Vehicle

Abstract

Provided is a vehicle capable of performing waste power control without affecting air conditioning and appropriately dissipating heat generated by the waste power control. A vehicle is provided with: a drive device cooling circuit (50) and a battery cooling circuit (20) through which a first refrigerant flows; a refrigeration cycle for air conditioning through which a second refrigerant flows; a control device; a first switching valve that switches between a communicating state in which the drive device cooling circuit and the battery cooling circuit communicate with each other and a non-communicating state; a refrigerator capable of exchanging heat between the first refrigerant and the second refrigerant; and the first electric heater is arranged in the storage battery cooling loop. The control device operates the first electric heater to perform waste power control when the amount of stored power in the storage battery is equal to or greater than a predetermined amount. In waste power control, the control device changes the connection state of the first switching valve and the second switching valve according to the outside air temperature to change the heat dissipation part of the heat generated by the first electric heater.

Description

Technical Field

[0001] The present invention relates to a vehicle equipped with a battery. Background Art

[0002] In recent years, efforts to realize a low-carbon society or a decarbonized society have been actively carried out. 2 We have conducted research and development related to electrification technology to reduce emissions and improve energy efficiency.

[0003] In an electric vehicle equipped with a battery, the vehicle can be braked by motor regeneration (hereinafter referred to as motor regeneration). However, motor regeneration cannot be performed when the battery is fully charged, so braking is required by friction brakes. When the friction brake is used frequently, the brake pad will become larger. Therefore, a waste power control that can perform motor regeneration regardless of the battery charge state is required.

[0004] As a thermal management system for an electric vehicle, Patent Document 1 discloses a circuit in which a cooling circuit for a battery and an air conditioning circuit provided with a heater core are connected.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: U.S. Patent No. 11390135 Summary of the invention

[0008] Problems to be solved by the invention

[0009] In the circuit of Patent Document 1, the battery cooling circuit is connected to the air conditioning circuit provided with a heater core, so if the battery cooling circuit is used to dissipate power, it may affect the air conditioning in the vehicle cabin. In addition, it is necessary to adjust the heat balance in the waste power control, but if the outside air temperature changes, it may not be possible to dissipate heat appropriately.

[0010] The present invention provides a vehicle capable of performing waste power control without affecting air conditioning and appropriately dissipating heat generated by the waste power control.

[0011] Solutions to Solve Problems

[0012] The present invention relates to a vehicle comprising:

[0013] Batteries;

[0014] a drive device comprising a motor;

[0015] a drive device cooling circuit, through which a first refrigerant flows, for adjusting the temperature of the drive device;

[0016] a battery cooling circuit, through which the first refrigerant flows and is used to adjust the temperature of the battery;

[0017] a refrigeration cycle for air conditioning, which has an electric compressor, a condenser, an outdoor heat exchanger and an evaporator, through which a second refrigerant circulates;

[0018] Control devices;

[0019] a first valve mechanism that switches between a connected state in which the drive device cooling circuit is connected to the battery cooling circuit and a non-connected state in which the drive device cooling circuit is connected to the battery cooling circuit;

[0020] a second valve mechanism that switches between a bypass state in which the first refrigerant flows through a bypass flow path that bypasses a radiator provided in the drive device cooling circuit, and a non-bypass state in which the first refrigerant flows through the radiator;

[0021] a refrigeration machine capable of exchanging heat between the first refrigerant flowing through the battery cooling circuit and the second refrigerant flowing through the refrigeration cycle; and

[0022] an electric heater, which is arranged in the battery cooling circuit,

[0023] The control device operates the electric heater to perform waste power control when the amount of power stored in the battery is equal to or greater than a predetermined amount.

[0024] The control device changes the connection state of the first valve mechanism and the second valve mechanism according to the outside air temperature to change the heat dissipation portion of the heat generated by the electric heater during the waste power control.

[0025] Effects of the Invention

[0026] According to the present invention, it is possible to provide a vehicle that can perform waste power control without affecting air conditioning and that can appropriately dissipate heat generated by waste power control regardless of the outside air temperature. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 1 is a circuit diagram showing the structure of a refrigerant circulation circuit 1 included in a vehicle V.

[0028] Figure 2 It means in Figure 1 1 is an explanatory diagram of the flow of the refrigerant in the refrigerant circulation circuit 1 according to the switching states of the first switching valve 52 (blocking state) and the second switching valve 54 (non-bypass state).

[0029] Figure 3 It means in Figure 1 1 is an explanatory diagram of the flow of the refrigerant in the refrigerant circulation circuit 1 according to the switching state of the first switching valve 52 (communication state) and the second switching valve 54 (bypass state).

[0030] Figure 4 It means in Figure 1 1 is an explanatory diagram of the flow of the refrigerant in the refrigerant circulation circuit 1 in the first waste power control mode (normal waste power control).

[0031] Figure 5 It means in Figure 1 1 is an explanatory diagram of the flow of the refrigerant in the second waste power control mode (normal waste power control (with heating request)) in the refrigerant circulation circuit 1.

[0032] Figure 6 It means in Figure 1 1 is an explanatory diagram of the flow of the refrigerant in the refrigerant circulation circuit 1 in the third waste power control mode (low outside air temperature waste power control).

[0033] Figure 7 It means in Figure 1 1 is an explanatory diagram of the flow of the refrigerant in the refrigerant circulation circuit 1 in the fourth waste power control mode (low outside air temperature waste power control (with heating request)).

[0034] Figure 8 It is a schematic structural diagram of a vehicle V.

[0035] Description of Reference Numerals

[0036] V Vehicle

[0037] 2 Batteries

[0038] 3 Drive device

[0039] 5 Control device

[0040] 20 Battery cooling circuit

[0041] 30 Refrigeration cycle

[0042] 32 Electric compressor

[0043] 33 Condenser

[0044] 36 Evaporator

[0045] 38 Outdoor heat exchanger

[0046] 40 Heating circuit (heating core circuit)

[0047] 41 Heating core

[0048] 50 Drive unit cooling circuit

[0049] 51 Radiator

[0050] 52 First switching valve (first valve mechanism)

[0051] 53 Bypass flow path

[0052] 54 Second switching valve (second valve mechanism)

[0053] 60 Cooling machine

[0054] H1 First electric heater

[0055] H2 Second electric heater

[0056] M motor. DETAILED DESCRIPTION

[0057] Below, refer to Figures 1 to 8 One embodiment of the present invention will be described.

[0058] like Figure 8 As shown, the vehicle V is an electric vehicle including a battery 2, a drive device 3 that drives the vehicle V by using the power supplied from the battery 2, an HVAC 4 that controls the air conditioning in the vehicle cabin, and a control device 5. The drive device 3 includes a heat source such as a motor M, an inverter, a DC-DC converter, and a charger. The HVAC 4 includes an evaporator 36 of a refrigeration cycle 30 described later, a heater core 41 of a heating circuit 40, and the like. In addition, a radiator 51 of a drive device cooling circuit 50 described later and an outdoor heat exchanger 38 of the refrigeration cycle 30 are provided in front of the vehicle V, as well as an electric fan 6 that promotes heat dissipation and / or heat absorption therefrom.

[0059] Vehicle V is equipped with Figure 1 The refrigerant circulation circuit 1 shown in FIG. The refrigerant circulation circuit 1 includes a battery cooling circuit 20 , a refrigeration cycle 30 , a heating circuit 40 , a drive device cooling circuit 50 , and a refrigerator 60 .

[0060] The battery cooling circuit 20 allows the first refrigerant to flow and adjusts the temperature of the battery 2 (BAT). The battery cooling circuit 20 includes: the battery 2; a first pump P1 that circulates the first refrigerant in the battery cooling circuit 20; and a first electric heater H1 (ECH) that can heat the first refrigerant. The first refrigerant is, for example, LLC (Long Life Coolant).

[0061] The refrigeration cycle 30 allows the second refrigerant to circulate, thereby performing air conditioning in the vehicle compartment. The refrigeration cycle 30 includes: a common flow path 30a, which is shared during cooling and heating; a cooling flow path 30b, which is used during cooling; a heating flow path 30c, which is used during heating; and a connecting flow path 30e, which connects the cooling flow path 30b and the heating flow path 30c. The second refrigerant is, for example, an air conditioning refrigerant.

[0062] The common flow path 30a includes: a liquid accumulator 31 that separates the vaporized second refrigerant from the liquid second refrigerant; an electric compressor 32 that compresses the vaporized second refrigerant; and a condenser 33 (water-cooled condenser) that absorbs heat from the compressed high-pressure and high-temperature second refrigerant to liquefy the second refrigerant. Since the condenser 33 is disposed downstream of the electric compressor 32 in the flow direction of the second refrigerant, the hot gas of the compressed high-pressure and high-temperature second refrigerant can be supplied to the heating circuit 40 via the condenser 33.

[0063] The cooling flow path 30b includes: a high-pressure solenoid valve 34 that switches the cooling flow path 30b and the heating flow path 30c downstream of the condenser 33; a cooling expansion valve 35 that vaporizes the second refrigerant; and an evaporator 36 that absorbs heat from the air in the vehicle cabin by converting the second refrigerant into a low-pressure and low-temperature second refrigerant.

[0064] The heating flow path 30c includes: a heating expansion valve 37, which can vaporize the second refrigerant downstream of the condenser 33; an outdoor heat exchanger 38, which absorbs heat from the outside air by becoming a low-pressure and low-temperature second refrigerant or dissipates heat to the outside air by using a high-temperature and high-pressure second refrigerant; and a low-pressure solenoid valve 39, which switches the cooling flow path 30b and the heating flow path 30c.

[0065] The connecting flow path 30e is arranged to connect between the outdoor heat exchanger 38 and the low-pressure electromagnetic valve 39 of the heating flow path 30c and between the high-pressure electromagnetic valve 34 and the cooling expansion valve 35 of the cooling flow path 30b, and a check valve 62 is provided in the middle.

[0066] The heating circuit 40 allows the third refrigerant to circulate and heats the vehicle cabin. The heating circuit 40 includes: a second pump P2 that circulates the third refrigerant in the heating circuit 40; a second electric heater H2 (ECH) that can heat the third refrigerant; and a heater core 41 that heats the vehicle cabin by exchanging heat with the third refrigerant. The third refrigerant is, for example, LLC.

[0067] The third refrigerant may be the same type as the first refrigerant, but the first, second, and third refrigerants flow independently and are not mixed. Therefore, the operation of the battery cooling circuit 20 can be prevented from affecting the refrigeration cycle 30 .

[0068] The heating circuit 40 passes through the interior of the condenser 33 on the downstream side of the second pump P2. The condenser 33 is configured to enable the second refrigerant flowing through the refrigeration cycle 30 to exchange heat with the third refrigerant flowing through the heating circuit 40.

[0069] The drive unit cooling circuit 50 allows the first refrigerant to flow through the drive unit 3 (DU) and includes a third pump P3 that circulates the first refrigerant in the drive unit cooling circuit 50 , the drive unit 3 , and a radiator 51 that cools the first refrigerant.

[0070] The drive device cooling circuit 50 is connected to the battery cooling circuit 20 via the first switching valve 52. The first switching valve 52 is, for example, a four-way valve. In the communication state (see Figure 3 ) and the disconnected state in which the drive device cooling circuit 50 and the battery cooling circuit 20 are disconnected (refer to Figure 2 )

[0071] In addition, the drive device cooling circuit 50 includes: a bypass flow path 53 that bypasses the radiator 51; and a second switching valve 54 that is arranged at a branch point of the bypass flow path 53. The second switching valve 54 is, for example, a three-way valve, which is in a bypass state (see Figure 3 ) and the non-bypass state where the first refrigerant passes through the radiator 51 (refer to Figure 2 )

[0072] The chiller 60 is configured to exchange heat between the first refrigerant flowing in the battery cooling circuit 20 and the second refrigerant flowing in the refrigeration cycle 30. The first refrigerant in the battery cooling circuit 20 passes through the chiller 60 on the downstream side of the first switching valve 52 and the upstream side of the battery 2. The second refrigerant flowing in the refrigeration cycle 30 passes through the chiller 60 via the chiller connection flow path 30d connected to the refrigeration flow path 30b. The chiller expansion valve 61 for allowing the second refrigerant to absorb heat from the chiller 60 is provided on the chiller connection flow path 30d.

[0073] In the refrigerant circulation circuit 1 configured in this manner, the first switching valve 52 can be switched to connect or disconnect the drive device cooling circuit 50 and the battery cooling circuit 20 , thereby cooling the battery 2 via the radiator 51 and / or the refrigerator 60 .

[0074] However, the electric vehicle can brake the vehicle by motor regeneration, but motor regeneration cannot be performed when the battery 2 is fully charged. In order to brake the vehicle V by motor regeneration even when the battery 2 is fully charged, waste power control is required, which consumes power that is greater than the power charged by motor regeneration.

[0075] The vehicle V is provided with a control device 5 (see Figure 8 ). When the amount of electricity stored in the battery 2 is equal to or greater than a predetermined amount, the control device 5 operates the electrical equipment of the refrigerant circulation circuit 1 to control waste electricity and enable motor regeneration.

[0076] Below, refer to Figures 4 to 7 Four waste power control modes of the control device 5 will be described.

[0077] Figure 4 The first waste power control mode (normal waste power control) shown is a mode in which the first electric heater H1 of the battery cooling circuit 20 is operated to dissipate power while the heat generated by the first electric heater H1 is dissipated by the refrigeration cycle 30. The first waste power control mode (normal waste power control) is selected when the outside air temperature is higher than 0°C. When the outside air temperature is higher than 0°C, the refrigeration cycle 30 can be effectively used. In this mode, the first switching valve 52 is set to a non-connected state, the high-pressure solenoid valve 34 is set to a closed state, and the low-pressure solenoid valve 39 is set to a closed state, so that the electric compressor 32 and the electric fan 6 of the outdoor heat exchanger 38 are operated.

[0078] In this state, the second refrigerant of the refrigeration cycle 30 flows in the order of the electric compressor 32, the condenser 33, the heating expansion valve 37, the outdoor heat exchanger 38, the check valve 62, the cooling machine expansion valve 61, the cooling machine 60, and the accumulator 31. The second refrigerant, which becomes low-pressure and low-temperature by passing through the cooling machine expansion valve 61, absorbs heat from the first refrigerant of the battery cooling circuit 20 in the cooling machine 60. After that, the second refrigerant after absorbing heat is compressed into high-pressure and high-temperature by the electric compressor 32, and directly passes through the heating expansion valve 37 to reach the outdoor heat exchanger 38. Through heat exchange with the outside air, the heat of the second refrigerant is dissipated to the outside of the vehicle.

[0079] That is, when the first electric heater H1 of the battery cooling circuit 20 is operated, the first refrigerant is heated, but the first refrigerant is cooled by the cold machine 60, and the second refrigerant heated by absorbing heat from the first refrigerant is further cooled by the outdoor heat exchanger 38, so that the thermal balance of the refrigerant circulation circuit 1 can be adjusted.

[0080] In this mode, electric power is consumed not only by the first electric heater H1 of the battery cooling circuit 20 , but also by the operation of the electric compressor 32 and the electric fan 6 of the outdoor heat exchanger 38 .

[0081] Figure 5 The second waste power control mode (normal waste power control + heating) shown is a mode in which the first electric heater H1 of the battery cooling circuit 20 and the second electric heater H2 of the heating circuit 40 are operated to dissipate waste power, while the heat generated by the first electric heater H1 and the second electric heater H2 of the heating circuit 40 is dissipated by the heating circuit 40. The second waste power control mode (normal waste power control + heating) is selected when the outside air temperature is higher than 0°C and the occupant has a heating request. In this mode, the first switching valve 52 is set to a non-connected state, the high-pressure solenoid valve 34 is set to a closed state, and the low-pressure solenoid valve 39 is set to a closed state, so that the electric compressor 32 is operated.

[0082] In this state, the second refrigerant of the refrigeration cycle 30 flows in the order of the electric compressor 32, the condenser 33, the heating expansion valve 37, the outdoor heat exchanger 38, the check valve 62, the cooling machine expansion valve 61, the cooling machine 60, and the accumulator 31. The second refrigerant, which becomes low-pressure and low-temperature after passing through the cooling machine expansion valve 61, absorbs heat from the first refrigerant of the battery cooling circuit 20 in the cooling machine 60. Thereafter, the second refrigerant after absorbing heat is compressed into high-pressure and high-temperature by the electric compressor 32, and dissipates heat to the third refrigerant of the heating circuit 40 in the condenser 33. In the heating circuit 40, the heat transferred from the refrigeration cycle 30 and the heat generated by the second electric heater H2 are dissipated from the heater core 41 to the vehicle cabin.

[0083] That is, when the first electric heater H1 of the battery cooling circuit 20 is in operation, the first refrigerant is heated, but the first refrigerant is cooled by the cold machine 60. In addition, the second refrigerant heated by absorbing heat from the first refrigerant is cooled by the condenser 33. Furthermore, the third refrigerant heated by absorbing heat from the second refrigerant is further heated by the second electric heater H2 of the heating circuit 40, but is cooled by the heating core 41 during heating. Therefore, the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0084] In this mode, power is consumed not only by the first electric heater H1 of the battery cooling circuit 20, but also by the electric compressor 32 and the second electric heater H2, which can further increase power consumption. When the occupant requests heating and uses air conditioning, the operation of the second electric heater H2 will not cause discomfort to the occupant.

[0085] Figure 6The third waste power control mode (low outside air temperature waste power control) shown is a mode in which the first electric heater H1 of the battery cooling circuit 20 is operated to dissipate power, while the heat generated by the first electric heater H1 is radiated by the drive device cooling circuit 50. The third waste power control mode (low outside air temperature waste power control) is selected when the outside air temperature is 0°C or lower (below freezing point). When the outside air temperature is 0°C or lower, the amount of the second refrigerant retained in the condenser 33 increases, so the flow rate of the second refrigerant flowing in the refrigeration cycle 30 decreases, and the electric compressor 32 may not operate normally. Therefore, when the outside air temperature is 0°C or lower, the refrigeration cycle 30 is not used, and the heat dissipation part is different from the first waste power control mode (normal waste power control). In this mode, the first switching valve 52 is set to the communication state, the second switching valve 54 is set to the non-bypass state, and the electric fan 6 of the radiator 51 is operated.

[0086] In this state, the battery cooling circuit 20 is connected to the drive device cooling circuit 50 , so the heat generated by the first electric heater H1 is dissipated to the outside of the vehicle in the radiator 51 .

[0087] That is, when the first electric heater H1 of the battery cooling circuit 20 is operated, the first refrigerant is heated, but since the first refrigerant is cooled by the radiator 51 , the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0088] In this mode, electric power is consumed not only by the first electric heater H1 of the battery cooling circuit 20 , but also by the operation of the electric fan 6 of the radiator 51 .

[0089] In this way, the first waste power control mode (normal waste power control) and the third waste power control mode (low outside air temperature waste power control) are switched according to the outside air temperature, and the heat dissipation part of the heat generated by the first electric heater H1 of the battery cooling circuit 20 is changed, thereby being able to appropriately dissipate the heat generated by the operation of the first electric heater H1 in the waste power control regardless of the outside air temperature. As described above, the switching between the first waste power control mode (normal waste power control) and the third waste power control mode (low outside air temperature waste power control) is achieved by switching the first switching valve 52 and the second switching valve 54. In addition, the switching between the first waste power control mode (normal waste power control) and the third waste power control mode (low outside air temperature waste power control) is not limited to the case where the outside air temperature is 0°C, and can be set appropriately.

[0090] Figure 7The fourth waste power control mode (low outside air temperature waste power control + heating) shown is a mode in which the first electric heater H1 of the battery cooling circuit 20 and the second electric heater H2 of the heating circuit 40 are operated to dissipate power, while the heat generated by the first electric heater H1 and the second electric heater H2 is radiated by the drive device cooling circuit 50 and the heating circuit 40. The fourth waste power control mode (low outside air temperature waste power control + heating) is selected when the outside air temperature is below 0°C and the occupant has a heating request. In this mode, as in the third waste power control mode (low outside air temperature waste power control), the first switching valve 52 is set to the connected state, the second switching valve 54 is set to the non-bypass state, and the electric fan 6 of the radiator 51 is operated.

[0091] In this state, the battery cooling circuit 20 communicates with the drive device cooling circuit 50, so the heat generated by the first electric heater H1 is dissipated to the outside of the vehicle in the radiator 51. In addition, the heat generated by the second electric heater H2 is dissipated from the heater core 41 to the vehicle interior.

[0092] That is, when the first electric heater H1 of the battery cooling circuit 20 is operated, the first refrigerant is heated, but the first refrigerant is cooled by the radiator 51. In addition, when the second electric heater H2 of the heating circuit 40 is operated, the third refrigerant is heated, but during heating, it is cooled by the heater core 41. Therefore, the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0093] In this mode, power is consumed not only by the operation of the first electric heater H1 of the battery cooling circuit 20 and the electric fan 6 of the radiator 51, but also by the second electric heater H2 of the heating circuit 40, further increasing power consumption. When the occupant requests heating and uses air conditioning, the operation of the second electric heater H2 will not cause discomfort to the occupant.

[0094] Above, various embodiments have been described with reference to the accompanying drawings, but the present invention is certainly not limited to this example. It should be understood by those skilled in the art that various variations or modifications can be conceived within the scope of the technical solution, and these variations or modifications certainly also belong to the technical scope of the present invention. In addition, the various constituent elements in the above-mentioned embodiments may also be arbitrarily combined within the scope of the gist of the invention.

[0095] In this specification, at least the following matters are described. In addition, although the corresponding components and the like in the above-mentioned embodiment are shown in brackets, the present invention is not limited thereto.

[0096] (1) A vehicle (vehicle V) comprising:

[0097] Battery (Battery2);

[0098] a drive device (drive device 3), comprising a motor (motor M);

[0099] a drive device cooling circuit (drive device cooling circuit 50 ), through which a first refrigerant flows to adjust the temperature of the drive device;

[0100] a battery cooling circuit (battery cooling circuit 20 ), through which the first refrigerant flows to adjust the temperature of the battery;

[0101] a refrigeration cycle for air conditioning (refrigeration cycle 30 ) having an electric compressor (electric compressor 32 ), a condenser (condenser 33 ), an outdoor heat exchanger (outdoor heat exchanger 38 ) and an evaporator (evaporator 36 ) through which the second refrigerant flows;

[0102] Control device (control device 5);

[0103] a first valve mechanism (a first switching valve 52 ) for switching between a connected state in which the drive device cooling circuit is connected to the battery cooling circuit and a non-connected state in which the drive device cooling circuit is connected to the battery cooling circuit;

[0104] a second valve mechanism (second switching valve 54) for switching between a bypass state in which the first refrigerant flows through a bypass flow path (bypass flow path 53) that bypasses a radiator (radiator 51) provided in the drive device cooling circuit, and a non-bypass state in which the first refrigerant flows through the radiator;

[0105] a cooling machine (cooling machine 60 ) capable of exchanging heat between the first refrigerant flowing through the battery cooling circuit and the second refrigerant flowing through the refrigeration cycle; and

[0106] An electric heater (a first electric heater H1) is provided in the battery cooling circuit,

[0107] The control device operates the electric heater to perform waste power control when the amount of power stored in the battery is equal to or greater than a predetermined amount.

[0108] The control device changes the connection state of the first valve mechanism and the second valve mechanism according to the outside air temperature to change the heat dissipation portion of the heat generated by the electric heater during the waste power control.

[0109] According to (1), by operating the electric heater provided in the battery cooling circuit, the electric power generated by the motor regeneration can be discarded, so that the regenerative brake can be used even when the battery is fully charged. Thus, the deterioration and enlargement of the friction brake can be suppressed. At this time, the battery cooling circuit for the circulation of the first refrigerant is independent of the refrigeration cycle for air conditioning for the circulation of the second refrigerant, so the influence on the air conditioning when the power is wasted can be avoided. In addition, by changing the heat dissipation part of the heat generated by the electric heater according to the outside air temperature, the heat generated by the electric heater in the waste power control can be appropriately dissipated. Thus, the heat balance can be adjusted in the entire circuit.

[0110] (2) The vehicle according to (1), wherein:

[0111] The control device performs the following processing in the waste power control:

[0112] When the outside air temperature is lower than a first temperature, heat is dissipated from the heat sink.

[0113] When the outside air temperature is higher than the first temperature, the electric compressor is operated to dissipate heat from the outdoor heat exchanger.

[0114] According to (2), the amount of waste electricity can be increased by dissipating heat from the outdoor heat exchanger by operating the electric compressor, so when the outside air temperature is high, the amount of waste electricity can be increased by dissipating heat from the outdoor heat exchanger. On the other hand, when the outside air temperature is low, the capacity of the heat pump of the refrigeration cycle is limited. Therefore, when the outside air temperature is low, by dissipating heat from the radiator, it is possible to perform appropriate heat dissipation under conditions where the heat pump capacity is limited. When the outside air temperature is low, the temperature difference between the outside air temperature and the battery temperature is large, so the heat dissipation by the radiator is effective.

[0115] (3) The vehicle according to (2), wherein:

[0116] The control device performs the following processing in the waste power control:

[0117] When the outside air temperature is lower than the first temperature, the first valve mechanism is set to the communication state, and the second valve mechanism is set to the non-bypass state to dissipate heat from the radiator.

[0118] When the outside air temperature is higher than the first temperature, the first valve mechanism is placed in the non-communication state, the electric compressor is operated, and heat is dissipated from the outdoor heat exchanger.

[0119] According to (3), by setting the first valve mechanism to a connected state, the heat of the electric heater provided in the battery cooling circuit can be dissipated using the radiator provided in the drive device cooling circuit. On the other hand, by setting the first valve mechanism to a non-connected state and operating the electric compressor, the heat of the electric heater can be dissipated using the outdoor heat exchanger while the electric compressor consumes power.

[0120] (4) The vehicle according to any one of (1) to (3) above, wherein:

[0121] The vehicle further includes a heating core circuit (heating circuit 40 ) having a heating core (heating core 41 ) and a second electric heater (second electric heater H2 ) through which the third refrigerant flows.

[0122] The condenser is configured to enable heat exchange between the second refrigerant flowing through the refrigeration cycle and the third refrigerant flowing through the heating core circuit.

[0123] In the waste power control, the control device

[0124] When the occupant uses air conditioning, the second electric heater is also operated.

[0125] According to (4), when the occupants are using air conditioning, the second electric heater can be operated to increase the amount of waste gas. In addition, when the outside air temperature is low, the comfort of the occupants can be improved by heating the vehicle cabin.

Claims

1. A vehicle comprising: Batteries; a drive device comprising a motor; a drive device cooling circuit, through which a first refrigerant flows, for adjusting the temperature of the drive device; a battery cooling circuit, through which the first refrigerant flows and is used to adjust the temperature of the battery; a refrigeration cycle for air conditioning, which has an electric compressor, a condenser, an outdoor heat exchanger, and an evaporator, and in which a second refrigerant flows; and Control device, in, The vehicle also has: a first valve mechanism that switches between a connected state in which the drive device cooling circuit is connected to the battery cooling circuit and a non-connected state in which the drive device cooling circuit is connected to the battery cooling circuit; a second valve mechanism that switches between a bypass state in which the first refrigerant flows through a bypass flow path that bypasses a radiator provided in the drive device cooling circuit, and a non-bypass state in which the first refrigerant flows through the radiator; a refrigeration machine capable of exchanging heat between the first refrigerant flowing in the battery cooling circuit and the second refrigerant flowing in the refrigeration cycle; as well as an electric heater, which is arranged in the battery cooling circuit, The control device operates the electric heater to perform waste power control when the amount of power stored in the battery is equal to or greater than a predetermined amount. The control device changes the connection state of the first valve mechanism and the second valve mechanism according to the outside air temperature to change the heat dissipation portion of the heat generated by the electric heater during the waste power control.

2. The vehicle according to claim 1, wherein: The control device performs the following processing in the waste power control: When the outside air temperature is lower than a first temperature, heat is dissipated from the heat sink. When the outside air temperature is higher than the first temperature, the electric compressor is operated to dissipate heat from the outdoor heat exchanger.

3. The vehicle according to claim 2, wherein: The control device performs the following processing in the waste power control: When the outside air temperature is lower than the first temperature, the first valve mechanism is set to the communication state, and the second valve mechanism is set to the non-bypass state to dissipate heat from the radiator. When the outside air temperature is higher than the first temperature, the first valve mechanism is placed in the non-communication state, the electric compressor is operated, and heat is dissipated from the outdoor heat exchanger.

4. The vehicle according to any one of claims 1 to 3, wherein: The vehicle further includes a heating core circuit having a heating core and a second electric heater and through which a third refrigerant flows. The condenser is configured to enable heat exchange between the second refrigerant flowing through the refrigeration cycle and the third refrigerant flowing through the heating core circuit. The control device further operates the second electric heater when an occupant is using air conditioning during the waste power control.

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