Vehicle and thermal management system

Abstract

A vehicle is provided with a secondary battery, a heat exchange plate in which a refrigerant and a coolant can exchange heat, a compressor, an in-vehicle condenser capable of exchanging heat with the air in a cabin, and a refrigerant circuit in which the refrigerant can move through the compressor and the in-vehicle condenser, and the heat exchange plate can exchange heat with the secondary battery. The cooling liquid flowing out of the heat exchange plate can circulate and enter the heat exchange plate, and the refrigerant moves in the refrigerant circuit and circulates to the compressor, the in-vehicle condenser, the heat exchange plate and the compressor, so that the air in the cabin is heated by the heat generated by the secondary battery.

Description

Technical Field

[0001] The present disclosure relates to a vehicle and a thermal management system. Background Art

[0002] Patent document 1 discloses a structure that includes a drive system cooling circuit and a battery cooling circuit, each of which is connected via a four-way valve and has a common reserve oil tank. Patent document 2 discloses a system that uses a refrigerant for cooling and heating and uses water cooled by the refrigerant to cool the battery, and has a mode that uses water heated by a water heater to heat the battery and air.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: U.S. Patent No. 8402776

[0006] Patent Document 2: U.S. Patent Application Publication No. 2021 / 0031588 Summary of the invention

[0007] Problem that the invention aims to solve

[0008] Vehicles equipped with secondary batteries, such as battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), or hybrid electric vehicles (HEVs), are equipped with heat exchange plates for regulating the temperature of the secondary batteries. As heat exchange plates, a hybrid heat exchange plate using a refrigerant and a coolant is known. In addition, vehicles are equipped with in-vehicle air conditioners for heating or cooling the air in the vehicle cabin, and the in-vehicle air conditioners also use refrigerants.

[0009] An object of the present disclosure is to provide a vehicle and a thermal management system capable of appropriately sharing a refrigerant between a hybrid heat exchange plate and an in-vehicle air conditioner.

[0010] Solutions for solving problems

[0011] One aspect of the present disclosure provides a vehicle comprising:

[0012] Vehicle body;

[0013] A carriage, which is arranged inside the vehicle body;

[0014] A first wheel and a second wheel combined with the vehicle body;

[0015] a secondary battery arranged along a predetermined surface in the vehicle body;

[0016] a heat exchange plate disposed along the prescribed surface in the vehicle body;

[0017] a motor that drives at least the first wheel using electric power supplied from the secondary battery; and

[0018] A refrigerant circuit includes at least a compressor and an in-vehicle condenser capable of exchanging heat with the air in the vehicle compartment, wherein the refrigerant can move between the compressor and the in-vehicle condenser.

[0019] Wherein, the heat exchange plate has:

[0020] a refrigerant input portion for supplying the refrigerant flowing out of the in-vehicle condenser of the refrigerant circuit into the heat exchange plate;

[0021] a refrigerant output portion for the refrigerant to flow out from the heat exchange plate to the compressor;

[0022] A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and

[0023] A second cooling liquid input and output part is used for cooling liquid to input and output the heat exchange plate.

[0024] In the heat exchange plate, the refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part,

[0025] In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat.

[0026] In the vehicle,

[0027] The coolant flowing out of the first coolant input and output part of the heat exchange plate can enter the second coolant input and output part,

[0028] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery.

[0029] One aspect of the present disclosure provides a thermal management system that can be mounted on a vehicle, the vehicle comprising:

[0030] Vehicle body;

[0031] A carriage, which is arranged inside the vehicle body;

[0032] A first wheel and a second wheel combined with the vehicle body;

[0033] a secondary battery arranged along a predetermined surface in the vehicle body; and

[0034] a motor that drives at least the first wheel using the electric power supplied from the secondary battery,

[0035] The thermal management system comprises:

[0036] a heat exchange plate disposed along the prescribed surface in the vehicle body; and

[0037] A refrigerant circuit includes at least a compressor and an in-vehicle condenser capable of exchanging heat with the air in the vehicle compartment, wherein the refrigerant can move between the compressor and the in-vehicle condenser.

[0038] Wherein, the heat exchange plate has:

[0039] a refrigerant input portion for supplying the refrigerant flowing out of the in-vehicle condenser of the refrigerant circuit into the heat exchange plate;

[0040] a refrigerant output portion for the refrigerant to flow out from the heat exchange plate to the compressor;

[0041] A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and

[0042] A second cooling liquid input and output part is used for cooling liquid to input and output the heat exchange plate.

[0043] The refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part,

[0044] In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat.

[0045] The coolant flowing out of the first coolant input and output part of the heat exchange plate can enter the second coolant input and output part,

[0046] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, whereby the air in the vehicle cabin can be heated by utilizing the heat generated by the secondary battery.

[0047] Effects of the Invention

[0048] According to the present disclosure, it is possible to appropriately share a refrigerant between a hybrid heat exchange plate and a vehicle air conditioner. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a plan view showing a configuration example of a vehicle according to an embodiment of the present disclosure.

[0050] Figure 2 It is a left side view showing a configuration example of a vehicle according to an embodiment of the present disclosure.

[0051] Figure 3 It is a diagram for explaining an example of a circuit included in a vehicle according to an embodiment of the present disclosure.

[0052] Figure 4 It is a perspective view showing a structural example of a battery pack according to an embodiment of the present disclosure.

[0053] Figure 5 yes Figure 4 AA cross-sectional view of a battery pack is shown.

[0054] Figure 6 This is a diagram showing a first configuration example of the heat management system according to the first embodiment.

[0055] Figure 7 It is a diagram for explaining a first operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0056] Figure 8 This is a diagram for explaining the second operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0057] Fig. 9 This is a diagram for explaining a third operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0058] Fig.10 This is a diagram for explaining a fourth operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0059] Fig.11 This is a diagram for explaining a fifth operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0060] Fig.12 This is a diagram for explaining a sixth operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0061] Fig.13 It is a diagram for explaining an operation mode of the heat management system when cooling the vehicle cabin according to the first configuration example.

[0062] Fig.14 This is a diagram for explaining a first operation mode of the heat management system when warming the secondary battery according to the first configuration example.

[0063] Fig.15 This is a diagram for explaining the second operation mode of the heat management system when warming the secondary battery according to the first configuration example.

[0064] Fig.16 It is a diagram for explaining the operation mode of the heat management system when cooling the secondary battery according to the first configuration example.

[0065] Fig.17 This is a diagram showing a second configuration example of the heat management system according to the first embodiment.

[0066] Fig.18 It is a diagram for explaining a first operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0067] Fig.19 It is a diagram for explaining a second operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0068] Fig. 20 This is a diagram for explaining a third operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0069] Fig.21 It is a diagram for explaining a fourth operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0070] Fig. 22 It is a diagram for explaining an operation mode of the heat management system when cooling the vehicle cabin according to the second configuration example.

[0071] Fig.23 It is a diagram for explaining a first operation mode of the heat management system when warming the secondary battery according to the second configuration example.

[0072] Fig.24 It is a diagram for explaining the second operation mode of the heat management system when warming the secondary battery according to the second configuration example.

[0073] Fig.25 It is a diagram for explaining the operation mode of the heat management system when cooling the secondary battery according to the second configuration example.

[0074] Fig.26 This is a diagram showing a third configuration example of the heat management system according to the first embodiment.

[0075] Fig. 27 It is a diagram for explaining a first operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0076] Fig.28 It is a diagram for explaining the second operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0077] Fig.29 It is a diagram for explaining a third operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0078] Fig.30 This is a diagram for explaining a fourth operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0079] Fig.31 It is a diagram for explaining an operation mode of the heat management system when cooling the vehicle cabin according to the third configuration example.

[0080] Fig.32 This is a diagram for explaining a first operation mode of the heat management system when warming the secondary battery according to the third configuration example.

[0081] Fig.33 This is a diagram for explaining the second operation mode of the heat management system when warming the secondary battery according to the third configuration example.

[0082] Fig.34 It is a diagram for explaining an operation mode of the heat management system when cooling the secondary battery according to the third configuration example.

[0083] Fig.35 1 is a diagram showing a configuration example including an ECU and the like of a thermal management system according to a second configuration example.

[0084] Fig.36 This is a flowchart showing an example of processing performed by the ECU of the thermal management system according to the first embodiment.

[0085] Fig.37 This is a diagram showing a configuration example of a heat management system according to the second embodiment.

[0086] Fig.38 This is a diagram for explaining the timing of discharging the refrigerant according to the second embodiment.

[0087] Fig.39 This is a flowchart showing an example of processing performed by the ECU of the thermal management system according to the second embodiment.

[0088] Fig.40This is a diagram showing a modified example of the configuration of the heat management system according to the second embodiment. DETAILED DESCRIPTION

[0089] Below, the embodiments of the present disclosure are described in detail with appropriate reference to the drawings. However, sometimes more detailed descriptions than necessary are omitted. For example, sometimes detailed descriptions of well-known matters and repeated descriptions of substantially the same structures are omitted. This is to avoid the following description from being unnecessarily lengthy and to make it easy for those skilled in the art to understand. In addition, the drawings and the following description are provided to enable those skilled in the art to fully understand the present disclosure, and are not intended to limit the subject matter described in the claims through them.

[0090] (Embodiments of the present disclosure)

[0091] <Vehicle Structure>

[0092] Figure 1 It is a plan view showing a configuration example of the vehicle 1 according to the embodiment of the present disclosure. Figure 2 It is a left side view showing a configuration example of a vehicle 1 according to an embodiment of the present disclosure.

[0093] In addition, for the sake of convenience, Figure 1 and Figure 2 As shown, the axis extending in the height direction of the vehicle 1 is set as the Z axis. The axis perpendicular to the Z axis (that is, parallel to the ground) and extending in the direction of travel of the vehicle 1 is set as the Y axis. The axis perpendicular to the Y axis and the Z axis (that is, the axis in the width direction of the vehicle 1) is set as the X axis. In addition, for the sake of convenience of explanation, the positive direction of the Z axis is sometimes referred to as "up", the negative direction of the Z axis is referred to as "down", the positive direction of the Y axis is referred to as "front", the negative direction of the Y axis is referred to as "back", the positive direction of the X axis is referred to as "right", and the negative direction of the X axis is referred to as "left". These expressions are the same for other drawings that record the XYZ axes. In addition, the expressions related to these directions are used for the convenience of explanation and are not intended to limit the posture of the structure during actual use.

[0094] like Figure 1 or Figure 2 As shown, the vehicle 1 includes a vehicle body 2, wheels 3, a motor 4, and a battery pack 10. The vehicle 1 may be, for example, a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), or a hybrid electric vehicle (HEV).

[0095] The battery pack 10 is housed in the vehicle body 2. The battery pack 10 includes one or more rechargeable and dischargeable secondary batteries 30 (see Figure 4As an example of the secondary battery 30, a lithium-ion battery can be cited. The secondary battery 30 described below may be one or more. The secondary battery 30 supplies (discharges) the stored power to the motor 4 and the like. The secondary battery 30 may also store (charge) the power generated by the motor 4 by regenerating energy. The battery pack 10 may be as follows. Figure 1 As shown, the battery pack 10 is housed under the floor at the center of the vehicle body 2. The battery pack 10 will be described in detail later.

[0096] The wheel 3 is combined with the vehicle body 2. Figure 1 and Figure 2 , a car having four wheels 3 is shown in the figure, but the vehicle 1 only needs to have at least one wheel 3. For example, the vehicle 1 may be a motorcycle having two wheels 3, or a vehicle having three or more wheels 3. In addition, one of the multiple wheels 3 of the vehicle 1 may be referred to as a first wheel 3a, and one of the multiple wheels 3 that is different from the first wheel 3a may be referred to as a second wheel 3b. The first wheel 3a may be the front wheel of the vehicle 1, and the second wheel 3b may be the rear wheel of the vehicle 1. The vehicle 1 can move in a predetermined direction (e.g., front and rear direction) by the first wheel 3a and the second wheel 3b.

[0097] The motor 4 drives at least one wheel 3 (e.g., the first wheel 3a) using the power supplied from the secondary battery 30. The vehicle 1 has at least one motor 4. The vehicle 1 may be a structure in which the motor 4 drives the front wheel (i.e., front-wheel drive). Alternatively, the vehicle 1 may be a structure in which the motor 4 drives the rear wheel (i.e., rear-wheel drive), or a structure in which the motor 4 drives both the front wheel and the rear wheel (i.e., four-wheel drive). Alternatively, the vehicle 1 may be a structure in which a plurality of motors 4 are provided, and each of the plurality of motors 4 drives the wheel 3 individually. The motor 4 may be disposed in a motor room (engine room) located in the front of the vehicle 1.

[0098] <Circuit Structure>

[0099] Figure 3 It is a diagram for explaining an example of a circuit included in the vehicle 1 according to the embodiment of the present disclosure.

[0100] The battery pack 10 including the secondary battery 30 has a high voltage connector and a low voltage connector. In the present disclosure, the high voltage connector and the low voltage connector are indiscriminately referred to as electrical connectors.

[0101] A high voltage distributor can be connected to the high voltage connector. A drive inverter, electric compressor, HVAC (Heating, Ventilation, and Air Conditioning), on-board charger, and fast charging port can be connected to the high voltage distributor. A CAN (Controller Area Network) and 12V power supply system can be connected to the low voltage connector.

[0102] The driving inverter may be connected to the motor 4. That is, the electric power output from the secondary battery 30 may be supplied to the motor 4 through the high voltage connector, the high voltage distributor, and the driving inverter.

[0103] <Battery Pack Structure>

[0104] Figure 4 It is a perspective view showing a configuration example of a battery pack 10 according to an embodiment of the present disclosure. Figure 5 yes Figure 4 The battery pack 10 is shown in an AA cross-sectional view.

[0105] The battery pack 10 includes a housing 20 , a secondary battery 30 , and a heat exchange plate 100 . The housing 20 is used to accommodate the secondary battery 30 and the heat exchange plate 100 .

[0106] The heat exchange plate 100 is, for example, in a flat, substantially rectangular shape. The heat exchange plate 100 may be referred to as a heat exchanger. Figure 5 As shown, the heat exchange plate 100 includes a first surface 101 arranged along a predetermined surface and a second surface 102 arranged along a predetermined surface. The predetermined surface may be a floor surface of the vehicle body 2. The components of the first surface 101 and the second surface 102 may be made of metal, for example, aluminum. However, the first surface 101 and the second surface 102 are not limited to metal, and may also be other materials.

[0107] The secondary battery 30 is arranged at a position opposite to the second surface 102 with respect to the first surface 101. That is, the second surface 102, the first surface 101, and the secondary battery 30 are arranged in order from near to far from the floor surface of the vehicle body 2.

[0108] The heat exchange plate 100 has a coolant layer 200 for circulating the coolant and a refrigerant layer 300 for circulating the refrigerant between the first surface 101 and the second surface 102. The heat exchange plate 100 performs heat exchange at least between the coolant moving in the coolant layer 200 and the secondary battery 30 via the first surface 101. In addition, the heat exchange plate 100 performs heat exchange at least between the coolant moving in the coolant layer 200 and the refrigerant moving in the refrigerant layer 300. As an example of a coolant, an antifreeze containing ethylene glycol can be cited. As an example of a refrigerant, HFC (Hydrofluorocarbon) can be cited. That is, the heat exchange plate 100 is a hybrid heat exchange plate using a refrigerant and a coolant, whereby the refrigerant is used to dissipate heat and the coolant is used to achieve temperature equalization, thereby being able to cool the secondary battery 30 as a whole.

[0109] In this embodiment, the heat exchange plate 100 is a structure in which the cooling liquid layer 200 is arranged on the refrigerant layer 300. However, the heat exchange plate 100 may also be a structure in which the refrigerant layer 300 is arranged on the cooling liquid layer 200. The cooling liquid layer 200 may be referred to as a cooling liquid plate. The refrigerant layer 300 may be referred to as a refrigerant plate.

[0110] In addition, in the present embodiment, the end of the heat exchange plate 100 in a predetermined direction (e.g., the positive direction of the Y axis) is referred to as the first end 71, and the end in the direction opposite to the first end 71 (e.g., the negative direction of the Y axis) is referred to as the second end 72. The first end 71 may be the side in the direction of travel of the vehicle 1, and the second end 72 may be the side opposite to the direction of travel of the vehicle 1.

[0111] like Figure 4 As shown, a refrigerant input portion 301 , a refrigerant output portion 302 , a first coolant input and output portion 201 , and a second coolant input and output portion 202 are disposed at the first end portion 71 of the heat exchange plate 100 .

[0112] The refrigerant input portion 301 is a portion for the refrigerant to enter the refrigerant layer 300 from the outside of the heat exchange plate 100 , and the refrigerant output portion 302 is a portion for the refrigerant to flow out of the refrigerant layer 300 to the outside of the heat exchange plate 100 .

[0113] The first coolant input / output portion 201 is a portion for coolant to enter the coolant layer 200 from the outside of the heat exchange plate 100, and the second coolant input / output portion 202 is a portion for coolant to flow out from the coolant layer 200 to the outside of the heat exchange plate 100. Alternatively, the second coolant input / output portion 202 is a portion for coolant to enter the coolant layer 200 from the outside of the heat exchange plate 100, and the first coolant input / output portion 201 is a portion for coolant to flow out from the coolant layer 200 to the outside of the heat exchange plate 100. In addition, in the following description, the first coolant input / output portion 201 is set as the coolant input portion 203 (refer to Figure 6 ), the second cooling liquid input and output part 202 is set as the cooling liquid output part 204 (refer to Figure 6 ) is used for illustration, but the second cooling liquid input and output part 202 may be set as the cooling liquid input part 203, and the first cooling liquid input and output part 201 may be set as the cooling liquid output part 204.

[0114] (Implementation Method 1)

[0115] In the first embodiment, a vehicle 1 and a thermal management system are described in which a refrigerant can be appropriately shared between a hybrid heat exchange plate 100 and an in-vehicle air conditioner. As a result, the number of components constituting the vehicle 1 can be reduced, manufacturing efficiency can be improved, and heat exchange efficiency can be improved. In addition, the temperature of the secondary battery 30 can be appropriately adjusted to suppress degradation, and heat pump heating can also be achieved. The following is a detailed description.

[0116] <First Configuration Example of Thermal Management System>

[0117] Figure 6 This is a diagram showing a first configuration example of the heat management system according to the first embodiment.

[0118] The thermal management system according to Embodiment 1 includes a refrigerant circuit 310 , a coolant circuit 210 , and a heat exchange plate 100 .

[0119] The refrigerant circuit 310 includes: a compressor 321; an in-vehicle condenser 322 capable of exchanging heat with the air in the cabin of the vehicle 1; an out-vehicle heat exchanger 323 capable of exchanging heat with the air outside the vehicle; and a refrigerant input portion 301 and a refrigerant output portion 302 of the refrigerant layer 300 in the heat exchange plate 100. In addition, in this embodiment, sometimes suppressing the rotation speed of the compressor 321 to 0 or substantially 0 is expressed as turning off the compressor 321, and making the rotation speed of the compressor 321 greater than 0 is expressed as turning on the compressor 321.

[0120] The refrigerant circuit 310 further includes a first opening and closing valve 331 disposed between the in-vehicle condenser 322 and the out-vehicle heat exchanger 323 and a throttle valve 330 disposed across the first opening and closing valve 331. The first opening and closing valve 331 may be an electromagnetic opening and closing valve.

[0121] The refrigerant circuit 310 further includes an evaporator 324 and a first EXV 341, wherein the evaporator 324 is arranged between the external heat exchanger 323 and the compressor 321, and the first EXV 341 is used to control the flow rate of the refrigerant entering the evaporator 324 (or flowing out of the evaporator 324). The first EXV 341 may be an electronic expansion valve. In addition, in the present embodiment, sometimes suppressing the flow rate of the refrigerant entering the evaporator 324 (or flowing out of the evaporator 324) to 0 or substantially 0 is expressed as closing the first EXV 341.

[0122] The refrigerant circuit 310 further includes a TXV 340 for controlling the flow rate of the refrigerant entering the refrigerant input portion 301 (or flowing out from the refrigerant output portion 302). The TXV 341 may be a mechanical expansion valve. In addition, in the present embodiment, sometimes suppressing the flow rate of the refrigerant entering the refrigerant input portion 301 (or flowing out from the refrigerant output portion 302) to 0 or substantially 0 is expressed as closing the TXV 340.

[0123] The refrigerant circuit 310 further includes a bypass path 311, which connects the external heat exchanger 323 and the compressor 321 and bypasses the refrigerant layer 300 and the evaporator 324, and a second on-off valve 332 disposed on the bypass path 311. The second on-off valve 332 may be an electromagnetic on-off valve.

[0124] The coolant circuit 210 includes a first pump 221, a coolant input portion 203 and a coolant output portion 204 of the coolant layer 200 in the heat exchange plate 100, a heater 240, a heat generating portion 250, a radiator 242, a second pump 222, and a first three-way valve 231. The heat generating portion 250 is a device that performs heat exchange with a device that generates heat when the vehicle 1 is in operation. The heat generating portion 250 may include, for example, a motor heat exchanger 251 that performs heat exchange with a motor, a charger heat exchanger 252 that performs heat exchange with a charger, an inverter heat exchanger 253 that performs heat exchange with an inverter, a converter heat exchanger 254 that performs heat exchange with a converter, and a heat exchanger 255 that performs heat exchange with an ECU 500 (see Fig.35 )At least one of the ECU heat exchangers 255 for heat exchange.

[0125] The charger performs heat exchange with a charger that controls charging of the secondary battery 30. The inverter converts the DC current of the secondary battery 30 into AC current for driving the motor. The converter converts the AC current generated by the motor regeneration into DC current for charging the secondary battery 30. The ECU 500 performs information processing related to the vehicle.

[0126] The coolant circuit 210 further includes a first branch coolant path 211 that connects a position between the first three-way valve 231 and the first pump 221 and a position between the heater 240 and the heat generating portion 250 .

[0127] The coolant circuit 210 according to the first configuration example further includes a second branch coolant path 212 that connects a position between the heater 240 and the heat generating portion 250 closer to the heat generating portion 250 than the first branch coolant path 211 and the first three-way valve 231 .

[0128] When the first three-way valve 231 is opened, the path from the second pump 222 to the first pump 221 is opened, and the path to the second branch coolant path 212 is closed. When the first three-way valve 231 is closed, the path to the second branch coolant path 212 is opened, and the path from the second pump 222 to the first pump 221 is closed.

[0129] Next, Figure 6 An operation mode of the heat management system according to the first configuration example shown will be described.

[0130] Figure 7 It is a diagram for explaining a first operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0131] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned on, the first on-off valve 331 is closed, the throttle valve 330 is opened, the fan of the outdoor heat exchanger 323 is turned on, the TXV 340 is closed, the first EXV 341 is closed, and the second on-off valve 332 is opened. In this case, Figure 7 As indicated by thick arrows on the refrigerant circuit 310 shown, the refrigerant moves in the refrigerant circuit 310 as follows.

[0132] The high-temperature and high-pressure refrigerant flowing out of the turned-on compressor 321 enters the in-vehicle condenser 322 in a gaseous phase. The refrigerant entering the in-vehicle condenser 322 exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 with the fan turned on (for example, warms the air in the vehicle compartment), and flows out of the in-vehicle condenser 322 in a liquid phase, for example. The refrigerant flowing out of the in-vehicle condenser 322 does not pass through the closed first on-off valve 331, but passes through the opened throttle valve 330 and enters the outdoor heat exchanger 323. The refrigerant entering the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger 323 with the fan turned on (for example, absorbs heat from the air outside the vehicle), and flows out of the outdoor heat exchanger 323 in a gaseous phase, for example. The refrigerant flowing out of the exterior heat exchanger 323 does not pass through the closed TXV 340 and the closed first EXV 341 , but passes through the bypass path 311 and the opened second on-off valve 332 and enters the compressor 321 .

[0133] Thus, the refrigerant moving in the refrigerant circuit 310 can heat the air in the vehicle cabin in the interior condenser 322 by using the heat obtained from the air outside the vehicle in the exterior heat exchanger 323 (that is, by the structure of a heat pump).

[0134] Figure 8 This is a diagram for explaining the second operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0135] In the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, and the first three-way valve 231 is closed. Figure 8 As shown by the thick arrows on the coolant circuit 210 , the coolant circulates in the order of the first pump 221 , the coolant input part 203 , the coolant layer 200 , the coolant output part 204 , the heater 240 , and the first branch coolant path 211 .

[0136] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned on, the first on-off valve 331 is closed, the throttle valve 330 is opened, the fan of the out-vehicle heat exchanger 323 is turned on, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, Figure 8 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0137] The high-temperature and high-pressure refrigerant flowing out of the turned-on compressor 321 enters the in-vehicle condenser 322 in a gas phase. The refrigerant entering the in-vehicle condenser 322 exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 with the fan turned on (for example, warms the air in the vehicle compartment), and flows out of the in-vehicle condenser 322 in a liquid phase. The refrigerant flowing out of the in-vehicle condenser 322 does not pass through the closed first on-off valve 331, but passes through the opened throttle valve 330 and enters the outdoor heat exchanger 323. The refrigerant entering the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger 323 with the fan turned on (for example, absorbs heat from the air outside the vehicle), and flows out of the outdoor heat exchanger 323 in a gas-liquid two-phase form. The refrigerant flowing out of the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the opened TXV 340 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant of the coolant layer 200 (for example, it is heated by the waste heat of the secondary battery 30), and flows out from the refrigerant output part 302, for example, in a gas phase. The refrigerant flowing out of the refrigerant output part 302 enters the compressor 321.

[0138] Thus, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 by using the heat obtained from the air outside the vehicle in the in-vehicle heat exchanger 323 and the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 .

[0139] Fig. 9 This is a diagram for explaining a third operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0140] The cooling fluid circuit 210 is connected to Figure 8 Same action.

[0141] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned on, the first on-off valve 331 is opened, the throttle valve 330 is closed, the fan of the outdoor heat exchanger 323 is turned off, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, Fig. 9 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0142] The high-temperature and high-pressure refrigerant flowing out of the compressor 321 that is turned on enters the in-vehicle condenser 322, for example, in a gas phase. The refrigerant that has entered the in-vehicle condenser 322 exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 with the fan turned on (for example, warms the air in the vehicle compartment), and flows out of the in-vehicle condenser 322 in a liquid phase. The refrigerant that has flowed out of the in-vehicle condenser 322 does not pass through the closed throttle valve 330, but passes through the opened first opening and closing valve 331 and enters the outdoor heat exchanger 323. The refrigerant that has entered the outdoor heat exchanger 323 does not exchange heat with the air outside the vehicle in the outdoor heat exchanger with the fan turned off, and flows out of the outdoor heat exchanger 323, for example, in a liquid phase. The refrigerant that has flowed out of the outdoor heat exchanger 323 does not pass through the closed first EXV 341 and the closed second opening and closing valve 332, but passes through the opened TXV 340 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200 , and enters the compressor 321 in a gas phase, for example.

[0143] Thus, the coolant can heat the air in the vehicle cabin in the interior condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the coolant layer 300 .

[0144] Fig.10 This is a diagram for explaining a fourth operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0145] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned on, and the three-way valve is closed. Fig.10 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, and the first branch coolant path 211. The coolant is heated by the turned-on heater 240.

[0146] The refrigerant circuit 310 is connected to Fig. 9 Same action.

[0147] Thus, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 by using the heat obtained in the refrigerant layer 300 from the waste heat of the secondary battery 30 and the heat obtained from the coolant heated by the heater 240 .

[0148] Fig.11 This is a diagram for explaining a fifth operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0149] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the fan of the radiator 242 is turned off, and the first three-way valve 231 is opened. Fig.11 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heat generating part 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant exchanges heat with the heat generating part 250 (for example, it is heated by the waste heat of the heat generating part 250).

[0150] The refrigerant circuit 310 is connected to Fig. 9 Same action.

[0151] Thus, the refrigerant can heat the air in the vehicle cabin in the interior condenser 322 using heat obtained in the refrigerant layer 300 from the waste heat of the secondary battery 30 and heat obtained from the coolant heated by the waste heat from the heat generating unit 250 .

[0152] Fig.12 This is a diagram for explaining a sixth operation mode of the heat management system when heating the vehicle interior according to the first configuration example.

[0153] The cooling fluid circuit 210 is connected to Figure 8 Same action.

[0154] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned on, the first on-off valve 331 is opened, the throttle valve 330 is closed, the fan of the out-vehicle heat exchanger 323 is turned on, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, Fig.12 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0155] The high-temperature and high-pressure refrigerant flowing out of the turned-on compressor 321 enters the in-vehicle condenser 322, for example, in a gas phase. The refrigerant entering the in-vehicle condenser 322 exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 with the fan turned on (for example, heating the air in the vehicle compartment), and flows out of the in-vehicle condenser 322 in a gas-liquid two-phase form. The refrigerant flowing out of the in-vehicle condenser 322 does not pass through the closed throttle valve 330, but passes through the opened first on-off valve 331 and enters the outdoor heat exchanger 323. The refrigerant entering the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger 323 with the fan turned on, and flows out of the outdoor heat exchanger 323, for example, in a liquid phase. The refrigerant flowing out of the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the opened TXV 340 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant of the coolant layer 200 (for example, it is heated by the waste heat of the secondary battery 30), and flows out from the refrigerant output part 302, for example, in a gas phase. The refrigerant flowing out of the refrigerant output part 302 enters the compressor 321.

[0156] As a result, the coolant can dissipate heat to the outside of the vehicle in the exterior heat exchanger 323 , and thus the secondary battery 30 can be sufficiently cooled in the coolant layer 300 .

[0157] Fig.13 It is a diagram for explaining an operation mode of the heat management system when cooling the vehicle cabin according to the first configuration example.

[0158] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned off, the first on-off valve 331 is opened, the throttle valve 330 is closed, the fan of the outdoor heat exchanger 323 is turned on, the TXV 340 is closed, the first EXV 341 is opened, and the second on-off valve 332 is closed. In this case, Fig.13 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0159] The high-temperature and high-pressure refrigerant flowing out of the compressor 321 that is turned on enters the in-vehicle condenser 322, for example, in a gas phase. The refrigerant that has entered the in-vehicle condenser 322 hardly exchanges heat with the air in the vehicle cabin in the in-vehicle condenser 322 with the fan turned off, and flows out of the in-vehicle condenser 322. The refrigerant that has flowed out of the in-vehicle condenser 322 does not pass through the closed first opening and closing valve 331, but passes through the opened throttle valve 330 and enters the outdoor heat exchanger 323. The refrigerant that has entered the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger with the fan turned on (for example, heat is discharged to the air outside the vehicle), and flows out of the outdoor heat exchanger 323, for example, in a liquid phase. The refrigerant that has flowed out of the outdoor heat exchanger 323 does not pass through the closed TXV 340 and the closed second opening and closing valve 332, but passes through the opened first EXV 341 and enters the evaporator 324. The refrigerant entering the evaporator 324 exchanges heat with the air in the vehicle cabin (eg, cools the air in the vehicle cabin) in the evaporator 324 with the fan turned on, and flows out of the evaporator 324 in a gas phase, for example. The refrigerant flowing out of the evaporator 324 enters the compressor 321 .

[0160] Thus, the refrigerant can cool the air in the vehicle cabin in the evaporator 324 without being affected by the waste heat of the secondary battery 30 .

[0161] Fig.14 This is a diagram for explaining a first operation mode of the heat management system when heating the secondary battery 30 according to the first configuration example.

[0162] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the fan of the radiator 242 is turned off, the second pump 222 is turned on, and the first three-way valve 231 is opened. Fig.14 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heat generating part 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant exchanges heat with the heat generating part 250 and is heated.

[0163] Regarding the refrigerant circuit 310 , the compressor 321 is turned off.

[0164] Thus, the coolant can heat the secondary battery 30 in the coolant layer 200 using the heat obtained from the heat generating portion 250 .

[0165] Fig.15 This is a diagram for explaining the second operation mode of the thermal management system when heating the secondary battery 30 according to the first configuration example.

[0166] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned on, and the first three-way valve 231 is closed. Fig.15 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, and the first branch coolant path 211. The coolant is heated by the turned-on heater 240.

[0167] Regarding the refrigerant circuit 310 , the compressor 321 is turned off.

[0168] Thus, the coolant can warm the secondary battery 30 in the coolant layer 200 using the heat obtained from the turned-on heater 240 .

[0169] Fig.16 This is a diagram for explaining the operation mode of the heat management system when cooling the secondary battery 30 according to the first configuration example.

[0170] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the fan of the radiator 242 is turned on, the second pump 222 is turned on, and the first three-way valve 231 is closed. Fig.16 As shown by the thick arrows on the coolant circuit 210, the coolant passing through the coolant layer 200 circulates through the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, and the first branch coolant path 211. Fig.16 As shown by the thick arrows on the coolant circuit 210, the coolant passing through the heat generating portion 250 circulates through the heat generating portion 250, the radiator 242 with the fan turned on, the second pump 222, the first three-way valve 231, and the second branch coolant path 212. The circulating coolant exchanges heat with the heat generating portion 250, and exchanges heat with the air outside the vehicle in the radiator 242 with the fan turned on, thereby cooling the heat generating portion 250.

[0171] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned off, the first on-off valve 331 is opened, the throttle valve 330 is closed, the fan of the outdoor heat exchanger 323 is turned on, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, Fig.16 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0172] The high-temperature and high-pressure refrigerant flowing out of the compressor 321 that is turned on enters the in-vehicle condenser 322, for example, in a gas phase. The refrigerant that has entered the in-vehicle condenser 322 hardly exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 with the fan turned off, and flows out of the in-vehicle condenser 322. The refrigerant that has flowed out of the in-vehicle condenser 322 does not pass through the closed throttle valve 330, but passes through the opened first opening and closing valve 331 and enters the outdoor heat exchanger 323. The refrigerant that has entered the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger with the fan turned on (for example, heat is discharged to the air outside the vehicle), and flows out of the outdoor heat exchanger 323, for example, in a liquid phase. The refrigerant that has flowed out of the outdoor heat exchanger 323 does not pass through the closed first EXV 341 and the closed second opening and closing valve 332, but passes through the opened TXV 340 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the rechargeable battery 30 and the coolant in the coolant layer 200 , and flows out of the refrigerant output portion 302 in a gas phase, for example. The refrigerant flowing out of the refrigerant output portion 302 enters the compressor 321 .

[0173] Thus, the coolant can exchange heat with the cooling liquid in the coolant layer 300 to cool the secondary battery 30 .

[0174] <Second Configuration Example of Thermal Management System>

[0175] Fig.17 This is a diagram showing a second configuration example of the heat management system according to the first embodiment.

[0176] The refrigerant circuit 310 of the heat management system according to the second configuration example is Figure 6 The refrigerant circuit 310 shown in FIG. 1 further includes a branch refrigerant path 312 and a third on-off valve 333. The third on-off valve may be an electromagnetic on-off valve. Figure 6 The TXV 340 in the refrigerant circuit 310 shown is replaced by an EXV. Hereinafter, the replaced EXV is referred to as a second EXV 342. The second EXV 342 may be an electronic expansion valve.

[0177] The branch refrigerant path 312 connects the position between the in-vehicle condenser 322 and the first opening and closing valve 331 and the position between the exterior heat exchanger 323 and the second EXV 342 (or the first EXV 341). The third opening and closing valve 333 is disposed on the branch refrigerant path 312. The third opening and closing valve 333 may be an electromagnetic opening and closing valve.

[0178] The coolant circuit 210 of the thermal management system according to the second configuration example is Figure 6 The coolant circuit 210 shown is identical.

[0179] Next, Fig.17 An operation mode of the heat management system according to the second configuration example shown will be described.

[0180] Fig.18 It is a diagram for explaining a first operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0181] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, and the three-way valve is closed. Fig.18 As shown by the thick arrows on the coolant circuit 210 , the coolant circulates in the order of the first pump 221 , the coolant input part 203 , the coolant layer 200 , the coolant output part 204 , the heater 240 , and the first branch coolant path 211 .

[0182] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned on, the first on-off valve 331 is closed, the throttle valve 330 is closed, the third on-off valve 333 is opened, the fan of the outdoor heat exchanger 323 is turned off, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, Fig.18 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0183] The high-temperature and high-pressure refrigerant flowing out of the turned-on compressor 321 enters the in-vehicle condenser 322. The refrigerant entering the in-vehicle condenser 322 exchanges heat with the air in the vehicle cabin in the in-vehicle condenser 322 with the fan turned on (for example, warms the air in the vehicle cabin), and flows out of the in-vehicle condenser 322. The refrigerant flowing out of the in-vehicle condenser 322 does not pass through the closed first opening and closing valve 331 and the closed throttle valve 330, but passes through the opened third opening and closing valve 333 and flows out from the branch refrigerant path 312. The refrigerant flowing out of the branch refrigerant path 312 does not pass through the closed first EXV 341 and the closed second opening and closing valve 332, but passes through the opened second EXV 342 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200 (for example, is heated by waste heat of the secondary battery 30 ), and flows out from the refrigerant output portion 302 . The refrigerant flowing out from the refrigerant output portion 302 enters the compressor 321 .

[0184] Thus, the coolant can heat the air in the vehicle cabin in the interior condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the coolant layer 300 .

[0185] Fig.19 It is a diagram for explaining a second operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0186] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned on, and the three-way valve is closed. Fig.19 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the turned-on heater 240, and the first branch coolant path 211. The coolant is heated by the turned-on heater 240.

[0187] The refrigerant circuit 310 is connected to Fig.18 Same action.

[0188] Thus, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 by utilizing the heat obtained from the coolant heated by the turned-on heater 240 in the refrigerant layer 300 .

[0189] Fig. 20 This is a diagram for explaining a third operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0190] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the fan of the radiator 242 is turned off, the second pump 222 is turned on, and the first three-way valve 231 is opened. Fig. 20 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heat generating part 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant is heated by heat exchange with the heat generating part 250.

[0191] The refrigerant circuit 310 is connected to Fig.18 Same action.

[0192] Thus, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 by using the heat obtained in the refrigerant layer 300 from the waste heat of the secondary battery 30 and the heat obtained in the refrigerant layer 300 from the coolant heated by the heater 240 .

[0193] Fig.21 It is a diagram for explaining a fourth operation mode of the heat management system when heating the vehicle interior according to the second configuration example.

[0194] The cooling fluid circuit 210 is connected to Fig.18 Same action.

[0195] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned on, the first on-off valve 331 is opened, the throttle valve 330 is closed, the third on-off valve 333 is closed, the fan of the outdoor heat exchanger 323 is turned on, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, Fig.21 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0196] The high-temperature and high-pressure refrigerant flowing out of the turned-on compressor 321 enters the in-vehicle condenser 322. The refrigerant entering the in-vehicle condenser 322 exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 with the fan turned on (for example, warms the air in the vehicle compartment), and flows out of the in-vehicle condenser 322. The refrigerant flowing out of the in-vehicle condenser 322 does not pass through the closed throttle valve 330 and the closed third opening and closing valve 333, but passes through the opened first opening and closing valve 331 and enters the outdoor heat exchanger 323. The refrigerant entering the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger 323 with the fan turned on (for example, absorbs heat from the air outside the vehicle), and flows out of the outdoor heat exchanger 323. The refrigerant flowing out of the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the opened second EXV 342 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant (for example, it is heated by the waste heat of the secondary battery 30), and flows out from the refrigerant output part 302. The refrigerant flowing out of the refrigerant output part 302 enters the compressor 321.

[0197] As a result, the coolant can dissipate heat to the outside of the vehicle in the exterior heat exchanger 323 , and thus the secondary battery 30 can be sufficiently cooled in the coolant layer 300 .

[0198] Fig. 22 It is a diagram for explaining an operation mode of the heat management system when cooling the vehicle cabin according to the second configuration example.

[0199] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned off, the first on-off valve 331 is opened, the throttle valve 330 is closed, the third on-off valve 333 is closed, the fan of the outdoor heat exchanger 323 is turned on, the first EXV 341 is opened, the second EXV 342 is closed, and the second on-off valve 332 is closed. In this case, as Fig. 22 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0200] The high-temperature and high-pressure refrigerant flowing out of the compressor 321 that is turned on enters the interior condenser 322. The refrigerant that has entered the interior condenser 322 hardly exchanges heat with the air in the vehicle cabin in the interior condenser 322 whose fan is turned off, and flows out of the interior condenser 322. The refrigerant that has flowed out of the interior condenser 322 does not pass through the closed throttle valve 330 and the closed third opening and closing valve 333, but passes through the opened first opening and closing valve 331 and enters the exterior heat exchanger 323. The refrigerant that has entered the exterior heat exchanger 323 exchanges heat with the air outside the vehicle in the exterior heat exchanger 323 whose fan is turned on (for example, heat is discharged to the air outside the vehicle), and flows out of the exterior heat exchanger 323. The refrigerant that has flowed out of the exterior heat exchanger 323 does not pass through the closed second EXV 342 and the closed second opening and closing valve 332, but passes through the opened first EXV 341 and enters the evaporator 324. The refrigerant entering the evaporator 324 exchanges heat with the air in the vehicle cabin in the evaporator 324 with the fan turned on (eg, cools the air in the vehicle cabin), and flows out of the evaporator 324. The refrigerant flowing out of the evaporator 324 enters the compressor 321.

[0201] Thus, the coolant can cool the air in the vehicle cabin in the evaporator 324 without being affected by the waste heat of the secondary battery 30 .

[0202] Fig.23 This is a diagram for explaining a first operation mode of the heat management system when heating the secondary battery 30 according to the second configuration example.

[0203] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the fan of the radiator 242 is turned off, the second pump 222 is turned on, and the first three-way valve 231 is opened. Fig.23 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heat generating part 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant exchanges heat with the heat generating part 250 and is heated.

[0204] Regarding the refrigerant circuit 310 , the compressor 321 is turned off.

[0205] Thus, the coolant can heat the secondary battery 30 in the coolant layer 200 using the heat obtained from the heat generating portion 250 .

[0206] Fig.24 This is a diagram for explaining a second operation mode of the heat management system when heating the secondary battery 30 according to the second configuration example.

[0207] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned on, and the first three-way valve 231 is closed. Fig.24 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, and the first branch coolant path 211. The coolant is heated by the turned-on heater 240.

[0208] Regarding the refrigerant circuit 310 , the compressor 321 is turned off.

[0209] Thus, the coolant can warm the secondary battery 30 in the coolant layer 200 using the heat obtained from the turned-on heater 240 .

[0210] Fig.25 This is a diagram for explaining the operation mode of the heat management system when cooling the secondary battery 30 according to the second configuration example.

[0211] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, and the first three-way valve 231 is closed. Fig.25 As shown by the thick arrows on the coolant circuit 210 , the coolant circulates in the order of the first pump 221 , the coolant input part 203 , the coolant layer 200 , the coolant output part 204 , the heater 240 , and the first branch coolant path 211 .

[0212] Regarding the refrigerant circuit 310, the compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned off, the first on-off valve 331 is opened, the throttle valve 330 is closed, the third on-off valve 333 is closed, the fan of the outdoor heat exchanger 323 is turned on, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, Fig.25 As shown by the thick arrows on the illustrated refrigerant circuit 310 , the refrigerant moves in the refrigerant circuit 310 as follows.

[0213] The high-temperature and high-pressure refrigerant flowing out of the compressor 321 that is turned on enters the in-vehicle condenser 322. The refrigerant that has entered the in-vehicle condenser 322 hardly exchanges heat with the air in the vehicle compartment in the in-vehicle condenser 322 where the fan is turned off, and flows out of the in-vehicle condenser 322. The refrigerant that has flowed out of the in-vehicle condenser 322 does not pass through the closed throttle valve 330 and the closed third opening and closing valve 333, but passes through the opened first opening and closing valve 331 and enters the outdoor heat exchanger 323. The refrigerant that has entered the outdoor heat exchanger 323 exchanges heat with the air outside the vehicle in the outdoor heat exchanger 323 where the fan is turned on (for example, heat is discharged to the air outside the vehicle), and flows out of the outdoor heat exchanger 323. The refrigerant that has flowed out of the outdoor heat exchanger 323 does not pass through the closed first EXV 341 and the closed second opening and closing valve 332, but passes through the opened second EXV 342 and the refrigerant input part 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the cooling liquid, and flows out from the refrigerant output portion 302. The refrigerant flowing out from the refrigerant output portion 302 enters the compressor 321.

[0214] Thus, the coolant can exchange heat with the cooling liquid in the coolant layer 300 to cool the secondary battery 30 .

[0215] <Third Configuration Example of Thermal Management System>

[0216] Fig.26 This is a diagram showing a third configuration example of the heat management system according to the first embodiment.

[0217] The coolant circuit 210 of the thermal management system according to the third configuration example is Fig.17 The coolant circuit 210 shown further includes a third branch coolant path 213 and a second three-way valve 232 .

[0218] The second three-way valve 232 is disposed between the second pump 222 and the radiator 242. The third branch coolant path 213 connects the position between the heat generating portion 250 and the radiator 242 and the second three-way valve 232. When the second three-way valve 232 is opened, the path to the third branch coolant path 213 is opened, and the path from the radiator 242 to the second pump 222 is closed. When the second three-way valve 232 is closed, the path from the radiator 242 to the second pump 222 is opened, and the path to the third branch coolant path 213 is closed.

[0219] The refrigerant circuit 310 of the thermal management system according to the third configuration example Fig.17 The refrigerant circuit 310 shown is identical.

[0220] Next, Fig.26An operation mode of the heat management system according to the third configuration example shown will be described.

[0221] Fig. 27 It is a diagram for explaining a first operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0222] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, and the three-way valve is closed. Fig. 27 As shown by the thick arrows on the coolant circuit 210 , the coolant circulates in the order of the first pump 221 , the coolant input part 203 , the coolant layer 200 , the coolant output part 204 , the heater 240 , and the first branch coolant path 211 .

[0223] The refrigerant circuit 310 is connected to Fig.18 Same action.

[0224] Therefore, with Fig.18 Likewise, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 .

[0225] Fig.28 It is a diagram for explaining the second operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0226] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned on, and the three-way valve is closed. Fig.28 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the turned-on heater 240, and the first branch coolant path 211. The coolant is heated by the turned-on heater 240.

[0227] The refrigerant circuit 310 is connected to Fig.18 Same action.

[0228] Therefore, with Fig.19 Likewise, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 by utilizing the heat obtained from the coolant heated by the turned-on heater 240 in the refrigerant layer 300 .

[0229] Fig.29 It is a diagram for explaining a third operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0230] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the first three-way valve 231 is opened, the second three-way valve 232 is opened, and the second pump 222 is turned on. Fig.29 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heating part 250, the third branch coolant path 213, the second three-way valve 232, the second pump 222, and the first three-way valve 231. The coolant is heated by heat exchange with the heating part 250.

[0231] The refrigerant circuit 310 is connected to Fig.18 Same action.

[0232] Thus, the refrigerant can heat the air in the vehicle cabin in the in-vehicle condenser 322 using heat obtained in the refrigerant layer 300 from waste heat of the secondary battery 30 and heat obtained in the refrigerant layer 300 from the coolant heated by the heat generating unit 250 .

[0233] Fig.30 This is a diagram for explaining a fourth operation mode of the heat management system when heating the vehicle interior according to the third configuration example.

[0234] The cooling fluid circuit 210 is connected to Fig. 27 Same action.

[0235] The refrigerant circuit 310 is connected to Fig.21 Same action.

[0236] Therefore, with Fig.21 Likewise, the coolant can dissipate heat to the outside of the vehicle in the exterior heat exchanger 323 , and thus the secondary battery 30 can be sufficiently cooled in the coolant layer 300 .

[0237] Fig.31 It is a diagram for explaining an operation mode of the heat management system when cooling the vehicle cabin according to the third configuration example.

[0238] The refrigerant circuit 310 is connected to Fig. 22 Same action.

[0239] Therefore, with Fig. 22 Likewise, the air in the vehicle cabin can be cooled in the evaporator 324 without being affected by the waste heat of the secondary battery 30 .

[0240] Fig.32 This is a diagram for explaining a first operation mode of the heat management system when heating the secondary battery 30 according to the third configuration example.

[0241] Regarding the coolant circuit 210, the first pump 221 is turned on, the heater 240 is turned off, the first three-way valve 231 is opened, the second three-way valve 232 is opened, and the second pump 222 is turned on. Fig.32 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heating part 250, the third branch coolant path 213, the second three-way valve 232, the second pump 222, and the first three-way valve 231. The coolant is heated by heat exchange with the heating part 250.

[0242] Regarding the refrigerant circuit 310 , the compressor 321 is turned off.

[0243] Therefore, with Fig.23 Likewise, the coolant can heat the secondary battery 30 in the coolant layer 200 using the heat obtained from the heat generating portion 250 .

[0244] Fig.33 This is a diagram for explaining the second operation mode of the heat management system when heating the secondary battery 30 according to the third configuration example.

[0245] The coolant circuit 210 turns on the first pump 221, turns on the heater 240, and turns off the first three-way valve 231. Fig.33 As shown by the thick arrows on the coolant circuit 210, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, and the first branch coolant path 211. The coolant is heated by the turned-on heater 240.

[0246] Regarding the refrigerant circuit 310 , the compressor 321 is turned off.

[0247] Therefore, with Fig.24 Likewise, the coolant can warm the secondary battery 30 in the coolant layer 200 using the heat obtained from the turned-on heater 240 .

[0248] Fig.34 This is a diagram for explaining an operation mode of the heat management system when cooling the secondary battery 30 according to the third configuration example.

[0249] The cooling fluid circuit 210 is connected to Fig.25 Same action.

[0250] The refrigerant circuit 310 is connected to Fig.25 Same action.

[0251] Therefore, with Fig.25Likewise, the refrigerant can exchange heat with the cooling liquid in the refrigerant layer 300 to cool the secondary battery 30 .

[0252] <System Structure>

[0253] Fig.35 1 is a diagram showing a configuration example of a thermal management system including an ECU 500 and the like according to the second configuration example. Fig.35 The same also includes the structure of ECU 500 and the like.

[0254] The thermal management system may include an ECU 500 that performs processing for realizing the above-mentioned operation mode. In addition, the ECU 500 may also be referred to as a processor, a control unit, a CPU, a controller, or a computing unit or other terms.

[0255] like Fig.35 As shown, ECU 500 can be controlled by, for example, Fig.35 The signal lines shown by the single-dot chain lines in the figure control the opening and closing of the compressor 321 (control of the rotation speed), the opening and closing of the first opening and closing valve 331, the opening and closing of the second opening and closing valve 332, the opening and closing of the third opening and closing valve 333, and the opening and closing of the fan of the external heat exchanger 323. The ECU 500 can control the opening and closing of the first pump 221, the opening and closing of the second pump 222, the opening and closing of the heater 240, the opening and closing of the first three-way valve 231, and the opening and closing of the fan of the radiator 242 through the signal lines. The ECU 500 can receive a signal indicating the temperature of the secondary battery 30 from the battery temperature sensor 510 that measures the temperature of the secondary battery 30 through the signal lines. The ECU 500 can receive a signal indicating the temperature of the coolant from the first coolant temperature sensor 511 that measures the temperature of the coolant before entering the radiator 242 (or the coolant after passing through the heat generating portion 250) through the signal lines.

[0256] <Flowchart>

[0257] Fig.36 FIG. 5 is a flowchart showing an example of processing performed by ECU 500 of the thermal management system according to Embodiment 1. ECU 500 may perform the processing Fig.36 The processing shown realizes each of the above-mentioned operation modes.

[0258] ECU 500 determines whether or not to utilize the heat of the coolant when heating the vehicle interior ( S101 ).

[0259] When the heat of the coolant is not used when heating the vehicle interior ( S101 : NO), ECU 500 repeats the process of step S101 .

[0260] When the heat of the coolant is used to heat the vehicle interior ( S101 : YES), ECU 500 advances the process to the next step S102 .

[0261] ECU 500 closes first on-off valve 331, closes second on-off valve 332, opens third on-off valve 333, closes first EXV 341, turns on first pump 221, and turns on compressor 321 (S102). Fig. 9 , Fig.18 , Fig. 27 The action mode is shown.

[0262] The ECU 500 acquires the battery temperature Tbat of the secondary battery 30 from the battery temperature sensor 510 and determines whether "the battery temperature Tbat<the battery lower limit temperature Tmin" (S103). The battery lower limit temperature Tmin is a predetermined value, for example, 5 degrees.

[0263] Next, the case where “battery temperature Tbat<battery lower limit temperature Tmin” ( S103 : YES) is described.

[0264] The ECU 500 turns on the second pump 222 and acquires the coolant temperature Twat1 of the coolant before entering the radiator 242 from the first coolant temperature sensor 511 ( S104 ).

[0265] ECU 500 determines whether "coolant temperature Twat1 > battery temperature Tbat" (S105).

[0266] If "coolant temperature Twat1>battery temperature Tbat" (S105: YES), ECU 500 opens first three-way valve 231 and turns off the fan of radiator 242 (S106). This is equivalent to Fig.11 , Fig. 20 , Fig.29 Then, ECU 500 returns the process to step S101.

[0267] When "coolant temperature Twat1 ≤ battery temperature Tbat" (S105: No), ECU 500 turns on heater 240 (S107). This is equivalent to Fig.10 , Fig.19 , Fig.28 Then, ECU 500 returns the process to step S101.

[0268] Next, the case where "battery temperature Tbat ≥ battery lower limit temperature Tmin" in step S103 (S103: No) is described.

[0269] ECU 500 determines whether "battery temperature Tbat<battery upper limit temperature Tmax" (S110). Battery upper limit temperature Tmax is a predetermined value, for example, 40 degrees.

[0270] If "battery temperature Tbat<battery upper limit temperature Tmax" (S110: YES), ECU 500 returns the process to step S101.

[0271] When "battery temperature Tbat ≥ battery upper limit temperature Tmax" (S110: NO), ECU 500 determines whether "compressor rotation speed Vc ≥ compressor upper limit rotation speed Vmax" (S111). Compressor upper limit rotation speed Vmax is a predetermined value, for example, 8300 rpm.

[0272] When "compressor speed Vc ≥ compressor upper limit speed Vmax" (S111: YES), ECU 500 opens first on-off valve 331, closes third on-off valve 333, and turns on the fan of exterior heat exchanger 323 (S112). Fig.12 , Fig.21 , Fig.30 Then, ECU 500 returns the process to step S101.

[0273] When "compressor speed Vc < compressor upper limit speed Vmax" (S111: "No"), ECU 500 sets compressor speed Vc to "Vc + compressor rotation increase number Vx" (S113). Compressor rotation increase number Vx is a predetermined value, for example, 100 rpm. That is, ECU 500 increases the compressor speed. Then, ECU 500 returns the process to step S101.

[0274] Through the above processing, ECU 500 can appropriately adjust the temperature of the secondary battery 30 by switching the operation mode of the refrigerant circuit 310 and the coolant circuit 210 according to the temperature of the secondary battery 30, and can achieve heating of the vehicle cabin using the refrigerant shared with the refrigerant layer 300 through heat exchange with the coolant and / or heat pump heating.

[0275] (Summary of Implementation Method 1)

[0276] The following technology is disclosed through the description of the above embodiment 1.

[0277] <Technology A1>

[0278] A vehicle having:

[0279] Vehicle body;

[0280] A carriage, which is arranged inside the vehicle body;

[0281] A first wheel and a second wheel combined with the vehicle body;

[0282] a secondary battery arranged along a predetermined surface in the vehicle body;

[0283] a heat exchange plate disposed along the prescribed surface in the vehicle body;

[0284] a motor that drives at least the first wheel using electric power supplied from the secondary battery; and

[0285] A refrigerant circuit includes at least a compressor and an in-vehicle condenser capable of exchanging heat with the air in the vehicle compartment, and a refrigerant can move between the compressor and the in-vehicle condenser, wherein the heat exchange plate includes:

[0286] a refrigerant input portion for supplying the refrigerant flowing out of the in-vehicle condenser of the refrigerant circuit into the heat exchange plate;

[0287] a refrigerant output portion for the refrigerant to flow out from the heat exchange plate to the compressor;

[0288] A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and

[0289] A second cooling liquid input and output part is used for cooling liquid to input and output the heat exchange plate.

[0290] In the heat exchange plate, the refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part,

[0291] In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat.

[0292] In the vehicle,

[0293] The coolant flowing out of the first coolant input and output part of the heat exchange plate can enter the second coolant input and output part,

[0294] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery.

[0295] <Technique A2>

[0296] The vehicle according to technique A1, wherein:

[0297] The refrigerant circuit further includes an external heat exchanger between the in-vehicle condenser and the refrigerant input portion of the heat exchange plate.

[0298] The refrigerant can move in the compressor, the in-vehicle condenser, the out-vehicle heat exchanger, and the refrigerant input portion.

[0299] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the in-vehicle heat exchanger, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat outside the vehicle and heat generated by the secondary battery.

[0300] <Technology A3>

[0301] The vehicle according to technology A1 or A2, wherein:

[0302] A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part,

[0303] The coolant circuit includes at least a pump and a heater for heating the coolant using electrical energy.

[0304] In the coolant circuit, the coolant circulates through the heat exchange plate and the heater.

[0305] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery and heat generated by the heater.

[0306] <Technology A4>

[0307] The vehicle according to technology A1 or A2, wherein:

[0308] A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part,

[0309] The coolant circuit includes at least a pump and a motor heat exchanger for heating the coolant based on heat generated by the motor.

[0310] In the coolant circuit, the coolant circulates through the heat exchange plate and the motor heat exchanger.

[0311] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin by utilizing heat generated by the secondary battery and heat generated by the electric motor.

[0312] <Technology A5>

[0313] The vehicle according to technique A3 or A4, wherein:

[0314] The coolant circuit includes at least one of an inverter heat exchanger, a converter heat exchanger, a charger heat exchanger, and an ECU heat exchanger.

[0315] The inverter heat exchanger performs heat exchange with an inverter that converts the DC power of the secondary battery into AC power for driving the motor.

[0316] The converter heat exchanger performs heat exchange with a converter that converts AC power generated by regeneration of the electric motor into DC power used for charging the secondary battery.

[0317] The charger heat exchanger performs heat exchange with a charger that charges the secondary battery based on external power.

[0318] The ECU heat exchanger performs heat exchange with an ECU that performs information processing associated with the vehicle.

[0319] <Technology A6>

[0320] A thermal management system can be mounted on a vehicle, the vehicle comprising:

[0321] Vehicle body;

[0322] A carriage, which is arranged inside the vehicle body;

[0323] A first wheel and a second wheel combined with the vehicle body;

[0324] a secondary battery arranged along a predetermined surface in the vehicle body; and

[0325] a motor that drives at least the first wheel using the electric power supplied from the secondary battery,

[0326] The thermal management system comprises:

[0327] a heat exchange plate disposed along the prescribed surface in the vehicle body; and

[0328] A refrigerant circuit includes at least a compressor and an in-vehicle condenser capable of exchanging heat with the air in the vehicle cabin, and the refrigerant can move between the compressor and the in-vehicle condenser.

[0329] Wherein, the heat exchange plate has:

[0330] a refrigerant input portion for supplying the refrigerant flowing out of the in-vehicle condenser of the refrigerant circuit into the heat exchange plate;

[0331] a refrigerant output portion for the refrigerant to flow out from the heat exchange plate to the compressor;

[0332] A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and

[0333] A second cooling liquid input / output unit for inputting and outputting cooling liquid to and from the heat exchange plate includes a heat exchange plate that can be arranged along the predetermined surface in the vehicle body.

[0334] The refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part,

[0335] In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat.

[0336] The coolant flowing out of the first coolant input and output part of the heat exchange plate can enter the second coolant input and output part,

[0337] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, whereby the air in the vehicle cabin can be heated by utilizing the heat generated by the secondary battery.

[0338] <Technology A7>

[0339] The thermal management system according to technology A6, wherein:

[0340] The refrigerant circuit further includes an external heat exchanger between the in-vehicle condenser and the refrigerant input portion of the heat exchange plate.

[0341] The refrigerant can move in the compressor, the in-vehicle condenser, the out-vehicle heat exchanger, and the refrigerant input portion.

[0342] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the exterior heat exchanger, the heat exchange plate, and the compressor, thereby making it possible to heat the air in the vehicle cabin using heat outside the vehicle and heat generated by the secondary battery.

[0343] <Technology A8>

[0344] The thermal management system according to technology A6 or A7, wherein:

[0345] A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part,

[0346] The coolant circuit includes at least a pump and a heater for heating the coolant using electrical energy.

[0347] In the coolant circuit, the coolant can circulate through the heat exchange plate and the heater.

[0348] The refrigerant can circulate at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery and heat generated by the heater.

[0349] <Technology A9>

[0350] The thermal management system according to technology A6 or A7, wherein:

[0351] A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part,

[0352] The coolant circuit includes at least a pump and a motor heat exchanger for heating the coolant based on heat generated by the motor.

[0353] In the coolant circuit, the coolant can circulate through the heat exchange plate and the motor heat exchanger.

[0354] The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, whereby the air in the vehicle cabin can be heated using the heat generated by the secondary battery and the heat generated by the electric motor.

[0355] <Technology A10>

[0356] A thermal management system according to technology A8 or A9, wherein:

[0357] The coolant circuit includes at least one of an inverter heat exchanger, a converter heat exchanger, a charger heat exchanger, and an ECU heat exchanger.

[0358] The inverter heat exchanger performs heat exchange with an inverter that converts the DC power of the secondary battery into AC power for driving the motor.

[0359] The converter heat exchanger performs heat exchange with a converter that converts AC power generated by regeneration of the electric motor into DC power used for charging the secondary battery.

[0360] The charger heat exchanger performs heat exchange with a charger that charges the secondary battery based on external power.

[0361] The ECU heat exchanger performs heat exchange with an ECU that performs information processing associated with the vehicle.

[0362] (Implementation Method 2)

[0363] In the second embodiment, a vehicle, a thermal management system, and a vehicle control method are described in which a refrigerant can be shared between a hybrid heat exchange plate 100 and an in-vehicle air conditioner. In particular, a technique for efficiently heating the secondary battery 30 by suppressing heat of the coolant from being taken away by the refrigerant when the secondary battery 30 is heated using the coolant in the hybrid heat exchange plate 100 is described. In addition, in the second embodiment, the same reference numerals are sometimes attached to the components described in the first embodiment, and the description thereof is omitted.

[0364] <System Structure>

[0365] Fig.37 This is a diagram showing a configuration example of a heat management system according to the second embodiment.

[0366] The thermal management system according to the second embodiment includes a refrigerant circuit 310 , a coolant circuit 210 , a heat exchange plate 100 , and an ECU 500 .

[0367] The refrigerant circuit 310 includes a compressor 321 , a condenser 325 , an evaporator 324 , and a refrigerant input portion 301 and a refrigerant output portion 302 of the refrigerant layer 300 in the heat exchange plate 100 .

[0368] The refrigerant circuit 310 further includes a first EXV 341, which is disposed between the condenser 325 and the evaporator 324 and is used to control the flow rate of the refrigerant entering the evaporator 324 (or flowing out of the evaporator 324). In addition, in the present embodiment, sometimes suppressing the flow rate of the refrigerant entering the evaporator 324 (or flowing out of the evaporator 324) to 0 or substantially 0 is expressed as closing the first EXV 341.

[0369] The refrigerant circuit 310 further includes a second EXV 342 for controlling the flow rate of the refrigerant entering the refrigerant input portion 301 (or flowing out of the refrigerant output portion 302). In addition, in the present embodiment, sometimes suppressing the flow rate of the refrigerant entering the refrigerant input portion 301 (or flowing out of the refrigerant output portion 302) to 0 or substantially 0 is expressed as closing the second EXV 342.

[0370] The coolant circuit 210 includes a first pump 221, a coolant input portion 203 and a coolant output portion 204 of the coolant layer 200 in the heat exchange plate 100, a heater 240, a heat generating portion 250, a radiator 242, a second pump 222, and a first three-way valve 231. The heat generating portion 250 is a device that performs heat exchange with a device that generates heat when the vehicle 1 is in operation. The heat generating portion 250 may include, for example, at least one of a motor heat exchanger 251 that performs heat exchange with a motor, a charger heat exchanger 252 that performs heat exchange with a charger, an inverter heat exchanger 253 that performs heat exchange with an inverter, a converter heat exchanger 254 that performs heat exchange with a converter, and an ECU heat exchanger 255 that performs heat exchange with the ECU 500.

[0371] The coolant circuit 210 further includes a first branch coolant path 211 that connects a position between the first three-way valve 231 and the first pump 221 and a position between the heater 240 and the heat generating portion 250 .

[0372] The coolant circuit 210 further includes a second branch coolant path 212 that connects a position between the heater 240 and the heat generating portion 250 closer to the heat generating portion 250 than the first branch coolant path 211 and the first three-way valve 231 .

[0373] When the first three-way valve 231 is opened, the path from the second pump 222 to the first pump 221 is opened, and the path to the second branch coolant path 212 is closed. When the first three-way valve 231 is closed, the path to the second branch coolant path 212 is opened, and the path from the second pump 222 to the first pump 221 is closed.

[0374] like Fig.37 As shown, ECU 500 can be controlled by, for example, Fig.37The signal lines shown by the single-dot chain lines in the figure are used to control the opening and closing of the compressor 321 (control of the rotation speed) and the opening and closing of the second EXV 342. The ECU 500 can control the opening and closing of the first pump 221, the opening and closing of the second pump 222, the opening and closing of the heater 240, the opening and closing of the first three-way valve 231, and the opening and closing of the fan of the radiator 242 via the signal lines. The ECU 500 can receive a signal indicating the temperature of the secondary battery 30 from the battery temperature sensor 510 that measures the temperature of the secondary battery 30 via the signal line. The ECU 500 can receive a signal indicating the temperature of the coolant from the first coolant temperature sensor 511 that measures the temperature of the coolant before entering the radiator 242 (or the coolant after passing through the heating part 250). The ECU 500 can receive a signal indicating the temperature of the coolant from the second coolant temperature sensor 512 that measures the temperature of the coolant before entering the coolant input part 203 via the signal line. ECU 500 can receive a signal indicating the outside air temperature from an outside air temperature sensor 513 that measures the temperature of the air outside the vehicle via a signal line.

[0375] When cooling the interior of the vehicle, the compressor 321 is turned on, the first EXV 341 is opened, and the fan of the evaporator 324 is turned on in the refrigerant circuit 310. At this time, the opening and closing of the second EXV 342 is controlled to adjust the flow rate of the refrigerant input to the refrigerant layer 300 (or output from the refrigerant layer 300), thereby enabling the refrigerant to be shared in cooling the secondary battery 30.

[0376] On the other hand, when the secondary battery 30 is heated, the first pump 221 may be turned on, the heater 240 may be turned on, and the first three-way valve 231 may be closed, for example, with respect to the cooling liquid circuit 210. In this case, the cooling liquid circulates in the order of the first pump 221, the cooling liquid input unit 203, the cooling liquid layer 200, the cooling liquid output unit 204, the heater 240, and the first branch cooling liquid path 211. The cooling liquid can heat the secondary battery 30 in the cooling liquid layer 200 using the heat obtained from the turned-on heater 240. Alternatively, when the secondary battery 30 is heated, the first pump 221 may be turned on, the heater 240 may be turned off, and the first three-way valve 231 may be opened, for example, with respect to the cooling liquid circuit 210. In this case, the coolant circulates in the order of the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, the heat generating part 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant can heat the secondary battery 30 in the coolant layer 200 using the heat obtained from the heat generating part 250.

[0377] However, if the refrigerant that is cooling the air in the vehicle cabin enters the refrigerant layer 300 , the refrigerant will take heat from the cooling liquid, thereby reducing the efficiency of warming the secondary battery 30 by the cooling liquid.

[0378] Therefore, in the present embodiment, when cooling the vehicle cabin and heating the secondary battery 30, the refrigerant is appropriately discharged from the refrigerant layer 300. This can prevent the refrigerant from taking heat from the coolant in the refrigerant layer 300, and the coolant can efficiently heat the secondary battery 30. Next, the timing of discharging the refrigerant is described in detail.

[0379] <Refrigerant discharge timing>

[0380] Fig.38 This is a diagram for explaining the timing of discharging the refrigerant according to the second embodiment.

[0381] In this embodiment, the time point at which the secondary battery 30 starts to be heated by the heat generated by the heat generating unit 250 via the coolant flowing in the coolant circuit 210 and the heat exchange plate 100 is set as the reference time point. Fig.38 In FIG. 1 , the thick arrow indicates the discharge period of the refrigerant.

[0382] ECU 500 can be as follows Fig.38 As shown in (a) of FIG. 5 , the refrigerant in the heat exchange plate 100 is discharged to the refrigerant circuit 310 between the reference time point and the first time point before the first time point. Alternatively, the ECU 500 may be configured as follows: Fig.38 As shown in (b) of FIG. 3 , the refrigerant in the heat exchange plate 100 starts to be discharged to the refrigerant circuit 310 between the reference time point and the second time point after the second time point.

[0383] ECU 500 may also be configured as follows: Fig.38 As shown in (c) of FIG. 5 , the refrigerant of the heat exchange plate 100 is discharged to the refrigerant circuit 310 between the reference time point and a third time point before the third time point shorter than the first time point. Alternatively, the ECU 500 may also be as follows Fig.38 As shown in (d) of FIG. 3 , the refrigerant in the heat exchange plate 100 is completely discharged to the refrigerant circuit 310 between the reference time point and the fourth time point after the fourth time point.

[0384] According to the above process, when the heated coolant heats the secondary battery 30, the coolant is discharged from the coolant layer 300 at an appropriate time and period, so that the coolant can be prevented from taking away the heat of the coolant in the heat exchange plate 100. Therefore, the coolant in the coolant layer 200 can efficiently heat the secondary battery 30.

[0385] <Flowchart>

[0386] Fig.39 This is a flowchart showing an example of processing performed by ECU 500 of the thermal management system according to the second embodiment.

[0387] The ECU 500 acquires the battery temperature Tbat from the battery temperature sensor 510 , acquires the atmospheric temperature Tair from the atmospheric temperature sensor 513 , and acquires the coolant temperature Twat2 of the coolant entering the coolant input portion 203 from the second coolant temperature sensor 512 ( S201 ).

[0388] ECU 500 determines whether "battery temperature Tbat<battery lower limit temperature Tmin" (S202). Battery lower limit temperature Tmin is a predetermined value, for example, 5 degrees.

[0389] If "battery temperature Tbat ≥ battery lower limit temperature Tmin" (S202: NO), ECU 500 returns the process to step S201.

[0390] When the battery temperature Tbat is less than the battery lower limit temperature Tmin (S202: Yes), the ECU 500 closes the second EXV 342, initializes the elapsed time Ti to 0, and turns on the compressor 321 (S203). That is, the ECU 500 suppresses the refrigerant flowing into the refrigerant input part 301 through the second EXV 342, and discharges the refrigerant of the heat exchange plate 100 to the refrigerant circuit 310 by operating the compressor 321.

[0391] ECU 500 determines whether "elapsed time Ti>refrigerant recovery operation time Tx" (S204). Refrigerant recovery operation time Tx is a predetermined value, for example, 1 minute. Alternatively, refrigerant recovery operation time Tx may be Fig.35 The time indicated by the thick arrow is shown. The elapsed time Ti increases as time passes.

[0392] When “the elapsed time Ti ≤ the refrigerant recovery operation time Tx” ( S204 : No), the ECU 500 repeats step S204 . As a result, the refrigerant is discharged from the refrigerant layer 300 and recovered in the compressor 321 .

[0393] When "elapsed time Ti>refrigerant recovery operation time Tx" (S204: YES), ECU 500 determines whether "coolant temperature Twat2 of the coolant liquid entering coolant input unit 203>battery temperature Tbat" (S205).

[0394] When "the coolant temperature Twat2 of the coolant entering the coolant input unit 203 is greater than the battery temperature Tbat" (S205: Yes), the ECU 500 turns on the first pump 221 (S206). Thus, the secondary battery 30 is heated by the coolant having a higher temperature than the battery temperature Tbat. Then, the ECU 500 returns the process to step S201.

[0395] When "the coolant temperature Twat2 of the coolant entering the coolant input unit 203 is ≤ the battery temperature Tbat" (S205: "No"), the ECU 500 turns on the second pump 222 and obtains the coolant temperature Twat1 of the coolant entering the radiator 242 from the first coolant temperature sensor 511 (S207). In addition, the coolant entering the radiator 242 is heated by the heat generated by the heat generating unit 250.

[0396] ECU 500 determines whether "coolant temperature Twat1 of coolant entering radiator 242 > battery temperature Tbat" (S208).

[0397] When "the coolant temperature Twat1 of the coolant entering the radiator 242 is greater than the battery temperature Tbat" (S208: "Yes"), the ECU 500 turns on the first pump 221 and opens the first three-way valve 231 (S209). That is, when the battery temperature Tat of the secondary battery 30 is less than a predetermined threshold value (for example, the battery lower limit temperature Tmin), the ECU 500 can start heating the secondary battery 30 by utilizing the heat generated by the heat generating portion 250 through the coolant flowing in the coolant circuit 210 and the heat exchange plate 100. In other words, the first pump 211 sends the coolant heated by the heat generated by the heat generating portion 250 to the coolant input portion 203. At this time, the ECU 500 can suppress or stop the rotation of the fan provided in the radiator 242, compared with the case where the coolant is not used for heating the secondary battery 30. This is to suppress the coolant heated by the heat generated by the heat generating portion 250 from being cooled by the fan of the radiator 242. Thus, the secondary battery 30 can be warmed by the coolant having a temperature higher than the battery temperature Tbat that has been heated by the heat generated by the heat generating unit 250. Then, the ECU 500 returns the process to step S201.

[0398] When “coolant temperature Twat1 of the coolant entering radiator 242 ≤ battery temperature Tbat” ( S208 : NO), ECU 500 determines whether “atmospheric temperature Tair>battery temperature Tbat” ( S210 ).

[0399] When "the atmospheric temperature Tair> the battery temperature Tbat" (S210: "Yes"), the ECU 500 turns on the first pump 221, turns on the fan of the radiator 242, and opens the first three-way valve 231 (S211). Thus, the secondary battery 30 is heated by the coolant heated by the atmospheric temperature Tair which is higher than the battery temperature Tbat. Then, the ECU 500 returns the process to step S201.

[0400] In the case of "atmospheric temperature Tair ≤ battery temperature Tbat" (S210: "No"), ECU 500 turns on the first pump 221, turns on the heater 240, and closes the first three-way valve 231 (S212). In this case, the coolant circulates through the first pump 221, the coolant input part 203, the coolant layer 200, the coolant output part 204, the heater 240, and the first branch coolant path 211. Thus, the secondary battery 30 can be heated by the coolant heated by the heater 240. In addition, in this case, the coolant heated by the heat generation of the heating part 250 may not be used for heating the secondary battery 30, but may be circulated through the radiator 242, the second pump 222, the first three-way valve 231, the second branch coolant path 212, and the heating part 250. That is, the cooling liquid circuit 210 may have a flow path such that, when the secondary battery 30 is heated via the cooling liquid flowing in the cooling liquid circuit 210 and the heat exchange plate 100 without utilizing the heat generated by the heat generating portion 250, the cooling liquid output from the radiator 242 is not input to the cooling liquid input portion 203 but returns to the radiator 242. Then, the ECU 500 returns the process to step S201.

[0401] Through the above process, the coolant is appropriately heated in the coolant circuit 210 according to the situation, and the secondary battery 30 can be efficiently heated in the coolant layer 200 .

[0402] <Modification>

[0403] Fig.40 FIG. 2 is a diagram showing a modified example of the structure of the thermal management system according to the second embodiment. The cooling liquid circuit 210 may also be Fig.37 The following components are added to the coolant circuit 210 shown.

[0404] The coolant circuit 210 further includes a third three-way valve 233 at a position between the first pump 221 and the first three-way valve 231 and between the first branch coolant path 211 and the second branch coolant path 212 .

[0405] The coolant circuit 210 further includes a fourth branch coolant path 214 that connects a position between the heater 240 and the second branch coolant path 212 and the third three-way valve 233 .

[0406] The coolant circuit 210 further includes a fifth branch coolant path 215 that connects a position between the first three-way valve 231 and the third three-way valve 233 and a position between the heater 240 and the heat generating portion 250 and between the second branch coolant path 212 and the fourth branch coolant path 214 .

[0407] The third pump 223, the heating heater 243 and the heater core 244 are arranged in the fourth branch coolant path 214. The heating heater 243 generates heat by electric energy and can heat the coolant passing through the fourth branch coolant path 214. The heater core 244 is provided in the air conditioner in the vehicle cabin and is a heat exchanger for performing heat exchange between the relatively high temperature coolant passing through the fourth branch coolant path 214 and the relatively low temperature air in the vehicle cabin to generate warm air of appropriate temperature.

[0408] pass Fig.40 The cooling liquid circuit 210 according to the illustrated modification example can also heat the cooling liquid, and thus the secondary battery 30 can be heated in the cooling liquid layer 200 by using the heated cooling liquid.

[0409] (Summary of Implementation Method 2)

[0410] The following technology is disclosed through the description of the above embodiment 2.

[0411] <Technology B1>

[0412] A vehicle having:

[0413] Vehicle body;

[0414] A first wheel and a second wheel combined with the vehicle body;

[0415] a secondary battery arranged along a predetermined surface in the vehicle body;

[0416] a heat exchange plate disposed along the prescribed surface in the vehicle body; and

[0417] a motor that drives at least the first wheel using the electric power supplied from the secondary battery,

[0418] Wherein, the heat exchange plate has:

[0419] A refrigerant input portion for allowing the refrigerant to enter the heat exchange plate;

[0420] a refrigerant output portion for the refrigerant to flow out from the heat exchange plate;

[0421] A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and

[0422] A second cooling liquid input and output part is used for cooling liquid to input and output the heat exchange plate.

[0423] In the heat exchange plate, the refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part,

[0424] In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat.

[0425] The vehicle also has:

[0426] a refrigerant circuit connected to the refrigerant input part and the refrigerant output part, having at least a compressor and a condenser, through which the refrigerant flows; and

[0427] a cooling liquid circuit connected to the first cooling liquid input / output part and the second cooling liquid input / output part, for the cooling liquid to flow at least to the heat generating part;

[0428] The time point when the secondary battery starts to be heated by utilizing the heat generated by the heat generating part via the coolant flowing in the coolant circuit and the heat exchange plate is set as a reference time point, and the refrigerant of the heat exchange plate starts to be discharged to the refrigerant circuit between the reference time point and a first time point before the first time, or between the reference time point and a second time point after the second time.

[0429] <Technology B2>

[0430] A vehicle according to technology B1, wherein:

[0431] It also has a control circuit.

[0432] The control circuit starts discharging the refrigerant of the heat exchange plate to the refrigerant circuit between the reference time point and the first time point before the first time point or between the reference time point and the second time point after the second time point.

[0433] <Technology B3>

[0434] A vehicle according to technology B1 or B2, wherein:

[0435] The heat generating unit is at least one of a heater, a motor heat exchanger, a charger heat exchanger, and an inverter heat exchanger.

[0436] wherein the heater generates heat based on electricity,

[0437] The motor heat exchanger is capable of exchanging heat with the motor,

[0438] The charger heat exchanger is capable of performing heat exchange with a charger that charges the secondary battery based on electric power from outside the vehicle.

[0439] The inverter heat exchanger can perform heat exchange with an inverter that converts DC power from the secondary battery into AC power to be supplied to the electric motor.

[0440] <Technique B4>

[0441] A vehicle according to any one of techniques B1 to B3, wherein:

[0442] The time point at which the secondary battery starts to be heated by the heat generated by the heat generating portion via the coolant flowing in the coolant circuit and the heat exchange plate is set as a reference time point, and the refrigerant of the heat exchange plate starts to be discharged to the refrigerant circuit between the reference time point and a first time point before a first time point.

[0443] Between the reference time point and a third time point before a third time shorter than the first time point, discharge of the refrigerant from the heat exchange plate to the refrigerant circuit is completed.

[0444] <Technique B5>

[0445] A vehicle according to any one of techniques B1 to B3, wherein:

[0446] The time point at which the secondary battery starts to be heated by the heat generated by the heat generating portion via the coolant flowing in the coolant circuit and the heat exchange plate is set as a reference time point, and the refrigerant of the heat exchange plate starts to be discharged to the refrigerant circuit between the reference time point and a first time point before a first time point.

[0447] Between the reference time point and a fourth time point after a fourth time period, discharge of the refrigerant from the heat exchange plate to the refrigerant circuit is completed.

[0448] <Technique B6>

[0449] A vehicle according to any one of techniques B1 to B5, wherein:

[0450] The refrigerant circuit further includes a valve, which is disposed between the condenser and the refrigerant input portion and is capable of adjusting an inflow amount of the refrigerant input to the refrigerant input portion.

[0451] The refrigerant flowing into the refrigerant input portion is suppressed by the valve, and the refrigerant in the heat exchange plate is discharged to the refrigerant circuit by operating the compressor.

[0452] <Technique B7>

[0453] A vehicle according to any one of techniques B1 to B6, wherein:

[0454] When the temperature of the secondary battery is lower than a predetermined threshold value, the secondary battery starts to be heated by utilizing the heat generated by the heat generating portion via the coolant flowing in the coolant circuit and the heat exchange plate.

[0455] <Technique B8>

[0456] A vehicle according to any one of techniques B1 to B7, wherein:

[0457] The coolant circuit has a pump,

[0458] The pump sends the cooling liquid heated by the heat generated by the heat generating portion to the first cooling liquid input / output portion or the second cooling liquid input / output portion.

[0459] <Technique B9>

[0460] A vehicle according to any one of techniques B1 to B8, wherein:

[0461] The coolant circuit further includes a radiator into which the coolant heated by the heat generated by the heat generating portion is input.

[0462] The coolant output from the radiator is input into the first coolant input and output portion,

[0463] When the secondary battery is heated via the coolant flowing in the coolant circuit and the heat exchange plate using heat generated by the heat generating portion, rotation of the fan included in the radiator is suppressed compared to a case where heating is not performed.

[0464] <Technique B10>

[0465] A vehicle according to technology B9, wherein:

[0466] The cooling liquid circuit has a flow path where the cooling liquid output from the radiator is not input to the first cooling liquid input part but returns to the radiator when the secondary battery is heated via the cooling liquid flowing in the cooling liquid circuit and the heat exchange plate without utilizing the heat generated by the heat generating portion.

[0467] <Technique B11>

[0468] A vehicle control method can be used in a vehicle, the vehicle comprising:

[0469] Vehicle body;

[0470] A first wheel and a second wheel combined with the vehicle body;

[0471] a secondary battery arranged along a predetermined surface in the vehicle body;

[0472] a heat exchange plate disposed along the prescribed surface in the vehicle body; and

[0473] a motor that drives at least the first wheel using the electric power supplied from the secondary battery,

[0474] Wherein, the heat exchange plate has:

[0475] A refrigerant input portion for allowing the refrigerant to enter the heat exchange plate;

[0476] a refrigerant output portion for the refrigerant to flow out from the heat exchange plate;

[0477] A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and

[0478] A second cooling liquid input and output part is used for cooling liquid to input and output the heat exchange plate.

[0479] In the heat exchange plate, the refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part,

[0480] In the heat exchange plate, the refrigerant and the coolant can exchange heat, and accordingly, the heat exchange plate and the secondary battery can exchange heat.

[0481] The vehicle also has:

[0482] a refrigerant circuit connected to the refrigerant input part and the refrigerant output part, having at least a compressor and a condenser, through which the refrigerant flows; and

[0483] a cooling liquid circuit connected to the first cooling liquid input / output part and the second cooling liquid input / output part, for the cooling liquid to flow at least to the heat generating part;

[0484] In the vehicle control method, the time point when the secondary battery starts to be heated by utilizing the heat generated by the heat generating part via the coolant flowing in the coolant circuit and the heat exchange plate is set as a reference time point, and the refrigerant of the heat exchange plate starts to be discharged to the refrigerant circuit between the reference time point and a first time point before the first time, or between the reference time point and a second time point after the second time.

[0485] <Technique B12>

[0486] The vehicle control method according to technique 11, wherein:

[0487] The vehicle further includes a control circuit.

[0488] <Technique B13>

[0489] The vehicle control method according to technique 11 or B12, wherein:

[0490] The heat generating unit is at least one of a heater, a motor heat exchanger, a charger heat exchanger, and an inverter heat exchanger.

[0491] wherein the heater generates heat based on electricity,

[0492] The motor heat exchanger is capable of exchanging heat with the motor,

[0493] The charger heat exchanger is capable of performing heat exchange with a charger that charges the secondary battery based on electric power from outside the vehicle.

[0494] The inverter heat exchanger can perform heat exchange with an inverter that converts DC power from the secondary battery into AC power to be supplied to the electric motor.

[0495] <Technique B14>

[0496] The vehicle control method according to any one of techniques B11 to B13, wherein:

[0497] The time point at which the secondary battery starts to be heated by the heat generated by the heat generating portion via the coolant flowing in the coolant circuit and the heat exchange plate is set as a reference time point, and the refrigerant of the heat exchange plate starts to be discharged to the refrigerant circuit between the reference time point and a first time point before a first time point.

[0498] Between the reference time point and a third time point before a third time shorter than the first time point, discharge of the refrigerant from the heat exchange plate to the refrigerant circuit is completed.

[0499] <Technique B15>

[0500] The vehicle control method according to any one of techniques B11 to B14, wherein:

[0501] The time point at which the secondary battery starts to be heated by the heat generated by the heat generating portion via the coolant flowing in the coolant circuit and the heat exchange plate is set as a reference time point, and the refrigerant of the heat exchange plate starts to be discharged to the refrigerant circuit between the reference time point and a first time point before a first time point.

[0502] Between the reference time point and a fourth time point after a fourth time period, discharge of the refrigerant from the heat exchange plate to the refrigerant circuit is completed.

[0503] <Technique B16>

[0504] The vehicle control method according to any one of techniques B11 to B15, wherein:

[0505] The refrigerant circuit further includes a valve, which is disposed between the condenser and the refrigerant input portion and is capable of adjusting an inflow amount of the refrigerant input to the refrigerant input portion.

[0506] The refrigerant flowing into the refrigerant input portion is suppressed by the valve, and the refrigerant in the heat exchange plate is discharged to the refrigerant circuit by operating the compressor.

[0507] <Technique B17>

[0508] The vehicle control method according to any one of techniques B11 to B16, wherein:

[0509] When the temperature of the secondary battery is lower than a predetermined threshold value, the secondary battery starts to be heated by utilizing the heat generated by the heat generating portion via the coolant flowing in the coolant circuit and the heat exchange plate.

[0510] <Technique B18>

[0511] The vehicle control method according to any one of techniques B11 to B17, wherein:

[0512] The coolant circuit has a pump,

[0513] The pump sends the cooling liquid heated by the heat generated by the heat generating portion to the first cooling liquid input / output portion or the second cooling liquid input / output portion.

[0514] <Technique B19>

[0515] The vehicle control method according to any one of techniques B11 to B18, wherein:

[0516] The coolant circuit further includes a radiator into which the coolant heated by the heat generated by the heat generating portion is input.

[0517] The coolant output from the radiator is input into the first coolant input and output portion,

[0518] When the secondary battery is heated via the coolant flowing in the coolant circuit and the heat exchange plate using heat generated by the heat generating portion, rotation of the fan included in the radiator is suppressed compared to a case where heating is not performed.

[0519] <Technology B20>

[0520] The vehicle control method according to technology B19, wherein:

[0521] The cooling liquid circuit has a flow path where the cooling liquid output from the radiator is not input to the first cooling liquid input part but returns to the radiator when the secondary battery is heated via the cooling liquid flowing in the cooling liquid circuit and the heat exchange plate without utilizing the heat generated by the heat generating portion.

[0522] The above embodiments are described with reference to the accompanying drawings, but the present disclosure is not limited to the examples described. Those skilled in the art can obviously think of various changes, modifications, substitutions, additions, deletions, and equivalents within the scope of the claims, and it should be understood that these examples also belong to the technical scope of the present disclosure. In addition, the various constituent elements in the above embodiments may be arbitrarily combined without departing from the gist of the invention.

[0523] In addition, the present application is based on Japanese patent applications filed on October 24, 2022 (Japanese Patent Application No. 2022-170010 and Japanese Patent Application No. 2022-170011), the contents of which are incorporated herein by reference.

[0524] Industrial Applicability

[0525] The technology disclosed in the present disclosure is useful for a vehicle that uses a hybrid heat exchange plate to adjust the temperature of a secondary battery.

[0526] Description of Reference Numerals

[0527] 1: vehicle; 2: vehicle body; 3: wheel; 3a: first wheel; 3b: second wheel; 4: motor; 10: battery pack; 20: housing; 30: secondary battery; 71: first end; 72: second end; 100: heat exchange plate; 101: first surface; 102: second surface; 200: coolant layer; 201: first coolant input and output part; 202: second coolant input and output part; 203: coolant input part; 204: coolant output part; 210: coolant circuit; 211: first branch coolant path; 2 12: second branch coolant path; 213: third branch coolant path; 214: fourth branch coolant path; 215: fifth branch coolant path; 221: first pump; 222: second pump; 223: third pump; 231: first three-way valve; 232: second three-way valve; 233: third three-way valve; 240: heater; 242: radiator; 243: heating heater; 244: heater core; 250: heating unit; 251: motor heat exchanger; 252: charger heat exchanger; 253: inverter heat exchanger heat exchanger; 254: converter heat exchanger; 255: ECU heat exchanger; 300: refrigerant layer; 301: refrigerant input; 302: refrigerant output; 310: refrigerant circuit; 311: bypass path; 312: branch refrigerant path; 321: compressor; 322: in-vehicle condenser; 323: out-vehicle heat exchanger; 324: evaporator; 325: condenser; 330: throttle valve; 331: first opening and closing valve; 332: second opening and closing valve; 333: third opening and closing valve; 341: first EXV; 342 : The second EXV; 510: Battery temperature sensor; 511: The first coolant temperature sensor; 512: The second coolant temperature sensor; 513: The atmospheric temperature sensor; Tair: The atmospheric temperature; Tbat: The battery temperature; Tmax: The upper limit temperature of the battery; Tmin: The lower limit temperature of the battery; Twat1: The coolant temperature of the coolant entering the radiator; Twat2: The coolant temperature of the coolant entering the coolant input; Vc: The compressor speed; Vmax: The upper limit speed of the compressor; Vx: The number of compressor rotation increases.

Claims

1. A vehicle comprising: Vehicle body; A carriage, which is arranged inside the vehicle body; A first wheel and a second wheel combined with the vehicle body; a secondary battery arranged along a predetermined surface in the vehicle body; a heat exchange plate disposed along the prescribed surface in the vehicle body; a motor that drives at least the first wheel using electric power supplied from the secondary battery; as well as A refrigerant circuit includes at least a compressor and an in-vehicle condenser capable of exchanging heat with the air in the vehicle compartment, wherein the refrigerant can move between the compressor and the in-vehicle condenser. Wherein, the heat exchange plate has: a refrigerant input portion for supplying the refrigerant flowing out of the in-vehicle condenser of the refrigerant circuit into the heat exchange plate; a refrigerant output portion for the refrigerant to flow out from the heat exchange plate to the compressor; A first cooling liquid input and output portion for inputting and outputting cooling liquid to and from the heat exchange plate; and a second coolant input / output portion, for inputting and outputting coolant to and from the heat exchange plate, wherein the coolant entering from the coolant input portion is set to flow out from the coolant output portion, the coolant entering from the first coolant input / output portion is set to flow out from the second coolant input / output portion, and the coolant entering from the second coolant input / output portion is set to flow out from the first coolant input / output portion, In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat. In the vehicle, The coolant flowing out of the first coolant input and output part of the heat exchange plate can enter the second coolant input and output part, The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery.

2. The vehicle according to claim 1, wherein: The refrigerant circuit further includes an external heat exchanger between the in-vehicle condenser and the refrigerant input portion of the heat exchange plate. The refrigerant can move in the compressor, the in-vehicle condenser, the out-vehicle heat exchanger, and the refrigerant input portion. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the in-vehicle heat exchanger, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat outside the vehicle and heat generated by the secondary battery.

3. The vehicle according to claim 1, wherein: A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part, The coolant circuit includes at least a pump and a heater for heating the coolant using electrical energy. In the coolant circuit, the coolant circulates through the heat exchange plate and the heater. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery and heat generated by the heater.

4. The vehicle according to claim 1, wherein: A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part, The coolant circuit includes at least a pump and a motor heat exchanger for heating the coolant based on heat generated by the motor. In the coolant circuit, the coolant circulates through the heat exchange plate and the motor heat exchanger. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin by utilizing heat generated by the secondary battery and heat generated by the electric motor.

5. The vehicle according to claim 4, wherein: The coolant circuit includes at least one of an inverter heat exchanger, a converter heat exchanger, a charger heat exchanger, and an ECU heat exchanger. The inverter heat exchanger performs heat exchange with an inverter that converts the DC power of the secondary battery into AC power for driving the motor. The converter heat exchanger performs heat exchange with a converter that converts AC power generated by regeneration of the electric motor into DC power used for charging the secondary battery. The charger heat exchanger performs heat exchange with a charger that charges the secondary battery based on external power. The ECU heat exchanger performs heat exchange with an ECU that performs information processing associated with the vehicle.

6. A thermal management system capable of being mounted on a vehicle, the vehicle comprising: Vehicle body; A carriage, which is arranged inside the vehicle body; A first wheel and a second wheel combined with the vehicle body; a secondary battery arranged along a predetermined surface in the vehicle body; and a motor that drives at least the first wheel using the electric power supplied from the secondary battery, The thermal management system comprises: a heat exchange plate disposed along the prescribed surface in the vehicle body; and A refrigerant circuit includes at least a compressor and an in-vehicle condenser capable of exchanging heat with the air in the vehicle compartment, wherein the refrigerant can move between the compressor and the in-vehicle condenser. in, The heat exchange plate has: a refrigerant input portion for supplying the refrigerant flowing out of the in-vehicle condenser of the refrigerant circuit into the heat exchange plate; a refrigerant output portion for the refrigerant to flow out from the heat exchange plate to the compressor; A first cooling liquid input and output part, for cooling liquid to be input and output to the heat exchange plate; as well as A second cooling liquid input and output part is used for cooling liquid to input and output the heat exchange plate. The refrigerant entering from the refrigerant input part is set to flow out from the refrigerant output part, the coolant entering from the first coolant input and output part is set to flow out from the second coolant input and output part, and the coolant entering from the second coolant input and output part is set to flow out from the first coolant input and output part, In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate and the secondary battery can exchange heat. The coolant flowing out of the first coolant input and output part of the heat exchange plate can enter the second coolant input and output part, The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, whereby the air in the vehicle cabin can be heated by utilizing the heat generated by the secondary battery.

7. The thermal management system according to claim 6, wherein: The refrigerant circuit further includes an external heat exchanger between the in-vehicle condenser and the refrigerant input portion of the heat exchange plate. The refrigerant can move in the compressor, the in-vehicle condenser, the out-vehicle heat exchanger, and the refrigerant input portion. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the exterior heat exchanger, the heat exchange plate, and the compressor, thereby making it possible to heat the air in the vehicle cabin using heat outside the vehicle and heat generated by the secondary battery.

8. The thermal management system according to claim 6, wherein: A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part, The coolant circuit includes at least a pump and a heater for heating the coolant using electrical energy. In the coolant circuit, the coolant can circulate through the heat exchange plate and the heater. The refrigerant can circulate at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby heating the air in the vehicle cabin using heat generated by the secondary battery and heat generated by the heater.

9. The thermal management system according to claim 6, wherein: A cooling liquid circuit is further provided, wherein the cooling liquid circuit returns the cooling liquid flowing out of the first cooling liquid input and output part of the heat exchange plate to the second cooling liquid input and output part, The coolant circuit includes at least a pump and a motor heat exchanger for heating the coolant based on heat generated by the motor. In the coolant circuit, the coolant can circulate through the heat exchange plate and the motor heat exchanger. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, whereby the air in the vehicle cabin can be heated using the heat generated by the secondary battery and the heat generated by the electric motor.

10. The thermal management system according to claim 9, wherein: The coolant circuit includes at least one of an inverter heat exchanger, a converter heat exchanger, a charger heat exchanger, and an ECU heat exchanger. The inverter heat exchanger performs heat exchange with an inverter that converts the DC power of the secondary battery into AC power for driving the motor. The converter heat exchanger performs heat exchange with a converter that converts AC power generated by regeneration of the electric motor into DC power used for charging the secondary battery. The charger heat exchanger performs heat exchange with a charger that charges the secondary battery based on external power. The ECU heat exchanger performs heat exchange with an ECU that performs information processing associated with the vehicle.

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