Temperature adjusting system of electric vehicle

Abstract

Provided is a temperature adjustment system for an electric vehicle, which adjusts the temperature of a battery with high responsiveness by using a CO2 refrigerant that is common to the air conditioning of a vehicle compartment. A first heat exchanger that cools the refrigerant compressed by the compressor; a cooling expansion valve that expands the refrigerant cooled by the first heat exchanger; and a refrigerant passage that supplies the refrigerant expanded by the cooling expansion valve to an air conditioner during cooling of the air conditioner. A refrigerant passage that supplies the refrigerant expanded by the cooling expansion valve to the motor during cooling of the motor; a common rail that expands the refrigerant and injects the refrigerant into the battery case; and an injector that injects the refrigerant into the battery case. A refrigerant passage that supplies the refrigerant after cooling the air conditioner to the common rail and the ejector during cooling of the air conditioner and during cooling of the battery; and a refrigerant passage that supplies the refrigerant that has passed through the air conditioner, the motor, and the battery to the compressor.

Description

TECHNICAL FIELD

[0001] The present application relates to a temperature adjustment system for an electric vehicle. BACKGROUND

[0002] In the past, an air conditioning system is known which has a heat cycle circuit that operates using a refrigerant containing CO2 (hereinafter appropriately referred to as "CO2 refrigerant"). In addition, a technology is being studied in which a heat cycle circuit of a vehicle cabin air conditioning system of an electric vehicle is thermally coupled to a battery to cool or heat the battery (for example, Patent Literature 1), a cooling system in which low-temperature CO2 is circulated within a cooling unit to the inside of a vehicle drive motor, an inverter, and a battery sealed in a separate package to directly cool them (for example, Patent Literature 2).

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent Application Laid-Open No. 2011-068348

[0006] Patent Literature 2: Japanese Patent Application Laid-Open No. 2009-107453 SUMMARY

[0007] PROBLEMS TO BE SOLVED BY THE INVENTION

[0008] In recent years, a CO2 refrigerant is being studied for adoption in a vehicle cabin air conditioning system. In this case, it is considered that the CO2 refrigerant used in the heat cycle circuit of the vehicle cabin air conditioning system is also used for temperature adjustment of the motor and the battery.

[0009] However, in general, the CO2 refrigerant that is depressurized by an expansion valve in the heat cycle circuit of the air conditioning system to become low-temperature has a pressure of about 5 MPa, which is a very high pressure, and therefore, if such high-pressure CO2 refrigerant is caused to flow around the cells of the battery to directly cool the cells, the strength of the structure of the case of the battery and the cells needs to be increased, resulting in an increase in the weight of the battery and an increase in manufacturing cost. On the other hand, in the case where the cells in the inside of the battery are indirectly cooled via a heat exchanger by causing high-pressure CO2 refrigerant to flow to the heat exchanger provided outside the case of the battery, the responsiveness of temperature control becomes lower compared to the above-described direct cooling, and therefore, the temperature variation range of the battery increases, and deterioration of the battery due to thermal cycles is likely to occur.

[0010] The present application has been achieved in order to solve such a problem, and aims to provide a temperature adjustment system for an electric vehicle that can perform temperature adjustment of a battery with high responsiveness using CO2 refrigerant that is common to CO2 refrigerant used for air conditioning of a vehicle cabin.

[0011] Means for solving the problem

[0012] To solve the above problem, the present application is a temperature adjustment system for an electric vehicle, the electric vehicle being provided with an air conditioning unit for performing air conditioning, a motor for driving, and a battery in which an electrode group is housed in the inside of a battery case, wherein the temperature adjustment system for the electric vehicle is provided with: a compressor that compresses a refrigerant containing CO2; a first heat exchanger that cools the refrigerant compressed by the compressor; a first expansion valve that expands the refrigerant cooled by the first heat exchanger; an air conditioning cooling path that supplies the refrigerant expanded by the first expansion valve to the air conditioning unit at the time of cooling of the air conditioning unit; a motor cooling path that supplies the refrigerant expanded by the first expansion valve to the motor at the time of cooling of the motor; a second expansion valve that expands and injects the refrigerant into the inside of the battery case; a first battery cooling path that supplies the refrigerant that has cooled the air conditioning unit to the second expansion valve at the time of cooling of the air conditioning unit and at the time of cooling of the battery; and a recovery path that supplies the refrigerant that has passed through the air conditioning unit, the refrigerant that has passed through the motor, and the refrigerant that has passed through the battery to the compressor.

[0013] According to the present application thus configured, since the cooling of the air conditioning unit, the cooling of the motor, and the cooling of the battery are performed using the common refrigerant containing CO2, the structure of the temperature adjustment system as a whole can be made compact. Further, at the time of cooling of the air conditioning unit and at the time of cooling of the battery, the refrigerant that has cooled the air conditioning unit is supplied to the second expansion valve, expanded and injected further from the second expansion valve into the inside of the battery case, so that the electrode group of the battery and the structure of the case can be directly cooled using the refrigerant while maintaining the strength of the electrode group and the structure of the case to the same degree as in the past. Thus, the temperature adjustment of the battery can be performed with high responsiveness without causing an increase in the weight of the battery and an increase in the manufacturing cost.

[0014] In the present application, it is preferable that the compressor include a first compressor that compresses the refrigerant that has passed through the battery and a second compressor that compresses the refrigerant that has passed through the air conditioning unit and the refrigerant that has passed through the motor, and that the second compressor further compresses the refrigerant compressed by the first compressor at the time of cooling of the air conditioning unit and at the time of cooling of the battery.

[0015] According to the present application thus configured, the refrigerant compressed by the first compressor after passing through the battery, the refrigerant after passing through the air conditioning unit, and the refrigerant after passing through the motor can be compressed together using the second compressor, so that the common second compressor can be used in the compression of the refrigerant used for the cooling of the air conditioning unit, the motor, and the battery, and the structure of the temperature adjustment system as a whole can be made compact.

[0016] In the present application, it is preferable that the temperature adjustment system of the electric vehicle be provided with a battery heating path that supplies the refrigerant compressed by the first compressor to the second expansion valve at the time of heating of the battery.

[0017] According to the present application thus configured, by expanding and ejecting the high-temperature and high-pressure refrigerant compressed by the first compressor from the second expansion valve into the inside of the battery case, it is possible to directly heat the cells using the refrigerant. Thus, it is possible to perform temperature adjustment of the battery with high responsiveness without causing an increase in the weight of the battery and an increase in manufacturing cost.

[0018] In the present application, it is preferable that the temperature adjustment system of the electric vehicle be provided with: a second heat exchanger that cools the refrigerant compressed by the first compressor at the time of heating or stop of the air conditioning unit and at the time of cooling of the battery; and a second battery cooling path that supplies the refrigerant cooled by the second heat exchanger to the second expansion valve at the time of heating or stop of the air conditioning unit and at the time of cooling of the battery.

[0019] According to the present application thus configured, by expanding and ejecting the high-temperature and high-pressure refrigerant compressed by the first compressor from the second expansion valve into the inside of the battery case, it is possible to directly heat the cells using the refrigerant. Thus, it is possible to perform temperature adjustment of the battery with high responsiveness without causing an increase in the weight of the battery and an increase in manufacturing cost.

[0020] In the present application, it is preferable that the second expansion valve have a common rail that stores the refrigerant and an ejector that ejects the refrigerant stored in the common rail into the inside of the battery case.

[0021] According to the present application thus configured, it is possible to eject the required amount of refrigerant corresponding to the amount of heat and the temperature of the battery with high precision at an appropriate pressure from the ejector into the inside of the battery case, and thus it is possible to suppress temperature variation of the cells of the battery and to reduce degradation of the battery due to thermal cycles.

[0022] In the present application, it is preferable that the temperature adjustment system of the electric vehicle be provided with an air conditioning heating path that supplies the refrigerant compressed by the compressor to the air conditioning unit at the time of heating of the air conditioning unit.

[0023] According to the present application thus configured, by supplying the high-temperature and high-pressure refrigerant compressed by the compressor to the air conditioning unit via the air conditioning heating path, it is possible to perform heating of the air conditioning unit.

[0024] Inventive Effects

[0025] The temperature adjustment system of an electric vehicle according to the present application is capable of performing temperature adjustment of a battery with high responsiveness using CO2 refrigerant common to CO2 refrigerant for air conditioning of a vehicle cabin. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 FIG. 1 is a schematic configuration diagram of a vehicle to which a temperature adjustment system of an electric vehicle according to an embodiment of the present application is applied.

[0027] Figure 2 FIG. 2 is a schematic configuration diagram of a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0028] Figure 3 FIG. 3 is a block diagram showing an electrical configuration of a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0029] Figure 4 FIG. 4 is a flowchart of control performed by a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0030] Figure 5 FIG. 5 is a table showing air conditioning / battery coordination control modes of a temperature adjustment system of an electric vehicle according to an embodiment of the present application in correspondence with combinations of air conditioning requirements and battery temperature adjustment requirements.

[0031] Figure 6 FIG. 6 is an explanatory diagram showing P-H line and P-T line of heat cycles of an air conditioner and a battery and flow of refrigerant in air conditioning / battery coordination control mode 1-a of a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0032] Figure 7 FIG. 7 is an explanatory diagram showing P-H line and P-T line of heat cycles of an air conditioner and a battery and flow of refrigerant in air conditioning / battery coordination control mode 2-a of a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0033] Figure 8 FIG. 8 is an explanatory diagram showing P-H line and P-T line of heat cycles of an air conditioner and a battery and flow of refrigerant in air conditioning / battery coordination control mode 2-b of a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0034] Figure 9 FIG. 9 is an explanatory diagram showing P-H line and P-T line of heat cycles of a battery and flow of refrigerant in air conditioning / battery coordination control mode 3-a of a temperature adjustment system of an electric vehicle according to an embodiment of the present application.

[0035] Figure 10is a P-H diagram and a P-T diagram of the thermal cycle of the battery and an explanatory view of the flow of refrigerant in the air conditioning / battery coordinated control mode 3-b of the temperature regulation system of the electric vehicle representing an embodiment of the present application.

[0036] Figure 11 is a P-H diagram and a P-T diagram of the thermal cycle of the air conditioner and the battery and an explanatory view of the flow of refrigerant in the air conditioning / battery coordinated control mode 4-a of the temperature regulation system of the electric vehicle representing an embodiment of the present application.

[0037] Figure 12 is a P-H diagram and a P-T diagram of the thermal cycle of the air conditioner and the battery and an explanatory view of the flow of refrigerant in the air conditioning / battery coordinated control mode 4-b of the temperature regulation system of the electric vehicle representing an embodiment of the present application.

[0038] BRIEF DESCRIPTION OF DRAWINGS

[0039] 1 compressor

[0040] 1a high-pressure compressor

[0041] 1b low-pressure compressor

[0042] 2 heat exchanger

[0043] 2a first heat exchanger

[0044] 2b second heat exchanger

[0045] 4 motor

[0046] 5 air conditioner

[0047] 6 battery

[0048] 6a battery case

[0049] 6b battery cell

[0050] 11 to 22 refrigerant passage

[0051] 31 refrigerant temperature sensor

[0052] 32 refrigerant pressure sensor

[0053] 33 battery temperature sensor

[0054] 34 motor temperature sensor

[0055] 35 inside / outside air temperature sensor

[0056] 36 air conditioning switch

[0057] 40 control device

[0058] 100 temperature regulation system

[0059] 200 electric vehicle

[0060] V1a, V1b cooling expansion valve

[0061] V1c heating valve

[0062] V2a common rail

[0063] V2b injector

[0064] V3a, V3b heat exchanger bypass control valve

[0065] V4a, V4b, V4c low-pressure refrigerant switching control valve DETAILED DESCRIPTION

[0066] Hereinafter, an electric vehicle temperature adjustment system according to an embodiment of the present application will be described with reference to the drawings.

[0067] [Overall Configuration]

[0068] First, the overall configuration of the electric vehicle temperature adjustment system according to the present embodiment will be described with reference to Figure 1 The overall configuration of the electric vehicle temperature adjustment system according to the present embodiment will be described. Figure 1 is a schematic configuration diagram of a vehicle to which the electric vehicle temperature adjustment system according to the present embodiment is applied.

[0069] As Figure 1 indicated, the electric vehicle 200 has a temperature adjustment system 100 having a heat cycle circuit that operates using a refrigerant containing CO2, a motor 4 for driving the electric vehicle 200, an air conditioner (air conditioning unit) 5 that performs air conditioning in the electric vehicle 200, and a battery 6 that supplies electric power to the motor 4. In addition, the temperature adjustment system 100 mainly includes a compressor 1 for compressing the refrigerant and a heat exchanger 2 for cooling the refrigerant compressed by the compressor 1.

[0070] The temperature adjustment system 100 circulates a CO2 refrigerant (hereinafter, sometimes simply referred to as "refrigerant") as a natural refrigerant. Typically, the CO2 refrigerant is a refrigerant containing a refrigeration oil (oil) such as PAG, an additive, or the like in CO2. In order to use such a CO2 refrigerant, the compressor 1 is configured to compress the refrigerant to a very high pressure. The motor 4 uses the refrigerant compressed by the compressor 1 and cooled by the heat exchanger 2 for cooling of the rotor and the stator. Furthermore, the motor 4 is configured to lubricate a sliding bearing that supports a rotating shaft using the refrigerant. In addition, the refrigerant compressed by the compressor 1 or the refrigerant cooled by the heat exchanger 2 after compression is used for air conditioning in the air conditioner 5 and for cooling or heating of the battery 6.

[0071] [Configuration of Temperature Adjustment System]

[0072] Next, referring to Figure 2 The temperature adjustment system 100 according to the present embodiment will be described in detail. Figure 2 is a schematic configuration diagram of the temperature adjustment system 100 according to the present embodiment.

[0073] The temperature adjustment system 100 constitutes a heat cycle circuit in which the above-described CO2 refrigerant circulates, and has, in addition to the above-described compressor 1 and heat exchanger 2, refrigerant passages 11 to 22 through which the refrigerant flows, cooling expansion valves (first expansion valves) Vla, Vlb that expand and depressurize the refrigerant, a common rail V2a and an ejector V2b, and a warming valve Vlc, heat exchanger bypass control valves V3a, V3b, and low-pressure refrigerant switching control valves V4a, V4b, and V4c that switch the refrigerant passages.

[0074] In the present embodiment, the compressor 1 includes a high-pressure compressor 1a (second compressor) that compresses the refrigerant that has passed through the air conditioner 5 and the refrigerant that has passed through the motor 4, and a low-pressure compressor (first compressor) 1b that compresses the refrigerant that has passed through the battery 6. The high-pressure compressor 1a pressurizes the refrigerant from a pressure P2 to a pressure P1 (pressure P1 > pressure P2), and the low-pressure compressor 1b pressurizes the refrigerant from a pressure P3 to the pressure P2 (pressure P2 > pressure P3). In one example, the pressure P1 is about 11 MPa, the pressure P2 is about 5 MPa or 2 MPa, and the pressure P3 is about 0.1 MPa.

[0075] The heat exchanger 2 includes a first heat exchanger 2a that cools the refrigerant that has been compressed by the high-pressure compressor 1a, and a second heat exchanger 2b that cools the refrigerant that has been compressed by the low-pressure compressor 1b at the time of heating or stop of the air conditioner 5 and at the time of cooling of the battery 6.

[0076] The motor 4 is cooled by the temperature adjustment system 100. Specifically, the refrigerant is compressed by the high-pressure compressor 1a, cooled by passing through the first heat exchanger 2a via the refrigerant passage 11, further expanded by the cooling expansion valve Vla to become low-temperature, and supplied to the motor 4 from the refrigerant passage (motor cooling path) 12. The refrigerant supplied to the motor 4 absorbs heat when passing through the stator, rotor, bearing, and the like of the motor 4, thereby cooling the motor 4, and is returned to the high-pressure compressor 1a via the refrigerant passage 14 (recycle path) and the low-pressure refrigerant switching control valve V4c, and compressed again.

[0077] The air conditioner 5 is cooled or heated by the temperature adjustment system 100. In the cooling of the air conditioner 5, the refrigerant is compressed by the high-pressure compressor la, cooled by the first heat exchanger 2a via the refrigerant passage 11, further expanded by the cooling expansion valve Vlb to become low-temperature compared to the air in the vehicle cabin, and supplied to the air conditioner 5 from the refrigerant passage (air-conditioning cooling path) 13b. The refrigerant supplied to the air conditioner 5 absorbs heat when passing through the vehicle cabin heat exchanger of the air conditioner 5, thereby cooling the air flowing into the vehicle cabin, and returns to the high-pressure compressor la through the refrigerant passage 15 (recycle path) and the low-pressure refrigerant switching control valve V4c to be compressed again. In addition, in the cooling of the battery 6, the refrigerant that has passed through the air conditioner 5 is supplied to the battery 6 from the refrigerant passage 16.

[0078] In the heating of the air conditioner 5, the refrigerant is compressed by the high-pressure compressor la, and the refrigerant that is high-temperature compared to the air in the vehicle cabin is supplied to the air conditioner 5 from the refrigerant passage (air-conditioning heating path) 13a using the temperature increasing valve Vic. The refrigerant supplied to the air conditioner 5 releases heat when passing through the vehicle cabin heat exchanger of the air conditioner 5, thereby heating the air flowing into the vehicle cabin, and returns to the high-pressure compressor la through the refrigerant passage 15 (recycle path) and the low-pressure refrigerant switching control valve V4c to be compressed again.

[0079] In addition, in the present embodiment, the battery 6 has a battery case 6a and a battery cell 6b housed inside the battery case 6a. The battery case 6a is sealed and configured so that the refrigerant flows in and out of the battery case 6a only via the ejector V2b and the refrigerant passage 18. The common rail V2a and the ejector V2b constitute an expansion valve (second expansion valve) that expands and ejects the refrigerant into the inside of the battery case 6a.

[0080] In the cooling of the air conditioner 5 and the cooling of the battery 6, the refrigerant cooled by the air conditioner 5 is supplied to the common rail V2a via the refrigerant passage 16, the low-pressure refrigerant switching control valve V4a, and the refrigerant passage 17 (first battery cooling path). The refrigerant stored in the common rail V2a is ejected into the inside of the battery case 6a by the ejector V2b under the control of the control device 40 described later. At this time, the refrigerant expands to become low-temperature compared to the battery cell 6b, and the refrigerant ejected into the inside of the battery case 6a cools the battery cell 6b by absorbing heat when flowing around the battery cell 6b, and flows out to the outside of the battery case 6a through the refrigerant passage 18. In this way, the battery cell 6b is directly cooled by the refrigerant. After that, the refrigerant is compressed by the low-pressure compressor lb, and returns to the high-pressure compressor la through the heat exchanger bypass control valve V3a, the refrigerant passage 20, the heat exchanger bypass control valve V3b, the low-pressure refrigerant switching control valve V4b, the refrigerant passage (recycle path) 22, and the low-pressure refrigerant switching control valve V4c to be compressed again.

[0081] In addition, at the time of heating or stop of the air conditioner 5 and at the time of cooling of the battery 6, the refrigerant is not supplied from the air conditioner 5. In this case, the refrigerant is compressed by the low-pressure compressor lb, cooled by the second heat exchanger 2b via the heat exchanger bypass control valve V3a and the refrigerant passage 19, and further supplied to the common rail V2a via the heat exchanger bypass control valve V3b, the low-pressure refrigerant switching control valve V4b, the refrigerant passage 21, the low-pressure refrigerant switching control valve V4a, and the refrigerant passage 17 (second battery cooling passage). The refrigerant stored in the common rail V2a is injected by the ejector V2b into the inside of the battery case 6a, cools the battery cell 6b by absorbing heat when flowing around the battery cell 6b, and returns to the low-pressure compressor lb via the refrigerant passage 18, and is compressed again.

[0082] In addition, at the time of heating of the battery 6, the refrigerant is not supplied from the air conditioner 5. In this case, the refrigerant is compressed by the low-pressure compressor lb, and supplied to the common rail V2a via the heat exchanger bypass control valve V3a, the refrigerant passage 20, the heat exchanger bypass control valve V3b, the low-pressure refrigerant switching control valve V4b, the refrigerant passage 21, the low-pressure refrigerant switching control valve V4a, and the refrigerant passage 17 (battery heating passage). The refrigerant stored in the common rail V2a is injected by the ejector V2b into the inside of the battery case 6a. At this time, the refrigerant expands but is still at a higher temperature than the battery cell 6b, the refrigerant injected into the inside of the battery case 6a heats the battery cell 6b by radiating heat when flowing around the battery cell 6b, and returns to the low-pressure compressor lb via the refrigerant passage 18, and is compressed again. In this way, the battery cell 6b is directly heated by the refrigerant.

[0083] Next, the electrical configuration of the temperature adjustment system 100 of the present embodiment will be described with reference to Figure 2 and Figure 3 The electrical configuration of the temperature adjustment system 100 of the present embodiment will be described. Figure 3 is a block diagram showing the electrical configuration of the temperature adjustment system 100 of the present embodiment.

[0084] As shown in Figure 3 , the temperature adjustment system 100 has a control device 40 configured to perform various controls in the system. The control device 40 is configured by a computer having one or more processors 40a (typically, a CPU) and a memory 40b such as a ROM, a RAM, and the like that stores various programs (including basic control programs such as an OS, application programs that are launched on the OS and implement specific functions) and various data that are interpreted and executed on the processor 40a.

[0085] Further, the temperature adjustment system 100 is provided with a refrigerant temperature sensor 31 that detects the temperature of the refrigerant flowing in the refrigerant passages 11 to 22, a refrigerant pressure sensor 32 that detects the pressure of the refrigerant, a battery temperature sensor 33 that detects the temperature of the battery 6, a motor temperature sensor 34 that detects the temperature of the motor 4, an inside / outside air temperature sensor 35 that detects the air temperature inside and outside the vehicle cabin of the electric vehicle 200, and an air conditioning switch 36 that receives an operation input to the air conditioner 5. The refrigerant temperature sensor 31 and the refrigerant pressure sensor 32 can be provided in multiple numbers at any portion of the refrigerant passages 11 to 22.

[0086] The control device 40 outputs control signals to the high-pressure compressor la, the low-pressure compressor lb, the ejector V2b, the cooling expansion valves Vla, Vlb, the heating expansion valve Vic, the heat exchanger bypass control valves V3a, V3b, and the low-pressure refrigerant switching control valves V4a, V4b, and V4c on the basis of signals input from the above-described sensors 31 to 35 and the air conditioning switch 36, and controls them.

[0087] [Control]

[0088] Next, the control performed by the control device 40 in the present embodiment will be described with reference to Figure 4 and Figure 5 Figure 4 is a flowchart of the control performed by the temperature adjustment system 100 of the electric vehicle 200 of the present embodiment, Figure 5 is a table showing the air conditioning / battery coordination control modes of the temperature adjustment system 100 of the electric vehicle 200 corresponding to combinations of the air conditioning requirement and the battery temperature adjustment requirement.

[0089] Figure 4 The control shown in the flowchart is repeatedly performed by the control device 40 at a prescribed cycle. Specifically, the processor 40a in the control device 40 reads out a program stored in the memory 40b and executes the program, whereby the control shown in the flowchart of Figure 4 is implemented.

[0090] When the control is started, in step S1, the control device 40 acquires various information such as the detection values detected by the above-described sensors 31 to 35, the operation value input to the air conditioning switch 36, and the like.

[0091] Next, in step S2, the control device 40 acquires the refrigeration and heating requirement to the air conditioner 5, that is, the required value of the cooling or heating capacity of the air conditioner 5 (for example, the flow rate of the refrigerant supplied to the air conditioner 5) on the basis of the information acquired in step S1. For example, the required value of the cooling or heating capacity of the air conditioner 5 is acquired on the basis of the difference between the temperature set by the air conditioning switch 36 and the temperature inside the vehicle cabin.

[0092] ​Next, in step S3, the control device 40 acquires a cooling requirement for the motor 4, that is, a required value of the cooling capacity of the motor 4 (for example, the flow rate of the refrigerant supplied to the motor 4) based on the information acquired in step S1. For example, the required value of the cooling capacity of the motor 4 is acquired in accordance with the difference between the reference temperature set in advance and the temperature of the motor 4 detected by the motor temperature sensor 34.

[0093] Next, in step S4, the control device 40 acquires a temperature adjustment requirement for the battery 6, that is, a requirement for cooling or heating of the battery 6 based on the information acquired in step S1. Specifically, in a situation in which the battery 6 needs to be cooled, for example, a situation in which electric power is supplied from the battery 6 in order to drive the motor 4, a situation in which regenerative electric power is supplied from the motor 4 to the battery 6, in a case where an increase in the temperature of the battery 6 is predicted, the control device 40 acquires a required value of the cooling capacity of the battery 6 (for example, the injection amount of the refrigerant injected from the ejector V2b) in accordance with the size of the supplied electric power output from the battery 6, the size of the regenerative electric power input to the battery 6. In addition, in a situation in which the battery 6 needs to be heated, for example, a situation in which the temperature of the battery 6 needs to be warmed up to a charging temperature higher than the normal temperature in order for the electric vehicle 200 to perform stop charging, in a case where the temperature of the battery 6 detected by the battery temperature sensor 33 is lower than the reference temperature set in advance while the electric vehicle 200 is running, a required value of the heating capacity of the battery 6 (for example, the injection amount of the refrigerant injected from the ejector V2b) is acquired.

[0094] Next, in step S5, the control device 40 determines whether or not there is a temperature adjustment requirement for the battery 6 in step S4. As a result, in a case where the temperature adjustment requirement for the battery 6 is acquired (step S5: Yes), that is, in a case where the required value of the cooling capacity or the heating capacity of the battery 6 is acquired in step S4, step S6 is entered, and the control device 40 decides the air conditioning / battery coordinated control mode. In the present embodiment, the air conditioning / battery coordinated control mode indicates a control mode of the temperature adjustment system 100 corresponding to the combination of the air conditioning requirement for the air conditioner 5 and the temperature adjustment requirement for the battery 6. For example, Figure 5 The table of the air conditioning / battery coordinated control mode shown in FIG. 6 is stored in the memory 40b in advance. As for the control modes 1-a, 2-a, 2-b, 3-a, 3-b, 4-a, 4-b shown in the table of the air conditioning / battery coordinated control mode, Figure 5 The details of the respective contents of the control modes 1-a, 2-a, 2-b, 3-a, 3-b, 4-a, 4-b shown in the table of the air conditioning / battery coordinated control mode will be described later. The control device 40 acquires the air conditioning / battery coordinated control mode corresponding to the air conditioning requirement for the air conditioner 5 acquired in step S2 and the temperature adjustment requirement for the battery 6 acquired in step S4 from the memory 40b.

[0095] After the air conditioning / battery coordinated control mode is decided in step S6, or in the case where it is determined in step S5 that there is no temperature adjustment requirement for the battery 6 in step S4 (step S5: No), in step S7, the control device 40 performs control on the refrigerant flowing in the temperature adjustment system 100 based on the cooling / heating requirement for the air conditioner 5 acquired in step S2, the cooling requirement for the motor 4 acquired in step S3, the temperature adjustment requirement for the battery 6 acquired in step S4, and the air conditioning / battery coordinated control mode decided in step S6 in the case where there is a temperature adjustment requirement for the battery 6 (step S7). That is, the high-pressure compressor la, the low-pressure compressor lb, the ejector V2b, the cooling expansion valves Vla, Vlb, the warming valve Vlc, the heat exchanger bypass control valves V3a, V3b, and the low-pressure refrigerant switching control valves V4a, V4b, V4c are controlled in correspondence with the required value of the cooling or heating capacity of the air conditioner 5, the required value of the cooling capacity of the motor 4, the required value of the cooling or heating capacity of the battery 6, and the air conditioning / battery coordinated control mode, respectively. After step S7, the control device 40 ends the control.

[0096] Next, the contents of each of the control modes 1-a, 2-a, 2-b, 3-a, 3-b, 4-a, 4-b shown in the table of Figures 6-12 will be described. Figure 5 The contents of each of the control modes 1-a, 2-a, 2-b, 3-a, 3-b, 4-a, 4-b shown in the table of Figures 6-12 will be described. The upper side of the table of Figures 6-12 shows P-H diagrams and P-T diagrams of the cooling or heating cycle of the air conditioner 5 and the battery 6 in each control mode, and the lower side shows a heat circulation circuit of the temperature adjustment system 100 in each control mode. In the table of Figures 6-12 , the solid line indicates a refrigerant passage in which refrigerant flows, and the broken line indicates a refrigerant passage in which refrigerant does not flow.

[0097] [Air conditioning / battery coordinated control mode 1-a]

[0098] Figure 6 is a diagram showing P-H diagrams and P-T diagrams of the cooling cycle of the air conditioner 5 and the battery 6 and the flow of refrigerant in the air conditioning / battery coordinated control mode 1-a. As shown in Figure 5 , the air conditioning / battery coordinated control mode 1-a is an example of the control mode in the case where there is a cooling requirement for the air conditioner 5 and there is a cooling requirement for the battery 6.

[0099] In the air conditioning / battery coordinated control mode 1-a, as shown in Figure 6 , in the temperature adjustment system 100, a heat circulation circuit in which the motor 4 is cooled, a heat circulation circuit in which the air conditioner 5 is cooled, and a heat circulation circuit in which the battery 6 is cooled using the refrigerant cooled by the air conditioner 5 are formed.

[0100] In the heat cycle circuit for cooling the motor 4, the refrigerant is compressed by the high-pressure compressor la to become high-temperature and high-pressure (about 120°C, 11 MPa in the example, point A2 in the P-H diagram and the P-T diagram), is cooled by the first heat exchanger 2a via the refrigerant passage 11 (about 30°C in the example, point A3 in the P-H diagram and the P-T diagram), is further subjected to isenthalpic expansion using the cooling expansion valve Vla to become low-temperature (about 20°C, 5 MPa in the example, point A4 in the P-H diagram and the P-T diagram), and is supplied to the motor 4 from the refrigerant passage (motor cooling path) 12b. The refrigerant supplied to the motor 4 absorbs heat when passing through the stator, the rotor, the bearing, and the like of the motor 4, thereby cooling the motor 4, and is returned to the high-pressure compressor la via the refrigerant passage 14 (recovery path) and the low-pressure refrigerant switching control valve V4c, and is compressed again. Figure 6 Figure 6 Figure 6

[0101] In the heat cycle circuit for cooling the motor 4, the refrigerant is compressed by the high-pressure compressor la to become high-temperature and high-pressure (about 120°C, 11 MPa in the example, point A2 in the P-H diagram and the P-T diagram), is cooled by the first heat exchanger 2a via the refrigerant passage 11 (about 30°C in the example, point A3 in the P-H diagram and the P-T diagram), is further subjected to isenthalpic expansion using the cooling expansion valve Vla to become low-temperature (about 20°C, 5 MPa in the example, point A4 in the P-H diagram and the P-T diagram), and is supplied to the motor 4 from the refrigerant passage (motor cooling path) 12b. The refrigerant supplied to the motor 4 absorbs heat when passing through the stator, the rotor, the bearing, and the like of the motor 4, thereby cooling the motor 4, and is returned to the high-pressure compressor la via the refrigerant passage 14 (recovery path) and the low-pressure refrigerant switching control valve V4c, and is compressed again. Figure 6 Figure 6 Figure 6 Figure 6

[0102] In the heat cycle circuit for cooling the battery 6, the refrigerant (about 30°C, 5 MPa in the example) cooled in the air conditioner 5 is supplied to the common line V2a (about 30°C, 5 MPa in the example, point B1 in the P-H diagram and the P-T diagram) via the refrigerant passage 16, the low-pressure refrigerant switching control valve V4a, and the refrigerant passage 17 (first battery cooling path). The refrigerant pressurized in the common line V2a is injected into the inside of the battery case 6a by the ejector V2b. At this time, the refrigerant expands to become low-temperature (about 20°C, 5 MPa in the example, point B2 in the P-H diagram and the P-T diagram) compared to the battery cell 6b. The refrigerant absorbs heat when passing through the battery cell 6b, thereby cooling the battery 6, and is returned to the high-pressure compressor la via the refrigerant passage 18 (recovery path) and the low-pressure refrigerant switching control valve V4c, and is compressed again. Figure 6 Figure 6 Figure 6 ​​​​​​​​​about -60°C, 0.1 MPa, point B2) in the P-H diagram and the P-T diagram, is injected into the inside of the battery case 6a. The refrigerant, which absorbs heat when flowing around the battery cell 6b, thereby cooling the battery cell 6b, flows out to the outside of the battery case 6a through the refrigerant passage 18 (in Figure 6 about 20°C, 0.1 MPa, point B3) in the P-H diagram and the P-T diagram. Thereafter, the refrigerant is compressed by the low-pressure compressor lb, and returns to the high-pressure compressor la through the heat exchanger bypass control valve V3a, the refrigerant passage 20, the heat exchanger bypass control valve V3b, the low-pressure refrigerant switching control valve V4b, the refrigerant passage (recovery path) 22, and the low-pressure refrigerant switching control valve V4c, and is compressed again (in Figure 6 about 120°C, 11 MPa, point B4) in the P-H diagram and the P-T diagram.

[0103] [air conditioning / battery coordinated control mode 2-a]

[0104] Figure 7 are explanatory diagrams showing the P-H diagram and the P-T diagram of the heating cycle of the air conditioner 5 and the cooling cycle of the battery 6, and the flow of the refrigerant, in the air conditioning / battery coordinated control mode 2-a. As shown in Figure 5 the air conditioning / battery coordinated control mode 2-a is an example of the control mode in a case where there is a heating request for the air conditioner 5 and there is a cooling request for the battery 6.

[0105] In the air conditioning / battery coordinated control mode 2-a, as shown in Figure 7 in the temperature regulation system 100, a heat cycle circuit for cooling the motor 4, a heat cycle circuit for heating by the air conditioner 5, and a heat cycle circuit for cooling the battery 6 independently of the air conditioner 5 are formed. Among them, the heat cycle circuit for cooling the motor 4 is the same as in the air conditioning / battery coordinated control mode 1-a.

[0106] In addition, in the heat cycle circuit for heating by the air conditioner 5, the refrigerant is compressed by the high-pressure compressor la to become high-temperature and high-pressure (in Figure 7 about 120°C, 11 MPa, point A2) in the P-H diagram and the P-T diagram, is expanded by the temperature-raising valve Vic but is high-temperature (in Figure 7 about 60°C, 5 MPa, point A3) compared to the air in the vehicle cabin, and is supplied to the air conditioner 5 from the refrigerant passage (air conditioning heating path) 13a. The refrigerant supplied to the air conditioner 5 radiates heat when passing through the vehicle cabin heat exchanger of the air conditioner 5, thereby heating the air flowing into the vehicle cabin, and returns to the high-pressure compressor la through the refrigerant passage 15 (recovery path) and the low-pressure refrigerant switching control valve V4c (inFigure 7 In the example, at approximately 30°C and 5 MPa, point A1 in the PH and PT graphs is compressed again.

[0107] Additionally, in the thermal cycle loop that cools battery 6, the refrigerant is compressed by low-pressure compressor 1b to become high-temperature and high-pressure (in... Figure 7 In the example, at approximately 80°C and 2 MPa, point B3 on the pH and PT graphs is used. The refrigerant is cooled via the heat exchanger bypass control valve V3a and refrigerant passage 19 through the second heat exchanger 2b. Figure 7 In the example, at approximately 30°C and 2MPa (point B4 on the pH and PT graphs), the refrigerant is further supplied to the common rail V2a via the heat exchanger bypass control valve V3b, the low-pressure refrigerant switching control valve V4b, the refrigerant passage 21, the low-pressure refrigerant switching control valve V4a, and the refrigerant passage 17 (second battery cooling path). The refrigerant pressurized in the common rail V2a is injected into the interior of the battery casing 6a by the injector V2b. At this time, the refrigerant expands and is at a lower temperature than the cell 6b (in...). Figure 7 In the example, at approximately 20°C and 0.1 MPa (point B1 in the pH and PT graphs), the refrigerant injected into the interior of the battery casing 6a absorbs heat as it flows around the cell 6b, thereby cooling the cell 6b, and flows out to the outside of the battery casing 6a through the refrigerant passage 18 (in... Figure 7 In this example, the temperature is approximately 60°C, the pressure is 0.1 MPa (point B2 on the pH and PT graphs). Afterward, the refrigerant returns to the low-pressure compressor 1b and is compressed again.

[0108] [Air Conditioning / Battery Coordination Control Mode 2-b]

[0109] Figure 8 This is an explanatory diagram showing the pH and PT graphs of the heating cycle of air conditioner 5 and battery 6 under air conditioning / battery coordinated control mode 2-b, as well as the refrigerant flow. (For example...) Figure 5 As shown, the air conditioning / battery coordination control mode 2-b is an example of a control mode for situations where the air conditioner 5 has a heating requirement and the battery 6 has a heating requirement.

[0110] In air conditioning / battery coordination control mode 2-b, such as Figure 8 As shown, in the temperature control system 100, a thermal circulation loop is formed to cool the motor 4, a thermal circulation loop to heat the air conditioner 5, and a thermal circulation loop to heat the battery 6 independently of the air conditioner 5. The thermal circulation loop to cool the motor 4 is the same as in air conditioning / battery coordinated control mode 1-a, and the thermal circulation loop to heat the air conditioner 5 is the same as in air conditioning / battery coordinated control mode 2-a.

[0111] Additionally, in the thermal cycle circuit that heats battery 6, the refrigerant is compressed by low-pressure compressor 1b to become high-temperature and high-pressure (in... Figure 8 In the example, at approximately 80°C and 2MPa (point B2 on the pH and PT graphs), refrigerant is supplied to the common rail V2a via heat exchanger bypass control valve V3a, refrigerant passage 20, heat exchanger bypass control valve V3b, low-pressure refrigerant switching control valve V4b, refrigerant passage 21, low-pressure refrigerant switching control valve V4a, and refrigerant passage 17 (battery heating path). The refrigerant pressurized in the common rail V2a is injected into the interior of the battery casing 6a by injector V2b. At this time, the refrigerant expands but remains at a temperature higher than that of the cell 6b (in...). Figure 8 In the example, at approximately 60°C and 0.1 MPa (point B3 in the pH and PT graphs), the refrigerant injected into the interior of the battery casing 6a dissipates heat as it flows around the cell 6b, thereby heating the cell 6b, and returns to the low-pressure compressor 1b through the refrigerant passage 18 (in... Figure 8 In the example, at approximately 20°C and 0.1 MPa, point B1 in the PH and PT graphs is compressed again.

[0112] [Air Conditioning / Battery Coordination Control Mode 3-a]

[0113] Figure 9 This is an explanatory diagram showing the pH and PT graphs of the cooling cycle of battery 6 under air conditioning / battery coordinated control mode 3-a, and the flow of refrigerant. (For example...) Figure 5 As shown, the air conditioning / battery coordinated control mode 3-a is an example of a control mode for situations where the air conditioner 5 has no cooling or heating requirements (i.e., the air conditioner 5 is off) but the battery 6 has cooling requirements.

[0114] In air conditioning / battery coordination control mode 3-a, such as Figure 9 As shown, in the temperature control system 100, a thermal circulation loop is formed to cool the motor 4 and a thermal circulation loop to cool the battery 6 independently of the air conditioner 5. The thermal circulation loop to cool the motor 4 is the same as in the air conditioning / battery coordinated control mode 1-a, and the thermal circulation loop to cool the battery 6 is the same as in the air conditioning / battery coordinated control mode 2-a.

[0115] [Air Conditioning / Battery Coordination Control Mode 3-b]

[0116] Figure 10 This is an explanatory diagram showing the pH and PT graphs of the heating cycle of battery 6 under air conditioning / battery coordinated control mode 3-b, and the refrigerant flow. (For example...) Figure 5As shown, the air conditioning / battery coordinated control mode 3-b is an example of the control mode in a case where there is no request for cooling or heating by the air conditioner 5 (i.e., the air conditioner 5 is off) and there is a request for heating of the battery 6.

[0117] As shown in FIG. 6, in the air conditioning / battery coordinated control mode 3-b, the heat cycle circuit for cooling the motor 4 and the heat cycle circuit for heating the battery 6 are formed in the temperature regulation system 100. Figure 10

[0118] [Air conditioning / battery coordinated control mode 4-a]

[0119] Figure 11 As shown, the air conditioning / battery coordinated control mode 4-a is an example of the control mode in a case where there is a request for dry heating by the air conditioner 5 and there is a request for cooling of the battery 6. In the present embodiment, dry heating indicates an operation in which cooling and heating are simultaneously performed in order to heat the air in the vehicle cabin while dehumidifying the air. Figure 5

[0120] As shown in FIG. 8, in the air conditioning / battery coordinated control mode 4-a, the heat cycle circuit for cooling the motor 4, the heat cycle circuit for dry heating by the air conditioner 5, and the heat cycle circuit for cooling the battery 6 are formed in the temperature regulation system 100. Figure 11

[0121] In the heat cycle circuit for dry heating by the air conditioner 5, the refrigerant is compressed by the high-pressure compressor la to become high-temperature and high-pressure (about 120°C, 11 MPa in the example of FIG. 8, point A2 in the P-H diagram and the P-T diagram). A portion of the refrigerant that has become high-temperature and high-pressure is cooled by passing through the first heat exchanger 2a via the refrigerant passage 11 (about 30°C in the example of FIG. 8, point A3 in the P-H diagram and the P-T diagram), and further isentropically expanded by the cooling expansion valve Vlb to become low-temperature (about - 20°C in the example of FIG. 8, point A4 in the P-H diagram and the P-T diagram). Figure 11 Figure 11 Figure 11 ​​​​​about 20°C, 5 MPa, point A4) in the P-H diagram and the P-T diagram, is supplied to the air conditioner 5 from the refrigerant passage (motor cooling path) 13b. The refrigerant supplied to the air conditioner 5 absorbs heat when passing through the dehumidification heat exchanger of the air conditioner 5, thereby dehumidifying the air flowing into the vehicle cabin, and is returned to the high-pressure compressor la through the refrigerant passage 15 (recovery path) and the low-pressure refrigerant switching control valve V4c (in Figure 11 about 30°C, 5 MPa, point Al) in the P-H diagram and the P-T diagram. In addition, the portion of the refrigerant that becomes high-temperature and high-pressure and is not used for dehumidification is expanded using the temperature increasing valve Vlc (in Figure 11 about 60°C, 5 MPa, point A5) in the P-H diagram and the P-T diagram, is supplied to the air conditioner 5 from the refrigerant passage (air conditioning heating path) 13a. The refrigerant supplied to the air conditioner 5 releases heat when passing through the vehicle cabin heat exchanger of the air conditioner 5, thereby heating the air flowing into the vehicle cabin, and is returned to the high-pressure compressor la through the refrigerant passage 15 (recovery path) and the low-pressure refrigerant switching control valve V4c (in Figure 11 about 30°C, 5 MPa, point Al) in the P-H diagram and the P-T diagram, is compressed again with the refrigerant used for dehumidification.

[0122] [air conditioning / battery coordinated control mode 4-b]

[0123] Figure 12 are explanatory diagrams showing the P-H diagram and the P-T diagram of the heating / cooling cycle of the air conditioner 5 and the heating cycle of the battery 6 and the flow of the refrigerant in the air conditioning / battery coordinated control mode 4-b. As shown in Figure 5 The air conditioning / battery coordinated control mode 4-b is an example of the control mode in a case where there is a dry heating request for the air conditioner 5 and there is a heating request for the battery 6.

[0124] In the air conditioning / battery coordinated control mode 4-b, as shown in Figure 12 In the temperature regulation system 100, a heat cycle circuit that cools the motor 4, a heat cycle circuit that performs dry heating using the air conditioner 5, and a heat cycle circuit that performs heating of the battery 6 independently of the air conditioner 5 are formed. The heat cycle circuit that cools the motor 4 is the same as in the air conditioning / battery coordinated control mode 1-a, the heat cycle circuit that performs dry heating using the air conditioner 5 is the same as in the air conditioning / battery coordinated control mode 4-a, and the heat cycle circuit that performs heating of the battery 6 is the same as in the air conditioning / battery coordinated control mode 2-b.

[0125] [Effects]

[0126] Next, the effects of the temperature regulation system of the electric vehicle according to the above-described embodiment and modified examples will be described.

[0127] According to the temperature adjustment system 100 of the present embodiment, since cooling of the air conditioner 5, cooling of the motor 4, and cooling of the battery 6 are performed using the common refrigerant containing CO2, the structure of the temperature adjustment system 100 as a whole can be made compact. Further, at the time of cooling of the air conditioner 5 and at the time of cooling of the battery 6, the refrigerant cooled by the air conditioner 5 is supplied to the common rail V2a and the ejector V2b, and is further expanded and injected from the ejector V2b into the inside of the battery case 6a, so that the battery core 6b can be directly cooled by the refrigerant while maintaining the strength of the structure of the battery core 6b and the battery case 6a to the same degree as in the past. Thus, the temperature adjustment of the battery 6 can be performed with high responsiveness without causing an increase in the weight of the battery 6 and an increase in the manufacturing cost.

[0128] Further, the refrigerant compressed by the low-pressure compressor 1b after passing through the battery 6, the refrigerant passing through the air conditioner 5, and the refrigerant passing through the motor 44 can be compressed together by the high-pressure compressor 1a, so that the common second compressor can be used in the compression of the refrigerant used for cooling of the air conditioner 5, the motor 4, and the battery 6, and the structure of the temperature adjustment system 100 as a whole can be made compact.

[0129] Further, by expanding and injecting the high-temperature and high-pressure refrigerant compressed by the low-pressure compressor 1b from the ejector V2b into the inside of the battery case 6a, the battery core 6b can be directly heated by the refrigerant. Thus, the temperature adjustment of the battery 6 can be performed with high responsiveness without causing an increase in the weight of the battery 6 and an increase in the manufacturing cost.

[0130] Further, the refrigerant passing through the battery 6 is compressed by the low-pressure compressor 1b and further cooled by the second heat exchanger 2b, and is then supplied to the common rail V2a and the ejector V2b via the heat exchanger bypass control valve V3b, the low-pressure refrigerant switching control valve V4b, the refrigerant passage 21, the low-pressure refrigerant switching control valve V4a, and the refrigerant passage 17, and is expanded and injected from the ejector V2b into the inside of the battery case 6a, so that the battery core 6b can be directly cooled by the refrigerant flowing in the heat cycle circuit independent of the air conditioner 5 even in a state where the refrigerant cooled by the air conditioner 5 cannot be used at the time of heating or stopping of the air conditioner 5. Thus, the temperature adjustment of the battery 6 can be performed with high responsiveness without causing an increase in the weight of the battery 6 and an increase in the manufacturing cost.

[0131] Further, the required amount of refrigerant corresponding to the amount of heat generation and the temperature of the battery 6 can be accurately injected from the ejector V2b into the inside of the battery case 6a at an appropriate pressure, so that the temperature variation of the battery core 6b of the battery 6 can be suppressed, and the degradation of the battery 6 due to heat cycles can be reduced.

[0132] In addition, by supplying the high-temperature and high-pressure refrigerant compressed by the high-pressure compressor la to the air conditioner 5 via the refrigerant passage 13a, heating of the air conditioner 5 can be performed.

[0133] [Modified Example]

[0134] In the above-described embodiment, the temperature adjustment system 100 is configured such that, at the time of cooling of the air conditioner 5 and at the time of cooling of the battery 6 (air conditioning / battery cooperative control mode 1-a), the refrigerant cooled after cooling of the air conditioner 5 is supplied to the common rail V2a, and is injected into the inside of the battery case 6a by the ejector V2b, and at the time of heating of the air conditioner 5 or at the time of stop and at the time of cooling of the battery 6 (air conditioning / battery cooperative control modes 2-a, 3-a, 4-a), the refrigerant is circulated in the heat cycle circuit in which cooling of the battery 6 is performed independently of the air conditioner 5, but it can be configured differently. For example, the temperature adjustment system 100 can be configured such that, regardless of the air conditioning requirement for the air conditioner 5, at the time of cooling of the battery 6, the refrigerant (for example, about 20°C, 5 MPa) cooled by the first heat exchanger 2a after being compressed by the high-pressure compressor la and further subjected to isenthalpic expansion using the cooling expansion valve Vlb to become low-temperature refrigerant is supplied to the common rail V2a, is injected into the inside of the battery case 6a by the ejector V2b, and is expanded to, for example, 0.1 MPa to cool the battery cell 6b. In addition, in this case, the temperature adjustment system 100 can be configured such that a refrigerant passage is formed on the outside of the battery case 6a (typically, the surface of the case), and the high-temperature and high-pressure (for example, about 120°C, 11 MPa) refrigerant compressed by the high-pressure compressor la flows in the refrigerant passage, and thus the battery cell 6b in the battery case 6a is indirectly heated by the refrigerant.

Claims

1. A temperature control system for an electric vehicle, the electric vehicle comprising an air conditioning unit for air conditioning, a drive motor, and a battery having battery cells housed inside a battery casing, the temperature control system for the electric vehicle being characterized in that it comprises: A compressor, which compresses a refrigerant containing CO2; A first heat exchanger cools the refrigerant compressed by the compressor; A first expansion valve causes the refrigerant cooled by the first heat exchanger to expand; The air conditioning cooling path supplies the air conditioning unit with the refrigerant expanded by the first expansion valve during the cooling process. The motor cooling path involves supplying the motor with the refrigerant expanded by the first expansion valve during motor cooling. A second expansion valve causes the refrigerant to expand and be injected into the interior of the battery casing; The first battery cooling path supplies the refrigerant after cooling the air conditioning unit to the second expansion valve when the air conditioning unit is being cooled and the battery is being cooled. as well as The recycling path supplies the refrigerant that has passed through the air conditioning unit, the motor, and the battery to the compressor.

2. The temperature control system for electric vehicles according to claim 1, characterized in that, The compressor comprises: A first compressor compresses the refrigerant that has passed through the battery; and The second compressor compresses the refrigerant that has passed through the air conditioning unit and the refrigerant that has passed through the motor; While the air conditioning unit is cooling and the battery is cooling, the second compressor further compresses the refrigerant that has been compressed by the first compressor.

3. The temperature control system for electric vehicles according to claim 2, characterized in that, The temperature control system of the electric vehicle includes a battery heating path that supplies the refrigerant compressed by the first compressor to the second expansion valve when the battery is heated.

4. The temperature control system for electric vehicles according to claim 2, characterized in that, have: A second heat exchanger cools the refrigerant compressed by the first compressor when the air conditioning unit is heated or stopped and when the battery is cooled. as well as The second battery cooling path supplies the refrigerant cooled by the second heat exchanger to the second expansion valve when the air conditioning unit is heated or stopped and when the battery is cooled.

5. The temperature control system for electric vehicles according to claim 3, characterized in that, have: A second heat exchanger cools the refrigerant compressed by the first compressor when the air conditioning unit is heated or stopped and when the battery is cooled. as well as The second battery cooling path supplies the refrigerant cooled by the second heat exchanger to the second expansion valve when the air conditioning unit is heated or stopped and when the battery is cooled.

6. The temperature control system for an electric vehicle according to any one of claims 1 to 5, characterized in that, The second expansion valve has a common rail for storing the refrigerant and an injector for injecting the refrigerant stored in the common rail into the interior of the battery housing.

7. The temperature control system for an electric vehicle according to any one of claims 1 to 5, characterized in that, The temperature control system of the electric vehicle includes an air conditioning heating path that supplies the refrigerant compressed by the compressor to the air conditioning unit during heating.

8. The temperature control system for an electric vehicle according to claim 6, characterized in that, The temperature control system of the electric vehicle includes an air conditioning heating path that supplies the refrigerant compressed by the compressor to the air conditioning unit during heating.

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