the refrigerant flow path 70. The fourth valve 74 is configured to be able to open and close the first refrigerant flow path 71 and the second refrigerant flow path 72. In more detail, the fourth valve 74 is configured to be able to switch between a state in which both the first refrigerant flow path 71 and the second refrigerant flow path 72 are opened, a state in which only the first refrigerant flow path 71 is opened, a state in which only the second refrigerant flow path 72 is opened, and a state in which both are closed. It can also be said that the fourth valve 74 restricts and allows flow f7 and flow f8, respectively. Flow f7 is the flow of the refrigerant from the water-cooled condenser 173 toward the first expansion valve 175 at the branch point 78. Flow f8 is the flow of the refrigerant from the water-cooled condenser 173 toward the second expansion valve 176 at the connection point CP3.

[0045] The control unit 300 is a control device that controls the overall operation of the temperature control system 100. The control unit 300 is composed of a computer, which has: one or more processors 310; a storage device 320 composed of a main storage device and an auxiliary storage device; an input / output interface for inputting and outputting signals to and from the outside; and an internal bus. The processor 310, the storage device 320, and the input / output interface are connected via the internal bus in a manner that enables bidirectional communication. The processor 310 executes the program stored in the storage device 320, thereby enabling the control unit 300 to realize functions such as controlling the pump 102, the first cooling unit 111, the second cooling unit 160, the heater 131, the HVAC system 250, and various valves in the temperature control system 100. In other embodiments, the control unit 300 may be composed of a combination of multiple circuits, for example. In addition, a control computer for controlling the drive and various operations of the electric vehicle Vc, for example, may function as the control unit 300.

[0046] Figure 2 1 is an explanatory diagram showing an example of a control mode of the temperature control system 100. Figure 2 In FIG. 1 , the first mode Md1 to the twelfth mode Md12 are shown as examples of the control modes of the temperature control system 100. Figure 2 1 and 2 show the mode selection conditions indicating the conditions for selecting each control mode and the control contents of each control mode. The control unit 300 in this embodiment selects a control mode according to the mode selection conditions.

[0047] exist Figure 2 In FIG. 1 , “air conditioning of vehicle interior”, “cooling of cooling object”, “battery temperature control”, and “charging unit cooling” are shown as mode selection conditions. Figure 2 , as the control contents, the difference in restriction or permission of each flow by each valve, the movable on / off of the heater 131 , and the on / off of the cooler 170 are shown.

[0048] “Vehicle interior air conditioning” in the mode selection condition indicates a demand for air conditioning in the vehicle interior of the electric vehicle Vc, and indicates whether heating or cooling of the vehicle interior is required, or neither of them is required.

[0049] "Cooling of the cooling object" indicates the need for cooling the cooling object 20, indicating whether the cooling of the cooling object 20 is required. For example, when the measured value of the temperature sensor (not shown) for measuring the temperature of the inverter Iv is greater than the threshold value, the control unit 300 determines that the cooling of the cooling object 20 is required. For example, the threshold value is specified based on the heat resistance temperature of the semiconductor included in the inverter Iv, preferably less than or equal to 125°C, more preferably less than or equal to 80°C, and further preferably less than or equal to 70°C. In addition, in order to suppress the energy loss caused by the overcooling of the inverter Iv, the threshold value is preferably greater than or equal to 60°C. The inverter Iv is not driven when the electric vehicle Vc stops (including when the electric vehicle Vc is charged), and is driven when the electric vehicle Vc is running. Therefore, the temperature of the inverter Iv mainly rises when the electric vehicle Vc is running, and is more likely to rise due to high-speed driving than normal driving. Normal driving refers to the electric vehicle Vc running at a speed lower than a predetermined reference speed (for example, 80km / h). High-speed driving means that the electric vehicle Vc travels at a speed greater than or equal to a predetermined reference speed.

[0050] “Battery temperature control” indicates the need for temperature control of the battery DB, indicating whether heating or cooling of the battery DB is required, or neither. Figure 2The "cooling (strong)" indicates the need for high-intensity cooling of the battery DB. When the measured value of the temperature sensor 91 is higher than the predetermined appropriate temperature range of the battery DB, the control unit 300 determines that the cooling of the battery DB is required, and when the measured value of the temperature sensor is lower than the appropriate temperature range, it is determined that the heating of the battery DB is required. In addition, when the value of the temperature sensor is lower than the predetermined temperature lower than the lower limit of the appropriate temperature range, the control unit 300 determines that a higher intensity cooling is required. The appropriate temperature range of the battery DB is, for example, defined as a temperature range that can achieve a higher charge and discharge performance than the battery DB. For example, when the battery DB is configured as a lithium-ion battery with an electrolyte, the lower limit value of the appropriate temperature range of the battery DB is preferably greater than or equal to 10°C, and more preferably greater than or equal to 20°C. In addition, in this case, the upper limit value of the appropriate temperature range of the battery DB is preferably less than or equal to 30°C, and more preferably less than or equal to 25°C. The temperature of the battery DB decreases, for example, due to a decrease in the outside temperature, and increases due to the driving of the electric vehicle Vc, the use of an external power supply, and the charging of the battery DB by the charging unit CU. In particular, the temperature of the battery DB is more likely to increase due to high-speed driving than normal driving, and is more likely to increase due to rapid charging than normal charging. Rapid charging means charging the battery DB at a higher speed than normal charging. For rapid charging, an external charger capable of supplying higher output power than the external charger used for normal charging of the battery DB is used.

[0051] "Charging unit cooling" indicates the need for cooling the charging unit CU, and indicates whether the cooling of the charging unit CU is required. For example, when the measured value of the temperature sensor (not shown) for measuring the temperature of the charging unit CU is higher than a predetermined threshold value, the control unit 300 determines that the cooling of the charging unit CU is required. For example, it is preferable to define the threshold value so as to suppress the reduction in the charging performance of the battery DB caused by the heating of the charging unit CU. The charging performance of the charging unit CU is reduced due to an excessive increase in the temperature of the connector part of the charging unit CU to which the external conductor is connected, for example, for charging the battery DB. The charging unit CU does not operate when the electric vehicle Vc is traveling or simply stopped, but operates when the battery DB is charging. Therefore, the temperature of the charging unit CU mainly increases when the battery DB is charged, and is more likely to increase due to rapid charging than normal charging.

[0052] like Figure 2As shown, when there is a demand for heating the vehicle interior, the first mode Md1 to the fourth mode Md4 are selected. Therefore, for example, in a cold environment (for example, winter), the possibility of selecting the first mode Md1 to the fourth mode Md4 is high. When there is no demand for heating and cooling, the fifth mode Md5 to the eighth mode Md8 are executed. Therefore, for example, in spring and autumn, the possibility of selecting the fifth mode Md5 to the eighth mode Md8 is high. When there is a demand for cooling the vehicle interior, the ninth mode Md9 to the twelfth mode Md12 are executed. Therefore, for example, in summer, the possibility of selecting the ninth mode Md9 to the twelfth mode Md12 is high.

[0053] Figure 3 1 is an explanatory diagram showing a state where the temperature control system 100 is controlled in the first mode Md1. Figure 3 In the figure, the thick lines indicate the flow paths of the temperature control liquid Lq in each flow path in each circuit. For example, the first mode Md1 is selected immediately after the electric vehicle Vc is started in the morning in winter when the outside temperature is particularly likely to drop (for example, minus 20 degrees Celsius). Figure 2 and Figure 3 As shown, in the first mode Md1, the first valve 61 is controlled to allow the flows f1 and f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to restrict the flows f5 and f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, the heater 131 is controlled to be turned on, and the cooler 170 is controlled to be turned off. As a result, in the first mode Md1, as shown in FIG. Figure 3 As shown, the heating object 30 is heated by the heater circuit 130 , and the temperature regulating liquid Lq heated by the heater circuit 130 is supplied to the battery DB via the heating flow path 151 , thereby heating the battery DB.

[0054] Figure 4 is with Figure 3 The diagrams for explaining the control of the temperature control system 100 in the second mode Md2 are substantially similar. For example, the second mode Md2 is selected when the electric vehicle Vc is normally driven in winter. Figure 2 and Figure 4 As shown, in the second mode Md2, the first valve 61 is controlled to restrict the flow f1 and allow only the flow f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to restrict the flow f5 and allow only the flow f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, the heater 131 is controlled to be turned on, and the cooler 170 is controlled to be turned off. As a result, in the second mode Md2, as shown in FIG. Figure 4As shown in the second mode Md2, the cooling object 20 is cooled by the cooling circuit 110, and the heating object 30 is heated by the heater circuit 130. The temperature control liquid Lq that has cooled the cooling object 20 by the cooling circuit 110 is recovered to the storage container 101. As a result, the waste heat in the cooling circuit 110 is recovered to the storage container 101 via the temperature control liquid Lq. The temperature of the temperature control liquid Lq in the storage container 101 is increased by the waste heat recovered in this way. That is, in the second mode Md2, the waste heat of the cooling circuit 110 that is recovered to the storage container 101 via the temperature control liquid Lq can be used to heat the heating object 30.

[0055] Figure 5 is with Figure 3 The third mode Md3 is selected when the electric vehicle Vc is driven at a high speed in winter, for example. Figure 2 and Figure 5 As shown, in the third mode Md3, the first valve 61 is controlled to allow only the flow f2, the second valve 62 is controlled to restrict the flow f3 and allow only the flow f4, the third valve 63 is controlled to allow the flows f5 and f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, the heater 131 is controlled to be turned on, and the cooler 170 is controlled to be turned off. As a result, in the third mode Md3, the cooling object 20 is cooled by the cooling circuit 110, and the temperature control liquid Lq cooled by the radiator 161 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. In addition, the heating object 30 is heated by the heater circuit 130. The temperature control liquid Lq that has cooled the cooling object 20 by the cooling circuit 110 and the temperature control liquid Lq that has cooled the battery DB by the temperature control circuit 150 are respectively recovered to the storage container 101. As a result, waste heat in the cooling circuit 110 and the temperature control circuit 150 is recovered to the storage tank 101 via the temperature control liquid Lq. That is, in the third mode Md3, waste heat in the cooling circuit 110 and the temperature control circuit 150 recovered to the storage tank 101 via the temperature control liquid Lq can be used to heat the heating object 30.

[0056] In addition, for example, when the electric vehicle Vc stops after running by normal driving or high-speed driving, the first mode Md1 can be selected. More specifically, when the temperature of the battery DB is lower than the appropriate temperature range due to the influence of the low outside temperature during the stop of the electric vehicle Vc, the first mode Md1 is selected. In this case, the waste heat recovered to the storage container 101 in the second mode Md2 and the third mode Md3 before the first mode Md1 is selected can be used for heating the battery DB. In addition, when cooling the cooling object 20 is required in addition to heating the battery DB, the cooling object 20 can be cooled by changing the control state of the third valve 63 from the control state of the third valve 63 in the first mode Md1 to allow the flow f6.

[0057] Figure 6 is with Figure 3 The following is a diagram showing a case where the temperature control system 100 is controlled in the fourth mode Md4 in a substantially similar manner. Figure 6 In FIG. 1 , the refrigerant flow path in each flow path of the refrigerant flow path 70 is indicated by a bold line. For example, when charging the battery DB in winter, the fourth mode Md4 is selected. In particular, when charging the battery DB quickly in winter, the fourth mode Md4 is selected. Figure 2 and Figure 6 As shown, in the fourth mode Md4, the first valve 61 is controlled to allow only the flow f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow only the flow f5 and restrict the flow f6, and the fourth valve 74 is controlled to allow only the flow f7 and restrict the flow f8, and the heater 131 and the cooler 170 are controlled to be turned on. As a result, in the fourth mode Md4, as shown in FIG. Figure 6 As shown, the temperature regulating liquid Lq cooled by the radiator 161 and the cooler 170 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. In addition, the cooled temperature regulating liquid Lq is supplied to the charging unit CU via the second cooling flow path 155, thereby cooling the charging unit CU. In addition, the heating object 30 is heated by the heater circuit 130. The temperature regulating liquid Lq that has cooled the battery DB and the charging unit CU by the temperature regulating circuit 150 is recovered to the storage container 101. As a result, the waste heat in the temperature regulating circuit 150 is recovered to the storage container 101 via the temperature regulating liquid Lq. That is, in the third mode Md3, the waste heat in the temperature regulating circuit 150 that is recovered to the storage container 101 via the temperature regulating liquid Lq can be used for heating the heating object 30.

[0058] For example, in spring and autumn when air conditioning of the vehicle cabin is not required, the fifth mode Md5 is selected immediately after the electric vehicle Vc is started. Figure 2 As shown, in the fifth mode Md5 , each valve is controlled so as to restrict all flows of the flows f1 to f8 , and the heater 131 and the cooler 170 are controlled to be turned off.

[0059] Figure 7 is with Figure 6 The sixth mode Md6 is selected when the electric vehicle Vc is normally driven in an environment where air conditioning of the vehicle interior is not required. Figure 2 and Figure 7 As shown, in the sixth mode Md6, the first valve 61 is controlled to restrict flows f1 and f2, the second valve 62 is controlled to restrict flows f3 and f4, the third valve 63 is controlled to allow only flow f6, the fourth valve 74 is controlled to restrict flows f7 and f8, and the heater 131 and the cooler 170 are controlled to be turned off. As a result, in the sixth mode Md6, as shown in FIG. Figure 7 As shown, the cooling object 20 is cooled by the cooling circuit 110 .

[0060] Figure 8 is with Figure 6 The diagrams for explaining the control of the temperature control system 100 in the seventh mode Md7 are substantially the same. For example, the seventh mode Md7 is selected when the electric vehicle Vc is driven at high speed in an environment where air conditioning of the vehicle interior is not required. Figure 2 and Figure 8 As shown, in the seventh mode Md7, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow the flows f5 and f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, and the heater 131 and the cooler 170 are controlled to be turned off. As a result, in the seventh mode Md7, as shown in FIG. Figure 8 As shown, the cooling object 20 is cooled by the cooling circuit 110 , and the temperature regulating liquid Lq cooled by the radiator 161 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154 , thereby cooling the battery DB.

[0061] Fig. 9 is with Figure 6 The diagram for explaining the case where the temperature control system 100 is controlled in the eighth mode Md8 is similarly shown. For example, when the battery DB is charged in an environment where air conditioning of the vehicle interior is not required, and in particular, when the battery DB is quickly charged, the eighth mode Md8 is selected. Figure 2 and Fig. 9As shown, in the eighth mode Md8, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow only the flow f5, the fourth valve 74 is controlled to allow only the flow f7, the heater 131 is controlled to be turned off, and the cooler 170 is controlled to be turned on. As a result, in the eighth mode Md8, as shown in FIG. Fig. 9 As shown, the temperature regulating liquid Lq cooled by the radiator 161 and the cooler 170 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. In addition, the cooled temperature regulating liquid Lq is supplied to the charging unit CU via the second cooling flow path 155, thereby cooling the charging unit CU.

[0062] Fig.10 is with Figure 6 In a similar manner, the following diagram shows a case where the temperature control system 100 is controlled in the ninth mode Md9. For example, the ninth mode Md9 is selected immediately after the electric vehicle Vc is started in the summer when the outside temperature is high (for example, 30°C). Figure 2 and Fig.10 As shown, in the ninth mode Md9, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to restrict the flows f5 and f6, the fourth valve 74 is controlled to restrict the flow f7 and allow only the flow f8, the heater 131 is controlled to be turned off, and the cooler 170 is controlled to be turned on. As a result, in the ninth mode Md9, the temperature control by the temperature control liquid Lq in each circuit is not performed, and only the vehicle interior is cooled by the cooler 170.

[0063] Fig.11 is with Figure 6 The diagrams for explaining the control of the temperature control system 100 in the tenth mode Md10 are substantially similar. For example, the tenth mode Md10 is selected when the electric vehicle Vc is normally driven in summer. Figure 2 and Fig.10 As shown, in the tenth mode Md10, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to allow only the flow f6, the fourth valve 74 is controlled to allow only the flow f8, the heater 131 is controlled to be turned off, and the cooler 170 is controlled to be turned on. As a result, in the tenth mode Md10, as shown in FIG. Fig.11 As shown, the cooling object 20 is cooled by the cooling circuit 110 , and the vehicle interior is cooled by the cooler 170 .

[0064] Fig.12 is with Figure 6In a similar manner, the following is an explanatory diagram showing a case where the temperature control system 100 is controlled in the eleventh mode Md11. For example, the eleventh mode Md11 is selected when the electric vehicle Vc is driven at a high speed in summer. Figure 2 and Fig.12 As shown, in the eleventh mode Md11, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow the flows f5 and f6, the fourth valve 74 is controlled to allow only the flow f8, the heater 131 is controlled to be turned off, and the cooler 170 is controlled to be turned on. As a result, in the eleventh mode Md11, as shown in FIG. Fig.12 As shown, the cooling object 20 is cooled by the cooling circuit 110, and the temperature control liquid Lq cooled by the radiator 161 of the second cooling unit 160 is supplied to the battery DB via the cooling flow path 152, thereby cooling the battery DB. In addition, the vehicle interior is cooled by the cooler 170.

[0065] Fig.13 is with Figure 6 The diagram for explaining the case where the temperature control system 100 is controlled in the twelfth mode Md12 is shown in a substantially similar manner. For example, when charging the battery DB in summer, especially when charging the battery DB quickly, the twelfth mode Md12 is selected. Figure 2 and Fig.13 As shown, in the twelfth mode Md12, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow only the flow f5, the fourth valve 74 is controlled to allow the flows f7 and f8, the heater 131 is controlled to be turned off, and the cooler 170 is controlled to be turned on. As a result, in the twelfth mode Md12, as shown in FIG. Fig.13 As shown, the temperature regulating liquid Lq cooled by the radiator 161 of the second cooling unit 160 and the cooler 170 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. In addition, the cooled temperature regulating liquid Lq is supplied to the charging unit CU via the second cooling flow path 155, thereby cooling the charging unit CU. In addition, the vehicle interior is cooled by the cooler 170.

[0066] According to the temperature control system 100 of the present embodiment described above, the temperature control liquid Lq can be circulated in the cooling circuit 110, the heater circuit 130, and the temperature control circuit 150, respectively, and the temperature of the temperature control object in each circuit can be controlled. As a result, the temperature control liquid Lq after the temperature control object in each circuit can be recovered to the storage container 101, so that the temperature of the temperature control liquid Lq in the storage container 101 can be increased by using the waste heat of the temperature control system 100. In addition, the temperature control liquid Lq in the storage container 101 is supplied to the battery DB via the heating flow path 151 connected to the heater circuit 130, thereby heating the battery DB. Therefore, the temperature of the battery DB can be effectively controlled in the temperature control system 100.

[0067] In addition, in the present embodiment, the cooling flow path 152 branches into the first cooling flow path 154 and the second cooling flow path 155 at the branch point 159, and the second valve 62 configured to open and close the second cooling flow path 155 is provided at the branch point 159. Thus, by opening and closing the second cooling flow path 155 using the second valve 62, it is possible to switch the state in which the temperature regulating liquid Lq flows toward the charging unit CU in the cooling flow path 152 and the state in which it does not flow. Therefore, for example, when cooling of the battery DB is required and cooling of the charging unit CU is not required, the second cooling flow path 155 is closed, thereby cooling the battery DB more effectively. In addition, it is possible to suppress the temperature regulating liquid Lq used to heat the battery DB from flowing toward the charging unit CU, so that the battery DB can be heated more effectively.

[0068] In the present embodiment, the cooling flow path 152 passes through the second cooling unit 160 . Therefore, in the cooling flow path 152 , the battery DB can be cooled by the temperature regulating liquid Lq cooled by the second cooling unit 160 .

[0069] In addition, in the present embodiment, the second cooling unit 160 includes a radiator 161 and a cooler 170. Therefore, when there is a need to cool the battery DB with a higher intensity, the cooler 170 can be used to cool the battery DB with a higher intensity, as in the fourth mode Md4, the eighth mode Md8, and the twelfth mode Md12 described above. In addition, when there is a need to cool the battery DB with a lower intensity, the radiator 161 can be used to cool the battery DB without operating the cooler 170, as in the third mode Md3, the seventh mode Md7, and the eleventh mode Md11 described above. In this way, the battery DB can be cooled more effectively in the cooling flow path 152.

[0070] In addition, in the present embodiment, the cooler 170 is configured to be able to supply the heat of the temperature control liquid Lq to the heater circuit 130. Thus, the temperature control liquid Lq can be cooled by the cooler 170 in the cooling flow path 152, and the heat supplied from the temperature control liquid Lq to the refrigerant during the cooling of the temperature control liquid Lq can be supplied to the heater circuit 130. Therefore, in the temperature control system 100, waste heat can be used more effectively.

[0071] In addition, in the present embodiment, the cooling object 20 includes the motor Mt and the inverter Iv for driving the electric vehicle Vc, and the heating object 30 includes the heating core HC for heating the cabin of the electric vehicle Vc. Therefore, the motor Mt and the inverter Iv can be cooled by the cooling circuit 110, and the heating core HC can be heated by the heater circuit 130. In addition, as described above, the need for cooling the charging unit CU mainly occurs when the battery DB is charged. In addition, the need for cooling the inverter Iv and the motor Mt as the cooling object 20 of the cooling circuit 110 mainly occurs when the electric vehicle Vc is driven. Therefore, as in the present embodiment, the temperature control system 100 is configured in such a manner that the charging unit CU is cooled by the temperature control circuit 150, so that, for example, compared with the case where the charging unit CU is cooled by the cooling circuit 110 together with the inverter Iv and the motor Mt, the cooling efficiency of the inverter Iv, the motor Mt, and the charging unit CU can be improved.

[0072] In addition, in other embodiments, the cooling object 20 may include only one of the motor Mt and the inverter Iv, for example. In this case, the other cooling object not included in the cooling object 20 may be liquid-cooled by a cooling system different from the temperature control system 100, for example. In addition, in other embodiments, the cooling object 20 may not include the motor Mt and the inverter Iv, for example. In this case, the cooling object 20 may be any structure such as a battery configured as a lead battery, an engine mounted on the electric vehicle Vc, various motors, various inverters, various converters, a control computer, etc. In addition, the heating object 30 may not be the heating core HC, for example, it may be a cleaning liquid for cleaning the electric vehicle Vc, a seat, a back, or a headrest of a vehicle seat for the occupants of the electric vehicle Vc.

[0073] B. Second Implementation Method:

[0074] Fig.141 is an explanatory diagram showing a schematic structure of a temperature control system 100b according to a second embodiment. In this embodiment, unlike the first embodiment, a cooling flow path 152b of a temperature control circuit 150b is connected to a second flow path 12 corresponding to the first portion in the cooling circuit 110b. As described in the first embodiment, the first portion is a portion of the cooling circuit 110b that is located downstream of the first cooling unit 111 and upstream of the cooling object 20. More specifically, in this embodiment, a common flow path 153b of the cooling flow path 152b is connected to the second flow path 12. The portions of the structure of the temperature control system 100b that are not particularly described are the same as those of the first embodiment.

[0075] Similar to the first embodiment, a third valve 63 is provided at the connection point CP2 between the cooling flow path 152b and the cooling circuit 110b. The second cooling unit 160b of this embodiment includes the cooler 170 similar to the first embodiment, but unlike the first embodiment, does not include the radiator 161. In addition, in the temperature control system 100b of this embodiment, for example, the same Figure 2 The control modes shown are the same control modes.

[0076] According to the temperature control system 100b of the second embodiment described above, the cooling flow path 152b is connected to the first part of the cooling circuit 110b. In addition, the third valve 63 is provided at the connection point CP2. Thus, the battery DB and the charging unit CU can be cooled in the temperature control circuit 150b by using the temperature control liquid Lq cooled in the cooling circuit 110b. Therefore, for example, as described above, even if the radiator 161 of the second cooling unit 160b is omitted, the battery DB and the charging unit CU can be effectively cooled.

[0077] C. 3rd Implementation Method:

[0078] Fig.15 1 is an explanatory diagram showing a schematic structure of a temperature control system 100c according to a third embodiment. In this embodiment, unlike the first embodiment, a first regulating valve is provided in the cooling flow path 152. In addition, a second regulating valve is provided in the heating flow path 151. The parts of the structure of the temperature control system 100c that are not particularly described are the same as those of the first embodiment.

[0079] The first regulating valve is configured to be able to adjust the flow rate of the cooled temperature regulating liquid Lq flowing from the storage container 101 toward the battery DB in the cooling flow path 152. In the present embodiment, the second valve 62b functions as the first regulating valve. More specifically, the second valve 62b in the present embodiment is configured to be able to not only open and close the first cooling flow path 154 and the second cooling flow path 155, but also adjust the opening of the first cooling flow path 154. In addition, in this specification, "the opening of the flow path can be adjusted" means that the flow path can be opened and closed, and the opening area of ​​the flow path can be adjusted stepwise or steplessly. In the present embodiment, in the state where the flow f5 is allowed by the third valve 63, the opening of the first cooling flow path 154 is adjusted in this way, thereby adjusting the flow rate of the temperature regulating liquid Lq flowing in the first cooling flow path 154 toward the battery DB and the flow rate of the temperature regulating liquid Lq flowing in the second cooling flow path 155 toward the charging unit CU.

[0080] The second regulating valve is configured to be able to adjust the flow rate of the temperature regulating liquid Lq flowing from the heater circuit 130 toward the battery DB in the heating flow path 151. In the present embodiment, the first valve 61b functions as the second regulating valve. In more detail, the first valve 61b in the present embodiment is configured to be able to not only open and close the fifth flow path 32 and the heating flow path 151, but also to adjust the opening of the heating flow path 151 separately. By adjusting the opening of the heating flow path 151 in this way, the flow rate of the temperature regulating liquid Lq flowing in the heating flow path 151 toward the battery DB is adjusted.

[0081] In the present embodiment, the control unit 300 controls the second valve 62b functioning as the first regulating valve and the first valve 61b functioning as the second regulating valve according to the measurement value of the temperature sensor 91, that is, according to the temperature of the battery DB. For example, when the temperature of the battery DB is higher than the appropriate temperature range, the control unit 300 controls the second valve 62b and the first valve 61b to increase the opening of the first cooling flow path 154 or decrease the opening of the heating flow path 151 in such a manner that the flow rate of the temperature regulating liquid Lq flowing in the first cooling flow path 154 is relatively increased relative to the flow rate of the temperature regulating liquid Lq flowing in the heating flow path 151. When there is a need to cool the battery DB with a higher intensity, the control unit 300 may further increase the opening of the first cooling flow path 154 and further decrease the opening of the heating flow path 151. On the contrary, when the temperature of the battery DB is lower than the appropriate temperature range, the control unit 300 controls the second valve 62b and the first valve 61b to reduce the opening of the first cooling flow path 154 or increase the opening of the heating flow path 151 so that the flow rate of the temperature regulating liquid Lq flowing in the first cooling flow path 154 is relatively reduced relative to the flow rate of the temperature regulating liquid Lq flowing in the heating flow path 151. When there is a need to heat the battery DB at a higher intensity, the control unit 300 may further reduce the opening of the first cooling flow path 154 or further increase the opening of the heating flow path 151.

[0082] Furthermore, for example, the temperature of the temperature-controlling liquid Lq of the first cooling flow path 154 upstream of the junction point 80 where the first cooling flow path 154 and the heating flow path 151 join, and the temperature of the temperature-controlling liquid Lq of the heating flow path 151 upstream of the junction point 80 may be measured, and the openings of the first cooling flow path 154 and the heating flow path 151 may be adjusted according to the respective temperatures. In addition, the temperature of the temperature-controlling liquid Lq of the flow path 81 between the junction point 80 and the battery DB may be measured, and the openings of the first cooling flow path 154 and the heating flow path 151 may be adjusted according to the temperatures.

[0083] According to the temperature control system 100c of the third embodiment described above, the control unit 300 controls the first control valve and the second control valve based on the measurement value of the temperature sensor 91 that measures the temperature of the battery DB. As a result, the flow rate of the cooling temperature control liquid Lq flowing toward the battery DB in the cooling flow path 152b and the flow rate of the temperature control liquid Lq flowing toward the battery DB in the heating flow path 151 can be adjusted according to the temperature of the battery DB. Therefore, the temperature of the battery DB can be controlled more finely.

[0084] In addition, in other embodiments, the second valve 62b may not function as the first regulating valve. In this case, for example, the first regulating valve may be provided in the first cooling flow path 154 downstream of the second valve 62b and upstream of the junction 80. In addition, in other embodiments, the first valve 61b may not function as the second regulating valve. In this case, for example, the second regulating valve may be provided in the heating flow path 151 downstream of the first valve 61b and upstream of the junction 80. In addition, the first valve 61b may be configured, for example, to be able to adjust the opening of the flow path of the heater circuit 130, for example, the opening of the fifth flow path 32. In addition, the second valve 62b may be configured to be able to adjust the opening of the second cooling flow path 155. In addition, the third valve 63 may be configured to be able to adjust the opening of the flow paths of the cooling flow path 152 and the cooling circuit 110, for example, the opening of the first flow path 11. In addition, the fourth valve 74 may be configured to be able to adjust the opening degrees of the first refrigerant flow path 71 and the second refrigerant flow path 72 .

[0085] D. Other implementation methods:

[0086] (D1) In the above-mentioned embodiments, the second valve 62 is provided in the cooling flow path 152, but the second valve 62 may not be provided. In addition, the cooling flow path 152 branches into the first cooling flow path 154 and the second cooling flow path 155 at the branch point 159, but it may not be branched in this way. In this case, the battery DB may be cooled at a position upstream of the charging unit CU in the cooling flow path 152, for example, or may be cooled at a position downstream of the charging unit CU.

[0087] (D2) In each of the above embodiments, the cooling flow path 152 is connected to the cooling circuit 110, but it may not be connected to the cooling circuit 110. In this case, the cooling flow path 152 may be connected to a pump different from the pump 102 for supplying the temperature control liquid Lq from the storage container 101 to the cooling flow path 152. In this case, by controlling the pump using the control unit 300, the flow of the temperature control liquid Lq from the storage container 101 to the cooling flow path 152 can be restricted or allowed.

[0088] (D3) In the above-mentioned embodiments, a common pump 102 is provided for the cooling circuit 110 and the heater circuit 130, but it is not necessary to provide such a pump. For example, a pump for supplying the temperature control liquid Lq from the storage container 101 to the cooling circuit 110 and a pump for supplying the temperature control liquid Lq from the storage container 101 to the heater circuit 130 may be provided separately. In addition, such a pump may be fixed to the storage container 101 or may not be fixed.

[0089] (D4) In each of the above embodiments, the cooling flow path 152 passes through the second cooling unit 160, but it may not pass through the second cooling unit 160. In this case, it may be configured so that the temperature control liquid Lq cooled by the cooling circuit 110 is supplied to the cooling flow path 152. In this case, the temperature control liquid Lq supplied to the cooling flow path 152 may be cooled by the first cooling unit 111 as described in the second embodiment, or may be cooled by a cooling unit different from the first cooling unit 111.

[0090] (D5) In the above-mentioned embodiments, the cooler 170 is configured to supply the heat of the temperature control liquid Lq to the heater circuit 130, but it may not be configured in this way. In this case, the cooler 170 may be configured, for example, to exchange heat between a liquid different from the temperature control liquid Lq and the refrigerant in the water-cooled condenser 173. In addition, the cooler 170 may include an air-cooled condenser instead of the water-cooled condenser 173, for example.

[0091] The present invention is not limited to the above-mentioned embodiments, and can be implemented in various structures within the scope of the main purpose. For example, the technical features in the embodiments corresponding to the technical features in each mode recorded in the invention content column can be appropriately replaced or combined in order to solve part or all of the above-mentioned problems or to achieve part or all of the above-mentioned effects. In addition, if the technical feature is not described as an indispensable matter in this specification, it can be appropriately deleted.

[0092] Description of the label

[0093] 11…1st flow path, 12…2nd flow path, 13…3rd flow path, 20…cooling target, 30…heating target, 31…4th flow path, 32…5th flow path, 33…6th flow path, 50…junction point, 51…flow path, 52…flow path, 61, 61b…1st valve, 62, 62b…2nd valve, 63…3rd valve, 70…refrigerant flow path, 71…1st refrigerant flow path, 72…2nd refrigerant flow path, 74…4th valve, 78…branch point, 79…junction point, 80…junction point, 81…flow path, 91…temperature sensor, 100, 100b, 100c…temperature control system, 101…storage container, 102…pump, 110, 110b…cooling cooling circuit, 111 ... first cooling unit, 130 ... heater circuit, 131 ... heater, 150, 150b ... temperature control circuit, 151 ... heating flow path, 152, 152b ... cooling flow path, 153, 153b ... common flow path, 154 ... first cooling flow path, 155 ... second cooling flow path, 156 ... recovery flow path, 159 ... branch point, 160, 160b ... second cooling unit, 161 ... radiator, 170 ... cooler, 172 ... compressor, 173 ... water-cooled condenser, 174 ... second evaporator, 175 ... first expansion valve, 176 ... second expansion valve, 250 ... HVAC system, 300 ... control unit, 310 ... processor, 320 ... storage device

Claims

1. A vehicle temperature control system, which is used in an electric vehicle, wherein: The vehicle temperature control system comprises: A storage container for storing the temperature-adjusting liquid; a cooling circuit configured to circulate the temperature-adjusting liquid in the order of the storage container, a first cooling unit for cooling the temperature-adjusting liquid, and a cooling object provided in the electric vehicle; a heater circuit configured to circulate the temperature-control liquid in the order of the storage container, a heater for heating the temperature-control liquid, and a heating object provided in the electric vehicle; a temperature control circuit having (i) a heating flow path, (ii) a cooling flow path, and (iii) a recovery flow path, wherein the heating flow path is connected to the heater circuit and is used to flow the temperature control liquid heated by the heater from the storage container toward a battery for driving the electric vehicle, the cooling flow path is used to flow the cooled temperature control liquid from the storage container toward the battery and a charging unit for charging the battery, and the recovery flow path is used to flow the temperature control liquid from the heating flow path and the cooling flow path toward the storage container; and The first valve is configured to be able to open and close the heating flow path.

2. The vehicle temperature control system according to claim 1, wherein: The cooling flow path branches at a branch point into: a first cooling flow path for allowing the temperature regulating liquid to flow toward the battery; and a second cooling flow path for allowing the temperature regulating liquid to flow toward the charging unit. The device further includes a second valve configured to be able to open and close the second cooling flow path.

3. The vehicle temperature control system according to claim 1, wherein: The cooling flow path is connected to a first portion of the cooling circuit, which is located downstream of the first cooling unit and upstream of the cooling object. The vehicle temperature control system further includes a third valve that is provided at a connection point between the cooling circuit and the cooling flow path and is configured to be able to open and close the cooling circuit and the cooling flow path.

4. The vehicle temperature control system according to claim 1, wherein: The cooling flow path passes through a second cooling portion that cools the temperature regulating liquid flowing in a second portion of the cooling flow path that is located upstream of the battery and the charging unit.

5. The vehicle temperature control system according to claim 4, wherein: The second cooling unit includes a radiator and a cooler for cooling the temperature control liquid.

6. The vehicle temperature control system according to claim 5, wherein: The cooler is configured to be able to supply heat of the temperature control liquid to the heater circuit.

7. The vehicle temperature control system according to claim 1, wherein: The cooling flow path is provided with a first regulating valve configured to be able to regulate a flow rate of the temperature regulating liquid after cooling that flows from the storage container toward the battery in the cooling flow path. The heating flow path is provided with a second regulating valve configured to be able to regulate the flow rate of the temperature regulating liquid flowing from the heater circuit toward the battery in the heating flow path. Also features: a temperature sensor that measures the temperature of the battery; and a control unit that controls the first regulating valve and the second regulating valve, The control unit controls the first regulating valve and the second regulating valve based on a measurement value of the temperature sensor.

8. The vehicle temperature control system according to any one of claims 1 to 7, wherein: The cooling target includes at least one of a motor and an inverter which are supplied with electric power from the battery and used for driving the electric vehicle. The heating object includes a heating core for heating a vehicle interior of the electric vehicle.

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