Vehicle heat management system

Abstract

A vehicle heat management system (10) is provided with a control unit (90). The control unit (90) is capable of switching the operation mode of the vehicle heat management system (10) among a battery cooling mode, a battery warming mode, and a heating assistance mode. In the battery cooling mode, the cooling water cooled by the second refrigerant in the second heat exchanger (82) absorbs heat from the battery (32) to cool the battery (32). In the battery warm-up mode, the second heat exchanger (82) heats up the battery (32) by releasing heat to the battery (32) by receiving the cooling water that has released heat from the second refrigerant. In the heating assistance mode, the second refrigerant supplies heat to the cooling water by releasing heat to the cooling water in the second heat exchanger (82), and the heated cooling water supplies heat to the first refrigerant by releasing heat to the first refrigerant in the first heat exchanger (81).

Description

Technical Field

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

[0002] The vehicle thermal management system includes a refrigerant circuit in which a refrigerant circulates to condition the air in the passenger compartment. In addition, the vehicle thermal management system includes a heat medium circuit in which a heat medium circulates to condition the temperature of the battery.

[0003] Here, for example, in an environment where the outside air temperature is extremely low, such as in a cold region, it may not be possible to efficiently heat the passenger compartment. Therefore, in order to efficiently heat the passenger compartment even in an environment where the outside air temperature is extremely low, it is desired to increase the heating capacity. For this reason, the following technology is known: A heat exchanger connected to the refrigerant circuit and the heat medium circuit is provided in the vehicle thermal management system. The heat exchanger exchanges heat between the refrigerant flowing in the refrigerant circuit and the heat medium flowing in the heat medium circuit. Moreover, the following technology is disclosed in, for example, Patent Document 1: A heating unit for heating the heat medium flowing in the heat medium circuit is provided in the vehicle thermal management system. Thereby, by heating the heat medium flowing in the heat medium circuit with the heating unit, the battery can be efficiently warmed up using the heat medium. Furthermore, by exchanging heat between the refrigerant and the heat medium in the heat exchanger, the refrigerant is heated (heated for heating) by the heat medium heated by the heating unit, and therefore, the heating capacity is increased.

[0004] Prior Art Documents

[0005] Patent Documents

[0006] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2020-23224 Summary of the Invention

[0007] Problems to be Solved by the Invention

[0008] However, in Patent Document 1, for example, when the battery is to be cooled, the heat medium cannot be cooled by the heating unit, and therefore, the temperature of the battery cannot be efficiently adjusted. Therefore, it is desired to increase the heating capacity while efficiently adjusting the temperature of the battery.

[0009] Means for Solving the Problems

[0010] A vehicle thermal management system according to one embodiment includes: a first refrigerant circuit configured to circulate a first refrigerant for air-conditioning the passenger compartment; a heat medium circuit configured to circulate a heat medium for temperature-adjusting a battery; a second refrigerant circuit configured to circulate a second refrigerant for temperature-adjusting the heat medium, and including: a compressor configured to compress and discharge the second refrigerant, an external gas heat exchanger configured to perform heat exchange between the second refrigerant and external gas, and an expansion valve configured to decompress the second refrigerant; a first heat exchanger connected to the first refrigerant circuit and the heat medium circuit and configured to perform heat exchange between the first refrigerant and the heat medium; a second heat exchanger connected to the second refrigerant circuit and the heat medium circuit and configured to perform heat exchange between the second refrigerant and the heat medium; and a control unit configured to control the operations of the first refrigerant circuit, the heat medium circuit, and the second refrigerant circuit. The second refrigerant circuit has a direction switching unit that can be switched between a first switching state and a second switching state by the control of the control unit. The first switching state is a switching state in which the second refrigerant discharged from the compressor flows toward the external gas heat exchanger, and the second switching state is a switching state in which the second refrigerant discharged from the compressor flows toward the second heat exchanger. The control unit can switch the operating mode of the vehicle thermal management system among a battery cooling mode, a battery warm-up mode, and a heating assist mode. In the battery cooling mode, by switching the direction switching unit to the first switching state, the second refrigerant discharged from the compressor releases heat to the external gas in the external gas heat exchanger, is decompressed by the expansion valve after heat release, and absorbs heat from the heat medium in the second heat exchanger to cool the heat medium. The battery is cooled by the cooled heat medium absorbing heat from the battery. In the battery warm-up mode, by switching the direction switching unit to the second switching state, the second refrigerant discharged from the compressor releases heat to the heat medium in the second heat exchanger, is decompressed by the expansion valve after heat release, and absorbs heat from the external gas in the external gas heat exchanger. The heat medium that has received the heat release warms up the battery by releasing heat to the battery. In the heating assist mode, by switching the direction switching unit to the second switching state, the second refrigerant discharged from the compressor releases heat to the heat medium in the second heat exchanger to heat the heat medium. The heated heat medium releases heat to the first refrigerant in the first heat exchanger to heat the first refrigerant for heating the passenger compartment. Description of the Drawings

[0011] Figure 1 It is a schematic configuration diagram showing a vehicle thermal management system in an embodiment.

[0012] Figure 2 It is a schematic configuration diagram for explaining an example of a battery cooling mode.

[0013] Figure 3 It is a schematic configuration diagram for explaining an example of a battery warm-up mode.

[0014] Figure 4 It is a schematic configuration diagram for explaining an example of a heating assist mode.

[0015] Figure 5 It is a schematic configuration diagram for explaining an example of a radiator heat dissipation mode.

[0016] Figure 6 It is a schematic configuration diagram for explaining an example of a drive device heat source mode.

[0017] Figure 7 It is a schematic configuration diagram for explaining an example of a modified example of a radiator heat dissipation mode.

[0018] Figure 8 It is a schematic configuration diagram for explaining an example of a modified example of a heating assist mode. Detailed implementation mode

[0019] Hereinafter, Figures 1 to 6 An embodiment for embodying a vehicle thermal management system will be described. The vehicle thermal management system of this embodiment is mounted on, for example, an electric vehicle.

[0020] <Overall configuration of vehicle thermal management system 10>

[0021] As Figure 1 shown, the vehicle thermal management system 10 includes a first refrigerant circuit 11, a heat medium circuit 31, a second refrigerant circuit 61, a first heat exchanger 81, a second heat exchanger 82, and a control unit 90.

[0022] <First refrigerant circuit 11>

[0023] The first refrigerant circuit 11 circulates a first refrigerant for air-conditioning the interior of the vehicle compartment. The first refrigerant circuit 11 includes a first compressor 12, an indoor heat exchanger for heating 13, a first outdoor heat exchanger 14, an indoor heat exchanger for refrigeration 15, and a first accumulator 16.

[0024] The first compressor 12 compresses and discharges the first refrigerant. The indoor heat exchanger 13 for heating performs heat exchange between the first refrigerant and the indoor air supplied to the passenger compartment. The first outdoor heat exchanger 14 performs heat exchange between the first refrigerant and the external gas. The indoor heat exchanger 15 for cooling performs heat exchange between the first refrigerant and the indoor air supplied to the passenger compartment. The first accumulator 16 allows the gaseous first refrigerant to flow out to the first compressor 12 and blocks the liquid first refrigerant from flowing out to the first compressor 12.

[0025] The first compressor 12 and the indoor heat exchanger 13 for heating are connected by the first pipe 17. The first end of the first pipe 17 is connected to the discharge port of the first compressor 12. The second end of the first pipe 17 is connected to the inlet of the indoor heat exchanger 13 for heating.

[0026] The indoor heat exchanger 13 for heating and the first outdoor heat exchanger 14 are connected by the second pipe 18. The first end of the second pipe 18 is connected to the outlet of the indoor heat exchanger 13 for heating. The second end of the second pipe 18 is connected to the inlet of the first outdoor heat exchanger 14.

[0027] The first outdoor heat exchanger 14 and the indoor heat exchanger 15 for cooling are connected by the third pipe 19. The first end of the third pipe 19 is connected to the outlet of the first outdoor heat exchanger 14. The second end of the third pipe 19 is connected to the inlet of the indoor heat exchanger 15 for cooling.

[0028] The indoor heat exchanger 15 for cooling and the first accumulator 16 are connected by the fourth pipe 20. The first end of the fourth pipe 20 is connected to the outlet of the indoor heat exchanger 15 for cooling. The second end of the fourth pipe 20 is connected to the inlet of the first accumulator 16.

[0029] The first accumulator 16 and the first compressor 12 are connected by the fifth pipe 21. The first end of the fifth pipe 21 is connected to the outlet of the first accumulator 16. The second end of the fifth pipe 21 is connected to the suction port of the first compressor 12.

[0030] The first refrigerant circuit 11 has a first branch pipe 22, a second branch pipe 23, and a third branch pipe 24. The first branch pipe 22 connects the second pipe 18 and the third pipe 19. The first end of the first branch pipe 22 is connected to the second pipe 18. The second end of the first branch pipe 22 is connected to the third pipe 19. Therefore, the first branch pipe 22 branches from the middle of the second pipe 18 and is connected to the third pipe 19.

[0031] The second branch pipe 23 connects the third pipe 19 and the fourth pipe 20. The first end of the second branch pipe 23 is connected to a portion of the third pipe 19 that is closer to the indoor heat exchanger 15 for refrigeration than the connection portion connected to the first branch pipe 22. The second end of the second branch pipe 23 is connected to the fourth pipe 20. Therefore, the second branch pipe 23 branches from a portion of the third pipe 19 that is closer to the indoor heat exchanger 15 for refrigeration than the connection portion connected to the first branch pipe 22 and is connected to the fourth pipe 20.

[0032] The third branch pipe 24 connects the third pipe 19 and the fourth pipe 20. The first end of the third branch pipe 24 is connected to a portion of the third pipe 19 that is closer to the indoor heat exchanger 15 for refrigeration than the connection portion connected to the second branch pipe 23. The second end of the third branch pipe 24 is connected to a portion of the fourth pipe 20 that is closer to the indoor heat exchanger 15 for refrigeration than the connection portion connected to the second branch pipe 23. Therefore, the third branch pipe 24 branches from a portion of the third pipe 19 that is closer to the indoor heat exchanger 15 for refrigeration than the connection portion connected to the second branch pipe 23 and is connected to a portion of the fourth pipe 20 that is closer to the indoor heat exchanger 15 for refrigeration than the connection portion connected to the second branch pipe 23.

[0033] The first refrigerant circuit 11 includes a first variable throttle valve 25, a second variable throttle valve 26, and a third variable throttle valve 27. The first variable throttle valve 25 is provided in the second pipe 18. The first variable throttle valve 25 is disposed in a portion of the second pipe 18 that is closer to the first outdoor heat exchanger 14 than the connection portion connected to the first branch pipe 22. The first variable throttle valve 25 is configured to be able to adjust the flow path cross-sectional area of the second pipe 18. The first variable throttle valve 25 is an electromagnetic valve. The first variable throttle valve 25 is electrically connected to the control unit 90. The control unit 90 can control the drive of the first variable throttle valve 25 to adjust the opening degree of the first variable throttle valve 25. The first variable throttle valve 25 throttles the second pipe 18 by reducing the flow path cross-sectional area of the second pipe 18, thereby decompressing the first refrigerant flowing in the second pipe 18. Therefore, the first variable throttle valve 25 functions as a first expansion valve for decompressing the first refrigerant flowing in the first refrigerant circuit 11.

[0034] The second variable throttle valve 26 is provided in the third pipe 19. The second variable throttle valve 26 is arranged in the third pipe 19 at a portion closer to the refrigeration indoor heat exchanger 15 than the connection portion connected to the third branch pipe 24. The second variable throttle valve 26 is configured to be able to adjust the flow path cross-sectional area of the third pipe 19. The second variable throttle valve 26 is a solenoid valve. The second variable throttle valve 26 is electrically connected to the control unit 90. The control unit 90 can control the drive of the second variable throttle valve 26 to adjust the opening degree of the second variable throttle valve 26. The second variable throttle valve 26 throttles the third pipe 19 by reducing the flow path cross-sectional area of the third pipe 19, thereby reducing the pressure of the first refrigerant flowing in the third pipe 19. Therefore, the second variable throttle valve 26 functions as the first expansion valve for reducing the pressure of the first refrigerant flowing in the first refrigerant circuit 11.

[0035] The third variable throttle valve 27 is provided in the third branch pipe 24. The third variable throttle valve 27 is configured to be able to adjust the flow path cross-sectional area of the third branch pipe 24. The third variable throttle valve 27 is a solenoid valve. The third variable throttle valve 27 is electrically connected to the control unit 90. The control unit 90 can control the drive of the third variable throttle valve 27 to adjust the opening degree of the third variable throttle valve 27. The third variable throttle valve 27 throttles the third branch pipe 24 by reducing the flow path cross-sectional area of the third branch pipe 24, thereby reducing the pressure of the first refrigerant flowing in the third branch pipe 24. Therefore, the third variable throttle valve 27 functions as the first expansion valve for reducing the pressure of the first refrigerant flowing in the first refrigerant circuit 11.

[0036] The first refrigerant circuit 11 has a first on-off valve 28, a second on-off valve 29, and a third on-off valve 30. The first on-off valve 28 is provided in the second pipe 18. The first on-off valve 28 is arranged in the second pipe 18 at a portion closer to the first outdoor heat exchanger 14 than the connection portion connected to the first branch pipe 22 and closer to the heating indoor heat exchanger 13 than the first variable throttle valve 25. The first on-off valve 28 is configured to be able to switch between an open valve state allowing the flow of the first refrigerant in the second pipe 18 and a closed valve state blocking the flow of the first refrigerant in the second pipe 18. The first on-off valve 28 is a solenoid valve. The first on-off valve 28 is electrically connected to the control unit 90. The control unit 90 can control the drive of the first on-off valve 28 to switch the first on-off valve 28 between the open valve state and the closed valve state.

[0037] The second on-off valve 29 is provided in the first branch pipe 22. The second on-off valve 29 is configured to be able to switch between an open valve state that allows the flow of the first refrigerant in the first branch pipe 22 and a closed valve state that blocks the flow of the first refrigerant in the first branch pipe 22. The second on-off valve 29 is a solenoid valve. The second on-off valve 29 is electrically connected to the control unit 90. The control unit 90 can control the drive of the second on-off valve 29 to switch the second on-off valve 29 between the open valve state and the closed valve state.

[0038] The third on-off valve 30 is provided in the second branch pipe 23. The third on-off valve 30 is configured to be able to switch between an open valve state that allows the flow of the first refrigerant in the second branch pipe 23 and a closed valve state that blocks the flow of the first refrigerant in the second branch pipe 23. The third on-off valve 30 is a solenoid valve. The third on-off valve 30 is electrically connected to the control unit 90. The control unit 90 can control the drive of the third on-off valve 30 to switch the third on-off valve 30 between the open valve state and the closed valve state.

[0039] <Heat medium circuit 31>

[0040] The heat medium circuit 31 circulates cooling water as a heat medium in order to adjust the temperature of the battery 32. In addition, the heat medium circuit 31 adjusts the temperature of the converter 33 and the motor generator 34 driven by the power of the battery 32 in addition to adjusting the temperature of the battery 32. The converter 33 and the motor generator 34 are drive devices driven by the power of the battery 32.

[0041] The battery 32 is, for example, a lithium-ion battery or a nickel-metal hydride battery. The converter 33 controls the drive of the motor generator 34 based on the power supplied from the battery 32. The motor generator 34 generates the driving force for the running of the electric vehicle as a motor by being driven by the converter 33. In addition, the motor generator 34 generates regenerative power as a generator during braking of the electric vehicle. The regenerative power generated from the motor generator 34 is supplied to the battery 32 via the converter 33.

[0042] The heat medium circuit 31 includes a first circulation circuit 35 and a second circulation circuit 36. The first circulation circuit 35 has a first pump 37 and a battery heat exchanger 38. The first pump 37 circulates the cooling water flowing in the first circulation circuit 35. The first pump 37 is electrically connected to the control unit 90. The control unit 90 controls the drive of the first pump 37. The battery heat exchanger 38 is thermally coupled to the battery 32. The battery heat exchanger 38 performs heat exchange between the cooling water and the battery 32.

[0043] The second circulation loop 36 includes a second pump 39, a converter heat exchanger 40, a motor heat exchanger 41, and a radiator 42. The second pump 39 circulates the cooling water flowing in the second circulation loop 36. The second pump 39 is electrically connected to the control unit 90. The control unit 90 controls the driving of the second pump 39.

[0044] The converter heat exchanger 40 is thermally coupled to the converter 33. The converter heat exchanger 40 performs heat exchange between the cooling water and the converter 33. Therefore, the converter heat exchanger 40 is a drive device heat exchanger that performs heat exchange between the cooling water and the drive device.

[0045] The motor heat exchanger 41 is thermally coupled to the motor generator 34. The motor heat exchanger 41 performs heat exchange between the cooling water and the motor generator 34. Therefore, the motor heat exchanger 41 is a drive device heat exchanger that performs heat exchange between the cooling water and the drive device.

[0046] The radiator 42 performs heat exchange between the cooling water and the external gas. Also, the radiator 42 releases the heat of the cooling water.

[0047] The heat medium circuit 31 includes a first connection passage 43 and a second connection passage 44 as connection passages. The first connection passage 43 and the second connection passage 44 are pipes. The first connection passage 43 and the second connection passage 44 connect the first circulation loop 35 and the second circulation loop 36. Therefore, the first circulation loop 35 and the second circulation loop 36 are connected in parallel via the first connection passage 43 and the second connection passage 44.

[0048] The heat medium circuit 31 has a first switching valve 45 as a switching valve. The first switching valve 45 has a first port 45a, a second port 45b, and a third port 45c. The first switching valve 45 is configured to be able to open and close the first port 45a, the second port 45b, and the third port 45c respectively. The first switching valve 45 is a three-way valve that switches the connection of the first port 45a, the second port 45b, and the third port 45c respectively. The first switching valve 45 is an electromagnetic valve. The first switching valve 45 is configured to be able to adjust the opening degrees of the first port 45a, the second port 45b, and the third port 45c respectively. The first switching valve 45 is electrically connected to the control unit 90. The control unit 90 controls the driving of the first switching valve 45.

[0049] The heat medium circuit 31 has a second switching valve 46. The second switching valve 46 has a fourth port 46a, a fifth port 46b, a sixth port 46c, and a connection port 46d. The second switching valve 46 is configured to be able to open and close the fourth port 46a, the fifth port 46b, and the sixth port 46c respectively. The second switching valve 46 is a three-way valve that switches the connection of the fourth port 46a, the fifth port 46b, and the sixth port 46c respectively. The second switching valve 46 is an electromagnetic valve. The second switching valve 46 is configured to be able to adjust the opening degree of the fourth port 46a, the fifth port 46b, and the sixth port 46c respectively. In addition, the connection port 46d is always open. The second switching valve 46 is electrically connected to the control unit 90. The control unit 90 controls the drive of the second switching valve 46.

[0050] The first pump 37 and the first switching valve 45 are connected by a sixth pipe 47. The first end of the sixth pipe 47 is connected to the discharge port of the first pump 37. The second end of the sixth pipe 47 is connected to the first port 45a of the first switching valve 45.

[0051] The first switching valve 45 and the battery heat exchanger 38 are connected by a seventh pipe 48. The first end of the seventh pipe 48 is connected to the second port 45b of the first switching valve 45. The second end of the seventh pipe 48 is connected to the inlet of the battery heat exchanger 38.

[0052] The battery heat exchanger 38 and the first pump 37 are connected by an eighth pipe 49. The first end of the eighth pipe 49 is connected to the outlet of the battery heat exchanger 38. The second end of the eighth pipe 49 is connected to the suction port of the first pump 37.

[0053] The second pump 39 and the motor heat exchanger 41 are connected by a ninth pipe 50. The first end of the ninth pipe 50 is connected to the discharge port of the second pump 39. The second end of the ninth pipe 50 is connected to the inlet of the motor heat exchanger 41.

[0054] The motor heat exchanger 41 and the second switching valve 46 are connected by a tenth pipe 51. The first end of the tenth pipe 51 is connected to the outlet of the motor heat exchanger 41. The second end of the tenth pipe 51 is connected to the fourth port 46a of the second switching valve 46.

[0055] The second switching valve 46 and the radiator 42 are connected by an eleventh pipe 52. The first end of the eleventh pipe 52 is connected to the fifth port 46b of the second switching valve 46. The second end of the eleventh pipe 52 is connected to the inlet of the radiator 42.

[0056] The radiator 42 and the converter heat exchanger 40 are connected by a twelfth pipe 53. The first end of the twelfth pipe 53 is connected to the outlet of the radiator 42. The second end of the twelfth pipe 53 is connected to the inlet of the converter heat exchanger 40.

[0057] The converter heat exchanger 40 and the second pump 39 are connected by the 13th pipe 54. The first end of the 13th pipe 54 is connected to the outlet of the converter heat exchanger 40. The second end of the 13th pipe 54 is connected to the suction port of the second pump 39.

[0058] The second circulation loop 36 has a bypass passage 55. The bypass passage 55 is a pipe. The bypass passage 55 connects the second switching valve 46 and the 12th pipe 53. The first end of the bypass passage 55 is connected to the sixth port 46c of the second switching valve 46. The second end of the bypass passage 55 is connected to the 12th pipe 53.

[0059] The first connection passage 43 connects the first switching valve 45 and the second switching valve 46. The first end of the first connection passage 43 is connected to the third port 45c of the first switching valve 45. The second end of the first connection passage 43 is connected to the connection port 46d of the second switching valve 46.

[0060] The second connection passage 44 connects the 8th pipe 49 of the first circulation loop 35 and the 12th pipe 53 of the second circulation loop 36. The first end of the second connection passage 44 is connected to the part of the 12th pipe 53 corresponding to the connection part connected to the bypass passage 55. The second end of the second connection passage 44 is connected to the 8th pipe 49.

[0061] The first switching valve 45 can be switched between a permitted state that permits the communication between the first circulation loop 35 and the second circulation loop 36 via the first connection passage 43 and a blocked state that blocks the communication between the first circulation loop 35 and the second circulation loop 36 via the first connection passage 43 under the control of the control unit 90.

[0062] The first switching valve 45 becomes a state in which at least the third port 45c is open in the permitted state. The first switching valve 45 becomes a state in which at least the third port 45c is closed in the blocked state.

[0063] <The second refrigerant circuit 61>

[0064] The second refrigerant circuit 61 circulates the second refrigerant in order to adjust the temperature of the cooling water flowing in the heat medium circuit 31. The second refrigerant circuit 61 has a second compressor 62, a second outdoor heat exchanger 63, a second expansion valve 64, and a second accumulator 65.

[0065] The second compressor 62 compresses and discharges the second refrigerant. The second compressor 62 is a dynamic compressor. Therefore, in the present embodiment, the compression method of the compressor that compresses and discharges the second refrigerant is dynamic. The second outdoor heat exchanger 63 is an external gas heat exchanger that performs heat exchange between the second refrigerant and the external gas. The second expansion valve 64 is an expansion valve that decompresses the second refrigerant flowing in the second refrigerant circuit 61. The second accumulator 65 allows the gaseous second refrigerant to flow out to the second compressor 62 and blocks the liquid second refrigerant from flowing out to the second compressor 62.

[0066] The second refrigerant circuit 61 has a direction switching unit 66. The direction switching unit 66 has a first port 66a, a second port 66b, a third port 66c, and a fourth port 66d. The direction switching unit 66 is a four-way valve that switches the communication of the first port 66a, the second port 66b, the third port 66c, and the fourth port 66d respectively. The direction switching unit 66 is an electromagnetic valve. The direction switching unit 66 is configured to be able to adjust the opening degrees of the first port 66a, the second port 66b, the third port 66c, and the fourth port 66d respectively. The direction switching unit 66 is electrically connected to the control unit 90. The control unit 90 controls the driving of the direction switching unit 66.

[0067] The second compressor 62 and the direction switching unit 66 are connected by a fourteenth pipe 67. The first end of the fourteenth pipe 67 is connected to the discharge port of the second compressor 62. The second end of the fourteenth pipe 67 is connected to the first port 66a of the direction switching unit 66.

[0068] The direction switching unit 66 and the second outdoor heat exchanger 63 are connected by a fifteenth pipe 68. The first end of the fifteenth pipe 68 is connected to the second port 66b of the direction switching unit 66. The second end of the fifteenth pipe 68 is connected to the inlet of the second outdoor heat exchanger 63.

[0069] The second outdoor heat exchanger 63 and the second expansion valve 64 are connected by a sixteenth pipe 69. The first end of the sixteenth pipe 69 is connected to the outlet of the second outdoor heat exchanger 63. The second end of the sixteenth pipe 69 is connected to the inlet of the second expansion valve 64.

[0070] The second expansion valve 64 and the direction switching unit 66 are connected by a seventeenth pipe 70. The first end of the seventeenth pipe 70 is connected to the outlet of the second expansion valve 64. The second end of the seventeenth pipe 70 is connected to the third port 66c of the direction switching unit 66.

[0071] The direction switching unit 66 and the second accumulator 65 are connected by an eighteenth pipe 71. The first end of the eighteenth pipe 71 is connected to the fourth port 66d of the direction switching unit 66. The second end of the eighteenth pipe 71 is connected to the inlet of the second accumulator 65.

[0072] The second reservoir 65 and the second compressor 62 are connected by the nineteenth pipe 72. The first end of the nineteenth pipe 72 is connected to the outlet of the second reservoir 65. The second end of the nineteenth pipe 72 is connected to the suction port of the second compressor 62.

[0073] <The first heat exchanger 81>

[0074] The first heat exchanger 81 is connected to the third branch pipe 24 of the first refrigerant circuit 11 and the sixth pipe 47 of the first circulation circuit 35. Therefore, the first heat exchanger 81 is connected to the first refrigerant circuit 11 and the heat medium circuit 31. The first heat exchanger 81 is connected to a portion of the third branch pipe 24 that is located closer to the fourth pipe 20 than the third variable throttle valve 27. The interior of the first heat exchanger 81 constitutes a part of the third branch pipe 24. In addition, the interior of the first heat exchanger 81 constitutes a part of the sixth pipe 47. And, the first heat exchanger 81 performs heat exchange between the first refrigerant flowing in the third branch pipe 24 and the cooling water flowing in the sixth pipe 47. Therefore, the first heat exchanger 81 performs heat exchange between the first refrigerant circulating in the first refrigerant circuit 11 and the cooling water circulating in the heat medium circuit 31.

[0075] <The second heat exchanger 82>

[0076] The second heat exchanger 82 is connected to the seventeenth pipe 70 of the second refrigerant circuit 61 and the sixth pipe 47 of the first circulation circuit 35. Therefore, the second heat exchanger 82 is connected to the second refrigerant circuit 61 and the heat medium circuit 31. The first heat exchanger 81 and the second heat exchanger 82 are connected to the first circulation circuit 35. The second heat exchanger 82 is connected to a portion of the seventeenth pipe 70 that is located closer to the direction switching portion 66 than the portion where the second expansion valve 64 is provided. The interior of the second heat exchanger 82 constitutes a part of the seventeenth pipe 70. The second heat exchanger 82 is connected to a portion of the sixth pipe 47 that is located closer to the first switching valve 45 than the portion where the first heat exchanger 81 is connected. The interior of the second heat exchanger 82 constitutes a part of the sixth pipe 47. And, the second heat exchanger 82 performs heat exchange between the second refrigerant flowing in the seventeenth pipe 70 and the cooling water flowing in the sixth pipe 47. Therefore, the second heat exchanger 82 performs heat exchange between the second refrigerant circulating in the second refrigerant circuit 61 and the cooling water circulating in the heat medium circuit 31.

[0077] <The first switching state and the second switching state of the direction switching portion 66>

[0078] The direction switching unit 66 can be switched between a first switching state and a second switching state under the control of the control unit 90. When the direction switching unit 66 becomes the first switching state, it causes the second refrigerant discharged from the second compressor 62 to flow toward the second outdoor heat exchanger 63. The first switching state of the direction switching unit 66 is a state in which the first port 66a is in communication with the second port 66b and the third port 66c is in communication with the fourth port 66d. On the other hand, when the direction switching unit 66 becomes the second switching state, it causes the second refrigerant discharged from the second compressor 62 to flow toward the second heat exchanger 82. The second switching state of the direction switching unit 66 is a state in which the first port 66a is in communication with the third port 66c and the second port 66b is in communication with the fourth port 66d.

[0079] <control unit 90>

[0080] The control unit 90 includes a central processing control device (CPU). The control unit 90 includes a memory composed of a read-only memory (ROM) that pre-stores various programs, maps, etc., and a random access memory (RAM) that temporarily stores the operation results of the CPU, etc. The control unit 90 includes a timer counter, an input interface, an output interface, etc.

[0081] The vehicle thermal management system 10 includes a battery temperature sensor 91. The battery temperature sensor 91 is configured to detect the temperature of the battery 32. The battery temperature sensor 91 is electrically connected to the control unit 90. A detection signal related to the temperature of the battery 32 detected by the battery temperature sensor 91 is output to the control unit 90.

[0082] The vehicle thermal management system 10 includes a converter temperature sensor 92. The converter temperature sensor 92 is configured to detect the temperature of the converter 33. The converter temperature sensor 92 is electrically connected to the control unit 90. A detection signal related to the temperature of the converter 33 detected by the converter temperature sensor 92 is output to the control unit 90.

[0083] The vehicle thermal management system 10 includes a motor temperature sensor 93. The motor temperature sensor 93 is configured to detect the temperature of the motor generator 34. The motor temperature sensor 93 is electrically connected to the control unit 90. A detection signal related to the temperature of the motor generator 34 detected by the motor temperature sensor 93 is output to the control unit 90.

[0084] The vehicle thermal management system 10 includes an external gas temperature sensor 94. The external gas temperature sensor 94 is configured to detect the external gas temperature. The external gas temperature sensor 94 is electrically connected to the control unit 90. A detection signal related to the external gas temperature detected by the external gas temperature sensor 94 is output to the control unit 90.

[0085] The vehicle thermal management system 10 is equipped with an indoor temperature sensor 95. The indoor temperature sensor 95 is configured to detect the temperature inside the vehicle compartment. The indoor temperature sensor 95 is electrically connected to the control unit 90. A detection signal related to the temperature inside the vehicle compartment detected by the indoor temperature sensor 95 is output to the control unit 90.

[0086] In the control unit 90, a control program for controlling the operations of the first refrigerant circuit 11, the heat medium circuit 31, and the second refrigerant circuit 61 is stored in advance. Therefore, the control unit 90 controls the operations of the first refrigerant circuit 11, the heat medium circuit 31, and the second refrigerant circuit 61.

[0087] In the control unit 90, a program for switching the operation of the first refrigerant circuit 11 between a refrigeration mode for cooling the inside of the vehicle compartment and a heating mode for heating the inside of the vehicle compartment is stored in advance. Therefore, the control unit 90 can switch the operation of the first refrigerant circuit 11 between the refrigeration mode for cooling the inside of the vehicle compartment and the heating mode for heating the inside of the vehicle compartment.

[0088] In the control unit 90, a program for switching the operation mode of the vehicle thermal management system 10 among a battery cooling mode for cooling the battery 32, a battery warm-up mode for warming up the battery 32, and a heating assist mode for heating the inside of the vehicle compartment is stored in advance. Therefore, the control unit 90 can switch the operation mode of the vehicle thermal management system 10 among the battery cooling mode, the battery warm-up mode, and the heating assist mode. In addition, the heating assist mode is a mode for heating the inside of the vehicle compartment in a mode other than the heating mode.

[0089] The control unit 90 is electrically connected to the air conditioning ECU 96 provided in the vehicle. The control unit 90 receives a signal related to the operation instruction sent from the air conditioning ECU 96. Based on the operation instruction received from the air conditioning ECU 96, the control unit 90 switches the operation mode of the vehicle thermal management system 10 to any one of the refrigeration mode, the heating mode, and the heating assist mode.

[0090] In the control unit 90, a program for cooling the interior of the vehicle in the cooling mode when a signal related to an operation command for cooling the interior of the vehicle is received from the air-conditioning ECU 96 is stored in advance. In addition, the control unit 90 is set to receive a signal related to an operation command for heating the interior of the vehicle from the air-conditioning ECU 96. At this time, a program for heating the interior of the vehicle in the heating mode when the outside air temperature detected by the outside air temperature sensor 94 is higher than a preset temperature is stored in advance. On the other hand, a program for heating the interior of the vehicle in the heating assist mode when the outside air temperature detected by the outside air temperature sensor 94 is equal to or lower than the preset temperature is stored in advance. In addition, the "preset temperature" is, for example, -10°C.

[0091] In the control unit 90, a program for performing the battery cooling mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is higher than the target temperature is stored in advance. In addition, in the control unit 90, a program for performing the battery warm-up mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is lower than the target temperature is stored in advance.

[0092] In the control unit 90, a program for performing the radiator heat release mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is higher than the target temperature is stored in advance. In addition, in the control unit 90, a program for performing the drive device heat source mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is lower than the target temperature is stored in advance.

[0093] For example, it is assumed that the temperature of the battery 32 detected by the battery temperature sensor 91 is higher than the target temperature. In this case, in the control unit 90, a program for performing the battery cooling mode when the difference between the temperature of the battery 32 detected by the battery temperature sensor 91 and the target temperature is larger than a preset threshold is stored in advance. On the other hand, in the control unit 90, a program for performing the radiator heat release mode when the difference between the temperature of the battery 32 detected by the battery temperature sensor 91 and the target temperature is smaller than the preset threshold is stored in advance.

[0094] For example, it is assumed that the temperature of the battery 32 detected by the battery temperature sensor 91 is lower than the target temperature. In this case, in the control unit 90, a program for performing the battery warm-up mode when the difference between the temperature of the battery 32 detected by the battery temperature sensor 91 and the target temperature is larger than a preset threshold is stored in advance. On the other hand, in the control unit 90, a program for performing the drive device heat source mode when the difference between the temperature of the battery 32 detected by the battery temperature sensor 91 and the target temperature is smaller than the preset threshold is stored in advance.

[0095] The control unit 90 controls the operations of the first refrigerant circuit 11, the heat medium circuit 31, and the second refrigerant circuit 61 such that the temperature inside the vehicle compartment detected by the in-vehicle temperature sensor 95 becomes the target temperature. The control unit 90 controls the operations of the first refrigerant circuit 11, the heat medium circuit 31, and the second refrigerant circuit 61 such that the temperature of the battery 32 detected by the battery temperature sensor 91 becomes the target temperature. The control unit 90 controls the operations of the first refrigerant circuit 11, the heat medium circuit 31, and the second refrigerant circuit 61 such that the temperature of the converter 33 detected by the converter temperature sensor 92 becomes the target temperature. The control unit 90 controls the operations of the first refrigerant circuit 11, the heat medium circuit 31, and the second refrigerant circuit 61 such that the temperature of the motor generator 34 detected by the motor generator temperature sensor 93 becomes the target temperature.

[0096] [Function of the Embodiment]

[0097] Next, the function of this embodiment will be described.

[0098] [Refrigeration Mode]

[0099] In the refrigeration mode, by the control of the control unit 90, the first on-off valve 28, the first variable throttle valve 25, and the second variable throttle valve 26 are in the open valve state. At this time, the opening degree of the first variable throttle valve 25 becomes fully open. Thus, the first variable throttle valve 25 does not function as the first expansion valve. On the other hand, the opening degree of the second variable throttle valve 26 becomes smaller. Thus, the second variable throttle valve 26 functions as the first expansion valve. In addition, in the refrigeration mode, by the control of the control unit 90, the second on-off valve 29, the third on-off valve 30, and the third variable throttle valve 27 are in the closed valve state.

[0100] As a result, the first refrigerant discharged from the first compressor 12 flows successively through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first outdoor heat exchanger 14, the third pipe 19, the refrigeration indoor heat exchanger 15, the fourth pipe 20, the first accumulator 16, and the fifth pipe 21. In addition, in the refrigeration mode, even if the first refrigerant flows through the heating indoor heat exchanger 13, heat exchange between the first refrigerant and the external gas does not occur in the heating indoor heat exchanger 13.

[0101] In the refrigeration mode, the first refrigerant discharged from the first compressor 12 releases heat to the external gas in the first outdoor heat exchanger 14. The first refrigerant that has released heat to the external gas in the first outdoor heat exchanger 14 is decompressed by the second variable throttle valve 26. The first refrigerant decompressed by the second variable throttle valve 26 absorbs heat from the indoor air in the indoor heat exchanger 15 for refrigeration. Thus, the indoor air is cooled. And, the first refrigerant that has absorbed heat from the indoor air in the indoor heat exchanger 15 for refrigeration flows back to the first compressor 12 via the first accumulator 16.

[0102] <Heating mode>

[0103] In the heating mode, under the control of the control unit 90, the first on-off valve 28, the first variable throttle valve 25, and the third on-off valve 30 are in the open valve state. At this time, the opening degree of the first variable throttle valve 25 becomes smaller. Thus, the first variable throttle valve 25 functions as the first expansion valve. In addition, in the heating mode, under the control of the control unit 90, the second on-off valve 29, the second variable throttle valve 26, and the third variable throttle valve 27 are in the closed valve state.

[0104] Thus, the first refrigerant discharged from the first compressor 12 flows successively through the first pipe 17, the indoor heat exchanger 13 for heating, the second pipe 18, the first outdoor heat exchanger 14, the third pipe 19, the second branch pipe 23, the fourth pipe 20, the first accumulator 16, and the fifth pipe 21.

[0105] In the heating mode, the first refrigerant discharged from the first compressor 12 releases heat to the indoor air in the indoor heat exchanger 13 for heating. Thus, the indoor air is heated. The first refrigerant that has released heat to the indoor air in the indoor heat exchanger 13 for heating is decompressed by the first variable throttle valve 25. The first refrigerant decompressed by the first variable throttle valve 25 absorbs heat from the external gas in the first outdoor heat exchanger 14. And, the first refrigerant that has absorbed heat from the external gas in the first outdoor heat exchanger 14 flows back to the first compressor 12 via the first accumulator 16.

[0106] <Battery cooling mode>

[0107] In Figure 2 , the flow of the first refrigerant, the cooling water, and the second refrigerant when the vehicle thermal management system 10 is operating in the battery cooling mode is shown by arrows. In addition, in Figure 2 , the heat transfer direction in the first heat exchanger 81 and the second heat exchanger 82 when the vehicle thermal management system 10 is operating in the battery cooling mode is shown by thick arrows. In addition, Figure 2 shows an example of the battery cooling mode in the vehicle thermal management system 10.

[0108] AsFigure 2 As shown, in the battery cooling mode, the drive of the direction switching unit 66 is controlled by the control of the control unit 90, and the direction switching unit 66 is switched to the first switching state. In the battery cooling mode, in the direction switching unit 66, the first port 66a is in communication with the second port 66b and the third port 66c is in communication with the fourth port 66d. Thus, the second refrigerant discharged from the second compressor 62 sequentially flows through the 14th pipe 67, the 15th pipe 68, the second outdoor heat exchanger 63, the 16th pipe 69, the second expansion valve 64, the 17th pipe 70, the 18th pipe 71, the second accumulator 65, and the 19th pipe 72.

[0109] In the battery cooling mode, the second refrigerant discharged from the second compressor 62 releases heat to the external gas in the second outdoor heat exchanger 63. The second refrigerant after releasing heat to the external gas in the second outdoor heat exchanger 63 is decompressed by the second expansion valve 64. The second refrigerant decompressed by the second expansion valve 64 flows through the 17th pipe 70. At this time, the second refrigerant absorbs heat from the cooling water flowing in the first circulation circuit 35 in the second heat exchanger 82. Thus, the cooling water is cooled. And the second refrigerant after absorbing heat from the cooling water in the second heat exchanger 82 returns to the second compressor 62 via the second accumulator 65.

[0110] In Figure 2 In the battery cooling mode shown, the drive of the first switching valve 45 is controlled by the control of the control unit 90, and the first port 45a and the second port 45b are opened and the third port 45c is closed. Therefore, in the vehicle thermal management system 10, in Figure 2 In the battery cooling mode shown, the first switching valve 45 is switched to the shut-off state.

[0111] In the heat medium circuit 31 in the battery cooling mode, the first pump 37 is driven by the control of the control unit 90. Therefore, in the first circulation circuit 35, the cooling water circulates. And the cooling water flowing out from the first pump 37 through the 6th pipe 47 and cooled by the second refrigerant in the second heat exchanger 82 absorbs heat from the battery 32 in the battery heat exchanger 38. Thus, the battery 32 is cooled by the cooling water. The cooling water after absorbing heat from the battery 32 returns to the first pump 37 via the 8th pipe 49.

[0112] In Figure 2 In the heat medium circuit 31 in the battery cooling mode shown, the second pump 39 is driven by the control of the control unit 90. Therefore, in the second circulation circuit 36, the cooling water circulates. Additionally, in Figure 2 In the battery cooling mode shown, the drive of the second switching valve 46 is controlled by the control of the control unit 90, and the fourth port 46a and the fifth port 46b are opened and the sixth port 46c is closed.

[0113] Thus, the cooling water supplied from the second pump 39 to the motor heat exchanger 41 via the ninth pipe 50 absorbs heat from the motor generator 34 in the motor heat exchanger 41. Thus, the motor generator 34 is cooled by the cooling water. The cooling water that has absorbed heat from the motor generator 34 is supplied to the radiator 42 via the tenth pipe 51, the second switching valve 46, and the eleventh pipe 52. The cooling water supplied to the radiator 42 releases heat to the external gas in the radiator 42. Thus, the cooling water is cooled by the external gas. The cooling water cooled by the external gas in the radiator 42 is supplied to the converter heat exchanger 40 via the twelfth pipe 53. The cooling water supplied to the converter heat exchanger 40 absorbs heat from the converter 33 in the converter heat exchanger 40. Thus, the converter 33 is cooled by the cooling water. The cooling water that has absorbed heat from the converter 33 flows back to the second pump 39 via the thirteenth pipe 54.

[0114] In Figure 2 In the battery cooling mode shown, the first switching valve 45 is switched to the shut-off state. Therefore, the flow of the cooling water via the first connection passage 43 between the first circulation circuit 35 and the second circulation circuit 36 is shut off. Since there is no flow of the cooling water from the first circulation circuit 35 to the second circulation circuit 36 via the first connection passage 43, there is also no flow of the cooling water from the second circulation circuit 36 to the first circulation circuit 35 via the second connection passage 44. Thus, the temperature of the battery 32 and the temperatures of the converter 33 and the motor generator 34 are regulated independently.

[0115] In Figure 2 In the first refrigerant circuit 11 in the battery cooling mode shown, by the control of the control unit 90, the second on-off valve 29 and the third variable throttle valve 27 are in the open valve state. At this time, the opening degree of the third variable throttle valve 27 becomes smaller. Thus, the third variable throttle valve 27 functions as the first expansion valve. In addition, in Figure 2 In the battery cooling mode shown, by the control of the control unit 90, the first on-off valve 28, the third on-off valve 30, the first variable throttle valve 25, and the second variable throttle valve 26 are in the closed valve state.

[0116] Thus, the first refrigerant discharged from the first compressor 12 sequentially flows through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first branch pipe 22, the third pipe 19, the third branch pipe 24, the fourth pipe 20, the first accumulator 16, and the fifth pipe 21.

[0117] In Figure 2In the battery cooling mode shown, the first refrigerant discharged from the first compressor 12 releases heat to the indoor air in the heating indoor heat exchanger 13. As a result, the indoor air is heated. The first refrigerant that has released heat to the indoor air in the heating indoor heat exchanger 13 is decompressed by the third variable throttle valve 27. The first refrigerant decompressed by the third variable throttle valve 27 absorbs heat from the cooling water in the first heat exchanger 81. Therefore, in the heat medium circuit 31, the cooling water that has absorbed heat from the battery 32 releases heat to the first refrigerant in the first heat exchanger 81. In this way, the heat medium circuit 31 can be set such that the cooling water that has absorbed heat from the battery 32 releases heat to the first refrigerant in the first heat exchanger 81. And, the first refrigerant that has absorbed heat from the cooling water in the first heat exchanger 81 flows back to the first compressor 12 via the first accumulator 16.

[0118] In this way, in the battery cooling mode, by switching the direction switching unit 66 to the first switching state, the second refrigerant discharged from the second compressor 62 releases heat to the external gas in the second outdoor heat exchanger 63, is decompressed by the second expansion valve 64 after heat release, and absorbs heat from the cooling water in the second heat exchanger 82. As a result, the second refrigerant cools the cooling water. And, in the battery cooling mode, the battery 32 is cooled by the cooling water that has been cooled absorbing heat from the battery 32.

[0119] <Battery warm-up mode>

[0120] In Figure 3 Arrows indicate the flow of the cooling water and the second refrigerant when the vehicle thermal management system 10 is operating in the battery warm-up mode. Additionally, in Figure 3 thick arrows indicate the direction of heat in the second heat exchanger 82 when the vehicle thermal management system 10 is operating in the battery warm-up mode. Furthermore, Figure 3 shows an example of the battery warm-up mode in the vehicle thermal management system 10.

[0121] As Figure 3 shown, in the battery warm-up mode, the drive of the direction switching unit 66 is controlled by the control of the control unit 90, and the direction switching unit 66 is switched to the second switching state. In the battery warm-up mode, in the direction switching unit 66, a state is achieved where the first port 66a communicates with the third port 66c and the second port 66b communicates with the fourth port 66d. As a result, the second refrigerant discharged from the second compressor 62 flows successively through the 14th pipe 67, the 17th pipe 70, the second expansion valve 64, the 16th pipe 69, the second outdoor heat exchanger 63, the 15th pipe 68, the 18th pipe 71, the second accumulator 65, and the 19th pipe 72.

[0122] In the battery warm-up mode, the second refrigerant discharged from the second compressor 62 flows through the seventeenth pipe 70. At this time, the second refrigerant releases heat to the cooling water flowing in the first circulation circuit 35 in the second heat exchanger 82. As a result, the cooling water is heated. The second refrigerant that has released heat to the cooling water in the second heat exchanger 82 is decompressed by the second expansion valve 64. The second refrigerant decompressed by the second expansion valve 64 absorbs heat from the external gas in the second outdoor heat exchanger 63. And, the second refrigerant that has absorbed heat from the external gas in the second outdoor heat exchanger 63 returns to the second compressor 62 via the second accumulator 65.

[0123] In Figure 3 In the battery warm-up mode shown, the driving of the first switching valve 45 is controlled by the control of the control unit 90, and a state is achieved in which the first port 45a and the second port 45b are open and the third port 45c is closed. Therefore, in the vehicle thermal management system 10, in Figure 3 In the battery warm-up mode shown, the first switching valve 45 is switched to the shut-off state. Thus, the vehicle thermal management system 10 switches the first switching valve 45 to the shut-off state in at least one of the battery cooling mode and the battery warm-up mode.

[0124] In the heat medium circuit 31 in the battery warm-up mode, the first pump 37 is driven by the control of the control unit 90. Therefore, in the first circulation circuit 35, the cooling water circulates. And, the cooling water heated by the second refrigerant in the second heat exchanger 82 releases heat to the battery 32 in the battery heat exchanger 38. As a result, the battery 32 is warmed up by the cooling water. The cooling water that has released heat to the battery 32 returns to the first pump 37 via the eighth pipe 49.

[0125] In this way, in the battery warm-up mode, by switching the direction switching unit 66 to the second switching state, the second refrigerant discharged from the second compressor 62 releases heat to the cooling water in the second heat exchanger 82, is decompressed by the second expansion valve 64 after heat release, and absorbs heat from the external gas in the second outdoor heat exchanger 63. And, in the battery warm-up mode, the battery 32 is warmed up by the cooling water that has received heat release and releases heat to the battery 32.

[0126] In Figure 3 In the heat medium circuit 31 in the battery warm-up mode shown, the second pump 39 is driven by the control of the control unit 90. Therefore, in the second circulation circuit 36, the cooling water circulates. In addition, in Figure 3 In the battery warm-up mode shown, the driving of the second switching valve 46 is controlled by the control of the control unit 90, and a state is achieved in which the fourth port 46a and the sixth port 46c are open and the fifth port 46b is closed.

[0127] Thus, the cooling water from the second pump 39 sequentially flows through the ninth pipe 50, the motor heat exchanger 41, the tenth pipe 51, the second switching valve 46, the bypass passage 55, the twelfth pipe 53, the converter heat exchanger 40, and the thirteenth pipe 54. Therefore, the cooling water flowing in the second circulation circuit 36 circulates in the second circulation circuit 36 in a state of bypassing the radiator 42. Thus, the cooling water circulating in the second circulation circuit 36 does not release heat to the external gas in the radiator 42. As a result, the cooling water circulating in the second circulation circuit 36 circulates in the second circulation circuit 36 in a state of hardly absorbing heat from the motor generator 34 in the motor heat exchanger 41 and further hardly absorbing heat from the converter 33 in the converter heat exchanger 40.

[0128] In Figure 3 the battery warm-up mode shown, the first switching valve 45 is switched to the shut-off state. Therefore, the flow of the cooling water via the first connection passage 43 between the first circulation circuit 35 and the second circulation circuit 36 is shut off. Since there is no flow of the cooling water from the first circulation circuit 35 to the second circulation circuit 36 via the first connection passage 43, there is also no flow of the cooling water from the second circulation circuit 36 to the first circulation circuit 35 via the second connection passage 44. Thus, the temperature of the battery 32 and the temperature of the converter 33 and the motor generator 34 are adjusted independently.

[0129] In addition, in Figure 3 the battery warm-up mode shown, the drive of the first compressor 12 is stopped. Therefore, in Figure 3 the battery warm-up mode shown, the operation of the first refrigerant circuit 11 stops. Thus, in Figure 3 the battery warm-up mode shown, in the vehicle thermal management system 10, the air conditioning in the passenger compartment achieved by the first refrigerant circuit 11 is not performed.

[0130] <Heating assistance mode>

[0131] In Figure 4 the flow of the first refrigerant, the cooling water, and the second refrigerant when the vehicle thermal management system 10 is operating in the heating assistance mode is shown by arrows. Additionally, in Figure 4 the direction of heat in the first heat exchanger 81 and the second heat exchanger 82 when the vehicle thermal management system 10 is operating in the heating assistance mode is shown by thick arrows. Furthermore, Figure 4 shows an example of the heating assistance mode in the vehicle thermal management system 10.

[0132] As Figure 4As shown, in the heating auxiliary mode, the drive of the direction switching unit 66 is controlled by the control unit 90, and the direction switching unit 66 is switched to the second switching state. In the heating auxiliary mode, in the direction switching unit 66, the first port 66a is communicated with the third port 66c and the second port 66b is communicated with the fourth port 66d. Thus, the second refrigerant discharged from the second compressor 62 sequentially flows through the 14th pipe 67, the 17th pipe 70, the second expansion valve 64, the 16th pipe 69, the second outdoor heat exchanger 63, the 15th pipe 68, the 18th pipe 71, the second accumulator 65, and the 19th pipe 72.

[0133] In the heating auxiliary mode, the second refrigerant discharged from the second compressor 62 flows through the 17th pipe 70. At this time, the second refrigerant releases heat to the cooling water flowing in the first circulation circuit 35 in the second heat exchanger 82. Thus, the cooling water is heated. The second refrigerant that has released heat to the cooling water in the second heat exchanger 82 is decompressed by the second expansion valve 64. The second refrigerant decompressed by the second expansion valve 64 absorbs heat from the external gas in the second outdoor heat exchanger 63. And, the second refrigerant that has absorbed heat from the external gas in the second outdoor heat exchanger 63 returns to the second compressor 62 via the second accumulator 65.

[0134] In Figure 4 the heating auxiliary mode shown, the drive of the first switching valve 45 is controlled by the control unit 90, and the first port 45a and the third port 45c are opened and the second port 45b is closed. Moreover, in Figure 4 the heating auxiliary mode shown, the drive of the second switching valve 46 is controlled by the control unit 90, and the sixth port 46c is opened and the fourth port 46a and the fifth port 46b are closed.

[0135] In the heat medium circuit 31 in the heating auxiliary mode, the first pump 37 is driven by the control of the control unit 90. Therefore, in the first circulation circuit 35, the cooling water circulates. In addition, in Figure 4 the heating auxiliary mode shown, the drive of the second pump 39 is stopped. Thus, the cooling water from the first pump 37 sequentially flows through the 6th pipe 47, the first switching valve 45, the first connection passage 43, the second switching valve 46, the bypass passage 55, the second connection passage 44, and the 8th pipe 49. Therefore, the cooling water flowing in the first circulation circuit 35 circulates in the first circulation circuit 35 in a state of bypassing the battery heat exchanger 38. Thus, the cooling water circulating in the first circulation circuit 35 does not exchange heat with the battery 32 in the battery heat exchanger 38.

[0136] In the first refrigerant circuit 11 in the heating auxiliary mode, through the control of the control unit 90, the second on-off valve 29 and the third variable throttle valve 27 are in the open valve state. At this time, the opening degree of the third variable throttle valve 27 becomes smaller. Therefore, the third variable throttle valve 27 functions as the first expansion valve. In addition, in the heating auxiliary mode, through the control of the control unit 90, the first on-off valve 28, the third on-off valve 30, the first variable throttle valve 25, and the second variable throttle valve 26 are in the closed valve state.

[0137] Thus, the first refrigerant discharged from the first compressor 12 flows successively through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first branch pipe 22, the third pipe 19, the third branch pipe 24, the fourth pipe 20, the first accumulator 16, and the fifth pipe 21.

[0138] In the heating auxiliary mode, the first refrigerant discharged from the first compressor 12 releases heat to the indoor air in the heating indoor heat exchanger 13. Thus, the indoor air is heated. The first refrigerant that has released heat to the indoor air in the heating indoor heat exchanger 13 is decompressed by the third variable throttle valve 27. The first refrigerant decompressed by the third variable throttle valve 27 absorbs heat from the cooling water in the first heat exchanger 81. Therefore, the cooling water heated by the second refrigerant in the second heat exchanger 82 releases heat to the first refrigerant in the first heat exchanger 81. Thus, the first refrigerant is heated by the cooling water. And the first refrigerant that has absorbed heat from the cooling water in the first heat exchanger 81 returns to the first compressor 12 via the first accumulator 16.

[0139] In the heating auxiliary mode, the cooling water is heated by the second refrigerant releasing heat to the cooling water in the second heat exchanger 82, and the first refrigerant is heated by the heated cooling water releasing heat to the first refrigerant in the first heat exchanger 81. Thus, the heating capacity is improved.

[0140] In this way, in the heating auxiliary mode, by switching the direction switching unit 66 to the second switching state, the second refrigerant discharged from the second compressor 62 releases heat to the cooling water in the second heat exchanger 82 to heat the cooling water. And in the heating auxiliary mode, the cooling water heated by the second refrigerant in the second heat exchanger 82 releases heat to the first refrigerant in the first heat exchanger 81 to heat the first refrigerant for heating inside the vehicle compartment.

[0141] <Radiator heat release mode>

[0142] In Figure 5 the flow of the cooling water when the vehicle thermal management system 10 is operating in the radiator heat release mode is shown by arrows. In addition, in Figure 5FIG. 0 shows an example of a radiator heat release mode in the vehicle thermal management system 10. In Figure 5 the shown radiator heat release mode, the driving of the first compressor 12 and the second compressor 62 is stopped. Therefore, in Figure 5 the shown radiator heat release mode, the operations of the first refrigerant circuit 11 and the second refrigerant circuit 61 are stopped. Thus, in Figure 5 the shown radiator heat release mode, in the vehicle thermal management system 10, the air conditioning inside the vehicle achieved by the first refrigerant circuit 11 is not performed.

[0143] As Figure 5 shown, in the radiator heat release mode, the driving of the first switching valve 45 is controlled by the control of the control unit 90, and the first port 45a, the second port 45b, and the third port 45c are in an open valve state. Therefore, in the radiator heat release mode, the first switching valve 45 is switched to the allowable state. In addition, in the radiator heat release mode, the first pump 37 is driven by the control of the control unit 90. Therefore, in the first circulation circuit 35, the cooling water circulates.

[0144] In Figure 5 the shown radiator heat release mode, the driving of the second switching valve 46 is controlled by the control of the control unit 90, and the fifth port 46b is in an open valve state while the fourth port 46a and the sixth port 46c are in a closed valve state. In addition, in Figure 5 the shown radiator heat release mode, the driving of the second pump 39 is stopped. Thus, in the second circulation circuit 36, the flow of the cooling water is not generated in the converter heat exchanger 40, the thirteenth pipe 54, the ninth pipe 50, the motor heat exchanger 41, and the tenth pipe 51.

[0145] The cooling water from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, a part of the cooling water flows through the seventh pipe 48 to the battery heat exchanger 38. In the first switching valve 45, the cooling water flowing through the seventh pipe 48 to the battery heat exchanger 38 absorbs heat from the battery 32 in the battery heat exchanger 38. Thus, the battery 32 is cooled by the cooling water. The cooling water that has absorbed heat from the battery 32 flows back to the first pump 37 via the eighth pipe 49.

[0146] In addition, the cooling water from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, a part of the cooling water flows through the first connection passage 43 to the second switching valve 46. The cooling water flowing into the second switching valve 46 flows through the eleventh pipe 52 to the radiator 42 and releases heat to the external gas in the radiator 42. Thus, the cooling water is cooled by the external gas. The cooling water cooled by the external gas in the radiator 42 flows back to the first pump 37 through the twelfth pipe 53, the second connection passage 44, and the eighth pipe 49.

[0147] In this way, the first switching valve 45 can be switched to a radiator connection state that is in an allowable state and communicates with the radiator 42 and does not communicate with the second pump 39, the converter heat exchanger 40, and the motor heat exchanger 41. And, in Figure 5 the radiator heat release mode shown, the first switching valve 45 is made into the radiator connection state.

[0148] In this way, the vehicle thermal management system 10 can be set such that by switching the first switching valve 45 to an allowable state, the cooling water that has absorbed heat from the battery 32 in the battery heat exchanger 38 flows through the first connection passage 43 to the second circulation loop 36 and releases heat in the radiator 42. Thus, the cooling water that has absorbed heat from the battery 32 releases heat efficiently, and therefore, the battery 32 can be cooled more efficiently.

[0149] <Drive device heat source mode>

[0150] In Figure 6 the flow of the cooling water when the vehicle thermal management system 10 is operating in the drive device heat source mode is shown by arrows. In addition, in Figure 6 an example of the drive device heat source mode in the vehicle thermal management system 10 is shown. In Figure 6 the drive device heat source mode shown, the driving of the first compressor 12 and the second compressor 62 is stopped. Therefore, in Figure 6 the drive device heat source mode shown, the operation of the first refrigerant circuit 11 and the second refrigerant circuit 61 is stopped. Thus, in Figure 6 the drive device heat source mode shown, in the vehicle thermal management system 10, the air conditioning of the passenger compartment achieved by the first refrigerant circuit 11 is not performed.

[0151] As Figure 6As shown, in the heat source mode of the drive device, the drive of the first switching valve 45 is controlled by the control of the control unit 90, and the first port 45a, the second port 45b, and the third port 45c are in the open valve state. Therefore, in the heat source mode of the drive device, the first switching valve 45 is switched to the allowable state. In addition, in the heat source mode of the drive device, the first pump 37 is driven by the control of the control unit 90. Therefore, in the first circulation circuit 35, the cooling water circulates.

[0152] In Figure 6 In the heat source mode of the drive device shown, the drive of the second switching valve 46 is controlled by the control of the control unit 90, and the fourth port 46a and the sixth port 46c are in the open valve state and the fifth port 46b is in the closed valve state. In addition, in the heat source mode of the drive device, the second pump 39 is driven by the control of the control unit 90. Thus, in the second circulation circuit 36, the cooling water from the second pump 39 flows through the ninth pipe 50, the motor heat exchanger 41, the tenth pipe 51, the second switching valve 46, and the bypass passage 55 to the twelfth pipe 53. And a part of the cooling water flowing into the twelfth pipe 53 flows to the converter heat exchanger 40. The cooling water flowing into the converter heat exchanger 40 returns to the second pump 39 via the thirteenth pipe 54.

[0153] In the heat source mode of the drive device, the cooling water flowing in the motor heat exchanger 41 absorbs heat from the motor generator 34 in the motor heat exchanger 41. Thus, the motor generator 34 is cooled by the cooling water. In addition, in the heat source mode of the drive device, the cooling water flowing in the converter heat exchanger 40 absorbs heat from the converter 33 in the converter heat exchanger 40. Thus, the converter 33 is cooled by the cooling water.

[0154] In the heat source mode of the drive device, the cooling water from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45, and in the first switching valve 45, a part of the cooling water flows through the first connection passage 43 to the second switching valve 46. The cooling water flowing into the second switching valve 46 flows through the bypass passage 55 to the twelfth pipe 53. Therefore, an amount of cooling water corresponding to the cooling water flowing from the first circulation circuit 35 through the first connection passage 43 to the second circulation circuit 36 flows out from the twelfth pipe 53 to the eighth pipe 49 through the second connection passage 44. Therefore, in the heat source mode of the drive device, the cooling water that has absorbed heat from the motor generator 34 in the motor heat exchanger 41 and from the converter 33 in the converter heat exchanger 40 flows through the second connection passage 44 to the first circulation circuit 35.

[0155] In the driving device heat source mode, the cooling water from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, a part of the cooling water flows to the battery heat exchanger 38 via the seventh pipe 48. In the first switching valve 45, the cooling water flowing to the battery heat exchanger 38 via the seventh pipe 48 releases heat to the battery 32 in the battery heat exchanger 38. Thus, the battery 32 is warmed up by the cooling water. The cooling water that has released heat to the battery 32 flows back to the first pump 37 via the eighth pipe 49.

[0156] In this way, in the driving device heat source mode, the first switching valve 45 is switched to the allowable state. Thus, the cooling water that has absorbed heat from the motor generator 34 in the motor heat exchanger 41 and from the converter 33 in the converter heat exchanger 40 flows to the first circulation circuit 35 via the second connection passage 44. And the vehicle thermal management system 10 can be set such that the cooling water flowing from the second circulation circuit 36 to the first circulation circuit 35 via the second connection passage 44 releases heat to the battery 32 in the battery heat exchanger 38. Thus, the cooling water that has absorbed heat from the motor generator 34 in the motor heat exchanger 41 and from the converter 33 in the converter heat exchanger 40 releases heat to the battery 32 in the battery heat exchanger 38, and thus, the warm-up of the battery 32 can be further efficiently performed.

[0157] [Effects of the Embodiment]

[0158] The following effects can be obtained in the above embodiment.

[0159] (1) In the battery cooling mode, the cooling water cooled by the second refrigerant in the second heat exchanger 82 cools the battery 32 by absorbing heat from the battery 32. In the battery warm-up mode, the cooling water that has received heat release from the second refrigerant in the second heat exchanger 82 warms up the battery 32 by releasing heat to the battery 32. In the heating assist mode, the second refrigerant releases heat to the cooling water in the second heat exchanger 82 to heat the cooling water, and the heated cooling water releases heat to the first refrigerant in the first heat exchanger 81 to heat the first refrigerant. Thus, the heating capacity in the passenger compartment is increased. Through the above, it is possible to increase the heating capacity while efficiently adjusting the temperature of the battery 32.

[0160] (2) By controlling the control unit 90, the first switching valve 45 is set to the allowable state, thereby allowing the flow of the cooling water via the first connection passage 43 between the first circulation circuit 35 and the second circulation circuit 36. Therefore, it is possible to adjust the temperature of the battery 32 and the temperatures of the converter 33 and the motor generator 34 together. On the other hand, by controlling the control unit 90, the first switching valve 45 is set to the blocked state, thereby blocking the flow of the cooling water via the first connection passage 43 between the first circulation circuit 35 and the second circulation circuit 36. Therefore, it is possible to adjust the temperature of the battery 32 and the temperatures of the converter 33 and the motor generator 34 independently of each other.

[0161] (3) The heat medium circuit 31 can be set such that the cooling water that has absorbed heat from the battery 32 releases heat to the first refrigerant in the first heat exchanger 81. Thereby, it is possible to efficiently release the heat of the cooling water that has absorbed heat from the battery 32. Therefore, it is possible to further efficiently cool the battery 32.

[0162] (4) The vehicle thermal management system 10 can be set such that by switching the first switching valve 45 to the allowable state, the cooling water that has absorbed heat from the battery 32 in the battery heat exchanger 38 flows via the first connection passage 43 to the second circulation circuit 36 and releases heat in the radiator 42. Thereby, it is possible to efficiently release the heat of the cooling water that has absorbed heat from the battery 32. Therefore, it is possible to further efficiently cool the battery 32.

[0163] (5) By switching the first switching valve 45 to the allowable state, the cooling water that has absorbed heat from the motor generator 34 in the motor heat exchanger 41 and has absorbed heat from the converter 33 in the converter heat exchanger 40 flows via the second connection passage 44 to the first circulation circuit 35. And the vehicle thermal management system 10 can be set such that the cooling water flowing from the second circulation circuit 36 to the first circulation circuit 35 via the second connection passage 44 releases heat to the battery 32 in the battery heat exchanger 38. Thereby, the cooling water that has absorbed heat from the motor generator 34 in the motor heat exchanger 41 and has absorbed heat from the converter 33 in the converter heat exchanger 40 releases heat to the battery 32 in the battery heat exchanger 38. Therefore, it is possible to further efficiently warm up the battery 32.

[0164] (6) In at least one of the battery cooling mode and the battery warm-up mode, the control unit 90 can independently adjust the temperature of the battery 32 and the temperatures of the converter 33 and the motor generator 34 by switching the first switching valve 45 to the blocked state.

[0165] (7) The compression method of the second compressor 62 is a velocity type. Thus, for example, compared with the case where the compression method of the second compressor 62 is a positive displacement type, a compact compressor can be applied and a relatively large amount of the second refrigerant can be compressed and discharged.

[0166] [Modification example]

[0167] In addition, the above-described embodiment can be implemented with the following modifications. The above-described embodiment and the following modification examples can be implemented in combination with each other within a technically non-contradictory range.

[0168] It can also be as Figure 7 shown. For example, in the radiator heat release mode, the drive of the second switching valve 46 is controlled by the control of the control unit 90, and a state is achieved in which the fourth port 46a and the fifth port 46b are open and the sixth port 46c is closed. Also, the second pump 39 can be driven by the control of the control unit 90. Thus, in the radiator heat release mode, the first switching valve 45 can be in a state that allows it to communicate with the radiator 42 and also with the second pump 39, the converter heat exchanger 40, and the motor heat exchanger 41. And in the second circulation circuit 36 in the radiator heat release mode, the flow of cooling water can also be generated in the converter heat exchanger 40, the thirteenth pipe 54, the ninth pipe 50, the motor heat exchanger 41, and the tenth pipe 51. In this case, in the radiator heat release mode, in addition to the cooling water that has absorbed heat from the battery 32, the cooling water that has absorbed heat from the converter 33 and the motor generator 34 also releases heat in the radiator 42.

[0169] It can also be as Figure 8 shown. When the heating assist mode is being performed, the battery 32 is warmed up in the heat medium circuit 31. In addition, it can also be as Figure 8 shown in the embodiment. The cooling water that has absorbed heat from the motor generator 34 in the motor heat exchanger 41 and from the converter 33 in the converter heat exchanger 40 releases heat to the first refrigerant in the first heat exchanger 81. Thus, the heat generated from the motor generator 34 and the converter 33 can also be utilized as heat when heating. Therefore, the heating capacity inside the vehicle compartment is further improved.

[0170] In the embodiment, it can also be that when the battery cooling mode is being performed, the drive of the second pump 39 stops. In short, it can also be that when the battery cooling mode is being performed, the circulation of the cooling water in the second circulation circuit 36 is not performed, and the cooling of the converter 33 and the motor generator 34 is not performed.

[0171] In an embodiment, the vehicle thermal management system 10 may also be set such that when the battery cooling mode is in progress, in the heat medium circuit 31, the cooling water that has absorbed heat from the battery 32 does not release heat to the first refrigerant in the first heat exchanger 81. In this case, when the battery cooling mode is in progress, the driving of the first compressor 12 may be stopped. Therefore, it may also be that when the battery cooling mode is in progress, the operation of the first refrigerant circuit 11 is stopped, and the air conditioning in the passenger compartment achieved by the first refrigerant circuit 11 is not performed.

[0172] In an embodiment, the vehicle thermal management system 10 may also be set such that when the battery cooling mode is in progress, in the heat medium circuit 31, the cooling water that has absorbed heat from the battery 32 does not release heat to the first refrigerant in the first heat exchanger 81. In this case, the first refrigerant circuit 11 may, for example, operate in a refrigeration mode.

[0173] In an embodiment, it may also be that when the battery cooling mode is in progress, the driving of the first switching valve 45 is controlled by the control of the control unit 90 to be in a state where the first port 45a, the second port 45b, and the third port 45c are open. In short, it may also be that when the battery cooling mode is in progress, the first switching valve 45 is switched to an allowable state. Thereby, the temperature adjustment of the battery 32 and the temperature adjustment of the converter 33 and the electric generator 34 can be performed together.

[0174] In an embodiment, it may also be that when the battery cooling mode is in progress, the driving of the first switching valve 45 is controlled by the control of the control unit 90 to be in a state where the first port 45a, the second port 45b, and the third port 45c are open. In short, it may also be that when the battery cooling mode is in progress, the first switching valve 45 is switched to an allowable state. And it may also be that the driving of the second switching valve 46 is controlled by the control of the control unit 90 to be in a state where the fourth port 46a and the sixth port 46c are open and the fifth port 46b is closed. Thereby, the heat medium circuit 31 can be set such that, in addition to the cooling water that has absorbed heat from the battery 32, the cooling water that has absorbed heat from the converter 33 and the electric generator 34 also releases heat to the first refrigerant in the first heat exchanger 81.

[0175] In an embodiment, it may also be that when the battery cooling mode is being performed, the driving of the first switching valve 45 is controlled by the control of the control unit 90, and the first port 45a, the second port 45b, and the third port 45c are in an open valve state. In short, it may also be that when the battery cooling mode is being performed, the first switching valve 45 is switched to an allowable state. Further, it may also be that the driving of the second switching valve 46 is controlled by the control of the control unit 90. For example, the fifth port 46b is in an open valve state and the fourth port 46a and the sixth port 46c are in a closed valve state. In this way, the vehicle thermal management system 10 may also be set such that when the battery cooling mode is being performed, the cooling water that has absorbed heat from the battery 32 in the battery heat exchanger 38 flows through the first connection passage 43 to the second circulation circuit 36 and releases heat in the radiator 42.

[0176] In an embodiment, it may also be that when the battery warm-up mode is being performed, the driving of the second pump 39 stops. In short, it may also be that when the battery warm-up mode is being performed, the circulation of the cooling water in the second circulation circuit 36 is not performed, and the temperature regulation of the converter 33 and the electric generator 34 is not performed.

[0177] In an embodiment, when the battery warm-up mode is being performed, for example, by operating the first refrigerant circuit 11, either the refrigeration mode or the heating mode may be performed.

[0178] In an embodiment, it may also be that when the battery warm-up mode is being performed, the driving of the first switching valve 45 is controlled by the control of the control unit 90, and the first port 45a, the second port 45b, and the third port 45c are in an open valve state. In short, it may also be that when the battery warm-up mode is being performed, the first switching valve 45 is switched to an allowable state. Thereby, the temperature regulation of the battery 32 and the temperature regulation of the converter 33 and the electric generator 34 can be performed together.

[0179] In an embodiment, the heat medium circulating in the heat medium circuit 31 is not limited to cooling water. In short, the heat medium circulating in the heat medium circuit 31 is not particularly limited as long as it can regulate the temperatures of the battery 32, the converter 33, and the electric generator 34.

Claims

1. A vehicle thermal management system, comprising: A first refrigerant circuit configured to circulate a first refrigerant for air-conditioning the passenger compartment; A heat medium circuit configured to circulate a heat medium for regulating the temperature of the battery; A second refrigerant circuit configured to circulate a second refrigerant for regulating the temperature of the heat medium, and having a compressor configured to compress and discharge the second refrigerant, an external gas heat exchanger configured to perform heat exchange between the second refrigerant and external gas, and an expansion valve configured to decompress the second refrigerant; A first heat exchanger connected to the first refrigerant circuit and the heat medium circuit and configured to perform heat exchange between the first refrigerant and the heat medium; A second heat exchanger connected to the second refrigerant circuit and the heat medium circuit and configured to perform heat exchange between the second refrigerant and the heat medium; and A control unit configured to control the operations of the first refrigerant circuit, the heat medium circuit, and the second refrigerant circuit, In the vehicle thermal management system, The second refrigerant circuit has a direction switching unit that can be switched to a first switching state and a second switching state by the control of the control unit. The first switching state is a switching state in which the second refrigerant discharged from the compressor flows toward the external gas heat exchanger, and the second switching state is a switching state in which the second refrigerant discharged from the compressor flows toward the second heat exchanger. The control unit can switch the operation mode of the vehicle thermal management system among a battery cooling mode, a battery warm-up mode, and a heating assist mode. In the battery cooling mode, by switching the direction switching unit to the first switching state, the second refrigerant discharged from the compressor releases heat to the external gas in the external gas heat exchanger, is decompressed by the expansion valve after heat release, and absorbs heat from the heat medium in the second heat exchanger to cool the heat medium. The cooled heat medium cools the battery by absorbing heat from the battery. In the battery warm-up mode, by switching the direction switching unit to the second switching state, the second refrigerant discharged from the compressor releases heat to the heat medium in the second heat exchanger, is decompressed by the expansion valve after heat release, and absorbs heat from the external gas in the external gas heat exchanger. The heat medium that has received the heat release warms up the battery by releasing heat to the battery. In the heating assist mode, by switching the direction switching unit to the second switching state, the second refrigerant discharged from the compressor releases heat to the heat medium in the second heat exchanger to heat the heat medium. The heated heat medium heats the first refrigerant by releasing heat to the first refrigerant in the first heat exchanger to perform heating in the passenger compartment.

2. The vehicle thermal management system according to claim 1, The thermal medium circuit is configured to adjust, in addition to the temperature of the battery, the temperature of a drive device driven by the power of the battery. The thermal medium circuit includes: A first circulation circuit having a first pump configured to circulate the thermal medium and a battery heat exchanger configured to effect heat exchange between the thermal medium and the battery, and connecting the first heat exchanger and the second heat exchanger; and A second circulation circuit having a second pump configured to circulate the thermal medium, a drive device heat exchanger configured to effect heat exchange between the thermal medium and the drive device, and a radiator for dissipating heat of the thermal medium. The first circulation circuit and the second circulation circuit are connected in parallel via a connection passage. The thermal medium circuit has a switching valve that can be switched between an allowable state and a shut-off state by the control of the control unit. The allowable state is a state in which the first circulation circuit and the second circulation circuit are allowed to communicate via the connection passage, and the shut-off state is a state in which the communication between the first circulation circuit and the second circulation circuit via the connection passage is shut off.

3. The vehicle thermal management system according to claim 1 or 2, The thermal medium circuit can be set such that the thermal medium after absorbing heat from the battery releases heat to the first refrigerant in the first heat exchanger.

4. The vehicle thermal management system according to claim 2, The vehicle thermal management system can be set such that by switching the switching valve to the allowable state, the thermal medium after absorbing heat from the battery in the battery heat exchanger flows through the connection passage to the second circulation circuit and dissipates heat in the radiator.

5. The vehicle thermal management system according to claim 2, The vehicle thermal management system can be set such that by switching the switching valve to the allowable state, the thermal medium after absorbing heat from the drive device in the drive device heat exchanger flows through the connection passage to the first circulation circuit and releases heat to the battery in the battery heat exchanger.

6. The vehicle thermal management system according to claim 2, In at least one of the battery cooling mode and the battery warm-up mode, the control unit switches the switching valve to the shut-off state.

7. The vehicle thermal management system according to any one of claims 1 to 6, The compression mode of the compressor is a velocity type.

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